ME22 ETH_gb
Short Description
ASTRA TRUCK...
Description
Engines hardware Euro 5 Software Euro 3
NOTE for ASTRA engines hardware and software Euro 3 Type of engine: F3BEE681_*B
IVECO Unetversity Lungo Stura Lazio 15 / 19 10156 – Torino Tel. 011.00.76279 – Fax 011.00.76237 1st Edition – 10 / 10
CONTENTS Page TECHNICAL CODING On road vehicles ..................................................................................... 3 TECHNICAL CODING Off road vehicles ..................................................................................... 4 MAIN FEATURES OF F2B (CURSOR 8) engine......................................................................... 5 MAIN FEATURES OF F3A (CURSOR 10) engine....................................................................... 8 MAIN FEATURES OF F3B (CURSOR 13) engine..................................................................... 11 MAIN NEW FEATURES ............................................................................................................ 14 F2B (CURSOR 8) ENGINE WALK AROUND ............................................................................ 15 F3A (CURSOR 10) ENGINE WALK AROUND .......................................................................... 20 F3B (CURSOR 13) ENGINE WALK AROUND .......................................................................... 25 DESCRIPTION OF MAIN ENGINE COMPONENTS ................................................................ 30 Engine block and cylinder liners ............................................................................................... 30 Cylinder head (F3A - F3B engines) ........................................................................................... 32 Crankshaft (F2B – F3A – F3B) engines ..................................................................................... 32 Connecting rods (F2B – F3A – F3B) engines ............................................................................ 33 Pistons (F2B – F3A – F3B) engines .......................................................................................... 34 Half-bearings ............................................................................................................................. 37 Crankshaft sealing rings (F2B – F3A – F3B) engines................................................................ 51 Camshaft (F2B engine).............................................................................................................. 52 Camshaft (F3A engines) ............................................................................................................ 53 Valve springs ............................................................................................................................. 54 Valve drive and pump injector drive (F2B – F3A – F3B engines) .............................................. 55 Valve drive (F2B – F3A – F3B) ................................................................................................. 56 Engine flywheel (F2B – F3A – F3B engines) ............................................................................. 57 Auxiliary drive ............................................................................................................................ 59 LUBRIFICATION ....................................................................................................................... 60 Lubrication circuit (F2B engine) ................................................................................................. 61 Lubrication circuit (F3A – F3B engines) ..................................................................................... 62
Course ME22 ETH – Ed.1 – 10/10
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Engine oil lubrication diagram .................................................................................................... 64 ENGINE COOLING (F2B – F3A – F3B engines) ....................................................................... 70 Water pump................................................................................................................................ 71 Thermostat ................................................................................................................................. 72 Fan with electromagnetic coupling ............................................................................................. 73 TURBOCHARGING ................................................................................................................... 80 Variable geometry turbocharger (VGT) ...................................................................................... 81 ENGINE BRAKE ........................................................................................................................ 85 Conventional engine brake......................................................................................................... 85 ITB (Iveco Turbo Brake) ............................................................................................................ 86 FUEL SYSTEM .......................................................................................................................... 90 Injectors...................................................................................................................................... 92 Pressure damper........................................................................................................................ 96 Fuel filter .................................................................................................................................... 97 SETTINGS ................................................................................................................................. 98 DATA AND INSTALLATION CLEARANCES ........................................................................... 108 TIGHTENING TORQUES (F2B ENGINES) ............................................................................. 114 TIGHTENING TORQUES (F3A ENGINES) ............................................................................. 118 TIGHTENING TORQUES (F3B ENGINES) ............................................................................. 120 SPECIAL TOOLS (F2B – F3A – F3B engines) ........................................................................ 126 ENGINE ELECTRONIC SECTION........................................................................................... 127
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Course ME22 ETH – Ed.1 – 10/10
TECHNICAL CODES ON ROAD VEHICLES SERIAL NUMBER
TYPE
F
3
B
E
0
6
8
1
A ** B
0
0
1
-
Production serial number No. of version within DB
Gaseous emissions level
B = Euro 3 Engine power and torque level
Application (1 truck, etc)
Fuel system + injection (TCA, diesel direction injection)
Number of li d Number of stroke and cylinder position (0 = 4 stroke, vertical without SCR post-treatment)
Engine
Development of range with same or different displacement
Engine range description
F3B
F3A
F2B
Course ME22 ETH – Ed.1 – 10/10
3
A
540 hp / 2400 Nm
E
480 hp / 2200 Nm
B
430 hp / 2100 Nm
D
400 hp / 1900 Nm
A
352 hp / 1300 Nm
OFF ROAD VEHICLES SERIAL NUMBER
TYPE
F
3
B
E
0
6
8
1
V ** B
0
0
1
-
Production serial number No. of version within DB
Gaseous emissions level
X = Euro 3 Engine power and torque level
Application (1 truck, etc)
Fuel system + injection (TCA, diesel direction injection)
Number of li d Number of stroke and cylinder position ((0 = 4 stroke, vertical without SCR post-treatment)
Engine
Development of range with same or different displacement
Engine range description
F3B
4
G
380 hp / 1800 Nm
V
420 hp / 1900 Nm
C
440 hp / 2100 Nm
E
480 hp / 2200 Nm
Course ME22 ETH – Ed.1 – 10/10
MAIN SPECIFICATIONS F2B (CURSOR 8) ETH engine data
Type
F2B
Cycle
Diesel 4 stroke
Fuel system
Turbocharged with intercooler
Injection
Direct
Number of cylinders
Bore
6, in line
115
mm
Stroke
125
mm
Total displacement cm³
7790
Compression ratio
16 : 1
Maximum power
259
kW
(352) (BHP) 2400 rpm Maximum torque
Nm
1280
(kgm)
(131) 1080 1930
rpm
Minimum speed of engine with no load rpm
525 50
Maximum speed of engine with no load rpm
2760 20
Course ME22 ETH – Ed.1 – 10/10
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F2B (CURSOR 8) ETH engine data
F2B
Type
TIMING GEAR Begins before T.D.C.
A
17°
Ends after B.D.C.
B
31°
Begins before B.D.C.
D
48°
Ends after T.D.C.
C
9°
Operation
mm mm
X
0,35 0,45 0,35 0,45 By means of fuel pump - Filters
FUEL SYSTEM Injection Bosch
With PDE30 electronically regulated injectors. Injectors – pump driven by overhead camshaft
1–4–2–6–3–5
Firing order
Injection pressure
bars
6
1500
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F2B (CURSOR 8) ETH engine data
Type
F2B
TURBOCHARGING Turbocharger type:
HOLSET variable geometry HE 431 V
LUBRICATION
Forced by gear pump, pressure limiting valve, oil filter
Oil pressure with engine warm (100 °C 5 °C): when idling
bars
1,5
at maximum speed
bars
5 Via centrifugal pump, adjustment thermostat, radiator, viscostatic fan, heat exchanger
COOLING Coolant pump drive:
Via belt
Thermostat:
N. 1
85 °C
opening starts: CAPACITIES Total capacity 1st filling litres kg
28 25,2
litres kg
12,5 11,2
litres kg
23 21
Capacity: - engine sump at min level.
Lubricants
– engine sump at max. level
– circulating quantity that does not return to sump litres kg – quantity contained in cartridge filter (to be added when cartridge filter is changed). litres kg
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5 4,5
2,5 2,3
F3A (CURSOR 10) ETH engine data Type
F3AE0681B
F3AE0681D
Diesel 4 stroke
Cycle
Turbocharged with intercooler
Fuel system
Direct
Injection
Number of cylinders
6, in line
Bore
mm
125
Stroke
mm
140
Total cylinder capacity 3 cm
10300
Compression ratio
16,5 : 1
Maximum power
kW
294 (400)
316 (430)
rpm.
2100
2100
Nm (kgm)
1900 (194)
1900 (194)
1050 1550
1050 1590
(bhp) Maximum torque
rpm. Minimum speed of engine with no load rpm.
550 50
rpm.
2550 20
Maximum speed of engine with no load
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Course ME22 ETH – Ed.1 – 10/10
0,50 +/- 0,05
F3A (CURSOR 10) ETH engine data
Type
F3A
TURBOCHARGING Turbocharger type:
HOLSET HE 531 V variable geometry
LUBRICATION
Forced by gear pump, pressure limiting valve, oil filter
Oil pressure with engine warm (100 °C 5 °C): when idling
bars
1,5
at maximum speed
bars
5 Via centrifugal pump, adjustment thermostat, radiator, viscostatic fan, heat exchanger
COOLING Coolant pump drive:
Via belt N. 1
Thermostat:
84 °C ± 2°C
opening starts: maximum opening:
94 °C ± 2°C
CAPACITIES Total capacity 1st filling litres kg
32 28,8
litres kg
17 15,3
litres kg
25 22,5
Capacity: - engine sump at min level.
Urania FE 5W30 Urania LD 7
– engine sump at max. level
– circulating quantity that does not return to sump litres kg – quantity contained in cartridge filter (to be added when cartridge filter is changed). litres kg
10
7 6,3
2,5 2,3
Course ME22 ETH – Ed.1 – 10/10
Cycle
Diesel 4 stroke
Fuel system
Turbocharged with intercooler
Injection
Direct
Number of cylinders
6, in line
135
Bore mm
Stroke
150
mm
Total displacement cm³
12880
Compression ratio
16,5 : 1
Maximum power
279
309
324
353
397
(380)
(420)
(440)
(480)
(540)
rpm
1900
1900
1900
1900
1900
Nm
1800
1900
2100
2200
2350
(kgm)
(184)
(194)
(214)
(224)
(240)
9001500
9001500
9001470
15001900
10001600
kW (BHP)
Maximum torque
rpm
Minimum speed of engine with no load rpm
525 25
Maximum speed of engine with no load rpm
2250 20
Course ME22 ETH – Ed.1 – 10/10
F3BE0681A
F3BE0681E
F3BE0681C
Type
F3BE0681V
F3BE0681G
F3B (CURSOR 13) ETH engine data
11
0,60 +/- 0,05
F3B (CURSOR 13) ETH engine data Type
F3B
TURBOCHARGING Turbocharger type:
HOLSET variable geometry HE 551 V
LUBRICATION
Forced by gear pump, pressure limiting valve, oil filter
Oil pressure with engine warm (100 °C 5 °C): when idling
bars
1,5
at maximum speed
bars
5 Via centrifugal pump, adjustment thermostat, radiator, viscostatic fan, heat exchanger
COOLING Coolant pump drive:
Via belt N. 1
Thermostat:
84 °C ± 2°C
opening starts: maximum opening:
94 °C ± 2°C
CAPACITIES Total capacity 1st filling litres kg Capacity: - engine sump at min level.
Urania FE 5W30 Urania LD 5 Urania Turbo LD
litres kg – engine sump at max. level litres kg – circulating quantity that does not return to sump litres kg – quantity contained in cartridge filter (to be added when cartridge filter is cartridge). litres kg
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35 31,5
20 18 28 25,2
7 6,3
3 2,7
MAIN NEW FEATURES The Cursor – Euro 3 engines differ from Cursor - Euro 4/5 engines in the following main components:
camshaft with different pump injector drive cam profile (the same of oldest Euro3);
EDC7 UC31 engine control unit calibration parameters;
No SCR exhaust gas treatment system.
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WALK-AROUND F2B (CURSOR 8) ETH engine Left side view
000551t
A
Coolant temperature sensor (for gauge)
B
Coolant temperature sensor (for EDC)
C
Water return line from turbocharger
D
Oil delivery line to turbocharger
E
Turbocharger
F
Exhaust manifold
G
Cam cover with filter and blow-by valve
H
Oil filter mount and heat exchanger
I
Oil return line from turbocharger
J
Water delivery line to turbocharger
K
Proportional solenoid and VGT actuator drive
L
Air filter for operating VGT
M
Flywheel sensor
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F2B (CURSOR 8) ETH engine Right side view
000552t
A
Cam cover with filter and blow-by valve
B
Rocker cover
C
Filter mount with fuel temperature sensor
D
Sound absorbent panel
E
Intake manifold with heater element and air sensors
F
Fuel feed pump
G
Starter motor
H
Air compressor
I
Electronic control unit
J
A.C. compressor
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F2B (CURSOR 8) ETH engine Front view
0052128t
A
Automatic belt tensioner
B
Alternator
C
Engine brake drive solenoid
D
Fan pulley
E
Thermostat housing
F
Fixed pulley
G
Water pump
H
Water pump drive belt, fan pulley and alternator
I
Air conditioner compressor drive belt
J
Viscostatic damping flywheel
Course ME22 ETH – Ed.1 – 10/10
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F2B (CURSOR 8) ETH engine Rear view
000554t
A
Turbocharger
B
Blow – by valve
C
Blow – by filter
D
Flywheel
E
Hole for inspecting flywheel positioning during adjustments
F
Window for applying flywheel rotation tool
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F2B (CURSOR 8) ETH engine Top view
000555t
A
Flywheel cover housing
B
Exhaust manifold
C
Turbocharger
D
Filler fitting
E
Power steering fluid reservoir
F
Rocker cover
G
Compressed air pipe
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F3A (CURSOR 10) ETH engine Front view
0053209t
1. PWM valve air filter – 2. Alternator – 3. Automatic belt tensioner – 4. Air conditioner compressor – 5. Air conditioner compressor drive belt – 6. Viscostatic damping flywheel – 7. Fixed pulley – 8. Water pump – 9. VGT actuator – 10. Fan pulley – 11. Thermostat casing
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F3A (CURSOR 10) ETH engine Left side view
0052131t
1. Compressed air outlet – 2. Oil filters – 3. Oil return pipe from turbocharger – 4. Water oil heat exchanger – 5. Oil pressure adjustment valve – 6. Exhaust gas outlet – 7. Cam cover – 8. Exhaust manifold – 9. Turbocharger – 10. VGT actuator
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F3A (CURSOR 10) ETH engine Rear view
0052132t
1. VGT actuator – 2. Turbocharger – 3. Oil filter – 4. Flywheel – 5. Blow-by filter – 6. Blow-by valve
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F3A (CURSOR 10) ETH engine Right side view
0053210t
1. Timing cover with blow-by filter and valve– 2. Compressor – 3. Starter motor – 4. Power steering pump– 5. Feed pump – 6. Control unit EDC7 UC 31 – 7. Dipstick – 8. air conditioner compressor – 9. Intake manifold – 10.PWM valve air cleaner – 11. Power steering fluid reservoir – 12. Fuel filter with temperature sensor
Course ME22 ETH – Ed.1 – 10/10
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F3A (CURSOR 10) ETH engine Top view
0052134t
1. Exhaust manifold – 2. Fuel filler fitting – 3. Intake manifold – 4. Compressed air outlet – 5. Turbocharger – 6. Exhaust gas outlet
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F3B (CURSOR 13) ETH engine Front view
0053211t
1. PWM valve air filter – 2. Alternator – 3. Dipstick – 4. Automatic belt tensioner – 5. Air conditioner compressor – 6. Air conditioner compressor drive belt – 7. Viscostatic damping flywheel – 8. Fixed pulley – 9. Water pump – 10. Fan pulley - 11. VGT actuator – 12. Thermostat casing
Course ME22 ETH – Ed.1 – 10/10
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F3B (CURSOR 13) ETH engine Left side view
0052136t
1. Compressed air outlet – 2. Oil filters – 3. Oil return pipe from turbocharger – 4. Water oil heat exchanger – 5. Oil pressure adjustment valve – 6. Exhaust gas outlet – 7. Cam cover – 8. Exhaust manifold – 9. Turbocharger – 10. VGT actuator
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Course ME22 ETH – Ed.1 – 10/10
F3B (CURSOR 13) ETH engine Rear view
0052137t
1. VGT actuator – 2. Turbocharger – 3. Oil filter – 4. Flywheel – 5. Blow-by filter – 6. Blow-by valve
Course ME22 ETH – Ed.1 – 10/10
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F3B (CURSOR 13) ETH engine Right side view
0053210t
1. Timing cover with blow-by filter and valve– 2. Compressor – 3. Starter motor – 4. Power steering pump– 5. Feed pump – 6. Control unit EDC7 UC 31 – 7. Dipstick – 8. Air conditioner compressor – 9. Intake manifold – 10.PWM valve air cleaner – 11. Power steering fluid reservoir – 12. Fuel filter with temperature sensor
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Course ME22 ETH – Ed.1 – 10/10
F3B (CURSOR 13) ETH engine Top view
0052138t
1. Exhaust manifold – 2. Fuel filler fitting – 3. Intake manifold – 4. Compressed air outlet – 5. Turbocharger – 6. Exhaust gas outlet
Course ME22 ETH – Ed.1 – 10/10
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DESCRIPTION OF THE MAIN COMPONENTS OF THE ENGINE ENGINE BLOCK AND CYLINDER LINERS The structure consists of an engine block and a stitched base. The seal between engine block and base is guaranteed by a layer of sealant. The main journal seats are machined with both parts of the engine block coupled.
000556t
The interchangeable, removable cylinder liners are wet-fitted in the engine block. A water seal is achieved by means of 3 rubber rings fitted in the lower part of the cylinder liners. Cylinder liner protrusion is adjustable by means of shims supplied as spares. The specific method used to produce the liner internal finish and the undeformable structure of the means that oil consumption is exceptionally low. The liner bore diameter is graded at source and falls into one of two tolerance classes: class A and class B. In the plant, each liner is matched with a piston of the corresponding class. Only class A liners are available as spares.
45150
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On the Cursor range, the bosses have been modified to support the new control unit.
0051572t
Course ME22 ETH – Ed.1 – 10/10
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CYLINDER HEAD (F3A - F3B) ETH engines The cylinder head on F3A/F3B engines has been reinforced to support the higher internal pressures. A shield has been fitted on the head cover to reduce noise, particularly inside the cab.
0051573
1. Water/oil/diesel repellent black felt – 2. Low density porous layer reinforced with fibre glass (thickness 10 mm) – 3. Carbon black felt
CRANKSHAFTAND (F2B - F3A - F3B) ETH ENGINES The crankshaft is in steel with built-in counterweights. The main journals and crankpins are induction-hardened. The crankshaft is mounted on half-bearings, the last of which (next to the flywheel) has built-in side shoulders. The arrangement of the crankshaft throws determines a firing order different from that typical of conventional IVECO 6 flat cylinder engines. Firing order of Cursor engines: 1 – 4 – 2 – 6 – 3 – 5 The crankpins and half-bearings are graded into three thickness tolerance classes, with a difference of one hundredth of a mm between the classes. During overhaul, select the class of half-bearing to be fitted to each main journal and crankpin with care in order to contain the radial clearance between specified limits. This operation is described further on, in the relevant section.
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Course ME22 ETH – Ed.1 – 10/10
000557t
A. Front stem – b. Timing drive gear (rear side) The main and connecting rod bearings on F3A and F3B engines are reinforced mechanically by distributing ceramic dust throughout the antifriction material for greater durability CONNECTING RODS (F2B - F3A - F3B) ETH ENGINES Stamped steel, cross-cut with broaching on the mating surfaces between rod and cap. Weight category data, half-bearing seat diameter selection class and rod and cap matching numbers are stamped on the connecting rod.
1. Letter indicating the weight class: 2. Number indicating the seat selection class for half-bearings 3.
Connecting rod - cap match numbers
47557
Course ME22 ETH – Ed.1 – 10/10
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PISTONS (F2B - F3A - F3B) ETH ENGINES The pistons are equipped with three piston rings: the first sealing ring is trapezoid, the second sealing ring is lipped and the third is an oil scraper ring. The pistons are in ellipsoid aluminium alloy, with a high swirl combustion chamber in the piston crown.
Reinforcement bush for pin
000441t
The range is lubricated by new sprays located inside the pistons. These incorporate a valve that only allows oil through above a threshold pressure of 1.7 bars. When the pressure in the lubrication system is below this threshold, the valve cuts the lubrication (cooling) in this area to save oil for lubrication in more critical areas of the engine (gears, roller bearings). In F3A and F3B engines, the bushes have been fitted inside the piston hubs so that they can withstand the higher mechanical stress (see drawing above). The pistons have been modified to take reduced height piston rings that control fuel consumption and oil vapours.
109080
Cross section through valve built into piston oil sprays Opening pressure = 1.7 bars
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Course ME22 ETH – Ed.1 – 10/10
F2B ETH engine
109108
PISTON, PISTON RINGS AND PIN MAIN DATA The dimension is measured on a diameter of 111mm X = 0.6 ± 0.15 mm
F3A ETH engine
109045
PISTON, PISTON RINGS AND PIN MAIN DATA X = 0.8 ± 0.15 mm
Course ME22 ETH – Ed.1 – 10/10
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F3B ETH engine
108837
PISTON, PISTON RINGS AND PIN MAIN DATA The dimension is measured on a diameter of 130 mm X = 0.8 ± 0.10 mm
60615
1. Connecting rod-piston assembly – 2. Area where installation position symbol stamped and grading class – 3. Connecting rod stamp area In addition to the matched class A piston-liner set, a single class A piston is also available. This may also be matched to liners of different class on engines fitted to the in-service fleet.
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Course ME22 ETH – Ed.1 – 10/10
HALF-BEARINGS To grade the bearings, look up the data stamped on the engine block, on the crankshaft and on the connecting rods in the appropriate tables. The stamped information shows the tolerance class determined by the machining on the following diameters:
engine block half-bearing seats
main journals and crankpins
connecting rod half-bearing seats.
The aim of this operation is to contain the crankshaft radial clearance within very tight limits to reduce noise. The arrows indicate the areas where the information is stamped.
45150
47557
000557t
Course ME22 ETH – Ed.1 – 10/10
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This operation is used to identify the bearing half type to be fitted on each of the crankpins (bearing halves may differ from one pin to another). The bearing halves are classified according to their thickness into two tolerance classes, marked by a spot of colour (red or green). Apart from the colour, they are also identified by a different part number for the different tolerances classes and oversizes. Both thickness classes differ from one another by 0.01 mm. The following pages show the specifications of half-bearings available as spares, in the standard size (STD) and in the three permitted oversizes (+0,127 + 0,254, + 0,508 mm) for crankpins and main journals. Preliminary measurement of data for selection Half-bearing selection essentially consists of consulting the data stamped on the crankshaft, engine block and connecting rod and looking them up in tables Foreach crankpin, carry out the following operations: Main journals
determine the engine block seat diameter class;
determine the main journal diameter class;
use the table to calculate the class of the half bearing to be fitted
Crankpins
determine the connecting rod seat diameter class;
determine the main journal diameter class;
use the table to calculate the class of the half bearing to be fitted
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Course ME22 ETH – Ed.1 – 10/10
Connecting rod bearing half STD.
F2B *
mm *
mm *
mm *
+0,508
2,000 2,010
2,127 2,137
2,254 2,264
green
2,011 2,020
2,138 2,147
2,265 2,274
yellow
2,021 2030
+0,254
+0,508
red/black
2,063 2,073
green/black
2,074 2,083
yellow/black
2,084 2,093
+0,127
red
1,970 1,980
2,097 2,107
2,224 2,234
green
1,981 1,990
2,108 2,117
2,235 2,244
yellow
1,991 2,000
+0,254
+0,508
red/black
2,033 2,043
green/black
2,044 2,053
yellow/black
2,054 2,063
STD.
F3B *
+0,254
red
STD.
F3A *
+0,127
+0,127
red
1,965 1,975
2,092 2,102
2,219 2,229
green
1,976 1,985
2,103 2,112
2,230 2,239
yellow red/black
2,028 2,038
green/black
2,039 2,048
yellow/black
000557t
* Half-bearings fitted only in production, not available as spares
Course ME22 ETH – Ed.1 – 10/10
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Main bearing halves
F2B *
mm *
F3A *
mm *
F3B *
mm *
STD.
+0,127
+0,254
+0,508
red
3,000 3,010
-
3,127 3,137
3,254 3,264
green
3,011 3,020
-
-
-
yellow
3,021 3,030
-
-
-
red/black
-
3,063 3,073
-
-
green/black
-
3,074 3,083
-
-
yellow/black
-
3,084 3,093
-
-
STD.
+0,127
+0,254
+0,508
red
2,965 2,974
-
2,097 2,107
2,224 2,234
green
2,975 2,984
-
2,108 2,117
2,235 2,244
yellow
2,985 2,995
-
-
-
red/black
-
3,028 3,037
-
-
green/black
-
3,038 3,047
-
-
yellow/black
-
3,048 3,058
-
-
STD.
+0,127
+0,254
+0,508
red
3,110 3,120
-
3,237 3,247
3,364 3,374
green
3,121 3,130
-
-
-
yellow
-
-
-
-
red/black
-
3,173 3,183
-
-
green/black
-
3,184 3,193
-
-
yellow/black
-
-
-
-
000557t
* Half-bearings fitted only in production, not available as spares
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Course ME22 ETH – Ed.1 – 10/10
Selecting main bearing halves (journals with rated diameter) determine the engine block seat diameter class Two sets of numbers are marked on the front part of the engine block in the position indicated (top figure):
a four-figure number showing the matching number of the engine block with its base.
the seven figures that follow, taken individually, represent the diameter class of each of the engine block seats to which they refer ( lower side figure).
each of these figures may be 1, 2 or 3.
dia. mm.
1 F2B 2 3 1 F3A 2 3 1 F3B 2 3
=
89,000 ÷ 89,009
= =
89,010 ÷ 89,019 89,020 ÷ 89,030
=
99,000 ÷ 99,009
= =
99,010 ÷ 99,019 99,020 ÷ 99,030
=
106,300 ÷ 106,309
= =
106,310 ÷ 106,319 106,320 ÷ 106,330
002141t
Course ME22 ETH – Ed.1 – 10/10
41
Selecting main bearing halves (journals with rated diameter)) Determining the journal and pin diameter class Three sets of figures are marked on the crankshaft in the arrowed position (top figure):
the first 5-figure number represents the shaft serial number.
a set of six figures beneath this number on the left refers to the crankpins and is preceded by an isolated figure: the isolated figure indicates the journal/pin status (1=STD. 2=-0.127). the other six figures. taken individually. represent the diameter class of each of the crankpins referred to (bottom figure)
the set of seven figures on the right refer to the main journals and is preceded by an isolated figure: the isolated figure indicates the journal/pin status (1=STD. 2=-0.127). the other seven figures. taken individually. represent the diameter class of each of the main journals referred to (bottom figure)
CRANK
JOURN
000557t
42
Course ME22 ETH – Ed.1 – 10/10
F2B 1 = 72,915 ÷ 72,924 2 = 72,925 ÷ 72,934 3 = 72,935 ÷ 72,945 dia. mm.
F3B
F3A 1 = 82,970 ÷ 82,979 2 = 82,980 ÷ 82,989 3 = 82,990 ÷ 83,000 dia. mm.
1 = 89,970 ÷ 89,979 2 = 89,980 ÷ 89,989 3 = 89,990 ÷ 90,000 dia. mm. CRANK
JOURN 000557t
F2B 1 = 82,910 ÷ 82,919 2 = 82,920 ÷ 82,929 3 = 82,930 ÷ 82,940 dia. mm. Course ME22 ETH – Ed.1 – 10/10
F3A 1 = 92,970 ÷ 92,979 2 = 92,980 ÷ 92,989 3 = 92,990 ÷ 93,000 dia. mm. 43
F3B 1 = 99,970 ÷ 99,979 2 = 99,980 ÷ 99,989 3 = 99,990 ÷ 100,000 dia. mm.
Selecting main bearing halves (journals with rated diameter) Choosing the half-bearings After finding out the engine block seat diameter class and journal diameter class for each main journal. look up these data in the table to find the type of bearing half to be fitted. E.g : Assuming the figure '1' is shown on the front part of the engine block for the seat category and the figure '2' is shown for the journal category, the half-bearing match will be RED/RED.
STD. 1
2
3
1
2
3
green
green
green
green
green
green
red
green
green
red
green
green
red
red
green*
red
red
green*
* red for F2B engines
44
Course ME22 ETH – Ed.1 – 10/10
Selecting main bearing halves (ground journals) Choosing the half-bearings After finding out the engine block seat diameter class and journal diameter class for each main journal. look up these data in the table to find the type of bearing half to be fitted. E.g : Assuming the figure '1' is shown on the front part of the engine block for the seat category and the figure '2' is shown for the journal category, the half-bearing match will be RED/BLACKRED BLACK.
- 0,127 F2B
F3A
F3B
Red/black
3,063 3,073
3,028 3,037
3,173 3,183
Green/black
3,074 3,083
3.038 3,047
3,184 3,193 000556t
CATEGORY
1
1
2
3
green/black
green/black
green/black
green/black
green/black
green/black
F2B F3A F3B
2
red/black
green/black
green/black
red/black
green/black
green/black
F2B F3A F3B
F2B
3
red/black
red/black
green/black
red/black
red/black
green/black
F3A
Course ME22 ETH – Ed.1 – 10/10
45
F3B
82,784 82,793 92,843 92,852 99,843 99,852
82,794 82,803 92,853 92,862 99,853 99,862
82,804 82,814 92,863 92,873 99,863 99,873
- 0,254
Red
F2B
F3A
F3B
3,127 3,137
3,092 3,102
3,237 3,247
CATEGORY
1
1
2
3
red
red
red
red
red
red
F2B F3A F3B
82,666 82,686 92,726 92,746 99,726 99,746
- 0,508
Red
F2B
F3A
F3B
3,254 3,264
3,219 3,229
3,364 3,374
CATEGORY
1
2
3 F2B
1
red
red
red
red
red
red
F3A F3B
46
82,412 82,432 92,472 92,492 99,472 99,492
Course ME22 ETH – Ed.1 – 10/10
Selecting connecting rod bearing halves (crankpins with rated diameter) Three markings are shown on the connecting rod body, in the position indicated “A”: 1: Letter indicating the weight category CATEGO RY A
F2B
F3A
F3B
2890 2920 g
4024 4,054 g
4741 4,780 g
B
2921 2,950 g
4055 4,185 g
4781 4,820 g
C
2951 2,980 g
4086 4,116 g
4821 4,860 g
2: Number indicating the big end bearing seat diameter grade CATEGO RY 1
F2B
F3A
F3B
77,000 77.010 mm
87,000 87.010 mm
94,000 94.010 mm
2
77.011 77.020 mm
87.011 87.020 mm
94.011 94.020 mm
3
77.021 77.030 mm
87.021 87.030 mm
94.021 94.030 mm
3: Number identifying the cap – connecting rod match
VIEW FROM
47557
Course ME22 ETH – Ed.1 – 10/10
47
STD. 1
2
3
1
2
3
green
green
green
green
green
green
red
green
green
red
green
green
red
red
green*
red
red
green*
* red for F2B engines
48
Course ME22 ETH – Ed.1 – 10/10
Selecting connecting rod bearing halves (ground crankpins) In this event, determine the tolerance range for the new crankpin diameter (for each undersize) and fit the correct half-bearings after looking them up in the table. - 0,127 F2B
F3A
F3B
Red/black
2,074 2,083
2,033 2,043
2,028 2,038
Green/black
2,063 2,073
2,044 2,053
2,039 2,048
CATEGORY
1
1
2
3
green/black
green/black
green/black
green/black
green/black
green/black
F2B F3A F3B
F2B
2
red/black
green/black
green/black
red/black
green/black
green/black
F3A F3B
3
red/black
red/black
green/black
red/black
red/black
green/black
F2B F3A F3B
Course ME22 ETH – Ed.1 – 10/10
49
72,789 72,798 82,843 82,852 89,843 89,852
72,799 72,808 82,853 82,862 89,853 89,862
72,809 72,818 82,863 82,873 89,863 89,873
- 0,254 F2B
F3A
F3B
Red
2,127 2,137
2,097 2,107
2,092 2,102
Green
2,138 2,147
2,108 2,117
2,103 2,112
CATEGORY
1
2
3
F2B F3A
1
red
green
green
red
green
green
F3B
F2B
2
red
red
green
red
red
green
F3A F3B
72,671 72,680 82,726 82,735 89,726 89,735
72,681 72,691 82,736 82,746 89,736 89,746
- 0,508 F2B
F3A
F3B
Red
2,254 2,264
2,224 2,234
2,219 2,229
Green
2,265 2,274
2,235 2,244
2,230 2,239
CATEGORY
1
2
3 F2B
1
red
green
green
red
green
green
F3A F3B
F2B
2
red
red
green
red
red
green
50
F3A F3B
72,417 72,426 82,472 82,481 89,472 89,481 72,427 72,437 82,482 82,492 89,482 89,492
Course ME22 ETH – Ed.1 – 10/10
CRANKSHAFT SEALING RINGS (Engines F2B-F3A-F3B ETH) The front and rear seals are Rotostat modular seals. They consist of a strip ( C) fitted directly on the crankshaft, a sealing lip (B) and an outer case (A) fitted in a seat in the front cover or a seat on the engine flywheel cover case. This type of seal offers the advantage of creating a seal on the strip (point D), i.e. it is not affected by the shaft’s radial oscillations. Use special tools to remove and refit these seals.
000558t
A. Part fitted in cover – B. Sealing lip – C. Part fitted on shaft – D. Axial seal area
45254
Course ME22 ETH – Ed.1 – 10/10
51
CAMSHAFT (Engines F2B ETH) The camshaft turns on seven built-in mounts (without removable caps) built-into the cylinder head and fitted with bushes. 3 drive cams are provided per cylinder: A
INTAKE VALVE DRIVE
I
PUMP INJECTOR DRIVE
S
EXHAUST VALVE DRIVE
0052129t
000561t
52
Course ME22 ETH – Ed.1 – 10/10
FRONT SIDE
781
VALVE SPRINGS F2B engine
109107
F3A engine
109060
F3B engine
108842
54
Course ME22 ETH – Ed.1 – 10/10
VALVE DRIVE AND PUMP INJECTOR DRIVE (Engines F2B-F3A-F3B ETH) These are the same throughout the CURSOR range, apart from the size. A
I
S
A
I
S
A
I
S
A
I
S
A
I
S
A
I
S
44925
000562t
A B C D E F G H
Rocker shaft Rocker shaft bolt Intake valve rockers Rocker for pump injector Exhaust valve rockers Valve Adjustment screw Bridge
Course ME22 ETH – Ed.1 – 10/10
55
TIMING DRIVE (Engines F2B-F3A-F3B ETH) The camshaft is driven by a set of helical gears in a cascade located in the rear of the engine. Upper intermediate gear (B) is fitted on an adjustable mount to ensure the correct clearance with gear (A), whose position is affected by the cylinder head gasket thickness tolerances. The centre of rotation of all the others is determined by machining. The timing gears are not marked with notches or codes as on conventional engines because the gear timing does not have to be adjusted in a conventional manner, only the timing between the camshaft and crankshaft.
A B C D E
CAMSHAFT gear Upper intermediate gear Lower intermediate gear Crankshaft gear Oil pump gear
000564t
1 2 3 4
Adjustable rod Intermediate gear Bolts Oil pump
47597
56
Course ME22 ETH – Ed.1 – 10/10
FLYWHEEL (Engines F2B – F3A – F3B ETH) A locating dowel is provided to ensure that the flywheel can be fitted in only one position on the crankshaft. The flywheel performs conventional tasks (balancing mass, ignition ring gear mount and clutch surfaces) and also acts as a phonic wheel for the sensor connected to the electronic control unit. 54 holes are present for this purpose. These are subdivided into 3 different sectors with 18 holes each Each of these sectors is combined with a pair of crankpins (1 – 6, 2 – 5, 3 – 4). The electronic system does not require specific marking on the holes, but some holes ( A, B, C, D in the figure on the right) are notched to allow the repairing dealer to carrying out certain adjustments and set the timing. One hole in each sector (A, B, C, right-hand figure) is marked with a notch, another hole on one of the sectors only (D, right-hand figure) is marked with two notches. The EDC control unit reads the angular flywheel position at each moment by means of an induction sensor (located at 1, left-hand figure) while the holes marked by the notches must align alternately with the inspection hole (2, left-hand figure) on the flywheel cover during the mechanical adjustment and timing setting. Note: the figure shows the holes marked by notches on a Cursor 8 flywheel without PTO. The holes marked on the various Cursor versions could differ from those shown in the figure. The various alternatives are not shown here because it is not essential for the repairer to know which holes are marked on each version, to count them or to remember them all. The repairer only needs to make visual reference to the holes through the inspection window when carrying out adjustments and timing, as will be explained during this course.
000565t
Course ME22 ETH – Ed.1 – 10/10
57
4-3
2-5
60668
1-6
DETAIL STAMPED ON FLYHWEEL PISTON POSITION
A = Hole on flywheel with 1 notch, corresponding to pistons 3-4 TDC. B = Hole on flywheel with 1 notch, corresponding to pistons 1-6 TDC. C = Hole on flywheel with 1 notch, corresponding to pistons 2-5 TDC. D = Hole on flywheel with 2 notches, position corresponding to 54°.
58
Course ME22 ETH – Ed.1 – 10/10
AUXILIARY DRIVE F2B ETH engines
102650
1. Alternator - 2. Climate control system compressor - 3. Electromagnetic coupling – 4. Water pump - 5. Crankshaft - 6. Flexible belt F3A-F3B ETH engines
108845
1. Alternator - 2. Climate control system compressor - 3. Electromagnetic coupling – 4. Water pump - 5. Crankshaft - 6. Flexible belt
Course ME22 ETH – Ed.1 – 10/10
59
LUBRICATION The Cursor engine lubrication circuit includes a system for lowering oil temperature by means of a heat exchanger. The oil is pressurised by a gear pump located behind the flywheel and is sent directly to the heat exchanger that is washed by the engine coolant and adjusts its temperature to an optimum level. This adjustment is possible by reducing the oil temperature (directing it all through the heat exchanger) or increasing the temperature (directing it through the by-pass thermostatic valve). The fluid is directed from the heat exchanger output to two filters and then again to the engine block to lubricate the anti-friction components. The lubrication system is equipped with a oil vapour (blow-by) recovery system consisting of a condenser, a filter and a safety valve. This system is located in the upper part of the timing system cover.
60
Course ME22 ETH – Ed.1 – 10/10
DETAIL A
Pressurised oil
Gravity-fed oil
Pressurised oil
Gravity-fed oil
LUBRICATION CIRCUIT (F2B ETH engines)
44918
Course ME22 ETH – Ed.1 – 10/10
61
DETAIL A
Pressurised oil
Gravity-fed oil
Pressurised oil
Gravity-fed oil
LUBRICATION CIRCUIT (F3A-F3B ETH engines)
60672
62
Course ME22 ETH – Ed.1 – 10/10
The lubrication circuit comprises nine more efficient pumps (see figure) that are specially designed to meet the new engineering requirements. The heat exchanger casing has also been altered to house the new oil pressure/temperature sensor for the EDC7 UC 31. Lastly, a valve (normally open when pressure is greater than 1.7 bars) has been added to cut out the lubrication beneath the piston casing. As described in the "Piston" section, this allows oil saving in the most critical areas of the engine when flow is reduced in the circuit. Oil pump (F2B ETH engines)
0051579t
Oil pump (F3A - F3B ETH engines)
0051580t
Course ME22 ETH – Ed.1 – 10/10
63
ENGINE OIL LUBRICATION DIAGRAM The hydraulic circuit shown below is intended solely as a guide and shows the lubrication of all CURSOR engine ranges.
001340t
1. Delivery to turbocharger – 1a. Return from turbocharger- 2. Oil filter by-pass valve (2 bar) – 3. Thermostat – 4. Pressure relief valve (5 bar) – 5. Safety valve (10 bars) on oil pump – 6. Oil pump – 7. Crankshaft– 8. Lubrication fittings for gear bearings – 9. Piston sprays – 10. Cylinder head - 11. Engine brake solenoid
64
Course ME22 ETH – Ed.1 – 10/10
Oil temperature/pressure sensor on heat exchanger The oil temperature and pressure sensor on the heat exchanger is located as shown in the figure. This sensor generates a signal for the EDC7 UC31 control unit.
0051581t
Course ME22 ETH – Ed.1 – 10/10
65
Oil sump The oil sump features a new type of fastening to the engine block, i.e. it is flexibly suspended. Sump border (1) is enclosed in a thick C-section rubber seal (4). The whole unit is contained within and supported by aluminium element (3) bolted to the engine block by means of bolts (2). Though this solution requires fewer bolts than a conventional system, it nevertheless prevents noise and improves the seal. Another benefit is that the seal need not be replaced whenever the sump is removed. Engines F2B
Engines F3A-F3B
47573
60665
66
Course ME22 ETH – Ed.1 – 10/10
Oil filter This new generation filter allows very thorough filtration because it is able to trap more smaller particles than a conventional filter with a paper filter. External coiled winding.The filter elements are closely enfolded in a coil in such a way that each fold is firmly secured to the coil in relation to the other folds. This means that the filter septum is used evenly even under heavy-duty conditions, e.g. cold starts with highly viscous fluids and peak flows. This system also ensures that the flow is evenly distributed over the entire length of the filter element, with a consequent optimisation of load loss and in-service durability. Upstream mount: To optimise the filter element flow distribution and stiffness, the filter comes with an exclusive mount that consists of a sturdy plastic mesh and high-strength synthetic material. Filter septum. Consists of inert, inorganic fibres bound with resin of exclusive manufacture to a structure with graded holes. The septum is produced exclusively in accordance with particularly tough quality control procedures. Downstream mount.A filter mesh mount and a sturdy plastic mesh confer extra strength on the septum. This is particularly advantageous during cold starts and long periods of service. The filter performance remains constant and dependable throughout its service lifetime and from one element to the next, irrespective of changes in service conditions. Structural parts.The o-rings fitted to the filter element ensure an effective seal between themselves and the container to rule out the risk of bypassing and maintain the filter performance constant. The structure of the filter element is completed by corrosion-proof bases and a sturdy inner metal core. The adoption of these high-filtration devise, which have only been previously used in industrial processes allows: - engine component wear to be reduced in the long term; - oil performance/specifications to be maintained and thus longer oil change intervals.
47447
Course ME22 ETH – Ed.1 – 10/10
87205
67
Detail of heat exchanger (F2B engines)
68
Course ME22 ETH – Ed.1 – 10/10
Detail of heat exchanger (F3A-F3B engines) DEMONSTRATION FIGURE
78950
1. Oil temperature sensor- 2. Oil pressure sensor for pressure gauge - 3. Sending unit for low pressure warning light bulb - 4. By-pass valve - 5. Thermostat valve. NOTE: F3A engine= 9 elements; F3B engine= 11 elements.
Course ME22 ETH – Ed.1 – 10/10
69
ENGINE COOLING (Engines: F2B – F3A – F3B) The engine cooling system is closed loop forced circulation type and may be connected to the supplementary heater and intarder heat exchanger (if fitted). It consists of the following main parts: an expansion tank with two valves incorporated in the plug: an outlet valve and intake valve, which govern system pressure; - a coolant level sensor located at the base of the expansion tank with two insertion points; - an engine cooling module to dissipate heat removed from the engine by the coolant in the intercooler heat exchanger; - a heat exchanger to cool lubrication fluid; - a centrifugal water pump built into the crankcase; - an electric fan consisting of a two-speed electromagnetic coupling managed electronically by the vehicle Multiplex system; - a 3-way thermostat that governs coolant circulation.
Water leaving the thermostat Water circulating in the engine Water entering the pump 92843
70
Course ME22 ETH – Ed.1 – 10/10
Water pump On all engines, the water pump consists of: impeller, gasket bearing and drive pulley. Cross-section through water pump (F2B engines)
44915
Cross-section through water pump (F3A - F3B engines)
60631
Course ME22 ETH – Ed.1 – 10/10
71
Thermostat F2B engine operating diagram
ENGINE COLD
45357
ENGINE WARM
1. 2. 3. 4. 5.
From head By – pass to pump To heater To radiator To expansion tank
45358
F3A - F3B engine operating diagram
ENGINE COLD
0052139t
ENGINE WARM
6. 7. 8. 9.
To expansion tank From engine To by – pass To radiator
0052140t
72
Course ME22 ETH – Ed.1 – 10/10
FANS WITH ELECTROMAGNETIC COUPLING
0052306t
1. Pulley – 2. Fan hub – 3. Permanent magnets – 4. Blades – 5. Fan – 6. Shaft - 7. Return spring – 8. Piston – 9. Floating ring – 10. Air supply duct -11. Coil The fan offers two possible effective rotation speeds controlled by the Front Frame Computer by exciting the air solenoid for the slow speed and coil (11) for the second speed. When neither the first nor second speed is engaged, the fan turns slowly due to the friction (neutral position). The following parameters/systems may require fan activation via the B.C. control unit:
coolant temperature
climate control system coolant temperature
Intarder
Course ME22 ETH – Ed.1 – 10/10
73
VIEW OF DISCOSTATIC FAN
OPERATING TEMPERATURE: 79°C VEICHLE EQUIPED WITH THE INTARDER
OPERATING TEMPERATURE: 84°C VEICHLE EQUIPED WITHOUT INTARDER
Fan disengaged (neutral position)
8.5 bar
0052307t
When fan activation is not required for efficient engine operation, the Front Frame Computer control unit drives the air solenoid to move piston (8). Piston (8) is displaced to move permanent magnets (3) away from fan hub (2). The magnetic field generated by magnets (3) is insufficient to drive fan hub (2). The fan may turn slowly due to the friction present.
Course ME22 ETH – Ed.1 – 10/10
75
Fan with first speed engaged
0052308t
When first speed operation is required, the Front Frame Computer discharges air from duct (10) through the air solenoid. Piston (8) is displaced to move permanent magnets (3) away from fan hub (2). Piston movement is generated by return spring (7) and blades (4). Shaft rotation speed is equal to the speed of pulley (1) and the effect of the magnetic field generated by magnets (3) causes fan hub (2) to turn to a top speed of 650 rpm. For F2B engines, the first speed is always engaged because the air solenoid and the air discharge system inside the unit are not present.
76
Course ME22 ETH – Ed.1 – 10/10
Fan with second speed engaged
0052309t
When the first speed is insufficient to cool the engine effectively, the Front Frame Computer control unit governs activation of the second fan by exciting coil (11). The magnetic field generated by the coil attracts floating ring (9) of fan hub (2) to pulley (1) until both units are joined together. In this situation, fan speed is equal to pulley speed. Course ME22 ETH – Ed.1 – 10/10
77
Fan control diagram - Electromagnetic fan
Steering Wheel Interface
Solenoid fan
Front Frame Computer
Body Computer
Fan coil
Pressure switch climate control
Climate control system EDC
Sensor Temperature Water
0052256t
Troubleshooting Defect
Cause
The fan always turns at first speed
Air supply pipe blocked
Air supply pipe blocked
The fan does not turn faster than 650 rpm (first speed)
The fan always turns at second speed
The control unit outlet does not drive the coil
Break in control unit/coil wiring
Coil short-circuited
Incorrect sliding of mechanical parts
Control unit outlet always drives the coil
Incorrect sliding of mechanical parts
78
Course ME22 ETH – Ed.1 – 10/10
Check fan wear
77469
In rest condition, gap X between pulley (1) and floating ring (2) (subject to wear) must be between 0.5 and 1.2 mm. Wear up to a maximum gap thickness of 2.5 mm is permitted.
Course ME22 ETH – Ed.1 – 10/10
79
TURBOCHARGING The turbocharging system consists of:
A fixed or variable geometry turbocharger (F2B engines);
a variable geometry turbocharger (F3A - F3B engines);
an air filter;
an intercooler radiator
Engine exhaust gas Intake air Warm compressed air Cooled compressed air
60675
TURBOXHARGING DIAGRAM (F3A engines) Principle of operation Irrespective of the turbocharger type, the basic concept is to use exhaust gas pressure (turbine) to compress combustion air (compressor) entering the chambers. This solution increases the engine's volumetric efficiency. The operating principle of the variable geometry turbocharger is described below because it is more complex and used on all ranges. Course ME22 ETH – Ed.1 – 10/10 80
Turbocharger with wastegate HOLSET HX 50W
The following diagram shows the principle of operation. A)
Exhaust gas input
A1) Maximum outflow cross-section (VGT fully open, high engine speeds) A2) Outflow cross section reduced (average engine speeds) A1) Minimum outflow cross-section (VGT fully closed, low engine speeds)
002863t
82
Course ME22 ETH – Ed.1 – 10/10
Actuator The actuator piston connected to the control rod is controlled by compressed air taken in through air intake 1 on the upper part of the actuator. When the air pressure is adjusted, movement of the piston and turbine control rod is modulated. During its movement, the piston gradually compresses outer spring 4 until the piston base reaches disc 5 controlling inner spring 6. As pressure increases further, the piston compresses the inner spring still further until it is at the end of it travel. The end stop is reached when disc 5 touches lower travel stop 9. Use of the two springs allow the ratio between piston travel and pressure to be altered. About 85% of rod travel is countered by the outer spring while 15% is countered by the inner spring.
001228t
1. Air intake – 2. Gasket – 3. Piston – 4. Outer spring – 5. Inner spring control disc – 6. Inner spring – 7. O – Ring – 8. Spring holder– 9. End stop – 10. Dust seal - 11. Control rod
Course ME22 ETH – Ed.1 – 10/10
83
VGT control diagram
0052917t
1. Service reservoir 2. Shut off solenoid 3. Air filter 4. VGT solenoid 5. Turbocharging pressure sensor (located upstream of compressor) 6. Turbine actuator 7. Turbine rpm sensor 8. EDC control unit 9. Body Computer 10. Switch
84
Course ME22 ETH – Ed.1 – 10/10
ENGINE BRAKE CONVENTIONAL ENGINE BRAKE In a conventional engine brake (with a throttle valve on the exhaust port), the braking action is supplied exclusively by the counterpressure of the gases located inside the exhaust manifold (normally approximately 4 - 5 bars) It is not possible to achieve high braking torques with this solution because the resistant torque due to turbo pressure generated during the compression stage (Fig. A) is almost completely cancelled out by the drive torque (apart from small leaks due to friction and heat dissipation) due to turbo pressure, which generates a driving force on the piston during the subsequent expansion stage (Fig. B). Prolonged use also gives rise to engine overheating because the working fluid remains the same; no cool air is taken into the cylinders (to determine internal ventilation) apart from the minimum amount permitted by the small quantity of exhaust gas that flows through the throttle valve.
001412t
Course ME22 ETH – Ed.1 – 10/10
85
ITB ENGINE BRAKE (Iveco Turbo Brake) The braking system on Cursor engines is completely different from a conventional system: the ITB is technologically more advanced than systems used by other manufacturers, which lack a VGT. Towards the end of the compression stage (Fig. C), several degrees before reaching TDC, a special device opens the exhaust valve slightly to evacuate the pressure that has built up in the cylinder (Fig. D). In this case, the braking torque generated by the compression stage is used, but without any subsequent return thrust on the piston.
001413t
86
Course ME22 ETH – Ed.1 – 10/10
Principle of operation (ITB) When the engine brake is operated, the hydraulic control mechanism cancels out the exhaust valve clearance. The relevant rocker is slightly raised at the correct stage of the cycle by the engine brake lift ramp as a result of the specific exhaust cam profile. The exhaust valves therefore open slightly near TDC at the end of the exhaust stage to discharge compressed air into the combustion chamber.
A Engine brake released
B Engine brake applied
C Exhaust cam (d = valve lift for engine brake)
0053204t
Course ME22 ETH – Ed.1 – 10/10
87
Exhaust cam movement The two graphs show exhaust cam movements to describe what happens when the rocker is lowered during engine brake operation. In both graphs, the line represents the ideal line along which the rocker roller slides until it meets the valve main riser or other protuberances; the degrees stand for degrees of crankshaft rotation.
A
and only meets the main valve Normal engine operation: the roller slides the line riser. A2 is normal operating clearance (0.40 ± 0.05 mm when cold for Cursor 8, 0.50 0.05 Cursor 10, 0.60 0.05 Cursor 13), measured exactly at the engine brake riser, i.e. at TDC. The graph also clearly shows the reason why the clearance is not as set when it is checked with the cam in other positions. For example, the value at A1 is: about 1.7 mm when cold (Cursor 8); about 1.8 mm when cold (Cursor 10); about 1.9 mm when cold (Cursor 13).
000593t
88
Course ME22 ETH – Ed.1 – 10/10
Operating during engine braking: the rocker is lowered and the roller still slides along which has, however changed position, and is also raised by the engine brake riser and the main riser.
Course ME22 ETH – Ed.1 – 10/10
89
FUEL SYSTEM The fuel feed circuit essentially consists of the following parts: fuel pump, filter, prefilter and 6 pump injectors driven by the camshaft via rockers. Everything is managed by the EDC electronic control unit. p= (2 ÷ 5) bar
p= (3,2 ÷ 3,8) bar
ENGINE FUEL DIAGRAM 1. Fuel filter – 2. Pressure damper – 3. Pressure regulator valve (opening starts at 5 bar) – 4. Fuel feed pump– 5. Fuel prefilter with manual priming pump – 6. Valve for recirculating fuel from the injectors built into the fuel pump (opening starts 3.5 bars) – 7. EDC control unit – 8. Heat exchanger for control unit – 9. Pressure relief valve for fuel return to tank – 10. Pump injectors A. Fuel intake from injectors – B. Fuel return to tank The features on the Cursor EURO 3 range are the same of the Euro 4 range:
Addition of a pressure damper to reduce pressure peaks in the delivery pipe to the injectors;
filter element volume increase;
changes in the control unit intake, pump intake and cylinder head intake pipes. 90
Course ME22 ETH – Ed.1 – 10/10
Bleeding air from the fuel circuit Undo the bleed screws and connect pipes to drain off bleed residues into suitable containers: 1 = located on prefilter support (on frame); 2 = located on filter support (on engine); 5 = located on front portion of cylinder head. Pump using hand pump (3), (3), located on the prefilter until fuel free of air emerges from screw (1). Tighten screw (1) (1) and bleed the system via pump (3), (3) until fuel emerges from screw (2) (3) on the filter mount. Tighten screw (2) and complete the bleed stage, continuing to pump until fuel emerges from screw (5) located on the front part of the cylinder head. Tighten screw (5).
LD187
Prefilter
LD215
Filter
LD188
Cylinder head front or front/side end
Take particular care that the fuel emerging from the bleed screw on the cylinder head does not contaminate the fan, water pump and the alternator and air conditioner drive belts. Risk of damage.
Course ME22 ETH – Ed.1 – 10/10
91
INJECTORS The pump-injector mainly consists of three parts:
Solenoid
pump element
nozzle
These three parts are NOT individually replaceable and NOT serviceable. The pumping element is operated mechanically at each stroke by a rocker. It compresses the fuel in the delivery chamber. The nozzle is formed and operates in a similar way to conventional injectors. It is opened by fuel under pressure and injects the finely atomised fuel into the combustion chamber. A solenoid controlled directly by the electronic control unit determines the delivery method on the basis of a control signal. An injector casing houses the lower part of the pump-injector in the cylinder head. F2B engines The Cursor 8 Euro 3 range pump-injector is the same of that used in the Euro 4/5 range.
000578t
A. Solenoid – B. Pump element C. Nozzle
92
Course ME22 ETH – Ed.1 – 10/10
F3A-F3B engines
The Cursor ETH Euro 3 range injector is the same of that used in the Euro 4/5 range.
108843
Cross section through UIN3.1 injectors: 1. Fuel/oil sealing ring - 2. Fuel/diesel sealing ring – 3. Fuel/exhaust gas sealing ring Because the injection pressure of the new UIN 3.1 pump injectors is higher, they spray the fuel more finely into the exhaust chamber to improve combustion and thus reduce polluting exhaust emissions.
Course ME22 ETH – Ed.1 – 10/10
93
NIMA code OLD
NEW NIMA code
Replacing pump - injectors (F3A – F3B engines)
102935
Use tool 99342155 to remove the pump - injector from the cylinder head as follows:
attach part (3) of tool 99342155 to the pump-injector (4);
fit part (2) to part (3), resting part (2) on the cylinder head;
tighten nut (1) and remove pump-injector (4) from the cylinder head.
Course ME22 ETH – Ed.1 – 10/10
95
FUEL FILTER (F3A - F3B Engines ) A larger cartridge filter has been introduced on F3A - F3B new Euro 3 engines.
0051576t
Course ME22 ETH – Ed.1 – 10/10
97
SETTINGS Checking cylinder liner protrusion Check protrusion by applying special tool (2) and tightening bolts (1) to a torque of 170 Nm (F2B engines) or 225 Nm (F3A – F3B engines). Use a dial gauge (3) to measure that the cylinder liner protrusion in relation to the cylinder head support surface is 0.035 – 0.065 mm (F2B engines) or 0.045 – 0.075 (F3A – F3B engines). Otherwise, replace the shim with another of appropriate thickness supplied as a spare part. Always replace the o-ring water seals.
60520
98
Course ME22 ETH – Ed.1 – 10/10
Adjusting flywheel sensor seat plate position
The flywheel sensor seat takes the form of a plate with slotted fastening holes. If in doubt over the correct positioning or if the flywheel cover casing or plate requires removal, adjust the position as follows:
Position the piston of cylinder no. 1 exactly at TDC.
99360612
With the sensor plate bolts loosened, insert tool 99360612 into the sensor seat.
Move the sensor plate slightly until the end of tool (1) fits exactly into the underlying flywheel hole. Tighten the bolts until the shear head breaks off.
001339t
99
Course ME22 ETH – Ed.1 – 10/10
A
B
0053205t
C
45376
D
45269
E1
45264
E2
45260
F
G
45261
Course ME22 ETH – Ed.1 – 10/10
73533
100
60575
Use tool 99360321 to turn the crankshaft clockwise (flywheel end) until the dial gauge pointer reaches the minimum value, beyond which it cannot fall. Zero the dial gauge. Turn the crankshaft in its normal direction of rotation until the dial gauge shows the correct lift value shown in the table. Cursor 8 Cursor 10 Cursor 13
4.90 0.05 mm 4.44 0.05 mm 5.31 0.05 mm
C
106535
D) The camshaft timing is correct if the specified cam lift values (see table, point C) correspond to the following conditions: 1. The hole with one notch (5) is visible from the inspection window. 2. Tool 99360612 (1) fits into hole (3) on flywheel (4) through engine rpm sensor seat (2).
D
77259
If the camshaft timing is not correct, proceed as follows: 1) loosen bolts (2, Figure A) securing gear (1, Figure A) to the camshaft and make use of the slots on the gear; Course ME22 ETH – Ed.1 – 10/10
102
2) Adjust the flywheel to achieve the conditions indicated in under point D above, remembering that the cam lift must remain unchanged. 3) Tighten bolts (2, Figure A) and repeat the check as described. 4) Tighten bolts (2) to the specified torque.
60575
77259
(FIGURE A)
(FIGURE B)
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Course ME22 ETH – Ed.1 – 10/10
Adjusting camshaft phonic wheel timing Adjusting the camshaft phonic wheel timing allows the electronic control unit to detect the cylinders in which the fuel injection is to take place via the sensor. Proceed as follows: 1) Turn the crankshaft to move the piston of cylinder no. 1 to TDC during the compression phase. 2) Turn it through approx. ¼ turn against its normal direction of rotation. 3) Turn the flywheel back in its normal direction of rotation until the hole marked with a double notch (4) is visible through the inspection hole under the flywheel cover casing. 4) Insert tool 99360612 (5) in the flywheel sensor seat (6). 5) Fit tool 99360613 (2) on the tooth on the phonic wheel through the timing sensor seat (if tool (2) is difficult to fit, loosen bolts (3) and adjust phonic wheel (1) until tool (2) fits over the tooth correctly). 6) Tighten bolts (3).
77260
Course ME22 ETH – Ed.1 – 10/10
104
In other words, the phonic wheel of the camshaft is correctly timed when, with the flywheel at an angle of 54° before TDC with piston no. 1 in the compression phase, the recognition tooth of the phonic wheel aligns exactly with the position determined by tool 99360613. If the phonic wheel timing is incorrect, align the 4 bolts securing it to the gear and correct its angle using the slots.
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Course ME22 ETH – Ed.1 – 10/10
Adjusting valve clearance and injector pump element position The operations described must be carried out scrupulously to ensure the engine is not damaged and operates normally.
44,936A
The figure represents the option chosen for Cursor 8 engines (pump-injector with non-coaxial coil). The procedure described below applies to all Cursor engines. Adjust the piston of the cylinder for which the clearance is to be adjusted to TDC at the end of the compression stroke. The valves of this cylinder are closed while both valves of the symmetrically opposite cylinder are open. The symmetrical cylinder pairs are 1 – 6, 4 – 3 e 2 – 5. To carry out these operations correctly, proceed as described below, using the information given in the table overleaf. Adjusting valve clearance The specified clearance with the engine cold is: F2B engines: 0.40 mm ± 0.05 mm (intake and exhaust); F3A engines: 0.40 mm ± 0.05 mm (intake); 0.50 mm ± 0.05 mm (exhaust); F3B engines: 0.40 mm ± 0.05 mm (intake); 0.60 mm ± 0.05 mm (exhaust); Course ME22 ETH – Ed.1 – 10/10
106
Sequence: 1) move the crankshaft into position for the valves to be adjusted; 2) use a box wrench to loosen nut (1) securing the adjustment screw; 3) fit feeler gauge strip (3) between the washer of rocker (2) and the valve control bridge; 4) use an appropriate wrench to tighten or unscrew the adjustment bolt; 5) check that the feeler gauge strip ( 3) slides with slight friction; 6) tighten nut (1), holding the adjustment screw still; Position the pump injector pump elements Sequence: 1) move the crankshaft into position for the rocker to be adjusted; 2) use a box wrench to loosen the nut securing the adjustment screw on rocker (5) controlling injection pump (6); 3) use an appropriate wrench (4) to tighten the adjustment screw so that the pump element is in contact with the end stop; 4) use a torque wrench to tighten the adjustment bolt to a torque of 5Nm (0.5 kgm); 5) unscrew the adjustment screw through ½ ¾ turn; 6) tighten the nut retaining the adjustment screw;
FIRING ORDER 1 – 4 – 2 – 6 – 3 – 5 Start and turn anticlockwise
Balance valves on cylinder no.
Adjust clearance of valves on cylinder no.
Adjust preload of injectors for cylinder no.
1 and 6 at TDC
6
1
5
120°
3
4
1
120°
5
2
4
120°
1
6
2
120°
4
3
6
120°
2
5
3
To carry out the above adjustment correctly, it is essential to carry out the sequence shown in the table on the page alongside. At each rotation phase, check the accuracy of the position by inserting pin 99360612 in the 11th hole of each of the three 18-hole sectors.
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Course ME22 ETH – Ed.1 – 10/10
DATA AND INSTALLATION CLEARANCES F2B
Type
F3A
F3B
mm CYLINDER AND CRANKSHAFT ASSEMBLY Cylinder liner seats: upper
130,200 130,225
142,000 142,025
153,500 153,525
lower
128,510 128,535
140,000 140,025
152,000 152,025
130,161 130,186
141,961 141,986
153,461 153,486
128,475 128,500 -
139,890 139,915 -
151,890 151,915 -
0,014 0,064 0,010 0,060
0,014 0,064 0,085 0,135
0,014 0,039 0,085 0,135
-
-
-
A*
115,000 115,012
125,000 125,013
135,000 135,013
B* X
115,010 115,022 0,035 0,065
125,011 125,024 0,045 0,075
135,011 135,024 0,045 0,075
X
18 114,871 114,883 114,881 114,893
18 124,861 124,873 124,872 124,884
18 134,861 134,873 134,872 134,884
46,010 46,018
50,010 50,016
54,010 54,018
0,117 0,141
-
0,127 0,152 0,127 0,152
-
-
-
0,32 0,69
0,23 0,53
0,12 0,42
45,994 46,000
49,994 50,000
53,994 54,000
0,010 0,024
0,010 0,022
0,010 0,024
Cylinder liners: outer diameter: upper
2 lower length Cylinder liners– engine block seats upper lower Outer diameter
2
Cylinder liners: outer diameter 3 * Selection class
Protrusion
Pistons: measurement height outer diameter outer diameter pin seat
1 A* 1 B*
*Supplied as spares
** Only production. Piston – cylinder liners A* B* * Selection class Piston diameter
1
Piston protrusion
X
Piston pin
3
Piston pin – piston seat
Course ME22 ETH – Ed.1 – 10/10
108
F2B
Type
F3A
F3B
mm FEDERAL MOGUL■ 1,583
MAHLE PISTON▲
1,583 1,613 1,554 1,550 1,574 1,570 4,02 4,04
2,098 2,128*
2,427*
1,550 1,570
1,550 1,570
4,020 4,040 * measured on 120mm
5,020 5,040 * measured on 130mm
1,429 1,473 1,470 1,500
1,929 1,973 1,470 1,500
2,296 2,340 1,470 1,500
3,970 3,990
3,970 3,990
4,970 4,990
0,247 0,311■ 0,111 0,175▲ 0,054 0,104■ 0,050 0,100▲ 0,030 0,065
0,125 0,199
0,087 0,131
0,050 0,100
0,050 0,100
0,030 0,070
0,030 0,070
0,30 0,40 0,55 0,70 0,35 0,65
0,35 0,45 0,60 0,75 0,35 0,65
0,40 0,50 0,65 0,80 0,40 0,75
49,975 50,000
54,000 54,030
59,000 59,030
77,000 77,030
87,000 87,030
94,000 94,030
77,000 77,010 77,011 77,020 77,021 77,030
87,000 87,010 87,011 87,020 87,021 87,030
94,000 94,010 94,011 94,020 94,021 94,030
50,055 50,080
54,085 54,110
59,085 59,110
46,015 46,030
50,019 50,035
54,019 54,035
2,000 2,010 2,011 2,020 2,021 2,030
1,970 1,980 1,981 1,990 1,991 2,000
1,965 1,975 1,976 1,985 1,986 1,995
Connecting rod small end bush - seat
0,055 0,105
0,055 0,110
0,055 0,110
Piston pin - bush
0,015 0,036
0,019 0,041
0,019 0,041
X1* PISTONpin grooves
X2 X3
* measured on diameter of 111 mm (F2B)
Piston rings: trapezoid seal S1* sealing lip S2 milled oil scraper with slots and internal spring
S3
*meas. 2 mm from ext. (F2BF3A) *meas. 2.5 mm from ext. (F3B)
1 1 Piston rings - grooves 2 2 3 APiston ring end opening in cylinder liner: X1 X2 X3 Small end bush seat
1 Connecting rod bearing seat 2 Nominal value 1 Selection categories 2 3 Connecting rod small end bush diameter outer 4 inner 3 Connecting rod bearing half S Red Green Yellow
Connecting rod bearing half Connecting rod weight A Category B C
0,127–0,254–0,508
2865 2895 g 2896 2925 g 2926 2955 g
109
0,127–0,254–0,508 0,127–0,254–0,508
4024 4054 g 4055 4085 g 4086 4116 g
4741 4780 g 4781 4820 g 4821 4860 g
Course ME22 ETH – Ed.1 – 10/10
F2B
Type
F3A
F3B
mm
Measurement height Maximum parallelism error in connecting rod axes
X
125
125
125
//
0,08
0,08
0,08
1 2 3
82,910 82,940 82,910 82,919 82,920 82,929 82,930 82,940
92,970 93,000 92,970 92,979 92,980 92,989 92,990 93,000
99,970 100,000 99,970 99,979 99,980 99,989 99,990 100,000
72,915 72,945 72,915 72,924 72,925 72,934 72,935 72,945
82,970 83,000 82,970 82,979 82,980 82,989 82,990 83,000
89,970 90,000 89,970 89,979 89,980 89,989 89,990 90,000
3,000 3,010 3,011 3,020 3,021 3,030
2,965 2,974 2,975 2,984 2,985 2,995
3,110 3,120 3,121 3,130 3,131 3,140
2,000 2,010 2,011 2,020 2,021 2,030
1,970 1,980 1,981 1,990 1,991 2,000
1,965 1,975 1,976 1,985 1,986 1,995
89,000 89,030 89,000 89,009 89,010 89,019 89,020 89,030
99,000 99,030 99,000 99,009 99,010 99,019 99,020 99,030
106,300 106,330 106,300 106,309 106,310 106,319 106,320 106,330
Main journals 1 Nominal value Selection category
Crankpins 2 Nominal value 1 2 3
Selection category
Main bearing halves Red Green Yellow
S1
Connecting rod bearing halves Red Green Yellow
S2
Main journals 3 Nominal value Selection category
2
1 3
Half-bearings main journals
STD, - 0,127 -0,254, -0,508
Half-bearings – crankpins
STD, - 0.127 -0,254, -0,508
0,040 0,098 0,040 0,098 0,040 0,110 0,035 0,093 0,035 0,093 0,035 0,083
0,050 0,090
0,040 0,080
0,060 0,108 0,061 0,119 0,060 0,130 0,050 0,108 0,051 0,109 0,050 0,098
Main bearing halves
0,127 – 0,254 – 0,508
0,127 – 0,254 – 0,508 0,127 – 0,254 – 0,508
Connecting rod bearing half
0,127 – 0,254 – 0,508
0,127 – 0,254 – 0,508 0,127 – 0,254 – 0,508
Main journal for shoulder
X1
39,96 40,00
45,95 46,00
47,950 48,000
Main journal for shoulder
X2
32,94 32,99
38,94 38,99
40,940 40,990
Thrust half-rings (thickness)
X3
3,38 3,43
3,38 3,43
3,380 3,430
0,11 0,30
0,10 0,30
0,10 0,30
1–2
0,010
0,025
0,025
1–2
0,040
0,040
0,040
Crankshaft shoulder Parallelism Concentricity
Course ME22 ETH – Ed.1 – 10/10
110
Type
F2B
F3A
F3B
mm CYLINDER HEAD – TIMING SYSTEM Valve guide seats on cylinder head
1
12,980 12,997
14,980 14,997
15,980 15,997
2
8,023 8,038
9,015 9,030
10,015 10,030
3
13,012 13,025
15,012 15,025
16,012 16,025
0,015 0,045
0,015 0,045
0,015 0,045
0,2 0,4
0,2 0,4
-
4
7,970 7,985 60° 30’ 7’ 30”
8,960 8,975 60° 30’ 7’ 30”
9,960 9,975 60° 30’ 7’ 30”
4
7,970 7,985 45015'
8,960 8,975 45° 30’ 7’ 30”
9,960 9,975 45° 30’ 7’ 30”
0,038 0,068
0,040 0,070
0,040 0,070
1
41,985 42,020
44,185 44,220
49,185 49,220
1
40,985 41,020
42,985 43,020
46,985 47,020
2
42,060 42,075 60 0- 30'
44,260 44,750 60 0- 30'
49,460 49,475 60 0- 30'
2
41,060 41,075 45 0- 30'
43,060 43,075 45 0- 30'
47,260 47,275 45 0- 30'
X
0,5 0,8
0,65 0,95
0,45 0,75
X
1,6 1,9
1,8 2,1
1,65 1,95
0,040 0,090
0,040 0,090
0,040 0,090
Valve guide
Valve guides and seats on head Valve guide Valves:
Valve stem and associated guide Seat on head for valve seat:
Valve seat outer diameter ; valve seat angle on cylinder head:
Recess
Between valve seat and head
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Course ME22 ETH – Ed.1 – 10/10
Type
F2B
F3A
F3B
mm Valve spring height: free spring
H
66
80
76
under load of: H1 H2
49.5 (540N 27N) 37.5 (966N 48N)
62 (600N 33N) 48.8 (1140N 57N)
59 (775N 39N) 46 (1366N 68N)
Injector protrusion
X
1,1
0,32 1,14
0,52 1,34
Seat for overhead camshaft bushes cylinders: 17
80,000 80,030
88,000 88,300
88,000 88,030
75,924 75,940
82,950 82,968
82,950 82,968
80,090 80,115
88,153 88,183
88,153 88,183
83,018 83,085
83,018 83,085
Camshaft mounting journals: 17 Outer diameter of camshaft bushes:
Bush inner diameter
16
75,990 76,045
7
76,008 76,063
Bushes and seats in cylinder head
0,060 0,115
0,123 0,183
0,123 0,183
Bearing bushes and journals
0,050 0,121
0,050 0,135
0,050 0,135
8,07
9,30
9,231
7,63
9,458
9,5607
8,828
13,376
13,376
37,984 38,000
41,984 42,000
41,984 42,000
Effective cam lift:
Rocker shaft
1
Course ME22 ETH – Ed.1 – 10/10
112
Type
F2B
F3A
F3B
mm Seats for bushes in rockers: 41,000 41,016
45,000 45,016
45,000 45,016
53,000 53,019
59,000 59,019
59,000 59,019
42,000 42,016
46,000 46,016
46,000 46,016
41,097 41,135
45,090 45,130
45,090 45,130
53,105 53,156
59,100 59,140
59,100 59,140
42,066 42,091
46,066 46,091
46,066 46,091
38,025 38,041
42,025 42,041
42,025 42,041
50,025 50,041
56,030 56,049
56,030 56,049
38,015 38,071
42,015 42,071
42,015 42,071
0,081 0,135
0,074 0,130
0,074 0,130
0,086 0,156
0,081 0,140
0,081 0,140
0,050 0,091
0,050 0,091
0,050 0,091
0,025 0,057
0,025 0,057
0,025 0,057
0,025 0,057
0,025 0,057
0,025 0,057
0,015 0,087
0,015 0,087
0,015 0,087
Rocker bush outer diameter:
Rocker bush inner diameter:
Bushes and seats:
Rocker and shaft seats
113
Course ME22 ETH – Ed.1 – 10/10
TIGHTENING TORQUES (F2B ENGINES) PART Nm Bolts securing engine block base to engine block (see fig. 1) Outer bolts M 10 x 1.25 Stage one: pretightening; Inner bolts M 16 x 2 Stage two: pretightening; Inner bolts M 16 x 2 Stage three: angle tightening Inner bolts M 16 x 2 Stage four: angle tightening Outer bolts M 10 x 1.25 Stage five: angle tightening Piston cooling nozzle outlet M12 x 1.5 Bolts securing heat exchanger to engine block (see fig. 5) pretightening tightening Bolts securing spacer and oil sump (see fig. 6) Bolts securing gear casing to engine block M 10 x 1.25 Bolts securing gear casing to engine block M 12 x 1.75 Bolts securing gear casing to engine block M 8 x 1.25 Cylinder head bolt: (see fig. 2) First stage Pretightening Second stage Pretightening Stage three Angle tightening Stage four Angle tightening Rocker shaft bolt First stage Pretightening Second stage Angle tightening Lock-nut for rocker adjustment screw Bolts for injector brackets Bolts securing thrust plates to head : Bolt for camshaft gear: First stage Pretightening Second stage Angle tightening Exhaust manifold bolts (see fig. 3) Pretightening Tightening torque Engine brake actuator cylinder bolts Connecting rod cap bolts: First stage Pretightening Second stage Angle tightening M16 x 1.5 x 58 Flywheel bolts: First stage Pretightening Second stage Angle tightening M16 x 1.5 x 110 Flywheel bolts: First stage Pretightening Second stage Angle tightening Engine pulley bolts: First stage Pretightening Second stage Angle tightening Damping flywheel bolts: Intermediate gear pin bolts: First stage Pretightening Second stage Angle tightening Starter motor bolt Air compressor bolt Air compressor drive gear nut Bolts and nuts securing turbocharger (see fig. 4) Pretightening Tightening torque Rocker cover bolts (see fig. 7) Injector wiring nuts
25 140
2,5 14,2 60° 60° 90°
35 ± 2
3,5 ± 0,2
11,5 ± 3,5 19 ± 3 41,5 ± 3,5 41,5 ± 3,5 63 ± 7 23,5 ± 1,5
1,2 ± 0,3 1,9 ± 0,3 4,2 ± 0,3 41,5 ± 3,5 6,4 ± 0,7 2,4 ± 0,15
50 100
5,1 10,2 90° 75°
40
4,1 60°
39 ± 5 36,5
4 ± 0,5 3,7
20 ± 2
2 ± 0,2
50
5,1 50°
40 ± 5 70 ± 5 19 ± 3
4,1 ± 0,5 7,1 ± 0,5 1,9 ± 0,3
50
5,1 40°
100
10,2 60°
100
10,2 120°
70
7,1 50° 115 ± 15 11,7 ± 1,5 30
3 90°
Before fitting, lubricate with MOLYCOTE oil Before fitting, lubricate with graphite oil
Course ME22 ETH – Ed.1 – 10/10
TORQUE kgm
114
44 ± 4 74 ± 8 170
4,5 ± 0,4 7,5 ± 0,8 17,3
35 ± 5 46 ± 2 8,5 ± 1,5 1,62 ± 0,3
3,6 ± 0,5 4,7 ± 0,2 0,9 ± 0,1 0,16 ± 0,03
DIAGRAM SHOWING ENGINE BLOCK BASE BOLT TIGHTENING ORDER Figure 1
Stage one: outer bolt pretightening (25 Nm)
FRONT SIDE
44897
Stage two: inner bolt pretightening (140 Nm)
FRONT SIDE
44898
Stage three: tightening of inner bolts through 60°
FRONT SIDE
44898
Stage four: tightening of inner bolts through 60°
FRONT SIDE
44898
Stage five: tightening of outer bolts through 90°
FRONT SIDE
44899
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Course ME22 ETH – Ed.1 – 10/10
DIAGRAM SHOWING TIGHTENING ORDER FOR CYLINDER HEAD BOLTS: Figure 2
44900
DIAGRAM SHOWING TIGHTENING ORDER FOR EXHAUST MANIFOLD BOLTS Figure 3
45359
DIAGRAM SHOWING TURBOCHARGER BOLT AND NUT TIGHTENING ORDER Figure 4
45360
SEQUENCE:
Pretightening Tightening
Course ME22 ETH – Ed.1 – 10/10
4 – 3 – 1 –2 1 – 4 – 2 –3
116
DIAGRAM SHOWING TIGHTENING ORDER FOR HEAT EXCHANGER BOLTS Figure 5
45361
DIAGRAM SHOWING TIGHTENING ORDER FOR OIL SUMP BOLTS: Figure 6
45362
DIAGRAM SHOWING TIGHTENING ORDER FOR ROCKER COVER BOLTS: Figure 7
45363
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Course ME22 ETH – Ed.1 – 10/10
TIGHTENING TORQUES (F3A ENGINES) PART Nm Bolts securing engine block base to engine block (see fig. 8) Outer bolts M12 x 1.75 Stage one: pretightening; Outer bolts M 17 x 2 Stage two: pretightening; Inner bolts Stage three: angle tightening Inner bolts Stage four: angle tightening Outer bolts Stage five: angle tightening Piston cooling nozzle fitting Bolts securing heat exchanger to engine block (see fig. 12) Pretightening Tightening torque Bolts securing spacer and oil sump (see fig. 13) Pretightening Tightening torque Bolts securing gear casing to engine block M 12 x 1.75 Cylinder head bolt: (see Figure 9) First stage Second stage Stage three Stage four Air compressor bolts Rocker shaft bolt First stage Second stage
Pretightening Pretightening Angle tightening Angle tightening
TORQUE kgm
30 120
3 12,2 90° 45° 60°
35 ± 2
3,5 ± 0,2
11,5 19
1,15 1,9
38 45 63 ± 2
3,8 4,6 6,3 ± 0,2
60 120
6,1 12,2 120° 60°
100 Pretightening Angle tightening
10,2
80
8,1 60°
Lock-nut for rocker adjustment screw
39 ± 5
4 ± 0,5
Bolts for injector brackets
26
2,6
Bolts securing thrust plates to head Bolt securing engine mounting bracket to cylinder head First stage Pretightening Second stage Angle tightening Bolt securing engine mounting bracket to flywheel casing First stage Pretightening Second stage Angle tightening Bolt for camshaft gear: First stage Pretightening Second stage Angle tightening Exhaust manifold bolts (see fig. 10) Pretightening Tightening torque
19
1,9
120
100
60
6,1 60°
40 ± 5 45 19
Pretightening Angle tightening
60
Pretightening Angle tightening
120
40,1 ± 0,5 4,6 1,9 6,1 60° 12,2 90°
Before tightening, lubricate with engine oil Before fitting, lubricate with graphite oil
Course ME22 ETH – Ed.1 – 10/10
10,2 60°
Engine brake actuator cylinder bolts Connecting rod cap bolts: First stage Second stage Flywheel bolts: First stage Second stage
12,2 45°
118
TIGHTENING TORQUES (F3A ENGINES) PART Nm Damping flywheel bolts: First stage Second stage Intermediate gear pin bolts: First stage Second stage Bolt securing idler gear connecting rod Oil pump bolts Crankshaft seal cover bolts Fuel filter/pump bolts
Pretightening Angle tightening
70
Pretightening Angle tightening
30
7,1 50° 3 90°
Bolts and nuts securing turbocharger (see fig. 11) Pretightening Tightening torque Water pump bolts Bolts securing spacer/pulley to fan Bolt securing automatic belt tensioner to air conditioner Bolt securing automatic belt tensioner to engine block Bolts securing fan mount to engine block Starter motor bolts Air heater bolts Air compressor bolt Air compressor drive gear nut Alternator bolt
L=35 mm L=60 mm L=30 mm
Injector wiring nuts
TORQUE kgm
25 ± 5 25 ± 5 25 ± 5 25 ± 5
2,5 ± 0,5 2,5 ± 0,5 2,5 ± 0,5 2,5 ± 0,5
33,5 ± 7,5 46 ± 2 25 ± 2,5 30 ± 3 26 ± 2 50 ± 5 100 74 ± 8 37 ± 3 74 ± 8 170 ± 10
3,4 ± 0,8 4,7 ± 0,2 2,5 ± 0,25 3 ± 0,3 2,6 ± 0,2 5,1 ± 0,5 10,2 7,5 ± 0,8 3,8 7,5 ± 0,8 17,3 ± 1
30 ± 3 44 ± 4 25 ± 2,5
3 ± 0,3 4,5 ± 0,4 2,5 ± 0,25
1,62 ± 0,3
0,16 ± 0,03
Before tightening, lubricate with engine oil Before fitting, lubricate with graphite oil
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Course ME22 ETH – Ed.1 – 10/10
TIGHTENING TORQUES (F3B ENGINES) PART Nm Bolts securing engine block base to engine block (see fig. 8) Outer bolts M12 x 1.75 Stage one: pretightening; Inner bolts M 18 x 2 Stage two: pretightening; Inner bolts M 18 x 2 Stage three: angle tightening Inner bolts M 18 x 2 Stage four: angle tightening Outer bolts M12 x 1.75 Stage five: angle tightening Piston cooling nozzle fitting Bolts securing heat exchanger to engine block (see fig. 12) Pretightening Tightening torque Bolts securing suction head to engine block base Bolts securing spacer and oil sump (see fig. 13) Pretightening Tightening torque Bolts securing gear casing to engine block M 12 x 1.75 Bolts securing control unit to engine block base Cylinder head bolt: (see Figure 9) First stage Pretightening Second stage Pretightening Stage three Angle tightening Stage four Angle tightening Rocker shaft bolt First stage Pretightening Second stage Angle tightening Lock-nut for rocker adjustment screw
3 12,2 60° 55° 60°
35 2
3,5 0,2
11,5 3,5 19 3 24,5 2,5
1,15 0,35 1,9 0,3 2,5 0,25
38 45 63
3,9 4,6 6,4
24 2,5
2,4 2,5
60 120
6,1 12,2
80
80,2 60°
Bolt securing engine mounting bracket to cylinder head First stage Pretightening Second stage Angle tightening
39 0,5 26
3,9 0,5 2,6
19 3
1,9 0,3
120
12,2 45°
Before tightening, lubricate with UTDM oil Before fitting, lubricate with graphite oil
Course ME22 ETH – Ed.1 – 10/10
30 120
90° 65°
Bolts for injector brackets Bolts securing thrust plates to head
TORQUE kgm
120
TIGHTENING TORQUES (F3B ENGINES) PART
TORQUE Nm
Bolt securing engine mounting bracket to flywheel casing First stage Pretightening Second stage Angle tightening Bolt for camshaft gear: First stage Pretightening Second stage Angle tightening Bolts securing phonic wheel to camshaft gear
100
10,2 60°
60
6 60°
Exhaust manifold bolts (see fig. 10) Pretightening Tightening torque Engine brake actuator cylinder bolts Connecting rod cap bolts: First stage Pretightening Second stage Angle tightening Flywheel bolts: First stage Pretightening Second stage Angle tightening Damping flywheel bolts: First stage Pretightening Second stage Angle tightening Intermediate gear pin bolts: First stage Pretightening Second stage Angle tightening Bolts securing idler gear adjustment connecting rod Oil pump bolts Crankshaft seal cover bolts Fuel filter/pump bolts Bolts and nuts securing turbocharger (see fig. 11) pretightening tightening Water pump bolts Bolts securing fan hub to spacer Bolts securing fan spacer to pulley Bolts securing fan mount to engine block Fixed tensioner bolt Automatic belt tensioner bolt Bolts securing fixed pulley for auxiliary drivebelt to engine block Starter motor bolts Air heater bolts Air compressor bolts Injector wiring nuts
kgm
8,5 1,5
0,85 0,15
40 5 70 5 19
40,1 0,5 7,1 0,5 1,9
60
6,1 60°
120
12,2 90°
70
7,1 50°
30
3 90°
24,5 2,5 24,5 2,5 24,5 2,5 19
2,5 0,25 2,5 0,25 2,5 0,25 1,9
35 46 25 30 30 100 10,5 0,5 50 5 105 5 74 4 30 3 74 4
3,6 4,7 2,5 3 3 10,2 1 0,05 5,1 0,5 10,5 0,5 7,4 0,4 3 0,3 7,5 0,4
1,64 0,28
0,164 0,028
Before tightening, lubricate with UTDM oil Before fitting, lubricate with graphite oil
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Course ME22 ETH – Ed.1 – 10/10
TIGHTENING TORQUES (F3B ENGINES) PART Nm
170 10 44 4 44 4 46,5 4,5 24,5 2,5 24,5 2,5 55 5 35 25 35 82 32
Air compressor drive gear nut Alternator bolt: M10 1.5
L = 35 mm L = 60 mm
M10 1.5 Power steering pump bolts Air conditioner compressor/mount bolts Guard bolts Filter blocked sensor fastening Fuel/water temperature sensor fastening Thermometric sending unit/switch fastening Air temperature sending unit fastening Pulse sending unit fastening Engine brake solenoid fastening
Before tightening, lubricate with UTDM oil Before fitting, lubricate with graphite oil
Course ME22 ETH – Ed.1 – 10/10
TORQUE kgm
122
17 1,7 4,5 0,4 4,5 0,4 4,65 0,45 2,45 0,25 2,45 0,25 5,5 0,5 3,5
2,5 3,5 0,8 0,2 3,2
DIAGRAM SHOWING ENGINE BLOCK BASE BOLT TIGHTENING ORDER Figure 8
Stage one: external bolt pretightening
FRONT SIDE
60592
Stage two: inner bolt pretightening
FRONT SIDE
: 60593
Stage three: tightening of inner bolts through angle
FRONT SIDE
60593
i FRONT SIDE
tage four: tightening of inner bolts through angle
60593
Stage five: tightening of outer bolts through angle
FRONT SIDE
e
60594
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Course ME22 ETH – Ed.1 – 10/10
DIAGRAM SHOWING TIGHTENING ORDER FOR CYLINDER HEAD BOLTS: Figure 9
60580
DIAGRAM SHOWING TIGHTENING ORDER FOR EXHAUST MANIFOLD BOLTS Figure 10
60581 60581
DIAGRAM SHOWING TURBOCHARGER BOLT AND NUT TIGHTENING ORDER Figure 11
60582
SEQUENCE:
Pretightening 4 – 3 – 1 –2 Tightening 1 – 4 – 2 –3
Course ME22 ETH – Ed.1 – 10/10
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DIAGRAM SHOWING TIGHTENING ORDER FOR HEAT EXCHANGER BOLTS Figure 12
60666
DIAGRAM SHOWING TIGHTENING ORDER FOR OIL SUMP BOLTS: Figure 13
60583
1st stage from 1 to 16. 2nd stage from 17 to 32.
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SPECIAL TOOLS FOR F2B – F3A – F3B ENGINES
TOOL NO.
99322230
MODEL
DESCRIPTION
Telescopic rotary stand (capacity 2000 daN, torque 375 daNm)
99340051
F2B
F3A
F3B
X
X
X
X
X
X
X
X Tool for removing front crankshaft seal
99340053
99340052
X Tool for removing rear crankshaft seal
99340054
99340205
Percussion extractor
X
X
X
99342149
Extractor for injector sleeve
X
X
X
Course ME22 ETH – Ed.1 – 10/10
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SPECIAL TOOLS FOR F2B – F3A – F3B
TOOL NO.
MODEL
DESCRIPTION F2B
99342155
Extractor for injectors
99346245
F3A
F3B
X
X
X
X
X
X
X
X
X
X
X Tool for fitting front crankshaft seal
99346250
99346246
X Tool for fitting rear crankshaft seal
993462260
99348004
Universal extractor for 5 to 70 mm bores
X
Socket wrench for bolts joining engine block to base 99350072 Socket wrench for idler gear mount bolts
127
X
Course ME22 ETH – Ed.1 – 10/10
SPECIAL TOOLS FOR F2B – F3A – F3B ENGINES
TOOL NO.
MODEL
DESCRIPTION F2B
99350074
Socket wrench for bolts joining engine block to base
99360143
Drift for removing valve guides
99360177
F3A
F3B
X
X
X Plugs (6) protecting injector seats
99360180
X
X
99360184
Pliers for removing and refitting piston rings (105-106 mm)
X
X
X
99360192
Chocks for flexible belt
X
X
X
Course ME22 ETH – Ed.1 – 10/10
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SPECIAL TOOLS FOR F2B – F3A – F3B ENGINES
TOOL NO.
MODEL
DESCRIPTION F2B
99360261
Tool for removing and refitting engine valves (use with special plates)
99360262
F3A
F3B
X
X
X Plate for removing and refitting engine valves (use with 99360261)
99360263
99360264
99360288
X
Tool for removing and refitting engine valves
Drift for removing valve guides
X
X
99360292
Installing tool for fitting seal to valve guide
X
99360294
Drift for refitting valve guide (use with 99360288)
X
99360295
Drift for refitting valve guide (use with 99360481)
99360296
Drift for refitting valve guide (use with 99360143)
129
X
Course ME22 ETH – Ed.1 – 10/10
X
SPECIAL TOOLS FOR F2B – F3A – F3B ENGINES
TOOL NO.
MODEL
DESCRIPTION F2B
F3A
F3B
99360314
Tool for disassembling engine oil filter
X
X
X
99360321
Tool for rotating engine flywheel
X
X
X
99360325
Spacer (use with 99360321)
X
X
99360328
X Installing tool for fitting seal to valve guide
99360329
X
99360334
Compression tool for measuring cylinder liner protrusion (use with 99370415 – 99395603 and special plates)
X
99360335
Plate for compressing cylinder liners (use with 99360334)
X
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X
X
SPECIAL TOOLS FOR F2B – F3A – F3B ENGINES
TOOL NO.
MODEL
DESCRIPTION F2B
99360336
Spacers (use with 99360334)
99360337
F3A
F3B
X
X
X Plate for compressing cylinder liners (use with 99360334 99360336) X
99360338
99360351
Tool for retaining engine flywheel
99360481
Drift for removing valve guides
99360487
X
X
X
X
X Drift for removing and refitting camshaft bushes
99360499
99360500
Crankshaft lifting tool
131
X
X
X
X
X
Course ME22 ETH – Ed.1 – 10/10
SPECIAL TOOLS FOR F2B – F3A – F3B ENGINES
TOOL NO.
MODEL
DESCRIPTION F2B
F3A
F3B
X
X
X
X
X
99360551
Tool for removing and refitting flywheel
99360553
Tool for assembling and installing rocker shaft (use with 99360144)
99360558
Tool for assembling and installing rocker shaft
X
99360585
Rocker for lifting and transporting engine
X
X
X
X
X
X
99360605
Course ME22 ETH – Ed.1 – 10/10
Device for fitting the piston into the cylinder liner (60-125 mm)
132
SPECIAL TOOLS FOR F2B – F3A – F3B
TOOL NO.
MODEL
DESCRIPTION F2B
F3A
F3B
99360612
Engine TDC positioning tool
X
X
X
99360613
Tool for adjusting phonic wheel timing on camshaft
X
X
X
99360703
Cylinder liner retaining tool
X
X
X
99360706
Tool for removing cylinder liners (use with special rings)
X
X
X
99360724
Ring (115 mm) (use with 99360706)
X
99360726
Ring (125 mm) (use with 99360706)
99360728
Ring (135 mm) (use with 99360706)
99361035
Brackets for fastening engine to rotary stand 99322230
133
X
X
X
Course ME22 ETH – Ed.1 – 10/10
SPECIAL TOOLS FOR F2B – F3A – F3B ENGINES
TOOL NO.
MODEL
DESCRIPTION F2B
99361036
Brackets for fastening engine to rotary stand 99322230
99365054
F3A
F3B
X
X
X
X
X Tool for refitting injector sleeve
99365056
99370415
Dial gauge base for measuring cylinder liner protrusion (use with 99395603)
X
X
X
99378100
Tool for stamping engine identification plates (use with specific drifts)
X
X
X
99378101 99378102 99378103 99378104 99378105 99378106
Drifts for stamping engine identification plates (use with 99378100)
X
X
X
99389834
Torque screwdriver for adjusting injector solenoid connector nut
X
X
X
Course ME22 ETH – Ed.1 – 10/10
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SPECIAL TOOLS FOR F2B – F3A – F3B ENGINES
TOOL NO.
MODEL
DESCRIPTION F2B
99390310 99390311
F3A
X Reamer for valve guides
X
99390330
99390772
F3B
X
Tool for removing injector sleeve residues
X
Tool for tapping injector sleeve to be removed
X
X
X
Tool for tapping injector sleeve to be removed (use with 99390805)
X
X
Guide bush (use with 99390804)
X
X
X
X
X
X
99390804
99390805
99394014
X Guide bush (use with 99394041 or 99394043)
99394015
99394041
Mill for grinding injector seat (use with 99394014 or 99394015)
135
X
Course ME22 ETH – Ed.1 – 10/10
SPECIAL TOOLS FOR F2B – F3A – F3B ENGINES
TOOL NO.
MODEL
DESCRIPTION F2B Reamer for grinding lower part of injector holder (use with 99394014)
F3A
F3B
X
X
X
99394043 Reamer for grinding lower part of injector holder (use with 99394015) 99395215 X
99395218
Gauge for measuring distance between camshaft and idle gear centre lines.
X
99395219
X
99395216
Pair of measuring devices for angular tightening with 1/2" and 3/4" square attachment
X
X
X
99395603
Dial gauge (0 - 5 mm)
X
X
X
9395687
Bore gauge (50 - 178 mm)
X
X
X
X
X
99396033
X Crankshaft front seal cover locating ring
99396035
Course ME22 ETH – Ed.1 – 10/10
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ENGINE ELECTRONIC SECTION CONTENTS Page INTRODUCTION ..................................................................................................................... 139 CAN LINE ASSEMBLY ............................................................................................................ 141 MAIN ELECTRICAL COMPONENTS ...................................................................................... 143 EDC7 UC31 CONTROL UNIT ................................................................................................. 144 EDC7 UC31 control unit component assembly........................................................................ 150 EDC7 UC31 electronic control unit pin out............................................................................... 151 INJECTION.............................................................................................................................. 159 Principle of operation ............................................................................................................... 161 Pump injector 78247 ................................................................................................................ 162 ENGINE BRAKE...................................................................................................................... 166 System components ................................................................................................................ 166 Engine brake solenoid 78050 ................................................................................................ 168 VARIABLE GEOMETRY TURBOCHARGER (VGT)................................................................ 169 VGT System components ........................................................................................................ 169 VGT solenoid ........................................................................................................................... 170 SENSORS ON EDC7 UC31 .................................................................................................... 171 ACCELERATOR POSITION SENSOR ON VCM .................................................................... 178 PRE-POST HEATING COIL .................................................................................................... 179 30-PIN DIAGNOSTIC COUPLING........................................................................................... 181 16 PIN COUPLING FOR OBD (On Board Diagnostic) ............................................................ 182 CIRCUIT CARDS..................................................................................................................... 183 Key to electrical/electronic components................................................................................... 183 Engine cooling (Stralis AS/AT/AD)........................................................................................... 184 “ECB” CAN line....................................................................................................................... 185 VCM control unit (Stralis AS/AT/AD)........................................................................................ 186
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Course ME22 ETH – Ed.1 – 10/10
138
INTRODUCTION This volume describes the electrical/electronic section of Cursor 8, 10 and 13 engines in the Euro 3 range (Euro 4/5 without SCR system). This description is mainly based on Stralis AS and Stralis AT/AD Euro 4 vehicle applications. The differences of Euro 4/5 and Euro 3 engines are the SCR system aplication (present only for Euro 4/5) and the engine map.
CAN line constituents
A
B 73652/A
A. Sheath – B. Twisted wires
The wiring used for the various CAN lines present on the vehicle comes in the form of twisted wires. This configuration has been chosen to eliminate electrical signal interference. The sheaths are identified by different colours:
BLACK YELLOW GREEN GREY WHITE BLUE
VDB/SB ECB ICB BCB FMB IDB
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Course ME22 ETH – Ed.1 – 10/10
Testing CAN line efficiency The efficiency of the CAN lines on the vehicle is checked by measuring the resistances across the pins of the various control units using a multimeter as described below. Body Computer 7
12
J2 1
6
74206
Pin 1 - 2
CAN ICB line
Pin 3 - 4
VDB CAN line
Pin 10 - 12
BCB CAN line
VCM control unit
Pin 19 - 20
ECB CAN line
Pin 37 - 38
FMB CAN LINE
Pin 39 - 40
CAN ICB line
Readings to be taken during measurement 0Ω CAN line short-circuited
~ 60 Ω CAN line OK
Course ME22 ETH – Ed.1 – 10/10
~ 120 Ω O.L. Heater coil line interrupted CAN line interrupted
140
Cursor 8 – 10 – 13 Euro 3 – STRALIS CAN LINE ASSEMBLY SWI DDM
RADIO
IDB
ICB
IC
BC
PDM
BM OBD II Connector VCM
ECM
E C B
FMB
FMS Connector B C B
MTCO/DTCO Diagnostic Connector
EM
CLIMATE
ACC AHT_A VDB FFC ABS
INTARDER
ECAS RFC
ALLISON EUROTRONIC II
AHT_W
0056331t
KEY: BC DDM PDM BM CLIMATE FFC RFC AHT-A AHT-W MTCO/DTCO VCM IC ABS INTARDER ECAS EUROTRONIC II ACC ECM OBD II Connector SWI EM RADIO FMS Connector
Body Computer Driver Door Module Passenger Door Module Bed Module Climate control system Front Frame Computer control unit Rear Frame Computer Air heater, located to the right rear of the cab Water heater, located in the right front wheel arch, near the FFC Tachograph/Digital tachograph Vehicle Control Module Cluster ABS control unit Intarder control unit Air suspension control unit Eurotronic II automatic transmission control unit ACC (Adaptive Cruise Control) radar control unit Engine control unit (EDC7 UCI31) 16 pin coupling for OBD (on board diagnosis) Steering Wheel Interface control unit Expansion Module Radio FMS connector (bodybuilders)
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Course ME22 ETH – Ed.1 – 10/10
VDB (Vehicle Data Bus) communication line Allows communication between the vehicle's various electronic systems. It is connected to the following control units: Eurotronic gearbox, Intarder, EM, ABS, ECAS, Diagnostic connector, VCM, Tachograph. This line also communicates with the Cluster and Body Computer. MTCO/DTCO
BC
Diagnostic Connector
IC
VDB
EM
RETARDER
ECAS
ABS
VCM
EUROTRONIC II 0056332t
Specifications: Data transmission speed Wiring colour Number of ECUs connected BCB (Body Control Bus) communication line
250,000 ( BITS/SEC) black 3-8
Allows communication between the engine control units and sensors. It is connected to the following control units: EDC , VCM, and OBD connector. VCM
ECB
OBD II Connector
EDC7 0056333t
Specifications: Data transmission rate Wiring colour Number of ECUs connected Course ME22 ETH – Ed.1 – 10/10
250,000 (BITS/SEC) Yellow 3÷8 142
MAIN ELECTRICAL COMPONENTS
116829
1. Air temperature/pressure sensor – 2. Boiler – 3. Injector – 4. Engine brake solenoid – 5. Timing rpm sensor – 6. Fuel temperature sensor – 7. Starter motor – 8. Engine rpm sensor – 9. VGT solenoid – 10. Engine oil temperature/pressure sensor – 11. Air conditioner compressor – 12. Coolant temperature sensor – 13. EDC/ UC31 engine control unit.
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Course ME22 ETH – Ed.1 – 10/10
EDC7 UC31 CONTROL UNIT The EDC7UC31 electronic control unit manages the following main functions:
fuel injection;
turbine geometry modulation;
engine brake activation;
Self-diagnostics;
Recovery
It also allows:
interfacing with other on-board electronic systems;
EOL programming;
diagnostics.
Fuel metering Fuel metering is calculated on the basis of:
accelerator pedal position or user request;
engine rpm;
intake air quantity.
The result may be corrected on the basis of
coolant temperature
or to prevent:
noise;
fumes;
overloads;
overheating;
turbine over-revving.
Delivery may be altered in the case of:
engine brake operation;
action of external devices (ASR, speed limiter etc.);
serious faults that involve a reduction in load or stalling of the engine.
After calculating the intake air mass by measuring volume and temperature, the control unit calculates the corresponding mass of fuel to be injected in the relevant cylinder (mg. per delivery stroke) taking into account also diesel temperature. The fuel mass calculated in the this way is first converted into a volume (mm3 per delivery stroke) and then in crank degrees, i.e. injection duration This duration is dependent on engine speed. Fuel metering is mapped in the EDC7 UC31 control unit on the basis of torque demand associated with accelerator pedal position. To obtain this torque, the control unit monitors the engine rpm and the amount of air taken into the cylinders.
Course ME22 ETH – Ed.1 – 10/10
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Correction of flow rate on the basis of coolant temperature When cold, the engine encounters greater operating resistance: mechanical friction is high, the oil is still very viscous, and the various clearances have not yet been optimised. The injected fuel also tends to condense on the metal surfaces that are still cold. When the engine is cold, the amount of fuel metered is therefore higher than when the engine is warm. Correction of the flow rate to prevent noise, fumes or overloads The performance situations that could lead to the occurrence of the above problems are known. The designer has therefore included special instructions in the control unit to prevent this: e.g. to limit torque to reduce fumes The control unit manages fuel flow on the basis of the following parameters:
Engine speed;
Turbo air pressure/flow.
De-rating If the engine overheats, the injection is altered to reduce engine performance (torque). The four graphs below shows the torque limitation trend plotted against coolant, oil, turbo air and fuel temperature.
Torque percentage
Torque reduction on the basis of coolant temperature
Engine coolant temperature [ºC]
0054201t
Torque percentage
Reduction in torque on the basis of oil temperature
Oil temperature [ºC] Reduction in torque on the basis of turbo air
145
0054202t
Course ME22 ETH – Ed.1 – 10/10
Torque percentage
0054203t
Temperature in intake manifold [ºC]
Torque percentage
Reduction in torque on the basis of fuel temperature
0054204t
Fuel temperature [ºC]
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146
Turbine rpm adjustment Turbine speed is adjusted continuously and may be corrected by modulating the geometry. Electronic control of injection advance The advance (moment when delivery starts, express in degrees) may differ from one injection to the next and even from one cylinder to another. As with the flow rate, it is calculated on the basis on engine load (accelerator position, engine rpm and intake air). The advance is corrected as appropriate:
during acceleration phases
on the basis of coolant temperature
and to obtain:
a reduction in emissions, noise and overload
more effective vehicle acceleration
At start-up, a very high advance is set on the basis of coolant temperature. Feed-back on the moment delivery starts is supplied by changes in injector solenoid impedance. Engine speed governor The electronic speed governor displays both features of governors:
minimum and maximum
all speeds.
It remains stable at ranges where conventional mechanical governors become inaccurate.
Engine starting When the engine is first cranked, the timing signals and cylinder no. 1 recognition signals are synchronised (flywheel sensor and camshaft sensor). The accelerator pedal signals is ignored upon start-up. Start-up output is set exclusively on the basis of engine temperature by means of a special map. When the control unit detects an rpm number and flywheel acceleration that suggests the engine has not started and is no longer cranked by the starter motor, it re-enables the accelerator pedal. Cold starts When even one of the three temperature sensors (coolant, air or diesel) records a temperature lower than 10°C, pre-post heating is activated. When the ignition contact is turned on, the preheating warning light comes on and remains on for a variable period according to the temperature (as the coil at the intake manifold heats the air) before starting to flash. At this point the engine may be started. When the engine is running, the warning light goes off while the coil continues to be supplied for a certain period (variable), to perform the post heating function. If, with the warning light flashing, the engine is not started within 20 25 seconds (disattention time), the operation is cancelled in order not to take charge from the battery without any reason. The preheating curve also varies according to battery voltage.
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Warm starts If the reference temperatures all exceed 10°C, when the ignition key is turned on, the warning light comes on for 2 seconds for a short test and then goes out. At this point the engine may be started. Run up When the ignition is turned on, the control unit transfers information stored when the engine was shut down to its main memory (see: After run), and tests the system. After Run Whenever the engine is turned off by means of the ignition key, the control unit is supplied for a few more seconds by the main relay. This allows the microprocessor to transfer some data from the main menu (volatile) to a nonvolatile memory that can be deleted and rewritten (Eeprom) to make them available at the subsequent start-up (see: Run up). This data consists essentially of:
various settings (engine idle, etc.)
calibration of certain components
fault memory.
The procedure lasts several seconds, typically 2 to 7 (depends on the quantity of data to be saved). After this the ECU sends a control to the main relay and causes disconnection from the battery. ATTENTION! It is very important that this procedure should not be interrupted, e.g. by disconnecting the engine using the battery disconnector or disconnecting the battery disconnector until at least 10 seconds have elapsed from engine shut down. If this happens, the system remains in operation until the fifth incorrect shutdown (even if it is not consecutive). After this, an error is stored in the fault memory and the engine operates in recovery mode at the next start-up while the EDC warning light stays on. Repeated breaks in the procedure could cause damage to the control unit. Cut - off This function stops fuel delivery during deceleration, during engine braking etc. Synchronization Search If the camshaft sensor signal is not present, the control unit can still identify the cylinders into which fuel should be injected. If this occurs when the engine is already running, the combustion sequence has already been downloaded and the control unit therefore continues following the sequence for which it has been synchronised. If it occurs with the engine off, the control unit energises a single solenoid. Within no more than 2 crankshaft revolutions, an injection will take place in that cylinder and then all the control unit has to do is synchronise with the firing order and start the engine.
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To reduce the number of connections, the length of the connection cables to the injectors and hence the signal interference, the control unit is fitted directly to the engine via a heat exchanger that allows it to be cooled while flexible blocks reduce vibrations transmitted by the engine. The control unit is connected to the wiring by 3 connectors:
connector "A" for injectors
connector "B", frame side
connector "C" for sensors
An internal environmental pressure sensor is used to improve injection system management. Though the electronic control unit offers the possibility of an ASR warning light blink code display for preliminary diagnostics, it is also equipped with a highly advanced self-diagnostic system. This is able to detect and store permanent and intermittent faults arising in the system during operation and adjust them to environmental conditions to ensure effective, dependable repair operations.
Fuel metering Because the ECU accurately monitors the fuel pressure in common rail systems (rail pressure), a single map is required to determine injection duration. The inputs are rail pressur (hPa) and injection output (mm³/injection). The output is an injection time (µs) that may be obtained by means of a direct command from the control unit. Once the amount of fuel for injection and pre-injection has been defined, the control unit recalculates the output for both at each cycle. This calculation is based on fuel density (set at 835mg/mm³)
149
Course ME22 ETH – Ed.1 – 10/10
EDC7 UC31 control unit component assembly
0056334t
Key 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13)
85150 72021 25222 48035 78248 48042 48043 42030/47032 85156 85153 47042 78247 78050
EDC7 UC31 control unit 30-pin coupling for electrical connection to tester on ground
Relay enabling thermal starter activation Engine rpm sensor Variable geometry turbine control solenoid Engine rpm sensor on timing system Turbocharger speed sensor Oil temperature and pressure sensor Turbo air temperature and air pressure sensor for EDC. Coolant temperature sensor for EDC Fuel temperature sensor Solenoid for electronic injection Solenoid controlling engine brake
Course ME22 ETH – Ed.1 – 10/10
150
EDC7 UC31 electronic control unit pin out
0051261t
A — Injector connector B — Frame connector C — Sensor connector
N.B.: the EDC7 UC31 control unit is fitted directly on the engine via a heat exchange that allows cooling. The control unit is fitted by means of flexible blocks to reduce vibrations from the engine. the EDC7 UC31 is protected by a fuse (30 A) located inside a supplementary fuse carrier box (75000 - fuse n°3), located near the battery compartment. The main relay normally used to supply the system is located inside the control unit.
151
Course ME22 ETH – Ed.1 – 10/10
Injector connector "A" Wiring colour key B black R red U blue W white P purple G green N brown Y yellow O orange E grey K pink
black red blue white purple green brown yellow orange grey pink
12
16
11
6
1
5 0050710t
ECU PIN 1 2
Wiring colour F3A / B Free Free -
3
B
4 5 6 7 8 9 10
Y O N -
11
R
12 13
G W
14
U
15
E
16
P
Wiring colour F2B
Function F3A / B
Cylinder 4-5-6 electronic injection solenoid Free Free Cylinder 2 electronic injection solenoid Engine brake control solenoid Engine brake control solenoid Free Free Cylinder 1-2-3 electronic injection solenoid Cylinder 3 electronic injection solenoid Cylinder 1 electronic injection solenoid Cylinder 4 electronic injection solenoid Cylinder 6 electronic injection solenoid
B
Cylinder 5 electronic injection solenoid
B
Cylinder 6 electronic injection solenoid
B
Cylinder 4 electronic injection solenoid
W G R
Cylinder 1 electronic injection solenoid Cylinder 3 electronic injection solenoid Cylinder 2 electronic injection solenoid
O N
Engine brake control solenoid Engine brake control solenoid
Y
Cylinder 2 electronic injection solenoid
R R
Cylinder 3 electronic injection solenoid Cylinder 1 electronic injection solenoid
U
Cylinder 4 electronic injection solenoid Cylinder 6 electronic injection solenoid
G
Cylinder 5 electronic injection solenoid P
Course ME22 ETH – Ed.1 – 10/10
152
Function F2B
Cylinder 5 electronic injection solenoid
Sensor Connector "C" Wiring colour key black red blue white purple green brown yellow orange grey pink
B R U W P G N Y O E K
black red blue white purple green brown yellow orange grey pink
6
8
16
9
15
22
1
3
23
30
36
29
4 5
0050712t
ECU PIN
Wiring colour
1 2 3 4÷8 9 10 11 ÷ 14 15 16 ÷ 17
N B W R K -
18 19 20 21 ÷ 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36
O/B B N W N W Y O/B U W O R G W/R O
Function Variable geometry turbine control solenoid Free Variable geometry turbine control solenoid Free Timing flywheel sensor Timing flywheel sensor Engine coolant temperature sensor Free Free Fuel temperature sensor Flywheel sensor Turbocharger speed sensor Free Flywheel sensor Engine oil pressure/temperature sensor Air temperature/pressure sensor power supply Engine coolant temperature sensor Oil temperature signal from engine oil pressure/temperature sensor Oil pressure signal from engine oil pressure/temperature sensor Free Turbocharger speed sensor Free Engine oil pressure/temperature sensor power supply Air temperature/pressure sensor power supply Air pressure signal from air pressure/temperature sensor Fuel temperature sensor Air temperature signal from air pressure/temperature sensor
153
Course ME22 ETH – Ed.1 – 10/10
Frame connector “B” 71
89
72
54
6
11
1 7 12
53
35
18
36
17 0050711t
Pin ECU
Wire
2 3 5 6 8 9 10 11 12 29 34 35 40 75 85 89
7151 7151 0150 0150 7151 7151 0150 0150 0094 5163 Gn/Ve WS/BI 8015 9164 0163 2298
Function Positive +30 Positive +30 Earth Earth Positive +30 Positive +30 Earth Earth Earth enabling preheating activation EDC system diagnosis request switch power supply (wiring) ECB CAN L line ECB CAN H line +15 Preheating relay excitation signal for EDC EDC diagnostic switch power supply EDC control unit K line
Course ME22 ETH – Ed.1 – 10/10
154
Component code list Component code 85150 78247 78050 78248 48035 48042 48043 85156 42030 47032 85153 47042 86116 50005 86132 25900 25222 70603 25213 72021 61121
Description EDC7 UC31 control unit Electronic injection solenoid Solenoid controlling engine brake Variable geometry turbine control solenoid Engine rpm sensor Engine rpm sensor on timing system Turbocharger speed sensor Turbo air pressure and temperature sensor Sending unit for engine oil pressure gauge Sending unit for engine oil temperature signal temperature gauge Coolant temperature sensor Fuel temperature sensor Body Computer multiplex control unit Multiplex instrument module VCM (Vehicle Control Module) Master current switch Relay enabling glow plug activation Fuse holder with 6 fuses Relay for activating ignition-operated appliances by means of battery 30-pin coupling for electrical connection to tester on ground Engine preheating coil
155
Course ME22 ETH – Ed.1 – 10/10
Control unit EDC7 UC31 connector A and C circuit diagram (Cursor F2B – Stralis AT/AD engines)
0051662t
Course ME22 ETH – Ed.1 – 10/10
156
EDC7 UC31 control unit connectors A and C circuit diagram (Cursor F3A Stralis AT/AD and Cursor F3A/F3B Stralis AS engines)
0051661t
157
Course ME22 ETH – Ed.1 – 10/10
EDC7 UC31 control unit connector B circuit diagram (Cursor F2B-F3A-F3B Stralis AT/AD and Stralis AS engines)
0056335t
Course ME22 ETH – Ed.1 – 10/10
158
INJECTION The injection system in Cursor Euro 3 engines contains pump injectors controlled by an over head camshaft. The main electrical component of this system is control unit EDC7 UC31 plus the pump injector, which comes in two versions:: the F2B Euro 3 (Cursor 8) are fitted with UIN2 type with a solenoid and pump element not in line while F3A/F3B Euro 3 engines are fitted with UIN3.1 with coaxial pump element and solenoid. When coaxial injectors are used (F3A-F3B engines), a preinjection is made to reduce noise, while this solution is not provided for Cursor 8 engines. In general, pre-injection includes a fuel output between 0 and 50 mg/cycle with engines speeds from 550 rpm to 800 rpm.
A: injector current
injector current/pressure
B: injection pressure
Camshaft position
During cold starting and heating (engine temperature less than 60ºC), the injection may be carried out earlier, depending on water, oil and intake air temperature values.
159
Course ME22 ETH – Ed.1 – 10/10
F2B engines
F3A-F3B engines
0052247t
Cursor 8 engines
0052246t
Cursor 10 &13 engines
I_MAX = 32 A I min = 6 A
I MAX = 32 A
Maximum working voltage: 45 V Maximum working voltage: 25 V The pump-injector mainly consists of three parts: A) Solenoid; B) Pump element; C) Nozzle. These three parts are NOT individually replaceable and NOT serviceable. The pumping element is operated mechanically at each stroke by a rocker. It compresses the fuel in the delivery chamber. The nozzle is formed and operates in a similar way to conventional injectors. It is opened by fuel under pressure and injects the finely atomised fuel into the combustion chamber. A solenoid controlled directly by the electronic control unit determines the delivery method on the basis of a control signal. An injector casing houses the lower part of the pump injector in the cylinder head.
Course ME22 ETH – Ed.1 – 10/10
160
Principle of operation
Filling
000579t
Injection
000580
End of delivery and return
000581
N.B.: The figures are an approximate guide to the principle of operation. The component design and diesel flow pathway are different in reality. 161
Course ME22 ETH – Ed.1 – 10/10
Pump injector 78247 The solenoid is N.O. type Coil resistance is ~ 0.56 - 0.57 Ohm. The electronic control unit can establish whether the injection took place correctly according to the current taken up by the solenoid. The unit is able to detect injector errors ONLY with the engine running or during start-up. Cursor Euro 3 F2B engines The injectors are connected to the control unit individually across pins: A13 / A4 injector for cylinder 1 A6 / A11 injector for cylinder 2 A12 / A5 injector for cylinder 3 A3 / A14 injector for cylinder 4 A1 / A16 injector for cylinder 5 A2 / A15 injector for cylinder 6 Cursor Euro 3 F3A-F3B engines These are connected to the electronic control unit with a common positive to groups of three injectors: injector for cylinder 1 - 2 - 3 to pin A 11 injector for cylinder 4 - 5 - 6 to pin A3. The injectors are connected to the control unit individually across pins: A11 / A13 injector for cylinder 1 A11 / A6 injector for cylinder 2 A11 / A12 injector for cylinder 3 A3 / A14 injector for cylinder 4 A3 / A16 injector for cylinder 5 A3 / A15 injector for cylinder 6
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162
The injectors are connected to the control unit by means of the 'ST-E' connector fitted to the front part of the engine by means of a twisted cable (braided) to prevent any problems due to electromagnetic interference. NO joints or repairs must be made under any circumstances. Connector ST – E pinout CURSOR 8 PIN
WIRE
A
RED
B
WHITE
C
RED
D)
YELLOW
E)
RED
F
FUNCTION
CURSOR 10 - 13 PIN EDC
PIN
WIRE
FUNCTION
PIN EDC
Injector 1 power supply
A13
A
WHITE
Injector 1 control
A13
Injector 1 control
A4
B
YELLOW
Injector 2 control
A6
Injector 2 power supply
A6
C
-
-
-
Injector 2 control
A11
D)
-
-
-
Injector 3 power supply
A12
E)
GREEN
GREEN
Injector 3 control
A5
F
RED
G
BLACK
Injector 4 power supply
A3
G
H
BLUE
Injector 4 control
A14
I
BLACK
Injector 5 power supply
L
PURPLE
M
BLACK
N
GREY
Injector 3 control
A12
Power supply to cylinder 1 / 2 / 3 injectors
A11
BLUE
Injector 4 control
A14
H
PURPLE
Injector 5 control
A16
A1
I
DARK BROWN
Engine brake control solenoid
A8
Injector 5 control
A16
L
ORANGE
Engine brake solenoid power supply
A7
Injector 6 power supply
A2
M
GREY
Injector 6 control
A15
Injector 6 control
A15
N
BLACK
Power supply to cylinder 4 / 5 / 6 injectors
A3
163
Course ME22 ETH – Ed.1 – 10/10
CURSOR 8
0052248t
000688t
VIEW OF JUNCTION SIDE WITH ENGINE CABLE CONNECTOR
000689t
Course ME22 ETH – Ed.1 – 10/10
164
CURSOR 10 - 13 (Demonstration figure)
000690t
ST - E
000691t
VIEW OF JUNCTION SIDE WITH ENGINE CABLE CONNECTOR
000692t
165
Course ME22 ETH – Ed.1 – 10/10
ENGINE BRAKE System components
0052251t
1. Engine brake solenoid - 2. Engine brake switch - 3. Duplex control valve (main/secondary brake switch) - Switch for engine brake provision 5. Body Controller – 6. Engine brake engagement warning light – 7. Instrument Cluster
Course ME22 ETH – Ed.1 – 10/10
166
The engine brake engagement request may be made from the driver's seat:
by setting the right stalk to position 1 to 6 (in combination with intarder activation)
108401
Lever with Eurotronic gearboxes
Lever with manual gearboxes
Position 0 - off Position 1 - on Position 2 - on Position 3 - on Position 4 - on Position 5 - on Position 6 - on The intarder activation percentage (if relevant) varies according to the type of gearbox fitted to the vehicle (Eurotronic or manual).
upon release of the accelerator pedal with switch (1) on the right dashboard operated.
0052254t
167
Course ME22 ETH – Ed.1 – 10/10
Engine brake solenoid 78050 This is an NC on/off solenoid. On the Cursor 8, it is located in the front part of the engine on the cylinder head. On the Cursor 10 and 13, it is located beneath the cam cover. The electronic control unit controls this solenoid to open up a passage to the engine oil to operate the engine brake hydraulic cylinders. A dashboard warning is connected in parallel to this solenoid to inform the driver that the operation has been carried out. When this solenoid is supplied, the control unit also activates the VGT. The engine brake is activatable ONLY if the engine rpm is > 1000 rpm. It is connected to the EDC electronic control unit across pins A7 / A8. Coil resistance is ~ 37 - 47 Ohm.
000595t
000596t
CURSOR 8
Course ME22 ETH – Ed.1 – 10/10
CURSOR 10-13
168
VARIABLE GEOMETRY TURBOCHARGER (VGT) VGT System components
0052913t
A. Actuator - B. Turbine rpm sensor - C. Turbocharger - D. Solenoid for VGT actuator control
169
Course ME22 ETH – Ed.1 – 10/10
VGT solenoid
0052914t
This NC proportional solenoid is located on the left side of the engine block beneath the turbine (Cursor 8) or on the front of the engine (Cursor 10 and Cursor 13). The electronic control unit governs this solenoid via a PWM signal to modulate the turbine actuator supply pressure. The actuator position changes to alter the cross-section of the exhaust gas flow to the impeller vanes and thus modulate In the EURO 3 range, the correct actuator position is indirectly determined by measuring the pressure in the intake duct. The VGT solenoid is connected to the electronic control unit across pins C3/C1. Coil resistance is ~ 20 - 30 Ohm.
Course ME22 ETH – Ed.1 – 10/10
170
SENSORS ON EDC7 UC31 48035
Engine rpm sensor
This inductive sensor is located on the flywheel. It generates signals obtained from magnetic flux lines that close across a slot in the flywheel itself. Number of holes 54 (three sectors of 18 holes each) The electronic control unit uses this signal to detect the different engine speeds and to govern the electronic rev counter. If this signal ceases, the rev counter will not operate. The gap on this sensor is NOT ADJUSTABLE.
Specifications: Supplier
BOSCH
Tightening torque Resistance
8 ± 2 Nm 880 ÷ 920 Ω
000605t
Connector 1 2 3
Function To pin C 23 of the EDC control unit To pin C 19 of the EDC control unit Shielding
171
Course ME22 ETH – Ed.1 – 10/10
48042
Engine rpm sensor on timing system
This inductive sensor is positioned on the camshaft. It generates signals obtained from magnetic flux lines that close across the teeth of a phonic wheel fitted to the camshaft. Number of teeth 6 plus 1 timing tooth. The electronic control unit uses the signal generated by this sensor as an injection timing signal. Although it is identical to the engine rpm sensor (48035) fitted to the flywheel in electrical terms it is NOT interchangeable with the latter since it has a shorter cable and a larger diameter ridge. The gap on this sensor is NOT ADJUSTABLE.
Specifications: Supplier
BOSCH
Tightening torque Resistance
8 ± 2 Nm 880 ÷ 920 Ω
000606t
Connector 1 2 3
Function To pin C 10 of the EDC control unit To pin C 9 of the EDC control unit Shielding
Course ME22 ETH – Ed.1 – 10/10
172
48043
Turbocharger rpm sensor
This inductive sensor is positioned on the camshaft. It generates signals obtained from magnetic flux lines that close across a notch in the shaft itself. The electronic control unit uses the signal generated by this sensor to ensure the turbine rpm does not exceed the maximum value. The control unit modulates the variable geometry to adjust the rpm. If the rpm number continues to increase to excessive values, the electronic control unit will detect a fault. The gap on this sensor is NOT ADJUSTABLE. The sensor is connected to the electronic control unit at pins C30 / C20. The sensor resistance value is 400 Ohms.
0052257t
Connector 1 2 3
Function Speed signal Earth -
Control unit pins 30C 20C -
173
Course ME22 ETH – Ed.1 – 10/10
85156
Air temperature/pressure sensor
This component includes a temperature sensor and a pressure sensor. It is fitted on the intake manifold and measures intake air temperature and pressure. The sensor accurately calculates the amount of fuel to be injected at each cycle. It is supplied at 5 volts. The output voltage is proportional to the pressure or temperature recorded by the sensor.
0051212t
REF. 1 2 3 4
DESCRIPTION Earth NTC signal (temperature) + +5 V power supply Signal (pressure)
Course ME22 ETH – Ed.1 – 10/10
174
CONTROL UNIT PINS 25C 36C 33C 34C
42030 / 47032
Oil pressure/temperature sensor
The sensor is fitted to the engine oil filter bracket and measure the engine oil pressure and temperature. It is supplied at 5 Volts and is fitted to the control unit via the pins indicated below.
0052761t
REF. 1 2 3 4
DESCRIPTION Earth NTC signal (temperature) + +5 V power supply Signal (pressure)
175
0052762t
CONTROL UNIT PINS 24C 27C 32C 28C
Course ME22 ETH – Ed.1 – 10/10
85153
Engine motor/fan coolant temperature sensor
This NTC sensor is located on the water outlet manifold from the head on the left side of the engine. It detects the coolant temperature for the different operating situations when the engine is warm or cold and identifies the need for injection enrichment with the engine cold or the need to reduce the amount of fuel with the engine warm. The coolant temperature signal is used for the Cluster display and to control the fan. Sensor resistance plotted against temperature: - 10 °C
8.10 ÷ 10.77 kOhm
+ 20 °C
2.28 ÷ 2.72 kOhm
+ 80 °C
0.29 ÷ 0.364 kOhm
With temperature between 60 - 90 °C across pins C15 / C26, the voltage ranges from 0.6 - 2.4 V.
104266
Connector 2 3
Function To pin C 15 of the EDC control unit To pin C 26 of the EDC control unit
Course ME22 ETH – Ed.1 – 10/10
176
47042
Fuel temperature sensor
This NTC sensor is located on the fuel filter on the left side of the engine. It detects the fuel temperature to allow the electronic control unit to determine fuel density and volume by correcting the output. Sensor resistance plotted against temperature:
8530
Connector 2 3
Function To pin C 18 of the EDC control unit To pin C 35 of the EDC control unit
Specifications: Supplier Tightening torque
BOSCH max 35 Nm
104266
177
Course ME22 ETH – Ed.1 – 10/10
ACCELERATOR POSITION SENSOR ON VCM 85152
Accelerator pedal pressed switch position sensor
Accelerator pedal position sensor ( 85152 ) is potentiometric and incorporates a N.O. idle switch. It sends a signal proportional to the pedal operating angle to the electronic control unit to modulate the fuel output. The control unit supplies this sensor at a voltage of 5 volts. The potentiometer resistance is ~ 0.9 - 1 kOhm. It is connected to the VCM control unit across pins: X3 – 17
Accelerator pedal sensor power supply
X3 – 34
Signal from switch indicating engine idling
X3 – 35
Signal from accelerator pedal sensor
X3 – 52
Negative signal from EDC accelerator pedal first switch
X3 – 53
Negative signal from accelerator pedal to control unit
000600t
Course ME22 ETH – Ed.1 – 10/10
178
61121
PRE-POST HEATING COIL
This heater coilis located between the cylinder head and the intake manifold. It is used to heat the air during pre/post-heating operations. When the ignition is turned on, if only one of the temperature sensors, i.e. water, air, diesel, registers a value below 10 C, the electronic control unit activates pre/post-heating and turns on the relevant warning light on the dashboard for a period that varies depending on the temperature. Once this time has elapsed, the warning light begins to flash, informing the driver that the engine can now be started. When the engine is running, the warning light goes off while the coil continues to be supplied for a certain period (variable), to perform the post heating function. If, with the warning light flashing, the engine is not started within 20 – 25 seconds (disattention time), the operation is cancelled in order not to take charge from the battery without any reason. If the reference temperature exceeds 10 C, the warning light comes on for 2 seconds as a test when the ignition is turned on and then goes off to indicate that the engine may be started. The following graph shows the pre-post-heating times based on external temperature.
Post-heating time [s]
Preheating before start-up [s]
Activation times
Temperature [ºC]
Pre-heating Ignition stage heating Post-heating
0054206t
179
Course ME22 ETH – Ed.1 – 10/10
Boiler positioning
106990
Pre/post heating coil / 0.7 Ohms
Course ME22 ETH – Ed.1 – 10/10
180
72021 30-POLE COUPLING FOR ELECTRICAL CONNECTION TO GROUND TESTER
16 1 2 15 3 26 17 18 4 14 19 27 25 28 13 5 24 30 29 20 12 23 6 21 22 7 11 10 9 8
106397
Pin 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Wiring code
Function
2298
K line
2299
K line
2293
K line
2995
K line
2295
K line
8876 2292
K line
2294
K line
2297
K line
3397 6108 6109
Enable CAN (white) CAN (green)
8050
Remote Cranking Ground Cranking
System -ECM -ABS – EBS – ECAS -INTARDER – DMI - EM -E.C.U. MUX *# I BC3 # -Supplementary heater - Climate control Ignition-operated positive (+15) VCM -Instrument Cluster Tachograph ---Eurotronic - Allison gearboxes Intarder CAN_H VDB line CAN_L VDB line --VCM VCM Battery positive (+30)
7772 5542 0050
Speed segnal
Tachograph (pin B7) Ground 181
Course ME22 ETH – Ed.1 – 10/10
72069 16 PIN COUPLING FOR OBD (On Board Diagnostic)
113249
Pin 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Wiring code
Function
System
0000 0050 White
Earth Signal earth CAN (white)
ECB CAN line H line
Green
CAN (green)
ECB CAN L line
7721
Direct positive from battery (+Batt)
Course ME22 ETH – Ed.1 – 10/10
182
CIRCUIT DIAGRAMS Key to electrical/electronic components 25213 42374 42608 50005 52077 53501 53507 53565 61126 70403 70601 70602 70604 70605 72021 72069 78016 78171 84019 85150 85152 85161 86116 86117 86132
Relay for activating ignition-operated appliances by means of +battery Switch on clutch for EDC Coolant pressure indicator switch unit 3 Multiplex instrument module Switch for economy function Brake light switch Switch indicating crawler gears engaged Switch indicating brake pedal depressed Terminal resistance for can bus 4-way fuse holder Fuse holder with 6 fuses Fuse holder with 6 fuses Fuse holder with 6 fuses Fuse holder with 6 fuses 30-pin coupling for electrical connection to tester on ground 16 pin coupling for OBD (on board diagnosis) Engine fan solenoid Splitter control solenoid Electromagnetic pulley EDC control unit Load sensor on accelerator for EDC Sensors for combustion air relative humidity and temperature with EDC Body Computer multiplex control unit Front frame computer multiplex control unit VCM (Vehicle Control Module)
183
Course ME22 ETH – Ed.1 – 10/10
Engine cooling (Stralis AS/AT/AD)
0056336t
Course ME22 ETH – Ed.1 – 10/10
184
CAN line “ECB”
0056337t
185
Course ME22 ETH – Ed.1 – 10/10
VCMCONTROL UNIT (Stralis AS/AT/AD)
0056338t
Course ME22 ETH – Ed.1 – 10/10
186
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