case cnh motores

COMMON RAIL N.E.F. 6 ENGINESCNH

F4AE 0684F*D101-155kW TAA

Training Centre - Monthyon

Common Rail NEF engines - CNH

1

CONTENTS

Page

Engine identification code 3

Main engines characteristics 4

General engines characteristics 8

F4 engines 10

Walk Around 13

Description of engine main mechanical components 19

Lubrication 31

Cooling 37

Turbocharging system 39

High pressure electronic injection system (Common Rail) 40

Fuel system diagram 47

Fuel system main mechanical components 48

EDC 7 system main electrical and electronic components 65

Diagnosis techniques 85

Troubleshooting SW 3.3_1 91

Maintenance 114

Tools 121

Tightening torques 126

Data − assembly clearances 129


2


3

ENGINE IDENTIFICATION CODE

D = TIER 2

X = 1 Common Rail 4 valves

Emissions level

F 4 A E 0 6 8 4 F ∗ D +

Approved power

Application

Fuel / injection

N° Cylinders

Cylinder position:0 = 4 strokes vertical

Engine

Engine crankcase type:A = Non-structural crankcase

Enginefamily

6 = 6 cylinders

4 = Agric. mach. – Earthmoving mach.

8 = Diesel IDIntercooler

X Y Y Y Y Y Y Y Y Y

Sequential production number


4

ENGINE MAIN CHARACTERISTICS

F4AE0684

H E F

5900 cm3 5900 cm3 5900 cm3

140 kW

1700 rpm.

155 kW

1700 rpm.

155 kW

2175 rpm.

F

G

00086

Common Rail electronic managem

T.A.A.(Turbocharged with Air-Aftercool

A Engine typeB Number of cylindersC Total displacementD Maximum power currently availableE Injection typeF Injection systemG Air delivery system

Direct injectionE

D

B

C

A

W 190 EVOL.

3t

ent

er)


5

Power and torque curves

F4AE0684H enginekW

N m

Power

003180t

Torque

003181t


6

F4AE0684E engine

kW

N m

Power

003182t

003183t

Torque


7

F4AE0684F engine

kW

N m

003184t

003185t

Power

Torque


8

GENERAL CHARACTERISTICS OF ENGINES

F4AE0684Type

H E F

Cycle Diesel 4 strokeSupply Turbocharged with intercoolerInjection Direct

Number of cylinders 6 in line

Bore mm 102

Stroke mm 120

Total displacement cm3 5900

Compression ratio 17 : 1

Maximum power kW(HP)

rpm

140190

1700

155210

1700

155210

2175Maximum torque Nm

(kgm)

rpm

87589.20

1400

95096.84

1400

85086.65

1500Slow running of engine withno load

rpm 700 600 800Fast idling speed of enginewith no load

rpm 1800 1950 2300


9

F4AE0684Type

H E F

With intercoolerTURBOCHARGING

Turbocharger type: HOLSET HX 35 W

LUBRICATION Forced by means of gear pump,pressure relief valve, oil filter

Oil pressure with enginewarm:at idle speed barat maximum speed bar

1.2 bar3.8 barLiquid

Water pump drive: Belt

COOLING

Thermostat:starts to open at: °C 81 ± 2

With cold enginemm 0.20 ÷ 0.30

X mm 0.45 ÷ 0.55

SUPPLYBosch type injection

high pressure Common Rail EDC7 control unit

Jets type Electro-injectors

Injection sequence 1 – 5 – 3 – 6 – 2 – 4

Injection pressure bar 250 - 1450


10

ENGINE F4

GeneralThe new family of F4 engines is the result of a project developed on the basis of an agreementforged between several of the world’s major OEMs: IVECO – New Holland - Cummins, in orderto provide an answer to new and more exacting requirements of customers and the more strin-gent environment protection regulations.In addition to offering higher ruggedness, power, efficiency reliability and durability than the pre-vious series, the new engines comply with emissions standards and the regulations definingpermissible noise levels, while also meeting the requirements of the most restrictive future di-rectives and standards without requiring substantial modification.The achievement of the foregoing engine characteristics was possible thanks to the use of newmaterials, new technology and technical solutions including: electronically controlled high pres-sure injection system (common rail), cylinder head with four valves per cylinder, intake / exhaustmanifolds that improve the dynamic flow of air and exhaust gas, and pistons with revised ge-ometry of the combustion chamber.Reliability and cost savings were further enhanced by reducing the number of engine parts andusing the same parts for IVECO application engines and for engines produced by the otherpartners participating to the project.

Engine F4AE0684

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11

Innovative characteristics

The F4 series of engines present highly innovative characteristics with respect to the “8000”series of IVECO engines. In addition to the new technical and qualitative aspects adopted in themanufacture of mechanical parts, they present the following new technical solutions with re-spect to “8000” series engines:

• More compact and rational layout of auxiliary equipment on the engines:A. Compressor for aircon system (F4AE0684H-E);B. Air heater for cold start;C. Drive belt for: water pump – alternator with automatic tensioner;D. Automatic belt tensioner;E. Water pump;F. Oil pump;G. Compressor drive belt for aircon system (F4AE0684H-E).

• Electronically controlled high pressure injection system (common rail)

• Diagnostics

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12

Six cylinders F4AE0684 engine

003188t


13

WALK AROUND F4AE0684F engine (Fiat Hitachi Application)Top view

Top view legendA. Blow – byB. Common Rail suppression valveC. Pressure and air temperature sensorD. Intake manifoldE. Flow limitersF. Air heaterG. Electro-injectors power connectorsH. Crankshaft sensorI. Coolant temperature sensorL. Temperature/oil pressure sensorM. Common Rail pressure sensor

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14

Front view

Front view legendA. Coolant temperature sensorB. ThermostatC. Fixed guide pulleyD. AlternatorE. Water pumpF. Automatic tensionerG. Poly-V belt driving: water pump, alternatorH. Electronic control unit heat exchangerI. Electronic control unit

003190t


15

Right side view

Right side view legendA. Exhaust manifoldB. Blow – byC. Starter motorD. Phonic wheelE. Damping flywheelF. Automatic tensionerG. Oil pressure and temperature sensorH. AlternatorI. Wastegate valveL. Turbocharger

Left side view

003191t


16

Left side view legendA. Fuel filter support with fuel temperature sensorB. Fuel heaterC. Electronic control unit with fuel and heat exchangerD. Phonic wheelE. Flywheel dampingF. Crankshaft sensorG. Fuel filterH. Mechanical fuel pump feeding pipeI. Low pressure pipesL. High pressure pump with feed pumpM. Camshaft sensorN. High/low pressure pipe (Common Rail supplying)O. Common RailP. Intake manifold with heater and pressure sensor - air temperatureQ. Common Rail pressure sensor

Rear view

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17

Rear view legendA. High pressure pipe feeding electro-injectorB. Fuel discharge pipe from Common RailC. Fuel discharge pipe from electro-injectorsD. Blow–byE. Engine flywheel

003193t


18

Main variants F4AE0684H – F4AE0684E – O & K ApplicationDue to requirements dictated by the application, some auxiliary equipment may be installed indifferent positions on the engine. The main assemblies subject to alternative positioning are:• Aircon system compressor• SumpDepending on the position of the auxiliary equipment on the engine, the relative drive belts willbe configured differently.

A. Sump – B. Compressor for aircon system

003195t003195t

003186tA

B

A


19

DESCRIPTION OF THE MAIN MECHANICAL COMPONENTS OF THE ENGINE

Crankcase The crankcase is a cast iron structure containing the cylinder liners 1, the main bearinghousings 5 and the following seats: for the camshaft bushings 3 and the tappets, for thewater/oil heat exchanger 7, for the water pump 2 and for the oil pump 4.The crankcase also contains the chambers for circulation of coolant and oilways for thelubrication circuit feeding the various moving parts. Soleplate 6 is applied to the underside of the crankcase to increase resistance to mechanicalstress.

000877t

5

6

7

3

4

2

1


20

Crankshaft The crankshaft is made of steel. The crankshaft is held in seven bearing housings for the six cylinder version of engine F4. Thehousings are induction hardened. The crankshaft features a series of internal oilways for lubrication purposes.The crankshaft front spigot is fitted with the oil pump drive gear, the speed sensor phonic wheel,the damper flywheel, and the auxiliary equipment driving pulley. The rear spigot of the crankshaft is fitted with the timing gear and the engine flywheelattachment hub. The main bearing shells are made of steel with an antifriction alloy plating.The penultimate main bearing shells are equipped with shoulders to limit crankshaft end float.Parts (1, 2) are mounted on the crankshaft rear spigot with an interference fit and cannot bereplaced.

1. Timing gear – 2. Flywheel hub –3. Oil pump drive gear.

Crankshaft oil seals The front and rear oil seals are cassette type, with a radial seal. These oil seal rings requirespecial tools for disassembly and assembly as described in the specific heading.

003196t


21

Connecting rodsForged in steel, the connecting rod big ends are made with an oblique splitting plane angle, withseparation of rod and cap achieved by means of the innovative fracture splitting system ratherthan the conventional machining procedure.The connecting rod big end bearing shells are made of steel plated with an antifriction alloy.

Each connecting rod is marked:θ On the body and on the cap by a number indicating the match and the cylinder in which they

are assembled.θ The rod shank is marked with a letter indicating the weight class of the connecting rod

installed in production.In the event of replacement, the spare parts catalogue only provides a single connecting rod ofintermediate weight compatible with all engines in circulation. In the event of partialreplacements, connecting rods that are still in good condition need not be replaced, eventhough they may be of a different weight class.

000880t


22

Pistons

The piston crown features a high turbulence combustion chamber. The piston crown is cooledby engine oil delivered by a spray nozzle installed in the crankcase, through the annularchamber inside the piston.There are three piston ring grooves; the first is composed of a trapezoidal section cast ironinsert. The piston rings have different functions and different geometry.1st piston ring with trapezoidal section and ceramic chrome plating.2nd piston ring with torsional conical rectangular section.3rd piston ring with double oil wiper with internal spring.The piston crown is marked with an arrow showing the directly of assembly inside the cylinderliner. The piston must be installed with the arrow facing towards the front of the crankcase.

000881t

000882t


23

Camshaft The camshaft is mounted in the crankcase on 7 bearings.The front and rear bearing housings are equipped with steel bushings plated with antifrictionmaterial assembled by means of an interference fit. The camshaft has two cam lobes for eachcylinder.A. Intake valves controlB. Exhaust valves controlThe camshaft is driven directly by the crankshaft by means of spur tooth gears.The rear of the timing gear is marked with notches for activation of the timing sensor (6 + 1).

003197t


24

Valves activation

1. Rocker – 2. Rocker spindle – 3. Adjuster screw – 4. Push rod – 5. Bridge – 6. Semi-cones –7. Spring seat – 8. Spring – 9. Tappet – 10. Camshaft.

003198t


25

Cylinder head The cast iron cylinder head 8 is machined to accommodate the following parts:θ valve seats; θ passage for discharge of fuel from the electro-injectors, cast directly into the interior of the

cylinder head;θ electro-injectors 2 ;θ thermostat 4;θ fuel inlet connector 9 for electro-injectors;The cylinder head is also equipped with:θ exhaust manifold 1 in two blocks;θ housing 7 for electro injector wiring, with relative wiring 3;θ intake manifold 5 with seat for cold start air heater 6.

003199t


26

Valves and valve seats

1. Intake valve – 2. Exhaust valve – A. Intake side – S. Exhaust side.

The valve seats machined in the cylinder head have the following angles:45° for the exhaust valves60° for the intake valves

The exhaust valves 2 differ from the intake valves due to the presence of a recess at the centreof the poppet.

The figure, shows the oil seals mounted on the valve stems.

70319

70334


27

Valve guidesThe valve guides are not reported.

INTAKE EXHAUST

Valve control bridgesWhen refitting the cylinder head check the orientation of the valve control bridges. The bridgesmust be located so that the notches (→) are facing the exhaust manifold.

1. Bridge – 2. Push rods

Head grindingThe nominal thickness of the cylinder head is 105 ± 0.25 mm and the maximum permissibleremoval of material must not exceed 0.13 mm.There is just one thickness of head gasket available as a spare part.

70345

70328

70325


28

Timing driveThe timing drive is obtained by means of a spur tooth gear fitted on the rear spigot of thecrankshaft, which meshes with a corresponding spur tooth gear on the camshaft.Correct timing is achieved by aligning the (⇐) marks punched on the two gears.

000887t


29

Engine flywheelThe flywheel 1 need not be fitted in a specific position on the crankshaft, and is not equippedwith punch markings, notches, or reference holes for sensors or for timing purposes. The fixingholes 2 are equally spaced so that the flywheel can effectively be installed in various differentpositions.

Flywheel screw tightening torque

Phase 1 30 Nm ± 4 NmPhase 2 60° ± 5°

000888t

2

1


30

Accessory Equipment Drive A Poly-V belt 3 transmits drive from the crankshaft 7 to the water pump 1 and the alternator 4.The tension of this belt is automatically controlled by the calibrated spring housed in tensioner5.The fixed guide pulleys 2 and 6 ensure an appropriate contact surface area of the belt 3 on thepulleys of the alternator and water pump.A “V” belt 8 transmits the motion of crankshaft 7 to the compressor 9 of the air conditioner(models CX 24 – CX 29).

Poly-V belt removal

Remove or fit the Poly - V belt by loosening tensioner 1 using a suitable socket wrench handle2.

003200t

003219t


31

LUBRICATION The forced circulation lubrication system is made up of the following components:θ rotor oil pump 5, housed in the front of the crankcase and driven by a spur tooth gear fitted

on the crankshaft spigot;θ water / oil radiator 3, housed in the crankcase, with oil filter support;- oil pressure control valve 1 incorporated in the filter support;- by–pass valve 4 to exclude a clogged oil filter, incorporated in the filter support;- cartridge type oil filter 2.

Pressurized oil circuitGravity oil return circuit

Oil filling

003201t


32

Heat exchanger

1. Heat exchanger body with filter support2. Internal gasket3. Water - oil heat exchanger4. Gasket between heat exchanger and cylinder block5. Oil pressure adjuster valve6. By - pass valve to exclude clogged oil filter

000892t


33

Oil pump

1. Crankshaft with oil pump drive gear

000891t

70150


34

(suspended) Sump F4AE0684F engineThe sump 1 is flexibly fixed to the crankcase by means of an aluminium plate 3.The “C” section rubber gasket 2, fitted on the sump attachment profile, serves to enhance oiltightness while also reducing the noise level.This type of gasket should be renewed exclusively in the event of deterioration or breakage.It need not be renewed at each disassembly-reassembly.

000893t

70227 70154


35

SumpF4AE0684H – E engines

The sump is secured with a bolt to the crankshaft by means of a thin gasket.

003203t

003202t


Recirculation of oil vapourThe rocker cover accommodates a pre-separator 1, the shape of which is designed to increasethe outlet velocity of oil vapour and also the condensation of a portion of the entrained oil.Condensed oil then returns to the sump while the residual vapours are collected and routedthrough blow-by filter 3. (item 3 no for CNH application)In blow-by filter 3, a portion of the oil vapour condenses and returns to the sump, while theremainder is recirculated to the intake side by way of pipeline 2.

000966t1. 2. 3. 4.

2

1

4

3

Oil condensateOil vapour

Pre - separatorRecirculation to intakeFilterReturn to engine

36


37

COOLINGThe engine cooling system is a closed circuit forced circulation type composed of the followingcomponents:

θ heat exchanger to cool lubricating engine oil (see lubrication);

θ centrifugal water pump housed at the front of the crankcase;

θ thermostat controlling coolant circulation.

Water from themostat outlet

Water to pump inlet

Water recirculating in engine

003204t


38

Water pumpThe water pump, which is accommodated in a housing in the crankcase, is driven by aPoly – V belt.The almost total absence of external pipes, hoses and hose clamps eliminates the number ofconnections and reduces possible sources of leaks.The engine temperature is controlled by a thermostat.The coolant (a 50% water and Paraflu antifreeze solution) circulates also in the oil heat ex-changer.

001515t

70221


39

TURBOCHARGINGEngine boosting system with Hoset HX35W turbocharger and intercooler. The choice of thetype of turbocharger depends on the specific features of the application.

000898t

Exhaust

Hot intake air

Intake air

Hot compressed air

Exhaust

Cold compressed air

001968t

Turbocharging diagram


40


41

HIGH PRESSURE ELECTRONIC INJECTION SYSTEM (COMMON RAIL)

IntroductionExtremely high injection pressures are necessary in order to reduce PARTICULATE emissions.The common rail system makes it possible to inject fuel at pressures of up to 1450 bar, whilethe injection precision obtained by electronic control of the system serves to optimise operationof the engine while limiting emissions and fuel consumption.

Description of systemThe injection system is composed of an electrical part and a hydraulic part.

Electrical systemThe electronic control unit monitors engine control parameters by means of the various sensorson the engine.

000965t

1- Fuel pressure sensor – 2. Coolant temperature sensor – 3. Engine oil pressure and tem-perature sensor – 4. Crankshaft sensor – 5. Electro-injector – 6. Air pressure – temperaturesensor – 7. Camshaft sensor – 8. Fuel heater and fuel temperature sensor – 9. Pressureregulator– 10. EDC 7 control unit

3

4

2

15

6

7

8

9

1


42

Injection system assy - Basic bill of components

REF. DESCRIPTION1 Coolant temperature sensor2 Preheating resistance3 Electro-injectors4 Air temperature/pressure sensor5 Fuel pressure sensor6 Fuel heating resistance7 Pressure adjuster solenoid valve8 Timing sensor9 Fuel temperature sensor

10 Starter motor11 Crankshaft sensor13 Preheating connection contactor15 Oil temperature/pressure sensor20 Diagnostics connector23 EDC main fuse32 EDC indicator light

Optional components (when required by the application)

REF. DESCRIPTION12 Engine stop/start buttons (F4AE0684F)14 (no per CNH application)16 Preheating On indicator light17 Rev counter18 Coolant temperature gauge19 Engine oil pressure gauge21 Blink-Code button22 (no per CNH application)24 Handbrake engaged switch25 Engine brake selector (optional)26 Gearbox neutral switch27 Key switch28 Engine brake switch (optional)29 (no per CNH application)30 Primary/secondary brake switch31 Position sensor on accelerator pedal potentiometer


43

Injection system assy

(∗) on board controls change with the application. They can be connected to the electricalsystem, with traditional solutions or with the help of the CAN line (Multiplex System).

003218t

(∗)


44

EDC electronic control

Engine preheating element controlPre-post heating is activated when even just one of the water, air or fuel temperature sensorsdetects a temperature < = 5 °C.

Phase recognitionBy means of signals transmitted by the camshaft and crankshaft sensors, the cylinder into whichfuel must be injected is determined at the time of starting.

Injection controlOn the basis of information transmitted by the sensors, the control unit administrates the pres-sure regulator and modifies the pre-injection and main injection mode.On F4 engines pre-injection is activated at all engine speeds.

Injection pressure closed loop controlOn the basis of the engine load, as determined by processing of data transmitted by the varioussensors, the control unit administrates the regulator to maintain injection pressure at constantlyoptimal values.

Pilot and main injection advance controlOn the basis of signals transmitted by the various sensors, the control unit determines theoptimum injection point on the basis of internal mapping.

Idle speed controlThe control unit processes signals transmitted by the various sensors and adjusts the quantityof fuel injected.It also controls the pressure regulator and modulates injection duration of the electro-injectors.Within specific limits, the control unit also monitors battery voltage.

Overheating protectionIf the water temperature reaches 110 °C, the control unit reduces engine performance.When the temperature returns below 100 °C, the engine resumes normal operation, (in someapplications, the over boosting temperature is the reference temperature).

Maximum engine speed limitingDepending on the application, the control unit memory can contain appropriate engine speedlimits. When the engine speed surpasses these limits the control unit activates power reductionstrategies by controlling energization time of the electro-injectors. In some applications themaximum limiting response consists in stopping the engine.


45

Cut OffFuel cut-off in release phases is managed by the control unit with the following logical interven-tions:- disconnection of fuel supply to electro-injectors- reactivation of electro-injectors immediately prior to arrival at idle speed- control of fuel pressure regulator.

Smoke control under accelerationWith intense load demands, in accordance with signals received from the air inlet meter and theengine speed sensor, the control unit manages the pressure regulator and modulates theactivation time of the electro-injectors to prevent the emission of smoke from the exhaust.

After RunAfter the engine is stopped, the control unit microprocessor saves various parameters to theEEPROM memory, including the faults log so that they will be available the next time the engineis started.

Control of working speed in normal operating conditions (Crowler Excavators)The user establishes engine working speed (power – torque) according load (heavy orlight) and the system reacts maintaining the engine at these values as load varies.The engine always operates with maximum power while the hydraulic power required duringuse is managed by varying the speed of the hydraulic fluid and not its pressure.Each time work load varies, the control unit adjusts torque so as to maintain the engine inmaximum power conditions. If the load causes a reduction in power, the control unit increasestorque i.e. it increases the amount of fuel injected in order to restore the engine to maximumpower.If, after setting working speed, the operator does not invoke any command within a pre-set time,the system returns to idling.

Recovery strategiesRecovery strategies are characterized by certain differences as application varies, i.e. loadersor excavators.

• Accelerator pedalWhen the accelerator signal is not available to the control unit for the excavators, it bringsthe engine to maximum power because its movement is hydraulic and the vehicle cantherefore be controlled in complete safety while, in the case of loaders, the system respondsby setting engine speed to idling.

• Control of fuel leaksIn the case of fuel supply problems, the system controls the engine with suitable constantpower values obtained with a low number of revs and high torque values in order to injectthe maximum quantity of fuel.


46

• Control of pressure in the railWhen the pressure in the rail exceeds safety values, the engine still working in deratingmode.

• Synchronism problemsIn the case of synchronism problems, faulty rev sensors, the system controls the engine byincreasing the number of revs in order to improve interpretation of the signals.

• Power restrictions as operating temperature increasesWhen the temperature of the supercharging air rises above 88°C, power reduction is started;when a temperature of 120°C is reached, performance is further reduced and is comparableto that of the same engine if it were aspirated.

• Reduction of power as reference temperature variesIn normal operating conditions, the system knows the supercharging air, oil and water tem-peratures.If the temperature of the engine water is not available, the system takes the temperature ofthe oil as reference and when this reaches the threshold of 103°C, it starts to reduce thepower available. On reaching 113°C, power is reduced to 50%.


47

Fuel supply systemThe common rail system features a special pump that constantly keeps the fuel supply at a veryhigh pressure, irrespective of the phase of the cylinder destined to receive the injection charge;the high pressure fuel is accumulated in a pipeline that is shared by all electro injectors (the“common rail”).This means that there is always a supply of fuel available at the electro injector inlet at the in-jection pressure determined by the electronic control unit.When the solenoid valve of one of the electro injectors is energized by the control unit, fuelarriving directly from the common rail is injected into the corresponding cylinder.

1. Electro-injector – 2. Common rail – 3. Pressure limiter for fuel return – 4. Common rail reliefvalve – 5. Prefilter mounted on chassis – 6. High pressure pump – 7. Mechanical rotor pump –8. Fuel filter.

The hydraulic system is composed of a low pressure circuit and a high pressure circuit.The high pressure circuit is composed of the following pipelines:- pipe connecting the high pressure pump outlet to the common rail;- pipes from the common rail to the electro injectors.The low pressure circuit is composed of the following pipelines:- fuel pipe from fuel tank to prefilter;- pipes supplying the mechanical feed pump via the control unit heat exchanger, the manual

priming pump and the prefilter;- pipes supplying the high pressure pump via the fuel filter.The fuel system is completed with a circuit to drain fuel from the common rail and the injectors,and with the high pressure pump cooling circuit.

003205t

High pressureLow pressure


48

FUEL SYSTEM DIAGRAM

1. High pressure pump – 2. Limiter valve on high pressure pump, 5 bar – 3. Regulator valve onfuel return line from electro-injectors, from 1.3 – 2 bar – 4. Common rail relief valve –5. Common rail – 6. Pressure sensor – 7. Electro-injector – 8. Return line – 9. Control unit heatexchanger – 10. Manual priming pump – 11. Prefilter mounted on chassis – 12. Fuel filter –13. Mechanical feed pump – 14. Fuel filter – 15. Pressure regulator – 16. Drain pipe from highpressure pump – 17. By-pass valve – 18. By-pass valve.

The pressure regulator, installed upline from the high pressure pump, adjusts the flow of fuelrequired on the low pressure system. Subsequently the high pressure pump supplies fuel atthe correct pressure to the common rail. This solution, in which only the required amount offuel is pressurized, improves energy efficiency and limits heating of fuel in the system.Limiter valve 2, which is installed on the high pressure pump, serves to maintain pressure atthe pressure regulator inlet at a constant 5 bar.Limiter valve 3, which is mounted on the cylinder head and inserted in the electro-injectors re-turn line, regulates the fuel return flow from the electro-injectors to a pressure of between 1.3and 2 bar.There are two by-pass valves installed in parallel with the mechanical fuel feed pump.By-pass valve 18 serves to allow fuel from the outlet of the mechanical pump to return to therelative inlet, when pressure at the fuel filter inlet exceeds the permissible value. By-pass valve17 makes it possible to fill the fuel system by means of the manual priming pump 10.

000909t

DRAIN

SUCTION (LOW PRESSURE)

HIGH PRESSURE PUMP FEED (Low pressure)

HIGH PRESSURE3

8

2

1

13

16

15

14

5 6 74

9

10

11

12

17

18


49

MAIN MECHANICAL COMPONENTS OF THE FUEL SUPPLY SYSTEM

Fuel prefilter

The fuel filter, of the high water separation type, features a sensor 4 on the base of cartridge 3,responsible for signalling the presence of water in the fuel.The filter support also carries the manual priming pump 5 and the fuel system air bleed screw 2.WarningIf the fuel contamination warning light illuminates, act instantly to remedy the cause; thecomponents of the common rail system will be rapidly damaged if the fuel contains water orother impurities.

000910t

2

4

5

1

3


50

Fuel filter

The fuel filter is located in the engine crankcase on the fuel circuit between the feed pump andthe high pressure pump (CP3).The following components are located on the support: fuel temperature sensor and heating re-sistance.The heater is activated if the fuel temperature is < = 0 °C and it continues to operate until thefuel reaches + 5 °C.The fuel temperature, as signalled to the EDC 7 control unit by the relative sensor, enableshighly accurate calculation of the flow rate of fuel to inject into the cylinders.

1. Fuel filter support2. Heater connector3. Electric fuel heater4. Fuel filter5. Fuel temperature sensorA. Outlet connection to high pressure pumpB. Common rail and cylinder head (injectors) discharge line inlet connectionC. Outlet connection to fuel tank.D. Inlet connection from feed pumpE. Connection to high pressure pump discharge line.

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51

Mechanical feed pump

Normal operating conditionThe mechanical feed pump is a gear pump installed on the rear of the high pressure pump,which it supplies with pressurized fuel. The feed pump is driven by the high pressure pumpshaft.In normal operating conditions the flow of fuel in the feed pump is as shown in figure.

A Fuel inlet from tank, B fuel outlet to filter,1 – 2 By-pass valves in closed position.

Outlet overpressure conditionBy-pass valve 1 opens in the presence of overpressure at the pump outlet B. In these circum-stances, the pressure of the fuel overcomes the force exerted by spring 1 thereby placing thepump outlet in communication with the inlet by way of passage 2.

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52

Bleed conditionsThe by-pass valve 2 opens when, with the engine stopped, the fuel circuit must be filled usingthe manual priming pump. In this situation the by-pass valve 2 opens, due to the effect of thepressure at the inlet, and the fuel flows out of outlet B.

High pressure pumpPump with 3 radial plungers driven by the timing gear. The high pressure pump does requiretiming. The rear of the high pressure pump is fitted with the mechanical feed pump, which isdriven by the high pressure pump crankshaft.

1. Fuel outlet connection to rail – 2. High pressure pump – 3. Pressure regulator – 4. Fuel inletconnection from filter – 5. Fuel outlet connection to filter support – 6. Fuel inlet connection fromcontrol unit heat exchanger – 7. Fuel outlet connection from mechanical pump to filter –8. Mechanical feed pump.

A

001239t

2

1

B

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53

1. Mechanical feed pump;2. Fuel return from high pressure pump;3. Delivery valve to common rail;4. Delivery valve on individual plunger;5. By-pass valve on feed pump;6. Pump shaft;7. Fuel inlet from filter;8. 5 bar limiter valve;9. Pressure regulator.

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54

Operating principle

1. Outlet for rail delivery line – 2. Rail delivery valve – 3. Plunger – 4. Pump shaft – 5. Plungersupply passage – 6. Pressure regulator supply passage – 7. Pressure regulator.

Plunger 3 leans on the cam mounted on the pump shaft.In the intake phase the plunger is supplied with fuel through the supply passage 5. The quantityof fuel to supply to the plunger is determined by pressure regulator 7. The pressure regulatormodulates the flow of fuel to the plunger on the basis of a PWM command received from thecontrol unit. During the plunger compression phase the fuel reaches sufficient pressure to openthe common rail delivery valve 2 and is thus forced through outlet 1 to the common rail.

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D

DSECT. B - B

A

B

C3

4

2

1

5

6

7

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55

The figure, shows the low pressure fuel passages inside the pump; the figure shows the mainplungers supply passage 4, the individual plunger supply passages 1 - 3 - 6, the passagesutilized for lubrication of the pump 2, the pressure regulator 5, the 5 bar limiter valve 8 and thefuel discharge passage 7.The pump shaft is lubricated by fuel through delivery and return passages 2.The pressure regulator 5 determines the quantity of fuel with which to supply the plungers;excess fuel flows out through passage 9.The 5 bar limiter valve, apart from functioning as a manifold for fuel discharges, is designed tomaintain a constant pressure of 5 bar at the pressure regulator inlet.

001243t 001244t

1,3,6. Inlet to plunger – 2. Pump lubrication passages – 4. Main plungers supply passage –5. Pressure regulator – 7. Regulator drain passage – 8. 5 bar limiter valve – 9. Fuel dischargefrom regulator inlet.

SECT. C - C


56

The figure shows the high pressure flow of fuel through the plunger outlet passages.

001241t

001240t

1. 2. Fuel outlet passages – 3. Fuel outlet from pump with connection for high pressure line tocommon rail.

SECT. A - A


57

Pump inlet pressure regulatorLocated at the inlet to the high pressure pump, the regulator modulates the quantity of fuel withwhich to supply the high pressure pump on the basis of instructions transmitted by the enginecontrol unit.The regulator is basically composed of the following parts:- poppet;- core (control);- pre-load spring;- coil.In the absence of a control signal, the pressure regulator is normally open so the high pressurepump operates in maximum flow conditions.The engine control unit transmits a PWM signal to the regulator to vary the high pressure pumpfuel inlet cross section to a greater or lesser extent.This component cannot be replaced independently and must therefore not be disassembled.

5 bar limiter valveInstalled in parallel to the pressure regulator, the limiter valve serves to maintain constant fuelpressure at the inlet to the regulator, this being a necessary prerequisite for correct operation ofthe system.

When the pressure regulator is partially closed at the fuel outlet by the PWM control signal, thepressure at the inlet tends to rise.When pressure at the regulator inlet exceeds 5 bar, cylinder 8 overcomes the resistance offeredby the spring and travels upwards thereby placing the regulator inlet into communication withthe drain. The fuel is therefore able to flow to the drain side thus reducing the pressure at theregulator inlet so the cylinder tends to return to its closed position. In relation to engine loaddemands, with the pressure regulator partially closed the cylinder assumes a position of dy-namic balance such as to assure constant pressure of 5 bar at the regulator inlet.

001253t

001251t

1. Electrical connector2. Fuel outlet

3. Fuel inlet

3

2

1


58

Pressure regulator and 5 bar limiter valve with engine at maximum speed

When regulator coil 1 is not energized, core 2 will be in its rest position due to the effect ofpreload spring 3. Poppet 4 is in the maximum delivery position.In these circumstances, the regulator feeds the high pressure pump with the maximum availablefuel flow rate.The cylinder 8 controlling opening and closing of the 5 bar pressure limiter discharge passage isin its closed position. Clearance between the internal parts is such as to allow a minimum flowof fuel towards the outlet passage in order to lubricate the pump.

1. Coil – 2. Core – 3. Preload spring – 4. Poppet –5. High pressure pump feed – 6. Fuel inlet (from filter) –

7. Fuel return from high pressure pump –8. Cylinder for opening discharge port – 9. Fuel discharge –

10. Fuel delivery

003207t


59

Pressure regulator and 5 bar limiter valve with engine at idle speed

When the engine is at slow running idle speed, the control unit drives the regulator with a pulsewidth modulation (PWM) signal to energise the regulator coil and hence displace the coil core 2.In its movement, the core causes poppet 4 to assume the maximum closed position thusallowing the minimum flow of fuel to the high pressure pump.The pressure regulator is in its maximum closure position because the common rail must bemaintained at a relatively low pressure (350 - 400 bar). Cylinder 8 of the 5 bar limiter valve, re-sponsible for controlling opening and closing of the discharge port, will be in its maximumopening position to allow excess fuel to flow through discharge outlet 9.

1. Coil – 2. Core – 3. Preload spring – 4. Poppet –5. High pressure pump feed – 6. Fuel inlet (from filter) –

7. Fuel return from high pressure pump –8. Cylinder for opening discharge port – 9. Fuel discharge –

10. Fuel delivery

003208t


60

Rail (pressure accumulator)1. Common Rail2. Flow limiters3. Fuel inlet from high pressure pump4. Pressure sensor5. Relief valve

The common rail has a reduced volume to allow rapid pressurization at the time of enginestarting, engine slow idling, and in the case of high flow rates.The volume is, however, sufficient to minimize the bellows effect caused by opening and closingof the injectors and operation of the high pressure pump. This function is further aided by thepresence of a calibrated orifice downline from the high pressure pump.Fuel pressure sensor 4 is screwed to the end of the common rail. The pressure sensor sends afeedback signal to the electronic control unit, on the basis of which the pressure in the commonrail is monitored and adjusted when necessary.

Dual-stage relief valveAssembled at one rail end, it protects the system components from failure of the rail pressuresensor or of the CP3 pump pressure regulator, caused by an excessive pressure increasementin the high pressure system.Strictly mechanical this valve has a dual operational threshold 1750 and 800 bar dual-stage.When the pressure is in the high pressure system reaches 1750 bar, the valve initially acts as asingle stage valve so as to enable the fuel to flow and consequently reduce the pressure tosafety values and then mechanically adjusts the pressure in the rail to about 800 bar.This valve enables the engine to work at limited performance for extended periods of time andavoid excessive fuel overheating thus safeguarding the gas –exhaust pipes.When the valve is tripped, the control unit stops of operation of the pressure regulator, the pumpis configured in the condition of maximum delivery to the rail, and stores failure 8.4.

000929t

5 3

4

2

1


61

Flow limitersLocated on the fuel outlet fittings on the common rail, the flow limiters are designed to protectthe engine and vehicle in the event of internal leakages (e.g. jet jammed open) or externalleakages (e.g. damaged high pressure pipes).In these cases, within certain limits the system can continue to operate by means of theundamaged components of the other cylinders.

1. Body2. Piston3. Fuel inlet4. Spring5. Part screwed to common rail

Warning:After having taken steps to eliminate the egress of fuel from the common rail with the enginestopped, the flow limiter will automatically reset due to the effect of the spring. Note, however,that if the cause of the flow limiter’s activation is not remedied, when it is restarted the enginewill display the same problems.If the leak is of significant magnitude, it will prove impossible to start the engine because the railwill be unable to reach the necessary pressure.

000968t

A The fuel from the Common Rail reaches the electro-injectors through the holes in thesmall diameter section of the piston.In normal circumstances, the fuel pressure is exerted on both sides of the piston, thusmaintaining the spring in the open position.


62

B In the case of significant pressure drops downline from the limiter the inlet pressureexceeds the outlet pressure and thus forces the piston to the opposite side of thevalve thereby closing the fuel outlet.

000969t

C Pressure limiter with piston in outlet closed position.

000970t


63

Electro-injectorThe injector is similar in construction to conventional injectors, except for the absence of theneedle return springs.The electro-injector can be considered in terms of two basic parts:- actuator – jet composed of pressure rod 1, needle 2 and nozzle 3;- control solenoid valve composed of coil 4 and pilot valve 5.The solenoid valve controls lift of the jet needle.

Injector in rest position

1. Pressure rod – 2. Needle – 3. Nozzle – 4. Coil – 5. Pilot valve – 6. Ball shutter – 7. Controlarea – 8. Pressure chamber – 9. Control volume – 10. Supply - control passage – 11. Fuelcontrol outlet – 12. Electrical connection – 13. Spring

000933t

6

5 9

7

2

3

10

1

4

12

13

8

11


64

Injection startWhen coil 4 is energized it causes an upward movement of ball shutter 6.The fuel of control volume 9 flows towards the backflow passage 12 causing a pressure drop incontrol volume 9.At the same time the fuel pressure in pressure chamber 8 causes lifting of needle 2, withconsequent injection of fuel into the cylinder.

1. Pressure rod – 2. Needle – 3. Nozzle – 4. Coil – 5. Pilot valve – 6. Ball shutter – 7. Controlarea – 8. Pressure chamber – 9. Control volume – 10. Supply – control passage – 11. Fuelcontrol outlet – 12. Electrical connection – 13. Spring

Injection endWhen coil 4 is de-energized, element 6 returns to its closed position to restore a balance offorces such as to cause needle 2 to return to its closed position and terminate the injectioncycle.

000934t

6

95

11

13

4

12

10

7

3

82

1


65

Fuel inlet connector

1. Fuel inlet connector – 2. O-rings – 3. Locating ball – 4. Locating ball seat on cylinder head.

The fuel inlet connector must be renewed each time it is disassembled. During reassembly,lubricate O-ring 2 with Vaseline and stow fuel manifold 1 inside the head, ensuring that thelocating ball 3 is perfectly aligned with the corresponding seat 4 on the head.

Note: The injector and relative feed pipe must be first installed in the head and subsequentlytightened to the prescribed torque.

Pressure limiter for fuel returnHoused on the rear of the cylinder head, this device regulates the pressure of fuel returningfrom the injectors to a pressure of between 1.3 and 2 bar.

001516t

000935t

A To tank

B From electro-injectors


66

EDC 7 SYSTEM MAIN ELECTRICAL AND ELECTRONIC COMPONENTS

Location

Ref. Description

1 Coolant temperature sensor

2 Electro-injector

3 Rail pressure sensor

4 Air temperature/pressure sensor

5 Starter motor

6 Timing sensor

7 Pressure regulator solenoid valve

8 Fuel temperature sensor

9 EDC7 electronic control unit

10 Crankshaft sensor

11 Engine oil level transmitter (∗)

12 Engine oil pressure/temperature sensor

13 Pre-post heating resistance

(∗) Depending on the application


67

003209t


68

EDC 7 electronic control unit

A – Injectors connector B – Connector for power input and functions provided for in theapplication C – Sensors connector

The control unit is installed directly on the engine via a heat exchanger for cooling purposes andusing flexible mounts to reduce vibration transmitted by the engine.The unit is supplied with power by way of a 20 A fuse. The main relay normally used to supplythe system is located inside the control unit.

001525t


69

Injectors connector (A)12 16

11

51

6

Wire input side view

ECU PIN WIRECOLOUR

FUNCTION

1 - -2 - -3 RU Cylinder 2 injector4 WP Cylinder 3 injector5 WV Cylinder 4 injector6 RW Cylinder 2 injector7 - Ground8 - Ground9 RG Cylinder 1 injector

10 UN Cylinder 6 injector11 UG Cylinder 5 injector12 WR Cylinder 3 injector13 RY Cylinder 1 injector14 W Cylinder 4 injector15 UO Cylinder 6 injector16 UY Cylinder 5 injector

Colour keyB blackR redU blueW whiteP purpleG greenN brownY yellowO orange

50350


70

Connector (B) for component power supplies and for the functions specified in theapplication

Wire input side viewPin

ECU CABLE FUNCTION

1 8150 Direct positive from battery

2 0087 Negative for fuel filter heating / starter engine contactor

3 0000 Ground

4 8885 Positive for pre-post heating resistor


8 7777Positive for blink code button / oil low pressure light/ pre-heating light/conditioned air switch (•) / EDC unit

9 0000 Ground



14 0000 Ground

15 0000 Ground

16 0094 Negative for pre-post heating resistor

19 0150Negative for start/stop from engine compartment (••) / accelerator pedalpressed (••) buttons

20 8153 Positive from key switch in start phase (+50)

27 0156 Positive from blink code button

28 5535 Positive for EDC diagnostics light

(•) F4AE0684H − E (O & K application)(••) F4AE0684F (CNH application)

003210t


71

PinECU CABLE FUNCTION

31 2298 Line K for 30-pin diagnosis connector (pin 2)

36 8837 Positive for fuel filter heating contactor

37 8888 Positive for starter motor

39 8051Positive from key switch (+15) / Line L for 30-pin diagnosis connector(pin 11)

44 9905 Positive from start from engine compartment button (••)

45 9906 Positive from stop from engine compartment button (••)

46 5553 Negative for pre-heating ON light

49 5584 Diagnosis connector (pin 28)

52 6109 CAN line, diagnosis connector (pin 22)

53 6108 CAN line, diagnosis connector (pin 21)

55 5158 Positive for accelerator pedal position sensors (••) / positive multiswitch (•)

63 5503 Negative for engine oil low pressure light

64 0535 Negative for EDC diagnosis light

72 0159 Negative from accelerator pressed switch (••)/ multiswitch signal (•)

73 0159 Redundant negative from accelerator pressed switch (••)

78 8162 Negative conditioned air control (•)

81 0157 Negative for accelerator pedal position sensor (••) / Ground multiswitch (•)

83 5157 Signal from accelerator pedal position sensor (••) / multiswitch signal (•)

(•) F4AE0684H − E (O & K application)(••) F4AE0684F (CNH application)


72

Sensors connector (C)

Wires input side view

ECU PIN WIRECOLOUR

FUNCTION

2 - -4 - -5 NW Negative for pressure regulator7 NP Positive for pressure regulator9 PY Positive for engine oil pressure/temperature sensor

10 NY Positive for air pressure/temperature sensor12 GY Positive for rail pressure sensor17 YR Negative for fuel temperature sensor18 YN Negative for coolant temperature sensor19 PN Negative for engine oil temperature/pressure sensor20 GN Negative for rail pressure sensor21 N Positive for air pressure/temperature sensor23 U Camshaft sensor24 U Crankshaft sensor25 R Crankshaft sensor27 GO Rail pressure sensor signal28 NG Air pressure sensor signal29 UO Air temperature signal30 R Camshaft sensor31 - -32 - -33 PO Engine oil temperature sensor signal34 YU Fuel temperature sensor positive35 PG Engine oil pressure sensor signal36 YO Coolant temperature sensor positive

003211t


73

Key to electric/electronic components

K1 = Pre-post heating contactorK2 = Starter motor contactorK3 = Fuel filter heating contactorJ1 – J2 – J3 = Electro-injectors, cylinders 1, 2, 3 respectivelyJ4 – J5 – J6 = Electro-injectors, cylinders 4, 5, 6 respectivelyJ7 = Fuel pressure regulating solenoid valve on high pressure pumpJ8 = Propeller shaft sensorJ9 = Camshaft sensorJ10 = Pressure sensor on common railJ11 = Supercharging pressure sensorJ12 = Oil pressure sensorJ13 = Engine cooling fluid temperature sensorJ14 = Fuel temperature sensorJ15 = AcceleratorAVM= Switch for starting from engine compartment (••)CAC = Conditioned air switch (•)CD = 30-pin diagnosis switchIA = Bodybuilder systemLC = CAN linePBC = Blink code buttonSBPO = Oil pressure low lightSDE = EDC diagnosis lightSPE = Pre-heating lightSVM = Switch for stopping from engine compartment (••)TL = Torque limiter multiswitch (•)MA = Engine starterR1 = EDC load simulation resistorR2 = Fuel filter resistorR3 = Pre-post heating resistor

(•) F4AE0684H − E (O &K applications)(••) F4AE0684F (Fiat CNH)


74

A ÷ C connector diagram (all applications)

System power supply (+24 V).

003212t


75

F4AE0684F (B) connector diagram (CNH application)

System power supply (+24 V). The power supplies for remote control switches K1, K2,K3, and for engine starter have appropriate protections implemented by the preparationpersonnel.

003213t


76

F4AE0684H – E (B) connector diagram (O & K applications)

System power supply (+24 V). The power supplies for remote control switches K1, K2,K3, and for engine starter have appropriate protections implemented by thepreparation personnel.

003214t


77

Crankshaft sensorThis is an inductive sensor located at the front left hand side of the engine. The crankshaftsensor produces signals obtained from a magnetic flux field closing through the openings in aphonic wheel fitted on the crankshaft.The crankshaft sensor is connected to the control unit on pins 25C – 24C. The sensorimpedance is ∼ 900 Ω.

Timing sensorThis is an inductive sensor located at the rear left hand side of the engine. The timing sensorgenerates signals obtained from a magnetic flux field closing through the holes in the timinggear on the camshaft. The signal generated by this sensor is utilized by the electronic controlunit as an injection phase signal.Although it is similar to the flywheel sensor, these two devices are NOT interchangeablebecause of the different external shape.The timing sensor is connected to the control unit on pins 23C – 30C. The sensor impedanceis ∼ 900 Ω.

1 32

ECU pinRef. Description Camshaft sensor Timing sensor

1 Signal 24C 30C2 Signal 25C 23C3 Shield

CONNECTOR

50342

WIRING DIAGRAM

50320

CRANKSHAFT SENSOR

TIMING SENSOR

50288

50319


78

Air temperature-pressure sensorThis component incorporates a temperature sensor and a pressure sensor.Mounted on the intake manifold, the sensor measures the maximum flow rate of air supplied,which serves to make an accurate calculation of the quantity of fuel to be injected in each cycle.The sensor is connected to the control unit on pins 21C – 29C – 10C – 28C.The power supply is 5 voltVoltage at the sensor output is proportional to the detected pressure or temperature.

Pin 21C – 29C TemperaturePin 10C – 28C Pressure

Engine oil temperature-pressure sensorThis component is analogous to the air temperature-pressure sensor.The engine oil temperature-pressure sensor is installed on the engine oil filter support in avertical position.This sensor measures the engine oil temperature and pressure.The sensor is connected to the control unit on pins 19C - 33C - 9C - 35C.The sensor is supplied with 5 Volts. The signal detected is transmitted to the EDC control unitwhich, in turn, controls the relative device on the instrument panel (gauge + low pressurewarning light).The oil temperature is not displayed on any gauges – this value is used exclusively by thecontrol unit.

Pin 19C – 33C TemperaturePin 9C – 35C Pressure

ECU PINREF. DESCRIPTION

OIL AIR

1 Ground 19C 21C

2 NTC signal (temperature) 33C 29C

3 +5 V power input 9C 10C

4 Signal (pressure) 35C 28C

WIRING DIAGRAM5034450324


79

Fuel pressure sensorMounted on one end of the rail, this sensor measures the internal fuel pressure and informs thecontrol unit of the value (feedback).The injection pressure value is used as a pressure control feedback signal and to determine theduration of the electrical injection command.This sensor is connected to the control unit on pins 20C – 27C– 12C.The power supply is 5 Volt.

Ref. Description ECU pin1 Ground 20C2 Signal 27C3 Power supply 12C

Fuel pressure sensor connector

002112t

12

3


80

Electro-injectorsThe electro-injectors are effectively N.O. solenoid valves.Each injector is connected to the EDC control unit on connector A.

The impedance of the coil of each injector is 0.56 - 0.57 Ω.

Ref. Description ECU pin

CONNECTOR 1

1234

Cylinder 2 injectorCylinder 2 injectorCylinder 1 injectorCylinder 1 injector

3 A6 A

13 A9 A

CONNECTOR 2

1234


5 A14 A12 A4 A

CONNECTOR 3

1234


10 A15 A16 A11 A

1

2 3 50343

50349

2 3 4 5 6

321

1


81

Pre-post heating resistance and contactorThe pre-post heating resistance is located on the intake manifold.The resistance serves to heat the air in pre / post heating operations. This resistance ispowered by a contactor on the left hand side of the chassis.

The resistance impedance is approximately 0.5 Ω.

A. CONTROL CONTACTOR

The control contactor is connected to the control unit on pins 4B – 16B.The contactor is tripped with water and/or fuel temperature below 5 °C.The contactor impedance is approximately 15 Ω.

RESISTANCE

003215t

002371t


82

Coolant temperature sensorThis is a variable resistance sensor able to read the coolant temperature in order to provide thecontrol unit with an indication of the thermal status of the engine.The same signal is utilized by the control unit to drive an instrument panel gauge, if present.This sensor is connected to the control unit on pins 18C – 36C.

The impedance of the coolant temperature sensor at 20 °C is approximately 2.50 kΩ.

A. Coolant temperature sensor

003194t


Fuel temperature sensor This sensor is identical to the coolant temperature sensor.This sensor detects the fuel temperature to provide the control unit with a parameter definingthe thermal status of the fuel.The fuel temperature sensor is connected to the control unit on pins 17C – 34C.The sensor impedance at 20 °C is approximately 2.50 kΩ

1. Fuel te

The ECU drives the filter hea

REF.1 Gro2 Tem

CONNECT

83

mperature sensor - 2. Filter heating resistance

ter contactor at fuel temperature ≤ 5 °C.

DESCRIPTION COOLAund 18Cperature signal 36C

50348

OR

50322 NTC50321

2

1

1

ECU PINNT FUEL

17C34C


High pressure pump – pressure regulator

Ththe

Deun

Th

Th

Th

84

A. Pressure regulator

e quantity of fuel supplied to the high pressure pump is metered by the pressure regulator on low pressure system; the pressure regulator is managed by the EDC7 control unit.

livery pressure to the rail is modulated between 250 and 1450 bar by the electronic controlit by controlling the pressure regulator solenoid valve.

is component is a N.O. solenoid valve.

e solenoid is connected to the control unit on pins C5 - C7.

e solenoid valve impedance is approximately 3.2 Ω.

000912t

A


Engines F4AE0684H-E clutch sensor This is an electronic proximity switch supplied with 24 V.The clutch sensor is fitted to the clutch pedal and it detects the engine declutched condition.The sensor is equipped with a yellow signal LED that illuminates when the pedal is released.The sensor is connected to the control unit on pins 62B and 8B.

Ref.123

Groun+ 24 VSignal

GROUND

85

1. Reading head – 2. Fixing screws (torque 10 Nm) - 3. Brass body –4. Yellow LED – 5. Connector

Description ECU pind power supply 8B

62B

50332

(SIGNAL)


86

DIAGNOSIS METHODSCurrently the following diagnosis systems are available:

− BLINK CODE – 30 pin diagnostics socket− Dedicated strumentation

BLINK CODE DIAGNOSISEDC state indicator. After setting the key to “start”, the EDC indicator light illuminates, after which, if no anomaliesare detected, the indicator light must extinguish.Depending on the presence or absence of possible faults, the indicator light can assume thefollowing states:

Light off indicator 1. No fault2. Slight fault

no impairment of performancefault can be interpreted with BLINK CODE and diagnostic tools.

Indicator light steadily illuminated 1. Serious fault

performance impaired in certain casesfault can be interpreted with BLINK CODE or diagnostic tools.

Flashing indicator light1. Very serious fault

performance impaired in many cases, otherwise engine cuts outfault can be interpreted with BLINK CODE or diagnostic tools.

Blink code activation / interpretationThe blink code is activated by pressing the BLINK CODE button located near the U.C.I.The BLINK CODE identifies one fault at a time without distinguishing between currently activefaults and intermittent faults. To display all codes in the memory, the Blink Code button must bepressed several times.The code is composed of two digits and it is displayed by low speed flashes followed by fastflashes.If there are no faults present in the system, the EDC indicator light will not communicate anyinformation, illuminating only once.Each time you turn the key to “start” the EDC light must switch on; if this fails to occur, check thewiring and the light bulb.

IMPORTANTThe control unit must be detached and reattached only when the battery positive pole isdisconnected.


87

EDC SW 3.3_1 (F4AE0684F) Blink Code

Blinkcode Fault description EDC Ind. light Power

reductionVEHICLE

1.4 Accelerator pedal signal On 31.8 EDC indicator light Off 0 ENGINE 12.1 Coolant temperature sensor signal On 02.2 Turbocharge air temperature sensor signal Off 02.3 Fuel temperature sensor signal Off 02.4 Turbocharge pressure sensor signal On 02.5 Atmospheric pressure sensor signal Off 02.6 Oil pressure sensor signal On 02.7 Oil temperature sensor signal Off 02.8 Heated filter control relay Off 02.9 Pre-post heating resistance control relay Off 0

ENGINE 23.7 Battery voltage On 03.8 Pre-post heating indicator light Off 03.9 Pre-post heating resistance Off 0

6 Cylinder INJECTORS5.1 Cylinder 1 injector solenoid valve On 05.2 Cylinder 2 injector solenoid valve On 05.3 Cylinder 3 injector solenoid valve On 05.4 Cylinder 4 injector solenoid valve On 05.5 Cylinder 5 injector solenoid valve On 05.6 Cylinder 6 injector solenoid valve On 05.7 Power stage 1 (cylinders 1 – 2 – 3) On 05.8 Power stage 2 (cylinders 4 – 5 –6) On 0

ENGINE SPEED6.1 Crankshaft sensor signal On 26.2 Camshaft sensor signal On 26.3 Engine speed signal plausibility On 06.4 Engine overspeed Flashing 06.5 Starter motor relay Off 0

CHECK PANEL INTERFACES7.2* CAN line Off 07.6 Oil pressure indicator light Off 0

* When CAN line is present on the electric system Power reduction:0= No power reduction1= performances compairable to equivalent engine but intaken2= 50% torque3= limited engine speed4= engine stop


88

Blinkcode Fault description EDC Ind. light Power

reductionFUEL PRESSURE

8.1 Fuel pressure control Flashing 38.2 Fuel pressure signal Flashing 38.3 Pressure regulator solenoid valve Flashing 38.5 Rail min/max pressure error Flashing 4

CONTROL UNIT9.4 Main relay On 09.6 After-run interrupted repeatedly On 39.7 Sensors power supply On 0

Power reduction:0= No power reduction1= performances compairable to equivalent engine but intaken2= 50% torque3= limited engine speed4= engine stop

with torque curves

torque

003216t


89

with power curves

Procedure for clearing the faults memory using the Blink Code button:Key switch set to OFF.Hold down the Blink Code button for between 4 and 8 seconds and, during this interval, switchon the key switch.

Attention: do not insert / reinsert immediately the key contact after this operation but wait aboutten seconds before switching it ON again.

power

003217t


90

TROUBLESHOOTING SW 3.3_1Troubleshooting information is given in two clearly distinguished sections: - the first, ordered by Blink Code, concerns faults that can be directly recognized by the EDC 7

control unit. These fault types are mainly of an electrical – electronic nature;

- the second, ordered by symptom, describes the possible faults that cannot be directlyrecognized by the electronic control unit. These faults are mainly of a mechanical – hydraulicnature.

- Troubleshooting is a supplementary activity that integrates rather than replaces faultdiagnosis performed with the specific electronic diagnostic instruments.

Notes for correct use.

- If the fault is among those that can be recognized directly by the control unit, consultTroubleshooting section 1 for information and additional suggestions to assist in solution ofthe problem.

- If the electronic fault diagnosis procedures indicate that there are no anomalies, although theproblem persists, consult Troubleshooting section 2 and base your research on thesymptoms reported by the customer.


91

TROUBLESHOOTINGSection 1

NO

TES

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Rea

d pa

ram

eter

s w

ith th

edi

agno

stic

inst

rum

ent t

och

eck

the

chan

ge fr

om 0

%to

100

% o

f the

pote

ntio

met

er s

igna

l and

ON

-OFF

sta

tus

chan

ge o

fid

le s

peed

sw

itch.

If re

sult

is n

egat

ive,

use

mul

tites

ter t

o ta

ke a

dire

ctre

adin

g on

the

com

pone

ntco

nnec

tor t

o ch

eck

for

resi

stan

ce c

hang

es w

hen

the

pote

ntio

met

er is

activ

ated

and

for O

N-O

FFst

atus

cha

nge

of th

e id

lesp

eed

switc

h.If

the

com

pone

nt is

wor

king

corre

ctly

, che

ck w

iring

and

conn

ectio

ns b

etw

een

the

com

pone

nt a

nd th

e ED

Cco

nnec

tor p

ins

B50

– B5

5 –

B73

– B8

1 –

B83.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Pow

er lo

ss.

Fast

idle

spe

ed w

ith n

och

ange

whe

n pe

dal i

spr

esse

d,

or with

acc

eler

ator

ped

al in

rest

pos

ition

the

engi

neru

ns a

t fas

t idl

e sp

eed.

Pres

sing

the

acce

lera

tor

peda

l cau

ses

the

engi

nerp

m to

incr

ease

prog

ress

ivel

y an

dun

cont

rolla

bly.

Whe

n pe

dal i

s co

mpl

etel

yre

leas

ed e

ngin

e sp

eed

decr

ease

s sl

owly

and

with

out c

ontro

l unt

ilre

achi

ng fa

st id

le s

peed

.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

(*)

Acce

lera

tor p

edal

pote

ntio

met

er s

horte

d to

posi

tive

or s

horte

d to

grou

nd; a

ccel

erat

or p

edal

pow

er s

uppl

y vo

ltage

too

high

; fau

lty p

oten

tiom

eter

.

EDC

IND

ICA

TOR

LIG

HT

On

BLI

NK

CO

DE

1.4

Common Rail NEF engines – CNH

92

NO

TES

Dep

endi

ng o

n th

e ty

pe o

f fau

lt,th

e LE

D o

n th

e Bl

ink

Cod

ebu

tton

may

hav

e th

e sa

me

beha

viou

r as

the

mai

n in

dica

tor

light

, or i

t may

func

tion

diffe

rent

ly.

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Che

ck w

iring

and

conn

ectio

ns o

f ind

icat

orlig

ht w

ith E

DC

con

nect

orpi

ns B

28 –

B64

.

Use

mul

tites

ter t

o ta

ke a

dire

ct re

adin

g on

the

sens

or(R

= a

ppro

x. 2

.5 k

Ohm

at

20

°C).

If th

e se

nsor

is w

orki

ngco

rrect

ly, c

heck

wiri

ng a

ndco

nnec

tions

bet

wee

nse

nsor

and

ED

C c

onne

ctor

pins

C18

- C

36.

Take

read

ing

with

mul

tites

ter d

irect

ly o

nse

nsor

bet

wee

n pi

ns 1

and

2 (R

= a

ppro

x. 2

.5 k

Ohm

at

20 °C

).If

the

sens

or is

wor

king

corre

ctly

che

ck w

iring

and

conn

ectio

ns b

etw

een

sens

or a

nd E

DC

pin

s C

21 –

C29

.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

(*)

The

indi

cato

r lig

ht n

ever

illum

inat

es w

hen

key

switc

his

set

to O

N, o

r rem

ains

illum

inat

ed w

hen

key

switc

his

set

to O

FF.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

(*)

EDC

indi

cato

r lig

ht o

nda

shbo

ard

is fa

ulty

or

wiri

ng is

sho

rted

to p

ositi

ve,

shor

ted

to g

roun

d, o

r in

open

circ

uit.

Engi

ne c

oola

nt te

mpe

ratu

rese

nsor

sho

rt ci

rcui

t to

posi

tive,

sho

rt ci

rcui

t to

grou

nd, o

r ope

n ci

rcui

t.

Air t

empe

ratu

re s

enso

r(in

tegr

ated

with

air

pres

sure

sens

or) o

n in

take

man

ifold

is s

horte

d to

pos

itive

,sh

orte

d to

gro

und,

or i

nop

en c

ircui

t.

EDC

IND

ICA

TOR

LIG

HT

Off

On

Off

BLI

NK

CO

DE

1.8

2.1

2.2


93

NO

TES

If en

gine

/ED

C c

ontro

l uni

t is

give

n a

pain

t coa

ting,

the

sens

or’s

abi

lity

to d

etec

tat

mos

pher

ic p

ress

ure

may

be

impa

ired.

Onl

y w

hen

the

sens

or is

conn

ecte

d to

the

EDC

con

trol

unit.

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Take

read

ing

with

mul

tites

ter d

irect

ly o

nse

nsor

(R =

app

rox.

2.5

kO

hm a

t20

°C).

If s

enso

r is

wor

king

corre

ctly

che

ck w

iring

and

conn

ectio

ns b

etw

een

sens

or a

nd E

DC

con

nect

orpi

ns C

17 –

C34

.

Use

mul

tites

ter t

o ch

eck

sens

or p

ower

sup

ply

volta

ge.

If vo

ltage

is a

ppro

xim

atel

y5V

, ren

ew s

enso

r. If

volta

geis

too

high

or t

oo lo

w, c

heck

wiri

ng a

nd c

onne

ctio

nsbe

twee

n se

nsor

and

ED

Cco

nnec

tor p

ins

C10

– C

28.

The

sens

or c

anno

t be

repl

aced

indi

vidu

ally

.

Use

mul

tites

ter t

o ch

eck

sens

or p

ower

sup

ply

volta

ge.

If vo

ltage

is a

ppro

xim

atel

y5V

, ren

ew s

enso

r. If

volta

geis

too

high

or t

oo lo

w, c

heck

wiri

ng a

nd c

onne

ctio

nsbe

twee

n se

nsor

and

ED

Cco

nnec

tor p

ins

C9

– C

35.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Fuel

tem

pera

ture

sen

sor

shor

ting

to g

roun

d, s

horti

ngto

pos

itive

, or o

pen

circ

uit.

Air p

ress

ure

sens

or(in

tegr

ated

with

air

tem

pera

ture

sen

sor)

onin

take

man

ifold

sho

rting

togr

ound

, ope

n ci

rcui

t,sh

ortin

g to

pos

itive

, or

supp

lied

with

cur

rent

outs

ide

the

min

imum

or

max

imum

lim

its.

Atm

osph

eric

pre

ssur

ese

nsor

(int

egra

ted

in c

ontro

lun

it) s

horti

ng to

gro

und,

shor

ting

to p

ositi

ve, o

r ope

nci

rcui

t.

Oil

pres

sure

sen

sor

(inco

rpor

ated

in o

ilte

mpe

ratu

re s

enso

r)sh

ortin

g to

gro

und,

sho

rting

to p

ositi

ve, o

r in

open

circ

uit.

EDC

IND

ICA

TOR

LIG

HT

Off

On

Off

On

BLI

NK

CO

DE

2.3

2.4

2.5

2.6


94

NO

TES

Onl

y w

hen

the

sens

or is

conn

ecte

d to

the

EDC

con

trol

unit.

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Take

read

ing

with

mul

tites

ter d

irect

ly o

n th

ese

nsor

bet

wee

n pi

ns 1

and

2 (R

= a

ppro

x. 2

.5 k

Ohm

at

20 °C

).

If se

nsor

is w

orki

ngco

rrect

ly, c

heck

wiri

ng a

ndco

nnec

tions

bet

wee

nse

nsor

and

ED

C c

onne

ctor

pins

C19

– C

33.

Activ

e fa

ult d

iagn

osis

with

diag

nost

ic in

stru

men

t.If

resu

lt is

neg

ativ

e, re

new

rela

y an

d re

peat

act

ive

diag

nosi

s.If

faul

t per

sist

s, c

heck

wiri

ng a

nd c

onne

ctio

nsbe

twee

n re

lay

and

EDC

conn

ecto

r pin

s B2

– B

36.

Activ

e fa

ult d

iagn

osis

with

diag

nost

ic in

stru

men

t.

If re

sult

is n

egat

ive,

use

mul

tites

ter t

o ch

eck

rela

y (R

= ap

prox

. 15

Ohm

).

If re

lay

is w

orki

ng c

orre

ctly

,ch

eck

wiri

ng a

ndco

nnec

tions

bet

wee

n re

lay

and

EDC

con

nect

or p

ins

B4–

B16.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Poss

ible

sta

rting

diff

icul

ty in

very

low

am

bien

tte

mpe

ratu

res,

sm

okin

gex

haus

t im

med

iate

ly a

fter

star

ting.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Oil

tem

pera

ture

sen

sor

(inte

grat

ed w

ith o

il pr

essu

rese

nsor

) sho

rting

to g

roun

d,sh

ortin

g to

pos

itive

, or o

pen

circ

uit.

Fuel

filte

r hea

ter r

elay

faul

ty.

Pre-

post

hea

ting

resi

stan

ceco

ntro

l rel

ay fa

ulty

.

EDC

IND

ICA

TOR

LIG

HT

Off

Off

Off

BLI

NK

CO

DE

2.7

2.8.

2.9


95

NO

TES

Mig

ht n

ot b

e a

prob

lem

of

exce

ssiv

ely

high

or l

owvo

ltage

, but

rath

er v

olta

geth

at is

read

as

bein

g to

ohi

gh o

r low

by

the

cont

rol

unit.

TEST

S O

R R

ECO

MM

END

EDA

CTI

ON

Perfo

rm a

ppro

pria

te c

heck

s on

batte

ries

and

char

ging

sys

tem

.

If th

e ba

tterie

s ar

e in

goo

dco

nditi

on a

nd th

e ch

argi

ngci

rcui

t is

wor

king

pro

perly

che

ckth

e ef

ficie

ncy

of th

e ch

assi

sgr

ound

con

nect

ions

and

ens

ure

that

con

nect

ors

supp

lyin

gpo

wer

to th

e ED

C c

ontro

l uni

tar

e fre

e of

sig

ns o

f inc

rust

atio

nor

oxi

datio

n.

Activ

e di

agno

sis

with

dia

gnos

ticin

stru

men

t.If

resu

lt is

neg

ativ

e, re

new

the

indi

cato

r lig

ht a

nd re

peat

the

activ

e di

agno

sis

proc

edur

e.If

prob

lem

per

sist

s, c

heck

wiri

ng a

nd c

onne

ctio

nsbe

twee

n th

e in

dica

tor l

ight

and

EDC

con

nect

or p

in B

46.

Use

mul

tites

ter t

o ch

eck

the

cont

inui

ty o

f the

pre

heat

ing

resi

stan

ce in

the

inta

kem

anifo

ld (R

= a

ppro

x. 0

.5O

hm).

If th

e co

mpo

nent

is w

orki

ngco

rrect

ly, c

heck

wiri

ng a

ndco

nnec

tions

bet

wee

n he

atin

gre

sist

ance

and

rela

tive

cont

rol

rela

y.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Fast

idle

spe

ed.

Indi

cato

r lig

ht n

ever

illum

inat

es o

r rem

ains

cons

tant

ly il

lum

inat

ed e

ven

whe

n th

e ke

y sw

itch

is s

etto

OFF

.Po

ssib

le s

tarti

ng d

iffic

ulty

(in th

e pr

esen

ce o

f ver

y lo

wam

bien

t tem

pera

ture

) and

smok

ing

exha

ust w

hen

star

ting

beca

use

user

is n

otpr

ovid

ed w

ith in

dica

tions

on

preh

eatin

g.

Poss

ible

sta

rting

diff

icul

tyw

ith v

ery

low

am

bien

tte

mpe

ratu

re, s

mok

e fro

mex

haus

t im

med

iate

ly a

fter

star

ting.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Batte

ry v

olta

ge s

igna

l is

not

plau

sibl

e (to

o hi

gh o

r too

low

).

Preh

eatin

g in

dica

tor l

ight

bulb

is fa

ulty

or w

iring

shor

ting

to p

ositi

ve,

shor

ting

to g

roun

d, o

r ope

nci

rcui

t.

Preh

eatin

g is

not

wor

king

corre

ctly

.

EDC

IND

ICA

TOR

LIG

HT

On

Off

Off

BLI

NK

CO

DE

3.7

3.8

3.9


96

NO

TES

In s

ome

case

s th

is p

robl

emco

uld

caus

e m

alfu

nctio

ns o

f the

pow

er s

tage

in th

e ED

C c

ontro

lun

it th

at s

uppl

ies

pow

er to

the

elec

tro-in

ject

or, r

esul

ting

inop

erat

ion

of o

nly

half

of th

e to

tal

num

ber o

f cyl

inde

rs a

ndge

nera

tion

of e

rror 5

.7.

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Che

ck c

orre

ct ti

ghte

ning

torq

ue(1

.5 ±

0.2

5 N

m) o

f nut

sre

spon

sibl

e fo

r fix

ing

wire

son

inje

ctor

sol

enoi

d va

lve.

Che

ck in

ject

or c

oil

(R =

app

rox.

0.5

6 –

0.57

Ohm

) and

repl

ace

inje

ctor

ifco

il is

foun

d to

be

faul

ty. I

fco

il is

wor

king

cor

rect

lych

eck

wiri

ng a

ndco

nnec

tions

bet

wee

n th

eso

leno

id v

alve

and

ED

Cco

nnec

tor p

ins

A9 -

A13

bym

eans

of p

ins

3 an

d 4

ofov

er-h

ead

conn

ecto

r 1.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Engi

ne ru

nnin

g w

ithou

t one

of th

e cy

linde

rs.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Elec

trica

l fau

lt on

inje

ctor

no. 1

.

EDC

IND

ICA

TOR

LIG

HT

On

BLI

NK

CO

DE

5.1


97

NO

TES

In s

ome

case

s th

is p

robl

emco

uld

caus

e m

alfu

nctio

ns o

f the

pow

er s

tage

in th

e ED

C c

ontro

lun

it th

at s

uppl

ies

pow

er to

the

elec

tro-in

ject

or, r

esul

ting

inop

erat

ion

of o

nly

half

of th

e to

tal

num

ber o

f cyl

inde

rs a

ndge

nera

tion

of e

rror 5

.7.

In s

ome

case

s th

is p

robl

emco

uld

caus

e m

alfu

nctio

ns o

f the

pow

er s

tage

in th

e ED

C c

ontro

lun

it th

at s

uppl

ies

pow

er to

the

elec

tro-in

ject

or, r

esul

ting

inop

erat

ion

of o

nly

half

of th

e to

tal

num

ber o

f cyl

inde

rs a

ndge

nera

tion

of e

rror 5

.7.

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Che

ck th

e co

rrect

tight

enin

g to

rque

(1.5

±0.

25 N

m) o

f the

cab

le fi

xing

nuts

on

the

inje

ctor

sole

noid

val

ve.

Che

ck c

ondi

tion

of in

ject

orco

il (R

= a

ppro

x. 0

.56

–0.

57 O

hm) a

nd re

plac

ein

ject

or if

faul

ty.

If co

il is

in g

ood

wor

king

orde

r che

ck w

iring

and

conn

ectio

ns b

etw

een

sole

noid

val

ve a

nd E

DC

conn

ecto

r pin

s A3

– A

6 by

mea

ns o

f pin

s 1

and

2 of

over

-hea

d co

nnec

tor 1

.

Che

ck th

e co

rrect

tight

enin

g to

rque

(1.5

±0.

25 N

m) o

f the

cab

le fi

xing

nuts

on

the

inje

ctor

sole

noid

val

ve.

Che

ck c

ondi

tion

of in

ject

orco

il (R

= a

ppro

x. 0

.56

–0.

57 O

hm) a

nd re

plac

ein

ject

or if

faul

ty.

If co

il is

in g

ood

wor

king

orde

r che

ck w

iring

and

conn

ectio

ns b

etw

een

sole

noid

val

ve a

nd E

DC

conn

ecto

r pin

s A4

– A

12 b

ym

eans

of p

ins

3 an

d 4

ofov

er-h

ead

conn

ecto

r 2.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Engi

ne ru

ns w

ithou

t one

of

the

cylin

ders

.

Engi

ne ru

ns w

ithou

t one

of

the

cylin

ders

.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Elec

trica

l pro

blem

on

inje

ctor

no.

2.

Elec

trica

l pro

blem

on

inje

ctor

no.

3

EDC

IND

ICA

TOR

LIG

HT

On

On

BLI

NK

CO

DE

5.2

5.3


98

NO

TES

In s

ome

case

s th

is p

robl

emco

uld

caus

e m

alfu

nctio

ns o

f the

pow

er s

tage

in th

e ED

C c

ontro

lun

it th

at s

uppl

ies

pow

er to

the

elec

tro-in

ject

or, r

esul

ting

inop

erat

ion

of o

nly

half

of th

e to

tal

num

ber o

f cyl

inde

rs a

ndge

nera

tion

of e

rror 5

.8.

In s

ome

case

s th

is p

robl

emco

uld

caus

e m

alfu

nctio

ns o

f the

pow

er s

tage

in th

e ED

C c

ontro

lun

it th

at s

uppl

ies

pow

er to

the

elec

tro-in

ject

or, r

esul

ting

inop

erat

ion

of o

nly

half

of th

e to

tal

num

ber o

f cyl

inde

rs a

ndge

nera

tion

of e

rror 5

.8.

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Che

ck th

e co

rrect

tight

enin

g to

rque

(1.5

±0.

25 N

m) o

f the

cab

le fi

xing

nuts

on

the

inje

ctor

sole

noid

val

ve.

Che

ck c

ondi

tion

of in

ject

orco

il (R

= a

ppro

x. 0

.56

–0.

57 O

hm) a

nd re

plac

ein

ject

or if

faul

ty.

If co

il is

in g

ood

wor

king

orde

r che

ck w

iring

and

conn

ectio

ns b

etw

een

sole

noid

val

ve a

nd E

DC

conn

ecto

r pin

s A5

– A

14 b

ym

eans

of p

ins

1 an

d 2

ofov

er-h

ead

conn

ecto

r 2.

Che

ck th

e co

rrect

tight

enin

g to

rque

(1.5

±0.

25 N

m) o

f the

cab

le fi

xing

nuts

on

the

inje

ctor

sole

noid

val

ve.

Che

ck c

ondi

tion

of in

ject

orco

il (R

= a

ppro

x. 0

.56

–0.

57 O

hm) a

nd re

plac

ein

ject

or if

faul

ty.

If co

il is

in g

ood

wor

king

orde

r che

ck w

iring

and

conn

ectio

ns b

etw

een

sole

noid

val

ve a

nd E

DC

conn

ecto

r pin

s A1

1 –

A16

by m

eans

of p

ins

3 an

d 4

ofov

er-h

ead

conn

ecto

r 3.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Engi

ne ru

ns w

ithou

t one

of

the

cylin

ders

.

Engi

ne ru

ns w

ithou

t one

of

the

cylin

ders

.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Elec

trica

l pro

blem

on

inje

ctor

no.

4.

Elec

trica

l pro

blem

on

inje

ctor

no.

5.

EDC

IND

ICA

TOR

LIG

HT

On

On

BLI

NK

CO

DE

5.4

5.5


99

NO

TES

In s

ome

case

s th

is p

robl

emco

uld

caus

e m

alfu

nctio

ns o

f the

pow

er s

tage

in th

e ED

C c

ontro

lun

it th

at s

uppl

ies

pow

er to

the

elec

tro-in

ject

or, r

esul

ting

inop

erat

ion

of o

nly

half

of th

e to

tal

num

ber o

f cyl

inde

rs a

ndge

nera

tion

of e

rror 5

.8.

It m

ay o

ccur

that

the

case

of t

heel

ectro

nic

cont

rol u

nit i

s sh

ortin

gw

ith th

e ba

ttery

pos

itive

(acc

iden

tal c

onne

ctio

n m

ade

via

a w

renc

h or

oth

er m

etal

obj

ect).

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Che

ck th

e co

rrect

tight

enin

g to

rque

(1.5

±0.

25 N

m) o

f the

cab

le fi

xing

nuts

on

the

inje

ctor

sole

noid

val

ve.

Che

ck c

ondi

tion

of in

ject

orco

il (R

= a

ppro

x. 0

.56

–0.

57 O

hm) a

nd re

plac

ein

ject

or if

faul

ty.

If co

il is

in g

ood

wor

king

orde

r che

ck w

iring

and

conn

ectio

ns b

etw

een

sole

noid

val

ve a

nd E

DC

conn

ecto

r pin

s A1

0 –

A15

by m

eans

of p

ins

1 an

d 2

ofov

er-h

ead

conn

ecto

r 3.

Cle

ar fa

ults

mem

ory

and

rest

art e

ngin

e.

If th

e fa

ult p

ersi

sts,

mak

esu

re th

at it

is n

ot c

ause

d by

inje

ctor

failu

re (s

ee n

ote

5.X)

. The

par

t can

not b

ere

plac

ed in

divi

dual

ly.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Engi

ne ru

ns w

ithou

t one

of

the

cylin

ders

.

Engi

ne ru

ns o

n ju

st 3

cylin

ders

.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Elec

trica

l pro

blem

on

inje

ctor

no.

6.

Pow

er s

tage

1 fo

r sup

plyi

ngpo

wer

to e

lect

ro-in

ject

ors

1-2-

3.

EDC

IND

ICA

TOR

LIG

HT

On

On

BLI

NK

CO

DE

5.6

5.7


100

NO

TES

This

may

occ

ur if

the

exte

rnal

encl

osur

e of

the

unit

has

been

shor

ted

with

the

batte

ry +

(acc

iden

tal c

onne

ctio

n vi

aw

renc

h or

oth

er m

etal

obj

ect).

This

failu

re is

not

det

ecte

d w

ithth

e en

gine

off.

The

engi

ne d

oes

not s

tart

beca

use

the

star

ter m

otor

isde

activ

ated

by

the

cont

rol u

nit.

The

failu

re is

not

det

ecte

d w

ithth

e en

gine

off.

If th

e ca

msh

aft

sign

al is

inco

rrect

, the

cran

ksha

ft ph

ase

sens

or s

igna

lis

use

d in

its

plac

e.Th

is e

rror i

s al

way

s as

soci

ated

to 6

.3.

TEST

S O

R R

ECO

MM

END

EDA

CTI

ON

Cle

ar fa

ults

mem

ory

and

rest

art

engi

ne.

If th

e fa

ult p

ersi

sts,

mak

e su

re th

atit

is n

ot c

ause

d by

inje

ctor

failu

re(s

ee n

ote

5.X)

. The

par

t can

not b

ere

plac

ed in

divi

dual

ly.

Che

ck th

at th

e se

nsor

is c

lean

and

corre

ctly

sec

ured

.C

heck

that

the

phon

ic w

heel

iscl

ean

and

that

it w

orks

cor

rect

ly.

Che

ck th

at th

e se

nsor

wor

ksco

rrect

ly (R

≅ 9

20 Ω

).If

the

sens

or w

orks

cor

rect

ly, c

heck

the

wiri

ng b

etw

een

the

sens

orco

nnec

tor (

wiri

ng s

ide)

pin

1 a

ndED

C c

onne

ctor

pin

C25

; bet

wee

nse

nsor

con

nect

or (w

iring

sid

e) p

in2

and

the

EDC

con

nect

or p

in C

24.

Che

ck th

at th

e se

nsor

is c

lean

and

corre

ctly

sec

ured

.C

heck

that

the

phon

ic w

heel

iscl

ean

and

that

it w

orks

cor

rect

ly.

Che

ck th

at th

e se

nsor

wor

ksco

rrect

ly (R

≅ 9

20 Ω

).If

the

sens

or w

orks

cor

rect

ly, c

heck

the

wiri

ng b

etw

een

the

sens

orco

nnec

tor (

wiri

ng s

ide)

pin

1 a

ndED

C c

onne

ctor

pin

C25

; bet

wee

nse

nsor

con

nect

or (w

iring

sid

e) p

in2

and

the

EDC

con

nect

or p

in C

24.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Engi

ne ru

ns o

n 3

cylin

ders

.

The

engi

ne d

oes

not s

tart.

Slig

ht re

duct

ion

in p

ower

and

incr

ease

d no

ise

as th

eco

ntro

l uni

t is

unab

le to

hand

le th

e ad

vanc

e an

ddu

ratio

n of

the

inje

ctio

n as

ther

efor

e re

fers

to a

reco

very

map

.

Engi

ne h

ard

to s

tart

in a

nyco

nditi

on.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Pow

er s

tage

2 s

uppl

ying

pow

er to

ele

ctro

-in

ject

ors

4-5-

6.

Cra

nksh

aft s

enso

r:si

gnal

not

pre

sent

or n

otpl

ausi

ble.

Cam

shaf

t sen

sor:

sign

alno

t pre

sent

or n

otpl

ausi

ble.

EDC

IND

ICA

TOR

LIG

HT

On

On

On

BLI

NK

CO

DE

5.8

6.1

6.2


101

NO

TES

At ti

mes

onl

y er

ror 6

.3 is

sto

red

whi

le in

real

ity th

e ca

msh

aft

sign

al is

faul

ty.

In th

is c

ase

perfo

rm th

e ch

ecks

indi

cate

d to

sol

ve e

rror 6

.2.

This

erro

r cou

ld b

e st

ored

rand

omly

if th

e en

gine

is tu

rned

off u

sing

the

push

-but

ton

unde

rnea

th th

e ca

bin.

If th

e da

mpe

r fly

whe

el is

dete

riora

ted,

it re

sults

as

bein

glo

cally

def

orm

ed a

nd, i

f the

cove

r jun

ctio

n ar

eas

have

star

ted

to g

ive,

trac

es o

f silic

one

will

be n

oted

in th

e su

rroun

ding

area

.C

heck

that

the

phon

ic w

heel

iscl

ean

and

that

it ro

tate

s w

ithou

tax

ial o

scilla

tion

caus

ed b

ypo

ssib

le d

efor

mat

ion.

Onl

y w

hen

the

star

ting

of th

een

gine

is h

andl

ed b

y th

e ED

Cco

ntro

l uni

t.

TEST

S O

RR

ECO

MM

END

ED A

CTI

ON

Failu

re m

emor

y re

ad: c

heck

the

envi

ronm

enta

l con

ditio

nsas

soci

ated

with

this

type

of

erro

r.If

the

erro

r was

sto

red

at a

nen

gine

rate

low

er th

an 6

50r.p

.m.,

clea

r the

failu

rem

emor

y an

d re

leas

e th

eve

hicl

e.

On

the

cont

rary

, che

ck th

atth

e da

mpe

r fly

whe

el a

ndph

onic

whe

el o

n th

ecr

anks

haft

are

wor

king

corre

ctly

and

that

the

two

sens

ors

are

clea

n an

dco

rrect

ly s

ecur

ed.

Che

ck fo

r cau

ses

that

cou

ldha

ve re

sulte

d in

a s

udde

n lo

ssof

eng

ine

load

with

cons

eque

nt o

vers

peed

, or (

inth

e ca

se o

f roa

d ve

hicl

eap

plic

atio

ns) i

nstru

ct th

e us

eron

cor

rect

driv

ing

tech

niqu

es.

Use

a m

ultit

este

r to

chec

k th

ere

lay.

If th

e re

lay

is in

goo

d w

orki

ngor

der,

chec

k th

e w

iring

and

conn

ectio

ns b

etw

een

the

rela

yan

d ED

C c

onne

ctor

pin

B27

.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Engi

ne fa

ils to

sta

rt or

cut

sou

t.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Engi

ne s

peed

read

ing

is n

otpl

ausi

ble.

Engi

ne o

vers

peed

.

Faul

ty s

tarte

r mot

or re

lay.

EDC

IND

ICA

TOR

LIG

HT

On

Flas

hing

On

BLI

NK

CO

DE

6.3

6.4

6.5


102

NO

TES

On

appl

icat

ions

that

do

not u

seth

e C

AN li

ne, t

his

is m

aske

d by

a 12

0 O

hm re

sist

or.

Onl

y w

hen

the

low

oil

pres

sure

sign

al a

nd in

dica

tor l

ight

are

not

cont

rolle

d by

the

EDC

uni

t.

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Che

ck w

iring

, con

nect

ions

and

burd

en re

sist

or(1

20 o

hm).

Activ

e fa

ult d

iagn

osis

with

diag

nost

ic in

stru

men

t.

If re

sult

is n

egat

ive,

rene

win

dica

tor l

ight

and

repe

atac

tive

diag

nosi

s.

If fa

ult p

ersi

sts,

che

ckw

iring

and

con

nect

ions

betw

een

indi

cato

r lig

ht a

ndED

C c

onne

ctor

pin

B63

and

chec

k co

rrect

pow

er s

uppl

yto

pre

ssur

e ga

uge

with

inte

gral

indi

cato

r lig

ht.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

(*)

Poss

ible

mal

func

tion

orer

ror s

igna

ls in

ele

ctro

nic

cont

rol d

evic

es c

onne

cted

on C

AN.

Setti

ng th

e ke

y sw

itch

toO

N th

e in

dica

tor l

ight

fails

to il

lum

inat

e,

or rem

ains

con

stan

tly li

t.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

(*)

CAN

line

har

dwar

e fa

ult.

Oil

pres

sure

indi

cato

r lig

htfa

ulty

, or w

iring

sho

rted

topo

sitiv

e, s

horte

d to

gro

und,

or in

ope

n ci

rcui

t.

EDC

IND

ICA

TOR

LIG

HT

Off

Off

BLI

NK

CO

DE

7.2

7.6


103

NO

TES

Furth

er d

etai

ls re

gard

ing

chec

ksto

car

ry o

ut o

n th

e fu

el c

ircui

tar

e gi

ven

in T

roub

lesh

ootin

gSe

ctio

n 2.

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Che

ck to

ens

ure

that

fuel

isre

achi

ng th

e hi

gh p

ress

ure

pum

p w

ithou

t obs

truct

ion

(air

hole

in a

spira

ted

sect

ion,

filte

r or p

refil

ter

clog

ged,

pip

es b

lock

ed,

subs

tant

ial f

uel l

eaka

ge).

Che

ck th

at th

ere

are

no fu

elle

aks

in th

e hi

gh p

ress

ure

sect

ion

betw

een

pum

p an

dra

il or

insi

de th

e cy

linde

rhe

ad.

If a

flow

lim

iter v

alve

has

tripp

ed, i

dent

ify th

em

alfu

nctio

ning

inje

ctor

and

rene

w b

oth

inje

ctor

and

rela

tive

high

pre

ssur

e in

let

conn

ecto

r.

Rea

d pa

ram

eter

s w

ith fa

ult

diag

nosi

s in

stru

men

t.

Che

ck w

iring

and

conn

ectio

ns b

etw

een

sens

or a

nd E

DC

con

nect

orpi

ns C

12 –

C20

– C

27.

If al

l is

in o

rder

, ren

ew th

ese

nsor

.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Subs

tant

ial p

ower

loss

.

In th

e ev

ent o

f an

inje

ctor

rem

aini

ng o

ccas

iona

llyja

mm

ed o

pen,

sud

den

and

tem

pora

ry p

erfo

rman

ceim

pairm

ent,

with

sta

rting

poss

ible

and

goo

dop

erat

ion

at lo

w e

ngin

esp

eeds

and

low

load

s, b

utpr

oble

m o

ccur

ring

at h

igh

spee

ds a

nd w

ith h

igh

load

s.

Subs

tant

ial p

ower

loss

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Faul

t in

fuel

pre

ssur

em

odul

atio

n

(the

cont

rol u

nit m

ust

mod

ify th

e co

ntro

l sig

nal t

oth

e pr

essu

re re

gula

tor

exce

ssiv

ely

in o

rder

tom

odul

ate

the

calc

ulat

edpr

essu

re in

the

rail)

.

Rai

l pre

ssur

e se

nsor

sig

nal

shor

ted

to p

ositi

ve, s

horti

ngto

gro

und,

or o

pen

circ

uit.

EDC

IND

ICA

TOR

LIG

HT

Flas

hing

Flas

hing

BLI

NK

CO

DE

8.1

8.2


104

NO

TES

It is

not

pos

sibl

e to

repl

ace

only

the

pres

sure

regu

lato

r.

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Use

mul

tites

ter t

o ch

eck

cond

ition

of p

ress

ure

regu

lato

r sol

enoi

d va

lve.

If

com

pone

nt is

func

tiona

l,ch

eck

wiri

ng a

ndco

nnec

tions

bet

wee

nre

gula

tor a

nd E

DC

conn

ecto

r pin

sC

4 –

C5.

Ren

ew ra

il re

lief v

alve

.

Che

ck to

see

whe

ther

fuel

is re

achi

ng h

igh

pres

sure

pum

p w

ithou

t obs

truct

ions

(clo

gged

air

hole

inas

pira

ted

sect

ion,

filte

r, or

pref

ilter

, pip

es b

lock

ed,

ampl

e le

akag

e of

fuel

).

Che

ck th

at th

ere

are

no fu

elle

aks

in th

e hi

gh p

ress

ure

sect

ion

betw

een

pum

p an

dra

il or

insi

de th

e cy

linde

rhe

ad.

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Sign

ifica

nt p

ower

dro

p.

Cod

e 8.

1 co

uld

be p

rese

nt.

Sign

ifica

nt p

ower

dro

p

Sign

ifica

nt p

ower

dro

p.

Poss

ible

sim

ulta

neou

ssi

gnal

ling

of c

odes

8.1

and

8.4.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Pres

sure

regu

lato

r gro

und

faul

t, or

sho

rting

to p

ositi

ve,

or o

pen

circ

uit.

Faul

t in

oper

atio

n of

rail

relie

f val

ve (o

nly

rega

rds

dual

sta

ge re

lief v

alve

s).

Anom

aly

of p

ress

ure

valu

esin

rail

(pre

ssur

e ha

s fa

llen

tom

inim

um o

r exc

eede

dm

axim

um v

alue

s).

EDC

IND

ICA

TOR

LIG

HT

Flas

hing

Flas

hing

Flas

hing

BLI

NK

CO

DE

8.3

8.4

8.5


105

NO

TES

The

mai

n re

lay

is in

corp

orat

edin

the

EDC

con

trol u

nit a

ndca

nnot

be

rene

wed

sep

arat

ely.

Erro

r cou

ld b

e st

ored

in m

emor

yal

so in

cas

e of

eng

ine

oper

atin

gin

con

ditio

ns o

ther

than

thos

e of

the

appl

icat

ion

(e.g

. eng

ine

onte

st b

ench

with

out i

nerti

allo

ads)

.

TEST

S O

RR

ECO

MM

END

EDA

CTI

ON

Try

rem

ovin

g an

d th

enre

fittin

g th

e fu

se (t

o re

set

the

cont

rol u

nit).

War

m u

p en

gine

, brin

g it

tosl

ow id

le s

peed

and

then

perfo

rm c

orre

ct s

hut-d

own.

Che

ck c

ondi

tion

and

corre

ctin

stal

latio

n of

ED

C s

enso

rsco

nnec

tor (

C).

POSS

IBLE

ASS

OC

IATE

D F

AU

LTS

(*) =

if p

rese

nt in

the

appl

icat

ion

Con

trol u

nit r

emai

nsco

nsta

ntly

pow

ered

and

EDC

indi

cato

r lig

ht re

mai

nsO

n ev

en w

ith k

ey s

witc

h se

tto

Off.

Batte

ry d

isch

arge

s.

Subs

tant

ial p

ower

redu

ctio

n.

Stor

age

of e

rror o

n al

lse

nsor

s su

pplie

d fro

m th

eED

C c

ontro

l uni

t.

Engi

ne fa

ils to

sta

rt or

cut

sou

t, or

sta

rting

is d

iffic

ult

and

engi

ne m

alfu

nctio

ns.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Mai

n re

lay

fails

todi

scon

nect

.

Anom

aly

in c

heck

rout

ine

that

con

trol u

nit e

xecu

tes

on s

yste

m e

ach

time

engi

ne is

sto

pped

.

Sens

ors

pow

er s

uppl

y fa

ult.

EDC

IND

ICA

TOR

LIG

HT

On

On

On

BLI

NK

CO

DE

9.4

9.6

9.7


106

Section 2 – Non – B.C. FailuresN

OTE

S

Poss

ible

exh

aust

sm

oke

deriv

esfro

m th

e fa

ct th

at if

insu

ffici

ent f

uel i

ssu

pplie

d, th

e co

ntro

l uni

t atte

mpt

s to

com

pens

ate

by e

xten

ding

the

inje

ctor

s en

ergi

zatio

n tim

e.

REC

OM

MEN

DED

TES

TS O

R A

CTI

ON

Che

ck fu

el le

vel i

n ta

nk.

Che

ck th

at th

e pr

imin

g pu

mp

on th

epr

efilt

er is

wor

king

cor

rect

ly.

If th

e kn

ob o

n th

e pu

mp

rem

ains

dra

wn

to th

e bo

ttom

of t

he d

epre

ssio

n st

roke

,di

sass

embl

e th

e fu

el ta

nk li

ft pi

pe a

ndin

spec

t it.

If th

e lif

t pip

e is

in g

ood

cond

ition

, ren

ew th

e pr

efilt

er.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Low

fuel

leve

l in

tank

.

Fuel

lift

pipe

in ta

nk p

artly

clog

ged

with

deb

ris o

r due

to d

isto

rtion

cau

sed

byov

erhe

atin

g.

SIG

NA

LLED

FA

ULT

Poor

per

form

ance

und

er lo

adde

man

ds.

Poss

ible

hun

ting

and

exha

ust

smok

e.

Poss

ible

erro

r 8.1

.


107

NO

TES

Unl

ess

the

leak

is c

opio

us, n

ope

rform

ance

ano

mal

ies

will

beno

ted.

To c

heck

the

cond

ition

of t

heO

-Rin

gs, e

xtra

ct th

e fu

el re

turn

line

from

the

tank

, plu

g th

e en

d of

the

line

herm

etic

ally

, and

act

ivat

e th

epr

imin

g pu

mp

in o

rder

to p

ress

uriz

eth

e lo

w p

ress

ure

circ

uit.

NO

TES

Rem

edy

caus

e of

fuel

filte

r clo

ggin

g(e

mpt

y an

d cl

ean

tank

and

the

part

of th

e hy

drau

lic c

ircui

t upl

ine

from

the

filte

r, re

fill t

ank

with

cle

an fu

el).

REC

OM

MEN

DED

TES

TS O

R A

CTI

ON

Che

ck O

-Rin

gs a

nd c

orre

ct c

onne

ctio

n of

unio

ns o

n pi

pelin

es b

etw

een

tank

and

feed

pum

p (c

lips

mus

t be

prot

rudi

ng a

ndun

ions

sec

urel

y fa

sten

ed).

Che

ck O

-Rin

gs a

nd c

orre

ct c

onne

ctio

n of

unio

ns o

n pi

pelin

es d

ownl

ine

from

feed

pum

p (c

lips

mus

t be

prot

rudi

ng a

ndun

ions

sec

urel

y fa

sten

ed).

Visu

ally

che

ck c

ondi

tion

of lo

w p

ress

ure

pipe

lines

.

Dis

conn

ect p

ipel

ines

and

vis

ually

che

ckfo

r sig

nific

ant p

assa

ge o

f fue

l thr

ough

the

relie

f val

ve: i

f fue

l is

pres

ent i

nsu

bsta

ntia

l qua

ntity

, ren

ew th

e va

lve.

REC

OM

MEN

DED

TES

TS O

R A

CTI

ON

Ren

ew fu

el fi

lter.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Air i

nlet

upl

ine

from

the

fuel

feed

gea

r pum

p.

Leak

age

of fu

el fr

om u

nion

sor

low

pre

ssur

e pi

pelin

esdo

wnl

ine

from

the

fuel

feed

pum

p.

Exce

ssiv

e pa

ssag

e of

fuel

thro

ugh

the

rail

relie

f val

ve.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Clo

gged

fuel

filte

r.

SIG

NA

LLED

FA

ULT

(con

t’d.)

Poor

per

form

ance

und

er lo

adde

man

ds.

Poss

ible

hun

ting

and

exha

ust

smok

e.

Poss

ible

erro

r 8.1

SIG

NA

LLED

FA

ULT

Engi

ne c

uts

out s

udde

nly

(with

no

prio

r une

ven

runn

ing)

and

fails

to re

star

t.


108

NO

TES

NO

TES

In th

e ev

ent o

f slig

ht le

akag

e, s

uch

as to

pre

vent

the

mec

hani

cal

oper

atio

n of

the

inje

ctor

but

not

suffi

cien

t to

caus

e th

e flo

w li

mite

r to

oper

ate,

no

erro

r will

be g

ener

ated

inth

e co

ntro

l uni

t.

If flo

w li

mite

r ope

rate

s, a

lso

erro

r 8.1

will

be g

ener

ated

.

REC

OM

MEN

DED

TES

TS O

R A

CTI

ON

Afte

r hav

ing

excl

uded

all

othe

r pos

sibl

eca

uses

, ren

ew h

igh

pres

sure

pum

p.

REC

OM

MEN

DED

TES

TS O

R A

CTI

ON

Faul

ty in

ject

or c

an b

e ea

sily

iden

tifie

d by

touc

h du

e to

the

abse

nce

of p

ulsi

ng in

the

rela

tive

high

pre

ssur

e pi

pelin

e.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Hig

h pr

essu

re p

ump

not

wor

king

pro

perly

.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Inje

ctor

with

shu

tter o

rso

leno

id c

ore

(mec

hani

cal

part)

jam

med

ope

n.

SIG

NA

LLED

FA

ULT

Diff

icul

t sta

rting

and

poo

rpe

rform

ance

in a

ll co

nditi

ons.

SIG

NA

LLED

FA

ULT

Diff

icul

t sta

rting

, poo

rpe

rform

ance

, and

eng

ine

runs

with

out o

ne c

ylin

der.


109

NO

TES

NO

TES

It is

ver

y im

porta

nt, a

part

from

corre

ct ti

ghte

ning

of t

he s

crew

s, to

mai

ntai

n th

e br

acke

ts in

thei

r orig

inal

posi

tion.

NO

TES

The

inje

ctor

that

is n

ot w

orki

ng c

anbe

iden

tifie

d by

touc

h du

e to

the

abse

nce

of p

ulsi

ng o

f the

corre

spon

ding

hig

h pr

essu

repi

pelin

e.

REC

OM

MEN

DED

TES

TS O

R A

CTI

ON

The

inje

ctor

that

is n

ot w

orki

ng c

an b

eid

entif

ied

by to

uch

due

to th

e ab

senc

e of

puls

ing

of th

e co

rresp

ondi

ng h

igh

pres

sure

pip

elin

e.

REC

OM

MEN

DED

TES

TS O

R A

CTI

ON

Ren

ew th

e pi

pelin

e, ta

king

car

e to

fully

tight

en th

e an

tivib

ratio

n br

acke

t scr

ews.

REC

OM

MEN

DED

TES

TS O

R A

CTI

ON

Find

the

inje

ctor

that

is n

ot w

orki

ng a

ndre

new

the

inje

ctor

and

rela

tive

high

pres

sure

inle

t con

nect

or.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Inje

ctor

irre

vers

ibly

jam

med

open

. POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Anom

alou

s vi

brat

ion

caus

ed b

y lo

osen

ing

of p

ipe

brac

kets

.

POSS

IBLE

CA

USE

(*) =

if p

rese

nt in

the

appl

icat

ion

Inje

ctor

jam

med

in c

lose

dpo

sitio

n.

SIG

NA

LLED

FA

ULT

Star

ting

the

engi

ne ta

kes

atle

ast 2

0 se

cond

s w

ith la

rge

quan

titie

s of

whi

te s

mok

efro

m th

e ex

haus

t and

odo

ur o

ffu

el. SI

GN

ALL

ED F

AU

LT

Rup

ture

of h

igh

pres

sure

pipe

line

from

pum

p to

rail.

SIG

NA

LLED

FA

ULT

Engi

ne ru

ns w

ithou

t one

of

the

cylin

ders

thou

gh n

o fa

ult

is g

ener

ated

on

the

cont

rol

unit.


MAINTENANCE

RR

A(

eplacing electro-injectorsemoval

000917t

LtR(s

5

6

7

4

ctivate safety conditionsmay vary in relation to the application).

disconnect the battery cables; disconnect the oil vapour pipes from the

rocker cover and remove the rockercover;

remove the engine wiring harness retaining clips;

disconnect the engine wiring harnessfrom the electro-injector connectors, theoverpressure sensor, and thetemperature/pressure sensor;

detach the pipes from the hydraulicaccumulator and the fuel inletconnectors for the electro-injectors.

When loosening the fixing union of thepipe to the hydraulic accumulator, usea wrench to prevent the flow limitersfrom turning.

000916t

t

000918t

2

1

3

1

Remove screws (1) and detach electro-injector wiring housing (2) complete withgasket.

110

RtRc

oosen tappet fixing nuts (1) and unscrewhe adjusters.emove screws (2), remove rocker assy.

3) composed of support (6) rockers (4) andpindles (5), and remove bridges (7) fromhe valves.

Remove the electro-injector fixing screwsand use tool 99342101 (1) to extract theelectro-injectors (2) from the cylinder head.

Replacement

000930t

Equip the electro-injector (1) with a newO-ring (2), pre-lubricated with Vaseline anda new seal washer (3).

2
emove screws (5) and detach the airemperature/pressure sensor (6).emove nuts (3) and extract the fuel inletonnectors (4).


000919t 000921t

Use a torque wrench to gradually andalternately tighten electro-injector fixingscrews (1) to 8.5 ± 0.8 Nm and torque nuts(2) fixing fuel inlet connectors (3) to 50 Nm.

Insert the electro-injectors (1) into theirlocations in the cylinder head, oriented insuch a way that the fuel inlet hole (2) isfacing the fuel inlet connector bore side (3).Snug the fixing screws without tightening.

111

To bed in the electro-injectors use tool99342101.

During this procedure orient electro-injector (1) in such a way that the pipefits correctly into the injector’s fuel inletbore (2).

000917t

Fit a new fuel inlet pipe (2) and a new O-ring(3). Smear Vaseline on O-ring (3) beforebeing fitted on inlet pipe (2).When inlet connector (2) is inserted into thebore in the cylinder head, orient the con-nector so that the centring ball (5) is alignedwith the location (4) in the head.

000920t Cuft

heck that the tappet adjusters (1) arenscrewed to prevent them sticking when

itting the rocker assy. Equip the valves withheir bridges (7).

The notches (•) on the bridges mustbe oriented towards the exhaustmanifold side.Now fit the rocker assys. (3)composed of support (6), rockers (4)and spindles (5), and fix them to thecylinder head by torquing fixing screws(2) to 36 Nm.


000937t

Complete the assembly operation byperforming the disassembly steps in reverseorder, observing the following prescriptions:

Tighten the electro-injector connectorfixing nuts to the prescribed torque;

Fit the high and low pressure pipes inaccordance with the procedures given inthe heading covering the main interven-tions on the installed engine;

Fill the cooling circuit with coolant andbleed out the air.

Checks and inspectionsStart the engine, leave it running atslightly above idle speed, and wait forthe coolant temperature to reach thethermostat opening value beforechecking that:

Adjust clearance between rockers andvalves by means of Allen wrench (1), ringspanner (3) and feeler gauge (2).Operating clearance must be:- ± 0.05 mm

- intake valves 0.25 ± 0.05 mm

- exhaust valves 0.50 ± 0.05 mm

Iop

There are no leaks from the enginecooling circuit hoses and the cab heatinghoses. Tighten the hose clampswherever necessary.

Turn thecylnidervalves m

cie

cie

Turn theof cylindthe valvtable:

n order to adjust the rocker – valvesperating clearance more rapidly,roceed as follows.

crankshaft, balance the valves of no. 6 and adjust the clearance of thearked with an asterisk in the table:

crankshaft and balance the valveser no. 1 and adjust the clearance ofes marked with an asterisk in the

ylinder no. 1 2 3 4 5 6ntake - - -xhaust - - -

ylinder no. 1 2 3 4 5 6ntake - - -xhaust - - -

112


113

Crankshaft front cover

Replacing the oil seal ring

000900t

Apply tool 99340055 (4) to the crankshaft frontspigot (2).Working through the guide holes of tool99340055 (4), drill into the internal seal ring (1)with a ∅ 3.5 mm bit to a depth of 5 mm.Secure tool 99340055 (4) to the ring (1) byscrewing down the 6 screws (5) supplied.Now extract seal ring (1) by tightening screw (3).

Apply the appropriate pry bar (3) of tool99363204 to external seal ring (2) as shown inthe figure, and then use lever (4) to remove theseal ring from the front cover (1).

000902t

Fit, to crankshaft front spigot (6), part (4) of tool99346252; secure this part with screws (5) andthen fit the new seal ring (7) over the tool.Fit part (2) to part (4) and then tightennut (3) until seal ring (7) is inserted fully homein front cover (1).

000904t


114

000903t

Apply tool 99340056 (3) to the crankshaft rearspigot (5).Working through the guide holes of tool99340056 (3), drill into the internal seal ring (1)with a ∅ 3.5 mm bit to a depth of 5 mm.Secure tool 99340056 (3) to ring (1) and byscrewing down the 6 screws (4) supplied.Now extract seal ring (1) by tightening screw (2).

Flywheel housing

Replacing the seal ring

000904t

Apply the appropriate pry bar (3) of tool99363204 to external seal ring (2) as shown inthe figure, and then use lever (4) to remove theseal ring from the flywheel housing (1).

000901t

Fit, to the crankshaft rear spigot (6), part (5) oftool 99346252; secure this part with screws (4)and then fit the new seal ring (3) over the tool.Fit part (1) to part (5) and tighten nut (2) untilseal ring (3) is inserted fully home in flywheelhousing (7).


115

Flywheel housing

DIAGRAM OF LOCTITE 5205 APPLICATION ZONEWeight of flywheel housing: 23 kg

* Not present on F4AE0684H-E engines

DIAGRAM OF FLYWHEEL HOUSING FIXING SCREW TIGHTENING SEQUENCEm12 screws 75 - 95 Nmm10 screws 44 - 53 Nm

000905t

000906t

*


116

Rear gear case

DIAGRAM OF LOCTITE 5999 APPLICATION ZONE

TIGHTENING SEQUENCE DIAGRAMFOR REAR GEAR CASE FIXING SCREWSM12 screws 65 - 89 NmM8 screws 20 - 28 NmM10 screws 42 - 52 Nm

000908t

000907t


117

TOOLS

TOOL No. DESIGNATION

99305018 Case with complete equipment for valve seat re-grinding

99305047 Spring load checker

99317915 Three insert wrench set (14 -17-19 mm)

99322205Rotary stand for assembly overhaul (capacity1000 da N, couple 120 da N/m)

99340055 Crankshaft front seal puller

99340056 Crankshaft rear seal puller


118


99341001 Double effect bridge

99341009 Pair of brackets

99341015 Clamp

99342101 Injector puller

99346252 Driver for crankshaft front oil seal

99346253 Driver for crankshaft rear oil seal


119


99360076 Engine oil filter wrench

99360183 Pliers for removal and fitting of piston rings (65-110mm)

99360268 Tool for removal and fitting of engine valves

99360330 Flywheel turner

99360362Drift for removing and fitting camshaft bushings(use with 99370006)

99360500 Tool for lifting the crankshaft


120


99360595 Equalizer for removing and fitting engine

99360605 Strap retainer for inserting piston in cylinder liner(60-125mm)

99361037 Brackets for securing engine to rotary stand99322205

99363204 Oil seal puller tool

99370006 Grip for interchangeable tappers

99370415Comparator-holder base for various measurements(use with 99395603)


121


99389829 Fit-on torque wrench 9X12 (5-60 Nm)

99389834 Torque driver for calibrating tightening torque ofinjector solenoid valve connector nuts

99395216Pair of measurement devices for angular tighteningwith ½” and ¾" square attachment

99395363 Connecting rod quadrature control square

99395603 Comparator (0-5mm)


122

TIGHTENING TORQUESPART TORQUE

Nm kgmM8 cylinder liner lubrication nozzles fixing screw 15 ± 3 1.5 ± 0.3M12 crankshaft cap fixing screws Phase 1

Phase 250 ± 680 ± 6

5 ± 0.68 ± 0.6

Phase 3 90° ± 5°M6 camshaft sensor stud bolts 8 ± 2 0.8 ± 0.2M8 fuel feed pump stud bolts 12 ± 2 1.2 ± 0.2M12 rear gear case fixing screwM10 rear gear case fixing screwM8 rear gear case fixing screw

77 ± 1247 ±524 ± 4

7.7 ± 1.24.7 ± 0.52.4 ± 0.4

M6 camshaft sensor nut 10 ± 2 1 ± 0.2

M8 oil pump screwPhase 1Phase 2

8 ± 124 ± 4

0.8 ± 0,12.4 ± 0,4

M8 front cover screw 24 ± 4 2.4 ± 0.4

M8 camshaft longitudinal retainer plate fixing screw 24 ± 4 2.4 ± 0.4

M8 timing gear fixing screw 36 ± 4 3.6 ± 0.4M11 connecting rod caps fixing screw Phase 1 60 ± 5 6 ± 0.5

Phase 2 60° ± 5°M10 crankcase soleplate fixing screw 43 ± 5 4.3 ± 0.4M18 high pressure pump gear fixing screw 105 ± 5 10.5 ± 0.5M8 fuel pump fixing nuts 24 ± 4 2.4 ± 0.41/2 inch plug on cylinder head1/4 inch plug on cylinder head3/4 inch plug on cylinder head

24 ± 436 ± 512 ± 2

2.4 ± 0.43.6 ± 0.51.2 ± 0.2

M6 injector fixing screw 8.5 ± 0.8 0.85 ± 0.08Injector supply union fixing nut 50 ± 5 5 ± 0.5M6 fixing nut for preheating grid on intake manifold 8 ± 2 0.8 ± 0.2M8 intake manifold fixing screw 24 ± 4 2.4 ± 0.4M12 screw for engine hoisting rear brackets 77 ± 12 7.7 ± 1.2M8 common rail fixing screw 24 ± 4 2.4 ± 0.4M14 unions for high pressure fuel pipes 20 ± 2 2 ± 0.2M12 cylinder head fixing screw (12×1.75×130) Phase 1M12 cylinder head fixing screw (12×1.75×150)

35 ± 555 ± 5

3.5 ± 0.55.5 ± 0.5

Phase 2Phase 3

90° ± 5°90° ± 5°

Tightening sequence

F

F = Front

000926t


123

PART TORQUENm kgm

Rocker support fixing screw 36 ± 5 3.6 ± 0.5Valve clearance adjuster nut 24 ± 4 2.4 ± 0.4

M14 screw fixing supply line from high pressure pump to common rail 20 ± 2 2 ± 0.2M8 high pressure pipe union fixing screw 24 ± 4 2.4 ± 0.4M6 fixing screw for cylinder head wiring feed-thru connector 10 ± 2 1 ± 0.2M8 fixing screw for injector feeding wiring support 24 ± 4 2.4 ± 0.4Wiring fixing nuts on each electro-injector 1.5 ± 0.25 0.15±0.025M12 fixing screw for fuel filter bracket 77 ± 8 7.7 ± 0.8M8 fixing screw for fuel filter support 24 ± 4 2.4 ± 0.4

Fuel filter contact + 3/4 revolutionM22 fixing screw for oil pressure adjuster valve on oil filter support 80 ± 8 8 ± 0.8M8 screw, radiator, oil seal and oil filter support 24 ± 4 2.4 ± 0.4Oil filter contact + 3/4 revolution11/8 inch attachment on filter support for turbine lubrication 24 ± 4 2.4 ± 0.4M12 fixing nut for turbine lubrication pipeline 10 ± 2 1 ± 0.2M10 fixing screw for coolant inlet attachment 43 ± 6 4.3 ± 0.690° curve fixing (if necessary) on engine coolant inlet attachment 24 ± 4 2.4 ± 0.4Pipeline on cylinder head for compressor cooling 22 ± 2 2.2 ± 0.2M6 fixing screw for engine coolant discharge union 10 ± 2 1 ± 0.2

Fixing of engine block studs for exhaust manifold 10 ± 2 1 ± 0.2M10 exhaust manifold to cylinder head fixing screw 53 ± 5 5.3 ± 0.5M12 damper flywheel adapter fixing screw Phase 1and damper flywheel fixing to crankshaft Phase 2

50 ± 590°

5 ± 0.5

M10 pulley to crankshaft fixing screw 68 ± 7 6.8 ± 0.7

M8 water pump fixing screw 24 ± 4 2.4 ± 0.4M10 auxiliary equipment drive belt tensioners fixing screw 43 ± 6 4.3 ± 0.6M10 fixing screw for auxiliary equipment drive belt fixed pulleys 43 ± 6 4.3 ± 0.6

M10 flywheel housing fixing screwM12 flywheel housing fixing screw

85 ± 10

49 ± 5

8.5 ± 1

4.3 ± 0.5M6 engine control unit heat exchanger fixing screwM8 engine control unit heat exchanger fixing screw

10 ± 2

24 ± 4

1 ± 0.2

2.4 ± 0.4M12 inlet–outlet attachment on heat exchanger 12 ± 2 1.2 ± 0.2M8 valves cover fixing screw 24 ± 4 2.4 ± 0.4

M6 camshaft sensor fixing screw 8 ± 2 0.8 ± 0.2M6 crankshaft sensor fixing screw 8 ± 2 0.8 ± 0.2M14 engine coolant temperature sensor fixing screw 20 ± 3 2 ± 0.3

M5 oil pressure – temperature sensor fixing screw 6 ± 1 0.6 ± 0.1Fuel pressure sensor fixing screw 35 ± 5 3.5 ± 0.5M14 fuel temperature sensor fixing screw 20 ± 3 2 ± 0.3


124

PART TORQUENm kgm

Air temp./press. sensor fixing screw on intake manifold 6 ± 1 0.6 ± 0.1M12 engine oil level sensor fixing screw 12 ± 2 1.2 ± 0.2

studs M10 7 ± 1 0.7 ± 0.1Turbine fixing to exhaust manifold:

nuts M10 43 ± 6 4.3 ± 0.6

M12 adapter on turbine for lubricating oil pipeline (inlet) 35 ± 5 3.5 ± 0.5Pipeline fixing on M10 adapter for turbine lubrication 35 ± 5 3.5 ± 0.5Oil pipeline to crankcase fixing on M10 adapter for turbine lubric. 43 ± 6 4.3 ± 0.6M8 oil discharge pipeline fixing on turbine 24 ± 4 2.4 ± 0.4Fixing of M6 union for oil return from cylinder head to flywheelhousing

10 ± 2 1 ± 0.2

M12 flywheel fixing screws Stage 1 30 ± 4 3 ± 0.4Stage 2 60° ± 5°

M8 engine hoisting front bracket fixing screw 24 ± 4 2.4 ± 0.4Engine oil sump fixing screw 24 ± 4 2.4 ± 0.4

AUXILIARY EQUIPMENT

PART TORQUEAlternator: Nm kgmM10 bracket fixing screw on water inlet connection 43 ± 6 4.3 ± 0.6M10 alternator fixing nut 43 ± 6 4.3 ± 0.6Air conditioner:M10 bracket fixing screw 43 ± 6 4.3 ± 0.6M10 compressor fixing screw 24 ± 4 2.4 ± 0.4Starter motor:Starter motor fixing screw 43 ± 6 4.3 ± 0.6


125

ASSEMBLY CLEARANCE DATA

F4AE0684Type

H E F

CYLINDER BLOCK AND CRANK MEMBERS mm

Cylinder liners ∅1 102,01 - 102,03

Pistons: supplied as sparestypeDistance XOutside diameter ∅1Seat for pin ∅2

12101.883 - 101,.9740.008 – 40.014

Piston – cylinder liners 0.113 – 0.147

Pistons diameter ∅1 0.5

Protrusion of pistons fromcrankcase X 0.28 - 0.52

Gudgeon pin ∅3 39.9968 - 40.0032

Gudgeon pin – pin seat 0.0048 – 0.0172


126

F4AE0684Type

H E F

CYLINDER BLOCK AND CRANK MEMBERS mmPiston type

X1*Piston ring grooves X2

X3* measured on ∅ 98 mm

2.705 - 2.7352.420 - 2.4404.020 - 4.040

S1*Piston rings S2

S3* measured on ∅ 98 mm

2.560 - 2.6052.350 - 2.3803.975 - 4.000

1Piston rings – grooves 2

3

0.100 - 0.1750.040 - 0.0900.020 - 0.065

Piston rings 0.5

Piston ring gaps in cylinderliner:

X1X2X3

0.22 - 0.320.60 - 0.850.25 - 0.55

Small end bushing seat∅1

Connecting rod bearingseat

∅2

42.987 - 43.013

72.987 - 73.013

Small end bushing diameter

outside ∅4inside ∅3Big end bearing shellssupplied as spares S

43.279 - 43.55340.019 - 40.033

1.955 - 1.968

Small end bushing – seat 0.266 - 0.566

Gudgeon pin – bushing 0.0362 – 0.0158


127

F4AE0684Type

H E F

CYLINDER BLOCK AND CRANK MEMBERS mm

Measurement distance X

Maximum error onparallelism of connectingrod axes =

-

-

Main journals ∅1Crankpins ∅2Main bearing shells

S1*Big end bearing shells S2** supplied as spare parts

82.99 - 83.0168.987 - 69.013

2.456 - 2.4641.955 - 1.968

Main bearing housings:no 1–7 ∅3no 2–3–4–5–6 ∅3

87.982 - 88.00887.977 - 88.013

Bearing shells – mainjournals:no. 1–7no. 2–3–4–5–6

0.041 - 0.1190.041 - 0.103

Bearing shells – crankpins 0.033 - 0.041

Main bearing shellsBig end bearing shells + 0.250; + 0.500

Main journal of thrustbearing X1 37.475 - 37.545

Main bearing housing ofthrust bearing X2 25.98 - 26.48

Shoulder half rings X3 37.28 - 37.38

Crankshaft shoulder 0.068 - 0.41


128

F4AE0684Type

H E F

CYLINDER HEAD – TIMING SYSTEM

Valve guide seats oncylinder head ∅1 7.042 - 7.062

Valves:∅4α∅4α

6.970 - 6.99960° - 0.25°

6.970 - 6.99945° - 0.25°

Valve stem and valve guide 0.052 - 0.092

Seat on head for valveseat:

∅1

∅1

34.837 - 34.863

34.837 - 34.863

Valve seat outsidediameter; angle of valveseats on cylinder head:

∅2 α

∅2α

34.917 - 34.93160°

34.917 - 34.93145°

Recessing X

X

0.59 - 1.110.96 - 1.48

Between valve seat and head

0.054 - 0.0940.054 - 0.094

Valve seats - -


129

F4AE0684

Type

H E F

CYLINDER HEAD – TIMING SYSTEM mmValve spring height:free spring Hunder load of:339.8 ± 9 N H1741 ± 39 N H2

47.75

35.3325.2

Injector protrusion X not adjustable

Seats for camshaftbushings n° 1–7Seats for camshaft pins n°2–3–4–5–6

59.222 - 59.248

54.089 - 54.139

Camshaft main journals:1 ⇒ 7 ∅ 53.995 - 54.045

Camshaft bushings outsidediameter:

∅ -

Bushing inside diameter ∅ 54.083 - 54.147

Bushings and seats incrankcase -

Bushings and main journals 0.038 - 0.162Useful cam lift:

6.045

7.582


130

F4AE0684Type

H E F

CYLINDER HEAD – TIMING SYSTEM mm

Tappet plate seat incrankcase ∅1 16.000 - 16.030

Tappet plate outsidediameter:

∅2∅3

15.924 - 15.95415.960 - 15.975

Between tappets and seats 0.025 - 0.070

Tappets -

Rocker carrier spindle ∅1 21.965 - 21.977

Rockers ∅2 22.001 - 22.027

Between rockers andspindle 0.024 - 0.162

-

Dr.M. Ender /02.00Modifiche ottobre 01 Failure Codes P168v30

Blink code Failure description Label SAE code Warning type Systemdegradation

VEHICLE1.1 Vehicle Speed Signal VSS 0500 - 01.2 Multiple State Switch MSS 0703 - 01.3 Cruise Control Buttons CCB 0572 - 01.4 Accelerator Pedal Signal APP1 0120 1 31.5 Clutch signal CLU 0704 - 01.6 Service Brake signal (plaus.) SBR 0571 - 01.7 Accelerator Pedal (plaus.with brake) APP2 0220 - 01.8 Diagnostic lamp LP6 1675 0 01.9 Engine brake preselection button EBP 1880 - 0

ENGINE12.1 Coolant Temp. Signal CTS 0115 1 02.2 Boost Temp. Signal BTS 0110 0 02.3 Fuel Temp. Signal FTS 0180 0 02.4 Boost Pressure Signal BPS 0235 1 02.5 Atmospheric Pressure Signal APS 0105 0 02.6 Oil Pressure Signal OPS 0520 1 12.7 Oil Temp. Signal OTS 0195 0 02.8 Power stage fuel filter heater HP7 1686 0 02.9 HS power stage cold start heater relay HP1 1680 0 0

ENGINE23.1 Adapt.cylinder balancing Cyl.1 ACY1 0301 - 03.5 Adapt.cylinder balancing Cyl.5 ACY2 0302 - 03.3 Adapt.cylinder balancing Cyl.3 ACY3 0303 - 03.6 Adapt.cylinder balancing Cyl.6 ACY4 0304 - 03.2 Adapt.cylinder balancing Cyl.2 ACY5 0305 - 03.4 Adapt.cylinder balancing Cyl.4 ACY6 0306 - 03.7 Battery voltage signal BAT 0560 1 23.8 LS power stage cold start lamp LP1 1670 0 03.9 Cold start heater monitoring TGHV 1875 0 0

VGT4.2 Turbo speed signal ETSS 1127 - 04.3 Fuel limitation from VGT FLVT 1126 - 04.4 Boost Pressure Control BPCO 1125 - 04.5 Power stage VGT HPC3 1692 - 04.6 Powerstage engine brake HP4 1683 - 0

INJECTORS5.1 Injector solenoid valve Cyl.1 SV1 0201 1 25.5 Injector solenoid valve Cyl.5 SV2 0202 1 25.3 Injector solenoid valve Cyl.3 SV3 0203 1 25.6 Injector solenoid valve Cyl.6 SV4 0204 1 25.2 Injector solenoid valve Cyl.2 SV5 0205 1 25.4 Injector solenoid valve Cyl.4 SV6 0206 1 25.7 Injector Booster Voltage C1 C1 1606 1 35.8 Injector Booster Voltage C2 C2 1607 1 3

ENGINE SPEED6.1 Increment speed signal CRK 0335 1 26.2 Segment speed signal CAM 0340 1 26.3 Engine speed sensing ESS 0320 1 06.4 Engine overspeed CMOL 0219 2 06.5 HS power stage 8 for starter control HP8 1687 0 06.6 SS power stage 1 for TD signal DA1 1693 - 06.8 SS power stage 2 for sync signal DA2 1694 - 0

INTERFACES7.2 CAN Hardware CANDEF 1611 0 07.3 CAN Transmission Control TC 1610 - 07.4 CAN Aut.Traction Control (ASR) ATC 1609 - 0

DASHBOARD7.1 LS power stage 2 vehicle limit button LP2 1671 - 07.5 LS power stage 3 engine brake lamp LP3 1672 - 07.6 LS power stage 4 pressure lamp LP4 1673 0 0

-

7.7 SS power stage 3 oil pressure gauge DA3 1695 - 07.8 LS power stage 5 coolant temperature lamp LP5 1674 0 07.9 SS power stage 4 coolant temperature gauge DA4 1696 - 0

FUEL PRESSURE8.1 Fuel pressure monitoring CP3 MPROP 0233 2 38.2 Fuel pressure signal FPS 0190 2 38.3 SS Power stage 1 fuel pressure control HPC1 1690 2 38.4 Monitoring of rail pressure relief valve MPRV 0231 2 38.5 Rail pressure Min/Max error DRV 0233 2 48.6 CC HS Power stage 2 EGR control HPC2 1691 - 08.7 Air Mass signal AMS 0100 - 08.8 Ambient Temp signal ATS 0110 - 0

ECU9.3 Truck Security System (Immobil.) TSSL 1501 - 09.4 Main relay defect MMR 1625 1 09.6 ECU: Self Test Shutoff Paths STSP 1285 1 39.7 Power supply for sensors PSS 0561 1 0

Blink types: 2=Blinking light 1=Continous light 0=No lightSystem degradation: 0=0% derate 1=unboosted power curve 2=50% torque 3=limited engine speed 4=engine stop

Centre de formation RN 330 Penchard77122 MONTHYONFRANCETel : (33)1-64-36-54-70Fax : (33)1-64-36-54-89

case cnh motores

Documents

main engines characteristics

system main electrical

injection pressure bar

turbocharging system

electronic components

fuel system diagram

oil filter oil pressure

pressure relief valve