Case Cnh Motores
Transcript of Case Cnh Motores
COMMON RAIL N.E.F. 6 ENGINESCNH
F4AE 0684F*D101-155kW TAA
Training Centre - Monthyon
Common Rail NEF engines - CNH
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CONTENTS
Page
Engine identification code 3
Main engines characteristics 4
General engines characteristics 8
F4 engines 10
Walk Around 13
Description of engine main mechanical components 19
Lubrication 31
Cooling 37
Turbocharging system 39
High pressure electronic injection system (Common Rail) 40
Fuel system diagram 47
Fuel system main mechanical components 48
EDC 7 system main electrical and electronic components 65
Diagnosis techniques 85
Troubleshooting SW 3.3_1 91
Maintenance 114
Tools 121
Tightening torques 126
Data − assembly clearances 129
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ENGINE IDENTIFICATION CODE
D = TIER 2
X = 1 Common Rail 4 valves
Emissions level
F 4 A E 0 6 8 4 F ∗ D +
Approved power
Application
Fuel / injection
N° Cylinders
Cylinder position:0 = 4 strokes vertical
Engine
Engine crankcase type:A = Non-structural crankcase
Enginefamily
6 = 6 cylinders
4 = Agric. mach. – Earthmoving mach.
8 = Diesel IDIntercooler
X Y Y Y Y Y Y Y Y Y
Sequential production number
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ENGINE MAIN CHARACTERISTICS
F4AE0684
H E F
5900 cm3 5900 cm3 5900 cm3
140 kW
1700 rpm.
155 kW
1700 rpm.
155 kW
2175 rpm.
F
G
00086
Common Rail electronic managem
T.A.A.(Turbocharged with Air-Aftercool
A Engine typeB Number of cylindersC Total displacementD Maximum power currently availableE Injection typeF Injection systemG Air delivery system
Direct injectionE
D
B
C
A
W 190 EVOL.
3t
ent
er)
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Power and torque curves
F4AE0684H enginekW
N m
Power
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Torque
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F4AE0684E engine
kW
N m
Power
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Torque
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F4AE0684F engine
kW
N m
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Power
Torque
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GENERAL CHARACTERISTICS OF ENGINES
F4AE0684Type
H E F
Cycle Diesel 4 strokeSupply Turbocharged with intercoolerInjection Direct
Number of cylinders 6 in line
Bore mm 102
Stroke mm 120
Total displacement cm3 5900
Compression ratio 17 : 1
Maximum power kW(HP)
rpm
140190
1700
155210
1700
155210
2175Maximum torque Nm
(kgm)
rpm
87589.20
1400
95096.84
1400
85086.65
1500Slow running of engine withno load
rpm 700 600 800Fast idling speed of enginewith no load
rpm 1800 1950 2300
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F4AE0684Type
H E F
With intercoolerTURBOCHARGING
Turbocharger type: HOLSET HX 35 W
LUBRICATION Forced by means of gear pump,pressure relief valve, oil filter
Oil pressure with enginewarm:at idle speed barat maximum speed bar
1.2 bar3.8 barLiquid
Water pump drive: Belt
COOLING
Thermostat:starts to open at: °C 81 ± 2
With cold enginemm 0.20 ÷ 0.30
X mm 0.45 ÷ 0.55
SUPPLYBosch type injection
high pressure Common Rail EDC7 control unit
Jets type Electro-injectors
Injection sequence 1 – 5 – 3 – 6 – 2 – 4
Injection pressure bar 250 - 1450
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ENGINE F4
GeneralThe new family of F4 engines is the result of a project developed on the basis of an agreementforged between several of the world’s major OEMs: IVECO – New Holland - Cummins, in orderto provide an answer to new and more exacting requirements of customers and the more strin-gent environment protection regulations.In addition to offering higher ruggedness, power, efficiency reliability and durability than the pre-vious series, the new engines comply with emissions standards and the regulations definingpermissible noise levels, while also meeting the requirements of the most restrictive future di-rectives and standards without requiring substantial modification.The achievement of the foregoing engine characteristics was possible thanks to the use of newmaterials, new technology and technical solutions including: electronically controlled high pres-sure injection system (common rail), cylinder head with four valves per cylinder, intake / exhaustmanifolds that improve the dynamic flow of air and exhaust gas, and pistons with revised ge-ometry of the combustion chamber.Reliability and cost savings were further enhanced by reducing the number of engine parts andusing the same parts for IVECO application engines and for engines produced by the otherpartners participating to the project.
Engine F4AE0684
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Innovative characteristics
The F4 series of engines present highly innovative characteristics with respect to the “8000”series of IVECO engines. In addition to the new technical and qualitative aspects adopted in themanufacture of mechanical parts, they present the following new technical solutions with re-spect to “8000” series engines:
• More compact and rational layout of auxiliary equipment on the engines:A. Compressor for aircon system (F4AE0684H-E);B. Air heater for cold start;C. Drive belt for: water pump – alternator with automatic tensioner;D. Automatic belt tensioner;E. Water pump;F. Oil pump;G. Compressor drive belt for aircon system (F4AE0684H-E).
• Electronically controlled high pressure injection system (common rail)
• Diagnostics
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Six cylinders F4AE0684 engine
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WALK AROUND F4AE0684F engine (Fiat Hitachi Application)Top view
Top view legendA. Blow – byB. Common Rail suppression valveC. Pressure and air temperature sensorD. Intake manifoldE. Flow limitersF. Air heaterG. Electro-injectors power connectorsH. Crankshaft sensorI. Coolant temperature sensorL. Temperature/oil pressure sensorM. Common Rail pressure sensor
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Front view
Front view legendA. Coolant temperature sensorB. ThermostatC. Fixed guide pulleyD. AlternatorE. Water pumpF. Automatic tensionerG. Poly-V belt driving: water pump, alternatorH. Electronic control unit heat exchangerI. Electronic control unit
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Right side view
Right side view legendA. Exhaust manifoldB. Blow – byC. Starter motorD. Phonic wheelE. Damping flywheelF. Automatic tensionerG. Oil pressure and temperature sensorH. AlternatorI. Wastegate valveL. Turbocharger
Left side view
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Left side view legendA. Fuel filter support with fuel temperature sensorB. Fuel heaterC. Electronic control unit with fuel and heat exchangerD. Phonic wheelE. Flywheel dampingF. Crankshaft sensorG. Fuel filterH. Mechanical fuel pump feeding pipeI. Low pressure pipesL. High pressure pump with feed pumpM. Camshaft sensorN. High/low pressure pipe (Common Rail supplying)O. Common RailP. Intake manifold with heater and pressure sensor - air temperatureQ. Common Rail pressure sensor
Rear view
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Rear view legendA. High pressure pipe feeding electro-injectorB. Fuel discharge pipe from Common RailC. Fuel discharge pipe from electro-injectorsD. Blow–byE. Engine flywheel
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Main variants F4AE0684H – F4AE0684E – O & K ApplicationDue to requirements dictated by the application, some auxiliary equipment may be installed indifferent positions on the engine. The main assemblies subject to alternative positioning are:• Aircon system compressor• SumpDepending on the position of the auxiliary equipment on the engine, the relative drive belts willbe configured differently.
A. Sump – B. Compressor for aircon system
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B
A
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DESCRIPTION OF THE MAIN MECHANICAL COMPONENTS OF THE ENGINE
Crankcase The crankcase is a cast iron structure containing the cylinder liners 1, the main bearinghousings 5 and the following seats: for the camshaft bushings 3 and the tappets, for thewater/oil heat exchanger 7, for the water pump 2 and for the oil pump 4.The crankcase also contains the chambers for circulation of coolant and oilways for thelubrication circuit feeding the various moving parts. Soleplate 6 is applied to the underside of the crankcase to increase resistance to mechanicalstress.
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5
6
7
3
4
2
1
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Crankshaft The crankshaft is made of steel. The crankshaft is held in seven bearing housings for the six cylinder version of engine F4. Thehousings are induction hardened. The crankshaft features a series of internal oilways for lubrication purposes.The crankshaft front spigot is fitted with the oil pump drive gear, the speed sensor phonic wheel,the damper flywheel, and the auxiliary equipment driving pulley. The rear spigot of the crankshaft is fitted with the timing gear and the engine flywheelattachment hub. The main bearing shells are made of steel with an antifriction alloy plating.The penultimate main bearing shells are equipped with shoulders to limit crankshaft end float.Parts (1, 2) are mounted on the crankshaft rear spigot with an interference fit and cannot bereplaced.
1. Timing gear – 2. Flywheel hub –3. Oil pump drive gear.
Crankshaft oil seals The front and rear oil seals are cassette type, with a radial seal. These oil seal rings requirespecial tools for disassembly and assembly as described in the specific heading.
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Connecting rodsForged in steel, the connecting rod big ends are made with an oblique splitting plane angle, withseparation of rod and cap achieved by means of the innovative fracture splitting system ratherthan the conventional machining procedure.The connecting rod big end bearing shells are made of steel plated with an antifriction alloy.
Each connecting rod is marked:θ On the body and on the cap by a number indicating the match and the cylinder in which they
are assembled.θ The rod shank is marked with a letter indicating the weight class of the connecting rod
installed in production.In the event of replacement, the spare parts catalogue only provides a single connecting rod ofintermediate weight compatible with all engines in circulation. In the event of partialreplacements, connecting rods that are still in good condition need not be replaced, eventhough they may be of a different weight class.
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Pistons
The piston crown features a high turbulence combustion chamber. The piston crown is cooledby engine oil delivered by a spray nozzle installed in the crankcase, through the annularchamber inside the piston.There are three piston ring grooves; the first is composed of a trapezoidal section cast ironinsert. The piston rings have different functions and different geometry.1st piston ring with trapezoidal section and ceramic chrome plating.2nd piston ring with torsional conical rectangular section.3rd piston ring with double oil wiper with internal spring.The piston crown is marked with an arrow showing the directly of assembly inside the cylinderliner. The piston must be installed with the arrow facing towards the front of the crankcase.
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Camshaft The camshaft is mounted in the crankcase on 7 bearings.The front and rear bearing housings are equipped with steel bushings plated with antifrictionmaterial assembled by means of an interference fit. The camshaft has two cam lobes for eachcylinder.A. Intake valves controlB. Exhaust valves controlThe camshaft is driven directly by the crankshaft by means of spur tooth gears.The rear of the timing gear is marked with notches for activation of the timing sensor (6 + 1).
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Valves activation
1. Rocker – 2. Rocker spindle – 3. Adjuster screw – 4. Push rod – 5. Bridge – 6. Semi-cones –7. Spring seat – 8. Spring – 9. Tappet – 10. Camshaft.
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Cylinder head The cast iron cylinder head 8 is machined to accommodate the following parts:θ valve seats; θ passage for discharge of fuel from the electro-injectors, cast directly into the interior of the
cylinder head;θ electro-injectors 2 ;θ thermostat 4;θ fuel inlet connector 9 for electro-injectors;The cylinder head is also equipped with:θ exhaust manifold 1 in two blocks;θ housing 7 for electro injector wiring, with relative wiring 3;θ intake manifold 5 with seat for cold start air heater 6.
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Valves and valve seats
1. Intake valve – 2. Exhaust valve – A. Intake side – S. Exhaust side.
The valve seats machined in the cylinder head have the following angles:45° for the exhaust valves60° for the intake valves
The exhaust valves 2 differ from the intake valves due to the presence of a recess at the centreof the poppet.
The figure, shows the oil seals mounted on the valve stems.
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Valve guidesThe valve guides are not reported.
INTAKE EXHAUST
Valve control bridgesWhen refitting the cylinder head check the orientation of the valve control bridges. The bridgesmust be located so that the notches (→) are facing the exhaust manifold.
1. Bridge – 2. Push rods
Head grindingThe nominal thickness of the cylinder head is 105 ± 0.25 mm and the maximum permissibleremoval of material must not exceed 0.13 mm.There is just one thickness of head gasket available as a spare part.
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Timing driveThe timing drive is obtained by means of a spur tooth gear fitted on the rear spigot of thecrankshaft, which meshes with a corresponding spur tooth gear on the camshaft.Correct timing is achieved by aligning the (⇐) marks punched on the two gears.
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Engine flywheelThe flywheel 1 need not be fitted in a specific position on the crankshaft, and is not equippedwith punch markings, notches, or reference holes for sensors or for timing purposes. The fixingholes 2 are equally spaced so that the flywheel can effectively be installed in various differentpositions.
Flywheel screw tightening torque
Phase 1 30 Nm ± 4 NmPhase 2 60° ± 5°
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2
1
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Accessory Equipment Drive A Poly-V belt 3 transmits drive from the crankshaft 7 to the water pump 1 and the alternator 4.The tension of this belt is automatically controlled by the calibrated spring housed in tensioner5.The fixed guide pulleys 2 and 6 ensure an appropriate contact surface area of the belt 3 on thepulleys of the alternator and water pump.A “V” belt 8 transmits the motion of crankshaft 7 to the compressor 9 of the air conditioner(models CX 24 – CX 29).
Poly-V belt removal
Remove or fit the Poly - V belt by loosening tensioner 1 using a suitable socket wrench handle2.
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LUBRICATION The forced circulation lubrication system is made up of the following components:θ rotor oil pump 5, housed in the front of the crankcase and driven by a spur tooth gear fitted
on the crankshaft spigot;θ water / oil radiator 3, housed in the crankcase, with oil filter support;- oil pressure control valve 1 incorporated in the filter support;- by–pass valve 4 to exclude a clogged oil filter, incorporated in the filter support;- cartridge type oil filter 2.
Pressurized oil circuitGravity oil return circuit
Oil filling
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Heat exchanger
1. Heat exchanger body with filter support2. Internal gasket3. Water - oil heat exchanger4. Gasket between heat exchanger and cylinder block5. Oil pressure adjuster valve6. By - pass valve to exclude clogged oil filter
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Oil pump
1. Crankshaft with oil pump drive gear
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(suspended) Sump F4AE0684F engineThe sump 1 is flexibly fixed to the crankcase by means of an aluminium plate 3.The “C” section rubber gasket 2, fitted on the sump attachment profile, serves to enhance oiltightness while also reducing the noise level.This type of gasket should be renewed exclusively in the event of deterioration or breakage.It need not be renewed at each disassembly-reassembly.
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SumpF4AE0684H – E engines
The sump is secured with a bolt to the crankshaft by means of a thin gasket.
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Recirculation of oil vapourThe rocker cover accommodates a pre-separator 1, the shape of which is designed to increasethe outlet velocity of oil vapour and also the condensation of a portion of the entrained oil.Condensed oil then returns to the sump while the residual vapours are collected and routedthrough blow-by filter 3. (item 3 no for CNH application)In blow-by filter 3, a portion of the oil vapour condenses and returns to the sump, while theremainder is recirculated to the intake side by way of pipeline 2.
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1
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Oil condensateOil vapour
Pre - separatorRecirculation to intakeFilterReturn to engine
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COOLINGThe engine cooling system is a closed circuit forced circulation type composed of the followingcomponents:
θ heat exchanger to cool lubricating engine oil (see lubrication);
θ centrifugal water pump housed at the front of the crankcase;
θ thermostat controlling coolant circulation.
Water from themostat outlet
Water to pump inlet
Water recirculating in engine
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Water pumpThe water pump, which is accommodated in a housing in the crankcase, is driven by aPoly – V belt.The almost total absence of external pipes, hoses and hose clamps eliminates the number ofconnections and reduces possible sources of leaks.The engine temperature is controlled by a thermostat.The coolant (a 50% water and Paraflu antifreeze solution) circulates also in the oil heat ex-changer.
001515t
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TURBOCHARGINGEngine boosting system with Hoset HX35W turbocharger and intercooler. The choice of thetype of turbocharger depends on the specific features of the application.
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Exhaust
Hot intake air
Intake air
Hot compressed air
Exhaust
Cold compressed air
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Turbocharging diagram
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HIGH PRESSURE ELECTRONIC INJECTION SYSTEM (COMMON RAIL)
IntroductionExtremely high injection pressures are necessary in order to reduce PARTICULATE emissions.The common rail system makes it possible to inject fuel at pressures of up to 1450 bar, whilethe injection precision obtained by electronic control of the system serves to optimise operationof the engine while limiting emissions and fuel consumption.
Description of systemThe injection system is composed of an electrical part and a hydraulic part.
Electrical systemThe electronic control unit monitors engine control parameters by means of the various sensorson the engine.
000965t
1- Fuel pressure sensor – 2. Coolant temperature sensor – 3. Engine oil pressure and tem-perature sensor – 4. Crankshaft sensor – 5. Electro-injector – 6. Air pressure – temperaturesensor – 7. Camshaft sensor – 8. Fuel heater and fuel temperature sensor – 9. Pressureregulator– 10. EDC 7 control unit
3
4
2
15
6
7
8
9
1
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Injection system assy - Basic bill of components
REF. DESCRIPTION1 Coolant temperature sensor2 Preheating resistance3 Electro-injectors4 Air temperature/pressure sensor5 Fuel pressure sensor6 Fuel heating resistance7 Pressure adjuster solenoid valve8 Timing sensor9 Fuel temperature sensor
10 Starter motor11 Crankshaft sensor13 Preheating connection contactor15 Oil temperature/pressure sensor20 Diagnostics connector23 EDC main fuse32 EDC indicator light
Optional components (when required by the application)
REF. DESCRIPTION12 Engine stop/start buttons (F4AE0684F)14 (no per CNH application)16 Preheating On indicator light17 Rev counter18 Coolant temperature gauge19 Engine oil pressure gauge21 Blink-Code button22 (no per CNH application)24 Handbrake engaged switch25 Engine brake selector (optional)26 Gearbox neutral switch27 Key switch28 Engine brake switch (optional)29 (no per CNH application)30 Primary/secondary brake switch31 Position sensor on accelerator pedal potentiometer
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Injection system assy
(∗) on board controls change with the application. They can be connected to the electricalsystem, with traditional solutions or with the help of the CAN line (Multiplex System).
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(∗)
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EDC electronic control
Engine preheating element controlPre-post heating is activated when even just one of the water, air or fuel temperature sensorsdetects a temperature < = 5 °C.
Phase recognitionBy means of signals transmitted by the camshaft and crankshaft sensors, the cylinder into whichfuel must be injected is determined at the time of starting.
Injection controlOn the basis of information transmitted by the sensors, the control unit administrates the pres-sure regulator and modifies the pre-injection and main injection mode.On F4 engines pre-injection is activated at all engine speeds.
Injection pressure closed loop controlOn the basis of the engine load, as determined by processing of data transmitted by the varioussensors, the control unit administrates the regulator to maintain injection pressure at constantlyoptimal values.
Pilot and main injection advance controlOn the basis of signals transmitted by the various sensors, the control unit determines theoptimum injection point on the basis of internal mapping.
Idle speed controlThe control unit processes signals transmitted by the various sensors and adjusts the quantityof fuel injected.It also controls the pressure regulator and modulates injection duration of the electro-injectors.Within specific limits, the control unit also monitors battery voltage.
Overheating protectionIf the water temperature reaches 110 °C, the control unit reduces engine performance.When the temperature returns below 100 °C, the engine resumes normal operation, (in someapplications, the over boosting temperature is the reference temperature).
Maximum engine speed limitingDepending on the application, the control unit memory can contain appropriate engine speedlimits. When the engine speed surpasses these limits the control unit activates power reductionstrategies by controlling energization time of the electro-injectors. In some applications themaximum limiting response consists in stopping the engine.
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Cut OffFuel cut-off in release phases is managed by the control unit with the following logical interven-tions:- disconnection of fuel supply to electro-injectors- reactivation of electro-injectors immediately prior to arrival at idle speed- control of fuel pressure regulator.
Smoke control under accelerationWith intense load demands, in accordance with signals received from the air inlet meter and theengine speed sensor, the control unit manages the pressure regulator and modulates theactivation time of the electro-injectors to prevent the emission of smoke from the exhaust.
After RunAfter the engine is stopped, the control unit microprocessor saves various parameters to theEEPROM memory, including the faults log so that they will be available the next time the engineis started.
Control of working speed in normal operating conditions (Crowler Excavators)The user establishes engine working speed (power – torque) according load (heavy orlight) and the system reacts maintaining the engine at these values as load varies.The engine always operates with maximum power while the hydraulic power required duringuse is managed by varying the speed of the hydraulic fluid and not its pressure.Each time work load varies, the control unit adjusts torque so as to maintain the engine inmaximum power conditions. If the load causes a reduction in power, the control unit increasestorque i.e. it increases the amount of fuel injected in order to restore the engine to maximumpower.If, after setting working speed, the operator does not invoke any command within a pre-set time,the system returns to idling.
Recovery strategiesRecovery strategies are characterized by certain differences as application varies, i.e. loadersor excavators.
• Accelerator pedalWhen the accelerator signal is not available to the control unit for the excavators, it bringsthe engine to maximum power because its movement is hydraulic and the vehicle cantherefore be controlled in complete safety while, in the case of loaders, the system respondsby setting engine speed to idling.
• Control of fuel leaksIn the case of fuel supply problems, the system controls the engine with suitable constantpower values obtained with a low number of revs and high torque values in order to injectthe maximum quantity of fuel.
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• Control of pressure in the railWhen the pressure in the rail exceeds safety values, the engine still working in deratingmode.
• Synchronism problemsIn the case of synchronism problems, faulty rev sensors, the system controls the engine byincreasing the number of revs in order to improve interpretation of the signals.
• Power restrictions as operating temperature increasesWhen the temperature of the supercharging air rises above 88°C, power reduction is started;when a temperature of 120°C is reached, performance is further reduced and is comparableto that of the same engine if it were aspirated.
• Reduction of power as reference temperature variesIn normal operating conditions, the system knows the supercharging air, oil and water tem-peratures.If the temperature of the engine water is not available, the system takes the temperature ofthe oil as reference and when this reaches the threshold of 103°C, it starts to reduce thepower available. On reaching 113°C, power is reduced to 50%.
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Fuel supply systemThe common rail system features a special pump that constantly keeps the fuel supply at a veryhigh pressure, irrespective of the phase of the cylinder destined to receive the injection charge;the high pressure fuel is accumulated in a pipeline that is shared by all electro injectors (the“common rail”).This means that there is always a supply of fuel available at the electro injector inlet at the in-jection pressure determined by the electronic control unit.When the solenoid valve of one of the electro injectors is energized by the control unit, fuelarriving directly from the common rail is injected into the corresponding cylinder.
1. Electro-injector – 2. Common rail – 3. Pressure limiter for fuel return – 4. Common rail reliefvalve – 5. Prefilter mounted on chassis – 6. High pressure pump – 7. Mechanical rotor pump –8. Fuel filter.
The hydraulic system is composed of a low pressure circuit and a high pressure circuit.The high pressure circuit is composed of the following pipelines:- pipe connecting the high pressure pump outlet to the common rail;- pipes from the common rail to the electro injectors.The low pressure circuit is composed of the following pipelines:- fuel pipe from fuel tank to prefilter;- pipes supplying the mechanical feed pump via the control unit heat exchanger, the manual
priming pump and the prefilter;- pipes supplying the high pressure pump via the fuel filter.The fuel system is completed with a circuit to drain fuel from the common rail and the injectors,and with the high pressure pump cooling circuit.
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High pressureLow pressure
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FUEL SYSTEM DIAGRAM
1. High pressure pump – 2. Limiter valve on high pressure pump, 5 bar – 3. Regulator valve onfuel return line from electro-injectors, from 1.3 – 2 bar – 4. Common rail relief valve –5. Common rail – 6. Pressure sensor – 7. Electro-injector – 8. Return line – 9. Control unit heatexchanger – 10. Manual priming pump – 11. Prefilter mounted on chassis – 12. Fuel filter –13. Mechanical feed pump – 14. Fuel filter – 15. Pressure regulator – 16. Drain pipe from highpressure pump – 17. By-pass valve – 18. By-pass valve.
The pressure regulator, installed upline from the high pressure pump, adjusts the flow of fuelrequired on the low pressure system. Subsequently the high pressure pump supplies fuel atthe correct pressure to the common rail. This solution, in which only the required amount offuel is pressurized, improves energy efficiency and limits heating of fuel in the system.Limiter valve 2, which is installed on the high pressure pump, serves to maintain pressure atthe pressure regulator inlet at a constant 5 bar.Limiter valve 3, which is mounted on the cylinder head and inserted in the electro-injectors re-turn line, regulates the fuel return flow from the electro-injectors to a pressure of between 1.3and 2 bar.There are two by-pass valves installed in parallel with the mechanical fuel feed pump.By-pass valve 18 serves to allow fuel from the outlet of the mechanical pump to return to therelative inlet, when pressure at the fuel filter inlet exceeds the permissible value. By-pass valve17 makes it possible to fill the fuel system by means of the manual priming pump 10.
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DRAIN
SUCTION (LOW PRESSURE)
HIGH PRESSURE PUMP FEED (Low pressure)
HIGH PRESSURE3
8
2
1
13
16
15
14
5 6 74
9
10
11
12
17
18
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MAIN MECHANICAL COMPONENTS OF THE FUEL SUPPLY SYSTEM
Fuel prefilter
The fuel filter, of the high water separation type, features a sensor 4 on the base of cartridge 3,responsible for signalling the presence of water in the fuel.The filter support also carries the manual priming pump 5 and the fuel system air bleed screw 2.WarningIf the fuel contamination warning light illuminates, act instantly to remedy the cause; thecomponents of the common rail system will be rapidly damaged if the fuel contains water orother impurities.
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4
5
1
3
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Fuel filter
The fuel filter is located in the engine crankcase on the fuel circuit between the feed pump andthe high pressure pump (CP3).The following components are located on the support: fuel temperature sensor and heating re-sistance.The heater is activated if the fuel temperature is < = 0 °C and it continues to operate until thefuel reaches + 5 °C.The fuel temperature, as signalled to the EDC 7 control unit by the relative sensor, enableshighly accurate calculation of the flow rate of fuel to inject into the cylinders.
1. Fuel filter support2. Heater connector3. Electric fuel heater4. Fuel filter5. Fuel temperature sensorA. Outlet connection to high pressure pumpB. Common rail and cylinder head (injectors) discharge line inlet connectionC. Outlet connection to fuel tank.D. Inlet connection from feed pumpE. Connection to high pressure pump discharge line.
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Mechanical feed pump
Normal operating conditionThe mechanical feed pump is a gear pump installed on the rear of the high pressure pump,which it supplies with pressurized fuel. The feed pump is driven by the high pressure pumpshaft.In normal operating conditions the flow of fuel in the feed pump is as shown in figure.
A Fuel inlet from tank, B fuel outlet to filter,1 – 2 By-pass valves in closed position.
Outlet overpressure conditionBy-pass valve 1 opens in the presence of overpressure at the pump outlet B. In these circum-stances, the pressure of the fuel overcomes the force exerted by spring 1 thereby placing thepump outlet in communication with the inlet by way of passage 2.
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Bleed conditionsThe by-pass valve 2 opens when, with the engine stopped, the fuel circuit must be filled usingthe manual priming pump. In this situation the by-pass valve 2 opens, due to the effect of thepressure at the inlet, and the fuel flows out of outlet B.
High pressure pumpPump with 3 radial plungers driven by the timing gear. The high pressure pump does requiretiming. The rear of the high pressure pump is fitted with the mechanical feed pump, which isdriven by the high pressure pump crankshaft.
1. Fuel outlet connection to rail – 2. High pressure pump – 3. Pressure regulator – 4. Fuel inletconnection from filter – 5. Fuel outlet connection to filter support – 6. Fuel inlet connection fromcontrol unit heat exchanger – 7. Fuel outlet connection from mechanical pump to filter –8. Mechanical feed pump.
A
001239t
2
1
B
001250t
Common Rail NEF engines - CNH
53
1. Mechanical feed pump;2. Fuel return from high pressure pump;3. Delivery valve to common rail;4. Delivery valve on individual plunger;5. By-pass valve on feed pump;6. Pump shaft;7. Fuel inlet from filter;8. 5 bar limiter valve;9. Pressure regulator.
001967t
Common Rail NEF engines - CNH
54
Operating principle
1. Outlet for rail delivery line – 2. Rail delivery valve – 3. Plunger – 4. Pump shaft – 5. Plungersupply passage – 6. Pressure regulator supply passage – 7. Pressure regulator.
Plunger 3 leans on the cam mounted on the pump shaft.In the intake phase the plunger is supplied with fuel through the supply passage 5. The quantityof fuel to supply to the plunger is determined by pressure regulator 7. The pressure regulatormodulates the flow of fuel to the plunger on the basis of a PWM command received from thecontrol unit. During the plunger compression phase the fuel reaches sufficient pressure to openthe common rail delivery valve 2 and is thus forced through outlet 1 to the common rail.
001242t
D
DSECT. B - B
A
B
C3
4
2
1
5
6
7
002111t
Common Rail NEF engines - CNH
55
The figure, shows the low pressure fuel passages inside the pump; the figure shows the mainplungers supply passage 4, the individual plunger supply passages 1 - 3 - 6, the passagesutilized for lubrication of the pump 2, the pressure regulator 5, the 5 bar limiter valve 8 and thefuel discharge passage 7.The pump shaft is lubricated by fuel through delivery and return passages 2.The pressure regulator 5 determines the quantity of fuel with which to supply the plungers;excess fuel flows out through passage 9.The 5 bar limiter valve, apart from functioning as a manifold for fuel discharges, is designed tomaintain a constant pressure of 5 bar at the pressure regulator inlet.
001243t 001244t
1,3,6. Inlet to plunger – 2. Pump lubrication passages – 4. Main plungers supply passage –5. Pressure regulator – 7. Regulator drain passage – 8. 5 bar limiter valve – 9. Fuel dischargefrom regulator inlet.
SECT. C - C
Common Rail NEF engines - CNH
56
The figure shows the high pressure flow of fuel through the plunger outlet passages.
001241t
001240t
1. 2. Fuel outlet passages – 3. Fuel outlet from pump with connection for high pressure line tocommon rail.
SECT. A - A
Common Rail NEF engines - CNH
57
Pump inlet pressure regulatorLocated at the inlet to the high pressure pump, the regulator modulates the quantity of fuel withwhich to supply the high pressure pump on the basis of instructions transmitted by the enginecontrol unit.The regulator is basically composed of the following parts:- poppet;- core (control);- pre-load spring;- coil.In the absence of a control signal, the pressure regulator is normally open so the high pressurepump operates in maximum flow conditions.The engine control unit transmits a PWM signal to the regulator to vary the high pressure pumpfuel inlet cross section to a greater or lesser extent.This component cannot be replaced independently and must therefore not be disassembled.
5 bar limiter valveInstalled in parallel to the pressure regulator, the limiter valve serves to maintain constant fuelpressure at the inlet to the regulator, this being a necessary prerequisite for correct operation ofthe system.
When the pressure regulator is partially closed at the fuel outlet by the PWM control signal, thepressure at the inlet tends to rise.When pressure at the regulator inlet exceeds 5 bar, cylinder 8 overcomes the resistance offeredby the spring and travels upwards thereby placing the regulator inlet into communication withthe drain. The fuel is therefore able to flow to the drain side thus reducing the pressure at theregulator inlet so the cylinder tends to return to its closed position. In relation to engine loaddemands, with the pressure regulator partially closed the cylinder assumes a position of dy-namic balance such as to assure constant pressure of 5 bar at the regulator inlet.
001253t
001251t
1. Electrical connector2. Fuel outlet
3. Fuel inlet
3
2
1
Common Rail NEF engines - CNH
58
Pressure regulator and 5 bar limiter valve with engine at maximum speed
When regulator coil 1 is not energized, core 2 will be in its rest position due to the effect ofpreload spring 3. Poppet 4 is in the maximum delivery position.In these circumstances, the regulator feeds the high pressure pump with the maximum availablefuel flow rate.The cylinder 8 controlling opening and closing of the 5 bar pressure limiter discharge passage isin its closed position. Clearance between the internal parts is such as to allow a minimum flowof fuel towards the outlet passage in order to lubricate the pump.
1. Coil – 2. Core – 3. Preload spring – 4. Poppet –5. High pressure pump feed – 6. Fuel inlet (from filter) –
7. Fuel return from high pressure pump –8. Cylinder for opening discharge port – 9. Fuel discharge –
10. Fuel delivery
003207t
Common Rail NEF engines - CNH
59
Pressure regulator and 5 bar limiter valve with engine at idle speed
When the engine is at slow running idle speed, the control unit drives the regulator with a pulsewidth modulation (PWM) signal to energise the regulator coil and hence displace the coil core 2.In its movement, the core causes poppet 4 to assume the maximum closed position thusallowing the minimum flow of fuel to the high pressure pump.The pressure regulator is in its maximum closure position because the common rail must bemaintained at a relatively low pressure (350 - 400 bar). Cylinder 8 of the 5 bar limiter valve, re-sponsible for controlling opening and closing of the discharge port, will be in its maximumopening position to allow excess fuel to flow through discharge outlet 9.
1. Coil – 2. Core – 3. Preload spring – 4. Poppet –5. High pressure pump feed – 6. Fuel inlet (from filter) –
7. Fuel return from high pressure pump –8. Cylinder for opening discharge port – 9. Fuel discharge –
10. Fuel delivery
003208t
Common Rail NEF engines - CNH
60
Rail (pressure accumulator)1. Common Rail2. Flow limiters3. Fuel inlet from high pressure pump4. Pressure sensor5. Relief valve
The common rail has a reduced volume to allow rapid pressurization at the time of enginestarting, engine slow idling, and in the case of high flow rates.The volume is, however, sufficient to minimize the bellows effect caused by opening and closingof the injectors and operation of the high pressure pump. This function is further aided by thepresence of a calibrated orifice downline from the high pressure pump.Fuel pressure sensor 4 is screwed to the end of the common rail. The pressure sensor sends afeedback signal to the electronic control unit, on the basis of which the pressure in the commonrail is monitored and adjusted when necessary.
Dual-stage relief valveAssembled at one rail end, it protects the system components from failure of the rail pressuresensor or of the CP3 pump pressure regulator, caused by an excessive pressure increasementin the high pressure system.Strictly mechanical this valve has a dual operational threshold 1750 and 800 bar dual-stage.When the pressure is in the high pressure system reaches 1750 bar, the valve initially acts as asingle stage valve so as to enable the fuel to flow and consequently reduce the pressure tosafety values and then mechanically adjusts the pressure in the rail to about 800 bar.This valve enables the engine to work at limited performance for extended periods of time andavoid excessive fuel overheating thus safeguarding the gas –exhaust pipes.When the valve is tripped, the control unit stops of operation of the pressure regulator, the pumpis configured in the condition of maximum delivery to the rail, and stores failure 8.4.
000929t
5 3
4
2
1
Common Rail NEF engines - CNH
61
Flow limitersLocated on the fuel outlet fittings on the common rail, the flow limiters are designed to protectthe engine and vehicle in the event of internal leakages (e.g. jet jammed open) or externalleakages (e.g. damaged high pressure pipes).In these cases, within certain limits the system can continue to operate by means of theundamaged components of the other cylinders.
1. Body2. Piston3. Fuel inlet4. Spring5. Part screwed to common rail
Warning:After having taken steps to eliminate the egress of fuel from the common rail with the enginestopped, the flow limiter will automatically reset due to the effect of the spring. Note, however,that if the cause of the flow limiter’s activation is not remedied, when it is restarted the enginewill display the same problems.If the leak is of significant magnitude, it will prove impossible to start the engine because the railwill be unable to reach the necessary pressure.
000968t
A The fuel from the Common Rail reaches the electro-injectors through the holes in thesmall diameter section of the piston.In normal circumstances, the fuel pressure is exerted on both sides of the piston, thusmaintaining the spring in the open position.
Common Rail NEF engines - CNH
62
B In the case of significant pressure drops downline from the limiter the inlet pressureexceeds the outlet pressure and thus forces the piston to the opposite side of thevalve thereby closing the fuel outlet.
000969t
C Pressure limiter with piston in outlet closed position.
000970t
Common Rail NEF engines - CNH
63
Electro-injectorThe injector is similar in construction to conventional injectors, except for the absence of theneedle return springs.The electro-injector can be considered in terms of two basic parts:- actuator – jet composed of pressure rod 1, needle 2 and nozzle 3;- control solenoid valve composed of coil 4 and pilot valve 5.The solenoid valve controls lift of the jet needle.
Injector in rest position
1. Pressure rod – 2. Needle – 3. Nozzle – 4. Coil – 5. Pilot valve – 6. Ball shutter – 7. Controlarea – 8. Pressure chamber – 9. Control volume – 10. Supply - control passage – 11. Fuelcontrol outlet – 12. Electrical connection – 13. Spring
000933t
6
5 9
7
2
3
10
1
4
12
13
8
11
Common Rail NEF engines - CNH
64
Injection startWhen coil 4 is energized it causes an upward movement of ball shutter 6.The fuel of control volume 9 flows towards the backflow passage 12 causing a pressure drop incontrol volume 9.At the same time the fuel pressure in pressure chamber 8 causes lifting of needle 2, withconsequent injection of fuel into the cylinder.
1. Pressure rod – 2. Needle – 3. Nozzle – 4. Coil – 5. Pilot valve – 6. Ball shutter – 7. Controlarea – 8. Pressure chamber – 9. Control volume – 10. Supply – control passage – 11. Fuelcontrol outlet – 12. Electrical connection – 13. Spring
Injection endWhen coil 4 is de-energized, element 6 returns to its closed position to restore a balance offorces such as to cause needle 2 to return to its closed position and terminate the injectioncycle.
000934t
6
95
11
13
4
12
10
7
3
82
1
Common Rail NEF engines - CNH
65
Fuel inlet connector
1. Fuel inlet connector – 2. O-rings – 3. Locating ball – 4. Locating ball seat on cylinder head.
The fuel inlet connector must be renewed each time it is disassembled. During reassembly,lubricate O-ring 2 with Vaseline and stow fuel manifold 1 inside the head, ensuring that thelocating ball 3 is perfectly aligned with the corresponding seat 4 on the head.
Note: The injector and relative feed pipe must be first installed in the head and subsequentlytightened to the prescribed torque.
Pressure limiter for fuel returnHoused on the rear of the cylinder head, this device regulates the pressure of fuel returningfrom the injectors to a pressure of between 1.3 and 2 bar.
001516t
000935t
A To tank
B From electro-injectors
Common Rail NEF engines - CNH
66
EDC 7 SYSTEM MAIN ELECTRICAL AND ELECTRONIC COMPONENTS
Location
Ref. Description
1 Coolant temperature sensor
2 Electro-injector
3 Rail pressure sensor
4 Air temperature/pressure sensor
5 Starter motor
6 Timing sensor
7 Pressure regulator solenoid valve
8 Fuel temperature sensor
9 EDC7 electronic control unit
10 Crankshaft sensor
11 Engine oil level transmitter (∗)
12 Engine oil pressure/temperature sensor
13 Pre-post heating resistance
(∗) Depending on the application
Common Rail NEF engines - CNH
67
003209t
Common Rail NEF engines - CNH
68
EDC 7 electronic control unit
A – Injectors connector B – Connector for power input and functions provided for in theapplication C – Sensors connector
The control unit is installed directly on the engine via a heat exchanger for cooling purposes andusing flexible mounts to reduce vibration transmitted by the engine.The unit is supplied with power by way of a 20 A fuse. The main relay normally used to supplythe system is located inside the control unit.
001525t
Common Rail NEF engines - CNH
69
Injectors connector (A)12 16
11
51
6
Wire input side view
ECU PIN WIRECOLOUR
FUNCTION
1 - -2 - -3 RU Cylinder 2 injector4 WP Cylinder 3 injector5 WV Cylinder 4 injector6 RW Cylinder 2 injector7 - Ground8 - Ground9 RG Cylinder 1 injector
10 UN Cylinder 6 injector11 UG Cylinder 5 injector12 WR Cylinder 3 injector13 RY Cylinder 1 injector14 W Cylinder 4 injector15 UO Cylinder 6 injector16 UY Cylinder 5 injector
Colour keyB blackR redU blueW whiteP purpleG greenN brownY yellowO orange
50350
Common Rail NEF engines - CNH
70
Connector (B) for component power supplies and for the functions specified in theapplication
Wire input side viewPin
ECU CABLE FUNCTION
1 8150 Direct positive from battery
2 0087 Negative for fuel filter heating / starter engine contactor
3 0000 Ground
4 8885 Positive for pre-post heating resistor
7 8150 Direct positive from battery
8 7777Positive for blink code button / oil low pressure light/ pre-heating light/conditioned air switch (•) / EDC unit
9 0000 Ground
12 8150 Direct positive from battery
13 8150 Direct positive from battery
14 0000 Ground
15 0000 Ground
16 0094 Negative for pre-post heating resistor
19 0150Negative for start/stop from engine compartment (••) / accelerator pedalpressed (••) buttons
20 8153 Positive from key switch in start phase (+50)
27 0156 Positive from blink code button
28 5535 Positive for EDC diagnostics light
(•) F4AE0684H − E (O & K application)(••) F4AE0684F (CNH application)
003210t
Common Rail NEF engines - CNH
71
PinECU CABLE FUNCTION
31 2298 Line K for 30-pin diagnosis connector (pin 2)
36 8837 Positive for fuel filter heating contactor
37 8888 Positive for starter motor
39 8051Positive from key switch (+15) / Line L for 30-pin diagnosis connector(pin 11)
44 9905 Positive from start from engine compartment button (••)
45 9906 Positive from stop from engine compartment button (••)
46 5553 Negative for pre-heating ON light
49 5584 Diagnosis connector (pin 28)
52 6109 CAN line, diagnosis connector (pin 22)
53 6108 CAN line, diagnosis connector (pin 21)
55 5158 Positive for accelerator pedal position sensors (••) / positive multiswitch (•)
63 5503 Negative for engine oil low pressure light
64 0535 Negative for EDC diagnosis light
72 0159 Negative from accelerator pressed switch (••)/ multiswitch signal (•)
73 0159 Redundant negative from accelerator pressed switch (••)
78 8162 Negative conditioned air control (•)
81 0157 Negative for accelerator pedal position sensor (••) / Ground multiswitch (•)
83 5157 Signal from accelerator pedal position sensor (••) / multiswitch signal (•)
(•) F4AE0684H − E (O & K application)(••) F4AE0684F (CNH application)
Common Rail NEF engines - CNH
72
Sensors connector (C)
Wires input side view
ECU PIN WIRECOLOUR
FUNCTION
2 - -4 - -5 NW Negative for pressure regulator7 NP Positive for pressure regulator9 PY Positive for engine oil pressure/temperature sensor
10 NY Positive for air pressure/temperature sensor12 GY Positive for rail pressure sensor17 YR Negative for fuel temperature sensor18 YN Negative for coolant temperature sensor19 PN Negative for engine oil temperature/pressure sensor20 GN Negative for rail pressure sensor21 N Positive for air pressure/temperature sensor23 U Camshaft sensor24 U Crankshaft sensor25 R Crankshaft sensor27 GO Rail pressure sensor signal28 NG Air pressure sensor signal29 UO Air temperature signal30 R Camshaft sensor31 - -32 - -33 PO Engine oil temperature sensor signal34 YU Fuel temperature sensor positive35 PG Engine oil pressure sensor signal36 YO Coolant temperature sensor positive
003211t
Common Rail NEF engines - CNH
73
Key to electric/electronic components
K1 = Pre-post heating contactorK2 = Starter motor contactorK3 = Fuel filter heating contactorJ1 – J2 – J3 = Electro-injectors, cylinders 1, 2, 3 respectivelyJ4 – J5 – J6 = Electro-injectors, cylinders 4, 5, 6 respectivelyJ7 = Fuel pressure regulating solenoid valve on high pressure pumpJ8 = Propeller shaft sensorJ9 = Camshaft sensorJ10 = Pressure sensor on common railJ11 = Supercharging pressure sensorJ12 = Oil pressure sensorJ13 = Engine cooling fluid temperature sensorJ14 = Fuel temperature sensorJ15 = AcceleratorAVM= Switch for starting from engine compartment (••)CAC = Conditioned air switch (•)CD = 30-pin diagnosis switchIA = Bodybuilder systemLC = CAN linePBC = Blink code buttonSBPO = Oil pressure low lightSDE = EDC diagnosis lightSPE = Pre-heating lightSVM = Switch for stopping from engine compartment (••)TL = Torque limiter multiswitch (•)MA = Engine starterR1 = EDC load simulation resistorR2 = Fuel filter resistorR3 = Pre-post heating resistor
(•) F4AE0684H − E (O &K applications)(••) F4AE0684F (Fiat CNH)
Common Rail NEF engines - CNH
74
A ÷ C connector diagram (all applications)
System power supply (+24 V).
003212t
Common Rail NEF engines - CNH
75
F4AE0684F (B) connector diagram (CNH application)
System power supply (+24 V). The power supplies for remote control switches K1, K2,K3, and for engine starter have appropriate protections implemented by the preparationpersonnel.
003213t
Common Rail NEF engines - CNH
76
F4AE0684H – E (B) connector diagram (O & K applications)
System power supply (+24 V). The power supplies for remote control switches K1, K2,K3, and for engine starter have appropriate protections implemented by thepreparation personnel.
003214t
Common Rail NEF engines - CNH
77
Crankshaft sensorThis is an inductive sensor located at the front left hand side of the engine. The crankshaftsensor produces signals obtained from a magnetic flux field closing through the openings in aphonic wheel fitted on the crankshaft.The crankshaft sensor is connected to the control unit on pins 25C – 24C. The sensorimpedance is ∼ 900 Ω.
Timing sensorThis is an inductive sensor located at the rear left hand side of the engine. The timing sensorgenerates signals obtained from a magnetic flux field closing through the holes in the timinggear on the camshaft. The signal generated by this sensor is utilized by the electronic controlunit as an injection phase signal.Although it is similar to the flywheel sensor, these two devices are NOT interchangeablebecause of the different external shape.The timing sensor is connected to the control unit on pins 23C – 30C. The sensor impedanceis ∼ 900 Ω.
1 32
ECU pinRef. Description Camshaft sensor Timing sensor
1 Signal 24C 30C2 Signal 25C 23C3 Shield
CONNECTOR
50342
WIRING DIAGRAM
50320
CRANKSHAFT SENSOR
TIMING SENSOR
50288
50319
Common Rail NEF engines - CNH
78
Air temperature-pressure sensorThis component incorporates a temperature sensor and a pressure sensor.Mounted on the intake manifold, the sensor measures the maximum flow rate of air supplied,which serves to make an accurate calculation of the quantity of fuel to be injected in each cycle.The sensor is connected to the control unit on pins 21C – 29C – 10C – 28C.The power supply is 5 voltVoltage at the sensor output is proportional to the detected pressure or temperature.
Pin 21C – 29C TemperaturePin 10C – 28C Pressure
Engine oil temperature-pressure sensorThis component is analogous to the air temperature-pressure sensor.The engine oil temperature-pressure sensor is installed on the engine oil filter support in avertical position.This sensor measures the engine oil temperature and pressure.The sensor is connected to the control unit on pins 19C - 33C - 9C - 35C.The sensor is supplied with 5 Volts. The signal detected is transmitted to the EDC control unitwhich, in turn, controls the relative device on the instrument panel (gauge + low pressurewarning light).The oil temperature is not displayed on any gauges – this value is used exclusively by thecontrol unit.
Pin 19C – 33C TemperaturePin 9C – 35C Pressure
ECU PINREF. DESCRIPTION
OIL AIR
1 Ground 19C 21C
2 NTC signal (temperature) 33C 29C
3 +5 V power input 9C 10C
4 Signal (pressure) 35C 28C
WIRING DIAGRAM5034450324
Common Rail NEF engines - CNH
79
Fuel pressure sensorMounted on one end of the rail, this sensor measures the internal fuel pressure and informs thecontrol unit of the value (feedback).The injection pressure value is used as a pressure control feedback signal and to determine theduration of the electrical injection command.This sensor is connected to the control unit on pins 20C – 27C– 12C.The power supply is 5 Volt.
Ref. Description ECU pin1 Ground 20C2 Signal 27C3 Power supply 12C
Fuel pressure sensor connector
002112t
12
3
Common Rail NEF engines - CNH
80
Electro-injectorsThe electro-injectors are effectively N.O. solenoid valves.Each injector is connected to the EDC control unit on connector A.
The impedance of the coil of each injector is 0.56 - 0.57 Ω.
Ref. Description ECU pin
CONNECTOR 1
1234
Cylinder 2 injectorCylinder 2 injectorCylinder 1 injectorCylinder 1 injector
3 A6 A
13 A9 A
CONNECTOR 2
1234
Cylinder 4 injectorCylinder 4 injectorCylinder 3 injectorCylinder 3 injector
5 A14 A12 A4 A
CONNECTOR 3
1234
Cylinder 6 injectorCylinder 6 injectorCylinder 5 injectorCylinder 5 injector
10 A15 A16 A11 A
1
2 3 50343
50349
2 3 4 5 6
321
1
Common Rail NEF engines - CNH
81
Pre-post heating resistance and contactorThe pre-post heating resistance is located on the intake manifold.The resistance serves to heat the air in pre / post heating operations. This resistance ispowered by a contactor on the left hand side of the chassis.
The resistance impedance is approximately 0.5 Ω.
A. CONTROL CONTACTOR
The control contactor is connected to the control unit on pins 4B – 16B.The contactor is tripped with water and/or fuel temperature below 5 °C.The contactor impedance is approximately 15 Ω.
RESISTANCE
003215t
002371t
Common Rail NEF engines - CNH
82
Coolant temperature sensorThis is a variable resistance sensor able to read the coolant temperature in order to provide thecontrol unit with an indication of the thermal status of the engine.The same signal is utilized by the control unit to drive an instrument panel gauge, if present.This sensor is connected to the control unit on pins 18C – 36C.
The impedance of the coolant temperature sensor at 20 °C is approximately 2.50 kΩ.
A. Coolant temperature sensor
003194t
Common Rail NEF engines - CNH
Fuel temperature sensor This sensor is identical to the coolant temperature sensor.This sensor detects the fuel temperature to provide the control unit with a parameter definingthe thermal status of the fuel.The fuel temperature sensor is connected to the control unit on pins 17C – 34C.The sensor impedance at 20 °C is approximately 2.50 kΩ
1. Fuel te
The ECU drives the filter hea
REF.1 Gro2 Tem
CONNECT
83
mperature sensor - 2. Filter heating resistance
ter contactor at fuel temperature ≤ 5 °C.
DESCRIPTION COOLAund 18Cperature signal 36C
50348
OR
50322 NTC50321
2
1
1
ECU PINNT FUEL
17C34C
Common Rail NEF engines - CNH
High pressure pump – pressure regulator
Ththe
Deun
Th
Th
Th
84
A. Pressure regulator
e quantity of fuel supplied to the high pressure pump is metered by the pressure regulator on low pressure system; the pressure regulator is managed by the EDC7 control unit.
livery pressure to the rail is modulated between 250 and 1450 bar by the electronic controlit by controlling the pressure regulator solenoid valve.
is component is a N.O. solenoid valve.
e solenoid is connected to the control unit on pins C5 - C7.
e solenoid valve impedance is approximately 3.2 Ω.
000912t
A
Common Rail NEF engines - CNH
Engines F4AE0684H-E clutch sensor This is an electronic proximity switch supplied with 24 V.The clutch sensor is fitted to the clutch pedal and it detects the engine declutched condition.The sensor is equipped with a yellow signal LED that illuminates when the pedal is released.The sensor is connected to the control unit on pins 62B and 8B.
Ref.123
Groun+ 24 VSignal
GROUND
85
1. Reading head – 2. Fixing screws (torque 10 Nm) - 3. Brass body –4. Yellow LED – 5. Connector
Description ECU pind power supply 8B
62B
50332
(SIGNAL)
Common Rail NEF engines - CNH
86
DIAGNOSIS METHODSCurrently the following diagnosis systems are available:
− BLINK CODE – 30 pin diagnostics socket− Dedicated strumentation
BLINK CODE DIAGNOSISEDC state indicator. After setting the key to “start”, the EDC indicator light illuminates, after which, if no anomaliesare detected, the indicator light must extinguish.Depending on the presence or absence of possible faults, the indicator light can assume thefollowing states:
Light off indicator 1. No fault2. Slight fault
no impairment of performancefault can be interpreted with BLINK CODE and diagnostic tools.
Indicator light steadily illuminated 1. Serious fault
performance impaired in certain casesfault can be interpreted with BLINK CODE or diagnostic tools.
Flashing indicator light1. Very serious fault
performance impaired in many cases, otherwise engine cuts outfault can be interpreted with BLINK CODE or diagnostic tools.
Blink code activation / interpretationThe blink code is activated by pressing the BLINK CODE button located near the U.C.I.The BLINK CODE identifies one fault at a time without distinguishing between currently activefaults and intermittent faults. To display all codes in the memory, the Blink Code button must bepressed several times.The code is composed of two digits and it is displayed by low speed flashes followed by fastflashes.If there are no faults present in the system, the EDC indicator light will not communicate anyinformation, illuminating only once.Each time you turn the key to “start” the EDC light must switch on; if this fails to occur, check thewiring and the light bulb.
IMPORTANTThe control unit must be detached and reattached only when the battery positive pole isdisconnected.
Common Rail NEF engines - CNH
87
EDC SW 3.3_1 (F4AE0684F) Blink Code
Blinkcode Fault description EDC Ind. light Power
reductionVEHICLE
1.4 Accelerator pedal signal On 31.8 EDC indicator light Off 0 ENGINE 12.1 Coolant temperature sensor signal On 02.2 Turbocharge air temperature sensor signal Off 02.3 Fuel temperature sensor signal Off 02.4 Turbocharge pressure sensor signal On 02.5 Atmospheric pressure sensor signal Off 02.6 Oil pressure sensor signal On 02.7 Oil temperature sensor signal Off 02.8 Heated filter control relay Off 02.9 Pre-post heating resistance control relay Off 0
ENGINE 23.7 Battery voltage On 03.8 Pre-post heating indicator light Off 03.9 Pre-post heating resistance Off 0
6 Cylinder INJECTORS5.1 Cylinder 1 injector solenoid valve On 05.2 Cylinder 2 injector solenoid valve On 05.3 Cylinder 3 injector solenoid valve On 05.4 Cylinder 4 injector solenoid valve On 05.5 Cylinder 5 injector solenoid valve On 05.6 Cylinder 6 injector solenoid valve On 05.7 Power stage 1 (cylinders 1 – 2 – 3) On 05.8 Power stage 2 (cylinders 4 – 5 –6) On 0
ENGINE SPEED6.1 Crankshaft sensor signal On 26.2 Camshaft sensor signal On 26.3 Engine speed signal plausibility On 06.4 Engine overspeed Flashing 06.5 Starter motor relay Off 0
CHECK PANEL INTERFACES7.2* CAN line Off 07.6 Oil pressure indicator light Off 0
* When CAN line is present on the electric system Power reduction:0= No power reduction1= performances compairable to equivalent engine but intaken2= 50% torque3= limited engine speed4= engine stop
Common Rail NEF engines - CNH
88
Blinkcode Fault description EDC Ind. light Power
reductionFUEL PRESSURE
8.1 Fuel pressure control Flashing 38.2 Fuel pressure signal Flashing 38.3 Pressure regulator solenoid valve Flashing 38.5 Rail min/max pressure error Flashing 4
CONTROL UNIT9.4 Main relay On 09.6 After-run interrupted repeatedly On 39.7 Sensors power supply On 0
Power reduction:0= No power reduction1= performances compairable to equivalent engine but intaken2= 50% torque3= limited engine speed4= engine stop
with torque curves
torque
003216t
Common Rail NEF engines - CNH
89
with power curves
Procedure for clearing the faults memory using the Blink Code button:Key switch set to OFF.Hold down the Blink Code button for between 4 and 8 seconds and, during this interval, switchon the key switch.
Attention: do not insert / reinsert immediately the key contact after this operation but wait aboutten seconds before switching it ON again.
power
003217t
Common Rail NEF engines - CNH
90
TROUBLESHOOTING SW 3.3_1Troubleshooting information is given in two clearly distinguished sections: - the first, ordered by Blink Code, concerns faults that can be directly recognized by the EDC 7
control unit. These fault types are mainly of an electrical – electronic nature;
- the second, ordered by symptom, describes the possible faults that cannot be directlyrecognized by the electronic control unit. These faults are mainly of a mechanical – hydraulicnature.
- Troubleshooting is a supplementary activity that integrates rather than replaces faultdiagnosis performed with the specific electronic diagnostic instruments.
Notes for correct use.
- If the fault is among those that can be recognized directly by the control unit, consultTroubleshooting section 1 for information and additional suggestions to assist in solution ofthe problem.
- If the electronic fault diagnosis procedures indicate that there are no anomalies, although theproblem persists, consult Troubleshooting section 2 and base your research on thesymptoms reported by the customer.
Common Rail NEF engines - CNH
91
TROUBLESHOOTINGSection 1
NO
TES
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Rea
d pa
ram
eter
s w
ith th
edi
agno
stic
inst
rum
ent t
och
eck
the
chan
ge fr
om 0
%to
100
% o
f the
pote
ntio
met
er s
igna
l and
ON
-OFF
sta
tus
chan
ge o
fid
le s
peed
sw
itch.
If re
sult
is n
egat
ive,
use
mul
tites
ter t
o ta
ke a
dire
ctre
adin
g on
the
com
pone
ntco
nnec
tor t
o ch
eck
for
resi
stan
ce c
hang
es w
hen
the
pote
ntio
met
er is
activ
ated
and
for O
N-O
FFst
atus
cha
nge
of th
e id
lesp
eed
switc
h.If
the
com
pone
nt is
wor
king
corre
ctly
, che
ck w
iring
and
conn
ectio
ns b
etw
een
the
com
pone
nt a
nd th
e ED
Cco
nnec
tor p
ins
B50
– B5
5 –
B73
– B8
1 –
B83.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Pow
er lo
ss.
Fast
idle
spe
ed w
ith n
och
ange
whe
n pe
dal i
spr
esse
d,
or with
acc
eler
ator
ped
al in
rest
pos
ition
the
engi
neru
ns a
t fas
t idl
e sp
eed.
Pres
sing
the
acce
lera
tor
peda
l cau
ses
the
engi
nerp
m to
incr
ease
prog
ress
ivel
y an
dun
cont
rolla
bly.
Whe
n pe
dal i
s co
mpl
etel
yre
leas
ed e
ngin
e sp
eed
decr
ease
s sl
owly
and
with
out c
ontro
l unt
ilre
achi
ng fa
st id
le s
peed
.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
(*)
Acce
lera
tor p
edal
pote
ntio
met
er s
horte
d to
posi
tive
or s
horte
d to
grou
nd; a
ccel
erat
or p
edal
pow
er s
uppl
y vo
ltage
too
high
; fau
lty p
oten
tiom
eter
.
EDC
IND
ICA
TOR
LIG
HT
On
BLI
NK
CO
DE
1.4
Common Rail NEF engines – CNH
92
NO
TES
Dep
endi
ng o
n th
e ty
pe o
f fau
lt,th
e LE
D o
n th
e Bl
ink
Cod
ebu
tton
may
hav
e th
e sa
me
beha
viou
r as
the
mai
n in
dica
tor
light
, or i
t may
func
tion
diffe
rent
ly.
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Che
ck w
iring
and
conn
ectio
ns o
f ind
icat
orlig
ht w
ith E
DC
con
nect
orpi
ns B
28 –
B64
.
Use
mul
tites
ter t
o ta
ke a
dire
ct re
adin
g on
the
sens
or(R
= a
ppro
x. 2
.5 k
Ohm
at
20
°C).
If th
e se
nsor
is w
orki
ngco
rrect
ly, c
heck
wiri
ng a
ndco
nnec
tions
bet
wee
nse
nsor
and
ED
C c
onne
ctor
pins
C18
- C
36.
Take
read
ing
with
mul
tites
ter d
irect
ly o
nse
nsor
bet
wee
n pi
ns 1
and
2 (R
= a
ppro
x. 2
.5 k
Ohm
at
20 °C
).If
the
sens
or is
wor
king
corre
ctly
che
ck w
iring
and
conn
ectio
ns b
etw
een
sens
or a
nd E
DC
pin
s C
21 –
C29
.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
(*)
The
indi
cato
r lig
ht n
ever
illum
inat
es w
hen
key
switc
his
set
to O
N, o
r rem
ains
illum
inat
ed w
hen
key
switc
his
set
to O
FF.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
(*)
EDC
indi
cato
r lig
ht o
nda
shbo
ard
is fa
ulty
or
wiri
ng is
sho
rted
to p
ositi
ve,
shor
ted
to g
roun
d, o
r in
open
circ
uit.
Engi
ne c
oola
nt te
mpe
ratu
rese
nsor
sho
rt ci
rcui
t to
posi
tive,
sho
rt ci
rcui
t to
grou
nd, o
r ope
n ci
rcui
t.
Air t
empe
ratu
re s
enso
r(in
tegr
ated
with
air
pres
sure
sens
or) o
n in
take
man
ifold
is s
horte
d to
pos
itive
,sh
orte
d to
gro
und,
or i
nop
en c
ircui
t.
EDC
IND
ICA
TOR
LIG
HT
Off
On
Off
BLI
NK
CO
DE
1.8
2.1
2.2
Common Rail NEF engines - CNH
93
NO
TES
If en
gine
/ED
C c
ontro
l uni
t is
give
n a
pain
t coa
ting,
the
sens
or’s
abi
lity
to d
etec
tat
mos
pher
ic p
ress
ure
may
be
impa
ired.
Onl
y w
hen
the
sens
or is
conn
ecte
d to
the
EDC
con
trol
unit.
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Take
read
ing
with
mul
tites
ter d
irect
ly o
nse
nsor
(R =
app
rox.
2.5
kO
hm a
t20
°C).
If s
enso
r is
wor
king
corre
ctly
che
ck w
iring
and
conn
ectio
ns b
etw
een
sens
or a
nd E
DC
con
nect
orpi
ns C
17 –
C34
.
Use
mul
tites
ter t
o ch
eck
sens
or p
ower
sup
ply
volta
ge.
If vo
ltage
is a
ppro
xim
atel
y5V
, ren
ew s
enso
r. If
volta
geis
too
high
or t
oo lo
w, c
heck
wiri
ng a
nd c
onne
ctio
nsbe
twee
n se
nsor
and
ED
Cco
nnec
tor p
ins
C10
– C
28.
The
sens
or c
anno
t be
repl
aced
indi
vidu
ally
.
Use
mul
tites
ter t
o ch
eck
sens
or p
ower
sup
ply
volta
ge.
If vo
ltage
is a
ppro
xim
atel
y5V
, ren
ew s
enso
r. If
volta
geis
too
high
or t
oo lo
w, c
heck
wiri
ng a
nd c
onne
ctio
nsbe
twee
n se
nsor
and
ED
Cco
nnec
tor p
ins
C9
– C
35.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Fuel
tem
pera
ture
sen
sor
shor
ting
to g
roun
d, s
horti
ngto
pos
itive
, or o
pen
circ
uit.
Air p
ress
ure
sens
or(in
tegr
ated
with
air
tem
pera
ture
sen
sor)
onin
take
man
ifold
sho
rting
togr
ound
, ope
n ci
rcui
t,sh
ortin
g to
pos
itive
, or
supp
lied
with
cur
rent
outs
ide
the
min
imum
or
max
imum
lim
its.
Atm
osph
eric
pre
ssur
ese
nsor
(int
egra
ted
in c
ontro
lun
it) s
horti
ng to
gro
und,
shor
ting
to p
ositi
ve, o
r ope
nci
rcui
t.
Oil
pres
sure
sen
sor
(inco
rpor
ated
in o
ilte
mpe
ratu
re s
enso
r)sh
ortin
g to
gro
und,
sho
rting
to p
ositi
ve, o
r in
open
circ
uit.
EDC
IND
ICA
TOR
LIG
HT
Off
On
Off
On
BLI
NK
CO
DE
2.3
2.4
2.5
2.6
Common Rail NEF engines – CNH
94
NO
TES
Onl
y w
hen
the
sens
or is
conn
ecte
d to
the
EDC
con
trol
unit.
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Take
read
ing
with
mul
tites
ter d
irect
ly o
n th
ese
nsor
bet
wee
n pi
ns 1
and
2 (R
= a
ppro
x. 2
.5 k
Ohm
at
20 °C
).
If se
nsor
is w
orki
ngco
rrect
ly, c
heck
wiri
ng a
ndco
nnec
tions
bet
wee
nse
nsor
and
ED
C c
onne
ctor
pins
C19
– C
33.
Activ
e fa
ult d
iagn
osis
with
diag
nost
ic in
stru
men
t.If
resu
lt is
neg
ativ
e, re
new
rela
y an
d re
peat
act
ive
diag
nosi
s.If
faul
t per
sist
s, c
heck
wiri
ng a
nd c
onne
ctio
nsbe
twee
n re
lay
and
EDC
conn
ecto
r pin
s B2
– B
36.
Activ
e fa
ult d
iagn
osis
with
diag
nost
ic in
stru
men
t.
If re
sult
is n
egat
ive,
use
mul
tites
ter t
o ch
eck
rela
y (R
= ap
prox
. 15
Ohm
).
If re
lay
is w
orki
ng c
orre
ctly
,ch
eck
wiri
ng a
ndco
nnec
tions
bet
wee
n re
lay
and
EDC
con
nect
or p
ins
B4–
B16.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Poss
ible
sta
rting
diff
icul
ty in
very
low
am
bien
tte
mpe
ratu
res,
sm
okin
gex
haus
t im
med
iate
ly a
fter
star
ting.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Oil
tem
pera
ture
sen
sor
(inte
grat
ed w
ith o
il pr
essu
rese
nsor
) sho
rting
to g
roun
d,sh
ortin
g to
pos
itive
, or o
pen
circ
uit.
Fuel
filte
r hea
ter r
elay
faul
ty.
Pre-
post
hea
ting
resi
stan
ceco
ntro
l rel
ay fa
ulty
.
EDC
IND
ICA
TOR
LIG
HT
Off
Off
Off
BLI
NK
CO
DE
2.7
2.8.
2.9
Common Rail NEF engines - CNH
95
NO
TES
Mig
ht n
ot b
e a
prob
lem
of
exce
ssiv
ely
high
or l
owvo
ltage
, but
rath
er v
olta
geth
at is
read
as
bein
g to
ohi
gh o
r low
by
the
cont
rol
unit.
TEST
S O
R R
ECO
MM
END
EDA
CTI
ON
Perfo
rm a
ppro
pria
te c
heck
s on
batte
ries
and
char
ging
sys
tem
.
If th
e ba
tterie
s ar
e in
goo
dco
nditi
on a
nd th
e ch
argi
ngci
rcui
t is
wor
king
pro
perly
che
ckth
e ef
ficie
ncy
of th
e ch
assi
sgr
ound
con
nect
ions
and
ens
ure
that
con
nect
ors
supp
lyin
gpo
wer
to th
e ED
C c
ontro
l uni
tar
e fre
e of
sig
ns o
f inc
rust
atio
nor
oxi
datio
n.
Activ
e di
agno
sis
with
dia
gnos
ticin
stru
men
t.If
resu
lt is
neg
ativ
e, re
new
the
indi
cato
r lig
ht a
nd re
peat
the
activ
e di
agno
sis
proc
edur
e.If
prob
lem
per
sist
s, c
heck
wiri
ng a
nd c
onne
ctio
nsbe
twee
n th
e in
dica
tor l
ight
and
EDC
con
nect
or p
in B
46.
Use
mul
tites
ter t
o ch
eck
the
cont
inui
ty o
f the
pre
heat
ing
resi
stan
ce in
the
inta
kem
anifo
ld (R
= a
ppro
x. 0
.5O
hm).
If th
e co
mpo
nent
is w
orki
ngco
rrect
ly, c
heck
wiri
ng a
ndco
nnec
tions
bet
wee
n he
atin
gre
sist
ance
and
rela
tive
cont
rol
rela
y.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Fast
idle
spe
ed.
Indi
cato
r lig
ht n
ever
illum
inat
es o
r rem
ains
cons
tant
ly il
lum
inat
ed e
ven
whe
n th
e ke
y sw
itch
is s
etto
OFF
.Po
ssib
le s
tarti
ng d
iffic
ulty
(in th
e pr
esen
ce o
f ver
y lo
wam
bien
t tem
pera
ture
) and
smok
ing
exha
ust w
hen
star
ting
beca
use
user
is n
otpr
ovid
ed w
ith in
dica
tions
on
preh
eatin
g.
Poss
ible
sta
rting
diff
icul
tyw
ith v
ery
low
am
bien
tte
mpe
ratu
re, s
mok
e fro
mex
haus
t im
med
iate
ly a
fter
star
ting.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Batte
ry v
olta
ge s
igna
l is
not
plau
sibl
e (to
o hi
gh o
r too
low
).
Preh
eatin
g in
dica
tor l
ight
bulb
is fa
ulty
or w
iring
shor
ting
to p
ositi
ve,
shor
ting
to g
roun
d, o
r ope
nci
rcui
t.
Preh
eatin
g is
not
wor
king
corre
ctly
.
EDC
IND
ICA
TOR
LIG
HT
On
Off
Off
BLI
NK
CO
DE
3.7
3.8
3.9
Common Rail NEF engines – CNH
96
NO
TES
In s
ome
case
s th
is p
robl
emco
uld
caus
e m
alfu
nctio
ns o
f the
pow
er s
tage
in th
e ED
C c
ontro
lun
it th
at s
uppl
ies
pow
er to
the
elec
tro-in
ject
or, r
esul
ting
inop
erat
ion
of o
nly
half
of th
e to
tal
num
ber o
f cyl
inde
rs a
ndge
nera
tion
of e
rror 5
.7.
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Che
ck c
orre
ct ti
ghte
ning
torq
ue(1
.5 ±
0.2
5 N
m) o
f nut
sre
spon
sibl
e fo
r fix
ing
wire
son
inje
ctor
sol
enoi
d va
lve.
Che
ck in
ject
or c
oil
(R =
app
rox.
0.5
6 –
0.57
Ohm
) and
repl
ace
inje
ctor
ifco
il is
foun
d to
be
faul
ty. I
fco
il is
wor
king
cor
rect
lych
eck
wiri
ng a
ndco
nnec
tions
bet
wee
n th
eso
leno
id v
alve
and
ED
Cco
nnec
tor p
ins
A9 -
A13
bym
eans
of p
ins
3 an
d 4
ofov
er-h
ead
conn
ecto
r 1.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Engi
ne ru
nnin
g w
ithou
t one
of th
e cy
linde
rs.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Elec
trica
l fau
lt on
inje
ctor
no. 1
.
EDC
IND
ICA
TOR
LIG
HT
On
BLI
NK
CO
DE
5.1
Common Rail NEF engines - CNH
97
NO
TES
In s
ome
case
s th
is p
robl
emco
uld
caus
e m
alfu
nctio
ns o
f the
pow
er s
tage
in th
e ED
C c
ontro
lun
it th
at s
uppl
ies
pow
er to
the
elec
tro-in
ject
or, r
esul
ting
inop
erat
ion
of o
nly
half
of th
e to
tal
num
ber o
f cyl
inde
rs a
ndge
nera
tion
of e
rror 5
.7.
In s
ome
case
s th
is p
robl
emco
uld
caus
e m
alfu
nctio
ns o
f the
pow
er s
tage
in th
e ED
C c
ontro
lun
it th
at s
uppl
ies
pow
er to
the
elec
tro-in
ject
or, r
esul
ting
inop
erat
ion
of o
nly
half
of th
e to
tal
num
ber o
f cyl
inde
rs a
ndge
nera
tion
of e
rror 5
.7.
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Che
ck th
e co
rrect
tight
enin
g to
rque
(1.5
±0.
25 N
m) o
f the
cab
le fi
nuts
on
the
inje
ctor
sole
noid
val
ve.
Che
ck c
ondi
tion
of in
ject
orco
il (R
= a
ppro
x. 0
.56
–0.
57 O
hm) a
nd re
plac
ein
ject
or if
faul
ty.
If co
il is
in g
ood
wor
king
orde
r che
ck w
iring
and
conn
ectio
ns b
etw
een
sole
noid
val
ve a
nd E
DC
conn
ecto
r pin
s A3
– A
6 by
mea
ns o
f pin
s 1
and
2 of
over
-hea
d co
nnec
tor 1
.
Che
ck th
e co
rrect
tight
enin
g to
rque
(1.5
±0.
25 N
m) o
f the
cab
le fi
nuts
on
the
inje
ctor
sole
noid
val
ve.
Che
ck c
ondi
tion
of in
ject
orco
il (R
= a
ppro
x. 0
.56
–0.
57 O
hm) a
nd re
plac
ein
ject
or if
faul
ty.
If co
il is
in g
ood
wor
king
orde
r che
ck w
iring
and
conn
ectio
ns b
etw
een
sole
noid
val
ve a
nd E
DC
conn
ecto
r pin
s A4
– A
12 b
ym
eans
of p
ins
3 an
d 4
ofov
er-h
ead
conn
ecto
r 2.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Engi
ne ru
ns w
ithou
t one
of
the
cylin
ders
.
Engi
ne ru
ns w
ithou
t one
of
the
cylin
ders
.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Elec
trica
l pro
blem
on
inje
ctor
no.
2.
Elec
trica
l pro
blem
on
inje
ctor
no.
3
EDC
IND
ICA
TOR
LIG
HT
On
On
BLI
NK
CO
DE
5.2
5.3
Common Rail NEF engines – CNH
98
NO
TES
In s
ome
case
s th
is p
robl
emco
uld
caus
e m
alfu
nctio
ns o
f the
pow
er s
tage
in th
e ED
C c
ontro
lun
it th
at s
uppl
ies
pow
er to
the
elec
tro-in
ject
or, r
esul
ting
inop
erat
ion
of o
nly
half
of th
e to
tal
num
ber o
f cyl
inde
rs a
ndge
nera
tion
of e
rror 5
.8.
In s
ome
case
s th
is p
robl
emco
uld
caus
e m
alfu
nctio
ns o
f the
pow
er s
tage
in th
e ED
C c
ontro
lun
it th
at s
uppl
ies
pow
er to
the
elec
tro-in
ject
or, r
esul
ting
inop
erat
ion
of o
nly
half
of th
e to
tal
num
ber o
f cyl
inde
rs a
ndge
nera
tion
of e
rror 5
.8.
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Che
ck th
e co
rrect
tight
enin
g to
rque
(1.5
±0.
25 N
m) o
f the
cab
le fi
nuts
on
the
inje
ctor
sole
noid
val
ve.
Che
ck c
ondi
tion
of in
ject
orco
il (R
= a
ppro
x. 0
.56
–0.
57 O
hm) a
nd re
plac
ein
ject
or if
faul
ty.
If co
il is
in g
ood
wor
king
orde
r che
ck w
iring
and
conn
ectio
ns b
etw
een
sole
noid
val
ve a
nd E
DC
conn
ecto
r pin
s A5
– A
14 b
ym
eans
of p
ins
1 an
d 2
ofov
er-h
ead
conn
ecto
r 2.
Che
ck th
e co
rrect
tight
enin
g to
rque
(1.5
±0.
25 N
m) o
f the
cab
le fi
nuts
on
the
inje
ctor
sole
noid
val
ve.
Che
ck c
ondi
tion
of in
ject
orco
il (R
= a
ppro
x. 0
.56
–0.
57 O
hm) a
nd re
plac
ein
ject
or if
faul
ty.
If co
il is
in g
ood
wor
king
orde
r che
ck w
iring
and
conn
ectio
ns b
etw
een
sole
noid
val
ve a
nd E
DC
conn
ecto
r pin
s A1
1 –
A16
by m
eans
of p
ins
3 an
d 4
ofov
er-h
ead
conn
ecto
r 3.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Engi
ne ru
ns w
ithou
t one
of
the
cylin
ders
.
Engi
ne ru
ns w
ithou
t one
of
the
cylin
ders
.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Elec
trica
l pro
blem
on
inje
ctor
no.
4.
Elec
trica
l pro
blem
on
inje
ctor
no.
5.
EDC
IND
ICA
TOR
LIG
HT
On
On
BLI
NK
CO
DE
5.4
5.5
Common Rail NEF engines - CNH
99
NO
TES
In s
ome
case
s th
is p
robl
emco
uld
caus
e m
alfu
nctio
ns o
f the
pow
er s
tage
in th
e ED
C c
ontro
lun
it th
at s
uppl
ies
pow
er to
the
elec
tro-in
ject
or, r
esul
ting
inop
erat
ion
of o
nly
half
of th
e to
tal
num
ber o
f cyl
inde
rs a
ndge
nera
tion
of e
rror 5
.8.
It m
ay o
ccur
that
the
case
of t
heel
ectro
nic
cont
rol u
nit i
s sh
ortin
gw
ith th
e ba
ttery
pos
itive
(acc
iden
tal c
onne
ctio
n m
ade
via
a w
renc
h or
oth
er m
etal
obj
ect).
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Che
ck th
e co
rrect
tight
enin
g to
rque
(1.5
±0.
25 N
m) o
f the
cab
le fi
nuts
on
the
inje
ctor
sole
noid
val
ve.
Che
ck c
ondi
tion
of in
ject
orco
il (R
= a
ppro
x. 0
.56
–0.
57 O
hm) a
nd re
plac
ein
ject
or if
faul
ty.
If co
il is
in g
ood
wor
king
orde
r che
ck w
iring
and
conn
ectio
ns b
etw
een
sole
noid
val
ve a
nd E
DC
conn
ecto
r pin
s A1
0 –
A15
by m
eans
of p
ins
1 an
d 2
ofov
er-h
ead
conn
ecto
r 3.
Cle
ar fa
ults
mem
ory
and
rest
art e
ngin
e.
If th
e fa
ult p
ersi
sts,
mak
esu
re th
at it
is n
ot c
ause
d by
inje
ctor
failu
re (s
ee n
ote
5.X)
. The
par
t can
not b
ere
plac
ed in
divi
dual
ly.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Engi
ne ru
ns w
ithou
t one
of
the
cylin
ders
.
Engi
ne ru
ns o
n ju
st 3
cylin
ders
.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Elec
trica
l pro
blem
on
inje
ctor
no.
6.
Pow
er s
tage
1 fo
r sup
plyi
ngpo
wer
to e
lect
ro-in
ject
ors
1-2-
3.
EDC
IND
ICA
TOR
LIG
HT
On
On
BLI
NK
CO
DE
5.6
5.7
Common Rail NEF engines – CNH
100
NO
TES
This
may
occ
ur if
the
exte
rnal
encl
osur
e of
the
unit
has
been
shor
ted
with
the
batte
ry +
(acc
iden
tal c
onne
ctio
n vi
aw
renc
h or
oth
er m
etal
obj
ect).
This
failu
re is
not
det
ecte
d w
ithth
e en
gine
off.
The
engi
ne d
oes
not s
tart
beca
use
the
star
ter m
otor
isde
activ
ated
by
the
cont
rol u
nit.
The
failu
re is
not
det
ecte
d w
ithth
e en
gine
off.
If th
e ca
msh
aft
sign
al is
inco
rrect
, the
cran
ksha
ft ph
ase
sens
or s
igna
lis
use
d in
its
plac
e.Th
is e
rror i
s al
way
s as
soci
ated
to 6
.3.
TEST
S O
R R
ECO
MM
END
EDA
CTI
ON
Cle
ar fa
ults
mem
ory
and
rest
art
engi
ne.
If th
e fa
ult p
ersi
sts,
mak
e su
re th
atit
is n
ot c
ause
d by
inje
ctor
failu
re(s
ee n
ote
5.X)
. The
par
t can
not b
ere
plac
ed in
divi
dual
ly.
Che
ck th
at th
e se
nsor
is c
lean
and
corre
ctly
sec
ured
.C
heck
that
the
phon
ic w
heel
iscl
ean
and
that
it w
orks
cor
rect
ly.
Che
ck th
at th
e se
nsor
wor
ksco
rrect
ly (R
≅ 9
20 Ω
).If
the
sens
or w
orks
cor
rect
ly, c
heck
the
wiri
ng b
etw
een
the
sens
orco
nnec
tor (
wiri
ng s
ide)
pin
1 a
ndED
C c
onne
ctor
pin
C25
; bet
wee
nse
nsor
con
nect
or (w
iring
sid
e) p
in2
and
the
EDC
con
nect
or p
in C
24.
Che
ck th
at th
e se
nsor
is c
lean
and
corre
ctly
sec
ured
.C
heck
that
the
phon
ic w
heel
iscl
ean
and
that
it w
orks
cor
rect
ly.
Che
ck th
at th
e se
nsor
wor
ksco
rrect
ly (R
≅ 9
20 Ω
).If
the
sens
or w
orks
cor
rect
ly, c
heck
the
wiri
ng b
etw
een
the
sens
orco
nnec
tor (
wiri
ng s
ide)
pin
1 a
ndED
C c
onne
ctor
pin
C25
; bet
wee
nse
nsor
con
nect
or (w
iring
sid
e) p
in2
and
the
EDC
con
nect
or p
in C
24.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Engi
ne ru
ns o
n 3
cylin
ders
.
The
engi
ne d
oes
not s
tart.
Slig
ht re
duct
ion
in p
ower
and
incr
ease
d no
ise
as th
eco
ntro
l uni
t is
unab
le to
hand
le th
e ad
vanc
e an
ddu
ratio
n of
the
inje
ctio
n as
ther
efor
e re
fers
to a
reco
very
map
.
Engi
ne h
ard
to s
tart
in a
nyco
nditi
on.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Pow
er s
tage
2 s
uppl
ying
pow
er to
ele
ctro
-in
ject
ors
4-5-
6.
Cra
nksh
aft s
enso
r:si
gnal
not
pre
sent
or n
otpl
ausi
ble.
Cam
shaf
t sen
sor:
sign
alno
t pre
sent
or n
otpl
ausi
ble.
EDC
IND
ICA
TOR
LIG
HT
On
On
On
BLI
NK
CO
DE
5.8
6.1
6.2
Common Rail NEF engines - CNH
101
NO
TES
At ti
mes
onl
y er
ror 6
.3 is
sto
red
whi
le in
real
ity th
e ca
msh
aft
sign
al is
faul
ty.
In th
is c
ase
perfo
rm th
e ch
ecks
indi
cate
d to
sol
ve e
rror 6
.2.
This
erro
r cou
ld b
e st
ored
rand
omly
if th
e en
gine
is tu
rned
off u
sing
the
push
-but
ton
unde
rnea
th th
e ca
bin.
If th
e da
mpe
r fly
whe
el is
dete
riora
ted,
it re
sults
as
bein
glo
cally
def
orm
ed a
nd, i
f the
cove
r jun
ctio
n ar
eas
have
star
ted
to g
ive,
trac
es o
f silic
one
will
be n
oted
in th
e su
rroun
ding
area
.C
heck
that
the
phon
ic w
heel
iscl
ean
and
that
it ro
tate
s w
ithou
tax
ial o
scilla
tion
caus
ed b
ypo
ssib
le d
efor
mat
ion.
Onl
y w
hen
the
star
ting
of th
een
gine
is h
andl
ed b
y th
e ED
Cco
ntro
l uni
t.
TEST
S O
RR
ECO
MM
END
ED A
CTI
ON
Failu
re m
emor
y re
ad: c
heck
the
envi
ronm
enta
l con
ditio
nsas
soci
ated
with
this
type
of
erro
r.If
the
erro
r was
sto
red
at a
nen
gine
rate
low
er th
an 6
50r.p
.m.,
clea
r the
failu
rem
emor
y an
d re
leas
e th
eve
hicl
e.
On
the
cont
rary
, che
ck th
atth
e da
mpe
r fly
whe
el a
ndph
onic
whe
el o
n th
ecr
anks
haft
are
wor
king
corre
ctly
and
that
the
two
sens
ors
are
clea
n an
dco
rrect
ly s
ecur
ed.
Che
ck fo
r cau
ses
that
cou
ldha
ve re
sulte
d in
a s
udde
n lo
ssof
eng
ine
load
with
cons
eque
nt o
vers
peed
, or (
inth
e ca
se o
f roa
d ve
hicl
eap
plic
atio
ns) i
nstru
ct th
e us
eron
cor
rect
driv
ing
tech
niqu
es.
Use
a m
ultit
este
r to
chec
k th
ere
lay.
If th
e re
lay
is in
goo
d w
orki
ngor
der,
chec
k th
e w
iring
and
conn
ectio
ns b
etw
een
the
rela
yan
d ED
C c
onne
ctor
pin
B27
.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Engi
ne fa
ils to
sta
rt or
cut
sou
t.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Engi
ne s
peed
read
ing
is n
otpl
ausi
ble.
Engi
ne o
vers
peed
.
Faul
ty s
tarte
r mot
or re
lay.
EDC
IND
ICA
TOR
LIG
HT
On
Flas
hing
On
BLI
NK
CO
DE
6.3
6.4
6.5
Common Rail NEF engines – CNH
102
NO
TES
On
appl
icat
ions
that
do
not u
seth
e C
AN li
ne, t
his
is m
aske
d by
a 12
0 O
hm re
sist
or.
Onl
y w
hen
the
low
oil
pres
sure
sign
al a
nd in
dica
tor l
ight
are
not
cont
rolle
d by
the
EDC
uni
t.
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Che
ck w
iring
, con
nect
ions
and
burd
en re
sist
or(1
20 o
hm).
Activ
e fa
ult d
iagn
osis
with
diag
nost
ic in
stru
men
t.
If re
sult
is n
egat
ive,
rene
win
dica
tor l
ight
and
repe
atac
tive
diag
nosi
s.
If fa
ult p
ersi
sts,
che
ckw
iring
and
con
nect
ions
betw
een
indi
cato
r lig
ht a
ndED
C c
onne
ctor
pin
B63
and
chec
k co
rrect
pow
er s
uppl
yto
pre
ssur
e ga
uge
with
inte
gral
indi
cato
r lig
ht.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
(*)
Poss
ible
mal
func
tion
orer
ror s
igna
ls in
ele
ctro
nic
cont
rol d
evic
es c
onne
cted
on C
AN.
Setti
ng th
e ke
y sw
itch
toO
N th
e in
dica
tor l
ight
fails
to il
lum
inat
e,
or rem
ains
con
stan
tly li
t.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
(*)
CAN
line
har
dwar
e fa
ult.
Oil
pres
sure
indi
cato
r lig
htfa
ulty
, or w
iring
sho
rted
topo
sitiv
e, s
horte
d to
gro
und,
or in
ope
n ci
rcui
t.
EDC
IND
ICA
TOR
LIG
HT
Off
Off
BLI
NK
CO
DE
7.2
7.6
Common Rail NEF engines - CNH
103
NO
TES
Furth
er d
etai
ls re
gard
ing
chec
ksto
car
ry o
ut o
n th
e fu
el c
ircui
tar
e gi
ven
in T
roub
lesh
ootin
gSe
ctio
n 2.
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Che
ck to
ens
ure
that
fuel
isre
achi
ng th
e hi
gh p
ress
ure
pum
p w
ithou
t obs
truct
ion
(air
hole
in a
spira
ted
sect
ion,
filte
r or p
refil
ter
clog
ged,
pip
es b
lock
ed,
subs
tant
ial f
uel l
eaka
ge).
Che
ck th
at th
ere
are
no fu
elle
aks
in th
e hi
gh p
ress
ure
sect
ion
betw
een
pum
p an
dra
il or
insi
de th
e cy
linde
rhe
ad.
If a
flow
lim
iter v
alve
has
tripp
ed, i
dent
ify th
em
alfu
nctio
ning
inje
ctor
and
rene
w b
oth
inje
ctor
and
rela
tive
high
pre
ssur
e in
let
conn
ecto
r.
Rea
d pa
ram
eter
s w
ith fa
ult
diag
nosi
s in
stru
men
t.
Che
ck w
iring
and
conn
ectio
ns b
etw
een
sens
or a
nd E
DC
con
nect
orpi
ns C
12 –
C20
– C
27.
If al
l is
in o
rder
, ren
ew th
ese
nsor
.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Subs
tant
ial p
ower
loss
.
In th
e ev
ent o
f an
inje
ctor
rem
aini
ng o
ccas
iona
llyja
mm
ed o
pen,
sud
den
and
tem
pora
ry p
erfo
rman
ceim
pairm
ent,
with
sta
rting
poss
ible
and
goo
dop
erat
ion
at lo
w e
ngin
esp
eeds
and
low
load
s, b
utpr
oble
m o
ccur
ring
at h
igh
spee
ds a
nd w
ith h
igh
load
s.
Subs
tant
ial p
ower
loss
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Faul
t in
fuel
pre
ssur
em
odul
atio
n
(the
cont
rol u
nit m
ust
mod
ify th
e co
ntro
l sig
nal t
oth
e pr
essu
re re
gula
tor
exce
ssiv
ely
in o
rder
tom
odul
ate
the
calc
ulat
edpr
essu
re in
the
rail)
.
Rai
l pre
ssur
e se
nsor
sig
nal
shor
ted
to p
ositi
ve, s
horti
ngto
gro
und,
or o
pen
circ
uit.
EDC
IND
ICA
TOR
LIG
HT
Flas
hing
Flas
hing
BLI
NK
CO
DE
8.1
8.2
Common Rail NEF engines – CNH
104
NO
TES
It is
not
pos
sibl
e to
repl
ace
only
the
pres
sure
regu
lato
r.
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Use
mul
tites
ter t
o ch
eck
cond
ition
of p
ress
ure
regu
lato
r sol
enoi
d va
lve.
If
com
pone
nt is
func
tiona
l,ch
eck
wiri
ng a
ndco
nnec
tions
bet
wee
nre
gula
tor a
nd E
DC
conn
ecto
r pin
sC
4 –
C5.
Ren
ew ra
il re
lief v
alve
.
Che
ck to
see
whe
ther
fuel
is re
achi
ng h
igh
pres
sure
pum
p w
ithou
t obs
truct
ions
(clo
gged
air
hole
inas
pira
ted
sect
ion,
filte
r, or
pref
ilter
, pip
es b
lock
ed,
ampl
e le
akag
e of
fuel
).
Che
ck th
at th
ere
are
no fu
elle
aks
in th
e hi
gh p
ress
ure
sect
ion
betw
een
pum
p an
dra
il or
insi
de th
e cy
linde
rhe
ad.
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Sign
ifica
nt p
ower
dro
p.
Cod
e 8.
1 co
uld
be p
rese
nt.
Sign
ifica
nt p
ower
dro
p
Sign
ifica
nt p
ower
dro
p.
Poss
ible
sim
ulta
neou
ssi
gnal
ling
of c
odes
8.1
and
8.4.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Pres
sure
regu
lato
r gro
und
faul
t, or
sho
rting
to p
ositi
ve,
or o
pen
circ
uit.
Faul
t in
oper
atio
n of
rail
relie
f val
ve (o
nly
rega
rds
dual
sta
ge re
lief v
alve
s).
Anom
aly
of p
ress
ure
valu
esin
rail
(pre
ssur
e ha
s fa
llen
tom
inim
um o
r exc
eede
dm
axim
um v
alue
s).
EDC
IND
ICA
TOR
LIG
HT
Flas
hing
Flas
hing
Flas
hing
BLI
NK
CO
DE
8.3
8.4
8.5
Common Rail NEF engines - CNH
105
NO
TES
The
mai
n re
lay
is in
corp
orat
edin
the
EDC
con
trol u
nit a
ndca
nnot
be
rene
wed
sep
arat
ely.
Erro
r cou
ld b
e st
ored
in m
emor
yal
so in
cas
e of
eng
ine
oper
atin
gin
con
ditio
ns o
ther
than
thos
e of
the
appl
icat
ion
(e.g
. eng
ine
onte
st b
ench
with
out i
nerti
allo
ads)
.
TEST
S O
RR
ECO
MM
END
EDA
CTI
ON
Try
rem
ovin
g an
d th
enre
fittin
g th
e fu
se (t
o re
set
the
cont
rol u
nit).
War
m u
p en
gine
, brin
g it
tosl
ow id
le s
peed
and
then
perfo
rm c
orre
ct s
hut-d
own.
Che
ck c
ondi
tion
and
corre
ctin
stal
latio
n of
ED
C s
enso
rsco
nnec
tor (
C).
POSS
IBLE
ASS
OC
IATE
D F
AU
LTS
(*) =
if p
rese
nt in
the
appl
icat
ion
Con
trol u
nit r
emai
nsco
nsta
ntly
pow
ered
and
EDC
indi
cato
r lig
ht re
mai
nsO
n ev
en w
ith k
ey s
witc
h se
tto
Off.
Batte
ry d
isch
arge
s.
Subs
tant
ial p
ower
redu
ctio
n.
Stor
age
of e
rror o
n al
lse
nsor
s su
pplie
d fro
m th
eED
C c
ontro
l uni
t.
Engi
ne fa
ils to
sta
rt or
cut
sou
t, or
sta
rting
is d
iffic
ult
and
engi
ne m
alfu
nctio
ns.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Mai
n re
lay
fails
todi
scon
nect
.
Anom
aly
in c
heck
rout
ine
that
con
trol u
nit e
xecu
tes
on s
yste
m e
ach
time
engi
ne is
sto
pped
.
Sens
ors
pow
er s
uppl
y fa
ult.
EDC
IND
ICA
TOR
LIG
HT
On
On
On
BLI
NK
CO
DE
9.4
9.6
9.7
Common Rail NEF engines – CNH
106
Section 2 – Non – B.C. FailuresN
OTE
S
Poss
ible
exh
aust
sm
oke
deriv
esfro
m th
e fa
ct th
at if
insu
ffici
ent f
uel i
ssu
pplie
d, th
e co
ntro
l uni
t atte
mpt
s to
com
pens
ate
by e
xten
ding
the
inje
ctor
s en
ergi
zatio
n tim
e.
REC
OM
MEN
DED
TES
TS O
R A
CTI
ON
Che
ck fu
el le
vel i
n ta
nk.
Che
ck th
at th
e pr
imin
g pu
mp
on th
epr
efilt
er is
wor
king
cor
rect
ly.
If th
e kn
ob o
n th
e pu
mp
rem
ains
dra
wn
to th
e bo
ttom
of t
he d
epre
ssio
n st
roke
,di
sass
embl
e th
e fu
el ta
nk li
ft pi
pe a
ndin
spec
t it.
If th
e lif
t pip
e is
in g
ood
cond
ition
, ren
ew th
e pr
efilt
er.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Low
fuel
leve
l in
tank
.
Fuel
lift
pipe
in ta
nk p
artly
clog
ged
with
deb
ris o
r due
to d
isto
rtion
cau
sed
byov
erhe
atin
g.
SIG
NA
LLED
FA
ULT
Poor
per
form
ance
und
er lo
adde
man
ds.
Poss
ible
hun
ting
and
exha
ust
smok
e.
Poss
ible
erro
r 8.1
.
Common Rail NEF engines - CNH
107
NO
TES
Unl
ess
the
leak
is c
opio
us, n
ope
rform
ance
ano
mal
ies
will
beno
ted.
To c
heck
the
cond
ition
of t
heO
-Rin
gs, e
xtra
ct th
e fu
el re
turn
line
from
the
tank
, plu
g th
e en
d of
the
line
herm
etic
ally
, and
act
ivat
e th
epr
imin
g pu
mp
in o
rder
to p
ress
uriz
eth
e lo
w p
ress
ure
circ
uit.
NO
TES
Rem
edy
caus
e of
fuel
filte
r clo
ggin
g(e
mpt
y an
d cl
ean
tank
and
the
part
of th
e hy
drau
lic c
ircui
t upl
ine
from
the
filte
r, re
fill t
ank
with
cle
an fu
el).
REC
OM
MEN
DED
TES
TS O
R A
CTI
ON
Che
ck O
-Rin
gs a
nd c
orre
ct c
onne
ctio
n of
unio
ns o
n pi
pelin
es b
etw
een
tank
and
feed
pum
p (c
lips
mus
t be
prot
rudi
ng a
ndun
ions
sec
urel
y fa
sten
ed).
Che
ck O
-Rin
gs a
nd c
orre
ct c
onne
ctio
n of
unio
ns o
n pi
pelin
es d
ownl
ine
from
feed
pum
p (c
lips
mus
t be
prot
rudi
ng a
ndun
ions
sec
urel
y fa
sten
ed).
Visu
ally
che
ck c
ondi
tion
of lo
w p
ress
ure
pipe
lines
.
Dis
conn
ect p
ipel
ines
and
vis
ually
che
ckfo
r sig
nific
ant p
assa
ge o
f fue
l thr
ough
the
relie
f val
ve: i
f fue
l is
pres
ent i
nsu
bsta
ntia
l qua
ntity
, ren
ew th
e va
lve.
REC
OM
MEN
DED
TES
TS O
R A
CTI
ON
Ren
ew fu
el fi
lter.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Air i
nlet
upl
ine
from
the
fuel
feed
gea
r pum
p.
Leak
age
of fu
el fr
om u
nion
sor
low
pre
ssur
e pi
pelin
esdo
wnl
ine
from
the
fuel
feed
pum
p.
Exce
ssiv
e pa
ssag
e of
fuel
thro
ugh
the
rail
relie
f val
ve.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Clo
gged
fuel
filte
r.
SIG
NA
LLED
FA
ULT
(con
t’d.)
Poor
per
form
ance
und
er lo
adde
man
ds.
Poss
ible
hun
ting
and
exha
ust
smok
e.
Poss
ible
erro
r 8.1
SIG
NA
LLED
FA
ULT
Engi
ne c
uts
out s
udde
nly
(with
no
prio
r une
ven
runn
ing)
and
fails
to re
star
t.
Common Rail NEF engines – CNH
108
NO
TES
NO
TES
In th
e ev
ent o
f slig
ht le
akag
e, s
uch
as to
pre
vent
the
mec
hani
cal
oper
atio
n of
the
inje
ctor
but
not
suffi
cien
t to
caus
e th
e flo
w li
mite
r to
oper
ate,
no
erro
r will
be g
ener
ated
inth
e co
ntro
l uni
t.
If flo
w li
mite
r ope
rate
s, a
lso
erro
r 8.1
will
be g
ener
ated
.
REC
OM
MEN
DED
TES
TS O
R A
CTI
ON
Afte
r hav
ing
excl
uded
all
othe
r pos
sibl
eca
uses
, ren
ew h
igh
pres
sure
pum
p.
REC
OM
MEN
DED
TES
TS O
R A
CTI
ON
Faul
ty in
ject
or c
an b
e ea
sily
iden
tifie
d by
touc
h du
e to
the
abse
nce
of p
ulsi
ng in
the
rela
tive
high
pre
ssur
e pi
pelin
e.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Hig
h pr
essu
re p
ump
not
wor
king
pro
perly
.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Inje
ctor
with
shu
tter o
rso
leno
id c
ore
(mec
hani
cal
part)
jam
med
ope
n.
SIG
NA
LLED
FA
ULT
Diff
icul
t sta
rting
and
poo
rpe
rform
ance
in a
ll co
nditi
ons.
SIG
NA
LLED
FA
ULT
Diff
icul
t sta
rting
, poo
rpe
rform
ance
, and
eng
ine
runs
with
out o
ne c
ylin
der.
Common Rail NEF engines - CNH
109
NO
TES
NO
TES
It is
ver
y im
porta
nt, a
part
from
corre
ct ti
ghte
ning
of t
he s
crew
s, to
mai
ntai
n th
e br
acke
ts in
thei
r orig
inal
posi
tion.
NO
TES
The
inje
ctor
that
is n
ot w
orki
ng c
anbe
iden
tifie
d by
touc
h du
e to
the
abse
nce
of p
ulsi
ng o
f the
corre
spon
ding
hig
h pr
essu
repi
pelin
e.
REC
OM
MEN
DED
TES
TS O
R A
CTI
ON
The
inje
ctor
that
is n
ot w
orki
ng c
an b
eid
entif
ied
by to
uch
due
to th
e ab
senc
e of
puls
ing
of th
e co
rresp
ondi
ng h
igh
pres
sure
pip
elin
e.
REC
OM
MEN
DED
TES
TS O
R A
CTI
ON
Ren
ew th
e pi
pelin
e, ta
king
car
e to
fully
tight
en th
e an
tivib
ratio
n br
acke
t scr
ews.
REC
OM
MEN
DED
TES
TS O
R A
CTI
ON
Find
the
inje
ctor
that
is n
ot w
orki
ng a
ndre
new
the
inje
ctor
and
rela
tive
high
pres
sure
inle
t con
nect
or.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Inje
ctor
irre
vers
ibly
jam
med
open
. POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Anom
alou
s vi
brat
ion
caus
ed b
y lo
osen
ing
of p
ipe
brac
kets
.
POSS
IBLE
CA
USE
(*) =
if p
rese
nt in
the
appl
icat
ion
Inje
ctor
jam
med
in c
lose
dpo
sitio
n.
SIG
NA
LLED
FA
ULT
Star
ting
the
engi
ne ta
kes
atle
ast 2
0 se
cond
s w
ith la
rge
quan
titie
s of
whi
te s
mok
efro
m th
e ex
haus
t and
odo
ur o
ffu
el. SI
GN
ALL
ED F
AU
LT
Rup
ture
of h
igh
pres
sure
pipe
line
from
pum
p to
rail.
SIG
NA
LLED
FA
ULT
Engi
ne ru
ns w
ithou
t one
of
the
cylin
ders
thou
gh n
o fa
ult
is g
ener
ated
on
the
cont
rol
unit.
Common Rail NEF engines - CNH
MAINTENANCE
RR
A(
eplacing electro-injectorsemoval
000917t
LtR(s
5
6
7
4
ctivate safety conditionsmay vary in relation to the application).
disconnect the battery cables; disconnect the oil vapour pipes from the
rocker cover and remove the rockercover;
remove the engine wiring harness retaining clips;
disconnect the engine wiring harnessfrom the electro-injector connectors, theoverpressure sensor, and thetemperature/pressure sensor;
detach the pipes from the hydraulicaccumulator and the fuel inletconnectors for the electro-injectors.
When loosening the fixing union of thepipe to the hydraulic accumulator, usea wrench to prevent the flow limitersfrom turning.
000916t
t
000918t
2
1
3
1
Remove screws (1) and detach electro-injector wiring housing (2) complete withgasket.
110
RtRc
oosen tappet fixing nuts (1) and unscrewhe adjusters.emove screws (2), remove rocker assy.
3) composed of support (6) rockers (4) andpindles (5), and remove bridges (7) fromhe valves.
Remove the electro-injector fixing screwsand use tool 99342101 (1) to extract theelectro-injectors (2) from the cylinder head.
Replacement
000930t
Equip the electro-injector (1) with a newO-ring (2), pre-lubricated with Vaseline anda new seal washer (3).
2
emove screws (5) and detach the airemperature/pressure sensor (6).emove nuts (3) and extract the fuel inletonnectors (4).Common Rail NEF engines - CNH
000919t 000921t
Use a torque wrench to gradually andalternately tighten electro-injector fixingscrews (1) to 8.5 ± 0.8 Nm and torque nuts(2) fixing fuel inlet connectors (3) to 50 Nm.
Insert the electro-injectors (1) into theirlocations in the cylinder head, oriented insuch a way that the fuel inlet hole (2) isfacing the fuel inlet connector bore side (3).Snug the fixing screws without tightening.
111
To bed in the electro-injectors use tool99342101.
During this procedure orient electro-injector (1) in such a way that the pipefits correctly into the injector’s fuel inletbore (2).
000917t
Fit a new fuel inlet pipe (2) and a new O-ring(3). Smear Vaseline on O-ring (3) beforebeing fitted on inlet pipe (2).When inlet connector (2) is inserted into thebore in the cylinder head, orient the con-nector so that the centring ball (5) is alignedwith the location (4) in the head.
000920t Cuft
heck that the tappet adjusters (1) arenscrewed to prevent them sticking when
itting the rocker assy. Equip the valves withheir bridges (7).
The notches (•) on the bridges mustbe oriented towards the exhaustmanifold side.Now fit the rocker assys. (3)composed of support (6), rockers (4)and spindles (5), and fix them to thecylinder head by torquing fixing screws(2) to 36 Nm.
Common Rail NEF engines - CNH
000937t
Complete the assembly operation byperforming the disassembly steps in reverseorder, observing the following prescriptions:
Tighten the electro-injector connectorfixing nuts to the prescribed torque;
Fit the high and low pressure pipes inaccordance with the procedures given inthe heading covering the main interven-tions on the installed engine;
Fill the cooling circuit with coolant andbleed out the air.
Checks and inspectionsStart the engine, leave it running atslightly above idle speed, and wait forthe coolant temperature to reach thethermostat opening value beforechecking that:
Adjust clearance between rockers andvalves by means of Allen wrench (1), ringspanner (3) and feeler gauge (2).Operating clearance must be:- ± 0.05 mm
- intake valves 0.25 ± 0.05 mm
- exhaust valves 0.50 ± 0.05 mm
Iop
There are no leaks from the enginecooling circuit hoses and the cab heatinghoses. Tighten the hose clampswherever necessary.
Turn thecylnidervalves m
cie
cie
Turn theof cylindthe valvtable:
n order to adjust the rocker – valvesperating clearance more rapidly,roceed as follows.
crankshaft, balance the valves of no. 6 and adjust the clearance of thearked with an asterisk in the table:
crankshaft and balance the valveser no. 1 and adjust the clearance ofes marked with an asterisk in the
ylinder no. 1 2 3 4 5 6ntake - - -xhaust - - -
ylinder no. 1 2 3 4 5 6ntake - - -xhaust - - -
112
Common Rail NEF engines - CNH
113
Crankshaft front cover
Replacing the oil seal ring
000900t
Apply tool 99340055 (4) to the crankshaft frontspigot (2).Working through the guide holes of tool99340055 (4), drill into the internal seal ring (1)with a ∅ 3.5 mm bit to a depth of 5 mm.Secure tool 99340055 (4) to the ring (1) byscrewing down the 6 screws (5) supplied.Now extract seal ring (1) by tightening screw (3).
Apply the appropriate pry bar (3) of tool99363204 to external seal ring (2) as shown inthe figure, and then use lever (4) to remove theseal ring from the front cover (1).
000902t
Fit, to crankshaft front spigot (6), part (4) of tool99346252; secure this part with screws (5) andthen fit the new seal ring (7) over the tool.Fit part (2) to part (4) and then tightennut (3) until seal ring (7) is inserted fully homein front cover (1).
000904t
Common Rail NEF engines - CNH
114
000903t
Apply tool 99340056 (3) to the crankshaft rearspigot (5).Working through the guide holes of tool99340056 (3), drill into the internal seal ring (1)with a ∅ 3.5 mm bit to a depth of 5 mm.Secure tool 99340056 (3) to ring (1) and byscrewing down the 6 screws (4) supplied.Now extract seal ring (1) by tightening screw (2).
Flywheel housing
Replacing the seal ring
000904t
Apply the appropriate pry bar (3) of tool99363204 to external seal ring (2) as shown inthe figure, and then use lever (4) to remove theseal ring from the flywheel housing (1).
000901t
Fit, to the crankshaft rear spigot (6), part (5) oftool 99346252; secure this part with screws (4)and then fit the new seal ring (3) over the tool.Fit part (1) to part (5) and tighten nut (2) untilseal ring (3) is inserted fully home in flywheelhousing (7).
Common Rail NEF engines - CNH
115
Flywheel housing
DIAGRAM OF LOCTITE 5205 APPLICATION ZONEWeight of flywheel housing: 23 kg
* Not present on F4AE0684H-E engines
DIAGRAM OF FLYWHEEL HOUSING FIXING SCREW TIGHTENING SEQUENCEm12 screws 75 - 95 Nmm10 screws 44 - 53 Nm
000905t
000906t
*
Common Rail NEF engines - CNH
116
Rear gear case
DIAGRAM OF LOCTITE 5999 APPLICATION ZONE
TIGHTENING SEQUENCE DIAGRAMFOR REAR GEAR CASE FIXING SCREWSM12 screws 65 - 89 NmM8 screws 20 - 28 NmM10 screws 42 - 52 Nm
000908t
000907t
Common Rail NEF engines - CNH
117
TOOLS
TOOL No. DESIGNATION
99305018 Case with complete equipment for valve seat re-grinding
99305047 Spring load checker
99317915 Three insert wrench set (14 -17-19 mm)
99322205Rotary stand for assembly overhaul (capacity1000 da N, couple 120 da N/m)
99340055 Crankshaft front seal puller
99340056 Crankshaft rear seal puller
Common Rail NEF engines - CNH
118
TOOL No. DESIGNATION
99341001 Double effect bridge
99341009 Pair of brackets
99341015 Clamp
99342101 Injector puller
99346252 Driver for crankshaft front oil seal
99346253 Driver for crankshaft rear oil seal
Common Rail NEF engines - CNH
119
TOOL No. DESIGNATION
99360076 Engine oil filter wrench
99360183 Pliers for removal and fitting of piston rings (65-110mm)
99360268 Tool for removal and fitting of engine valves
99360330 Flywheel turner
99360362Drift for removing and fitting camshaft bushings(use with 99370006)
99360500 Tool for lifting the crankshaft
Common Rail NEF engines - CNH
120
TOOL No. DESIGNATION
99360595 Equalizer for removing and fitting engine
99360605 Strap retainer for inserting piston in cylinder liner(60-125mm)
99361037 Brackets for securing engine to rotary stand99322205
99363204 Oil seal puller tool
99370006 Grip for interchangeable tappers
99370415Comparator-holder base for various measurements(use with 99395603)
Common Rail NEF engines - CNH
121
TOOL No. DESIGNATION
99389829 Fit-on torque wrench 9X12 (5-60 Nm)
99389834 Torque driver for calibrating tightening torque ofinjector solenoid valve connector nuts
99395216Pair of measurement devices for angular tighteningwith ½” and ¾" square attachment
99395363 Connecting rod quadrature control square
99395603 Comparator (0-5mm)
Common Rail NEF engines - CNH
122
TIGHTENING TORQUESPART TORQUE
Nm kgmM8 cylinder liner lubrication nozzles fixing screw 15 ± 3 1.5 ± 0.3M12 crankshaft cap fixing screws Phase 1
Phase 250 ± 680 ± 6
5 ± 0.68 ± 0.6
Phase 3 90° ± 5°M6 camshaft sensor stud bolts 8 ± 2 0.8 ± 0.2M8 fuel feed pump stud bolts 12 ± 2 1.2 ± 0.2M12 rear gear case fixing screwM10 rear gear case fixing screwM8 rear gear case fixing screw
77 ± 1247 ±524 ± 4
7.7 ± 1.24.7 ± 0.52.4 ± 0.4
M6 camshaft sensor nut 10 ± 2 1 ± 0.2
M8 oil pump screwPhase 1Phase 2
8 ± 124 ± 4
0.8 ± 0,12.4 ± 0,4
M8 front cover screw 24 ± 4 2.4 ± 0.4
M8 camshaft longitudinal retainer plate fixing screw 24 ± 4 2.4 ± 0.4
M8 timing gear fixing screw 36 ± 4 3.6 ± 0.4M11 connecting rod caps fixing screw Phase 1 60 ± 5 6 ± 0.5
Phase 2 60° ± 5°M10 crankcase soleplate fixing screw 43 ± 5 4.3 ± 0.4M18 high pressure pump gear fixing screw 105 ± 5 10.5 ± 0.5M8 fuel pump fixing nuts 24 ± 4 2.4 ± 0.41/2 inch plug on cylinder head1/4 inch plug on cylinder head3/4 inch plug on cylinder head
24 ± 436 ± 512 ± 2
2.4 ± 0.43.6 ± 0.51.2 ± 0.2
M6 injector fixing screw 8.5 ± 0.8 0.85 ± 0.08Injector supply union fixing nut 50 ± 5 5 ± 0.5M6 fixing nut for preheating grid on intake manifold 8 ± 2 0.8 ± 0.2M8 intake manifold fixing screw 24 ± 4 2.4 ± 0.4M12 screw for engine hoisting rear brackets 77 ± 12 7.7 ± 1.2M8 common rail fixing screw 24 ± 4 2.4 ± 0.4M14 unions for high pressure fuel pipes 20 ± 2 2 ± 0.2M12 cylinder head fixing screw (12×1.75×130) Phase 1M12 cylinder head fixing screw (12×1.75×150)
35 ± 555 ± 5
3.5 ± 0.55.5 ± 0.5
Phase 2Phase 3
90° ± 5°90° ± 5°
Tightening sequence
F
F = Front
000926t
Common Rail NEF engines - CNH
123
PART TORQUENm kgm
Rocker support fixing screw 36 ± 5 3.6 ± 0.5Valve clearance adjuster nut 24 ± 4 2.4 ± 0.4
M14 screw fixing supply line from high pressure pump to common rail 20 ± 2 2 ± 0.2M8 high pressure pipe union fixing screw 24 ± 4 2.4 ± 0.4M6 fixing screw for cylinder head wiring feed-thru connector 10 ± 2 1 ± 0.2M8 fixing screw for injector feeding wiring support 24 ± 4 2.4 ± 0.4Wiring fixing nuts on each electro-injector 1.5 ± 0.25 0.15±0.025M12 fixing screw for fuel filter bracket 77 ± 8 7.7 ± 0.8M8 fixing screw for fuel filter support 24 ± 4 2.4 ± 0.4
Fuel filter contact + 3/4 revolutionM22 fixing screw for oil pressure adjuster valve on oil filter support 80 ± 8 8 ± 0.8M8 screw, radiator, oil seal and oil filter support 24 ± 4 2.4 ± 0.4Oil filter contact + 3/4 revolution11/8 inch attachment on filter support for turbine lubrication 24 ± 4 2.4 ± 0.4M12 fixing nut for turbine lubrication pipeline 10 ± 2 1 ± 0.2M10 fixing screw for coolant inlet attachment 43 ± 6 4.3 ± 0.690° curve fixing (if necessary) on engine coolant inlet attachment 24 ± 4 2.4 ± 0.4Pipeline on cylinder head for compressor cooling 22 ± 2 2.2 ± 0.2M6 fixing screw for engine coolant discharge union 10 ± 2 1 ± 0.2
Fixing of engine block studs for exhaust manifold 10 ± 2 1 ± 0.2M10 exhaust manifold to cylinder head fixing screw 53 ± 5 5.3 ± 0.5M12 damper flywheel adapter fixing screw Phase 1and damper flywheel fixing to crankshaft Phase 2
50 ± 590°
5 ± 0.5
M10 pulley to crankshaft fixing screw 68 ± 7 6.8 ± 0.7
M8 water pump fixing screw 24 ± 4 2.4 ± 0.4M10 auxiliary equipment drive belt tensioners fixing screw 43 ± 6 4.3 ± 0.6M10 fixing screw for auxiliary equipment drive belt fixed pulleys 43 ± 6 4.3 ± 0.6
M10 flywheel housing fixing screwM12 flywheel housing fixing screw
85 ± 10
49 ± 5
8.5 ± 1
4.3 ± 0.5M6 engine control unit heat exchanger fixing screwM8 engine control unit heat exchanger fixing screw
10 ± 2
24 ± 4
1 ± 0.2
2.4 ± 0.4M12 inlet–outlet attachment on heat exchanger 12 ± 2 1.2 ± 0.2M8 valves cover fixing screw 24 ± 4 2.4 ± 0.4
M6 camshaft sensor fixing screw 8 ± 2 0.8 ± 0.2M6 crankshaft sensor fixing screw 8 ± 2 0.8 ± 0.2M14 engine coolant temperature sensor fixing screw 20 ± 3 2 ± 0.3
M5 oil pressure – temperature sensor fixing screw 6 ± 1 0.6 ± 0.1Fuel pressure sensor fixing screw 35 ± 5 3.5 ± 0.5M14 fuel temperature sensor fixing screw 20 ± 3 2 ± 0.3
Common Rail NEF engines - CNH
124
PART TORQUENm kgm
Air temp./press. sensor fixing screw on intake manifold 6 ± 1 0.6 ± 0.1M12 engine oil level sensor fixing screw 12 ± 2 1.2 ± 0.2
studs M10 7 ± 1 0.7 ± 0.1Turbine fixing to exhaust manifold:
nuts M10 43 ± 6 4.3 ± 0.6
M12 adapter on turbine for lubricating oil pipeline (inlet) 35 ± 5 3.5 ± 0.5Pipeline fixing on M10 adapter for turbine lubrication 35 ± 5 3.5 ± 0.5Oil pipeline to crankcase fixing on M10 adapter for turbine lubric. 43 ± 6 4.3 ± 0.6M8 oil discharge pipeline fixing on turbine 24 ± 4 2.4 ± 0.4Fixing of M6 union for oil return from cylinder head to flywheelhousing
10 ± 2 1 ± 0.2
M12 flywheel fixing screws Stage 1 30 ± 4 3 ± 0.4Stage 2 60° ± 5°
M8 engine hoisting front bracket fixing screw 24 ± 4 2.4 ± 0.4Engine oil sump fixing screw 24 ± 4 2.4 ± 0.4
AUXILIARY EQUIPMENT
PART TORQUEAlternator: Nm kgmM10 bracket fixing screw on water inlet connection 43 ± 6 4.3 ± 0.6M10 alternator fixing nut 43 ± 6 4.3 ± 0.6Air conditioner:M10 bracket fixing screw 43 ± 6 4.3 ± 0.6M10 compressor fixing screw 24 ± 4 2.4 ± 0.4Starter motor:Starter motor fixing screw 43 ± 6 4.3 ± 0.6
Common Rail NEF engines - CNH
125
ASSEMBLY CLEARANCE DATA
F4AE0684Type
H E F
CYLINDER BLOCK AND CRANK MEMBERS mm
Cylinder liners ∅1 102,01 - 102,03
Pistons: supplied as sparestypeDistance XOutside diameter ∅1Seat for pin ∅2
12101.883 - 101,.9740.008 – 40.014
Piston – cylinder liners 0.113 – 0.147
Pistons diameter ∅1 0.5
Protrusion of pistons fromcrankcase X 0.28 - 0.52
Gudgeon pin ∅3 39.9968 - 40.0032
Gudgeon pin – pin seat 0.0048 – 0.0172
Common Rail NEF engines - CNH
126
F4AE0684Type
H E F
CYLINDER BLOCK AND CRANK MEMBERS mmPiston type
X1*Piston ring grooves X2
X3* measured on ∅ 98 mm
2.705 - 2.7352.420 - 2.4404.020 - 4.040
S1*Piston rings S2
S3* measured on ∅ 98 mm
2.560 - 2.6052.350 - 2.3803.975 - 4.000
1Piston rings – grooves 2
3
0.100 - 0.1750.040 - 0.0900.020 - 0.065
Piston rings 0.5
Piston ring gaps in cylinderliner:
X1X2X3
0.22 - 0.320.60 - 0.850.25 - 0.55
Small end bushing seat∅1
Connecting rod bearingseat
∅2
42.987 - 43.013
72.987 - 73.013
Small end bushing diameter
outside ∅4inside ∅3Big end bearing shellssupplied as spares S
43.279 - 43.55340.019 - 40.033
1.955 - 1.968
Small end bushing – seat 0.266 - 0.566
Gudgeon pin – bushing 0.0362 – 0.0158
Common Rail NEF engines - CNH
127
F4AE0684Type
H E F
CYLINDER BLOCK AND CRANK MEMBERS mm
Measurement distance X
Maximum error onparallelism of connectingrod axes =
-
-
Main journals ∅1Crankpins ∅2Main bearing shells
S1*Big end bearing shells S2** supplied as spare parts
82.99 - 83.0168.987 - 69.013
2.456 - 2.4641.955 - 1.968
Main bearing housings:no 1–7 ∅3no 2–3–4–5–6 ∅3
87.982 - 88.00887.977 - 88.013
Bearing shells – mainjournals:no. 1–7no. 2–3–4–5–6
0.041 - 0.1190.041 - 0.103
Bearing shells – crankpins 0.033 - 0.041
Main bearing shellsBig end bearing shells + 0.250; + 0.500
Main journal of thrustbearing X1 37.475 - 37.545
Main bearing housing ofthrust bearing X2 25.98 - 26.48
Shoulder half rings X3 37.28 - 37.38
Crankshaft shoulder 0.068 - 0.41
Common Rail NEF engines - CNH
128
F4AE0684Type
H E F
CYLINDER HEAD – TIMING SYSTEM
Valve guide seats oncylinder head ∅1 7.042 - 7.062
Valves:∅4α∅4α
6.970 - 6.99960° - 0.25°
6.970 - 6.99945° - 0.25°
Valve stem and valve guide 0.052 - 0.092
Seat on head for valveseat:
∅1
∅1
34.837 - 34.863
34.837 - 34.863
Valve seat outsidediameter; angle of valveseats on cylinder head:
∅2 α
∅2α
34.917 - 34.93160°
34.917 - 34.93145°
Recessing X
X
0.59 - 1.110.96 - 1.48
Between valve seat and head
0.054 - 0.0940.054 - 0.094
Valve seats - -
Common Rail NEF engines - CNH
129
F4AE0684
Type
H E F
CYLINDER HEAD – TIMING SYSTEM mmValve spring height:free spring Hunder load of:339.8 ± 9 N H1741 ± 39 N H2
47.75
35.3325.2
Injector protrusion X not adjustable
Seats for camshaftbushings n° 1–7Seats for camshaft pins n°2–3–4–5–6
59.222 - 59.248
54.089 - 54.139
Camshaft main journals:1 ⇒ 7 ∅ 53.995 - 54.045
Camshaft bushings outsidediameter:
∅ -
Bushing inside diameter ∅ 54.083 - 54.147
Bushings and seats incrankcase -
Bushings and main journals 0.038 - 0.162Useful cam lift:
6.045
7.582
Common Rail NEF engines - CNH
130
F4AE0684Type
H E F
CYLINDER HEAD – TIMING SYSTEM mm
Tappet plate seat incrankcase ∅1 16.000 - 16.030
Tappet plate outsidediameter:
∅2∅3
15.924 - 15.95415.960 - 15.975
Between tappets and seats 0.025 - 0.070
Tappets -
Rocker carrier spindle ∅1 21.965 - 21.977
Rockers ∅2 22.001 - 22.027
Between rockers andspindle 0.024 - 0.162
-
Dr.M. Ender /02.00Modifiche ottobre 01 Failure Codes P168v30
Blink code Failure description Label SAE code Warning type Systemdegradation
VEHICLE1.1 Vehicle Speed Signal VSS 0500 - 01.2 Multiple State Switch MSS 0703 - 01.3 Cruise Control Buttons CCB 0572 - 01.4 Accelerator Pedal Signal APP1 0120 1 31.5 Clutch signal CLU 0704 - 01.6 Service Brake signal (plaus.) SBR 0571 - 01.7 Accelerator Pedal (plaus.with brake) APP2 0220 - 01.8 Diagnostic lamp LP6 1675 0 01.9 Engine brake preselection button EBP 1880 - 0
ENGINE12.1 Coolant Temp. Signal CTS 0115 1 02.2 Boost Temp. Signal BTS 0110 0 02.3 Fuel Temp. Signal FTS 0180 0 02.4 Boost Pressure Signal BPS 0235 1 02.5 Atmospheric Pressure Signal APS 0105 0 02.6 Oil Pressure Signal OPS 0520 1 12.7 Oil Temp. Signal OTS 0195 0 02.8 Power stage fuel filter heater HP7 1686 0 02.9 HS power stage cold start heater relay HP1 1680 0 0
ENGINE23.1 Adapt.cylinder balancing Cyl.1 ACY1 0301 - 03.5 Adapt.cylinder balancing Cyl.5 ACY2 0302 - 03.3 Adapt.cylinder balancing Cyl.3 ACY3 0303 - 03.6 Adapt.cylinder balancing Cyl.6 ACY4 0304 - 03.2 Adapt.cylinder balancing Cyl.2 ACY5 0305 - 03.4 Adapt.cylinder balancing Cyl.4 ACY6 0306 - 03.7 Battery voltage signal BAT 0560 1 23.8 LS power stage cold start lamp LP1 1670 0 03.9 Cold start heater monitoring TGHV 1875 0 0
VGT4.2 Turbo speed signal ETSS 1127 - 04.3 Fuel limitation from VGT FLVT 1126 - 04.4 Boost Pressure Control BPCO 1125 - 04.5 Power stage VGT HPC3 1692 - 04.6 Powerstage engine brake HP4 1683 - 0
INJECTORS5.1 Injector solenoid valve Cyl.1 SV1 0201 1 25.5 Injector solenoid valve Cyl.5 SV2 0202 1 25.3 Injector solenoid valve Cyl.3 SV3 0203 1 25.6 Injector solenoid valve Cyl.6 SV4 0204 1 25.2 Injector solenoid valve Cyl.2 SV5 0205 1 25.4 Injector solenoid valve Cyl.4 SV6 0206 1 25.7 Injector Booster Voltage C1 C1 1606 1 35.8 Injector Booster Voltage C2 C2 1607 1 3
ENGINE SPEED6.1 Increment speed signal CRK 0335 1 26.2 Segment speed signal CAM 0340 1 26.3 Engine speed sensing ESS 0320 1 06.4 Engine overspeed CMOL 0219 2 06.5 HS power stage 8 for starter control HP8 1687 0 06.6 SS power stage 1 for TD signal DA1 1693 - 06.8 SS power stage 2 for sync signal DA2 1694 - 0
INTERFACES7.2 CAN Hardware CANDEF 1611 0 07.3 CAN Transmission Control TC 1610 - 07.4 CAN Aut.Traction Control (ASR) ATC 1609 - 0
DASHBOARD7.1 LS power stage 2 vehicle limit button LP2 1671 - 07.5 LS power stage 3 engine brake lamp LP3 1672 - 07.6 LS power stage 4 pressure lamp LP4 1673 0 0
-
7.7 SS power stage 3 oil pressure gauge DA3 1695 - 07.8 LS power stage 5 coolant temperature lamp LP5 1674 0 07.9 SS power stage 4 coolant temperature gauge DA4 1696 - 0
FUEL PRESSURE8.1 Fuel pressure monitoring CP3 MPROP 0233 2 38.2 Fuel pressure signal FPS 0190 2 38.3 SS Power stage 1 fuel pressure control HPC1 1690 2 38.4 Monitoring of rail pressure relief valve MPRV 0231 2 38.5 Rail pressure Min/Max error DRV 0233 2 48.6 CC HS Power stage 2 EGR control HPC2 1691 - 08.7 Air Mass signal AMS 0100 - 08.8 Ambient Temp signal ATS 0110 - 0
ECU9.3 Truck Security System (Immobil.) TSSL 1501 - 09.4 Main relay defect MMR 1625 1 09.6 ECU: Self Test Shutoff Paths STSP 1285 1 39.7 Power supply for sensors PSS 0561 1 0
Blink types: 2=Blinking light 1=Continous light 0=No lightSystem degradation: 0=0% derate 1=unboosted power curve 2=50% torque 3=limited engine speed 4=engine stop
Centre de formation RN 330 Penchard77122 MONTHYONFRANCETel : (33)1-64-36-54-70Fax : (33)1-64-36-54-89