Common Rail NEF Engines - CNH

Training Centre - Monthyon

COMMON RAIL N.E.F. 6 ENGINES CNH

F4AE 0684F*D101-155kW TAA

Common Rail NEF engines - CNH

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

1

Common Rail NEF engines - CNH

2

Common Rail NEF engines - CNH

ENGINE IDENTIFICATION CODE F

4

A

E

0

6

8

4

F

∗

D +

Emissions level Approved power Application Fuel / injection

D = TIER 2

N° Cylinders Cylinder position: 0 = 4 strokes vertical Engine Engine crankcase type: A = Non-structural crankcase

6 = 6 cylinders

Engine family

8 = Diesel ID Intercooler 4 = Agric. mach. – Earthmoving mach.

X

Y

Y

Y

Y

Y

Y

Y

Y

Sequential production number

X = 1 Common Rail 4 valves

3

Y

Common Rail NEF engines - CNH

ENGINE MAIN CHARACTERISTICS

F4AE0684

A

H

E

F

5900 cm3

5900 cm3

5900 cm3

140 kW

155 kW

155 kW

1700 rpm.

1700 rpm.

2175 rpm.

B C D

Direct injection

E

W 190 EVOL.

000863t

F

Common Rail electronic management

G

T.A.A. (Turbocharged with Air-Aftercooler) A B C D E F G

Engine type Number of cylinders Total displacement Maximum power currently available Injection type Injection system Air delivery system

4

Common Rail NEF engines - CNH Power and torque curves Power

F4AE0684H engine

kW

003180t

Torque

Nm

003181t

5

Common Rail NEF engines - CNH F4AE0684E engine Power

kW

003182t

Torque

Nm

003183t

6

Common Rail NEF engines - CNH F4AE0684F engine Power kW

003184t

Torque

Nm

003185t

7

Common Rail NEF engines - CNH

GENERAL CHARACTERISTICS OF ENGINES

F4AE0684 Type H Cycle Supply Injection

E

Diesel 4 stroke Turbocharged with intercooler Direct

Number of cylinders

6 in line

Bore

mm

102

Stroke

mm

120

Total displacement

cm3

5900

Compression ratio Maximum power

Maximum torque

F

17 : 1 kW (HP)

140 190

155 210

155 210

rpm Nm (kgm)

1700 875 89.20

1700 950 96.84

2175 850 86.65

1400

1400

1500

700

600

800

1800

1950

2300

rpm Slow running of engine with no load rpm Fast idling speed of engine with no load rpm

8

Common Rail NEF engines - CNH F4AE0684 Type H

E

F

With intercooler

TURBOCHARGING

HOLSET HX 35 W

Turbocharger type:

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

LUBRICATION Oil pressure with engine warm: at idle speed bar at maximum speed bar COOLING

1.2 bar 3.8 bar Liquid

Water pump drive:

Belt

Thermostat: starts to open at:

°C

81 ± 2

With cold engine

 mm X   mm

0.20 ÷ 0.30 0.45 ÷ 0.55

SUPPLY Bosch type injection

high pressure Common Rail EDC7 control unit

Jets type

Electro-injectors

Injection sequence

1–5–3–6–2–4

Injection pressure

bar

9

250 - 1450

Common Rail NEF engines - CNH

ENGINE F4 General The new family of F4 engines is the result of a project developed on the basis of an agreement forged between several of the world’s major OEMs: IVECO – New Holland - Cummins, in order to provide an answer to new and more exacting requirements of customers and the more stringent environment protection regulations. In addition to offering higher ruggedness, power, efficiency reliability and durability than the previous series, the new engines comply with emissions standards and the regulations defining permissible noise levels, while also meeting the requirements of the most restrictive future directives and standards without requiring substantial modification. The achievement of the foregoing engine characteristics was possible thanks to the use of new materials, new technology and technical solutions including: electronically controlled high pressure injection system (common rail), cylinder head with four valves per cylinder, intake / exhaust manifolds that improve the dynamic flow of air and exhaust gas, and pistons with revised geometry of the combustion chamber. Reliability and cost savings were further enhanced by reducing the number of engine parts and using the same parts for IVECO application engines and for engines produced by the other partners participating to the project.

003186t

Engine F4AE0684

10

Common Rail NEF engines - CNH Innovative characteristics

003187t

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 the manufacture of mechanical parts, they present the following new technical solutions with respect to “8000” series engines: •

More compact and rational layout of auxiliary equipment on the engines: A. B. C. D. E. F.

Compressor for aircon system (F4AE0684H-E); Air heater for cold start; Drive belt for: water pump – alternator with automatic tensioner; Automatic belt tensioner; Water pump; Oil pump;

G. Compressor drive belt for aircon system (F4AE0684H-E). •

Electronically controlled high pressure injection system (common rail)

•

Diagnostics

11

Common Rail NEF engines - CNH Six cylinders F4AE0684 engine

003188t

12

Common Rail NEF engines - CNH

WALK AROUND F4AE0684F engine (Fiat Hitachi Application) Top view

Top view legend A. Blow – by B. Common Rail suppression valve C. Pressure and air temperature sensor D. Intake manifold E. Flow limiters F. Air heater G. Electro-injectors power connectors H. Crankshaft sensor I. Coolant temperature sensor L. Temperature/oil pressure sensor M. Common Rail pressure sensor

003189t

13

Common Rail NEF engines - CNH Front view

003190t

Front view legend A. Coolant temperature sensor B. Thermostat C. Fixed guide pulley D. Alternator E. Water pump F. Automatic tensioner G. Poly-V belt driving: water pump, alternator H. Electronic control unit heat exchanger I. Electronic control unit

14

Common Rail NEF engines - CNH Right side view

003191t

Right side view legend A. Exhaust manifold B. Blow – by C. Starter motor D. Phonic wheel E. Damping flywheel F. Automatic tensioner G. Oil pressure and temperature sensor H. Alternator I. Wastegate valve L. Turbocharger

Left side view 15

Common Rail NEF engines - CNH

003192t

Left side view legend A. Fuel filter support with fuel temperature sensor B. Fuel heater C. Electronic control unit with fuel and heat exchanger D. Phonic wheel E. Flywheel damping F. Crankshaft sensor G. Fuel filter H. Mechanical fuel pump feeding pipe I. Low pressure pipes L. High pressure pump with feed pump M. Camshaft sensor N. High/low pressure pipe (Common Rail supplying) O. Common Rail P. Intake manifold with heater and pressure sensor - air temperature Q. Common Rail pressure sensor

Rear view 16

Common Rail NEF engines - CNH

003193t

Rear view legend A. High pressure pipe feeding electro-injector B. Fuel discharge pipe from Common Rail C. Fuel discharge pipe from electro-injectors D. Blow–by E. Engine flywheel

17

Common Rail NEF engines - CNH Main variants F4AE0684H – F4AE0684E – O & K Application Due to requirements dictated by the application, some auxiliary equipment may be installed in different positions on the engine. The main assemblies subject to alternative positioning are: • Aircon system compressor • Sump Depending on the position of the auxiliary equipment on the engine, the relative drive belts will be configured differently. B

A 003186t

A 003195t

A. Sump – B. Compressor for aircon system

18

003195t

Common Rail NEF engines - CNH

DESCRIPTION OF THE MAIN MECHANICAL COMPONENTS OF THE ENGINE Crankcase The crankcase is a cast iron structure containing the cylinder liners 1, the main bearing housings 5 and the following seats: for the camshaft bushings 3 and the tappets, for the water/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 the lubrication circuit feeding the various moving parts. Soleplate 6 is applied to the underside of the crankcase to increase resistance to mechanical stress.

1

2

7 3

4

5

6

000877t

19

Common Rail NEF engines - CNH Crankshaft The crankshaft is made of steel. The crankshaft is held in seven bearing housings for the six cylinder version of engine F4. The housings 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 flywheel attachment 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 be replaced.

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

003196t

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

20

Common Rail NEF engines - CNH Connecting rods Forged in steel, the connecting rod big ends are made with an oblique splitting plane angle, with separation of rod and cap achieved by means of the innovative fracture splitting system rather than the conventional machining procedure. The connecting rod big end bearing shells are made of steel plated with an antifriction alloy.

000880t

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 of intermediate weight compatible with all engines in circulation. In the event of partial replacements, connecting rods that are still in good condition need not be replaced, even though they may be of a different weight class.

21

Common Rail NEF engines - CNH Pistons

000881t

The piston crown features a high turbulence combustion chamber. The piston crown is cooled by engine oil delivered by a spray nozzle installed in the crankcase, through the annular chamber inside the piston. There are three piston ring grooves; the first is composed of a trapezoidal section cast iron insert. 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 cylinder liner. The piston must be installed with the arrow facing towards the front of the crankcase.

000882t

22

Common Rail NEF engines - CNH Camshaft The camshaft is mounted in the crankcase on 7 bearings. The front and rear bearing housings are equipped with steel bushings plated with antifriction material assembled by means of an interference fit. The camshaft has two cam lobes for each cylinder. A. Intake valves control B. Exhaust valves control The 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

23

Common Rail NEF engines - CNH Valves activation

003198t

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.

24

Common Rail NEF engines - CNH 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

25

Common Rail NEF engines - CNH Valves and valve seats

70319

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 valves 60° for the intake valves The exhaust valves 2 differ from the intake valves due to the presence of a recess at the centre of the poppet.

70334

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

26

Common Rail NEF engines - CNH Valve guides The valve guides are not reported.

INTAKE

EXHAUST

70328

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

70345

1. Bridge – 2. Push rods Head grinding The nominal thickness of the cylinder head is 105 ± 0.25 mm and the maximum permissible removal of material must not exceed 0.13 mm. There is just one thickness of head gasket available as a spare part.

70325

27

Common Rail NEF engines - CNH Timing drive The timing drive is obtained by means of a spur tooth gear fitted on the rear spigot of the crankshaft, 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

28

Common Rail NEF engines - CNH Engine flywheel The flywheel 1 need not be fitted in a specific position on the crankshaft, and is not equipped with punch markings, notches, or reference holes for sensors or for timing purposes. The fixing holes 2 are equally spaced so that the flywheel can effectively be installed in various different positions.

1

2

000888t

Flywheel screw tightening torque Phase 1 Phase 2

30 Nm ± 4 Nm 60° ± 5°

29

Common Rail NEF engines - CNH 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 tensioner 5. The fixed guide pulleys 2 and 6 ensure an appropriate contact surface area of the belt 3 on the pulleys 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).

003200t

Poly-V belt removal

003219t

Remove or fit the Poly - V belt by loosening tensioner 1 using a suitable socket wrench handle 2.

30

Common Rail NEF engines - CNH

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 circuit Gravity oil return circuit Oil filling

003201t

31

Common Rail NEF engines - CNH Heat exchanger

000892t

1. 2. 3. 4. 5. 6.

Heat exchanger body with filter support Internal gasket Water - oil heat exchanger Gasket between heat exchanger and cylinder block Oil pressure adjuster valve By - pass valve to exclude clogged oil filter

32

Common Rail NEF engines - CNH Oil pump

000891t

70150

1. Crankshaft with oil pump drive gear

33

Common Rail NEF engines - CNH (suspended) Sump F4AE0684F engine The 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 oil tightness 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

34

Common Rail NEF engines - CNH Sump F4AE0684H – E engines The sump is secured with a bolt to the crankshaft by means of a thin gasket.

003202t

003203t

35

Common Rail NEF engines - CNH Recirculation of oil vapour The rocker cover accommodates a pre-separator 1, the shape of which is designed to increase the 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 routed through 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 the remainder is recirculated to the intake side by way of pipeline 2.

1

2

3

4

Oil condensate

1. 2. 3. 4.

Oil vapour

Pre - separator Recirculation to intake Filter Return to engine

000966t

36

Common Rail NEF engines - CNH

COOLING The engine cooling system is a closed circuit forced circulation type composed of the following components: 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 recirculating in engine Water to pump inlet

003204t

37

Common Rail NEF engines - CNH Water pump The water pump, which is accommodated in a housing in the crankcase, is driven by a Poly – V belt. The almost total absence of external pipes, hoses and hose clamps eliminates the number of connections 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 e xchanger.

70221

001515t

38

Common Rail NEF engines - CNH

TURBOCHARGING Engine boosting system with Hoset HX35W turbocharger and intercooler. The choice of the type of turbocharger depends on the specific features of the application.

Exhaust Hot intake air

000898t

Intake air Hot compressed air Cold compressed air

Turbocharging diagram

Exhaust 001968t

39

Common Rail NEF engines - CNH

40

Common Rail NEF engines - CNH

HIGH PRESSURE ELECTRONIC INJECTION SYSTEM (COMMON RAIL) Introduction Extremely 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, while the injection precision obtained by electronic control of the system serves to optimise operation of the engine while limiting emissions and fuel consumption. Description of system The injection system is composed of an electrical part and a hydraulic part. Electrical system The electronic control unit monitors engine control parameters by means of the various sensors on the engine.

1

5

6 2

7 3 8 9 4

1 000965t

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

41

Common Rail NEF engines - CNH Injection system assy - Basic bill of components REF. 1 2 3 4 5 6 7 8 9 10 11 13 15 20 23 32

DESCRIPTION Coolant temperature sensor Preheating resistance Electro-injectors Air temperature/pressure sensor Fuel pressure sensor Fuel heating resistance Pressure adjuster solenoid valve Timing sensor Fuel temperature sensor Starter motor Crankshaft sensor Preheating connection contactor Oil temperature/pressure sensor Diagnostics connector EDC main fuse EDC indicator light

Optional components (when required by the application) REF. 12 14 16 17 18 19 21 22 24 25 26 27 28 29 30 31

DESCRIPTION Engine stop/start buttons (F4AE0684F) (no per CNH application) Preheating On indicator light Rev counter Coolant temperature gauge Engine oil pressure gauge Blink-Code button (no per CNH application) Handbrake engaged switch Engine brake selector (optional) Gearbox neutral switch Key switch Engine brake switch (optional) (no per CNH application) Primary/secondary brake switch Position sensor on accelerator pedal potentiometer

42

Common Rail NEF engines - CNH Injection system assy

(∗)

003218t

(∗) on board controls change with the application. They can be connected to the electrical system, with traditional solutions or with the help of the CAN line (Multiplex System). 43

Common Rail NEF engines - CNH EDC electronic control Engine preheating element control Pre-post heating is activated when even just one of the water, air or fuel temperature sensors detects a temperature < = 5 °C. Phase recognition By means of signals transmitted by the camshaft and crankshaft sensors, the cylinder into which fuel must be injected is determined at the time of starting. Injection control On the basis of information transmitted by the sensors, the control unit administrates the pressure 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 control On the basis of the engine load, as determined by processing of data transmitted by the various sensors, the control unit administrates the regulator to maintain injection pressure at constantly optimal values. Pilot and main injection advance control On the basis of signals transmitted by the various sensors, the control unit determines the optimum injection point on the basis of internal mapping. Idle speed control The control unit processes signals transmitted by the various sensors and adjusts the quantity of 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 protection If 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 some applications, the over boosting temperature is the reference temperature). Maximum engine speed limiting Depending on the application, the control unit memory can contain appropriate engine speed limits. When the engine speed surpasses these limits the control unit activates power reduction strategies by controlling energization time of the electro-injectors. In some applications the maximum limiting response consists in stopping the engine.

44

Common Rail NEF engines - CNH Cut Off Fuel cut-off in release phases is managed by the control unit with the following logical interventions: - 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 acceleration With intense load demands, in accordance with signals received from the air inlet meter and the engine speed sensor, the control unit manages the pressure regulator and modulates the activation time of the electro-injectors to prevent the emission of smoke from the exhaust. After Run After the engine is stopped, the control unit microprocessor saves various parameters to the EEPROM memory, including the faults log so that they will be available the next time the engine is started. Control of working speed in normal operating conditions (Crowler Excavators) The user establishes engine working speed (power – torque) according load (heavy or light) 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 during use 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 in maximum power conditions. If the load causes a reduction in power, the control unit increases torque i.e. it increases the amount of fuel injected in order to restore the engine to maximum power. If, after setting working speed, the operator does not invoke any command within a pre-set time, the system returns to idling. Recovery strategies Recovery strategies are characterized by certain differences as application varies, i.e. loaders or excavators. •

Accelerator pedal When the accelerator signal is not available to the control unit for the excavators, it brings the engine to maximum power because its movement is hydraulic and the vehicle can therefore be controlled in complete safety while, in the case of loaders, the system responds by setting engine speed to idling.

•

Control of fuel leaks In the case of fuel supply problems, the system controls the engine with suitable constant power values obtained with a low number of revs and high torque values in order to inject the maximum quantity of fuel.

45

•

Common Rail NEF engines - CNH Control of pressure in the rail When the pressure in the rail exceeds safety values, the engine still working in derating mode.

•

Synchronism problems In the case of synchronism problems, faulty rev sensors, the system controls the engine by increasing the number of revs in order to improve interpretation of the signals.

•

Power restrictions as operating temperature increases When 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 comparable to that of the same engine if it were aspirated.

•

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

46

Common Rail NEF engines - CNH Fuel supply system The common rail system features a special pump that constantly keeps the fuel supply at a very high 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 injection pressure determined by the electronic control unit. When the solenoid valve of one of the electro injectors is energized by the control unit, fuel arriving directly from the common rail is injected into the corresponding cylinder.

High pressure Low pressure

003205t

1. Electro-injector – 2. Common rail – 3. Pressure limiter for fuel return – 4. Common rail relief valve – 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. 47

Common Rail NEF engines - CNH

FUEL SYSTEM DIAGRAM

4

5

6 7 DRAIN SUCTION (LOW PRESSURE) HIGH PRESSURE PUMP FEED (Low pressure) HIGH PRESSURE

3 18

8

17

13 2

9 1

10

16

11

15 12 14

000909t

1. High pressure pump – 2. Limiter valve on high pressure pump, 5 bar – 3. Regulator valve on fuel 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 heat exchanger – 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 high pressure pump – 17. By-pass valve – 18. By-pass valve. The pressure regulator, installed upline from the high pressure pump, adjusts the flow of fuel required on the low pressure system. Subsequently the high pressure pump supplies fuel at the correct pressure to the common rail. This solution, in which only the required amount of fuel 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 at the pressure regulator inlet at a constant 5 bar. Limiter valve 3, which is mounted on the cylinder head and inserted in the electro-injectors return line, regulates the fuel return flow from the electro-injectors to a pressure of between 1.3 and 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 the relative inlet, when pressure at the fuel filter inlet exceeds the permissible value. By-pass valve 17 makes it possible to fill the fuel system by means of the manual priming pump 10.

48

Common Rail NEF engines - CNH

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. Warning If the fuel contamination warning light illuminates, act instantly to remedy the cause; the components of the common rail system will be rapidly damaged if the fuel contains water or other impurities.

1

5 2

3

4

000910t

49

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

003206t

1. 2. 3. 4. 5. A. B. C. D. E.

Fuel filter support Heater connector Electric fuel heater Fuel filter Fuel temperature sensor Outlet connection to high pressure pump Common rail and cylinder head (injectors) discharge line inlet connection Outlet connection to fuel tank. Inlet connection from feed pump Connection to high pressure pump discharge line.

50

Common Rail NEF engines - CNH Mechanical feed pump Normal operating condition The 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 pump shaft. In normal operating conditions the flow of fuel in the feed pump is as shown in figure.

001237t

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

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

001238t

51

Common Rail NEF engines - CNH Bleed conditions The by-pass valve 2 opens when, with the engine stopped, the fuel circuit must be filled using the manual priming pump. In this situation the by-pass valve 2 opens, due to the effect of the pressure at the inlet, and the fuel flows out of outlet B.

1 A

B

2

001239t

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

001250t

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

52

Common Rail NEF engines - CNH

001967t

1. 2. 3. 4. 5. 6. 7. 8. 9.

Mechanical feed pump; Fuel return from high pressure pump; Delivery valve to common rail; Delivery valve on individual plunger; By-pass valve on feed pump; Pump shaft; Fuel inlet from filter; 5 bar limiter valve; Pressure regulator.

53

Common Rail NEF engines - CNH Operating principle

1

A 2

B

7

3 6

C

5

4

002111t

D

SECT. B - B

001242t

D

1. Outlet for rail delivery line – 2. Rail delivery valve – 3. Plunger – 4. Pump shaft – 5. Plunger supply 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 quantity of fuel to supply to the plunger is determined by pressure regulator 7. The pressure regulator modulates the flow of fuel to the plunger on the basis of a PWM command received from the control unit. During the plunger compression phase the fuel reaches sufficient pressure to open the common rail delivery valve 2 and is thus forced through outlet 1 to the common rail.

54

Common Rail NEF engines - CNH The figure, shows the low pressure fuel passages inside the pump; the figure shows the main plungers supply passage 4, the individual plunger supply passages 1 - 3 - 6, the passages utilized for lubrication of the pump 2, the pressure regulator 5, the 5 bar limiter valve 8 and the fuel 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 to maintain a constant pressure of 5 bar at the pressure regulator inlet.

SECT. C - C

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 discharge from regulator inlet.

55

Common Rail NEF engines - CNH The figure shows the high pressure flow of fuel through the plunger outlet passages.

001240t

SECT. A - A

001241t

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

56

Common Rail NEF engines - CNH Pump inlet pressure regulator Located at the inlet to the high pressure pump, the regulator modulates the quantity of fuel with which to supply the high pressure pump on the basis of instructions transmitted by the engine control 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 pressure pump operates in maximum flow conditions. The engine control unit transmits a PWM signal to the regulator to vary the high pressure pump fuel inlet cross section to a greater or lesser extent. This component cannot be replaced independently and must therefore not be disassembled. 1. Electrical connector 2. Fuel outlet 3. Fuel inlet

1

2 3

001253t

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

001251t

When the pressure regulator is partially closed at the fuel outlet by the PWM control signal, the pressure at the inlet tends to rise. When pressure at the regulator inlet exceeds 5 bar, cylinder 8 overcomes the resistance offered by the spring and travels upwards thereby placing the regulator inlet into communication with the drain. The fuel is therefore able to flow to the drain side thus reducing the pressure at the regulator inlet so the cylinder tends to return to its closed position. In relation to engine load demands, with the pressure regulator partially closed the cylinder assumes a position of dynamic balance such as to assure constant pressure of 5 bar at the regulator inlet. 57

Common Rail NEF engines - CNH Pressure regulator and 5 bar limiter valve with engine at maximum speed

003207t

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

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

58

Common Rail NEF engines - CNH Pressure regulator and 5 bar limiter valve with engine at idle speed

003208t

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 When the engine is at slow running idle speed, the control unit drives the regulator with a pulse width 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 thus allowing the minimum flow of fuel to the high pressure pump. The pressure regulator is in its maximum closure position because the common rail must be maintained at a relatively low pressure (350 - 400 bar). Cylinder 8 of the 5 bar limiter valve, responsible for controlling opening and closing of the discharge port, will be in its maximum opening position to allow excess fuel to flow through discharge outlet 9.

59

Common Rail NEF engines - CNH Rail (pressure accumulator) 1. Common Rail 2. Flow limiters 3. Fuel inlet from high pressure pump 4. Pressure sensor 5. Relief valve The common rail has a reduced volume to allow rapid pressurization at the time of engine starting, 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 closing of the injectors and operation of the high pressure pump. This function is further aided by the presence 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 a feedback signal to the electronic control unit, on the basis of which the pressure in the common rail is monitored and adjusted when necessary. 2 4

5

1

3

000929t

Dual-stage relief valve Assembled at one rail end, it protects the system components from failure of the rail pressure sensor or of the CP3 pump pressure regulator, caused by an excessive pressure increasement in 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 a single stage valve so as to enable the fuel to flow and consequently reduce the pressure to safety 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 and avoid 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 pump is configured in the condition of maximum delivery to the rail, and stores failure 8.4.

60

Common Rail NEF engines - CNH Flow limiters Located on the fuel outlet fittings on the common rail, the flow limiters are designed to protect the engine and vehicle in the event of internal leakages (e.g. jet jammed open) or external leakages (e.g. damaged high pressure pipes). In these cases, within certain limits the system can continue to operate by means of the undamaged components of the other cylinders. 1. 2. 3. 4. 5.

Body Piston Fuel inlet Spring Part screwed to common rail

Warning: After having taken steps to eliminate the egress of fuel from the common rail with the engine stopped, 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 engine will display the same problems. If the leak is of significant magnitude, it will prove impossible to start the engine because the rail will be unable to reach the necessary pressure.

000968t

A

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

61

Common Rail NEF engines - CNH

000969t

B

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

000970t

C

Pressure limiter with piston in outlet closed position.

62

Common Rail NEF engines - CNH Electro-injector The injector is similar in construction to conventional injectors, except for the absence of the needle 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

12

6

4

9

5

7

11

1

13 10

8

2

3

000933t

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

63

Common Rail NEF engines - CNH Injection start When 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 in control volume 9. At the same time the fuel pressure in pressure chamber 8 causes lifting of needle 2, with consequent injection of fuel into the cylinder.

12

6

4

9

5 7

11

1

13

10

2

8

3

000934t

1. Pressure rod – 2. Needle – 3. Nozzle – 4. Coil – 5. Pilot valve – 6. Ball shutter – 7. Control area – 8. Pressure chamber – 9. Control volume – 10. Supply – control passage – 11. Fuel control outlet – 12. Electrical connection – 13. Spring Injection end When coil 4 is de-energized, element 6 returns to its closed position to restore a balance of forces such as to cause needle 2 to return to its closed position and terminate the injection cycle.

64

Common Rail NEF engines - CNH Fuel inlet connector

001516t

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 the locating 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 subsequently tightened to the prescribed torque. Pressure limiter for fuel return Housed on the rear of the cylinder head, this device regulates the pressure of fuel returning from the injectors to a pressure of between 1.3 and 2 bar.

000935t

A B

To tank From electro-injectors

65

Common Rail NEF engines - CNH

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

66

Common Rail NEF engines - CNH

003209t

67

Common Rail NEF engines - CNH EDC 7 electronic control unit

001525t

A – Injectors connector B – Connector for power input and functions provided for in the application C – Sensors connector The control unit is installed directly on the engine via a heat exchanger for cooling purposes and using 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 supply the system is located inside the control unit. 68

Common Rail NEF engines - CNH Injectors connector (A) 16

12

11

6

5

1 Wire input side view ECU PIN

WIRE COLOUR

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

RU WP WV RW RG UN UG WR RY W UO UY

FUNCTION Cylinder 2 injector Cylinder 3 injector Cylinder 4 injector Cylinder 2 injector Ground Ground Cylinder 1 injector Cylinder 6 injector Cylinder 5 injector Cylinder 3 injector Cylinder 1 injector Cylinder 4 injector Cylinder 6 injector Cylinder 5 injector

Colour key B black R red U blue W white P purple G green N brown Y yellow O orange

69

50350

Common Rail NEF engines - CNH Connector (B) for component power supplies and for the functions specified in the application

003210t

Wire input side view Pin CABLE FUNCTION ECU 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

7

8150

8

7777

9

0000

Direct positive from battery Positive for blink code button / oil low pressure light/ pre-heating light/ conditioned air switch (•) / EDC unit Ground

12

8150

Direct positive from battery

13

8150

Direct positive from battery

14

0000

Ground

15

0000

Ground

16

0094

Negative for pre-post heating resistor

19

0150

20

8153

Negative for start/stop from engine compartment (••) / accelerator pedal pressed (••) buttons 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)

70

Common Rail NEF engines - CNH

Pin ECU 31

CABLE FUNCTION 2298

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

36

8837

Positive for fuel filter heating contactor

37

8888

39

8051

44

9905

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

71

Common Rail NEF engines - CNH Sensors connector (C)

003211t

Wires input side view ECU PIN

WIRE COLOUR

2 4 5 7 9 10 12 17 18 19 20 21 23 24 25 27 28 29 30 31 32 33 34 35 36

NW NP PY NY GY YR YN PN GN N U U R GO NG UO R PO YU PG YO

FUNCTION Negative for pressure regulator Positive for pressure regulator Positive for engine oil pressure/temperature sensor Positive for air pressure/temperature sensor Positive for rail pressure sensor Negative for fuel temperature sensor Negative for coolant temperature sensor Negative for engine oil temperature/pressure sensor Negative for rail pressure sensor Positive for air pressure/temperature sensor Camshaft sensor Crankshaft sensor Crankshaft sensor Rail pressure sensor signal Air pressure sensor signal Air temperature signal Camshaft sensor Engine oil temperature sensor signal Fuel temperature sensor positive Engine oil pressure sensor signal Coolant temperature sensor positive

72

Common Rail NEF engines - CNH Key to electric/electronic components K1 = K2 = K3 = J1 – J4 – J7 = J8 = J9 = J10 = J11 = J12 = J13 = J14 = J15 = AVM= CAC = CD = IA = LC = PBC = SBPO = SDE = SPE = SVM = TL = MA = R1 = R2 = R3 =

(•) (••)

Pre-post heating contactor Starter motor contactor Fuel filter heating contactor J2 – J3 = Electro-injectors, cylinders 1, 2, 3 respectively J5 – J6 = Electro-injectors, cylinders 4, 5, 6 respectively Fuel pressure regulating solenoid valve on high pressure pump Propeller shaft sensor Camshaft sensor Pressure sensor on common rail Supercharging pressure sensor Oil pressure sensor Engine cooling fluid temperature sensor Fuel temperature sensor Accelerator Switch for starting from engine compartment (••) Conditioned air switch (•) 30-pin diagnosis switch Bodybuilder system CAN line Blink code button Oil pressure low light EDC diagnosis light Pre-heating light Switch for stopping from engine compartment (••) Torque limiter multiswitch (•) Engine starter EDC load simulation resistor Fuel filter resistor Pre-post heating resistor

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

73

Common Rail NEF engines - CNH

A ÷ C connector diagram (all applications)

003212t

System power supply (+24 V). 74

Common Rail NEF engines - CNH F4AE0684F (B) connector diagram (CNH application)

003213t

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 preparation personnel.

75

Common Rail NEF engines - CNH

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

003214t

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 preparation personnel. 76

Common Rail NEF engines - CNH Crankshaft sensor This is an inductive sensor located at the front left hand side of the engine. The crankshaft sensor produces signals obtained from a magnetic flux field closing through the openings in a phonic wheel fitted on the crankshaft. The crankshaft sensor is connected to the control unit on pins 25C – 24C. The sensor impedance is ∼ 900 Ω.

CRANKSHAFT SENSOR 50319

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

TIMING SENSOR

50320 1

2

3

50342

50288

CONNECTOR

Ref. 1 2 3

Description Signal Signal Shield

WIRING DIAGRAM ECU pin Camshaft sensor 24C 25C

77

Timing sensor 30C 23C

Common Rail NEF engines - CNH

Air temperature-pressure sensor This 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 volt Voltage at the sensor output is proportional to the detected pressure or temperature. Pin 21C – 29C Temperature Pin 10C – 28C Pressure Engine oil temperature-pressure sensor This component is analogous to the air temperature-pressure sensor. The engine oil temperature-pressure sensor is installed on the engine oil filter support in a vertical 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 unit which, in turn, controls the relative device on the instrument panel (gauge + low pressure warning light). The oil temperature is not displayed on any gauges – this value is used exclusively by the control unit. Pin 19C – 33C Temperature Pin 9C – 35C Pressure

50324

REF.

WIRING DIAGRAM

DESCRIPTION

50344

ECU PIN OIL

AIR

1

Ground

19C

21C

2

NTC signal (temperature)

33C

29C

3

+5 V power input

9C

10C

4

Signal (pressure)

35C

28C

78

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

1

2 3

002112t

Fuel pressure sensor connector Ref. 1 2 3

Description Ground Signal Power supply

79

ECU pin 20C 27C 12C

Common Rail NEF engines - CNH

Electro-injectors The 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. CONNECTOR 1

CONNECTOR 2

CONNECTOR 3

Description Cylinder 2 injector Cylinder 2 injector Cylinder 1 injector Cylinder 1 injector Cylinder 4 injector Cylinder 4 injector Cylinder 3 injector Cylinder 3 injector Cylinder 6 injector Cylinder 6 injector Cylinder 5 injector Cylinder 5 injector

1 2 3 4 1 2 3 4 1 2 3 4

1

1

2

2

3

4

1

2

ECU pin 3A 6A 13 A 9A 5A 14 A 12 A 4A 10 A 15 A 16 A 11 A

3

50343

5

6

3 50349

80

Common Rail NEF engines - CNH Pre-post heating resistance and contactor The pre-post heating resistance is located on the intake manifold. The resistance serves to heat the air in pre / post heating operations. This resistance is powered by a contactor on the left hand side of the chassis. The resistance impedance is approximately 0.5 Ω.

003215t

RESISTANCE

002371t

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.

81

Common Rail NEF engines - CNH

Coolant temperature sensor This is a variable resistance sensor able to read the coolant temperature in order to provide the control 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.

003194t

A. Coolant temperature sensor

82

Common Rail NEF engines - CNH

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 defining the 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 2

50348

1. Fuel temperature sensor - 2. Filter heating resistance The ECU drives the filter heater contactor at fuel temperature ≤ 5 °C.

1

50321

NTC

50322

CONNECTOR

REF. 1 2

DESCRIPTION Ground Temperature signal

83

ECU PIN COOLANT FUEL 18C 17C 36C 34C

Common Rail NEF engines - CNH High pressure pump – pressure regulator

A

A. Pressure regulator

000912t

The quantity of fuel supplied to the high pressure pump is metered by the pressure regulator on the low pressure system; the pressure regulator is managed by the EDC7 control unit. Delivery pressure to the rail is modulated between 250 and 1450 bar by the electronic control unit by controlling the pressure regulator solenoid valve. This component is a N.O. solenoid valve. The solenoid is connected to the control unit on pins C5 - C7. The solenoid valve impedance is approximately 3.2 Ω.

84

Common Rail NEF engines - CNH 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. GROUND

(SIGNAL)

50332

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

Ref. 1 2 3

Description Ground + 24 V power supply Signal

ECU pin 8B 62B

85

Common Rail NEF engines - CNH

DIAGNOSIS METHODS Currently the following diagnosis systems are available: − BLINK CODE – 30 pin diagnostics socket − Dedicated strumentation

BLINK CODE DIAGNOSIS EDC state indicator. After setting the key to “start”, the EDC indicator light illuminates, after which, if no anomalies are detected, the indicator light must extinguish. Depending on the presence or absence of possible faults, the indicator light can assume the following states: Light off indicator 1. No fault 2. Slight fault no impairment of performance fault can be interpreted with BLINK CODE and diagnostic tools. Indicator light steadily illuminated 1. Serious fault performance impaired in certain cases fault can be interpreted with BLINK CODE or diagnostic tools. Flashing indicator light 1. Very serious fault performance impaired in many cases, otherwise engine cuts out fault can be interpreted with BLINK CODE or diagnostic tools. Blink code activation / interpretation The 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 active faults and intermittent faults. To display all codes in the memory, the Blink Code button must be pressed several times. The code is composed of two digits and it is displayed by low speed flashes followed by fast flashes. If there are no faults present in the system, the EDC indicator light will not communicate any information, illuminating only once. Each time you turn the key to “start” the EDC light must switch on; if this fails to occur, check the wiring and the light bulb. IMPORTANT The control unit must be detached and reattached only when the battery positive pole is disconnected.

86

Common Rail NEF engines - CNH EDC SW 3.3_1 (F4AE0684F) Blink Code Blink code 1.4 1.8 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3.7 3.8 3.9 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 6.1 6.2 6.3 6.4 6.5 7.2* 7.6

Fault description VEHICLE Accelerator pedal signal EDC indicator light ENGINE 1 Coolant temperature sensor signal Turbocharge air temperature sensor signal Fuel temperature sensor signal Turbocharge pressure sensor signal Atmospheric pressure sensor signal Oil pressure sensor signal Oil temperature sensor signal Heated filter control relay Pre-post heating resistance control relay ENGINE 2 Battery voltage Pre-post heating indicator light Pre-post heating resistance 6 Cylinder INJECTORS Cylinder 1 injector solenoid valve Cylinder 2 injector solenoid valve Cylinder 3 injector solenoid valve Cylinder 4 injector solenoid valve Cylinder 5 injector solenoid valve Cylinder 6 injector solenoid valve Power stage 1 (cylinders 1 – 2 – 3) Power stage 2 (cylinders 4 – 5 –6) ENGINE SPEED Crankshaft sensor signal Camshaft sensor signal Engine speed signal plausibility Engine overspeed Starter motor relay CHECK PANEL INTERFACES CAN line Oil pressure indicator light

* When CAN line is present on the electric system

Power reduction: 0= No power reduction 1= performances compairable to equivalent engine but intaken 2= 50% torque 3= limited engine speed 4= engine stop

87

EDC Ind. light

Power reduction

On Off

3 0

On Off Off On Off On Off Off Off

0 0 0 0 0 0 0 0 0

On Off Off

0 0 0

On On On On On On On On

0 0 0 0 0 0 0 0

On On On Flashing Off

2 2 0 0 0

Off Off

0 0

Common Rail NEF engines - CNH

Blink code 8.1 8.2 8.3 8.5 9.4 9.6 9.7

Fault description FUEL PRESSURE Fuel pressure control Fuel pressure signal Pressure regulator solenoid valve Rail min/max pressure error CONTROL UNIT Main relay After-run interrupted repeatedly Sensors power supply

EDC Ind. light

Power reduction

Flashing Flashing Flashing Flashing

3 3 3 4

On On On

0 3 0

Power reduction: 0= No power reduction 1= performances compairable to equivalent engine but intaken 2= 50% torque 3= limited engine speed 4= engine stop torque

003216t

with torque curves

88

Common Rail NEF engines - CNH

power

003217t

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, switch on the key switch. Attention: do not insert / reinsert immediately the key contact after this operation but wait about ten seconds before switching it ON again.

89

Common Rail NEF engines - CNH

TROUBLESHOOTING SW 3.3_1 Troubleshooting 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 directly recognized by the electronic control unit. These faults are mainly of a mechanical – hydraulic nature. - Troubleshooting is a supplementary activity that integrates rather than replaces fault diagnosis 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, consult Troubleshooting section 1 for information and additional suggestions to assist in solution of the problem. - If the electronic fault diagnosis procedures indicate that there are no anomalies, although the problem persists, consult Troubleshooting section 2 and base your research on the symptoms reported by the customer.

90

EDC INDICATOR LIGHT

On

BLINK CODE

1.4

Accelerator pedal potentiometer shorted to positive or shorted to ground; accelerator pedal power supply voltage too high; faulty potentiometer.

(*)

POSSIBLE CAUSE (*) = if present in the application

with accelerator pedal in rest position the engine runs at fast idle speed. Pressing the accelerator pedal causes the engine rpm to increase progressively and uncontrollably. When pedal is completely released engine speed decreases slowly and without control until reaching fast idle speed.

or

Fast idle speed with no change when pedal is pressed,

Power loss.

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application Read parameters with the diagnostic instrument to check the change from 0% to 100% of the potentiometer signal and ON-OFF status change of idle speed switch. If result is negative, use multitester to take a direct reading on the component connector to check for resistance changes when the potentiometer is activated and for ON-OFF status change of the idle speed switch. If the component is working correctly, check wiring and connections between the component and the EDC connector pins B50 – B55 – B73 – B81 – B83.

TESTS OR RECOMMENDED ACTION NOTES

Common Rail NEF engines - CNH

Section 1 TROUBLESHOOTING

91

On

2.1

Off

Off

1.8

2.2

EDC INDICATOR LIGHT

BLINK CODE

Air temperature sensor (integrated with air pressure sensor) on intake manifold is shorted to positive, shorted to ground, or in open circuit.

Engine coolant temperature sensor short circuit to positive, short circuit to ground, or open circuit.

(*)

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

92

Take reading with multitester directly on sensor between pins 1 and 2 (R = approx. 2.5 kOhm at 20 °C). If the sensor is working correctly check wiring and connections between sensor and EDC pins C21 – C29.

Use multitester to take a direct reading on the sensor (R = approx. 2.5 kOhm at 20 °C). If the sensor is working correctly, check wiring and connections between sensor and EDC connector pins C18 - C36.

Check wiring and connections of indicator EDC indicator light on The indicator light never light with EDC connector dashboard is faulty or illuminates when key switch pins B28 – B64. wiring is shorted to positive, is set to ON, or remains shorted to ground, or in illuminated when key switch open circuit. is set to OFF.

(*)

POSSIBLE CAUSE (*) = if present in the application Depending on the type of fault, the LED on the Blink Code button may have the same behaviour as the main indicator light, or it may function differently.

NOTES

Common Rail NEF engines – CNH

93

On

2.6

On

2.4

Off

Off

2.3

2.5

EDC INDICATOR LIGHT

BLINK CODE

Oil pressure sensor (incorporated in oil temperature sensor) shorting to ground, shorting to positive, or in open circuit.

Atmospheric pressure sensor (integrated in control unit) shorting to ground, shorting to positive, or open circuit.

Air pressure sensor (integrated with air temperature sensor) on intake manifold shorting to ground, open circuit, shorting to positive, or supplied with current outside the minimum or maximum limits.

Fuel temperature sensor shorting to ground, shorting to positive, or open circuit.

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

If engine/EDC control unit is given a paint coating, the sensor’s ability to detect atmospheric pressure may be impaired.

NOTES

Use multitester to check Only when the sensor is sensor power supply connected to the EDC control voltage. unit. If voltage is approximately 5V, renew sensor. If voltage is too high or too low, check wiring and connections between sensor and EDC connector pins C9 – C35.

The sensor cannot be replaced individually.

Use multitester to check sensor power supply voltage. If voltage is approximately 5V, renew sensor. If voltage is too high or too low, check wiring and connections between sensor and EDC connector pins C10 – C28.

Take reading with multitester directly on sensor (R = approx. 2.5 kOhm at 20 °C). If sensor is working correctly check wiring and connections between sensor and EDC connector pins C17 – C34.

TESTS OR RECOMMENDED ACTION

Common Rail NEF engines - CNH

Off

2.8.

Off

Off

2.7

2.9

EDC INDICATOR LIGHT

BLINK CODE

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

Pre-post heating resistance Possible starting difficulty in control relay faulty. very low ambient temperatures, smoking exhaust immediately after starting.

Fuel filter heater relay faulty.

Oil temperature sensor (integrated with oil pressure sensor) shorting to ground, shorting to positive, or open circuit.

POSSIBLE CAUSE (*) = if present in the application NOTES

94

If relay is working correctly, check wiring and connections between relay and EDC connector pins B4 – B16.

If result is negative, use multitester to check relay (R = approx. 15 Ohm).

Active fault diagnosis with diagnostic instrument.

Active fault diagnosis with diagnostic instrument. If result is negative, renew relay and repeat active diagnosis. If fault persists, check wiring and connections between relay and EDC connector pins B2 – B36.

If sensor is working correctly, check wiring and connections between sensor and EDC connector pins C19 – C33.

Take reading with Only when the sensor is multitester directly on the connected to the EDC control sensor between pins 1 and unit. 2 (R = approx. 2.5 kOhm at 20 °C).

TESTS OR RECOMMENDED ACTION

Common Rail NEF engines – CNH

Off

3.8

Off

On

3.7

3.9

EDC INDICATOR LIGHT

BLINK CODE

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

95

Preheating is not working correctly.

Preheating indicator light bulb is faulty or wiring shorting to positive, shorting to ground, or open circuit.

Possible starting difficulty with very low ambient temperature, smoke from exhaust immediately after starting.

Indicator light never illuminates or remains constantly illuminated even when the key switch is set to OFF. Possible starting difficulty (in the presence of very low ambient temperature) and smoking exhaust when starting because user is not provided with indications on preheating.

Battery voltage signal is not Fast idle speed. plausible (too high or too low).

POSSIBLE CAUSE (*) = if present in the application NOTES

Use multitester to check the continuity of the preheating resistance in the intake manifold (R = approx. 0.5 Ohm). If the component is working correctly, check wiring and connections between heating resistance and relative control relay.

Active diagnosis with diagnostic instrument. If result is negative, renew the indicator light and repeat the active diagnosis procedure. If problem persists, check wiring and connections between the indicator light and EDC connector pin B46.

Might not be a problem of excessively high or low voltage, but rather voltage that is read as being too If the batteries are in good high or low by the control condition and the charging circuit is working properly check unit. the efficiency of the chassis ground connections and ensure that connectors supplying power to the EDC control unit are free of signs of incrustation or oxidation.

Perform appropriate checks on batteries and charging system.

TESTS OR RECOMMENDED ACTION

Common Rail NEF engines - CNH

EDC INDICATOR LIGHT

On

BLINK CODE

5.1

Electrical fault on injector no. 1.

POSSIBLE CAUSE (*) = if present in the application

TESTS OR RECOMMENDED ACTION

Check injector coil (R = approx. 0.56 – 0.57 Ohm) and replace injector if coil is found to be faulty. If coil is working correctly check wiring and connections between the solenoid valve and EDC connector pins A9 - A13 by means of pins 3 and 4 of over-head connector 1.

Engine running without one Check correct tightening of the cylinders. torque (1.5 ± 0.25 Nm) of nuts responsible for fixing wires on injector solenoid valve.

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.7.

NOTES

Common Rail NEF engines – CNH

96

On

On

5.2

5.3

EDC INDICATOR LIGHT

BLINK CODE

Electrical problem on injector no. 3

Electrical problem on injector no. 2.

POSSIBLE CAUSE (*) = if present in the application

Engine runs without one of the cylinders.

Engine runs without one of the cylinders.

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

Check the correct tightening torque (1.5 ± 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 – 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A4 – A12 by means of pins 3 and 4 of over-head connector 2.

Check the correct tightening torque (1.5 ± 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 – 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A3 – A6 by means of pins 1 and 2 of over-head connector 1.

TESTS OR RECOMMENDED ACTION

In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.7.

In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.7.

NOTES

Common Rail NEF engines - CNH

97

On

On

5.4

5.5

EDC INDICATOR LIGHT

BLINK CODE

Electrical problem on injector no. 5.

Electrical problem on injector no. 4.

POSSIBLE CAUSE (*) = if present in the application

Engine runs without one of the cylinders.

Engine runs without one of the cylinders.

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

Check the correct tightening torque (1.5 ± 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 – 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A11 – A16 by means of pins 3 and 4 of over-head connector 3.

Check the correct tightening torque (1.5 ± 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 – 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A5 – A14 by means of pins 1 and 2 of over-head connector 2.

TESTS OR RECOMMENDED ACTION

In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.8.

In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.8.

NOTES

Common Rail NEF engines – CNH

98

On

On

5.6

5.7

EDC INDICATOR LIGHT

BLINK CODE Engine runs without one of the cylinders.

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

Power stage 1 for supplying Engine runs on just 3 power to electro-injectors cylinders. 1-2-3.

Electrical problem on injector no. 6.

POSSIBLE CAUSE (*) = if present in the application

99

Clear faults memory and restart engine. If the fault persists, make sure that it is not caused by injector failure (see note 5.X). The part cannot be replaced individually.

Check the correct tightening torque (1.5 ± 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 – 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A10 – A15 by means of pins 1 and 2 of over-head connector 3.

TESTS OR RECOMMENDED ACTION

It may occur that the case of the electronic control unit is shorting with the battery positive (accidental connection made via a wrench or other metal object).

In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.8.

NOTES

Common Rail NEF engines - CNH

On

6.1

On

On

5.8

6.2

EDC INDICATOR LIGHT

BLINK CODE

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

100

Camshaft sensor: signal Engine hard to start in any not present or not condition. plausible.

Crankshaft sensor: The engine does not start. signal not present or not Slight reduction in power plausible. and increased noise as the control unit is unable to handle the advance and duration of the injection as therefore refers to a recovery map.

Power stage 2 supplying Engine runs on 3 cylinders. power to electroinjectors 4-5-6.

POSSIBLE CAUSE (*) = if present in the application

Check that the sensor is clean and correctly secured. Check that the phonic wheel is clean and that it works correctly. Check that the sensor works correctly (R ≅ 920 Ω). If the sensor works correctly, check the wiring between the sensor connector (wiring side) pin 1 and EDC connector pin C25; between sensor connector (wiring side) pin 2 and the EDC connector pin C24.

Check that the sensor is clean and correctly secured. Check that the phonic wheel is clean and that it works correctly. Check that the sensor works correctly (R ≅ 920 Ω). If the sensor works correctly, check the wiring between the sensor connector (wiring side) pin 1 and EDC connector pin C25; between sensor connector (wiring side) pin 2 and the EDC connector pin C24.

Clear faults memory and restart engine. If the fault persists, make sure that it is not caused by injector failure (see note 5.X). The part cannot be replaced individually.

TESTS OR RECOMMENDED ACTION

The failure is not detected with the engine off. If the camshaft signal is incorrect, the crankshaft phase sensor signal is used in its place. This error is always associated to 6.3.

The engine does not start because the starter motor is deactivated by the control unit.

This failure is not detected with the engine off.

This may occur if the external enclosure of the unit has been shorted with the battery + (accidental connection via wrench or other metal object).

NOTES

Common Rail NEF engines – CNH

101

Flashing

On

6.5

On

6.3

6.4

EDC INDICATOR LIGHT

BLINK CODE

Faulty starter motor relay.

Engine overspeed.

Engine speed reading is not plausible.

POSSIBLE CAUSE (*) = if present in the application

Engine fails to start or cuts out.

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application At times only error 6.3 is stored while in reality the camshaft signal is faulty. In this case perform the checks indicated to solve error 6.2. This error could be stored randomly if the engine is turned off using the push-button underneath the cabin. If the damper flywheel is deteriorated, it results as being locally deformed and, if the cover junction areas have started to give, traces of silicone will be noted in the surrounding area. Check that the phonic wheel is clean and that it rotates without axial oscillation caused by possible deformation.

NOTES

Use a multitester to check the Only when the starting of the relay. engine is handled by the EDC If the relay is in good working control unit. order, check the wiring and connections between the relay and EDC connector pin B27.

Check for causes that could have resulted in a sudden loss of engine load with consequent overspeed, or (in the case of road vehicle applications) instruct the user on correct driving techniques.

On the contrary, check that the damper flywheel and phonic wheel on the crankshaft are working correctly and that the two sensors are clean and correctly secured.

Failure memory read: check the environmental conditions associated with this type of error. If the error was stored at an engine rate lower than 650 r.p.m., clear the failure memory and release the vehicle.

TESTS OR RECOMMENDED ACTION

Common Rail NEF engines - CNH

EDC INDICATOR LIGHT

Off

Off

BLINK CODE

7.2

7.6

Possible malfunction or error signals in electronic control devices connected on CAN.

CAN line hardware fault.

remains constantly lit.

Oil pressure indicator light Setting the key switch to faulty, or wiring shorted to ON the indicator light fails positive, shorted to ground, to illuminate, or in open circuit. or

(*)

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

(*)

POSSIBLE CAUSE (*) = if present in the application

If fault persists, check wiring and connections between indicator light and EDC connector pin B63 and check correct power supply to pressure gauge with integral indicator light.

If result is negative, renew indicator light and repeat active diagnosis.

Active fault diagnosis with diagnostic instrument.

Check wiring, connections and burden resistor (120 ohm).

TESTS OR RECOMMENDED ACTION

Only when the low oil pressure signal and indicator light are not controlled by the EDC unit.

On applications that do not use the CAN line, this is masked by a 120 Ohm resistor.

NOTES

Common Rail NEF engines – CNH

102

Flashing

Flashing

8.1

8.2

EDC INDICATOR LIGHT

BLINK CODE

In the event of an injector remaining occasionally jammed open, sudden and temporary performance impairment, with starting possible and good operation at low engine speeds and low loads, but problem occurring at high speeds and with high loads.

Substantial power loss.

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

Rail pressure sensor signal Substantial power loss shorted to positive, shorting to ground, or open circuit.

(the control unit must modify the control signal to the pressure regulator excessively in order to modulate the calculated pressure in the rail).

Fault in fuel pressure modulation

POSSIBLE CAUSE (*) = if present in the application

103

If all is in order, renew the sensor.

Check wiring and connections between sensor and EDC connector pins C12 – C20 – C27.

Read parameters with fault diagnosis instrument.

If a flow limiter valve has tripped, identify the malfunctioning injector and renew both injector and relative high pressure inlet connector.

Check that there are no fuel leaks in the high pressure section between pump and rail or inside the cylinder head.

Check to ensure that fuel is reaching the high pressure pump without obstruction (air hole in aspirated section, filter or prefilter clogged, pipes blocked, substantial fuel leakage).

TESTS OR RECOMMENDED ACTION Further details regarding checks to carry out on the fuel circuit are given in Troubleshooting Section 2.

NOTES

Common Rail NEF engines - CNH

Flashing

8.4

Flashing

Flashing

8.3

8.5

EDC INDICATOR LIGHT

BLINK CODE

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

104

Significant power drop

Anomaly of pressure values Significant power drop. in rail Possible simultaneous signalling of codes 8.1 and (pressure has fallen to 8.4. minimum or exceeded maximum values).

Fault in operation of rail relief valve (only regards dual stage relief valves).

Pressure regulator ground Significant power drop. fault, or shorting to positive, or open circuit. Code 8.1 could be present.

POSSIBLE CAUSE (*) = if present in the application

Check that there are no fuel leaks in the high pressure section between pump and rail or inside the cylinder head.

Check to see whether fuel is reaching high pressure pump without obstructions (clogged air hole in aspirated section, filter, or prefilter, pipes blocked, ample leakage of fuel).

Renew rail relief valve.

Use multitester to check condition of pressure regulator solenoid valve. If component is functional, check wiring and connections between regulator and EDC connector pins C4 – C5.

TESTS OR RECOMMENDED ACTION It is not possible to replace only the pressure regulator.

NOTES

Common Rail NEF engines – CNH

On

9.6

On

On

9.4

9.7

EDC INDICATOR LIGHT

BLINK CODE

TESTS OR RECOMMENDED ACTION

Substantial power reduction.

Battery discharges.

105 Engine fails to start or cuts out, or starting is difficult and engine malfunctions.

Check condition and correct installation of EDC sensors connector (C).

Warm up engine, bring it to slow idle speed and then perform correct shut-down.

Control unit remains Try removing and then constantly powered and refitting the fuse (to reset EDC indicator light remains the control unit). On even with key switch set to Off.

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

Sensors power supply fault. Storage of error on all sensors supplied from the EDC control unit.

Anomaly in check routine that control unit executes on system each time engine is stopped.

Main relay fails to disconnect.

POSSIBLE CAUSE (*) = if present in the application

Error could be stored in memory also in case of engine operating in conditions other than those of the application (e.g. engine on test bench without inertial loads).

The main relay is incorporated in the EDC control unit and cannot be renewed separately.

NOTES

Common Rail NEF engines - CNH

Possible error 8.1.

Possible hunting and exhaust smoke.

Poor performance under load demands.

SIGNALLED FAULT

Fuel lift pipe in tank partly clogged with debris or due to distortion caused by overheating.

Low fuel level in tank.

POSSIBLE CAUSE (*) = if present in the application

If the knob on the pump remains drawn to the bottom of the depression stroke, disassemble the fuel tank lift pipe and inspect it. If the lift pipe is in good condition, renew the prefilter.

Check that the priming pump on the prefilter is working correctly.

Check fuel level in tank.

RECOMMENDED TESTS OR ACTION Possible exhaust smoke derives from the fact that if insufficient fuel is supplied, the control unit attempts to compensate by extending the injectors energization time.

NOTES

Common Rail NEF engines – CNH

Section 2 – Non – B.C. Failures

106

POSSIBLE CAUSE (*) = if present in the application RECOMMENDED TESTS OR ACTION

107 POSSIBLE CAUSE (*) = if present in the application

Excessive passage of fuel through the rail relief valve.

Leakage of fuel from unions or low pressure pipelines downline from the fuel feed pump.

Engine cuts out suddenly Clogged fuel filter. (with no prior uneven running) and fails to restart.

SIGNALLED FAULT

Possible error 8.1

Renew fuel filter.

RECOMMENDED TESTS OR ACTION

Disconnect pipelines and visually check for significant passage of fuel through the relief valve: if fuel is present in substantial quantity, renew the valve.

Check O-Rings and correct connection of unions on pipelines downline from feed pump (clips must be protruding and unions securely fastened). Visually check condition of low pressure pipelines.

Air inlet upline from the fuel Check O-Rings and correct connection of feed gear pump. unions on pipelines between tank and feed pump (clips must be protruding and unions securely fastened). Possible hunting and exhaust smoke.

Poor performance under load demands.

SIGNALLED FAULT (cont’d.)

Remedy cause of fuel filter clogging (empty and clean tank and the part of the hydraulic circuit upline from the filter, refill tank with clean fuel).

NOTES

Unless the leak is copious, no performance anomalies will be noted. To check the condition of the O-Rings, extract the fuel return line from the tank, plug the end of the line hermetically, and activate the priming pump in order to pressurize the low pressure circuit.

NOTES

Common Rail NEF engines - CNH

POSSIBLE CAUSE (*) = if present in the application

High pressure pump not working properly.

POSSIBLE CAUSE (*) = if present in the application

Difficult starting, poor Injector with shutter or performance, and engine runs solenoid core (mechanical without one cylinder. part) jammed open.

SIGNALLED FAULT

Difficult starting and poor performance in all conditions.

SIGNALLED FAULT

Faulty injector can be easily identified by touch due to the absence of pulsing in the relative high pressure pipeline.

RECOMMENDED TESTS OR ACTION

After having excluded all other possible causes, renew high pressure pump.

RECOMMENDED TESTS OR ACTION

108

If flow limiter operates, also error 8.1 will be generated.

In the event of slight leakage, such as to prevent the mechanical operation of the injector but not sufficient to cause the flow limiter to operate, no error will be generated in the control unit.

NOTES

NOTES

Common Rail NEF engines – CNH

POSSIBLE CAUSE (*) = if present in the application

109

Engine runs without one of the cylinders though no fault is generated on the control unit.

SIGNALLED FAULT

Rupture of high pressure pipeline from pump to rail.

SIGNALLED FAULT

RECOMMENDED TESTS OR ACTION

The injector that is not working can be identified by touch due to the absence of pulsing of the corresponding high pressure pipeline.

RECOMMENDED TESTS OR ACTION

Injector jammed in closed position.

POSSIBLE CAUSE (*) = if present in the application

Find the injector that is not working and renew the injector and relative high pressure inlet connector.

RECOMMENDED TESTS OR ACTION

Anomalous vibration Renew the pipeline, taking care to fully caused by loosening of pipe tighten the antivibration bracket screws. brackets.

POSSIBLE CAUSE (*) = if present in the application

Starting the engine takes at Injector irreversibly jammed least 20 seconds with large open. quantities of white smoke from the exhaust and odour of fuel.

SIGNALLED FAULT

The injector that is not working can be identified by touch due to the absence of pulsing of the corresponding high pressure pipeline.

NOTES

It is very important, apart from correct tightening of the screws, to maintain the brackets in their original position.

NOTES

NOTES

Common Rail NEF engines - CNH

Common Rail NEF engines - CNH

MAINTENANCE Replacing electro-injectors Removal Activate safety conditions (may vary in relation to the application). ‰ disconnect the battery cables; ‰ disconnect the oil vapour pipes from the rocker cover and remove the rocker cover; ‰ remove the engine wiring harness re taining clips; ‰ disconnect the engine wiring harness from the electro-injector connectors, the overpressure sensor, and the temperature/pressure sensor; ‰ detach the pipes from the hydraulic accumulator and the fuel inlet connectors for the electro-injectors.

4 5 6

7 000917t

Loosen tappet fixing nuts (1) and unscrew the adjusters. Remove screws (2), remove rocker assy. (3) composed of support (6) rockers (4) and spindles (5), and remove bridges (7) from the valves.

When loosening the fixing union of the pipe to the hydraulic accumulator, use a wrench to prevent the flow limiters from turning.

1 2

000918t

Remove the electro-injector fixing screws and use tool 99342101 (1) to extract the electro-injectors (2) from the cylinder head. Replacement 000916t

3

Remove screws (1) and detach electroinjector wiring housing (2) complete with gasket.

1

Remove screws (5) and detach the air temperature/pressure sensor (6). Remove nuts (3) and extract the fuel inlet connectors (4).

2

000930t

Equip the electro-injector (1) with a new O-ring (2), pre-lubricated with Vaseline and a new seal washer (3). 110

Common Rail NEF engines - CNH

000919t

Insert the electro-injectors (1) into their locations in the cylinder head, oriented in such a way that the fuel inlet hole (2) is facing the fuel inlet connector bore side (3). Snug the fixing screws without tightening.

000921t

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

To bed in the electro-injectors use tool 99342101.

000917t 000920t

Fit a new fuel inlet pipe (2) and a new O-ring (3). Smear Vaseline on O-ring (3) before being fitted on inlet pipe (2). When inlet connector (2) is inserted into the bore in the cylinder head, orient the connector so that the centring ball (5) is aligned with the location (4) in the head.

Check that the tappet adjusters (1) are unscrewed to prevent them sticking when fitting the rocker assy. Equip the valves with their bridges (7). The notches (•) on the bridges must be oriented towards the exhaust manifold side. Now fit the rocker assys. (3) composed of support (6), rockers (4) and spindles (5), and fix them to the cylinder head by torquing fixing screws (2) to 36 Nm.

During this procedure orient electroinjector (1) in such a way that the pipe fits correctly into the injector’s fuel inlet bore (2). 111

Common Rail NEF engines - CNH Complete the assembly operation by performing the disassembly steps in reverse order, observing the following prescriptions: ‰ Tighten the electro-injector connector fixing nuts to the prescribed torque; ‰ Fit the high and low pressure pipes in accordance with the procedures given in the heading covering the main interventions on the installed engine; ‰ Fill the cooling circuit with coolant and bleed out the air. 000937t

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

Checks and inspections Start the engine, leave it running at slightly above idle speed, and wait for the coolant temperature to reach the thermostat opening value before checking that:

- intake valves 0.25 ± 0.05 mm - exhaust valves 0.50 ± 0.05 mm ‰

In order to adjust the rocker – valves operating clearance more rapidly, proceed as follows. Turn the crankshaft and balance the valves of cylinder no. 1 and adjust the clearance of the valves marked with an asterisk in the table: cylinder no. intake exhaust

1 -

2 7

3 7 -

4 7

5 7 -

6 7 7

Turn the crankshaft, balance the valves of cylnider no. 6 and adjust the clearance of the valves marked with an asterisk in the table: cylinder no. intake exhaust

1 7 7

2 7 -

3 7

4 7 -

5 7

6 -

112

There are no leaks from the engine cooling circuit hoses and the cab heating hoses. Tighten the hose clamps wherever necessary.

Common Rail NEF engines - CNH

Crankshaft front cover Replacing the oil seal ring

000902t

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

000900t

Apply tool 99340055 (4) to the crankshaft front spigot (2). Working through the guide holes of tool 99340055 (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) by screwing down the 6 screws (5) supplied. Now extract seal ring (1) by tightening screw (3).

000904t

Apply the appropriate pry bar (3) of tool 99363204 to external seal ring (2) as shown in the figure, and then use lever (4) to remove the seal ring from the front cover (1).

113

Common Rail NEF engines - CNH Flywheel housing Replacing the seal ring

000901t

Fit, to the crankshaft rear spigot (6), part (5) of tool 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) until seal ring (3) is inserted fully home in flywheel housing (7).

000903t

Apply tool 99340056 (3) to the crankshaft rear spigot (5). Working through the guide holes of tool 99340056 (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 by screwing down the 6 screws (4) supplied. Now extract seal ring (1) by tightening screw (2).

000904t

Apply the appropriate pry bar (3) of tool 99363204 to external seal ring (2) as shown in the figure, and then use lever (4) to remove the seal ring from the flywheel housing (1).

114

Common Rail NEF engines - CNH Flywheel housing

000905t

DIAGRAM OF LOCTITE 5205 APPLICATION ZONE Weight of flywheel housing: 23 kg

*

000906t

* Not present on F4AE0684H-E engines

DIAGRAM OF FLYWHEEL HOUSING FIXING SCREW TIGHTENING SEQUENCE m12 screws 75 - 95 Nm m10 screws 44 - 53 Nm 115

Common Rail NEF engines - CNH Rear gear case

000908t

DIAGRAM OF LOCTITE 5999 APPLICATION ZONE

000907t

TIGHTENING SEQUENCE DIAGRAM FOR REAR GEAR CASE FIXING SCREWS M12 screws 65 - 89 Nm M8 screws 20 - 28 Nm M10 screws 42 - 52 Nm

116

Common Rail NEF engines - CNH

TOOLS TOOL No.

DESIGNATION

99305018

Case with complete equipment for valve seat regrinding

99305047

Spring load checker

99317915

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

99322205

Rotary stand for assembly overhaul (capacity 1000 da N, couple 120 da N/m)

99340055

Crankshaft front seal puller

99340056

Crankshaft rear seal puller

117

Common Rail NEF engines - CNH TOOL No.

DESIGNATION

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

118

Common Rail NEF engines - CNH

TOOL No.

DESIGNATION

99360076

Engine oil filter wrench

99360183

Pliers for removal and fitting of piston rings (65110mm)

99360268

Tool for removal and fitting of engine valves

99360330

Flywheel turner

99360362

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

99360500

Tool for lifting the crankshaft

119

Common Rail NEF engines - CNH TOOL No.

DESIGNATION

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 stand 99322205

99363204

Oil seal puller tool

99370006

Grip for interchangeable tappers

99370415

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

120

Common Rail NEF engines - CNH

TOOL No.

DESIGNATION

99389829

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

99389834

Torque driver for calibrating tightening torque of injector solenoid valve connector nuts

99395216

Pair of measurement devices for angular tightening with ½” and ¾" square attachment

99395363

Connecting rod quadrature control square

99395603

Comparator (0-5mm)

121

Common Rail NEF engines - CNH

TIGHTENING TORQUES PART M8 cylinder liner lubrication nozzles fixing screw M12 crankshaft cap fixing screws

Phase 1 Phase 2 Phase 3

M6 camshaft sensor stud bolts M8 fuel feed pump stud bolts M12 rear gear case fixing screw M10 rear gear case fixing screw M8 rear gear case fixing screw M6 camshaft sensor nut Phase 1 Phase 2

M8 oil pump screw M8 front cover screw M8 camshaft longitudinal retainer plate fixing screw M8 timing gear fixing screw M11 connecting rod caps fixing screw

Phase 1 Phase 2

M10 crankcase soleplate fixing screw M18 high pressure pump gear fixing screw M8 fuel pump fixing nuts 1/2 inch plug on cylinder head 1/4 inch plug on cylinder head 3/4 inch plug on cylinder head M6 injector fixing screw Injector supply union fixing nut M6 fixing nut for preheating grid on intake manifold M8 intake manifold fixing screw M12 screw for engine hoisting rear brackets M8 common rail fixing screw M14 unions for high pressure fuel pipes M12 cylinder head fixing screw (12×1.75×130) M12 cylinder head fixing screw (12×1.75×150)

Phase 1 Phase 2 Phase 3

TORQUE Nm 15 ± 3 50 ± 6 80 ± 6 90° ± 5° 8±2 12 ± 2 77 ± 12 47 ±5 24 ± 4 10 ± 2 8±1 24 ± 4 24 ± 4 24 ± 4 36 ± 4 60 ± 5 60° ± 5° 43 ± 5 105 ± 5 24 ± 4 24 ± 4 36 ± 5 12 ± 2 8.5 ± 0.8 50 ± 5 8±2 24 ± 4 77 ± 12 24 ± 4 20 ± 2 35 ± 5 55 ± 5 90° ± 5° 90° ± 5°

kgm 1.5 ± 0.3 5 ± 0.6 8 ± 0.6 0.8 ± 0.2 1.2 ± 0.2 7.7 ± 1.2 4.7 ± 0.5 2.4 ± 0.4 1 ± 0.2 0.8 ± 0,1 2.4 ± 0,4 2.4 ± 0.4 2.4 ± 0.4 3.6 ± 0.4 6 ± 0.5 4.3 ± 0.4 10.5 ± 0.5 2.4 ± 0.4 2.4 ± 0.4 3.6 ± 0.5 1.2 ± 0.2 0.85 ± 0.08 5 ± 0.5 0.8 ± 0.2 2.4 ± 0.4 7.7 ± 1.2 2.4 ± 0.4 2 ± 0.2 3.5 ± 0.5 5.5 ± 0.5

Tightening sequence

F

000926t

F = Front

122

Common Rail NEF engines - CNH PART

TORQUE Nm

kgm

36 ± 5 24 ± 4

3.6 ± 0.5 2.4 ± 0.4

20 ± 2

2 ± 0.2

24 ± 4

2.4 ± 0.4

M8 fixing screw for injector feeding wiring support

10 ± 2 24 ± 4

1 ± 0.2 2.4 ± 0.4

Wiring fixing nuts on each electro-injector

1.5 ± 0.25

0.15±0.025

M12 fixing screw for fuel filter bracket

77 ± 8 7.7 ± 0.8 24 ± 4 2.4 ± 0.4 contact + 3/4 revolution 80 ± 8 8 ± 0.8

Rocker support fixing screw Valve clearance adjuster nut M14 screw fixing supply line from high pressure pump to common rail M8 high pressure pipe union fixing screw M6 fixing screw for cylinder head wiring feed-thru connector

M8 fixing screw for fuel filter support Fuel filter M22 fixing screw for oil pressure adjuster valve on oil filter support M8 screw, radiator, oil seal and oil filter support Oil filter 11/8 inch attachment on filter support for turbine lubrication

24 ± 4 2.4 ± 0.4 contact + 3/4 revolution 24 ± 4

2.4 ± 0.4

10 ± 2 43 ± 6

1 ± 0.2 4.3 ± 0.6

24 ± 4

2.4 ± 0.4

22 ± 2 10 ± 2

2.2 ± 0.2 1 ± 0.2

10 ± 2

1 ± 0.2

53 ± 5 50 ± 5 90° 68 ± 7

5.3 ± 0.5 5 ± 0.5

24 ± 4

2.4 ± 0.4

43 ± 6 43 ± 6

4.3 ± 0.6 4.3 ± 0.6

85 ± 10

8.5 ± 1

49 ± 5 10 ± 2

4.3 ± 0.5 1 ± 0.2

24 ± 4

2.4 ± 0.4

M8 valves cover fixing screw

12 ± 2 24 ± 4

1.2 ± 0.2 2.4 ± 0.4

M6 camshaft sensor fixing screw

8±2

0.8 ± 0.2

M6 crankshaft sensor fixing screw M14 engine coolant temperature sensor fixing screw

8±2 20 ± 3

0.8 ± 0.2 2 ± 0.3

M5 oil pressure – temperature sensor fixing screw

6±1

0.6 ± 0.1

Fuel pressure sensor fixing screw

35 ± 5

3.5 ± 0.5

M14 fuel temperature sensor fixing screw

20 ± 3

2 ± 0.3

M12 fixing nut for turbine lubrication pipeline M10 fixing screw for coolant inlet attachment 90° curve fixing (if necessary) on engine coolant inlet attachment Pipeline on cylinder head for compressor cooling M6 fixing screw for engine coolant discharge union Fixing of engine block studs for exhaust manifold M10 exhaust manifold to cylinder head fixing screw M12 damper flywheel adapter fixing screw and damper flywheel fixing to crankshaft

Phase 1 Phase 2

M10 pulley to crankshaft fixing screw M8 water pump fixing screw M10 auxiliary equipment drive belt tensioners fixing screw M10 fixing screw for auxiliary equipment drive belt fixed pulleys M10 flywheel housing fixing screw M12 flywheel housing fixing screw M6 engine control unit heat exchanger fixing screw M8 engine control unit heat exchanger fixing screw M12 inlet–outlet attachment on heat exchanger

123

6.8 ± 0.7

Common Rail NEF engines - CNH PART Air temp./press. sensor fixing screw on intake manifold M12 engine oil level sensor fixing screw  studs M10  nuts M10 

Turbine fixing to exhaust manifold:

M12 adapter on turbine for lubricating oil pipeline (inlet) Pipeline fixing on M10 adapter for turbine lubrication Oil pipeline to crankcase fixing on M10 adapter for turbine lubric. M8 oil discharge pipeline fixing on turbine Fixing of M6 union for oil return from cylinder head to flywheel housing M12 flywheel fixing screws Stage 1 Stage 2 M8 engine hoisting front bracket fixing screw Engine oil sump fixing screw

TORQUE Nm

kgm

6±1 12 ± 2

0.6 ± 0.1 1.2 ± 0.2

7±1

0.7 ± 0.1

43 ± 6

4.3 ± 0.6

35 ± 5 35 ± 5 43 ± 6 24 ± 4 10 ± 2

3.5 ± 0.5 3.5 ± 0.5 4.3 ± 0.6 2.4 ± 0.4 1 ± 0.2

30 ± 4 60° ± 5° 24 ± 4 24 ± 4

3 ± 0.4 2.4 ± 0.4 2.4 ± 0.4

AUXILIARY EQUIPMENT PART Alternator: M10 bracket fixing screw on water inlet connection M10 alternator fixing nut Air conditioner: M10 bracket fixing screw M10 compressor fixing screw Starter motor: Starter motor fixing screw

124

TORQUE Nm 43 ± 6 43 ± 6

kgm 4.3 ± 0.6 4.3 ± 0.6

43 ± 6 24 ± 4

4.3 ± 0.6 2.4 ± 0.4

43 ± 6

4.3 ± 0.6

Common Rail NEF engines - CNH

ASSEMBLY CLEARANCE DATA F4AE0684 Type H CYLINDER BLOCK AND CRANK MEMBERS

E mm

∅1

Cylinder liners

Pistons: supplied as spares type Distance X Outside diameter ∅1 Seat for pin ∅2 Piston – cylinder liners ∅1

Pistons diameter

Protrusion of pistons from crankcase X

∅3

Gudgeon pin Gudgeon pin – pin seat

125

102,01 - 102,03

12 101.883 - 101,.97 40.008 – 40.014 0.113 – 0.147 0.5

0.28 - 0.52

39.9968 - 40.0032 0.0048 – 0.0172

F

Common Rail NEF engines - CNH F4AE0684 Type H CYLINDER BLOCK AND CRANK MEMBERS Piston type

E mm

X1* X2 X3 * measured on ∅ 98 mm S1* Piston rings S2 S3 * measured on ∅ 98 mm 1 Piston rings – grooves 2 3 Piston ring grooves

Piston rings

2.705 - 2.735 2.420 - 2.440 4.020 - 4.040 2.560 - 2.605 2.350 - 2.380 3.975 - 4.000 0.100 - 0.175 0.040 - 0.090 0.020 - 0.065 0.5

Piston ring gaps in cylinder liner: X1 X2 X3 Small end bushing seat ∅1 Connecting rod bearing seat ∅2 Small end bushing diameter

0.22 - 0.32 0.60 - 0.85 0.25 - 0.55 42.987 - 43.013 72.987 - 73.013

outside ∅4 inside ∅3 Big end bearing shells supplied as spares S Small end bushing – seat

43.279 - 43.553 40.019 - 40.033

Gudgeon pin – bushing

0.0362 – 0.0158

126

1.955 - 1.968 0.266 - 0.566

F

Common Rail NEF engines - CNH

F4AE0684 Type H CYLINDER BLOCK AND CRANK MEMBERS

E mm

Measurement distance X

-

Maximum error on parallelism of connecting rod axes =

-

∅1 ∅2

Main journals Crankpins Main bearing shells

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

82.99 - 83.01 68.987 - 69.013 2.456 - 2.464 1.955 - 1.968

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

87.982 - 88.008 87.977 - 88.013

Bearing shells – main journals: no. 1–7 no. 2–3–4–5–6 Bearing shells – crankpins

0.041 - 0.119 0.041 - 0.103 0.033 - 0.041

Main bearing shells Big end bearing shells Main journal of thrust bearing

+ 0.250; + 0.500

X1

37.475 - 37.545

Main bearing housing of thrust bearing X2

25.98 - 26.48

Shoulder half rings

37.28 - 37.38

X3

Crankshaft shoulder

127

0.068 - 0.41

F

Common Rail NEF engines - CNH F4AE0684 Type H

E

F

CYLINDER HEAD – TIMING SYSTEM Valve guide seats on cylinder head

7.042 - 7.062

∅1

Valves: ∅4 α ∅4 α

6.970 - 6.999 60° - 0.25° 6.970 - 6.999 45° - 0.25°

Valve stem and valve guide

0.052 - 0.092

Seat on head for valve seat:

34.837 - 34.863 ∅1 34.837 - 34.863

∅1 Valve seat outside diameter; angle of valve seats on cylinder head: ∅2 α ∅2 α Recessing

34.917 - 34.931 60° 34.917 - 34.931 45°

X

0.59 - 1.11 0.96 - 1.48

X Between valve seat and head

0.054 - 0.094 0.054 - 0.094

Valve seats

-

128

-

Common Rail NEF engines - CNH

F4AE0684 Type H CYLINDER HEAD – TIMING SYSTEM Valve spring height: free spring under load of: 339.8 ± 9 N 741 ± 39 N

E mm

Injector protrusion

H

47.75

H1 H2

35.33 25.2

X

Seats for camshaft bushings n° 1–7 Seats for camshaft pins n° 2–3–4–5–6 Camshaft main journals: 1⇒7 ∅ Camshaft bushings outside diameter: ∅ Bushing inside diameter ∅ Bushings and seats in crankcase Bushings and main journals

not adjustable

59.222 - 59.248 54.089 - 54.139

53.995 - 54.045

54.083 - 54.147 0.038 - 0.162

Useful cam lift: 6.045 7.582

129

F

Common Rail NEF engines - CNH

F4AE0684 Type H CYLINDER HEAD – TIMING SYSTEM

E mm

Tappet plate seat in crankcase

∅1

16.000 - 16.030

∅2 ∅3

15.924 - 15.954 15.960 - 15.975

Tappet plate outside diameter:

Between tappets and seats Tappets

0.025 - 0.070 -

Rocker carrier spindle ∅1

21.965 - 21.977

∅2

22.001 - 22.027

Rockers Between rockers and spindle

130

0.024 - 0.162

F

Dr.M. Ender /02.00 Modifiche ottobre 01

Blink code

1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3.1 3.5 3.3 3.6 3.2 3.4 3.7 3.8 3.9 4.2 4.3 4.4 4.5 4.6 5.1 5.5 5.3 5.6 5.2 5.4 5.7 5.8 6.1 6.2 6.3 6.4 6.5 6.6 6.8 7.2 7.3 7.4 7.1 7.5 7.6

Failure Codes P168v30

Failure description VEHICLE Vehicle Speed Signal Multiple State Switch Cruise Control Buttons Accelerator Pedal Signal Clutch signal Service Brake signal (plaus.) Accelerator Pedal (plaus.with brake) Diagnostic lamp Engine brake preselection button ENGINE1 Coolant Temp. Signal Boost Temp. Signal Fuel Temp. Signal Boost Pressure Signal Atmospheric Pressure Signal Oil Pressure Signal Oil Temp. Signal Power stage fuel filter heater HS power stage cold start heater relay ENGINE2 Adapt.cylinder balancing Cyl.1 Adapt.cylinder balancing Cyl.5 Adapt.cylinder balancing Cyl.3 Adapt.cylinder balancing Cyl.6 Adapt.cylinder balancing Cyl.2 Adapt.cylinder balancing Cyl.4 Battery voltage signal LS power stage cold start lamp Cold start heater monitoring VGT Turbo speed signal Fuel limitation from VGT Boost Pressure Control Power stage VGT Powerstage engine brake INJECTORS Injector solenoid valve Cyl.1 Injector solenoid valve Cyl.5 Injector solenoid valve Cyl.3 Injector solenoid valve Cyl.6 Injector solenoid valve Cyl.2 Injector solenoid valve Cyl.4 Injector Booster Voltage C1 Injector Booster Voltage C2 ENGINE SPEED Increment speed signal Segment speed signal Engine speed sensing Engine overspeed HS power stage 8 for starter control SS power stage 1 for TD signal SS power stage 2 for sync signal INTERFACES CAN Hardware CAN Transmission Control CAN Aut.Traction Control (ASR) DASHBOARD LS power stage 2 vehicle limit button LS power stage 3 engine brake lamp LS power stage 4 pressure lamp

-

Label

SAE code

Warning type

System degradation

VSS MSS CCB APP1 CLU SBR APP2 LP6 EBP

0500 0703 0572 0120 0704 0571 0220 1675 1880

1 0 -

0 0 0 3 0 0 0 0 0

CTS BTS FTS BPS APS OPS OTS HP7 HP1

0115 0110 0180 0235 0105 0520 0195 1686 1680

1 0 0 1 0 1 0 0 0

0 0 0 0 0 1 0 0 0

ACY1 ACY2 ACY3 ACY4 ACY5 ACY6 BAT LP1 TGHV

0301 0302 0303 0304 0305 0306 0560 1670 1875

1 0 0

0 0 0 0 0 0 2 0 0

ETSS FLVT BPCO HPC3 HP4

1127 1126 1125 1692 1683

-

0 0 0 0 0

SV1 SV2 SV3 SV4 SV5 SV6 C1 C2

0201 0202 0203 0204 0205 0206 1606 1607

1 1 1 1 1 1 1 1

2 2 2 2 2 2 3 3

CRK CAM ESS CMOL HP8 DA1 DA2

0335 0340 0320 0219 1687 1693 1694

1 1 1 2 0 -

2 2 0 0 0 0 0

CANDEF TC ATC

1611 1610 1609

0 -

0 0 0

LP2 LP3 LP4

1671 1672 1673

0

0 0 0

SS power stage 3 oil pressure gauge DA3 1695 LS power stage 5 coolant temperature lamp LP5 1674 0 SS power stage 4 coolant temperature gauge DA4 1696 FUEL PRESSURE Fuel pressure monitoring CP3 MPROP 0233 2 8.1 Fuel pressure signal FPS 0190 2 8.2 SS Power stage 1 fuel pressure control HPC1 1690 2 8.3 Monitoring of rail pressure relief valve MPRV 0231 2 8.4 Rail pressure Min/Max error DRV 0233 2 8.5 CC HS Power stage 2 EGR control HPC2 1691 8.6 Air Mass signal AMS 0100 8.7 Ambient Temp signal ATS 0110 8.8 ECU Truck Security System (Immobil.) TSSL 1501 9.3 Main relay defect MMR 1625 1 9.4 ECU: Self Test Shutoff Paths STSP 1285 1 9.6 Power supply for sensors PSS 0561 1 9.7 Blink types: 2=Blinking light 1=Continous light 0=No light System degradation: 0=0% derate 1=unboosted power curve 2=50% torque 3=limited engine speed 7.7 7.8 7.9

-

0 0 0 3 3 3 3 4 0 0 0 0 0 3 0 4=engine stop

Centre de formation RN 330 Penchard 77122 MONTHYON FRANCE Tel : (33)1-64-36-54-70 Fax : (33)1-64-36-54-89