Body Builders Guide PDF

Application
Engineering
Bulletin
Title: This AEB is for the following applications:
CM2350 Electronic Subsystem Technical
Package – Body Builders Guide Automotive Industrial Marine
G-Drive Genset
Filtration Emission Solutions

Refer to AEB 9.01 for Safety Practices,
Date: 23 July 2014 AEB Number: 15.142
Guidelines and Procedures
Engine models included: 2013 ISB6.7, ISL9, ISX12, and ISX15
Owner: Ian Alsman / Approver: per Procedure VPI-GAE-0001 Page 1 of 216

Walter Rhodes
This AEB supersedes AEB 15.142 dated 29 April 2014
This AEB serves as the Body Builders Guide for 2013 Cummins diesel engines including
ISB6.7, ISL9, ISX12, and ISX15 equipped with the CM2350 electronic control module. The
electronic control module provides many features that can be used to control the engine in a
variety of applications. This manual describes the functionality of these features, and contains
some guidelines on proper implementation of the Cummins engine for those applications. It
also contains a document list that needs to be referenced in conjunction with this manual for
proper installation practice on the Cummins engines.
Note: Any Body Builder may request access to the Cummins Secured Website by contacting
your Cummins Support Contact and submitting a security agreement. If you cannot find a
Cummins Support Contact, go to gce.cummins.com and email your needs with details to Web
Support.
Cummins automotive 2013 engines are integrated with a Selective Catalytic Reduction (SCR)
System. For detailed information related to the SCR aftertreatment system, refer to AEB 15.139
– CM2350 Electronic Subsystem Technical Package – OEM Interfaces, and AEB 21.112 –
Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements.
On Board Diagnostics (OBD) Requirements –

The following components are HD OBD regulated. The OEM supplied OBD
components are the responsibility of the OEM to implement and install according
to the HD OBD Requirements specified in this document. See AEB 191.23 – On
Board Diagnostics (OBD) Master Document – HD OBD for a list of all AEB
documents that have HD OBD Requirements.
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.
Revision 07, 23 July 2014 Page 1 of 216 © Copyright 2014 Cummins Inc.
CM2350 Electronic Subsystem Technical Package – Body Builders Guide AEB 15.142
HD OBD Component Section

Accelerator Pedal Position Sensors Accelerator Pedal Position sections
Aftertreatment Diesel Oxidation Catalyst Aftertreatment Diesel Oxidation Catalyst
Inlet Temperature Inlet Temperature Signal
Aftertreatment Diesel Oxidation Catalyst Aftertreatment Diesel Oxidation Catalyst
Outlet Temperature Outlet Temperature Signal
Aftertreatment Diesel Particulate Filter Aftertreatment Diesel Particulate Filter
Outlet Gas Temperature Outlet Gas Temperature Signal
Aftertreatment Diesel Particulate Filter Aftertreatment Diesel Particulate Filter
Pressures Differential Pressure Signal
Aftertreatment Diesel Particulate Filter
Output Pressure Signal
Ambient Air Temperature Sensor Ambient Air Temperature Sensor Signal
Datalink (public and dedicated) Installation Requirements and
Recommendations
J1939 Public Datalink
Engine/Aftertreatment Communication
Network
Engine Coolant Level Engine Coolant Level Signal
Malfunction Indicator Lamp Malfunction Indicator Lamp
Tailshaft Speed Signal Installation Requirements and
Recommendations
Vehicle Speed Vehicle Speed Sensor sections
Ammonia Sensor Signal Ammonia Sensor section
Particulate Matter Sensor Signal Particulate Matter Sensor section
Dosing Module (DM) DM section
Supply Module (SM) SM section
Diesel Exhaust Fluid Tank Temperature Diesel Exhaust Fluid Tank Temperature
Sensor Sensor section
DEF line heater and relay DEF line heater and relay section
DEF tank coolant flow valve DEF tank coolant flow valve section
DEF Suction, Pressure and Throttle lines DEF Suction, Pressure and Throttle lines
section
NOx sensors (Engine Out and SCR Out) NOx sensors section
HD OBD Component Section

Wiring from all aftertreatment components OEM wiring section
to ECM
Wait to Start Lamp Wait to Start Lamp
2013 Component Requirements for Body Builders
Body Builders MUST NOT modify the following components or systems due to
OBD/emissions system certification of these components/systems:
 Vehicle Speed Sensor

 Engine Coolant Level Sensor
 Ambient Air Temperature Sensor
 Vehicle Accelerator Pedal
 Malfunction Indicator Lamp
 9-Pin Diagnostic Interface Connector
 J1939 Datalink
 Diesel Particulate Filter (DPF) and Diesel Oxidation Catalyst (DOC) System
including exhaust downstream pipe and compressed air supply to engine Dosing
Module.
 Selective Catalytic Reduction (SCR) System including connection pipe to Diesel
Particulate Filter system and Diesel Exhaust Fluid (DEF) system.
 Body Builders MUST NOT modify or relocate the DPF/DOC/SCR/DEF assembly or
any components associated with them. It is also the case that there SHOULD NOT
be any modifications made to the exhaust piping from turbo outlet to aftertreatment
inlet.
 Body Builders MUST NOT restrict access for service of the emissions system
components.
 Body Builders MUST NOT install objects that will result in abnormal temperatures
to occur on the emissions control system.
 Body Builders MUST NOT restrict access to the fill tube or label for the DEF tank
after body builder work is completed.
 Body builders MUST maintain proper clearance of their add-on devices to the high
temperature components of the emissions control systems.
 Please refer to AEB 191.24 – OEM Regulatory Agreement Support Information
Installation Requirements
In order to receive Cummins approval of the ECM installation, the following
requirements MUST be met. Exceptions to those requirements MUST be approved by
Cummins application engineering.
1. The procedures in the ECM to Vehicle Connection Procedure MUST be followed

for connecting and disconnecting battery power to the ECM.
2. ECM positive power supply MUST be connected directly to the vehicle battery or
a low impedance battery bus system that will maintain adequate operating
voltage to the ECM.
3. The ECM MUST NOT be connected to a battery disconnect device unless

dictated by statutory regulation. The ECM and the Aftertreatment Power on the
14-pin crossover connector (as is required for some ISB special applications as
noted in the Installation Requirements section of this AEB) MUST connect
directly to battery power.
4. Battery disconnect switches, if installed MUST disconnect the positive circuit.
5. ECM power return (ground) wiring MUST be connected to the engine block
ground stud and then return from the engine block to the battery by a low
impedance circuit of 0.020 Ω or less between the ECM and battery.
6. ECM power wiring MUST be 16 AWG and have a total wiring circuit resistance of
0.040 Ω or less from battery positive to ECM back to battery negative.
7. ECM positive power circuit MUST be protected by an automotive type fuse (a

single 30 A fuse) or similarly fast acting circuit breaker that will provide 30 A of
current to the ECM.
8. All datalink devices and adapters MUST be grounded at the same ground
potential as ECM.
9. The alternator MUST be equipped with a ground cable sized and routed such
that it is capable of carrying a minimum of 80% of the alternator’s rated output
current under all operating conditions. Refer to the Alternator Ground Cable
Effectiveness Test as described in AEB 21-35 – Starter and Electrical Systems
for more information.
10. ECM Ground Noise Sustained voltage differential or peak to peak voltage
differential levels between the engine ECM block ground stud and battery
negative MUST NOT exceed 500 mV. Intermittent transient pulses with duration
of 5.0 µs or less at a magnitude of ±2.5 volt or less are acceptable. Refer to the
Test Method for ECM Ground Noise in AEB 21-35 – Starter and Electrical
Systems for more information.
11. Trailer ground circuits MUST NOT use the engine block ground stud for a
connection point or path back to Battery (-).
12. All OEM switches and sensors wired directly to the ECM MUST be wired to an
ECM Return and MUST NOT return through chassis or engine block grounds.
13. Acceleration Position Sensor #1 and Acceleration Position Sensor #2 MUST be

the only signal returned to the Acceleration Position Sensor #1 and Acceleration
Position Sensor #2 return. Acceleration Position Sensor #1 supply MUST be
dedicated to Acceleration Position Sensor #1.
14. Acceleration Position Sensor #1 and Acceleration Position Sensor #2, Supply,
Signal and Return circuit wiring harness and connector resistance MUST NOT
exceed 10 Ω for each circuit.
15. An ECM Return MUST NOT be used to return any voltage that has not been
sourced from the ECM.
16. Any single ECM Return MUST NOT exceed 6 A.
17. The vehicle keyswitch MUST provide a continuous battery voltage signal to the
ECM when in the ON or CRANK positions and remove battery voltage to the
keyswitch input of the ECM when in the OFF or ACCESSORY positions.
18. The keyswitch signal MUST be fused and be independent from other loads that
could impact the Keyswitch signal.
19. Since the Vehicle Speed Sensor is an OBD sensor for the 2013 products and
beyond, the OEM may no longer implement circuit interruptions between the
vehicle speed sensor and the ECM. As were used in the past for certain
stationary mode applications.
20. The vehicle SAE J1939 Data Link connection MUST meet the electrical
performance requirements of SAE J1939.
21. The vehicle SAE J1939 Data Link connection MUST connect to the ECM without
going through a gateway device.
22. Cummins specified emissions devices MUST be on the Engine/Aftertreatment

Communication Network. Other datalink devices MUST NOT be installed on this
network.
23. Red Stop Lamp, Amber Warning Lamp, Malfunction Indicator Lamp, Diesel
Exhaust Fluid Lamp and Diesel Exhaust Fluid gauge MUST be installed on the
dashboard and be visible to the vehicle operator.
24. The Wait to Start Lamp MUST be installed such that the vehicle operator can
visibly see the indication that a delay is needed before starting the engine. The
Wait to Start Lamp is an OBD component and is subject to all OBD requirements
for all 2013 ISB6.7 and ISL9 engine installations.
25. The aftertreatment connectors and wiring MUST be adequately protected from
the radiated heat.
26. Wire size MUST be minimum 20 AWG for ECM I/O.
27. All OEM installed components MUST meet the requirement as defined in AEB
15.139 – CM2350 Electronic Subsystem Technical Package – OEM
Components.
28. J1939 multiplexed systems MUST meet the standards in AEB 15.138 – CM2350
Electronic Subsystem Technical Package – Serial Communications and AEB
15.110 – J1939 Multiplexing of Inputs and Outputs for 2010 and Beyond
Automotive Engines.
29. Connector wiring and seals MUST provide adequate dirt and moisture intrusion
protection including the fitting of unused connector cavities with sealing plugs.
30. Datalink, Vehicle Speed Sensor, Accelerator Position Sensor and DEF Doser
wiring MUST be twisted pairs/triplets.
31. The ECM 96 pin connector, supply module connector and dosing connector
MUST have silver plated terminal contacts.
32. The ECM 14 pin crossover connector, delegated assembly connectors, DEF
quality sensor connector and Particulate Matter (Soot) sensor connector MUST
have gold plated terminal contacts.
33. The ECM 96 pin connector MUST be properly installed by pulling the lever down
completely to ensure a “click” sound and that the lever is in the fully closed
position.
34. The OEM MUST use a cable clamp on the ECM for the OEM harness connector.
35. All ECM connectors MUST be disconnected prior to any vehicle welding.
36. The Starter Lockout feature MUST be functional when used with Cummins
branded starters.
37. The thermal shielding effectiveness of the aftertreatment diesel particulate

differential pressure sensor MUST be demonstrated by the OEM for installed
distances less than 25 mm (1 in).
38. Any auxiliary system used to shutdown the engine MUST have a Cummins
Application review completed and approved.
39. ECM power MUST be maintained for a minimum 70 seconds after key off.
40. OEM MUST procure a wiring harness to connect the Dosing System including:
the Supply Module, Dosing Module, DEF line heaters, DEF tank coolant flow
valve, Diesel Exhaust Fluid Tank Temperature Sensor, Diesel Exhaust Fluid
Tank Level Sensor, delegated assembly connectors, Engine/Aftertreatment
Communication Network, switched battery power and return, and Particulate
Matter (Soot) sensor. Refer to 2013 Common OEM Wiring Diagram for
completed wiring details.
41. OEM MUST meet electrical requirements of Dosing Module, Supply Module,
DEF Tank Coolant Flow Valve, DEF Line Heater Relay, and DEF line heating as
defined within Table 1.
42. OEM MUST meet electrical requirements of NOx sensor as defined within Table
2.
43. OEM MUST meet electrical requirements of ammonia (NH3) sensor as defined
within Table 3.
44. The In-Tank DEF Quality Sensor is an optional sensor for 2013 engines but is
required for 2016 engines. If it is used, the OEM MUST meet electrical
requirements of DEF Quality Sensor as defined within Table 4.
45. OEM MUST meet electrical requirements of DPF/SCR exhaust gas temperature
sensor as defined within Table 5.
46. OEM MUST meet electrical requirements of Particulate Matter sensor as defined
within Table 6.
47. The DEF Dosing Module and its connectors MUST NOT be exposed to
temperatures greater than 120 °C (248 °F).
48. Supply Module MUST NOT be exposed to temperatures greater than 85 °C

(176 °F).
49. Supply Module system voltage MUST be the same as engine voltage.
50. Vehicles MUST be equipped with a Diesel Exhaust Fluid Tank Level Sensor.
Tank level sensing MUST adhere to the tank level sensing requirements as
defined in AEB 15.139 – CM2350 Electronic Subsystem Technical Package –
OEM Components.
51. Vehicles MUST be equipped with Diesel Exhaust Fluid tank temperature sensing
capabilities. Tank temperature sensing MUST adhere to the tank level sensing
requirements as defined in AEB 15.139 – CM2350 Electronic Subsystem
Technical Package – OEM Components.
52. Diesel Exhaust Fluid lines (Pressure, Suction, and Throttle Lines) MUST NOT
exceed maximum lengths as outlined in AEB 21.112 – Automotive and Bus
Aftertreatment (DPF and SCR) 2013 Installation Requirements.
53. DEF line ID (Pressure, Suction, and Throttle Lines) of 3.0 – 3.5 mm MUST:
a. Conform to Table 1 (Appendix) electrical requirements.
b. Conform to system configuration layout as defined within AEB 21.112 –

Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation
Requirements.
c. Successfully pass on-vehicle pressure drop testing as defined within AEB

21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013
Installation Requirements.
54. OEM MUST provide suitable DEF pressure, DEF suction, and DEF throttle line
heating equipment to ensure vehicle acceptance for all seasons.
55. OEM MUST provide heated connectors for these lines.
56. OEM MUST provide an Ambient Air Temperature Sensor at a location which
meets the requirement as specified in AEB 15.140 – CM2350 Electronic
Subsystem Technical Package – OEM Components.
57. OEM MUST provide a DEF Line Heater Relay (either one 3-pole relay isolated
with three diodes, or three 1-pole relays). DEF Line Heater Relay MUST be
rated for vehicle battery voltage.
58. The DEF Tank Coolant Flow Valve voltage rating MUST be the same as the
engine voltage.
59. OEM Switched Battery to the 12-pin Delegated Assembly Jumper (which
supplies power to the NOx sensor and the DPF/SCR exhaust gas temperature
sensor) MUST be the same as engine voltage.
60. The Diesel Particulate Filter (DPF) and Selective Catalyst Reduction (SCR)
connectors MUST NOT be subjected to temperatures greater than 140 °C
(284 °F).
61. The NOx sensor ECU and connectors MUST NOT be subjected to temperatures
greater than 125 °C (257 °F) / 115 °C (239 °F) for 12 V/24 V.
62. NOx sensor wiring MUST NOT be subjected to temperatures greater than 200 °C
(392 °F).
63. NOx sensor wiring between the ECM and sensing element MUST NOT be
modified. The NOx sensor MUST NOT be grounded to engine block stud.
64. NOx sensor voltage rating MUST be the same as engine voltage.
65. NH3 sensor ECU and connectors MUST NOT be subjected to temperatures
greater than 125 °C (257 °F).
66. NH3 sensor wiring MUST NOT be subjected to temperatures greater than 200 °C
(392 °F).
67. NH3 sensor wiring between the ECM and NH3 sensing element MUST NOT be
modified. NH3 sensor MUST NOT be grounded to engine block stud.
required for 2016 engines. If it is used, the sensor and connectors MUST NOT be
subjected to temperatures greater than 125 °C.
required for 2016 engines. If it is used, it MUST NOT be grounded to the engine
block stud.
70. The DPF/SCR Exhaust Gas Temperature sensor module and connectors MUST
NOT be subjected to temperatures greater than 125 °C (257 °F).
71. DPF/SCR Exhaust Gas Temperature sensor wiring MUST NOT be subjected to
temperatures greater than 240 °C (464 °F). Temperature sensor wiring MUST
NOT be modified. Temperature sensor MUST NOT be grounded to engine block
stud.
72. DPF/SCR Exhaust Gas Temperature sensor voltage rating MUST be the same
as engine voltage.
73. Once incorrect Diesel Exhaust Fluid (DEF) has been detected, the vehicle MUST
be taken to an authorized service center to ensure no permanent damage has
occurred to the SCR system.
74. A Fuel Tank Level Sensor for indicating percent remaining usable diesel fuel
MUST be installed which meet the requirement as specified in AEB 15.140 –
CM2350 Electronic Subsystem Technical Package – OEM Components.
Note: The use of the term MUST denotes a requirement that must be followed for an
approved application installation. The term SHOULD denotes a recommended
practice that should be followed for best performance. Deviations from the
recommendations should only be performed if specific information or testing is
available for the particular application which confirms the deviation is appropriate.
Wiring Specifications
Cummins does not take any responsibility for customer or body builder wiring.
Aftermarket installed wiring for engine speed control MUST comply with Cummins
installation requirements as mentioned above. The following wiring specifications are
additional guidelines in installing the total vehicle system.
ECM to Vehicle Connection Procedure
The following procedure MUST be followed for connecting battery power to the ECM.
Not following this procedure may result in permanent damage to the ECM.
1. All ECM power and I/O connections MUST be made before connecting the
vehicle batteries to the vehicle electrical system. Ensure the 96 pin OEM
connector is properly installed by pulling the lever down completely to ensure
a “click” sound and the lever is in the fully closed position.
2. Make the Battery (-) connection followed by the Battery (+) connection.
Reverse this order for disconnecting battery power.
3. The ECM Keyswitch signal MUST be OFF (0 volts) when connecting or
disconnecting battery power.
4. The ECM MUST NOT be powered from a source outside the vehicle chassis,
unless using a device specifically approved by Cummins.
Battery Disconnects
The ECM MUST be connected directly to battery power; if a battery disconnect device is
installed on the vehicle, it MUST NOT disconnect power to the ECM. The ECM needs
continuous battery power to determine when to perform various OBD regulated
diagnostics. Additional, Diesel Exhaust Fluid line purging starts when the keyswitch is
turned OFF and is completed in 70 seconds. Battery power MUST be maintained to the
ECM during the purging cycle to ensure that purging is completed. Damage may result
from an incomplete purge and the freezing of Diesel Exhaust Fluid remaining in the
dosing system.
If, due to statutory regulation, a battery disconnect device is required to remove battery
power from the ECM, proper labeling must be installed on or near the disconnect device
that warns the vehicle operator that the disconnect device should only be used in an
emergency situation or due to statutory regulation and not on a regular basis.
When the Aftertreatment Power on the 14-pin crossover connector is connected to the
battery (as is required for some ISB special applications as noted in the Installation
Requirements section of this AEB), the battery disconnect device MUST NOT
disconnect power to the Aftertreatment Power circuit (Pin 5 on the 14 pin crossover
connector). The ECM controls, via a relay, the battery power to the Aftertreatment
Power circuit until it has completed the required OBD regulated diagnostics.
It is acceptable for the power to the Diesel Exhaust Fluid Line Heater Relay and the
Diesel Exhaust Fluid Supply Module Heater Relay to be connected to a battery
disconnect device.
When a battery disconnect device is installed on the vehicle, it MUST be installed on the
positive battery circuit – even if the ECM is not in the battery disconnect circuit. If it is
desired for the negative battery circuit to be disconnected, the battery disconnect device
must disconnect the positive battery circuit first before disconnecting the negative
battery circuit. Severe and permanent damage to the ECM can result if the negative
battery circuit is disconnected first.
Alternator Grounding
The alternator MUST be equipped with a ground cable sized and routed such that it is
capable of carrying a minimum of 80% of the alternator’s rated output current under all
operating conditions. Refer to AEB 21.35 – Automotive and Bus Installation
Requirements – Starting and Electrical Systems for a test method to measure the
alternator ground cable effectiveness.
The alternator ground cable may use the battery negative terminal (preferred), starter
negative terminal or engine block ground stud for a connection point, provided the
sustained voltage differential or peak to peak voltage differential levels between the
engine ECM block ground stud and battery negative do not exceed 500 mV.
Intermittent transient pulses with duration of 5.0 µs or less at a magnitude of ±2.5 volt or
less are acceptable. Refer to AEB 21.35 – Automotive and Bus Installation
Requirements – Starting and Electrical Systems for a test method to measure the
alternator ground voltage differential.
Vehicle Chassis Grounding
The vehicle chassis SHOULD be grounded at only one location, preferably near the
battery negative terminal.
Trailer ground circuits MUST not use the engine block ground stud for a connection
point or path back to Battery (-).
Data Link Device Power Connections:
All datalink devices and adapters MUST share a common ground to the vehicle battery
system. Where devices or adapters have separate power sources, the grounds MUST
be connected such that the ECM and the devices/adapters are at the same ground
potential.
VEPS Connections
OEM programming of a Cummins engine over SAE J1939 Data Link can be
accomplished either prior to or after the engine is installed the vehicle chassis.
Programming the engine after it is installed in the chassis is recommended; however, if
this is not possible and the engine MUST be programmed prior to installation in the
chassis, additional precautions need to be taken to limit the potential damage to the
Engine Control Module (ECM).
 When connecting VEPS to the vehicle or ECM datalink, the datalink adapter power
supply MUST have a common ground connection with the Battery (-) connection of
the ECM and to the engine block.
 The datalink adapter SHOULD be powered from the same power supply as the
ECM. If this is not possible, the datalink adapter power supply MUST have a
common ground connection with the Battery (-) connection of the ECM.
 The ECM power connection (Battery + and -) MUST be made prior to energizing the
ECM (Do not "Hot Plug" the ECM).
 The ECM Battery (-) MUST also be connected to the engine block prior to energizing
the ECM.
 The ECM MUST be connected as detailed above and energized at the intended
system voltage prior to turning ON the Keyswitch.
 When disconnecting VEPS, the Keyswitch MUST be turned OFF for 70 seconds
prior to disconnecting the battery voltage or battery ground connections.
Electronic Transmission Controller Interface Wiring
All Eaton and Meritor electronically controlled transmissions MUST use SAE J1939
Data Link with the engine control module. For automatic transmissions refer to the
transmission manufacturer's installation requirements. Cummins recommends the use
of J1939 for all automatic transmission installations when available. The use of the SAE
J1939 Data Link will eliminate the need for additional control circuit wiring and relays for
the engine brake control and wiring for tail shaft speed signals from the transmission to
the engine.
Application Notes:
1. For automatic transmission applications requiring a discrete signal to disengage a

compression brake, the following connection SHOULD be used. The compression
brakes can be disengaged by switching the Compression Brake Level Selection
switch input or the clutch switch input to an open circuit condition.
2. Vehicle tail shaft speed can be provided to the engine via SAE J1939 Data Link or
hardwired as depicted in the OEM wiring diagram.
3. Water In Fuel sensor MUST be installed for all Cummins 2013 engines.
4. Accelerator Position Sensors (APS #1 and APS #2), Supply, Signal and Return
circuit wiring harness and connector resistance MUST NOT exceed 10 Ω for each
circuit.
5. The Engine/Aftertreatment Communication Network is used for Cummins emission

devices only. It does not support Public J1939 messages. See OEM Wiring
Diagram for the connection details. There is one datalink termination resistor
provided on the Engine/Aftertreatment Communication Network by Cummins. OEM
MUST provide the second terminating resistor.
6. A Diesel Exhaust Fluid Lamp and a dash mounted Diesel Exhaust Fluid Tank Level
Gauge style indicator MUST be installed on the dashboard and visible to the vehicle
operator under all operating conditions for all Cummins 2013 engines.
7. A Malfunction Indicator Lamp MUST be installed for all Cummins 2013 engines.
8. The Wait to Start Lamp MUST be installed such that the vehicle operator can visibly
see the indication that a delay is needed before starting the engine.
9. For Ambient Air Temperature Sensor specification and installation requirements,

refer to AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM
Components for details.
Miscellaneous
1. The OEM MUST use a cable clamp on the ECM for the OEM harness connector.
Make sure the harness bundle size is small enough to allow cable clamp to fit
properly, 21.5 mm (0.85 in) maximum. Convolute tubing should end before the
harness enters the clamp. In a fully populated connector there will only be enough
room for a small amount of tape around the harness. Do not use the captive screws
to forcibly draw the clamp over a wire harness that is too large. Once the clamp is
properly installed, the cable ties need not be removed unless adding additional wires
to the harness. Install the connector to the ECM completely before tightening the
cable clamp. Be sure the clamp is fully seated onto the ECM before tightening the
captive screws. Tighten the captive screws to 8 – 10 Nm (5.90 ftlb – 7.38 ftlb).
Always fully seat the clamp between the ECM towers before tightening the captive
screws.
2. The physical routing and support of the OEM wiring harness SHOULD minimize
strain in the wire seals and on all connectors, and SHOULD protect the harness from
damage due to abrasion, heat, and sharp objects. The harness SHOULD be
clamped at any location on the engine/machine where support is required to protect
the harness from strain damage. Wherever possible, wires associated with the OEM
harness SHOULD be routed physically close to metals connected to battery (-) (e.g.
frame rails, engine block) to minimize electromagnetic interference with other
electronic subsystems in the vehicle. All wiring SHOULD be kept free from sharp
bends around components that can cause nicks, cuts, or other damage. The
harness SHOULD be routed away from sharp objects, exhaust system components
and other high temperature components.
3. Sealed switches and connectors MUST be used for switches and connections that
are exposed to the weather or to salt spray emanating from the vehicle’s tires.
4. Cummins recommends that all switch contacts be gold flashed to ensure reliable
switching at low voltages and currents. If slip rings are required in an application,
they SHOULD also be gold flashed. Ring terminals may be either solder dipped or
tin plated.
5. Route and clip wiring to minimize chafing and exposure to weather. Use conduit,
loom, and/or p-clips to achieve this.
6. All power leads SHOULD be properly protected by fuses or by similarly fast acting
circuit breakers. Fuses protect the wiring – size and place fuses accordingly.
7. Cummins strongly discourages frame grounding as the frame ground systems have
been proved to be the source of multiple problems. The more reliable ground cable
SHOULD be used in the vehicle starting and electrical systems design.
8. Do not splice into wire harnesses without prior approval from Cummins or the
vehicle manufacture. Spliced wires SHOULD be twisted together and soldered.
Use a heat shrink tube with a meltable inner wall to seal the connection. Do not
expose splices to the weather.
9. Cummins recommends twisting all PWM and Relay outputs. Twisting SHOULD be
one twist per inch.
10. All components whose signals initiate in the ECM SHOULD return to one of the ECM
Return pins. All ECM returns MUST be isolated from chassis and engine block
grounds to prevent voltage offsets and ground loops which may damage the ECM.
Welding on a Vehicle with an Electronically Controlled Engine

In order to receive Cummins Inc. approval of the Selective Catalytic Reduction (SCR)
system, the installation MUST meet the requirements outlined in AEB 15.139 – CM2350
Electronic Subsystem Technical Package – OEM Interfaces. Further information that
outlines the main SCR system components requirements may be found in AEB 21.112
– Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements.
To protect the ECM and NOx sensor circuits, you MUST disconnect both the positive (+)
and negative (-) battery cables from the battery before welding on the vehicle.
Additionally, you MUST ensure that all connections are disconnected from the ECM,
and NOx sensors. No welding connections on the ECM, NOx sensors and/or
associated cooler/bracket are allowed. Attach the welder ground cables as closely as
possible to the part being welded (< 0.61 meters or 2 feet). Do not connect the ground
clamp of the welder to any of the sensors, wiring harness, the ECM or the engine.
Direct welding of any electronic engine component or engine mounted components
MUST NOT be attempted.
The engine electronics cannot be exposed to temperatures greater than 125 °C (257 °F)
in non-operating conditions or greater than 105 °C (221 °F) in operating conditions.
Sensors, wiring harness, and ECM SHOULD be removed if nearby welding will create
high temperature exposure to these components.
Warning
To avoid sudden, unexpected vehicle movement and possible personal injury, always
do the following:
 When the vehicle is stopped, set the parking brake. Do not use the gearshift
lever instead of the parking brake.
 Turn off the engine when you leave the vehicle. Never leave the vehicle
unattended with the engine running.
Vehicle Speed and Total Distance Broadcasting

The vehicle speed information and the total vehicle distance provided by the CM2350
are not designed for calculating and tracking the total vehicle mileage during the entire
life of the vehicle. Cummins expressly forbids the use of its ECM and ECM broadcasted
data for purpose of setting the Cumulative Odometer Value. Please refer to Appendix I
attached in this manual for the detailed explanation.
Fuel
2013 engines MUST use Ultra Low Sulfur Diesel (ULSD) fuel as described in the 2010
EPA regulations. This EPA regulation states that the vehicle OEM MUST display
permanent readily visible labels on the dashboard (or instrument panel), and near all
fuel fill inlets that states "Use Ultra Low-Sulfur Diesel Fuel Only" or "Ultra Low-Sulfur
Diesel Fuel Only".
Table of Contents
Installation Requirements ............................................................................................ 4
Wiring Specifications .................................................................................................. 10
Welding on a Vehicle with an Electronically Controlled Engine .................................. 14
Warning ...................................................................................................................... 15
Vehicle Speed and Total Distance Broadcasting ....................................................... 15
Fuel ............................................................................................................................ 15
Table of Contents ........................................................................................................ 16
Introduction ................................................................................................................. 23
2013 Major Changes on Electronic System ............................................................... 23
Conventions Used in This Manual .............................................................................. 25
Accelerator Brake Override ........................................................................................ 26
Overview .................................................................................................................... 26
Implementation ........................................................................................................... 26
Accelerator Interlock................................................................................................... 29
Overview .................................................................................................................... 29
Implementation ........................................................................................................... 29
Accelerator Pedal ........................................................................................................ 32
Overview .................................................................................................................... 32
Implementation ........................................................................................................... 32
Adaptive Cruise Control ............................................................................................. 35
Overview .................................................................................................................... 35
Implementation ........................................................................................................... 35
Aftertreatment Diesel Particulate Filter System Control .......................................... 37
Overview .................................................................................................................... 37
Implementation ........................................................................................................... 37
Particulate Filter Maintenance at Idle – Unexpected Speed Increase ........................ 37
In-Mission Regeneration Idle Speed Up ..................................................................... 38
Implementation ........................................................................................................... 38
Programming Overview .............................................................................................. 41
Aftertreatment SCR System Control.......................................................................... 44
Overview .................................................................................................................... 44
Implementation ........................................................................................................... 44
Programming Overview .............................................................................................. 45
Air Shut Off Valve ........................................................................................................ 51
Overview .................................................................................................................... 51
Implementation ........................................................................................................... 51
Alternator Failure Warning ......................................................................................... 53
Overview .................................................................................................................... 53
Implementation ........................................................................................................... 53
Battery Power Required Lamp ................................................................................... 55
Overview .................................................................................................................... 55
Implementation ........................................................................................................... 55
Clutch Switch .............................................................................................................. 57
Overview .................................................................................................................... 57
Implementation ........................................................................................................... 57
Cruise Control ............................................................................................................. 59
Overview .................................................................................................................... 59
Implementation ........................................................................................................... 60
Driver Initiated Override (2013 ISX12 and ISX15) ..................................................... 63
Overview .................................................................................................................... 63
Implementation ........................................................................................................... 63
Driver Reward (2013 ISX12 and ISX15) ...................................................................... 66
Overview .................................................................................................................... 66
Implementation ........................................................................................................... 66
Engine Brakes ............................................................................................................. 69
Overview .................................................................................................................... 69
Implementation ........................................................................................................... 69
Engine Brake Enable.................................................................................................. 70
Engine Brake Type ..................................................................................................... 70
Engine Brake Minimum Vehicle Speed ...................................................................... 71
Engine Brake Service Brake Activation ...................................................................... 71
Engine Brake Clutch Pedal Activation ........................................................................ 71
Engine Brake Cruise Control Activation ..................................................................... 72

Cruise Control Maximum Braking Speed Delta .......................................................... 72
Cruise Control Start Braking Speed Delta .................................................................. 72
Engine Brake Delay.................................................................................................... 73
Engine Brake Lamp .................................................................................................... 73
Programming on Engine Brake .................................................................................. 73
Engine Protection System .......................................................................................... 75
Overview .................................................................................................................... 75
Implementation ........................................................................................................... 75
Ether Injection (ISX12 and ISX15 Only) ..................................................................... 79
Overview .................................................................................................................... 79
Implementation ........................................................................................................... 79
Fan Control .................................................................................................................. 81
Overview .................................................................................................................... 81
Implementation ........................................................................................................... 81
Fan Type, Logic, and Frequency ................................................................................ 82
Fan On With Engine Braking ...................................................................................... 84
Air Conditioning Pressure Switch Input ...................................................................... 84
Fan Control Air Conditioning Pressure Switch Vehicle Speed Interaction .................. 85
Fan Control Accessory Switch ................................................................................... 85
Fan On with Remote Accelerator ............................................................................... 87
Programming Fan Control .......................................................................................... 87
Fast Idle Warm-up (2013 ISB6.7 and ISL9) ................................................................ 90
Overview .................................................................................................................... 90
Implementation ........................................................................................................... 90
Gear – Down Protection.............................................................................................. 92
Overview .................................................................................................................... 92
Implementation ........................................................................................................... 92
Generic Tool Permissions .......................................................................................... 94
Overview .................................................................................................................... 94
Implementation ........................................................................................................... 94
High Soot Idle Shutdown ............................................................................................ 96
Overview .................................................................................................................... 96
Implementation ........................................................................................................... 96
Idle Shutdown .............................................................................................................. 98
Description ................................................................................................................. 98
Implementation ........................................................................................................... 98
J1939 Multiplexing .................................................................................................... 104
Overview .................................................................................................................. 104
Implementation ......................................................................................................... 104
Programming ............................................................................................................ 104
J1939 Multiplexing Parameter Table ........................................................................ 106
Load Based Speed Control (2013 ISX12 and ISX15) .............................................. 109
Overview .................................................................................................................. 109
Implementation ......................................................................................................... 109
Low Idle Speed Control ............................................................................................ 111
Overview .................................................................................................................. 111
Programming ............................................................................................................ 112
Maintenance Monitor ................................................................................................ 114
Overview .................................................................................................................. 114
Overview .................................................................................................................. 114
Programming ............................................................................................................ 114
OEM Switched Engine Protection Shutdown ......................................................... 117
Description ............................................................................................................... 117
Implementation ......................................................................................................... 117
Parking Brake Switch................................................................................................ 119
Description ............................................................................................................... 119
Implementation ......................................................................................................... 119
Password Protection................................................................................................. 121
Description ............................................................................................................... 121
Description ............................................................................................................... 121
Programming ............................................................................................................ 122
Powertrain Protection ............................................................................................... 123
Overview .................................................................................................................. 123
Implementation ......................................................................................................... 123

Programming ............................................................................................................ 125
INSITE Naming Convention ..................................................................................... 128
PTO Multiple Trip Information .................................................................................. 130
Overview .................................................................................................................. 130
Implementation ......................................................................................................... 130
PTO/Remote PTO ...................................................................................................... 132
Overview .................................................................................................................. 132
Cab PTO .................................................................................................................. 133
Remote PTO ............................................................................................................ 137
Remote Station PTO ................................................................................................ 140
Alternate PTO .......................................................................................................... 142
Programming on Cab PTO, Remote PTO, and Remote Station PTO Control .......... 142
Rear Axle Ratio Switch ............................................................................................. 150
Overview .................................................................................................................. 150
Implementation ......................................................................................................... 150
Remote Accelerator .................................................................................................. 153
Overview .................................................................................................................. 153
Implementation ......................................................................................................... 153
Operation ................................................................................................................. 154
Road Speed Governor .............................................................................................. 156
Overview .................................................................................................................. 156
Implementation ......................................................................................................... 156
Operation ................................................................................................................. 156
Programming ............................................................................................................ 157
Service Brake Pedal Position Switch ...................................................................... 160
Description ............................................................................................................... 160
Implementation ......................................................................................................... 160
Set/Resume Switch ................................................................................................... 162
Description ............................................................................................................... 162
Implementation ......................................................................................................... 163
Starter Lockout .......................................................................................................... 166
Overview .................................................................................................................. 166

Implementation ......................................................................................................... 166
Switchable Governor Type ....................................................................................... 169
Overview .................................................................................................................. 169
Implementation ......................................................................................................... 169
Switched Maximum Engine Operating Speed ........................................................ 172
Overview .................................................................................................................. 172
Implementation ......................................................................................................... 172
Switched Maximum Vehicle Speed (2013 ISB6.7 and ISL9) ................................... 175
Overview .................................................................................................................. 175
Implementation ......................................................................................................... 175
Tire Wear Adjustment ............................................................................................... 178
Implementation ......................................................................................................... 178
Transmission Driven PTO ........................................................................................ 181
Implementation ......................................................................................................... 181
Transmission Setup .................................................................................................. 184
Implementation ......................................................................................................... 184
Trip Information ......................................................................................................... 186
Implementation ......................................................................................................... 186
Vehicle Acceleration Management (2013 ISB6.7) ................................................... 188
Overview .................................................................................................................. 188
Implementation ......................................................................................................... 188
Vehicle Information ................................................................................................... 190
Overview .................................................................................................................. 190
Vehicle Speed Input .................................................................................................. 193
Overview .................................................................................................................. 193
Implementation ......................................................................................................... 193
Programming on VSS Type ...................................................................................... 194
VS Governor Acceleration/Deceleration Limit (2013 ISX only) ............................. 196
Overview .................................................................................................................. 196
Implementation ......................................................................................................... 196
Vehicle Speed Sensor Anti-Tamper (ISX12 and ISX15 only) ................................. 198
Overview .................................................................................................................. 198

Implementation ......................................................................................................... 198
Reference Documentation ........................................................................................ 200
OEM Parts List and Components Specification ........................................................ 200
OEM Wiring Diagram and Pin Assignments for OEM Connector ............................. 200
OEM Features and Programming ............................................................................ 200
Cummins Defaults of OEM Programmable Parameters ........................................... 200
J1939 Datalink Connection ...................................................................................... 200
2013 Aftertreatment System ..................................................................................... 201
Highlighted Improvements on 2013 Engines ............................................................ 201
Other Readings ........................................................................................................ 201
Appendix I: Total Vehicle Distance .......................................................................... 204
Appendix II: Drive Belt Tension ............................................................................... 205
Appendix III: Pre-Delivery Checklist ........................................................................ 206
Appendix IV: Fraction Conversions (inch and mm) ............................................... 208
Appendix V: Newton-Meter to Foot-Pound Conversions ....................................... 209
Appendix VI: Weight and Measures Conversions .................................................. 210
Appendix VII: Capscrew Markings and Torque Values .......................................... 211
Appendix VIII: Pipe Plug Torque Values ................................................................. 214
Revision History ........................................................................................................ 215
Introduction
The Purpose of This Manual
This manual describes the equipment, functionality and implementation of features that
the body builder may need to consider when incorporating a Cummins 2013 engine
(ISB6.7, ISL9, ISX12 and ISX15) into an OEM application.
2013 Major Changes on Electronic System

o CM2350 ECM.
o 4-pin Temperature and Barometric Ambient Pressure (TBAP) sensor for ISX12
and ISX15 engines.
o All Medium Duty and Heavy Duty 2013 products are now required to meet U.S.
HD OBD standards.
o All Cummins 2013 engines use an OEM 14-pin connector (Crossover).
o All Cummins 2013 engines use an OEM 96-pin connector on the CM2350.
o The Accelerator Brake Override is an optional feature for 2013 Automotive
engines. When the Accelerator Pedal and the Service Brake are pressed
simultaneously, the Accelerator Pedal position is overridden to the Idle position.
o Accelerator Pedal Type. A Dual PWM accelerator type is now supported for 2013
in addition to the Dual Analog.
o Battery Power Required Lamp is being added for all 2013 automotive engines. It
should be used on vehicles which must comply with regulations that must have the
ECM on a battery isolator circuit. The Battery Power Required Lamp will indicate
to the user when the ECM needs battery power.
o Particulate Matter (PM) sensor.
o DEF Quality sensor.
o Delegated Assembly connector.
o Exhaust Gas Temperature sensor for DPF/SCR.
o Fan Clutch Minimum On Time is added for all engines.
o Idle Shutdown Ambient Temperature Override feature is added for ISB6.7 and
ISL9 engines.
o Idle Shutdown Manual Override Inhibit Zone feature for ISX12 and ISX15 engines.
o Idle Shutdown Hot Ambient Automatic Override Mode Enable is a new function of
the Idle Shutdown feature and allows the Hot Ambient Override Zone to be
enabled as Automatic mode or disabled to be Manual mode.
o J1939 Midbed Ammonia sensor.
o Load Based Speed Control has changed from two breakpoints to one breakpoint.
Load Based Speed Control is supported in ISX12 and ISX15 engines.
o PTO changes for all 2013 automotive engines:
o A new type of remote PTO has been added for all 2013 automotive
engines, Remote Station PTO. With the addition of Remote Station
PTO, the traditional PTO feature is now referred to as Cab PTO. The
names of the PTO functions are:
 Cab PTO
 Remote PTO
 Remote Station PTO
o The new Remote Station PTO feature allows the user more flexibility in
the function of PTO. It provides cab like PTO switch functionality via
hardwired switches at the Remote PTO Station.
o Remote Station PTO MUST not be enabled at the same time as
Remote PTO, and Cab PTO must be disabled OR switches must be
multiplexed.
o Cab PTO can now be disabled to allow configurations to only enable
Remote PTO.
o Parking Brake PTO Interlock: Requires the Parking brake to be set to
operate PTO. Can be configured for none, all, Cab PTO only, or
Remote PTO only.
o Transmission Neutral interlock is added. When enabled, PTO can only
operate when a J1939 transmission indicates that the transmission is in
Neutral. It applies to Cab and Remote PTO.
o PTO Pump Mode is now available on all products.
o Switched Maximum Vehicle Speed feature is added for ISX12 and ISX15 engines.
New Interfaces
o Refer to AEB 15.149 – J1939 Communication Interface for Diesel Exhaust Fluid
Quality Sensor for information on the Diesel Exhaust Fluid Quality Sensor.
o Refer to AEB 21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013
Installation Requirements that outlines the main DPF system components and the
known Cummins Inc. requirements for applications in on-highway trucks and
buses.
o An Ambient Air Temperature Sensor MUST be installed for all 2013 engines.
Note: AEB 15.139 – CM2350 Electronic Subsystem Technical Package –

OEM Interfaces and the Cummins 2013 Common OEM Wiring
Diagram give more detailed interface information.
Conventions Used in This Manual
Understanding some of the conventions used in this manual will make comprehension
of the material easier. The word ‘operator’ is used to indicate the individual who drives
the vehicle and uses the engine to perform some auxiliary task. The term ‘customer’ is
used to refer to the person who programs, or determines the programming, to control
engine operation in a particular way.
Accelerator Brake Override

Overview
The Accelerator Brake Override feature is an optional feature which uses
complementary service brake switches to override the Accelerator Pedal position.
When the Accelerator Pedal and the Service Brake Pedal are pressed simultaneously;
after a delay whose duration is based on Vehicle Speed, the Accelerator Pedal position
is overridden to the idle position.
The Accelerator Brake Override feature uses a complementary service brake switch
input which is referred to as the Service Brake Validation Switch.
Implementation
Hardware implementation of the Accelerator Brake Override feature consists of wiring a
Service Brake Validation switch to a pull-up circuit in the ECM. Please refer to
Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM
Components, for the specifications of this switch. This switch is placed on the OEM
connector as seen the figure below.
Service Brake Pedal Pressed
Service Brake Validation Switch

70
CM2350 Service Brake

Pedal Released
ECM Switch Return
62
Figure 1. Service Brake Validation Switch Connection
The Service Brake Validation Switch has two positions, PEDAL PRESSED and PEDAL
RELEASED. The PEDAL PRESSED position indicates a switch closed connecting the
circuit to ground, inhibits or exits certain operational states incompatible with service
brake engagement. The PEDAL RELEASED position indicates an open switch and
circuit and will not affect any features.
The normally open SPST (On)-Off Service Brake Validation Switch MUST meet the
requirements for a Type B Switch (SPST (On)-Off and SPST On-(Off)). A SPDT could
be used by an OEM for implementation of the Service Brake Position Switch and the
Service Brake Validation Switch installation.
The Service Brake Validation Switch shares an ECM pin with the Two Speed Rear Axle
Ratio Switch. Since the Service Brake Validation Switch can only be hardwired, if the
Accelerator Brake Override feature is enabled and the Two Speed Rear Axle Ratio
feature is desired, the Two Speed Rear Axle Ratio Switch must be multiplexed.
The Accelerator Brake Override feature is programmable. If a hard wired Service Brake
Validation Switch is installed, set the Accelerator Brake Override parameter to Enable.
At the same time, the Two Speed Rear Axle Ratio Switch parameter MUST be set to
Disable. If no Service Brake Validation Switch is installed, set the Accelerator Brake
Override parameter to Disable.
To program the Accelerator Interlock feature using Cummins INSITE tool, do the
following (See the Figure below for a configuration example):
1) Connect a PC to the CM2350 ECM.
2) Click Features and Parameters on the Viewbar. This button is located on the left
side of the INSITE window by default.
3) Select Accelerator Brake Override on the right when the Features and
Parameters window is fully displayed.
4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable.
5) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.
Note: If you change a parameter, the original value from the ECM is
displayed in the Original Value column for reference. All values
displayed in the Original Value column are erased when you send
changes to an ECM.
Figure 2. Configuration Example of Accelerator Brake Override
Accelerator Interlock
Overview
In some applications and under certain circumstances, input from the accelerator pedal
is not desirable. The Accelerator Interlock feature disables accelerator control of engine
fueling under conditions specified by the OEM. The locked accelerator can be either
the cab accelerator or the remote accelerator. For example, the switch can be
configured such that the engine will not respond to the accelerator pedal commands
when a bus door is open. PTO and Remote PTO operation will not be affected by using
the Accelerator Interlock feature.
Implementation
Hardware implementation of the Accelerator Interlock feature consists of wiring an
Accelerator Interlock switch to a pull-up circuit in the ECM. Please refer to Cummins
AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components,
for the specifications of this switch. This switch is placed on the OEM connector as
seen in the figure below.
Inhibit
Accelerator Interlock Switch

93
CM2350 Normal
ECM Switch Return

62
Figure 3. Accelerator Interlock Switch Connection
The Accelerator Interlock Switch can be either a normally closed switch as shown here
(momentary in the open position and latched in the closed position) or a normally open
switch (momentary in the closed position and latched in the open position). The
operation of the Accelerator Interlock feature depends on the switch type installed and
the Body Builder specified switch condition. To specify the switch condition, the
Accelerator Interlock Switch Usage parameter SHOULD be set properly. If the Body
Builder sets the Accelerator Interlock Switch Usage parameter to Open Engage (Active
Open), an open Accelerator Interlock Switch state disables accelerator control of the
engine fueling. If the Body Builder sets the Accelerator Interlock Switch Usage
parameter to Closed Engage (Active Closed), a closed Accelerator Interlock Switch
state disables accelerator control of the engine fueling. The Body Builder SHOULD
carefully consider the effects on the vehicle when programming the Accelerator
Interlock Switch Usage parameter. For example, if Open Engage is set, and the switch
fails to an open position, the Accelerator Interlock feature will disable the accelerator
function.
The Accelerator Interlock switch shares an input with and is mutually incompatible with
the Engine Torque Limit Switch Signal unless Accelerator Interlock and/or Powertrain
Protection Torque Limit Switch are multiplexed on a SAE J1939 Data Link.
The Accelerator Interlock feature is programmable. If a hard wired or J1939 multiplexed

Accelerator Interlock Switch is installed, set the Accelerator Interlock parameter to
Enable and program the Accelerator Interlock Switch Usage parameter accordingly. At
the same time, the Engine Torque Limit Switch parameter MUST be set to Disable. If
no Accelerator Interlock Switch is installed, set the Accelerator Interlock parameter to
Disable.
To program the Accelerator Interlock feature using Cummins INSITE tool, do the
8) Select Accelerator Interlock on the right when the Features and Parameters
window is fully displayed.
10) If Enable is selected, double click on Accelerator Interlock to show Accelerator

Interlock Switch Setup.
11) Click in the Active Open (or Active Closed) box, and then click the drop down list
button to select either Active Open or Active Closed.
changes to an ECM.
Figure 4. Configuration Example of Accelerator Interlock
Accelerator Pedal
Overview
There are two Accelerator Pedal configurations available for 2013 engines. The Dual
Analog Throttle uses two variable voltage signals to determine the accelerator pedal
position. The Dual PWM Throttle uses two PWM frequency signals to determine the
pedal position. The ECM compares Accelerator Position Sensor #1 Signal to the
Accelerator Position Sensor #2 Signal to determine if the Accelerator Pedal is in a
proper operating condition.
The Dual PWM accelerator is a new type of accelerator interface for 2013 Midrange and
Heavy Duty engines. It is similar to the Dual Analog Accelerator. However, the
accelerator signal is calculated as a function of Duty Cycle at a set frequency. The
Electronic control module reads two duty cycles from the throttle and calculates the
throttle percentage.
Implementation
Hardware implementation of the Accelerator Pedal consists of wiring the accelerator
pedal as shown below. Refer to Cummins AEB 15.140 – CM2350 Electronic
Subsystem Technical Package – OEM Components.
Analog Accelerator Position 1 Supply

9
Analog Accelerator Position 1 Signal Analog
CM235010 Accelerator
Analog Accelerator Position 1 Return
33
OEM Sensor Supply

8
Analog Accelerator Position 2 Signal Analog
CM2350 64 Accelerator
Analog Accelerator Position 2 Return
61
Figure 5. Analog Accelerator Switch Connection
PWM Accelerator Position 1 Supply

9
PWMAccelerator Position 1 Signal PWM
PWM Accelerator Position 1 Return
33
OEM Sensor Supply

8
PWM Accelerator Position 2 Signal PWM
PWM Accelerator Position 2 Return
61
Figure 6. PWM Accelerator Switch Connection
To program the Accelerator Pedal feature using Cummins INSITE tool, take the
following steps as an example:
1) Connect a PC to a CM2350 ECM.
3) Select Accelerator Options on the right when the Features and Parameters
either Enable or Disable as desired.
changes to an ECM.
Figure 7. Configuration Example of Accelerator Pedal
Adaptive Cruise Control

Overview
All Cummins 2013 engines are equipped with the Adaptive Cruise Control feature. This
feature will allow an Eaton, Bendix, or Wabco Headway Control System to interface with
Cummins cruise control feature to reduce the vehicle speed when the following distance
behind another vehicle is less than a set distance.
Implementation
The hardware requirements for OEMs to implement the Adaptive Cruise Control feature
include the installation of Cruise Control/PTO On/Off Switch, Cruise Control/PTO
Set/Resume Switch, an Eaton, Bendix, or Wabco Headway Control System, and a
J1939 Datalink connection. The installation requirements for the Cruise Control/PTO
On/Off switch and Cruise Control/PTO Set/Resume switch are described in this manual.
For the communication requirements between the Headway Control System and J1939
Datalink, please refer to Cummins AEB 15.138 – CM2350 Electronic Subsystem
Technical Package – Serial Communications. Please consult with your Cummins
application engineers if additional assistance is required.
Adaptive Cruise Control is a programmable feature. There are two trimmable

parameters available associated with this feature: Adaptive Cruise Control Enable and
Adaptive Cruise Control Recovery Enable.
To enable the Adaptive Cruise Control feature, the normal Cruise Control feature MUST
be enabled first. If the normal Cruise Control function is still allowed after an active
Adaptive Cruise Control fault, set the Adaptive Cruise Control Recovery to Enable. If
the normal Cruise Control function is not allowed, set the Adaptive Cruise Control
Recovery to Disable.
To program the Adaptive Cruise Control feature using Cummins INSITE tool, take the
following steps as an example:
1. Connect a PC to a CM2350 ECM.
2. Click Features and Parameters on the Viewbar. This button is located on the left
3. Select Cruise Control feature on the right when the Features and Parameters
4. When Cruise Control feature is enabled, select Adaptive Cruise feature under
Cruise Control
5. Click in the Enable (or Disable) box, then click the drop down list button to select
changes to an ECM.
Figure 8. Configuration Example of Adaptive Cruise Control
Aftertreatment Diesel Particulate Filter System Control

Overview
The Aftertreatment Diesel Particulate Filter System Control feature provides the OEM
options for how and when the regeneration of the aftertreatment system will run. It is
also used for configuring the High Exhaust System Temperature lamp on/off conditions
so the operator can be properly alerted to an exhaust system temperature that may be
higher than normal for the vehicle operation conditions related to active regeneration of
the particulate filter.
Implementation
The Aftertreatment Diesel Particulate Filter System Control feature provides switch
inputs and lamp outputs with programmable settings and sends commands (via either
hardwired switch or SAE J1939 Data Link multiplexed input) to the ECM to initiate a
regeneration. The Regeneration PTO operation and the Exhaust Temperature Indicator
can be set by the OEM as well.
The hardware requirement for performing the Aftertreatment DPF System Control
includes the Diesel Particulate Filter Regeneration Force Switch, Diesel Particulate
Filter Regeneration Inhibit Switch, High Exhaust Temperature (HEST) Lamp, and Diesel
Particulate Filter Lamp. Those signals can also be sent via SAE J1939 Data Link.
Particulate Filter Maintenance at Idle – Unexpected Speed Increase

If the engine is left at idle for a significant period of time without reaching the minimum
exhaust operating temperatures, the engine will automatically increase the engine idle
speed for several minutes to maintain the temperature condition of the particulate filter.
This maintenance event, called “unexpected idle speed increase”, is similar to the Fast
Idle Warm-up feature used on 2013 ISB6.7 and ISL9 engines. Note: This feature is
not OEM programmable.
Particulate filter maintenance at idle (unexpected idle speed increase) will occur
automatically depending on the different conditions for different engines. The feature’s
active or inactive conditions are set by calibrations. The following table summarizes the
basic conditions and requirements at this time:
2013 Unexpected Idle Speed Increase Conditions
Engine Idle Speed Will Be Increased Increased Idle Speed

ISB6.7 After 2 continuous idle hours with exhaust 1,050 rpm for 10
temperature < 177 °C (350 °F) minutes
ISL9 After 4 continuous idle hours with exhaust 1,050 rpm for 10
temperature < 150 °C (302 °F) minutes
Note 1: Unexpected Idle Speed Increase feature is currently not enabled on

2013 ISX engines.
Note 2: The engine speed will not be changed during PTO operation. All other
normal entry conditions for a stationary regeneration will apply, such as
zero vehicle speed, the clutch and brake pedal released, transmission
is out of gear, etc.
In-Mission Regeneration Idle Speed Up
Application
The In-Mission Regeneration Idle Speed Up feature is designed to protect the DPF
during periods of low engine speed when in-mission regeneration is active. It also
allows for a more effective regeneration by increasing exhaust flow. This feature is
active automatically when an in-mission regeneration is in progress and the vehicle
comes to a stop. When it is active, the In-Mission Regeneration Idle Speed Up feature
will elevate the engine idle speed up to 760 rpm on vehicles equipped with automatic or
manual transmissions (if the pre-programmed idle speed setting is lower). For
Automated transmissions, the Idle-Up speed upper limit is 700 rpm. The engine speed
will drop to its normal idle speed after 5 minutes in situations where the vehicle is
stopped for a longer duration if active regeneration is in progress.
Note: In-Mission Regeneration Idle Speed Up feature is currently only
available on ISX12 and ISX15 engines.
Implementation
Diesel Particulate Filter Regeneration Force Switch
Hardware implementation of the Diesel Particulate Filter Regeneration Force Switch

consists of wiring an On/Off switch to a pull-up circuit in the ECM. Refer to Cummins
for the specifications of this switch. This switch is placed on the OEM connector as
seen in the Figures below.
Automatic Regen
Diesel Particulate Filter
Regeneration Force Switch
91
CM2350 Start Manual

Regen
ECM Switch Return
62
Figure 9. Diesel Particulate Filter Regeneration Force Switch Connection
The Diesel Particulate Filter Regeneration Force Switch shares the same ECM input pin
with the Diagnostic Test Switch Signal. With the parameter enabled, pressing the
switch when the particulate filter needs to be regenerated, and the engine is running at
idle, and the interlock conditions for a stationary regeneration are satisfied, will initiate
(force) a stationary regeneration of the particulate filter.
To use this feature, set the Diesel Particulate Filter Regeneration Force Switch Enable
parameter to enable. The Diesel Particulate Filter Regeneration Force Switch can be
either hardwired or J1939 multiplexed.
Diesel Particulate Filter Regeneration Inhibit Switch
Hardware implementation of the Diesel Particulate Filter Regeneration Inhibit Switch

consists of wiring an On/Off switch to a pull-up circuit in the ECM. Refer to Cummins
for the specification of this switch.
Regen Inhibited
Regeneration Inhibit Switch

87
CM2350 Regen Permitted
ECM Switch Return

62
Figure 10. Diesel Particulate Filter Regeneration Inhibit Switch Connection
To use this feature, set the Diesel Particulate Filter Regeneration Inhibit Switch
parameter to enable. The Diesel Particulate Filter Regeneration Inhibit Switch can be
either hardwired or J1939 multiplexed. With the Diesel Particulate Filter Regeneration
Inhibit Switch parameter enabled, an open switch inhibits an active regeneration of the
Cummins Particulate Filter. A closed switch permits an active regeneration of the
Cummins Particulate Filter when all required entry conditions are satisfied.
Note: If there is NOT a Diesel Particulate Filter Regeneration Inhibit Switch

installed on the vehicle, the Diesel Particulate Filter Regeneration
Inhibit Switch Setup parameter MUST be DISABLED, or the engine will
not be allowed to go into regeneration.
High Exhaust System Temperature (HEST) Lamp
High Exhaust System Temperature (HEST) Lamp is available for monitoring the
aftertreatment system particulate filter. For the 2013 engines, the HEST lamp
connections are on the OEM connector. Please note that the HEST Lamp uses a
switched sink driver (the lamp is switched to ECM return). Refer to AEB 15.139 –
CM2350 Electronic Subsystem Technical Package – OEM Interfaces. The wiring
diagram for the HEST lamp is shown below.
High Exhaust System Temperature Lamp

CM2350 95 Battery
Figure 11. HEST Lamp Connection
The HEST lamp on state indicates that the exhaust system temperature is above or is
about to increase above the normal level. It is usually on when an active regeneration
is in process. It could also be on due to residual heat from a previous operating
condition.
Diesel Particulate Filter Lamp
The Diesel Particulate Filter Lamp is available for monitoring the aftertreatment system
particulate filter. For the 2013 engines, the Diesel Particulate Filter Lamp is on the OEM
connector. The Diesel Particulate Filter Lamp uses a switched sink driver. Refer to
AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces.
The wiring diagram for the Diesel Particulate Filter Lamp is shown below.
Diesel Particulate Filter Lamp
CM2350 23 Battery
Figure 12. Diesel Particulate Filter Lamp Connection
The Diesel Particulate Filter Lamp on state indicates that the particulate filter
regeneration needs to be performed soon. If the condition becomes urgent, the Diesel
Particulate Filter Lamp will begin to blink. This is an indication that the particulate filter
regeneration needs to be performed immediately.
Programming Overview
Programming parameters used in the Aftertreatment Diesel Particulate Filter System
Control feature include:
Regeneration Allowed in PTO and Other Modes – Permits or inhibits the active
regeneration of the aftertreatment system during the PTO governor operation, remote
accelerator operation, J1939 pump governor operation, and J1939 TSC1 speed control
operation.
Diesel Particulate Filter Lamp Setup – Enables or disables the Diesel Particulate
Filter Lamp monitor function.
High Exhaust System Temperature Lamp Setup – Controls how the high exhaust
system lamp functions. If the High Exhaust System Temperature Lamp Setup
parameter is enabled (1), the HEST lamp will be on when the high exhaust system
temperature threshold is reached or regeneration is active. If the High Exhaust System
Temperature Lamp Setup parameter is disabled (0), the HEST lamp will be on only
when the high exhaust system temperature threshold is reached.
High Exhaust System Temperature Lamp On during Active Regeneration – Allows

or does not allow the high exhaust temperature lamp to turn on when dosing (active
regeneration) begins.
High Exhaust System Temperature Lamp On Temperature Threshold – Sets a

temperature threshold level to turn on the high exhaust temperature lamp on when the
exhaust temperature as measured at the particulate filter outlet, rises above the
threshold value.
High Exhaust System Temperature Lamp Off Temperature Threshold – Sets a

temperature threshold level to turn off the high exhaust temperature lamp when the
exhaust temperature as measured at the particulate filter outlet, falls below the
threshold value.
High Exhaust System Temperature Lamp On Vehicle Speed Threshold – Sets a

vehicle speed threshold level to turn on the high exhaust temperature lamp when the
vehicle speed falls below the threshold.
Diesel Particulate Filter Regeneration Force Switch Enable – Enables or disables

the hardwired switch input feature to start a stationary regeneration of the particulate
filter when the vehicle is in a stationary condition with all of the interlock conditions
satisfied.
Diesel Particulate Filter Regeneration with Parking Brake – Enables an additional

lock-out that MUST be overcome before a regeneration will initiate. If this feature is
enabled, a regeneration will not initiate unless the parking brake is set. This feature
assumes the Parking Brake Switch feature is enabled and the Parking Brake Switch is
either hard wired or multiplexed to the ECM.
Diesel Particulate Filter Regeneration Inhibit Switch Setup – Allows a hardwired

switch input to inhibit active regeneration of the diesel particulate filter. See AEB 15.139
– CM2350 Electronic Subsystem Technical Package – OEM Interfaces and AEB 15.140
– CM2350 Electronic Subsystem Technical Package – OEM Components for more
details.
Diesel Particulate Filter Regeneration Inhibit Vehicle Speed Threshold – Sets a

vehicle speed value. When the vehicle speed falls below the programmed threshold
value an on-going active regeneration of the particulate filter will be stopped and will not
be re-initiated until the vehicle speed has transitioned back above the threshold or a
regeneration has been initiated.
Diesel Particulate Filter Regeneration Stay Warm – Allows low levels of dosing at
reduced target temperatures during In-Mission regenerations when the vehicle speed
falls below the customer trimmable threshold to stop active regeneration.
Please see AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM
Programming Guide for more details.
To program the Aftertreatment Diesel Particulate Filter System Control feature using
Cummins INSITE tool, do the following (See the Figure below for a configuration
example):
3) Select Aftertreatment on the right when the Features and Parameters window is
fully displayed.
4) Select the option that needs to be re-configured, then either click the drop down list
button to pick the selection or enter the number directly in the ECM Value box/column.
changes to an ECM.
Figure 13. Configuration Example of Aftertreatment Diesel Particulate Filter

System Control
Aftertreatment SCR System Control

Overview
The Aftertreatment SCR System Control feature provides the OEM with a Diesel
Exhaust Fluid Tank Level indicating percent remaining usable DEF in order to meet the
EPA requirements associated with driver notification and inducement. There will be
levels of specific interest that will drive the Diesel Exhaust Fluid Lamp and induce the
operator to take action to refill the DEF tank.
The Aftertreatment SCR System Control feature has OEM adjustable parameters to set
these levels. There are a set of minimum values of usable DEF left in the tank to trigger
warnings and inducement. The OEM may adjust these values higher than the
minimums.
The DEF low level warning and inducement strategy for the emergency vehicle
applications is different (as seen detailed below).
Refer to AEB 15.141 – CM2350 Electronic Subsystem Technical Package – OEM
Programming Guide and AEB 21.112 – Automotive and Bus Aftertreatment (DPF and
SCR) 2013 Installation Requirements for more details.
The installation requirements for the Aftertreatment System Control include the Diesel
Exhaust Fluid Lamp and Diesel Exhaust Fluid Tank Level Sensor.
Implementation
Diesel Exhaust Fluid Lamp
The Diesel Exhaust Fluid Lamp alerts a vehicle operator that the reducing agent is low
and must be replenished. For all Cummins 2013 engines, the Diesel Exhaust Fluid
Lamp MUST be installed. Also note that the Diesel Exhaust Fluid Lamp uses a
switched sink driver (the lamp is switched to ECM return). Refer to AEB 15.139 –
CM2350 Electronic Subsystem Technical Package – OEM Interfaces. The wiring
diagram for the Diesel Exhaust Fluid Lamp is shown below.
Diesel Exhaust Fluid Lamp
CM2350 2 Battery
Figure 14. Diesel Exhaust Fluid Lamp Connection
Diesel Exhaust Fluid Tank Level Sensor
A dash mounted Diesel Exhaust Fluid (DEF) Level gauge MUST be installed for all
2013 engines.
Programming Overview
Programming parameters used in the Aftertreatment System Control feature include:
Diesel Exhaust Fluid Low Level – Is a user adjustable parameter, which is used to
define the fluid level percentage that will trigger the ‘Low’ DEF level causing the Diesel
Exhaust Fluid Lamp to be ON (solid). Set the DEF Low level parameter to 10% of
usable volume or higher (the range for this parameter is 10% – 60%).
Diesel Exhaust Fluid Warning Level – Is a user adjustable parameter, which is used
to define the fluid level percentage that alerts the driver that a derate will be activated if
the reducing agent is not replenished. The Diesel Exhaust Fluid Lamp will flash during
this stage. Set the DEF Warning level parameter to 5% of usable volume or higher (the
range for this parameter is 5% – 55%).
Diesel Exhaust Fluid Inducement Level – Is a user adjustable parameter, which is

used to define the fluid level percentage at which an inducement derate will be
activated. The Diesel Exhaust Fluid Lamp will flash and the Amber Warning Lamp will
be ON (solid) during this stage. Set the DEF Inducement level parameter to 3% usable
volume or higher (the range for this parameter is 3% – 50%).
Severe Inducement (Non-Programmable): Once the DEF tank is empty, a 40%

torque derate will be activated. Then after a key cycle has occurred or after an
extended idle operation, the vehicle will be restricted to 5 MPH (in addition to the 40%
torque derate). In addition, the engine speed will be limited (1,000 rpm for manual
transmissions and 1,100 rpm for automatic transmissions). The Diesel Exhaust Fluid
Lamp will flash and the Red Stop Lamp will be ON (solid) at this time.
For emergency vehicle applications, the final inducement is introduced when the DEF
tank is empty and the engine has been shutdown intentionally (a keyswitch cycle
occurred), at which time the vehicle speed will be limited to 25 mph.
To program the Aftertreatment SCR System Control feature using Cummins INSITE
tool, do the following (See the Figure below for a configuration example):
3) Select Aftertreatment SCR on the right when the Features and Parameters
changes to an ECM.
Figure 15. Configuration Example of Aftertreatment SCR System Control
Definition of Emergency Vehicles
Emergency Vehicles in this document are defined as meeting one of the following:
Fire Apparatus must meet general definition outlined in NFPA 1901 Standard for
Automotive Fire Apparatus (2009 edition) or NFPA 1906 Standard for Wildland Fire
Apparatus (2006 edition). Furthermore, fire apparatus must specifically meet one of the
following apparatus definitions called out: Pumper, Initial Attack Apparatus, Mobile
Water Supply Apparatus (Tender, Tanker), Aerial Fire Apparatus, Quint, Special
Services Fire Apparatus, Mobile Foam Fire Apparatus, Wildland Fire Apparatus.
Ambulances must meet the general definition outlined in General Services

Administration KKK-A-1822F, Federal Specification for the Star of Life Ambulance.
Furthermore, ambulances must specifically meet one of the following ambulance
definitions called out: Type I Ambulance, Type I-AD Ambulance, Type II Ambulance,
Type III Ambulance, or Type III-AD Ambulance.
DEF Low Level Warning and Inducement
Table 5 describes the specific events which trigger Diesel Exhaust Fluid low level
warnings and inducements. The associated deactivation that occurs at each level is
also listed along with driver indication lamps, and J1939 SPN definitions.
Table 5
DEF Low Level Warning and Inducement

J1939 SPN
J1939 DM1
DEF Level Driver Indication Lamps 5245 (DEF Inducement Deactivation
(SPN-FMI)
lamp status)
Above initial warning
None None Off None None
threshold.
Initial Warning at 10% ECM
Broadcast of Diesel Exhaust Fill DEF tank to a
Fluid Tank Level (default). DEF Solid minimum of 2.5%
1761–17 Solid None
above initial
Trimmable between 10% – warning level.
60%
Critical Warning at 5% ECM
Broadcast of Diesel Exhaust DEF Flashing Fill DEF tank to a
Fluid Tank Level (default). minimum of 2.5%
1761–18 Blink None
above critical
Trimmable between 5% – warning level.
55%
Initial Inducement at 2.5%
ECM Broadcast of Diesel DEF Flashing and
Fill DEF tank to a
Exhaust Fluid Tank Level Amber Warning Lamp
1761–1 minimum of 2.5%
(default). Blink 25% Torque Derate
1569–31 above initial derate
level.
Trimmable between 2.5% – and
50%
DEF Flashing and
Fill DEF tank to a
Secondary Inducement at 0% Amber Warning Lamp 40% Torque Derate
1761–1 minimum of 4.5%
ECM Broadcast of Diesel Blink ramped in at 1% per
1569–31 above initial derate
Exhaust Fluid Tank Level. minute.
level.
and
DEF Flashing and
Final Inducement at 0% ECM Amber Warning Lamp
Broadcast of Diesel Exhaust and
40% Torque Derate, Fill DEF tank to a
Fluid Tank Level and Engine Red Stop Lamp 1761–1
5 mph Vehicle Speed minimum of 4.5%
has been intentionally shut 1569–31 Blink
Limit, and 1,000 rpm level and allow the
down (key switched off) in 5246–0
Engine Speed Limit. system prime.
extended idle for 1 hour or fuel and and
tank has been refilled.
Notes:
The 0% Tank Level has been programmed to trigger slightly above 0% to ensure any
tolerance stack up errors will trigger the Secondary Inducement when a float level
sensor is at its lowest detection point of the tank. This trigger level is set to ~1%.
1. The Secondary Inducement is calibrated to trigger slightly above 0% to ensure

any tolerance stack up errors will not prevent the inducement for being applied.
This trigger level is set to approximately 1%.
2. After one continuous hour of zero vehicle speed with Diesel Exhaust Fluid Tank
Level at 0%, vehicle speed will be limited to 5 mph.
3. All Diesel Exhaust Fluid Tank Level percentage values are as broadcast by the
ECM and displayed on the Diesel Exhaust Fluid Tank Level Gauge.
4. If the DEF tank becomes empty and can no longer inject DEF, the system will set
fault code 3547 (SPN 4096 FMI 31) and illuminate the MIL. This can occur prior
to or following the application of the final inducement.
5. A minimum of 2.5% separation is required between the programmed warning and
inducement levels.
6. Fuel tank has been refueled is defined as the fuel volume level has increased by
15%.
7. Final Inducement for an automatic transmission equipped vehicle will be limited
to 1,100 rpm verses 1,000 rpm for all other transmission types.
8. The ECM will create a DEF reserve level of 10% by recalculating the Diesel
Exhaust Fluid Tank Level broadcast to the dash gauge. A sensor value of 10%
level will be broadcast to the gauge as 0% level. Sensor values between 10%
and 100% will be rescaled to broadcast as 0% and 100%. Sensor values less
than 10% will be broadcast as 0%.
Please note the measured Diesel Exhaust Fluid Tank Level of 0% is not the same as an
“Empty” tank. There is typically some useable volume of DEF below the 0% measured
level (the amount is dependent on tank/level sensor design). An Empty tank can no
longer provide DEF to the exhaust stream. Empty tank inducements generally begin
sometime after the measured tank level is 0%.
The following table is applicable for Emergency Vehicles only.
Table 5’
DEF Low Level Warning and Inducement For Emergency Vehicles

J1939 SPN
J1939 DM1
DEF Level Driver Indication Lamps 5245 (DEF Inducement Deactivation
(SPN–FMI)
lamp status)
Above initial warning
None None Off None None
threshold.
Initial Warning at 15% ECM
Fill DEF tank to a
Broadcast of Diesel Exhaust DEF Solid
minimum of 2.5%
Fluid Tank Level (default). 1761–17 Solid None
above initial
warning level.
Trimmable between 15 – 60%
Critical Warning at 10% ECM
Fill DEF tank to a
Broadcast of Diesel Exhaust DEF Flashing
minimum of 2.5%
Fluid Tank Level (default). 1761–18 Blink None
above critical
warning level.
Trimmable between 10 – 55%
Initial Inducement at 5% ECM DEF Flashing and
Vehicle Speed Fill DEF tank to a
Broadcast of Diesel Exhaust Amber Warning Lamp
1761–1 Limited to 55 mph, minimum of 2.5%
Fluid Tank Level (default). Blink
1569–31 except when in above initial derate
pumping operation2 level.
Trimmable between 5 – 50% and
DEF Flashing and
Amber Warning Lamp
Final Inducement at Empty and
Fill DEF tank to a
Tank and Engine has been Red Stop Lamp 1761–1
Vehicle Speed minimum of 4.5%
intentionally shut down (key 1569–31 Blink
Limited to 25 mph3 level and allow the
switched off) or extended idle 5246–0
system prime.
for 1 hour. and and
Notes:
1. If the DEF tank becomes empty and can no longer inject DEF, the system will set
fault code 3547 (SPN 4096 FMI 31) and illuminate the MIL for OBD capable
engines. This can occur prior to or following the application of the final
inducement speed limit of 25 mph.
2. Vehicle Speed Limit of 55 mph will be suspended during pumping operation while
using any of the following engine control modes; PTO, Remote PTO, Remote
Throttle or J1939 commanded Pressure Governor.
3. Those installations using transmission tailshaft driven PTO/Pump where the VSS
signal is detected by ECM during a stationary operation will also be limited to 25
mph equivalent tailshaft speed while the final inducement is in effect. The engine
will provide full power up to the maximum vehicle speed of 25 mph.
Air Shut Off Valve

Overview
The Air Shutoff Valve feature interfaces with an intake air shutoff valve mounted on the
engine’s intake manifold, the ECM activates the valve when excessive engine speed is
detected, resulting in immediate engine shutdown. This feature was developed to meet
regulatory requirements for oil and gas applications that may operate in environments
where combustible gases may be present in the engine’s intake air. However, the
feature may also be desired in other applications that operate in environments where
combustible gases may be present in the engine’s intake air. In such environments,
simply cutting the flow of fuel to the engine does not guarantee the engine will stop, thus
the need for an intake air shutoff valve.
For the ISB6.7 and ISL9 engines, the ECM drives the Air Shutoff Valve via the Air
Shutoff Valve Relay using a Switched Source Driver. For the ISX12 and ISX15
engines, the ECM uses the engine’s Air Intake Throttle for the Air Shutoff Valve
function. The functionality of the Air Shutoff Valve feature is the same whether the
engine is a ISB6.7, ISL9, ISX12, or ISX15.
Implementation
Refer to AEB 21.140 – Air Intake Shutoff Valve Installation Requirements that describes
the general control strategy of the Air Shutoff (ASO) Valve feature and outlines the
installation requirements and recommendations for automotive applications where the
ASO valve installation is desired. Please also refer to AEB 15.141 – CM2350 Electronic
Subsystem Technical Package – OEM Programming Guide, for detailed descriptions of
the ASO programming parameter.
To program the Air Shut Off Valve feature using Cummins INSITE tool, do the following
(See the Figure below for a configuration example):
3) Select Air Shut Off Valve on the right when the Features and Parameters window
is fully displayed.
changes to an ECM.
Figure 16. Configuration Example of Air Shut Off Valve
Alternator Failure Warning

Overview
This feature monitors the battery voltage and warns the operator when the ECM
detects a low or high battery voltage. The feature will also adjust the idle speed
in some circumstances to respond to a low battery voltage condition.
Implementation
The ECM lights the Amber Warning Lamp after a short delay upon detecting a
high or low battery voltage. When the ECM detects a very low voltage, the ECM
lights the Red Stop Lamp. The ECM can adjust the engine idle speed to address
low voltages if the Speedup feature is enabled. The table below shows typical
voltage values which trigger the various warnings.
Voltage Settings for Alternator Failure Warning

Voltage for Voltage for
Setting Action by ECM 12 V 24 V
System System
Very Low Red Stop Lamp, may increase idle speed 9.0 V 18.0 V
Voltage
Low Voltage Amber Warning Lamp, may increase idle 12.0 V 24.0 V
speed
High Voltage Amber Warning Lamp 16.0 V 32.0 V
To program the Alternator Failure Warning feature using Cummins INSITE tool, do the
3) Select Alternator Failure Warning on the right when the Features and
If it is desired for the ECM to adjust the engine idle speed to compensate for low battery
voltage, set the Idle Speedup parameter to Enable.
To send any changes to the ECM, click the Send To ECM button on the toolbar or
changes to an ECM.
Figure 17. Configuration Example of Alternator Failure Warning
Battery Power Required Lamp

Overview
The Battery Power Required Lamp feature will light a lamp indicating that the user
should not disconnect battery power to the ECM, typically via battery disconnect
devices. Battery disconnect devices are only allowed due to statutory regulation, see
the Installation Requirements and Recommendations Power and Ground section of
AEB 15.139 – CM2350 Electronic Subsystem Technical Package – OEM Interfaces for
more details about battery disconnect devices.
Implementation
The ECM requires that battery power be constantly connected anytime the keyswitch is
on and for some time after the keyswitch is turned off. The ECM will turn on the Battery
Power Required Lamp on when the keyswitch is on AND for the entire duration that
battery is required after the keyswitch is turned off. Refer to Cummins AEB 15.140 –
CM2350 Electronic Subsystem Technical Package – OEM Components, for the
specification of this lamp.
Battery Power Required Lamp /

CM2250 11 Braking Lamp Relay Brake
(14 Pin Lamp
13
Battery Return
Relay
Crossover)
Figure 18. Battery Power Required Lamp
The Battery Power Required Lamp signal is programmable. If a Battery Power

Required Lamp is installed, set the Battery Power Required Lamp parameter to
Installed. If no Battery Power Required Lamp is installed, set the Battery Power
Required Lamp parameter to Not Installed.
To program the Battery Power Required Lamp feature using Cummins INSITE tool, do
the following (See the Figure below for a configuration example):
3) Select Battery Power Required Lamp on the right when the Features and
4) Click in the Installed (or Not Installed) box, and then click the drop down list button
to select either Installed or Not Installed.
changes to an ECM.
Figure 19. Configuration Example of Battery Power Required Lamp
Clutch Switch
Overview
The Clutch Switch feature tells the ECM if a hard wired clutch switch or J1939
multiplexed clutch switch is installed. It detects the position of the clutch pedal. Many
automotive features, such as Engine Brakes, Cruise Control and PTO, etc., use this
information to help determine the feature operation. The operator opens the normally
closed Clutch Switch by pressing the clutch pedal, which results in de-activating, cruise
control for example. All vehicles containing a clutch MUST have the Clutch Switch
installed. The Clutch Switch signal is programmable on Cummins 2013 engines.
Implementation
Hardware implementation of Clutch Switch consists of wiring a Clutch Switch to a pull-
up circuit in the ECM. This switch is a normally closed switch (momentary in the open
position and latched in the closed position). Refer to Cummins AEB 15.140 – CM2350
Electronic Subsystem Technical Package – OEM Components, for the specification of
this switch. The switch is placed on the OEM connector as seen the figure below.
Pedal Pressed
Clutch Switch
92
CM2350 Pedal released

ECM Switch Return
62
Figure 20. Clutch Switch Connection
The switch is wired such that the pedal released position will result in a closed switch
(grounded). The pedal pressed position will be an open switch which will inhibit or exit
certain operational features which are incompatible with the clutch engagement. For
example, the engagement of the clutch pedal will disengage engine brakes.
The Clutch Switch signal is programmable. If a hard wired or a J1939 multiplexed

Clutch Switch is installed, set the Clutch Switch parameter to Installed. If no Clutch
Switch is installed, or no Clutch Switch is multiplexed, set the Clutch Switch parameter
to Not Installed.
To program the Clutch Switch feature using Cummins INSITE tool, do the following
8) Select Clutch Pedal Position Switch on the right when the Features and
9) Click in the Installed (or Not Installed) box, and then click the drop down list button
to select either Installed or Not Installed.
changes to an ECM.
Figure 21. Configuration Example of Clutch Switch
Cruise Control
Overview
The Cruise Control (CC) feature maintains vehicle speed at an operator selectable
speed. It consists of a Cruise Control ON/OFF switch, a Cruise Control Set switch and
a Cruise Control Resume switch. For the Cruise Control feature to activate, the vehicle
speed must be above a minimum engagement level, engine speed must be greater than
a threshold, the clutch pedal should not be pressed, and the service brake pedal should
not be pressed. The driver may activate the Cruise Control feature by placing the
Cruise Control On/Off switch to the ON position, then using the Set or Resume
functions of the Cruise Control Set/Resume switch. The Resume function only engages
Cruise Control if the ECM has a saved Cruise Control speed, which under standard
conditions implies that Cruise Control has been engaged since the engine has last been
started. When the Cruise Control feature becomes active, the Cruise Control feature
assumes engine control at the selected vehicle speed, and the driver may release the
accelerator pedal.
When the Set function is used for activation, the selected vehicle speed will be the lower
of either the existing vehicle speed, or the maximum vehicle speed. The maximum
vehicle speed is programmed using the Cruise Control Maximum Vehicle Speed
parameter. If the Resume function is used for activation, the selected vehicle speed will
be the most recently selected vehicle speed. The Cruise Control feature will maintain
vehicle speed at the selected vehicle speed. The driver can use the accelerator to
temporarily increase vehicle speed beyond the selected vehicle speed up to the
maximum vehicle speed. When the operator releases the accelerator, the Cruise
Control feature resumes engine control at the selected vehicle speed.
When the Cruise Control feature is active, the driver can increase or decrease the
selected vehicle speed. To increase, the Bump-Up and Accelerate functions of the
Cruise Control Set/Resume switch are used. The selected vehicle speed cannot
exceed the Cruise Control Maximum Vehicle Speed. To decrease, the Bump-Down and
Coast functions of the Cruise Control Set/Resume switch are used. The lowest
selectable vehicle speed is the minimum engagement speed.
An optional Cruise Control Cancel Switch can be used to cancel the cruise control
operation as desired. When the cruise control operation is cancelled by the Cruise
Control Cancel Switch, the cruise control operation can be activated again by the Cruise
Control Set/Resume Switch function as previously described. The Cruise Control
Cancel Switch cannot be used for activating the cruise control operation. This switch
function is only available on the SAE J1939 Data Link.
The Engine Brake feature may be used by Cruise Control if the actual vehicle speed
exceeds the Cruise Control Set Speed. See the Engine Brake feature for details.
Cruise Control Droop settings allow the Cruise Control Set Speed to increase slightly
when the vehicle descends hills, and decrease slightly when the vehicle climbs hills.
These functions improve fuel economy. If the Cruise Control Save Set Speed function
of the Cruise Control feature is enabled, the ECM will save the last Cruise Control Set
Speed after the engine shuts down. With this feature, the resume function of the Cruise
Control feature will always be available.
The driver may manually deactivate the Cruise Control feature by placing the Cruise
Control/PTO On/Off switch to OFF, or by pressing the service brake pedal or clutch
pedal. Deactivation will automatically occur if vehicle speed falls below the minimum
engagement speed, or engine speed falls below a threshold. The Cruise Control
feature also automatically deactivates if the ECM detects an out-of-gear condition. The
Cruise Control AutoResume function can activate and deactivate Cruise Control in
conjunction with the clutch pedal. The Cruise Control AutoResume function allows the
Cruise Control feature to re-engage automatically after a gear change. In order for its
function properly, the operator must effect the gear change in a short period of time,
change gears without using the Service Brake, and re-engage in a gear with a gear ratio
similar to the original gear ratio. If any requirements are not met, the AutoResume
function cancels and Cruise Control feature will be deactivated.
Implementation
The Cruise Control On/Off, Cruise Control Set and Cruise Control Resume switches can
be installed so that the PTO feature will also function using the same switches as is
used for the Cruise Control feature The switches operate the features at different times
depending on the engine and vehicle conditions (see the feature description for PTO
also described in this manual).
The Cruise Control On/Off Switch is an On-Off toggle switch (latched in the either open
or closed position). Please refer to Cummins AEB 15.140 – CM2350 Electronic
Subsystem Technical Package – OEM Components, for the specifications of this switch.
The switch is installed to a pull-up circuit in the ECM, and placed on the OEM connector
as seen below.
Off
CC/PTO On/Off Switch
90
CM2350 On
ECM Switch Return
62
Figure 22. Cruise Control/PTO On/Off Switch Connection
Hardware implementation of Set/Resume Switch consists of wiring a Set/Resume

Switch to a pull-up circuit in the ECM. This switch is a three-position switch which has
the following characteristics: a momentary up position, a momentary down position, and

a return to a center position. The switch closes and grounds either the “Set” switch or
the “Resume” switch in each momentary position as shown. The center position leaves
both circuits open. Other features may also be activated by these switches which vary
with the selected feature and programming. Refer to AEB 15.140 – CM2350 Electronic
Subsystem Technical Package – OEM Components, for the specification of this switch.
The switch is placed on the OEM connector as seen below.
Cruise Control Set Switch Set/Coast or Accel

12
Cruise Control Resume Switch

CM2350 19
Resume/Accel or
ECM Switch Return Coast
62
Figure 23. Set/Resume Switch Connection
There is a programmable option associated with the Set/Resume Switch. This

programmable parameter is called Set/Resume Switch Usage (Cruise Switch Setup).
If the Set function should be associated with the Coast function, set the Set/Resume
Switch Usage parameter to Set/Coast. If the Set function should be associated with the
Accelerate function, set the Set/Resume Switch Usage parameter to Set/Accelerate.
The Resume function of the Set/Resume Switch will automatically default to the
opposite association from the Set function, i.e., Set/Coast = Resume/Accelerate, and
Set/Accelerate = Resume/Coast. Please refer to Cummins AEB 15.141 – CM2350
Electronic Subsystem Technical Package – OEM Programming Guide, for the detailed
programming strategy and feature descriptions associated with this switch.
To program the Set/Resume Switch usage using Cummins INSITE tool, do the
following:
3) Select Cruise Control Switch Setup on the right when the Features and
4) Double click on Cruise Control Switch Setup to show Cruise Switch Setup
option.
5) Click in the Set/Accelerate (or Set/Coast) box, and then click the drop down list
button to select either Set/Accelerate or Set/Coast.
changes to an ECM.
Figure 24. Configuration Example of Cruise Control
Driver Initiated Override (2013 ISX12 and ISX15)

Overview
The Driver Initiated Override feature allows the driver to temporarily increase the
maximum vehicle speed set by the Accelerator Maximum Vehicle Speed parameter.
The increased vehicle speed range is limited by the Driver Initiated Override Maximum
Road Speed Delta parameter for a total travel distance which is limited by the Driver
Initiated Override Maximum Distance parameter. The Driver Initiated Override feature
is programmable.
When the Driver Initiated Override feature is enabled, the maximum vehicle speed
controlled by the accelerator pedal can go beyond the limit set by the Accelerator
Maximum Vehicle Speed parameter for a limited distance. The driver initiated override
feature is automatically deactivated if the travel distance limit is reached or the
accelerator pedal is released. When the feature is deactivated, the vehicle speed will
ramp down to the Accelerator Maximum Vehicle Speed or lower depending on the
accelerator position.
Note 1: The increased maximum vehicle speed set by the driver initiated
override feature is still limited by the Global Maximum Vehicle Speed
parameter.
Note 2: The driver initiated override feature is only available on 2013 ISX12
and ISX15 engines.
Implementation
There is no additional hardware installation required for using the Driver Initiated
Override feature. However, there are three programmable parameters available for
OEMs/Body Builders adjustment:
 Driver Initiated Override (Reserve Speed), used to enable or disable the feature.
 Driver Initiated Override Maximum Road Speed Delta (Speed Increase),

determines the increased maximum vehicle speed beyond the Accelerator Maximum
Vehicle Speed limit.
 Driver Initiated Override Maximum Distance (Override Distance), defines the

total vehicle travel distance at each override cycle.
Please refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical

Package – OEM Programming Guide, for the detailed description of these parameters
and the programming strategies.
To program the Driver Initiated Override feature using Cummins INSITE tool, do the
3) Select Road Speed Governor on the right when the Features and Parameters
4) Select the Reserve Speed to enable or disable the Driver Initiated Override
feature.
5) Select the options below that need to be re-configured, and enter the number
directly in the ECM Value box/column.
changes to an ECM.
Figure 25. Configuration Example of Driver Initiated Override
For the typical ranges and Cummins default settings of these programmable
parameters, please contact your Cummins Application Engineer or refer to the OEM
Programmable Parameters Table created for the specific engines on GCE.
Driver Reward (2013 ISX12 and ISX15)

Overview
Cummins 2013 ISX12 and ISX15 engines are equipped with the Driver Reward feature.
The feature is designed to encourage efficient driving by adjusting the maximum vehicle
speed. Efficient driving is measured by fuel economy (MPG) and percent of idle time.
For a good driver, the maximum vehicle speed may be increased as a reward. On the
other hand, the maximum vehicle speed may be decreased as a penalty for inefficient
driving. The adjustment to the maximum vehicle speed can be configured to reset on a
key cycle or be saved over a key cycle. The Driver Reward feature is programmable.
Implementation
There is no hardware installation required for implementing the Driver Reward feature.
If the Driver Reward feature is enabled, the fleet or owner will have a choice to select
whether the maximum vehicle speed adjustments are applied to Cruise Control only,
Accelerator Control only, or both (defined by the Speed Control Mode parameter). The
fuel economy standards, idle time standards, and speed rewards are also
programmable by the fleet or owner. For the detailed feature and programming
parameters description, please refer to Cummins AEB 15.141 – CM2350 Electronic
Subsystem Technical Package – OEM Programming Guide.
The following function diagram highlights the brief control strategy of the feature.
Fuel Economy Speed Rewards Idle Standards

Standards Efficient Driving - Best
- Best - Best
- Good
- Good - Good
-Expected
- Expected - Expected
Inefficient Driving - Penalty
Selected Speed Selected Speed

Reward based on Lower Wins Reward based on
fuel economy percentage of idle time
Selected Driver Reward Speed
Standard CC or RSG Modified maximum vehicle speed

maximum vehicle speed
Figure 26. Function Diagram of Driver Reward
To program the Driver Reward feature using Cummins INSITE tool, take the following
steps as an example:
3) Select Driver Reward feature on the right when the Features and Parameters
5) If Enable is selected, then double click on Driver Reward to show Fuel Economy
Standards, Idle Standard, Speed Reward Mode, and Speed Rewards
programming options.
6) Select the option that needs to be programmed, then either click the drop down list
button to pick the selection or enter the number in the ECM Value box/column.
changes to an ECM.
Figure 27. Configuration Example of Driver Reward
Programmable Parameters Tables on GCE.
Note: Modified maximum vehicle speed by the Driver Reward feature is up

limited by the Global Maximum Vehicle Speed parameter.
Engine Brakes
Overview
The Engine Brake feature operates Engine Compression Brakes or a Variable
Geometry Turbo (VGT) brake, depending on the hardware installed on the engine and
the switches installed by the OEM. The 2013 ISB6.7 engine supports the VGT brake
only. The 2013 ISX15 engines are equipped with compression brakes and the VGT
brake. The 2013 ISL9 and ISX12 engines are equipped with the VGT brake function
while compression brakes are offered as an option. When compression brakes are
engaged, the ECM activates actuators on the engine which alter valve timing and cause
the engine to absorb torque rather than produce it. The VGT brake operates on the
same principle as an exhaust brake by creating a large pressure drop in the exhaust
rather than a butterfly valve. The installation of an auxiliary exhaust pipe engine brake
or a turbo conveyor is not allowed on 2013 engines. The engine brakes can operate
due to normal commands, Cruise Control commands, or J1939 commands. The
Cummins 2013 Engine Brake feature also supports the use of a hydraulic retarder.
Several hardware configurations and programmable options are involved in this feature.
Please refer to AEB 15.141 – CM2350 Electronic Subsystem Technical Package –
OEM Programming Guide and AEB 15.140 – CM2350 Electronic Subsystem Technical
Package – OEM Components, for the engine brake operation details and component
requirements.
Implementation
The engine brake implementation and control can be set up either by hardwired
switches or via a SAE J1939 Data Link. Each switch is installed to a pull-up circuit in
the ECM, and placed on the OEM connector as seen below.
2013 Engine Brake Hardware

Engine Brake
Platform OEM Hardware
Type
ISB6.7
VGT Engine brake on/off switch.
ISL9
ISL9 Compression Engine brake on/off switch

ISX12/ISX15 Optional 3-position engine brake level switch.
Off
Engine/Exhaust (VGT) Brake Switch

68
CM2350 On
ECM Switch Return
62
Figure 28. Engine Brake Switch Connection
Low
Med
Engine/VGT Brake Selector Switch 1
68
High
Low
Med
CM2350 86
Engine Brake Selector Switch 2 High
ECM Switch Return

62
Figure 29. Engine Brake Switch Connection
Engine Brake Enable

The Engine Brake Control parameter enables or disables the engine brake feature. If
the vehicle uses engine brakes, set the Engine Brake Control parameter to Enable.
Engine Brake Type

Cummins 2013 engines support the use of a driveline retarder in lieu of engine braking.
The Engine Brake Type parameter distinguishes between a compression engine brake,
a driveline retarder, or a VGT brake.
If the vehicle uses a driveline retarder, the engine brake feature does not control the
brake level and requires only four conditions to allow engine braking: PTO inactive,
Remote PTO inactive, Cruise Control is inactive and accelerator at idle. All other
engine brake activation conditions are skipped, and the desired engine brake level is
read through a datalink. Driveline retarder devices include their own operator inputs, so
the Engine Brake Selector Switch is not used.
Set the Engine Brake Type parameter according to the engine brake hardware on the
vehicle and the corresponding numeric value from the table below:
Hardware type Parameter name value Engine Brake Driveline Type

Engine Compression Brake Engine brake 2
Driveline Retarder Driveline retarder 1
VGT/Exhaust Brake Variable Geometry Turbo 0
brake
Engine Brake Minimum Vehicle Speed

The Engine Brake Minimum Vehicle Speed parameter permits engagement of the
Engine Brake feature only when the vehicle is traveling faster than a customer
programmable minimum MPH. OEMs or Body Builders can use this feature to prevent
engine brake engagement in lower speed urban settings, while allowing it in higher
speed highway settings.
If a minimum vehicle speed for engine brake engagement is desired, then set the
Engine Brake Minimum Vehicle Speed parameter to the lowest vehicle speed at which
the engine brakes may engage. If a minimum vehicle speed for engine brake
engagement is not desired, then set the Engine Brake Minimum Vehicle Speed
parameter to its lowest value (Zero).
Engine Brake Service Brake Activation

The Engine Brake Service Brake Activation parameter enables or disables the service
brake activation of the engine brakes. When the Engine Brake Service Brake Activation
parameter is set to Enable, the operator must press the service brake to activate the
engine brakes. All other activation conditions still apply, including the Engine Brake
Delay. The service brake input does not affect engine brake operation if the Engine
Brake Service Brake Activation parameter is set to Disable. If the operator should use
the service brake to activate the engine brakes, set the Engine Brake Service Brake
Activation Enable parameter to Enable.
Engine Brake Clutch Pedal Activation

The Engine Brake Clutch Pedal Activation parameter enables or disables clutch pedal
activation of the engine brakes. When the Engine Brake Clutch Pedal Activation
parameter is set to Enable, and the engine brake is active, pressing the clutch pedal will
disengage the engine brake. The clutch pedal input does not affect engine brake
operation if the Engine Brake Clutch Pedal Activation parameter is set to Disable. If the
clutch pedal operation should not affect the engine brake operation, set the Engine
Brake Clutch Pedal Activation Enable parameter to Disable. If the Engine Brake Clutch
Pedal Activation feature is enabled, a Clutch Pedal Switch is needed. Refer to the
Clutch Switch section in this AEB for wiring details.
Engine Brake Cruise Control Activation

Cruise Control Maximum Braking Speed Delta
Cruise Control Start Braking Speed Delta
The Engine Brake Cruise Control Activation parameter allows the Cruise Control feature
to engage the engine brakes. This function does not work with a hydraulic retarder.
When the Engine Brake Cruise Control Activation parameter is set to Enable, the Cruise
Control feature will check the current vehicle speed against the Cruise Control Set
Speed. If the current speed exceeds the selected speed by the Cruise Control Start
Braking Speed Delta parameter, the Cruise Control feature will engage engine braking
at the minimum level. As the vehicle speed increases, the Cruise Control feature will
ramp up the engine braking level, reaching maximum engine braking as the difference
reaches the Cruise Control Maximum Braking Speed Delta parameter. The maximum
braking level is defined by the setting of the Engine Brake Selector Switch. See the
figure below for visual clarification.
Braking
Level Engine Braking
Level
Maximum
Actual Vehicle Speed

Selected
Vehicle Speed Start Minimum
Engine Braking
in Cruise Control Start Maximum
Engine Braking
in Cruise Control
Cruise Control Engine Brake Engagement Levels
Figure 30. Function Diagram of Engine Brake Cruise Control
If engine braking should be engaged in cruise control operation, set the Engine Brake
Cruise Control Activation parameter to Enable, and program the Cruise Control Start
Braking Speed Delta parameter and the Cruise Control Maximum Braking Speed Delta
parameters accordingly for your specific application. The Cruise Control Start Braking
Speed Delta parameter MUST be programmed to a value larger than the Cruise Control
Lower Droop.
Engine Brake Delay

The Engine Brake Delay parameter sets the amount of time the ECM delays engaging
engine brakes once all conditions to allow engine brake engagement exist. If the
conditions for engaging engine brakes are violated during this delay period, the ECM
will cancel the engine braking event and reset the engine braking delay timer. Set the
Engine Brake Delay parameter to the number of seconds the ECM should wait before
engaging the engine brakes once given a valid engine braking command. If the ECM
should have no engine braking delay, set the Engine Brake Delay parameter to zero.
Engine Brake Lamp

The Engine Brake Lamp feature is used to energize a vehicle brake lamp relay when
the engine compression brakes and/or VGT brakes are engaged. When the engine
brakes are active and this feature is enabled, the vehicle brake lights will be energized
to indicate the vehicle is braking. If the vehicle brake lamps are needed to indicate the
vehicle is braking and the appropriate hardware is installed, set the Engine Brake Lamp
parameter to Enable. The circuit is a switched source driver which exists in one of two
states: Source or OFF. Twisted wiring is recommended for the connection. Refer to
AEB 15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components
for the choice of this relay.
Braking Lamp Relay

CM2250 11 Brake
(14 Pin Lamp
13
Battery Return
Relay
Crossover)
Figure 31. Engine Brake Lamp Relay Connection
Programming on Engine Brake

As mentioned above, there are ten programmable parameters in the Engine Brake
feature. They are: Engine Brake Control, Engine Brake Driveline Type, Engine Brake
Minimum Vehicle Speed, Engine Brake Service Brake Activation, Engine Brake Clutch
Pedal Activation, Engine Brake Cruise Control Activation, Cruise Control Starting
Braking Speed Delta, Cruise Control Maximum Braking Speed Delta, Engine Brake
Delay, and Engine Brake Lamp. Refer to Cummins AEB 15.141 – CM2350 Electronic
Subsystem Technical Package – OEM Programming Guide, for the detailed description
of programming options.
To program the Engine Brake feature using Cummins INSITE tool, do the following:
3) Select Engine Brake Control or Cruise Control and Engine Brake Interaction on
the right when the Features and Parameters window is fully displayed.
4) Click in the ECM Value column/box, and click the drop down list button to pick the
selection.
changes to an ECM.
Figure 32. Configuration Example of Engine Brake Control
Engine Protection System

Overview
Cummins engines are equipped with the Engine Protection System as a standard
feature. The feature is designed to prevent progressive engine damage when the
engine operates outside normal conditions. The system will monitor, record, and react
to diagnostic faults caused by the engine operating outside its normal conditions. The
feature continuously monitors critical engine parameters for an abnormal condition. If
an abnormal condition occurs for a short period of time, the Engine Protection feature
will log the engine protection data and impose a torque derate, an engine speed derate,
or both. The exact amount of time before the feature imposes a derate depends on the
parameter which is abnormal. Depending on programming, the Engine Protection
feature may also shutdown the engine, and can examine the engine at startup to
determine whether to allow a restart. Engine Protection derates are always in place, but
the programmable functions Engine Protection Shutdown, Engine Protection Shutdown
Override and Engine Protection Restart Inhibit are only performed if the feature is
enabled.
Implementation
The system MUST have two lamps in the dash to alert the driver of an abnormal
condition in any of the engine parameters. If a critical engine parameter indicates an
abnormal operating condition, for some period of time, the algorithm turns on the Amber
Warning Lamp, and derates the engine. If the abnormal operating condition remains
and a shutdown condition is met, the Red Stop Lamp flashes to indicate that the
Shutdown feature has been engaged. Once the feature is engaged, the engine will shut
down in 30 seconds unless the operator activates the Engine Protection Shutdown
Override Switch. If the override switch is activated, the ECM will reset the shutdown
timer for 30 seconds. The operator can use the override as many times as desired or
until the engine fails. If the engine protection fault is made inactive during the 30
second shutdown warning period, the engine will return to normal operation and will not
shut down.
If the engine is shutdown by the Engine Protection feature, the ECM will save which
parameter indicated an abnormal engine condition and caused the shutdown. Upon
restart, the ECM checks the parameter that caused the shutdown to see if it is still
abnormal. If the parameter is still abnormal, the ECM will allow the engine to restart
and immediately derate the torque and the engine speed. If the abnormal fault remains,
the ECM will shut the engine down again. After a several consecutive shutdowns by the
Engine Protection feature (about 5 times depending on specific application), the ECM
will completely prevent the engine from starting until the shutdown condition is corrected
or reset by a Cummins Service tool if Engine Protection Restart Inhibit is enabled.
Engine Protection Shutdown Override
Hardware implementation of Engine Protection Shutdown Override feature consists of

wiring an Engine Protection Shutdown Override Switch to a pull-up circuit in the ECM.
This switch is a normally closed switch (momentary in the open position and latched in
the closed position). Refer to AEB 15.140 – CM2350 Electronic Subsystem Technical
Package – OEM Components, for the specification of this switch. The switch is placed
on the OEM connector as seen below. Engine Protection Shutdown Override can also
be multiplexed on a SAE J1939 Data Link.
Pressed
Engine Protection Shutdown
Override Switch
88
CM2350 Released
ECM Switch Return

62
Figure 33. Engine Protection Shutdown Override Switch Connection
If a hard wired or a J1939 multiplexed Engine Protection Shutdown Override Switch is

installed such that the operator should be able to override the Engine Protection
initiated engine shutdowns, set the Engine Protection Shutdown Override parameter to
Enable. If Engine Protection Shutdown Override Switch is not installed, or Engine
Protection Shutdown Override function is not desired, set the Engine Protection
Shutdown Override parameter to Disable.
OEM Switched Engine Protection Shutdown Switch
Certain applications can be configured to accept a switch input signal which will cause
the Engine Protection System to force the engine to shutdown. The signal can be
integrated into a safety system such that operating environment conditions will activate
the switch.
Hardware implementation of OEM Switched Engine Protection Shutdown Switch

consists of wiring the switch to a pull-up circuit in the ECM. This switch is a normally
closed switch (momentary in the open position and latched in the closed position).
Components, for the specification of this switch. The switch is placed on the OEM
connector as seen below.
Pressed
OEM Switched Engine
Protection Shutdown Switch
47
CM2350 Released
ECM Switch Return

62
Figure 34. OEM Switched Engine Protection Shutdown Switch Connection
Programming on Engine Protection
There are three programmable parameters in the Engine Protection feature on

Cummins 2013 engines. They are the Engine Protection Restart Inhibit (Engine
Protection Limited Restart) parameter, the Engine Protection Shutdown parameter,
and the Engine Protection Shutdown Override (Engine Protection Shutdown Manual
Override) parameter. To configure them using Cummins INSITE tool, do the following:
3) Select Engine Protection on the right when the Features and Parameters window
is fully displayed.
4) Double click on Engine Protection to show Engine Protection Limited Restart,

Engine Protection Shutdown, and Engine Protection Shutdown Manual
Override options.
5) Click in the Enable (or Disable) box for each option, then click the drop down list
button to select either Enable or Disable.
changes to an ECM.
Figure 35. Configuration Example of Engine Protection
Ether Injection (ISX12 and ISX15 Only)

Overview
Cummins ISX12 and ISX15 engines are equipped with the Ether Injection feature. The
Ether Injection feature is design to aid engine starting in cold ambient conditions. The
ECM controls the valve to flow ether into the air intake system during cold engine
starting at ambient temperatures below the calibration threshold (approximately 40 °F).
The correct Ether Injection system MUST be installed depending on the engine size and
the system voltage (12 or 24 volts). Refer to AEB 15.140 – CM2350 Electronic
Subsystem Technical Package – OEM Components for further specification of this
system.
Implementation
Hardware implementation of OEM Switched Engine Protection Shutdown Switch
consists of wiring the switch to a pull-up circuit in the ECM.
If the Ether Injection feature is desired, an OEM/Body Builder supplied Ether Injection
Device MUST be installed. Hardware implementation of the ether injection device
consists of a switched source driver which exists in one of two states: source (battery
voltage) or off (0 voltage) as seen below. Twisted wiring is recommended.
Note: CM2350 switched output driver is limited to 2 A maximum current.
Ether Injection Solenoid Signal

75
CM2350 Ether Injection
Device
ECM General Return
57
Figure 36. Ether Injection Device Connection
To program the Ether Injection feature using Cummins INSITE tool, do the following:
3) Select Ether Injection on the right when the Features and Parameters window is
fully displayed.
changes to an ECM.
Figure 37. Configuration Example of Ether Injection
Fan Control
Overview
The Fan Control feature determines fan operation logic with respect to: air conditioning
pressure, manual fan switch input, coolant temperature, intake manifold temperature,
engine braking, and output signals to the fan clutch. Several hardware configurations
and programmable options are involved in this feature.
The Fan Control Switch function configures the fan to operate as an accessory fan. The
fan can operate for a manual switch or any OEM determined switch. For example, the
fan could operate in response to transmission fluid temperature by installing an
accessory switch which opens when the transmission fluid reaches a high temperature.
The Air Conditioning Pressure Switch Input parameter configures the fan to operate as
an air conditioning condenser fan to remove heat from the air conditioning system and
reduce air conditioning refrigerant pressure. The ECM runs the fan when the Air
Conditioning Pressure Switch detects high air conditioning refrigerant pressure. When
the Fan Control Vehicle Speed Interaction parameter is set to Enable, the ECM enables
a special fan control mode. If the Air Conditioning Pressure Switch triggers a fan event
at low vehicle speed in this mode, the ECM will keep the fan on constantly until the
vehicle speed exceeds a threshold (e.g. 6 mph), or the engine is shut down and
restarted.
The Fan On With Engine Braking function configures the fan to operate as an engine
braking aid. The parasitic load of the fan increases braking power.
The Fan On with Remote Throttle feature configures the fan to operate when the
Remote Accelerator Switch is active.
The Fan Control feature is programmable for all Cummins 2013 engines. If the ECM
should control the fan operation as defined above, set the Fan Clutch Control parameter
to Enable. If the Fan Clutch Control parameter is set to Disable, the ECM will not be
able to control the fan.
Implementation
If the Fan Control feature is enabled, then a Fan Clutch Relay SHOULD be placed on
the OEM connector as seen below. The controlled circuit is a switched source driver
which exists in one of two states: source (battery voltage) or off (0 voltage). The
CM2350 switched output driver is limited to 2 A maximum current. Twisted wiring is
recommended for the connection. The relay may operate as a normally open or
normally closed relay at the customers’ preference.
The ECM can also supply a PWM type signal to the Fan Clutch to control the fan for
variable or multiple speed operation when the Fan Type parameter is set to one of the
Variable Speed fan types. The PWM signal controls the speed of the fan between
disengaged and fully engaged. Refer to Cummins AEB 15.139 – CM2350 Electronic
Subsystem Technical Package – OEM Interfaces, for the fan clutch interface
specifications and Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical
Package – OEM Components, for the choice of this relay. The fan clutch control and
operation are defined in the section of Fan Control Type and Logic.
78 Fan Clutch Output Fan

CM2350 ECM General Return Clutch
57 Relay
Figure 38. Fan Clutch Relay Connection
Note: There MUST NOT be any switch in series with the fan clutch circuit.
Otherwise fault codes will be logged.
If the Fan Control feature is enabled, the ECM will control the fan operation
automatically in response to the sensed signals, such as high coolant temperature,
based on the calibration settings. For the applications with the Air Conditioning
Pressure Switch feature, Fan Control Accessory Switch (Manual Fan Switch) feature,
and Fan On With Engine Braking feature, the Fan Control feature MUST include the
hardware implementation and/or programming. See the following sections for the
detailed descriptions.
Fan Type, Logic, and Frequency

Fan Type, Fan Control Logic, and PWM period are programmable for all 2013 engines.
The Fan Type parameter defines the type of the fan clutch installed. The Fan Control
Logic parameter defines whether the fan clutch engages the fan when receiving a high
voltage signal (battery voltage) or a low voltage signal (ground). The Variable Speed
Fan Frequency determines the frequency of the PWM signal controlling the variable
speed fan. It should be noted that the variable speed fan supported is not frequency
modulation controlled. The programmable option of the Variable Speed Fan Frequency
is included to only support various variable speed fan controllers which may require
different frequency settings.
Six types of fan clutches are compatible with the Fan Control feature as defined below:
On-Off: These fan clutches have two fixed operating modes, either full on/off or full
on/partial engagement. The partial engagement mode in these fan clutches is a fixed
slip amount which is not varied by the fan controls. The ECM will command either full
On or full Off with this mode.
Variable Speed: These fan clutches can vary the fan speed over a wide range
between off and full engagement. The fan can operate at the fan speed requested by
the subsystem, regardless of engine speed, until fully engaged. A Variable Speed fan
clutch MUST be able to utilize a PWM signal of a frequency defined by the Variable
Speed Fan Frequency parameter. These fan clutches are generally hydraulically driven
and are controlled by the fluid allowed to pass through the hydraulic drive.
Electronic Viscous without speed feedback: These fan clutches use a viscous
coupling to control the speed of the fan. The volume of viscous fluid in the working
chamber of the viscous coupling determines the speed of the fan. The volume of fluid is
controlled by the PWM Fan Control signal from the ECM.
Electronic Viscous with speed feedback: These fan clutches also use a viscous
coupling to control the speed of the fan. In addition, a speed signal from the fan drive is
provided back to the ECM for use in a closed loop control of the fan speed.
Electronic Variable Speed without speed feedback: These fan clutches use the
PWM Fan Control signal from the ECM to control the speed of the fan.
Datalink Output: It is intended for OEMs that want to use the engine ECM J1939
Requested Percent Fan Speed message to control the fan speed through a vehicle
controller, instead of driving the fan directly with the engine ECM fan driver output.
When selecting the Datalink Fan Type option on Cummins 2013 engines, it is not
necessary to connect a resistive load to the engine ECM fan clutch output pin.
Note: Consult your Cummins Application Engineer regarding application of

variable speed fan clutches to ensure compatibility with the Cummins
engine control system.
Implementation
Set the Fan Control Type parameter to the type of fan that is installed.
If the fan clutch should be engaged with a high voltage signal (battery voltage), set the
Fan Clutch Logic parameter to Active High. If the fan clutch should be engaged with a
low voltage signal (0 voltage), set the Fan Clutch Logic parameter to Active Low.
If the Fan Control Type parameter is set to Variable Speed, the Fan Clutch PWM Period
parameter (also called Variable Speed Fan Frequency) SHOULD be set correctly to the
frequency that is required for the variable speed fan installed on the vehicle.
Fan On With Engine Braking

The Fan On With Engine Braking feature is intended to operate as an engine braking
aid. When the engine brakes achieve the 67% braking level, and after a period delay,
the fan will be commanded on at full speed so the engine power can be further reduced
by turning the fan (better braking effect). The ECM will not command the fan on when
the engine brake level is less than 100%, when coolant temperature is too low (to
prevent overcooling), or if the feature is not desired. If fan operation in response to
engine brakes is desired, set the Fan On With Engine Braking parameter to Enable.
Otherwise, set the parameter to Disable.
Air Conditioning Pressure Switch Input

The Air Conditioning Pressure Switch Input feature configures the fan to operate as an
air conditioning condenser fan to remove the heat from the air conditioning system and
reduce air conditioning refrigerant pressure. This pressure is monitored at the high
pressure side of the cab air conditioning system. The fan MUST be installed so that it
directs airflow through the air conditioning condenser. The Minimum Fan On Time For
Air Conditioning Pressure Switch parameter defines the minimum fan on operating time
in response to high air conditioning refrigerant pressure. An OEM supplied Air
Conditioning Pressure Switch MUST be installed. Refer to AEB 15.140 – CM2350
Electronic Subsystem Technical Package – OEM Components, for the detailed
description of this switch. The Air Conditioning Pressure Switch can also be multiplexed
on a SAE J1939 Data Link.
Implementation
Hardware implementation of the Air Conditioning Pressure Switch consists of wiring a

typical pressure activated switch into the air conditioning system. This switch is to be a
normally closed switch (momentary in the open position and latched in the closed
position) on the OEM connector as seen below. The controlled circuit is a 5 V switched
pull-up circuit. The circuit opens when the high pressure in the system is detected,
which will activate the fan at full speed for at least the time defined by the Minimum Fan
On Time For Air Conditioning Pressure Switch parameter. Once this time expires, the
ECM will no longer run the fan due to the Air Conditioning Pressure Switch if the switch
indicates acceptable air conditioning pressure. However, the fan may continue to run in
response to some other need, such as high coolant temperature. Be aware that if the
Air Conditioning Pressure Switch fails in an open position, the ECM will run the fan
continuously.
Pressure High
AC Pressure Switch
43
CM2350 Pressure Not High

ECM Switch Return
62
Figure 39. Air Conditioning Pressure Switch Connection
The Air Conditioning Pressure Switch feature is programmable. If the Air Conditioning
Pressure Switch is installed and fan operation due to high air conditioning refrigerant
pressure is desired, set the Air Conditioning Pressure Switch Input parameter to Enable
(Note: The Air Conditioning Pressure Switch Input parameter SHOULD be set to
Enable as well when the switch signal is multiplexed). If the feature is enabled, a proper
value needs to be programmed for the Minimum Fan On Time For Air Conditioning
Pressure Switch parameter. Longer time decreases rapid on/off cycles of the fan clutch
with the engine at idle condition and the air conditioning on, while shorter time may
increase fuel economy and engine performance. If the Air Conditioning Pressure
Switch is not installed or the fan operation due to high air conditioning refrigerant
pressure is not desired, set the Air Conditioning Pressure Switch Input parameter to
Disable.
Fan Control Air Conditioning Pressure Switch Vehicle Speed

Interaction
The fan operation on 2013 engines can also be configured in response to the vehicle
speed. When the Fan Control AC Pressure Switch Vehicle Speed Interaction
parameter is set to Enable, the ECM enables a special fan control mode. If the Air
Conditioning Pressure Switch triggers a fan event at low vehicle speed in this mode, the
ECM will keep the fan on constantly until the vehicle speed exceeds a threshold (e.g. 6
mph), or the engine is shut down and restarted. This acts in a similar manner to the
Minimum Fan On Time for Air Conditioning Pressure Switch parameter because it does
not affect fan activation conditions, but prevents fan shutdowns during times when the
ECM otherwise would allow it. If the Fan Control AC Pressure Switch Vehicle Speed
Interaction function is not desired, set the parameter to Disable.
Fan Control Accessory Switch

The Fan Control Accessory Switch (usually called Manual Fan Switch) feature
configures the fan to operate as an accessory fan. The fan runs in response to any
open circuit in various Fan Control Accessory Switches. For example, the fan could
operate in response to transmission fluid temperature by installing an accessory switch
which opens with high transmission fluid temperature. The feature is programmable.
Fan Control Accessory Switch can also be multiplexed on a SAE J1939 Data Link.
Implementation
Hardware implementation of the Fan Control Accessory Switch feature consists of

wiring a Fan Control Accessory Switch or multiple Fan Control Accessory Switches in
series. The switch (or switches) is to be an On-Off toggle switch (latched in the either
open or closed position) on the OEM connector as seen below. The controlled circuit is
a pull-up circuit. The diagram below shows three Fan Control Accessory Switches
connected in the circuit. Any number of switches may be used as long as the maximum
closed switch resistance requirement is met. Refer to Cummins AEB 15.140 – CM2350
Electronic Subsystem Technical Package – OEM Components, for the detailed
specifications of the switch.
Fan Control On On
Accessory Switch
11
Off Off
CM2350 On
ECM Switch Return
62
Off
Figure 40. Fan Control Accessory Switch Connection
When any switch opens, the ECM will activate the fan at full speed. When all switches
are closed, the fan will be off. However, the fan may still run in response to some other
need, such as high coolant temperature. Be aware that if any of the switches fails in an
open position, the ECM will run the fan continuously.
As mentioned before, the Fan Control Accessory Switch feature is programmable (this
is only for the hardwire operation). If any hardwired Fan Control Accessory Switch is
installed and the fan operation in response to the Fan Control Accessory Switch is
desired, set the Fan Control Accessory Switch parameter to Enable. If no Fan Control
Accessory Switch is installed or the fan operation in response to the Fan Control
Accessory Switch is not desired, set the Fan Control Accessory Switch parameter to
Disable.
Note: The fan control switch parameter SHOULD only be enabled if there is
a physical switch or accessory switch connected to the engine ECM
fan control switch input pin. If the fan control switch is multiplexed over
J1939, with no physical switch connection hardwired to the engine
ECM, the Fan Control Switch Enable MUST be set to Disable.
Fan On with Remote Accelerator

The fan operation on 2013 engines can also be configured for response to the remote
accelerator. When the Fan On with Remote Accelerator parameter is enabled, the ECM
will command the fan on continuously if the Remote Accelerator Switch is enabled. The
fan will stop when the Remote Accelerator Switch is turned off (the ECM may still run
the fan due to some other conditions). If the Fan On with Remote Accelerator
parameter is set to Disable, the remote accelerator switch has no control of fan
operation.
Programming Fan Control

As mentioned above, there are ten programmable parameters in the Fan Control
feature. They are:
 Fan Clutch Control (Fan Control)

 Fan Control Type (Fan Type)
 Fan Clutch Logic (Fan Control Logic)
 Fan Clutch PWM Period (Variable Speed Fan Frequency)
 Fan On With Engine Braking
 Air Conditioning Pressure Switch Input
 Minimum Fan On Time For Air Conditioning Pressure Switch
 Fan Control AC Pressure Switch Vehicle Speed Interaction
 Fan On with Remote Accelerator
 Fan Control Accessory Switch (Fan Control Switch)
Refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical Package –
OEM Programming Guide, for the detailed description of programming options.
To program the Fan Control feature using Cummins INSITE software, do the following:
3) Select Fan Control on the right when the Features and Parameters window is fully
displayed.
5) If Enable is selected, double click on Fan Control to show next level programmable
options.
button to pick the selection or enter the number directly in the ECM Value
box/column.
changes to an ECM.
Figure 41. Configuration Example of Fan Control
Programmable Parameters Tables created for each Cummins 2013 engine on GCE.
Note: Fan control types supported on each engine vary depending on our
program development. The following table summarizes the current
status. Consult your Cummins Application Engineer for the latest
information.
Table 3. Fan Control Type Supported on 2013 Engines
Prog. # Type Engine Supported

0 On-Off All
1 Variable Speed All
3 Electronic Viscous without Speed Sensor ISX12 and ISX15 Only
4 Electronic Viscous with Speed Sensor All (Calibration tuning may be needed.
Contact Cummins application engineer if this
feature is desired)
5 Electronic Variable Speed without Speed
Sensor
6 Datalink Output All
Fast Idle Warm-up (2013 ISB6.7 and ISL9)

Overview
This feature runs the engine on only three cylinders at a high engine speed until the
engine warms up. The feature is only active when the engine is very cold - coolant
temperatures below freezing for most applications. The standard idle speed adjustment
is ignored until the warm-up cycle is complete, but the exact warm-up speed is
adjustable by the OEM to allow the OEM to resolve specific vehicle vibration issues.
Upon the completion of the fast idle warm up cycle (the engine is warmed up), the
engine speed will return to the normal idle speed, and the engine will idle on all
cylinders. The Fast Idle Warm-up feature can reduce the potential engine damage
during prolonged idle period in cold weather.
Implementation
The Fast Idle Warm-up feature is implemented on all 2013 ISB6.7 and ISL9 engines.
There is no hardware installation required. However, there are three programmable
parameters available for OEM/Body Builders adjustment:
 Fast Idle Warm-up, used to enable or disable the fast idle warm-up feature as
desired.
 Fast Idle Warm-up PTO Load Threshold, used to determine how much load the
engine has to be under to allow PTO to turn off the Fast Idle Warm-up feature.
 Fast Idle Warm-up Speed (Fast Idle Warm-up Idle Speed), used to define the idle
speed set for run during the fast idle warm up period.

To program the Fast Idle Warm-up feature using Cummins INSITE tool, do the
following:
3) Select Fast Idle Warm-up on the right when the Features and Parameters window
is fully displayed.
4) Double click on Fast Idle Warm-up to show next level programmable options.
5) Select the option that needs to be re-configured, and enter the number directly in the
ECM Value box/column.
changes to an ECM.
Figure 42. Configuration Example of Fast Idle Warm-up
Programmable Parameters Table created for 2013 engines on GCE.
Note: Although Cummins does not anticipate any vibration impact on the
vehicle because of using the Fast Idle Warm-up feature, OEMs and
Body Builders should check the vibration characteristics against the
engine mounting when the Fast Idle Warm-up feature is activated. If
the vibration level is not satisfied, adjust the programmable parameter
– Fast Idle Warm-up Idle Speed accordingly as displayed above.
Gear – Down Protection

Overview
The Gear-Down Protection feature encourages drivers to remain in the upper gear
range by derating available vehicle speed in lower gears. The feature has one derate
for 1-gear down from the top gear, and another derate for all gears below that.
Additionally, the feature uses a different derate when the engine is under heavy and
light loads. This feature will not affect vehicles equipped with automated or automatic
transmissions that are operating under control of the transmission. If an automated
transmission equipped vehicle is in manual mode the gear down protection will be in
operation.
Implementation
The Gear-Down Protection feature is available on all 2013 Cummins engines. There is
no hardware installation required. However, there are three programmable parameters
available for OEM/Body Builders adjustment:
 Gear-Down Protection, used to enable or disable the Gear-Down Protection feature

as desired.
 Gear-Down Protection Heavy Load Vehicle Speed, is used to define the maximum
vehicle speed in lower gears for a heavily loaded vehicle.
 Gear-Down Protection Light Load Vehicle Speed, is used to define the maximum
vehicle speed in lower gears for a lightly loaded vehicle.

To program the Fast Idle Warm-up feature using Cummins INSITE tool, do the
following:
3) Select Gear Down Protection on the right when the Features and Parameters
changes to an ECM.
Figure 43. Configuration Example of Gear Down Protection
Generic Tool Permissions

Overview
The Generic Tool Permissions feature allows generic (Non-Cummins) service tools to
reset the Maintenance Monitor, Tire Wear and Trip Information recorded on the engine,
or stops the J1939 broadcast over the public SAE J1939 Data Link. Generic service
tools cannot reset the applicable features when the feature is disabled. The Cummins
INSITE tool can reset the Maintenance Monitor, Tire Wear and Trip Information
regardless of the settings of this feature. Please refer to Cummins AEB 15.138 –
CM2350 Electronic Subsystem Technical Package – Serial Communications, for the
additional information.
Implementation
If the engine uses the Maintenance Monitor, Tire Wear, or Trip Information feature, and
has the parameters broadcasted over the SAE J1939 Data Link, the following
programmable parameters in the Generic Tool Permissions feature will function as
explained below.
 J1939 Service Reset – Enable or disable the Maintenance Monitor and Tire Wear
features to be reset with a generic service tool.
 J1939 Trip Reset – Enable or disable the Trip Information feature to be reset with a
generic service tool.
 J1939 Stop Broadcast Allowed – Enable or disable the J1939 broadcast function to
be stopped with a generic service tool.
To program the Generic Tool Permissions feature using Cummins INSITE tool, do the
following:
3) Select and double click the J1939 Controls feature on the right when the Features
and Parameters window is fully displayed.
4) Click the drop down list button on J1939 Service Reset, J1939 Trip Reset, or
J1939 Stop Broadcast Allowed to select either Enable or Disable as desired.
changes to an ECM.
Figure 44. Configuration Example of Generic Tool Permissions
High Soot Idle Shutdown

Overview
Extended engine idle operation can lead to excessive soot build up in the Diesel
Particulate Filter which can eventually trigger an ECM fault and light the Red Stop
Lamp, and require replacement of the Diesel Particulate Filter. The High Soot Load Idle
Shutdown feature will determine if the engine needs to shut down due to extended
engine idling before reaching the point where the soot build up in the Diesel Particulate
Filter is too high. The High Soot Load Idle Shutdown feature can prevent unnecessary
Diesel Particulate Filter replacements due to extended idle and/or PTO operation.
Implementation
If the High Soot Load Idle Shutdown feature is enabled, it will monitor the soot load
during the idle or PTO operation. If the high soot load threshold is reached, the ECM
will turn on the Diesel Particulate Filter Lamp (if installed) first, then turn on the Amber
Warning Lamp. The High Soot Load Idle Shutdown feature will request an engine
shutdown before the stop engine soot load threshold is reached. The operator will be
notified that the shutdown is pending by a flashing Amber Warning Lamp for 30
seconds.
The High Soot Load Idle Shutdown feature is independent from the Idle Shutdown
feature, and it has no impact on the normal idle shutdown functions as described in this
section. The Idle Shutdown parameter need not be enabled for the High Soot Load Idle
Shutdown feature to work. The High Soot Load Idle Shutdown feature will shut down
the engine if the soot load threshold is reached while the engine is in idling or on PTO
operation (if Idle Shutdown in PTO is enabled).
To program the High Soot Idle Shutdown feature using Cummins INSITE tool, do the
following:
3) Select Idle Shutdown on the right when the Features and Parameters window is
fully displayed.
5) If Enable is selected, double click on High Soot Idle Shutdown to show next level
programmable options.
box/column.
changes to an ECM.
Figure 45. Configuration Example of High Soot Idle Shutdown
Idle Shutdown
Description
The Idle Shutdown feature automatically shuts down the engine after it has been idling
unattended for a period of time defined by the Idle Shutdown Timer parameter. The
feature may also be used during PTO operation if the Idle Shutdown in PTO parameter
is enabled.
On all the Cummins 2013 engines, the Idle Shutdown feature also supports an Idle
Shutdown Relay and an Ambient Temperature Override function. The Idle Shutdown
Relay can be used to cut the power to OEM selected high current devices when the idle
shutdown occurs. The Idle Shutdown Ambient Temperature Override feature can be
used to alter the idle shutdown operation by the ambient temperature measured by the
Ambient Air Temperature Sensor.
To prevent soot from building up during an extended idle or PTO operation, the High
Soot Load Idle Shutdown feature is implemented, which helps prevent unnecessary
DPF replacements due to the extended idle and/or PTO operation. The feature will
monitor, warn and eventually shut down the engine when the soot load threshold is
reached. See Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical
Package – OEM Programming Guide for more details.
Implementation
If the Idle Shutdown Relay feature is desired, then an Idle Shutdown Relay SHOULD be
wired in a switched source driver which exists in one of two states: source (battery
voltage) or off (0 voltage) as seen below. Twisted wiring is recommended. The
installed relay SHOULD be a normally closed relay. When the relay is energized the
terminals open and disconnect power from the selected device. When the relay is not
energized, the terminals close and allow power to the device. Refer to Cummins AEB
15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components, for
the specifications of this relay.
74
Idle Shutdown Relay Idle
Shutdown
CM2350 57
ECM General Return
Relay
Figure 46. Idle Shutdown Relay Connection
Note: The Idle Shutdown Relay output is mutually exclusive with the Air Shut
Off Valve on the CM2350.
If the Idle Shutdown Ambient Temperature Override feature is desired, the Ambient Air
Temperature Sensor MUST be installed. The sensor will detect the external ambient air
temperature and the reading will be used to make the idle shutdown determination
depending on the programming logic as explained below.
The Ambient Air Temperature Sensor SHOULD be wired in a resistive analog input
circuit, as shown below. The sensor SHOULD be placed outside of the vehicle,
preferably to the vehicle frame and out of the air stream. Refer to Cummins AEB
the specifications of this sensor.
Ambient Air Temperature

65 Ambient Air
CM2350 ECM Return (Temperature/Level) Temperature
62 Sensor
Figure 47. OEM Ambient Air Temperature Sensor Connection
The programmable parameters available in the Idle Shutdown feature include:
 Idle Shutdown, used to enable or disable the Idle Shutdown feature.
 Idle Shutdown Timer (Time Before Shutdown), used to define the idle time
allowed before the ECM shuts the engine down.
 Idle Shutdown Override (Manual Override), used to allow or disallow the

operator to override the Idle Shutdown feature until the next time the engine
starts.
 Idle Shutdown In PTO (Shutdown In PTO), used to enable or disable the Idle
Shutdown feature during PTO operation.
 Idle Shutdown Percent Load (Shutdown Percent Engine Load), used to set a
legitimate PTO load threshold to engage or disengage the engine idle shut down.
 Idle Shutdown Relay (Shutdown Accessory Relay), used to enable or disable

the Idle Shutdown Relay to cut the power to OEM selected high current devices
when the Idle Shutdown feature shuts down the engine.
 Idle Shutdown Ambient Temperature Override (Ambient Temperature

Override), used to enable or disable the ambient air temperature to alter the idle
shutdown operation.
 Idle Shutdown Hot Ambient Air Temperature (Hot Ambient Air Temperature),
used to set the ambient air temperature threshold.
 Idle Shutdown Intermediate Ambient Air Temperature (Intermediate Ambient

Air Temperature), used to set the ambient air temperature threshold.
 Idle Shutdown Cold Ambient Air Temperature (Cold Ambient Air Temperature),
used to set the ambient air temperature threshold.
 Idle Shutdown with Parking Brake, engages interaction with the Parking Brake
switch signal.
 Idle Shutdown Service Brake Switch, used to determine whether or not the idle
shutdown can be inhibited by an active Service Brake Switch.

Package – OEM Programming Guide, for the detailed description of these parameters,
control logic of the feature and the programming strategies.
A brief explanation of these parameters can be found in Table 4 as seen below:
Table 4. Explanation of Idle Shutdown Programmable Parameters
Programmable Function Engage Condition

Parameters
Idle Shutdown Enable to shutdown the engine when  Idle Shutdown enabled
engaged  Idle Shutdown Timer elapsed
Idle Shutdown Timer  A countdown timer runs when  Idle Shutdown enabled
conditions met  Engine speed is at idle or constant
 ECM will flash the Amber Warning  Vehicle is stopped (zero vehicle speed)
Lamp once per second when the
 No active VSS fault
timer is 30 seconds from expiring
 No operator interactions with clutch, brake
 Timer can be reset/restarted before
or accelerator pedals
it expires by changing engine
speed, moving vehicle, engaging  Timer will not run in PTO operation unless
PTO (if Idle Shutdown in PTO Idle Shutdown In PTO is enabled and
disabled) or changing in position of engine load is less than the setting of Idle
accelerator, clutch, or service brake Shutdown/PTO % Load.
pedal.
Idle Shutdown Override  Deactivate the Idle Shutdown  Idle Shutdown enabled
feature until the engine is powered  Idle Shutdown Override enabled
down and restarted
 Change in position of accelerator, clutch,
 ECM will flash the Amber Warning or service brake pedal before Idle
Lamp at a 0.5 second rate for two Shutdown Timer expires
minutes upon a successful override
Idle Shutdown In PTO Enable to shutdown the engine during  Idle Shutdown enabled
PTO operation when engaged  PTO/Remote PTO activated
 Idle Shutdown In PTO enabled
 Idle Shutdown Timer elapsed
Idle Shutdown Percent A legitimate load threshold setting used  Idle Shutdown enabled
for deciding whether Idle Shutdown
Engine Load Timer should run (Timer will not run if
engine load is greater than this setting)
Programmable Function Engage Condition

Parameters
Idle Shutdown Relay Enable to cut the power to OEM selected  Idle Shutdown enabled
high current devices when the Idle  Idle Shutdown Relay enabled
Shutdown feature shuts down the engine
 Idle Shutdown Timer elapsed
Idle Shutdown Ambient Enable the ambient air temperature to  Idle Shutdown enabled
alter the idle shutdown operation 
Temperature Override Ambient air temperature sensor installed
 Idle Shutdown Ambient Temperature
Override enabled
Idle Shutdown Hot Ambient A legitimate ambient air temperature  Idle Shutdown enabled
threshold (high boundary) setting used 
Air Temperature Ambient air temperature sensor installed
for altering the idle shutdown operation
Override enabled
or service brake pedal before Idle
Shutdown Timer expires
Idle Shutdown Intermediate A legitimate ambient air temperature  Idle Shutdown enabled
threshold (middle point) setting used for 
Ambient Air Temperature Ambient air temperature sensor installed
altering the idle shutdown operation
Override enabled
Shutdown Timer expires
Idle Shutdown Cold A legitimate ambient air temperature  Idle Shutdown enabled
threshold (low boundary) setting used for 
Ambient Air Temperature Ambient air temperature sensor installed
altering the idle shutdown operation
Override enabled
Shutdown Timer expires, or Idle Shutdown
Timer elapsed
Idle Shutdown with Parking When enabled, it prevents the engine  Idle Shutdown enabled
from shutting down when the parking 
Brake Parking Brake Switch is open
brake is not engaged
Idle Shutdown with Service When enabled, it prevents the idle  Idle Shutdown enabled
shutdown from activating if the Service 
Brake (2013 ISB6.7 and Service Brake Switch is open
Brake is pressed.
ISL9 Only)
Note: The Idle Shutdown Percent Engine Load parameter or threshold is

applied to all operating modes. For example, when the engine runs at
low idle, the Idle Shutdown is allowed only if the engine load is less
than or equal to the value set by the Idle Shutdown Percent Load
parameter.
To program the Idle Shutdown feature using Cummins INSITE tool, do the following:
10) Select Idle Shutdown on the right when the Features and Parameters window is
fully displayed.
12) If Enable is selected, double click on Idle Shutdown to show next level
box/column.
changes to an ECM.
Figure 48. Configuration Example of Idle Shutdown
Programmable Parameters Table created for each 2013 Cummins engine on GCE.
J1939 Multiplexing
Overview
Many switch inputs can be multiplexed over SAE J1939 Data Link on Cummins 2013
engines. J1939 Multiplexing allows the OEM to send hardware switch states over a
SAE J1939 Data Link rather than by wiring the hardware to the ECM. Both discrete
states (e.g. Service Brake Switch) and continuous states (e.g. Accelerator Position) can
be multiplexed. For more detailed information, please refer to AEB 15.138 – CM2350
Electronic Subsystem Technical Package – Serial Communications and AEB 15.110 –
J1939 Multiplexing of Inputs and Outputs for 2010 and Beyond Automotive Engines for
specific multiplexing questions.
Implementation
In general, if the OEM enables a switch multiplexing parameter and assigns the switch a
specific source address, the ECM ignores the normal hardwired input and reads the
value from the SAE J1939 Data Link instead.
In most cases, in order for the switch signal to function, the switch feature enable
parameter SHOULD be enabled no matter what kind of signal is used (either hardwired
or J1939 multiplexed). For example, the Air Conditioning Pressure Switch parameter
needs to be enabled before using either a hardwired Air Conditioning Pressure Switch
or a J1939 multiplexed Air Conditioning Pressure Switch. However, one exception to
this rule is the manual Fan Control Switch. Refer to the Fan Control section of this AEB
for more details.
In general, if the OEM enables an analog multiplexing parameter and assigns the input
a specific source address, the ECM ignores the normal hardwired input and reads the
value from the SAE J1939 Data Link instead.
In order for an analog input to function properly, the analog input feature enable
parameter SHOULD be enabled no matter what kind signal is used (either hardwired or
J1939 multiplexed). For example, the Remote Accelerator parameter needs to be
enabled before using either a hardwired Remote Accelerator or a J1939 multiplexed
Remote Accelerator.
Programming
To use the J1939 multiplexing feature, a dash controller MUST be installed on the
vehicle. Set the appropriate switch and analog parameters to J1939 Multiplexed, and
assign a source address to each multiplexed component.
To program the J1939 Multiplexing feature using Cummins INSITE tool, do the following
3) Select SAE J1939 Multiplexing on the right when the Features and Parameters
4) Click in the Enable (or Disable) box on the multiplexing parameter. When Enable is
selected, enter the source address under the ECM Value box.
changes to an ECM.
Figure 49. Configuration Example of J1939 Multiplex Parameter
Note: The flashing of the engine Amber Warning Lamp and the Red Stop
Lamp can also be multiplexed over SAE J1939 Data Link. Refer to
SPN 3040 and 3039 in the table below - these SPNs are supported for
the 2013 products when an active fault requires a flashing lamp. When
the lamp should flash for other reasons (for example, idle shutdown)
the dash controller MUST monitor other J1939 SPNs. Please refer to
AEB 15.138 – CM2350 Electronic Subsystem Technical Package –
Serial Communications for details or contact your Cummins Application
Engineer.
J1939 Multiplexing Parameter Table

Table 5. SAE/INSITE Tool Display Information
INSITE Display Information
PGN SPN
SAE Parameter Name Cummins-Specific Parameter Name
Number Number
SAE J1939 Multiplexing
57344 986 Requested Percent Fan Speed Fan Control Switch
57344 986 Requested Percent Fan Speed 2 Fan Control Switch 2
57344 3695 Diesel Particulate Filter Regeneration Regen Inhibit Switch

Inhibit Switch
57344 3696 Diesel Particulate Filter Regeneration Regen Switch

Force Switch
61441 972 Accelerator Interlock Switch Accelerator Interlock Switch
61441 971 Engine Derate Switch Torque Derate Switch
61441 970 Auxiliary Engine Shutdown Switch Auxiliary Shutdown Switch
61441 969 Remote Accelerator Enable Switch Remote Accelerator Pedal or Lever Switch
61441 973 Engine Retarder Selection Engine Brake Switch Level
61442 191 Output shaft speed not enabled via

multiplexing screen
61443 558 Accelerator Pedal 1 Low Idle Switch Idle Validation Switch
61443 91 Accelerator Pedal Position Accelerator Pedal or Lever Position
61443 974 Remote Accelerator Pedal Position Remote Accelerator Pedal or Lever
64773 5094 Engine Amber Warning Lamp Data
64773 5095 Engine Red Stop Lamp Data
64773 5095 OBD Malfunction Indicator Lamp Data
64775 5078 Engine Amber Warning Lamp Command
64775 5079 Engine Red Stop Lamp Command
64775 5080 OBD Malfunction Indicator Lamp

Command
PGN SPN
Number Number
64892 3697 Diesel Particulate Filter Lamp Command (Not configured with INSITE, use PTC1)
64892 3698 Exhaust System High Temperature (Not configured with INSITE, use PTC1)
Command
65132 1623 Tachograph output shaft speed not

enabled via multiplexing screen
65132 1624 Tachograph vehicle speed not enabled via

multiplexing screen
65216 914 Oil Change Required (Not configured with INSITE, use DPFC1)
65226 1213 Malfunction Indicator Lamp (MIL) Malfunction Indicator Lamp
65226 623 Red Stop Lamp Status (Not configured with INSITE, use DM1)
65226 624 Amber Warning Lamp Status (Not configured with INSITE, use DM1)
65226 3038 Flash Engine Malfunction Indicator Lamp (Not configured with INSITE, use DM1)
65226 3040 Flash Engine Amber Warning Lamp (Not configured with INSITE, use DM1)
65226 3039 Flash Engine Red Stop Lamp (Not configured with INSITE, use DM1)
65226 1241 Diagnostic Trouble Code(s) (DTC) (Not configured with INSITE, use DM1)
1215
1216
1706
65252 594 Idle shutdown driver alert mode (Not configured with INSITE, use SD)
65252 985 AC High Pressure Fan Switch Air Conditioning Pressure Switch
65252 1081 Wait to start lamp (Not configured with INSITE, use SD)
65252 1109 Engine protection system approaching (Not configured with INSITE, use SD)
shutdown
65264 980 PTO Enable Switch PTO On/Off Switch
65264 979 Remote PTO Preprogrammed Speed Remote PTO Switch

Control Switch
65264 984 PTO Set Switch PTO Set / Resume Switch
65264 982 PTO Resume Switch See “PTO Set/Resume Switch” above
65265 69 Two Speed Axle Switch Rear Axle Ratio Switch
65265 70 Parking Brake Switch Parking Brake
65265 1633 Cruise Control Pause Switch
65265 596 Cruise Control Enable Switch Cruise Control On/Off Switch
65265 597 Brake Switch Service Brake Switch
PGN SPN
Number Number
65265 598 Clutch Switch Clutch Pedal Position Switch
65265 599 Cruise Control Set Switch Cruise Control Set / Resume Switch
65265 601 Cruise Control Resume Switch See “Cruise Control Set / Resume Switch” above
65265 968 Idle Increment Switch Idle Increment/ Idle Decrement Switch
65265 967 Idle Decrement Switch See “Idle Increment/ Idle Decrement Switch”
above
65265 966 Engine Test Mode Switch Diagnostic Test Mode Switch
65265 1237 Engine Shutdown Override Switch Engine Protection Shutdown Manual Override
65279 97 Water In Fuel Indicator (Not configured with INSITE, use WFI)
Load Based Speed Control (2013 ISX12 and ISX15)

Overview
The feature helps optimize fuel usage by limiting engine speeds when the vehicle does
not require higher engine speeds for the current operational conditions.
Implementation
Load Based Speed Control is available on all 2013 ISX12 and ISX15 engines. The
feature limits maximum engine speed above a range defined by the breakpoint speed
programmed into the feature. The feature allows higher engine speed limits under
special conditions to allow normal vehicle operation. There is no hardware installation
required. However, there are two programmable parameters available for OEMs/Body
Builders adjustment:
 Load Based Speed Control (Load Based Speed Control – Enhanced), enables or
disables the Load Based Speed Control feature.
 Engine Speed Breakpoint (Engine Speed Breakpoint), used to determine the engine
speed at which Load Based Speed Control will begin managing the maximum
engine speed under load conditions.

To program the Load Based Speed Control feature using Cummins INSITE tool, do the
following:
3) Select Load Based Speed Control-Enhanced on the right when the Features and
4) Double click on Load Based Speed Control-Enhanced to show next level

changes to an ECM.
Figure 50. Configuration Example of Load Based Speed Control
Low Idle Speed Control

Overview
The Low Idle Speed Control feature represents a “floor” for engine speed. If the
operator or some engine feature (PTO, Cruise Control, etc) is not requesting fueling, the
Low Idle Speed Control feature will maintain engine speed at a customer specified
value defined by the Low Idle Speed parameter.
Operation
When the driver releases the accelerator pedal and no other engine governor has
authority, the Low Idle Speed Control feature will automatically activate when engine
speed falls to the Low Idle Speed parameter. When the Low Idle Speed Control feature
is active, engine speed will be maintained at the Low Idle Speed parameter. No droop
is employed. The Low Idle Speed Control feature will automatically deactivate when
another engine governor assumes control of engine fueling; such as accelerator or
PTO. Lower idle set speed values should result in better fuel economy and decreased
engine wear. Higher values may result in smoother engine operation.
Hardware implementation of Low Idle Speed Control feature consists of wiring the
Cruise Control/PTO Set switch and Cruise Control/PTO Resume switch in pull-up circuit
configurations as shown below. The switch can then be used to adjust the engine idle
speed, or the OEM may install a separate Idle Increment/Decrement Switch on the
dashboard just for idle adjustment. These switches are normally open (momentary in
the closed position and latched in the open position). Refer to AEB 15.140 – CM2350
this switch.
Idle Increment Switch Increment

12
Idle Decrement Switch

CM2350 19
ECM Switch Return Decrement

62
Figure 51. Idle Increment / Decrement Switch Connection
Programming
Low Idle Speed Adjustment
Application The Low Idle Speed Adjustment parameter permits the driver to select the
engine idle speed.
Operation The driver can increase or decrease engine idle speed if the engine is idling
and the Cruise Control/PTO On/Off switch is in the OFF position. To increase engine
idle speed, the operator activates the Increment function of the Set/Resume Switch, or
the equivalent signal from the separate Idle Increment/Decrement Switch. To decrease
engine idle speed, the operator activates the Decrement function of the Set/Resume
Switch, or the equivalent signal from the separate Idle Increment/Decrement Switch.
To program the Low Idle Speed Control feature using Cummins INSITE tool, do the
following:
3) Select Adjustable Low Idle Speed on the right when the Features and
Figure 52. Configuration Example of Low Idle Speed Control
Maintenance Monitor
Overview
The Maintenance Monitor feature measures one or more parameters which are
correlated to oil wear. The feature will notify the operator using the Amber Warning
Lamp when the accumulated parameter approaches the oil change interval.
Most customers using this feature will enable the feature and take no other action regarding this
feature other than resetting data after oil changes. The feature automatically starts in the
Automatic mode with the Alert Percentage at 90%. For special needs, read through the entire
feature and adjust parameters to fit your exact requirements.
Overview
The feature can monitor vehicle miles, engine run time or fuel usage as the oil change
threshold parameter, and the feature has an automatic mode which measures all three
parameters. The Maintenance Monitor feature accounts for severe wear of the oil due
to extreme operating conditions. For example, if the engine operates at a high out-of-
range temperature, the feature applies a severity factor to the monitored parameter(s),
accumulating more than one (1) mile of wear for each mile travelled. Once the
accumulated parameter exceeds the specified threshold, the Maintenance Monitor
feature performs a Warning Lamp Maintenance Event at each subsequent powerup
until reset by a technician.
Programming
Maintenance Monitor
The Maintenance Monitor parameter enables or disables the Maintenance Monitor

feature.
Maintenance Monitor Mode
Application The Maintenance Monitor Mode parameter stipulates whether the

Maintenance Monitor feature watches the engine run time, vehicle miles, or fuel to
determine oil change intervals. The following modes are available:
a. Automatic. In Automatic mode, the feature accumulates fuel usage, miles
and engine operating hours. The feature begins warning the operator when
any threshold is exceeded. In this mode, the thresholds are not
programmable, and are adjusted only by the Maintenance Monitor Interval
Factor described below. If you do not have a specific need for one of the other
modes, set this parameter to Automatic. If you have a specific need for one of the
other modes, set the appropriate mode, and program the appropriate threshold and
alert percentage.
b. Hours. In the Hours mode, the feature accumulates engine operating hours
since the last oil change. The feature begins warning the operator when the
engine operating time threshold is exceeded. The threshold is

programmable in this mode.
c. Miles. In the Miles mode, the feature accumulates vehicle mileage since the
last oil change. The feature begins warning the operator when the vehicle
mileage threshold is exceeded. The threshold is programmable in this
mode.
Maintenance Monitor Alert Percentage
Application The Maintenance Monitor Alert Percentage determines the percentage of

the appropriate threshold which should accumulate before the ECM initiates the
maintenance event with the Amber Warning Lamp.
Operation When the specified threshold is passed, the ECM initiates the maintenance
event. For example, if the Maintenance Monitor Mode is 3 (Miles), the Maintenance
Monitor Miles parameter is set to 15,000 miles, and the Maintenance Monitor Alert
Percentage is 90%, the ECM will initiate a maintenance event with the Amber Warning
Lamp when the vehicle has travelled 13,500 miles since the last reset.
Maintenance Monitor Interval Factor
Programming Set this parameter to give the desired lead time on oil change intervals.
Application The Maintenance Monitor Interval Factor helps the ECM correct for the
enhanced oil wear characteristics of premium grade oils. The parameter is used only in
Automatic mode.
Operation The ECM uses a table lookup using the value of this parameter to adjust the
oil change intervals. The default is 1.0, which gives the standard interval, and the
highest value is 5.0, which gives a greatly increased interval. The relationship between
oil change intervals and the Maintenance Monitor Interval Factor is NOT linear (i.e. a
value of 5.0 does not increase intervals by exactly 5 times).
Programming If using a premium grade oil and the Automatic mode of the
Maintenance Monitor feature, set the Maintenance Monitor Interval Factor appropriately.
Contact your Cummins Customer Engineering representative for the appropriate
Maintenance Monitor Interval Factor. If using any manual mode of this feature, this
functionality is simulated by increasing the oil change interval directly. Contact the oil
manufacturer or your Cummins Customer Engineering representative for appropriate
numbers to enter for the Maintenance Monitor Hours, fuel or Miles parameter.
To program the Maintenance Monitor feature using Cummins INSITE tool, do the
following:
3) Select Maintenance Monitor on the right when the Features and Parameters
4) Select the options that needs to be re-configured, and enter the number directly in
the ECM Value box/column.
Figure 53. Configuration Example of Maintenance Monitor
OEM Switched Engine Protection Shutdown

Description
All Cummins 2013 engines are equipped with the OEM Switched Engine Protection
Shutdown feature. This feature is set up as an additional switched input to the regular
Engine Protection feature. The feature will commence a shutdown of the engine under
the OEM Switched Engine Protection Shutdown Switch input condition specified by the
OEM (after 30 seconds delay) unless an override occurs. The OEM Switched Engine
Protection Shutdown feature is programmable. It is currently a hardwired switch only.
Implementation
If the OEM Switched Engine Protection feature is desired, then an OEM-supplied
standard switch MUST be installed. This switch is to be an On-Off toggle switch
(latched in the either open or closed position). Please refer to Cummins AEB 15.140 –
specification of this switch.
There are two programmable parameters available for OEM/Body Builders adjustment:
 OEM Switched Engine Protection Shutdown (Enhanced Auxiliary Shutdown

Switch), used to enable or disable the feature.
 OEM Switched Engine Protection Shutdown Switch Logic (Enhanced Auxiliary

Shutdown Switch Logic), used to select if the closed switch engagement or the
open switch circuit engagement logic is desired depending on the OEM’s
preference.
Deactivated
OEM Switched Engine
Protection Shutdown Signal
47
Activated
CM2350
ECM Return (Temperature/Switch)
62
Figure 54. OEM Switched Engine Protection Shutdown Switch Connection
To program the OEM Switched Engine Protection Shutdown (Enhanced Auxiliary

Shutdown) feature using Cummins INSITE tool, do the following:
3) Select Enhanced Auxiliary Shutdown Switch on the right when the Features and
4) Double click on Enhanced Auxiliary Shutdown to show next level programmable

options.
changes to an ECM.
Figure 55. Configuration Example of Enhanced Auxiliary Shutdown Switch
Parking Brake Switch

Description
The Parking Brake Switch feature tells the ECM if a hard wired or J1939 multiplexed
Parking Brake Switch is installed or not. It is used to detect the position of the parking
brake. The Parking Brake Switch is used by some OEM features such as, idle
shutdown, DPF Regen, PTO, ASO, etc.
Implementation
Hardware implementation of Parking Brake Switch consists of wiring a Parking Brake
Switch to a pull-up circuit in the ECM. This switch is a normally open switch
(momentary in the closed position and latched in the open position). Please refer to
Released
Parking Brake Switch

20
Set
CM2350
ECM Return (Temperature/Level/Switch)
62
Figure 56. Parking Brake Switch Connection
This switch has two positions, SET and RELEASED. The SET position indicates a
switch closed (circuit to ground) which may allow some OEM features to function
normally (such as idle shutdown, DPF regeneration, etc.). A RELEASED position
indicates an open switch which prevents some OEM features from operating (example:
idle shutdown cannot be activated, DPF regeneration cannot start, etc.).
The Parking Brake Switch signal is programmable. If either a hard wired or a J1939
multiplexed Parking Brake Switch is enabled, set the Parking Brake Switch parameter to
enabled.
To program the Parking Brake Switch feature using Cummins INSITE tool, do the
following:

3) Select Parking Brake on the right when the Features and Parameters window is
fully displayed.
changes to an ECM.
Figure 57. Configuration Example of Parking Brake Switch
Password Protection
Description
The Password Protection feature restricts access to programmable parameters in the
ECM on a scheduled basis. Password Protection is provided in the hierarchy shown in
the figure below:
Figure 58. Function Diagram of Password Protection
Description
Depending on the password, the following functions may be performed: download
calibrations, perform engine data resets, program non-OEM features, and program
OEM features.
a. Master Password. The Master Password allows calibration downloads,

adjustments of Non-OEM parameters, resetting of engine and trip information
data, and changing the Adjustment and Reset passwords. If the OEM /
OEM2 Passwords are NOT set, the Master Password allows adjustments of
OEM/OEM2 parameters and changing the OEM and OEM2 passwords.
b. OEM Password. When set, the OEM Password limits adjustment of OEM
Powertrain Protection parameters to OEM password access only. When set
the OEM Password also allows changing of the OEM password.
c. Adjustment Password. The Adjustment Password allows adjustment of

non-OEM features and parameters. If the OEM / OEM2 Passwords are NOT
set, the Adjustment Password allows adjustment of OEM / OEM2 parameters
and changing of the Adjustment Password.
d. Reset Password. The Reset Password allows for resets of engine data, trip
data, and the Maintenance Monitor feature. The Reset Password also allows
changing of the Reset Password.
Programming
If the OEM should protect the OEM or OEM2 features and parameters from later
adjustment, set the OEM or OEM2 Password. Set all other passwords as needed to
implement the desired permissions hierarchy.
Powertrain Protection
Overview
Powertrain Protection (PTP) feature provides torque management capabilities that
prevent the engine from exceeding the rated torque capacity of drivetrain components.
This is the only feature currently considered an “OEM feature” and protected under the
OEM Password. The feature allows maximum engine torque to be tailored to meet the
capacity of drivetrain components. The Powertrain Protection feature supports
transmissions with up to three (3) different torque capacity ranges. There are three
categories of protection offered by Powertrain Protection: switched, axle/driveshaft, and
transmission.
Note: The Powertrain Protection Feature is to be used in installations that

allow full engine torque curve capability in some operating conditions.
PTP MUST not be used as an alternative to creating a new engine fuel
rating and associated torque curve.
Implementation
There are three categories of protection offered by Powertrain Protection: Switched,
Axle/Driveshaft, and Transmission. The torque limit requests are independent from
each other. If only one torque limit is requested, PTP imposes that limit on the vehicle.
If more than one torque limit are requested, the ECM applies them all in a “least-wins”
fashion as shown below.
Torque Limit Switched
Selected PTP
Axle/Driveshaft Torque Limit Min Torque Limit
Transmission Torque Limit

PTP Enable
Figure 59. Function Diagram of PTP Torque Limit Selection
PTP Torque Limit Switched:

This function imposes a switched torque limit under conditions specified by the
OEM. Hardware implementation of PTP Torque Limit Switched consists of wiring a
Torque Limit Switch to a pull-up circuit in the ECM. Please refer to Cummins AEB
15.140 – CM2350 Electronic Subsystem Technical Package – OEM Components,
for the specification of this switch. This switch is placed on the OEM connector as
seen below.
Normal
Engine Torque Limit Switch

93
CM2350 Torque Limit
ECM Switch Return

62
Figure 60. PTP Torque Limit Switch Connection
The PTP Torque Limit Switch can be either a normally closed switch as shown here
(momentary in the open position and latched in the closed position) or a normally
open switch (momentary in the closed position and latched in the open position).
The PTP Torque Limit switch shares an input with and is mutually incompatible with
the Accelerator Interlock Switch unless Accelerator Interlock and/or PTP Torque
Limit Switch are multiplexed on a SAE J1939 Data Link.
The PTP Torque Limit Switched feature is programmable. If either a hard wired or a
J1939 multiplexed PTP Torque Limit Switch is installed, set the PTP Torque Limit
Switch parameter to Enable and program the PTP Torque Limit Switch Usage
parameter properly. If the feature is activated, the engine output torque will be
limited to the value set by the PTP Maximum Torque Allowed Switched parameter.
At the same time, the Accelerator Interlock parameter MUST be set to Disable. If no
PTP Torque Limit Switch is installed, or the PTP Torque Limit Switch signal is
multiplexed, set the PTP Torque Limit Switch parameter to Disable.
Axle/Driveshaft Torque Limit
This type of protection is in place at all times. The ECM uses the current gear ratio
and the user specified torque limit of the axle or driveshaft to determine the current
maximum torque at the engine. The torque limit of the axle or driveshaft is
determined by the PTP Maximum Torque Allowed by Axle/Driveshaft parameter. If
the axle/driveshaft torque limit protection is not desired, set the PTP Maximum
Torque Allowed by Axle/Driveshaft parameter to the highest allowable value. If the
axle/driveshaft torque limit protection is desired, set the PTP Maximum Torque
Allowed by Axle/Driveshaft parameter to the actual maximum torque desired. A
calculation for the transmission gear ratio is not required as the ECM performs this
calculation during operation.
Transmission Torque Limit
This feature supports up to three gear ratio bands to allow different torque limit
ranges in different gears. It also includes the torque limit at zero vehicle speed. The
Axle/Driveshaft Torque Limit feature cannot provide powertrain protection when the
vehicle is stopped because the ECM cannot determine the current transmission gear
until the vehicle moves. The Transmission Torque Limit feature is mainly intended
for use with transmissions which have multiple input limits. Fleet owners may also
find this gear ratio based torque limit function very useful if regulation of the engine
output torque as a function of gear ratio or vehicle speed is desired.
The following figure summarizes the general operating functions imposed by the
Transmission Torque Limit feature and explains how each of these parameters
works.
PTP Lugback Enable

PTP Maximum Torque Transmission In Top
Allowed by Top Gear Range Gear Range
Vehicle
Transmission In Moving
PTP Maximum Torque Intermediate Gear Range Selected Transmission
Allowed by Intermediate Torque Limit
Gear Range
Transmission In
Bottom Gear Range
PTP Maximum Torque Allowed by Vehicle Not
Bottom Gear Range Moving
Transmission Below
Bottom Gear Range
PTP Maximum Torque Below Bottom

Gear Range or @ 0 Vehicle Speed
Figure 61. Function Diagram of PTP Transmission Torque Limit
There are seven programmable parameters associated with the Transmission Torque
Limit function. Refer to AEB 15.141 – CM2350 Electronic Subsystem Technical
Package – OEM Programming Guide, for additional information on how to setup each of
these parameters.
Programming
If the rated engine torque may exceed the torque rating of any power train component,
set the PTP parameter to Enable. The Powertrain Protection Torque Limit Switched
parameter enables or disables the Powertrain Protection Torque Limit Switched
function. The Powertrain Protection Torque Limit Switch Usage parameter defines
whether the OEM installed Torque Limit Switch limits engine torque in the OPEN or
CLOSED position. To specify the switch condition, set the PTP Torque Limit Switch
Usage parameter appropriately. Circuit failure conditions SHOULD be considered when
setting up the PTP Torque Limit Switch Usage parameter. For example, if the PTP
Torque Limit Switch Usage parameter is set to Active Close, a circuit failure to the Open
position will disable the PTP Torque Limit Switched function at all times.
The Powertrain Protection Maximum Torque Allowed Switched parameter defines the
torque limit imposed in the Switched Protection mode.
The Powertrain Protection Maximum Torque Allowed by Axel/Driveshaft parameter
defines a transmission tailshaft torque limit for axle/driveshaft protection. The ECM
uses the highest gear ratio from the current gear range to ensure this torque value is not
exceeded downstream of the transmission. The ECM uses the current gear ratio to
determine the applied torque on the driveshaft and axle. The ECM will use the
Powertrain Protection Maximum Torque Allowed by Axle/Driveshaft as a ceiling to
torque downstream of the transmission. This torque limit participates with the other
torque limits in the least-wins process illustrated in the figure below.
The Powertrain Protection Maximum Torque Allowed at Zero Vehicle Speed parameter
defines the maximum engine torque whenever the apparent gear is below the Bottom
Gear Range. This parameter also provides powertrain protection at vehicle launch.
The Powertrain Protection Maximum Torque Allowed by Axle/ Driveshaft parameter
cannot provide powertrain protection when the vehicle is stopped because the ECM
cannot determine the current transmission gear until the vehicle moves. Whenever the
ECM is reading a zero vehicle speed, or the apparent gear ratio is higher than the
Powertrain Protection Ratio of Lowest Gear of Bottom Gear Range parameter, the ECM
will impose the Powertrain Protection Maximum Torque at Zero Vehicle Speed torque
limit. See the figure below for the gear ranges where this torque limit is applied.
The parameters Powertrain Protection Maximum Torque Allowed by Transmission Top
Gear Range, Powertrain Protection Maximum Torque Allowed by Transmission
Intermediate Gear Range, and Powertrain Protection Maximum Torque Allowed by
Transmission Bottom Gear Range define an engine torque limit for transmission
protection. Transmission protection is available when the vehicle is moving, and varies
according to the current gear range: top, intermediate or bottom. The applicable torque
limit is applied in a least-wins torque limit process.
The Powertrain Protection Ratio of Lowest Gear of Top Gear Range is the range if the
gear ratio is equal to or less than the Powertrain Protection Gear Ratio of Lowest Gear
of Transmission Top Gear Range parameter.
The Powertrain Protection Ratio of Lowest Gear of Intermediate Gear Range is the
range if the gear ratio is greater than the Powertrain Protection Gear Ratio of Lowest
Gear of Transmission Top Gear Range parameter, and less than or equal to the
Powertrain Protection Gear Ratio of Lowest Gear of Transmission Intermediate Gear
Range parameter.
The Powertrain Protection Ratio of Lowest Gear of Low Gear Range is the range if the
gear ratio is greater than the Powertrain Protection Gear Ratio of Lowest Gear of
Transmission Intermediate Gear Range parameter.
Gear Range
Parameter PTP Ratio of PTP Ratio of PTP Ratio of
Lowest Gear of Lowest Gear of Inter- Lowest Gear of
Top Gear Range mediate Gear Range Bottom Gear Range
PTP Maximum PTP Maximum PTP Maximum PTP Maximum
Torque Allowed Torque Allowed Torque Allowed Torque Allowed
Applied Torque by Transmission by Transmission by Transmission at Zero Vehicle
Top Gear Intermediate Bottom Gear
Limit Speed
Range Gear Range Range
Current Gear Top Gear Intermediate Bottom Gear

Range Range Gear Range Range
0.5:1 4:1 8:1 12:1 16:1
Gear Ratio
Figure 15. Transmission Protection Gear Ranges and Torque Limits
Figure 62. Function Diagram of Gear Ratio
Cummins INSITE software can be used to adjust the parameters in the following way:
3) Select Powertrain Protection on the right when the Features and Parameters
5) If Enable is selected, double click on Powertrain Protection to show next level

box/column.
changes to an ECM.
Figure 63. Configuration Example of Powertrain Protection
Programmable Parameters Table created for each 2013 Cummins engine on GCE.
INSITE Naming Convention

The Cummins INSITE service tool uses a different naming convention for the
Powertrain Protection feature compared to AEB 15.141 – CM2350 Electronic
Subsystem Technical Package – OEM Programming Guide. The following table
highlights the differences:
Table 6. OEM Programming Guide to INSITE Name Conversions for PTP
OEM Programming Guide (VEPS) Name INSITE Name

PTP Powertrain Protection
PTP Torque Limit Switch Torque Limit Switch
PTP Torque Limit Switch Usage Torque Limit Switch Setup
PTP Maximum Torque Allowed Switched Maximum Torque Allowed Switched
PTP Maximum Torque Allowed by Axle/Driveshaft Driveshaft/Axle Torque Limit
PTP Maximum Torque Allowed by Transmission Top Gear Range Limit 1 Torque Limit 1
PTP Maximum Torque Allowed by Transmission Intermediate Gear Limit 2 Torque Limit 2
Range
PTP Maximum Torque Allowed by Transmission Bottom Gear Range Limit 3 Torque Limit 3
PTP Maximum Torque at Zero Vehicle Speed Maximum Torque at Zero Road
Speed
PTP Ratio of Lowest Gear of Top Gear Range Limit 1 Gear Ratio 2
PTP Ratio of Lowest Gear of Intermediate Gear Range Limit 2 Gear Ratio 2
PTP Ratio of Lowest Gear of Bottom Gear Range Limit 3 Gear Ratio 2
N/A Limit 1 Gear Ratio 1 (Read only)
PTO Multiple Trip Information

Overview
The PTO Multiple Trip Information feature allows the customer to track time and fuel
usage while at the various PTO preset speeds. If the customer associates specific PTO
preset speeds to specific PTO devices, the time and fuel usage of a specific device can
be tracked.
Implementation
The PTO and Remote PTO features support a combined total of 8 preset speeds: 3 for
PTO and 5 for Remote PTO. The ECM records the fuel usage and time of operation for
each of these preset speeds. The ECM attributes fuel usage and operation time to the
last PRESET speed engaged. See the table below for the hardware input equivalents
to the PTO Device 1–8 parameters. If the operator changes the speed without using a
PRESET speed, the ECM continues to attribute the fuel usage and time to the last
PRESET speed. For example, the operator engages PTO at the PTO Set Speed, and
the ECM begins accumulating data in the PTO Device 1 category. If the operator ramps
the speed up 200 rpm with the Set/Resume switch, the ECM continues accumulating
data in the same category. If the operator then performs a bump to the PTO Resume
Speed, the ECM switches data accumulation to the PTO Device 2 category. The ECM
will change the accumulation category when the preset speed changes, not when the
actual speed changes.
Cummins INSITE software can be used to adjust the parameters in the following way:
3) Select PTO on the right when the Features and Parameters window is fully
displayed.
5) Select Remote PTO on the right when the Features and Parameters window is
fully displayed.
7) Enter an alphanumeric name for each PTO Speed Device line that is desired. The
name entered will be the identifier for the preset speed when read on a datalink or
service tool. Set each parameter to the desired 1–8 character alphanumeric
identifier.
changes to an ECM.
Figure 64. Configuration Example of PTO Multiple Trip Information
PTO/Remote PTO
Overview
The PTO feature, which includes; Cab PTO, Remote PTO, and Remote Station PTO,
maintains engine speed at an operator-selectable speed. An engine controlled by the
PTO feature is typically used to drive an on-board or off-board PTO device. The PTO
feature can be split into two types; cab PTO and remote PTO. The switches can be
either hardwired or J1939 multiplexed.
The Cab PTO, Remote PTO, and Remote Station PTO features are programmable on
all Cummins engines. If the feature is desired, set the Cab PTO, Remote PTO, or
Remote Station PTO parameter to Enable. If the Cab PTO, Remote PTO, and Remote
Station PTO parameters are set to Disable, no PTO functions will be available on the
engine.
The “cab” version of PTO is intended for operation in the vehicle cab. While one of two
types of “remote” PTO which are intended to be operated outside of the cab, and take
priority over Cab PTO if both are enabled at the same time.
“Remote PTO” can be either the traditional Remote PTO which uses one switch to
toggle between up to 5 speeds, or the a Remote Station PTO which has the capability
of 3 pre-programmed speeds with ramping functionality.
Any given vehicle can only have one form of remote PTO enabled at a time, either
Remote PTO or Remote Station PTO.
The PTO feature can be controlled by either Cab PTO Switches or the Remote PTO
Switch(es). The Cab PTO switches and the traditional single Remote PTO Switch can
be either hardwired or J1939 multiplexed. The Remote Station PTO switches can only
be hardwired.
a. Cab PTO Switches. The Cab PTO feature offers more functionality than
the Remote PTO feature. Cab PTO control utilizes up to three OEM-
supplied dashboard switches:
1. Cruise Control / PTO On/Off Switch
2. PTO Set/Resume switch (a shared multifunction Set/Resume Switch)
3. PTO Additional switch
b. Remote PTO Switch. The Remote PTO feature has a single switch user
interface, making it more suitable for extended lengths of wiring.
c. Remote Station PTO Switches. The Remote Station PTO feature offers
more functionality than the Remote PTO feature. The Remote Station
PTO feature utilizes the same switches as the Cab PTO switches. To use
both on the same vehicle, Cab PTO switches must be multiplexed. The
Remote Station PTO switches must be hardwired to the ECM.
Note: For applications where the tailshaft speed signal (transmission output
shaft speed) does NOT represent accurate vehicle speed, the engine
MUST be operated in PTO/Remote PTO, Remote Accelerator, or
J1939 TSC1 control mode to prevent OBD VSS fault codes. Typical
applications that fall into this category are those use the transmission
output shaft to drive a PTO transfer case or similar auxiliary
components while the vehicle is stationary. The engine MUST be
placed into PTO/Remote PTO, Remote Accelerator, or J1939 TSC1
control mode through their corresponding hard wired or multiplexed
switch inputs or SAE J1939 Data Link messages.
Cab PTO
Description
With this feature, the vehicle operator can:
 Select one of three programmed engine speeds (using Set, Resume, and PTO
Additional Switch) ranging from Idle to a programmed Maximum PTO Speed (Note:
The PTO maximum engine speed is subject to be limited by the maximum high
speed governor speed).
 Sequentially step between the three programmed engine speeds.
 Ramp engine speed up or down to the desired engine speed at a programmable
ramp-up (Accelerate) or ramp-down (Coast) rate.
To control the Cab PTO feature, up to three OEM supplied switches MUST be installed
in the cab or be wired to remote stations on the vehicle. A remote hook-up of the Cab
PTO SHOULD be distinguished from the Remote PTO, a separate feature discussed
later in this section. These three in-cab switches are: Cruise Control / PTO On/Off
Switch (a shared multifunction switch), Set/Resume Switch (a shared multifunction
switch), and PTO Additional Switch. The switches of Cruise Control / PTO On/Off and
Set/Resume function can also be multiplexed on a SAE J1939 Data Link.
Implementation
Hardware implementation of the Cab PTO feature requires up to three OEM supplied
switches to be installed.
The Cab PTO On/Off Switch is an On-Off toggle switch (latched in the either open or
closed position). Please refer to Cummins AEB 15.140 – CM2350 Electronic
as seen below.
Off
CC/PTO On/Off Switch
90
CM2350 On
ECM Switch Return
62
Figure 65. Cruise Control/PTO On/Off Switch Connection

Switch to a pull-up circuit in the ECM. This switch is a three position switch which has
a return to a center position. The switch closes and grounds either the “Set” switch or
the “Resume” switch in each momentary position as shown. The center position leaves
both circuits open. Other features may also be activated by these switches which vary
with the selected feature and programming. Refer to AEB 15.140 – CM2350 Electronic
PTO Set Switch Set/Ramp Up

12
PTO Resume Switch

CM2350 19
Resume/Ramp Down
ECM Switch Return
62
Figure 66. Cab PTO Set/Resume Switch Connection
Hardware implementation of the Cab PTO Additional Switch consists of wiring the Cab
PTO Set and Cab PTO Resume Switch connections such that both switch inputs are
wired to ground when the switch is pressed / closed. This switch is a normally open,
double pole switch (Momentary in the closed position and latched in the open position).
Components, for the specification of this switch. The switch is installed to a pull-up
circuit in the ECM, and placed on the OEM connector as seen below. The action for
this switch SHOULD be momentary. The Cab PTO Additional Switch is an optional
installation.
Released
Set/Resume Switch (Resume)

19
CM2350 Set/Resume Switch (Set)

12
Pressed
ECM Switch Return
62
Figure 67. Cab PTO Additional Switch Connection
Operation
Both forms of remote PTO operation (Remote PTO or Remote Station PTO) have
higher priority than the Cab PTO functionality. If Remote PTO or Remote Station PTO
is already operating the PTO feature, the Cab PTO switches are ineffective. The Cab
PTO cannot control the PTO feature until the Remote PTO or Remote Station PTO
relinquishes control of the PTO feature.
If the Cab PTO parameter is enabled, placing the Cruise Control/PTO On/Off switch in
the ON position enables Cab PTO. To access each of the three programmed PTO
speeds, the operator uses the Cab PTO Set Speed, Cab PTO Resume Speed, or Cab
PTO Additional Switch functions. If the Cab PTO Set Speed function is used for
activation (momentary, less than 0.5 second), the selected engine speed will be the Cab
PTO Set Switch Engine Speed. If the Cab PTO Resume Speed function is used for
activation, the selected engine speed will be the Cab PTO Resume Switch Engine
Speed. If the Cab PTO Additional Switch is used for activation, the selected engine
speed will be the Cab PTO Additional Switch Engine Speed. It is important to note that
PTO activates as the switches are released. It is not until the switch is released that the
desired speed control is activated. For this reason, momentary center off type switches
are recommended for Cab PTO Control activation.
While PTO is active, the engine speed can be ramped down by pressing and holding
the Coast switch, or ramped up by pressing and holding the Accelerate switch. Holding
the Cab PTO Set or Cab PTO Resume Switch to either the Set or Resume position for
longer than 0.5 second will enable the Coast or Accelerate function, depending on
which switch position is held. The engine speed will continue to ramp-up or ramp-down
until the switch is released. PTO Maximum Engine Speed is achieved by holding the
Accelerate switch, or PTO Minimum Engine Speed is achieved by holding the Coast
switch. If desired, the PTO functions of the Set/Coast and Resume/Accelerate switches
can be reversed by changing the parameter Set/Resume Switch Usage, as described in
Set/Resume Switch section.
While Cab PTO is active, input from the accelerator (either Cab accelerator or Remote
accelerator) can override the Cab PTO programmed engine speed if so desired. If this
feature is selected, a PTO Accelerator Override Maximum Engine Speed can also be
selected which limits the engine speed which the accelerator input can achieve. When
PTO Accelerator Override is not selected and Cab PTO is engaged, any input from the
accelerator is ignored.
The Idle Shutdown feature is also ignored while Cab PTO is active, unless the Idle
Shutdown In PTO function is enabled as described in Idle Shutdown section.
Clutch or service brake pedal activation can be programmed to return the engine speed
to low idle if so desired. Selecting PTO Clutch Override allows any clutch activation to
deactivate Cab PTO operation and return the engine speed to low idle. Selecting PTO
Service Brake Override allows any service brake pedal activation to deactivate Cab
PTO operation and return the engine speed to low idle.
The driver may manually deactivate the Cab PTO feature by placing the Cruise
Control/PTO On/Off switch to Off. This will typically return the engine fueling control to
the idle governor. Deactivation will automatically occur if the vehicle speed exceeds the
programmed PTO Maximum Vehicle Speed parameter, there is an active vehicle speed
sensor (VSS) fault, or the engine is shut down.
The following Figure shows how the PTO Maximum Engine Load parameter limits the
engine output torque level. It should be noted that engine output torque is only limited
while the engine is operating in Cab PTO, Remote PTO, or Remote Station PTO.
Engine output torque is not limited when PTO is not engaged. Refer to the Powertrain
Protection section described in this manual for engine toque limiting outside of the PTO
operating mode.
As shown in this example, engine torque is limited by the programmed value. This
feature does not affect the engine’s operating speed range. In addition, engine output
torque will be limited by the lesser of either the programmed value or the maximum
capability of the engine.
Maximum Engine Torque
PTO Maximum Engine Load
RPM
Figure 68. Function Diagram of PTO Maximum Engine Load
Remote PTO
Description
The Remote PTO feature is useful when set programmed engine speeds are required,
and the engine speed ramp up / ramp down feature is not desired. Remote PTO utilizes
five pre-programmed engine speeds. Remote PTO is activated by the Remote PTO
On/Off Switch if the PTO and Remote PTO parameters are enabled. The Remote PTO
On/Off Switch can be hard wired outside the vehicle cab or multiplexed on a SAE J1939
Data Link. The Remote PTO On/Off switch has higher priority than Cab PTO switches.
The Cruise Control/PTO On/Off Switch does not have to be ON to allow Remote PTO to
be activated.
Input from the accelerator pedal can override the Remote PTO Control programmed
engine speed if so desired. If this feature is selected, a PTO Accelerator Override
Maximum Engine Speed can also be selected which limits the engine speed that can be
achieved with the accelerator. When PTO Accelerator Override is not selected and
Remote PTO Control is engaged, any input from the accelerator is ignored. The service
brake and clutch pedals cannot deactivate the Remote PTO under any circumstances.
Remote PTO is deactivated if the Remote PTO On/Off switch is turned Off, the vehicle
speed exceeds PTO Maximum Vehicle Speed, there is an active vehicle speed sensor
(VSS) fault, or the engine is shut down.
Implementation
Hardware implementation of Remote PTO consists of wiring a Remote PTO On/Off

Switch to a pull-up circuit in the ECM. The switch is an On-Off toggle switch (latched in
the either open or closed position). Refer to AEB 15.140 – CM2350 Electronic
Subsystem Technical Package – OEM Components, for the specification of this switch
and other possible configurations. The switch is placed on the OEM connector as seen
below.
Off
Remote PTO On/Off Switch

94
On
CM2350
ECM Switch Return
62
Figure 69. Remote PTO On/Off Switch Connection
Operation
Remote PTO has higher priority than Cab PTO. If Cab PTO is already operating the
PTO feature, the remote PTO feature will override the Cab PTO feature. When the
remote PTO feature relinquishes control of the engine, the Cab PTO feature regains
control of the engine. There are two forms of remote PTO operation. Remote PTO
uses a single switch, and is the same as Cummins has historically offered. Remote
Station PTO uses a switch setup like Cab PTO. Either the Remote PTO or the Remote
Station PTO can be enabled on any vehicle at a time, but not both.
If the Remote PTO parameter is enabled, placing the Remote PTO On/Off switch to the
ON position enables Remote PTO control and selects Remote PTO Speed Setting 1.
There are up to five preset engine speeds which may be selected using Remote PTO
On/Off Switch. The availability of these parameters is determined by the value of the
Remote PTO Number of Speed Settings parameter. For example, if this parameter is
set to three, Remote PTO Speed Setting 1 through Remote PTO Speed Setting 3 are
available for programming, and may be selected via Remote PTO On/Off Switch. In this
case, Remote PTO Speed Setting 4 and Remote PTO Speed Setting 5 are not available
for Remote PTO Control. To access the Remote PTO Speed Settings, refer to the
following diagram for the visual clarification.
Remote PTO Remote PTO Remote PTO

Speed Setting 1 Speed Setting 3 Speed Setting 2
Switch On
Low Idle
Switch Off
Time
Figure 70. Function Diagram for Selecting Remote PTO Speed Setting
The ECM contains a counter on the number of switch transitions of the Remote PTO
On/Off Switch. Every time the switch is closed (On), the controller will count this as an
increment of the desired speed set number. For instance, if the switch is closed only
once, the engine will control to the programmed Remote PTO Speed Setting 1. If the
switch is closed three times, the engine will be controlled to Remote PTO Speed Setting
3. Set speed switch closures designed to activate speed settings 2 through 5 are to act
between 0.08 and 0.5 seconds apart or less. Once the controller sees no additional
switch closures for greater than 0.5 seconds since the last switch event, the engine
speed will be set to that desired engine speed setting and its switch counter will be reset
to zero.
For example, first the Remote PTO On/Off switch is closed (On) once for more than 0.5
seconds and Remote PTO Speed Setting 1 is selected. The switch is then opened (Off)
and engine speed returns to low idle. Next, the switch is closed 3 times (closures are
less than 0.5 seconds apart) and Remote PTO Speed Setting 3 is attained after more
than 0.5 seconds have passed. Then, the switch is closed twice – without returning to
the open position first. After more than 0.5 seconds later, the controller sees no
additional switch inputs, the counter is reset to zero, and Remote PTO Speed Setting 2
(the desired engine speed) is attained.
If the Remote PTO On/Off switch is toggled more often than the value programmed for
the Remote PTO Number Of Speed Settings parameter, the ECM switch counter will
reset back to 1 once the programmed value is attained. For example, if the Remote
PTO Number of Speed Settings parameter is set to 4 and the switch is toggled 6 times
in less than 0.5 second increments, the engine speed setting will be set to Remote PTO
Speed Setting 2.
Remote Station PTO

Description
With this feature, the vehicle operator can:
 Select one of three programmed engine speeds (using Set, Resume, and PTO
Additional Switch) ranging from Idle to a programmed Maximum PTO Speed (Note:
The PTO maximum engine speed is subject to be limited by the maximum high
speed governor speed).
 Sequentially step between the three programmed engine speeds.
 Ramp engine speed up or down to the desired engine speed at a programmable
ramp-up (Accelerate) or ramp-down (Coast) rate.
Implementation
Hardware implementation of the Remote Station PTO feature requires up to three OEM
supplied switches to be installed. The Remote Station PTO feature utilizes the same
switches as the Cab PTO switches noted in the section above. To use both the Cab
PTO and the Remote Station PTO features on the same vehicle, the Cab PTO switches
must be multiplexed. The Remote Station PTO switches must be hardwired to the
ECM.
The Remote Station PTO On/Off Switch is an On-Off toggle switch (latched in the either
open or closed position). Please refer to Cummins AEB 15.140 – CM2350 Electronic
as seen below.
Off
Remote Station On/Off Switch
90
CM2350 On
ECM Switch Return
62
Figure 71. Remote Station PTO On/Off Switch Connection
Hardware implementation of Remote Station Set/Resume Switch consists of wiring a

Set/Resume Switch to a pull-up circuit in the ECM. This switch is a three position
switch which has the following characteristics: a momentary up position, a momentary
down position, and a return to a center position. The switch closes and grounds either
the “Set” switch or the “Resume” switch in each momentary position as shown. The
center position leaves both circuits open. Other features may also be activated by
these switches which vary with the selected feature and programming. Refer to AEB
the specification of this switch.
Remote Station PTO Set Switch Set/Ramp Up

12
Remote Station PTO Resume Switch

CM2350 19
Resume/Ramp Down
ECM Switch Return
62
Figure 72. Remote Station Set/Resume Switch Connection
Hardware implementation of the Remote Station PTO Additional Switch consists of

wiring the Remote Station PTO Set and Remote Station PTO Resume Switch
connections such that both switch inputs are wired to ground when the switch is
pressed / closed. This switch is a normally open, double pole switch (Momentary in the
closed position and latched in the open position). Refer to AEB 15.140 – CM2350
this switch. The switch is installed to a pull-up circuit in the ECM, and placed on the
OEM connector as seen below. The action for this switch SHOULD be momentary.
The Remote Station PTO Additional Switch is an optional installation.
Released
Remote Station Set/Resume
Switch (Resume)
19
Remote Station Set/Resume

CM2350 Switch (Set)
12
Pressed
ECM Switch Return
62
Figure 73. Remote Station PTO Additional Switch Connection
Alternate PTO
Description
The Alternate PTO feature, also known as PTO Fire Truck, is specifically designed for
fire truck pump applications. The intent of Alternate PTO is to give the fire truck pump
more PTO functionality via a special option. Alternate PTO feature is available for all
Cummins products along with emergency calibrations. The Alternate PTO feature
operates as the standard PTO feature except the following:
 In Alternate PTO, the feature is engaged on the rising edge of the Set/Resume
switch (the standard PTO is activated on the falling edge of the Set/Resume switch).
 In Alternate PTO, the feature is engaged at the current engine speed, not a preset
speed.
 In Alternate PTO, the only way to change the engine speed is to smoothly ramp up
or down with the Set/Resume switch. No “step” speed changes are allowed.
 In Alternate PTO, the PTO Additional Switch function is not valid.
Implementation
Hardware implementation of the Alternate PTO feature is the same as Standard PTO.
A momentary switch MUST be used to enable the Alternate PTO function just like the
standard PTO operation. Please refer to Cab PTO section described above for more
detailed explanations.
The Alternate PTO feature is programmable on Cummins 2013 engines. If the vehicle
should use the Alternate PTO function, set the Alternate PTO parameter to Enable. If
the Alternate PTO feature is enabled, the vehicle will no longer have Standard PTO
operation.
Programming on Cab PTO, Remote PTO, and Remote Station PTO

Control
The following table details the operating functionality, programmable parameter usage,
and switch controls associated with the Cab PTO feature.
Summary of Cab PTO Operation
Programmable
Function Engage Condition
Parameters
PTO Enable or disable PTO feature Programming as desired
Cab PTO Enable or disable Cab PTO feature  Cab PTO enabled
Remote Station PTO Enable or disable Remote Station PTO  Remote Station PTO disabled (unless the cab PTO switch are
feature multiplexed)
PTO Maximum Engine Used for limiting maximum engine torque  PTO enabled
while PTO engaged.  Cab PTO enabled
Load
 Cruise Control / Cab PTO On/Off Switch is On or Remote PTO
On/Off Switch is On
 PTO engaged
PTO Maximum Vehicle Used for imposing a vehicle speed limit  PTO enabled
above which PTO will be deactivated.  Cab PTO enabled
Speed
On/Off Switch is On
 PTO engaged
PTO Maximum Engine The highest engine speed permitted in  PTO enabled
PTO operation (subject to be limited by  Cab PTO enabled
Speed maximum HSG speed).  Cruise Control / Cab PTO On/Off Switch is On or Remote PTO
On/Off Switch is On
 PTO engaged
PTO Minimum Engine The lowest engine speed permitted in  PTO enabled
PTO operation.  Cab PTO enabled
Speed
On/Off Switch is On
 PTO engaged
PTO Zero Vehicle If enabled, the maximum PTO engine  PTO enabled
speed will be further limited by Maximum  Cab PTO enabled
Speed Limit Engine Speed Without VSS when  Cruise Control / Cab PTO On/Off Switch is On or Remote PTO
condition met. Otherwise, PTO On/Off Switch is On
Maximum Engine Speed is the limit.
 PTO engaged
 Loss or tampering of VSS detected, or vehicle speed is zero
Ignore Vehicle Speed If enabled, PTO will continue to control  PTO enabled
engine speed regardless of whether  Cab PTO enabled
In PTO vehicle speed is above or below the PTO  Cruise Control will not activate with the set and resume switches
Maximum Vehicle Speed.
PTO Accelerator Enable or disable cab or remote  PTO enabled
accelerator to temporarily increase  Cab PTO enabled
Override engine speed beyond the set speed in  Cruise Control / Cab PTO On/Off Switch is On or Remote PTO
PTO operation. On/Off Switch is On
 PTO engaged
PTO Accelerator The highest engine speed allowed by  PTO enabled
accelerator override function in PTO  Cab PTO enabled
Override Maximum operation.
Engine Speed  Cruise Control / Cab PTO On/Off Switch is On or Remote PTO
On/Off Switch is On
 PTO engaged
PTO Clutch Override Enable or disable clutch pedal to  PTO enabled
deactivate PTO operation (not Remote  Cab PTO enabled
PTO).  Cruise Control / Cab PTO On/Off Switch is On
 PTO engaged
 Clutch pedal is pressed
Programmable
Parameters
PTO Service Brake Enable or disable service brake pedal to  PTO enabled
deactivate PTO operation (not Remote  Cab PTO enabled
Override PTO).  Cruise Control / Cab PTO On/Off Switch is On
 PTO engaged
 Service brake pedal is pressed
PTO Set Switch Engine Preset engine speed to be selected by  PTO enabled
Set/Resume Switch (Set).  Cab PTO enabled
Speed
 Cruise Control / Cab PTO On/Off Switch is On
 Set position of Set/Resume Switch is toggled and released
PTO Resume Switch Preset engine speed to be selected by  PTO enabled
Set/Resume Switch (Resume).  Cab PTO enabled
Engine Speed
 Resume position of Set/Resume Switch is toggled and released
PTO Additional Switch Preset engine speed to be selected by  PTO enabled
PTO Additional Switch.  Cab PTO enabled
Engine Speed
 PTO Additional Switch is toggled and released
PTO Ramp Rate Controls engine speed ramp up and  PTO enabled
down rate when using Accelerate or  Cab PTO enabled
Coast (Set/Resume Switch).  PTO activated
The following table details all operating functionality, programmable parameter usage,
and switch controls associated with Remote PTO Control.
Summary of Remote PTO Operation
Programmable
Parameters
Remote PTO Enable or disable Remote PTO feature.  Remote PTO enabled
 Remote Station PTO disabled
while Remote PTO engaged.  Remote PTO enabled
Load
 Cruise Control/PTO On/Off Switch is On or Remote PTO
On/Off Switch is On
 PTO engaged
above which Remote PTO will be  Remote PTO enabled
Speed deactivated.  Remote Station PTO disabled
On/Off Switch is On
 PTO engaged
PTO Maximum Speed The highest engine speed permitted in  PTO enabled
Remote PTO operation (subject to be  Remote PTO enabled
limited by maximum HSG speed).  Remote Station PTO disabled
On/Off Switch is On
 PTO engaged
PTO Minimum Speed The lowest engine speed permitted in  PTO enabled
Remote PTO operation.  Remote PTO enabled
On/Off Switch is On
 PTO engaged
PTO Zero Vehicle If enabled, the maximum Remote PTO  PTO enabled
engine speed will be further limited by  Remote PTO enabled
Speed Limit Maximum Engine Speed Without VSS  Remote Station PTO disabled
when condition met. Otherwise, PTO
Maximum Engine Speed is the limit.  Cruise Control/PTO On/Off Switch is On or Remote PTO
On/Off Switch is On
 PTO engaged
engine speed regardless of whether  PTO enabled
In PTO vehicle speed is above or below the PTO  Remote Station PTO disabled
 Cruise Control will not activate with the set and resume
switches
accelerator to temporarily increase  Remote PTO enabled
Override engine speed beyond the set speed in  Remote Station PTO disabled
Remote PTO operation.
On/Off Switch is On
 PTO engaged
Programmable
Parameters
accelerator override function in  Remote PTO enabled
Override Maximum PTO/Remote PTO operation.
Engine Speed  Remote Station PTO disabled
On/Off Switch is On
 PTO engaged
Remote PTO Number Defines the number of preset engine  PTO enabled
speeds for Remote PTO feature that may  Remote PTO enabled
of Speed Settings be accessed using Remote PTO On/Off  Remote Station PTO disabled
Switch.
 Programming as desired
Remote PTO Speed Preset engine speed to be selected by  PTO enabled
Remote PTO On/Off Switch.  Remote PTO enabled
Setting 1
 Remote PTO Number of Speed Settings set to 1 minimum
 Remote PTO On/Off Switch is On
 Remote PTO On/Off Switch is toggled once
Setting 2
 Remote PTO On/Off Switch is toggled twice
Setting 3
 Remote PTO On/Off Switch is toggled three times
Remote PTO On/Off Switch  Remote PTO enabled
Setting 4
 Remote PTO On/Off Switch is toggled four times
Remote PTO On/Off Switch  Remote PTO enabled
Setting 5
 Remote PTO Number of Speed Settings set to 5
 Remote PTO On/Off Switch is toggled five times
The following table details the operating functionality, programmable parameter usage,
and switch controls associated with the Remote Station PTO feature.
Summary of Remote Station PTO Operation
Programmable
Parameters
Cab PTO Enable or disable Cab PTO feature  Cab PTO disabled (unless the cab PTO switch are multiplexed)
Remote Station PTO Enable or disable Remote Station PTO  Remote Station PTO enabled
feature
while PTO engaged.  Remote Station PTO enabled
Load
 Remote Station PTO On/Off Switch is On or Remote PTO On/Off
Switch is On
 PTO engaged
above which PTO will be deactivated.  Remote Station PTO enabled
Speed
Switch is On
 PTO engaged
PTO Maximum Engine The highest engine speed permitted in  PTO enabled
PTO operation (subject to be limited by  Remote Station PTO enabled
Speed maximum HSG speed).  Remote Station PTO On/Off Switch is On or Remote PTO On/Off
Switch is On
 PTO engaged
PTO Minimum Engine The lowest engine speed permitted in  PTO enabled
PTO operation.  Remote Station PTO enabled
Speed
Switch is On
 PTO engaged
PTO Zero Vehicle If enabled, the maximum PTO engine  PTO enabled
speed will be further limited by Maximum  Remote Station PTO enabled
Speed Limit Engine Speed Without VSS when  Remote Station PTO On/Off Switch is On or Remote PTO On/Off
condition met. Otherwise, PTO Switch is On
Maximum Engine Speed is the limit.
 PTO engaged
engine speed regardless of whether  Remote Station PTO enabled
In PTO vehicle speed is above or below the PTO  Cruise Control will not activate with the set and resume switches
accelerator to temporarily increase  Remote Station PTO enabled
Override engine speed beyond the set speed in  Remote Station PTO On/Off Switch is On or Remote PTO On/Off
PTO operation. Switch is On
 PTO engaged
accelerator override function in PTO  Remote Station PTO enabled
Override Maximum operation.
Engine Speed  Remote Station PTO On/Off Switch is On or Remote PTO On/Off
Switch is On
 PTO engaged
PTO Clutch Override Enable or disable clutch pedal to  PTO enabled
deactivate PTO operation (not Remote  Remote Station PTO enabled
PTO).  Remote Station PTO On/Off Switch is On
 PTO engaged
 Clutch pedal is pressed
Programmable
Parameters
PTO Service Brake Enable or disable service brake pedal to  PTO enabled
deactivate PTO operation (not Remote  Remote Station PTO enabled
Override PTO).  Remote Station PTO On/Off Switch is On
 PTO engaged
 Service brake pedal is pressed
Remote Station PTO Preset engine speed to be selected by  PTO enabled
Set/Resume Switch (Set).  Remote Station PTO enabled
Set Switch Engine
Speed  Remote Station PTO On/Off Switch is On
 Set position of Set/Resume Switch is toggled and released
Set/Resume Switch (Resume).  Remote Station PTO enabled
Resume Switch Engine
Speed  Remote Station PTO On/Off Switch is On
 Resume position of Set/Resume Switch is toggled and released
PTO Additional Switch.  Remote Station PTO enabled
Additional Switch
Engine Speed  Remote Station PTO On/Off Switch is On
 PTO Additional Switch is toggled and released
PTO Ramp Rate Controls engine speed ramp up and  PTO enabled
down rate when using Accelerate or  Remote Station PTO enabled
Coast (Set/Resume Switch).  PTO activated
INSITE software can be used to configure the CM2350 Engine Control Module for the
PTO/Remote PTO Control. To make the necessary adjustments:
3) Select PTO on the right when the Features and Parameters window is fully
displayed.
5) If Enable is selected, double click on PTO to show next level programmable options.
box/column.
changes to an ECM.
Figure 74. Configuration Example of PTO/Remote PTO Control
Programmable Parameters Table created for each Cummins 2013 engine on GCE.
Rear Axle Ratio Switch

Overview
The Rear Axle Ratio Switch feature is designed for vehicles used in two-speed rear axle
ratio applications. Vehicles with a switchable rear axle ratio will have one rear axle ratio
associated with an open Rear Axle Ratio Switch, and another rear axle ratio associated
with a closed Rear Axle Ratio Switch. The ECM will read the position of the Rear Axle
Ratio Switch to determine the value of rear axle ratio that the vehicle is using. The Rear
Axle Ratio Switch feature is supported on all 2013 Cummins engines. The feature is
programmable. The Rear Axle Ratio Switch can also be multiplexed on a SAE J1939
Data Link.
Implementation
Hardware implementation of Rear Axle Ratio Switch consists of wiring a Rear Axle
Ratio Switch in pull-up circuit. The switch is to be an On-Off toggle switch (latched in
the either open or closed position). Refer to Cummins AEB 15.140 – CM2350
this switch.
Rear Axle Ratio Low
Rear Axle Ratio Switch

70
Rear Axle Ratio High
CM2350
ECM Switch Return
62
Figure 75. Rear Axle Ratio Switch Connection
If a switchable rear axle ratio function is desired and either a hardwired or a J1939
multiplexed Rear Axle Ratio Switch is installed, set the Rear Axle Ratio Switch (Two
Speed Rear Axle) parameter to Enable. If the Rear Axle Ratio Switch parameter is
enabled, set the Rear Axle Ratio Low (Rear Axle Ratio) parameter equal to the ratio of
the low rear axle and the Rear Axle Ratio High (Two Speed Rear Axle Ratio)
parameter equal to the ratio of the high rear axle. In the single-speed rear axle ratio
applications, set the Rear Axle Ratio Switch parameter to Disable. If the Rear Axle
Ratio Switch feature is disabled, set the Rear Axle Ratio High parameter equal to the
Rear Axle Ratio Low parameter which is the only rear axle ratio used on the vehicle.
To program the Rear Axle Ratio Switch feature using Cummins INSITE tool, do the
following:
3) Select Two Speed Rear Axle under the Vehicle Speed Source feature on the right
when the Features and Parameters window is fully displayed.
5) If Enable is selected, double click on Two Speed Rear Axle to show Two Speed
Rear Axle Ratio programming option.
6) Enter the number directly in the ECM Value box/column for Two Speed Rear Axle
Ratio (Note: The Rear Axle Ratio Low parameter is shown as Rear Axle Ratio
under the Vehicle Speed Sensor Type group).
changes to an ECM.
Figure 76. Configuration Example of Rear Axle Ratio Switch
Remote Accelerator
Overview
The Remote Accelerator feature is available on all Cummins 2013 engines. The
Remote Accelerator feature allows the use of a continuously variable accelerator. Its
simpler interface makes the remote accelerator suitable for extended lengths of wiring.
Since the remote accelerator input to the CM2350 control module does not include the
complete accelerator fault detection functionality, it is intended for stationary
applications only, and not to be used for mobile applications. Accelerator response
depends on the currently selected accelerator governor type, (Variable Speed/All Speed
or Automotive). If the remote accelerator feature is enabled and the switchable
governor type feature is not enabled, the Variable Speed governor/All Speed governor
(VS) is always used when the remote accelerator is in command. No trim is necessary.
It applies to all automotive calibrations.
A programmable option, Remote Accelerator Mode, is available in this feature. This

feature allows customers to select if the remote accelerator switch operation should or
should not include transition verification, or if the maximum accelerator selection is
allowed. Refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem Technical
Package – OEM Programming Guide for details.
Implementation
Hardware implementation of the Remote Accelerator feature consists of wiring in a
Remote Accelerator Position Sensor and a Remote Accelerator On/Off Switch. The
Remote Accelerator Position signal and the Remote Accelerator On/Off Switch can also
be multiplexed on a SAE J1939 Data Link.
The Remote Accelerator Position Sensor signal differs from the cab Accelerator
Position signal in that the Remote Accelerator Position sensor does not have self fault
detection, and it does not have dedicated power supply and return pins on the ECM.
The Remote Accelerator Position Sensor uses a 5 volt ratiometric analog circuit to
detect the value of a continuously variable voltage. Refer to AEB 15.67 – Electronic
Accelerator Pedal Position Performance Specification (Interface) for the detailed
interface and sensor specifications. As seen below, the Remote Accelerator Position
Sensor signal, the sensor power supply and the ECM Sensor Return are wired on the
OEM connector. Twisted wiring MUST be used for this connection.
Sensor Supply
8
Remote Accelerator Position Signal

CM2350 63
ECM Sensor Return

32
Figure 77. Remote Accelerator Position Signal Connection
Hardware implementation of Remote Accelerator On/Off Switch consists of wiring a

Remote Accelerator On/Off Switch to a pull-up circuit in the ECM. This switch is to be
an On-Off toggle switch (latched in the open or closed position). Refer to AEB 15.140 –
specification of this switch. The switch is placed on the OEM connector as seen below.
Off
Remote Accelerator On/Off Switch

67
On
CM2350
ECM Switch Return
62
Figure 78. Remote Accelerator Position Signal Connection
Operation
When the Remote Accelerator feature is enabled, the operator activates the Remote
Accelerator feature by placing the Remote Accelerator On/Off Switch (which can be
either hardwired or J1939 multiplexed) to ON (close switch) and adjusts the remote
accelerator to a position lower than the cab accelerator. To deactivate the Remote
Accelerator feature, the operator places the Remote Accelerator On/Off Switch to OFF
(open switch). Deactivation occurs automatically if a remote accelerator fault becomes
active.
The Remote Accelerator feature is programmable. Cummins INSITE software can be

used to enable or disable this option. Adjustments can be made in the following way:
3) Select Remote Accelerator on the right under Accelerator Options when the
Features and Parameters window is fully displayed.
5) If Enable is selected, double click on Remote Accelerator to show Remote

Accelerator Pedal or Level Mode programming parameter.
6) Click the drop down list button to select your choice as desired.
changes to an ECM.
Figure 79. Configuration Example of Remote Accelerator
Road Speed Governor

Overview
The Road Speed Governor (RSG) limits the maximum vehicle speed when the cab
accelerator pedal controls engine fueling.
Implementation
When the driver is controlling vehicle speed using the cab accelerator, the RSG feature
will automatically activate when the vehicle reaches the Maximum Accelerator Vehicle
Speed. When the RSG feature activates, the RSG feature controls engine fueling at the
maximum vehicle speed. The RSG feature returns fueling control to the accelerator if
the accelerator pedal position requests less fueling than required to maintain the
maximum vehicle speed. The RSG feature has no Enable parameter. The feature is
always enabled if the Vehicle Speed Sensor type is set to anything other than None.
The parameters in this feature, therefore, do not depend on an Enable parameter.
Operation
The figure below is an overview of how Global Maximum Vehicle Speed interacts with
the other speed determination features to determine the final vehicle speed limit.
Global Maximum Vehicle Speed
CC Maximum CC Droop
Speed
Adjustment
CC Adjusted Max Speed Least-
Driver Wins Final Vehicle
Accelerator Reward Speed Limit
Adjustment RSG Adjusted Max Speed
Maximum
Vehicle Speed
Active Engine Derates

Smart RSG RSG Droop
Adjustment Adjustment
Gear-Down Protection Limit
Vehicle Speed Limit Determination Overview
Figure 80. Function Diagram for Vehicle Speed Determination
The Maximum Accelerator Vehicle Speed parameter defines the base maximum vehicle
speed when operating under accelerator control. At power-up, the maximum vehicle
speed begins at the Accelerator Maximum Vehicle Speed parameter value. Several
features may decrease this limit (e.g. Gear-Down Protection, Driver Reward), and some
may increase this limit (e.g. Driver Reward, the lower droop function of RSG). The RSG
feature’s maximum vehicle speed is independent of the Cruise Control feature’s
maximum vehicle speed.
Programming
Set the Accelerator Maximum Vehicle Speed parameter to the desired base maximum
vehicle speed when using the accelerator to control the engine. The Accelerator
Maximum Vehicle Speed parameter SHOULD be less than the Global Maximum
Vehicle Speed parameter. If Driver Reward and Accelerator Droop are used, the sum
of these inputs combined with the Accelerator Maximum Vehicle Speed parameter
SHOULD always be less than or equal to the Global Maximum Speed parameter.
The RSG Upper and Lower Droop parameters allow the permitted maximum vehicle
speed to deviate slightly from the standard maximum vehicle speed when the RSG
feature is active. The permitted maximum vehicle speed is higher than the standard
maximum vehicle speed when the engine load is low, preserving vehicle momentum.
The permitted maximum vehicle speed is lower than the standard maximum vehicle
speed when the engine load is high, improving fuel economy. When active, the RSG
feature operates on one of three curves: Upper Droop, Isochronous, and Lower Droop.
Refer to the figure below for visual clarification. The Upper and Lower Droop
parameters may be programmed from zero to three MPH. Higher values give better
fuel economy, lower values give tighter speed control.
Accelerator
Engine Upper Droop
Parameter Max
Torque Torque
Curve
Upper Droop Curve

High Fueling
Threshold
Isochronous Curve
Low Fueling
Threshold
Lower Droop Curve
Actual Vehicle Speed

Standard Maximum
Accelerator Lower
Vehicle Speed
Droop Parameter
Road Speed Governor Operating Curves
Function Diagram for Road Speed Governor
Driver Initiated Override (ISX12 and ISX15 only)

The Driver Initiated Override feature (Reserve Speed) allows the driver to temporarily
increase the maximum vehicle speed set by the Accelerator Maximum Vehicle Speed
parameter. The increased vehicle speed range is limited by the Driver Initiated Override
Maximum Road Speed Delta parameter for a total travel distance specified by the Driver
Initiated Override Maximum Distance parameter. The increased maximum vehicle
speed set by the driver initiated override feature is still limited by the Global Maximum
Vehicle Speed parameter.
Switched Maximum Vehicle Speed

The Switched Maximum Vehicle Speed feature allows the customer to use a switch to
set a switch limit for two different maximum vehicle speeds. The secondary reference
speed for RSG is set by the Switched Maximum Road Speed parameter. This is the
lower vehicle speed limit that is enforced when Switched Maximum Vehicle Speed is
active.
To program the Road Speed Governor feature using Cummins INSITE tool, do the
following:
3) Select Road Speed Governor on the right when the Features and Parameters
Figure 81. Configuration Example of Road Speed Governor
Service Brake Pedal Position Switch

Description
The Service Brake Pedal Position Switch is an optional OEM installed component. This
feature tells the ECM if a hard wired or J1939 multiplexed Service Brake Pedal Position
Switch is installed. It detects the position of the service brake pedal. The Service Brake
Pedal Position Switch is used by some features like Cruise Control, Idle Shutdown, and
PTO.
Implementation
Hardware implementation of Service Brake Pedal Position Switch consists of wiring a
Service Brake Switch to a pull-up circuit in the ECM. This switch is a normally closed
switch (momentary in the open position and latched in the closed position). Refer to
Pedal Pressed
Service Brake Pedal
Position Switch
44
Pedal Released
CM2350
ECM Return
62
Figure 82. Service Brake Pedal Position Switch Connection
The Service Brake Pedal Position Switch has two positions, PEDAL PRESSED and
PEDAL RELEASED. The PEDAL RELEASED position indicates a switch closed
connecting the circuit to ground, and will not affect any features. The PEDAL
PRESSED position indicates an open switch and circuit, which inhibits or exits certain
operational states incompatible with service brake engagement.
The Service Brake Pedal Position Switch signal is programmable. If a hard wired or a
J1939 multiplexed Service Brake Pedal Position Switch is installed, set the Service
Brake Pedal Position Switch parameter to enabled.
To program the Service Brake Pedal Position Switch feature using Cummins INSITE
tool, do the following:
3) Select Service Brake Switch on the right when the Features and Parameters
Figure 83. Configuration Example of Service Brake Pedal Position Switch
Set/Resume Switch
Description
The Set/Resume Switch is not an actual feature by itself. It operates several features
on a single installation. This section provides the operational information for the Set/Resume
switch, and serves as a single resource for understanding the programming of this switch and
how all related features are affected by the Set/Resume Switch. The following table details
all functionality and the implication of the Set/Resume Switch.
(Note: This only applies when these parameters are hardwired inputs and are not
multiplexed)
Table 5. Set/Resume Switch Functionality Summary
Controlled Feature Engage Condition Performed Function

Cruise Control  Cruise Control enabled  Engage at current vehicle
 Vehicle speed is above 30 speed or saved Resume
mph speed
 No VSS errors  Bump- up or bump-down
 Cruise Control/PTO On/Off  Ramp-up or ramp-down
switch is On
 Service brake and clutch
pedals are not pressed
Diagnostics  Engine is stopped  List or flash out the next
 Keyswitch is On or previous Fault Code
 Diagnostics On/Off switch is
On
Low Idle Speed  Low Idle Speed Adjustment  Increase / decrease Idle
Adjustment enabled Speed
 Engine is at idle Cruise
Control/PTO On/Off switch is
Off
PTO  PTO enabled  Engage PTO
 Engine speed is between min  Bump- up or bump-down
PTO and maximum PTO  Ramp-up or ramp-down
speed
 Engine load is below
maximum PTO load
 No VSS faults
 Vehicle speed is below
maximum PTO speed
 Clutch and brake pedal not
pressed if required
 Cruise Control/PTO On/Off
switch is On
Alternate (Firetruck) PTO  All conditions in PTO met  Engage Alternate PTO
 Alternate PTO enabled  Ramp-up or ramp-down
Implementation
Switch to a pull-up circuit in the ECM. This switch is a three-position switch which has
a return to center position. The switch closes and grounds a different circuit in each
momentary position, activating functions in either position. The center position leaves
both circuits open. Functions activated at these switch positions vary with the selected
feature and programming. Refer to Cummins AEB 15.140 – CM2350 Electronic
Resume/Accel or Coast
Set/Resume Switch (Resume)
12
Set/Resume Switch (Set)

CM2350 19
Set/Coast or Accel
ECM Switch Return
62
Figure 84. Set/Resume Switch Connection
Depending upon the feature and operator usage, the Accelerate function will Increment,
Bump-up or Ramp-up. This will be associated with increasing the engine speed,
increasing the target vehicle speed, increasing the vehicle maximum speed, or scrolling
forward through displayed information. The Coast function will Decrement, Bump-down,
or Ramp-down. This will be associated with decreasing the engine speed, decreasing
the target vehicle speed, decreasing the vehicle maximum speed, or scrolling backward
through displayed information. An Increment or Bump-up occurs when the operator
momentarily (less than 0.5 seconds) moves the Set/Resume Switch to the Accelerate
position, and then releases it. A Decrement or Bump-down occurs when the operator
momentarily moves the Set/ Resume Switch to the Coast position, and then releases it.
A Ramp-up occurs when the operator moves the Set/Resume Switch to the Accelerate
position, and holds it form more than 0.5 seconds. A Ramp-down occurs when the
operator moves the Set/Resume Switch to the Coast position, and holds it for more than
0.5 seconds.
The Set/Resume functions are hard wired to the above indicated pins. The functions
can be associated with either Coast or Accelerate, depending on the setting of the
Set/Resume Switch Usage parameter (Cruise Switch Setup). If the Set function
should be associated with the Coast function, set the Set/Resume Switch Usage
parameter to Set/Coast. If the Set function should be associated with the Accelerate
function, set the Set/Resume Switch Usage parameter to Set/Accelerate. The Resume
function of the Set/Resume Switch will automatically be associated with the opposite
setting from the Set function (Set/Coast = Resume/Accelerate, Set/Accelerate =
Resume/Coast). Refer to Cummins AEB 15.141 – CM2350 Electronic Subsystem
Technical Package – OEM Programming Guide, for the detailed programming strategy
and feature descriptions associated with this switch.
To program the Set/Resume Switch usage using Cummins INSITE tool, do the
following:
3) Select Cruise Control Switch Setup on the right when the Features and
4) Double click on Cruise Control Switch Setup to show Cruise Switch Setup
option.
5) Click in the Set/Accelerate (or Set/Coast) box, and then click the drop down list
button to select either Set/Accelerate or Set/Coast.
changes to an ECM.
Figure 85. Configuration Example of Set/Resume Switch
Starter Lockout
Overview
The Starter Lockout feature prevents the starter motor from engaging while the engine
is running. The Starter Lockout feature is especially useful for vehicles where the
operator is not in close proximity with the engine. For the Starter Lockout feature to
operate, an OEM-supplied Starter Lockout relay MUST be installed. Refer to the Wiring
Diagram in Cummins AEB 15.139 – CM2350 Electronic Subsystem Technical Package
– OEM Interfaces, for guidance in wiring the starter lockout relay.
The Starter Over Crank Protection (OCP) feature is designed to prevent the thermal
failure of starter motors. If the cumulative engine cranking time exceeds 30 seconds
within a 120 second cycle, the ECM will activate the Starter Lockout relay to prevent the
starter motor from engaging for 120 seconds to allow the starter motor to cool down.
The Wait to Start Lamp (if installed) will flash to indicate Starter Lockout feature
engagement during this period and a fault code will be logged. Refer to Cummins AEB
15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming
Guide for details.
Note: OEM’s that purchase Cummins branded starters MUST integrate the
Starter Lockout feature in their cranking circuit. OEM can either
implement the Starter Lockout feature currently available in Cummins
engines controls or substitute an equivalent control system that may be
available through their vehicle controller. In either case, the system
MUST protect the starter from being engaged when running an engine
and disable the starter when the engine speed exceeds 400 rpm
during an engine start.
Implementation
If the Starter Lockout feature is desired, then a Starter Lockout Relay should be wired in
a switched source driver circuit (outputs either battery voltage or 0 voltage). The relay
is placed on the OEM connector as seen below. Twisted wiring is recommended. The
installed relay can be either a normally open or a normally closed relay depending on
the programmed setting of the Starter Lockout Relay Type parameter. Refer to
Components, for the specifications of this relay.
Starter Lockout
83 Starter
CM2350 ECM General Return Lockout
76 Relay
Figure 86. Starter Lockout Relay Connection
The Starter Lockout feature is defaulted ON (Enabled) for all 2013 products with the
exception of the emergency vehicles. If this feature is not desired, the OEM should turn
this feature off using a Cummins service tool. Set the Starter Lockout Relay Type
parameter to either Normally Open or Normally Closed depending on the relay installed.
If a normally open Starter Lockout Relay is used, the ECM will energize the relay (close
the contact) whenever the engine stops and allow the engine to start. The relay will be
de-energized (return to open position) if the engine is running and disallow the engine
start. If a normally closed Starter Lockout Relay is used, the ECM will de-energize the
relay (stay in closed position) whenever the engine stops and allow the engine to start.
The relay will be energized (open the contact) if the engine is running and disallow the
engine start.
To program the Starter Lockout feature using Cummins INSITE tool, do the following:
3) Select Starter Lockout on the right when the Features and Parameters window is
fully displayed.
5) If Enable is selected, double click on Starter Lockout to show Starter Lockout
Relay Type.
6) Click in the Normally Open (or Normally Closed) box, and then click the drop down
list button to select either Normally Open or Normally Closed.
changes to an ECM.
Figure 87. Configuration Example of Starter Lockout
Switchable Governor Type

Overview
The Switchable Governor Type feature provides a way to switch between an
Automotive Governor (sometimes called a Min/Max Governor or Torque Controlled
Governor) to a Variable Speed Governor (Engine Speed Controlled Governor) to meet
different application needs. The ECM will use the selected governor as the default and
the other governor as the switched option. The Automotive Governor translates
accelerator position into fuel rate, approximating accelerator position to engine torque.
The Variable Speed Governor translates accelerator position into engine speed,
approximating accelerator position to engine speed. Variable Speed Governor is used
when tight engine speed control is required, such as vocational applications using a
“creep” gear.
Implementation
Hardware implementation of the Switchable Governor Type feature consists of wiring a
Governor Type Switch to a pull-up circuit in the ECM. This switch is to be an On-Off
toggle switch (latched in the either open or closed position). Refer to Cummins AEB
the specification of this switch. The switch is placed on the OEM connector as seen
below.
Programmable
Governor Type Switch

66
Alternate
CM2350
ECM Switch Return
62
Figure 88. Governor Type Switch Connection
The Switchable Governor Type switch shares an input with and is mutually incompatible
with the Switched Maximum Engine Operating Speed switch and the Switched
Maximum Vehicle Speed (Road Speed Governor) switch.
The Switchable Governor Type feature is programmable. If a hard wired Switchable

Governor Type switch is installed and the Switchable Governor Type feature is desired,
set the Switchable Governor Type parameter to Enable. At the same time, set the
Switched Maximum Engine Operating Speed parameter and the Switched Maximum
Vehicle Speed (Road Speed Governor) parameter to Disable. The Governor Type
parameter selects one of the two available accelerator governors, Variable Speed (VS)
or Automotive. The ECM uses the selected governor as the default and the other
governor as the switched governor when the operator closes the Switchable Governor
Type Switch. If the Switchable Governor Type feature is set to Disable, the ECM uses
the governor selected by the Governor Type parameter.
To program the Switchable Governor Type feature using Cummins INSITE tool, do the
following:
3) Select Governor Type on the right when the Features and Parameters window is
fully displayed.
4) Click in the ECM Value column/box, and then click the drop down list button to pick
the selection on each option.
changes to an ECM.
Figure 89. Configuration Example of Switchable Governor Type
Switched Maximum Engine Operating Speed

Overview
The Switched Maximum Engine Operating Speed feature selects a lower maximum
engine speed when an OEM-defined condition turns ON the Maximum Engine Speed
Switch (for example, the OEM may set the switch to lower the maximum engine when
powering a speed sensitive component or device).
Implementation
Hardware implementation of the Switched Maximum Engine Operating Speed feature
consists of wiring a Maximum Operating Speed Switch to a pull-up circuit in the ECM.
This switch is to be an On-Off toggle switch (latched in the either open or closed
position). Refer to Cummins AEB 15.140 – CM2350 Electronic Subsystem Technical
Package – OEM Components, for the specification of this switch. The switch is placed
on the OEM connector as seen below.
Limit
Maximum Operating Speed Switch

66
Normal
CM2350
ECM Switch Return
62
Figure 90. Maximum Operating Speed Switch Connection
The Switched Maximum Engine Operating Speed switch shares an input with and is
mutually incompatible with the Switchable Governor Type switch and the Switched
Maximum Vehicle Speed (Road Speed Governor) switch.
The Switched Maximum Engine Operating Speed feature is programmable. If a hard

wired Maximum Operating Speed Switch is installed and the vehicle should limit the
maximum engine speed, set the Switched Maximum Engine Operating Speed
parameter to Enable. At the same time, the Switchable Governor Type parameter and
the Road Speed Governor Switch parameter should be set to Disable.
When the Switched Maximum Engine Operating Speed feature is enabled, the ECM will
limit the engine speed depending on the setting of the Maximum Operating Speed
Switch Setup parameter and the actual position of the Maximum Operating Speed
switch. If the Maximum Operating Speed Switch Setup parameter is set to Active
Closed, a closed switch position will limit the engine speed to the Maximum Switched
Engine Speed (This limit will compete with all other limits in a least-wins fashion). A
closed switch position will NOT impose the Maximum Switched Engine Speed limit on
the engine speed limit. When the Maximum Operating Speed Switch Setup parameter
is set to Active Open, an open switch position will limit the engine speed.
The Body Builder SHOULD carefully consider which switching logic to use for this
function. Circuit failure conditions need to be considered. If the OEM sets the
Maximum Operating Speed Switch Setup parameter to Active Open, the engine speed
will be limited to the Maximum Switched Engine Speed value while the switch is open or
if the circuit were to fail open. Conversely, if the OEM sets the Maximum Operating
Speed Switch Setup parameter to Active Closed, the engine speed will be limited the
Maximum Switched Engine Speed value while the switch is closed. If the circuit were to
fail open, the engine would be allowed to operate at normal engine speeds.
Cummins INSITE software can be used to enable or disable this option. Adjustments
can be made in the following way:
3) Select Switched Maximum Engine Operating Speed on the right when the
5) If Enable is selected, double click on Switched Maximum Engine Operating

Speed to show additional programming options.
6) To program the Maximum Operating Speed Switch Setup parameter, click in the
Active Open (or Active Closed) box, then click the drop down list button to select
either Active Open or Active Closed.
7) To program the Maximum Switched Engine Speed parameter, click in the ECM
Value column/box, then enter the rpm number desired (It is subject to be limited by
the parameter range setting).
changes to an ECM.
Figure 91. Configuration Example of Switched Maximum Engine Operating Speed
Switched Maximum Vehicle Speed (2013 ISB6.7 and

ISL9)
Overview
The Switched Maximum Vehicle Speed (Road Speed Governor Switch) feature allows
the customer to use a switch to set a switch limit for two different maximum vehicle
speeds. The secondary reference speed for Road Speed Governor (RSG) is set by the
Switched Maximum Road Speed Setting. This is the lower vehicle speed limit that is
enforced when Switched Maximum Vehicle Speed is active.
Implementation
If the operator wants to switch between two different maximum vehicle speed limits, set
the Switched Maximum Vehicle Speed parameter to Enable. The secondary reference
speed for RSG is changed by the Switched Maximum Road Speed Setting. Refer to
Programming Guide, for the detailed programming strategy and feature descriptions
associated with this switch.
Hardware implementation of the Switched Maximum Vehicle Speed feature consists of

wiring a Road Speed Governor Switch to a pull-up circuit in the ECM. This switch is to
be an On-Off toggle switch (latched in an open or closed position). Refer to Cummins
for the specification of this switch. The switch is placed on the OEM connector as seen
below.
Limit
Max Road Speed Switch

66
Normal
CM2350
ECM Switch Return
62
Figure 92. Switched Maximum Vehicle Speed Switch Connection
The Switched Maximum Vehicle Speed switch shares an input with and is mutually
incompatible with the Switchable Governor Type switch and Switched Maximum Engine
Operating Speed Switch.
Cummins INSITE software can be used to enable or disable this option. Adjustments
can be made in the following way:
1. Connect a PC to the CM2350 ECM.
2. Click Features and Parameters on the Viewbar. This button is located on the
left side of the INSITE window by default.
3. Select Road Speed Governor on the right when the Features and Parameters
4. Click in the Enable (or Disable) box, then click the drop down list button to select
5. To program the Maximum Vehicle Speed parameter, click in the ECM Value
column/box, then enter the rpm number desired (It is subject to be limited by the
parameter range setting).
6. To send any changes to the ECM, click the Send To ECM button on the toolbar
or select Send To > ECM on the right-click menu.
changes to an ECM.
Figure 93. Configuration Example of Switched Maximum Vehicle Speed
Tire Wear Adjustment

Overview
The Tire Wear Adjustment feature uses tire wear estimates to correct for vehicle speed
and mileages in various features. OEMs that have knowledge of their tire performance
can program the detailed information necessary to maximize the usefulness of this
feature.
Implementation
The ECM uses the beginning and ending tire size with the expected tire mileage to plot
a tire size trajectory with distance. Depending on the vehicle distance travelled since
the last tire change, the ECM then estimates the current tire size and corrects vehicle
speeds and distances accordingly. The estimated tire size reverts to the Beginning Tire
Size when the feature is reset by a technician. This SHOULD be done when the tires
are changed.
The ECM ramps down the current tire size estimate from the Beginning Tire Size to the
calculated final tire size as shown in the figure below. Once the vehicle mileage since a
tire change exceeds the Expected Life of Tires parameter, the ECM assumes tire size
stays at the lowest level until reset by a technician at a tire change, or the mileage
greatly exceeds the Expected Life of Tires.
When the mileage greatly exceeds the Expected Life of Tires parameter, the ECM
changes the estimated tire size to a middle value between the Beginning Tire Size and
the calculated final tire size. This reduces errors if the feature is mistakenly not reset at
a tire change, and mitigates attempts to bypass ECM speed limiting algorithms if the
feature is intentionally not reset at a tire changed.
Beginning Tire Size

500
Mileage at Expected
Tire Size Life of Tires
(Example
only; units Default tire size
of revs/mile)
Ending Tire Size (Calculated

from Tire Size % Change)
550
Dista nce >> Expected life of tires
Vehicle Miles Since Last Reset
ECM Tire Size Calculation
Figure 94. Function Diagram for Tire Wear Adjustment
To program the Tire Wear Adjustment feature using Cummins INSITE tool, do the
following:
3) Select Tire Wear Adjustment on the right when the Features and Parameters
4) Select the Tire Wear Adjustment to enable or disable this feature.
5) Select the options below that need to be re-configured, and enter the number directly
in the ECM Value box/column.
changes to an ECM.
Figure 95. Configuration Example of Tire Wear Adjustment
Transmission Driven PTO

Overview
In many PTO applications components such as; hydraulic pumps, vacuum pumps,
chippers, grinders, and the like are connected through a transfer case located behind
the vehicle’s transmission tail shaft. When the equipment is engaged, the tail shaft of
the transmission turns even though the wheels of the vehicle are stationary. On
vehicles where the vehicle speed sensor is applied to the transmission tail shaft, the
engine ECM will calculate vehicle speed from the rotation of this tail shaft. The
Transmission Driven PTO feature eliminates the need for OEMs and Body Builders to
switch out the vehicle speed sensor while running an auxiliary PTO device.
Often times the load that is applied to the transmission driven PTO device during normal
operation is very cyclic. This cyclic application of the load may cause the engine speed
to fluctuate according to the load put on it by the PTO device due to the use of the
standard ECM governor gains, which are suitable for most applications but not for cyclic
load applications. The Transmission Driven PTO feature has been designed with four
Transmission Driven PTO Types that allow the OEM and/or Body Builder to select a
governor gain set that is tuned for their specific application. This specific governor gain
tuning will eliminate the engine speed fluctuates that OEMs and/or Body Builders have
experienced with their auxiliary components.
The Transmission Driven PTO feature also improves standard PTO operation response
and engine speed fluctuations that is often experienced with transient loads.
When Transmission Driven PTO Type is set to Engine Driven – Steady Load, the ECM
will process vehicle speed normally.
When Transmission Driven PTO Type is set to Transmission Driven – Steady Load or
Transmission Driven – Irregular Load or Transmission Driven – Cyclic Load, the ECM
will not process vehicle speed. The ECM will broadcast SPN 84 (Wheel Based Vehicle
Speed) equal to 0 kph.
Implementation
If the Transmission Driven PTO feature is desired, set the Transmission Driven PTO
parameter to Enable. Set this parameter to Enable if an auxiliary PTO application is
used.
Note: The Ignore Vehicle Speed Source in PTO parameter MUST be
disabled to enable Transmission Driven PTO.
Transmission Driven PTO Type
This parameter selects the PTO gain type to improve the performance and stability of
the engine during the PTO application. There are four types of gains available:
o Engine Driven – Steady Load: For applications that only use PTO for fast
engine idling (i.e. no PTO devices installed in the vehicle). Also for applications
that use a PTO transmission, a direct-drive “Front Engine PTO” or a direct-drive
“Rear Engine PTO” which operates the hydraulic pumps (e.g. Dump Truck, Tow
Truck, Snow Plow, etc) where the PTO device is not connected to the tail shaft.
The ECM will broadcast SPN 84 (Wheel-Based Vehicle Speed) equal to the
vehicle speed read from the vehicle speed sensor which will result in
speedometers that use the J1939 broadcast of SPN 84 as its input to read vehicle
speed.
o Transmission Driven – Steady Load: For applications with a transfer case
installed downstream of the transmission, which is used to drive the PTO device.
Applications will require the transmission to be in-gear and vehicle speed will be
detected during the PTO operation. The ECM will broadcast SPN 84 (Wheel-
Based Vehicle Speed) equal to 0 kph which will result in speedometers that use
the J1939 broadcast of SPN 84 as its input to read 0 kph.
o Transmission Driven – Irregular Load: For applications with a transfer case
installed downstream of the transmission, which is used to drive the PTO device
through a drive shaft that may exhibit torsional oscillations (surge) during the PTO
operation. Applications will require the transmission to be in-gear and vehicle
speed will be detected during the PTO operation (e.g. Vacuum Truck). The ECM
will broadcast SPN 84 (Wheel-Based Vehicle Speed) equal to 0 kph which will
result in speedometers that use the J1939 broadcast of SPN 84 as its input to
read 0 kph.
o Transmission Driven – Cyclic Load: For applications with a transfer case
installed downstream of the transmission, which is used to drive the PTO device.
During the operation, the engine loading will be highly cyclic, characterized by the
large load spikes at regular intervals. Applications will require the transmission to
be in-gear vehicle speed will be detected during the PTO operation (e.g. Concrete
Pumper, Hay Baler, etc). The ECM will broadcast SPN 84 (Wheel-Based Vehicle
Speed) equal to 0 kph which will result in speedometers that use the J1939
broadcast of SPN 84 as its input to read 0 kph.
Select the appropriate gain type to suit your application as desired.
Figure 96. Configuration Example of Transmission Driven PTO Control
Transmission Setup
Overview
The Transmission Setup feature is used by several other features to determine if the
vehicle is in the top gear or one gear down from the top gear.
Implementation
If the current gear ratio is within a small tolerance of the Top Gear Transmission Ratio
or the Gear Down Transmission Ratio, the ECM considers the vehicle to be in-gear at
the respective gear.
The Transmission Top Gear Ratio MUST be at least 0.01 less than the Gear Down
Transmission Ratio. The OEM SHOULD ask the transmission manufacturer (in case of
hybrid applications) for recommendations on the lowest possible top gear ratio. The
Gear Down Transmission Ratio parameter defines the gear ratio for one gear down
from the top gear. The Transmission Type parameter defines the transmission type to
the ECM.
Note: The VSS Anti-Tamper feature MUST be set to “Low Sensitivity” on any
vehicle with an Automatic (with torque converter) transmission.
Otherwise, undesirable operation and faults may result.
Note: For all Eaton and Meritor electronically controlled transmissions, it
MUST use SAE J1939 Data Link communications with Cummins ECM.
SAE J1939 Data Link communication SHOULD also be used for all
new automatic transmission installations when available.
To program the Transmission Setup feature using Cummins INSITE tool, do the
following:
3) Select T on the right when the Features and Parameters window is fully displayed.
4) Select the T to enable or disable this feature.
changes to an ECM.
Figure 97. Configuration Example of Transmission Setup
Trip Information
Overview
The Trip Information feature measures and accumulates fuel usage, engine run-time,
and engine distance. The recorded parameters can be read with a service tool. The
Multiple PTO Trip Information feature is a subset of the Trip Information feature.
Implementation
This feature operates automatically in the background, and is accessed with a service
tool. There is no operator interaction with the feature, and the feature does not affect
engine performance in any manner. The Trip Information Vehicle Overspeed 1 and 2
parameters define these thresholds for the ECM. When the vehicle speed exceeds the
Trip Information Vehicle Overspeed 1 parameter, the ECM accumulates the fuel used,
distance traveled, and time at that speed range parameters in memory for Overspeed 1.
When the vehicle speed exceeds the Trip Information Vehicle Overspeed 2 parameter,
the ECM accumulates the fuel used, distance traveled, and time at that speed range in
memory for Overspeed 2.
To program the Trip Information feature using Cummins INSITE tool, do the following:
3) Select T on the right when the Features and Parameters window is fully displayed.
changes to an ECM.
Figure 98. Configuration Example of Trip Information
Vehicle Acceleration Management (2013 ISB6.7)

Overview
The Vehicle Acceleration Management feature limits the maximum acceleration
rate of the vehicle.
Implementation
The Vehicle Acceleration Management feature is currently available on Cummins 2013
ISB6.7 engine only. There is no hardware installation required. However, there are five
programmable parameters available for OEMs/Body Builders adjustment.
Vehicle Acceleration Management enables or disables the Vehicle Acceleration

Management feature.
Variable Acceleration Speed 1 is the maximum speed at which the first acceleration rate
is desired.
Variable Acceleration Speed 2 is the minimum speed at which the second acceleration
rate is desired.
Variable Acceleration 1 limit is the acceleration rate desired from 0 vehicle speed until
Acceleration Speed 1.
Variable Acceleration 2 is the acceleration rate desired from the Acceleration Speed 2
to top vehicle speed.
The acceleration rate between the Acceleration Speed 1 and Speed 2 will start at
Acceleration 1 and ramp to Acceleration 2. Refer to Cummins AEB 15.141 – CM2350
Electronic Subsystem Technical Package – OEM Programming Guide, for the detailed
description of these parameters and the programming strategies.
To program the Vehicle Acceleration Management feature using Cummins INSITE tool,
do the following:
3) Select Variable Rate Vehicle Acceleration Management on the right when the
changes to an ECM.
Figure 99. Configuration Example of Vehicle Acceleration Management
Vehicle Information
Overview
The Vehicle Information feature is the electronic data plate for the engine. The feature
stores OEM and final customer information and contains the following data:
Vehicle OEM Name

This parameter is the name of the manufacturer of the vehicle or equipment in
which the engine is installed. This parameter SHOULD be programmed by the
OEM when the vehicle is manufactured, and is reprogrammed only when the
engine is installed in a different vehicle.
Vehicle Model
This parameter is the designation of the vehicle or equipment in which the engine
is installed. This parameter SHOULD be programmed by the OEM when the
vehicle is manufactured, and is reprogrammed only when the engine is installed
in a different vehicle.
Vehicle ID Number
This parameter is typically the Vehicle Identification Number (VIN) of the vehicle
or equipment in which the engine is installed. This parameter MUST be
programmed by the OEM when the vehicle is manufactured, and is
reprogrammed only when the engine is installed in a different vehicle. VIN
programming is a specific OBD requirement.
The Vehicle Identification Number (VIN) programming tool will erase all
permanent fault codes prior to the vehicle reaching 25 miles. After 25 miles, VIN
programming will not clear OBD and emission related diagnostic information.
“OBD and emission related diagnostic information” includes all of the following:
(A) Readiness status
(B) Data stream information including number of stored confirmed/MIL-on fault

codes, distance traveled while MIL activated, number of warm-up cycles
since fault memory last cleared, and distance traveled since fault memory
last cleared.
(C) Freeze frame information
(D) Pending, confirmed, MIL-on, and previously MIL-on fault code.
(E) Test results
Vehicle Year
This parameter is the market year of the vehicle or equipment in which the
engine is installed. This parameter SHOULD be programmed by the OEM when
the vehicle is manufactured, and is reprogrammed only when the engine is
installed in a different vehicle.
Engine Build Date

This parameter is the date of the engine build. This parameter SHOULD be
programmed by the OEM when the engine is manufactured.
Customer Name
This parameter is the name of the end user that owns the engine. This
parameter may be programmed by the OEM or end user, and is reprogrammed
only when the vehicle gets a new owner.
Customer Location
This parameter is the city and state of the headquarters or remote site of the end-
user that owns the engine. This parameter may be programmed by the OEM or
end user, and is reprogrammed only when the vehicle home base is moved, or
the vehicle gets a new owner.
Customer Unit Number

This parameter is the unique designation of the vehicle in which the engine is
installed, assigned by the end-user that owns the engine. This parameter may
be programmed by the OEM or end user, is reprogrammed only when the vehicle
gets a new owner.
To program the feature using Cummins INSITE tool, do the following:
3) Select V on the right when the Features and Parameters window is fully displayed.
4) Double click on V to show next level programmable options.
changes to an ECM.
Figure 100. Configuration Example of Vehicle Information
Vehicle Speed Input

Overview
The Vehicle Speed Input feature is programmable. 2013 Cummins engines currently
support four types of vehicle speed inputs. They are:
 Magnetic (1) – A hardwired Magnetic Pickup (Variable Reluctance) sensor is

installed.
 Datalink-Tailshaft (3) – Tailshaft speed signal is read on SAE J1939 Data Link
 Pulse Per Mile (5) – Read each pulse as a specified distance
 Tachograph Datalink (6) – A Tachograph signal read on J1939 Datalink (MR only)
Note 1: The Vehicle Speed Signal MUST be present for all applications on
Cummins 2013 engines. VSS Type set to None (0) is not allowed.
Note 2: Pulse Per Mile VSS signal is only supported on 2013 ISB6.7 and ISL9
engines with a specific calibration setting and support.
Note 3: Datalink-VSS signal is not supported on Cummins 2013 engines.
Note 4: Hardwired Tachograph device is no longer supported on Cummins
2013 engines.
Note 5: J1939 Tachograph is no longer supported on 2013 HD (ISX12 and
ISX15) engines.
If the Vehicle Speed Sensor is hardwired, the wires MUST be twisted pair (at a rate of
one twist per inch). For more detailed information on the VSS specifications, usage and
wiring or installation requirements, Refer to Cummins AEB 15.138 – CM2350 Electronic
Subsystem Technical Package – Serial Communications, AEB 15.139 – CM2350
Electronic Subsystem Technical Package – OEM Interfaces, AEB 15.140 – CM2350
Electronic Subsystem Technical Package – OEM Components and AEB 15.141 –
CM2350 Electronic Subsystem Technical Package – OEM Programming Guide.
Implementation
Magnetic Pickup
If the VSS Type parameter is set to 1 (Magnetic), then a hardwired magnetic pickup
sensor MUST be installed. The differential magnetic pickup VSS signal provides
transmission tailshaft speed to the ECM for calculating current vehicle speed (based on
Tailshaft Tone Wheel Teeth, Rear Axle Ratio and Tire size data). The signal can also
be used for determining transmission gear ratio, vehicle mileage, etc.
Hardware implementation of the Magnetic Pickup sensor consists of wiring VSS (+) and
VSS (-) to the OEM connector as shown below. The wiring MUST be twisted.
Magnetic Pickup VSS (+)

60 VSS Magnetic
CM2350 Pickup
59
Magnetic Pickup VSS (-)
Figure 101. Magnetic Pickup VSS Sensor Connection
Programming on VSS Type

As mentioned above, the Vehicle Speed Input feature is programmable. Using
Cummins INSITE tool to configure the VSS Type parameter in the following way:
3) Select Vehicle Speed Sensor Type under the Vehicle Speed Source feature on
the right when the Features and Parameters window is fully displayed.
4) Click in the ECM Value column/box, and then click the drop down list button to pick
the configuration selection.
changes to an ECM.
Figure 102. Configuration Example of Vehicle Speed Input Signal
VS Governor Acceleration/Deceleration Limit (2013

ISX only)
Overview
The VS Governor Acceleration/Deceleration Limit feature allows the customer to set the
acceleration rate limit and deceleration rate limit if the Governor Type parameter is set
to “Variable Speed Governor”. It is usually used when the remote acceleration pedal
feature is selected. The rate limits allowed are bounded by a pre-defined range. This
feature could result in smoother operation and better governor response.
Implementation
When the vehicle or the engine is operated under the variable speed governor control,
the governor’s acceleration rate or deceleration rate can be programmable for a more
predictable response if this feature is enabled.
To program the VS Governor Acceleration/Deceleration Limit feature using

Cummins INSITE tool, do the following:
changes to an ECM.
Figure 103. Configuration Example of VS Governor

Acceleration/Deceleration Limit
Vehicle Speed Sensor Anti-Tamper (ISX12 and ISX15

only)
Overview
The Vehicle Speed Sensor Anti-Tamper feature monitors the Vehicle Speed Sensor
signal for evidence of failure or tampering. When the feature detects a failure or
tampering event, the ECM posts a fault and derates the engine.
Implementation
The Vehicle Speed Sensor Anti-Tamper feature monitors several characteristics of the
vehicle and vehicle speed sensor. The feature can detect: a failure of the sensor,
tampering of the sensor to bypass speed limits, and tampering of the sensor to bypass
the Idle Shutdown feature. The feature responds to a sensor failure or speed limit
tampering by derating the engine performance. The feature responds to an Idle
Shutdown bypass attempt by allowing the Idle Shutdown feature to shutdown the
engine.
To program the Vehicle Speed Sensor Anti Tamper feature using Cummins INSITE
tool, do the following:
changes to an ECM.
Figure 104. Configuration Example of Vehicle Speed Sensor Anti-

Tamper
Reference Documentation
The following documents should be considered as Appendixes of this manual. They
can be obtained through Cummins Application Engineers or Cummins GCE (Global
Customer Engineering) web site: http://gce.cummins.com/ace_main/index.html.
OEM Parts List and Components Specification

For a compatible parts list and components specification to interface OEM harness with
Cummins 2013 engines (CM2350), please refer to:
 Cummins Application Engineering Bulletin 15.140 – CM2350 Electronic Subsystem

Technical Package – OEM Components.
OEM Wiring Diagram and Pin Assignments for OEM Connector

For the OEM Wiring Diagram and pin assignments of OEM 96-pin connector to interface
OEM harness with all Cummins 2013 engines (CM2350), please refer to:

Technical Package – OEM Interfaces.
OEM Features and Programming

For the OEM features list available on Cummins 2013 engines, including detailed
feature description and programmable information, please refer to:

Technical Package – OEM Programming Guide.
Cummins Defaults of OEM Programmable Parameters

For the Cummins default settings and ranges of OEM programmable parameters used
on Cummins 2013 engines, please refer to:
Cummins GCE (Global Customer Engineering) web site on each engine family site
under Programmable Parameters – For example, on 2013 ISB6.7 engine:
http://gce.cummins.com/isb67/index.html
J1939 Datalink Connection

For the detailed information on how to design and interface with the SAE J1939 Data
Link used on Cummins 2013 engine platforms, please refer to:
 Cummins Application Engineering Bulletin 15.110 – J1939 Multiplexing of Inputs and

Outputs for 2010 and Beyond Automotive Engines

Technical Package – Serial Communications.
2013 Aftertreatment System

For completed 2013 aftertreatment system installation and interface requirements, please
refer to:
 Cummins Inc., Application Engineering Bulletin 21.78 – 2010 Automotive

Aftertreatment Diesel Particulate Filter (DPF) Installation Requirements
 Cummins Inc., Application Engineering Bulletin 21.79 – Automotive and Bus

Selective Catalytic Reduction Installation Requirements
 Cummins Inc., Application Engineering Bulletin 21.117 – Automotive and Bus

Selective Catalytic Reduction Controls Interface Requirements
Highlighted Improvements on 2013 Engines

For the overall information about changes that have occurred on Cummins 2013 engine
platforms, please refer to:
 Cummins Application Engineering Bulletin 10.164 – ISB6.7 (2013) Mechanical

Technical Package
 Cummins Application Engineering Bulletin 10.165 – ISC2013/ISL2013 Mechanical

Technical Package
 Cummins Application Engineering Bulletin 10.171 – ISX15 2013 Mechanical

Technical Package
 Cummins Application Engineering Bulletin 10.xxx – ISX12 2013 Mechanical

Technical Package.
Other Readings
The following referenced documents also contain valuable information and will be
helpful in designing and configuring the total vehicle system equipped with Cummins
2013 engines:
 AEB 15.54 – Automotive Load Based Speed Control (LBSC)
 AEB 15.67 – Electronic Accelerator Pedal Position Performance Specification

(Interface)
 AEB 15.89 – Coolant Level Sensor Interface Electronic Specifications
 AEB 20.11 – Automotive and Industrial Installation Requirements – Air Compressor

Systems
 AEB 20.12 – Installation Quality Assurance (IQA)
 AEB 21.33 – Automotive and Bus Installation Requirements – Fuel Systems
 AEB 21.35 – Automotive and Bus Installation Requirements – Starting and Electrical
System
 AEB 21.36 – Installation Requirements – Engine Mounting
 AEB 21.37 – Powertrain and Driven Accessories – Installation Requirements
 AEB 21.46 – Installation Requirements – Guidelines for OEM Installed Hardware
 AEB 21.50 – Automotive and Bus Installation Requirements – Cooling System Fill
and Deaeration
 AEB 21.51 – Cooling System Overheat Prevention Engine Control Feature Extreme
Ambient Overheat Protection AECD EGR Equipped Engines
 AEB 21.52 – Cooling System Heat Transfer (post 2001) – Automotive and Bus
Installation Requirements
 AEB 21.57 – Keyswitch Input Signal Installation Requirements for Engine Shutdown
 AEB 21.73 – Biodiesel Fuel Usage – Application Requirements
 AEB 21.74 – Automotive Hybrid System Installation Requirements
 AEB 21.84 – Automotive and Bus Installation Requirements – Fuel Systems – EPA
2010, 2013 Engines
 AEB 21.92 – Automotive IQA Checklist – CM2250 Electrical and Electronics
 AEB 21.98 – Automotive and Bus Exhaust Gas Diffuser Installation Requirements
 AEB 21.100 – Automotive IQA Mechanical Checklist
 AEB 21.100 (Workbook) – Automotive IQA Mechanical Checklist-Workbook
 AEB 21.112 – Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation
Requirements
 AEB 21.140 – Air Shutoff Valve Installation Requirements
 AEB 24.41 – Air Shutdown Systems – Installation Requirements
 AEB 90.47 – Coolant and Coolant Filter Selection for Initial Engine Fill for ISM and
ISX
 AEB 121.12 – Cummins Delco 39MT-HD Starter Transition
 AEB 121.17 – Cummins Branded Electric Starter Performance Curves
 AEB 190.04 – Emissions Related OEM Product Change Control Process and EPA
Defect Reporting Process
 AEB 191.23 – On Board Diagnostics (OBD) Master Document – HD OBD
 AEB 191.24 – OEM Regulatory Agreement Support Information
Appendix I: Total Vehicle Distance
Law Department
To all OEM’s, Distributors and Dealers
It has come to Cummins attention that some of our OEMs, Distributors and dealers may
be using the total vehicle distance broadcasted by our engine ECM (via our standard
protocol identifiers, for example and without limitation, PID 245 Total Vehicle Distance)
as total vehicle miles for purposes of the vehicle odometer. This practice should cease
immediately. Cummins does not authorize this practice, has never authorized this
practice and will not authorize this practice in the future. You may incur significant legal
liabilities if you utilize the total vehicle distance broadcasted by our engine ECM as the
Cumulative Odometer Value (“Cumulative Odometer Value,” means the actual, total
miles recorded by the odometer).
The ECM is not designed to be the vehicle odometer. As you are aware, certain
maintenance and repair practices can result in a modification to or “zeroing out” of the
total vehicle distance broadcasted by the engine ECM. If you use the engine ECM’s
broadcast to set the Cumulative Odometer Value and the ECM data is modified or
“zeroed out,” this may be considered an unlawful and potentially criminal act.
Installation of any device extraneous to the engine ECM or the installation of

processes or procedures, by whatever means, that utilize the total vehicle
distance broadcasted by our engine ECM for the purpose of setting the
Cumulative Odometer Value may violate the Vehicle Information and Cost
Savings Act of 1972, as amended, 49 U.S.C. Section 32701 et seq., and other
state and federal laws and regulations. These statutes and regulations authorize
the imposition of significant civil, financial and criminal penalties, including
imprisonment.
Cummins disclaims any and all liability that may arise out of your decision,
contrary to its position in this notice, to use the total vehicle distance
broadcasted by our engine ECM as the Cumulative Odometer Value. Cummins
expressly forbids the use of its ECM and ECM broadcasted data for purposes of
setting the Cumulative Odometer Value.
If you have questions regarding the content of this notice or require further legal advice,
please contact your legal counsel. Thank you.
Ron B Lannan Jeff Seger William Nie

Executive Director Executive Director Senior Counsel
Electronics Product Line Automotive Customer Engineering Law Department
Appendix II: Drive Belt Tension

SAE Belt Belt Tension Gauge Part Belt Tension Belt Tension
Size No. New Range Used*
Click-type Burroughs N lbf N lbf
0.380 in 3822524 620 140 270 to 490 60 to 110
0.440 in 3822524 620 140 270 to 490 60 to 110
1/2 in 3822524 ST-1138 620 140 270 to 490 60 to 110
11/16 in 3822524 ST-1138 620 140 270 to 490 60 to 110
3/4 in 3822524 ST-1138 620 140 270 to 490 60 to 110
7/8 in 3822524 ST-1138 620 140 270 to 490 60 to 110
4 rib 3822524 ST-1138 620 140 270 to 490 60 to 110
5 rib 3822524 ST-1138 620 140 270 to 490 60 to 110
6 rib 3822525 ST-1293 710 160 290 to 580 65 to 130
8 rib 3822525 ST-1293 890 200 360 to 710 80 to 160
10 rib 3822525 3823138 1110 250 440 to 890 100 to 200
12 rib 3822525 3823138 1330 300 530 to 120 to 240
1070
12 rib K 3822525 3823138 1330 300 890 to 200 to 240
section 1070
NOTES:
This chart does not apply to automatic belt tensioners.
* A belt is considered used if it has been in service for ten minutes or longer.
* If used belt tension is less than the minimum value, tighten the belt to the maximum
used belt value.
Appendix III: Pre-Delivery Checklist

1. Ensure that the correct Operation and Maintenance Manual is included with the
vehicle.
2. Ensure proper fluids are used and engine is filled according to the specifications
listed in the Operation and Maintenance Manual. Also refer to the following
bulletins: “Cummins Engine Oil Recommendations (Bulletin No. 3810340)”, “Fuels
for Cummins Engines (Bulletin No. 3379001)”, “Cummins Coolant Requirements and
Maintenance (Bulletin No. 3666132)”.
3. Ensure that engine is started and warmed up according to the instructions listed in
the Operation and Maintenance Manual. Do not use unmetered ether to start.
4. Check engine idle speed with all applicable accessories engaged. Adjust to
specifications if necessary.
5. Check transmission fluid level (automatic transmission).
6. Check engine stall speed according to specifications (automatic transmission).
7. Check drive belts for noise, alignment, and tensions. Adjust tension if necessary.
8. Check cooling system and heater hoses for leaks, proper routing and clipping, and
separation from hot or rotating parts.
9. Check cold weather starting aid components for proper operation and installation.
10. Check electrical wiring/harness for routing, clipping, and separation from hot or
rotating parts.
11. Check exhaust system and components for proper installation and alignment.
Ensure proper clearance from any body parts. Check operation of exhaust brake if
equipped.
12. Check air intake system components for proper installation and alignment. Ensure
proper clearance from any body parts.
13. Check engine mounted noise components such as oil pan enclosures, cylinder block
panels, and treated valve covers for proper installation.
14. Ensure that no active fault codes are logged in the ECM. If fault codes are logged,
either correct the problem and clear the fault or call an Authorized Cummins Repair
Facility.
15. Ensure the DEF tank is filled to capacity. Failure to adequately fill the DEF tank will
result in the activation of warning lights and inducements to encourage the operator
to take action to fill the tank prior to becoming empty. For further detail on the tank
levels that will trigger the activation of warning lights and inducement refer to AEB
15.141 – CM2350 Electronic Subsystem Technical Package – OEM Programming
Guide, Aftertreatment SCR Control section.
Appendix IV: Fraction Conversions (inch and

mm)
Fraction inch mm Fraction inch mm
1/64 0.0156 0.397 33/64 0.5156 13.097
1/32 0.0313 0.794 17/32 0.5313 13.494
3/64 0.0469 1.191 35/64 0.5469 13.891
1/16 0.0625 1.588 9/16 0.5625 14.288
5/64 0.0781 1.984 37/64 0.5781 14.684
3/32 0.0938 2.381 19/32 0.5938 15.081
7/64 0.1094 2.778 39/64 0.6094 15.478
1/8 0.1250 3.175 5/8 0.6250 15.875
9/64 0.1406 3.572 41/64 0.6406 16.272
5/32 0.1563 3.969 21/32 0.6563 16.669
11/64 0.1719 4.366 43/64 0.6719 17.066
3/16 0.1875 4.763 11/16 0.6875 17.463
13/64 0.2031 5.159 45/64 0.7031 17.859
7/32 0.2188 5.556 23/32 0.7188 18.256
15/64 0.2344 5.953 47/64 0.7344 18.653
1/4 0.2500 6.350 3/4 0.7500 19.050
17/64 0.2656 6.747 49/64 0.7656 19.447
9/32 0.2813 7.144 25/32 0.7813 19.844
19/64 0.2969 7.541 51/64 0.7969 20.241
5/16 0.3125 7.938 13/16 0.8125 20.638
21/64 0.3281 8.334 53/64 0.8281 21.034
11/32 0.3438 8.731 27/32 0.8438 21.431
23/64 0.3594 9.128 55/64 0.8594 21.828
3/8 0.3750 9.525 7/8 0.8750 22.225
25/64 0.3906 9.922 57/64 0.8906 22.622
13/32 0.4063 10.319 29/32 0.9063 23.019
27/64 0.4219 10.716 59/64 0.9219 23.416
7/16 0.4375 11.113 15/16 0.9375 23.813
29/64 0.4531 11.509 61/64 0.9531 24.209
15/32 0.4688 11.906 31/32 0.9688 24.606
31/64 0.4844 12.303 63/64 0.9844 25.003
1/2 0.5000 12.700 1 1.0000 25.400
Conversion Factor: 1 inch = 25.4 mm
Appendix V: Newton-Meter to Foot-Pound

Conversions
N•m ft-lb N•m ft-lb N•m ft-lb
1 8.851 in-lb 55 41 155 114
5 44 in-lb 60 44 160 118
6 53 in-lb 65 48 165 122
7 62 in-lb 70 52 170 125
8 71 in-lb 75 55 175 129
9 80 in-lb 80 59 180 133
10 89 in-lb 85 63 185 136
1 0.738 90 66 190 140
12 9 95 70 195 144
14 10 100 74 200 148
15 11 105 77 205 151
16 12 110 81 210 155
18 13 115 85 215 159
20 15 120 89 220 162
25 18 125 92 225 165
30 22 130 96 230 170
35 26 135 100 235 173
40 30 140 103 240 177
45 33 145 107 245 180
50 37 150 111 250 18
NOTE: To convert from Newton-meters to kilogram-meters, divide Newton-meters by

9.803.
Appendix VI: Weight and Measures Conversions

From U.S. From Metric to
QUANTITY U.S. Customary Metric Customary to U.S. Customary
Metric Multiply By Multiply By
Unit Name Abbr Unit Name ABBR
2
Area sq. inch in sq. millimeters mm2 645.16 0.001550
2
sq. centimeters cm 6.452 0.155
2 2
sq. foot ft sq. meter m 0.0929 10.764
Fuel pounds per horsepower lb/hp-hr grams per kilowatt g/kW- 608.277 0.001645
Consumption hour hour hr
miles per gallon mpg kilometers per liter km/l 0.4251 2.352
gallons per mile gpm liters per kilometer l/km 2.352 0.4251
Force pounds force lbf Newton N 4.4482 0.224809
Length inch in millimeters Mm 25.4 0.039370
foot ft millimeters Mm 304.801 0.00328
Power horsepower hp kilowatt kW 0.746 1.341
Pressure pounds force per sq. inch psi kilopascal kPa 6.8948 0.145037
inches of mercury in Hg kilopascal kPa 3.3769 0.29613
inches of water in H2O kilopascal kPa 0.2488 4.019299
inches of mercury in Hg millimeters of mm Hg 25.40 0.03937
mercury
inches of water in H2O millimeters of water mm 25.40 0.03937
H2O
bars bars kilopascals kPa 100.001 0.00999
bars bars millimeters of mm Hg 750.06 0.001333
mercury
Temperature Fahrenheit F centigrade C (F-32) /1.8 (1.8 x C) +
32
Torque pound force per foot ft-lb Newton-meter Nm 1.35582 0.737562
pound force per inch in-lb Newton-meter Nm 0.113 8.850756
Velocity miles/hour mph kilometers/hour kph 1.6093 0.6214
Volume gallon (U.S.) gal. liter L 3.7853 0.264179
gallon (Imp) gal. liter L 4.546 0.219976
3
cubic inch in liter L 0.01639 61.02545
3 3
cubic inch in cubic centimeter cm 16.387 0.06102
Weight (mass) pounds (avoir.) lb kilograms kg 0.4536 2.204623
Work British Thermal Unit BTU joules J 1054.5 0.000948
British Thermal Unit BTU kilowatt-hour kW-hr 0.000293 3414
horsepower hours hp-hr kilowatt-hour kW-hr 0.746 1.341
Appendix VII: Capscrew Markings and Torque

Values
CAUTION
When replacing capscrews, always use a capscrew of the same measurement

and strength as the capscrew being replaced. Using the wrong capscrews can
result in engine damage.
Metric capscrews and nuts are identified by the grade number stamped on the head of
the capscrew or on the surface of the nuts. U.S. Customary capscrews are identified by
radial lines stamped on the head of the capscrew.
The following examples indicate how capscrews are identified:
Metric - M8 - 1.25 x 25 U.S. Customary [5/16 x 18 x 1-1/2]

M8 - 1.25 x 25 5/16 x 18 x 1-1/2
Major thread diameter in inches
Major thread diameter in millimeters
Number of threads per inch
Distance between threads in millimeters
Length in inches
Length in millimeters
Length in inches
NOTES:
1. Always use the torque values listed in the following tables when specific torque
values are not available.
2. Do not use the torque values in place of those specified in other sections of this
manual.
3. The torque values in the table are based on the use of lubricated threads.
4. When the ft-lb value is less than 10, convert the ft-lb value to in-lb to obtain a better
torque.
5. Torque with an in-lb torque wrench. Example: 6 ft-lb equals 72 in-lb.
Capscrew Markings and Torque Values – Metric
Commercial Steel Class: 8.8 10.9 12.9
Capscrew Head Markings
Body
Size Torque 8.8 Torque 10.9 Torque 12.9
Diam Cast Iron Aluminum Cast Iron Aluminum Cast Iron Aluminum
mm Nm ft-lb Nm ft-lb Nm ft-lb Nm ft-lb Nm ft-lb Nm ft-lb
6 9 5 7 4 12 9 7 4 14 9 7 4
7 14 9 11 7 18 14 11 7 23 18 11 7
8 25 18 18 14 33 25 18 14 40 29 18 14
10 45 33 30 25 60 45 30 25 70 50 30 25
12 80 60 55 40 105 75 55 40 125 95 55 40
14 125 90 90 65 165 122 90 65 195 145 90 65
16 180 130 140 100 240 175 140 100 290 210 140 100
18 230 170 180 135 320 240 180 135 400 290 180 135
Capscrew Markings and Torque Values – U.S. Customary
SAE Grade Number 5 8
Capscrew Head Markings

Capscrew Torque – Capscrew Torque –
Grade 5 Capscrew Grade 8 Capscrew
Capscrew
Cast Iron Aluminum Cast Iron Aluminum
Body Size
N
Nm ft-lb ft-lb Nm ft-lb Nm ft-lb
m
1/4 - 20 9 7 8 6 15 11 8 6
1/4 - 28 12 9 9 7 18 13 9 7
5/16 - 18 20 15 16 12 30 22 16 12
5/16 -24 23 17 19 14 33 24 19 14
3/8 - 16 40 30 25 20 55 40 25 20
3/8 - 24 40 30 35 25 60 45 35 25
7/16 - 14 60 45 45 35 90 65 45 35
7/16 -20 65 50 55 40 95 70 55 40
1/2 - 13 95 70 75 55 130 95 75 55
1/2 - 20 100 75 80 60 150 110 80 60
9/16 - 12 135 100 110 80 190 140 110 80
9/16 - 18 150 110 115 85 210 155 115 85
5/8 - 11 180 135 150 110 255 190 150 110
5/8 - 18 210 155 160 120 290 215 160 120
3/4 - 10 325 240 255 190 460 340 255 190
3/4 - 16 365 270 285 210 515 380 285 210
7/8 - 9 490 360 380 280 745 550 380 280
7/8 - 14 530 390 420 310 825 610 420 310
1-8 720 530 570 420 1100 820 570 420
1 - 14 800 590 650 480 1200 890 650 480
Appendix VIII: Pipe Plug Torque Values

Size Torque Torque
In Aluminum In Cast Iron or Steel
Thread Actual Thread in O.D.
Components Components
in in Nm ft-lb Nm ft-lb
1/16 0.32 5 45 in-lb 15 10
1/8 0.41 15 10 20 15
1/4 0.54 20 15 25 20
3/8 0.68 25 20 35 25
1/2 0.85 35 25 55 40
3/4 1.05 45 35 75 55
1 1.32 60 45 95 70
1-1/4 1.66 75 55 115 85
1-1/2 1.90 85 65 135 100
Revision History
Revision Date Author Change Page(s)
7 23Jul14 W. Rhodes  Changed text from “will be reset on a key cycle” to “can be configured 66
to reset on a key cycle or be saved over a key cycle”.
6 29Apr14 W. Rhodes  Added text “The adjustment to the maximum vehicle speed will be 66
reset on a key cycle.”
5 16Dec13 K. Roshak  Changed the required implementation date for the DEF Quality 7, 9
Sensor to Jan. 1, 2016.
4 23Sep13 J.D. Acton  Changed all instances of: Regeneration Inhibit Switch, Regeneration Throughout
Particulate Filter Inhibit Switch, and Regen Inhibit Switch to Diesel
Particulate Filter Regeneration Inhibit Switch.
 Changed all instances of: Ambient Air Temperature, Ambient Air Throughout
Temperature Signal, ambient air temperature sensor, and Ambient Air
Temperature sensor, to Ambient Air Temperature Sensor.
 Changed all instances of: J1939 Public Datalink, J1939 Datalink, Throughout
J1939 datalink, and J1939 communications to SAE J1939 Data Link.
 Changed the In-Tank DEF Quality Sensor from a required sensor to a 7 and 9
required sensor for 2015 engines and an optional sensor for 2013
engines.
 Removed the Vehicle Electrical System Voltage parameter description 182
since this parameter cannot be adjusted in ISB and ISL engines and
should not be adjusted by the OEM in ISX engines.
3 27Aug12 J.D. Acton  Changed all instances of: Engine Stop lamp, Red Stop, Stop engine, Throughout
lamp, STOP lamp, engine stop lamp, stop lamp, Engine Red Stop
Lamp, and Red lamp to Red Stop Lamp.
 Changed all instances of: amber warning lamp, Amber Warning, Throughout
Engine Amber Warning Lamp, Warning lamp, warning lamp, and
engine warning lamp to Amber Warning Lamp.
 Changed all instances of: Diesel Exhaust Fluid lamp, Diesel Exhaust Throughout
Fluid (DEF) lamp, and low DEF warning lamp to Diesel Exhaust Fluid
Lamp.
 Changed all instances of: Wait To Start Lamp, Wait To Start lamp, Throughout
Wait to Start indicator, and Wait-to-Start lamp to Wait to Start Lamp.
 Changed all instances of: MIL Lamp to Malfunction Indicator Lamp. Throughout
 Changed all instances of: Air Conditioner Pressure Switch, Air Throughout
Conditioner Pressure switch, A/C Pressure Switch, and AC Switch to
Air Conditioning Pressure Switch.
 Changed all instances of: DEF tank temperature and DEF tank Throughout
Temperature to Diesel Exhaust Fluid Tank Temperature.
Revision Date Author Change Page(s)

2 03Aug12 J.D. Acton  Changed owner from Yiping Zhuang to J.D. Acton 1
 Removed references to the ISC8.3 engine. 1, 78
 Changed ISL8.9 to ISL9 and ISX11.9 to ISX12. Throughout
 Removed DEF quality Sensor Signal from OBD Table. 2
 Added Wait to Start Lamp to OBD Table. 3
 Added battery disconnect requirement. 4
 Added the Vehicle Speed Sensor is an OBD sensor. 5
 Added vehicle J1939 datalink connection MUST connect to the ECM 5
without going through a gateway device.
 Added Wait to Start OBD requirements. 5
 Added the OEM MUST use a cable clamp on the OEM harness 6
connector.
 Added OEM Switched Battery to the 12-pin Delegated Assembly 8
Jumper MUST be the same as engine voltage.
 Changed NOx sensor ECU temperature to 125 °C and 115 °C to 8
match AEB 15.140.
 Changed DPF/SCR Exhaust Gas Temperature maximum temperature 9
to 125 °C to match AEB 15.140.
 Added Fuel Tank Level Sensor. 9
 Completely changed battery disconnect section to match AEB 15.139. 10, 11
 Added cable clamp requirements.
 Added all Medium Duty and Heavy Duty 2013 products are now 13
required to meet U.S. HD OBD standards. 23
 Added the following to the 2013 Major Changes on Electronic System
section: 23, 24
o Accelerator Brake Override
o Dual PWM Accelerator
o Battery Power Required Lamp
o Fan Clutch Minimum On Time
o Idle Shutdown Hot Ambient Automatic Override Mode
Enable
o Remote Station PTO
o Parking Brake PTO Interlock
o Transmission Neutral interlock
o PTO Pump Mode
 Added AEB 15.149. 24
 Added Accelerator Brake Override feature. 26 – 28
 Made several changes to the; Diesel Exhaust Fluid Low Level 47 – 49
Warning and Inducement Table to match other electronic AEBs.
 Added Air Intake Throttle information to the Air Shutoff Valve section. 50
 Changed Battery Voltage Monitor to Alternator Failure Warning.
 Added Battery Power Required Lamp feature. 52
 Changed fan on with engine brake from 100% to 67%. 54, 55
 Added High Soot Idle Shutdown feature. 81
 Added clarity to the J1939 Multiplexing section. 93, 94
 Added Remote Station PTO feature. 100
 Added clarity to the switched maximum engine operating speed 127 – 143
switch logic. 166
 Clarified the vehicle speed interaction of the Transmission Driven
PTO feature description. 173
1 04Aug11 J.D. Acton New AEB

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Application

Filtration Emission Solutions

Engine models included: 2013 ISB6.7, ISL9, ISX12, and ISX15

Owner: Ian Alsman / Approver: per Procedure VPI-GAE-0001 Page 1 of 216

This AEB supersedes AEB 15.142 dated 29 April 2014

On Board Diagnostics (OBD) Requirements –

HD OBD Component Section

HD OBD Component Section

2013 Component Requirements for Body Builders

 Vehicle Speed Sensor

1. The procedures in the ECM to Vehicle Connection Procedure MUST be followed

3. The ECM MUST NOT be connected to a battery disconnect device unless

4. Battery disconnect switches, if installed MUST disconnect the positive circuit.

7. ECM positive power circuit MUST be protected by an automotive type fuse (a

13. Acceleration Position Sensor #1 and Acceleration Position Sensor #2 MUST be

16. Any single ECM Return MUST NOT exceed 6 A.

22. Cummins specified emissions devices MUST be on the Engine/Aftertreatment

26. Wire size MUST be minimum 20 AWG for ECM I/O.

37. The thermal shielding effectiveness of the aftertreatment diesel particulate

48. Supply Module MUST NOT be exposed to temperatures greater than 85 °C

a. Conform to Table 1 (Appendix) electrical requirements.

b. Conform to system configuration layout as defined within AEB 21.112 –

c. Successfully pass on-vehicle pressure drop testing as defined within AEB

55. OEM MUST provide heated connectors for these lines.

ECM to Vehicle Connection Procedure

Vehicle Chassis Grounding

Data Link Device Power Connections:

Electronic Transmission Controller Interface Wiring

1. For automatic transmission applications requiring a discrete signal to disengage a

5. The Engine/Aftertreatment Communication Network is used for Cummins emission

9. For Ambient Air Temperature Sensor specification and installation requirements,

Welding on a Vehicle with an Electronically Controlled Engine

Vehicle Speed and Total Distance Broadcasting

Engine Brake Cruise Control Activation ..................................................................... 72

Implementation ......................................................................................................... 123

Overview .................................................................................................................. 166

Overview .................................................................................................................. 198

2013 Major Changes on Electronic System

Note: AEB 15.139 – CM2350 Electronic Subsystem Technical Package –

Accelerator Brake Override

Service Brake Pedal Pressed

Service Brake Validation Switch

CM2350 Service Brake

Figure 1. Service Brake Validation Switch Connection

1) Connect a PC to the CM2350 ECM.

Figure 2. Configuration Example of Accelerator Brake Override

Accelerator Interlock Switch

ECM Switch Return

Figure 3. Accelerator Interlock Switch Connection

The Accelerator Interlock feature is programmable. If a hard wired or J1939 multiplexed

6) Connect a PC to the CM2350 ECM.

10) If Enable is selected, double click on Accelerator Interlock to show Accelerator

Figure 4. Configuration Example of Accelerator Interlock

Analog Accelerator Position 1 Supply

OEM Sensor Supply

Figure 5. Analog Accelerator Switch Connection

PWM Accelerator Position 1 Supply

OEM Sensor Supply

Figure 6. PWM Accelerator Switch Connection

1) Connect a PC to a CM2350 ECM.

Figure 7. Configuration Example of Accelerator Pedal

Adaptive Cruise Control

Adaptive Cruise Control is a programmable feature. There are two trimmable