Common Rail NEF Engines - CNH

Training Centre - Monthyon
COMMON RAIL N.E.F. 6 ENGINES CNH
F4AE 0684F*D101-155kW TAA
Common Rail NEF engines - CNH
CONTENTS
Page Engine identification code Main engines characteristics General engines characteristics F4 engines Walk Around Description of engine main mechanical components Lubrication Cooling Turbocharging system High pressure electronic injection system (Common Rail) Fuel system diagram Fuel system main mechanical components EDC 7 system main electrical and electronic components Diagnosis techniques Troubleshooting SW 3.3_1 Maintenance Tools Tightening torques Data assembly clearances 3 4 8 10 13 19 31 37 39 40 47 48 65 85 91 114 121 126 129
ENGINE IDENTIFICATION CODE F 4 A E 0 6 8 4 F D +
Emissions level Approved power Application Fuel / injection N Cylinders Cylinder position: 0 = 4 strokes vertical Engine Engine crankcase type: A = Non-structural crankcase Engine family 6 = 6 cylinders D = TIER 2
8 = Diesel ID Intercooler 4 = Agric. mach. Earthmoving mach.
X = 1 Common Rail 4 valves
Sequential production number
ENGINE MAIN CHARACTERISTICS
F4AE0684
A B C D
5900 cm3 140 kW 1700 rpm.
5900 cm3 155 kW 1700 rpm.
5900 cm3 155 kW 2175 rpm.
Direct injection
W 190 EVOL.
000863t
Common Rail electronic management
G
A B C D E F G
T.A.A. (Turbocharged with Air-Aftercooler) Engine type Number of cylinders Total displacement Maximum power currently available Injection type Injection system Air delivery system
Common Rail NEF engines - CNH Power and torque curves

Power
F4AE0684H engine
kW
003180t
Torque
Nm
003181t
Common Rail NEF engines - CNH F4AE0684E engine

Power
kW
003182t
Torque
Nm
003183t
Common Rail NEF engines - CNH F4AE0684F engine

Power
kW
003184t
Torque
Nm
003185t
GENERAL CHARACTERISTICS OF ENGINES
F4AE0684 Type H Cycle Supply Injection Number of cylinders E F
Diesel 4 stroke Turbocharged with intercooler Direct 6 in line
Bore Stroke Total displacement Compression ratio Maximum power
mm mm cm3
102 120 5900 17 : 1
kW (HP) rpm Nm (kgm)
140 190 1700 875 89.20 1400 700 1800
155 210 1700 950 96.84 1400 600 1950
155 210 2175 850 86.65 1500 800 2300
Maximum torque
rpm Slow running of engine with no load rpm Fast idling speed of engine with no load rpm
Common Rail NEF engines - CNH F4AE0684 Type H TURBOCHARGING Turbocharger type: LUBRICATION Oil pressure with engine warm: at idle speed bar at maximum speed bar COOLING Water pump drive: Thermostat: starts to open at: With cold engine C E With intercooler HOLSET HX 35 W Forced by means of gear pump, pressure relief valve, oil filter 1.2 bar 3.8 bar Liquid Belt 81 2 F
mm X mm
SUPPLY Bosch type injection
0.20 0.30 0.45 0.55 high pressure Common Rail EDC7 control unit
Jets type
Electro-injectors
Injection sequence
153624
Injection pressure
bar
250 - 1450
ENGINE F4
General The new family of F4 engines is the result of a project developed on the basis of an agreement forged between several of the worlds major OEMs: IVECO New Holland - Cummins, in order to provide an answer to new and more exacting requirements of customers and the more stringent environment protection regulations. In addition to offering higher ruggedness, power, efficiency reliability and durability than the previous series, the new engines comply with emissions standards and the regulations defining permissible noise levels, while also meeting the requirements of the most restrictive future directives and standards without requiring substantial modification. The achievement of the foregoing engine characteristics was possible thanks to the use of new materials, new technology and technical solutions including: electronically controlled high pressure injection system (common rail), cylinder head with four valves per cylinder, intake / exhaust manifolds that improve the dynamic flow of air and exhaust gas, and pistons with revised geometry of the combustion chamber. Reliability and cost savings were further enhanced by reducing the number of engine parts and using the same parts for IVECO application engines and for engines produced by the other partners participating to the project.
003186t
Engine F4AE0684
10
Common Rail NEF engines - CNH Innovative characteristics
003187t
The F4 series of engines present highly innovative characteristics with respect to the 8000 series of IVECO engines. In addition to the new technical and qualitative aspects adopted in the manufacture of mechanical parts, they present the following new technical solutions with respect to 8000 series engines: More compact and rational layout of auxiliary equipment on the engines: A. B. C. D. E. F. Compressor for aircon system (F4AE0684H-E); Air heater for cold start; Drive belt for: water pump alternator with automatic tensioner; Automatic belt tensioner; Water pump; Oil pump;
G. Compressor drive belt for aircon system (F4AE0684H-E). Electronically controlled high pressure injection system (common rail) Diagnostics
11
Common Rail NEF engines - CNH Six cylinders F4AE0684 engine
003188t
12
WALK AROUND
F4AE0684F engine (Fiat Hitachi Application) Top view
Top view legend A. Blow by B. Common Rail suppression valve C. Pressure and air temperature sensor D. Intake manifold E. Flow limiters F. Air heater G. Electro-injectors power connectors H. Crankshaft sensor I. Coolant temperature sensor L. Temperature/oil pressure sensor M. Common Rail pressure sensor
003189t
13
Common Rail NEF engines - CNH Front view
003190t
Front view legend A. Coolant temperature sensor B. Thermostat C. Fixed guide pulley D. Alternator E. Water pump F. Automatic tensioner G. Poly-V belt driving: water pump, alternator H. Electronic control unit heat exchanger I. Electronic control unit
14
Common Rail NEF engines - CNH Right side view
003191t
Right side view legend A. Exhaust manifold B. Blow by C. Starter motor D. Phonic wheel E. Damping flywheel F. Automatic tensioner G. Oil pressure and temperature sensor H. Alternator I. Wastegate valve L. Turbocharger
Left side view 15
003192t
Left side view legend A. Fuel filter support with fuel temperature sensor B. Fuel heater C. Electronic control unit with fuel and heat exchanger D. Phonic wheel E. Flywheel damping F. Crankshaft sensor G. Fuel filter H. Mechanical fuel pump feeding pipe I. Low pressure pipes L. High pressure pump with feed pump M. Camshaft sensor N. High/low pressure pipe (Common Rail supplying) O. Common Rail P. Intake manifold with heater and pressure sensor - air temperature Q. Common Rail pressure sensor
Rear view 16
003193t
Rear view legend A. High pressure pipe feeding electro-injector B. Fuel discharge pipe from Common Rail C. Fuel discharge pipe from electro-injectors D. Blowby E. Engine flywheel
17
Common Rail NEF engines - CNH Main variants F4AE0684H F4AE0684E O & K Application Due to requirements dictated by the application, some auxiliary equipment may be installed in different positions on the engine. The main assemblies subject to alternative positioning are: Aircon system compressor Sump Depending on the position of the auxiliary equipment on the engine, the relative drive belts will be configured differently.
B
A
003186t
A
003195t 003195t
A. Sump B. Compressor for aircon system
18
DESCRIPTION OF THE MAIN MECHANICAL COMPONENTS OF THE ENGINE

Crankcase The crankcase is a cast iron structure containing the cylinder liners 1, the main bearing housings 5 and the following seats: for the camshaft bushings 3 and the tappets, for the water/oil heat exchanger 7, for the water pump 2 and for the oil pump 4. The crankcase also contains the chambers for circulation of coolant and oilways for the lubrication circuit feeding the various moving parts. Soleplate 6 is applied to the underside of the crankcase to increase resistance to mechanical stress.
7
3
000877t
19
Common Rail NEF engines - CNH Crankshaft The crankshaft is made of steel. The crankshaft is held in seven bearing housings for the six cylinder version of engine F4. The housings are induction hardened. The crankshaft features a series of internal oilways for lubrication purposes. The crankshaft front spigot is fitted with the oil pump drive gear, the speed sensor phonic wheel, the damper flywheel, and the auxiliary equipment driving pulley. The rear spigot of the crankshaft is fitted with the timing gear and the engine flywheel attachment hub. The main bearing shells are made of steel with an antifriction alloy plating. The penultimate main bearing shells are equipped with shoulders to limit crankshaft end float. Parts (1, 2) are mounted on the crankshaft rear spigot with an interference fit and cannot be replaced.
1. Timing gear 2. Flywheel hub 3. Oil pump drive gear.
003196t
Crankshaft oil seals The front and rear oil seals are cassette type, with a radial seal. These oil seal rings require special tools for disassembly and assembly as described in the specific heading.
20
Common Rail NEF engines - CNH Connecting rods Forged in steel, the connecting rod big ends are made with an oblique splitting plane angle, with separation of rod and cap achieved by means of the innovative fracture splitting system rather than the conventional machining procedure. The connecting rod big end bearing shells are made of steel plated with an antifriction alloy.
000880t
Each connecting rod is marked: On the body and on the cap by a number indicating the match and the cylinder in which they are assembled. The rod shank is marked with a letter indicating the weight class of the connecting rod installed in production. In the event of replacement, the spare parts catalogue only provides a single connecting rod of intermediate weight compatible with all engines in circulation. In the event of partial replacements, connecting rods that are still in good condition need not be replaced, even though they may be of a different weight class.
21
Common Rail NEF engines - CNH Pistons
000881t
The piston crown features a high turbulence combustion chamber. The piston crown is cooled by engine oil delivered by a spray nozzle installed in the crankcase, through the annular chamber inside the piston. There are three piston ring grooves; the first is composed of a trapezoidal section cast iron insert. The piston rings have different functions and different geometry. 1st piston ring with trapezoidal section and ceramic chrome plating. 2nd piston ring with torsional conical rectangular section. 3rd piston ring with double oil wiper with internal spring. The piston crown is marked with an arrow showing the directly of assembly inside the cylinder liner. The piston must be installed with the arrow facing towards the front of the crankcase.
000882t
22
Common Rail NEF engines - CNH Camshaft The camshaft is mounted in the crankcase on 7 bearings. The front and rear bearing housings are equipped with steel bushings plated with antifriction material assembled by means of an interference fit. The camshaft has two cam lobes for each cylinder. A. Intake valves control B. Exhaust valves control The camshaft is driven directly by the crankshaft by means of spur tooth gears. The rear of the timing gear is marked with notches for activation of the timing sensor (6 + 1).
003197t
23
Common Rail NEF engines - CNH Valves activation
003198t
1. Rocker 2. Rocker spindle 3. Adjuster screw 4. Push rod 5. Bridge 6. Semi-cones 7. Spring seat 8. Spring 9. Tappet 10. Camshaft.
24
Common Rail NEF engines - CNH Cylinder head The cast iron cylinder head 8 is machined to accommodate the following parts: valve seats; passage for discharge of fuel from the electro-injectors, cast directly into the interior of the cylinder head; electro-injectors 2 ; thermostat 4; fuel inlet connector 9 for electro-injectors; The cylinder head is also equipped with: exhaust manifold 1 in two blocks; housing 7 for electro injector wiring, with relative wiring 3; intake manifold 5 with seat for cold start air heater 6.
003199t
25
Common Rail NEF engines - CNH Valves and valve seats
70319
1. Intake valve 2. Exhaust valve A. Intake side S. Exhaust side. The valve seats machined in the cylinder head have the following angles: 45 for the exhaust valves 60 for the intake valves The exhaust valves 2 differ from the intake valves due to the presence of a recess at the centre of the poppet.
70334
The figure, shows the oil seals mounted on the valve stems.
26
Common Rail NEF engines - CNH Valve guides The valve guides are not reported.
INTAKE
EXHAUST
70328
Valve control bridges When refitting the cylinder head check the orientation of the valve control bridges. The bridges must be located so that the notches () are facing the exhaust manifold.
70345
1. Bridge 2. Push rods Head grinding The nominal thickness of the cylinder head is 105 0.25 mm and the maximum permissible removal of material must not exceed 0.13 mm. There is just one thickness of head gasket available as a spare part.
70325
27
Common Rail NEF engines - CNH Timing drive The timing drive is obtained by means of a spur tooth gear fitted on the rear spigot of the crankshaft, which meshes with a corresponding spur tooth gear on the camshaft. Correct timing is achieved by aligning the () marks punched on the two gears.
000887t
28
Common Rail NEF engines - CNH Engine flywheel The flywheel 1 need not be fitted in a specific position on the crankshaft, and is not equipped with punch markings, notches, or reference holes for sensors or for timing purposes. The fixing holes 2 are equally spaced so that the flywheel can effectively be installed in various different positions.
000888t
Flywheel screw tightening torque Phase 1 Phase 2 30 Nm 4 Nm 60 5
29
Common Rail NEF engines - CNH Accessory Equipment Drive A Poly-V belt 3 transmits drive from the crankshaft 7 to the water pump 1 and the alternator 4. The tension of this belt is automatically controlled by the calibrated spring housed in tensioner 5. The fixed guide pulleys 2 and 6 ensure an appropriate contact surface area of the belt 3 on the pulleys of the alternator and water pump. A V belt 8 transmits the motion of crankshaft 7 to the compressor 9 of the air conditioner (models CX 24 CX 29).
003200t
Poly-V belt removal
003219t
Remove or fit the Poly - V belt by loosening tensioner 1 using a suitable socket wrench handle 2.
30
LUBRICATION
The forced circulation lubrication system is made up of the following components: rotor oil pump 5, housed in the front of the crankcase and driven by a spur tooth gear fitted on the crankshaft spigot; water / oil radiator 3, housed in the crankcase, with oil filter support; - oil pressure control valve 1 incorporated in the filter support; - bypass valve 4 to exclude a clogged oil filter, incorporated in the filter support; - cartridge type oil filter 2.
Pressurized oil circuit Gravity oil return circuit Oil filling
003201t
31
Common Rail NEF engines - CNH Heat exchanger
000892t
1. 2. 3. 4. 5. 6.
Heat exchanger body with filter support Internal gasket Water - oil heat exchanger Gasket between heat exchanger and cylinder block Oil pressure adjuster valve By - pass valve to exclude clogged oil filter
32
Common Rail NEF engines - CNH Oil pump
000891t
70150
1. Crankshaft with oil pump drive gear
33
Common Rail NEF engines - CNH (suspended) Sump F4AE0684F engine The sump 1 is flexibly fixed to the crankcase by means of an aluminium plate 3. The C section rubber gasket 2, fitted on the sump attachment profile, serves to enhance oil tightness while also reducing the noise level. This type of gasket should be renewed exclusively in the event of deterioration or breakage. It need not be renewed at each disassembly-reassembly.
000893t
70227
70154
34
Common Rail NEF engines - CNH Sump F4AE0684H E engines The sump is secured with a bolt to the crankshaft by means of a thin gasket.
003202t
003203t
35
Common Rail NEF engines - CNH Recirculation of oil vapour The rocker cover accommodates a pre-separator 1, the shape of which is designed to increase the outlet velocity of oil vapour and also the condensation of a portion of the entrained oil. Condensed oil then returns to the sump while the residual vapours are collected and routed through blow-by filter 3. (item 3 no for CNH application) In blow-by filter 3, a portion of the oil vapour condenses and returns to the sump, while the remainder is recirculated to the intake side by way of pipeline 2.
Oil condensate
1. 2. 3. 4.
Pre - separator Recirculation to intake Filter Return to engine
Oil vapour
000966t
36
COOLING
The engine cooling system is a closed circuit forced circulation type composed of the following components: heat exchanger to cool lubricating engine oil (see lubrication);

centrifugal water pump housed at the front of the crankcase; thermostat controlling coolant circulation.
Water from themostat outlet Water recirculating in engine Water to pump inlet
003204t
37
Common Rail NEF engines - CNH Water pump The water pump, which is accommodated in a housing in the crankcase, is driven by a Poly V belt. The almost total absence of external pipes, hoses and hose clamps eliminates the number of connections and reduces possible sources of leaks. The engine temperature is controlled by a thermostat. The coolant (a 50% water and Paraflu antifreeze solution) circulates also in the oil heat e xchanger.
70221
001515t
38
TURBOCHARGING
Engine boosting system with Hoset HX35W turbocharger and intercooler. The choice of the type of turbocharger depends on the specific features of the application.
Exhaust Hot intake air
000898t
Intake air Hot compressed air Cold compressed air
Turbocharging diagram
Exhaust
001968t
39
40
HIGH PRESSURE ELECTRONIC INJECTION SYSTEM (COMMON RAIL)

Introduction Extremely high injection pressures are necessary in order to reduce PARTICULATE emissions. The common rail system makes it possible to inject fuel at pressures of up to 1450 bar, while the injection precision obtained by electronic control of the system serves to optimise operation of the engine while limiting emissions and fuel consumption. Description of system The injection system is composed of an electrical part and a hydraulic part. Electrical system The electronic control unit monitors engine control parameters by means of the various sensors on the engine.
6 2
7
3 8 9 4
1
000965t
1- Fuel pressure sensor 2. Coolant temperature sensor 3. Engine oil pressure and temperature sensor 4. Crankshaft sensor 5. Electro-injector 6. Air pressure temperature sensor 7. Camshaft sensor 8. Fuel heater and fuel temperature sensor 9. Pressure regulator 10. EDC 7 control unit
41
Common Rail NEF engines - CNH Injection system assy - Basic bill of components REF. 1 2 3 4 5 6 7 8 9 10 11 13 15 20 23 32 DESCRIPTION Coolant temperature sensor Preheating resistance Electro-injectors Air temperature/pressure sensor Fuel pressure sensor Fuel heating resistance Pressure adjuster solenoid valve Timing sensor Fuel temperature sensor Starter motor Crankshaft sensor Preheating connection contactor Oil temperature/pressure sensor Diagnostics connector EDC main fuse EDC indicator light
Optional components (when required by the application) REF. 12 14 16 17 18 19 21 22 24 25 26 27 28 29 30 31 DESCRIPTION Engine stop/start buttons (F4AE0684F) (no per CNH application) Preheating On indicator light Rev counter Coolant temperature gauge Engine oil pressure gauge Blink-Code button (no per CNH application) Handbrake engaged switch Engine brake selector (optional) Gearbox neutral switch Key switch Engine brake switch (optional) (no per CNH application) Primary/secondary brake switch Position sensor on accelerator pedal potentiometer
42
Common Rail NEF engines - CNH Injection system assy
()
003218t
() on board controls change with the application. They can be connected to the electrical system, with traditional solutions or with the help of the CAN line (Multiplex System). 43
Common Rail NEF engines - CNH EDC electronic control Engine preheating element control Pre-post heating is activated when even just one of the water, air or fuel temperature sensors detects a temperature < = 5 C. Phase recognition By means of signals transmitted by the camshaft and crankshaft sensors, the cylinder into which fuel must be injected is determined at the time of starting. Injection control On the basis of information transmitted by the sensors, the control unit administrates the pressure regulator and modifies the pre-injection and main injection mode. On F4 engines pre-injection is activated at all engine speeds. Injection pressure closed loop control On the basis of the engine load, as determined by processing of data transmitted by the various sensors, the control unit administrates the regulator to maintain injection pressure at constantly optimal values. Pilot and main injection advance control On the basis of signals transmitted by the various sensors, the control unit determines the optimum injection point on the basis of internal mapping. Idle speed control The control unit processes signals transmitted by the various sensors and adjusts the quantity of fuel injected. It also controls the pressure regulator and modulates injection duration of the electro-injectors. Within specific limits, the control unit also monitors battery voltage. Overheating protection If the water temperature reaches 110 C, the control unit reduces engine performance. When the temperature returns below 100 C, the engine resumes normal operation, (in some applications, the over boosting temperature is the reference temperature). Maximum engine speed limiting Depending on the application, the control unit memory can contain appropriate engine speed limits. When the engine speed surpasses these limits the control unit activates power reduction strategies by controlling energization time of the electro-injectors. In some applications the maximum limiting response consists in stopping the engine.
44
Common Rail NEF engines - CNH Cut Off Fuel cut-off in release phases is managed by the control unit with the following logical interventions: - disconnection of fuel supply to electro-injectors - reactivation of electro-injectors immediately prior to arrival at idle speed - control of fuel pressure regulator. Smoke control under acceleration With intense load demands, in accordance with signals received from the air inlet meter and the engine speed sensor, the control unit manages the pressure regulator and modulates the activation time of the electro-injectors to prevent the emission of smoke from the exhaust. After Run After the engine is stopped, the control unit microprocessor saves various parameters to the EEPROM memory, including the faults log so that they will be available the next time the engine is started. Control of working speed in normal operating conditions (Crowler Excavators) The user establishes engine working speed (power torque) according load (heavy or light) and the system reacts maintaining the engine at these values as load varies. The engine always operates with maximum power while the hydraulic power required during use is managed by varying the speed of the hydraulic fluid and not its pressure. Each time work load varies, the control unit adjusts torque so as to maintain the engine in maximum power conditions. If the load causes a reduction in power, the control unit increases torque i.e. it increases the amount of fuel injected in order to restore the engine to maximum power. If, after setting working speed, the operator does not invoke any command within a pre-set time, the system returns to idling. Recovery strategies Recovery strategies are characterized by certain differences as application varies, i.e. loaders or excavators. Accelerator pedal When the accelerator signal is not available to the control unit for the excavators, it brings the engine to maximum power because its movement is hydraulic and the vehicle can therefore be controlled in complete safety while, in the case of loaders, the system responds by setting engine speed to idling. Control of fuel leaks In the case of fuel supply problems, the system controls the engine with suitable constant power values obtained with a low number of revs and high torque values in order to inject the maximum quantity of fuel.
45
Common Rail NEF engines - CNH Control of pressure in the rail When the pressure in the rail exceeds safety values, the engine still working in derating mode. Synchronism problems In the case of synchronism problems, faulty rev sensors, the system controls the engine by increasing the number of revs in order to improve interpretation of the signals. Power restrictions as operating temperature increases When the temperature of the supercharging air rises above 88C, power reduction is started; when a temperature of 120C is reached, performance is further reduced and is comparable to that of the same engine if it were aspirated. Reduction of power as reference temperature varies In normal operating conditions, the system knows the supercharging air, oil and water temperatures. If the temperature of the engine water is not available, the system takes the temperature of the oil as reference and when this reaches the threshold of 103C, it starts to reduce the power available. On reaching 113C, power is reduced to 50%.
46
Common Rail NEF engines - CNH Fuel supply system The common rail system features a special pump that constantly keeps the fuel supply at a very high pressure, irrespective of the phase of the cylinder destined to receive the injection charge; the high pressure fuel is accumulated in a pipeline that is shared by all electro injectors (the common rail). This means that there is always a supply of fuel available at the electro injector inlet at the injection pressure determined by the electronic control unit. When the solenoid valve of one of the electro injectors is energized by the control unit, fuel arriving directly from the common rail is injected into the corresponding cylinder.
High pressure Low pressure
003205t
1. Electro-injector 2. Common rail 3. Pressure limiter for fuel return 4. Common rail relief valve 5. Prefilter mounted on chassis 6. High pressure pump 7. Mechanical rotor pump 8. Fuel filter. The hydraulic system is composed of a low pressure circuit and a high pressure circuit. The high pressure circuit is composed of the following pipelines: - pipe connecting the high pressure pump outlet to the common rail; - pipes from the common rail to the electro injectors. The low pressure circuit is composed of the following pipelines: - fuel pipe from fuel tank to prefilter; - pipes supplying the mechanical feed pump via the control unit heat exchanger, the manual priming pump and the prefilter; - pipes supplying the high pressure pump via the fuel filter. The fuel system is completed with a circuit to drain fuel from the common rail and the injectors, and with the high pressure pump cooling circuit. 47
FUEL SYSTEM DIAGRAM
6 7
DRAIN SUCTION (LOW PRESSURE) HIGH PRESSURE PUMP FEED (Low pressure) HIGH PRESSURE
3
18
8
13 2
17
9 1 16 15 12 14
000909t
10 11
1. High pressure pump 2. Limiter valve on high pressure pump, 5 bar 3. Regulator valve on fuel return line from electro-injectors, from 1.3 2 bar 4. Common rail relief valve 5. Common rail 6. Pressure sensor 7. Electro-injector 8. Return line 9. Control unit heat exchanger 10. Manual priming pump 11. Prefilter mounted on chassis 12. Fuel filter 13. Mechanical feed pump 14. Fuel filter 15. Pressure regulator 16. Drain pipe from high pressure pump 17. By-pass valve 18. By-pass valve. The pressure regulator, installed upline from the high pressure pump, adjusts the flow of fuel required on the low pressure system. Subsequently the high pressure pump supplies fuel at the correct pressure to the common rail. This solution, in which only the required amount of fuel is pressurized, improves energy efficiency and limits heating of fuel in the system. Limiter valve 2, which is installed on the high pressure pump, serves to maintain pressure at the pressure regulator inlet at a constant 5 bar. Limiter valve 3, which is mounted on the cylinder head and inserted in the electro-injectors return line, regulates the fuel return flow from the electro-injectors to a pressure of between 1.3 and 2 bar. There are two by-pass valves installed in parallel with the mechanical fuel feed pump. By-pass valve 18 serves to allow fuel from the outlet of the mechanical pump to return to the relative inlet, when pressure at the fuel filter inlet exceeds the permissible value. By-pass valve 17 makes it possible to fill the fuel system by means of the manual priming pump 10.
48
MAIN MECHANICAL COMPONENTS OF THE FUEL SUPPLY SYSTEM

Fuel prefilter The fuel filter, of the high water separation type, features a sensor 4 on the base of cartridge 3, responsible for signalling the presence of water in the fuel. The filter support also carries the manual priming pump 5 and the fuel system air bleed screw 2. Warning If the fuel contamination warning light illuminates, act instantly to remedy the cause; the components of the common rail system will be rapidly damaged if the fuel contains water or other impurities.
5 2
000910t
49
Common Rail NEF engines - CNH Fuel filter The fuel filter is located in the engine crankcase on the fuel circuit between the feed pump and the high pressure pump (CP3). The following components are located on the support: fuel temperature sensor and heating resistance. The heater is activated if the fuel temperature is < = 0 C and it continues to operate until the fuel reaches + 5 C. The fuel temperature, as signalled to the EDC 7 control unit by the relative sensor, enables highly accurate calculation of the flow rate of fuel to inject into the cylinders.
003206t
1. 2. 3. 4. 5. A. B. C. D. E.
Fuel filter support Heater connector Electric fuel heater Fuel filter Fuel temperature sensor Outlet connection to high pressure pump Common rail and cylinder head (injectors) discharge line inlet connection Outlet connection to fuel tank. Inlet connection from feed pump Connection to high pressure pump discharge line.
50
Common Rail NEF engines - CNH Mechanical feed pump Normal operating condition The mechanical feed pump is a gear pump installed on the rear of the high pressure pump, which it supplies with pressurized fuel. The feed pump is driven by the high pressure pump shaft. In normal operating conditions the flow of fuel in the feed pump is as shown in figure.
001237t
A Fuel inlet from tank, B fuel outlet to filter, 1 2 By-pass valves in closed position.
Outlet overpressure condition By-pass valve 1 opens in the presence of overpressure at the pump outlet B. In these circumstances, the pressure of the fuel overcomes the force exerted by spring 1 thereby placing the pump outlet in communication with the inlet by way of passage 2.
001238t
51
Common Rail NEF engines - CNH Bleed conditions The by-pass valve 2 opens when, with the engine stopped, the fuel circuit must be filled using the manual priming pump. In this situation the by-pass valve 2 opens, due to the effect of the pressure at the inlet, and the fuel flows out of outlet B.
1 A
001239t
High pressure pump Pump with 3 radial plungers driven by the timing gear. The high pressure pump does require timing. The rear of the high pressure pump is fitted with the mechanical feed pump, which is driven by the high pressure pump crankshaft.
001250t
1. Fuel outlet connection to rail 2. High pressure pump 3. Pressure regulator 4. Fuel inlet connection from filter 5. Fuel outlet connection to filter support 6. Fuel inlet connection from control unit heat exchanger 7. Fuel outlet connection from mechanical pump to filter 8. Mechanical feed pump.
52
001967t
1. 2. 3. 4. 5. 6. 7. 8. 9.
Mechanical feed pump; Fuel return from high pressure pump; Delivery valve to common rail; Delivery valve on individual plunger; By-pass valve on feed pump; Pump shaft; Fuel inlet from filter; 5 bar limiter valve; Pressure regulator.
53
Common Rail NEF engines - CNH Operating principle
A
2
B
3
7
6 5
C
4
002111t
SECT. B - B
001242t
1. Outlet for rail delivery line 2. Rail delivery valve 3. Plunger 4. Pump shaft 5. Plunger supply passage 6. Pressure regulator supply passage 7. Pressure regulator. Plunger 3 leans on the cam mounted on the pump shaft. In the intake phase the plunger is supplied with fuel through the supply passage 5. The quantity of fuel to supply to the plunger is determined by pressure regulator 7. The pressure regulator modulates the flow of fuel to the plunger on the basis of a PWM command received from the control unit. During the plunger compression phase the fuel reaches sufficient pressure to open the common rail delivery valve 2 and is thus forced through outlet 1 to the common rail.
54
Common Rail NEF engines - CNH The figure, shows the low pressure fuel passages inside the pump; the figure shows the main plungers supply passage 4, the individual plunger supply passages 1 - 3 - 6, the passages utilized for lubrication of the pump 2, the pressure regulator 5, the 5 bar limiter valve 8 and the fuel discharge passage 7. The pump shaft is lubricated by fuel through delivery and return passages 2. The pressure regulator 5 determines the quantity of fuel with which to supply the plungers; excess fuel flows out through passage 9. The 5 bar limiter valve, apart from functioning as a manifold for fuel discharges, is designed to maintain a constant pressure of 5 bar at the pressure regulator inlet.
SECT. C - C
001243t
001244t
1,3,6. Inlet to plunger 2. Pump lubrication passages 4. Main plungers supply passage 5. Pressure regulator 7. Regulator drain passage 8. 5 bar limiter valve 9. Fuel discharge from regulator inlet.
55
Common Rail NEF engines - CNH The figure shows the high pressure flow of fuel through the plunger outlet passages.
001240t
SECT. A - A
001241t
1. 2. Fuel outlet passages 3. Fuel outlet from pump with connection for high pressure line to common rail.
56
Common Rail NEF engines - CNH Pump inlet pressure regulator Located at the inlet to the high pressure pump, the regulator modulates the quantity of fuel with which to supply the high pressure pump on the basis of instructions transmitted by the engine control unit. The regulator is basically composed of the following parts: - poppet; - core (control); - pre-load spring; - coil. In the absence of a control signal, the pressure regulator is normally open so the high pressure pump operates in maximum flow conditions. The engine control unit transmits a PWM signal to the regulator to vary the high pressure pump fuel inlet cross section to a greater or lesser extent. This component cannot be replaced independently and must therefore not be disassembled. 1. Electrical connector 2. Fuel outlet 3. Fuel inlet
2 3
001253t
5 bar limiter valve Installed in parallel to the pressure regulator, the limiter valve serves to maintain constant fuel pressure at the inlet to the regulator, this being a necessary prerequisite for correct operation of the system.
001251t
When the pressure regulator is partially closed at the fuel outlet by the PWM control signal, the pressure at the inlet tends to rise. When pressure at the regulator inlet exceeds 5 bar, cylinder 8 overcomes the resistance offered by the spring and travels upwards thereby placing the regulator inlet into communication with the drain. The fuel is therefore able to flow to the drain side thus reducing the pressure at the regulator inlet so the cylinder tends to return to its closed position. In relation to engine load demands, with the pressure regulator partially closed the cylinder assumes a position of dynamic balance such as to assure constant pressure of 5 bar at the regulator inlet. 57
Common Rail NEF engines - CNH Pressure regulator and 5 bar limiter valve with engine at maximum speed
003207t
1. Coil 2. Core 3. Preload spring 4. Poppet 5. High pressure pump feed 6. Fuel inlet (from filter) 7. Fuel return from high pressure pump 8. Cylinder for opening discharge port 9. Fuel discharge 10. Fuel delivery
When regulator coil 1 is not energized, core 2 will be in its rest position due to the effect of preload spring 3. Poppet 4 is in the maximum delivery position. In these circumstances, the regulator feeds the high pressure pump with the maximum available fuel flow rate. The cylinder 8 controlling opening and closing of the 5 bar pressure limiter discharge passage is in its closed position. Clearance between the internal parts is such as to allow a minimum flow of fuel towards the outlet passage in order to lubricate the pump.
58
Common Rail NEF engines - CNH Pressure regulator and 5 bar limiter valve with engine at idle speed
003208t
1. Coil 2. Core 3. Preload spring 4. Poppet 5. High pressure pump feed 6. Fuel inlet (from filter) 7. Fuel return from high pressure pump 8. Cylinder for opening discharge port 9. Fuel discharge 10. Fuel delivery When the engine is at slow running idle speed, the control unit drives the regulator with a pulse width modulation (PWM) signal to energise the regulator coil and hence displace the coil core 2. In its movement, the core causes poppet 4 to assume the maximum closed position thus allowing the minimum flow of fuel to the high pressure pump. The pressure regulator is in its maximum closure position because the common rail must be maintained at a relatively low pressure (350 - 400 bar). Cylinder 8 of the 5 bar limiter valve, responsible for controlling opening and closing of the discharge port, will be in its maximum opening position to allow excess fuel to flow through discharge outlet 9.
59
Common Rail NEF engines - CNH Rail (pressure accumulator) 1. Common Rail 2. Flow limiters 3. Fuel inlet from high pressure pump 4. Pressure sensor 5. Relief valve The common rail has a reduced volume to allow rapid pressurization at the time of engine starting, engine slow idling, and in the case of high flow rates. The volume is, however, sufficient to minimize the bellows effect caused by opening and closing of the injectors and operation of the high pressure pump. This function is further aided by the presence of a calibrated orifice downline from the high pressure pump. Fuel pressure sensor 4 is screwed to the end of the common rail. The pressure sensor sends a feedback signal to the electronic control unit, on the basis of which the pressure in the common rail is monitored and adjusted when necessary.
2 4
1
000929t
Dual-stage relief valve Assembled at one rail end, it protects the system components from failure of the rail pressure sensor or of the CP3 pump pressure regulator, caused by an excessive pressure increasement in the high pressure system. Strictly mechanical this valve has a dual operational threshold 1750 and 800 bar dual-stage. When the pressure is in the high pressure system reaches 1750 bar, the valve initially acts as a single stage valve so as to enable the fuel to flow and consequently reduce the pressure to safety values and then mechanically adjusts the pressure in the rail to about 800 bar. This valve enables the engine to work at limited performance for extended periods of time and avoid excessive fuel overheating thus safeguarding the gas exhaust pipes. When the valve is tripped, the control unit stops of operation of the pressure regulator, the pump is configured in the condition of maximum delivery to the rail, and stores failure 8.4.
60
Common Rail NEF engines - CNH Flow limiters Located on the fuel outlet fittings on the common rail, the flow limiters are designed to protect the engine and vehicle in the event of internal leakages (e.g. jet jammed open) or external leakages (e.g. damaged high pressure pipes). In these cases, within certain limits the system can continue to operate by means of the undamaged components of the other cylinders. 1. 2. 3. 4. 5. Body Piston Fuel inlet Spring Part screwed to common rail
Warning: After having taken steps to eliminate the egress of fuel from the common rail with the engine stopped, the flow limiter will automatically reset due to the effect of the spring. Note, however, that if the cause of the flow limiters activation is not remedied, when it is restarted the engine will display the same problems. If the leak is of significant magnitude, it will prove impossible to start the engine because the rail will be unable to reach the necessary pressure.
000968t
The fuel from the Common Rail reaches the electro-injectors through the holes in the small diameter section of the piston. In normal circumstances, the fuel pressure is exerted on both sides of the piston, thus maintaining the spring in the open position.
61
000969t
In the case of significant pressure drops downline from the limiter the inlet pressure exceeds the outlet pressure and thus forces the piston to the opposite side of the valve thereby closing the fuel outlet.
000970t
Pressure limiter with piston in outlet closed position.
62
Common Rail NEF engines - CNH Electro-injector The injector is similar in construction to conventional injectors, except for the absence of the needle return springs. The electro-injector can be considered in terms of two basic parts: - actuator jet composed of pressure rod 1, needle 2 and nozzle 3; - control solenoid valve composed of coil 4 and pilot valve 5. The solenoid valve controls lift of the jet needle. Injector in rest position
12
4 5
6 9
11
13 10
000933t
1. Pressure rod 2. Needle 3. Nozzle 4. Coil 5. Pilot valve 6. Ball shutter 7. Control area 8. Pressure chamber 9. Control volume 10. Supply - control passage 11. Fuel control outlet 12. Electrical connection 13. Spring
63
Common Rail NEF engines - CNH Injection start When coil 4 is energized it causes an upward movement of ball shutter 6. The fuel of control volume 9 flows towards the backflow passage 12 causing a pressure drop in control volume 9. At the same time the fuel pressure in pressure chamber 8 causes lifting of needle 2, with consequent injection of fuel into the cylinder.
12
4 5 7
6 9
11
13
10
000934t
1. Pressure rod 2. Needle 3. Nozzle 4. Coil 5. Pilot valve 6. Ball shutter 7. Control area 8. Pressure chamber 9. Control volume 10. Supply control passage 11. Fuel control outlet 12. Electrical connection 13. Spring Injection end When coil 4 is de-energized, element 6 returns to its closed position to restore a balance of forces such as to cause needle 2 to return to its closed position and terminate the injection cycle.
64
Common Rail NEF engines - CNH Fuel inlet connector
001516t
1. Fuel inlet connector 2. O-rings 3. Locating ball 4. Locating ball seat on cylinder head. The fuel inlet connector must be renewed each time it is disassembled. During reassembly, lubricate O-ring 2 with Vaseline and stow fuel manifold 1 inside the head, ensuring that the locating ball 3 is perfectly aligned with the corresponding seat 4 on the head. Note: The injector and relative feed pipe must be first installed in the head and subsequently tightened to the prescribed torque. Pressure limiter for fuel return Housed on the rear of the cylinder head, this device regulates the pressure of fuel returning from the injectors to a pressure of between 1.3 and 2 bar.
000935t
A B
To tank From electro-injectors
65
EDC 7 SYSTEM MAIN ELECTRICAL AND ELECTRONIC COMPONENTS

Location Ref. 1 2 3 4 5 6 7 8 9 10 11 12 13 Coolant temperature sensor Electro-injector Rail pressure sensor Air temperature/pressure sensor Starter motor Timing sensor Pressure regulator solenoid valve Fuel temperature sensor EDC7 electronic control unit Crankshaft sensor Engine oil level transmitter () Engine oil pressure/temperature sensor Pre-post heating resistance Description
() Depending on the application
66
003209t
67
Common Rail NEF engines - CNH EDC 7 electronic control unit
001525t
A Injectors connector B Connector for power input and functions provided for in the application C Sensors connector The control unit is installed directly on the engine via a heat exchanger for cooling purposes and using flexible mounts to reduce vibration transmitted by the engine. The unit is supplied with power by way of a 20 A fuse. The main relay normally used to supply the system is located inside the control unit. 68
Common Rail NEF engines - CNH Injectors connector (A) 12 16
11
1 Wire input side view ECU PIN 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Colour key B black R red U blue W white P purple G green N brown Y yellow O orange WIRE COLOUR RU WP WV RW RG UN UG WR RY W UO UY Cylinder 2 injector Cylinder 3 injector Cylinder 4 injector Cylinder 2 injector Ground Ground Cylinder 1 injector Cylinder 6 injector Cylinder 5 injector Cylinder 3 injector Cylinder 1 injector Cylinder 4 injector Cylinder 6 injector Cylinder 5 injector
50350
FUNCTION
69
Common Rail NEF engines - CNH Connector (B) for component power supplies and for the functions specified in the application
003210t
Wire input side view Pin CABLE FUNCTION ECU 1 8150 Direct positive from battery 2 3 4 7 8 9 12 13 14 15 16 19 20 27 28 () () 0087 0000 8885 8150 7777 0000 8150 8150 0000 0000 0094 0150 8153 0156 5535 Negative for fuel filter heating / starter engine contactor Ground Positive for pre-post heating resistor Direct positive from battery Positive for blink code button / oil low pressure light/ pre-heating light/ conditioned air switch () / EDC unit Ground Direct positive from battery Direct positive from battery Ground Ground Negative for pre-post heating resistor Negative for start/stop from engine compartment () / accelerator pedal pressed () buttons Positive from key switch in start phase (+50) Positive from blink code button Positive for EDC diagnostics light
F4AE0684H E (O & K application) F4AE0684F (CNH application)
70
Pin ECU 31 36 37 39 44 45 46 49 52 53 55 63 64 72 73 78 81 83
CABLE FUNCTION 2298 8837 8888 8051 9905 9906 5553 5584 6109 6108 5158 5503 0535 0159 0159 8162 0157 5157 Line K for 30-pin diagnosis connector (pin 2) Positive for fuel filter heating contactor Positive for starter motor Positive from key switch (+15) / Line L for 30-pin diagnosis connector (pin 11) Positive from start from engine compartment button () Positive from stop from engine compartment button () Negative for pre-heating ON light Diagnosis connector (pin 28) CAN line, diagnosis connector (pin 22) CAN line, diagnosis connector (pin 21) Positive for accelerator pedal position sensors () / positive multiswitch () Negative for engine oil low pressure light Negative for EDC diagnosis light Negative from accelerator pressed switch ()/ multiswitch signal () Redundant negative from accelerator pressed switch () Negative conditioned air control () Negative for accelerator pedal position sensor () / Ground multiswitch () Signal from accelerator pedal position sensor () / multiswitch signal ()
() ()
F4AE0684H E (O & K application)

F4AE0684F (CNH application)
71
Common Rail NEF engines - CNH Sensors connector (C)
003211t
Wires input side view ECU PIN 2 4 5 7 9 10 12 17 18 19 20 21 23 24 25 27 28 29 30 31 32 33 34 35 36 WIRE COLOUR NW NP PY NY GY YR YN PN GN N U U R GO NG UO R PO YU PG YO FUNCTION Negative for pressure regulator Positive for pressure regulator Positive for engine oil pressure/temperature sensor Positive for air pressure/temperature sensor Positive for rail pressure sensor Negative for fuel temperature sensor Negative for coolant temperature sensor Negative for engine oil temperature/pressure sensor Negative for rail pressure sensor Positive for air pressure/temperature sensor Camshaft sensor Crankshaft sensor Crankshaft sensor Rail pressure sensor signal Air pressure sensor signal Air temperature signal Camshaft sensor Engine oil temperature sensor signal Fuel temperature sensor positive Engine oil pressure sensor signal Coolant temperature sensor positive
72
Common Rail NEF engines - CNH Key to electric/electronic components K1 = K2 = K3 = J1 J4 J7 = J8 = J9 = J10 = J11 = J12 = J13 = J14 = J15 = AVM= CAC = CD = IA = LC = PBC = SBPO = SDE = SPE = SVM = TL = MA = R1 = R2 = R3 = Pre-post heating contactor Starter motor contactor Fuel filter heating contactor J2 J3 = Electro-injectors, cylinders 1, 2, 3 respectively J5 J6 = Electro-injectors, cylinders 4, 5, 6 respectively Fuel pressure regulating solenoid valve on high pressure pump Propeller shaft sensor Camshaft sensor Pressure sensor on common rail Supercharging pressure sensor Oil pressure sensor Engine cooling fluid temperature sensor Fuel temperature sensor Accelerator Switch for starting from engine compartment () Conditioned air switch () 30-pin diagnosis switch Bodybuilder system CAN line Blink code button Oil pressure low light EDC diagnosis light Pre-heating light Switch for stopping from engine compartment () Torque limiter multiswitch () Engine starter EDC load simulation resistor Fuel filter resistor Pre-post heating resistor
( ) ()
F4AE0684H E (O &K applications) F4AE0684F (Fiat CNH)
73
A C connector diagram (all applications)
003212t
System power supply (+24 V). 74
Common Rail NEF engines - CNH F4AE0684F (B) connector diagram (CNH application)
003213t
System power supply (+24 V). The power supplies for remote control switches K1, K2, K3, and for engine starter have appropriate protections implemented by the preparation personnel.
75
F4AE0684H E (B) connector diagram (O & K applications)
003214t
System power supply (+24 V). The power supplies for remote control switches K1, K2, K3, and for engine starter have appropriate protections implemented by the preparation personnel. 76
Common Rail NEF engines - CNH Crankshaft sensor This is an inductive sensor located at the front left hand side of the engine. The crankshaft sensor produces signals obtained from a magnetic flux field closing through the openings in a phonic wheel fitted on the crankshaft. The crankshaft sensor is connected to the control unit on pins 25C 24C. The sensor impedance is 900 .
CRANKSHAFT SENSOR
50319
Timing sensor This is an inductive sensor located at the rear left hand side of the engine. The timing sensor generates signals obtained from a magnetic flux field closing through the holes in the timing gear on the camshaft. The signal generated by this sensor is utilized by the electronic control unit as an injection phase signal. Although it is similar to the flywheel sensor, these two devices are NOT interchangeable because of the different external shape. The timing sensor is connected to the control unit on pins 23C 30C. The sensor impedance is 900 .
TIMING SENSOR
50320
1 2 3
50342
50288
CONNECTOR
WIRING DIAGRAM ECU pin Camshaft sensor 24C 25C
Ref. 1 2 3 Signal Signal Shield
Description
Timing sensor 30C 23C
77
Air temperature-pressure sensor This component incorporates a temperature sensor and a pressure sensor. Mounted on the intake manifold, the sensor measures the maximum flow rate of air supplied, which serves to make an accurate calculation of the quantity of fuel to be injected in each cycle. The sensor is connected to the control unit on pins 21C 29C 10C 28C. The power supply is 5 volt Voltage at the sensor output is proportional to the detected pressure or temperature. Pin 21C 29C Temperature Pin 10C 28C Pressure Engine oil temperature-pressure sensor This component is analogous to the air temperature-pressure sensor. The engine oil temperature-pressure sensor is installed on the engine oil filter support in a vertical position. This sensor measures the engine oil temperature and pressure. The sensor is connected to the control unit on pins 19C - 33C - 9C - 35C. The sensor is supplied with 5 Volts. The signal detected is transmitted to the EDC control unit which, in turn, controls the relative device on the instrument panel (gauge + low pressure warning light). The oil temperature is not displayed on any gauges this value is used exclusively by the control unit. Pin 19C 33C Temperature Pin 9C 35C Pressure
50324
WIRING DIAGRAM ECU PIN OIL 19C 33C 9C 35C 78
50344
REF. 1 2 3 4 Ground
DESCRIPTION
AIR 21C 29C 10C 28C
NTC signal (temperature) +5 V power input Signal (pressure)
Common Rail NEF engines - CNH Fuel pressure sensor Mounted on one end of the rail, this sensor measures the internal fuel pressure and informs the control unit of the value (feedback). The injection pressure value is used as a pressure control feedback signal and to determine the duration of the electrical injection command. This sensor is connected to the control unit on pins 20C 27C 12C. The power supply is 5 Volt.
2 3
002112t
Fuel pressure sensor connector Ref. 1 2 3 Description Ground Signal Power supply ECU pin 20C 27C 12C
79
Electro-injectors The electro-injectors are effectively N.O. solenoid valves. Each injector is connected to the EDC control unit on connector A. The impedance of the coil of each injector is 0.56 - 0.57 . Ref. CONNECTOR 1 1 2 3 4 1 2 3 4 1 2 3 4 Description Cylinder 2 injector Cylinder 2 injector Cylinder 1 injector Cylinder 1 injector Cylinder 4 injector Cylinder 4 injector Cylinder 3 injector Cylinder 3 injector Cylinder 6 injector Cylinder 6 injector Cylinder 5 injector Cylinder 5 injector ECU pin 3A 6A 13 A 9A 5A 14 A 12 A 4A 10 A 15 A 16 A 11 A
CONNECTOR 2
CONNECTOR 3
50343
3
50349
80
Common Rail NEF engines - CNH Pre-post heating resistance and contactor The pre-post heating resistance is located on the intake manifold. The resistance serves to heat the air in pre / post heating operations. This resistance is powered by a contactor on the left hand side of the chassis. The resistance impedance is approximately 0.5 .
003215t
RESISTANCE
002371t
A. CONTROL CONTACTOR The control contactor is connected to the control unit on pins 4B 16B. The contactor is tripped with water and/or fuel temperature below 5 C. The contactor impedance is approximately 15 .
81
Coolant temperature sensor This is a variable resistance sensor able to read the coolant temperature in order to provide the control unit with an indication of the thermal status of the engine. The same signal is utilized by the control unit to drive an instrument panel gauge, if present. This sensor is connected to the control unit on pins 18C 36C. The impedance of the coolant temperature sensor at 20 C is approximately 2.50 k .
003194t
A. Coolant temperature sensor
82
Fuel temperature sensor This sensor is identical to the coolant temperature sensor. This sensor detects the fuel temperature to provide the control unit with a parameter defining the thermal status of the fuel. The fuel temperature sensor is connected to the control unit on pins 17C 34C. The sensor impedance at 20 C is approximately 2.50 k
1 2
50348
1. Fuel temperature sensor - 2. Filter heating resistance The ECU drives the filter heater contactor at fuel temperature 5 C.
1
50322
50321
NTC
CONNECTOR
REF. 1 2
DESCRIPTION Ground Temperature signal
ECU PIN COOLANT FUEL 18C 17C 36C 34C
83
Common Rail NEF engines - CNH High pressure pump pressure regulator
A. Pressure regulator
000912t
The quantity of fuel supplied to the high pressure pump is metered by the pressure regulator on the low pressure system; the pressure regulator is managed by the EDC7 control unit. Delivery pressure to the rail is modulated between 250 and 1450 bar by the electronic control unit by controlling the pressure regulator solenoid valve. This component is a N.O. solenoid valve. The solenoid is connected to the control unit on pins C5 - C7. The solenoid valve impedance is approximately 3.2 .
84
Common Rail NEF engines - CNH Engines F4AE0684H-E clutch sensor This is an electronic proximity switch supplied with 24 V. The clutch sensor is fitted to the clutch pedal and it detects the engine declutched condition. The sensor is equipped with a yellow signal LED that illuminates when the pedal is released. The sensor is connected to the control unit on pins 62B and 8B.
GROUND
(SIGNAL)
50332
1. Reading head 2. Fixing screws (torque 10 Nm) - 3. Brass body 4. Yellow LED 5. Connector
Ref. 1 2 3
Description Ground + 24 V power supply Signal
ECU pin 8B 62B
85
DIAGNOSIS METHODS
Currently the following diagnosis systems are available: BLINK CODE 30 pin diagnostics socket Dedicated strumentation
BLINK CODE DIAGNOSIS

EDC state indicator. After setting the key to start, the EDC indicator light illuminates, after which, if no anomalies are detected, the indicator light must extinguish. Depending on the presence or absence of possible faults, the indicator light can assume the following states: Light off indicator 1. No fault 2. Slight fault no impairment of performance fault can be interpreted with BLINK CODE and diagnostic tools. Indicator light steadily illuminated 1. Serious fault performance impaired in certain cases fault can be interpreted with BLINK CODE or diagnostic tools. Flashing indicator light 1. Very serious fault performance impaired in many cases, otherwise engine cuts out fault can be interpreted with BLINK CODE or diagnostic tools. Blink code activation / interpretation The blink code is activated by pressing the BLINK CODE button located near the U.C.I. The BLINK CODE identifies one fault at a time without distinguishing between currently active faults and intermittent faults. To display all codes in the memory, the Blink Code button must be pressed several times. The code is composed of two digits and it is displayed by low speed flashes followed by fast flashes. If there are no faults present in the system, the EDC indicator light will not communicate any information, illuminating only once. Each time you turn the key to start the EDC light must switch on; if this fails to occur, check the wiring and the light bulb. IMPORTANT The control unit must be detached and reattached only when the battery positive pole is disconnected.
86
Common Rail NEF engines - CNH EDC SW 3.3_1 (F4AE0684F) Blink Code
Blink code 1.4 1.8 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3.7 3.8 3.9 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 6.1 6.2 6.3 6.4 6.5 7.2* 7.6 Fault description VEHICLE Accelerator pedal signal EDC indicator light ENGINE 1 Coolant temperature sensor signal Turbocharge air temperature sensor signal Fuel temperature sensor signal Turbocharge pressure sensor signal Atmospheric pressure sensor signal Oil pressure sensor signal Oil temperature sensor signal Heated filter control relay Pre-post heating resistance control relay ENGINE 2 Battery voltage Pre-post heating indicator light Pre-post heating resistance 6 Cylinder INJECTORS Cylinder 1 injector solenoid valve Cylinder 2 injector solenoid valve Cylinder 3 injector solenoid valve Cylinder 4 injector solenoid valve Cylinder 5 injector solenoid valve Cylinder 6 injector solenoid valve Power stage 1 (cylinders 1 2 3) Power stage 2 (cylinders 4 5 6) ENGINE SPEED Crankshaft sensor signal Camshaft sensor signal Engine speed signal plausibility Engine overspeed Starter motor relay CHECK PANEL INTERFACES CAN line Oil pressure indicator light EDC Ind. light On Off On Off Off On Off On Off Off Off On Off Off On On On On On On On On On On On Flashing Off Off Off Power reduction 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0
* When CAN line is present on the electric system
Power reduction: 0= No power reduction 1= performances compairable to equivalent engine but intaken 2= 50% torque 3= limited engine speed 4= engine stop
87
Blink code 8.1 8.2 8.3 8.5 9.4 9.6 9.7
Fault description FUEL PRESSURE Fuel pressure control Fuel pressure signal Pressure regulator solenoid valve Rail min/max pressure error CONTROL UNIT Main relay After-run interrupted repeatedly Sensors power supply
EDC Ind. light Flashing Flashing Flashing Flashing On On On
Power reduction 3 3 3 4 0 3 0
Power reduction: 0= No power reduction 1= performances compairable to equivalent engine but intaken 2= 50% torque 3= limited engine speed 4= engine stop torque
003216t
with torque curves
88
power
003217t
with power curves Procedure for clearing the faults memory using the Blink Code button: Key switch set to OFF. Hold down the Blink Code button for between 4 and 8 seconds and, during this interval, switch on the key switch. Attention: do not insert / reinsert immediately the key contact after this operation but wait about ten seconds before switching it ON again.
89
TROUBLESHOOTING SW 3.3_1
Troubleshooting information is given in two clearly distinguished sections: - the first, ordered by Blink Code, concerns faults that can be directly recognized by the EDC 7 control unit. These fault types are mainly of an electrical electronic nature; - the second, ordered by symptom, describes the possible faults that cannot be directly recognized by the electronic control unit. These faults are mainly of a mechanical hydraulic nature. - Troubleshooting is a supplementary activity that integrates rather than replaces fault diagnosis performed with the specific electronic diagnostic instruments. Notes for correct use. - If the fault is among those that can be recognized directly by the control unit, consult Troubleshooting section 1 for information and additional suggestions to assist in solution of the problem. - If the electronic fault diagnosis procedures indicate that there are no anomalies, although the problem persists, consult Troubleshooting section 2 and base your research on the symptoms reported by the customer.
90
Section 1
BLINK CODE NOTES Power loss. Fast idle speed with no change when pedal is pressed, or
EDC INDICATOR LIGHT
POSSIBLE CAUSE (*) = if present in the application
POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION
1.4
On
(*)
Accelerator pedal potentiometer shorted to positive or shorted to ground; accelerator pedal power supply voltage too high; faulty potentiometer.
TROUBLESHOOTING
91
with accelerator pedal in rest position the engine runs at fast idle speed. Pressing the accelerator pedal causes the engine rpm to increase progressively and uncontrollably. When pedal is completely released engine speed decreases slowly and without control until reaching fast idle speed.
Read parameters with the diagnostic instrument to check the change from 0% to 100% of the potentiometer signal and ON-OFF status change of idle speed switch. If result is negative, use multitester to take a direct reading on the component connector to check for resistance changes when the potentiometer is activated and for ON-OFF status change of the idle speed switch. If the component is working correctly, check wiring and connections between the component and the EDC connector pins B50 B55 B73 B81 B83.
BLINK CODE NOTES Depending on the type of fault, the LED on the Blink Code button may have the same behaviour as the main indicator light, or it may function differently. (*)
EDC INDICATOR LIGHT
1.8
Off
(*)
Check wiring and connections of indicator EDC indicator light on The indicator light never light with EDC connector dashboard is faulty or illuminates when key switch pins B28 B64. wiring is shorted to positive, is set to ON, or remains shorted to ground, or in illuminated when key switch open circuit. is set to OFF. Use multitester to take a direct reading on the sensor (R = approx. 2.5 kOhm at 20 C). If the sensor is working correctly, check wiring and connections between sensor and EDC connector pins C18 - C36. Take reading with multitester directly on sensor between pins 1 and 2 (R = approx. 2.5 kOhm at 20 C). If the sensor is working correctly check wiring and connections between sensor and EDC pins C21 C29.
2.1
On
Engine coolant temperature sensor short circuit to positive, short circuit to ground, or open circuit.
Common Rail NEF engines CNH
92
2.2
Off
Air temperature sensor (integrated with air pressure sensor) on intake manifold is shorted to positive, shorted to ground, or in open circuit.
BLINK CODE NOTES Take reading with multitester directly on sensor (R = approx. 2.5 kOhm at 20 C). If sensor is working correctly check wiring and connections between sensor and EDC connector pins C17 C34.
EDC INDICATOR LIGHT
2.3
Off
Fuel temperature sensor shorting to ground, shorting to positive, or open circuit.
2.4
On
93
Air pressure sensor (integrated with air temperature sensor) on intake manifold shorting to ground, open circuit, shorting to positive, or supplied with current outside the minimum or maximum limits. The sensor cannot be replaced individually.
Use multitester to check sensor power supply voltage. If voltage is approximately 5V, renew sensor. If voltage is too high or too low, check wiring and connections between sensor and EDC connector pins C10 C28. If engine/EDC control unit is given a paint coating, the sensors ability to detect atmospheric pressure may be impaired. Use multitester to check Only when the sensor is sensor power supply connected to the EDC control voltage. unit. If voltage is approximately 5V, renew sensor. If voltage is too high or too low, check wiring and connections between sensor and EDC connector pins C9 C35.
2.5
Off
Atmospheric pressure sensor (integrated in control unit) shorting to ground, shorting to positive, or open circuit.
2.6
On
Oil pressure sensor (incorporated in oil temperature sensor) shorting to ground, shorting to positive, or in open circuit.
BLINK CODE NOTES Take reading with Only when the sensor is multitester directly on the connected to the EDC control sensor between pins 1 and unit. 2 (R = approx. 2.5 kOhm at 20 C). If sensor is working correctly, check wiring and connections between sensor and EDC connector pins C19 C33.
EDC INDICATOR LIGHT
2.7
Off
Oil temperature sensor (integrated with oil pressure sensor) shorting to ground, shorting to positive, or open circuit.
2.8.
Off
Fuel filter heater relay faulty.
94
Active fault diagnosis with diagnostic instrument. If result is negative, renew relay and repeat active diagnosis. If fault persists, check wiring and connections between relay and EDC connector pins B2 B36. Active fault diagnosis with diagnostic instrument. If result is negative, use multitester to check relay (R = approx. 15 Ohm). If relay is working correctly, check wiring and connections between relay and EDC connector pins B4 B16.
2.9
Off
Pre-post heating resistance Possible starting difficulty in control relay faulty. very low ambient temperatures, smoking exhaust immediately after starting.
BLINK CODE NOTES Perform appropriate checks on batteries and charging system. Might not be a problem of excessively high or low voltage, but rather voltage that is read as being too If the batteries are in good high or low by the control condition and the charging circuit is working properly check unit. the efficiency of the chassis ground connections and ensure that connectors supplying power to the EDC control unit are free of signs of incrustation or oxidation.
EDC INDICATOR LIGHT TESTS OR RECOMMENDED ACTION
POSSIBLE ASSOCIATED FAULTS (*) = if present in the application
3.7
On
Battery voltage signal is not Fast idle speed. plausible (too high or too low).
3.8
Off
95
Possible starting difficulty with very low ambient temperature, smoke from exhaust immediately after starting.
Preheating indicator light bulb is faulty or wiring shorting to positive, shorting to ground, or open circuit.
Indicator light never illuminates or remains constantly illuminated even when the key switch is set to OFF. Possible starting difficulty (in the presence of very low ambient temperature) and smoking exhaust when starting because user is not provided with indications on preheating.
Active diagnosis with diagnostic instrument. If result is negative, renew the indicator light and repeat the active diagnosis procedure. If problem persists, check wiring and connections between the indicator light and EDC connector pin B46.
3.9
Off
Preheating is not working correctly.
Use multitester to check the continuity of the preheating resistance in the intake manifold (R = approx. 0.5 Ohm). If the component is working correctly, check wiring and connections between heating resistance and relative control relay.
BLINK CODE NOTES In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.7. Engine running without one Check correct tightening of the cylinders. torque (1.5 0.25 Nm) of nuts responsible for fixing wires on injector solenoid valve.
EDC INDICATOR LIGHT
5.1
On
Electrical fault on injector no. 1.
96
Check injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if coil is found to be faulty. If coil is working correctly check wiring and connections between the solenoid valve and EDC connector pins A9 - A13 by means of pins 3 and 4 of over-head connector 1.
BLINK CODE NOTES In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.7. Engine runs without one of the cylinders. Check the correct tightening torque (1.5 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A3 A6 by means of pins 1 and 2 of over-head connector 1.
EDC INDICATOR LIGHT
5.2
On
Electrical problem on injector no. 2.
97
Engine runs without one of the cylinders. Check the correct tightening torque (1.5 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A4 A12 by means of pins 3 and 4 of over-head connector 2. In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.7.
5.3
On
Electrical problem on injector no. 3
BLINK CODE NOTES In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.8. Engine runs without one of the cylinders. Check the correct tightening torque (1.5 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A5 A14 by means of pins 1 and 2 of over-head connector 2.
EDC INDICATOR LIGHT
5.4
On
98
Engine runs without one of the cylinders. Check the correct tightening torque (1.5 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A11 A16 by means of pins 3 and 4 of over-head connector 3. In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.8.
5.5
On
BLINK CODE NOTES In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electro-injector, resulting in operation of only half of the total number of cylinders and generation of error 5.8. Engine runs without one of the cylinders. Check the correct tightening torque (1.5 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A10 A15 by means of pins 1 and 2 of over-head connector 3. Clear faults memory and restart engine. If the fault persists, make sure that it is not caused by injector failure (see note 5.X). The part cannot be replaced individually.
EDC INDICATOR LIGHT
5.6
On
99
5.7
On
Power stage 1 for supplying Engine runs on just 3 power to electro-injectors cylinders. 1-2-3.
It may occur that the case of the electronic control unit is shorting with the battery positive (accidental connection made via a wrench or other metal object).
BLINK CODE NOTES This may occur if the external enclosure of the unit has been shorted with the battery + (accidental connection via wrench or other metal object). Clear faults memory and restart engine. If the fault persists, make sure that it is not caused by injector failure (see note 5.X). The part cannot be replaced individually.
5.8
On
Power stage 2 supplying Engine runs on 3 cylinders. power to electroinjectors 4-5-6.
6.1
On
This failure is not detected with the engine off. The engine does not start because the starter motor is deactivated by the control unit.
Crankshaft sensor: The engine does not start. signal not present or not Slight reduction in power plausible. and increased noise as the control unit is unable to handle the advance and duration of the injection as therefore refers to a recovery map.
100
Check that the sensor is clean and correctly secured. Check that the phonic wheel is clean and that it works correctly. Check that the sensor works correctly (R 920 ). If the sensor works correctly, check the wiring between the sensor connector (wiring side) pin 1 and EDC connector pin C25; between sensor connector (wiring side) pin 2 and the EDC connector pin C24.
6.2
On
Camshaft sensor: signal Engine hard to start in any not present or not condition. plausible.
Check that the sensor is clean and correctly secured. Check that the phonic wheel is clean and that it works correctly. Check that the sensor works correctly (R 920 ). If the sensor works correctly, check the wiring between the sensor connector (wiring side) pin 1 and EDC connector pin C25; between sensor connector (wiring side) pin 2 and the EDC connector pin C24.
The failure is not detected with the engine off. If the camshaft signal is incorrect, the crankshaft phase sensor signal is used in its place. This error is always associated to 6.3.
BLINK CODE NOTES Failure memory read: check the environmental conditions associated with this type of error. If the error was stored at an engine rate lower than 650 r.p.m., clear the failure memory and release the vehicle.
6.3
On
Engine speed reading is not plausible.
101
Engine fails to start or cuts out.
On the contrary, check that the damper flywheel and phonic wheel on the crankshaft are working correctly and that the two sensors are clean and correctly secured.
At times only error 6.3 is stored while in reality the camshaft signal is faulty. In this case perform the checks indicated to solve error 6.2. This error could be stored randomly if the engine is turned off using the push-button underneath the cabin. If the damper flywheel is deteriorated, it results as being locally deformed and, if the cover junction areas have started to give, traces of silicone will be noted in the surrounding area. Check that the phonic wheel is clean and that it rotates without axial oscillation caused by possible deformation.
6.4
Flashing
Engine overspeed.
Check for causes that could have resulted in a sudden loss of engine load with consequent overspeed, or (in the case of road vehicle applications) instruct the user on correct driving techniques. Use a multitester to check the Only when the starting of the relay. engine is handled by the EDC If the relay is in good working control unit. order, check the wiring and connections between the relay and EDC connector pin B27.
6.5
On
Faulty starter motor relay.
BLINK CODE NOTES (*) Possible malfunction or error signals in electronic control devices connected on CAN. Check wiring, connections and burden resistor (120 ohm).
EDC INDICATOR LIGHT
7.2
Off
(*)
CAN line hardware fault.
On applications that do not use the CAN line, this is masked by a 120 Ohm resistor.
7.6 If result is negative, renew indicator light and repeat active diagnosis. If fault persists, check wiring and connections between indicator light and EDC connector pin B63 and check correct power supply to pressure gauge with integral indicator light.
Off
Oil pressure indicator light Setting the key switch to faulty, or wiring shorted to ON the indicator light fails positive, shorted to ground, to illuminate, or in open circuit. or remains constantly lit.
Active fault diagnosis with diagnostic instrument.
Only when the low oil pressure signal and indicator light are not controlled by the EDC unit.
102
BLINK CODE NOTES Further details regarding checks to carry out on the fuel circuit are given in Troubleshooting Section 2. Substantial power loss. In the event of an injector remaining occasionally jammed open, sudden and temporary performance impairment, with starting possible and good operation at low engine speeds and low loads, but problem occurring at high speeds and with high loads. Check that there are no fuel leaks in the high pressure section between pump and rail or inside the cylinder head. Check to ensure that fuel is reaching the high pressure pump without obstruction (air hole in aspirated section, filter or prefilter clogged, pipes blocked, substantial fuel leakage).
EDC INDICATOR LIGHT
8.1
Flashing
Fault in fuel pressure modulation
(the control unit must modify the control signal to the pressure regulator excessively in order to modulate the calculated pressure in the rail).
103
If a flow limiter valve has tripped, identify the malfunctioning injector and renew both injector and relative high pressure inlet connector.
8.2
Flashing
Rail pressure sensor signal Substantial power loss shorted to positive, shorting to ground, or open circuit.
Read parameters with fault diagnosis instrument. Check wiring and connections between sensor and EDC connector pins C12 C20 C27. If all is in order, renew the sensor.
BLINK CODE NOTES It is not possible to replace only the pressure regulator. Use multitester to check condition of pressure regulator solenoid valve. If component is functional, check wiring and connections between regulator and EDC connector pins C4 C5.
EDC INDICATOR LIGHT
8.3
Flashing
Pressure regulator ground Significant power drop. fault, or shorting to positive, or open circuit. Code 8.1 could be present.
8.4
Flashing
Significant power drop
Renew rail relief valve.
104
Fault in operation of rail relief valve (only regards dual stage relief valves).
8.5
Flashing
Anomaly of pressure values Significant power drop. in rail Possible simultaneous signalling of codes 8.1 and (pressure has fallen to 8.4. minimum or exceeded maximum values).
Check to see whether fuel is reaching high pressure pump without obstructions (clogged air hole in aspirated section, filter, or prefilter, pipes blocked, ample leakage of fuel). Check that there are no fuel leaks in the high pressure section between pump and rail or inside the cylinder head.
BLINK CODE NOTES The main relay is incorporated in the EDC control unit and cannot be renewed separately. Control unit remains Try removing and then constantly powered and refitting the fuse (to reset EDC indicator light remains the control unit). On even with key switch set to Off. Battery discharges.
EDC INDICATOR LIGHT
9.4
On
Main relay fails to disconnect.
9.6
On
Anomaly in check routine that control unit executes on system each time engine is stopped.
Substantial power reduction.
Warm up engine, bring it to slow idle speed and then perform correct shut-down.
Error could be stored in memory also in case of engine operating in conditions other than those of the application (e.g. engine on test bench without inertial loads).
105
Check condition and correct installation of EDC sensors connector (C). Engine fails to start or cuts out, or starting is difficult and engine malfunctions.
9.7
On
Sensors power supply fault. Storage of error on all sensors supplied from the EDC control unit.
SIGNALLED FAULT Check fuel level in tank.
POSSIBLE CAUSE (*) = if present in the application RECOMMENDED TESTS OR ACTION NOTES
Poor performance under load demands.
Low fuel level in tank.
Possible hunting and exhaust smoke.
Possible exhaust smoke derives from the fact that if insufficient fuel is supplied, the control unit attempts to compensate by extending the injectors energization time.
Possible error 8.1. Check that the priming pump on the prefilter is working correctly. If the knob on the pump remains drawn to the bottom of the depression stroke, disassemble the fuel tank lift pipe and inspect it. If the lift pipe is in good condition, renew the prefilter.
Section 2 Non B.C. Failures
Fuel lift pipe in tank partly clogged with debris or due to distortion caused by overheating.
106
SIGNALLED FAULT (contd.) RECOMMENDED TESTS OR ACTION NOTES
Poor performance under load demands.
Air inlet upline from the fuel Check O-Rings and correct connection of feed gear pump. unions on pipelines between tank and feed pump (clips must be protruding and unions securely fastened). Possible hunting and exhaust smoke. Leakage of fuel from unions or low pressure pipelines downline from the fuel feed pump. Check O-Rings and correct connection of unions on pipelines downline from feed pump (clips must be protruding and unions securely fastened). Visually check condition of low pressure pipelines. Unless the leak is copious, no performance anomalies will be noted. To check the condition of the O-Rings, extract the fuel return line from the tank, plug the end of the line hermetically, and activate the priming pump in order to pressurize the low pressure circuit.
Possible error 8.1
107
Excessive passage of fuel through the rail relief valve. POSSIBLE CAUSE (*) = if present in the application Renew fuel filter.
Disconnect pipelines and visually check for significant passage of fuel through the relief valve: if fuel is present in substantial quantity, renew the valve.
SIGNALLED FAULT
RECOMMENDED TESTS OR ACTION
NOTES
Engine cuts out suddenly Clogged fuel filter. (with no prior uneven running) and fails to restart.
Remedy cause of fuel filter clogging (empty and clean tank and the part of the hydraulic circuit upline from the filter, refill tank with clean fuel).
SIGNALLED FAULT High pressure pump not working properly. After having excluded all other possible causes, renew high pressure pump.
Difficult starting and poor performance in all conditions.
SIGNALLED FAULT Faulty injector can be easily identified by touch due to the absence of pulsing in the relative high pressure pipeline.
POSSIBLE CAUSE (*) = if present in the application RECOMMENDED TESTS OR ACTION
NOTES
Difficult starting, poor Injector with shutter or performance, and engine runs solenoid core (mechanical without one cylinder. part) jammed open.
108
In the event of slight leakage, such as to prevent the mechanical operation of the injector but not sufficient to cause the flow limiter to operate, no error will be generated in the control unit. If flow limiter operates, also error 8.1 will be generated.
SIGNALLED FAULT The injector that is not working can be identified by touch due to the absence of pulsing of the corresponding high pressure pipeline.
Starting the engine takes at Injector irreversibly jammed least 20 seconds with large open. quantities of white smoke from the exhaust and odour of fuel.
SIGNALLED FAULT
POSSIBLE CAUSE (*) = if present in the application Anomalous vibration Renew the pipeline, taking care to fully caused by loosening of pipe tighten the antivibration bracket screws. brackets.
RECOMMENDED TESTS OR ACTION
NOTES It is very important, apart from correct tightening of the screws, to maintain the brackets in their original position.
109
POSSIBLE CAUSE (*) = if present in the application Injector jammed in closed position.
Rupture of high pressure pipeline from pump to rail.
SIGNALLED FAULT
RECOMMENDED TESTS OR ACTION Find the injector that is not working and renew the injector and relative high pressure inlet connector.
NOTES The injector that is not working can be identified by touch due to the absence of pulsing of the corresponding high pressure pipeline.
Engine runs without one of the cylinders though no fault is generated on the control unit.
MAINTENANCE
Replacing electro-injectors Removal Activate safety conditions (may vary in relation to the application). disconnect the battery cables; disconnect the oil vapour pipes from the rocker cover and remove the rocker cover; remove the engine wiring harness re taining clips; disconnect the engine wiring harness from the electro-injector connectors, the overpressure sensor, and the temperature/pressure sensor; detach the pipes from the hydraulic accumulator and the fuel inlet connectors for the electro-injectors.
4 5 6
7
000917t
Loosen tappet fixing nuts (1) and unscrew the adjusters. Remove screws (2), remove rocker assy. (3) composed of support (6) rockers (4) and spindles (5), and remove bridges (7) from the valves.
When loosening the fixing union of the pipe to the hydraulic accumulator, use a wrench to prevent the flow limiters from turning.
1 2
000918t
Remove the electro-injector fixing screws and use tool 99342101 (1) to extract the electro-injectors (2) from the cylinder head. Replacement
000916t
Remove screws (1) and detach electroinjector wiring housing (2) complete with gasket. Remove screws (5) and detach the air temperature/pressure sensor (6). Remove nuts (3) and extract the fuel inlet connectors (4). 110
3 1 2
000930t
Equip the electro-injector (1) with a new O-ring (2), pre-lubricated with Vaseline and a new seal washer (3).
000919t
000921t
Insert the electro-injectors (1) into their locations in the cylinder head, oriented in such a way that the fuel inlet hole (2) is facing the fuel inlet connector bore side (3). Snug the fixing screws without tightening.
To bed in the electro-injectors use tool 99342101.
Use a torque wrench to gradually and alternately tighten electro-injector fixing screws (1) to 8.5 0.8 Nm and torque nuts (2) fixing fuel inlet connectors (3) to 50 Nm.
000917t 000920t
Fit a new fuel inlet pipe (2) and a new O-ring (3). Smear Vaseline on O-ring (3) before being fitted on inlet pipe (2). When inlet connector (2) is inserted into the bore in the cylinder head, orient the connector so that the centring ball (5) is aligned with the location (4) in the head.
Check that the tappet adjusters (1) are unscrewed to prevent them sticking when fitting the rocker assy. Equip the valves with their bridges (7). The notches () on the bridges must be oriented towards the exhaust manifold side. Now fit the rocker assys. (3) composed of support (6), rockers (4) and spindles (5), and fix them to the cylinder head by torquing fixing screws (2) to 36 Nm.
During this procedure orient electroinjector (1) in such a way that the pipe fits correctly into the injectors fuel inlet bore (2). 111
Common Rail NEF engines - CNH Complete the assembly operation by performing the disassembly steps in reverse order, observing the following prescriptions: Tighten the electro-injector connector fixing nuts to the prescribed torque; Fit the high and low pressure pipes in accordance with the procedures given in the heading covering the main interventions on the installed engine; Fill the cooling circuit with coolant and bleed out the air.
000937t
Adjust clearance between rockers and valves by means of Allen wrench (1), ring spanner (3) and feeler gauge (2). Operating clearance must be: - 0.05 mm - intake valves 0.25 0.05 mm - exhaust valves 0.50 0.05 mm In order to adjust the rocker valves operating clearance more rapidly, proceed as follows. Turn the crankshaft and balance the valves of cylinder no. 1 and adjust the clearance of the valves marked with an asterisk in the table: cylinder no. intake exhaust 1 2 7 3 7 4 7 5 7 6 7 7
Checks and inspections Start the engine, leave it running at slightly above idle speed, and wait for the coolant temperature to reach the thermostat opening value before checking that:
There are no leaks from the engine cooling circuit hoses and the cab heating hoses. Tighten the hose clamps wherever necessary.
Turn the crankshaft, balance the valves of cylnider no. 6 and adjust the clearance of the valves marked with an asterisk in the table: cylinder no. intake exhaust 1 7 7 2 7 3 7 4 7 5 7 6 -
112
Crankshaft front cover Replacing the oil seal ring
000902t
000900t
Apply tool 99340055 (4) to the crankshaft front spigot (2). Working through the guide holes of tool 99340055 (4), drill into the internal seal ring (1) with a 3.5 mm bit to a depth of 5 mm. Secure tool 99340055 (4) to the ring (1) by screwing down the 6 screws (5) supplied. Now extract seal ring (1) by tightening screw (3).
Fit, to crankshaft front spigot (6), part (4) of tool 99346252; secure this part with screws (5) and then fit the new seal ring (7) over the tool. Fit part (2) to part (4) and then tighten nut (3) until seal ring (7) is inserted fully home in front cover (1).
000904t
Apply the appropriate pry bar (3) of tool 99363204 to external seal ring (2) as shown in the figure, and then use lever (4) to remove the seal ring from the front cover (1).
113
Common Rail NEF engines - CNH Flywheel housing Replacing the seal ring
000901t
000903t
Apply tool 99340056 (3) to the crankshaft rear spigot (5). Working through the guide holes of tool 99340056 (3), drill into the internal seal ring (1) with a 3.5 mm bit to a depth of 5 mm. Secure tool 99340056 (3) to ring (1) and by screwing down the 6 screws (4) supplied. Now extract seal ring (1) by tightening screw (2).
Fit, to the crankshaft rear spigot (6), part (5) of tool 99346252; secure this part with screws (4) and then fit the new seal ring (3) over the tool. Fit part (1) to part (5) and tighten nut (2) until seal ring (3) is inserted fully home in flywheel housing (7).
000904t
Apply the appropriate pry bar (3) of tool 99363204 to external seal ring (2) as shown in the figure, and then use lever (4) to remove the seal ring from the flywheel housing (1).
114
Common Rail NEF engines - CNH Flywheel housing
000905t
DIAGRAM OF LOCTITE 5205 APPLICATION ZONE Weight of flywheel housing: 23 kg
000906t
* Not present on F4AE0684H-E engines
DIAGRAM OF FLYWHEEL HOUSING FIXING SCREW TIGHTENING SEQUENCE m12 screws 75 - 95 Nm m10 screws 44 - 53 Nm 115
Common Rail NEF engines - CNH Rear gear case
000908t
DIAGRAM OF LOCTITE 5999 APPLICATION ZONE
000907t
TIGHTENING SEQUENCE DIAGRAM FOR REAR GEAR CASE FIXING SCREWS M12 screws 65 - 89 Nm M8 screws 20 - 28 Nm M10 screws 42 - 52 Nm
116
TOOLS
TOOL No. DESIGNATION
99305018
Case with complete equipment for valve seat regrinding
99305047
Spring load checker
99317915
Three insert wrench set (14 -17-19 mm)
99322205
Rotary stand for assembly overhaul (capacity 1000 da N, couple 120 da N/m)
99340055
Crankshaft front seal puller
99340056
Crankshaft rear seal puller
117

99341001
Double effect bridge
99341009
Pair of brackets
99341015
Clamp
99342101
Injector puller
99346252
Driver for crankshaft front oil seal
99346253
Driver for crankshaft rear oil seal
118
TOOL No.
DESIGNATION
99360076
Engine oil filter wrench
99360183
Pliers for removal and fitting of piston rings (65110mm)
99360268
Tool for removal and fitting of engine valves
99360330
Flywheel turner
99360362
Drift for removing and fitting camshaft bushings (use with 99370006)
99360500
Tool for lifting the crankshaft
119

99360595
Equalizer for removing and fitting engine
99360605
Strap retainer for inserting piston in cylinder liner (60-125mm)
99361037
Brackets for securing engine to rotary stand 99322205
99363204
Oil seal puller tool
99370006
Grip for interchangeable tappers
99370415
Comparator-holder base for various measurements (use with 99395603)
120
TOOL No.
DESIGNATION
99389829
Fit-on torque wrench 9X12 (5-60 Nm)
99389834
Torque driver for calibrating tightening torque of injector solenoid valve connector nuts
99395216
Pair of measurement devices for angular tightening with and " square attachment
99395363
Connecting rod quadrature control square
99395603
Comparator (0-5mm)
121
TIGHTENING TORQUES
PART M8 cylinder liner lubrication nozzles fixing screw M12 crankshaft cap fixing screws TORQUE Nm 15 3 50 6 80 6 90 5 82 12 2 77 12 47 5 24 4 10 2 81 24 4 24 4 24 4 36 4 60 5 60 5 43 5 105 5 24 4 24 4 36 5 12 2 8.5 0.8 50 5 82 24 4 77 12 24 4 20 2 35 5 55 5 90 5 90 5 kgm 1.5 0.3 5 0.6 8 0.6 0.8 0.2 1.2 0.2 7.7 1.2 4.7 0.5 2.4 0.4 1 0.2 0.8 0,1 2.4 0,4 2.4 0.4 2.4 0.4 3.6 0.4 6 0.5 4.3 0.4 10.5 0.5 2.4 0.4 2.4 0.4 3.6 0.5 1.2 0.2 0.85 0.08 5 0.5 0.8 0.2 2.4 0.4 7.7 1.2 2.4 0.4 2 0.2 3.5 0.5 5.5 0.5
Phase 1 Phase 2 Phase 3
M6 camshaft sensor stud bolts M8 fuel feed pump stud bolts M12 rear gear case fixing screw M10 rear gear case fixing screw M8 rear gear case fixing screw M6 camshaft sensor nut M8 oil pump screw M8 front cover screw M8 camshaft longitudinal retainer plate fixing screw M8 timing gear fixing screw M11 connecting rod caps fixing screw M10 crankcase soleplate fixing screw M18 high pressure pump gear fixing screw M8 fuel pump fixing nuts 1/2 inch plug on cylinder head 1/4 inch plug on cylinder head 3/4 inch plug on cylinder head M6 injector fixing screw Injector supply union fixing nut M6 fixing nut for preheating grid on intake manifold M8 intake manifold fixing screw M12 screw for engine hoisting rear brackets M8 common rail fixing screw M14 unions for high pressure fuel pipes M12 cylinder head fixing screw (121.75130) M12 cylinder head fixing screw (121.75150) Phase 1 Phase 2
Phase 1 Phase 2
Phase 1 Phase 2 Phase 3
Tightening sequence
000926t
F = Front
122

PART Rocker support fixing screw Valve clearance adjuster nut M14 screw fixing supply line from high pressure pump to common rail M8 high pressure pipe union fixing screw M6 fixing screw for cylinder head wiring feed-thru connector M8 fixing screw for injector feeding wiring support Wiring fixing nuts on each electro-injector M12 fixing screw for fuel filter bracket M8 fixing screw for fuel filter support Fuel filter M22 fixing screw for oil pressure adjuster valve on oil filter support M8 screw, radiator, oil seal and oil filter support Oil filter 11/8 inch attachment on filter support for turbine lubrication M12 fixing nut for turbine lubrication pipeline M10 fixing screw for coolant inlet attachment 90 curve fixing (if necessary) on engine coolant inlet attachment Pipeline on cylinder head for compressor cooling M6 fixing screw for engine coolant discharge union Fixing of engine block studs for exhaust manifold M10 exhaust manifold to cylinder head fixing screw M12 damper flywheel adapter fixing screw and damper flywheel fixing to crankshaft M10 pulley to crankshaft fixing screw M8 water pump fixing screw M10 auxiliary equipment drive belt tensioners fixing screw M10 fixing screw for auxiliary equipment drive belt fixed pulleys M10 flywheel housing fixing screw M12 flywheel housing fixing screw M6 engine control unit heat exchanger fixing screw M8 engine control unit heat exchanger fixing screw M12 inletoutlet attachment on heat exchanger M8 valves cover fixing screw M6 camshaft sensor fixing screw M6 crankshaft sensor fixing screw M14 engine coolant temperature sensor fixing screw M5 oil pressure temperature sensor fixing screw Fuel pressure sensor fixing screw M14 fuel temperature sensor fixing screw Phase 1 Phase 2 TORQUE Nm 36 5 24 4 20 2 24 4 10 2 24 4 1.5 0.25
kgm 3.6 0.5 2.4 0.4 2 0.2 2.4 0.4 1 0.2 2.4 0.4 0.150.025
77 8 7.7 0.8 24 4 2.4 0.4 contact + 3/4 revolution 80 8 8 0.8 24 4 2.4 0.4 contact + 3/4 revolution 24 4 10 2 43 6 24 4 22 2 10 2 10 2 53 5 50 5 90 68 7 24 4 43 6 43 6 85 10 49 5 10 2 24 4 12 2 24 4 82 82 20 3 61 35 5 20 3 2.4 0.4 1 0.2 4.3 0.6 2.4 0.4 2.2 0.2 1 0.2 1 0.2 5.3 0.5 5 0.5 6.8 0.7 2.4 0.4 4.3 0.6 4.3 0.6 8.5 1 4.3 0.5 1 0.2 2.4 0.4 1.2 0.2 2.4 0.4 0.8 0.2 0.8 0.2 2 0.3 0.6 0.1 3.5 0.5 2 0.3
123
Common Rail NEF engines - CNH PART

Air temp./press. sensor fixing screw on intake manifold M12 engine oil level sensor fixing screw Turbine fixing to exhaust manifold: studs M10 nuts M10
TORQUE Nm
61 12 2 71 43 6
kgm
0.6 0.1 1.2 0.2 0.7 0.1 4.3 0.6
M12 adapter on turbine for lubricating oil pipeline (inlet) Pipeline fixing on M10 adapter for turbine lubrication Oil pipeline to crankcase fixing on M10 adapter for turbine lubric. M8 oil discharge pipeline fixing on turbine Fixing of M6 union for oil return from cylinder head to flywheel housing M12 flywheel fixing screws Stage 1 Stage 2 M8 engine hoisting front bracket fixing screw Engine oil sump fixing screw
35 5 35 5 43 6 24 4 10 2 30 4 60 5 24 4 24 4
3.5 0.5 3.5 0.5 4.3 0.6 2.4 0.4 1 0.2 3 0.4 2.4 0.4 2.4 0.4
AUXILIARY EQUIPMENT PART Alternator: M10 bracket fixing screw on water inlet connection M10 alternator fixing nut Air conditioner: M10 bracket fixing screw M10 compressor fixing screw Starter motor: Starter motor fixing screw TORQUE Nm 43 6 43 6 43 6 24 4 43 6
kgm 4.3 0.6 4.3 0.6 4.3 0.6 2.4 0.4 4.3 0.6
124
ASSEMBLY CLEARANCE DATA

F4AE0684 Type H CYLINDER BLOCK AND CRANK MEMBERS Cylinder liners 1 E mm 102,01 - 102,03 F
Pistons: supplied as spares type Distance X Outside diameter 1 Seat for pin 2 Piston cylinder liners Pistons diameter 1
12 101.883 - 101,.97 40.008 40.014 0.113 0.147 0.5
Protrusion of pistons from crankcase X
0.28 - 0.52
Gudgeon pin Gudgeon pin pin seat
39.9968 - 40.0032 0.0048 0.0172
125
Common Rail NEF engines - CNH F4AE0684 Type H CYLINDER BLOCK AND CRANK MEMBERS Piston type X1* X2 X3 * measured on 98 mm S1* Piston rings S2 S3 * measured on 98 mm 1 Piston rings grooves 2 3 Piston ring grooves Piston rings Piston ring gaps in cylinder liner: X1 X2 X3 Small end bushing seat 1 Connecting rod bearing seat 2 Small end bushing diameter outside 4 inside 3 Big end bearing shells supplied as spares S Small end bushing seat Gudgeon pin bushing E mm 2.705 - 2.735 2.420 - 2.440 4.020 - 4.040 2.560 - 2.605 2.350 - 2.380 3.975 - 4.000 0.100 - 0.175 0.040 - 0.090 0.020 - 0.065 0.5 F
0.22 - 0.32 0.60 - 0.85 0.25 - 0.55 42.987 - 43.013 72.987 - 73.013
43.279 - 43.553 40.019 - 40.033 1.955 - 1.968 0.266 - 0.566 0.0362 0.0158
126
F4AE0684 Type H CYLINDER BLOCK AND CRANK MEMBERS Measurement distance X Maximum error on parallelism of connecting rod axes = Main journals Crankpins Main bearing shells 1 2 E mm F
82.99 - 83.01 68.987 - 69.013 2.456 - 2.464 1.955 - 1.968
S1* Big end bearing shells S2* * supplied as spare parts Main bearing housings: no 17 3 no 23456 3 Bearing shells main journals: no. 17 no. 23456 Bearing shells crankpins Main bearing shells Big end bearing shells Main journal of thrust bearing
87.982 - 88.008 87.977 - 88.013
0.041 - 0.119 0.041 - 0.103 0.033 - 0.041 + 0.250; + 0.500
X1
37.475 - 37.545
Main bearing housing of thrust bearing X2
25.98 - 26.48
Shoulder half rings Crankshaft shoulder
X3
37.28 - 37.38 0.068 - 0.41
127
Common Rail NEF engines - CNH F4AE0684 Type H CYLINDER HEAD TIMING SYSTEM Valve guide seats on cylinder head Valves: 4 4 Valve stem and valve guide Seat on head for valve seat: 1 1 Valve seat outside diameter; angle of valve seats on cylinder head: 2 2 Recessing X X Between valve seat and head Valve seats 34.837 - 34.863 6.970 - 6.999 60 - 0.25 6.970 - 6.999 45 - 0.25 0.052 - 0.092 34.837 - 34.863 7.042 - 7.062 E F
34.917 - 34.931 60 34.917 - 34.931 45 0.59 - 1.11 0.96 - 1.48
0.054 - 0.094 0.054 - 0.094 -
128
F4AE0684 Type H CYLINDER HEAD TIMING SYSTEM Valve spring height: free spring under load of: 339.8 9 N 741 39 N Injector protrusion E mm H H1 H2 X 47.75 35.33 25.2 not adjustable F
Seats for camshaft bushings n 17 Seats for camshaft pins n 23456 Camshaft main journals: 17 Camshaft bushings outside diameter: Bushing inside diameter Bushings and seats in crankcase Bushings and main journals Useful cam lift:
59.222 - 59.248 54.089 - 54.139
53.995 - 54.045
54.083 - 54.147 0.038 - 0.162 6.045 7.582
129
F4AE0684 Type H CYLINDER HEAD TIMING SYSTEM Tappet plate seat in crankcase Tappet plate outside diameter: 2 3 Between tappets and seats Tappets 15.924 - 15.954 15.960 - 15.975 0.025 - 0.070 1 E mm 16.000 - 16.030 F
Rocker carrier spindle 1
21.965 - 21.977
Rockers Between rockers and spindle
22.001 - 22.027 0.024 - 0.162
130
Dr.M. Ender /02.00 Modifiche ottobre 01
Failure Codes P168v30
Blink code
Failure description VEHICLE Vehicle Speed Signal Multiple State Switch Cruise Control Buttons Accelerator Pedal Signal Clutch signal Service Brake signal (plaus.) Accelerator Pedal (plaus.with brake) Diagnostic lamp Engine brake preselection button ENGINE1 Coolant Temp. Signal Boost Temp. Signal Fuel Temp. Signal Boost Pressure Signal Atmospheric Pressure Signal Oil Pressure Signal Oil Temp. Signal Power stage fuel filter heater HS power stage cold start heater relay ENGINE2 Adapt.cylinder balancing Cyl.1 Adapt.cylinder balancing Cyl.5 Adapt.cylinder balancing Cyl.3 Adapt.cylinder balancing Cyl.6 Adapt.cylinder balancing Cyl.2 Adapt.cylinder balancing Cyl.4 Battery voltage signal LS power stage cold start lamp Cold start heater monitoring VGT Turbo speed signal Fuel limitation from VGT Boost Pressure Control Power stage VGT Powerstage engine brake INJECTORS Injector solenoid valve Cyl.1 Injector solenoid valve Cyl.5 Injector solenoid valve Cyl.3 Injector solenoid valve Cyl.6 Injector solenoid valve Cyl.2 Injector solenoid valve Cyl.4 Injector Booster Voltage C1 Injector Booster Voltage C2 ENGINE SPEED Increment speed signal Segment speed signal Engine speed sensing Engine overspeed HS power stage 8 for starter control SS power stage 1 for TD signal SS power stage 2 for sync signal INTERFACES CAN Hardware CAN Transmission Control CAN Aut.Traction Control (ASR) DASHBOARD LS power stage 2 vehicle limit button LS power stage 3 engine brake lamp LS power stage 4 pressure lamp
Label
SAE code
Warning type
System degradation 0 0 0 3 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2 2 2 2 2 2 3 3 2 2 0 0 0 0 0 0 0 0 0 0 0
1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3.1 3.5 3.3 3.6 3.2 3.4 3.7 3.8 3.9 4.2 4.3 4.4 4.5 4.6 5.1 5.5 5.3 5.6 5.2 5.4 5.7 5.8 6.1 6.2 6.3 6.4 6.5 6.6 6.8 7.2 7.3 7.4 7.1 7.5 7.6
VSS MSS CCB APP1 CLU SBR APP2 LP6 EBP CTS BTS FTS BPS APS OPS OTS HP7 HP1 ACY1 ACY2 ACY3 ACY4 ACY5 ACY6 BAT LP1 TGHV ETSS FLVT BPCO HPC3 HP4 SV1 SV2 SV3 SV4 SV5 SV6 C1 C2 CRK CAM ESS CMOL HP8 DA1 DA2 CANDEF TC ATC LP2 LP3 LP4
0500 0703 0572 0120 0704 0571 0220 1675 1880 0115 0110 0180 0235 0105 0520 0195 1686 1680 0301 0302 0303 0304 0305 0306 0560 1670 1875 1127 1126 1125 1692 1683 0201 0202 0203 0204 0205 0206 1606 1607 0335 0340 0320 0219 1687 1693 1694 1611 1610 1609 1671 1672 1673
1 0 1 0 0 1 0 1 0 0 0 1 0 0 1 1 1 1 1 1 1 1 1 1 1 2 0 0 0
SS power stage 3 oil pressure gauge DA3 1695 LS power stage 5 coolant temperature lamp LP5 1674 0 SS power stage 4 coolant temperature gauge DA4 1696 FUEL PRESSURE Fuel pressure monitoring CP3 MPROP 0233 2 8.1 Fuel pressure signal FPS 0190 2 8.2 SS Power stage 1 fuel pressure control HPC1 1690 2 8.3 Monitoring of rail pressure relief valve MPRV 0231 2 8.4 Rail pressure Min/Max error DRV 0233 2 8.5 CC HS Power stage 2 EGR control HPC2 1691 8.6 Air Mass signal AMS 0100 8.7 Ambient Temp signal ATS 0110 8.8 ECU Truck Security System (Immobil.) TSSL 1501 9.3 Main relay defect MMR 1625 1 9.4 ECU: Self Test Shutoff Paths STSP 1285 1 9.6 Power supply for sensors PSS 0561 1 9.7 Blink types: 2=Blinking light 1=Continous light 0=No light System degradation: 0=0% derate 1=unboosted power curve 2=50% torque 3=limited engine speed 7.7 7.8 7.9
0 0 0 3 3 3 3 4 0 0 0 0 0 3 0 4=engine stop
Centre de formation RN 330 Penchard 77122 MONTHYON FRANCE Tel : (33)1-64-36-54-70 Fax : (33)1-64-36-54-89

Common Rail NEF Engines - CNH

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Common Rail NEF Engines - CNH

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Training Centre - Monthyon

COMMON RAIL N.E.F. 6 ENGINES CNH

F4AE 0684F*D101-155kW TAA

Common Rail NEF engines - CNH

Common Rail NEF engines - CNH

Common Rail NEF engines - CNH

ENGINE IDENTIFICATION CODE F 4 A E 0 6 8 4 F D +

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

X = 1 Common Rail 4 valves

Sequential production number

Common Rail NEF engines - CNH

ENGINE MAIN CHARACTERISTICS

5900 cm3 140 kW 1700 rpm.

5900 cm3 155 kW 1700 rpm.

5900 cm3 155 kW 2175 rpm.

Common Rail electronic management

Common Rail NEF engines - CNH Power and torque curves

Common Rail NEF engines - CNH F4AE0684E engine

Common Rail NEF engines - CNH F4AE0684F engine

Common Rail NEF engines - CNH

GENERAL CHARACTERISTICS OF ENGINES

F4AE0684 Type H Cycle Supply Injection Number of cylinders E F

Diesel 4 stroke Turbocharged with intercooler Direct 6 in line

Bore Stroke Total displacement Compression ratio Maximum power

102 120 5900 17 : 1

kW (HP) rpm Nm (kgm)

140 190 1700 875 89.20 1400 700 1800

155 210 1700 950 96.84 1400 600 1950

155 210 2175 850 86.65 1500 800 2300

Common Rail NEF engines - CNH

Common Rail NEF engines - CNH Innovative characteristics

Common Rail NEF engines - CNH Six cylinders F4AE0684 engine

Common Rail NEF engines - CNH

Common Rail NEF engines - CNH Front view

Common Rail NEF engines - CNH Right side view

Left side view 15

Common Rail NEF engines - CNH

Common Rail NEF engines - CNH

A. Sump B. Compressor for aircon system

Common Rail NEF engines - CNH

DESCRIPTION OF THE MAIN MECHANICAL COMPONENTS OF THE ENGINE

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

Common Rail NEF engines - CNH Pistons

Common Rail NEF engines - CNH Valves activation

Common Rail NEF engines - CNH Valves and valve seats

Flywheel screw tightening torque Phase 1 Phase 2 30 Nm 4 Nm 60 5

Poly-V belt removal

Common Rail NEF engines - CNH

Pressurized oil circuit Gravity oil return circuit Oil filling

Common Rail NEF engines - CNH Heat exchanger

Common Rail NEF engines - CNH Oil pump

1. Crankshaft with oil pump drive gear

Pre - separator Recirculation to intake Filter Return to engine

Common Rail NEF engines - CNH

Common Rail NEF engines - CNH

Exhaust Hot intake air

Intake air Hot compressed air Cold compressed air

Common Rail NEF engines - CNH

Common Rail NEF engines - CNH

HIGH PRESSURE ELECTRONIC INJECTION SYSTEM (COMMON RAIL)

Common Rail NEF engines - CNH Injection system assy

High pressure Low pressure

Common Rail NEF engines - CNH