Aeb15.22 OEM Programing

Application
Engineering
Bulletin
Title: This AEB is for the following applications:
CM570 Electronic Technical Package
– Programming Guide Automotive Industrial Marine
G-Drive Genset
Filtration Emission Solutions

Refer to AEB 9.01 for Safety Practices,
Date: December 14, 2012 AEB Number: 15.22
Guidelines and Procedures
Engine models included: Signature 600, ISX, ISM
Owner: Walter Rhodes Approver: per Procedure VPI-GAE-0001 Page 1 of 83
This AEB supersedes AEB 15.22 dated December 6, 2005
The CM570 OEM Electronic Subsystem Technical Package is written to assist OEMs in designing and
interfacing with Engine Electronics and Electrical components. The CM570 is a new Electronic Control
Module that controls the Cummins Engine models Signature 600, ISX, and ISM. This technical package
contains four separate Application Engineering Bulletins (AEBs). Each Section Description and AEBs are
as follows:
1. OEM INTERFACES (AEB 15.20): This book contains information on Pinouts, Signals, and the Wiring
Diagrams.
2. OEM COMPONENTS (AEB 15.21): This book contains component electrical characteristics and
component drawings.
3. PROGRAMMING GUIDE (AEB 15.22): This book contains information on electronic programmable
features and parameters.
4. OEM SERIAL COMMUNICATIONS (AEB 15.24): This book contains information on how to design and
interface with the SAE J1939 and J1708/1587 datalink.
Please contact the author(s) of the book for questions, comments or corrections.
Cummins Confidential
CM570 Electronic Subsystem
Programming Guide – AEB 15.22
Programming Guide
CM570 Electronic Subsystem Technical Package
Automotive Market
Heavy Duty Diesel Program
Signature, ISX, & ISM Engines
Software Release Phase 8
Cummins Inc.
Columbus, Indiana 42701
This document and the information herein, are CONFIDENTIAL and PROPRIETARY and are intended for the
use of Cummins approved OEMs. This document MUST not be disclosed to any third parties other than Cummins
approved OEMs in hard copy or electronic form.
Cummins Confidential Page 2 of 83

Table of Contents
How to Use This Document ................................................................................ 4
Structure................................................................................................................................................................ 4
Content .................................................................................................................................................................. 4
Vehicle Information .............................................................................................. 6

Vehicle Setup ......................................................................................................... 8
Starter Lockout Feature .................................................................................... 12
Electronic Air Compressor Governor Feature ............................................ 13
Water in Fuel Sensor Feature .......................................................................... 14
Centinel System................................................................................................... 15
Fan Control ........................................................................................................... 17
Fan 2 Control ........................................................................................................ 22
Top-2 ....................................................................................................................... 26
Powertrain Protection ........................................................................................ 28
PTO/Remote PTO ................................................................................................ 38
Remote Accelerator Feature ............................................................................ 44
VS or Automotive Governor ............................................................................. 45
Maximum Switched Engine Speed ................................................................. 47
Road Speed Governor ....................................................................................... 48
Cruise Control ...................................................................................................... 52
Idle Governor ........................................................................................................ 57
Idle Shutdown ...................................................................................................... 58
Gear Down Protection........................................................................................ 62
Engine Compression Brake ............................................................................. 66
Engine Protection ............................................................................................... 70
VSS Anti-Tamper ................................................................................................. 72
Password Protection .......................................................................................... 74
Other Ranges and Defaults .............................................................................. 76
Revision History ..................................................................................................... 83

How to Use This Document

Structure
Purpose. This document provides descriptions of customer-programmable features and parameters
available with the CM570 electronic subsystem. This document attempts to provide the information
necessary to intelligently program each feature and parameter. Every OEM- and field-programmable
feature and parameter is included. Programming access to each feature and parameter will vary
according to programming tool and programmer security level.
Organization. Features and parameters are organized into bundles. Features and parameters within the
same bundle share the same functional knowledge base and are typically interdependent. Normally, a
bundle is named for its independent feature, this feature must be enabled in order to program dependent
features and parameters in the bundle. Each bundle contains descriptions for its member features and
parameter. When programmable feature or parameter descriptions do not fully define the function of the
bundle, an Introduction is included which describes non-programmable features and parameters.
Content
Ranges and Defaults Table. Every bundle is preceded by a Ranges and Defaults table. The first column
of this table lists each feature and parameter contained in the bundle. The remaining columns are
Range, Default, Programmed By OEM1, Programmed By OEM2, and Programmed By Field.
a. Range Column. This column defines the practical range of the corresponding feature or parameter.
This range may be the possible selections, or the highest and lowest possible analog values. These
values may or may not be enforced by the programming tool. This range may be further limited by a
functional range, refer to Programming Paragraph.
b. Default Column. This column defines the pre-programmed value of the corresponding feature or
parameter when the engine leaves the Cummins factory. Default values may be changed when the
OEM assembles the vehicle, end users must use a programming tool to determine the current default
value.
c. Programmed By OEM1 Column. This column indicates which features and parameters are typically
programmed by the first OEM. At the minimum, the first OEM incorporates the engine and drivetrain
into the vehicle chassis. Features and parameters programmed by the first OEM are not limited to
those indicated in the OEM1 column.
d. Programmed By OEM2 Column. This column indicates which features and parameters are typically
programmed by the second OEM. The second OEM, sometimes referred to as a bodybuilder,
completes or modifies an engine/chassis assembly for a specific purpose, i.e. a dump truck. Features
and parameters programmed by the second OEM are not limited to those indicated in the OEM2
column.
e. Programmed By Field Column. This column indicates which features and parameters are typically
programmed by the end user. The end user does not perform hardware modifications. Examples are
fleet owners and owner/operators. Features and parameters programmed by the end user are not
limited to those indicated in the Field column.
Application Paragraph. Every feature and parameter description contains an Application paragraph
which defines the relevance of the feature or parameter to the vehicle. This paragraph describes the
function and purpose of the feature or parameter. Conditions are described which must be met for proper
application of the feature or parameter. Any hardware required for operation of the feature or parameter
is referenced.

Operation Paragraph. Some feature and parameter descriptions contain an Operation paragraph which
provides a knowledge base to intelligently program the feature or parameter. This paragraph describes
the response of the CM570 control system due to the feature or parameter. Conditions are described
which must be met for proper operation of the feature or parameter.
Operational Scenario Paragraph. Some feature and parameter descriptions contain an Operational
Scenario paragraph which supplements operation information. The Operational Scenario paragraph
describes the operation of the subject feature or parameter under practical conditions. This enhances the
knowledge base for features or parameters with complicated operational descriptions.
Programming Paragraph. Every feature and parameter description contains a Programming paragraph
which defines the process for determining the appropriate feature selection or parameter value. This
paragraph describes rules and conditions for programming the feature or parameter. This paragraph also
defines functional range limitations which impose minimum or maximum parameter values due to
interdependencies with other parameters.
Programming Scenario Paragraph. Some feature and parameter descriptions contain a Programming
Scenario paragraph which supplements programming information. The Programming Scenario
paragraph describes programming of the subject feature or parameter under practical conditions. This
exercises the programming process for features or parameters with complicated programming
descriptions.
Information Not Included In This Document

J1939 Features and Parameters. Any feature or parameter that programs the J1939 data bus or J1939
switch multiplexing is described in a separate document. The separate document also contains any
J1939-related information for features and parameters described in this document. This reduces the
complexity of the Programming Guide’s feature and parameter descriptions.
Delayed Features and Parameters. In the spirit of continuous improvement, some features and
parameters which are already available in the Phase 8 software release will be described in the next
issue of the Programming Guide. This permits Revision 0 to be released in a timely manner. Features
and parameters within the following bundles will be described in a later release:
a. Driver Reward
b. Maintenance Monitor
c. Real-Time Clock
d. Trip Information
e. Vehicle Anti-Theft
f. Programmable Power

Vehicle Information
Vehicle Information – Ranges and Defaults
Programmed By:
Feature or Parameter Range Default OEM 1 OEM 2 Field
0-20 blank
Vehicle ID Number parameter alphanumeric 
characters
0-15 blank
Vehicle Model parameter alphanumeric 
characters
0-15
Vehicle OEM Name parameter alphanumeric 
characters
0-10 blank
Vehicle Year parameter alphanumeric 
characters
0-15 blank
Customer Location parameter alphanumeric   
characters
0-15 blank
Customer Name parameter alphanumeric   
characters
0-10 blank
Customer Unit Number parameter alphanumeric   
characters
Vehicle OEM Name Parameter

Vehicle Model Parameter
Vehicle ID Number Parameter
Vehicle Year Parameter
Customer Location Parameter
Customer Name Parameter
Customer Unit Number Parameter
Application. These parameters program vehicle and customer information that may be accessed using
the Data Plate feature. This information is used only for identification purposes. This information does
not affect the operation of the engine in any manner. These parameters are defined as follows:
a. 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.
b. 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.
c. 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 should be programmed by the OEM
when the vehicle is manufactured, and is reprogrammed only when the engine is installed in a
different vehicle.

d. 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.
e. 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.
f. 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.
g. 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.
Programming. Programming varies between vehicle and customer parameters.
a. Vehicle Parameters. The Vehicle OEM Name parameter, Vehicle Model parameter, Vehicle ID
Number parameter, and Vehicle Year parameter should be programmed when the engine is installed.
b. Customer Parameters. For customer convenience, the OEM may wish to program the Customer
Location parameter, Customer Name parameter, and Customer Unit Number parameter when the
engine is installed. Otherwise, the vehicle owner can program these parameters as desired.

Vehicle Setup
Vehicle Setup – Ranges and Defaults
Programmed By:
Vehicle Setup Switch Usage Set/Coast Set/Coast

parameter Set/Accel
Manual Manual
Automatic
Vehicle Setup Transmission Type
Fully Automatic 
parameter
Partially
Automatic
Vehicle Setup Top Gear 0.10-2.00 0.73

Transmission Ratio parameter
Vehicle Setup Gear Down 0.80-3.00 Sig 0.86
ISX/ISM 1.00 
Transmission Ratio parameter
None Magnetic
Magnetic Pickup Pickup
Mechanical
Vehicle Setup VSS Type parameter 
Tachograph
Datalink – VSS
Datalink - Tailshaft
Vehicle Setup Transmission Number 6-20 16

of Tailshaft Gear Teeth parameter
Vehicle Setup Rear Axle Ratio 2.00-15.97 3.73

parameter
Vehicle Setup Tire Revolutions 370-700 Sig/ISX 516

parameter revs/mile ISM 501
1-6 alphanumeric 000000
OEM Password parameter  
characters
Vehicle Setup Switch Usage Parameter

Application. This parameter reverses the switch throws for certain functions of the Set/Resume switch.
This permits the OEM to tailor the Set/Resume switch in accordance with their normal switch labeling
practices.
a. The Set/Resume switch operates as many as five features: Diagnostics, Cruise Control, Power Take-
Off (PTO), Idle Adjustment (part of Idle Governor), and Accelerator Maximum Vehicle Speed Adjust
(part of Road Speed Governor, RSG). The Set/Resume switch is capable of requesting as many as
18 functions from two switch positions, SET and RESUME.
b. The Vehicle Setup Switch Usage parameter has two options: SET/ACCEL or SET/COAST. Each
selection provides a different grouping of the 18 switch functions from the two switch positions. These
groupings are defined in the Set/Resume Switch Function Groupings table.

Set/Resume Switch Functions Grouping
Set/Resume Switch Function Requested

with Set/Accel Programmed with Set/Coast Programmed
Feature
at Resume at Resume
at Set Position at Set Position
Position Position
Diagnostics Increment Decrement Decrement Increment
Set Resume Set Resume
Cruise Control Bump-Up Bump-Down Bump-Down Bump-Up
Accel Coast Coast Accel
Set Speed Resume Speed Set Speed Resume Speed
PTO
Ramp-Up Ramp-Down Ramp-Down Ramp-Up
Idle Governor Increment Decrement Decrement Increment
Bump-Up Bump-Down Bump-Down Bump-Up
RSG
Accel Coast Coast Accel
Programming. The Vehicle Setup Switch Usage parameter is typically programmed so that a desired
combination of Cruise Control functions is available on the same Set/Resume switch position. Of course,
the Set function is always available from the SET position, and the Resume function is always available
from the RESUME position.
a. If it is desired that the Bump-Up and Accel functions be available from the SET position, then
SET/ACCEL should be programmed. This will also make the Bump-Down and Coast functions
available from the RESUME position.
b. If it is desired that the Bump-Down and Coast functions be available from the SET position, then
SET/COAST should be programmed. This will also make the Bump-Up and Accel functions available
from the RESUME position.
Vehicle Setup Transmission Type

Application. This parameter defines the type of transmission that is installed in the vehicle. There are
four selections for this parameter.
a. Manual. This transmission is shifted by the driver through every gear. A clutch switch should be
installed. This transmission does not contain a torque converter.
b. Automatic. This transmission is not shifted by the driver. This transmission provides hydromechanical
powershifts for each gear change. A clutch switch is not installed. This transmission contains a torque
converter. Examples are Allison, Voith, and ZF transmissions.
c. Fully Automated. This transmission is not shifted by the driver. Engine power is modulated for every
gear change. A clutch switch should be installed for stopping and launch only. This transmission does
not typically contain a torque converter. Examples are Eaton AutoShift, Meritor ESS, and Meritor
SureShift.
d. Partially Automated. This transmission is shifted by the driver in the lower gears only. Engine power
is modulated for upper gear changes. A clutch switch should be installed. This transmission does not
contain a torque converter. Examples are Eaton Top-2 and Spicer AutoMate-2.
Programming. Select the type of transmission that is installed in the vehicle. Any transmission that
deviates from the above description must be pre-approved by a Cummins applications engineer.
Note: If a manual, automated, or partially automated transmission is installed that contains a
torque converter, the Vehicle Speed Sensor Anti-Tampering feature must be disabled. This will prevent
false activation of FC 242 and possibly engine speed derates.

Vehicle Setup Top Gear Transmission Ratio Parameter

Vehicle Setup Gear Down Transmission Ratio Parameter
Application. These parameters define the gear ratios of the top two transmission gears. This allows the
ECM to determine when the transmission is operating in either of the top two gears. This information is
used by features such as Top2 Autoshift, VSS Anti-Tamper, Cruise Control, Road Speed Governor, and
Gear-Down Protection to help determine state transition logic and to perform required calculations.
Programming. These parameters are set to gear ratio values supplied by the manufacturer of the
transmission that is installed in the vehicle. The Vehicle Setup Top Gear Transmission Ratio parameter is
set to the gear ratio of the top gear, i.e. the 10th gear of a 10-gear transmission. The Vehicle Setup Gear
Down Transmission Ratio parameter is set to the gear ratio of the 1st gear down, i.e. the 9th gear of a 10-
gear transmission.
Note: The Vehicle Setup Gear Down Transmission Ratio parameter must be greater than the Vehicle
Setup Top Gear Transmission Ratio parameter.
Vehicle Setup VSS Type Parameter

Vehicle Setup Transmission Number of Tailshaft Gear Teeth Parameter
Application. The Vehicle Setup VSS Type parameter defines the type of vehicle speed input to the ECM.
This permits the ECM to determine vehicle speed and/or gear ratio. Vehicle speed and gear ratio are
used by many automotive features to help determine state transition logic and to perform required
calculations. The Vehicle Setup VSS Type parameter can select five vehicle speed sources:
a. Magnetic Pickup. This is a dedicated VSS that is used in combination with a speedometer gear, also
called a tone wheel, mounted on the transmission tailshaft. The number of teeth on the speedometer
gear must be defined by the Vehicle Setup Transmission Number of Tailshaft Gear Teeth parameter.
This VSS is in close proximity to the speedometer gear. The VSS generates a pulse as each
speedometer gear tooth passes by.
b. Mechanical. This is a dedicated VSS, also called a mini-gen, that is driven by the vehicle’s
speedometer cable. The VSS uses the electromagnetic principle to generate a sinusoidal signal with a
frequency that is proportional to the speed of the drive cable. For each cable rotation, the VSS
generates 30 cycles of AC voltage. This type of VSS requires pre-approval by a Cummins
applications engineer, otherwise unsatisfactory engine performance may result.
c. Tachograph. This is a dash-mounted instrument cluster and datalogging device, used primarily for
European applications, that also supplies a vehicle speed signal. This device supplies a pulse stream
with variable frequency and a fixed pulse width. The frequency of the pulse stream represents the
speed of the transmission tailshaft. Pulse width is standardized to represent the conversion factor
from tire size and axle ratio. The CM570 Subsystem will support this application in Phase 9.
d. Datalink - VSS. This selection is also known as J1939 With Gear Ratio. This is a proprietary J1939
message containing vehicle speed in kilometers/hour.
e. Datalink - Tailshaft. This selection is also known as J1939 Without Gear Ratio. This is an SAE J1939
message supplied by a transmission equipped with its own VSS. This message consists of
transmission tailshaft speed in RPM.
Programming. The Vehicle Setup VSS Type parameter should be set to the type of vehicle speed
source that is used for the vehicle. Do not select Tachograph or Datalink - VSS under any circumstance.
If no there is no vehicle speed source, select None. If Vehicle Setup VSS Type is set to Magnetic Pickup
VSS, then the Vehicle Setup Transmission Number of Tailshaft Gear Teeth parameter should be set to
the appropriate value for the speedometer gear that is used. Otherwise, it is not necessary to program
the Vehicle Setup Transmission Number of Tailshaft Gear Teeth parameter.
Note: The selection of None for the Vehicle Setup VSS Type parameter will result in reduced
functionality, especially for automotive features.

Vehicle Setup Rear Axle Ratio Parameter

Vehicle Setup Tire Revolutions Parameter
Application. The Vehicle Setup Rear Axle Ratio parameter defines the gear ratio of the differential gears
on the rear axle. The Vehicle Setup Tire Revolutions parameter defines tire size by specifying the
number of revolutions the tire would experience during one mile of travel. When transmission tailshaft
speed is known, the ECM uses these parameters to calculate vehicle speed. When vehicle speed is
known, the ECM uses these parameters to calculate transmission tailshaft speed, which is required to
detect current transmission gear ratio.
Programming. The Vehicle Setup Rear Axle Ratio parameter should be set to the gear ratio defined by
the axle manufacturer. The Vehicle Setup Tire Revolutions parameter should be set to the rev/mile
defined by the tire manufacturer.
OEM Password Parameter

Application. The OEM password allows the holder to program features and parameters bundled under
the headings Powertrain Protection and Programmable Power. By assigning an OEM Password
parameter, the OEM can prevent the vehicle owner from altering these OEM-programmable settings.
Programming. If the OEM programs any features or parameters bundled under Powertrain Protection or
Programmable Power, then the OEM should program the OEM Password parameter. If the OEM does
not program any features or parameters bundled under Powertrain Protection or Programmable Power,
then the OEM should not program the OEM Password parameter.

Starter Lockout Feature

Starter Lockout Feature – Range and Default
Programmed By
Feature Range Default OEM 1 OEM 2 Field
Starter Lockout feature Enable/Disable Enabled  
Application. The Starter Lockout feature prevents the starter motor from engaging after the engine has
already started. This should extend starter life. The Starter Lockout feature is especially useful for
vehicles where the operator is not in close proximity with the engine. In order for the Starter Lockout
feature to operate, an OEM-supplied Starter Lockout relay must be installed. This relay is inserted into
the engine start circuit as shown below.
Starter Lockout Relay Control

Operation. The Starter Lockout feature exists in one of two states, Permit Start or Inhibit Start.
a. Permit Start. The starter lockout relay is not energized whenever the engine is stopped or being
cranked for starting. This permits the start command, supplied by the start button, to be applied to the
existing start relay, thus engaging the starter.
b. Inhibit Start. The starter lockout relay is energized whenever the engine is running. This prevents the
start command from being applied to the existing start relay, and prevents starter engagement.
Programming. If the Starter Lockout relay is installed and the Starter Lockout feature is desired, then the
Starter Lockout feature should be enabled. If the Starter Lockout relay is not installed or the Starter
Lockout feature is not desired, then the Starter Lockout feature should be disabled.

Electronic Air Compressor Governor Feature

Electronic Air Compressor Governor Feature – Range and Default
Programmed By
Electronic Air Compressor Governor
Enable/Disable Disabled 
feature
Application. The Electronic Air Compressor Governor feature controls the operation of the air
compressor in an attempt to maintain air pressure within acceptable limits. The air compressor is
controlled in a manner that will reduce its impact on the engine, resulting in increased engine
performance and fuel economy compared to mechanical air compressor governors. A compatible
electronic air compressor governor (E-governor) must be installed. The E-governor contains an air
pressure sensor and an air control valve which interface with the ECM as shown below.
Electronic Air Compressor Governor Control

Operation. The Electronic Air Compressor Governor feature loads (enables) or unloads (disables) the air
compressor in accordance with wet tank pressure and engine motoring state. The engine is motoring if
little or no fuel is being consumed, for example when the vehicle is travelling downhill.
a. Load Compressor. The compressor starts pumping air when wet tank pressure falls to 105 PSI. If the
engine is motoring, the compressor starts pumping air when wet tank pressure falls to 115 PSI. If an
air pressure sensor fault or the valve control signal fault becomes active, the compressor starts
pumping.
b. Unload Compressor. The compressor stops pumping air when wet tank pressure reaches 125 PSI. If
the engine is motoring, the compressor stops pumping when wet tank pressure reaches 135 PSI.
However, the compressor will continue to pump as long as the air pressure sensor fault or the valve
control signal fault remain active.
Programming. If the E-governor is installed, then the Electronic Air Compressor Governor feature should
be enabled. If a mechanical air compressor governor is installed, than the Electronic Air Compressor
Governor feature should be disabled.
Note: If the Electronic Air Compressor Governor feature is enabled when the E-governor is not installed,
one or more faults will result. These faults can be cleared, after the E-governor has been installed, by
using a Cummins service tool.

Water in Fuel Sensor Feature

Water in Fuel Sensor Feature – Range and Default
Programmed By
Sig/ISX Enabled
Water in Fuel Sensor feature Enable/Disable 
ISM Disabled
Application. The Water In Fuel Sensor feature detects the presence of water in the Water-In-Fuel (WIF)
collection tank. The WIF collection tank is located in the bottom of a special fuel filter which replaces the
conventional engine fuel filter. A WIF sensor located in the collection tank can detect the presence of
water. If water is detected, the Maintenance lamp notifies the driver that the WIF collection tank should
be drained, thus preventing possible injector damage.
Operation. The WIF sensor consists of two electrical probes that extend into the collection tank. These
probes measure the conductivity of the liquid in the collection tank. As fuel passes through the special
fuel filter, water, which is heavier than fuel, settles in the collection tank. When enough water collects, the
conductivity measured by the WIF sensor increases beyond a threshold value. After a short time delay to
prevent false triggering, a fault code becomes active and the Maintenance lamp lights.
Programming. If water-in-fuel detection is desired and the special WIF fuel filter is installed, then the
Water In Fuel Sensor feature should be enabled. If water-in-fuel detection is not desired or the special
WIF fuel filter is not installed, then the Water In Fuel Sensor feature should be disabled.
Note: If the Water In Fuel Sensor feature is enabled when the special WIF fuel filter is not installed, a WIF
fault will result, causing the Maintenance lamp to light. This fault can be cleared, after the special filter
has been installed, by using a Cummins service tool.

Centinel System
Centinel System – Ranges and Defaults
Programmed By
Centinel System feature Enable/Disable Disabled 
Centinel System Oil Burn Type Normal/Premiu
Normal 
parameter m
Centinel System Feature

Centinel System Oil Burn Type Parameter
Application. The Centinel System feature mixes dirty engine oil into fuel for burning, and replaces the
dirty oil with clean oil. This will greatly extend oil change intervals, resulting in more engine uptime due to
fewer oil changes. In order for the feature to operate properly, the OEM must supply a makeup tank
containing a remote oil level switch. An oil management pump must be installed on the engine. This
device contains a 3-way solenoid valve, two check valves, and a spring-loaded valve body as shown
below.
Centinel System Control
Operation.
a. Static. The input valve is normally opened and the output valve is normally closed. When the engine is
operating, oil pressure compresses the spring and fills the left oil chamber.
b. Conditions. In order for Centinel to operate, oil pressure must be greater than a minimum psi, oil
temperature must be greater than a minimum temperature, makeup tank oil level must be adequate,
there must be no active Centinel faults, there must be no active oil pressure faults, and there must be
no active oil temperature faults.
c. Energize Valve. The input (top) valve closes and the output (bottom) valve opens. The spring
decompresses, forcing 17 cc’s of dirty oil out of the left chamber, through the output valve, and into the
fuel tank. Simultaneously, clean oil is drawn from the makeup tank, through the input check valve, and
into the right chamber. The valve remains energized for 20 seconds.

d. Deenergize Valve. When the ECM deenergizes the valve, the input (top) valve opens and the output
(bottom) valve closes. Pressurized dirty oil from the engine block is injected through the input valve
and into the left chamber, compressing the spring. Simultaneously, 17 cc’s of clean oil is forced out
the right chamber, through the output check valve, and into the oil pan.
e. Duty Cycle. The valve is energized and deenergized as required to meet an oil replacement rate
determined in accordance with engine fuel consumption and the Centinel System Oil Burn Type
parameter. Higher fuel consumption increases the oil replacement rate because the oil gets dirty
quicker. Premium oil decreases the oil replacement rate because its additives extend oil life.
Programming. If continuous oil replacement is desired and all Centinel hardware is installed, then the
Centinel System feature should be enabled. If continuous oil replacement is not desired or any Centinel
hardware is not installed, then the Centinel System feature should be disabled. If the Centinel System
feature is enabled, then the Centinel System Oil Burn Type parameter should be programmed. This
parameter has two options: Normal Grade or Premium Grade.
a. Premium Grade. This oil type has a rating of CH-4 or higher. This oil type also includes Premium Blue
2000 which is unrated.
b. Normal Grade. This oil type has a rating of CG-4 or higher. Cummins does not recommend the use of
oil with a rating lower than CG-4.
Note: Centinel hardware shares a reconfigurable ECM pinout with the Spicer AutoMate-2 transmission.
The Centinel System feature should not be enabled when this transmission is installed.
Note: The Centinel System feature and the Maintenance Monitor feature use a different approach for the
same purpose, and are mutually exclusive. The Centinel System feature should not be enabled when the
Maintenance Monitor feature is enabled.
Note: If the Centinel System feature is enabled when the remote oil level switch is not installed, one or
more faults will result. These faults can be cleared, after the switch has been installed, by using a
Cummins service tool.

Fan Control
Fan Control – Ranges and Defaults
Programmed By
Fan 1 Control Air Conditioner Pressure
Switch feature
Enable/Disable Enabled 
Fan Control Air Conditioner Vehicle
Speed Control feature
Enable/Disable Disabled   
Fan 1 Control Accessory Switch feature Enable/Disable Disabled  
Fan Control Engine Braking feature Enable/Disable Enabled  
Fan Control Air Conditioner Timer
parameter
0-3,600 sec 30  
On/Off
Fan 1 Control Type parameter High/Low/Off1 On/Off 
Variable Speed
Fan 1 Control Maximum Fan Speed
parameter
0-4,500 RPM 2,500 
Fan 1 Control Drive Ratio parameter 0.0-20.0 1.2 
Fan 1 Control Frequency parameter 62-3,100 Hz 62 
Note 1: High/low/off-type fan not compatible with Signature or ISX engines.
Fan Control Feature Introduction

Application. The Fan Control feature controls an OEM-supplied fan to meet the demands of vehicle and
engine subsystems that rely on fan cooling for proper operation. Fan operation has been optimized to
reduce the fan’s impact on the engine, resulting in higher engine performance, increased fuel economy,
and extended part life. The same fan can meet multiple applications at once, saving the cost of additional
fans. Possible applications for the fan are:
a. Coolant Radiator Fan. The fan always operates as a coolant radiator fan. A coolant radiator fan
attempts to prevent the engine from overheating. The fan must be installed so that it directs airflow
through the coolant radiator.
b. Charge Air Radiator Fan. The fan always operates as a charge air radiator fan. A charge air radiator
fan improves combustion efficiency, which benefits emissions and engine performance. The fan must
be installed so that it directs airflow through the charge air radiator.
c. Air Conditioner Condenser Fan. The fan can be programmed to operate as an air conditioner
condenser fan using the Fan 1 Control Air Conditioner Pressure Switch feature.
d. Accessory Fan. The fan can be programmed to operate as an accessory fan using the Fan 1 Control
Accessory Switch feature.
e. Engine Braking Aid. The fan can be programmed to operate as an engine braking aid using the Fan
Control Engine Braking feature.
Operation. There are five conditions that can affect fan operation: coolant temperature, intake manifold
temperature, air conditioner refrigerant pressure, accessory demand, and engine braking. The fan will
operate in response to any or all conditions for which it has been configured.
a. Coolant Temperature. Fan operation is demanded when the existing coolant temperature sensor
indicates high coolant temperature. Fan speed of multiple-speed fans is determined by coolant
temperature, engine load, and concurrent operation. Demand for fan operation due to coolant

temperature stops when the coolant temperature sensor no longer indicates high coolant temperature.
In the event of a coolant temperature sensor fault, the fan is run continuously at 100% speed, in order
to cool a possibly overheated engine.
b. Intake Manifold Temperature. Fan operation is demanded when the existing intake manifold
temperature sensor indicates high intake manifold temperature. Fan speed of multiple-speed fans is
determined by intake manifold temperature, engine load, and concurrent operation. Demand for fan
operation due to intake manifold temperature stops when the intake manifold temperature sensor no
longer indicates high intake manifold temperature. In the event of an intake manifold temperature
sensor fault, the fan is run continuously at 100% speed, in order to cool a possibly overheated intake
manifold.
c. Programmable Responses. The fan will operate in response to air conditioner refrigerant pressure,
accessory demand, and engine compression brake engagement if programmed to do so.
Programming. No programming is required for the fan to operate in response to coolant temperature and
intake manifold temperature. These functions become available when the fan is installed.
Fan 1 Control Air Conditioner Pressure Switch Feature

Fan Control Air Conditioner Timer Parameter
Application. The Fan 1 Control Air Conditioner Pressure Switch feature configures the fan to operate as
an air conditioner condenser fan, in an attempt to reduce air conditioner refrigerant pressure. This
pressure is monitored at the high-pressure side of the cab air conditioning system. The Fan Control Air
Conditioner Timer parameter defines the minimum fan-on time when operating in response to air
conditioner refrigerant pressure. The fan must be installed so that it directs airflow through the air
conditioner condenser. An OEM-supplied Air Conditioner Pressure switch is required, refer to OEM
Components for a description of this switch.
Operation. Fan operation is demanded when the Air Conditioner Pressure switch detects high air
conditioner refrigerant pressure. Fan speed of multiple-speed fans is determined by engine RPM and
concurrent operation. Demand for fan operation due to air conditioner refrigerant pressure stops when
the switch no longer detects high air conditioner refrigerant pressure, and the fan has operated for at least
the period of time defined by the Fan Control Air Conditioner Timer parameter, unless the Fan Control Air
Conditioner Vehicle Speed Control feature is enabled. In the event of loss of the Air Conditioner Pressure
switch input, the fan is run continuously, in order to reduce possibly high air conditioner refrigerant
pressure.
Programming. If fan operation due to air conditioner refrigerant pressure is desired, and the Air
Conditioner Pressure switch is installed, then the Fan 1 Control Air Conditioner Pressure Switch feature
should be enabled. If fan operation due to air conditioner refrigerant pressure is not desired, or if the Air
Conditioner Pressure switch is not installed, then the Fan 1 Control Air Conditioner Pressure Switch
feature should be disabled. If the Fan 1 Control Air Conditioner Pressure Switch feature is enabled, then
a value may be programmed for the Fan Control Air Conditioner Timer parameter. Longer times
decrease fan cycling, which can lengthen fan clutch and belt life. Shorter times typically increase fuel
economy and engine performance.
Fan Control Air Conditioner Vehicle Speed Control Feature

Application. The Fan Control Air Conditioner Vehicle Speed Control feature incorporates vehicle speed
into the operation of the fan when operating as an air conditioner condenser fan. Fan operation is
minimized at high vehicle speeds, which increases fuel economy and engine performance. Fan cycling is
eliminated when the vehicle is stopped or moving very slowly, which can lengthen fan clutch and belt life,
and reduce cab noise. This feature is recommended for slow-moving vehicles in hot environments.

Operation. This feature functions by modifying the operation of the Fan 1 Control Air Conditioner
Pressure Switch feature. If the fan is operating due to air conditioner refrigerant pressure, and the Air
Conditioner Pressure switch no longer detects high air conditioner refrigerant pressure, the fan is
disengaged in accordance with vehicle speed as follows.
a. Below 6 MPH. The fan will not disengage. Disengagement can occur only when the vehicle exceeds 6
MPH or the engine is shut down. This maintains continuous fan operation at low vehicle speeds,
where it is needed most, and prevents fan cycling.
b. Between 6 and 30 MPH. The fan will disengage when the switch no longer indicates high refrigerant
pressure, and the fan has operated for at least the period of time defined by the Fan Control Air
Conditioner Timer parameter (normal disengagement).
c. Above 30 MPH. The fan will disengage when the switch no longer indicates high refrigerant pressure,
regardless of the amount of time the fan has been operating. This reduces fan operation at high
vehicle speeds when there is sufficient ram airflow through the air conditioning condenser.
Programming. If incorporation of vehicle speed into fan operation due to air conditioner refrigerant
pressure is desired, then the Fan Control Air Conditioner Vehicle Speed Control feature should be
enabled. If incorporation of vehicle speed into fan operation due to air conditioner refrigerant pressure is
not desired, then the Fan Control Air Conditioner Vehicle Speed Control feature should be disabled.
Fan 1 Control Accessory Switch Feature

Application. The Fan 1 Control Accessory Switch feature configures the fan to operate as an accessory
fan. This fan can operate for any desired purpose. For example, the fan can operate in response to
transmission fluid temperature in an attempt to prevent the transmission from overheating. The fan must
be installed so that it directs airflow through the transmission fluid radiator. An OEM-supplied
temperature switch must be installed in the transmission fluid line. Another example is manual activation,
which allows the driver to engage the fan for cooling or retarding purposes. An OEM-supplied toggle
switch must be installed in the dashboard. Several applications can be met at once. A Fan Accessory
switch is required for each application, refer to OEM Components for a description of this switch.
Operation. Fan operation is demanded when the Fan Accessory switch is activated. Fan speed is
always 100%. Demand for fan operation due to the accessory switch stops when the switch becomes
deactivated. In the event of loss of the Fan Accessory switch input, the fan is run continuously, in order to
reduce possibly high fluid temperatures.
Programming. If fan operation in response to the Fan Accessory switch is desired, and a Fan Accessory
switch is installed, then the Fan 1 Control Accessory Switch feature should be enabled. If fan operation in
response to the Fan Accessory switch is not desired, or a Fan Accessory switch is not installed, then the
Fan 1 Control Accessory Switch feature should be disabled.
Fan Control Engine Braking Feature

Application. The Fan Control Engine Braking feature configures the fan to operate as an engine braking
aid, in order to increase engine braking power. The parasitic load of the fan can increase braking power
by as much as 20 HP, depending on fan size and engine RPM.
Operation. Fan operation is demanded, after a short delay, when the engine brakes achieve 100%
braking level. Fan speed is always 100%. Demand for fan operation due to engine braking stops when
engine brake level falls below 100%.

Programming. If fan operation in response to engine brakes is desired, then the Fan Control Engine
Braking feature should be enabled. If fan operation in response to engine brakes is not desired, then the
Fan Control Engine Braking feature should be disabled.
Fan Setup Parameters

Fan 1 Control Type Parameter
Application. The Fan 1 Control Type parameter defines the type of the fan that is installed, so that the
ECM can configure its fan control signal to accommodate different fans. Three types of fans are
compatible with the Fan Control feature: Variable-Speed, High/Low/Off, and On/Off.
a. 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. Regardless of requested fan speed, any subsystem demand causes these
fans to operate in the full on mode.
b. High/Low/Off. These fan clutches have three fixed operating modes, either full on, partial
engagement, or off. The partial engagement mode is selectable but not variable by the fan controls on
these clutches. Depending on requested fan speed, subsystem demand causes these fans to operate
in either the full on or partial engagement modes. These type of fans are not supported by Signature
or ISX engines.
c. Variable-Speed. These fan clutches can vary the fan speed over a wide range and are virtually
infinitely variable within the speed range between off and full engagement. The fans can operate at
the fan speed requested by the subsystem, regardless of engine speed, until locked up. Because fan
speed can be optimized for application demand and engine load, there is a potential for increased fuel
economy and engine performance over On/Off type fans.
Programming. Set the Fan 1 Control Type parameter to the type of fan that is installed. Refer to OEM
Interfaces to determine the signal requirements for each fan type.
Fan 1 Control Max Fan Speed Parameter
Application. The Fan 1 Control Max Fan Speed parameter ensures a variable-speed fan does not
operate too fast or too slow. If fan speed is too fast, the vehicle cannot obtain the economic benefits of
slower fan speeds, and fan damage from overspeed is possible. If fan speed is too slow, cooling may be
inadequate.
Programming. The Fan 1 Control Max Fan Speed parameter is set to either a manufacturer’s rating or a
calculated value. The intent is to define the parameter so that the fan reaches its maximum speed at or
below the engine’s maximum speed. This parameter need not be programmed if the Fan 1 Control Type
parameter is On/Off or High/Low/Off.
a. Obtain the manufacturer’s maximum fan speed rating, if possible.

b. For each fan that is installed, calculate fan speed when the fan is locked up, and the engine is at
maximum no-load governed speed (refer to Engine Data Sheet). Multiply this engine speed by the
Fan 1 Control Drive Ratio parameter.
c. Set the parameter value to the minimum of either the manufacturer’s rating, or the fan speed calculated
from the previous step. If no rating is available, then use the calculated value.

Fan 1 Control Drive Ratio Parameter
Application. The Fan 1 Control Drive Ratio parameter accounts for pulley sizes of variable-speed fans to
help ensure that fan speed is accurate. Some benefits of the Fan Control feature rely on the higher fan
speed resolution of this feature compared to similar products.
Programming. The Fan 1 Control Drive Ratio parameter is determined by the ratio of fan turns to engine
turns. The parameter is set to the number of fan turns divided by the number of engine crank turns. This
parameter need not be programmed if the Fan 1 Control Type parameter is On/Off or High/Low/Off.
Fan 1 Control Frequency Parameter
Application. The Fan 1 Control Frequency parameter defines the PWM frequency of the variable-speed
fan drive signal. This permits the fan drive signal to match the input requirements of the fan that is
installed. This allows a wider fan selection and may result in smoother fan operation.
Programming. The Fan 1 Control frequency parameter is set to the manufacturer’s recommended
setting. This parameter need not be programmed if the Fan 1 Control Type parameter is On/Off or
High/Low/Off.

Fan 2 Control
Fan 2 Control – Ranges and Defaults
Programmed By
Fan 2 Control feature Enable/Disable Disabled 
Fan 2 Control Coolant Control feature Enable/Disable Disabled 
Fan 2 Control Intake Manifold
Temperature Control feature
Fan 2 Control Air Conditioner Pressure
Switch feature
Fan 2 Control Accessory Switch feature Enable/Disable Disabled  
On/Off
Fan 2 Control Type parameter On/Off 
Variable Speed
Fan 2 Control Maximum Fan Speed
parameter
0-4,500 RPM 2,500 
Fan 2 Control Drive Ratio parameter 0.0-20.0 1.2 
Fan 2 Control Frequency parameter 62-3,100 Hz 62 
Fan 2 Control Feature

Application. For ISM engines with a primary fan type of On/Off or Variable-Speed, the Fan 2 Control
feature can control a second OEM-supplied fan. Fan operation has been optimized to reduce the fan’s
impact on the engine, resulting in higher engine performance, increased fuel economy, and extended part
life. The second fan can be programmed to meet multiple applications, saving the cost of additional fans.
Possible applications for the second fan are:
a. Coolant Radiator Fan. The fan can be programmed to operate as a coolant radiator fan using the Fan
2 Control Coolant Control feature.
b. Charge Air Radiator Fan. The fan can be programmed to operate as a charge air radiator fan using
the Fan 2 Control Intake Manifold Temperature Control feature.
c. Air Conditioner Condenser Fan. The fan can be programmed to operate as an air conditioner
condenser fan using the Fan 2 Control Air Conditioner Pressure Switch feature.
d. Accessory Fan. The fan can be programmed to operate as an accessory fan using the Fan 2 Control
Accessory Switch feature.
e. Engine Braking Aid. The fan can be programmed to operate as an engine braking aid using the Fan
Control Engine Braking feature.
Operation. There are five conditions that can affect fan operation: coolant temperature, intake manifold
temperature, air conditioner refrigerant pressure, accessory demand, and engine braking. The fan will
operate in response to any or all conditions for which it has been programmed.
Programming. The Fan 2 Control feature is available only on ISM engines, and only if the Fan 1 Control
Type parameter is not High/Low/Off. If operation of a second fan is desired and a second fan is installed,
then the Fan 2 Control feature should be enabled. If operation of a second fan is not desired or a second
fan is not installed, then the Fan 2 Control feature should be disabled.

Fan 2 Control Coolant Control Feature

Application. The Fan 2 Control Coolant Control feature configures the second fan to operate as a
coolant radiator fan, which attempts to prevent the engine from overheating. The fan must be installed so
that it directs airflow through the engine coolant radiator.
Operation. Fan operation is demanded when the existing coolant temperature sensor indicates high
coolant temperature. Fan speed of multiple-speed fans is determined by coolant temperature, engine
load, and concurrent operation. Demand for fan operation due to coolant temperature stops when the
coolant temperature sensor no longer indicates high coolant temperature. In the event of a coolant
temperature sensor fault, the fan is run continuously at 100% speed, in order to cool a possibly
overheated engine.
Programming. If fan operation due to coolant temperature is desired, then the Fan 2 Control Coolant
Control feature should be enabled. If fan operation due to coolant temperature is not desired, then the
Fan 2 Control Coolant Control feature should be disabled.
Fan 2 Control Intake Manifold Temperature Control Feature

Application. The Fan 2 Control Intake Manifold Temperature Control feature configures the second fan
to operate as a charge air radiator fan, which improves combustion efficiency, and benefits emissions and
engine performance. The fan must be installed so that it directs airflow through the charge air radiator.
Operation. Fan operation is demanded when the existing intake manifold temperature sensor indicates
high intake manifold temperature. Fan speed of multiple-speed fans is determined by intake manifold
temperature, engine load, and concurrent operation. Demand for fan operation due to intake manifold
temperature stops when the intake manifold temperature sensor no longer indicates high intake manifold
temperature. In the event of an intake manifold temperature sensor fault, the fan is run continuously at
100% speed, in order to cool a possibly overheated intake manifold.
Programming. If fan operation due to intake manifold temperature is desired, then the Fan 2 Control
Intake Manifold Temperature Control feature should be enabled. If fan operation due to intake manifold
temperature is not desired, then the Fan 2 Control Intake Manifold Temperature Control feature should be
disabled.
Fan 2 Control Air Conditioner Pressure Switch Feature

Application. The Fan 2 Control Air Conditioner Pressure Switch feature configures the second fan to
operate as an air conditioner condenser fan, which services the cab air conditioning system by reducing
air conditioner refrigerant pressure. The fan must be installed so that it directs airflow through the air
conditioner condenser. An OEM-supplied Air Conditioner Pressure switch is required, refer to OEM
Components for a description of this switch.
Operation. Fan operation is demanded when the Air Conditioner Pressure switch detects high air
conditioner refrigerant pressure. Fan speed of multiple-speed fans is determined by engine RPM and
concurrent operation. Demand for fan operation due to air conditioner refrigerant pressure stops when
the switch no longer detects high air conditioner refrigerant pressure, and the fan has operated for at least
the period of time defined by the Fan Control Air Conditioner Timer parameter, unless the Fan Control Air
Conditioner Vehicle Speed Control feature is enabled. In the event of loss of the Air Conditioner Pressure
switch input, the fan is run continuously, in order to reduce possibly high air conditioner refrigerant
pressure.

Programming. If fan operation due to air conditioner refrigerant pressure is desired, and the Air
Conditioner Pressure switch is installed, then the Fan 2 Control Air Conditioner Pressure Switch feature
should be enabled. If fan operation due to air conditioner refrigerant pressure is not desired, or if the Air
Conditioner Pressure switch is not installed, then the Fan 2 Control Air Conditioner Pressure Switch
feature should be disabled.
Fan 2 Control Accessory Switch Feature

Application. The Fan 2 Control Accessory Switch feature configures the second fan to operate as an
accessory fan. This fan can operate for any desired purpose. For example, the fan can operate in
response to transmission fluid temperature in an attempt to prevent the transmission from overheating.
The fan must be installed so that it directs airflow through the transmission fluid radiator. An OEM-
supplied temperature switch must be installed in the transmission fluid line. Another example is manual
activation, which allows the driver to engage the fan for cooling or retarding purposes. An OEM-supplied
toggle switch must be installed in the dashboard. Several applications can be met at once. A Fan
Accessory switch is required for each application, refer to OEM Components for a description of this
switch.
Operation. Fan operation is demanded when the Fan Accessory switch is activated. Fan speed is
always 100%. Demand for fan operation due to the accessory switch stops when the switch becomes
deactivated. In the event of loss of the Fan Accessory switch input, the fan is run continuously, in order to
reduce possibly high fluid temperatures.
Programming. If fan operation in response to the Fan Accessory switch is desired, and a Fan Accessory
switch is installed, then the Fan 2 Control Accessory Switch feature should be enabled. If fan operation in
response to the Fan Accessory switch is not desired, or a Fan Accessory switch is not installed, then the
Fan 2 Control Accessory Switch feature should be disabled.
Fan 2 Setup Parameters

Fan 2 Control Type Parameter
Application. The Fan 2 Control Type parameter defines the type of the fan that is installed as the second
fan, so that the ECM can configure its fan control signal to accommodate different fans. Two types of
fans are compatible with the Fan 2 Control feature: Variable-Speed and On/Off.
a. 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. Regardless of requested fan speed, any subsystem demand causes these
fans to operate in the full on mode.
b. Variable-Speed. These fan clutches can vary the fan speed over a wide range and are virtually
infinitely variable within the speed range between off and full engagement. The fans can operate at
the fan speed requested by the subsystem, regardless of engine speed, until locked up. Because fan
speed can be optimized for application demand and engine load, there is a potential for increased fuel
economy and engine performance over On/Off type fans.
Programming. Set the Fan 2 Control Type parameter to the type of fan that is installed for the second
fan. Refer to OEM Interfaces to determine the signal requirements for each fan type.

Fan 2 Control Max Fan Speed Parameter
Application. The Fan 2 Control Max Fan Speed parameter ensures a variable-speed second fan does
not operate too fast or too slow. If fan speed is too fast, the vehicle cannot obtain the economic benefits
of slower fan speeds, and fan damage from overspeed is possible. If fan speed is too slow, cooling may
be inadequate.
Programming. The Fan 2 Control Max Fan Speed parameter is set to either a manufacturer’s rating for
the second fan, or a calculated value. The intent is to define the parameter so that the fan reaches its
maximum speed at or below the engine’s maximum speed. This parameter need not be programmed if
the Fan 2 Control Type parameter is On/Off.
a. Obtain the manufacturer’s maximum fan speed rating, if possible.

b. For each fan that is installed, calculate fan speed when the fan is locked up, and the engine is at
maximum no-load governed speed (refer to Engine Data Sheet). Multiply this engine speed by the
Fan 2 Control Drive Ratio parameter.
c. Set the parameter value to the minimum of either the manufacturer’s rating, or the fan speed calculated
from the previous step. If no rating is available, then use the calculated value.
Fan 2 Control Drive Ratio Parameter
Application. The Fan 2 Control Drive Ratio parameter accounts for pulley sizes of variable-speed fans to
help ensure that fan speed of the second fan is accurate. Some benefits of the Fan 2 Control feature rely
on the higher fan speed resolution of this feature compared to similar products.
Programming. The Fan 2 Control Drive Ratio parameter is determined by the ratio of second fan turns to
engine turns. The parameter is set to the number of fan turns divided by the number of engine crank
turns. This parameter need not be programmed if the Fan 2 Control Type parameter is On/Off.
Fan 2 Control Frequency Parameter
Application. The Fan 2 Control Frequency parameter defines the PWM frequency of the variable-speed
fan drive signal. This permits the fan drive signal to match the input requirements of the second fan. This
allows a wider fan selection and may result in smoother fan operation.
Programming. The Fan 2 Control frequency parameter is set to the manufacturer’s recommended setting
for the second fan. This parameter need not be programmed if the Fan 1 Control Type parameter is
On/Off.

Top-2
Top-2 – Ranges and Defaults
Programmed By
Top2 feature Enable/Disable Disabled 
Non Top-2
Top2 Transmission Type parameter Eaton Non Top-2 
Spicer1
Top2 CC Switch Activation feature Enable/Disable Disabled 
Note 1: Spicer Automate-2 transmission not supported concurrently with Centinel system.
Top2 Feature
Top2 Transmission Type Parameter
Application. The Top2 feature performs automated shifts between the top two gears of a compatible
transmission. This will improve driver comfort by performing shifts between the two gears which are most
often used by a linehaul truck. By automating the top two gears only, a substantial savings on
transmission cost is achieved over fully automated transmissions. A compatible transmission, designated
in the table below, must be installed. The Top2 Transmission Type parameter configures the Top2
feature for the transmission that is installed.
Top-2 Feature - Compatible Transmissions

Eaton Corporation, Transmission Dana Corporation, Spicer
Division Transmission Division
RTLO-1X610B-T2 Top-2 Transmission AS1XX-10D AutoMate-2 Transmission
RTLO-1X710B-T2 Top-2 Transmission ASO1XX-10D AutoMate-2 Transmission
RTLO-1X713A-T2 Top-2 Transmission ASO1XX-10S AutoMate-2 Transmission
RTLO-1X718B-T2 Top-2 Transmission ASO10-VPD AutoMate-2 Transmission
RTLO-1X913A-T2 Top-2 Transmission LAS1XX-9A AutoMate-2 Transmission
LASO1XX-9A AutoMate-2 Transmission
LAS1XX-10D AutoMate-2 Transmission
LASO1XX-10D AutoMate-2 Transmission
LASO1XX-10S AutoMate-2 Transmission
Eaton Operation. The Eaton transmission may be operated in the manual or partially automated mode.
In order to operate in the partially automated mode, the Top2 feature must become active.
a. Activation Conditions. The transmission must be in 2nd gear down or higher, engine speed must be
high enough for an upshift, and there must be no Top-2 faults. Additional activation conditions may be
imposed by the Top2 CC Switch Activation feature.
b. Activation. The driver activates the Top2 feature by shifting the transmission into 1st gear down within
a minimum time period, with the accelerator released. When activation occurs, the Top2 feature
assists the shift into 1st gear down by synching engine speed. Then, the driver can forgo shifting
within the operating limits of the top two gears.

c. Active Operation. The Top2 feature will perform automated shifts between 1st gear down and top
gear in accordance with engine speed, vehicle acceleration, and engine load. Engine brakes are
inhibited during a shift except when reducing engine speed during an upshift.
d. Deactivation. The driver may deactivate the Top2 feature by shifting out of 1st gear down. Then, the
driver must resume manual shifting. Deactivation occurs automatically when vehicle speed falls too
low for automated shifts. Additional deactivation conditions may be imposed by the Top2 CC Switch
Activation feature.
Spicer Operation. The Spicer transmission may be operated in the manual or partially automated mode.
In order to operate in the partially automated mode, the Top2 feature must become active.
a. Activation Conditions. The transmission must be in 2nd gear down or higher and there must be no
Top2 faults. Additional activation conditions may be imposed by the Top2 CC Switch Activation
feature.
b. Activation. The driver activates the Top2 feature by moving the shift lever into the AUTO position.
When activation occurs, the Top2 feature assists the shift into 1st gear down by synching engine
speed. Then, the driver can forgo shifting within the operating limits of the top two gears.
c. Active Operation. The Top2 feature will perform automated shifts between 1st gear down and top
gear in accordance with engine speed, vehicle acceleration, and engine load. Engine brakes are
inhibited during the shift except when reducing engine speed during an upshift.
d. Deactivation. The driver deactivates the Top2 feature by moving the shift lever out of the AUTO
position. Then, the driver must resume manual shifting. The Top2 CC Switch Activation feature does
not affect deactivation.
Programming. If either an Eaton Top-2 or a Spicer AutoMate-2 transmission is installed, then the Top2
feature should be enabled. The Top2 Transmission Type parameter should be set to the type of
transmission that is installed, Eaton or Spicer. If the installed transmission is neither an Eaton Top-2 nor
a Spicer AutoMate-2, then the Top2 feature should be disabled, and the Top2 Transmission Type
parameter should be set to None.
Note: The Spicer AutoMate-2 transmission shares a reconfigurable pinout with Centinel hardware. The
Top2 Transmission Type parameter cannot be Spicer when Centinel system hardware is installed.
Top2 CC Switch Activation Feature

Application. This feature permits the driver to select a partially automated or manual transmission using
the OEM-supplied CC/PTO On/Off switch. This also encourages the use of the Top2 feature along with
the Cruise Control feature, which may result in improved fuel economy.
Operation. The driver must place the CC/PTO On/Off switch to ON before activating the Top-2 feature. If
an Eaton transmission is installed and the Top-2 feature is active and the driver places the CC/PTO
On/Off switch to OFF, he may begin shifting manually. If a Spicer transmission is installed and the Top-2
feature is active and the driver places the CC/PTO On/Off switch to OFF, there is no effect to the Top-2
feature until deactivated by moving the gearshift out of the AUTO position.
Programming. If the Top2 CC Switch Activation feature is desired, and if the CC/PTO On/Off switch is
installed, then the Top2 CC Switch Activation feature should be enabled. If the Top2 CC Switch
Activation feature is not desired, or if the CC/PTO On/Off switch is not installed, then the Top2 CC Switch
Activation feature should be disabled.

Powertrain Protection
Powertrain Protection (PTP) – Ranges and Defaults
Programmed By
PTP feature Enable/Disable Disabled 
PTP Lugback feature1 Enable/Disable Disabled 
PTP Maximum Torque Allowed Switched Sig/ISX 2,500
parameter
0-10,000 lb-ft ISM 1,800  
PTP Maximum Torque Allowed by
Axle/Driveshaft parameter
0-32,744 lb-ft 32,744  
Sig/ISX 2,500
Transmission Top Gear Range 0-10,000 lb-ft ISM 1,800 
parameter
Sig/ISX 2,500
Transmission Intermediate Gear Range 0-10,000 lb-ft ISM 1,800 
parameter
Sig/ISX 2,500
Transmission Bottom Gear Range 0-10,000 lb-ft ISM 1,800 
parameter
PTP Maximum Torque @ 0 Vehicle Sig/ISX 2,500
Speed parameter
0-10,000 lb-ft ISM 1,800 
PTP Gear Ratio of Lowest Gear of
Transmission Top Gear Range 0.50-16.00 2.00 
parameter
PTP Gear Ratio of Lowest Gear of
Transmission Intermediate Gear Range 0.50-16.00 10.00 
parameter
Note 1: PTP Lugback feature not available for Phase 8 release.
PTP Feature
Application. The Powertrain Protection (PTP) feature provides comprehensive torque management
capabilities that prevent the engine from exceeding the rated torque capacity of virtually any Drivetrain
component. This prevents damage to these components due to excessive torque. Since maximum
engine torque can be tailored to meet the capacity of drivetrain components, lower-cost drivetrain
components may be installed, and inventory of drivetrain components can be reduced. There are three
categories of protection offered by PTP: 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.
a. Switched Protection. Switched protection reduces excessive torque whenever a switched torque limit
is desired. For example, this type of protection may be useful for drivetrain components located
downstream from inline deep-reduction transmissions. These devices are often used to improve
vehicle speed control, but are capable of generating dangerous torque levels.
b. Axle/Driveshaft Protection. Axle/driveshaft protection reduces excessive torque for Drivetrain
components located downstream from the main transmission. These devices include axles,
driveshafts, and inline auxiliary transmissions.

c. Transmission Protection. Transmission protection reduces excessive torque applied to the main
transmission. PTP can accommodate transmissions with multiple torque capacities. These
transmissions have a higher torque rating for the gears that are used most, and are more economical
than transmissions with the higher torque capacity in all gears.
Operation. Each type of protection, Switched, Axle/Driveshaft, and Transmission, requests a torque limit
that is independent from the other protection types. Refer to the PTP Torque Limit Selection diagram. If
any torque limit is requested, PTP will impose that torque limit. If more than one torque limit is requested,
they are subjected to a “least-wins” selection process so that PTP imposes the lowest numerical torque
limit. The selected torque limit is an absolute engine fueling limit, and cannot be exceeded by any fueling
governor or J1939 command.
PTP Torque Limit Selection
Programming. If the maximum torque applied to any powertrain component, measured at the
component, can exceed that component’s rated torque, then the PTP feature should be enabled. This
may be determined as follows:
a. Survey the torque ratings for all drivetrain components: transmission, driveshaft, axles, and
intermediate auxiliary transmissions, if installed.
b. Calculate the maximum applied torque for all drivetrain components. For transmissions, this is the
same as the maximum engine torque. For components downstream of the transmission, this is
(maximum engine torque) x (highest gear ratio).
c. If maximum applied torque exceeds the torque rating for any drivetrain component, then the PTP
feature should be enabled. If every drivetrain component is capable of meeting its maximum applied
torque, then the PTP feature should be disabled.
Switched Protection Parameters

PTP Maximum Torque Allowed Switched Parameter
Application. The PTP Maximum Torque Allowed Switched Parameter defines an engine torque limit for
switched protection. Switched protection protects torque protection whenever a switched engine torque
limit is desired, for example, drivetrain components located downstream of inline deep-reduction
transmissions. An OEM-supplied Torque Limit switch is required. In the example, the torque limit switch
must be configured to activate when the transmission is in the deep reduction state. Refer to OEM
Components for a description of the Torque Limit switch.
Operation. Refer to the Switched Protection diagram. An engine torque limit, at the value of the PTP
Maximum Torque Allowed Switched parameter, is requested whenever the Torque Limit switch is active.
When the switch is not active, no torque limit is requested. In the event of a Torque Limit switch failure,
the torque limit is always requested, in order to reduce possibly dangerous torque levels. The resulting
torque limit participates in PTP’s “least-wins” selection process.

Switched Protection
Programming. If switched protection is not desired or the Torque Limit switch is not installed, then the
PTP Maximum Torque Allowed Switched parameter should be programmed to its highest possible value.
If switched protection is desired and the Torque Limit switch is installed, then the PTP Maximum Torque
Allowed Switched parameter should be programmed as follows.
a. Survey the torque ratings for all drivetrain components downstream of the deep reduction transmission,
typically driveshafts and axles.
b. Backwards calculate the engine torque that will apply the rated torque for all drivetrain components
downstream of the deep reduction transmission, this must account for all gearing between the engine
and the component. This is (torque rating) / (highest gear ratio).
c. The PTP Maximum Torque Allowed Switched parameter value should be set to the lowest calculated
engine torque of any component.
Axle/Driveshaft Protection Parameters

PTP Maximum Torque Allowed by Axle/Driveshaft Parameter
PTP Maximum Torque at Zero Vehicle Speed Parameter
Application. These parameters define a transmission tailshaft torque limit for axle/driveshaft protection.
Axle/driveshaft protection protects drivetrain components, located downstream of the transmission, from
damage due to excessive torque. Axle/driveshaft protection is always available at the same amount,
regardless of transmission gear.
Operation. Refer to the Axle/Driveshaft Protection diagram. An engine torque limit, derived from one of
the axle/driveshaft torque protection parameters, is always requested. The value of the torque limit
depends on whether the vehicle is moving or stationary. The resulting torque limit participates in PTP’s
“least-wins” selection process.
a. Vehicle Moving. An engine torque limit is requested at the value defined by the PTP Maximum Torque
Allowed by Axle/Driveshaft parameter, divided by the current gear ratio. This results in a torque limit
that is constant at the transmission tailshaft.
b. Vehicle Stationary. An engine torque limit is requested at the value defined by the PTP Maximum
Torque at Zero Vehicle Speed parameter. This torque limit is intended to provide torque protection
during vehicle launch.
Axle/Driveshaft Protection

Programming. If axle/driveshaft protection is not desired, then the PTP Maximum Torque Allowed by
Axle/Driveshaft parameter and the PTP Maximum Torque at Zero Vehicle Speed parameter should be
programmed to their highest values. If axle/driveshaft protection is desired, then the PTP Maximum
Torque Allowed by Axle/Driveshaft parameter should be programmed first and the PTP Maximum Torque
at Zero Vehicle Speed parameter should be programmed second as follows.
a. Survey the torque ratings for all drivetrain components downstream of the main transmission:
driveshafts, axles, and intermediate auxiliary transmissions, if installed.
b. The PTP Maximum Torque Allowed by Axle/Driveshaft parameter becomes the lowest rating of any
component. Because PTP compensates for transmission gear, no calculation is necessary.
c. The PTP Maximum Torque at Zero Vehicle Speed parameter is the PTP Maximum Torque Allowed by
Axle/Driveshaft parameter divided by the gear ratio of the lowest gear (highest gear ratio) on the main
transmission.
Note: The PTP Maximum Torque at Zero Vehicle Speed parameter must be less than or equal to the PTP
Maximum Torque Allowed by Transmission Bottom Gear Range parameter.
Transmission Protection Parameters

PTP Maximum Torque Allowed by Transmission Top Gear Range Parameter
PTP Maximum Torque Allowed by Transmission Intermediate Gear Range Parameter
PTP Maximum Torque Allowed by Transmission Bottom Gear Range Parameter
Application. Each parameter defines an engine torque limit for transmission protection. Transmission
protection protects the transmission from damage due to excessive torque. Transmission protection is
available when the vehicle is moving, and varies according to the current gear range. Gear ranges are
defined in the following section.
Operation. Refer to the Transmission Protection diagram. An engine torque limit, at the value of one of
the transmission torque protection parameters, is requested when the vehicle is moving. Which
parameter is determined by the current gear range. The selected torque limit participates in PTP’s “least-
wins” selection process.
a. Top Gear Range. If the transmission is in any gear of the Top gear range, then the engine torque limit
is requested at the value of the PTP Maximum Torque Allowed by Transmission Top Gear Range
parameter.
b. Intermediate Gear Range. If the transmission is in any gear of the Intermediate gear range, then the
engine torque limit is requested at the value of the PTP Maximum Torque Allowed by Transmission
Intermediate Gear Range parameter.
c. Bottom Gear Range. If the transmission is in any gear of the Bottom gear range, then the engine
torque limit is requested at the value of the PTP Maximum Torque Allowed by Transmission Bottom
Gear Range parameter.
Transmission Protection

Programming. If transmission protection is not desired, then the PTP Maximum Torque Allowed by
Transmission Top Gear Range parameter, the PTP Maximum Torque Allowed by Transmission
Intermediate Gear Range parameter, and the PTP Maximum Torque Allowed by Transmission Bottom
Gear Range parameter should be set to their highest values. If transmission protection is desired, then
these parameters should be programmed as follows. Programming varies according to the number of
transmission torque capacity ratings.
a. One Transmission Torque Rating. The PTP Maximum Torque Allowed by Transmission Top Gear
Range parameter, the PTP Maximum Torque Allowed by Transmission Intermediate Gear Range
parameter, and the PTP Maximum Torque Allowed by Transmission Bottom Gear Range parameter are
set to the same manufacturer’s rating for the transmission.
b. Two Transmission Torque Ratings. The PTP Maximum Torque Allowed by Transmission Top Gear
Range parameter is set to the manufacturer’s rating for the higher gears. The PTP Maximum Torque
Allowed by Transmission Intermediate Gear Range parameter, and the PTP Maximum Torque Allowed
by Transmission Bottom Gear Range parameter are set to the manufacturer’s rating for the lower
gears.
c. Three Transmission Torque Ratings. The PTP Maximum Torque Allowed by Transmission Top Gear
Range parameter is set to the manufacturer’s rating for the higher gears. The PTP Maximum Torque
Allowed by Transmission Intermediate Gear Range parameter is set to the manufacturer’s rating for the
intermediate gears. The PTP Maximum Torque Allowed by Transmission Bottom Gear Range
parameter is set to the manufacturer’s rating for the bottom gears.
Note: The PTP Maximum Torque Allowed by Transmission Top Gear Range parameter must be greater
than or equal to the PTP Maximum Torque Allowed by Transmission Intermediate Gear Range
parameter. The PTP Maximum Torque Allowed by Transmission Intermediate Gear Range parameter
must be greater than or equal to the PTP Maximum Torque Allowed by Transmission Bottom Gear Range
parameter. The PTP Maximum Torque Allowed by Transmission Bottom Gear Range parameter must be
greater than or equal to the PTP Maximum Torque at Zero Vehicle Speed parameter.
PTP Gear Ratio of Lowest Gear of Transmission Top Gear Range

PTP Gear Ratio of Lowest Gear of Transmission Intermediate Gear Range
Application. These parameters help establish the boundaries of the transmission gear ranges for
transmission protection. Transmission gear ranges determine which transmission protection torque
parameter determines the value of transmission protection’s torque limit (see previous subsection).
Operation. Refer to the Transmission Protection Gear Ranges diagram. The current transmission gear
range is determined by comparing the gear ratio of the currently selected transmission gear against the
PTP Gear Ratio of Lowest Gear of Transmission Top Gear Range parameter and the PTP Gear Ratio of
Lowest Gear of Transmission Intermediate Gear Range parameter.
a. Top Gear Range. This range is the current gear range if the gear ratio of the current gear is equal to or
less than the PTP Gear Ratio of Lowest Gear of Transmission Top Gear Range parameter.
b. Intermediate Gear Range. This range is the current gear range if the gear ratio of the current gear is
greater than the PTP Gear Ratio of Lowest Gear of Transmission Top Gear Range parameter, and less
than or equal to the PTP Gear Ratio of Lowest Gear of Transmission Intermediate Gear Range
parameter.
c. Bottom Gear Range. This range is the current gear range if the gear ratio of the current gear is greater
than the PTP Gear Ratio of Lowest Gear of Transmission Intermediate Gear Range parameter.

Transmission Protection Gear Ranges
Programming. The values for the PTP Gear Ratio of Lowest Gear of Transmission Top Gear Range
parameter and the PTP Gear Ratio of Lowest Gear of Transmission Intermediate Gear Range parameter
are derived from the manufacturer’s ratings for the transmission installed. Programming varies according
to the number of transmission torque capacity ratings as follows:
a. One Transmission Torque Rating. The values of the PTP Gear Ratio of Lowest Gear of
Transmission Top Gear Range parameter and the PTP Gear Ratio of Lowest Gear of Transmission
Intermediate Gear Range parameter do not matter, they may be left at their default values.
b. Two Transmission Torque Ratings. The PTP Gear Ratio of Lowest Gear of Transmission Top Gear
Range parameter is set to the gear ratio of the lowest gear of the manufacturer’s top gear range.
c. Three Transmission Torque Ratings. The PTP Gear Ratio of Lowest Gear of Transmission Top Gear
Range parameter is set to the gear ratio of the lowest gear of the manufacturer’s Top gear range. The
PTP Gear Ratio of Lowest Gear of Transmission Intermediate Gear Range parameter is set to the gear
ratio of the lowest gear of the manufacturer’s Intermediate gear range.
Note: The PTP Gear Ratio of Lowest Gear of Transmission Intermediate Gear Range parameter must be
less than 16 and greater than the PTP Gear Ratio of Lowest Gear of Transmission Top Gear Range
parameter. PTP does not support transmissions with a gear ratio higher than 16.
PTP Lugback Feature
Application. This feature operates the engine at a lower torque limit when engine load is low, and
automatically increases the torque limit when the engine is near maximum fueling or “lugging back”.
Since full output is available only in lower gears, drivers are encouraged to operate in the upper gears.
The Lugback feature provides both power and fuel economy in the same engine, similar to ESP but using
a single engine rating.
Operation. The PTP Lugback feature operates by modifying transmission protection to include the
current lugback state. Lugback is in effect when engine fueling is at or near its maximum value, yet the
vehicle is decelerating. Lugback is temporarily rescinded after engine fueling drops or the service brake
is pressed. Refer to the Transmission Protection with Lugback diagram. The engine torque limit is
determined by the current lugback condition and the transmission gear range.
a. Top Gear Range. If the transmission is in any gear of the Top gear range and the vehicle is not
lugging back, then the engine torque limit is requested at the value of the PTP Maximum Torque
Allowed by Transmission Top Gear Range parameter. If the transmission is in any gear of the Top gear

range and the vehicle is lugging back, then the engine torque limit is requested at the value of the PTP
Maximum Torque Allowed by Transmission Intermediate Gear Range parameter.
b. Intermediate Gear Range. If the transmission is in any gear of the Intermediate gear range, then the
engine torque limit is requested at the value of the PTP Maximum Torque Allowed by Transmission
Intermediate Gear Range parameter.
c. Bottom Gear Range. If the transmission is in any gear of the Bottom gear range, then the engine
torque limit is requested at the value of the PTP Maximum Torque Allowed by Transmission Bottom
Gear Range parameter.
Transmission Protection with Lugback
Programming. If lugback is not desired or the engine is an ESP engine, then the PTP Lugback feature
should be disabled. If lugback is desired and the engine is not an ESP engine, then the PTP Lugback
feature should be enabled. However, other PTP parameters must already be programmed to support
lugback.
a. The PTP Maximum Torque Allowed by Transmission Intermediate Gear Range parameter must be less
than the PTP Maximum Torque Allowed by Transmission Top Gear Range parameter in order to
provide the torque delta required for lugback operation.
b. The PTP Gear Ratio of Lowest Gear of Transmission Top Gear Range parameter must be
programmed to the gear ratio of the lowest gear that is allowed to experience the higher torque limit.
Programming Scenario 1
Introduction. Programming scenario 1 contains a high-output engine coupled to a 10-gear transmission
with a two (2) torque rating. Driveshaft and axle are underrated for economy.

Programming Scenario 1 Parameter Settings
Parameter Setting Rationale

PTP Lugback Disabled not desired by end user
PTP Maximum Torque Allowed Switched 2500 lb-ft not used, leave at default value
PTP Maximum Torque Allowed by Axle/Driveshaft 20,000 lb-ft axle has lower torque capacity
PTP Maximum Torque @ 0 Vehicle Speed 1389 lb-ft 20,000 / 14.4
PTP Maximum Torque Allowed by Tx. Top Gear Range 2050 lb-ft gears 9-10 torque capacity
PTP Maximum Torque Allowed by Tx. Inter. Gear Range 1850 lb-ft gears 1-8 torque capacity
PTP Maximum Torque Allowed by Tx. Bottom Gear Range 1850 lb-ft gears 1-8 torque capacity
PTP G.R. of Lowest Gear of Transmission Top Gear Range 1 full terque in top two (2) gears
PTP G.R. of Lowest Gear of Tx. Intermediate Gear Range 10 not used, leave at default value
Introduction. Programming scenario 2 contains the exact components as in programming scenario 1,
however the programming has been set up for use with a 200 lb-ft Lugback.

PTP Lugback Enabled desired by end user
PTP Maximum Torque Allowed by Axle/Driveshaft 20,000 lb-ft axle has lower torque capacity
PTP Maximum Torque Allowed by Tx. Top Gear Range 2050 lb-ft gears 9-10 lugback torque
gears 9-10 non-lugback torque

PTP Maximum Torque Allowed by Tx. Inter. Gear Range 1850 lb-ft
gears 1-10 reduced torque
PTP Maximum Torque Allowed by Tx. Bottom Gear Range 1850 lb-ft gears 1-10 reduced torque
PTP G.R. of Lowest Gear of Transmission Top Gear Range 1 Gear 9 ratio


with a dual torque capacity rating. Driveshaft and axle are underrated for economy. A transfer case
between the transmission and axle provides deep reduction when the Torque Limit switch is active.

PTP Lugback optional as desired by end user
PTP Maximum Torque Allowed Switched 681 lb-ft 20,000 / (14.4 x 2.04)
auxiliary transmission has lower
PTP Maximum Torque Allowed by Axle/Driveshaft 17,500 lb-ft torque capacity than driveshaft
or axle
PTP G.R. of Lowest Gear of Transmission Top Gear Range 1.0 gear 9 ratio


with a triple torque capacity rating. Driveshaft and axle are underrated for economy.

PTP Lugback optional as desired by end user
driveshaft has lower torque
PTP Maximum Torque Allowed by Axle/Driveshaft 17,500 lb-ft
capacity than axle
PTP G.R. of Lowest Gear of Transmission Top Gear Range 1.00 gear 9 ratio
PTP G.R. of Lowest Gear of Tx. Intermediate Gear Range 6.06 gear 3 ratio

PTO/Remote PTO
PTO/Remote PTO – Ranges and Defaults
Programmed By
PTO/Remote PTO feature Enable/Disable Enabled 
PTO Maximum Engine Load parameter 0-2,500 ft-lbs 800 
PTO Maximum Vehicle Speed
0-30 MPH 6 
parameter
PTO Maximum Engine Speed parameter 600-2,500 RPM 2,500 
PTO Minimum Engine Speed parameter 500-2,500 RPM
Sig/ISX 500 
ISM 600
PTO Accelerator Override Maximum
300-2,500 RPM 2,500 
Speed parameter
PTO Accelerator Override feature Enable/Disable Disabled  
PTO Clutch Override feature Enable/Disable Enabled  
PTO Service Brake Override feature Enable/Disable Enabled  
PTO Set Switch Engine Speed
600-2,500 RPM 850  
parameter
PTO Resume Switch Engine Speed
600-2,500 RPM 900  
parameter
PTO Additional Switch Speed parameter 600-2,500 RPM 1,000  
PTO Engine Speed Switch Ramp Rate 50-5,000
250  
parameter RPM/sec
Remote PTO Number of Speed Settings
1-5 1  
parameter
Remote PTO Speed Setting 1 parameter 600-2,500 RPM 1,400  
Remote PTO Speed Setting 2 parameter 600-2,500 RPM 800  
Remote PTO Speed Setting 3 parameter 600-2,500 RPM 900  
PTO/Remote PTO Feature

Application. The PTO/Remote PTO feature maintains engine speed at an operator-selectable RPM.
This type of engine control is useful for any application where constant engine speed is desirable. An
engine controlled by the PTO/Remote PTO feature is sometimes used to drive an on-board or off-board
PTO device. The PTO/Remote PTO feature can be controlled by either Cab PTO switches or the Remote
PTO switch. These switches are defined in OEM Components.
a. Cab PTO Switches. Cab PTO switches offers more functionality than the Remote PTO switch. Cab
PTO control utilizes three OEM-supplied dashboard switches: 1) a CC/PTO On/Off switch is required;
2) a PTO Set/Resume switch is required, but is shared with the multifunction Set/Resume switch, and;
3) a PTO Additional switch is optional.

b. Remote PTO Control. The Remote PTO switch has a simpler user interface than Cab PTO switches,
making it more suitable for extended lengths of wiring. An OEM-supplied Remote PTO switch is
required.
Operation via Cab PTO Switches. The Remote PTO switch has higher priority than Cab PTO switches.
If the Remote PTO switch is already operating the PTO/Remote PTO feature, Cab PTO switches are
ineffective. The Remote PTO switch must relinquish control of the PTO/Remote PTO feature before Cab
PTO switches can operate the feature.
a. Activation Conditions. In order for the PTO/Remote PTO feature to activate, there must be no active
VSS faults. Additional activation conditions may be imposed by the PTO Maximum Vehicle Speed
parameter, the PTO Clutch Override feature, and/or the PTO Service Brake Override feature.
b. Activation. The driver may activate the PTO/Remote PTO feature by placing the CC/PTO On/Off
switch to the ON position, then using the Set Speed or Resume Speed functions of the PTO
Set/Resume switch, or by using the PTO Additional switch, if installed. When activated, the
PTO/Remote PTO feature assumes engine control at the selected engine speed.
c. Select Engine Speed. If the Set Speed function was used for activation, selected engine speed will be
the PTO Set Switch Engine Speed parameter. If the Resume Speed function was used for activation,
selected engine speed will be the PTO Resume Switch Engine Speed parameter. If the PTO
Additional switch was used for activation, selected engine speed will be the PTO Additional Switch
Speed parameter.
d. Active Operation. The PTO/Remote PTO feature will maintain engine speed at the selected engine
speed. Engine brakes are disabled. The cab accelerator is ignored, unless the PTO Accelerator
Override feature is enabled. Idle shutdown is disabled, unless the Idle Shutdown In PTO feature is
enabled.
e. Adjust Selected Engine Speed. When the PTO/Remote PTO feature is active, the driver can increase
or decrease selected engine speed using the Ramp-Up and Ramp-Down functions of the PTO
Set/Resume switch. Or, the driver can establish a different selected engine speed using the Set
Speed and Resume Speed functions of the PTO Set/Resume switch, or by using the PTO Additional
switch, if installed.
f. Deactivation. The driver may manually deactivate the PTO/Remote PTO feature by placing the
CC/PTO On/Off switch to OFF. This will typically return engine fueling control to the idle governor.
Deactivation will automatically occur if vehicle speed exceeds the PTO Maximum Vehicle Speed
parameter, or if a VSS fault becomes active. Additional deactivation conditions may be imposed by
the PTO Clutch Override feature and/or the PTO Service Brake Override feature.
Operation via Remote PTO Switch. The Remote PTO switch has higher priority than Cab PTO
switches. If a Cab PTO switch is already operating the PTO/Remote PTO feature, the Remote PTO
switch will override the Cab PTO switch. Then, when the Remote PTO switches relinquishes control of
the PTO Remote PTO feature, the feature will continue to operate under control of Cab PTO switches.
a. Activation Conditions. In order for the PTO/Remote PTO feature to activate, there must be no active
VSS faults. Additional activation conditions may be imposed by the PTO Maximum Vehicle Speed
parameter, the PTO Clutch Override feature, and/or the PTO Service Brake Override feature.
b. Activation. The operator may activate the PTO/Remote PTO feature using the Remote PTO switch.
When activated, the PTO/Remote PTO feature assumes engine control at the selected engine speed.
c. Select Engine Speed. Selected engine speed is established, when the PTO/Remote PTO feature is
activated, at one of the Remote PTO engine speed parameters. Which parameter depends on the
number of times the switch is toggled.
d. Active Operation. The PTO/Remote PTO feature will maintain engine speed at the selected engine
speed. Engine brakes are disabled. The cab accelerator is ignored, unless the PTO Accelerator
Override feature is enabled. Idle shutdown is disabled, unless the Idle Shutdown In PTO feature is
enabled.
e. Adjust Selected Engine Speed. When the PTO/Remote PTO feature is active, the driver can select a
different preset engine speed by toggling the Remote PTO switch.

f. Deactivation. The operator may deactivate the PTO/Remote PTO feature using the Remote PTO
switch. This will typically return engine control to the idle governor. Deactivation will automatically
occur if vehicle speed exceeds the PTO Maximum Vehicle Speed parameter, or if a VSS fault
becomes active.
Programming. If PTO operation is desired and the CC/PTO On/Off switch is installed, then the
PTO/Remote PTO feature should be enabled. If PTO operation is not desired or the CC/PTO On/Off
switch is not installed, then the PTO/Remote PTO feature should be disabled.
Cab/Remote PTO Parameters

PTO Maximum Engine Load Parameter
Application. The PTO Maximum Engine Load parameter defines an engine torque limit that is imposed
only when the PTO/Remote PTO feature is operating. This can prevent damage to the PTO device due
to excessive torque. The torque limit is imposed whether the PTO/Remote PTO feature was activated by
a Cab PTO switch or the Remote PTO switch.
Operation. When the PTO/Remote PTO feature is active, engine torque is derated to the PTO Maximum
Engine Load parameter. When the PTO/Remote PTO feature is not active, this engine torque derate is
not imposed.
Programming. The PTO Maximum Engine Load parameter is backwards calculated using the
manufacturer’s rating for the PTO device, and the gear ratio between the device and the engine:
Parameter ft-lb = Rating ft-lb/Gear Ratio.
PTO Maximum Vehicle Speed Parameter
Application. The PTO Maximum Vehicle Speed parameter defines a vehicle speed above which the
PTO/Remote PTO feature cannot operate. This provides maximum flexibility. The vehicle speed limit is
imposed whether the PTO/Remote PTO feature was activated by a Cab PTO switch or the Remote PTO
switch.
Operation. The PTO/Remote PTO feature cannot activate if vehicle speed is greater than the PTO
Maximum Vehicle Speed parameter. If active, the PTO/Remote PTO feature will deactivate if vehicle
speed exceeds the PTO Maximum Vehicle Speed parameter.
Programming. The PTO/Remote PTO feature can operate to a maximum vehicle speed of 30 MPH. If
the PTO/Remote PTO feature should operate only at lower vehicle speeds, then the PTO Maximum
Vehicle Speed parameter should be set to that speed. If the PTO/Remote PTO feature operates only
while the vehicle is stationary, then the PTO Maximum Vehicle Speed parameter should be set to 0 MPH.
PTO Minimum Engine Speed Parameter

PTO Maximum Engine Speed Parameter
Application. The PTO Minimum Engine Speed parameter and the PTO Maximum Engine Speed
parameter define an engine speed range that is imposed only when the PTO/Remote PTO feature is
operating. This prevents damage to the PTO device due to overspeed or underspeed. The engine speed
range is imposed whether the PTO/Remote PTO feature was activated by a Cab PTO switch or the
Remote PTO switch.

Operation. When the Ramp-Up function of the PTO Set/Resume switch is used, governed engine speed
cannot be adjusted higher than the PTO Maximum Engine Speed parameter. When the Ramp-Down
function of the PTO Set/Resume switch is used, governed engine speed cannot be adjusted lower than
the PTO Minimum Engine Speed parameter. The following engine speed parameters must be
programmed to fall within the range defined by the PTO Minimum Engine Speed parameter and the PTO
Maximum Engine Speed parameter:
Parameters Bound by PTO Min/Max Engine Speeds
Cab PTO Parameters Remote PTO Parameters

PTO Additional Switch Speed parameter Remote PTO Speed Setting 1 parameter
PTO Resume Switch Engine Speed parameter Remote PTO Speed Setting 2 parameter
Remote PTO Speed Setting 3 parameter
PTO Set Switch Engine Speed parameter Remote PTO Speed Setting 4 parameter
Remote PTO Speed Setting 5 parameter
Programming. The PTO Minimum Engine Speed parameter and the PTO Maximum Engine Speed
parameter are backwards calculated using the ratings for the minimum and maximum PTO device
speeds, and the gear ratio between the engine and the PTO device: PTO Minimum Engine Speed
parameter = PTO device lower RPM x gear ratio; PTO Maximum Engine Speed parameter = PTO device
upper RPM x gear ratio.
PTO Accelerator Override Feature

PTO Accelerator Override Maximum Speed Parameter
Application. The PTO Accelerator Override feature allows the cab accelerator to temporarily increase
engine speed beyond the governed engine speed when the PTO/Remote PTO feature is operating. This
provides maximum flexibility. When an accelerator override is in effect, engine speed is limited to the PTO
Accelerator Override Maximum Speed parameter. This prevents overspeed damage to the PTO-driven
device. The feature is operational whether the PTO/Remote PTO feature was activated by a Cab PTO
switch or the Remote PTO switch.
Operation. When the PTO/Remote PTO feature is active, engine fueling is controlled by either the
PTO/Remote PTO feature or the selected accelerator governor (VS or automotive), whichever demands
the greatest amount of fueling. When the accelerator is released, or if accelerator fueling becomes less
than PTO/Remote PTO feature fueling, the PTO/Remote PTO feature resumes operation at the selected
engine speed established prior to the accelerator override. When fueling is controlled by the accelerator,
maximum engine speed is limited to the PTO Accelerator Override Maximum Speed parameter. When
fueling is controlled by the PTO/Remote PTO feature, maximum engine speed is limited to the PTO
Maximum Engine Speed parameter.
Programming. If accelerator override is desired, then the PTO Accelerator Override feature should be
enabled. If accelerator override is not desired, then the PTO Accelerator Override feature should be
disabled. If the PTO Accelerator Override feature is enabled, then the PTO Accelerator Override
Maximum Speed parameter may be programmed. This parameter is typically set to the same value as
the PTO Maximum Engine Speed parameter.
Note: The PTO Accelerator Override Maximum Speed parameter must be greater than or equal to the
PTO Maximum Engine Speed parameter.

Cab PTO Parameters

PTO Clutch Override Feature
Application. The PTO Clutch Override feature prevents PTO/Remote PTO feature operation when the
clutch pedal is pressed. This provides maximum flexibility. The feature is operational when the
PTO/Remote PTO feature was activated using a Cab PTO switch.
Operation. The PTO/Remote PTO feature cannot activate if the clutch is pressed. If active, the
PTO/Remote PTO feature will deactivate if the clutch is pressed.
Programming. If clutch override is desired, then the PTO Clutch Override feature should be enabled. If
clutch override is not desired, then the PTO Clutch Override feature should be disabled.
PTO Service Brake Override Feature
Application. The PTO Brake Override feature prevents PTO/Remote PTO feature operation when the
service brake pedal is pressed. This provides maximum flexibility. The PTO Brake Override feature is
operational when the PTO/Remote PTO feature was activated using a Cab PTO switch.
Operation. The PTO/Remote PTO feature cannot activate if the service brake is pressed. If active, the
PTO/Remote PTO feature will deactivate if the service brake is pressed.
Programming. If service brake override is desired, then the PTO Clutch Override feature should be
enabled. If service brake override is not desired, then the PTO Clutch Override feature should be
disabled.
PTO Resume Switch Engine Speed Parameter

PTO Set Switch Engine Speed Parameter
PTO Additional Switch Speed Parameter
Application. These parameters define three preset engine operating speeds for the PTO/Remote PTO
feature that may be accessed using a Cab PTO switch. This permits the operator to initiate or reestablish
PTO operation at a known engine speed. In order to access the engine speed defined by the PTO
Additional Switch Speed parameter, an OEM-supplied PTO Additional switch must be installed, refer to
OEM Components.
Operation. One of the preset engine speeds may be selected for PTO operation using the Set Speed
function or Resume Speed function of the PTO Set/Resume switch, or the PTO Additional switch, if
installed.
a. Set Speed Function. This function establishes engine speed at the PTO Set Switch Engine Speed
parameter.
b. Resume Speed Function. This function establishes engine speed at the PTO Resume Switch Engine
Speed parameter.
c. PTO Additional Switch. This switch establishes engine speed at the PTO Additional Switch Speed
parameter.
Programming. The PTO Minimum Engine Speed parameter and the PTO Maximum Engine Speed
parameter should be programmed first. Then, the PTO Set Switch Engine Speed parameter and the PTO
Resume Switch Engine Speed parameter should be programmed to the desired engine speeds. If the
PTO Additional switch is installed, the PTO Additional Switch Speed parameter should also be
programmed to the desired engine speed.
Note: These parameters must be greater than or equal to the PTO Minimum Engine Speed
parameter, and less than or equal to the PTO Maximum Engine Speed parameter.

PTO Engine Speed Switch Ramp Rate Parameter

Application. This parameter defines the rate of engine speed change when using the Ramp-Up or
Ramp-Down functions of the PTO Set/Resume switch. This permits the user to customize the switch
response depending on application.
Operation. This parameter affects both the Ramp-Up and Ramp-Down functions of the PTO Set/Resume
switch. When the Ramp-Up function is used, governed engine speed will increase at a rate defined by
the PTO Engine Speed Switch Rate parameter. When the Ramp-Down function is used, governed
engine speed will decrease at a rate defined by the PTO Engine Speed Switch Rate parameter.
Programming. The PTO Engine Speed Switch Rate parameter should be set to the desired rate of
engine speed change when using the Ramp-Up and Ramp-Down functions of the PTO Set/Resume
switch. Smaller values will increase resolution, allowing more precise PTO governed engine speed
control. Larger values will decrease resolution, allowing faster PTO governed engine speed control.
Remote PTO Parameters

Remote PTO Number Of Speed Settings Parameter
Application. This parameter defines the number of preset engine operating speeds for the PTO/Remote
PTO feature that may be accessed using the Remote PTO switch. This will prevent accidental selection
of an undesired engine operating speed.
Operation. There are as many as five preset engine speeds which may be selected for PTO/Remote
PTO feature operation using the Remote PTO 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 the Remote PTO switch. In this case, Remote PTO Speed
Setting 4 and Remote PTO Speed Setting 5 cannot be programmed, and cannot be accessed by the
Remote PTO switch.
Programming. Set the Remote PTO Number Of Speed Settings parameter to the desired number of
preset PTO/Remote PTO feature engine speed when operating under Remote PTO control.
Remote PTO Speed Setting 1 Parameter

Application. These parameters define five preset engine operating speeds for the PTO/Remote PTO
feature that may be accessed using the Remote PTO switch. This permits the operator to initiate or
reestablish PTO operation at a known engine speed. In order to access engine speeds defined by these
parameters, an OEM-supplied Remote PTO switch must be installed, refer to OEM Components.
Operation. When the Remote PTO switch is properly toggled, PTO governed speed is established under
Remote PTO control. Typically, the switch is toggled the number of times corresponding to the numeric
designator of the desired Remote PTO speed setting parameter. Then, governed engine speed is
established at the value programmed for that parameter.
Programming. First, program the PTO Minimum Engine Speed parameter and the PTO Maximum
Engine Speed parameter. Then, the Remote PTO Number Of Speed Settings parameter should be
programmed. Finally, any available Remote PTO speed setting parameter should be programmed to the
desired engine speed for PTO operation under Remote PTO control.
Note: These parameters must be greater than or equal to the PTO Minimum Engine Speed
parameter, and less than or equal to the PTO Maximum Engine Speed parameter.

Remote Accelerator Feature

Remote Accelerator Feature – Ranges and Defaults
Programmed By
Remote Accelerator feature Enable/Disable Disabled 
Application. The Remote Accelerator feature offers continuously variable engine fueling control similar to
the cab accelerator, but without idle validation. Its simpler interface makes the remote accelerator
suitable for extended lengths of wiring. Accelerator response depends on the currently selected
accelerator governor, VS or Automotive. Two OEM hardware items are required, an accelerator position
sensor and a Remote Accelerator On/Off switch. The position sensor must meet CES 14118. The
Remote Accelerator On/Off switch is defined in OEM Components.
Operation.
a. Activation Conditions. In order for the Remote Accelerator feature to activate, there must be no
active remote accelerator faults.
b. Activation. The operator activates the Remote Accelerator feature by placing the Remote Accelerator
On/Off switch to ON and adjusting the remote accelerator to its minimum position. When the Remote
Accelerator feature becomes active, the remote accelerator assumes control of engine fueling and the
cab accelerator is ignored.
c. Active Operation. The remote accelerator provides continuously variable engine control in response to
the position of the remote accelerator position sensor. If the selected accelerator governor is
Automotive, then engine torque is proportional to accelerator position. If the selected accelerator
governor is VS, then engine speed is proportional to accelerator position.
d. Deactivation. The operator deactivates the Remote Accelerator feature by placing the Remote
Accelerator On/Off switch to OFF and releasing the cab accelerator pedal. When the Remote
Accelerator feature deactivates, the remote accelerator relinquishes control of engine fueling and the
cab accelerator is no longer ignored. Deactivation occurs automatically when a remote accelerator
fault becomes active.
Programming. If the Remote Accelerator feature is desired, and all remote accelerator hardware is
connected to the ECM, then the Remote Accelerator feature should be enabled. If the Remote
Accelerator feature is not desired, or any remote accelerator hardware is not connected to the ECM, then
the Remote Accelerator feature should be disabled.

VS or Automotive Governor
VS or Automotive Governor – Ranges and Defaults
Programmed By
Switchable Accelerator Type feature Enable/Disable Disabled 
Variable Speed
Accelerator Type parameter
Automotive
Automotive  
Accelerator Type Parameter

Application. The Accelerator Type parameter selects one of the two available accelerator governors,
Variable Speed (VS) or Automotive. The selected governor fuels the engine in accordance with the
position of the cab accelerator or remote accelerator.
a. Automotive Governor. This governor translates accelerator position into fuel rate, so that engine
torque is nearly proportional to accelerator position. This governor is the most commonly used
accelerator governor, its response is similar to that for a mechanical accelerator.
b. VS Governor. This governor translates accelerator position into engine speed, so that engine speed is
nearly proportional to accelerator position. This governor is used when better engine speed control is
required, such as vocational applications using a “creep” gear.
Operation. If the Remote Accelerator feature is not active, the selected accelerator governor will process
the cab accelerator position. If the Remote Accelerator feature is active, the selected accelerator
governor will process the remote accelerator position. Whichever accelerator is used, accelerator
response will vary according to the selected accelerator governor, Automotive or VS.
a. Automotive Governor. This governor will schedule engine fueling as a function of accelerator
position and engine speed. As shown in the Automotive Governor Response diagram, this results
in nearly horizontal %throttle lines. Engine torque is nearly constant at a fixed accelerator
position.
Automotive Governor Response

b. VS Governor. This governor will increase or decrease engine fueling as required to maintain the
engine at an RPM determined by accelerator position. A slight droop is employed. As shown in
the Variable-Speed Governor Response diagram, this results in nearly vertical %throttle lines.
Engine/vehicle speed is nearly constant at a fixed accelerator position.
Variable-Speed Governor Response
Programming. If the Switchable Accelerator Type feature is not enabled or the Accelerator Governor
switch is not installed, program the Accelerator Type parameter to the desired full-time accelerator
governor. If the Switchable Accelerator Type feature is enabled and the Accelerator Governor switch is
installed, program the Accelerator Type parameter to the desired default accelerator governor.
Switchable Accelerator Type Feature

Application. This feature selects one of the accelerator governors, VS or Automotive, as needed for any
desired purpose. For example, the VS governor can be selected when switching from cab accelerator to
remote accelerator control. The Remote Accelerator On/Off switch also performs governor switching.
Another example is manual selection, which allows the driver to select his favorite accelerator governor.
An OEM-supplied toggle switch must be installed in the dashboard. Switching logic is defined by the
Accelerator Governor switch, refer to OEM Components.
Operation. There are two Accelerator Governor switch positions, ALTERNATE and PROGRAMMABLE.
When the switch is in the PROGRAMMABLE position, the accelerator governor is that selected by the
Accelerator Type parameter. When the switch is in the ALTERNATE position, the accelerator governor is
the opposite of that selected by the Accelerator Type parameter.
Programming. If a switchable accelerator governor is desired and the Accelerator Governor switch is
installed, then the Switchable Accelerator Type feature should be enabled. If a switchable accelerator
governor is not desired or the Accelerator Governor switch is not installed, then the Switchable
Accelerator Type feature should be disabled. If the Switchable Accelerator Type feature is enabled, then
the Accelerator Type parameter should be programmed for the default governor when the Accelerator
Governor switch is in the PROGRAMMABLE position.

Maximum Switched Engine Speed

Maximum Switched Engine Speed – Ranges and Defaults
Programmed By
Maximum Switched Engine Speed 1,400-default Sig/ISX 2031
parameter RPM ISM 2330 
Maximum Switched Engine Speed Feature Introduction

Application. The Maximum Switched Engine Speed feature selects a lower maximum engine speed
when the engine is powering a speed-sensitive component or device. For all other conditions, full engine
speed is available. For example, in refuse trucks, a lower maximum engine speed may be desired when
the vehicle hydraulic system is in use. An OEM-supplied Max Engine Speed switch must be configured
to activate when the engine speed derate is imposed. Refer to OEM Components for definition of the
Max Engine Speed switch.
Operation. There are two Max Engine Speed switch positions, SPEED LIMIT and NORMAL. When the
switch is in NORMAL position, engine speed is limited to a default maximum RPM determined by the
OEM or the Cummins Engine Company. When the switch is in SPEED LIMIT position, maximum engine
speed is limited to an RPM defined by the Maximum Switched Engine Speed parameter. Even in the
SPEED LIMIT position, maximum engine speed may be further reduced by an OEM- or Cummins-
imposed engine speed derate.
Programming. The Maximum Switched Engine Speed feature does not need to be enabled, this function
becomes available when the Max Engine Speed switch is installed. If the Max Engine Speed switch is
installed, the Maximum Switched Engine Speed parameter should be programmed to the maximum
engine speed when the switch is in the SPEED LIMIT position.
Maximum Switched Engine Speed Parameter
Application. This parameter defines a maximum engine speed that protects components or devices
connected to the engine from damage due to overspeed. If the Max Engine Speed switch is installed, this
parameter defines the maximum speed the engine is allowed to operate when the switch is in the SPEED
LIMIT position. If the Max Engine Speed switch is not installed, the Maximum Engine Speed parameter
defines a full-time maximum engine speed limit.
Operation. If the Max Engine Speed switch is installed, the engine speed limit depends on the position of
the Max Engine Speed switch, see above. If the Max Engine Speed switch is not installed, engine speed
is limited to the RPM specified by the Maximum Engine Speed parameter. Even if the switch is not
installed, maximum engine speed may be further reduced by an OEM- or Cummins-imposed engine
speed derate.
Programming. Program the Maximum Engine Speed parameter in accordance with the maximum RPM
of the overspeed-protected device, and the gear ratio between the engine and the device: Parameter
RPM = Device Max RPM Rating/Gear Ratio.

Road Speed Governor

Road Speed Governor – Ranges and Defaults
Programmed By
Accelerator Maximum Vehicle Speed
Adjust feature
Accelerator Maximum Vehicle Speed
30-120 MPH
Sig 120 
parameter ISX/ISM 65
Accelerator Upper Droop parameter 0-3 MPH 0 
Accelerator Lower Droop parameter 0-3 MPH
Sig 3 
ISX/ISM 2
Road Speed Governor Feature Introduction

Application. The Road Speed Governor (RSG) feature prevents vehicle speed from exceeding a
programmable MPH when the engine is controlled by the cab accelerator pedal. A maximum vehicle
speed results in better safety and fuel economy for most applications. The RSG feature can also be used
to maintain vehicle speed within lawful limits.
Operation.
a. Activation. When the driver is controlling vehicle speed using the cab accelerator, the RSG feature will
automatically activate when the vehicle reaches the maximum vehicle speed. When the RSG feature
becomes active, accelerator position is no longer processed, and the RSG feature assumes control of
engine fueling.
b. Active Operation. The RSG feature will maintain vehicle speed at the maximum vehicle speed.
c. Deactivation. The RSG feature will automatically deactivate when the driver, via the accelerator,
requests a vehicle speed that is less than the maximum vehicle speed. This will typically return fueling
control to the cab accelerator.
Programming. No programming is required to to obtain engine limiting in response to vehicle speed. A

vehicle speed limit is imposed whenever the Vehicle Setup VSS Type parameter is anything other than
None.
Accelerator Maximum Vehicle Speed Parameter

Application. This parameter defines the maximum vehicle speed when operating under accelerator
control, unless the Gear-Down Protection feature, Driver Reward feature, and/or Accelerator Maximum
Vehicle Speed Adjust feature is enabled. A maximum vehicle speed results in better safety and fuel
economy for most applications. The RSG feature’s maximum vehicle speed is independent of the Cruise
Control feature’s maximum vehicle speed. The RSG feature’s maximum vehicle speed is a calculated
value that can change at any time during engine operation. Maximum vehicle speed varies in order to
accomplish three goals:
a. Better Gear Selection. A contribution from the Gear-Down Protection feature encourages drivers to
operate in a higher gear.
b. Better Driver Skills. A contribution from the Driver Reward feature encourages drivers to increase
MPG and decrease idle times.
c. Driver Selection. A contribution from the Accelerator Maximum Vehicle Speed Adjust feature permits
drivers to reduce maximum vehicle speed if desired.

Operation. Maximum vehicle speed is calculated as follows. Refer to the Maximum Vehicle Speed
Calculation diagram.
a. Base Value. The base value of maximum vehicle speed is programmed using the Accelerator
Maximum Vehicle Speed parameter.
b. Gear-Down Protection Override. If the Gear-Down Protection feature is enabled, then this feature will
replace the maximum vehicle speed according to gear. If the transmission is currently in any gear
other than top gear, then maximum vehicle speed will be reduced.
c. Driver Reward Delta. If the Driver Reward feature is enabled, then this feature may increase or
decrease maximum vehicle speed in response to driver skills. If the driver is getting good MPG and/or
is idling very little, then maximum vehicle speed will be higher. If the driver is getting poor MPG and/or
is idling too much, then maximum vehicle speed will be lower.
d. Global Maximum Vehicle Speed. Maximum vehicle speed is always limited to the Global Maximum
Vehicle Speed parameter. This guarantees that a vehicle speed limit is never exceeded, especially
when Driver Reward is reprogrammed often.
e. Select Maximum Vehicle Speed. If the Accelerator Maximum Vehicle Speed Adjust feature is
enabled, then the driver may choose to reduce maximum vehicle speed. This is accomplished using
the Accelerator Maximum Vehicle Speed switch.
Maximum Vehicle Speed Limit Calculation
Programming. Set the Accelerator Maximum Vehicle Speed parameter to the desired maximum vehicle
speed when using the accelerator to control the engine.
Note: The Accelerator Maximum Vehicle Speed should be less than or equal to the Global Maximum
Vehicle Speed parameter.
Note: If the Driver Reward feature is enabled, then the Accelerator Maximum Vehicle Speed should be
less than or equal to the Global Maximum Vehicle Speed parameter minus the Driver Reward Best Speed
Reward parameter.
Accelerator Maximum Vehicle Speed Adjust Feature

Application. This feature permits the driver to reduce the maximum vehicle speed to accommodate local
speed limits, which can prevent speeding tickets. Also, this feature allows the RSG feature to be used
like a foot-on-accelerator Cruise Control through town, preserving the Cruise Control feature’s selected
vehicle speed for resume operation. One OEM-supplied dashboard switch is required, an Accelerator
Maximum Vehicle Speed switch, whose functions can be accessed by the multifunction Set/Resume
switch. Refer to OEM Components for a description of this switch.
Operation.
a. Conditions. In order for the Accelerator Maximum Vehicle Speed Adjust feature to operate, the engine
must not be idling or stopped. If the CC/PTO On/Off switch is installed, it must be OFF.

b. Adjust Maximum Vehicle Speed. The driver can increase or decrease maximum vehicle speed
whether or not the RSG feature is active. To increase, the Bump-Up and Accel functions of the
Accelerator Maximum Vehicle Speed switch are used. Maximum vehicle speed cannot exceed the
calculated value. To decrease, the Bump-Down and Coast functions of the Accelerator Maximum
Vehicle Speed switch are used. The lowest maximum vehicle speed is 30 MPH.
c. Default Selected Speed. Maximum vehicle speed is not saved at power-down. At power-up,
maximum vehicle speed becomes the currently calculated value, but any reduction of this value due to
driver adjustment prior to power-down is disregarded.
Programming. If driver adjustment of maximum vehicle speed is desired, then the Accelerator Maximum
Vehicle Speed Adjust feature should be enabled. If driver adjustment of maximum vehicle speed is not
desired, then the Accelerator Maximum Vehicle Speed Adjust feature should be disabled.
Accelerator Upper Droop Parameter

Accelerator Lower Droop Parameter
Application. These parameters permit the actual vehicle speed to deviate slightly from the maximum
vehicle speed when the RSG feature is active. Actual vehicle speed can increase above maximum
vehicle speed when engine load is low, thus preserving vehicle momentum. Actual vehicle speed can
decrease below maximum vehicle speed when engine load is high, thus burning less fuel. This should
result in better fuel economy, especially for vehicles that travel over rolling or hilly terrain.
Operation. When active, the RSG feature always operates on one of three curves: Upper Droop,
Isochronous, and Lower Droop. Refer to the Accelerator Operating Curves diagram. These curves are
distinguished by the current amount of engine fueling.
a. Upper Droop. When the RSG feature is operating on the Upper Droop and fueling is at maximum,
actual vehicle speed is maximum vehicle speed minus the Accelerator Upper Droop parameter. As
fueling is decreased, actual vehicle speed gradually approaches maximum vehicle speed. Actual
vehicle speed is maximum vehicle speed if the Gear-Down Protection feature is enabled and the
transmission is not in top gear, regardless of the Accelerator Upper Droop parameter.
b. Isochronous. When the RSG feature is operating on the Isochronous curve, actual vehicle speed the
same as maximum vehicle speed.
c. Lower Droop. When the RSG feature is operating on the Lower Droop curve and fueling is at
minimum, actual vehicle speed is maximum vehicle speed plus the Accelerator Lower Droop
parameter. As fueling is increased, actual vehicle speed gradually approaches maximum vehicle
speed.
Programming. These parameters may be programmed from zero to three MPH. Values in the upper end
of this range should result in better fuel economy. Values in the lower end of this range will result in
better vehicle speed control.

Accelerator Operating Curves

Cruise Control
Cruise Control – Ranges and Defaults
Programmed By
Cruise Control feature Enable/Disable Enabled 
Cruise Control Maximum Vehicle Speed
30-120 MPH
Sig 120 
parameter ISX/ISM 65
Cruise Control Save Set Speed feature Enable/Disable Enabled 
Cruise Control Upper Droop parameter 0-3 MPH 0 
Cruise Control Lower Droop parameter 0-3 MPH
Sig 3 
ISX/ISM 2
Cruise Control AutoResume feature Enable/Disable Disabled 
Cruise Control Feature

Application. The Cruise Control feature maintains vehicle speed at a driver-selectable MPH. Because
the driver does not need to press the accelerator, driver comfort is improved. Also, vehicle speed control
is more precise, resulting in better fuel economy. Two OEM-supplied dashboard switches are required to
control the Cruise Control feature: a CC/PTO On/Off switch and a Cruise Control Set/Resume switch,
whose functions can be accessed by the multifunction Set/Resume switch. These switches are described
in OEM Components.
Operation.
a. Activation Conditions. In order for the Cruise Control feature to activate, vehicle speed must be
greater than 30 MPH, engine speed must be greater than 900 RPM, the clutch pedal must not be
pressed, and the service brake pedal must not be pressed.
b. Activation. The driver may activate the Cruise Control feature by placing the CC/PTO On/Off switch to
the ON position, then using the Set or Resume functions of the Cruise Control Set/Resume switch.
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.
c. Select Vehicle Speed. If the Set function was used for activation, 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 was used for activation, selected vehicle speed will be the most recently selected vehicle
speed. Availability of the Resume function is dependent on the programming of the Cruise Control
Save Set Speed feature.
d. Active Operation. The Cruise Control feature will maintain vehicle speed at the selected vehicle
speed. The driver can use the cab accelerator to temporarily increase vehicle speed beyond the
selected vehicle speed. When the accelerator is released, the Cruise Control feature will automatically
regain engine control at the selected vehicle speed.
e. Adjust 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 Accel functions of the Cruise
Control Set/Resume switch are used. Selected vehicle speed cannot exceed the maximum vehicle
speed. To decrease, the Bump-Down and Coast functions of the Cruise Control Set/Resume switch
are used. The lowest selected vehicle speed is 30 MPH.
f. Deactivation. The driver may manually deactivate the Cruise Control feature by placing the CC/PTO
On/Off switch to OFF, or by pressing the service brake pedal. This will typically return engine fueling
control to the accelerator. The driver may also press the clutch pedal to deactivate the Cruise Control

feature, depending on the programming of the Cruise Control AutoResume feature. Deactivation will
automatically occur if vehicle speed falls below 30 MPH or engine speed falls below 900 RPM. If the
transmission is manual, or is partially automated and in a lower gear, automatic deactivation will also
occur if the transmission becomes out-of-gear.
Programming. If the Cruise Control feature is desired and the CC/PTO On/Off switch is installed, then
the Cruise Control feature should be enabled. If the Cruise Control feature is not desired or the CC/PTO
On/Off switch is not installed, then the Cruise Control feature should be disabled.
Cruise Control Maximum Vehicle Speed Parameter
Application. This parameter defines the maximum vehicle speed that may be selected when the Cruise
Control feature is operating, unless the Driver Reward Enable feature is enabled. A maximum vehicle
speed results in better safety and fuel economy for most applications. The Cruise Control feature’s
maximum vehicle speed is independent of the RSG feature’s maximum vehicle speed. The Cruise
Control feature’s maximum vehicle speed is a calculated value that can change at any time during engine
operation. The maximum vehicle speed varies when modified by Driver Reward, which encourages the
driver to increase MPG and decrease idle time.
Operation. When the driver activates the Cruise Control feature using the Set function, selected vehicle
speed is established at the existing vehicle speed or the maximum vehicle speed, whichever is lower.
When the Cruise Control feature is active and the driver adjusts selected vehicle speed upward using the
Accel function, selected vehicle speed cannot exceed the maximum vehicle speed. Maximum vehicle
speed is calculated as follows. Refer to the Maximum Vehicle Speed Calculation diagram.
a. Base Value. The base value of maximum vehicle speed is programmed using the Cruise Control
Maximum Vehicle Speed parameter.
b. Driver Reward Delta. If the Driver Reward feature is enabled, then this feature may increase or
decrease maximum vehicle speed in response to driver skills. If the driver is getting good MPG and/or
is idling very little, then maximum vehicle speed will be higher. If the driver is getting poor MPG and/or
is idling too much, then maximum vehicle speed will be lower.
Maximum Vehicle Speed Calculation
Programming. If the Cruise Control feature is enabled, then the Cruise Control Maximum Vehicle Speed
parameter should be set to the maximum desired vehicle operating speed while in the Cruise Control
feature.
Note: The use of the Cruise Control feature may be encouraged by programming the Cruise Control
Maximum Vehicle Speed parameter higher than the Accelerator Maximum Vehicle Speed parameter.
Note: If the Driver Reward feature is enabled, then the Cruise Control Maximum Vehicle Speed
parameter should be less than, or equal to, the Global Maximum Vehicle Speed parameter minus the
Driver Reward Best Speed Reward parameter.

Cruise Control Save Set Speed Feature

Application. This feature saves the most recent selected vehicle speed each time the engine is keyed
off. This permits the driver to resume Cruise Control feature operation, immediately following an engine
start, at the vehicle speed selected prior to engine shutdown. This feature is a driver convenience, and
encourages the use of the Cruise Control feature.
Operation. When the vehicle is keyed off, the Cruise Control Save Set Speed feature saves the most
recent selected vehicle speed in non-volatile memory. When the engine is restarted and the Cruise
Control feature is activated using the Resume function of the Cruise Control Set/Resume switch, the
selected vehicle speed will become the saved vehicle speed. This makes the Resume function available
immediately after engine startup, even if the Set function has not been used.
Programming. If greater availability of the Resume function is desirable, then the Cruise Control Save
Set Speed feature should be enabled. If, after engine start, the Resume function should become
available only after the Set function has been used, then the Cruise Control Save Set Speed feature
should be disabled.
Cruise Control Upper Droop Parameter

Cruise Control Lower Droop Parameter
Application. These parameters permit the actual vehicle speed to deviate slightly from the selected
vehicle speed when the Cruise Control feature is active. Actual vehicle speed can increase above the
selected vehicle speed when engine load is low, thus preserving vehicle momentum. Actual vehicle
speed can decrease below the selected vehicle speed when engine load is high, thus burning less fuel.
This should result in better fuel economy, especially for vehicles that travel over rolling or hilly terrain.
Operation. When active, the Cruise Control feature always operates on one of these three curves: Upper
Droop, Isochronous, and Lower Droop. Refer to the Cruise Control Operating Curves diagram. These
curves are distinguished by the current amount of engine fueling.
a. Upper Droop. When the Cruise Control feature is operating on the Upper Droop curve and fueling is at
maximum, actual vehicle speed is selected vehicle speed minus the Cruise Control Upper Droop
parameter. As fueling is decreased, actual vehicle speed gradually approaches the selected vehicle
speed.
b. Isochronous. When the Cruise Control feature is operating on the Isochronous curve, actual vehicle
speed the same as the selected vehicle speed.
c. Lower Droop. When the Cruise Control feature is operating on the Lower Droop curve and fueling is at
minimum, actual vehicle speed is selected vehicle speed plus the Cruise Control Lower Droop
parameter. As fueling is increased, actual vehicle speed gradually approaches the selected vehicle
speed.

Cruise Control Operating Curves
Operational Scenario. This scenario describes an OTR truck operating the Cruise Control feature with
the Driver Reward feature disabled. The Cruise Control Lower Droop parameter and the Cruise Control
Upper Droop parameter are programmed to 3 MPH.
a. Isochronous. The vehicle is travelling on a level road with the Cruise Control feature active at a
selected vehicle speed of 60 MPH. Because the Cruise Control feature is operating in the isochronous
region, actual vehicle speed is 60 MPH. As the vehicle approaches a hill, the Cruise Control feature
must increase fueling in order to maintain 60 MPH.
b. Upper Droop. As the grade begins to increase, the Cruise Control feature starts operating on the
Upper Droop. Actual vehicle speed is reduced below the selected vehicle speed. At a steep positive
grade, the Cruise Control feature may command an actual vehicle speed as low as 57 MPH.
c. Lower Droop. As the vehicle crests the hill, the Cruise Control feature starts operating on the Lower
Droop. Actual vehicle speed is increased above the governed vehicle speed. At a steep negative
grade, the Cruise Control feature may command an actual vehicle speed as high as 63 MPH.
Programming. These parameters may be programmed from zero to three MPH. Values in the upper end
of this range should result in better fuel economy. Values in the lower end of this range will result in
better vehicle speed control.
Cruise Control AutoResume Feature
Application. This feature permits the Cruise Control feature to momentarily pause while the driver
performs a manual shift. When the shift is complete, the Cruise Control feature automatically resumes at
the previously established selected vehicle speed. Since the driver does not need to reactivate the
Cruise Control feature after pressing the clutch pedal, driver comfort is increased and the use of the
Cruise Control feature is encouraged.
Operation. The Cruise Control feature will automatically reactivate following a clutch press, but only after
a successful gear change has been accomplished. A successful gear change is performed as follows:
a. Initiate Gear Change. Before the AutoResume event can occur, the Cruise Control feature must be
active and engine speed must be greater than 900 RPM. Then, the gear change must be initiated by a

clutch action. This will temporarily deactivate the Cruise Control feature, and transfer engine control to
the cab accelerator.
b. Perform Gear Change. An AutoResume gear change is identical to a normal gear change. During the
gear change, clutch activity and engine speed do not matter to AutoResume. There is, however, a 6-
second time limit between the initiation and the conclusion of the gear change. Engine brakes cannot
engage and will disengage if engaged.
c. Conclude Gear Change. The gear change is concluded when an in-gear condition is detected, if
engine speed is at least 900 RPM. If this gear is different than the gear at the initiation of the gear
change, then the Cruise Control feature will automatically reactivate at the last selected vehicle speed.
Programming. If a manual or partially automated transmission is installed and AutoResume is desired,

then the Cruise Control AutoResume feature should be enabled. If an automatic or automated
transmission is installed, or if AutoResume is not desired, then the Cruise Control AutoResume feature
should be disabled.

Idle Governor
Idle Governor – Ranges and Defaults
Programmed By
Idle Adjustment feature Enable/Disable Enabled 
ISM 600-800 RPM
ISM 600 
Idle Engine Speed parameter Sig/ISX 500-800
Sig/ISX 700
RPM
Idle Governor Feature Introduction

Idle Engine Speed Parameter
Application. The Idle Governor feature prevents engine speed from falling below a minimum RPM. This
keeps the engine running smoothly if some other engine governor does not command enough fueling.
Engine speed is automatically maintained at an RPM defined by the Idle Engine Speed parameter. This
permits the customer to customize engine idle speed according to application and personal preference.
Operation. When the driver releases the accelerator pedal and no other engine governor has authority,
the Idle Governor feature will automatically activate when engine speed falls to the Idle Engine Speed
parameter. When the Idle Governor feature is active, engine speed is maintained at the Idle Engine
Speed parameter. No droop is employed. The Idle Governor feature will automatically deactivate when
another engine governor assumes control of engine fueling.
Programming. No programming is required to provide idle capability, the Idle Governor feature is always
enabled. Program the Idle Engine Speed parameter to the desired idle engine speed. Lower values
should result in better fuel economy and decreased engine wear. Higher values may result in smoother
engine operation.
Idle Adjustment Feature
Application. This feature permits the driver to select the Idle Governor feature’s engine idle speed using
a dashboard switch. Engine idle speed can be selected according to current application or personal
taste. One OEM-supplied dashboard switch is required, an Idle Increment/Decrement switch, whose
functions can be accessed by the multifunction Set/Resume switch. Refer to OEM Components for a
description of this switch.
Operation. The driver can increase or decrease engine idle speed if the engine is idling and the CC/PTO
On/Off switch, if installed, is in the OFF position. To increase, the Increment function of the Idle
Increment/Decrement switch is used. To decrease, the Decrement functions of the Idle
Increment/Decrement switch is used. The selected engine idle speed is automatically saved at power-
down. At power-up, engine idle speed always becomes the last idle speed selected prior to the previous
power-down.
Programming. If driver adjustability of engine idle speed is desired, then the Idle Adjustment feature
should be enabled. If driver adjustability of engine idle speed is not desired, then the Idle Adjustment

Idle Shutdown
Idle Shutdown – Ranges and Defaults
Programmed By
Idle Shutdown feature Enable/Disable Disabled 
Idle Shutdown Timer parameter 0-6,550 sec
Sig 6,550 
ISX/ISM 3,600
Idle Shutdown Override feature Enable/Disable Disabled 
Idle Shutdown Ambient Temperature
Override feature
Idle Shutdown Hot Ambient Air
0-160 ºF 85 
Temperature parameter
Idle Shutdown Intermediate Ambient
0-160 ºF 60 
Air Temperature parameter
Idle Shutdown Cold Ambient Air
0-160 ºF 40 
Temperature parameter
Idle Shutdown in PTO feature Enable/Disable Disabled 
Idle Shutdown/PTO %Load parameter 0-100 % 10 
Idle Shutdown Feature

Idle Shutdown Timer Parameter
Application. The Idle Shutdown feature automatically shuts down the engine after it has been operating,
unattended, for a period of time defined by the Idle Shutdown Timer parameter. This feature prevents
extended unattended engine idling, in order to increase fuel economy. The Idle Shutdown feature is
intended to correct poor driver habits.
Operation. The Idle Shutdown feature maintains a shutdown timer. The operation of this feature is
dictated by the rules surrounding the operation of the shutdown timer.
a. Timer Run. The timer runs when the following conditions are both met at once: the engine is operating
at a constant engine speed, and the vehicle is stopped. In order to prevent inadvertent engine
shutdown during PTO operation, the timer does not run when the PTO/Remote PTO feature is active,
unless the Idle Shutdown in PTO feature is enabled. It may be possible to prevent the timer from
running by using the Idle Shutdown Ambient Temperature Override feature, which will prevent the
engine from shutting down.
b. Timer Restart. If the timer is running, it may be manually restarted by changing engine speed, moving
the vehicle, or by a driver interaction. A driver interaction is a change in position of the throttle pedal,
clutch pedal, or service brake pedal. This permits the driver to delay the engine shutdown as long as
he is present, effectively preventing the shutdown. This restart can occur any time prior to engine
shutdown.
c. Warning Period. 30 seconds before the timer expires, the Warning lamp starts flashing, at the rate of
one flash per second, to notify the operator of the impending shutdown. The lamp extinguishes when
the engine shuts down or the shutdown timer restarts. During the warning period, it may be possible
to override the shutdown using the Idle Shutdown Override feature.
d. Engine Shutdown. When the shutdown timer has run, uninterrupted, for the period of time defined by
the Idle Shutdown Timer parameter, the engine is shut down. Concurrent with engine shutdown, an
OEM-supplied relay activates which may be used to turn off high-current devices (i.e. headlights)
which could drain the vehicle battery. The optional relay remains active until the engine is cranked for
starting, or the ECM is reset by, for example, cycling the keyswitch.

Programming. If automatic engine shutdown due to unattended idling is desired, then the Idle Shutdown
feature should be enabled. If automatic engine shutdown due to unattended idling is not desired, then the
Idle Shutdown feature should be disabled. If the Idle Shutdown feature is enabled, then the Idle
Shutdown Timer parameter should be set to the amount of time that the vehicle is allowed to remain at
idle with no driver present. 3 to 10 minutes is typical. Smaller values should result in greater fuel
economy. Larger values should prevent occasional Warning lamp operation at stoplights.
Idle Shutdown Override Feature

Application. This feature permits the operator to cancel an engine shutdown initiated by the Idle
Shutdown feature. This allows the Idle Shutdown feature to be used for something other than a forced
idle shutdown, for example a warmup timer or a PTO timer. The driver still has the option to idle the
engine, unattended, for extended periods of time for the purposes of heating or cooling the cab area.
Operation. The Idle Shutdown Override feature functions by temporarily placing the Idle Shutdown
feature on “hold,” thus preventing the next engine shutdown.
a. When the Warning lamp is flashing during the 30 seconds prior to engine shutdown, an operator
interaction will override the shutdown. An operator interaction is a change in position of the throttle
pedal, clutch pedal, or service brake pedal. It may be possible to prevent a manual idle shutdown
override by using the Idle Shutdown Ambient Temperature Override feature.
b. If the override is successful, the Warning lamp flashes at a 0.5-second rate for 2 minutes. The engine
will not shut down due to the Idle Shutdown feature until after the vehicle moves, the PTO/Remote
PTO feature becomes active, or the engine is shut down. Then, the Idle Shutdown feature operates
normally again.
Programming. If operator override of an idle engine shutdown is desired, then the Idle Shutdown
Override feature should be enabled. If operator override of an idle engine shutdown is not desired, then
the Idle Shutdown Override feature should be disabled.
Idle Shutdown Ambient Temperature Override Feature

Idle Shutdown Hot Ambient Air Temperature Parameter
Idle Shutdown Intermediate Ambient Air Temperature Parameter
Idle Shutdown Cold Ambient Air Temperature Parameter
Application. The Idle Shutdown Ambient Temperature Override feature can meet two applications,
depending on the settings of the three temperature parameters. The possible applications are Automatic
Override and Manual Override Inhibit. Both applications can be met simultaneously. Regardless of
application, an OEM-supplied Ambient Air Temperature sensor is required for detection of outside
(ambient air) temperature.
a. Manual Override Inhibit. This application prevents the operator from canceling an engine shutdown
initiated by the Idle Shutdown feature if the outside air temperature is within a programmable comfort
range. This permits the operator to manually override the shutdown in order to heat or cool the vehicle
when heating or cooling is required, but prevents a manual override when temperature correction is
not required. The comfort range is between the Idle Shutdown Hot Ambient Air Temperature
parameter and the Idle Shutdown Intermediate Ambient Air Temperature parameter.
b. Automatic Override. This application performs an automatic override of an engine shutdown initiated
by the Idle Shutdown feature when ambient air temperature is below a cold threshold temperature.
This relieves the operator from the task of manually overriding the shutdown when vehicle heating is
always needed. The cold threshold temperature is the Idle Shutdown Cold Ambient Air Temperature
parameter.

Operation. The Idle Shutdown Ambient Temperature Override feature functions by modifying the
operation of the Idle Shutdown feature and/or Idle Shutdown Override feature. The effect on these
features is dependent on the current ambient air temperature zone, see the diagram below. The current
ambient air temperature zone is determined by a comparison of outside air temperature with the three
temperature parameters.
Ambient Air Temperature Zones
a. Allow Manual Override 1. When ambient air temperature is greater than the Idle Shutdown Hot
Ambient Air Temperature parameter, there is no effect to other features. The Idle Shutdown feature
can still shut down the engine. The Idle Shutdown Override feature can still manually override a
shutdown.
b. Manual Override Inhibit. When ambient air temperature is less than the Idle Shutdown Hot Ambient
Air Temperature parameter and greater than the Idle Shutdown Intermediate Ambient Air Temperature
parameter, a manual shutdown override is prevented. The engine operates as if the Idle Shutdown
Override feature is disabled; a driver interaction during the 30-second period prior to shutdown will not
prevent engine shutdown but will restart the shutdown timer.
c. Allow Manual Override 2. When ambient air temperature is less than the Idle Shutdown Intermediate
Ambient Air Temperature parameter and greater than the Idle Shutdown Cold Ambient Air
Temperature parameter, there is no effect to other features. The Idle Shutdown feature can still shut
down the engine. The Idle Shutdown Override feature can still manually override a shutdown.
d. Automatic Override. When ambient air temperature is less than the Idle Shutdown Cold Ambient Air
Temperature parameter, an engine shutdown is automatically overridden. If the engine begins idling
with ambient air temperature less than the threshold, the Warning lamp flashes at a 0.5 second rate for
2 minutes to indicate an override has occurred. Then, the engine operates as if the Idle Shutdown
feature is disabled; the Warning period is not entered and the engine does not shut down. The
override remains in effect until the vehicle moves or the engine speed changes.
Programming. Programming varies according to desired application, Automatic Override or Manual

Override Inhibit.
a. Manual Override Inhibit. If Manual Override Inhibit is desired, the Idle Shutdown Hot Ambient Air
Temperature parameter should be set to the highest temperature that inhibits manual override, and the
Idle Shutdown Intermediate Ambient Air Temperature parameter should be set to the lowest
temperature that inhibits manual override. If Manual Override Inhibit is not desired, then these
parameters should be set to equal values.
b. Automatic Override. If Automatic Override is desired, the Idle Shutdown Cold Ambient Air
Temperature parameter should be set to the highest temperature at which engine shutdown is
automatically overridden. If Automatic Override is not desired, then the Idle Shutdown Cold Ambient
Air Temperature parameter should be set to the lowest possible value.
Note: The Idle Shutdown Hot Ambient Air Temperature parameter must be greater than or equal to the
Idle Shutdown Intermediate Ambient Air Temperature parameter. The Idle Shutdown Intermediate
Ambient Air Temperature parameter must be greater than or equal to the Idle Shutdown Cold Ambient Air
Temperature parameter.

Idle Shutdown in PTO Feature

Idle Shutdown/PTO % Load Parameter
Application. The Idle Shutdown in PTO feature prevents the vehicle operator from defeating the Idle
Shutdown feature by using the PTO/Remote PTO feature.
Operation. The Idle Shutdown in PTO feature functions by modifying the operation of the Idle Shutdown
feature. The timer cannot run when the PTO/Remote PTO feature is active and engine load is greater
than the Idle Shutdown/PTO %Load parameter. This prevents an idle shutdown if the PTO is driving a
PTO device. The timer is allowed to run if the PTO/Remote PTO feature is active and engine load is less
than the Idle Shutdown/PTO %Load parameter. This permits an idle shutdown if the engine is driving
only the engine accessories.
Programming. If the PTO/Remote PTO feature are enabled and the Idle Shutdown feature is used to
reduce engine idling contrary to the wishes of the driver, then the Idle Shutdown in PTO feature should be
enabled. If the PTO/Remote PTO feature is not enabled or the Idle Shutdown feature is not being used to
reduce engine idling contrary to the wishes of the driver, then the Idle Shutdown in PTO feature should be
disabled. If the Idle Shutdown in PTO feature is enabled, then the Idle Shutdown/PTO % Load parameter
should be set according to the manner in which the PTO/Remote PTO feature is used.
a. PTO Never Used. If the PTO/Remote PTO feature is never used to drive a PTO device, then set the
Idle Shutdown/PTO %Load parameter to 100%. This will ensure the engine is never loaded enough to
defeat the Idle Shutdown Enable feature by using the PTO.
b. PTO Used. If the PTO/Remote PTO feature is always or occasionally used to drive a PTO device, then
set the Idle Shutdown/PTO %Load parameter higher than the %Load when the engine is driving only
engine accessories, but lower than the %Load when the engine is driving the PTO device. Tests have
shown that engine accessories can utilize as much as 20% of maximum engine load. Thus, 20% is a
good starting point, reduce slightly if shutdown occurs during legitimate PTO operation.

Gear Down Protection

Gear Down Protection – Ranges and Defaults
Programmed By
Gear-Down Protection feature Enable/Disable Disabled 
Gear-Down Protection Heavy Load
30-120 MPH
Sig 120 
Vehicle Speed parameter ISX/ISM 62
Gear-Down Protection Light Load
30-120 MPH
Sig 100 
Vehicle Speed parameter ISX/ISM 57
Gear-Down Protection Feature

Gear-Down Protection Heavy Load Vehicle Speed Parameter
Gear-Down Protection Light Load Vehicle Speed Parameter
Application. The Gear-Down Protection feature reduces maximum vehicle speed in the lower gears in
order to encourage the driver to operate in the upper gears. By operating in the highest gear possible,
fuel economy may be increased. The Gear-Down Protection Heavy Load Vehicle Speed parameter and
the Gear-Down Protection Light Load Vehicle Speed parameter define the maximum vehicle speed in the
lower gears.
ISM/ISX Operation. The Gear-Down Protection feature operates by reducing the maximum vehicle
speed, as do several other features. To determine the actual maximum vehicle speed, refer to the Road
Speed Governor feature. The Gear-Down Protection feature’s contribution to maximum vehicle speed is
determined by current gear and engine load as follows, refer to the ISM/ISX Vehicle Speed Limits table.
ISM/ISX Vehicle Speed Limits
Transmission Vehicle Speed Limit

Gear Under Light Engine Load Under Heavy Engine Load
Top Gear CC or RSG calculated value CC or RSG calculated value
Gear-Down Protection Light Load Gear-Down Protection Heavy Load
1st Gear Down
Vehicle Speed parameter Vehicle Speed parameter
2nd Gear Down or Gear-Down Protection Light Load Gear-Down Protection Heavy Load
Lower Vehicle Speed parameter minus 3 Vehicle Speed parameter minus
a. Top Gear. When the transmission is in top gear, vehicle speed is not limited by the Gear-Down
Protection feature. If the engine is controlled by the accelerator, vehicle speed is limited to a value
calculated by RSG. If the engine is controlled by Cruise Control, vehicle speed is limited to a value
calculated by Cruise Control. Refer to the appropriate topic for definition of the top gear vehicle speed
limit calculation.
b. 1st Gear Down. When the transmission is in 1st gear down (i.e. 9th gear of a 10-gear transmission),
the vehicle speed limit depends on engine load. If engine load is high, vehicle speed is limited to the
Gear-Down Protection Heavy Load Vehicle Speed parameter. If engine load is low, vehicle speed is
limited to the Gear-Down Protection Light Load Vehicle Speed parameter. These vehicle speed limits
are imposed whether the engine is controlled by the accelerator or by Cruise Control.

c. 2nd Gear Down or Lower. When the transmission is in 2nd gear down or lower (i.e. 1st through 8th
gear of a 10-gear transmission), the vehicle speed limit depends on engine load. If engine load is
high, vehicle speed is limited to the Gear-Down Protection Heavy Load Vehicle Speed parameter
minus 1. If engine load is low, vehicle speed is limited to the Gear-Down Protection Light Load Vehicle
Speed parameter minus 3.
ISM/ISX Gear-Down Protection Operation
ISM/ISX Operational Scenario. For this scenario, the driver is using the accelerator to control the
engine. The Driver Reward feature and Accelerator Maximum Vehicle Speed Adjust feature are disabled,
so that the vehicle speed limit is always determined by the Gear-Down Protection feature. The
transmission has 10 gears. The relevant programming is defined in the ISM/ISX Operational Scenario
Programming table. Steps numbers in the following discussion correspond to designated locations on the
ISM/ISX Operational Scenario figure.
ISM/ISX Operational Scenario Programming
Parameter Scenario Value

Accelerator Maximum Vehicle Speed parameter 65 MPH
Accelerator Upper Droop parameter 2 MPH
Gear-Down Protection Heavy Load Vehicle Speed
62 MPH
parameter
Gear-Down Protection Light Load Vehicle Speed
57 MPH
parameter
a. The vehicle is in 10th gear on a level, rural highway. The driver has the accelerator pedal fully
depressed, so the vehicle is travelling at 65 MPH (Accelerator Maximum Vehicle Speed parameter). A
hill lies ahead in the distance.
b. As the vehicle approaches the hill and engine load increases, the vehicle slows due to the accelerator
droop. When maximum fueling is reached, the vehicle is travelling at 63 MPH (Accelerator Maximum
Vehicle Speed parameter minus Accelerator Upper Droop parameter). The driver prepares to
downshift, in order to make it up the hill.
c. When the driver shifts into 9th gear, the vehicle speed limit ramps down to 62 MPH. However, because
vehicle speed is already reduced, the vehicle speed limit is barely noticeable. As the vehicle continues
to climb the hill, vehicle speed decreases to 59 MPH due to heavy engine load. The driver prepares to
downshift, in order to make it up the hill.

d. When the vehicle shifts into 8th gear, the vehicle speed limit ramps down to 61 MPH. However,
because vehicle speed is already reduced, the vehicle speed limit is not noticeable. The vehicle has
almost made it up the hill.
e. When the vehicle crests the hill, the engine is unloaded and lower gears are no longer needed.
Vehicle speed begins to ramp down to 54 MPH. The driver prepares to upshift, in order to overcome
the speed penalty.
f. When the driver shifts into 9th gear, the vehicle speed limit increases to 61 in order to permit an upshift
without being affected by the Gear-Down Protection feature. Until the driver upshifts, the vehicle
speed limit ramps down to 57 MPH. The driver must upshift, in order to overcome the speed penalty.
g. When the driver shifts into 10th gear, the vehicle speed limit increases to 65 MPH. The vehicle returns
to rural highway speed.
ISM/ISX Operational Scenario
Signature Operation. The Gear-Down Protection feature operates by reducing the maximum vehicle
speed, as do several other features. To determine the actual maximum vehicle speed, refer to the Road
Speed Governor feature. The Gear-Down Protection feature’s contribution to maximum vehicle speed is
determined by current gear and engine load as follows, refer to the ISM/ISX Vehicle Speed Limits table.
Signature Vehicle Speed Limits
Transmission Vehicle Speed Limit

Gear Under Light Engine Load Under Heavy Engine Load
Top Gear CC or RSG calculated value CC or RSG calculated value
Gear-Down Protection Light Load Gear-Down Protection Heavy Load
Not Top Gear
Vehicle Speed parameter Vehicle Speed parameter

a. Top Gear. When the transmission is in top gear, vehicle speed is not limited by the Gear-Down
Protection feature. If the engine is controlled by the accelerator, vehicle speed is limited to a value
calculated by the RSG feature. If the engine is controlled by the Cruise Control feature, vehicle speed
is limited to a value calculated by the Cruise Control feature. Refer to the appropriate topic for
definition of the top gear vehicle speed limit calculation.
b. Not Top Gear. When the transmission is not in top gear, the vehicle speed limit depends on engine
load. If engine load is high, vehicle speed is limited to the Gear-Down Protection Heavy Load Vehicle
Speed parameter. If engine load is low, vehicle speed is limited to the Gear-Down Protection Light
Load Vehicle Speed parameter. These vehicle speed limits are imposed whether the engine is
controlled by the accelerator or by Cruise Control.
Signature Gear-Down Protection Operation
Programming. If automatic reduction of maximum vehicle speed in lower gears is desired, then the Gear-
Down Protection feature should be enabled. If automatic reduction of maximum vehicle speed in lower
gears is not desired, then the Gear-Down Protection feature should be disabled. If the Gear-Down
Protection feature is enabled, values may be programmed for the Gear-Down Protection Heavy Load
Vehicle Speed parameter and the Gear-Down Protection Light Load Vehicle Speed parameter as follows.
a. Gear-Down Protection Heavy Load Vehicle Speed Parameter. This parameter is intended to punish
the driver for operating in a lower gear, but must account for the possibility that it may be necessary to
operate in a lower gear, such as during hillclimbing. This parameter must remain high enough to allow
the driver to shift up through the gears. Therefore, this parameter should impose a noticeable but not
severe vehicle speed decrease from the Accelerator Maximum Vehicle Speed parameter or Cruise
Control Maximum Vehicle Speed parameter, whichever is lower. A 3-5 MPH reduction is
recommended.
b. Gear-Down Protection Light Load Vehicle Speed Parameter. This parameter is intended to punish
the driver for operating in a lower gear when it is not necessary to operate in a lower gear. Therefore,
this parameter should impose a severe vehicle speed decrease from the Accelerator Maximum
Vehicle Speed parameter or Cruise Control Maximum Vehicle Speed parameter, whichever is lower.
An 8-10 MPH reduction is recommended.
Note: The Gear-Down Protection Light Load Vehicle Speed parameter must be less than the Gear-Down
Protection Heavy Load Vehicle Speed parameter.

Engine Compression Brake

Engine Compression Brake – Ranges and Defaults
Programmed By
Engine Brake Minimum Vehicle
0-50 MPH 0 
Speed parameter
Engine Brake Service Brake
Activation feature
Engine Brake Rate Limit feature1 Enable/Disable Disabled 
Engine Brake Maximum Level
1-100 % 33 
Step parameter2
Engine Brake Cruise Control
Activation feature
Cruise Control Speed Delta for
1.5-25.0 MPH 2 
Minimum Engine Brake parameter
Cruise Control Speed Delta for
1.5-25.0 MPH 4 
Maximum Engine Brake parameter
Note 1: Engine Brake Rate Limit feature not available on ISM engines.
Note 2: Engine Brake Maximum Level Step parameter not available on ISM engines.
Engine Compression Brake Feature Introduction
Application. The Engine Compression Brake feature uses the engine to decelerate the vehicle instead of
accelerate it. The driver can apply the engine compression brakes instead of the service brake, thus
saving the vehicle service brakes. Two OEM-supplied dashboard switches are required, an Engine Brake
On/Off switch and an Engine Brake Level switch. These switches are defined in OEM Components.
Operation. There are three methods of engaging the engine compression brakes: Manual, Cruise
Control, and J1939. The following discussion describes the Manual method.
a. Engagement Conditions. In order for the engine compression brakes to engage, engine speed must
be above a preset minimum RPM, boost pressure must be below a preset maximum in-Hg, the Top-2
feature must not be inhibiting engine brakes, the PTO/Remote PTO feature must be not be active, the
clutch must be released, a VSS fault cannot be active, vehicle speed must be greater than the Engine
Brake Minimum Vehicle Speed parameter, and the Cruise Control feature must not be performing an
AutoResume.
b. Engagement. If the Engine Brake On/Off switch is ON, the driver may engage the engine compression
brakes by releasing the accelerator pedal. A press of the service brake pedal may be required
depending on the Engine Brake Service Brake Activation feature. Engine compression brakes can
engage when the accelerator is pressed, but only during the Top-2 feature’s upshift synch period.
c. Engagement Operation. When engine compression brakes are engaged, engine fueling is removed
and the engine brake assemblies, located on top of the engine, modify valve timing in order to convert
the torque-producing engine in to a torque-absorbing air compressor. The maximum number of
engine brake assemblies which may be engaged varies according to the position of the Engine Brake
Level switch.
d. Disengagement. The driver may manually disengage the engine compression brakes by pressing the
accelerator or clutch pedal, or by placing the Engine Brake On/Off switch to OFF. The engine
compression brakes will automatically deactivate when engine speed falls below a preset minimum
RPM, the Top-2 feature inhibits the engine brakes, or the PTO/Remote PTO feature becomes active.

Programming. Programming is not required to enable the Engine Compression Brake feature. This
feature becomes available when the Engine Brake On/Off and the Engine Brake Level switches are
installed.
Engine Brake Minimum Vehicle Speed Parameter
Application. The Engine Brake Minimum Vehicle Speed parameter permits operation of the Engine
Compression Brake feature only when the vehicle is travelling faster than a customer-programmable
minimum MPH. This prevents engine brake operation in urban areas where noise could be a problem,
yet still allows full highway functionality.
Operation. Before the Engine Compression Brake feature can engage the engine brakes, the vehicle
must be travelling faster than the Engine Brake Minimum Vehicle Speed parameter.
Programming. 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.
Engine Brake Service Brake Activation Feature
Application. This feature requires the driver to press or tap the service brake pedal in order to engage
the engine compression brakes. This permits a more predictable, deliberate manual engagement of
engine compression brakes which some drivers prefer.
Operation. If the Engine Brake On/Off switch is ON, the driver can engage the engine compression
brakes be releasing the accelerator pedal and pressing the service brake pedal. The engine compression
brakes cannot engage unless the service brake pedal is pressed. All other engagement conditions must
be met as defined in the Engine Brake Introduction.
Programming. If engine compression brake engagement via the service brake pedal is desired, then the
Engine Brake Service Brake Activation feature should be enabled. If engine compression brakes
engagement via the service brake pedal is not desired, then the Engine Brake Service Brake Activation
Engine Brake Rate Limit Feature

Engine Brake Maximum Level Step Parameter
Application. The Engine Brake Rate Limit feature, available on Signature and ISX engines only, controls
the rate at which the engine compression brakes are engaged and disengaged. This can smooth the
potentially abrupt application of engine compression brakes, which may result in increased safety and
driver comfort. The Engine Brake Maximum Level Step parameter, also available only on Signature and
ISX engines, defines the engine brake engagement/disengagement rate.
Operation. Refer to the Engine Compression Brake Recommended Rate Limit Curves diagram. After a
short delay, engine compression brakes are initially applied at the level defined by the Engine Brake
Maximum Level Step parameter. Then, for each 20-msec period thereafter, braking level increases by
the value of the Engine Brake Maximum Level Step parameter, until the final braking level is reached.
The final braking level is determined by the position of the Engine Brake Level switch. Ramping is similar
for engine compression brake disengagement.

Engine Compression Brake Recommended Rate Limit Curves
Programming. If rate limiting of engine compression brakes is desired, then the Engine Brake Rate Limit
feature should be enabled. If rate limiting of engine compression brakes is not desired, then the Engine
Brake Rate Limit feature should be disabled. If the Engine Brake Rate Limit feature is enabled, a rate
limit may be programmed using the Engine Brake Maximum Level Step parameter. There are three
recommended settings for this parameter: 17%, 33%, or 50%. Any other settings may result in an
irregular rate limit curve.
a. A value of 17% will ramp the engine compression brakes from OFF to 100%, or from 100% to OFF,
over a period of 100 msec.
b. A value of 33% will ramp the engine compression brakes from OFF to 100%, or from 100% to OFF,
c. A value of 50% will ramp the engine compression brakes from OFF to 100%, or from 100% to OFF,
Engine Brake Cruise Control Activation Feature

Cruise Control Speed Delta for Maximum Engine Brake Parameter
Cruise Control Speed Delta for Minimum Engine Brake Parameter
Application. The Engine Brake Cruise Control Activation feature permits the Cruise Control feature to
engage the engine compression brakes. If the Cruise Control feature is controlling the engine and the
vehicle is going downhill, it is possible to exceed the selected vehicle speed. When this occurs, the
Cruise Control feature can engage the existing engine compression brakes in an attempt to return the
vehicle to the selected vehicle speed. Since the driver does not need to apply service brakes and then
re-activate the Cruise Control feature, driver comfort is increased and the use of the Cruise Control
feature is encouraged. The Cruise Control Speed Delta for Minimum Engine Brake parameter and the
Cruise Control Speed Delta for Minimum Engine Brake parameter specify the vehicle speed increase that
will result in engine brakes.
Operation. There are three methods of engaging the engine compression brakes: Manual, Cruise
Control, and J1939. The following discussion describes the Cruise Control method.
a. Engagement Conditions. In order for the Cruise Control feature to engage the engine
compression brakes, the Cruise Control feature must be active, the Engine Brake On/Off switch
must be ON, and all engine brake engagement conditions must be met as defined in the Engine
Compression Brake feature introduction. Refer to the Cruise Control Engine Brake Engagement
Levels diagram during the following discussion.

Cruise Control Engine Brake Engagement Levels
b. Minimum Engagement Level. If vehicle speed exceeds the selected vehicle speed by the value of the
Cruise Control Speed Delta for Minimum Engine Brake parameter, engine compression brakes will
engage at the minimum braking level. The minimum braking level for ISM engines is 50%. The
minimum braking level for ISX and Signature engines is 33%, or the level selected by the Engine
Brake Level switch, if lower.
c. Maximum Engagement Level. If vehicle speed exceeds the selected vehicle speed by the value of the
Cruise Control Speed Delta for Maximum Engine Brake parameter, engine compression brakes will
engage at the maximum braking level. The maximum braking level is 100%, or the level selected by
the Engine Brake Level switch, if lower.
d. Disengagement. As vehicle speed decreases, the level of engine brake engagement is automatically
reduced, until engine braking is no longer needed. Engine brakes may be manually disengaged by the
driver, and may be automatically disengaged at any time. Manual and automatic engine brake
disengagement conditions are defined by the Engine Compression Brake feature introduction.
e. Sig/ISX Ramp. Signature and ISX engines will ramp between the minimum and maximum braking
levels. This occurs for both increasing and decreasing engagement levels. A hysteresis is provided to
prevent undesirable oscillation.
Programming. If automatic engagement of engine compression brakes by the Cruise Control feature is
desired, then the Engine Brake Cruise Control Activation feature should be enabled. If automatic
engagement of engine compression brakes by the Cruise Control feature is not desired, then the Engine
Brake Cruise Control Activation feature should be disabled. If the Engine Brake Cruise Control Activation
feature is enabled, then the Cruise Control Speed Delta for Minimum Engine Brake and the Cruise
Control Speed Delta for Minimum Engine Brake parameters should be programmed as follows.
a. The Cruise Control Lower Droop parameter should be programmed first. The Cruise Control Speed
Delta for Minimum Engine Brake parameter should be set to the delta MPH above selected vehicle
speed at which excessive vehicle speed is first evident.
b. The Cruise Control Speed Delta for Maximum Engine Brake parameter should be set to the absolute
greatest delta MPH above selected vehicle speed at which the vehicle is allowed to travel. A typical
calculation would be: Global Maximum Vehicle Speed parameter - (Cruise Control Maximum Vehicle
Speed parameter + Driver Reward Best Speed Reward parameter).
Note: The Cruise Control Speed Delta for Minimum Engine Brake parameter must be at least 1 MPH
greater than the Cruise Control Lower Droop parameter.
Note: The Cruise Control Speed Delta for Maximum Engine Brake parameter must be at least 1 MPH
greater than the Cruise Control Speed Delta for Minimum Engine Brake parameter.

Engine Protection
Engine Protection – Ranges and Defaults
Programmed By
Engine Protection Restart Inhibit
feature
Engine Protection Shutdown feature Enable/Disable Disabled 
Engine Protection Feature Introduction

Application. The Engine Protection feature monitors five critical engine parameters, and derates the
engine when a critical engine parameter goes out-of-range. This can prevent or reduce engine damage,
which reduces repair time and increases uptime. The five critical engine parameters are: coolant level,
coolant temperature, oil pressure, oil temperature, and intake manifold temperature.
Operation. The Engine Protection feature continuously monitors the five critical engine parameters for an
out-of-range condition. If an out-of-range condition occurs, the Engine Protection feature will impose a
torque derate and possibly a speed derate.
a. Torque Derate. If a critical engine parameter goes out-of-range for a torque derate, the Engine
Protection feature waits for 5 seconds. If the parameter is still out-of-range, the Engine Protection
feature ramps maximum engine fueling down to a predetermined fueling value. A dash lamp will
illuminate. The torque derate is imposed until the critical parameter goes back in range or the engine
is shut down.
b. Speed Derate. If the out-of-range condition persists, the Engine Protection feature may initiate a speed
derate. If the critical engine parameter goes out-of-range for a speed derate, the Engine Protection
feature waits for 5 seconds. If the parameter is still out-of-range, the Engine Protection feature ramps
maximum engine speed down to a predetermined engine RPM. A dash lamp will illuminate. The
speed derate is imposed until the critical parameter goes back in range or the engine is shut down.
c. Shutdown/Restart. If the out-of-range condition persists, engine operation may be further limited by
the Engine Protection Shutdown feature and/or the Engine Protection Restart Inhibit feature, if
enabled.
Programming. The Engine Protection feature is always enabled. Torque derates and speed derates are
always imposed if a critical parameter goes out-of-range.
Engine Protection Shutdown Feature

Application. If the Engine Protection feature does not succeed in correcting the out-of-range condition of
a critical engine parameter, the Engine Protection Shutdown feature may automatically shut down the
engine. This can prevent catastrophic engine damage which may occur if the engine is allowed to
operate.
Operation. The Engine Protection Shutdown feature monitors the five critical engine parameters for a
severe out-of-range condition. If a critical engine parameter goes severely out-of-range, the Engine
Protection Shutdown feature waits for 30 seconds. During this period, the Stop lamp is flashed to indicate
an impending shutdown. If the parameter is still out-of-range, the Engine Protection Shutdown feature
shuts down the engine.

Programming. If automatic engine shutdown in response to a critical out-of-range engine parameter is

desired, then the Engine Protection Shutdown feature should be enabled. If automatic engine shutdown
in response to a critical out-of-range engine parameter is not desired, then the Engine Protection
Shutdown feature should be disabled.
Engine Protection Restart Inhibit Feature

Application. If the Engine Protection feature was derating the engine when the engine was last shut
down, the Engine Protection Restart Inhibit feature may impose an immediate engine derate the next time
the engine is started. This will prevent the driver from defeating an engine derate by stopping and
restarting the engine.
Operation. If the Engine Protection feature was derating the engine due to a critical out-of-range engine
parameter and the engine is shut down (manually or automatically), the Engine Protection Restart Inhibit
feature will check that same parameter for an out-of-range condition at the next engine start-up. If the
parameter is still out-of-range, the same derate is imposed at the same level as the previous shutdown,
with no confirmation delay or ramp-up time. One of the dash lamps will illuminate. The derate is imposed
until the critical parameter goes back in range or the engine is shut down.
Programming. If immediate resumption of engine derate upon restart is desired, then the Engine
Protection Restart Inhibit feature should be enabled. If immediate resumption of engine derate upon
restart is not desired, then the Engine Protection Restart Inhibit feature should be disabled.

VSS Anti-Tamper
VSS Anti-Tamper – Ranges and Defaults
Programmed By
Vehicle Speed Sensor Anti-Tampering
feature
Maximum Engine Speed Without VSS
1,400-2,500 RPM 2,500 
parameter
Vehicle Speed Sensor Anti-Tampering Feature

Application. The Vehicle Speed Sensor Anti-Tampering feature monitors the VSS signal and posts a
fault when the signal appears to be altered. This discourages the driver from altering the VSS signal in
an attempt to defeat maximum vehicle speeds or forced engine shutdowns.
Operation. The Vehicle Speed Sensor Anti-Tampering feature detects attempts to defeat maximum
vehicle speeds imposed by the RSG or Cruise Control features. The Vehicle Speed Sensor Anti-
Tampering feature also detects attempts to defeat forced engine shutdowns imposed by the Idle
Shutdown feature.
a. Detect Vehicle Speed Tampering Detection. To detect this type of tampering, a VSS type of
magnetic pickup, mechanical, or tachograph must be selected; the VSS signal must be present; and,
the PTO/Remote PTO feature must not be active. Tampering is detected if the VSS signal appears to
be altered while the vehicle appears to be moving.
b. Detect Idle Shutdown Tampering Detection. To detect this type of tampering, a VSS type of
magnetic pickup, mechanical, or tachograph must be selected; the VSS signal must be present; and,
the Idle Shutdown feature must be enabled. Tampering is detected if the VSS signal appears to be
altered while the vehicle appears to be stationary.
c. Tampering Response. If the Vehicle Speed Sensor Anti-Tampering feature detects vehicle speed or
idle shutdown tampering, then maximum engine speed is limited to the Maximum Engine Speed
Without VSS parameter, and fault code 242 becomes active. The fault remains active until the engine
is shut down and restarted.
Programming. If a VSS type of magnetic pickup, mechanical, or tachograph has been installed and VSS
tamper detection is desired, then the Vehicle Speed Sensor Anti-Tampering feature should be enabled. If
a VSS has not been installed, or if VSS type does not include magnetic pickup/mechanical/tachograph, or
if VSS tamper detection is not desired, then the Vehicle Speed Sensor Anti-Tampering feature should be
disabled.
Vehicle Speed Sensor Loss Feature Introduction

Application. The Vehicle Speed Sensor Loss feature monitors the VSS signal and posts a fault when the
signal is missing. This detects attempts to tamper with the VSS signal, or open-circuit electrical faults.
This feature is described along with the Vehicle Speed Sensor Anti-Tampering feature due to their many
similarities.
Operation. Loss of the VSS signal may be a result of tampering or an electrical fault, both cases are
handled identically. A VSS type of magnetic pickup, mechanical, or tachograph must be selected. If loss
of the VSS signal is detected, maximum engine speed is limited to the Maximum Engine Speed Without
VSS parameter, and fault code 241 becomes active. The derate is imposed until a vehicle speed signal
is detected.

Programming. There is no enable for the Vehicle Speed Sensor Loss feature, it is automatically enabled
when a VSS type of magnetic pickup, mechanical, or tachograph has been selected.
Maximum Engine Speed Without VSS Parameter

Application. The Maximum Engine Speed Without VSS parameter defines the value of an engine speed
derate imposed when tampering or loss of the VSS signal is detected. This derate may be used to punish
drivers who alter or disconnect the VSS signal.
Operation. An engine speed derate, at the value of the Maximum Engine Speed Without VSS parameter,
is imposed whenever VSS tampering (fault code 242) or VSS loss (fault code 241) is detected. No droop
is employed. The derate is imposed until the fault is deactivated.
Programming. If the driver should be punished for altering or disconnecting the VSS signal, then the
Maximum Engine Speed Without VSS parameter should be programmed to the maximum engine speed
when these transgressions are underway. If the driver should not be punished for altering or
disconnecting the VSS signal, then the Maximum Engine Speed Without VSS parameter should be
programmed to its highest value.

Password Protection
Password Protection – Ranges and Defaults
Programmed By
Adjustment Password parameter
1-6 alphanumeric
000000 
characters
Master Password parameter

1-6 alphanumeric
ABCDEF 
characters
Reset Password parameter

1-6 alphanumeric
000000 
characters
Master Password Parameter

Adjustment Password Parameter
Reset Password Parameter
Application. These passwords provide multi-level security for the information contained in ECM memory.
This will ensure that the performance and functionality of the engine is not compromised. Depending on
the password, the following functions may be performed: download calibrations, perform resets, program
non-OEM features, and program OEM features. Refer to the Password Protection Security Logic diagram.
a. Master Password. The master password allows the holder to download ECM calibrations, perform
resets, and program non-OEM features and parameters. The master password also allows the user to
program OEM features and parameters if not blocked by the OEM. By programming a Master
Password parameter, the owner can deny access to calibration downloads, reset capability, and
programming capability.
b. Adjustment Password. The adjustment password allows the holder to program non-OEM features
and parameters. The adjustment password also allows the user to program OEM features and
parameters if not blocked by the OEM. By programming an Adjustment Password parameter, the
owner can permit access to programming capability, while denying access to calibration download and
reset capability.
c. Reset Password. The reset password allows the holder to perform resets. By programming a Reset
Password parameter, the owner can permit access to reset capability, while denying access to
calibration downloads and programming capability.
Password Protection Security Logic

Download Operation. Calibration download allows the user to download operating software into ECM
memory.
a. The user must enter a master password in order to download new operating software into the ECM, if
the Master Password parameter has been programmed.
b. If the Master Password parameter has not been programmed, then calibrations may be downloaded
without a password.
Perform Resets Operation. Various resets allows the user to reset trip information, maintenance
monitor, and J1939 history.
a. The user must enter a reset password or a master password in order to performs resets, if the Reset
Password parameter and the Master Password parameter have been programmed.
b. If the Reset Password parameter has not been programmed, then the user must enter a master
password to perform resets, if the Master Password parameter has been programmed.
c. If the Master Password parameter has not been programmed, then resets may be performed without a
password, whether or not the Reset Password parameter has been programmed.
Non-OEM Features Programming Operation. This type of programming permits the user to program
any feature or parameter except those bundled under Powertrain Protection and Engine Performance
Rating.
a. The user must enter an adjustment password or a master password in order to program any non-
OEM feature, if the Adjustment Password parameter and the Master Password parameter have been
programmed.
b. If the Adjustment Password parameter has not been programmed, then the user must enter a master
password to program non-OEM features, if the Master Password parameter has been programmed.
c. If the Master Password parameter has not been programmed, then non-OEM features may be
programmed without a password, whether or not the Adjustment Password parameter has been
programmed.
OEM Features Programming Operation. This type of programming permits the user to program any
feature or parameter bundled under Powertrain Protection and Programmable Power, unless this
capability has been blocked by the OEM.
a. The user cannot program OEM features, if the OEM Password parameter has been programmed.
b. If the OEM Password parameter has not been programmed, the user must enter an adjustment
password or a master password in order to program OEM features, if the Adjustment Password
parameter and the Master Password parameter have been programmed.
c. If the OEM Password parameter and the Adjustment Password parameter have not been programmed,
then the user must enter a master password to program OEM features, if the Master Password
parameter has been programmed.
d. If the OEM Password parameter and the Master Password parameter have not been programmed,
then OEM features may be programmed without a password, whether or not the Adjustment Password
parameter has been programmed.
Programming. If the owner wishes to password-protect ECM calibrations, resets, and/or programming,
then the Master Password parameter should be programmed. If the owner wishes to permit access to
programming capability, while denying access to calibration download and reset capability, the
Adjustment Password parameter should be programmed. If the owner wishes to permit access to reset
capability, while denying access to calibration downloads and programming capability, the Reset
Password parameter should be programmed.

Other Ranges and Defaults
Driver Reward
Driver Reward – Ranges and Defaults
Programmed By
Driver Reward feature Enable/Disable Disabled 
Driver Reward Expected Fuel
0-50 MPG 6 
Economy Standard parameter
Driver Reward Good Fuel Economy
0-50 MPG 6.5 
Standard parameter
Driver Reward Best Fuel Economy
0-50 MPG 7 
Standard parameter
Driver Reward Expected Idle Standard
0-100 % 30 
parameter
Driver Reward Good Idle Standard
0-100 % 20 
parameter
Driver Reward Best Idle Standard
0-100 % 10 
parameter
Driver Reward Penalty ESP Reward
0.2-20.0 MPH 3.0 
parameter
Driver Reward Expected ESP Reward
0.2-20.0 MPH 3.0 
parameter
Driver Reward Good ESP Reward
0.2-20.0 MPH 3.0 
parameter
Driver Reward Best ESP Reward
0.2-20.0 MPH 3.0 
parameter
Global Maximum Vehicle Speed
0-120 MPH 120 
parameter
Driver Reward Speed Reward Mode

RSG 
Cruise Control Both
parameter
Both
Driver Reward Penalty Speed Reward
(-20)-(+20) MPH 0 
parameter
Driver Reward Expected Speed
(-20)-(+20) MPH 0 
Reward parameter
Driver Reward Good Speed Reward
(-20)-(+20) MPH 0 
parameter
Driver Reward Best Speed Reward
(-20)-(+20) MPH 0 
parameter

J1939 Multiplexing
J1939 Multiplexing – Ranges and Defaults
Programmed By
J1939 Multiplexing feature Enable/Disable 
J1939 Multiplexing Accelerator Multiplexed
Hard-Wired 
Interlock Switch parameter Hard-Wired
J1939 Multiplexing Air Conditioner Multiplexed
Hard-Wired 
Pressure Switch parameter Hard-Wired
J1939 Multiplexing Auxiliary Shutdown Multiplexed
Hard-Wired 
Switch parameter1 Hard-Wired
J1939 Multiplexing Service Brake Multiplexed
Hard-Wired 
Switch parameter Hard-Wired
J1939 Multiplexing Clutch Switch Multiplexed
Hard-Wired 
parameter Hard-Wired
J1939 Multiplexing Cruise Control Multiplexed
Hard-Wired 
On/Off Switch parameter Hard-Wired
J1939 Multiplexing Cruise Control Multiplexed
Hard-Wired 
Resume Switch parameter Hard-Wired
J1939 Multiplexing Cruise Control Set Multiplexed
Hard-Wired 
J1939 Multiplexing PTO On/Off Switch Multiplexed
Hard-Wired 
J1939 Multiplexing PTO Resume Multiplexed
Hard-Wired 
J1939 Multiplexing PTO Set Switch Multiplexed
Hard-Wired 
J1939 Multiplexing Remote PTO Multiplexed
Hard-Wired 
J1939 Multiplexing Idle Decrement Multiplexed
Hard-Wired 
J1939 Multiplexing Idle Increment Multiplexed
Hard-Wired 
J1939 Multiplexing Diagnostic
Multiplexed 
Switch/User Engaged Snapshot Hard-Wired
Hard-Wired
parameter
J1939 Multiplexing Torque Derate Multiplexed
Hard-Wired 
J1939 Multiplexing Manual Fan Switch Multiplexed
Hard-Wired 
J1939 Multiplexing Engine Brake Multiplexed
Hard-Wired 
J1939 Multiplexing Air Compressor Multiplexed
Hard-Wired 
J1939 Multiplexing Accelerator Pedal Multiplexed
Hard-Wired 
Position parameter Hard-Wired
J1939 Multiplexing Idle Validation Multiplexed
Hard-Wired 

Programmed By
J1939 Multiplexing Remote Multiplexed
Hard-Wired 
Accelerator Switch parameter Hard-Wired
J1939 Multiplexing Remote Multiplexed
Hard-Wired 
Accelerator Position parameter Hard-Wired
J1939 Multiplexing Stop Lamp Multiplexed
Hard-Wired 
J1939 Multiplexing Warning Lamp Multiplexed
Hard-Wired 
J1939 Multiplexing Warning Lamp Multiplexed
Hard-Wired 
J1939 Multiplexing Accelerator 
Interlock Switch Source Address 0-50 49
parameter
J1939 Multiplexing Air Conditioner 
Pressure Switch Source Address 0-50 49
parameter
J1939 Multiplexing Auxiliary Shutdown
0-50 49 
Switch Source Address parameter2
J1939 Multiplexing Service Brake
0-50 49 
Switch Source Address parameter
J1939 Multiplexing Clutch Switch
0-50 49 
Source Address parameter
J1939 Multiplexing Cruise Control 
On/Off Switch Source Address 0-50 49
parameter
J1939 Multiplexing Cruise Control 
Resume Switch Source Address 0-50 49
parameter
J1939 Multiplexing Cruise Control Set
0-50 49 
J1939 Multiplexing PTO On/Off Switch
0-50 49 
J1939 Multiplexing PTO Resume
0-50 49 
J1939 Multiplexing PTO Set Switch
0-50 49 
J1939 Multiplexing Remote PTO
0-50 49 
J1939 Multiplexing Idle Decrement
0-50 49 
J1939 Multiplexing Idle Increment
0-50 49 
J1939 Multiplexing Diagnostic 
Switch/User Engaged Snapshot 0-50 49
J1939 Multiplexing Torque Derate
0-50 49 
J1939 Multiplexing Manual Fan Switch
0-50 49 

Programmed By
J1939 Multiplexing Engine Brake
0-50 49 
J1939 Multiplexing Air Compressor
0-50 49 
J1939 Multiplexing Accelerator Pedal
0-50 49 
Position Source Address parameter
J1939 Multiplexing Idle Validation
0-50 49 
J1939 Multiplexing Remote 
Accelerator Switch Source Address 0-50 49
parameter
J1939 Multiplexing Remote 
Accelerator Position Source Address 0-50 49
parameter
Note 1: J1939 Multiplexing Auxiliary Shutdown Switch parameter not available in Phase 8 release.
Note 2: J1939 Multiplexing Auxiliary Shutdown Switch Source Address parameter not available in Phase
8 release.

Maintenance Monitor
Maintenance Monitor – Ranges and Defaults
Programmed By
Maintenance Monitor feature Enable/Disable Disabled  
Automatic1 
Maintenance Monitor Mode parameter Distance Distance
Time
Maintenance Monitor Distance 1,000-100,000 Sig/ISX 25,000 
parameter miles ISM 15,000
Maintenance Monitor Time parameter 100-750 hrs

Sig/ISX 600 
ISM 375
Maintenance Monitor Alert Percentage
50-100 % 90 
parameter
Maintenance Monitor Interval Factor
1.0-5.0 1.0 
parameter
Note 1: Automatic mode not available in Phase 8 release.

Programmable Power
Programmable Power – Ranges and Defaults
Programmed By
Programmable Power Governed 1,600-2,300
as ordered 
Engine Speed parameter RPM
Programmable Power OEM Blocking 1 Not Blocked
Not Blocked 
parameter Blocked
Not Blocked 
parameter Blocked
Not Blocked 
parameter Blocked
Not Blocked 
parameter Blocked
Not Blocked 
parameter Blocked
Not Blocked 
parameter Blocked
Not Blocked 
parameter Blocked
Not Blocked 
parameter Blocked
Not Blocked 
parameter Blocked
Programmable Power OEM Blocking Not Blocked
Not Blocked 
10 parameter Blocked
Not Blocked 
Not Blocked 
Not Blocked 
Not Blocked 
Not Blocked 
Not Blocked 

Real Time Clock

Real Time Clock – Ranges and Defaults
Programmed By
Real Time Clock Autoset feature
Enable/
Disabled 
Disable
Real Time Clock Time parameter HH:MM:SS blank 
Real Time Clock Date parameter MM/DD/YY blank 
Trip Information
Trip Information – Ranges and Defaults
Programmed By
Trip Information Engine Distance 0-30,500,00
0 
Offset parameter miles
Trip Information Engine Hours Offset 0-119,304
0 
parameter hours
Trip Information Vehicle Overspeed 1
0-120 MPH 100 
parameter
Trip Information Vehicle Overspeed 2
0-120 MPH 120 
parameter
Vehicle Anti-Theft
Vehicle Anti-Theft – Ranges and Defaults
Programmed By
Anti-Theft Password 1 parameter
0-6 numeric
000000 
Characters

0-6 numeric
000000 
Characters

0-6 numeric
000000 
Characters

0-6 numeric
000000 
Characters

0-6 numeric
000000 
Characters

0-6 numeric
000000 
characters

Revision History
Date Author Description Page(s)
December 14, Liz McLean Updated AEB to most recent format – no content All
2012 changes.
December 2, Don Leggiero Changes made to the POWERTRAIN PROTECTION.
2005 Added note to PTP Feature. 30
Changes made to the engine programming scenarios. 37, 38
These changes mostly corrected typos to the parameter
tables and the transmission diagram.
June 1998 Ed Kinnaird Initial release All

Aeb15.22 OEM Programing

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Application

Filtration Emission Solutions

Engine models included: Signature 600, ISX, ISM

Owner: Walter Rhodes Approver: per Procedure VPI-GAE-0001 Page 1 of 83

This AEB supersedes AEB 15.22 dated December 6, 2005

CM570 Electronic Subsystem Technical Package

Cummins Confidential Page 2 of 83

Vehicle Information .............................................................................................. 6

Cummins Confidential Page 3 of 83

How to Use This Document

Cummins Confidential Page 4 of 83

Information Not Included In This Document

Cummins Confidential Page 5 of 83

Vehicle OEM Name Parameter

Cummins Confidential Page 6 of 83

Programming. Programming varies between vehicle and customer parameters.

Cummins Confidential Page 7 of 83

Vehicle Setup Switch Usage Parameter

Cummins Confidential Page 8 of 83

Set/Resume Switch Functions Grouping

Set/Resume Switch Function Requested

Vehicle Setup Transmission Type

Cummins Confidential Page 9 of 83

Vehicle Setup Top Gear Transmission Ratio Parameter

Vehicle Setup VSS Type Parameter

Cummins Confidential Page 10 of 83

Vehicle Setup Rear Axle Ratio Parameter

OEM Password Parameter

Cummins Confidential Page 11 of 83

Starter Lockout Feature

Starter Lockout Relay Control

Cummins Confidential Page 12 of 83

Electronic Air Compressor Governor Feature

Electronic Air Compressor Governor Control

Cummins Confidential Page 13 of 83

Water in Fuel Sensor Feature

Cummins Confidential Page 14 of 83

Centinel System Feature

Centinel System Control

Cummins Confidential Page 15 of 83

Cummins Confidential Page 16 of 83

Note 1: High/low/off-type fan not compatible with Signature or ISX engines.

Fan Control Feature Introduction

Cummins Confidential Page 17 of 83

Fan 1 Control Air Conditioner Pressure Switch Feature

Fan Control Air Conditioner Vehicle Speed Control Feature

Cummins Confidential Page 18 of 83

Fan 1 Control Accessory Switch Feature

Fan Control Engine Braking Feature

Cummins Confidential Page 19 of 83

Fan Setup Parameters

Fan 1 Control Max Fan Speed Parameter

a. Obtain the manufacturer’s maximum fan speed rating, if possible.

Cummins Confidential Page 20 of 83

Fan 1 Control Drive Ratio Parameter

Fan 1 Control Frequency Parameter

Cummins Confidential Page 21 of 83

Fan 2 Control Feature

Cummins Confidential Page 22 of 83

Fan 2 Control Coolant Control Feature

Fan 2 Control Intake Manifold Temperature Control Feature

Fan 2 Control Air Conditioner Pressure Switch Feature