The CENTRY™ system is an intelligent electronic engine control system designed to optimize engine control of mining, construction, agriculture, and other off-highway equipment. This system can be applied to all engine models that use the PT® fuel system. The CENTRY™ system controls engine speed and fuel pressure based on input from the electronic throttle and other equipment-specific and/or engine model-specific features.
The CENTRY™ system consists of hydromechanical and electronic subsystems. The electronic subsystem manages fuel delivery using an electronic fuel control (EFC) valve while the hydromechanical subsystem provides backup maximum engine torque and speed protection.
The CENTRY™ system has been designed for both 12- and 24-VDC original equipment manufacturer (OEM) electrical systems. The following components are different between 12- and 24-VDC systems:
The CENTRY™ ECM is loaded with a calibration containing engine control and OEM application-specific information. A Cummins Authorized Repair Location can recalibrate an ECM on the equipment by use of INSITE™, Compulink™, or Echek™ and the Electronic Software and Database Network (ESDN). Some adjustments can be made with the Cummins INSITE™ electronic service tool or Compulink™ electronic service tool when a CENTRY™ cartridge is used.
CENTRY™ features used in an application will be displayed in INSITE™ electronic service tool, Compulink™ electronic service tool, or Echeck™ electronic service tool monitor mode and view parameter screens. The OEM and calibration will determine which features are used and which parameters can be adjustable.
The fuel pump is the main part of the hydromechanical subsystem because it supplies the fuel pressure controlled by the electronic fuel control valve. The mechanical governor for the fuel pump provides backup maximum engine torque and speed control.
The fuel pump air-fuel control uses a turbocharger boost pressure line to regulate the fuel pressure supplied to the electronic fuel control valve. The air-fuel control reduces black smoke and improves engine performance during low-boost conditions.
The air-fuel control, NO-AIR setting is the maximum fuel rail pressure that the fuel pump can supply when no boost pressure is detected on the boost pressure sensing line. The following graph shows a typical rail pressure versus boost pressure acceleration transition curve. The air-fuel control allows the maximum available fuel rail pressure to increase as boost pressure increases.
NOTE: This screw does not override the electronic fuel control valve in the CENTRY™ fuel system.
Many engine models use a fuel shutoff valve (FSOV) having a manual override screw. Turning this screw in overrides the shutoff valve and/or shutdown systems connected to the fuel shutoff valve.
On engine models that use STC, some engines will use a fuel pressure sensing line to control a hydromechanical step timing control switch and other engines will use the CENTRY™ system to switch an electronic step timing control solenoid.
STC Identification:
Fuel pressure sensing line
Oil line to the tappets
Oil vent line
Oil supply line
CENTRY™ STC actuator lead wire.
STC allows the engine to operate in advanced injection timing immediately after start-up and light-duty engine load conditions and to return to normal timing during medium and high engine load conditions. The benefits of this feature include:
The hydromechanical STC allows two different injection timing modes based on fuel rail pressure detected on the fuel pressure sensing line. Hysterisis provides the maximum rail pressure for the engine to shift from ADVANCED™ to normal timing and the minimum rail pressure for a shift from normal to ADVANCED™ timing. Hysterisis prevents unstable and rapid switching of STC timing modes when the engine is operating at rail pressures within the hysterisis rail pressure range.
The CENTRY™ electronic STC also allows two different injection timing modes based on measured rail pressure and engine speed. However, CENTRY™ has the capability to provide two different sets of rail pressure STC switch points above and below a calibrated engine speed point. This provides further optimization of engine performance with STC. The ECM provides 12 (24) VDC to the electronic STC actuator when it is commanding ADVANCED™ timing mode.
On CELECT™ engines, there are two dataplates on the top of the electronic control module (ECM). The dataplate on the left contains the part number (P/N), serial number (S/N), and the date code (D/C) of the ECM. The dataplate on the right contains the engine calibration information.
The injectors are a closed nozzle design. The injector assembly contains a solenoid control valve.
The ECM processes the information it receives from the sensors and controls the opening and closing of the injector solenoid. This action controls the amount of fuel metered to each injector and the precise time of injection for each injector. This will produce the correct horsepower and torque for the engine.
The VSS is mounted in the transmission housing. The unit senses the speed of the output shaft of the transmission. The vehicle speed is computed by the ECM. The ECM uses these data, preprogrammed tire size, and gearing information to adjust the engine speed for road speed governing and cruise control.
If the OEM uses a mechanical speedometer, then a cable-driven minigen sensor mounted on the output of the transmission can be used.
The throttle position sensor is located in the accelerator pedal assembly. When the accelerator pedal is at idle, the engine brakes can be activated. When the accelerator pedal is depressed, the sensor deactivates the engine brakes and the PTO. The accelerator pedal can override the cruise control.
The brake switch is located in the air line of the vehicle service brakes. The brake switch closes when the brake pedal is disengaged. The switch opens when the brakes are engaged. The open switch will deactivate the cruise control and the PTO.
The clutch switch is closed when the clutch is engaged. The clutch switch opens when the clutch is disengaged (pedal depressed). This will deactivate the engine brake, cruise control, or PTO.
The intake manifold pressure sensor (1) and the intake manifold temperature sensor (2) are located in the intake manifold. The intake manifold pressure sensor monitors positive manifold pressures used in the air-fuel control function. The intake manifold temperature sensor measures the turbocharged intake air temperature. It is also used for the engine protection system.
The engine coolant temperature sensor is located in the thermostat support housing. It provides data for optimized timing for emissions reduction and is used for the engine protection system.
The coolant level sensor (1) is mounted in the radiator top tank or surge tank, depending on the OEM. It is a fluid level-actuated switch required for the engine protection system.
The ambient air pressure sensor (1) ( when required) is located on the fuel pump side of the engine, just in front of the ECM. It is used to control fueling.
The oil temperature sensor (2) is behind the ECM on the fuel pump side of the engine. The oil pressure sensor (1) is located in the oil rifle on the fuel pump side of the engine between the fuel pump and front gear housing. They measure the oil temperature and pressure for the engine protection system.
Each time the switch is briefly moved to the minus (-) position, the idle speed is decreased by 25 rpm. When the switch is briefly moved to the plus (+) position, the idle speed is increased by 25 rpm.
The engine compression brake has an on/off switch. The engine brake position select switch is used to select how much braking power is desired. For M11 Plus engines, position LO gives braking power to three cylinders. Position HI gives braking power to all six cylinders.
NOTE: Some OEM manufacturers have switches that are labeled SET/ACCEL and RESUME/COAST.
The cruise control has an on/off switch. The cruise control select switch is used to set and adjust the cruise control speed while driving. The switch is also used to set and adjust the engine speed during PTO operation.
The diagnostic switch is an on/off-type switch, or a jumper connection cap. It is in the cab panel. It is turned on when the operator wants to read any fault codes that the system has recorded. It must remain off at all other times. The fault codes are read from a specific blinking sequence of three diagnostic lamps in the cab panel.
The engine harness has a datalink for an electronic service tool. This datalink is the only datalink used for downloading software into the ECM. It can also be used to read and program owner-specified information into the ECM by a Cummins Authorized Repair Location. The electronic service tool can also be used to aid in troubleshooting the engine in the event of a failure by reading and displaying fault codes.
The datalink connector is located on the engine harness, just in front of the ECM. It is a 6-pin Deutsch connector.
The CELECT™ Plus system has a cooling plate that is mounted to the engine block near the fuel pump. The ECM is mounted to the cooling plate. The fuel supply flows through the cooling plate and cools the electronics in the ECM.
Most mechanical drive transmission (vehicular) applications will use an idle validation switch in the throttle interface. The idle validation switch is an on/off switch that indicates idle or off-idle. This switch will verify when the throttle is in the idle position.
Most stationary power, hydraulic pump drive, or electric drive applications will not use idle validation.
Most mechanical drive transmission (vehicular) applications will use a redundant validation switch on the alternate droop/high idle control and Intermediate speed control switches. Switch validation provides a secondary signal to indicate whether or not the switch is on.
Most stationary power, hydraulic pump drive, or electric drive applications will not use switch validation.
If none of the switched features are used, the OEM equipment can use the CENTRY™ system to read coolant temperature, oil pressure, and auxiliary oil temperature (transmission temperature). These data are available to the OEM through the public datalink and requires an OEM electronic interface.
The OEM equipment can utilize the optional auxiliary driver lead. This can be used to power auxiliary shutdown devices or provide an engine torque output signal.
The OEM equipment contains a fault lamp and switch in the cab or operator location. The fault lamp will light for 1 to 2 seconds after the key is turned on. The lamp will go out if no faults are detected in the CENTRY™ system.
The OEM selects low and high idle settings, along with the optimum engine response governor droop characteristics for the application. The OEMs also decide whether or not some of these settings will be INSITE™ electronic service tool or Compulink™-adjustable electronic service tool.
The CENTRY™ system contains optional OEM-selected features to maximize engine speed, power, torque, response, and smoke performance to meet specific application needs. On all optional features, the OEM will determine the type of switch used and its location.
This feature enables an alternative electronically controlled maximum engine torque curve for optimum operating efficiency in loaded versus unloaded conditions.
The alternate torque feature is activated whenever the normally closed alternate torque switch is opened and 5 VDC are detected on the alternate torque signal line. Five rail pressure versus engine speed points define the alternate torque curve.
Shown is a graph illustrating an alternate torque curve that is below the normal torque curve.
This feature allows for two different low idle speed settings with normal throttle control above the low idle speed setting. This feature is often used on electric drive haul trucks when they are traveling above 5 kph [3 mph].
The alternate low idle feature is activated whenever the normally closed alternate low idle switch is opened and 5 VDC are detected on the alternate low idle signal line. The following art illustrates an alternate low idle speed that is above the normal low idle speed.
This feature will override the throttle and control the engine speed to the calibrated speed setting. This feature is often used in conjunction with power take-off (PTO) on some equipment or dynamic brake engine speed on electric drive haul trucks.
The intermediate speed feature is activated whenever the normally open intermediate speed control switch is closed and less than 1 VDC is detected on the intermediate speed signal line. If switch validation is used, both intermediate speed and switch validation signals must be less than 1 VDC before this feature can be detected.
The alternate droop/high idle feature is activated whenever the normally open alternate droop/high idle switch is closed and less than 1 VDC is detected on the alternate droop/high idle signal line. If switch validation is used, both alternate droop/high idle and switch validation signals must be less than 1 VDC before this feature can be activated.
This feature can be used when none of the switched features are used. It allows for the CENTRY™ system to read oil pressure, coolant temperature, and/or an auxiliary temperature sensor and broadcasts these inputs on the datalink to an OEM electronic dash or OEM control module.
The auxiliary driver in the CENTRY™ system can be used to power auxiliary shutdown devices such as air intake flaps or additional fuel shutdown devices. It can also be used to shut off other equipment when the engine shuts down. Auxiliary shutdown control will remove electrical power to the auxiliary driver when the keyswitch in turned off or if the engine shuts down due to an overspeed condition.
The torque output signal is a standard broadcast on the datalink. In addition, the auxiliary driver lead can be used to provide an engine torque output signal in applications where the CENTRY™ auxiliary shutdown control feature is not used.
The torque output signal is used in some transmission interfaces for optimization of shift schedules and to provide smoother shifting.
This feature limits fueling based on time and fuel delivery, in addition to the AFC and STC hydromechanical smoke control functions CENTRY™ vehicles have installed.
The CENTRY™ transient black smoke feature limits the rate of fuel rail pressure increase per unit time. On some applications, the Electronic No-Air, Delay, and Spring Rate can be Compulink™/Echeck™-adjustable. These electronic parameters are similar to those on the hydromechanical AFC in the fuel pump.
ADVANTAGE™ control allows the engine to deliver additional horsepower and torque rise as the engine is lugged below rated speed. This provides improved operating efficiency in applications where steady ground speeds are desired with continuously changing engine load.
CENTRY™ ADVANTAGE™ electronically controls the maximum fuel rail pressure available according to the electronically calibrated peak power rail pressure point (advantage point) and the electronically calibrated maximum rail pressure at rated engine speed point.
ADVANTAGE™ provides a steeper torque rise between peak power and rated conditions than is obtainable with the hydromechanical fuel system. This results in reduced speed drop and more available power under external loading conditions.
When certain system faults are detected, the engine will default to backup mode. The definition of backup mode is different for different faults. In general, if an idle validation switch is not used, the backup mode will be some constant calibrated speed. If an idle validation switch is used, the backup mode will be two speeds based on switch position, low speed when switch on-idle, and high speed when switch off-idle.
The CELECT™ Plus system is an electronically controlled fuel injection system that optimizes fuel economy and reduces exhaust emissions. It does this by controlling the torque and horsepower curve, AFC function, engine high speed, low idle, and road speed.
The automotive/variable-speed (VS) governor feature gives the owner a choice of engine speed governors. The automotive governor operates like the conventional PT® governor, which provides constant fueling for a given throttle position (engine speed varies with load). The VS governor maintains a constant engine speed for a given throttle position under varying load conditions.
This is a programmable feature in the ECM. To alter this feature or setting, refer to your Cummins Authorized Repair Location.
Automotive governor varies engine speed with load.
Variable Speed Governor maintains constant speed under varying loads.
NOTE: Engine brakes will not activate until the engine oil temperature has reached 33°C [92°F].
The engine warm-up protection feature helps prevent internal engine damage, such as rod bearing and turbocharger bearing failure. Engine speed at start-up is maintained to idle until adequate oil pressure is attained.
The fault lamp sequencing feature is used to determine if the diagnostic dashboard lamps have been installed and wired correctly. After key-on, all dashboard diagnostic lamps will turn on at once and then turn off in sequence.
After the key is ON, all dashboard diagnostic lamps will turn on for 2 seconds. At the end of the 2-second period, the yellow warning lamp will turn OFF.
After an additional 1/2-second interval, the red stop lamp will turn OFF.
Finally, after an additional 1/2-second interval, the engine protection fluid lamp will turn OFF.
NOTE: The cab-mounted controls can have a different appearance, depending on the OEM.
The PTO feature controls the engine at a constant engine speed selected by the operator. For applications needing the PTO mode, a remote-mounted switch can be used when a cab switch is not desirable. The PTO engine speed is set with the dash-mounted switches.
This is a programmable feature in the ECM. To alter this feature or setting, refer to a Cummins Authorized Repair Location.
The clutch/brake PTO disable is a feature that allows the customer to exit PTO operation if the clutch or brake is activated. If this feature is turned off, the clutch or brake activation will not disable the PTO. This will only disable the cab PTO. The remote PTO will not be affected.
The original factory programmed value is YES.
The throttle disable in PTO feature allows the customer to exit PTO operation if the throttle is activated. If this feature is turned off, the throttle activation will not disable the PTO.
The pedal-activated engine braking feature tells the ECM that the brake pedal must be tapped before the engine brakes will be activated. The brake pedal must be tapped after all the other engine brake criteria have been met.
The fan-on during engine braking feature automatically turns the fan on both after some delay and after all engine brakes have engaged. Turning the fan on will provide additional braking power during extended braking periods.
The following three features apply to ECM fan control logic.
The air conditioner pressure switch input feature disables the circuit for the air conditioning refrigerant pressure switch input to the ECM. The ECM will always show that this circuit is closed and will not turn the fan on due to external input to the circuit. This feature must be selected YES if the vehicle is not equipped with air conditioning.
The fan clutch 2 enable feature is for applications that have two cooling fans that are desired to be controlled separately. This feature will engage fan driver 1 for engine coolant temperature and air conditioning refrigerant pressure. Fan driver 2 will engage from the intake manifold temperature.
The fan accessory switch input feature will disable the circuit for manual fan switch input to the ECM. The ECM will always show that this circuit is closed and will not turn the fan on due to external input to the circuit. This feature must be selected YES if the vehicle is not equipped with a manual fan switch.
The minimum fan-on for air conditioner pressure switch is the minimum amount of time (in seconds) that the ECM-controlled cooling fan will stay engaged due to the air conditioning refrigerant pressure switch. This provides protection against rapid cooling fan cycling.
The fan-on time can be set to between 0 to 999 seconds.
The original factory programmed value is 180 seconds.
NOTE: This feature will shut off the engine only. It will not remove power from other accessories powered by the keyswitch.
The idle shutdown feature automatically shuts off an engine after a period of idling when there is no activity from the driver such as clutch, brake, or throttle actuation. The time interval can be changed using an electronic service tool.
The idle shutdown system will not be active at coolant temperatures below 43°C [110°F].
After an engine has been automatically shut off, the key must be turned off for 5 seconds before attempting a restart.
The idle shutdown in PTO feature automatically shuts off the engine after a period of PTO operation when there is no activity from the driver such as clutch, brake, or throttle actuation.
This is a programmable feature in the ECM. To alter this feature or setting, refer to a Cummins Authorized Repair Location.
The idle shutdown override feature allows the driver to override the idle shutdown by changing the position of the brake, clutch, or throttle.
After the idle shutdown feature has been overridden, this feature will not shut off the engine again until the vehicle has been moved.
This is a programmable feature in the ECM. To alter this feature or setting, refer to a Cummins Authorized Repair Location.
The idle shutdown ambient air temperature override feature determines when the idle shutdown feature can be overridden. It uses input from the ambient air temperature sensor and three customer-programmed air temperature values. The programmable ambient air temperature values are:
Cold temperature settings
Medium temperature settings
Hot temperature settings.
The idle shutdown feature will automatically be overridden at ambient air temperatures below the cold temperature setting. If idle shutdown override is enabled, the driver will be able to override idle shutdown at an ambient temperature between the cold and medium temperature settings and above the hot temperature setting. Between medium and hot temperature settings, the drive can not override idle shutdown.
The original factory programmed value is NO.
The vehicle accessory shutdown feature allows the OEM/customer to wire the vehicle accessories’ power to a relay connected to the ECM. Once the vehicle is shutdown due to the idle shut down feature, the ECM driver will command the vehicle accessories to shut off. This feature will keep the batteries from discharging due to vehicle accessories that are still on after the engine is shut off due to the idle shutdown.
The J1922/J1939 feature provides the capability for inboard vehicle control devices, such as antislip reduction (AS) or electronically controlled transmissions to take control of the engine or engine subassemblies by way of SAE J1922/J1939 datalink interface.
The alternate droop feature allows characteristics to be changed for the automotive governor and for the VS governor. Droop is usually expressed as a percentage. The graph to the right illustrates the isochronous (0-percent droop) and droop (more than 0-percent droop) governor characteristics. Less governor droop provides a more responsive governor for more precise engine control. More governor droop provides smoother shifting and smoother mechanical clutch engagement.
Alternate droop is available for industrial calibrations only and is specific to each calibration and application.
The alternate droop feature provides the ability to select different droop settings as follows. An OEM-provided switch can be used to select up to three droop settings (base, alternate 1, and alternate 2) and/or vehicle speed can be used to select up to five droop settings (base, alternate 1, alternate 2, Jcomm, and no selection). The final droop is based on a user-defined priority assigned to either the switch or the vehicle speed. The availability of these droop settings and abilities is dependent on the individual OEM setup and application.
Each alternate droop setting provides the ability to select the breakpoint droop percent for the automotive governor and droop percent for VS governor. The breakpoint speed determines what position on the engine torque curve the automotive governor will start to limit engine torque output.
The alternate torque control feature allows the engine to switch between the 100-percent torque curve and four additional torque curves that are less than the 100-percent torque curve. Curve 1, 2, and 3 can be selected by an OEM-provided switch and/or vehicle speed can be used. The availability of these alternate torque-settings abilities/priorities is dependent on the individual OEM setup and application.
Curves 4 and 5 are selected by other programs in the ECM. Each of the five torque curves will have a priority such that if more than one is selected by an OEM-provided switch, a vehicle speed, or a separate program, the one with the highest priority will have control.
The boost power feature will limit the time that the engine can be operated on the 100-percent torque curve. Engine load intake manifold temperature and coolant temperature shall be compared to thresholds to determine if boost power is available. Once boost power has been selected, the amount of the time spent on the 100-percent torque curve is limited. Boost power will active and not time-limited when the engine speed is below a calibration threshold. A boost power lamp will be illuminated while active, and will flash as boost power is about to time out. The availability of this feature is dependent on the individual OEM application.
The hybrid power feature provides a more consistent power feel while operating on the VS governor only. This feature is individually tuned for each OEM application. The availability of this is dependent on the individual OEM applications.
The engine speed derate with throttle rescale feature provides the operator with adjustable engine speed derates. The operator can change the HSG breakpoint during operations using the OEM-provided alternate torque switch. The operator can also adjust the breaking point up or down via the OEM-provided increment/decrement switch.
An important note for this feature is that HSG breakpoint never actually changes. Instead, the throttle is rescaled so that the full-throttle pedal travel corresponds to a percent that delivers the new breakpoint speed. The operator will, perhaps, notice a throttle percent that is less than 100 percent while this feature is enabled. Because this feature utilizes the alternate torque and increment/decrement switches, it will only be active if the percent throttle is greater than a calibrated threshold. The availability of this feature is dependent on the individual OEM application.
NOTE: These three modes of operation are set by the calibration and are not customer-adjustable.
The intermediate speed control feature can control the engine to three programmable engine set speeds (1, 2, 3) in three different modes of operation. The three set speeds are determined by a three-position switch and a two-position switch. The three modes of operation are a manual normal set speed operation, a low speed limit operation, and a high speed limit operation.
An intermediate speed drop is also programmable.
Depending on the electronic calibration, the third intermediate speed switch can act as a validation switch. The purpose of the validation switch is to eliminate accidentally switching to intermediate speed 1 or 2. To switch to intermediate speed 1 or 2, the validation switch must be engaged first; then move the intermediate speed switch to 1 or 2.
This feature also uses a momentary increment and decrement switch to raise the engine set speed while in operation.
The maintenance monitor is designed to alert the operator of the need for a routine maintenance stop. Maintenance records must still be maintained for historical purposes.
The maintenance monitor uses data received from the vehicle speed sensor (VSS) to determine distance and data from the ECM to determine the amount of fuel burned. Whenever a VSS, injector circuit, or battery voltage fault has occurred, the maintenance monitor data can be inaccurate.
The maintenance monitor is an optional feature that will alert the operator when it is time to change oil and perform any other simultaneous maintenance tasks. The maintenance monitor continuously monitors the distance the vehicle has traveled, the time the engine has been operating, and the amount of fuel burned to determine when it is time to change oil.
The operator must still be alert for any indications that the engine needs other service.
The automatic mode alerts the operator when it is time to change oil based on Cummins’ recommended interval. It determines the maintenance interval based on distance traveled, engine operating time, and fuel burned.
When the automatic mode is selected, the severe oil drain interval duty cycle is the default.
The original factory programmed value is AUTOMATIC.
The maintenance monitor automatic mode is easily adjusted to accommodate severe-, normal-, or light-duty applications and Valvoline® Premium Blue 2000™ engine oil. This is done by using a Compulink™ or Echek™ electronic service tool to enter an interval factor that corresponds to the appropriate duty cycle and type of product used.
Cummins Inc. does not recommend exceeding the published interval factors for your application and is not responsible for engine damage sustained due to over-extended drain intervals.
When selecting the correct interval factor for your application, refer to Procedure 102-002 (Maintenance Schedule) in Section 2, Oil Drain Interval, to determine which oil drain interval duty cycle fits your application: Severe duty, normal duty, or light duty. Once the duty cycle is chosen, use an interval factor of 1.00 for severe duty, 1.50 for normal duty, and 2.00 for light duty.
NOTE: These interval factors must be adjusted accordingly if Valvolive® Premium Blue 2000™ oil is used to extend the oil drain interval. Reference the Valvolive® Premium Blue 2000™ product literature to determine how much your drain interval can be extended.
Cummins Inc. does not recommend exceeding the published interval factors for your application and is not responsible for engine damage sustained due to over-extended drain intervals.
The distance mode allows the customer to enter a desired distance interval. The maintenance monitor will then monitor the distance the engine has traveled and alert the operator when the interval has been consumed.
NOTE: This mode of the maintenance monitor requires the use of a VSS. This mode must not be selected for applications that do not have this sensor.
Cummins Inc. does not recommend exceeding the published interval factors for your application and is not responsible for engine damage sustained due to over-extended drain intervals.
The time mode allows the customer to enter a desired time interval. The maintenance monitor will then monitor the time the engine has been operating and alert the operator when the interval has been consumed.
NOTE: The diagnostic switch must be in the OFF position for the flashing sequence to occur.
The maintenance monitor will alert the operator of the need to change oil by flashing the engine protection lamp (fluids lamp) for approximately 12 seconds after key-on. The flashing sequence will be three quick flashes, followed by a pause. This flash sequence will go through five cycles in the 12-second period. This sequence will occur at every key-on until the maintenance monitor has been reset.
The maintenance monitor can be reset using a Compulink™ or Echek™ service tool or by following steps one through 10 below. Steps three through eight must be done within 12 seconds in order for the maintenance monitor to be reset. The diagnostic switch must be in the OFF position and the vehicle air system must be fully charged.
Turn on the keyswitch (engine must not be operating)
Make sure brakes are released (service and trailer brakes)
Hold throttle pedal at 100-percent throttle
Press and release service brake three times
Release throttle pedal
Depress and hold throttle pedal at 100-percent throttle again
NOTE: If the engine protection lamp does not flash after the throttle pedal is released on step 8 above, the reset sequence must be performed again.
As soon as the throttle pedal is released (step 8), the engine protection lamp will flash three quick flashes. This means that the reset command has been received and the maintenance monitor will reset its distance (miles or kilometers), time (hours), and fuel (gallons or liters) to zero the next time the keyswitch is turned off (step 10).
When viewing maintenance monitor data with the use of a Compulink™, Echek™, or INSITE™ electronic service tool, the following maintenance data can be viewed or printed from the ECM:
Percent of present interval consumed (by either distance, time, or fuel burned)
Distance since last reset
Time since last reset
Reset log (distance and time at the last three resets).
The interval factor is only used in the maintenance monitor Auto mode to adjust the following applications:
Severe duty
Normal duty
Light duty
Extended interval when using Valvoline® Premium Blue® 2000
Other products that extend maintenance intervals.
The interval factor can be adjusted between 0 and 5.0.
The original factory programmed value is 1.
The maintenance monitor interval alert percentage allows the user to enter the percentage of the present interval at which the light should come on indicating the need for an oil change. The parameter allows the user to obtain an early warning of the need for a maintenance stop.
For example, if the distance mode is set to 24,194 km [15,000 mi] and the interval alert percentage is set to 90 percent, the lamp will illuminate at 21,774 km [13,500 mi] which is 90 percent of 24,174 km [15,000 miles]
The interval alert percentage can be set between 0 and 100 percent.
The original factory programmed value is 100 percent.
The CENTRY™ system can display and record detectable fault conditions within its systems and circuits. A yellow diagnostic lamp near the operator’s controls will be illuminated when a system fault becomes active.
While a fault condition is being detected, the fault lamp will turn ON or ON FLASHING. CENTRY™ will turn the lamp ON for warning faults, and ON FLASHING for more severe faults that can affect engine operation and that need immediate attention. Active fault conditions must be corrected as soon as possible.
To determine an active CENTRY™ fault code, shut off the engine and turn keyswitch ON (engine not running). Toggle the diagnostic switch to the ON position for 1 to 2 seconds and then release it. The fault lamp will illuminate while the diagnostic switch is held in the ON position.
After releasing the diagnostic switch, there is a short pause followed by the first fault code. CENTRY™ fault codes consist of three digits with up to five flashes for each digit. There is a short pause between each digit of the fault code. Once the three digits have flashed and the code is known, there is a longer pause followed by a repeating of the same fault code sequence.
Toggling the diagnostic switch will advance to the next fault code. Once all active fault codes have been displayed, the fault code flash sequence will be repeated, starting from the first fault code.
The CELECT™ Plus system can show and record certain engine faults. The faults are shown as fault codes. These codes will make troubleshooting easier. The fault codes are recorded in the ECM.
NOTE: Not all engine or CELECT™ Plus faults are shown as fault codes.
The engine electronic fuel system fault codes can be seen on the WARNING and STOP lamps in the cab panel.
Inactive fault codes can not be blinked out. An electronic service tool must be used to read inactive faults in the ECM. Refer to a Cummins Authorized Repair Location.
The STOP fault lamp will be red. The WARNING and FLUID lamps will be yellow. When the vehicle keyswitch is turned ON and the diagnostic switch is OFF, all three lamps will illuminate. The lamps will go off in sequence after about 2 seconds.
The lamps will remain off until a fault code is recorded. If a lamp remains on, an active fault exists.
If the STOP lamp (red) is illuminated, the vehicle must be driven to the side of the road and shut off as soon as it can be done in a safe manner. The vehicle must remain parked as long as this fault exists. If the WARNING lamp (yellow) is illuminated, the vehicle can be safely driven; but the fault must be corrected as soon as possible.
This system will activate an in-cab engine protection warning device when an out-of-range condition occurs. The warning device is a light, a buzzer, or both. This system will also activate the yellow FLUID lamp, if equipped.
If the light or buzzer comes on while driving, it means a fault code has been recorded. The lamp will remain on as long as the fault exists, and engine power and speed are gradually reduced. If the out-of-range conditions continue, the lamp will start to flash or blink. The vehicle must be parked whenever severe power derates are noticed.
Turn off the vehicle. To check for engine electronic fuel system and engine protection system fault codes, move the diagnostic switch to the ON position, or connect the shorting plug into the diagnostic connector.
Turn on the vehicle keyswitch. If any fault codes were active during system power-down, the lights will begin to flash the code of the recorded faults. If no fault codes are recorded, the lamps will not flash but will be illuminated.
The fault code will flash in the following sequence:
First, a WARNING (yellow) lamp will flash. Then there will be a short 1- or 2-second pause, after which the number of the recorded fault code will flash in STOP (red). There will be a 1- or 2-second pause between each number. When the number has finished flashing in red, a yellow lamp will appear again. The three-digit code will repeat in the same sequence.
The lamps will continue to flash the same code until the system is told to do something else. To go to the next fault code, move the IDLE SPEED ADJUST switch momentarily to the (+) position. To go back to the previous fault code by momentarily moving the IDLE SPEED ADJUST switch to the (-) position. If only one active fault is recorded, the CELECT™ Plus system will continuously display the same fault code when either (+) or (-) switch is depressed.
When not using the diagnostic system, turn off the diagnostic switch or remove the shorting plug. If the diagnostic switch is left on or the shorting plug in, the ECM will not log some faults. The maintenance monitor will not function correctly.
To stop the diagnostic system, move the Diagnostic Switch to the OFF position. Turn OFF the vehicle keyswitch.
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CAUTION 
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