CUMMINS Recalls

Jun 30, 2003 – CUMMINS C8.3G AND L10G ELECTRONIC CONTROL MODULES (ECM) P/N 3930507 MANUFACTURED BETWEEN APRIL 1995 AND DECEMBER 1997. THE ECM DOES NOT HAVE THE ABILITY TO DETECT A THROTTLE FAIL-SAFE ENGINE SHUTDOWN COMMAND.

Apr 04, 2003 – CUMMINS WESTPORT B GAS PLUS OR C GAS PLUS 6 CYLINDER ENGINES BUILT FROM JUNE 2001 THROUGH MARCH 2003. THE ELECTRONIC CONTROL MODULE CALIBRATION MAY NOT CORRECTLY DETECT A THROTTLE PLATE ACTUATOR FAILURE THAT COULD RESULT IN AN UNCOMMANDED OPEN THROTTLE CONDITION.

Feb 11, 2003 – CUMMINS ISB 6 CYLINDER ENGINES BUILT FROM MARCH 1998 THROUGH FEBRUARY 1999, AND HAVE AN ENGINE SERIAL NUMBER WITHIN THE RANGE OF 45480143 TO 45818756 OR 56436052 TO 56561539. THE LOWER ALTERNATOR SUPPORT BRACE OR MOUNTING HARDWARE CAN LOOSEN OR BREAK WHICH WILL ALLOW THE ALTERNATOR TO DROP ONTO THE ENGINE.

Feb 11, 2003 – THE ISB 4 CYLINDER CRANKSHAFT VIBRATION DAMPERS INSTALLED FOR USE ON CHASSIS MANUFACTURED BY WORKHORSE AND FREIGHTLINER CUSTOM CHASSIS. THE AFFECTED ENGINES WERE BUILT FROM OCTOBER 2000 THROUGH JULY 2001, AND HAVE AN ENGINE SERIAL NUMBER WITHIN THE RANGE OF 21436401 TO 21478129. THE CRANKSHAFT VIBRATION DAMPERS WERE DESIGNED INCORRECTLY AND CAN LEAD TO CRACKS DEVELOPING IN THE HUB, CAUSING THE PART TO BECOME LOOSE AND POSSIBLY DETACH ITSELF FROM THE ENGINE.

Mar 15, 2001 – EQUIPMENT DESCRIPTION: ENGINES BUILT BETWEEN JUNE 1, 1999, AND JANUARY 10, 2001, AND HAVE ENGINE SERIAL NUMBER RANGE OF 45878623 TO 46066483. THE INTERNAL FRONT BUSHING CAN SPIN, CAUSING DAMAGE TO THE AIR COMPRESSOR, AND POSSIBLY TO THE SPINDLE DRIVE AT THE REAR FACE OF THE AIR COMPRESSOR WHICH IS USED TO PROVIDE POWER TO THE VEHICLE HYDRAULIC PUMP. FAILURE OF THE AIR COMPRESSOR'S SPINDLE DRIVE COULD LEAD TO LOSS OF POWER ASSIST IF THE HYDRAULIC PUMP CEASES TO OPERATE.

Sep 29, 1998 – EQUIPMENT DESCRIPTION: C8.3 URBAN BUS ENGINES SHIPPED TO FLXIBLE CORPORATION. THE LUBRICATING THERMOSTAT INTERNAL PIN EXERTS FORCE ON THE INSIDE FACE OF THE LARGE ALUMINUM HEX NUT, WEARING A HOLE IN THIS NUT. LUBRICATING OIL CAN THEN LEAK OR SPRAY UP ONTO THE EXHAUST MANIFOLD AND INTO THE ENGINE COMPARTMENT.

May 22, 1996 – THE INSULATION MATERIAL BETWEEN THE FIELD EFFECT TRANSISTOR AND GROUND IN THE THROTTLE ACTUATOR CAN FAIL, RESULTING IN AN ELECTRICAL SHORT.

Dec 23, 1992 – BOSCH DISTRIBUTOR-TYPE FUEL PUMPS HAVE A MANUFACTURING DEFECT THAT CAN CAUSE THE BALL PIN, WHICH IS PART OF THE PUMP'S CONTROL LEVER ASSEMBLY, TO BREAK CAUSING THE LINK BETWEEN THE CONTROL SLEEVE AND THE CONTROL LEVER TO BECOME INOPERATIVE.

Dec 23, 1991 – THE FAILURE OF A PIN IN THE INTERNAL GOVERNOR LINKAGE RESULTS IN LOSS OF ENGINE SPEED CONTROL. THE THROTTLE CONTROL AND THE GOVERNED SPEED ARE LOST WHEN THIS PIN SEPARATES.

Jul 15, 1991 – ENGINES FAIL TO START DUE TO A COMBINATION OF INCORRECT SOLENOID-TO-LEVER ADJUSTMENT AND APPLICATION ISSUES AFFECTING POWER TO THE SOLENOID.