CE Engines

Service Training Manual

Rev. 0414
CE Engines Workbook

CE ENGINES WORKBOOK
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 Workbook CE Engines

Exercise #30 T4B Final Animation worksheet

Notes After viewing the “System Overview”, answer

the questions below using the program.

__________________________________________________________
__________________________________________________________ 1. The more humid the outside temperature,
__________________________________________________________ the more or less DEF is used?

__________________________________________________________
2. Explain “Thermal Management”?
__________________________________________________________
__________________________________________________________ 3. Upon Key on, what does the exhaust flap do?

__________________________________________________________ 4. What is “DEW Point”?

__________________________________________________________
__________________________________________________________ 5. What is the DEW point of the Upstream NOx sensor?
Downstream NOx sensor?
__________________________________________________________
NH3 sensor?
__________________________________________________________
__________________________________________________________ 6. What is the difference between “Open Look” and “Closed Loop”?
__________________________________________________________
__________________________________________________________ 7. What is the operating range of an exhaust temperature sensor?

__________________________________________________________
8. Can you reuse the DEF injector gasket?
__________________________________________________________
__________________________________________________________
9. What is used to counter ammonia slip?
__________________________________________________________
__________________________________________________________ 10. What provides the power control for heating the NOx sensor element to operating temperature?
__________________________________________________________
__________________________________________________________ 11. The NH3 sensor detects ammonia within a range of ____ to _____ ppm?
__________________________________________________________
__________________________________________________________ 12. If the coolant control valve was hooked up backwards, what would happen?

__________________________________________________________
13. How does the DEF quality sensor determine DEF quality?
__________________________________________________________
__________________________________________________________
14. How many wires does the DEF level have?

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Exercise #29 Exercise # 1

F5H EST Engine Class Intro exercise
1. Is the engine controller programmed using the Easy Engine program or the CNH Base EST software?

2. Preform a “Engine Dataset Registration”.

Place the number of the component on the machine in the column 2 #
a. When should you normally do this?
A. F5H Engine
b. What happens if you forget to do this procedure? B. 4.5 LiterNEF engine
C. 6.7 Liter NEF engine
D. Cursor 9
E. Cursor 13 engine
3. Change an injector (change the injector #1 code to the same as #3 injector code. Once complete, F. Cursor 13 Fuel Pump
G. Bosch CP3 common rail fuel pump
have another member of your group change it back. H. Bosch CP4.1 Fuel pump
I. EDC7 controller
a. Why are injector codes necessary? J. EDC7UC31 controller
K. NEF blow by recirculation filter assembly
L. F5H crankcase breather
M. Cursor 9 crankcase breather
4. When would you reset “Reset ECU Data”? N. Cursor 13 crankcase breather
O. F5H EGR cooler
5. When should you not reset the “ECU data”? P. Cursor 13 Charge Air Cooler
Q. Glow plugs F5H
R. Grid heater NEF
S. VGT turbo
6. Why is it an important to reset the “Engine oil Filter Reset Change Reminder”?
T. Waste gate turbocharger (NEF)
U. SCR (selective catalyst reduction) chamber
V. DPF (diesel particulate filter)
a. Can the customer do this without the EST?
1. What is the part # of the NEF Engine tool kit?
2. What is the part # of the Electronic Injector Test fixture kit? Can you test cursor injectors with this kit?

3. What is the part # of the yellow Tier II Compliant Common Rail Engine (NEF) Diagnostic repair kit?
Can you test Cursor sensors with this kit?
7. Perform a “Service Regeneration”.

a. What does this procedure do? 4. What is the part # of the NEF Fuel Rail test kit? Can you test 4.5 mechanic fuel system with this tool?

b. When should you do this procedure?

5. What CE machines have the 3.4L F5H engine?
c. What temperature must the engine temperature be at before the test begins?
6. What CE machines incorporate the 6.7 NEF engine?
d. How long did the service procedure last?

7. What machines use the Cursor 9?_____________ OR 10 or CURSOR 13 engines? _________

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Exercise #28
CNH Base Software ‐ Controller tests
Exercise #2
1. What can you test under this menu?
Engine Internal 2. Which test will test the whole system?
1. What engine have you been assigned to work on?
Urea Dosing System Test (UDST)
a. Number of cylinders?
3. How many times can you safely run the test before you need to run the engine?
b. How many valves per cylinder? A. Why do you need to run the engine?

c. Firing order? 4. What can the UDST “not” detect?

d. SCR or DPF engine?

5. Preform the UDST. What is the highest pressure the DEF reaches during the test? Lowest?
2. Type of EGR system?
Urea System Emptying Routine
3. Type of fuel system? Brand?
6. When would you run this routine?
4. Remove the valve cover

5. Remove the common rail 7. Run the runtime. How long does the routine last?

6. Remove the injection pump Urea System Flushing / Cleaning Routine

7. Remove a rocker arm assembly 8. What does this routine accomplish?

9. How long will the routine last?
8. Remove the Crankcase filter. What type of recirculation system is it?
10. When should you run this routine?
a. Explain how it works to your instructor. 11. What routine do you need to run after preforming this routine?
9. Remove oil cooler if attached Urea Dosing Valve Check (UDST)

10. Remove any attached sensors 12. What are you actually checking with this test?
13. What must be done to the injector before this test can be performed?
11. Lay all the above components on your table in an organized manner
14. How many different modes are there to this operation?
12. Remove the oil pan (if possible) 15. After running the test, what must be done before you are finished?
a. Where is the engine oil pick up located for the non‐structural engine?

b. Does your engine have piston cooling nozzles?

c. What classifications of connecting rods are in the engines?

d. Where is the oil pressure relief valve located?

e. Is there an over pressure oil pressure protection valve? If so, where is it located?

13. Stop and do not proceed until your instructor has informed you to move on

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EASY ENGINE DIAGNOSTIC TOOL ‐ TIER 4 DCU15

20. Describe the steps that you need to do in order to communicate with the DCU15 controller. Engine Internal Cont:

14. Now remove one injector.

21. When the EST is communicating properly with the DCU15, what is the status of each of the Dearborn
Protocol Adapter III (DPA III) LEDs?
15. What is the difference between the Tier II, Tier III, & Tier IV NEF injectors?

16. Use the injector tester and check the injectors (follow the instructors in your “General” section of
your training manual).

17. How is the camshaft and crankshaft timed?

18. Reassemble the engine.

a. How do correctly time your engine?

LED NAME COLOR STATUS SIGNAL SOURCE

1. Power

2. CAN

3. K‐Line

4. To PC

22. How many Features are available?

23. Is "Programming" & "Specific Functions" available for use?

24. What would happen if you chose one of these features?

25. If the Easy program became "locked up", what could you press to force the Easy tool to close?

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Exercise #3 Cylinder Cut Out Test

NEF ENGINE
18. Set the machine in the Max Power Mode, uncheck Fan AUTO in Options (equal to standard fan
valve), verify all fluids are at operating temperature, and turn off all other loads (air conditioning,
1. Do NEF engines use cylinder liners or sleeves?
radio, lights, etc.).
________________________________________________________________________
19. Perform the cylinder cutout test. How did you perform the test? What are your results?

2. What is the difference between the EDC7 controller and the EDC7UC31 controller?

__________________________________________________________________
900 rpm Normal Low Idle,
(Normal Low Idle) Float, and
__________________________________________________________________
Bucket Roll Back
Cylinder Cut‐ mg/str Fuel Pressure (bar) mg/str Fuel Pressure (bar)
__________________________________________________________________
out
None
3. Does the NEF fuel system use multiple injection events on the same stroke?
#1
__________________________________________________________________
#2

4. What is the difference between a Tier III and a Tier IV camshaft? #3

____________________________________________________________________ #4

____________________________________________________________________ #5
____________________________________________________________________
#6

5. Where is the low pressure (gear or supply) pump for the fuel system located?

____________________________________________________________________

6. What is the fuel supply pressure to the high pressure pump?

____________________________________________________________________

7. Can you "crack" a line on the common rail fuel system to find a miss firing injector?

____________________________________________________________________

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Exercise #4
Cursor 9
EDC7UC31 Engine Controller (Cont.)
1. How many weight classes of pistons are available for the Cursor 9? Can they be mixed in the same
6. Generate an Engine error code. Briefly describe how you retrieve, record, troubleshoot, and engine? Why?
erase the fault code.
________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

7. What's the difference between a "Present" & "Intermittent" fault code? 2. How many weight classes of connecting rods are available for the Cursor 9? Can they be mixed in the same
engine?

________________________________________________________________________

________________________________________________________________________

8. What are "Environmental Conditions" ( appears when a fault code has occurred)? 3. On a Standard Crankshaft, how many journal classifications are there?

________________________________________________________________________
9. Correct the fault code. Does the error code return?
4. Can a crankshaft from the Cursor 9 be turned? If so, how much?
10. Will all engine fault codes show up on the AIC?
________________________________________________________________________

5. Are the crankshafts marked with the journal class when manufactured? If so, where do you find the
Diagnosis ‐ Parameter Reading markings?

11. Describe the necessary steps to set up a ‘Customized Group’. ________________________________________________________________________

Parameter Acquisition 6. Are the blocks marked with the main journal bore class? If so, where will you find the marking?

12. Monitor and record a snap shot called "Wheel Loader 1" of the engine parameters (accelerate and ________________________________________________________________________
decelerate at 200ms for 5 seconds). Show your instructor the graph afterwards.
________________________________________________________________________
13. . How many different ways are there to graph the recorded parameters?
7. After selecting the bearings for the main and rod journals and installing them, what should you do?
14. Only display "Crankshaft Speed", "Fuel Pressure", "Duty Cycle of MPROP Valve", & "Boost Pressure"
on the graph. ________________________________________________________________________

15. Save the "Wheel Loader 1" file to the desktop of your EST.

Specific Functions

16. Perform a grid heater test. How would you use this in diagnosing the grid heater?
17. Perform a Fuel filter Heater Test. How would you use this in diagnosing the grid heater?

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8. Complete the following exercise for a crankshaft marked 1 232113 1 1123222; block marked 9999 EDC7UC31 Engine Controller
2212322 and rods as listed below.
Diagnosis ‐ Identification Code Reading
Block
Crankshaft 5. Record the controller ID information below.
Bearing

Hardware Version

Rod 2 2 1 3 2 1 Software Version

Crankshaft
ECU Serial Number
Bearing
Bosch Identification Code

Dataset
9. Complete the following for a crankshaft marked 2 332211 2 3221231; block marked 8888 1132321
and rods as listed below. DIS

Block VIN
Crankshaft
Bearing VAN

PIC

Rod 2 3 1 2 2 1 Engine Serial Number

Crankshaft
Bearing Engine Type

Position

Immobilizer
10. Why does the backlash of the upper timing idler gear have to be set?
Alphacode
_______________________________________________________________________
Station Type
11. What is the direction of engine rotation? From what reference point? Station Number

_______________________________________________________________________ Software Programming

Date of Programming
12. When timing the camshaft on the Cursor 9, where do you position the flywheel? How do you orientate
the camshaft? Programming SW Version

_______________________________________________________________________

_______________________________________________________________________

_______________________________________________________________________

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Exercise #27 13. What do you have to do when you install the camshaft gear?

EASY ENGINE PROGRAM ‐ ADDITIONAL TOOLS _______________________________________________________________________

1. Describe the steps that you need to do in order to communicate with the EDC7UC31 Engine _______________________________________________________________________
Controller.

14. Which valve do you time the camshaft with?

_______________________________________________________________________
2. When the EST is communicating properly with the machine, what is the status of each of the
Dearborn Protocol Adapter III (DPA III) LEDs?
15. What is fueling quantity and timing based on?

_______________________________________________________________________

_______________________________________________________________________

_______________________________________________________________________

LED NAME COLOR STATUS SIGNAL SOURCE

1. Power

2. CAN

3. K‐Line

4. To PC

EASY ENGINE PROGRAM

3. How many language possibilities does the Easy Engine program have?

4. Are you communicating to the Engine Controller through CANBUS?

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Exercise #5 Exercise #26

F5H WEMA System WBT
1) AdBlue is another term for?
1. What is peak cylinder?_____________________________________________________________ A. Diesel Exhaust Fluid (DEF)
B. Urea
2. What fuel pump is used and how many pistons?________________________________________ C. Both A & B
D. Neither A nor B
2) What component below is NOT a component of the WEMA system?
3. Use a grid heater or glow plugs?_____________________________________________________ A. Dosing injector module
B. DEF Tank level sensor
4. What “Emission level” is a Tier 4A engine?_____________________________________________ C. Coolant heater coil
3) Which description describes the DEF filler Magnetic system?
5. Does it use an engine balancer?_____________________________________________________ A. It is built‐in within the DEF tank filler neck
B. Uused to automatically shut off the refilling process when the tank becomes full while filling it
C. It contains a magnet that works in conjunction with the filler hose spout assembly to trigger the shutdown
6. What is the crankshaft endplay specification?__________________________________________
D. All of the above
4) Tech A says the DEF level is determined by the number of resistors in line with the float position. Tech B says it is by
7. Are the Cursor 13 rods fracture split type?_____________________________________________ the position of the DEF level float which when moved changes the position of a rheostat. Who is correct?
A. Tech A
8. What is max ring end gap of the middle ring?__________________________________________ B. Tech B
C. Neither Tech A nor Tech B
9. Explain how you find Top Dead Center: D. Both Tech A and Tech B
5) What controller activates the WABCO coolant control solenoid for in order to thaw frozen DEF??
______________________________________________________________________________
A. EDC7UC31 (Engine Controller)
______________________________________________________________________________ B. DCU15 (Denoxtronic Control Unit)
_______________________________________________________________________________ C. Both A & B
________________________________________________________________________ D. Neither A nor B
6) The DEF Tank level and Temperature sensors are monitored by which controller?
10. How many front cover dowel pins are used?__________________________________________ A. EDC7UC31 (Engine Controller)
B. DCU15 (Denoxtronic Control Unit)
C. Both A & B
11. What is intake valve adjustment specification?________________________________________ D. Neither A nor B
7) The dosing system will go into a 30 minute DEF defrosting mode if:
A. The DEF tank temperature is lower than ‐9°C (12°F)
12. How many head gasket thicknesses are available?_____________________________________
B. Pump module temperature is lower than ‐8°C (18°F)
C. Ambient temperature is less ‐9°C (16°F)
13. How do determine which head gasket thickness do you use?_____________________________ D. Any of the above
8) What controller activates the WABCO coolant control solenoid for in order to thaw frozen DEF?
A. EDC7UC31 (Engine Controller)
14. What is the max cylinder head distortion?____________________________________________ B. DCU15 (Denoxtronic Control Unit)
C. Both A & B
D. Neither A nor B
9) Tech A says the “Protection Mode” is to designed to protect the Dosing injector module from overheating and possibly
15. What type of oil pump is used?_____________________________________________________ melting. Tech B says it is to protect the SCR Catalyst from being over injected with DEF and possible overheating
and melting. Who is correct?
16. What is the pressure setting is the oil regulation valve?_________________________________ A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B
17. What classification of oil must be used?______________________________________________ 10) Tech A says the UDST test can help pinpoint if the WEMA sensor pickup tube has a crack and is drawing air instead of
DEF. Tech B says the UDST test can help pinpoint if the Voss Supply line filter is plugged. Who is correct?
A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B

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Exercise #25 Exercise #6

Diesel Exhaust Fluid WBT Cont: CURSOR 10 / 13

Connect the answer to the correct statement by drawing a line between them. 1. Why should you never take the thermostat out and run the engine without a thermostat?

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

2. Where is the oil pressure overpressure valve located and at what pressure does it start to open?

________________________________________________________________________

3. Is this engine a wet liner design engine?_____________________________________

4. What is the max liner protrusion?__________________________________________

4. What is the max piston protrusion?__________________________________________

5. Are the Cursor 13 crankshafts marked with the journal classes? Where?

_________________________________________________________________________

6. Are the Cursor 13 rods fracture split type?_______________________________________

7. When timing the Camshaft on the Cursor 13, which cam lobe do you use?

________________________________________________________________________

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Exercise #7 Exercise #24

Bosch Common Rail System Diesel Exhaust Fluid WBT

Connect the answer to the correct statement by drawing a line between them.
11
10

4
9

8
2
5

12
1

7
3

1. What are purpose of the check valves (1) located in the fuel filter housing?

a. If defective, what type of concern may an operator voice?

2. Is fuel line (2) under pressure or vacuum? At what psi or hg?

3. What is the purpose of this valve (3)?

4. What is this valve and at what pressure setting is it set at?

a. What kind of issues may arise if the spring was broken?

5. At what pressure should the fuel in this fuel line (5) be at?

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6. At what pressure is the fuel in line (6)?

6. What is the pressure of The diesel exhaust fluid (DEF) to the T4B injector? a. What lubricates the internal pump components?
a. 90 psi
b. 70 psi
c. 30 psi 7. What is the function of this electrical component (7)?
d. 130 psi
a. Is it an on/off or PWM device?
7. Tech A states that you program the T4B EDC17 engine controller using the FPT “Easy
b. What drives this component?
Engine” program. Tech B says that's incorrect, the Isuzu EMPS tool is used for
programming the EDC17 engine controller. Who is correct? c. What would happen if you unplugged it’s connector while it was running?
a. Tech A
b. Tech B 8. What is the name and function of component (8)?
c. Both Tech A & Tech B
d. Neither Tech A nor Tech B
9. Why is this valve (9) needed in the system?
8. Which T4B component does not have an internal ECU (Electronic Control Unit)?
a. NH3 sensor a. At what pressure is it set for?
b. DEF Quality control sensor b. What would occur if the spring was broken and fuel leaked past?
c. DEF Supply pump
d. Exhaust flap
c. What would happen if the valve became stuck close?
9. Tech A says the Clean Up Catalyst (CUC) is a strip of oxidation catalyst integrated in the
outlet of SCR. Tech B says it’s for controlling ammonia slip by neutralizing any excess
NH3 that may be left from the NOx reduction process. Who is correct?
a. Tech A
10. What would happen if this valve (10) leaked?
b. Tech B
c. Both Tech A & Tech B
d. Neither Tech A nor Tech B 11. What sensor (11) used for?

10. Which of the statements below do not pertain to the NH3 Ammonia sensor:
a. Measures the amount of Particulate Matter (PM) exiting the SCR chamber
12. What is component (12)?
b. Monitors ammonia content of exhaust as it exits the SCR chamber
c. Used in determining the precise measurement of DEF to be injected safely in a. Though optional on some large fuel tank machines, what issues could occur if not
the system used?

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Exercise #8 Exercise #23

DCU Supply Module – Identify each component below and then answer the questions at the bottom. T4B WBT

1. Tech A states that CNH is incorporating a combined CEGR/DPF/SCR system in order to

reach T4B emissions. Tech B states CNH is incorporating an advanced SCR system only.
Who is correct?
a. Tech A
b. Tech B
c. Tech C
d. Tech D

2. A new advanced Diesel Exhaust Fluid must be used with T4B systems in order to reach
low NOx levels?
a. True
b. False

3. Tech A says the Diesel Oxidation Catalyst (DOC) breaks down Particulate Matter (PM) in
the exhaust stream and heat is the by‐product of this reaction. Tech B says the DOC
increases SCR performance at low temps as it creates NO2 from the NO in exhaust
stream. Who is correct?
a. Tech A
b. Tech B
c. Both Tech A & Tech B
d. Neither Tech A nor Tech B
1. After engine startup, how long before the pump is activated?

2. At what pressure is the DEF when the pump is running?

4. Which component below is not part of the T4B system
a. DCU 15 controller
3. How is the DEF pressure regulated? b. NOx sensor
4. What component changes the direction of DEF flow?
c. NH3 sensor
d. Coolant coil for thawing of frozen DEF
5. When is the reverting valve activated?

6. When is DEF not flowing to the dosing valve?

5. Tech A says the T4B DEF injector is cooled with DEF fluid circulated by the supply pump.
Tech B says the T4B injector is cooled with engine coolant. Who is correct?
7. How is the dosing valve activated? a. Tech A
8. How does the system determine if the injector is in an overheated state?
b. Tech B
c. Both Tech A & Tech B
9. Why is the NOx sensor called a “Smart“ sensor? d. Neither Tech A nor Tech B

10. At what SCR Catalyst temperature will DEF start to be injected?

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8. Tech A says you can find SCR faults codes within the Easy Engine program. Tech B says you can find Exercise #9
SCR fault codes within the CNH Base EST software. Who is correct? SCR System ‐ F Series
A. Tech A
B. Tech B
C Neither Tech A nor Tech B
D. Both Tech A and Tech B
9. Tech A says the DEF level is determined by the number of resistors inline with the float position. Tech
B says it is by the position of the DEF level float which when moved changes the position of a
rheostat. Who is correct?
A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B

Component ID. Place the # of the component in the 2nd column

DEF Tank
SCR Catalyst
Dosing module
DCU supply module
Upsteam temperature sensor
10. Tech A says a temperature sensor fault can cause DEF injection. Tech B states the temperature will Downsteam temperature sensor
not affect DEF injection. Who is correct? NOx Sensor
A. Tech A NOx CANBUS Module
B. Tech B Humidity Sensor
C. Neither Tech A nor Tech B WEMA DEF Level / Temperature sensor
D. Both Tech A and Tech B
DEF Heater Control Valve
DEF Main Filter
DEF Pre Filter
Coolant lines to heater valve

1. How often should the pre filter be changed? Main filter? Dosing module filters?
2. Where are all of the DEF temperature sensors located?
3. Is the downstream exhaust temperature before or after the SCR Chamber?
a. What decisions are made by the DCU regarding this sensor reading?
4. How does the NOx Sensor module communicate with the DCU?
5. How many "engine restart counters" are you allowed? Emergency restarts?
6. Why do you need to an "engine dataset registration"? When would you do this?
7. If you forget to perform the dataset registration, what fault code will occur?

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Exercise #10 Exercise #22

NEF Engine Sensors SCR Electrical Diagnosis WBT

Use the yellow kit breakout harness’s and measure the following sensors:
1. The DCU15 is powered with?
Engine Coolant : A. 12 volts
B. 24 volts
C. 6 volts
D. 44 volts
Fuel Coolant :
2. Tech A says the SCR wiring from the DCU15 to sensors and injector is different amongst machine
models. Tech B says the SCR wiring from the DCU to sensors and actuators is the same. How it is
powered up may be different amongst models. Who is correct?
Engine oil pressure : A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B
Engine oil temperature :
3. The Humidity sensor is wired directly to the?
A. Engine Controller
B. Denoxtronic Controller
Intake air temperature : C. Dash Controller
4. Tech A says the EST communicates with the DCU15 through CanBus only? Tech B says the EST can
communicate with the DCU through CanBus or K‐Line Communication. Who is correct?
Intake air pressure : A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B
Fuel rail pressure : 5. Tech A says the NOx sensor module is wired directly to the DCU? Tech B says it is not wired directly to the
DCU. It communicates via a CanBus through the Engine controller. Who is correct?
A. Tech A
B. Tech B
Crankshaft sensor :
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B
6. Humidity Sensor fault codes are located within the ?
Camshaft sensor : A. Engine Controller
B. DeNoxtronic Controller (DCU)
C. Both the Engine Controller and the DCU
D. Neither the Engine Controller and the DCU
Fuel pressure regulator :
7. Tech A says the “AdBlue Dosing Valve Solenoid test” verifies the correct amount of DEF is being
injected through the injector. Tech B says that is incorrect, the “Urea Dosing Valve Check” is for
that. Who is correct?
Injector actuator : A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B

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Exercise #21 ‐ T4B Supply Module Worksheet Exercise #11:

Electrical

Reverting DEF Temp DEF DEF inlet Coolant Main DEF

valve Pressure sensor
backflow (tank  connector filter outlet D
sensor (Supply Supply (Supply
(4/2 Way
valve) Module Module) Module
Pre
 tank)  B
filter Dosing
Module) E

1. Draw a line from the boxes above

A Coolant
to the components on the supply
pump picture to the right >. sensor

Block D
Hot
C Plate
D B

Electrical Worksheet Set up the electrical board as shown above with hot plate off and transformer on (red light on)
1. Perform a resistance test of the resistor on block "D" (switch E off). __________Ohms
2. What is the resistance value of the temperature sensor "C"?

2. What is the component above used for?

3. Place the DVOM positive test lead in the connector labeled "B" and negative lead to either ground "D".
4. With the switch "E" on, what is the voltage reading at "B"?
3. What micro reading is the main and pre filters and when should they be changed or cleaned? 5. Click on the hot plate

4. Why do some DEF injector modules have a ceramic spacer or a reservoir above it?
6. What happens to the voltage reading as the hot plate heats up?
a) Why?
5. Is the main filter directional? 8. What type of computer sensor circuit is illustrated below?

6. The supply module regulates DEF at what pressure?

7. Does the supply module run on 12 or 24 volts?

8. What components changes direction of DEF flow for evacuation? 7. Explain how the controller is monitoring this circuit?

9. How long does evacuation last? How long does the DEF injector stay open? 8. What voltage would the controller view if "Connector B" in the schematic above was disconnected?
A. (next: Remove the temp sensor and connect wires together that were connected to the sensor)
10. On a 50 degree day, when does the supply module start to build pressure to the injector? With the switch "off", what is the voltage reading at point "A"? at point "B"?
B. With the switch "on", what is the voltage reading at point "A"? at point "B"?
11. What color connector is the backflow throttle check valve? What is it used for? C. What type of circuit is below? Set this circuit up on the test board (show your instructor)

12. If a DEF line (hose) is difficult to remove, what can be done to help this?

13. When working on the system (lines open), what cautionary steps should you take?

14. Is the engine de‐rated when DEF is frozen?

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Exercise #12 Exercise #20 4B Final EST Parameter

FPT Sensors Worksheet
> UNDER
5 LOAD
ENGINE RPM 900 2000 900 2000
Time
7 DOC Inlet temperature 7540
6
SCR Catalyst intake Exhaust Temperature
1 7568
SCR Catalyst Outlet Exhaust Temperature
4 7569
Urea Pressure PSI 7567
2
SCR Dosing Urea Quantity 7566

3 NOx Sensor Dew Point ‐Upstream 7592

NOx Sensor Concentration ‐ Upstream 7591

Place the number of the component above in it’s description box below:
NOx Sensor Dew Point ‐ Downstream 7594
A). 2 wire NTC sensor that monitoring water temperature
B). 4 wire sensor whose output voltage is proportional to the psi or temp in the intake manifold NOx Sensor Downstream Concentration
7593
C). 4 wire sensor whose output voltage is proportional to the engine oil psi or temp NH3 Sensor Dew Point 7597
D). 3 wire circuit inductive monitoring camshaft position
NH3 Sensor ‐ NH3 Concentration 7595
E). 2 wire circuit monitoring fuel temperature
F). 3 wire sensor whose output voltage is proportional to the fuel psi in the rail (Tier 2) NH3 Sensor ‐ NO2 Concentration 7596

G). 3 wire circuit monitoring fuel pressure on a Tier 3 engine

H). Sensor that generates signals obtained from magnetic flux lines that close across the teeth of a Record the parameters above (as the machine is run) under various conditions:
phonic wheel fitted to the crankshaft. 1. When does the supply module start to build pressure?

I). What sensor has this J). Which 2 sensors on K). What sensor has this 2. How long before the Upstream NOX sensor “DEW Point” changed to a "Ready" state?
schematic? the engine are identical? schematic? 3. How long after the Upstream NOX sensor “DEW Point” changed to a "Ready" state did the sensor
L). What is each wire started to display data? Why the delay?
connected to (ground, B+,
signal) ? 4. How long before the Downstream NOX sensor “DEW Point” changed to a "Ready" state?

M).What sensor has this N). What is the difference

5. How long before the NH3 sensor DEW Point changed to a "Ready" state?
schematic? between "Air Temp/ psi",
"Boost psi/temp", & 6. Why does the Downstream NOX and NH3 sensors take longer to start displaying data than the
"Intake Temp/psi" Upstream NOx sensor?
sensors?
7. Please explain what “SCR Catalyst Efficiency – Measured” is referring to?

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Exercise #20 – Tier 4B Final EST Worksheet Exercise #13

Harness Diagnostic/Repair

Question 4 Question 5

Question 6

Question 8

1. What engines is the kit used for?

Run the Urea Dosing System Test (UDST) and answer the questions below.
1. What does the UDST verify and when should you do the test? 2. What are sensor interface harnesses used for?

2. What does it not verify?

3. What does the “red” line represent? “Grey” line? “Black” line? 3. What tool do you use to test voltage on the small pins of some connectors?
“Blue” line?
4. If system pressure does not reach the target system pressure reading in predetermined amount of
time, what would you check (provide 2 items)?
5. If the DEF pressure line does not drop here, what could be the issue? 4. How would you repair a faulty electrical terminal?

6. If this red lines drops to the bottom of the scale, what could the issue be?
5. What is the part # of the connector latch release tool?
7. How long is the injector open during the evacuation stage? Why?

8. What is occurring to make this blue data stream fluctuate up and down? 6. When testing terminal tension, how far should you stroke the terminals
9. What cools the DEF injector? together?
10. Why do some DEF injector modules have a ceramic spacer or a reservoir above it?

7. What component is used when testing injectors?

11. If the system develops a pressure build up issue and became derated, how many “Emergency
Restarts” does the T4B Final system allow?
12. When do you need to perform the “Reset Engine Restart Reset / Unlock Inducement” feature?
13. What is the SCR Fault Verification Test and when do you need to run it?

14. “Save” your results of the UDST you performed to the desktop of the EST. Label it “UDST test for
Asist”.

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Exercise #14 Exercise #19 – Tier 4B Final Sensor Worksheet

NEF Fuel System Work sheet

C E

B D
A

H
F G

1. Which components above are smart sensors?

2. If this component ________ has leaky seals, the supply pump will have difficulty building DEF pressure.
6.7L High pressure fuel system 3. If the EDC17 triggers a “High DEF Temperature fault”, what component above is likely to be at fault?
nd
Find each component on the engine and place it's letter in the 2 4. What is component “C” and what pins are for CAN Bus high and low?
column 5. Regarding component “A”, what percentage difference from 32.5% will trigger a fault code?
1. Fuel temp sensor
How often will it sample reading?
2. High pressure regulator (MPROP)
6. What component is a temperature sensor and also a level sensor?
3. Boost pressure / temperature sensor
4. Common rail pressure relief valve 7. What component makes all the SCR decisions?
5. Engine coolant sensor 8. Regarding component “F”, what was updated from the same component of the Tier 4A system?
6. Camshaft sensor 9. If component “B” was “Off line”, what test procedures would you perform?
7. Crankshaft sensor
8. Oil temperature / pressure sensor 10. How many terminators does the emissions CAN bus “C” have? How would you test it?
9. Fuel return regulator
11. What voltage would the “Monitor Circuit” (below) measure in each picture below if both resistors “R1”
10. Supply line
and “R2” had the same Ohm reading?
11. Common rail pressure sensor
12. Return line Open Shorted
13. Common rail circuit circuit
14. High Pressure pump (CP3)
15. Injector Nozzle tube
16. Atmospheric (baro) sensor

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EXERCISE #18 Exercise #15

FPT Bosch Fuel system Bosch Common Rail Exercise
1. Use the sticky dots and label the components spread out on the table with the following #’s: 1. What controls the rail pressure in the common rail?
1. MPROP (High pressure regulator)
2. Fuel return regulator
2. What controls the Fuel pressure Regulator (Mprop)?
3. Supply pressure (KUEV) regulator
4. High pressure port to common rail
3. If the electrical connection to the Fuel pressure regulator was removed, what would happen to
5. Low pressure fuel pump
rail pressure?
6. High pressure fuel pump
7. Injector nozzle tube
4. How does the EDC know what pressure the common rail is at?
8. Common rail relief valve
9. Low pressure pump relief
10. Drop valve 5. Why does the fuel system need a fuel temperature sensor provide?

2. What terminals on the boost pressure temperature sensor are used for temperature readings? 6. Why does the fuel system need a boost psi / temperature sensor provide?

3. What terminals on the oil pressure temperature sensor are used for pressure readings? 7. What would happen to rail pressure if your fuel filter was becoming plugged?

4. What pressure/vacuum reading should a properly operating supply (going to the supply pump) circuit 8. How would you test for a plugged fuel filter?
have?
9. How would you test for air seeping into your fuel supply?
5. What fuel pressure should the Low Pressure pump deliver to the secondary filter?
10. What is the purpose of the “Pressure regulator for drain fuel return”?
6. If the pressure was too low at the secondary filter, what could be the problem?
11. If you lost the crank sensor signal, would the engine start?
7. What pressure is the Supply Pressure (KUEV) regulator at and why is it important to maintain this
pressure?
12. Does the high pressure pump need to be timed? Low pressure pump?
8. What is the maximum amount of fuel leakage allowed when performing a Fuel Flow Common Rail
Relief valve test?
13. What pressure does the fuel pressure limiter pop off at?
9. What is the maximum amount of return fuel allowed when performing a Return Fuel Flow Test on a 6
cylinder engine? 4 cylinder?
14. What test is available in the EST that can be used to test injectors?

10. Does all the fuel the low pressure pump delivers eventually wind up in the common rail? 15. What temperature will the fuel heater come on?

11. What could cause an extended cranking time when starting an engine after a few days? 16. How would you test a crankshaft sensor?

12. Why is it necessary to use break out harnesses when testing harnesses on the FPT engine? 17. How would you test a fuel rail pressure sensor?

18. What would happen if the electrical contacts on the injectors were loose?

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Exercise #16 Exercise #17

F5H Emissions Isuzu DPF

Fill in the name of each component in its callout box above and answer the questions below:
nd
Find the component on the machine labeled and place the number of each component in the 2 column
next to the right. 1. Which component above traps particulate matter?
Exhaust Gas Recirculation (EGR) Valve 2. Why is the Diesel Oxidation Catalyst (DOC) important to the system?
EGR Cooler
Intake Air valve (TVA)
Boost Pressure Regulator 3. How much DEF does this system use while the engine is idling?
HEGO Sensor
Diesel Oxidation Catalyst (DOC) 4. Explain what “Regeneration” is?
Diesel Particulate Filter (DPF)
Glow Plug relay
Boost Pressure Regulator accumulator chamber 5. What is the difference between a “Passive” and a “Automatic” regeneration?
CP4.1 Bosch High pressure Fuel pump
EDC17C49 Engine control unit
6. What is the difference between a “Forced” and a “Service” regeneration?
Crankcase filter
DOC inlet temperature sensor
DPF inlet temperature sensor 7. How often does regeneration occur?
Exhaust manifold temperature sensor
8. How long does it last?
Exhaust Manifold Pressure sensor
9. Give an example why a machine would continue to regenerate every 15 minutes:
10. What type of engine oil is required for a T4 DPF system and why?

11. What would happen if an operator continued to inhibit regeneration?

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Exercise #16 Exercise #17

F5H Emissions Isuzu DPF

Fill in the name of each component in its callout box above and answer the questions below:
nd
Find the component on the machine labeled and place the number of each component in the 2 column
next to the right. 1. Which component above traps particulate matter?
Exhaust Gas Recirculation (EGR) Valve 2. Why is the Diesel Oxidation Catalyst (DOC) important to the system?
EGR Cooler
Intake Air valve (TVA)
Boost Pressure Regulator 3. How much DEF does this system use while the engine is idling?
HEGO Sensor
Diesel Oxidation Catalyst (DOC) 4. Explain what “Regeneration” is?
Diesel Particulate Filter (DPF)
Glow Plug relay
Boost Pressure Regulator accumulator chamber 5. What is the difference between a “Passive” and a “Automatic” regeneration?
CP4.1 Bosch High pressure Fuel pump
EDC17C49 Engine control unit
6. What is the difference between a “Forced” and a “Service” regeneration?
Crankcase filter
DOC inlet temperature sensor
DPF inlet temperature sensor 7. How often does regeneration occur?
Exhaust manifold temperature sensor
8. How long does it last?
Exhaust Manifold Pressure sensor
9. Give an example why a machine would continue to regenerate every 15 minutes:
10. What type of engine oil is required for a T4 DPF system and why?

11. What would happen if an operator continued to inhibit regeneration?

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CE Engines Workbook Workbook CE Engines

EXERCISE #18 Exercise #15

FPT Bosch Fuel system Bosch Common Rail Exercise
1. Use the sticky dots and label the components spread out on the table with the following #’s: 1. What controls the rail pressure in the common rail?
1. MPROP (High pressure regulator)
2. Fuel return regulator
2. What controls the Fuel pressure Regulator (Mprop)?
3. Supply pressure (KUEV) regulator
4. High pressure port to common rail
3. If the electrical connection to the Fuel pressure regulator was removed, what would happen to
5. Low pressure fuel pump
rail pressure?
6. High pressure fuel pump
7. Injector nozzle tube
4. How does the EDC know what pressure the common rail is at?
8. Common rail relief valve
9. Low pressure pump relief
10. Drop valve 5. Why does the fuel system need a fuel temperature sensor provide?

2. What terminals on the boost pressure temperature sensor are used for temperature readings? 6. Why does the fuel system need a boost psi / temperature sensor provide?

3. What terminals on the oil pressure temperature sensor are used for pressure readings? 7. What would happen to rail pressure if your fuel filter was becoming plugged?

4. What pressure/vacuum reading should a properly operating supply (going to the supply pump) circuit 8. How would you test for a plugged fuel filter?
have?
9. How would you test for air seeping into your fuel supply?
5. What fuel pressure should the Low Pressure pump deliver to the secondary filter?
10. What is the purpose of the “Pressure regulator for drain fuel return”?
6. If the pressure was too low at the secondary filter, what could be the problem?
11. If you lost the crank sensor signal, would the engine start?
7. What pressure is the Supply Pressure (KUEV) regulator at and why is it important to maintain this
pressure?
12. Does the high pressure pump need to be timed? Low pressure pump?
8. What is the maximum amount of fuel leakage allowed when performing a Fuel Flow Common Rail
Relief valve test?
13. What pressure does the fuel pressure limiter pop off at?
9. What is the maximum amount of return fuel allowed when performing a Return Fuel Flow Test on a 6
cylinder engine? 4 cylinder?
14. What test is available in the EST that can be used to test injectors?

10. Does all the fuel the low pressure pump delivers eventually wind up in the common rail? 15. What temperature will the fuel heater come on?

11. What could cause an extended cranking time when starting an engine after a few days? 16. How would you test a crankshaft sensor?

12. Why is it necessary to use break out harnesses when testing harnesses on the FPT engine? 17. How would you test a fuel rail pressure sensor?

18. What would happen if the electrical contacts on the injectors were loose?

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Exercise #14 Exercise #19 – Tier 4B Final Sensor Worksheet

NEF Fuel System Work sheet

C E

B D
A

H
F G

1. Which components above are smart sensors?

2. If this component ________ has leaky seals, the supply pump will have difficulty building DEF pressure.
6.7L High pressure fuel system 3. If the EDC17 triggers a “High DEF Temperature fault”, what component above is likely to be at fault?
nd
Find each component on the engine and place it's letter in the 2 4. What is component “C” and what pins are for CAN Bus high and low?
column 5. Regarding component “A”, what percentage difference from 32.5% will trigger a fault code?
1. Fuel temp sensor
How often will it sample reading?
2. High pressure regulator (MPROP)
6. What component is a temperature sensor and also a level sensor?
3. Boost pressure / temperature sensor
4. Common rail pressure relief valve 7. What component makes all the SCR decisions?
5. Engine coolant sensor 8. Regarding component “F”, what was updated from the same component of the Tier 4A system?
6. Camshaft sensor 9. If component “B” was “Off line”, what test procedures would you perform?
7. Crankshaft sensor
8. Oil temperature / pressure sensor 10. How many terminators does the emissions CAN bus “C” have? How would you test it?
9. Fuel return regulator
11. What voltage would the “Monitor Circuit” (below) measure in each picture below if both resistors “R1”
10. Supply line
and “R2” had the same Ohm reading?
11. Common rail pressure sensor
12. Return line Open Shorted
13. Common rail circuit circuit
14. High Pressure pump (CP3)
15. Injector Nozzle tube
16. Atmospheric (baro) sensor

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Exercise #20 – Tier 4B Final EST Worksheet Exercise #13

Harness Diagnostic/Repair

Question 4 Question 5

Question 6

Question 8

1. What engines is the kit used for?

Run the Urea Dosing System Test (UDST) and answer the questions below.
1. What does the UDST verify and when should you do the test? 2. What are sensor interface harnesses used for?

2. What does it not verify?

3. What does the “red” line represent? “Grey” line? “Black” line? 3. What tool do you use to test voltage on the small pins of some connectors?
“Blue” line?
4. If system pressure does not reach the target system pressure reading in predetermined amount of
time, what would you check (provide 2 items)?
5. If the DEF pressure line does not drop here, what could be the issue? 4. How would you repair a faulty electrical terminal?

6. If this red lines drops to the bottom of the scale, what could the issue be?
5. What is the part # of the connector latch release tool?
7. How long is the injector open during the evacuation stage? Why?

8. What is occurring to make this blue data stream fluctuate up and down? 6. When testing terminal tension, how far should you stroke the terminals
9. What cools the DEF injector? together?
10. Why do some DEF injector modules have a ceramic spacer or a reservoir above it?

7. What component is used when testing injectors?

11. If the system develops a pressure build up issue and became derated, how many “Emergency
Restarts” does the T4B Final system allow?
12. When do you need to perform the “Reset Engine Restart Reset / Unlock Inducement” feature?
13. What is the SCR Fault Verification Test and when do you need to run it?

14. “Save” your results of the UDST you performed to the desktop of the EST. Label it “UDST test for
Asist”.

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CE Engines Workbook Workbook CE Engines

Exercise #12 Exercise #20 4B Final EST Parameter

FPT Sensors Worksheet
> UNDER
5 LOAD
ENGINE RPM 900 2000 900 2000
Time
7 DOC Inlet temperature 7540
6
SCR Catalyst intake Exhaust Temperature
1 7568
SCR Catalyst Outlet Exhaust Temperature
4 7569
Urea Pressure PSI 7567
2
SCR Dosing Urea Quantity 7566

3 NOx Sensor Dew Point ‐Upstream 7592

NOx Sensor Concentration ‐ Upstream 7591

Place the number of the component above in it’s description box below:
NOx Sensor Dew Point ‐ Downstream 7594
A). 2 wire NTC sensor that monitoring water temperature
B). 4 wire sensor whose output voltage is proportional to the psi or temp in the intake manifold NOx Sensor Downstream Concentration
7593
C). 4 wire sensor whose output voltage is proportional to the engine oil psi or temp NH3 Sensor Dew Point 7597
D). 3 wire circuit inductive monitoring camshaft position
NH3 Sensor ‐ NH3 Concentration 7595
E). 2 wire circuit monitoring fuel temperature
F). 3 wire sensor whose output voltage is proportional to the fuel psi in the rail (Tier 2) NH3 Sensor ‐ NO2 Concentration 7596

G). 3 wire circuit monitoring fuel pressure on a Tier 3 engine

H). Sensor that generates signals obtained from magnetic flux lines that close across the teeth of a Record the parameters above (as the machine is run) under various conditions:
phonic wheel fitted to the crankshaft. 1. When does the supply module start to build pressure?

I). What sensor has this J). Which 2 sensors on K). What sensor has this 2. How long before the Upstream NOX sensor “DEW Point” changed to a "Ready" state?
schematic? the engine are identical? schematic? 3. How long after the Upstream NOX sensor “DEW Point” changed to a "Ready" state did the sensor
L). What is each wire started to display data? Why the delay?
connected to (ground, B+,
signal) ? 4. How long before the Downstream NOX sensor “DEW Point” changed to a "Ready" state?

M).What sensor has this N). What is the difference

5. How long before the NH3 sensor DEW Point changed to a "Ready" state?
schematic? between "Air Temp/ psi",
"Boost psi/temp", & 6. Why does the Downstream NOX and NH3 sensors take longer to start displaying data than the
"Intake Temp/psi" Upstream NOx sensor?
sensors?
7. Please explain what “SCR Catalyst Efficiency – Measured” is referring to?

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Exercise #21 ‐ T4B Supply Module Worksheet Exercise #11:

Electrical

Reverting DEF Temp DEF DEF inlet Coolant Main DEF

valve Pressure sensor
backflow (tank  connector filter outlet D
sensor (Supply Supply (Supply
(4/2 Way
valve) Module Module) Module
Pre
 tank)  B
filter Dosing
Module) E

1. Draw a line from the boxes above

A Coolant
to the components on the supply
pump picture to the right >. sensor

Block D
Hot
C Plate
D B

Electrical Worksheet Set up the electrical board as shown above with hot plate off and transformer on (red light on)
1. Perform a resistance test of the resistor on block "D" (switch E off). __________Ohms
2. What is the resistance value of the temperature sensor "C"?

2. What is the component above used for?

3. Place the DVOM positive test lead in the connector labeled "B" and negative lead to either ground "D".
4. With the switch "E" on, what is the voltage reading at "B"?
3. What micro reading is the main and pre filters and when should they be changed or cleaned? 5. Click on the hot plate

4. Why do some DEF injector modules have a ceramic spacer or a reservoir above it?
6. What happens to the voltage reading as the hot plate heats up?
a) Why?
5. Is the main filter directional? 8. What type of computer sensor circuit is illustrated below?

6. The supply module regulates DEF at what pressure?

7. Does the supply module run on 12 or 24 volts?

8. What components changes direction of DEF flow for evacuation? 7. Explain how the controller is monitoring this circuit?

9. How long does evacuation last? How long does the DEF injector stay open? 8. What voltage would the controller view if "Connector B" in the schematic above was disconnected?
A. (next: Remove the temp sensor and connect wires together that were connected to the sensor)
10. On a 50 degree day, when does the supply module start to build pressure to the injector? With the switch "off", what is the voltage reading at point "A"? at point "B"?
B. With the switch "on", what is the voltage reading at point "A"? at point "B"?
11. What color connector is the backflow throttle check valve? What is it used for? C. What type of circuit is below? Set this circuit up on the test board (show your instructor)

12. If a DEF line (hose) is difficult to remove, what can be done to help this?

13. When working on the system (lines open), what cautionary steps should you take?

14. Is the engine de‐rated when DEF is frozen?

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Exercise #10 Exercise #22

NEF Engine Sensors SCR Electrical Diagnosis WBT

Use the yellow kit breakout harness’s and measure the following sensors:
1. The DCU15 is powered with?
Engine Coolant : A. 12 volts
B. 24 volts
C. 6 volts
D. 44 volts
Fuel Coolant :
2. Tech A says the SCR wiring from the DCU15 to sensors and injector is different amongst machine
models. Tech B says the SCR wiring from the DCU to sensors and actuators is the same. How it is
powered up may be different amongst models. Who is correct?
Engine oil pressure : A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B
Engine oil temperature :
3. The Humidity sensor is wired directly to the?
A. Engine Controller
B. Denoxtronic Controller
Intake air temperature : C. Dash Controller
4. Tech A says the EST communicates with the DCU15 through CanBus only? Tech B says the EST can
communicate with the DCU through CanBus or K‐Line Communication. Who is correct?
Intake air pressure : A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B
Fuel rail pressure : 5. Tech A says the NOx sensor module is wired directly to the DCU? Tech B says it is not wired directly to the
DCU. It communicates via a CanBus through the Engine controller. Who is correct?
A. Tech A
B. Tech B
Crankshaft sensor :
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B
6. Humidity Sensor fault codes are located within the ?
Camshaft sensor : A. Engine Controller
B. DeNoxtronic Controller (DCU)
C. Both the Engine Controller and the DCU
D. Neither the Engine Controller and the DCU
Fuel pressure regulator :
7. Tech A says the “AdBlue Dosing Valve Solenoid test” verifies the correct amount of DEF is being
injected through the injector. Tech B says that is incorrect, the “Urea Dosing Valve Check” is for
that. Who is correct?
Injector actuator : A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B

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8. Tech A says you can find SCR faults codes within the Easy Engine program. Tech B says you can find Exercise #9
SCR fault codes within the CNH Base EST software. Who is correct? SCR System ‐ F Series
A. Tech A
B. Tech B
C Neither Tech A nor Tech B
D. Both Tech A and Tech B
9. Tech A says the DEF level is determined by the number of resistors inline with the float position. Tech
B says it is by the position of the DEF level float which when moved changes the position of a
rheostat. Who is correct?
A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B

Component ID. Place the # of the component in the 2nd column

DEF Tank
SCR Catalyst
Dosing module
DCU supply module
Upsteam temperature sensor
10. Tech A says a temperature sensor fault can cause DEF injection. Tech B states the temperature will Downsteam temperature sensor
not affect DEF injection. Who is correct? NOx Sensor
A. Tech A NOx CANBUS Module
B. Tech B Humidity Sensor
C. Neither Tech A nor Tech B WEMA DEF Level / Temperature sensor
D. Both Tech A and Tech B
DEF Heater Control Valve
DEF Main Filter
DEF Pre Filter
Coolant lines to heater valve

1. How often should the pre filter be changed? Main filter? Dosing module filters?
2. Where are all of the DEF temperature sensors located?
3. Is the downstream exhaust temperature before or after the SCR Chamber?
a. What decisions are made by the DCU regarding this sensor reading?
4. How does the NOx Sensor module communicate with the DCU?
5. How many "engine restart counters" are you allowed? Emergency restarts?
6. Why do you need to an "engine dataset registration"? When would you do this?
7. If you forget to perform the dataset registration, what fault code will occur?

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Exercise #8 Exercise #23

DCU Supply Module – Identify each component below and then answer the questions at the bottom. T4B WBT

1. Tech A states that CNH is incorporating a combined CEGR/DPF/SCR system in order to

reach T4B emissions. Tech B states CNH is incorporating an advanced SCR system only.
Who is correct?
a. Tech A
b. Tech B
c. Tech C
d. Tech D

2. A new advanced Diesel Exhaust Fluid must be used with T4B systems in order to reach
low NOx levels?
a. True
b. False

3. Tech A says the Diesel Oxidation Catalyst (DOC) breaks down Particulate Matter (PM) in
the exhaust stream and heat is the by‐product of this reaction. Tech B says the DOC
increases SCR performance at low temps as it creates NO2 from the NO in exhaust
stream. Who is correct?
a. Tech A
b. Tech B
c. Both Tech A & Tech B
d. Neither Tech A nor Tech B
1. After engine startup, how long before the pump is activated?

2. At what pressure is the DEF when the pump is running?

4. Which component below is not part of the T4B system
a. DCU 15 controller
3. How is the DEF pressure regulated? b. NOx sensor
4. What component changes the direction of DEF flow?
c. NH3 sensor
d. Coolant coil for thawing of frozen DEF
5. When is the reverting valve activated?

6. When is DEF not flowing to the dosing valve?

5. Tech A says the T4B DEF injector is cooled with DEF fluid circulated by the supply pump.
Tech B says the T4B injector is cooled with engine coolant. Who is correct?
7. How is the dosing valve activated? a. Tech A
8. How does the system determine if the injector is in an overheated state?
b. Tech B
c. Both Tech A & Tech B
9. Why is the NOx sensor called a “Smart“ sensor? d. Neither Tech A nor Tech B

10. At what SCR Catalyst temperature will DEF start to be injected?

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6. At what pressure is the fuel in line (6)?

6. What is the pressure of The diesel exhaust fluid (DEF) to the T4B injector? a. What lubricates the internal pump components?
a. 90 psi
b. 70 psi
c. 30 psi 7. What is the function of this electrical component (7)?
d. 130 psi
a. Is it an on/off or PWM device?
7. Tech A states that you program the T4B EDC17 engine controller using the FPT “Easy
b. What drives this component?
Engine” program. Tech B says that's incorrect, the Isuzu EMPS tool is used for
programming the EDC17 engine controller. Who is correct? c. What would happen if you unplugged it’s connector while it was running?
a. Tech A
b. Tech B 8. What is the name and function of component (8)?
c. Both Tech A & Tech B
d. Neither Tech A nor Tech B
9. Why is this valve (9) needed in the system?
8. Which T4B component does not have an internal ECU (Electronic Control Unit)?
a. NH3 sensor a. At what pressure is it set for?
b. DEF Quality control sensor b. What would occur if the spring was broken and fuel leaked past?
c. DEF Supply pump
d. Exhaust flap
c. What would happen if the valve became stuck close?
9. Tech A says the Clean Up Catalyst (CUC) is a strip of oxidation catalyst integrated in the
outlet of SCR. Tech B says it’s for controlling ammonia slip by neutralizing any excess
NH3 that may be left from the NOx reduction process. Who is correct?
a. Tech A
10. What would happen if this valve (10) leaked?
b. Tech B
c. Both Tech A & Tech B
d. Neither Tech A nor Tech B 11. What sensor (11) used for?

10. Which of the statements below do not pertain to the NH3 Ammonia sensor:
a. Measures the amount of Particulate Matter (PM) exiting the SCR chamber
12. What is component (12)?
b. Monitors ammonia content of exhaust as it exits the SCR chamber
c. Used in determining the precise measurement of DEF to be injected safely in a. Though optional on some large fuel tank machines, what issues could occur if not
the system used?

30 11
 Workbook CE Engines Workbook CE Engines

Exercise #7 Exercise #24

Bosch Common Rail System Diesel Exhaust Fluid WBT

Connect the answer to the correct statement by drawing a line between them.
11
10

4
9

8
2
5

12
1

7
3

1. What are purpose of the check valves (1) located in the fuel filter housing?

a. If defective, what type of concern may an operator voice?

2. Is fuel line (2) under pressure or vacuum? At what psi or hg?

3. What is the purpose of this valve (3)?

4. What is this valve and at what pressure setting is it set at?

a. What kind of issues may arise if the spring was broken?

5. At what pressure should the fuel in this fuel line (5) be at?

10 31
CE Engines Workbook Workbook CE Engines

Exercise #25 Exercise #6

Diesel Exhaust Fluid WBT Cont: CURSOR 10 / 13

Connect the answer to the correct statement by drawing a line between them. 1. Why should you never take the thermostat out and run the engine without a thermostat?

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

2. Where is the oil pressure overpressure valve located and at what pressure does it start to open?

________________________________________________________________________

3. Is this engine a wet liner design engine?_____________________________________

4. What is the max liner protrusion?__________________________________________

4. What is the max piston protrusion?__________________________________________

5. Are the Cursor 13 crankshafts marked with the journal classes? Where?

_________________________________________________________________________

6. Are the Cursor 13 rods fracture split type?_______________________________________

7. When timing the Camshaft on the Cursor 13, which cam lobe do you use?

________________________________________________________________________

32 9
CE Engines Workbook Workbook CE Engines

Exercise #5 Exercise #26

F5H WEMA System WBT
1) AdBlue is another term for?
1. What is peak cylinder?_____________________________________________________________ A. Diesel Exhaust Fluid (DEF)
B. Urea
2. What fuel pump is used and how many pistons?________________________________________ C. Both A & B
D. Neither A nor B
2) What component below is NOT a component of the WEMA system?
3. Use a grid heater or glow plugs?_____________________________________________________ A. Dosing injector module
B. DEF Tank level sensor
4. What “Emission level” is a Tier 4A engine?_____________________________________________ C. Coolant heater coil
3) Which description describes the DEF filler Magnetic system?
5. Does it use an engine balancer?_____________________________________________________ A. It is built‐in within the DEF tank filler neck
B. Uused to automatically shut off the refilling process when the tank becomes full while filling it
C. It contains a magnet that works in conjunction with the filler hose spout assembly to trigger the shutdown
6. What is the crankshaft endplay specification?__________________________________________
D. All of the above
4) Tech A says the DEF level is determined by the number of resistors in line with the float position. Tech B says it is by
7. Are the Cursor 13 rods fracture split type?_____________________________________________ the position of the DEF level float which when moved changes the position of a rheostat. Who is correct?
A. Tech A
8. What is max ring end gap of the middle ring?__________________________________________ B. Tech B
C. Neither Tech A nor Tech B
9. Explain how you find Top Dead Center: D. Both Tech A and Tech B
5) What controller activates the WABCO coolant control solenoid for in order to thaw frozen DEF??
______________________________________________________________________________
A. EDC7UC31 (Engine Controller)
______________________________________________________________________________ B. DCU15 (Denoxtronic Control Unit)
_______________________________________________________________________________ C. Both A & B
________________________________________________________________________ D. Neither A nor B
6) The DEF Tank level and Temperature sensors are monitored by which controller?
10. How many front cover dowel pins are used?__________________________________________ A. EDC7UC31 (Engine Controller)
B. DCU15 (Denoxtronic Control Unit)
C. Both A & B
11. What is intake valve adjustment specification?________________________________________ D. Neither A nor B
7) The dosing system will go into a 30 minute DEF defrosting mode if:
A. The DEF tank temperature is lower than ‐9°C (12°F)
12. How many head gasket thicknesses are available?_____________________________________
B. Pump module temperature is lower than ‐8°C (18°F)
C. Ambient temperature is less ‐9°C (16°F)
13. How do determine which head gasket thickness do you use?_____________________________ D. Any of the above
8) What controller activates the WABCO coolant control solenoid for in order to thaw frozen DEF?
A. EDC7UC31 (Engine Controller)
14. What is the max cylinder head distortion?____________________________________________ B. DCU15 (Denoxtronic Control Unit)
C. Both A & B
D. Neither A nor B
9) Tech A says the “Protection Mode” is to designed to protect the Dosing injector module from overheating and possibly
15. What type of oil pump is used?_____________________________________________________ melting. Tech B says it is to protect the SCR Catalyst from being over injected with DEF and possible overheating
and melting. Who is correct?
16. What is the pressure setting is the oil regulation valve?_________________________________ A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B
17. What classification of oil must be used?______________________________________________ 10) Tech A says the UDST test can help pinpoint if the WEMA sensor pickup tube has a crack and is drawing air instead of
DEF. Tech B says the UDST test can help pinpoint if the Voss Supply line filter is plugged. Who is correct?
A. Tech A
B. Tech B
C. Neither Tech A nor Tech B
D. Both Tech A and Tech B

8 33
CE Engines Workbook Workbook CE Engines

Exercise #27 13. What do you have to do when you install the camshaft gear?

EASY ENGINE PROGRAM ‐ ADDITIONAL TOOLS _______________________________________________________________________

1. Describe the steps that you need to do in order to communicate with the EDC7UC31 Engine _______________________________________________________________________
Controller.

14. Which valve do you time the camshaft with?

_______________________________________________________________________
2. When the EST is communicating properly with the machine, what is the status of each of the
Dearborn Protocol Adapter III (DPA III) LEDs?
15. What is fueling quantity and timing based on?

_______________________________________________________________________

_______________________________________________________________________

_______________________________________________________________________

LED NAME COLOR STATUS SIGNAL SOURCE

1. Power

2. CAN

3. K‐Line

4. To PC

EASY ENGINE PROGRAM

3. How many language possibilities does the Easy Engine program have?

4. Are you communicating to the Engine Controller through CANBUS?

34 7
CE Engines Workbook Workbook CE Engines

8. Complete the following exercise for a crankshaft marked 1 232113 1 1123222; block marked 9999 EDC7UC31 Engine Controller
2212322 and rods as listed below.
Diagnosis ‐ Identification Code Reading
Block
Crankshaft 5. Record the controller ID information below.
Bearing

Hardware Version

Rod 2 2 1 3 2 1 Software Version

Crankshaft
ECU Serial Number
Bearing
Bosch Identification Code

Dataset
9. Complete the following for a crankshaft marked 2 332211 2 3221231; block marked 8888 1132321
and rods as listed below. DIS

Block VIN
Crankshaft
Bearing VAN

PIC

Rod 2 3 1 2 2 1 Engine Serial Number

Crankshaft
Bearing Engine Type

Position

Immobilizer
10. Why does the backlash of the upper timing idler gear have to be set?
Alphacode
_______________________________________________________________________
Station Type
11. What is the direction of engine rotation? From what reference point? Station Number

_______________________________________________________________________ Software Programming

Date of Programming
12. When timing the camshaft on the Cursor 9, where do you position the flywheel? How do you orientate
the camshaft? Programming SW Version

_______________________________________________________________________

_______________________________________________________________________

_______________________________________________________________________

6 35
CE Engines Workbook Workbook CE Engines

Exercise #4
Cursor 9
EDC7UC31 Engine Controller (Cont.)
1. How many weight classes of pistons are available for the Cursor 9? Can they be mixed in the same
6. Generate an Engine error code. Briefly describe how you retrieve, record, troubleshoot, and engine? Why?
erase the fault code.
________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

7. What's the difference between a "Present" & "Intermittent" fault code? 2. How many weight classes of connecting rods are available for the Cursor 9? Can they be mixed in the same
engine?

________________________________________________________________________

________________________________________________________________________

8. What are "Environmental Conditions" ( appears when a fault code has occurred)? 3. On a Standard Crankshaft, how many journal classifications are there?

________________________________________________________________________
9. Correct the fault code. Does the error code return?
4. Can a crankshaft from the Cursor 9 be turned? If so, how much?
10. Will all engine fault codes show up on the AIC?
________________________________________________________________________

5. Are the crankshafts marked with the journal class when manufactured? If so, where do you find the
Diagnosis ‐ Parameter Reading markings?

11. Describe the necessary steps to set up a ‘Customized Group’. ________________________________________________________________________

Parameter Acquisition 6. Are the blocks marked with the main journal bore class? If so, where will you find the marking?

12. Monitor and record a snap shot called "Wheel Loader 1" of the engine parameters (accelerate and ________________________________________________________________________
decelerate at 200ms for 5 seconds). Show your instructor the graph afterwards.
________________________________________________________________________
13. . How many different ways are there to graph the recorded parameters?
7. After selecting the bearings for the main and rod journals and installing them, what should you do?
14. Only display "Crankshaft Speed", "Fuel Pressure", "Duty Cycle of MPROP Valve", & "Boost Pressure"
on the graph. ________________________________________________________________________

15. Save the "Wheel Loader 1" file to the desktop of your EST.

Specific Functions

16. Perform a grid heater test. How would you use this in diagnosing the grid heater?
17. Perform a Fuel filter Heater Test. How would you use this in diagnosing the grid heater?

36 5
CE Engines Workbook Workbook CE Engines

Exercise #3 Cylinder Cut Out Test

NEF ENGINE
18. Set the machine in the Max Power Mode, uncheck Fan AUTO in Options (equal to standard fan
valve), verify all fluids are at operating temperature, and turn off all other loads (air conditioning,
1. Do NEF engines use cylinder liners or sleeves?
radio, lights, etc.).
________________________________________________________________________
19. Perform the cylinder cutout test. How did you perform the test? What are your results?

2. What is the difference between the EDC7 controller and the EDC7UC31 controller?

__________________________________________________________________
900 rpm Normal Low Idle,
(Normal Low Idle) Float, and
__________________________________________________________________
Bucket Roll Back
Cylinder Cut‐ mg/str Fuel Pressure (bar) mg/str Fuel Pressure (bar)
__________________________________________________________________
out
None
3. Does the NEF fuel system use multiple injection events on the same stroke?
#1
__________________________________________________________________
#2

4. What is the difference between a Tier III and a Tier IV camshaft? #3

____________________________________________________________________ #4

____________________________________________________________________ #5
____________________________________________________________________
#6

5. Where is the low pressure (gear or supply) pump for the fuel system located?

____________________________________________________________________

6. What is the fuel supply pressure to the high pressure pump?

____________________________________________________________________

7. Can you "crack" a line on the common rail fuel system to find a miss firing injector?

____________________________________________________________________

4 37
CE Engines Workbook Workbook CE Engines

EASY ENGINE DIAGNOSTIC TOOL ‐ TIER 4 DCU15

20. Describe the steps that you need to do in order to communicate with the DCU15 controller. Engine Internal Cont:

14. Now remove one injector.

21. When the EST is communicating properly with the DCU15, what is the status of each of the Dearborn
Protocol Adapter III (DPA III) LEDs?
15. What is the difference between the Tier II, Tier III, & Tier IV NEF injectors?

16. Use the injector tester and check the injectors (follow the instructors in your “General” section of
your training manual).

17. How is the camshaft and crankshaft timed?

18. Reassemble the engine.

a. How do correctly time your engine?

LED NAME COLOR STATUS SIGNAL SOURCE

1. Power

2. CAN

3. K‐Line

4. To PC

22. How many Features are available?

23. Is "Programming" & "Specific Functions" available for use?

24. What would happen if you chose one of these features?

25. If the Easy program became "locked up", what could you press to force the Easy tool to close?

38 3
CE Engines Workbook Workbook CE Engines

Exercise #28
CNH Base Software ‐ Controller tests
Exercise #2
1. What can you test under this menu?
Engine Internal 2. Which test will test the whole system?
1. What engine have you been assigned to work on?
Urea Dosing System Test (UDST)
a. Number of cylinders?
3. How many times can you safely run the test before you need to run the engine?
b. How many valves per cylinder? A. Why do you need to run the engine?

c. Firing order? 4. What can the UDST “not” detect?

d. SCR or DPF engine?

5. Preform the UDST. What is the highest pressure the DEF reaches during the test? Lowest?
2. Type of EGR system?
Urea System Emptying Routine
3. Type of fuel system? Brand?
6. When would you run this routine?
4. Remove the valve cover

5. Remove the common rail 7. Run the runtime. How long does the routine last?

6. Remove the injection pump Urea System Flushing / Cleaning Routine

7. Remove a rocker arm assembly 8. What does this routine accomplish?

9. How long will the routine last?
8. Remove the Crankcase filter. What type of recirculation system is it?
10. When should you run this routine?
a. Explain how it works to your instructor. 11. What routine do you need to run after preforming this routine?
9. Remove oil cooler if attached Urea Dosing Valve Check (UDST)

10. Remove any attached sensors 12. What are you actually checking with this test?
13. What must be done to the injector before this test can be performed?
11. Lay all the above components on your table in an organized manner
14. How many different modes are there to this operation?
12. Remove the oil pan (if possible) 15. After running the test, what must be done before you are finished?
a. Where is the engine oil pick up located for the non‐structural engine?

b. Does your engine have piston cooling nozzles?

c. What classifications of connecting rods are in the engines?

d. Where is the oil pressure relief valve located?

e. Is there an over pressure oil pressure protection valve? If so, where is it located?

13. Stop and do not proceed until your instructor has informed you to move on

2 39
CE Engines Workbook Workbook CE Engines

Exercise #29 Exercise # 1

F5H EST Engine Class Intro exercise
1. Is the engine controller programmed using the Easy Engine program or the CNH Base EST software?

2. Preform a “Engine Dataset Registration”.

Place the number of the component on the machine in the column 2 #
a. When should you normally do this?
A. F5H Engine
b. What happens if you forget to do this procedure? B. 4.5 LiterNEF engine
C. 6.7 Liter NEF engine
D. Cursor 9
E. Cursor 13 engine
3. Change an injector (change the injector #1 code to the same as #3 injector code. Once complete, F. Cursor 13 Fuel Pump
G. Bosch CP3 common rail fuel pump
have another member of your group change it back. H. Bosch CP4.1 Fuel pump
I. EDC7 controller
a. Why are injector codes necessary? J. EDC7UC31 controller
K. NEF blow by recirculation filter assembly
L. F5H crankcase breather
M. Cursor 9 crankcase breather
4. When would you reset “Reset ECU Data”? N. Cursor 13 crankcase breather
O. F5H EGR cooler
5. When should you not reset the “ECU data”? P. Cursor 13 Charge Air Cooler
Q. Glow plugs F5H
R. Grid heater NEF
S. VGT turbo
6. Why is it an important to reset the “Engine oil Filter Reset Change Reminder”?
T. Waste gate turbocharger (NEF)
U. SCR (selective catalyst reduction) chamber
V. DPF (diesel particulate filter)
a. Can the customer do this without the EST?
1. What is the part # of the NEF Engine tool kit?
2. What is the part # of the Electronic Injector Test fixture kit? Can you test cursor injectors with this kit?

3. What is the part # of the yellow Tier II Compliant Common Rail Engine (NEF) Diagnostic repair kit?
Can you test Cursor sensors with this kit?
7. Perform a “Service Regeneration”.

a. What does this procedure do? 4. What is the part # of the NEF Fuel Rail test kit? Can you test 4.5 mechanic fuel system with this tool?

b. When should you do this procedure?

5. What CE machines have the 3.4L F5H engine?
c. What temperature must the engine temperature be at before the test begins?
6. What CE machines incorporate the 6.7 NEF engine?
d. How long did the service procedure last?

7. What machines use the Cursor 9?_____________ OR 10 or CURSOR 13 engines? _________

40 1
 Workbook CE Engines

Exercise #30 T4B Final Animation worksheet

Notes After viewing the “System Overview”, answer

the questions below using the program.

__________________________________________________________
__________________________________________________________ 1. The more humid the outside temperature,
__________________________________________________________ the more or less DEF is used?

__________________________________________________________
2. Explain “Thermal Management”?
__________________________________________________________
__________________________________________________________ 3. Upon Key on, what does the exhaust flap do?

__________________________________________________________ 4. What is “DEW Point”?

__________________________________________________________
__________________________________________________________ 5. What is the DEW point of the Upstream NOx sensor?
Downstream NOx sensor?
__________________________________________________________
NH3 sensor?
__________________________________________________________
__________________________________________________________ 6. What is the difference between “Open Look” and “Closed Loop”?
__________________________________________________________
__________________________________________________________ 7. What is the operating range of an exhaust temperature sensor?

__________________________________________________________
8. Can you reuse the DEF injector gasket?
__________________________________________________________
__________________________________________________________
9. What is used to counter ammonia slip?
__________________________________________________________
__________________________________________________________ 10. What provides the power control for heating the NOx sensor element to operating temperature?
__________________________________________________________
__________________________________________________________ 11. The NH3 sensor detects ammonia within a range of ____ to _____ ppm?
__________________________________________________________
__________________________________________________________ 12. If the coolant control valve was hooked up backwards, what would happen?

__________________________________________________________
13. How does the DEF quality sensor determine DEF quality?
__________________________________________________________
__________________________________________________________
14. How many wires does the DEF level have?

41
 Notes
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
CE Engines Workbook

CE ENGINES WORKBOOK
(1A) Tier 4A
Interim SCR
Electronic Engines SCR Tier 4A

Tier 4A Interim
Selective Catalyst Reduction
(SCR)

1
SCR Tier 4A Electronic Engines

Why Tier IV?

Tier 4a off road emissions took effect on 1 January 2011. These standards mandate diesel
engine manufactures to greatly reduce the level of PM (particulate matter) and NOx (nitric
oxides) in the exhaust. This reduction is being implemented in a two prong approach, the first is
Tier IVa, the second will be Tier IVb.

*Various acronyms have been used for emission levels but represent the same tier.
Tier 4 Interim = T4i = IVa =Tier 4A = T4a Tier 4 Final = T4f = IVb= Tier 4B = T4b

2
Electronic Engines SCR Tier 4A

Tier IVa emissions require a 90% reduction in PM and an approximate reduction in NOx of 50%
Tier IVb emissions regulation will start going into effect in 2014, this will reqire that NOx emissions
be reduced by an additional 90%.

This two stage approach mandates an aggressive total reduction of 90% in NOx and PM
emissions from diesel exhaust.

The CNH approach to meet this reduction in diesel emissions is to use Selective Catalytic
Reduction (SCR) in applications over 100 horsepower.

3
SCR Tier 4A Electronic Engines

HOW POLLUTANTS ARE FORMED

• During the combustion process within an engine, the chemical

energy is transformed into mechanical energy.

• Due to the composition of fossil fuel during this combustion

process several toxic substances are produced. These
substances are primarily: Carbon Monoxide (CO),
Hydrocarbons (HC), Nitrogen Oxides (NOx) and Particulate
Matter (PM).

• The primary focus is on the reduction of Nitrogen Oxides

(NOx) and Particulate Matter (PM).

CO Carbon Monoxide

Carbon Monoxide (CO) is colorless, odorless

and tasteless, but highly toxic

The CO amount is directly connected with the

oxygen volume reduction in the combustion
process

4
Electronic Engines SCR Tier 4A

HC Hydrocarbons

Hydrocarbons (HC) are composed of organic

elements (contained both in the fuel and in
the oil) that are not completely burned in the
combustion process

HC increase is dependent on increasing the

fuel volume in the combustion chamber

NOx Nitrogen Oxides

Nitrogen Oxides (NOx) are the main cause of

acid rain and ozone layer reduction. At high
combustion temperatures (usually above
1600°C / 2900°F), Nitrogen (N2) and
Oxygen(O2) combine and react producing
Nitrogen Oxides (NOx).

Possible strategies to reduce NOx quantity is

to reduce the temperature in the combustion
chamber or with after treatment

5
SCR Tier 4A Electronic Engines

PM Particulate Matter

Particulate Matter (PM) – is mainly composed

of small carbon particles and other toxic
substances created during incomplete fuel
burning, i.e. low combustion temperature.

When inhaled repeatedly, the small particles

in diesel exhaust may aggravate asthma and
allergies or cause other serious health
problems including lung cancer.

6
Electronic Engines SCR Tier 4A

Selective Catalytic Reduction (SCR) / Cooled Exhaust Gas Recirculation (CEGR)

One Strategy, Cooled Exhaust Gas Recirculation (CEGR), the combustion temperatures are
lowered by mixing cooled exhaust gases with the charge air (intake air). The combustion
temperature is lowered reducing the formation of NOx. Lower combustion temperatures will not
burn the fuel completely, this increases the formation of PM and must be cleaned up by using a
Diesel Particulate Filter (DPF) on the exhaust. Typically used on CNH engines under 100 HP.

Another strategy, Selective Catalytic Reduction (SCR), the combustion process is optimized to
reduce PM in the combustion chamber. This increases the combustion temperature which
increases the formation of NOx. The NOx is then reduced to Nitrogen and water vapor in the
SCR after treatment system. Typically used on CNH engines over 100 HP.

7
SCR Tier 4A Electronic Engines

How CEGR Works (External EGR)

• A portion of exhaust gas is diverted from the engines exhaust to the EGR valve. The actual
amount of exhaust gas that is routed into the inlet varies. Typically on Tier 3 engines it was 10
to 12%, on Tier 4 engines, based on the work load of the engine, the EGR valve will route from
30 to 36% of the exhaust into the intake.

NOTE: On Tier 3 CNH engines this was done with an additional lobe on the exhaust cam on the
NEF and Cursor engines. It is an internal system which is not variable and is not cooled. On
Tier 4 engines a controller monitors engine parameters and will vary the amount of exhaust gas
re-circulated.

• The EGR valve regulates and directs the exhaust gas to the EGR cooler, where the cooler
reduces the exhaust temperature.

•The cooled exhaust gas then flows to the combustion chamber.

• Since the exhaust gas is not flammable when introduced back into the engine the combustion
temperature lowers.

• Since the re-circulated exhaust gas lowered the combustion chamber temperature, the
formation of NOx was reduced.

• Lower combustion chamber temperature increases the amount of PM formed.

8
Electronic Engines SCR Tier 4A

Diesel Particulate Filter (DPF) Components

The CEGR strategy uses a DPF to achieve PM reduction

• Diesel Particulate Filter – Captures particulate matter or soot in the exhaust.

•Diesel Oxidation Catalyst- The DOC helps control carbon monoxide (CO), hydrocarbons (HC)
as well as other compounds.

•Fuel Injector – Provides Fuel to exhaust stream during Active Regeneration

•Temperature Sensors- Monitors DOC and DPF temperatures

•Pressure Sensor- Monitors DPF inlet and outlet pressures to determine if active regeneration
is needed.

9
SCR Tier 4A Electronic Engines

HOW SCR WORKS

• Engine is tuned and optimized to produce horsepower.

• The combustion temperature is raised.

• This reduces the PM by more completely burning the fuel.

• NOx production is increased due to the higher combustion temperatures.

• The SCR after treatment reduces the NOx to Nitrogen gas and water vapor. This is
accomplished with the addition of Diesel Exhaust Fluid to the exhaust stream and a catalyst.

10
Electronic Engines SCR Tier 4A

• Diesel Exhaust Fluid (DEF or AdBlue) is injected into the exhaust stream where it is heated
and converts to ammonia gas

• The ammonia gas is mixed with the exhaust stream and enters the SCR catalyst .

• In the SCR chamber the ammonia gas and the NOx are converted to Nitrogen gas and water
vapor.

11
SCR Tier 4A Electronic Engines

SCR & DEF

What is SCR?

SCR (Selective Catalytic Reduction) is a simple system that maximizes engine power and treats
exhaust gases with a second fluid to eliminate pollutants. SCR uses Diesel Exhaust Fluid
(DEF) to reduce the NOx (Nitric Oxide) in a catalyst chamber.

When diesel fuel is burned at low temperatures PM (Particulate Matter) is generated. If the
temperature of combustion is increased more of the PM is burned, but these high combustion
temperatures produce NOx. The SCR system reduces the NOx to nitrogen gas and water
vapor. The SCR system is an exhaust after treatment system.

What is DEF?

DEF is the reactant necessary for the SCR system to function. DEF is not a fuel or a fuel
additive, it is injected into the exhaust stream through a controlled dosing module. DEF is
aqueous urea at a specific concentration. The urea is a key component of DEF and the SCR
process.

DEF is the North American name to define an additive developed by the chemical and
automotive industries and sold to oil and automotive sectors. DEF is known as AdBlue in
Europe. AdBlue will appear in various CNH items, for example in EST. DEF composition and
quality is regulated by API and must meet ISO22241 and DIN70070 standards. Current DEF
formulations are classified as a nontoxic, colorless, and odorless mixture of the chemical urea
and purified water

Wait a Minute… DEF is a precisely blended aqueous urea solution of 32.5% high purity
urea and 67.5% deionized water.

12
Electronic Engines SCR Tier 4A

WHAT MAKES SCR WORK?

As stated earlier SCR uses DEF to reduce the NOx in the diesel exhaust. The primary
component of DEF is Urea. Urea is a compound of nitrogen that forms ammonia when heated
in water. Urea is used in many industries, including agriculture as a fertilizer.

Wait a Minute… The Urea used in the agriculture market is not as pure as the urea used
in the production of DEF. Ag Urea contains a formaldehyde coating to prevent caking or
solidifying of the urea. This coating will harm the SCR components. Ag urea cannot be used in
the SCR system.

Urea

13
SCR Tier 4A Electronic Engines

PHYSICAL PROPERTIES OF DEF

DEF is an aqueous concentration of 32.5% high purity urea and deionized water.

The concentration of 32.5% was chosen because this ratio has the lowest freezing point of -11°
C (12°F).

After DEF freezes, the urea and water will thaw at the same rate. This ensures that the solution
does not become diluted.

When DEF in a vehicle supply tank freezes, emission regulations allow the SCR system up to
70 minutes (40 minutes in CA) to thaw the DEF and become fully functional. During the De-
freezing engine torque will be limited to 60%.

The SCR system uses engine coolant to thaw the DEF inside the DEF tank. The DEF system
monitors the DEF temperature. It will turn on the Urea Heater Control Valve which allows engine
coolant to flow through the coolant circulation tubes to thaw the DEF.

IMPORTANT: Engine torque will be limited if more than 60% engine torque is
requested during this period to protect the dosing module from overheating. Because the
dosing module is in the exhaust stream it must be cooled during normal operation. DEF is
the cooling fluid. If DEF is frozen, no cooling can be achieved therefore engine torque is
limited.

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Electronic Engines SCR Tier 4A

DEF SAFETY

√ Less toxic than brake fluid, engine coolant, transmission fluid, or diesel fuel

√ Non-flammable

√ Non polluting

√ It is not listed by any US or Canadian transportation authority as a hazardous material

√ Rated on MSDS as a 1 in health: wash thoroughly with soap and water

Signs and Symptoms of Exposure (taken from DEF MSDS)

Effects of overexposure may include irritation of the nose, throat and digestive tract, headaches,
coughing, nausea, vomiting and transient disorientation.

Eyes: If irritation or redness develops, move victim away from exposure and into fresh air. Flush
eyes with clean water. If symptoms persist, seek medical attention.

Skin: Remove contaminated shoes and clothing and cleanse affected area(s) thoroughly by
washing with mild soap and water. If irritation or redness develops and persists, seek medical
attention.

Inhalation: If respiratory difficulties develop, move victim away from source of exposure and
into fresh air. If symptoms persist, seek medical attention. If victim is not breathing, clear airway
and immediately begin artificial respiration. If breathing difficulties develop, oxygen should be
administered by qualified personnel. Seek immediate medical attention.

Ingestion: If it is ingested, do not induce vomiting. First aid is not normally required; however, if
swallowed and symptoms develop, seek medical attention.

DEF has a slightly pungent odor similar to ammonia,

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SCR Tier 4A Electronic Engines

DEF PURITY

DEF purity is essential for the performance and working life of the SCR system. API writes the
specification for DEF purity. The supply chain determines the purity of DEF. DEF must be
properly stored and handled to assure quality.

Contamination and impurities come from:

Urea Manufacture
DEF blending, mixing, and packaging
Transporting and handling
Storage

Wait a Minute… The purity requirements of DEF are so strict as listed in the ISO 22241-1
specification that it will not be possible for End-users to correctly blend or produce their own DEF
supply.

The readily available Ag grade urea cannot be used in the production of DEF. It will not pass
API certification and will result in damage of the SCR system.

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Electronic Engines SCR Tier 4A

What happens if DEF is blended with tap water or Ag urea?

The trace elements in tap water will clog and poison the components of the SCR system. The
formaldehyde in Ag urea will poison the catalyst. The table below lists the specifications for
some of the trace elements in DEF as defined by API in specification ISO22241 and DIN70070
standards.

If Aldehydes and trace elements are in DEF above the specificed limits the SCR system will be
damaged.

Clogged DEF Injector

Exhaust Pipe deposits logged mixing chamber

DEF Storage

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SCR Tier 4A Electronic Engines

DEF Storage temperature determines how long DEF can be stored and quality maintained.
Storage or transportation in high temperatures will lead to decomposition of DEF. To achieve
maximum shelf life it is recommended to store DEF below 30°C (86°F).

Constant Ambient Storage Temp Minimum Shelf Life

<10°C (50°F) 36 months
<25°C (77°F) 18 months
<30°C (86°F) 12 months
<35°C (95°F) 6 months

REMEMBER:

 Prolonged transportation or storage in high temperatures leads to decomposition

of DEF (evaporation) and should be avoided
 In order to achieve maximum shelf life, we recommend storing DEF under 86°F
(30°C)
 To avoid freezing, we recommend storing DEF above 12°F (-11°C)

DEF Quality

DEF Refractometer Tester

√ Available to test the purity of DEF fluid

www.misco.com.
http://cleandieselstore.dieselexhaustfluid.com/
http://www.reichert.com/

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Electronic Engines SCR Tier 4A

DEF must be stored in containers and handled with equipment made of suitable material such
as a resilient plastic (HDPE for example) or a suitable grade of stainless steel to prevent
corrosion and contamination. All valves, gaskets, fittings, containers, and hoses must be
compatible. Unlike diesel fuel storage tanks, there is no need to have a containment area for
spills.

Recommended storage materials include:

√ Some Plastics
√ Polyethylene
√ Some Epoxy Resins
√ Rubber
√ Titanium
√ 304 & 316 Stainless Steel

Material NOT suitable for DEF storage include:

χ Zinc coated carbon steels
χ Mild Iron
χ Zinc
χ Lead
χ Nickel
χ Aluminum
χ Copper
χ Magnesium
χ Fiberglass
χ Some Epoxy Resins
χ Brass

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SCR Tier 4A Electronic Engines

HANDLING DEF

DEF must be stored in chemical equipment, not petroleum equipment. DEF has a corrosive
effect on some common metals.

DEF will creep through porous openings and crystallize after dehydration. It is not hazardous
but it is unsightly and causes an odor. Flush with water if spilled on a vehicle or machinery.

Absorb "spilled DEF" with an inert non-combustible material (such as sand) and shovel it into a
suitable container. Check local regulations for proper disposal.

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Electronic Engines SCR Tier 4A

SCR TECHNOLOGY

SCR reaches Tier IVa exhaust emissions levels in two simple steps.

The engine performance is optimized which increases combustion temperature. This reduces
the PM by burning the diesel fuel more completely. It also increases the production of NOx.

The NOx is then treated or reduced in the SCR system after it leaves the engine. The after
treatment (SCR) system transforms the NOx produced during the combustion process into N2
(Nitrogen) and H2O (Water) vapor. Both are naturally occurring in the atmosphere.

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SCR Tier 4A Electronic Engines

SCR MAIN COMPONENTS

DEF Tank: is the on board storage place of the water-urea solution. It contains the fluid
temperature and level sensors.

DEF is stored in a dedicated tank next to the fuel tank. The DEF tank is designed to have dead
air space to allow for expansion due to freezing. DEF tanks vary in size depending on machine,
they are sized to require approximately one tank of DEF to two tanks of fuel.

The DEF tank filler opening is designed to accommodate a DEF fill nozzle. The DEF fill nozzle
is much smaller than the normal diesel fuel fill nozzle. This small DEF nozzle design is to
ensure that only DEF is put into the DEF tank. The DEF filler neck has a magnetic system to
automatically shut off the refilling. This is done for two reasons; first to help prevent spillage,
and second to leave room for expansion.

IMPORTANT: There is nothing to prevent DEF from entering the fuel tank. If
DEF is put in the fuel tank the fuel / water separator will handle small quantities of DEF.
The best practice if DEF is put in the fuel tank is to drain and clean the fuel tank. DEF
in the fuel system will cause major fuel injection system failures that can be expensive
to repair.

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Electronic Engines SCR Tier 4A

DEF expands when it freezes. The tank is design with dead air space when full to allow the
DEF to expand when it freezes and not damage the tank.

DEF Level / Temperature Sensor: Senses DEF level and temperature and incorporates a
heating coil for colder temperatures.

The DEF tank level sensor (WEMA) also contains the DEF temperature sensor. The
components are all part of the level sensor unit and are not available separately.

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SCR Tier 4A Electronic Engines

WEMA

DEF return to tank tube

DEF pick-up tube

Coolant outlet tube

Coolant inet tube

DEF level sensor

DEF Temperature sensor

DEF vent

DEF intake pipe DEF return pipe

Coolant in Heater Coolant out

DEF Level Reading 1

58mm 91 Ohms
79mm 601 Ohms
100mm 1.111 K Ohms
142mm 2. 131 K Ohms
205mm 3.711 K Ohms Connector 1
250 mm 4.631 K Ohms 1 - Tank level
350mm 6. 671 K Ohms 2 - Tank Ground
500 mm 11.551 K Ohms 3 - Tank temp. (65°F 1.3 K Ω)
600 mm 14.351 K Ohms
> 650 mm 16.000 K Ohms

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Electronic Engines SCR Tier 4A

Pick up and vent tubes

 The return line ends in the return The inlet tube of the WEMA must not be cracked
tube of the WEMA, which allows  Air ingress will occur and DEF pressure will
DEF to be drained back to the decrease significantly
tank during the system operation.  Test by pressurizing the tube while spraying
 EF is constantly circulated soapy water on the tube
throughout the system to ensure  Any bubbles occurring shows a crack in the
the injector is cooled as well as tube and the unit must be replaced
supply for DEF injection

PRE‐FILTER

The top of the WEMA has rubber bushing for sealing. If failed,
the supply module will have a hard time building pressure due to
air ingress and a fault will be triggered. Code 19298 (DTC 74) is
generally set and it indicates the system is unable to build
enough adequate pressure. Inspect the inline filter for plugging,
the suction tube, lines for leakage. After repair, run the Urea
System Dosing Test to verify correct operation.

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SCR Tier 4A Electronic Engines

Fault Code 3545 (DTC 1A8) and/or 3594 (DTC 59D)

Codes 3545 and 3594 are normal Operation and are only viewable by the Dealer by
way of the EST.

 Triggered for protection of the Dosing (injector) module to prevent overheating when
no DEF flow is present. (Either from Technical Failure or Defrost mode)
 Complaint of low power when below freezing ambient temperatures of DEF during
vehicle warm-up
 Torque reduced to 60%
 DTC 3594 (59D) only set if torque demand is above torque limitation
threshold
 Two possible causes that can lead to a stop of the dosing module cooling
 Defrosting of the DNOx System (DEF in Tank is frozen, no DEF
circulation)
 Technical failure of DNOx System (e.g. DEF pump defect). Plugged
filters, crimped lines, or air entering the suction side of the DEF inlet
supply

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Electronic Engines SCR Tier 4A

DEF Heater Control Valve: is activated by the Supply Module to allow engine coolant to
circulate through the heating coil to thaw the DEF if it freezes.

24 Volt

32Ω

Note: Valve is directional, if the coolant flow through the valve is reversed the valve will be
damaged. Verify the coolant is flowing the correct direction as indicated by the arrow on the
valve.

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SCR Tier 4A Electronic Engines

Heating flow of engine coolant

Fault Code 19325 DEF Temp too high

The DEF system doesn’t have a cooling system so as the tank runs low (long running
durations), the tank temperature can increase
DEF constantly flows through the dosing module (situated on the exhaust) to keep the
injector cool by absorbing the heat and returning it to the tank.
• Fault code 19325 is logged when the temperature of the DEF in the pump module is
excessive
• Ensure the Coolant Control Valve (CCV) is not allowing engine coolant to flow to the
tank during warm temperatures
• Common cause is the coolant lines have been swapped incorrectly or the coolant
control valve is not sealing correctly causing the DEF in the tank to overheat
 There is a arrow for correct direction of flow.

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 Electronic Engines SCR Tier 4A

Supply Module: pumps, pressurizes, evacuates, and controls the SCR system.

DEF pressure
sensor

DEF supply
module

DEF Supply
Module Filter
Heater
Reverting
Valve
DEF Return to
tank check
valve (Later
versions do not

Diaphragm have check

pump valve)

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 SCR Tier 4A Electronic Engines

DEF is circulated continuously upon

engine start-up in order to cool the
injector and also for DEF injection. It will
go through 4 operational stages.
 The first 2 operations “Pressure Build
Up” and “Reverting Valve Check” are
preformed after engine is running.
 The 3rd “Normal operation is when DEF
can be injected (after 220‐240oC).
 The “Afterrun” operation is activated
after the machine is keyed off, the DEF
flow is reversed and drawn out of the
lines and returned to DEF tank (90
second approximate run time).

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Electronic Engines SCR Tier 4A

Filters

Inline filter in supply line from tank to supply module. Inspect filter at 1200 – 1500 (per
application -see Operators Manual). It is best to clean every engine oil change.

Main Filter should be replaced at 3000 - 3600

hours (depending upon application). Based
on equipment size and horsepower, in other
words how much DEF is flowing through the
filters. See Operators Manual.

Inlet filter in inlet of Supply Module from tank

Clean or replace at every engine oil change.

See Operators Manual..

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SCR Tier 4A Electronic Engines

Dosing Module:

The Dosing Module is the DEF injector that injects the DEF into the exhaust stream located in
the exhaust pipe just upstream from the mixing chamber. The mixing chamber creates
turbulence that ensures complete mixing of the DEF with the exhaust stream.

There are filters located in each of the fittings on the Dosing Module. These filters are not
serviceable.

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Electronic Engines SCR Tier 4A

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SCR Tier 4A Electronic Engines

The throttle valve consists of a fixed orifice and a check valve.

The orifice helps regulate the supply pressure to the Dosing Module. It also meters DEF back
to the tank to keep the Dosing Module cool.

The check valve or purge check valve allows the system to purge the DEF back to tank when
the key is shut off. When the reverting valve shifts for the purge cycle the purge check valve
open reducing the restriction and allowing the DEF to be pumped back to tank freely.

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Electronic Engines SCR Tier 4A

SCR Catalyst: DEF & exhaust gas mixture reacts with the catalyst. This is where the chemical
reaction takes place and the NOx and ammonia are reduced to N2 and H2O vapor.

Upstream and Downstream Temperature sensor: monitors the exhaust temperature before it
enters the catalyst and after it leaves the catalyst. The temperature sensor uses a 5 volt
reference voltage.

Temperature of the catalyst must be above 240° C for the NOx reduction to take place in the
SCR chamber. If the temperature of the SCR chamber rises above 600° C the catalyst will be
damaged.

Note: Temperature Sensors are packed with bees wax, to protect the sensor during shipping,
which will burn off after installation. Do not use impact tools around the sensors or damage may
occur.

Electrical Converter: Converts 12 VDC to 24 VDC. The Supply Module and NOx sensor
require 24 volts.

Note: Steiger / T9 and Flagship combines do not use the Electrical Convertor. The batteries on
these machines are wired in series and provide the 24 volts for the operation of the SCR
system.

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SCR Tier 4A Electronic Engines

NOx Sensor and NOx CANBUS Module: Senses the amount of NOx leaving the SCR catalyst
chamber and conditions the NOx sensor signal into CANBUS communication.

Intake Humidity / air temperature sensor: monitors the humidity and air temperature of intake
air. This sensor is mounted in the intake tube between the air cleaner and turbo.

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Electronic Engines SCR Tier 4A

SCR CONTROL LAYOUT

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SCR Tier 4A Electronic Engines

SCR HYDRAULIC SCHEMATIC: DEF FLOW

38
Electronic Engines SCR Tier 4A

SCR SYSTEM OPERATION

At key on the supply module is powered up. The supply module verifies that the DEF is not
frozen. If the DEF is frozen the heater valve is actuated to start the thawing process.

The de-freezing mode can only be initiated once during a driving cycle, after ignition operation.
It is not possible for the de-freezing mode to be re-initiated during the same driving cycle. This
strategy is part of the specific working mode of the DNOx-2.0 DEF dosing system (continuous
flow of DEF in the circuit, to allow cooling of the dosing module) used in FPT Tier IVa engines.

After ignition operation, the DEF tank temperature, DEF supply module temperature and
ambient temperature are all checked. If one of these temperatures are below the following
thresholds then the de-freezing mode is initiated. In this case, the DEF system is considered as
potentially frozen and needs a heating session before a start up is performed.

When the DEF is thawed or the temperature is above the freezing point the diaphragm pump
starts pumping to build pressure in the deNOx system. The reverting valve shifts to line purge
and then back to normal run position to check operation of the valve. The Supply Module then
maintains SCR system pressure until the SCR catalyst has warmed to operating temperature
and engine load and NOx level indicates a need to start DEF dosing. During this catalyst warm
up period DEF is circulated through the dosing module to provide cooling. The amount of DEF
circulated for cooling is controlled by an orifice in the dosing module.

When the SCR catalyst reaches operating temperature and NOx level is above the threshold
the Supply Module sends the command to the Dosing Module to start dosing or injecting DEF
into the exhaust stream. The Dosing Module is pulse with modulated.

The NOx sensor operates in Open and Close loop. Open loop is when the system is just
warming up and starting to inject DEF. Open loop injects DEF from tables in the controller while
the NOx sensor warms up. After the NOx sensor warms up (about 7 – 8 minutes of run time)
the sensor goes to Closed loop. The quantity of DEF now injected is controlled by feedback
from the NOx sensor.

At key off the Diaphragm pump in the supply module continues to run for a timed period and the
reverting valve shifts to line purge. This evacuates the SCR system and returns the DEF to the
tank. This is done to prevent damage to the SCR system should it freeze.

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SCR Tier 4A Electronic Engines

Thresholds for entering de-freezing mode:

1) DEF tank temperature: -9°C (16°F)

2) Supply Module temperature: -8°C (17.5°F)
3) ambient temperature: -4°C (25°F)

SCR system supply voltage must be over 24 Volts to ensure proper heating function. After
entering the de-freezing mode, engine coolant heating of the DEF circuit and the internal
electrical pump module heater are both activated.

De-Freezing mode / heater will remain on until the following temperature thresholds are
exceeded or for a maximum of 70 minutes depending on the platform and level of software
installed.

1) DEF tank temperature: -7°C (19.5°F)

2) Supply Module temperature: +5°C (41°F)

If both thresholds are exceeded, the machine waits until the catalyst downstream temperature is
above 150°C (302°F) and then switches to the detection mode, where all the DEF lines are
checked to determine if they are thawed (start of pressure build up for DEF injection). If the
detection mode fails, the inducement mode is initiated and key off and restart of the engine is
required to start another thawing cycle.

After a successful detection mode, the heater will switch to normal heating and the DCU will
initiate normal dosing operation.

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Electronic Engines SCR Tier 4A

Thresholds for entering normal heating mode

The normal heating mode is initiated whenever one of the following temperatures is below the
following thresholds.

1) DEF tank temperature: +15°C (59°F)

2) supply module temperature: +8°C (46.5°F)
3) ambient temperature: -5°C (23°F)

Thresholds switching off the heating:

Heating is switched off when all temperatures exceed the following thresholds:

1) DEF tank temperature: +16°C (61°F)

2) supply module temperature: +10°C (50°F)
3) ambient temperature: -4°C (25°F)

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SCR Tier 4A Electronic Engines

ANTI TAMPER PROTECTION

Tier IV machines incorporate protection strategy to prevent use of engine data sets that have
been altered. This was done to protect against tampering that could lead to emissions
violations. In the event that altered software is loaded into a controller it may take several
minutes for the software to be detected and the machine disabled.

SYSTEM FAILURES, DE-RATES, AND HEALING

If the system fails, DEF tank is empty, or DEF is frozen the engine will continue to operate, but
limits will be applied to the operation. Depending on the cause the limits may vary.

During DEF thawing the engine will operate normally except the engine torque will be limited to
60%. Once the DEF thaws, engine power will be restored.

When the DEF tank level reaches 10% the operator will get a warning that the DEF level is
getting low. At this point the operator will have approximately two hours of run time before the
DEF supply is exhausted. When the DEF level reaches 5% the warning will increase. If the
machine is continued to be operated and the DEF supply is exhausted (tank empty) the engine
will be de-rated at a rate of 1% per minute

If the operator continues to run the engine, the engine will be limited to 30 seconds run time with
no power loss. After 30 seconds the engine will shut down. There is no limit to the number of
30 second runs.

The SCR system will Heal itself. In the healing process the engine may be required to operate
under enough load to raise the catalyst temperature to 220°C (428°F).

If conditions change so de-rating is no longer required while the engine is still running, the
torque and speed limits will continue to be enforced until the low idle position is requested by
the vehicle ECU or the throttle signal.

42
Electronic Engines SCR Tier 4A

IMPORTANT: Common icons you will see on the display of the unit, all icons on the left
and icons on the right will only appear on the 2011 + units. Only the icons in the left column will
display on the 2010 units. Warning lights will accompany these icons.

43
SCR Tier 4A Electronic Engines

DEF / Adblue Level warning – Moderate Level

1. Yellow warning lamp Flashing for 4 seconds and then stays on steady
2. No red stop warning lamp is displayed
3. Audible alarm sounds for 4 seconds indicating “non-critical” mode.
4. Engine Derate icon and Refill icon displayed.
5. DEF / Adblue symbol and level bar flashing continuously.

44
Electronic Engines SCR Tier 4A

Poor DEF Quality or Technical Failure – Severe Level

1. Stop lamp flashing for 4 seconds and then stays on steady
2. No yellow warning lamp displayed
3. Audible alarm is sounding continuously indicating “critical “ mode.
4. Engine derate icon and poor DEF / AdBlue Quality or Tech Failure prompt is displayed.

Derating strategy procedure:

DEF pressure drops to 3 bar (44 psi) and remains there. If the SCR downstream temperature
rises above 350oC for more than 100 seconds, a power reduction request to protect the dosing
injector module is active. The power reduction takes place depending on the temperature of the
upstream temperature sensor.
o Reduction starts at 320oC
o Reduction is 25% at 360oC
o Reduction is 50% at 440oC
o Reduction is 70% at 520oC
Reduction request is cancelled if the SCR downstream temperature is below 250oC.

SCR Catalyst overheating protection

When the downstream temp sensor measures 540oC, the fuel quantity injected is reduced to
keep the temperature below the set point of 540oC. the reduced injection quantity remains
active as long as needed. Above 540oC, the SCR catalyst starts aging and there is a risk to
damage the SCR.

45
SCR Tier 4A Electronic Engines

Validation Restarts (2010 & 2011)

Up to three 30 minute restarts are allowed. During these 30 - 70 minute operation times the
engine will operate normally except the engine torque will be limited to 60%.

A restart is counted if either of the following occur:

1. Engine speed exceeds 1000 RPM

2. Engine run time exceeds 5 minutes

Normal operation will resume if healing is detected within the 30 minute window.

If healing is not detected within the 30 - 70 minute window, torque and speed limitations will
ramp in.

If some of the three validation restarts remain, shut the engine off and restart the engine will
start the clock and advance the counter on the next validation restart.

If the three restarts have been used, the engine will start, run for 30 seconds with no power loss
and shut down. There is no limit to the 30 second run time restarts..

If the three validation restarts have been used and the system has not healed, it will be
necessary to use the service tool (EST) to reset the counter and get three more restarts to
attempt the heal the system.

46
Electronic Engines SCR Tier 4A

47
SCR Tier 4A Electronic Engines

48
Electronic Engines SCR Tier 4A

EST & EASy Tool

•EASy Engine Diagnostics – Suggested at this time to use the EST for programming and
testing of the DCU. Some features of the EASY diagnostics may lock up the EASY DCU tool.
1. Use EASy primarily for viewing faults and downloading of engine software as needed.
• Vehicle Diagnostics –
1.Retrieve Engine and DCU controller faults
2.Use monitor feature to view the following DCU parameters
•Catalyst temperature (exhaust) up and down stream
•DCU system voltage
•Dosing quantity
•Urea pressure (2)
•Urea Pump Speed
•Urea Tank Level
•Urea Tank Temperature

3.Downloading of software to DCU

4.Configuration, Engine Dataset Registration, Engine Derate Status, Engine Restart Counter
Reset

The support features are spread across both the base EST tool and the EASy engine tool.
Unlike with Tier 3, almost all engine support features were implemented within the EASy engine
tool.

New EASy tool located under the additional tools tab “EASY diagnostic tool for the DCU15, also
known as the supply module.

49
SCR Tier 4A Electronic Engines

EST has capabilities to “monitor” DCU parameters of the SCR system

. Located under the “Monitor” icon

Wait a Minute… The EST is the preferred method of monitoring data, the EASY tool also
has the same capabilities. The EST is the only place to view the NOx sensor

50
Electronic Engines SCR Tier 4A

EST can monitor the NOx sensor output (signal) under the derate status function. This function
is found under the configuration icon within the EST.

When the NOx sensor is “offline” or during warm-up the observation will be 500 ppm. It takes
roughly 7 - 8 minutes at every cycle to warm the NOx sensor up for functionality.

Near the bottom of the derate status you also can observe the actual catalyst efficiency, desired
efficiency and most important the calculated NOx before catalyst.

Wait a Minute… NOx sensor monitoring is not available for the EDC17V41at this time

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SCR Tier 4A Electronic Engines

Dataset registration is located under the “configuration” icon in the EST home screen. This is
treated like any of the previous calibrations that needed to occur.

The registration process is fully automatic when the “start” button is pressed and has four steps.
Check marks will let you know the progress of pass or fail of the process.

Wait a Minute… If the engine controller has already been powered up for a few minutes,
the registration process on the EST should only take a few seconds calibrations which need to
occur.

Calibration or reprogramming of the DCU module, this is located under the “programming” icon
in the EST home screen. The EST and EASY tool both have the capabilities to perform this
function. This process uses the normal engine password download strategy used in the EASy
tool for the engine controller.

The CNH EST for DCU calibration is the preferred method for DCU programming. A password
will be required as the same as it is for calibrating the Engine control unit (ECU). Obtaining the
password from TS group will be required. Process is the same.

Validations restarts can be reset when the limit of 3 have been used. This is also located under
the “configuration” icon. 2010/2011

•The next 3 key starts after this first inducement, the system will delay 30 minutes before
derating for the active inducement.
•This is to allow the operator to heat up the system so an injection can occur so the system can
check if the issue is resolved.
•After 3 key cycles, the system will derate immediately and the system will not be able to heat
up and heal.
•This feature allows the dealer to reset the restart counter to allow 3 more restarts to try to heat
and heal the system.
•The 2010 inducement logic does not have display indictors for the operator to let him know he
has 3 chances to resolve the issue.
•The 2011 Inducement design has these operator instructions displayed.
•2012 software does not have validation restart, this reset function is used to reset the system
after the unit has detected 3 faults in the 40 hour period and the unit is limited to “low idle” only.

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Electronic Engines SCR Tier 4A

UDST Test

Urea system dosing test is located under the controller test icon (looks like a hand) in the EST
home screen.

Automatic test will run and the trace above is what is typically displayed during the test. This
trace is also located under the instructions to compare your test results to help determine the
cause of the failure.

The EASy engine tool also can run the UDST.

Files can be saved when using the EST. This can be provided to Technical Support (TS) for aid
in diagnostics.

EST can provide a “pass” of the test but the graph may look vastly different.
Do not depend strictly on the “pass/fail” of the UDST. Also compare graphs to the graph
provided in the UDST instructions.

IMPORTANT …
The CNH EST for the UDST is the recommended setup. The EASy does not always
work.

53
SCR Tier 4A Electronic Engines

UDST Test

1. Turn the key switch to “on” position (engine not running)

2. Press “START TEST” on the service tool to begin the test

3. Wait for the routine to finish (It will require a couple of minutes to run)

4. The service tool will display “PASS” or “FAIL” at the bottom of the screen

5. If “FAIL” occurs, press the “TROUBLESHOOTING” button for details about resolving
issues

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Electronic Engines SCR Tier 4A

What the UDST Looks for:

The UDST looks at five (5) points to determine if the system passes or fails.

1. The system checks pump speed to verify that pump speed is between 1800 and 3600
rpm. This verifies that the pump is running and is pumping fluid.

2. The system looks at operating pressure to verify the pressure is between 4900 and 6200
mbar. This verifies that the pump is pumping and the system is building pressure.

3. The system looks at pressure again to verify that it has dropped to 1500 to 4300 mbar.
This verifies that the throttle valve is open and allowing cooling DEF to return to tank and
that the purge check valve is closed.

4. The system looks at the pressure again to verify that injection took place. The pressure
at point 4 needs to be 100 mbar lower than point 3 to verify that DEF was injected.

5. The system looks at the pressure when the pump is shut off, pressure should be -300 to
-50 mbar. This indicates the system purged the DEF back to tank and return to a
nominal vacuum.

55
SCR Tier 4A Electronic Engines

UDST no pressure built

This time the pump speed is correct, however pressure never built.

Possible reason pressure did not build:

 Cracked or broken pick up tube.

 Kinked or damaged pick up line or fittings
 Restricted pick up side filter – pump speed could be slower than normal
 No restriction on the system – pressure side leak.
 Throttle valve damaged or stuck open.

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Electronic Engines SCR Tier 4A

Pressure builds late

> In the normal run the pressure starts to build between 20 and 40 seconds and reaches 5 bar
before 40 seconds.
>In this example pressure starts to build at the correct time but 5 bar is not reached until after
60 seconds.
>The test was listed as pass, but in actuality (the “Pressure Buildup” part of the test) has failed.

Possible reason pressure did not build:

 Cracked or broken pick up tube.

 Kinked or damaged pick up line or fittings
 Restricted pick up side filter – pump speed could be slower than normal
 No restriction on the system – pressure side leak.
 Throttle valve damaged or stuck open.

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SCR Tier 4A Electronic Engines

DEF failed to inject

This test did fail the injector because it did not inject any DEF and the pressure drop was not
seen.

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Electronic Engines SCR Tier 4A

Pressure decrease and system empting

This test passed, but looking at the graph there is something wrong.

 The red pressure line drops into a vacuum as it should, however it “flat lines” at a
vacuum of -300 mbar.
 The red line should drop to -300 to -50 mbar and then raise up to maintain a slight
vacuum.

This could indicate the throttle valve purge check valve is stuck closed. This would prevent the
system from purging the DEF back to the tank at shut down.

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SCR Tier 4A Electronic Engines

Pressure decrease and system empting

This test failed the purge cycle.

 The vacuum was drawn, but the pressure does not ‘hook’ back up to near zero.

This failure could indicate a plugged, restricted, or kinked return line. It could also
indicate a stuck purge check valve in the throttle valve.

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Electronic Engines SCR Tier 4A

Flushing / Cleaning Routine

The Flushing / Cleaning routine circulates DEF through the system. It is used to flush or push
any debris or particles in the system to the filters. Since the DEF must flow through the throttle
valve in the Dosing Module before returning to tank, not a lot of DEF is flushed.

 Used to circulate the DEF through the system and capture debris in the filters
 This Routine will run until you stop it.
 It leaves the system full of DEF

Wait a Minute… After the flushing routine, the Emptying Routine will not occur
automatically, always run the Emptying Routine to purge the DEF from the system.

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SCR Tier 4A Electronic Engines

Urea Dosing Valve Check (UDVC)

The UDVC test is used to determine if the correct quantity of DEF is being injected. This is a
new test and is not yet available for all models.

 The Dosing Module must be removed from the exhaust pipe and placed in a container to
capture the DEF

 The captured DEF must then be weighed to determine if the correct quantity was
injected.

 There are two collections rates for you to choose from. One for the higher flow Dosing
Module and the other for the lower flow Dosing Model.

 Mode 0 collects 20 g of DEF and is for the Dosing Module rated for 6000 g/hr

 Mode 2 collects 20 g of DEF and is for the Dosing Module rated for 4000 g/hr

 Mode 2 will run longer to collect the 20 g due to the smaller orifice size.

Wait a Minute… After the UDVC, the Emptying Routine will not occur
automatically, always run the Emptying Routine to purge the DEF from the system.

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Electronic Engines SCR Tier 4A

Emptying Routine

The emptying Routine should be ran any time any testing has been done on the SCR system.
This routine purges the DEF from the system back to the tank.

 Empties the system to prevent damage in cold weather from the DEF freezing.
 Empties the system to prevent damage in warm weather from Urea crystals forming in
the lines and components.

Wait a Minute… This emptying process normally happens anytime the key is
turned off

IMPORTANT: Anytime the SCR system is worked on this routine should be

used. This will purge the DEF from the system back to the tank. In the event if
this is not performed and the unit is placed in freezing temperatures, damage will
occur from the freezing and expanding DEF/AdBlue.

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SCR Tier 4A Electronic Engines

Common Issues

Fault code 19298 indicates the after treatment system Dosing Control Unit (DCU) is unable to
build adequate pressure.

Fault code 19813 indicates the DCU is unable to evacuate the system.

Use the Electronic Service Tool (EST) to perform the Urea Dosing System Test (UDST) and
confirm the system pressure is between 4900 to 6200 milli-bar (mbar) and during evacuation the
system pressure is between -50 and -300 milli-bar (mbar).

If the pressures are not within specification, inspect the inline filter (part number 84367903) that
is contained in the hose assembly (part number 84263625) for plugging and debris.

If debris is found on the tank side of the filter (the side of the filter which has the pull tab), drain
and flush the DEF/AdBlue® tank and lines to remove the debris. For instructions, search ASIST
knowledge for the symptom 'DEF/AdBlue® tank becomes contaminated'.

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Electronic Engines SCR Tier 4A

Common Issues cont.

Fault Code 19325 & 19316 indicate the DEF is too hot.

Fault Code 19325 is logged when the DEF tank temperatures reaches 75° C (167° F).

Fault Code 19316 is logged when the temperature of the DEF in the pump module is excessive.

There is no cooling for the DEF, so when the tank runs low after long running durations the tank
temperature can increase. Also the DEF constantly flows though the dosing module on the
exhaust to keep this unit cool. This heat is returned to the DEF tank.

Ensure that the Coolant Control Valve (CCV) is not flowing engine coolant though the DEF
storage tank. Check the CCV for leaking, line connection and if the coolant lines are warm to the
level unit.

On tractors built in Fargo, the DEF heater line with the 'red' band must be connected to the top
tube which runs to the front part of the engine head. This may or may not be true for tractors
built in other plants. If the DEF tank hoses are installed wrong, hot water can circulate
continuously and overheat the DEF tank.

If the hoses were connected wrong, the valve can be damaged and may also have to be
changed to correct the overheating.

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SCR Tier 4A Electronic Engines

Fault Code 3158

Fault code 3158 indicates a Tier 4 anti-tamper fault has occurred. The code (ECM Checksum)
that is in the AIC dash and Engine controller is not the same possible due to incorrect software
installed in one of these controllers. It is defined as “invalid ECM Checksum”. This code may
appear after downloading software to the ECU or to the AIC dash controller or someone has
tampered with the engine software. Completing the dataset registration will resolve this fault, but
it may take up to 5 minutes before keying off. You may still see this fault if you key OFF and ON
before the process is complete.

Once the machine runs for 5 minutes, the fault will go inactive. Once this occurs, run the
machine an additional five minutes to ensure the fault does not reoccur.

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Electronic Engines SCR Tier 4A

Fault Code 3581

Fault Code 3581 indicates the machines is currently in a performance limitation or derate. The
display may also show “SCR failure”. This is an information-only fault and is logged as a
secondary fault code to all fault codes that have a derate applied.

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SCR Tier 4A Electronic Engines

Selective Catalyst Reduction (SCR) Healing (2011)

*2011 engine software only

This request (to the operator) is
eliminated with 2012 engine
software)

Healing is a process in which the SCR system needs to perform an active test to determine the
ability of the after treatment system to control Nitric Oxide (NOx) emissions. For the after
treatment system to perform this test, the exhaust system, including the catalyst internal to the
muffler assembly, needs to be at a specific temperature for the chemical reaction to occur
properly.

“Emission test in progress” will be triggered (once the key is cycled) and is not a failure. The
SCR system will ask the operator to perform a set of instructions (depending upon the fault) to
begin a “healing process” of the SCR system. It tests the SCR system to verify if it is functioning
properly. The operator will be requested to perform a set of instructions such as “Start Engine to
Check Emission System“, “Operate Engine at High Speed and Load”, and “Maintain Current
Conditions Test in Progress” in order to raise exhaust temperature so the system can test
properly.

• The operator must combine stall or drive the unit in order to raise the SCR catalyst to
proper temperature so emission testing can start. The SCR output temperature needs to
be at least 220 – 240oC.
• The operator has 3 attempts (key cycles) at getting the system up to temperature for the
testing to start. He will need to combine stall for at least 6 to 8 minutes before the NOX
sensor comes online. If not done properly, the system will advance to Emergency
restarts only (engine will run full power for 30 seconds and then die).
• If proper temperature is reached, the display will change to “Maintain Current Conditions.
Test in Progress”. If the test passes, the display will go back to normal operation (with no
notification the test passed. If the test did not pass, then the operator is notified of a fault.
• DO NOT erase fault codes from the Engine Controller (EDC) or the Denoxtronic Control
Unit (DCU). These will be very helpful for you and Asist personnel.

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Electronic Engines SCR Tier 4A

Addition Information and Classes

Web Courses
• “Tier 4 SCR Fundamentals”
• “Tier 4 DEF Fundamentals”
• “UDST Test Fundamentals”
• “The WEMA Sensor System”
• “SCR Temperature Sensor Diagnosis”

Classroom Courses
• “Electronic Engine Diagnostics”

Tech-Com
• Introduction to CNH Tier 4 Emission Solutions
• SCR Failure Resolution
• Using the eTIM Electronic Technical Information System
• Using the Electronic Service Tool (EST) Additional Tools
• Enhanced ASIST Knowledge Search

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(1B) Tier 4B
Final SCR
Service Training Manual Tier 4B Final

TIER 4B FINAL
SCR
EMISSIONS

R5 032114

1
Tier 4B Final Service Training Manual

2
Service Training Manual Tier 4B Final

Table of Contents
2014 Tier 4B Final Emmission Standard 4
T4B Final Emission Dates 5
Particulate Matter (PM) / Nitrogen Oxides (NOx) / Ammonia (NH3) 6
Tier 4 A & B Similarities 7
How Tier 4 Final SCR works 8
Emissions Target Comparison 9
Tier 4B System Components: New or Upgraded 10
New Major Components 11
Typical Vehicle Impact 12
T4A vs. T4B SCR System Components 14
Bosch EDC17CV41 Engine Controller (ECU) 15
T4B Electrical CAN Bus 16
What are Smart Sensors / Smart Actuators? 17
EDC17CV41 Engine / SCR Controller Electrical Inputs 18
Engine Controller Trouble shooting 19
Exhaust Flap 20
Exhaust Flap Troubleshooting 21
Thermal Management 22
Diesel Oxidation Catalyst (DOC) 26
SCR \ CUC Catalyst 28
DEF Upstream and Downstream NOx Sensors 29
Open Loop / Closed loop / Dew Point 30
Sensor Inspection and Failures 31
Exhaust Temperature Sensors 32
Temperature Sensor Troubleshooting 33
NH3 (Ammonia) Sensor 34
Advanced SCR Control Strategy 35
DEF Suppy Module 40
Pressure build up Troubleshooting 41
Dosing Injector Module 42
DEF Quality Sensor (UQS) 44
DEF Tank 45
WEMA DEF Level / Temperature Sensor 47
Coolant Control Valve 50
Filtration 53
SCR Hydraulic schematic: 54
Intake Air Humidity \ Temperature sensor 56
FPT Engine Updates 58
SCR Electronic Logic 60
Selective Catalytic Reduction Warnings and Inducements 62
Electronic Service Tool (EST) 68
Worksheets 80

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Tier 4B Final Service Training Manual

2014 Tier 4B Final

Emission Standard

 Tier 4 standards began in 2011 requiring diesel engine manufacturers to reduce the level of
Particulate Matter (PM) and Nitrogen Oxides (NOx) leaving the exhaust pipe.
 The reduction of NOx was implemented using a two prong approach. The first step Tier 4A
Interim (T4A) began in 2011 and the second step Tier 4B Final (T4B) begins in 2014.

*Various acronyms have been used for emission levels but represent the same tier.
Tier 4 Interim = T4i = IVa =Tier 4A = T4a Tier 4 Final = T4f = IVb= Tier 4B = T4b

PM

NOx

Tier 4 emissions standards mandated an aggressive reduction in NOx & PM with a step approach
(Tier 4A & Tier 4B) in the reduction of NOx.
 Tier 4A = 90% drop in PM, and approximately 60% NOx reduction.
 Tier 4B = 90% drop in PM, and approximately 95% NOx reduction.
 Tier 4B starts limiting Ammonia (NH3) leaving the exhaust pipe as well.

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Service Training Manual Tier 4B Final
TIER 4B Final Emission Dates

st
January 1 2014 ‐ 175 HP (Peak Power) and up must comply with Tier 4B emission standards.
st
January 1 2015 – 75 HP (Peak Power) and above must comply with Tier 4B emission standards.
st
January 1 2016 ‐ All engines must comply with Tier 4B emission standards.

How Pollutants are formed

Due to the composition of fossil fuel during the combustion process

several toxic substances are produced. These substances are
primarily:
 Carbon Monoxide (CO)
 Hydrocarbons (HC)
 Nitrogen Oxides (NOx)
 Particulate Matter (PM)
The primary focus is on the reduction of Nitrogen Oxides (NOx) &
Particulate Matter (PM).

Carbon Monoxide (CO)  Carbon Monoxide (CO) is colorless, odorless, and tasteless, but
% highly toxic.

 The CO amount is directly connected with the oxygen volume

reduction in the combustion process. The less oxygen in the
combustion process, the more fuel is used to produce
horsepower thus the more CO produced.

Lean Mixture Rich

Hydrocarbons (HC)
 HC increase is dependent on increasing the fuel volume in the
% combustion chamber.

 The more fuel is used to produce horsepower thus the more HC

produced.

Lean Mixture Rich

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 Tier 4B Final Service Training Manual
Particulate Matter (PM) / Nitrogen Oxides (NOx) / Ammonia (NH3)

Particulate Matter Nitrogen oxides Ammonia

Particles harmful to health Generic term for mono‐ Ammonia is a compound
and the environment are nitrogen oxides NO & NO2 of nitrogen and hydrogen
mainly composed of small (nitric oxide & nitrogen (NH3). It is a colorless gas
carbon particles and other dioxide) produced from the with a pungent smell.
toxic substances created reaction of nitrogen & Exposure to high levels of
during incomplete fuel oxygen gases during ammonia can be irritating
burning (low combustion combustion, especially at to your skin, eyes, throat,
temperature for high temperatures (can lungs and cause coughing
example). cause acid rain). and burns.

Selective Catalytic Reduction

Exhaust gas treatment system that uses diesel exhaust fluid (DEF) to reduce emissions as it
maximises performance.

Advanced SCR
 FPT has chosen Selective Catalytic Reduction (SCR) to control T4B Final emissions. Previously SCR was
chosen for engines over approximately 100 horsepower and Cooled Exhaust Gas Recirculation\Diesel
Particulate Filter (CEGR\DPF) for engines under approximately 100 horsepower to reach T4A emissions.
 Reaching T4B Final emissions with an advanced SCR ONLY system is an achievement in emission
control. Most engine manufacturers are incorporating a combined approach (SCR plus CEGR\DPF).
 The SCR ONLY solution allows low emission requirements while maintaining the competitive cost advantage
gained with T4A. FPT currently holds 8 patents on this system.

For in‐depth information on the T4A SCR systems, view:

Web Courses
Tech‐Coms
• “Tier 4 SCR Fundamentals”
• Introduction to CNH Tier 4 Emission
• “Tier 4 DEF Fundamentals”
Solutions
• “UDST Test Fundamentals”
• SCR Failure Resolution
• “The WEMA Sensor System”
• “SCR Temperature Sensor Diagnosis”

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Service Training Manual Tier 4B Final
Tier 4 A & B Similarities
The T4B SCR system remains similar in theory to T4A but is essentially a refined, tightly controlled and more
efficient Tier 4A system.
How Tier 4A SCR System works
 Exhaust gases leave the turbo outlet and travel s to the Diesel
Exhaust Fluid (DEF) Injector.
 The Supply Module maintains constant supply of diesel exhaust
fluid to the DEF injector.
 The DEF injector supplies a light mist of diesel exhaust fluid
(DEF) into the exhaust stream.
 DEF vaporizes in exhaust stream and converts to ammonia and
carbon dioxide.
 Exhaust, ammonia, & carbon dioxide pass into the SCR chamber.
 In the SCR Chamber, ammonia reacts with NOx and the
washcoat of the catalyst.
 During the reaction harmless nitrogen vapor and water vapor is
released thorough the exhaust pipe.

SCR Catalyst washcoat

A washcoat is a carrier for the catalytic materials that are
needed for the SCR system. It is used to disperse the
materials over a large surface area. The catalytic materials
are suspended in the washcoat prior to applying to the core
(substrate).
Washcoat materials are selected to form a rough, irregular
Substrate with surface, which greatly increases the surface area compared to
Washcoat the smooth surface of the bare substrate. This maximizes the
Bare substrate.
catalytically active surface available to react with the exhaust.

SCR process: Nitrogen oxides (NOx) are reduced when the exhaust gas is treated with a reactant (urea or
ammonia) as it passes through honeycomb‐patterned catalyst with a fine cell structure. The nitrogen oxides
react with the reactant on the active surface (washcoat) of the catalyst (substrate) and are reduced to water
and nitrogen.

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Tier 4B Final Service Training Manual
How Tier 4B Final SCR Works

 Exhaust gases leave the turbo outlet, flows through the exhaust flap, and into the Diesel Oxidation
Catalyst (DOC).
 The DOC oxidizing various emissions such as Carbon Monoxide (CO) to Carbon dioxide (CO2), Nitric Oxide
(NO) to Nitrogen dioxide (NO2) and breaks down any hydrocarbons (HC) in the exhaust stream and the
by‐product of this reaction is heat and odor reduction.
 The heat created in the DOC helps to quickly warm up the SCR catalyst.
o The exhaust flap is used during cold temperature, light load, and for other protective conditions.
o Proper SCR catalyst temperature is important in order to reach the efficient high NOx reduction
level.
 The DEF injector injects (based on engine controller calculations from various sensor reading) a light mist
of DEF into the exhaust stream where it is mixed into the exhaust stream and converts to ammonia gas.
 NOx is reduced as it travels through the SCR chamber and reacts with the ammonia and washcoat of the
catalyst.
 Any excessive Ammonia slipping by the SCR Catalyst is reduced as it travels through the Clean Up Catalyst
(CUC).

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Service Training Manual Tier 4B Final
Emission Target Comparison

Requirements for Tier 4A Interim strategy:

 Target NOx = 2 gram/kilowatt‐hour (g/kWh)

 Target NOx concentration = 180 – 360 parts per million (ppm )
 Target NOx efficiency = 75%
 NO defined limitation of NH3 tailpipe

PM burned in Engine cylinders. NOx controlled in the SCR Catalyst.

Requirements for Tier 4B Final strategy:

 Target NOx = 0.4 g/kWh

 Target NOx concentration = 20 – 40 ppm
 Target NOx efficiency = 95%
 Max allowed average = 10 ppm NH3 (Ammonia) limit

PM burned in Engine cylinders. NOx and NH3 controlled in the SCR and Clean Up Catalyst.

*In order to reach low emission standards during full rpm / full load range, a robust closed
loop system with additional sensors and catalysts are necessary.

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Tier 4B Final Service Training Manual
Tier 4B System Components: New or Upgraded

New Clean Up
New Ammonia
Catalyst
New additional (NH3) Sensor
NOx & Exhaust New Exhaust
Temperature Flap Upgraded SCR
Sensors
Catalyst
Material

New Engine
New Diesel Oxidation Catalyst
Control Unit
(DOC)
(EDC17)
Updated injector and mixer in DOC
New DEF
Quality
Sensor Updated Coolant Control Valve

Updated DEF Supply Module

1) ECU / Engine Upgraded 8) Dosing Module (Injector) Upgraded

2) Exhaust Flap New 9) Temperature Sensor Upgraded
3) NOx Sensor New 10) SCR Catalyst Upgraded
4) Temp Sensor New 11) Clean Up Catalyst (CUC) New
5) Supply Module Upgraded 12) Temperature Sensor Upgraded
6) Diesel Oxidation Catalyst New 13) NH3 Ammonia Sensor New
7) DEF Quality Sensor New *Electrical harness (not tagged) Upgraded

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Service Training Manual Tier 4B Final
New Major Components

NH3 Sensor is important

The Clean Up Catalyst (CUC) is a for precise dosing
strip of oxidation catalyst provided calculations.
for neutralizing any excess ammonia
slipping by the SCR catalyst.
Upstream NOX Sensor is
important for precise
efficiency calculations in
the 95% range.
SCR
Chamber

The Diesel Oxidation Catalyst (DOC)

promotes oxidation of several exhaust gas The Exhaust Flap assures full
components such as CO, HC, and NO. emission compliance even
during low‐load emissions.

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Tier 4B Final Service Training Manual
Typical Vehicle Impact

DEF Injector
and Mixer unit Revised Air
filter and
Intake
Diesel Oxidation
Catalyst Magnum
example Supply pump
and wiring

SCR Catalyst Exhaust flap

including Clean Up
Catalyst
New Intake and
Exhaust plumbing
Updated engine

 Depending upon machine, the impact will be greater. Slight hood modifications are generally necessary
for DOC and Exhaust flap plumbing.
 The SCR catalyst size is enlarged but outer chamber minimized as more internal space is utilized.
 The DEF tank outer size is generally the same size as with Tier 4A but the useable inner storage space
has been increased (less dead air space).
 The DEF Supply module size is reduced in size as the electronic control unit circuit board has been
removed since the engine controller monitors and drives all SCR functions.

Some configurations (as pictured) have

the DOC catalyst mounted externally.

SCR DOC
chamber

T9 4WD example

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 Service Training Manual Tier 4B Final
Wheel Loader / Windrower Examples

Various arrangements
exist and all involve
the same components
but with different sizes
depending upon
engine power rating.

SCR/CUC chamber

Ammonia
Sensor Upstream Temperature Sensor
Downstream
Temperature
Sensor

DEF Injector
Downstream
NOx Sensor
DOC

Upstream
NOx Sensor

Exhaust Flap DOC Temp Sender

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Tier 4B Final Service Training Manual
T4A vs. T4B SCR System Components

The diagram above showcases the Tier 4B system components to signify whether it's a new, updated or
previous used component on T4A.
 The components in “Red” are new components that were not used in the Tier 4A system.
 The “BLUE” components were used on the Tier 4A system.
 The “PURPLE” color components were used on the Tier 4A system but have been upgraded in some
fashion in order to use on the Tier 4B system.

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Service Training Manual Tier 4B Final
Bosch EDC17CV41 Engine Controller (ECU)

 The T4B system integrates the engine and after‐treatment system into one engine control
module (ECU) that manages all engine and SCR functions.
 It monitors various engine and SCR performance paramaters to constantly optimize engine and
SCR performance.
 Communicates with other vehicle controllers via CAN Bus.
 Capable of running on 12 or 24 volts with two 96 pin connectors and 3 CAN Bus interfaces.
 Depending upon the machine, the controller will be powered with 12 or 24 volts.

Vehicle side

Engine side Cooled by fuel via

integrated passage
(no o-ring)
EDC17CV41
1 Connector (Vehicle side) 96 pins
1 Connector (Engine side) 96 pins
Total pins 192

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 Tier 4B Final Service Training Manual
T4B Electrical CAN Bus
Engine side connector

T4B main components are wired to a separate CAN Bus dedicated for emission electronic control units (ECU’s)
- The Exhaust Flap (eFLAP) and Variable Geometry Turbo (eVGT) smart actuators
‐ The Urea Quality (UQS), Ammonia (NH3) and NOx Sensors are smart sensors with separate electronic control
units (ECU) that communicate via CAN Bus for quick response and clarity of message.
‐ The supply pump, dosing injector, exhaust temperature sensors, humidity sensor and tank level & temperature
sensors are wired directly to the engine controller (ECM).

Note: The CAN Bus may be labeled differently than “CAN Bus C” as pictured above (per application).

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Service Training Manual Tier 4B Final
What Are Smart Sensors / Smart Actuators?

Smart Sensors (UQS, NOx, NH3) Smart Actuators (eFlap, eVGT)

‐ Generally combines a sensing element, analog interface circuit, an analog‐to‐digital converter, and a
CAN bus interface all in one housing.
‐ Has self‐calibration and built‐in self‐test capabilities.
‐ Provides computation and communication and can measure multiple variables simultaneously.
‐ Have the ability to provide real‐time measurement.
‐ Increasingly, highly‐integrated smart sensors perform logic functions, rely on two‐way
communications, adjust for changes in their environment, and make calculations.
‐ The circuits work in very low voltages and are highly sensitive so repairs are not possible.

*The only electrical diagnostics that can be performed on a smart sensor are verifying power, ground
and CAN Bus communication to the sensor module (as well as ensuring proper terminal connection).
If a fault occurs, it will broadcast it on the CAN bus to the Engine ECU.

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Tier 4B Final Service Training Manual
EDC17CV41 Engine / SCR Controller Electrical Inputs

CAN BUS C

Smart sensors are on “CAN Bus C” has 2 terminators (one external plugged into the end of the Bus usually
near the NH3 sensor module and one internal in the engine controller). When testing a typical 2
terminator CAN Bus for resistance reading, approximately 60 ohms should be read.
NOTE: The ECU’s will NOT be identified in the Controller Status menu of the EST. However, if the CAN Bus
wiring to an ECU is defective, a fault code/s will be triggered identifying the controller with the issue.

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Service Training Manual Tier 4B Final
Engine Controller Diagnosis

 The EST will display

“OFF LINE” in the ECU
“Communication Status”
position of the “Controller
Status” menu if it cannot
communicate with the
ECU.

 Multiple “Timed out” fault

codes by the other
controllers will also be
broadcasted if the engine
controller is offline.

Note: If a controller is off line, there is power, ground, or communication issue with it. If this occurs,
there is no need to follow a fault code for a test procedure (several “timed out” fault codes will also be
triggered as the other controllers will sense it is “off line” so it can be confusing which one to follow).
 Simply test for powers, grounds, and the CAN Bus wires to the “Off LINE” controller. (Harness and
terminal condition is also factored in this testing).
 While the EST is connected, try moving the harness while looking at the controller status screen. If it
flashes to “ON LINE”, then the issue is in the harness or loose terminal connection.
 If all test good and you cannot reprogram it, the controller has to be defective.
 Rarely is a controller defective. Occasionally the circuit board could be defective and affect a circuit.
 Test lights should never be used to test the controller as it can harm circuits.
 Diagnosing is similar to a Smart Sensor checking for power (unswitched and ignition), grounds, and
testing the CAN Bus to the controller but with the added option of reprograming it.

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Tier 4B Final Service Training Manual
Exhaust Flap

Required to bring the DOC up to temperature in cold conditions & anticipate the action of after‐
treatment devices by increasing the temperature of the exhaust gas assuring full emission compliance
even during light load duty cycle.
Accomplishes this by:
 Increases exhaust gas backpressure by restricting exhaust flow.
- The load causes the engine to inject more fuel to maintain the desired rpm resulting in an
elevated exhaust temp that maintains proper exhaust temp for NOx reduction.
 Two sizes flaps per engine application.

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Service Training Manual Tier 4B Final
Exhaust Flap Troubleshooting

The actuator comprises a Brushless DC electric (BLDC) motor which drives an output shaft through a
set of gears.
o A fail safe spring (to open position) is integrated within the gear box in order to move the output
shaft to a predetermined fixed position when the unit is deactivated or un‐powered.
o The actuator is never unpowered except in case of severe actuator failure.
o The actuator takes up the default position as soon as the actuator is not commanded
anymore. The actuator remains powered.
o The actuator turns in direction of the default position, as soon as the shaft position is unknown.
o The unit contains electronics to interpret a set of commands (via CAN bus) and electrically drive
the motor so the output shaft reaches a position.

Troubleshooting
Visual check: Proper wiring and connections? Does the actuator move at key on?
 Upon start up, the flap will cycle to a fully closed position, back to a fully open position and then to
a 5% closed position. (This is subject to change)
 The flap can be tested mechanically by moving the flap by hand and listening for a metallic sound
when deadheading in closed position.
Electrical check: The only electrical diagnostics that can be performed on a smart sensor is power,
ground and communication testing of the harness to the sensor module.
 If a fault occurs, it will broadcast it on the CAN bus to the Engine ECU. Internal faults cannot be
repaired.

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Tier 4B Final Service Training Manual
Thermal Management
Developed to satisfy the required 95% SCR efficiency in most conditions.
 Main purpose is to get the system to target temperature as fast as possible & avoid dropping below it.
 Working temperatures need to be consistently higher than 270°C to reach that target efficiency (max
SCR efficiency starts to drop off below 270°C and falls significantly below 240°C).
 Most operating conditions already spend most time in optimum efficiency range. However some
conditions show significant time below 270°C such as during lower engine loads or in particularly cold
ambient conditions (roading with tractor, light load on excavator, snow removal). Operation of the
exhaust flap is beneficial in these situations.

Exhaust flap position is based upon the readings of the three exhaust temperature sensors
(before the Diesel Oxidation Converter, and upstream and downstream of the SCR Catalyst).

*Exhaust gas temps are slightly higher at the same load & speed compared to Tier 4A due to the
addition of the DOC & better insulation of exhaust pipes & catalysts. (Temps expected to be 10‐20°C
higher). In general, all pipes from the turbo to the SCR inlet will be double walled. The DOC and most
SCR chambers will be double walled and insulated as well.

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Service Training Manual Tier 4B Final
Thermal Management: Activation vs. Operating Conditions (subject to change)

WARM‐UP MODE
270‐275°C optimum
temperature

Description / features:
Since the SCR system is below its optimum operating temperature, the quantity of ammonia that needs
to be stored in the SCR to meet the necessary NOx efficiency rate increases significantly.
‐ The exhaust flap (and fuel injection strategy) is used to reach the optimal SCR temperature of 270‐
275°C as fast as possible, by increasing exhaust gas backpressure and consequently exhaust gas
temperatures .

Activation conditions:
After every engine startup, the system starts working in warm‐up mode.

Deactivation conditions:
This phase is over as soon as SCR temperature reaches 280°C.
(NOTE: if after 20‐30 minutes of activation the target exhaust temperature is not reached, flap is
automatically deactivated).

NORMAL MODE

Activation conditions:
The flap enters normal
operating mode when the
exhaust temperature
reaches its target value.

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Tier 4B Final Service Training Manual
Thermal Management Continued:

EFFICIENCY TEMPERATURE HOLD MODE

Activation conditions:
When the downstream SCR temperature falls below 240°C, the flap
will modulate to increase exhaust temperature at 245°C or above.

LOW POWER INHIBITION MODE

Activation Conditions:
The flap is deactivated when the SCR minimum operating temperature cannot be reached in a
practical manner even with the use of the flap.
 At these very low loads there is not enough energy in exhaust gas to maintain good SCR efficiency
and hydrolysis of the required urea injection.
 If the engine remains at this low power level for 15 minutes, then continuous thermal
management is switched off.
 As soon as engine load increases, the flap will be reactivated.
 In this temporarily deactivated state, the flap will still be used intermittently for preventing other
issues, such as urea deposits formation or HC accumulation as required.

NOTE: if vehicle is not being used and engine is left running, it is not possible to obtain or keep
a temperature of 270°C without closing the exhaust Flap over 90%. Thermal management is
switched off in these instances since extreme flap use for long periods can create problems
for turbocharger compressor seal.

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Service Training Manual Tier 4B Final
Thermal Management Continued:

HC ACCUMULATION PROTECTION MODE

Background:
If the engine is at very low load or left in idling conditions for long periods then continuous thermal
management is switched off and the temperature will fall well below 200°C.
‐ The DOC will not oxidize HCs and will gradually pass towards SCR; some of these will be absorbed in
SCR, thus occupying cells that can’t any longer collect NH3 to reduce NOx emissions.
‐ In some cases, with the engine left at low idle continually, total HC accumulation can be significant.

Activation Conditions:
After hours of run time but long before the total HCs accumulated reach a dangerous level, the exhaust
flap is intermittently used.
Two different strategies are possible, depending on application requirements (machine configurations,
safety conditions, etc.)
Countermeasure 1: Can be used to keep HC under control indefinitely by intermittently raising the SCR
temperature to around 300°C whenever the HC level reaches a critical level. To reach this target
temperature, the low idle speed must be increased during the intermittent regeneration phases.

Countermeasure 2: On some applications where the customer needs to be able to maintain the normal
low idle speed, rather than intermittent periods to remove HCs, DOC inlet temperature is set at around
250°C to avoid further accumulation.
o The critical level for countermeasure 2 is lower than countermeasure 1 and average flap use is
higher, but is done so without engine speed increase.

UREA DEPOSIT PROTECTION MODE

By increasing the required efficiency to meet T4B NOx emission limits and the consequent urea injected
quantity, risk of urea deposits in the mixer increases significantly at low temperatures.
‐ In the intermediate temperature range (250‐350 °C), this risk is significantly reduced but urea deposits
could very slowly start to build up if temperature never exceeds this temperature range.
Countermeasures:
Use the flap to increase exhaust temperature and control urea deposit.
‐ Engine load and exhaust temperature is increased to burn off urea deposits.

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Tier 4B Final Service Training Manual
Diesel Oxidation Converter (DOC)

Dosing Injector
bolted on exit of DOC

Integrated mixing
Chamber
in exit of DOC

Consists of a monolith honeycomb substrate coated with platinum group metal catalyst, packaged in a
stainless steel container.
The honeycomb structure with many small parallel channels presents a high catalytic contact area to
exhaust gasses.
 As the hot gases contact the catalyst, several exhaust pollutants are converted into harmless
substances for control of carbon monoxide (CO), hydrocarbons (HC), and odor causing compounds.
 Turns majority of emissions into oxygen and water.

HC = Hydrocarbons; CO = Carbon Monoxide; NO2 = Nitrogen Dioxide; NO = Nitric Oxide; CO2 = Carbon Dioxide; N2 = Nitrogen

* Required to achieve as
close as possible 50%:50%
NO:NO2 ratio before the
SCR, maximizing SCR
performance (especially
needed at low temps).

 The DOC in combination with the SCR catalyst creates enhanced system performance of the SCR catalyst.
 It increases SCR performance at low temperatures as it creates NO2 (Nitrogen Dioxide) from the NO (Nitric
Oxide) in the exhaust (NOx is the generic term for mono‐nitrogen oxides NO and NO2 ).
 The presence of NO2 increases the NOX conversion efficiency of the SCR Catalyst.
o NO2/NO ratio around 50% is required to give the optimum NOx reduction efficiency.
o Achieving as close to 50%:50% NO:NO2 ratio as possible before the SCR, maximizing SCR
performance especially needed at low temperatures.

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Service Training Manual Tier 4B Final
Diesel Oxidation Converter configuration

DOC

Steiger / T9 Magnum / T8

Wheel Loader /
Windrower

Diesel Oxidation Catalysts come in several different configurations either under the hood or mounted
outside the hood. Sizes are based on the equipment they are mounted to and engine power.
 A NOx sensor and a temperature sensor are at the inlet.
 The DEF injector attaches to the exit section of the chamber which has an integrated mixer that provides
high turbulence mixing. This leads to a uniform vaporization of urea into the exhaust stream.

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Tier 4B Final Service Training Manual
SCR Catalyst \ Clean Up Catalyst

SCR Catalyst
DEF mixes with exhaust gas and reacts with catalyst in SCR chamber.
‐ A chemical reaction occurs as the ammonia from DEF flows through the SCR Catalyst substrate.
‐ A different type of washcoat substrate is required for the T4B SCR catalyst as well as it has larger mass
than T4A but the chamber housing is relatively the same size.
‐ Used for increased temperature stability and more efficient NOx conversion.
‐ Has increased stability vs. temperature (600 °C vs. 540 °C of Tier 4A SCR), avoiding derating at high low‐
end torques.

Clean Up Catalyst (CUC):

The Clean Up Catalyst (CUC) is a strip of oxidation catalyst integrated in the outlet of SCR provided for
controlling ammonia (NH3) slip.
‐ Neutralizes any excess ammonia that may be left from the NOx reduction process.

Trouble shooting
The condition of the SCR catalyst itself is monitored using signals from the NOx sensors.
‐ Over time, aging of the SCR catalyst will result in increased NOx emissions.
‐ The SCR system continually monitors efficiency, watching for signs of progressive degradation in SCR
catalyst performance. When the catalyst can no longer pass the tests, the ECM will set fault codes.
‐ Any rattling heard from the SCR or DOC chambers is a sign of damage to the catalyst material.
‐ Excessive engine oil burning, excessive fueling from a defective injector or engine coolant leaking
into the cylinder can harm the catalyst.

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Service Training Manual Tier 4B Final
Upstream and Downstream NOx Sensors

The NOX sensor is an intelligent “Smart Sensor” with a

complex and expensive ceramic element.
 It controls the combustion and exhaust after‐
treatment processes, thus significantly reducing
the level of nitrogen oxides in the exhaust.
 It senses the amount of NOx entering the DOC
chamber and later exiting the SCR Chamber.
 Based on a ceramic sensing element that measures
the NOx concentration in the exhaust gas and
transmits the output signal to the engine ECU,
where it is used to control the engine combustion
process & exhaust after‐treatment in the most
efficient way.
 The combination of NOx measurements before
and after the catalysts (along with the NH3 and
exhaust temperature sensors) is a robust control
system leading to precise control.

How does it work?

 A ceramic sensor made of zirconia electrolyte measures (in amperage) the oxygen concentration
entering from exhaust gas through a diffusion barrier into a first cavity.
 The oxygen concentration inside the cavity is controlled to the constant concentration of a few ppm
NOX. Other components of the exhaust gas also entering the cavity as HC, CO and H2 are oxidized at
the pumping electrode.
 From the first cavity, the test gas (with a few ppm O2 and NOx) enters a second cavity where oxygen is
totally removed by an auxiliary pump.
 At the measuring electrode, the equilibrium on NO, N2 + O2 is changed by removing oxygen generated
by the NO. The amperage measurement of this generated oxygen represents the NOX concentration.
 An ECU provides the power control for heating the sensor element to operating temperature as well as
the regulation for the amperage operation of the pumping cells to determine NOx concentration,
air/fuel ratio and a lambda signal is determined.
 The ECU provides the measured gas concentrations digitally via CAN bus to the engine controller.

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Tier 4B Final Service Training Manual
Open Loop / Closed loop / Dew Point
 Once the SCR chamber is up to operating temperature (240°C \ 464°F), DEF can be safely injected into
the system per engine calculations. This is called “Open Loop”.
 After approximately 6 to 15 minutes (if catalyst and engine temperature is obtained), the NOx sensors
NOX SENSORS ARE SMART SENSORS
will come online and DEF injection will be based upon those (and exhaust temperature sensors)
readings. This is called “Closed loop”.
 The time delay (Dew point) ensures moisture is off the sensing tips of the sensors after initial startup.
Once reached, the sensing element can be safely heated electrically a few minutes until ready for
operation.

NOX sensor handling / troubleshooting

The sensor is very sensitive with regard to water (the ceramic
part could crack and/or the sensor cell may be poisoned).
 Any contact with water before heating it has to be
avoided.
 2 different sensors available to accommodate various
machine layouts (12 or 24 volt specific per application).
 Varying cable lengths and sensor orientation available.
 The connector on the module cannot be separated and
the length of the cable may not be modified.
 Do not add compound to the threads of the sensor when
installing (nor penetrating oil to loosen it when removing)
as foreign substances could enter the sensor ports in the
tip and cause damage.

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Service Training Manual Tier 4B Final
Sensor Inspection and Failures

Visual inspection alone is not usually sufficient to determine if a sensor is functioning correctly. However,
the following are considered mandatory basic checks:
 The sensor body should be checked for dents, which are a sign of mechanical shock that can crack the
sensor element. The appearance of the protector tube can give an indication of possible problems.
 The lead wire and connector should be checked for damage. Any damage will interfere with the sensor
signal. Due to the fragile nature of the element it is possible for the sensor element to be critically
damaged internally, despite the lack of physical external damage.
 When the heating element is damaged, the ECU will normally flag a fault code because it takes to long
before the sensor starts to work.
 Another common cause of premature failure of sensor probes is contamination of fuel with silicones
(used in some sealing and greases) or silicates (used as corrosion inhibitors in some antifreeze). In this
case, the deposits on the sensor are colored between shiny white and grainy light gray.
 NOx sensors have an air inlet to the sensor backside in the lead, so contamination from the lead
caused by water or oil leaks can be sucked into the sensor and cause failure
 With heated NOx sensors, normal deposits are burned off during operation and failure occurs due to
catalyst depletion.
 Leaks of oil into the engine may cover the probe tip with an oily black deposit

Grommet Pulled Out

The grommet protects the sensor from damage due to water intrusion
into the sensor body.
 Abnormal tension on the wiring loom is the likely cause of the
grommet being pulled out.
 The lead wire should be re‐routed to avoid tension in the wiring loom

Excessive White or Grey Deposits

Excessive deposits such as these indicates that fuel
additives are being used or the engine is burning oil.
 Certain components in the fuel additives and oil can
contaminate the sensor element.

Excessive Carbon or Oil Deposits

Excessive carbon and oil deposits can damage the sensor.
 Carbon deposits can clog the sensor and effect its
response time. The cause can be a rich mixture,
exhaust air leaks or high oil consumption due to worn
piston rings or valve seals.

Note: A plausibility test may be possible (depending upon the length of the sensor lead) by placing the
NOx sensor into the DEF injector port thereby comparing NOx sensor readings to the NOx calculated
values as viewed on the EST parameter screen.

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 Tier 4B Final Service Training Manual
Exhaust Temperature Sensors
The DOC temperature sensor
monitors exhaust temperature
entering the DOC helping to
ensure proper NOx conversion &
overheat protection.

Exhaust temperature for

maximum NOx
conversion of SCR The Upstream SCR
The Downstream SCR
process is in a specific Temperature sensor is used to
Temperature sensor is one of
range of 250‐550°C (480 precisely monitor the
the main leading parameters
– 1020°F). temperature of the exhaust gas
for dosing calculation.
before it enters the catalyst
If it is missing or inaccurate,
chamber to help monitor SCR
the system cannot determine
Chamber efficiency
what's happening in the
catalyst & damage could
occur if dosing continued.

Temperature sensors are closed tip, a more robust design than the Tier 4 sensors.
Precise measurement of SCR inlet/outlet temperature, due to:

 SCR overheat protection

 DEF dosing strategy (open vs. closed loop dosing)
 SCR‐monitoring
 After‐treatment heat‐up
 Dew point detection for NOx and NH3 sensors

* T4A replacement exhaust temperature

sensors will be closed tip.

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 Service Training Manual Tier 4B Final
Temperature Sensor Troubleshooting EDC17CV41

 5 volts supplied on the pin 1 of each connector to its sensor. The sensors share a
common ground to the ECM.
 For test purposes, the coolant temp or Fuel high psi solenoid interface harness
connector from the yellow Diagnostic Repair kit (#380040185) can be utilized.
 If viewing the parameter in the CNH base EST program, it will be an excessively
high number “65279” if the circuit between the sensor and the ECM is open.

How does the engine controller determine the temperature reading?

Fixed Resistor Usage with Sensors

 Fixed resistors are used in voltage
division circuits (R1 and R2).
 The fixed resist R1 is used to create a
voltage drop point.
 As the resistance of water temp sensor
(R2) changes, so does the voltage drop
across R1.
 A monitor inside the electronic
controller measures (senses) this
voltage drop in‐between the two
resistors and correlates it to the
exhaust temperature.

 Fault codes triggered when the monitor circuit measures (senses) a voltage above or below a certain threshold.
 Since there are 2 resistors in the circuit, the voltage drop is split between the resistors.
 The voltage the controller senses will fluctuate as the temperature sensor heats up or cools down since its
resistance will change during these situations.
 If a wire to the sensor is “open” or has a loose terminal, the voltage will raise to raise to approximately 5 volts
(over the fault code threshold) and a fault code for an “open circuit” or “circuit high” will be flagged.
 If the wires leading to the sensor become “shorted”, then the voltage measured will be approximately 0 volts
(lower than the fault code threshold) and a fault code for a “shorted circuit” or “circuit low” will be flagged.
 Fault code diagnosis involves checking the harness for resistance to see if it has an “open”, or it is “shorted” or
has “corrosion”.
o Any corrosion (or loose terminals) adversely affects this reading.
o Measuring of the voltage on the 5 volt reference power wire may be requested as well (if no voltage,
then the wire is shorted or the circuit inside the controller is defective).

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Tier 4B Final Service Training Manual
NH3 (Ammonia) Sensor

The ammonia sensor is a smart sensor used for detecting the presence of NH3 and NO2 in the exhaust gas
++++++++++++++++++++++
leaving from the SCR catalyst, allowing a more precise adjustment of the amount of DEF to be injected.

Ammonia slip
Occurs when too much DEF has been sprayed in the SCR chamber (limit of 10 ppm NH3 ).
 The Clean Up Catalyst and NH3 sensor have been incorporated to control excessive ammonia slip.
 One limitation with T4A NOx sensor technology was the NOx sensor’s difficulty to occasionally
distinguish between NH3 and NOx which had an impact on the DEF dosing strategy. Using an NH3
sensor allows precise control of ammonia stored in the catalyst.

NH3 sensor triggers

the Engine control
unit precisely when
NH3 is in excess of a
specific target range.

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Service Training Manual Tier 4B Final
NH3 Sensor Electrical

NH3
module

NOx

In this Magnum /T8 arrangement, the NH3 & SCR NOX modules, and the
CAN Bus C terminator is located under a panel of SCR Chamber.

NH3
module

NH3 Sensor
Pin Description
1 Engine Aux B+
2 Engine CAN HI
3 Engine CAN LO
4 Ground J1 Vehicle Connector J2 Sensor Connection

Sensor Design consideration:

None of NH3 sensor wires should ever be disconnected during sensor operation; diagnostics are included
in the electronic interface to detect an open wire condition and to shut down all control functions in the
event that an open wire occurs. A loss in connection of the temperature cell wire will cause overheating
and damage to the sensor.

Battery voltage must never be applied directly to the heater; in fact excessive exhaust temperature in
conjunction with battery voltage on the heater will damage the sensor.

Cable Length Sensor Style Three different sensors with varying

(mm) Length (mm) cable lengths and sensor
orientation available to
240 35 90° Bend accommodate various machine
layouts.
Sensor’s functionality is identical.
500 50 90° Bend

580 50 Straight

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Tier 4B Final Service Training Manual
Advanced SCR Control Strategy

The T4B system is a

highly sophisticated
system with a closed
loop system that
continuously monitors
various sensors and
drives system
actuators for precise
urea injection.

T4B High Efficiency Target: How Is It Realized?

 The system maintains accuracy throughout the entire operating range and is robust against variation
and ageing of the after‐treatment system.
 It optimizes urea dosing during all transient running operation to maintain efficiency and lower
ammonia slip risk.
 NOx conversion depends on the amount of stored ammonia (the catalyst acts sort of like a sponge).
o With increasing temperature (green area of the chart below), less stored ammonia is necessary to
maintain NOx efficiency.
o In order to avoid Ammonia slip but still achieve emission targets, the maximum allowed storage of
NH3 has to be limited at low temperatures (red area of the chart below) since the system is at a
reduced SCR efficiency.
o However, DEF injection is not stopped as the amount of allowable NH3 that can be stored increases
with decreasing temperatures and this guarantees available ammonia during transient conditions
(when the system is moving from low‐speed to medium/high speed and high torque values).
o The exhaust flap thermal management will also be triggered to help in low temp/load situations.

% Efficiency

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Service Training Manual Tier 4B Final
DEF Suppy Module

The new DNOx‐2.2 Supply Module Improves urea injection

accuracy and effectiveness with 9 bar (130 psi) injection
pressure as well as reduces urea crystallization

The DEF supply pump module consists essentially of a membrane pump that recovers the DEF from the tank
and delivers it under pressure to the dosing module. It contains a filter (10 micron to clean the DEF of any
impurities) and a reverting valve for evacuation of DEF upon engine shutdown.
 The engine controller (EDC17) drives all dosing calculations and injection leading to a robust system.
 All fault codes will be in the EDC17 unlike T4A (in the Engine or DCU15 controller).
 The T4B supply module is driven with 12 or 24 volts (T4A was 24 volts only).
 It is equipped with a heating circuit (connected to the engine coolant system) in case of low
temperatures preventing the freezing of DEF.
 DEF injection varies based upon engine operating conditions and signals sent by various SCR sensors.
.

1. Main DEF filter Cover

2. Denox 2.2 harness connection
3. Blue – Inlet with serviceable screen
4. Green – Coolant “in”
5. White – Backflow with Check valve
6. Coolant “out”
7. Black – Outlet to injector
8. Heating plate
9. Case

*DEF Hose connections are different sizes

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Tier 4B Final Service Training Manual
DEF Suppy Module Continued:

Coolant
connector DEF inlet
(Tank  Supply Module)

DEF backflow
(Supply Module  tank)

DEF outlet
Reverting valve (Supply Module 
(4/2 Way valve) Dosing Module)

Membrane
pump Pressure sensor

Temperature sensor

Main filter

 Three supply modules

available
 NOT interchangeable
 Each supply module is
exactly specific (flow &
voltage) for its
application.

Filter Replacement:

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Service Training Manual Tier 4B Final
DEF Suppy Module Continued:

Tool #5801667204 (with replacement filter)

Note: protect filter chamber from contamination and particles

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Tier 4B Final Service Training Manual
Electrical Troubleshooting:
The Supply Module cannot be open for diagnosing. Testing is only possible between the engine controller
(see page 18 for pin outs) and supply module connector (below). Rarely is a supply module defective
electrically.

Pin Function

2 DEF pressure sensor power supply (+5V)

3 Pressure sensor signal

4 GND pressure sensor ground

8 GND Diaphragm pump ground

9 Diaphragm pump power supply (+BAT)

10 Diaphragm pump PWM signal

11 Reverting solenoid valve

12 Reverting solenoid valve

Pressure build up Troubleshooting

Supply module issues generally evolve around the lack of DEF pressure which occurs if there is leakage on the
supply lines (drawing in air) or plugged pre‐filter or main filters (blocking DEF flow to the pump).
 If air ingress is suspected, perform a visual inspection. If this does not uncover any issue, try a different
container of DEF & feed line to verify if psi can be built. If so, suspect the WEMA seals or crack in steel
feed line.
 For plugged filters, visually clean or replace and run the EST “Urea Dosing System Test (UDST)” to verify
normal operation.

Urea Dosing System Test

Provides a visual graph and text
describing the pressures, duty cycles,
and operation of components during
the test. It will display a “Pass” or “Fail”
at the conclusion of the test and well as
diagnostics.

The UDST Is used for: Examples of typical UDST failure modes

 Validation of correct installation and connection
of individual components of the DEF dosing  Suction line: Heavy leakage
system  Suction line: Partial blockage
 Validation of correct functioning of components  Backflow line: Fully blocked
 Validation of ability of dosing system to inject  Pressure line: 'Medium´ leakage
 Pressure line: Fully blocked
 Check for blockage of piping and component

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 Service Training Manual Tier 4B Final
DNOx 2.2 Supply Module Pump Flushing Procedure

(C)
Reverting Valve

(B)
Pressure sensor
p

Main Filter
(A) Backflow throttle

Non-Return
Valve

Dosing Valve

(D)
AdBlue Tank

Should CNH Fault code 19550 (FPT DTC 4B8A) occur, it indicates the supply module does not build sufficient
pressure for dosing. The following procedure is necessary to perform for the correct diagnostic and repair action.
This procedure includes an inspection of the supply module filtration system and a flushing procedure.
1. Fill the flushing reservoir (A) with one gallon of distilled water or de‐ionized water and apply pressure to
the reservoir to fill the supply tubing with water. Attach the tubing to the inlet connection (B) of the
supply module & carefully clamp the tubing with a worm gear clamp.
2. Place the flushing reservoir catch pan (D) slightly below the supply module and pressurize the flushing
reservoir to 14 Kpa (2 psi).
3. Use the EST to start the UDST test to start the supply module pump. You will note at the start of the UDST
test that the reverting valve will actuate briefly, which may push water that is inside of the supply tube
back toward the reservoir. The reverting valve will shift again. Normal system operation should occur
with the pump pulling water from the reservoir (water should drain from the filter cavity of the supply
module while the pump runs). This indicates that the pump is capable of pumping water. With the pump
operating, the compound gauge (C) that is teed into the inlet fitting of the supply module should drop
from 14 Kpa (2 psi) to approximately ‐13 Kpa or (‐4 inches of Hg) vacuum.
4. Complete the UDST test three times. Watch the compound gauge to see if there is a vacuum on the
reservoir. Water should also drain from the filter cavity. Re‐fill with water as necessary between tests.
5. If water flows from the filter cavity and you observe a vacuum during pump operation, the operation of
the supply module is correct.
6. Install the new main filter for the supply module and re‐install the supply line from DEF tank.
7. Install new DEF. (Do not reuse the old DEF that you drained from the tank).
a. NOTE: If you observed heavy contamination during the inspection of the filters; drain, clean, flush,
and then air dry the DEF tank.
b. When the tank cleaning process is complete, reinstall all connections and re‐test the system using
the UDST test. Run the UDST twice. Ignore the results of test number 1. Test number 2 should have
passing results. If test number 2 fails, replace the supply module.
8. After a successfully test, verify system operation by running the “SCR Fault Repair Verification Test”.

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 Tier 4B Final Service Training Manual
Dosing Injector Module

DEF Injection
pressure:
9 bar (130 psi)

 The dosing injector module is a normally closed valve controlled by the engine controller. Its
function is dosing the DEF solution into the exhaust pipe upstream of the SCR catalytic converter.
 It is mounted onto the exit portion of the DOC and is connected to the engine cooling circuit for
constant cooling. It is PWM driven by the ECU through pins 96 (ground) and 23 (system voltage).
o Because the injector is constantly cooled by engine coolant, it is no longer necessary to derate
the engine upon start up in extreme cold weather.
o A steel gasket must be installed for proper heat shielding (see below).
o The DEF feed line will have a large loop above the injector that helps with system evacuation
(the injector is open for the full 80‐90 second process during evacuation).
 Four dosing modules are available and are NOT interchangeable.
o Two flow sizes and 12 or 24 voltages available per application

Gasket is deformable and can only be used once

Potential damages if reused:
 Leakage of exhaust gas to ambient
 Over‐heating of dosing module
 Irreversible Dosing Module hardware damage
Coolant lines positioned  Some applications may have an
additional ceramic triangle washer or
in a raised posistion to
reservoir tank (or both) for additional
help with cooling.
cooling upon a hot engine shut down.

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 Service Training Manual Tier 4B Final
T4B Dosing Module injector

DEF flow increased & system pressure has been increased.

 Injector spray holes increased from 1 to 3 (120° angle between holes) with a reduced droplet size increasing
atomization & mixture into the exhaust stream.
 Each dosing module is specific for its application.
o Dosing module 2.5 is based on DM 2.2 with enhanced cooling passage design.
o It has increased temperature robustness so can handle more exhaust temperature (per application).

Engine
control unit

Electrical Troubleshooting: Involves verifying wiring condition from injector to the Engine controller. Voltage
is PWM driven; power via a high side driver (pin#2) & ground provided by a low side driver (pin#1) by EDC17.
Visual testing: The injector can be removed and tested with the EST UDST test for a visual check. During the
test, the injector will have an atomized spray from 3 holes for a short period of time. If it does not, suspect it
is plugged. A light white crystallization deposit on the tip is considered normal. With a T4A system, heavy
deposits were a sign of poor DEF quality. The T4B DEF quality sensor will be able verify quality continuously.

DEF consumption will increase from T4A but will be offset with increased fuel
efficiency.
 DEF usage will continue to be affected by factors including engine
horsepower, ambient temperatures, humidity and engine load, among other
factors.
 Consumption variation with humidity is not as wide as Tier 4A due to
robustness of system.
 Due to several engine advances, fuel consumption will decrease.

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Tier 4B Final Service Training Manual
DEF Quality Sensor (UQS)

*Urea quality sensor

required by to improve
SCR inducement

The UQS is a smart sensor with its own ecu and it monitors urea content of the DEF being injected
ensuring quality.
 The sensor uses a Liquid type detection to distinguish if the liquid is good quality DEF.
 Uses (2) measuring modes by heating a portion of DEF and then measuring the voltage output.
 Measuring kinematic viscosity before the liquid starts convecting and then measuring kinematic
viscosity after the liquid starts convecting.
The graph below shows the sensor outputs of various liquids.

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Service Training Manual Tier 4B Final
DEF Quality Sensor (UQS) cont:

The sensor has two small sensing holes

where urea enters/exits the sensor.
 By using two measuring modes,
liquids that have similar heat
conductivity can be distinguished.
 Measurements are taken
approximately every 20 seconds.

Sensing
holes

Circuit board

 The sensor is installed near the bottom of the tank and is only covered until urea is down to 5%
on the urea level gauge over inclination angles.
 A fault code will be triggered when the quality approximately +/‐ 4% from 32.5 %.
 If you are watching the urea concentration signal with the EST when the urea level is low (below
5%), a valid value may not be seen if the sensor is not covered by urea (depending upon the angle
of the machine). This is considered normal.

Note: If diesel is accidently poured into the urea tank, the sensor will detect bad concentration
once the diesel fuel that is floating on the urea gets to the level of the UQS. If diesel enters the
UQS, then the sensor must be removed and cleaned or replaced. Clean with Alcohol.

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Tier 4B Final Service Training Manual
DEF Tank

The general concept and basic requirements for the DEF tank components are similar to Tier 4A.
 It contains the WEMA heating coil assembly and DEF quality, temperature, and level sensors.
 The magnetic fill system continues to be utilized and will automatically shut off the refilling process
to help prevent spillage, and to leave room for expansion.
o The DEF fill nozzle is much smaller than the normal diesel fuel fill nozzle to ensure that only
DEF is poured into the DEF tank.
 It continues to have dead air space to allow for expansion due to DEF freezing.

IMPORTANT: It is important to prevent DEF from entering the fuel tank as it does
not incorporate a magnetic fill nozzle system. If DEF is put in the fuel tank, drain &
clean the fuel tank. DEF in the fuel system will cause major (expensive) fuel
injection system failures.

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Service Training Manual Tier 4B Final
WEMA DEF Level / Temperature sensor

The WEMA System senses DEF temperature and level.

 It consists of a series of resistances, a float, an NTC temperature sensor and aid heating
coil in case of low temperatures.
 DEF lines were revamped due to update of the coolant control valve (engine coolant is
used to cool the injector instead of DEF).

Diesel exhaust fluid required for Tier 4B is the same fluid as T4A. For detailed DEF
information, view the DEF Fundamentals WBT.

Engine coolant inlet (blue clip)

DEF intake
suction pipe

WEMA
sensor

DEF return
from supply
module

Coolant outlet
(white clip)

Note: Some applications do not have the vent in the top of WEMA assembly (It’s vented off a port on
the tank). Midrange combines also incorporates a filter on the vent line due to high dust.

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Tier 4B Final Service Training Manual
DEF Level / temperature sensor

The ECU monitors the DEF tank level and temperature to determine the tank fluid level and temperature
 Level is determined by the position of a magnet in the sensor float.
 If the DEF level is low, a message will be displayed for the operator, and/or reduce the engine power
level.
 The temperature sensor is at the end of the green circuit board and helps determine when the
Defrosting cycle becomes activated for heating of frozen DEF.
 If the DEF temperature is low, the DEF heater valve will be activated and the engine power level may be
reduced.
o Engine coolant begins flowing within the heating coil once the Coolant Control Valve is activated
to thaw frozen DEF.

R voll R1 R2 Rx
Tank level 1
300 100 100 100
mW mW mW mW
RS 1 RS 2 RS 3 RS x

Common GND 2
Temp
NTC
sensor
Temperature 3

 As the float raises and lowers, it will OPEN/CLOSE the switch for each resistor “Rx”, changing the
resistance from the supply to the return connections. Example: “LOW” tank level will go through one
resistor providing a LOW resistance; which will provide a high supply line sense voltage.
Note: if testing float position with sensor removed from the DEF tank, rapid movement of the float will
not produce rapid changes to the vehicle display due to a programmed lag time.

Note: If the magnet of the magnetic fill system is knocked off

(possibly by a funnel jammed into it) and hits the stainless
steel of the Wema sensor, DEF level will show “empty” even if
the tank is “full”. This will cause a low DEF inducement fault.

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Service Training Manual Tier 4B Final
Wema Sensor Trouble shooting
Defective seals or a cracked tube can cause DEF
pressure issues (or possibly coolant leaking in
the DEF tank).. SCR fault codes 19813 & 19298
Seals
will be displayed due to failure to build DEF
system pressure (engine derates due to air in
the DEF system). All T4B units will have double
bushing seals.
‐ To test, pressurize the tubes with 10 psi air
while holding under water and look for air
bubbles.
‐ Bubbles appearing while pressurizing the small
tube will affect the Supply modules’ ability to
build DEF pressure.

Optional filtration:

Connector
Connector 1
DEF return to 1 ‐ Tank level
2 ‐ Tank Ground
tank tube
3 ‐ Tank temp. (65°F 1.3 K Ω) 3D Filter within
DEF pick‐up Sender @ 70 micron
DEF Level Reading
tube
58mm 91 Ohms (Empty)
Inlet strainer
79mm 601 Ohms
Coolant outlet 100 micron.
100mm 1.111 K Ohms
tube
142mm 2. 131 K Ohms
205mm 3.711 K Ohms
Coolant inlet
250 mm 4.631 K Ohms
tube
350mm 6. 671 K Ohms
500 mm 11.551 K Ohms
DEF level sensor
600 mm 14.351 K Ohms
DEF Temp > 650 mm 16.000 K Ohms (Full) Vent filter
sensor *Varies per machine 10 micron

Testing the level sensor involves attaching an Ohm meter between pins 1 & 2 and viewing the meter
reading while raising or lowering the float.
 The reading will toggle to the chart reading per position of the float
 Testing the temperature sensor is similar to testing exhaust temperature sensors as discussed
earlier. Testing between pins 2 and 3 for resistance.

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Tier 4B Final Service Training Manual
Coolant Control Valve

The coolant control valve is a 3 port, 2‐position solenoid valve that heats the DEF tank, pipes, and supply
module with engine coolant.
 An additional port (bottom) has been added on the coolant control valve for continuous coolant flow to
the DEF injector.
 Upon activation by the Engine control module (during cold temperatures triggered by temperature
sensors in the DEF tank, DEF supply module or ambient air), engine coolant is directed to the DEF tank
heater coil, supply module and the DEF injector.
.
Note: Valve is directional, if the coolant flow through the valve is reverse (hoses
hooked up incorrectly), the valve will be damaged.
 Verify the coolant is flowing the correct direction as indicated by the arrow
on the valve.

Troubleshooting: Involves verifying system power, and harness condition. System voltage is provided
from pin 50 of the engine controller and ground is supplied by a low side driver on pin 72 for activation.

Fault code 19325 is logged when DEF temperature is excessive. Ensure

the coolant control valve is not allowing engine coolant to flow to the
tank during warm temperatures.
 Common cause is coolant lines are installed incorrectly or the coolant
control valve is not sealing correctly causing the DEF to overheat.
 Test by blowing through the inlet while holding the bottom port
closed. Air should not be flowing through the side port.

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Service Training Manual Tier 4B Final
Coolant flow – Normal operation

Engine coolant is continually circulated to

the DEF Injector after engine startup.

Normal operation
At normal temperatures, engine coolant only flows to the dosing injector and returns to the engine.
Defrosting and Heating cycles
After 15 minutes after engine startup, it will activate the pump and try to build DEF pressure.
 If it is not able to pump, it will go into another 15 minutes and then try again. If not defrosted
after, an inducement begins (unless below ‐18 °C (0 F). See the next page for information).

Defrosting cycle

Signal Threshold Comments

Heating On Switched to heating

DEF Tank < ‐10.0 °C (14°F) > ‐8.0 °C (18°F)

Supply Module < ‐4 °C (25°F) > ‐4 °C (25°F)

Heating cycle

Signal Threshold Comments

On Off

DEF Tank < +15 °C (59°F) > +17 °C (63°F)

Supply module < ‐2 °C (28°F) > 0 °C (32°F) Cold ambient: Heating is always active

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Tier 4B Final Service Training Manual
Coolant flow – Cold weather operation
At cold temperatures, engine
coolant flows to the DEF tank, on
to the supply module, then to the
injector and returns to the engine.

Note: The EPA has an allowed extended defrosting time (injection is not
required) for up to 8.5 hours when DEF temperature is below ‐18 °C (0 F) and
SCR chamber temperature is below 160 °C (320 °F). The system will not
attempt to build pressure until downstream SCR temperature is 150°C.

Defrosting State
• DEF Pump is not running to avoid damage of system components (…eg. membrane of pump…).
• Pressure testing on 15 minute intervals to determine system is defrosted.
• System is heating up until DEFROSTING OFF thresholds (view chart previous page) have been
reached.

Heating State
• System is starting up and building DEF pressure.
• DEF Dosing can begin.
• Heating of components is continued until HEATING OFF thresholds (view chart previous page) have
been crossed.

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Service Training Manual Tier 4B Final
Filtration

Some applications (such as

with combines) incorporate a
larger pre-filter.

Optional filters

Vent filter on
end of the vent
line
(10 micron)

Optional inlet
Filter in the tank
(70 micron)

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Tier 4B Final Service Training Manual
SCR Hydraulic schematic:

Similar operation
to T4A except DEF
fluid is no longer
circulated through
the injector for
cooling.

 EDC17 directs voltage from pin 50 to the supply module connector pin 9. This will provide power for
the reverting and coolant control valves. It will also provide power from pin 84 to pin 10 of the supply
module to control the output of the DEF pump. Ground is provided from pin 89 to pin 8.
 The pump is pulsed to maintain the 9 bar (130 psi) system pressure (signal wire pin 3 to ECM pin 7).
 There are 4 main operations of the system:
o “Pressure buildup”
o “Reverting Valve check” (driven by the ECM supplying ground from pin 85)
o “Normal Operation”
o “After‐run” (reverting activated for DEF evacuation)

Pressure Build Up Cycle: Start Up

“Pressure build‐up” is performed after the
engine is started (and the SCR catalyst is
heated). The pump draws DEF from the tank
and creates flow building system pressure.
NOTE: Tier 4A systems started to build DEF
pressure as soon as the engine was started
since the DEF injector was cooled with DEF
fluid. The Tier 4B DEF injector is cooled with
engine coolant so this is not a necessity at
immediate start‐up.
 The supply pump is driven per the engine
controller instructions and pressurizes the
system to 9 bar (130 psi).

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Service Training Manual Tier 4B Final

cycled Reverting Valve Check

A reverting valve check is performed (as well as
injector being open during initial pressurization)
per system requirements to bleed air from the
system.

Normal Running
The pump pressure is up to 9 bar (130 psi) and
when the temperature into the SCR chamber is
240°C (460°F) or greater, the system goes into
normal operation and starts injection DEF.

Pulsed The dosing valve is pulse width modulated (PWM)

by the ECU which has full control over the
amount of DEF injected.

After‐run (Emptying the system)

The After‐run operation occurs after the
machine is powered down (key off).

The injector is set to an open position, and

the reverting valve and the pump is activated
ON in order to evacuate DEF out of the lines and
be returned to the DEF tank (80 ‐ 90 second
run time).

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Tier 4B Final Service Training Manual
Intake Air Humidity \ Temperature sensor

Monitors relative humidity and temperature of incoming air (2 sensors in one).

 The incoming air humidity value is used to correct the estimation of raw engine NOx
production, in order to adjust DEF injection.
 Humidity plays a part in the amount of NOx produced. Generally, the more humid the incoming
is, the less DEF is needed to be injected.

*With T4B, DEF usage will not vary as much as the T4A system due to the DOC and
exhaust flap and the robust monitoring system.

1. Intake pipe – Air cleaner to turbo 2

2. Intake Air Humidity / Temperature
sensor

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Service Training Manual Tier 4B Final
Intake Air Humidity \ Temperature Sensor Trouble shooting

Pin Description
1 5v dc supply
2 Humidity signal
3 Ground
4 Temp signal

Humidity Sensor
The principal of the humidity sensor is the change of the capacitance of a capacitor with or without
humidity.
 The variable capacitor is placed in an oscillator circuit. The output signal of this active sensor is
normally between 1 and 4 Volts.
 5 volts reference voltage should be at pins #1 & Pin #4 when the connector is unplugged.
 The ground wire on pin #3 is shared between the sensors.
 Check resistance of the sensor between pins 3 & 4 and correlate it to the chart below.
 The temperature sensor can be verified on pins 3 and 4 of the sensor. Compare ohm reading (per the
outside temperature) to the chart below.

% Humidity vdc TEMP °C (°F) Ω

10 1.05 -40 (-40) 42172
15 1.355 -30 (-22) 24760
20 1.500 -20 (-4) 14995
25 1.640 -10 (14) 9348
30 1.770 0 (2) 5988
35 1.905 10 (50) 3933
40 2.030 20 (68) 2644
45 2.155 30 (86) 1817
50 2.275 40 (104) 1274
55 2.400 50 (122) 910
60 2.520 60 (40) 662
65 2.640 70 (158) 489
70 2.770 80 (176) 367
75 2.895 90 (194) 279
80 3.020
85 3.150
90 3.285
95 3.410

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Tier 4B Final Service Training Manual
FPT Engine Updates

 Improved engine structure for a peak cylinder pressure designed to optimize combustion
maintaining performance & fuel efficiency.
 NEF 4.5/6.7L ‐ 160 bar (2,320 psi)
 Cursor 9 ‐ 200 bar (2,900 psi)
 Cursor 13 ‐ 220 bar (3,190 psi)
 Injection pressure up to 2200 bar with better injection flexibility.
 NEF ‐ 1600 bar (23,200 psi)
 Cursor 9 ‐ 1800 bar (26,100 psi)
 Cursor 13 ‐ 2200 bar (31,900 psi)
 Better performance at lower rpm with benefits for torque supplied.
 Optimization of combustion for better reduction of PM.
 Multiple injections and better control of fuel dosing and injection timing.
 Cursor 13 (12.9L) unit Injectors replaced with Common Rail.
 Cursor 13 2‐stage to use Indirect cooling replacing after‐cooler and charge air cooler for
improved transient performance.
 Ball bearing turbo design

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Service Training Manual Tier 4B Final
Engine Requirements
The increased cylinder pressures of Tier 4B engines require a new extended life coolant
with Organic Additive Technology (OAT). The additional thermo load on the engine
structure could cause deposit formation if not using OAT.
It relies on inhibitors such as organic acid salts for cavitation protection (Conventional
coolant relied on inorganic inhibitors such as silicates, nitrites, and phosphates).
• It is still Ethylene Glycol Base
• Give Superior Protection
• Avoids Deposit Build Up
• No Liner Cavitation Issues
• Longer Service Life
• Proprietary Formula

OAT Coolant is NOT compatible with non‐OAT Coolants.

• Should not mix OAT with non‐OAT Coolants (more than 10% of either mixed into the other will
cause problems such as deposits or reduced protection).
• OAT Coolant is Yellow in Color (will look green if viewing in the radiator).
• Available in 50/50 premix and concentrate.
• Non‐OAT Coolant will continue to be available for older machines.
• Must Flush multiple times and test system for Nitrite Residue before switching to OAT Coolant.

 ACTIFULL OT is the only coolant tested &

approved by FPT for Tier 4B engines.
 ACTIFULL OT can be compromised if other
coolants, including other OATs, are added.
 Optimum concentration is 50/50 which protects
to ‐35oF (‐37oC).
 pH mixture of 7.0‐9.0 for optimum protection.
 CNH does not recommend adding conventional
cooling system additives.

All CNH Tier 4A and Tier 4B engines require CJ‐4 engine oil
 CJ‐4 oil has reduced phosphorus, sulfur, and ash levels. These
chemicals can damage the exhaust treatment components and
short their useful life leading to expensive repairs not covered
under warranty.

Case IH New Holland API Rating Oil Weight

UNITEK UNITEK CJ‐4 10w40, 0W40

No.1 Mastergold CJ‐4 15w40, 10w30, 20w50

No.1 Mastergold CI‐4 SAE30, SAE10w

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Tier 4B Final Service Training Manual
SCR Electronic Logic

Start‐up / System Operation

At key on, the Supply Module is powered up.
 The ECU verifies the temperatures of Diesel Exhaust Fluid (DEF) per tank sensor, ambient air
temperature per humidity sensor, & Supply Pump module.
 If the DEF is frozen or ambient temperatures are cold, the heater valve is actuated to start the de‐
thawing process.
 When the DEF is thawed or the temperature rises above the freezing point, the diaphragm pump
starts pumping to build pressure in the DEF system.
o After 15 minutes, the pump is actuated to see if DEF will flow.
o The defrosting session will continue checking for DEF flow every 15 minutes for up to 8
hours (based on temperature below ‐18C) continuing to reinitiate a 15 minute defrosting
cycle until DEF flow is achieved.
 The reverting valve is cycled to purge the air out of the line.
 The Supply Module continually builds and maintains SCR system pressure of 130 psi (9 bar) to the
DEF injector.

Normal Operation

The Supply Module then maintains SCR system pressure until the SCR catalyst has warmed to operating
temperature of approximately 240°C (428 – 464°F) and engine load indicates a need to start DEF dosing.
 DEF is injected per engine controller software model (Open loop dosing).
 After approximately 10 ‐12 minutes of initial engine startup operation, the NOx & NH3 sensors are
dried of moisture and then heated enough to sample the NOx level in the exhaust.
 The 10‐12 minute delay to remove moisture is called “Dew Point”. The amount of Dew point
timing is different for both NOX and the NH3 sensors.
 DEF injection is now based upon the NOx sensors actual reading at the tailpipe (Closed Loop dosing).
 Closed loop dosing is more accurate then open loop dosing due to sensor monitoring.

After Run

At key off, the reverting valve shifts to line purge and the diaphragm pump in the supply module continues
to run for a timed period (approximately 90 seconds).
 This evacuates the SCR system and returns the DEF to the tank.
 This is done to prevent damage to the SCR system should it freeze and also for DEF not to crystalize
within the system.

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Service Training Manual Tier 4B Final
Selective Catalytic Reduction Warnings and Inducements

Diesel Exhaust Fluid instrumentation warning

The fuel system, exhaust after‐treatment, and engine are designed and built to government
emissions standards. Tampering by dealers, customers, or operators is strictly prohibited by law.
 Failure to comply could result in government fines, rework charges, invalid warranty, legal
action and possible confiscation of the machine until it is restored to original condition.

The machine is equipped with a warning system to inform the operator of the DEF level, system
malfunctions, and engine power loss that may result from the SCR systems inability to reduce exhaust
emissions.

Warning Symbols

Warning lights and indicators will be illuminated on the visual

display accompanied with audible warnings in case of:

 Low DEF level ˄ CE version / AG version ˅

 Poor DEF quality
 Technical faults

During normal operation, the instrument cluster provides

a visual display of the DEF level at all times.

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Tier 4B Final Service Training Manual
Inducement steps (up to 4)

Type of Reaction is the same for all categories. Only the time to reaction differs
 The inducement levels provides for machine mobility while preventing work functionality.
 Operator warnings include an indicator light, a text with Icon visual warning, and an audible alarm.

Low DEF Level Inducements

Driver Warning Second Step Final Step

High Idle

Engine
commanded
to low idle
within 30
minutes

65% Torque Reduction

60% ERPM Reduction
Ramped in within
No engine power loss 40 minutes

Low Idle

< 10% < 5% (~ 1.8% considered empty)

NOTE: In the graph above: 0% denotes ERPM at low idle typically 850 to 900 erpm, this may vary for different
applications. 100% denotes high idle typically 2000 to 2200 erpm, this may vary for different applications.

Final inducement step is a limit of 50% of maximum torque at machine idle.

Warning starts @ 10% remaining DEF approximately 2 hours before depletion of DEF in tank.

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Service Training Manual Tier 4B Final
DEF Quality

 DEF concentrations outside the allowed range of 32.5%±4% are now detected (too low and too high DEF
concentration will be detected)
 DEF quality sensor is always active (except when DEF is frozen) sampling every 20 seconds.
o Primary issue is intentional dilution or substitution of DEF with water.
o Secondary issue is attempting to make DEF with agricultural‐grade urea and tap water.
 Final inducement (machine idle, with 50% max torque limitation) after 4hrs after detection of poor DEF
quality. This should provide enough advance warning to avoid unsafe conditions and allow for
diagnostics and restart after replacement of DEF.

DEF Quality Inducements

If poor quality DEF is detected again within 40 hours from the initial detection, the final inducement will
apply within 30 minutes.

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Tier 4B Final Service Training Manual
Poor DEF Quality Inducement

Driver Warning Second Step Final Step

High Idle

Engine
Poor DEF Quality Detected

commanded
to low idle
within 30
minutes

65% Torque Reduction

60% ERPM Reduction
Ramped in within
40 minutes

Low Idle

Time 50 min 40 minutes 120 minutes 30 min

Final inducement step is a limit of 50% of maximum torque at machine idle.

*Overall there is a reduction in engine torque.

The initial reduction was a 65% torque reduction, once the engine is at low idle the torque reduction is
actually decreased from 65% to 50%. However this is 50% of what the engine is capable of producing at low
idle; therefore the overall reduction is greater than the low idle torque increase.

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Service Training Manual Tier 4B Final
Technical Fault Inducements

Driver Warning Second Step Final Step

High Idle

Engine
commanded
System Failure Detected

to low idle
25% Torque Reduction within 30
minutes
Within 25 minutes

65% Torque Reduction

60% ERPM Reduction
Ramped in within
40 minutes

Low Idle

Time 90 minutes 60 minutes 30 min

With technical faults power reduction starts immediately reducing torque 25% in 25 minutes. Engine rpm is
not affected for 90 minutes when the second step starts.

Final inducement step is a limit of 50% of maximum torque at machine idle.

*Overall there is a reduction in engine torque.

The initial reduction was a 65% torque reduction, once the engine is at low idle; the torque reduction is
actually decreased from 65% to 50%. However this is 50% of what the engine is capable of producing at low
idle; therefore the overall reduction is greater than the low idle torque increase.

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Tier 4B Final Service Training Manual
Resetting the SCR System

All failures will be kept in memory for 40 hours

Regarding DEF storage tank fluid level faults (failures that can cause engine power loss):
 The DEF tank level must be raised above 15% total volume.
 The key switch must be cycled to the Off position or throttle returned to the low idle position.

For Regarding DEF quality and SCR system technical faults (failures that can cause engine power loss):
 To fully reset the system, the component/failure causing the fault must be repaired or replaced.
 Switching Off the engine will reset the system and the engine will restart at full power.
 If the same failure is redetected within 40 hours of engine operation, final inducement is introduced.
 If the same failure is detected three consecutive times within 40 hours of engine operation,
maximum engine power loss will remain active after engine restart until the system is repaired.

Healing Strategy

Depends on the failure group: Electrical or dosing related failures.

 Electrical failures & DEF quality, failures are not immediately “reset” after restart. Healing time can
be up to 20 Seconds (only engine idling required).
 Anti‐tampering provision: After 3rd failure detection during 40hrs, self‐healing capability will be
locked (reset possible only with a dealer EST tool).
 Dosing related failures requires active dosing.
o Healing time: Time to activate dosing + failure detection time (approx. 20 minutes) after the
system is up to proper temperature for safe dosing.
o Failures reset after key on, and erased after re‐start.

 A dynamic EST test called “SCR FAULT VERIFICATION TEST”: (displayed later in this packet) may need
to be performed by the technician in order to clear the fault code and verify correct system operation.
o The technician will be required to follow a series of directions as the test guides instructs.
o Involves running the engine, maintaining engine rpm, and maintaining SCR temperatures.

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Service Training Manual Tier 4B Final
ELECTRONIC SERVICE TOOL (EST)

 EDC17CV41 engine control module is programmed using the CNH EST software and not the EASY Engine
program (as with the Tier 4A EDC7UC31 controller).
 Since the CNH software is used to program the controller, the antitampering procedure will
automatically be preformed after programming by the EST without technician involvement.
 Ensures only released engine software is installed in the appropriate vehicle, preventing any
possible reverse engineering of a lower standard such as Tier 2 software into some machines.
 The engine controller contains a software algorithm that will calculate a security check value which
is read by the vehicle controller and validated a few minutes after engine start up.
 Using a controller from another machine will trigger a fault code (below) and the machine will be
derated (engine rpm limited to 1200 rpm with torque reduced). Once the proper controller is
installed, the machine will need to be run for approximately 5 minutes (the time needed for
verifiiing security check values) to clear the fault code.

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Tier 4B Final Service Training Manual
EST Monitor ‐ Additional EST Parameters (subject to change)
Parameters Parameters
NOx Sensor Concentration ‐ Upstream SCR Catalyst Efficiency ‐ Measured
NOx Sensor Dew Point ‐ Upstream SCR Catalyst Efficiency ‐ Calculated
NOx Sensor O2 Concentration Urea Quality Sensor Concentration
Calculated Upstream NOx Urea Quality Sensor Temperature Signal
NOx Sensor Concentration ‐ Downstream Supply Module Urea Temperature
NOx Sensor Dew Point ‐ Downstream Supply Module Pump Command (duty cycle)
NOx Sensor O2 Concentration ‐ Downstream SCR Urea Injection Set Point (g/h)
Calculated ‐ Downstream NOx SCR Urea Injection Set Point (mg/s)
NH3 Sensor – NH3 Concentration SCR Urea Injection Effective (g/h)
NH3 Sensor ‐ O2 Concentration SCR Urea Injection Effective (mg/s)
NH3 Sensor‐ Dew Point

99% of monitoring moved to primary “Parameter monitor” screen including derate values & NOx
valves
 “Engine Derate Status” monitor was changed to “Engine Status and Information”.
o Only a few parameters are monitored under the “Derate monitor “ screen in the
Configuration file.
o Fault code troubleshooting will reference some of these signals for troubeshooting
steps.

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Service Training Manual Tier 4B Final
Dew Point (Upstream NOX, Downstream NOx, and NH3 sensors)

 Dew Point is a parameter based on the amount of time needed to ensure moisure has been removed
from a sensor tip before activation.
 The NOx sensor is very sensitive with regard to water (the ceramic part could crack and/or the
sensor cell may be poisoned).
 It is necessary to heat the sensor electronically for acouple of minutes before it is capable of
starting to measure concentration levels.
 If moisure is present when activated, damage to the ceramic tip could occur. Therefore, a period of
run time (dewpoint) is scheduled to ensure moisure has been removed before heat activation.
 The “Dew point” and “Concentration” parameter data will stay at “Not Ready” until it is safe for the
sensor to operate.
 Once the Dew Point has been reached, it will change to a “Ready” status.
 Once the Dew Point changes to “Ready”, the “Concentration” for that sensor will start to display
actual data after it is heated a few minutes electronically.
 Due to sensor position, the Dew Point of each sensor varies.
 The upstream NOx sensor is generally first (approximately 5 minutes), then the downstream NOx
sensor (approximately 15 minutes), then the NH3 sensor imediately after.
 Upon engine restart (within a limited shutdown timeframe), the sensors will come online
immediately.

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Tier 4B Final Service Training Manual
SCR Catalyst Efficiency

SCR Catalyst Efficiency ‐ Calculated is from a software model in the ECU.

SCR Catalyst Efficiency ‐ Measured is mainly calculated from inlet and outlet NOx sensors.

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Service Training Manual Tier 4B Final
Controller test – Urea Dosing System Test (UDST)

 Updated UDST test due to Supply Module update.

 It is similar to the T4A procedure, testing the system pressurization, injector operation, and
evacuation.
 Troubleshooting continues to be available if a failed test occurs.
 Flushing and emptying routines have been eliminated mainly due to DEF not being circulated for
injector cooling.

Other parameters that inhibit start of test routine

• < 10% Urea Tank Level is too low
• Engine running
• > 500 °Catalyst Temperature is too high
• Urea Dosing System is in Defreezing Mode
• Diagnostic Test is already running
• If there are no electrical failures and if all checked conditions are in normal range, the actual test
procedure is started

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Tier 4B Final Service Training Manual
Configuration Menu – Replacement of components – RESET ECU DATA

The Tier 4B system tracks the life usage of components and compensating for these variations.
 When certain components are replaced, the EST must be used to reset the ECU information for
optimal operation.
 Exchanging of engine controllers is not recommended due to component monitoring.
.Note: Reset Screens are currently being modified and additional screens may become available.

Screens currently available are:

Replacement of the Rail Pressure Relief Valve – Reset ECU Data

Replacement of the Rail Pressure Metering Valve – Reset ECU Data
Replacement of the NOx Upstream Sensor ‐ Reset ECU Data
Replacement of the NOx Downstream Sensor ‐ Reset ECU Data
Replacement of the Crank Case Pressure Sensor ‐ Reset ECU Data
Replacement of the Catalyst ‐ Reset ECU Data

Sensor drift
With some sensors, its signal level may vary from its set zero value when the sensor works. This introduces
an error into the measurement equal to the amount of variation, or “drift” as it is usually termed. Drift may
result from changes of temperature, electronics stabilizing, or aging of the transducer or electronic
components. When replacing some components, it is necessary to inform the ECU. The ECU will flag fault
codes when a sensor has drifted excessively.

*It is important NOT to reset the

ECU Data if you have not
replaced a component as it will
cause system issues and faults.

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Service Training Manual Tier 4B Final
Injector Code Configuration

Injector programming required on:

o Cursor 13
o Cursor 13 2 stage
The EST will automatically backup the injector code data into another CNH module (typically a UCM or
Cluster).
o When a blank ECU is placed on the machine, the EST Injector programming screen will detect
the blank ECU and will retrieve the back‐up injector data from the CNH module and will offer
this data to write to the ECU.
o If the engine ECU or CNH module are exchanged, once the EST Injector code program screen is
opened, it will detect that there is a mismatch of data and will ask the operator which modules’
data is correct. Therefore, it is not recommended to swap these modules.
o A fault will occur if an ECU is replaced and the injector codes are not entered into the ECU with
the EST.

73
Tier 4B Final Service Training Manual
Engine Restart Counter Reset/ Unlock Inducement

Engine Restart Counter Reset/ Unlock Inducement is functionally the same as Tier 4A
o Inducement strategy is similar to 2012 software used on T4A except Emergency Restarts are
no longer allowed.
o If a fault of the same class type occurs more than 3 times within 40 hours, maximum
inducement occurs and cannot be reset until until an EST is used within this menu option.
o Fault code Resolution will request (see below) this procedure to be performed.

FAULT CODES
Strategy is similar to Tier 4A
 CNH modules continue to store a 3000 or 19000 series fault codes in the CNH module (EST to
offer diagnostic path as T4A).
 The engine controller will also store FPT codes through the Easy Engine program but will not
offer diagnostic path (as with T4A).
 An informational fault Code will continue be triggered indicating a performance limitation and to
reference other faults in the engine controller that will accompany this fault displayed.
Differences / Exceptions
 Exception: Combines/harvesters will now show the same fault code as the FPT codes. (On Tier
4A, they defined different CNH engine codes for different combines.)
 All engine and SCR fault codes are now stored in the engine ECU.
 There are 480 new engine fault codes for the Tier 4B Final system. All new FPT codes are now 4
digit alpha‐numeric.

74
Service Training Manual Tier 4B Final
SCR Fault Repair Verification Test

SCR FAULT VERIFICATION TEST:

This is a dynamic procedure to bring the SCR system up to operating range and perform active dosing in
order to verify system operation.
 Some fault codes will require an EST test to be performed in order to clear the fault code and verify
correct system operation.
 A notice will be given with certain fault code troubleshooting procedures as viewed below:

The system will guide the technician through a series of directions he must perform.
 The technician will need to ensure the readings stay in the “Green” zone.
 Failure to do so makes the screen turn “yellow” and timer to be reset.
Note: A tractor will need to hooked onto a dyno (or a flow meter hooked through the remotes) in
order for the test to function properly. A hydraulic stall will need to be placed on a wheel loader.

75
Tier 4B Final Service Training Manual

Outside the testing range turns the data display to “yellow”

Within the testing range keeps in the data display “Green”.

76
Service Training Manual Tier 4B Final

Some screens will have a timer where a procedure must to be executed for the
allotted timeframe before the technician is able to move onto the next step.
Once in the correct range (display turns green) the timer will start counting down.
It will turn yellow if out of the desired parameter.

77
Tier 4B Final Service Training Manual

78
Service Training Manual Tier 4B Final

The test will NOT state if it is “Successful”. This test is different than the UDST test in that this is just a
procedure to get the system up to the proper temperature so active dosing is possible and testing can be
performed safely.
 The EST walks the dealer technician though a series of steps.
 The green check marks just mean that the test completed.
 If there are still SCR faults, completing this test would cause them to be triggered again. But the EST will
still say test complete and give green check marks.
 After this test, the technician needs to check fault codes (or they will see fault codes on the instrument
cluster). In the future, this may change to “Test Complete. Check engine fault codes to verify there are
no after treatment faults present.”

79
Tier 4B Final Service Training Manual
Exercise #1 ‐ Tier 4B Final Component Location

Machine #A Machine #B
Find the component on the machine and place its
number in the appropriate column on the right.

A. Selective Catalyst Reduction (SCR) chamber

B. Clean Up Catalyst (CUC)
C. Diesel Oxidation Catalyst (DOC)
D. Upstream DOC temperature sensor
E. Downstream temperature sensor
F. Upstream temperature sensor
G. Coolant Control Valve (CCV)
H. Supply module
I. Main filter
J. Pre‐filter
K. Upstream NOx sensor
L. Downstream NOx sensor
M. Ammonia (NH3) sensor
N. Engine controller EDC17
O. CAN Bus “C” terminator
P. Humidity sensor
Q. Exhaust flap (eFlap)
R. Dosing injector
S. WEMA sensor
T. DEF tank
U. Magnetic filler
V. DEF Tank vent line
W. DEF Quality sensor (UQS)

80
Service Training Manual Tier 4B Final
Exercise #2 – Tier 4B Final Sensor Worksheet

C E

B D
A

H
F G

1. Which components above are smart sensors?

2. If this component ________ has leaky seals, the supply pump will have difficulty building DEF pressure.
3. If the EDC17 triggers a “High DEF Temperature fault”, what component above is likely to be at fault?
4. What is component “C” and what pins are for CAN Bus high and low?
5. Regarding component “A”, what percentage difference from 32.5% will trigger a fault code?
How often will it sample reading?
6. What component is a temperature sensor and also a level sensor?
7. What component makes all the SCR decisions?
8. Regarding component “F”, what was updated from the same component of the Tier 4A system?
9. If component “B” was “Off line”, what test procedures would you perform?

10. How many terminators does the emissions CAN bus “C” have? How would you test it?
11. What voltage would the “Monitor Circuit” (below) measure in each picture below if both resistors “R1”
and “R2” had the same Ohm reading?

Open Shorted
circuit circuit

81
Tier 4B Final Service Training Manual
Exercise #3 – Tier 4B Final EST Worksheet

Question 4 Question 5

Question 6

Question 8

Run the Urea Dosing System Test (UDST) and answer the questions below.
1. What does the UDST verify and when should you do the test?

2. What does it not verify?

3. What does the “red” line represent? “Grey” line? “Black” line?
“Blue” line?
4. If system pressure does not reach the target system pressure reading in predetermined amount of
time, what would you check (provide 2 items)?
5. If the DEF pressure line does not drop here, what could be the issue?

6. If this red lines drops to the bottom of the scale, what could the issue be?
7. How long is the injector open during the evacuation stage? Why?

8. What is occurring to make this blue data stream fluctuate up and down?
9. What cools the DEF injector?
10. Why do some DEF injector modules have a ceramic spacer or a reservoir above it?

11. If the system develops a pressure build up issue and became derated, how many “Emergency
Restarts” does the T4B Final system allow?
12. When do you need to perform the “Reset Engine Restart Reset / Unlock Inducement” feature?

13. What is the SCR Fault Verification Test and when do you need to run it?

14. “Save” your results of the UDST you performed to the desktop of the EST. Label it “UDST test for
Asist”.

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Service Training Manual Tier 4B Final
Tier 4B Final EST Parameter Worksheet
> UNDER
LOAD
ENGINE RPM 900 2000 900 2000
Time
DOC Inlet temperature 7540

SCR Catalyst intake Exhaust Temperature

7568
SCR Catalyst Outlet Exhaust Temperature
7569
Urea Pressure PSI 7567

SCR Dosing Urea Quantity 7566

NOx Sensor Dew Point ‐Upstream 7592

NOx Sensor Concentration ‐ Upstream 7591

NOx Sensor Dew Point ‐ Downstream 7594

NOx Sensor Downstream Concentration

7593
NH3 Sensor Dew Point 7597

NH3 Sensor ‐ NH3 Concentration 7595

NH3 Sensor ‐ NO2 Concentration 7596

Record the parameters above (as the machine is run) under various conditions:
1. When does the supply module start to build pressure?

2. How long before the Upstream NOX sensor “DEW Point” changed to a "Ready" state?
3. How long after the Upstream NOX sensor “DEW Point” changed to a "Ready" state did the sensor
started to display data? Why the delay?

4. How long before the Downstream NOX sensor “DEW Point” changed to a "Ready" state?

5. How long before the NH3 sensor DEW Point changed to a "Ready" state?
6. Why does the Downstream NOX and NH3 sensors take longer to start displaying data than the
Upstream NOx sensor?

7. Please explain what “SCR Catalyst Efficiency – Measured” is referring to?

83
Tier 4B Final Service Training Manual
Exercise #4 ‐ T4B Supply Module Worksheet

Reverting DEF Temp DEF DEF inlet Coolant Main DEF

valve Pressure backflow connector filter outlet
sensor (tank 
sensor (Supply Supply (Supply
(4/2 Way
valve) Module Module) Module
 tank) Pre 
filter Dosing
Module)

1. Draw a line from the boxes above

to the components on the supply
pump picture to the right >.

2. What is the component above used for?

3. What micro reading is the main and pre filters and when should they be changed or cleaned?

4. Why do some DEF injector modules have a ceramic spacer or a reservoir above it?

5. Is the main filter directional?

6. The supply module regulates DEF at what pressure?

7. Does the supply module run on 12 or 24 volts?

8. What components changes direction of DEF flow for evacuation?

9. How long does evacuation last? How long does the DEF injector stay open?

10. On a 50 degree day, when does the supply module start to build pressure to the injector?

11. What color connector is the backflow throttle check valve? What is it used for?

12. If a DEF line (hose) is difficult to remove, what can be done to help this?

13. When working on the system (lines open), what cautionary steps should you take?

14. Is the engine de‐rated when DEF is frozen?

84
(2) NEF
 NEF with
Common Rail
General information

Vandenbriele Geert - Originator Engines

George Markiewicz - Contributor

The electronic “NEF” Engine

Characteristics:

- 4 cylinders / 6 cylinders in-line

- Structural oil sump for tractors
- Displacement:
- 4,5 litres four cylinder engines
- 6,7 litres six cylinder engines
- Power from 80 to 200 KW
- Multivalve (4 per cylinder)
-Turbocharged with intercooler
- Common Rail injectors ( 250 – 1600 bar )
- Low noise structure
- Rear timing gear system
- Engine functions electronically controlled

2
Cranckcase and cylinder head

The NEF uses parent bore, or “sleeveless,” construction. This technology is cost effective for
this power range, as demonstrated by the fact that the majority of engine manufacturers are
moving away from sleeves for this engine size. It is now possible to do away with sleeves
because of advances in metallurgy and materials sciences, and because of features like the
piston-cooling jet in each cylinder. This jet sprays the underside of the piston with engine oil to
carry heat away from the piston and cylinder walls.
The cylinder head consist of four valves in a rhombus configuration with the injector in the
centre of the four valves.

The “NEF” Engine family

Structural nonroad NonStructural nonroad

F4DFE

F4HFE

4
Engine identification code
-
TYPE SERIAL
NUMBER

F F E 6 7 4 A J 0 0 1
*

Progressive production number

injection system, variant

Gas emissions level A = TIER 4a B= TIER4b

Power level – engine torque

Use (4 = agriculture – moving)

Engine main charteristics

Number of cylinders

Engine

Tier IV , Euro 6

Evolution of family for same displacement or otherwise

A
Engine family reference
4 D
H

Engine identification code

6
Identification plate

F4HFE413_A

Note: It is highly important that engines retain their

Identification plates. Under no circumstance should
a machine be returned to a customer with an
identification plate removed.

Specifications TIER IV (only as example)

8
Specifications TIER IV (only as example)

Common Rail engine with return channel in the

cylinder head

Return channel

10
Cranckcase

The crankcase is a cast iron structure containing the dry cylinder

liners (1), the main bearing housings (5) and the following seats:
for the camshaft bushings (3) and the tappets, for the coolant/oil
heat exchanger (7) and for the coolant pump (2).
In addition, there are the coolant circulation chambers and the
pipes for the lubrication circuit of the various parts.
The plate (6) is applied to the underside of the crankcase to
increase resistance to mechanical stress.
11

Oil pan, gasket and sheet steel sump (F4H)

The main features of a sheet steel oil pan are:

• Good heat exchange between engine oil and
outside air.
• Easy to produce

A mounting plate (3) is used to hold the oil sump (1)

on the engine block. A rubber gasket (2) is mounted
over the oil sump lip.
The thick rubber gasket reduces strongly the
crankcase noise absorbed by the sheet steel oil
sump

12
Oil pan, gasket and structural sump (F4D)

A structural sump is designed to support the tractor

platform rigidity. The front axle carrier is mounted to
1 - Oil pan gasket the structural sump. The sump bottom consist of a
Sheet steel with rubber sealing front prop-shaft tunnel and two oil drain plugs. The
(re-useable) integrated oil pump strainer channel enhance the
rigidity of the structural sump front.
2 - Crankcase

13

No engine balancer on the electronic 4 cylinder

For electronic four-cylinder engines, balancers are not

necessary because vibrations can be limited, if not eliminated,
by using pre-injection and post-injection technology to smooth
out firing impulses.

14
Crankshaft and Firing order
3
Front spigot drives the oil pump and phonic wheel for
speed sensor, also the front pulley with damper.
The rear spigot is fitted with the timing gear and
flywheel hub.
Shells made of steel with anti-friction alloy plating.
The second to last main bearing cap and the
relevant support are fitted with shoulder half-
bearing to limit the crankshaft end float.

1, 2 and 3 are an interference fit.

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

Firing order
1-5-3-6-2-4

15

Crankshaft and Firing order

Oil pump drive gear

Timing gear

Flywheel hub

Firing order
1-3-4-2
The two gears are mounted on the crankshaft with an interference fit and cannot be replaced
without heating.
When installing the new gear, heat it to 180 㼻C (356 㼻F) for 10 minutes in an oven and then key it to
the crankshaft.

16
Crankshaft half bearing

Main bearings (1) are supplied spare with 0.250 -

0.500 mm (0.010 - 0.020 in) undersize on the
internal diameter for rectified crankshaft journals.
The second last main half bearing and the relevant
bearing holder is fitted with shoulder half rings.

Color mark on the half bearing side

17

Flywheel: non structural engines

Exampleforconstructionequipment

The flywheel (1) need not be installed in a specific position on the crankshaft, as it is not equipped
with punch markings, notches, or reference holes for sensors or for timing purposes. The flywheel
attaching holes (2) are equally spaced so that the flywheel can be installed in any different positions.

18
Flywheel and damper: structural engines

Flywheel with damper on tractors

On some engines, mostly for agriculture purpose, there’s a pin on the back of the flywheel with a
corresponding hole in the crankshaft that allows fitting in one position only.
A specific groove is to find the TDC.

19

Crankshaft gaskets: remove

Remove the ring sealing the engine’s driving shaft

from the front cover (6). Use the tool (4) to operate
on the front bar hold of the driving shaft. Through the
steering holes of the tool, perforate the inside holding
ring (1) with a straight way drill with a diameter of
3.5 mm (0.138 in) for the depth of 5 mm (0.197 in).
Fix the tool to the ring tightening the six screws (5)
provided with the equipment. Then proceed removing
the ring (2) by tightening the screw (3).

Using the specific tie rod (3) of the tool 380000669

and the ancillary lever (4), remove the external holding
ring (2) from the front cover (1).

20
Crankshaft gaskets: install

Apply tool (4) to the front crankshaft tang (6) and secure it by screws (5) and install the new
sealing ring (7). Position part (2) on part (4), tighten nut (3) until completing installation of the
sealing ring (7) into the front cover (1).

Apply tool (6), to the rear crankshaft tang (5), secure it by screws (4) and install the new
sealing ring (3). Position part (1) on part (5), tighten nut (2) until completing installation of the
sealing ring (3) into the flywheel housing (7).

21

Crankshaft journal bolts

Beforeusingthefixingscrewsagain,measurethemtwiceas
indicatedinthepicture,checking(D1)and(D2)diameters:
•If(D1) (D2)<0.1mm(0.004in)thescrewcanbeutilized
again;
•If(D1) (D2)>0.1mm(0.004in)thescrewmustbe
replaced.

Tighten the pre-lubricated screws in the following

three successive stages:
STAGE 1: with torque wrench to
44 - 56 Nm (32.5 - 41.3 lb ft).
STAGE 2: with torque wrench to
74 - 86 Nm (54.6 - 63.4 lb ft).
STAGE 3: with tool 380001001 (1) set as shown,
tighten the screws (2) with 85 - 95 㼻

22
Crankshaft journal clearance

•Clean accurately the parts and remove any trace of

oil.
•Position a piece of calibrated wire (3) on the crankshaft
pins (4) so that it is parallel to the longitudinal axis;
•Fit caps (1), including the half bearings (2) on the
relevant supports and tighten following specified torque
procedure.

Remove the caps from the supports.

The backlash between the main bearings and the
pins is found by comparing the width of the calibrated
wire (2) at the narrowest point with the scale on the
envelope (1) containing the calibrated wire.
The numbers on the scale indicate the backlash in
mm. Replace the half bearings and repeat the check
if a different backlash value is found. Once the specified
backlash is obtained, lubricate the main bearings
and fit the supports by tightening the fastening
screws as previously described.

23

The use of plastigage-strips

The calibrated wires are mostly called

“plastigages” because of their base
material.
According to the expected clearance there
are several plastigage-strips. Use always
the strip type with the correct section.

Compare the width of the squeezed strip

with the scale on the included measurement
paper or the envelope. The measurement is
normally at the small end of the strip.

24
Checking crankshaft end play

Shoulder

Bushing

This check is performed by setting a magnetic base dial gauge (2) on the crankshaft (3) as
shown in the figure, standard value is 0.068 - 0.41 mm (0.003 - 0.016 in).
If higher value is found, replace main thrust half bearings of the second last rear support (1) and
repeat the clearance check between crankshaft pins and main half bearings.

25

Connecting rods and selection procedure

Every connecting rod is marked as follows:

(1) - On the body and cap with a number showing

their coupling and the corresponding cylinder. In
case of replacement,
it is therefore necessary to mark the new connecting
rod with the same numbers of the replaced one.

(2) - On the body with a letter showing the weight of

the connecting rod assembled at production:
- V - 1820 - 1860 g (64.2 - 65.6 oz) (yellow marking)
- W - 1861 - 1900 g (65.6 - 67.0 oz) (green marking)
- X - 1901 - 1940 g (67.1 - 68.4 oz) (blue marking)
Antifriction alloy
big end bearings Spare connecting rods are of the - W - class with a
green marking. Material removal is not allowed.

Fracturesplitconnectingrodcaps
BeAwarethataconnectingrodandhis
capstayalwaystogether!!!

26
Connecting rod measurements

Set a piece of calibrated wire (1) on the crank pins

Fit the connecting rod caps with the relevant half bearings.

Tighten the connecting rod bolts with a torque wrench to

the specified torque.
Apply tool 380001001 (1) to the socket wrench and tighten
screws (2) to a specified angle..(60㼻)

The backlash between the main bearings and the pins

is found by comparing the width of the calibrated wire
at the narrowest point with the reference on the
envelope containing the calibrated wire.
The number on the scale indicate the backlash in mm.
Replace the half bearing till the specific backlash is
found.

27

Connecting rod measurements and bearings

Check that the bushing in the connecting rod small end is free from
scoring or seizing and that it is not loose. Otherwise replace.
Removal and refitting shall be performed using the proper beater.
When refitting take care to make the oil holes in the bushing
coincide with the holes in the connecting rod small end.

Only one class bearings

Oversize big end bearings available:
0.250 mm (0.010 in) ; 0.500 mm (0.020 in)

Check manually that the connecting rods (1) are sliding axially on the crank pins and that their
end float, measured with a feeler gauge (2) is 0.10 - 0.33 mm (0.004 - 0.013 in).

28
Piston - assembly

Firing chamber designed for low oil contamination

1. Connecting rod – piston assembly

2. Assembly position and selection class icon
printed on the piston top
3. Connecting rod code area

29

Piston – correct assembly

Split ring openings shall be
displaced with each other by 120㼻

Connecting rod - piston

assemblies shall have
the same weight

The pistons and piston rings

are supplied spare with
following sizes:
•Standard
•0.4 mm (0.016 inch) oversize

30
Correct measurements

31

Timing gear housing at the rear of the engine

PTO-pump

HP-pump

The Common rail HP-pump don’t

need to be timed.

32
Timing gear housing at the rear of the engine

Positions are
interchangable
.
The Common Rail
High pressure pump
and the timing gears
are mounted on the
housing plate.

An auxiliary drive
or engine PTO can
be mounted on the
housing plate

Crankshaft gasket mounted in

the rear part of the housing
The timing gear housing is a separate housing
screwed to the crankcase that consist of 2 parts.

33

Timing gear train install

1. Highlight the timing mark on the crankshaft gear (1)

with a felt tip pen so it’s easier to see. For ease of
crankshaft rotation, install two long bolts in the flywheel
hub of the crankshaft.

2. Turn the crankshaft (4) and the camshaft (2) so that

by mounting the drive gear (1) on the camshaft (2),
both timing marks (3) will align properly.

3. Tighten the bolts (1) that secure the gear (2) to

camshaft (3) to the specified torque.

34
Locating Top Dead Center for 4 / 6 Cylinder

1. Remove the injector from the number one cylinder.

2. Rotate engine over using Special Tool 380000988
to bring the number one cylinder to the highest
point using a dial indicator. Check to see if push
rods are loose, if they are not rotate the engine
360㼻 now they should be loose.
3. Put a reference mark on tone wheel (1) and the
engine block (2) this is TDC of Cylinder 1.
4. Measure the circumference of the tone wheel and
divide by 3 (6 cyl.) or 2 (4 cyl.). Or divide the 60
notches by 3 or 2. Starting from the reference
mark on tone wheel; put the other marks of the
calculated length on the tone wheel.

IMPORTANT:DuetotheadditionallobefortheInternalEGRoneach
cylinderofaTier3engine.Thecylindermustbeadjustedbytakingitto
theTDCandadjustingtheclearanceofbothvalvesoneverycylinder.
HavingmarksfortheTDCofthecylinderscanbeusefulforothertestas
well,likethecylinderleakagetest.

The phonic wheel on the

crankshaft has 58 (60-2)
equidistant notches.

35

Reduction of NOx and HC emissions on TIER 3

On TIER 3 engines cheaper solutions

have been used to reduce the emissions.
•The injection advance has been retarded
compared to TIER 2 and TIER 4 engines to
reach the natural lowest NOx and HC
production in the combustion chamber.
Emissions

•To reduce the NOx and Particulate Matter ,

(PM) Exhaust Gas Recirculation (EGR) has
been added to the engine. An EGR system
can either work as an external system or by
adding an additional lobe on either the inlet
or exhaust cam for each cylinder .

TDC

Retard

Idealadvanceforlowconsumption

36
EGR – Internal Exhaust Gas Recirculation

Part of the exhaust gasses are TIER3engines

sent back into the cylinder, to
reduce the maximum combustion
temperature. This has an
Additional lobe on intake
influence on the production of
cams ( 4 cyl. ) or on
nitrogen oxides (NOx). In addition
exhaust cams ( 6 cyl. ).
to the main lobe, the intake cam
has an additional lobe (3). During
the exhaust stroke of the cylinder,
this cam opens the intake valve
slightly earlier. By doing this, part
of the exhaust gasses are sent to
the intake manifold. This creates
an air mixture which will cause a
lower combustion temperature
during the explosion.

37

Camshaft measurements

*Height to be obtained after installing the bushing.

Set camshaft retaining plate with the slot facing

the top of the engine block and the marking facing
the operator, then tighten the screws to the specified
torque.
Check camshaft end play (1).
It shall be 0.10 - 0.36 mm (0.004 - 0.014 in).

38
 NEF with
Common Rail
Cylinder head

39

Intermediate camshaft with pushrod

40

40
TIER 4 - Valve timing
TDC TDC - compression
TDC - exhaust

A Injection advance

Suction phase

Exhaust phase

Injection phase
BDC

41

Cylinder head and valves

Intake
Intake
valves

Exhaust
valves

Exhaust

Intake and exhaust valves heads with the same diameter. The central notch of the exhaust
valve head distinguishes it from the intake valve.
There are two lengths of cylinder head fastening screws. The screws (1) are longer than the
screw (2).

42
Valve adjustment

Adjust clearance between rockers and valves using setscrew wrench (1), box wrench (3) and
feeler gauge (2).

Valve clearance
• Intake - 0.20 - 0.30 mm (0.008 - 0.012 in)
• Exhaust - 0.45 - 0.55 mm (0.018 - 0.022 in)

When installing 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.

OnTIER3engines:
EachcylindermustbecheckedbytakingittotheT.D.C.(top
deadcenter)attheendofcompressionandadjustingthe
clearanceofbothvalvesonthecylinderinquestion.

43

Camshaft on TIER 3 engines

To reduce the nitrogen oxides (NOx)

Exhaust Gas Recirculation (EGR) has
been added to the engine. The EGR
system on the NEF engine work by adding
an additional lobe on either the inlet or
exhaust cam for each cylinder .

44
Camshafts on TIER 3 NEF engines

• Inlet recharging hump (4 cylinder) • Exhaust recharging hump (6 cylinder)

– Opening the Inlet valve during the exhaust – When the exhaust pressure is above the
stroke allows some burnt gases back from cylinder pressure (due to a pulse from
the cylinder into the inlet, these will return another cylinder) this opening allows
during the normal intake stroke. exhaust gas back into the cylinder.

Valve Timing for CNH - TIER 3

Internal EGR Inlet (short)
12 Internal EGR Exhaust Internal Exhaust EGR
0.15
Standard Exhaust V1474
10

Mass Flow [kg/s]

Inlet
Valve Lift [mm]

Standard Inlet V1437

0.10 Exh1
8
0.05
6 0.00
4 -0.05
-180 0 180 360 540
2
Crank Angle [deg]
0
60 120 180 240 300 360 420 480 540 600
Back flow of
Crank Angle [deg] exhaust gas

45

Assembly of the cylinder valves

Valve removal shall be performed using tool 380000302 (1) and pressing the cap (3) so that
when compressing the springs (4), the keepers (2) can be removed. Then remove the cap (3)
and the springs (4). Repeat this operation for all the valves and remove the valves (5).
Install the valves in reverse order. Lubricate the valve stem and insert the valves in the
respective valve guides

46
Valve - sealing ring, guide, seat

Valveguidesbored
cylinderhead

Seatsmounted Sealingrings(1)forintakevalvesareyellow.
incylinderhead Sealingrings(2)forexhaustvalvesaregreen.

NOTE:
Should cylinder head valves not be replaced, number them
before removing in order to refit them in the same position

47

Cylinder head check

Coreplugs

Distortion found along the whole cylinder head shall not exceed 0.20 mm (0.008 in). If higher
values are found, grind the cylinder head according to values and indications shown in the
following figure.
The rated thickness (A) for the cylinder head is 104.75 - 105.25 mm (4.124 - 4.144 in). Maximum
metal removal shall not exceed thickness (B) by 1 mm (0.039 in).

48
Cylinder head gasket

There are two head gasket thicknesses, (1.25 mm Type A and 1.15 mm Type B).
The arrow shows the point where the gasket thickness is given.

Taking care not to foul the cylinder head gasket over the locating pin when mounting, set the
gasket with the marking "TOP" facing the head.

49

Gasket – determine the thickness

To determine the correct head gasket to use, piston protrusion must be measured.
• For each piston, measure protrusion in two places 180 㼻 apart,
at a distance of 45 mm (1.8 in) from the center of the piston S1 and S2.
Then calculate the average:
• Repeat the operation for pistons 2, 3, 4, 5 and 6 and calculate the average value.
• If S is > 0.40 mm (0.016 in) use seal type A = 1.25 mm.
• If S is < 0.40 mm (0.016 in) use seal type B = 1.15 mm.

50
Cylinder head - install

Tightening sequence for the 6 cylinder engine.

A = Front of engine

Before using the fixing screws again, measure them twice as

indicated in the picture, checking D1 and D2 diameters:

if D1 - D2 < 0.1 mm (0.004 in) the screw can be utilized again;

If D1 - D2 > 0.1 mm (0.004 in) the screw must be replaced.

51

Cylinder head - Install

Installation of the cylinder head

Using a suitable hoist (1), set the cylinder head (2) on the
engine block.
Tighten the cylinder head bolts (2) in the following order
using tool 380000304 for the angle tightening procedure.
1. Tighten with a torque wrench.
• 12x1.75x130 are torqued to 30 - 40Nm (22 - 30 lb ft).
• 12x1.75x150 are torqued to 50 - 60Nm (37 - 44 lb ft).
2. Turn the bolt clockwise 85 - 95 㼻.
3. Turn the bolt clockwise an additional 85 - 95 㼻.

52
 NEF with
Common Rail
Lubrication

53

Lubrication diagram – non structural engine (F4H)

The pressurised engine lubrication

system is made up of the following
components:
• Gerotor oil pump (5), housed in the
front of the crankcase and driven by
a spur tooth gear fitted on the front of
the crankshaft;
• Water / oil cooler (3), housed in the
block, under the oil filter support;
• Oil pressure control valve (1)
incorporated in the filter support;
• By–pass valve (4) to exclude a
clogged oil filter, incorporated in the
filter support;
• Cartridge type oil filter (2).

OilPressure@LowIdle0.7bar(10psi)
OilPressure@FastIdle3.5bar(51psi)

54
Oil sump – non structural (F4H)

Fit the rubber oil sump gasket on the oil sump.

Fit the oil sump (1) on the engine block and apply
the mounting plate (3). Tighten the bolts (2) to the
specified torque.

55

Lubrication diagram – structural engine (F4D)

Sheetsteelwith
rubbersealing
Gauzestrainer (reuseable)

Engineoil
Supplytopump Oilpanhas
Hydraulic pump 2Drainplugs

56
Oil pump – non structural engine (F4H)

Crankshaftoilseal
infrontcover

Frontcover
Gerotor
Oilpump

Drivinggear
mountedonthe
crankshaft

57

Oil pressure control valve, oil filter and heat

exchanger – non structural engine (F4H)

Oilpressurecontrolvalve
Startsopening@5bar. Heatexchanger
Location:oilfilterhousing

Oilpressureand
temperaturesensor

Oilfilter

Bypassvalve
Cloggedoilfilter

58
Oil pump – structural engine (F4D)

Oil pressure
Controlvalve

Plug

Overpressure Gerotor
Safetyvalve pump

Plug

Over pressure safety valve protects the lubrication

circuit and components against clogging.
59

Oil filter and heat exchanger, oil pressure and

temperature sensor – structural engine (F4D)
Gasket

Heatexchanger
Oilfilter
Gasket

Toturbocharger

Heatexchanger

Oilfilter

Oilpressureand
temperaturesensor

60
Blow-by recirculation

Blowbybreather

Fixation screws Blow-by filter inside the rocker arm cover

61

External blow-by recirculation

The rocker cover has a blow-by pre-separator

(1), designed to increase the outlet velocity of
blow-by oil vapor and also to cause the
condensation of a portion of the entrained oil.
Condensed oil then returns to the sump while
the residual vapors are collected and routed
through blow-by filters (3).
In blow-by filter (3), a portion of the oil vapor
condenses and returns to the sump, while the
remainder is re-circulated to the engine intake
side by way of pipeline (2).

1. Pre - separator
2. Recirculation to intake
Oil Condensate
3. Blow-by Filter
Oil vapors
4. Return to engine
NOTE:itisrecommendedonconstructionequipmenttoreplace
theBlowbyfilterswithevery500to1000hoursdependingupon
application.

62
 NEF with
Common Rail
Cooling circuit

63

Closed-cooling circuit

The engine cooling system, closed circuit forced circulation type, generally incorporates the
following components:
• Expansion tank; placement, shape and dimensions are subject to change according to
the engine’s equipment.
• Radiator, which has the duty to dissipate the heat subtracted to the engine by the cooling
liquid. Also this component will have specific peculiarities based on the equipment developed,
both for what concerns the placement and the dimensions.
• Viscous pusher fan, having the duty to increase the heat dissipating power of the radiator.
This component as well will be specifically equipped based on the engine’s development
• Heat exchanger to cool the lubrication oil: even this component is part of the engine’s
specific equipment.
• Centrifugal water pump, placed in the front part of the engine block.
• Thermostat regulating the circulation of the cooling liquid.
The circuit may eventually be extended to the air compressor, if this is included in the
equipment.

Thecoolant(demineralised waterand50%Paraflu antifreeze)alsocirculatesinthecabheating

system(HVAC).ThecoolantflowtootheHVACisaparallelcircuitandcanbeswitchedoff.

64
Closed-cooling circuit

Heatexchanger Thermostat

Expansion tank of the

closed- cooling circuit

Fromradiator

Waterpump

65

Fan and radiator

Most engines are equipped with a visco fan (wheel loaders
incorporate a hydraulic fan). Due the viscous fluid turning in a
closed loop and a bimetal, the fan coupling switched on/off
automatically.
Engines working in very dusty conditions can be equipped with
a reversible fan to clean the radiator during the running of the
engine.

WARNING:Storethevisco fanalwaysinaverticalpositionto
avoiddamageonthevisco couplingafterthereassemblyof
theenginecoolingpartsandtherestartoftheengine.

66
Vistronic fan

Vistronic Fan Drives provide proven viscous technology with precise electronic control.

The fan drive is controlled by the engine’s control module for precise fan speed modulation.
Vistronic Fan Drives provide better engine cooling and improved fuel economy with no increase
in power requirements. The Vistronic Drive is operated directly by the engine control module,
which means you have the precise temperature control necessary to meet low tail-pipe emission
requirements.

Vistronic Fan
Connector (C275)

Vistronic fandrivesprovide
intelligentairflowmanagement
foroptimalcoolingperformance,
reducednoise,extendedbeltlife

67

Vistronic fan

Vistronic Fan Drives provide proven viscous technology with precise electronic control.

The fan drive is controlled by the engine’s control module for precise fan speed modulation.
Fan speed depends on deferent parameters:
•Intake air temperature
Engagement at 39㼻C
Fan fully engaged at 49㼻C
Evolution: 130 revs/min for each 㼻C
•Engine coolant temperature
Engagement at 88㼻C
Fan fully engaged at 95㼻C
Evolution: 185,7 revs/min for each 㼻C
•Transmission oil temperature (agriculture tractors)
Engagement at 45㼻C
Fan fully engaged at 85㼻C
Evolution: 32 revs/min for each 㼻C
•Pressure in airco system
18 bar and fan speed till 2300 revs/min

If control power is interrupted, the fan drive turns on.

No harsh speed transitions as experienced with on/off or fixed-speed clutches.
Maintenance-free design. long life, low cost.

68
Cooling pump and thermostat housing

• What is the maximum temperature

difference between cooling inlet and
outlet?
Cross flow cooling circuit is the
solution
• Centrifugal cooling pump integrated
into engine block
• What is the functionality of the
cooling fluid?
• Can we charge the engine with only
water in the cooling circuit?
• Can we remove the thermostat?

69

Cooling pump

The water pump is driven by a poly-V

belt. The pump is inserted directly into
a seat in the crankcase. The absence
of external casings, hoses and
clamps eliminates any possibility of
leaks.

70
Thermostat

The thermostat opens at the following

temperatures ( 2 variants)
79 to 83㼻C (174 to 181㼻F) or
83 to 98㼻C (181 to 208㼻F)
Stroke = 7.5 mm (0.30 inches).
Do not remove the thermostat in case of
failure!!

71

Cooling circuit extension to the cab heater

Because the working temperature of the engine is lower
than 110㼻C, the engine cooling system don’t need the
Cab air circulation cooling effect from the cab heater to cool sufficient under
heavy load conditions. Consequently the parallel circuit
to the cab heater can be switched off.

Heating proportional valve in the cab

controls the water flow to the cab radiator.

Engine radiator
72
 NEF with
Common Rail
Intake and exhaust system

Vandenbriele Geert
Originator engines

73

General intake and exhaust features

Centrally placed injector and valve

design for a maximum scavenging and
swirl in the cylinder

All NEF Common Rail engines have a

turbo charger and a grid heater port in
the intake manifold

74
Grid heater in intake manifold

The intake manifold is semi integrated in the cross flow cylinder head.
The intake manifold is supplied with a housing for the heater.
The heater is used when the machine is started up in cold conditions ( < + 5㼻C).

75

Turbochargers with fixed geometry

Holset HX 35 no waste gate Holset HX27 W

The choice of the type of turbocharger depends on the specific features of the application.
• CNH NEF 4 cylinder electronic engine turbo type :- Holset HX27 W
• CNH NEF 6 cylinder electronic engine turbo type :- Holset HX 35 no waste gate
The intake compressor wheel and the exhaust turbine wheel diameters are similar on the
turbocharger without a waste gate. The turbo starts later to build up pressure. The turbo has a
self regulated maximum turbocharger speed.

76
Turbocharger with intercooler

• The intercooler cools the compressed air (up to

200㼻C at the compressor cover) from the
turbocharger to increase air density and therefore
greater oxygen quantity in cylinder - temperature
reduction till 50%

20°Cambient

INTERCOOLERisthepopularnameofthe
+130°C
air/airheatexchanger.
+50°C
AFTERCOOLER(PowerGenerators)
Inareaswherethereisnofreshambient
airorwindtocooltheintakeaira
water/airheatexchangerisused.Asthe
temperatureoftheenginecoolingfluidis
highertheintakeairtemperature
reductionislower

Example of an engine with intercooler

77

Turbocharger without waste-gate

•The turbine speed (exhaust side) of the turbochargers with fixed geometry increases with higher
engine speed because of the higher exhaust gas flow.
When the turbine speed increases, the compressor wheel speed and thus the boost pressure
increases too. The compressor housing is designed to convert high velocity and low pressure air
stream into high pressure low velocity air stream.
•The size of the turbocharger housing is chosen so that the maximum turbocharger speed does not
exceed the recommended limit, mostly a speed between 110000 and the 150000 revs/min. These self
regulating speed turbochargers produce more horsepower, because they have less backpressure,
However, this means at lower engine speed the boost pressure is lower than we would like. The
compressor wheel starts later to build up pressure, the so called turbo lag is greater.

The general benefits of turbocharging are:

•Increased engine power output (up to 50%)

•Improved fuel consumption
(improved pressure balance across the engine)
•Improved emissions, better air/fuel mixture
•Altitude compensation

78
Turbocharger with waste-gate

• By fitting a smaller turbine housing a higher boost pressure is achieved from the compressor
at each engine running condition. The problem with this solution is that the turbocharger will
go above its maximum allowed speed as engine speed increases. By opening a bypass,
called the waste-gate, over the exhaust turbine when the maximum turbocharger speed or
boost pressure is reached we can solve this problem.
• All electronic NEF 4 cylinder -models feature waste-gate turbochargers with mostly an air to
air intercooler. The waste-gate turbo provides a maximum torque and a better mixture at
lower engine speed.

79

Turbocharger with waste-gate

3 4

1
5

1 - Engine
2 - Exhaust
3 - Valve
4 - Diaphragm
5 - Regulator
6 - Rotor
7 - Pilot line
7 6
8 - Air intake
8
80
Length of the waste-gate valve command

The length of the waste gate valve command rod is defined during design and factory adjusted by the
turbine manufacturer. Do not alter this adjustment for any reason:

-Lengthening the rod beyond the calibrated value will reduce engine performance, since part of the
exhaust gas will always flow through the bypass instead of blowing onto the turbine blades, reducing
the turbo pressure.
-Shortening the rod below the calibrated value will pre-load the actuator spring, resulting in an increase
in turbo air pressure.

The consequences of this are dually negative:

Firstly, blowing more air into the cylinders does

not increase performance if not accompanied by
more fuel, which the engine control unit does not
permit.

Secondly, with too much turbo pressure, the

control unit implements an engine protection
strategy, significantly reducing power.

81

Turbocharger lubrification

Good oil supply (2) is very important for the lubrification of the turbocharger bearings . There are no
bearings for the rotor that support fully at 150000 revs/minute at full charge. The oil film and a
perfect equilibration of the rotor are the only support for the turbocharger rotor.
Lubrification is also necessary for the cooling of the turbocharger. A big return pipe (1) guides the
hot oil back to the sump via the engine block (2).

82
Turbocharger lubrification

The engine oil is led under pressure into the bearing housing, through to the journal bearings and
thrust system. The journal bearings are a free floating rotation type. To perform correctly, the
journal bearings should float between a film of oil. The bearing clearances are very small, less than
a human hair. Dirty oil, lack of oil because a kink in the oil supply pipe or bad equilibration of the
rotor can cause serious damage to the turbocharger.

Afterworkingunderheavyloadlettheenginerunonlow
idletocoolandtoprotecttheturboandtheengine.

83

Turbocharger and exhaust mounting

Because of the differences in heat, the

differences between engine and exhaust pipe
vibrations, the brittleness of the exhaust
manifold and the turbocharger rotor that has
to work at very high speed and that is only
supported by an oil film, the mounting of the
exhaust components is very important.

The mounting bolts of the exhaust manifold

(2) and the turbocharger (1) have to be
tightened to a specific torque mostly in
different steps.

While changing the locations of exhaust

components ensure that the exhaust
components are never put under mechanical
stress.

NEF engines:
Torque the turbo nuts (3) to 35 Nm (26 lb ft)
then torque to 46 Nm (34 lb ft).

84
Disadvantage of an EGR system on TIER 4

TIER 3 TIER 4
Vehicle installation impacts of Vehicle installation impacts of
Internal EGR: Cooled EGR at high loads:
ƒ 2 to 3% more heat to ƒ EGR cooling: up to 20% bigger
the water radiatior water cooling radiator needed
ƒ ~same power for fan ƒ Up to 20% higher fan power
ƒ For the high specific ratings needed
Turbo with Intercooler are used ƒ For the high specific ratings
double stage turbo required
with a second water cooling
circuit for the charge air
coolers (low temperature
circuit)

85

Emission Technology - EGR

External cooled EGR system on TIER 4

HighPressureLoopisthepreferred
solutionforOFFRoadapplications
bysomeofourcompetitors

86
TIER 4 – SCR exhaust gas treatment

To comply with TIER 4 regulations, with

low fuel consumption levels, the vehicles
have been fitted with a system for post-
treatment of the substances present in
the exhaust gases, basically comprising
an electronically controlled oxidising
catalytic converter.
The system, by means of the SCR
(Selective Catalytic Reduction) process,
transforms the nitrogen oxides (NOx) into
inert compounds: free nitrogen (N2) and
water vapour (H2O).
The SCR process is based on a series of
chemical reactions that, by reacting the
ammonia with the oxygen in the exhaust
gas, results in reduction of the nitrogen
oxides (NOx) present in the exhaust
fumes.

87

NEF with
Common Rail
Maintenance

88
Maintenance chart – NEF TIER III
F4D TIER III
Oil change +13L Ambra Master Gold 15W40/10W30 Every 600 hours
(4 cylinder engine) (300 hours with high sulphur content in fuel , bio fuel
+15L Ambra Master Gold 15W40/10W30 B30 or severe working conditions)
(6 cylinder engine)
API CI-4, ACEA E5
Oil filter 1 L Ambra Master Gold Every 600 hours (300 hours with high sulphur
content in fuel or severe working conditions)
Pre-filter Every 300 or 600 hours (following application)
Fuel filters Every 600 hours or earlier if drop in performance
Outer air filter Every 600 hours or earlier if drop in performance
Inner air filter Every 1200 hours or earlier if drop in performance
Blow by filter Every 1800 hours or every 2 years
Poly V-belt Every 1200 hours, inspect every 100 hours
Valve clearance Every 1200 hours or every 2 years
Coolant fluid Ambra Agriflu Every 1200 hours or every 2 years
Protective fluid for engine cooling
system. ASTM D 6210 Type 1-FF.

Case Akcela = New Holland Ambra Master Gold

Case Akcela = New Holland Agriflu

89

Maintenance chart – NEF structural TIER IV

F4D TIER IV
Oil change 12L Ambra Master Gold Every 600 hours
15W40/10W30 (300 hours for working under severe conditions)
(4 cylinder engine) (300 hours for vehicles driving on bio fuel B30)
15L Ambra Master Gold
15W40/10W30
(6 cylinder engine)
API CJ-4, ACEA E5 –E7
Oil filter 1 L Ambra Master Gold Every 600 hours
(300 hours for severe conditions or bio fuel B30)
Fuel filters Every 600 hours or earlier if drop in performance
Outer air filter Every 600 hours or earlier if drop in performance
Inner air filter Every 1200 hours or earlier if drop in performance
Blow by filter Every 1800 hours or every 2 years
Poly V-belt Every 1200 hours, inspect every 100 hours
DEF inline filter Every 1200 hours, clean every 600 hours
DEF main filter Every 3600 hours or every 2 years
Valve clearance Every 1200 hours or every 2 years
Coolant fluid Ambra Agriflu (CaseAkcela Premium) Every 1200 hours or every 2 years
Protectivefluidforenginecoolingsystem.
ASTMD6210Type1FF.

90
Maintenance chart – NEF non structural TIER IV
Agriculture
F4H TIER IV
Oil change 12L Ambra Master Gold Every 600 hours
15W40/10W30 (4 cyl.) (300 hours for working under severe conditions)
16L Ambra Master Gold (300 hours for vehicles driving on bio fuel B30)
15W40/10W30 (6 cyl.)
API CJ-4, ACEA E5 – E7
Oil filter 1 L Ambra Master Gold Every 600 hours
(300 hours severe conditions or bio fuel B30)
Fuel pre-filter Every 300 or 600 hours (following application)
Fuel filter Every 300 hours or 600 hours (following application)
Outer air filter Every 1200 hours or two years
Clean or change every 600 hours
Inner air filter Every 1200 hours or two years
Blow by filter Every 1800 hours or every 2 years
Poly V-belt Every 1200 hours, inspect every 100 hours
DEF inline filter Every 1200 hours, clean every 600 hours
DEF main filter Every 3600 hours or every 2 years
Valve clearance Every 1200 hours or every 2 years
Coolant fluid Ambra Agriflu Every 1200 hours or every 2 years
Protectivefluidforenginecoolingsystem.
ASTMD6210Type1FF.

91

Maintenance chart – NEF non structural TIER IV

Construction
F4H TIER IV
Oil change 12L (12.5 US qt) Case Akcela Every 500 hours
15W40/10W30 (4 cyl) (250 hours for working under severe conditions)
15L (16 quarts) Case Akecela
15W40/10W30 (6 cyl)
API CJ-4, ACEA E5 – E7
Oil filter Every 500 hours
(250 hours for working under severe conditions)
Fuel pre-filter Every 250 or 500 hours (following application)
Fuel filter Every 500 hours or earlier if drop in performance
Outer air filter Every 2000 hours or every year
(earlier if drop in performance)
Inner air filter Every 2000 hours or every year
(earlier if drop in performance)
Blow by filter Every 1000 hours or 500 hours (external blow-by)
Poly V-belt Every 1000 hours, inspect every 100 hours
DEF inline filter Every 1000 hours, clean every 500 hours
DEF main filter Every 3000 hours or every 2 years
Valve clearance Every 2000 hours or every 2 years
Coolant fluid Ambra Agriflu Every 2000 hours or every 2 years
Protectivefluidforenginecoolingsystem.
ASTMD6210Type1FF.

92
Engine oil and coolant specifications

NEF TIER III

Engine oil : 15W40 API CI-4 ACEA E3 – 96 or E5 - 2
NEF TIER IV
Engine oil : 15W40 API CJ-4 ACEA E5 - 02, E7 - 04

Coolant: change every 2 year 1/1 mixture glycol water plus 5 %

conditioner (Note some antifreeze contains conditioner)

•Change the engine oil and oil filter every 600 Hours
(Severe conditions 300 Hours)
•Change the engine coolant every 2000 Hours or 2 years.

UseonlyLowSAPSengineoilforTIERIVengines
APICJ4oilisrecommendedforSCRapplicationsandrequiredforDPFapplications

93

Engine oil change = Oil filter change

F4Dengine

Usealwaysthe
twodrainplugs
todraintheoil.

1. Lubricate the oil filter O-ring (2) with clean engine oil.
Earlier oil change when:
2. Screw the filter (3) onto the base (1) until contact is
• Oil is very black and carbonaded
made with sealing surface.
• Oil is brown (water condensation)
3. Tighten the oil filter an additional 3/4 of a turn.
• Oil has a fuel smell
• A lot of short running intervals
• Use of bio diesel B30 or higher

94
High filtration oil filters

This filters composed of inert inorganic fibers bound

with an exclusive resin to a structure with graded
holes, that permit much more thorough filtration as
they are able to hold back a greater amount of
particles of smaller dimensions than those held
back by conventional filters with a paper filtering
element.
External spiral windings produce a uniform use of
the element even in the worst conditions such as
cold starting with fluids with a high viscosity and
peaks of flow. In addition, it ensures uniform
distribution of the flow over the entire length of the
filtering element, with consequent optimization of
the loss of load and of its working life.

95

Fuel filters (AG Option)

Maximum fuel system protection provides

increased reliability and long component life

• Premium fuel filtration system consists of

twin spin on filters
• Sensor to detect water in fuel. Alerts
operator with warning symbol
• Filter change warning
• Optional water separator filter (Separ) with
new mounting location

•Change the pre-filter every 300 -600 Hours

•Change the main filter every 600 Hours

96
Fuel pre-filters / water separator

Change the fuel pre-filter / water

separator every 500 hours or 250
hours on some construction engines
And every 300 hours on harvester
machines.

Prefilter / water separator (1) on harvester machine.

drain cock (2) .
bleed screw (4).
wing nuts (5).

97

Air filters

• Air induction system consists of front grill

screen, primary & secondary filter
• Self-aligning, self-centering primary &
secondary filters create a better seal
• Exhaust aspirator removes 95% of all dust
from the engine induction airflow
extending air filter service life

Seespecificworkshopmanualforspecifedvehicleinformationabouttheairfilter

Replacement of the primary and

the secondary air filter every
1000 hours or every year on
construction machines

Don’t clean the main air

filter with compressed
air and be careful with
the inner filter . Don’t
use high air pressure !

98
Blow-by filter

Blowbyfilterhastobe
changedeverytwoyears

Fixation screw Blow-by filter inside the rocker arm cover

Tier III engines have a different blow-by filter/breather

inside the rocker arm cover..

99

External blow-by recirculation

Itisrecommendedonconstruction
equipmenttoreplacetheBlowby
externalfilterswitheveryengineoil
change.(500hours)

1. Pre - separator
2. Recirculation to intake
3. Blow-by Filter
4. Return to engine
Oil Condensate
Oil vapors

100
Alternator drive belt with tensioner

Airco compressor

Aircompressor

Automatic
tensioner Idlers
Alternator

Waterpump

Crankshaft

101

Alternator drive belt with tensioner

For applications with automatic multi V - belt

tensioner, the procedure is the following:

1 By means of square wrench of proper size, act on

point (A), indicated in the figure, of the automatic belt
tensioner (1) and release the pressure.
A
Remove the control belt (2) from the driven and
intermediate pulleys.
Replace the worn belt with a new one.
2 Place the belt on the pulleys and guide rollers.
Place the automatic tightener in order to key the belt
in the functioning position.
Check proper position in the races of the pulleys.

102
Reversible fan (Ag option)

During very dusty working conditions, the driver can clean the cooling pack by reversing the
position of the fan blades. The engine has to run in high idle and must not be under load.

103

NEF with
Common Rail
Common Rail fuel system

104
Common Rail – Main components

Controller HighPressurepump

CommonRail
Electro
hydraulic
injector

105

106
Common Rail Fuel Injection System Layout

SUCTION

LOW PRESS

HIGH PRESS

RETURN

107

Common Rail Fuel Injection System Layout

A Common Rail system consists of an electronic controller with sensors to calculate the amount of
fuel to be injected. Different actuators will be activated following the calculation. The most principal
actuators are the electronic injectors and the fuel pressure regulator on the high pressure pump that
regulates the pressure in the rail.

Fuel is drawn from the fuel tank by suction provided by the low pressure gear pump through the ECU
to provide cooling to the controller if necessary.
From there it is drawn into the low pressure gear pump where it is then fed through the 5 micron fuel
filter.

Once filtered the fuel flows into the high pressure pump where it is pumped at high pressure to the
common rail.
The PWM controlled pressure regulator on the HP pump maintains fuel in the rail at a
constant pressure according to engine load and signals from the various engine sensors.

The fuel pressure up to the pressure regulator is maintained at a constant 5 bar by means of a limiter
valve.

Once the high pressure fuel has reached the common rail it is available to each injector at a constant
pressure.
By using solenoid valves to control injection via the engine controller each cylinder can be injected
completely independently of camshaft position.

108
Electronic injector

1. Fuel return hole

2. Fuel supply tube

Each cylinder has an electronic injector controlled by an electronic unit.

The electronic injectors have a high pressure fuel supply from a common rail
and a leakage return to the cylinder head channel.
Injection happens when the injector solenoid is activated by the controller.

109

Main advantage of a Common rail

The Common Rail

In a common rail, there is an accumulator of fuel under High

Pressure. The high pressure does not depend any longer on
engine speed. High pressure is always available once the
engine is started.

To reduce noise and emissions the rail pressure is low at

low engine load and high at high engine load. The amount of
fuel injected pro stroke can be dual injected: Pilot injection
and Main injection. The fuel injected during pilot injection
heats up, then starts to self combust at that moment the
main injection starts up and take further place. Main
injection fuel combusts directly.

110
Main requirement while working on Common rail

Human hair 80 μm Maximumpurityisnecesarrywhileworkingon

HighPressurefuelsystems
Maximum size
of impurity
• Clean the work area before
disassembling fuel parts.
• Work with clean hands and clothes.
• Use plastic seal caps for the open
channels in fuel components.
Limits of human
• Put the components in a plastic sack.
visibility 30 μm
• Never use cleaning rags that give off
lint.

111

Flow of fuel - Components

Fuel suction

Low pressure

High pressure

Return to tank

High Pressure Line Features

¾High strength Steel piping
¾Same length injector lines
¾Flanged Nut fitting
Caution: High pressure lines should NOT be
loosened during engine operation!!!

(1) Electroinjector (5) Prefiltermountedontheframe

Low Pressure Lines Features
(2) Commonrail (6) Highpressurepump
¾Flexible nylons piping
(3) Pressurelimitingdeviceforfuelreturn (7) Mechanicalvanepump
¾Quick connect Voss connectors
(4) Commonrailpressurereliefvalve (8) Fuelfilter

112
High Pressure Pump

Low Pressure Gear

Pump

Kuev (Supply
Regulator)

Return Fitting

Inlet (supply) Fitting

Fuel Pressure
Regulator
High Pressure
Fitting

113

High Pressure Pump

¾ Radial-Piston Pump
¾ 3 Cylinder
¾ Lubricated by diesel fuel
¾ Plunger inlet throttle controlled by the fuel pressure regulator
¾ Gear driven at 1:1 engine speed
High pressure supply
(gear) pump

Low pressure supply

(gear) pump

Fuel Pump – 2 pumps together

114
Low Pressure Pump

™ Mounted on the high pressure pump ™Suction gear pump which draws fuel from the tank to
™ Driven by the end of the high pressure pump the high pressure pump
eccentric shaft ™ Provides 80 - 130 psi pressurized fuel to the fuel
pressure regulator and internals of the pump at which
is controlled by the Kuev (maintains 72 psi)

Fuel In

Seals

Drive Eccentric Fuel Out

115

Fuel supply pump

OVER - SUPPLY
Over – supply BYPASS
bypass
Bypass valve (1) is open

2
1

Bypass by bleeding (Drop

Valve)
Bypass valve (2) is open

116
High pressure pump Bosch CP3

In normal running, fuel is drawn in through the inlet port (A)

The gear pump pumps it out through the outlet port (B).
Pressure and spring hold the by-pass check ball on its seat.
Both check balls (1&2) remain on their seats

117

117

Bypass by bleeding (Drop Valve)

When manually pumping (priming) the fuel circuit and the engine is not running. The
inlet pressure will over come spring pressure on the drop valve to allow fuel to flow
easily to the fuel filter and up stream fuel circuit.

118
Over supply flow bypass valve

When fuel supply pressure after the low pressure pump increase’s fuel pressure will overcome
spring pressure and open the overflow valve to recirculate the excessive fuel and regulates the
fuel supply pressure.

119

Fuel Pressure Regulator (MPROP)

¾ Located at the high-pressure pump inlet, on

low pressure system, it modulates the amount of
fuel for high-pressure pump supply based on
commands received from ECU.
¾It regulates the amount of fuel supplied to the
high pressure pump on the basis of signals
received from the EDC7 control unit
¾ Electromagnetic pulse width modulated
solenoid valve
¾ Plunger opens (varies) the orifice to control
the fuel flow
¾Controlled by a varied pulse width from the
vehicle ECM
¾ Orifice is normally open (maximum) flow to
allow for “limp home mode” if electrical control
circuit become open
¾Viton O-rings

120
Fuel Pressure Regulator

It mainly consists of parts below:

• Trapezoidal-section lock pin
• Valve control pin
• Pre-load valve
• Coils
• The ECU modulates a PWM
control signal to extend or
reduce section of fuel supply line
to high-pressure pump.

*When no control signal is

present, the pressure regulator is
normally open, therefore the high-
pressure pump is in maximum
delivery condition.

121

MProp

Duty Cycle- Definition

The Duty Cycle is determined by a

timed voltage pulse from the engine
computer in the value of
MProp percentage. This percentage is for
regulating the MProp solenoid
mounted on High Pressure pump.
So a 50% reading means the MProp
solenoid was open half and close
the second half of one pulse width.

122
High pressure pump

Legend
1 - To common rail
2 – High-pressure pump
3 - Pressure regulator (M-prop)
4 - From filter
5 - Return line
6 – From ECU
7 - To filter
8 – Fuel supply pump

NOTE: If the high pressure pump is

ever removed from the engine it is
important that the aluminium mounting
bracket is not removed from the engine
block. If it is removed, the backlash
between the pump drive gear and the
camshaft gear is effected.

123

High pressure pump – Components

1. Mechanical feed pump.

2. Fuel to main filter under low pressure.,

internal return from HP-pump

3. Return line connection from HP-pump.

4. Delivery check valve from individual

plunger.

5. By-pass valve on feed pump.

6. Pump shaft.

7. Fuel inlet from filter.

8. 5 bar (72.5 psi) limiter valve.

9. Pressure regulator.

124

124
High Pressure Pump

The High Pressure pump CP3 can deliver an

Outlet
upwards to 1700 bar (25,000 psi) of fuel pressure to
the rail. Via the three pumping elements. Inlet valve
It receives the necessary fuel from the Low Pressure Pumping element
pump ZP18 controlled by the MProp. The pump
replacement is justified if there is:
Eccentric cam
™ Fuel leaking from pump.
Inlet
™ Pump seizure (typically with pump seizure engine
will not start and fuel will leak from pump)

125

High pressure pump – Operations

Three radial pistons governed by the timing gear, with a gear-type supply pump built in. The pistons act
on the eccentric cam mounted on the pump shaft.

Intake phase - plunger is supplied with fuel through the supply passage. The quantity of fuel supplied is
determined by the pressure regulator, in relationship with the engine controller (ECM).
The pressure regulator (7) modulates the flow of fuel to the plunger on the basis of a PWM command
received from the ECM.

During the plunger compression phase, the fuel reaches sufficient pressure to open the common-rail
delivery check valve (2), and is forced through outlet (1) to the common-rail.

1 - Outlet for rail delivery line. 5 - Plunger supply passage.

2 - Rail delivery valve. 6 - Pressure regulator supply passage.
3 - Plunger. 7 - Pressure regulator.
4 - Pump shaft.

No pump timing required. The fuel pump provides fuel pressure only, and does not influence timing.

126

126
Low pressure fuel pasages

1 - 3 - 6 - Inlet to plunger. 7 - Regulator drain passage.

2 - Pump lubrication passages. 8 – Kuev 5 bar limiter valve.
4 - Main plungers supply passage. 9 - Fuel discharge from regulator inlet.
5 - Pressure regulator 10 - Fuel inlet connection from the filter.

127

127

Kuev (Cascade Overflow Valve)

™Pressure and lubrication control device

• Controls the fuel pressure in the low pressure circuit of
the high pressure pump
• Controls fuel lubrication flow to the crankcase of the
pump
™ Has 3 stages of operation

128
Kuev (Supply regulator valve)

¾Stage 1: 0 < P < 3 bar: main lubricating and overflow hole are closed. Flow goes from the low pressure
pump to the fuel pressure regulator and some lubrication fuel is sent through the center orifice in the
Kuev
¾Stage 2: 3 < P < 5 bar: Lubricating hole is open, fuel flows to the fuel pressure regulator and to the
crankcase of the pump
¾Stage 3: P > 5 bar: Overflow and lubrication holes are open, fuel flows to crankcase and out through
the pump housing return channel, the regulator and the inlet channel of the flange keeping pressure
below 6 bar

129

Pump Housing Inlets

Feed inlets to
each cylinder

130
High Pump Internal Components

Polygon
Eccentric shaft
Crankcase
Bucket
Spring

Plunger

Inlet valve

131

Cylinder Cross Section

plug

Inlet Valve

Outlet Valve (Bolt,

spring, ball and seat)

Plunger

Spring

Bucket

Polygon

132
High Pressure Pump Circuit

High Pressure
Outlet

Position # 16
Plug Locations

133

Fuel supply – hydraulic diagram

5 6
4
Suction

7 High pressure
3
Return / low pressure

2 8
13
18

16 9 11

10
15 17
1

12
14

Fuel supply to HP-pump (low pressure)

134
Fuel supply – hydraulic diagram

1. High-pressure pump
2. Low pressure relief valve (5 bar )
3. Regulation valve of the injector return (1,3 à 2 bar)
4. Rail over pressure valve 800-1750 bar
5. High pressure rail
6. Rail pressure sensor
7. Injector
8. Return line LP check valve and pump lubrication
9. Engine Control Module cooler (if mounted on EDC 7 controller)
10. Manual feed pump
11. Fuel pre-filter in suction line
12. Fuel tank with suction line
13. Feed pump
14. Main filter 3 m
15. Flow regulation PWM valve to HP-pump (high pressure regulation)
16. Lubrication HP-pump
17. By-pass over supply
18. By-pass for bleeding.

135

Common Rail and injectors– NEF

HP pipelines

Injector

Rail pressure sensor

HP supply pipeline

Fuel return Two stage over-pressure valve 1750 bar

M23
136
Common Rail – Accumulator under High Pressure

• Fuel pressure is increased at the plungers of the high

pressure pump and delivered to the rail that acts as
an accumulator.
• A pressure sensor in the rail provides the control
module with the current status of pressure.
• Pressure in rail varies depending on engine load.
• As much as possible, high pressure pipes are all the
same length,
• An over-pressure relief valve (dual stage) controls the
maximum pressure and will limit pressure in the
• event of pressure sensor failure or if the normally-
open pressure regulating valve has no current to Never loosen or disconnect any fuel
• operate the PWM control spool. system components while cranking or
with the engine running.

Always wait long enough to loosen the

HP pipes after stopping the engine till
the pressure
in the rail is 0 Bar. Use the EST to
check the pressure in the rail before
loosen the pipes . 137

137

Common Rail – Accumulator under High Pressure

High pressure supply pipes are tuned to prevent vibration and

different expansion due the pressure oscillations while injecting.
The colours of the pipes show that the same pipe is used on some
Cylinders, others are of a different shape for alignment reasons.

Railpressuresensor Railoverpressurevalve(Dualstage)

138
 Mprop & KUEV (supply regulator) Valves

Engine at low idle

Regulator coil is energized with a PWM signal and then the coil core is displaced against the preload
spring. The coil core movement causes the poppet to assume the maximum closed position, and
therefore minimize the flow of fuel to the high pressure pump.
This limits the common-rail pressure to approx. 350 – 400 bar (5075 – 5800 psi).
The 5 bar limiter valve, responsible for controlling the opening and closing of the discharge port, will
be in its maximum opening position to allow excess fuel to decay through the discharge outlet.

Engine at maximum load

Regulator coil is not energized, so core is at rest position due to the effect of the preload spring. The
poppet is in the maximum delivery position.
The rail pressure raises till its maximum value 1450 bar (till 207hp) or 1600 bar (207hp or higher)
Regulator feeds the high pressure pump with the maximum available flow rate.
The 5 bar pressure limiter discharge passage is closed. A small flow of fuel to lubricate the pump is
allowed.

Lube orifice in the Mprop-valve

The lube orifice provides lubrification and cooling for the high pressure pump by the fuel and to
discharge excess fuel as the fuel regulating valve (Mprop) does not close completely - the orifice
keeps the rail pressure at a desired low value at zero injection when the engine decelerates

139

Rail over pressure (relief) valve

Tier 3/4

Tier 2

A mechanical dual stage device consisting of a housing, piston, spring and a shim. At a
defined pressure, the limiting valve opens and the spring and piston regulate the pressure to
maintain minimum engine power.
Operating characteristics
Limiting valve opening pressure: 1750 bar (26000 psi Tier 2 / 28800 Tier 3/4)
Rail pressure with valve in dual stage: 800 bar (11600 psi)
Maximum allowable fuel temperature in the return circuit: 160 㼻C (320 㼻F)

140
High pressure pipes

Don’tforgettoinstallthevibration
dampersonthecorrectlocation

20Nm
(15lbft)

NOTE: It is important to have the external high pressure pipe nuts tightened to the correct
torque. If over torqued the inner diameter of the pipe can get squeezed which will restrict the
flow of fuel and therefore effect engine performance.

141

High pressure injector tubes

Installing the injector fuel tubes

1. Fit a sealing ring (3) lubricated with

petroleum jelly on the fuel tube (2).
2. Install the fuel tube (2) into the cylinder
head so that the positioning ball (5) is
coinciding with the relevant housing (4).
3. Screw the fastening nuts on without
tightening them.
During this operation, the injector (1) can
be moved so that the manifold (2) can be
properly inserted into the inlet hole.
4. After everything is in place, tighten the
fuel tube nuts (2) to 50 Nm (37 lb ft).
5. Tighten the screws securing the injector
in the cylinder head to the specified
torque.

NOTE:Afterremovingfuelmanifoldstheycannotbeused
again.Replacethemalwayswithnewones.

142
Low pressure pipes and connectors

Voss connector

A.Correctconnected B.Correctdisconnecting

143

Fuel return from the injectors

Centralfuel
returnchannel

The injector leakage is collected in the cylinder head central fuel

return channel. At the end of the channel there is a fuel return
relief valve with an opening pressure of 1.3 – 2.0 bar. (TIER 4)
and 0,8 bar (TIER 3).
If the return pressure is out of specifications, the opening and
closing of the injector are involved. That means bad metering of
fuel and probably smoke at the exhaust pipe.

144
Bleeding

Hand pump

Breather points:
Loosen bleed screw on filter and operate the hand pump.
Tighten bleed screw when the fuel is free from air.
Start the machine and run at low idle until the engine runs
smoothly.
Note: Before replacing the filter open the bleed plug to
release the pressure.

Bleed screw on filter

145

Common Rail – Injector Voltage supply

High side switch InjectorBank

The voltage supply to the injectors is

made by a High side switch (transistor)
Low side switches and supplies 3 injectors.

Each time that an injector has to inject, the

high side switch of the injector bank
switches on together with the specified low
side switch.

Ashortcircuitinoneinjectorcircuitwillswitchoffthe
entireinjectorbank
MostlytheECMwillstorealotoffaultcodes.Aswell
faultcodesoninjectorsfromtheotherinjectorbank

146
Injector wiring and connectors

ExampleF4D

147

Common Rail - Injector

Capacitors are used to get to 80 Volts to initially fire the injectors.

Fuel metering is defined by the opening time of injector and rail
pressure.

Main injection delivery will vary depending on load and status of

the engine.

Pilot injection(s) 300μs before the main injection takes place,

reducing noise and increasing combustion efficiency.
On F4 engines pre-injection is activated at all engine speeds.

The nozzle of the Bosch CRIN 2 injector can be different. The NEF
engines below the 152kW (207 hp) use the DLLA nozzle and the
NEF engines with 152kW (207hp) or higher use the DLSA nozzle.

A “zero delivery drain” orifice exists within the CP3 pump so as to

discharge excess fuel as the fuel regulating valve (Mprop) does
not close completely - the orifice keeps the rail pressure at a
desired low value at zero injection when the engine is motored
downhill.

148
Pilot Injection

149

Common Rail - Injector

Electrical
HP fuel supply
supply

Leakage
and control
chambre
return

150
Common Rail - Injector

Main components are the nozzle and solenoid valve. Constantly supplied with fuel at injection pressure
from the common-rail, this varies depending on demand. Solenoid valve and therefore injector
operation is controlled by the ECM.
At rest with the coil de-energized, the ball valve (6) is in the closed position. Same pressure in both
pressure chamber (8) and control area (9), needle cannot be lifted.
Spring is only used to position the needle and control tolerances, and is not part of the closing
mechanism.
Coil (4) energized, the ball (6) moves up
Fuel flows from the controlled area to the back-flow pipe, causing a drop in pressure above the rod. At
the same time, fuel in the pressure chamber (8) causes the needle to rise, allowing injection into the
engine cylinder.
Once injection quantity is met, (ECM - map) the ECM de-energizes the coil.
Ball valve (6) returns to the closed position, recreating the balance of forces and therefore the needle
closes, terminating the injection cycle. The difference in surface areas dictates a downward force.
A pilot injection (advance) takes place 300 micro-seconds before the main injection for a duration of
170 micro-seconds. The main injection varies to meet demand. Opening time is dependent on the
actual rail pressure.
Timing of injection is defined by actuation of injector by ECM. This leads to a quieter engine and
increased combustion performance.
High pressure pipes and transfer tube have to be changed after each removal.

151

Injector Operation

152
 153

Common Rail – Injector ball seat damage

Hardparticlescontainedinthefuelgreatlyincreasethe
wearoftheballseat,leadingtothecreationoferosionlines
whichcompletelybypasstheseat.
Thefinaleffectisaveryhighstaticbackleakflow.

Phase 3 : By – pass of
the seat – Widening of
the line

Phase 2 : Erosion of
the bottom of the
damages

Phase 1 :
damages on the
edge

154
Extract the injector with bracket and seal

1. Remove the bolts securing the injector to the cylinder head.

2. Use tool 380001099 (1) to remove the injectors (2) from the
cylinder head.
2

155

Injector install

Injector

O-ring

1. Put a new O-ring and cupper washer on the injector.

2. Lubricate the O-ring with petroleum jelly.
3. Install the injectors into the cylinder head directed so the fuel inlet
Cupper hole is facing the fuel tube seat.
washer 4. Use tool 380001099 to seat the injector in place.
5. Install a new injector fuel supply tube

156
Injector install

Fuel tube nut

A

A = Injector securing bolts

6. Insert the injector bolts without tightening them. You must install the
fuel supply tube before tightening the bolts securing the injector..
7. After everything is in place, tighten the fuel tube nut to 50 Nm (37 lb ft).
8. Use a torque wrench to tighten the injector screws
gradually and alternately to a torque of 7.7 - 9.3 Nm (68 - 82 lb in).

157

Injector protection

1) Electrical connection 6) Nozzle shaft

2) Magnet group 7) IQA code (not
available yet)
3) High pressure fuel inlet fitting 8) Data matrix code
4) Injector clamping force 9) Fuel return outlet
5) Nozzle nut

Plastic seal against impurity

IQAcodeor IMAcode(if available)hastobe written intheECM

by theEST.Thecodeisabout theinjectorflow rate tolerances.

158
 NEF with
Common Rail
Engine management

159

Engine management (AG only) – EDC 16

The EDC 16 electronic control module

manages the following main functions:

• Fuel injection
• Accessory functions
• Cruise control
• Speed limiter
• PTO
• etc.
• Self-diagnosis
• Recovery
TIER3engines • Enables interfacing with other electronic
systems available on the vehicle

Specifications
Operating range : -40 and 80 㼻C (-40 - 176 㼻F)
Rated continuous temperature : 80 㼻C (176 㼻F)
Power supply: 12 V
Max power supply: 18 V
Min power supply : 7V

160
Engine management – EDC 7 UC31

The EDC 7 UC31 electronic control unit manages the

following main functions:
• Fuel injection
• Accessory functions such as:
• Cruise control
• Speed limiter
• PTO
•Inlet manifold and fuel heater
• Selective Catalic Reduction system
• Self diagnosis
• Recovery
TIER4aengines
• Enables interfacing with other electronic systems
available on the vehicle for diagnostic purposes

Old Tier 2 engines had a fuel cooler built against back side of the
controller. Nowadays the controller is only cooled when necessary.
Sometimes the cooler is used as support for the controller .

161

Engine management – Functional scheme

162
Engine management – Fuel mapping

Fuel dosing and injection lead

Parameter values are temporary

stored in the ECM. The software of
the ECM calculates the fuel dosing
Injectiontime

or injection time and injection lead

from different sensor values called
parameters. For the calculation
many lock up tables are used. The
3D of the lock up table calls “MAP”.
After using many maps and
algorithmic calculations the injection
time (pre – and main injection ) and
the injection lead are set.

163

Engine management – Fuel dosing

Fuel dosing is calculated based on

• Engine load and load demand

(accelerator position, torque demand from CCM UCM or transmission controller )
• Engine RPM and engine speed demand (vehicle speed demand)
• Quantity of air intake (calculated from engine RPM, air temperature and intake manifold pressure)

During the starting phase fuel dosing is calculated based on

•Engine speed
•Coolant temperature

Engine speed, accelerator position and manifold absolute pressure are the main parameters for the
fuel dosing

164
Engine management – Fuel dosing

Fuel delivery corrections based on:

• Coolant temperature
When the engine is cold, it encounters greater operating resistance, mechanical friction is high and
the engine oil is still very viscous. Fuel injected also tends to condense on cold metal surfaces.
Fuel dosing is therefore greater than with a hot engine.
• Noise, fumes, overloads
Behaviors that could lead to the above mentioned items are well known, so the control unit is
programmed with specific instructions to prevent them.
• Overheating
In the event of engine overheating, the control unit will "De-rate" the engine. This decreases the fuel
delivery proportional to the temperature reached by the coolant.

After determining the mass of air introduced by measuring its volume and temperature, the control unit
calculates the corresponding mass of fuel to be injected into the cylinder involved. It also takes into
account the temperature of the engine oil.
Fuel temperature is also taken into account, because the controller activate the injectors for a certain
time. Cold fuel has a greater mass then heated fuel. The injector activation time depends also on the rail
pressure. The higher the rail pressure, the higher the injected fuel mass in a certain time.

165

Engine management – Fuel dosing

Injection strategy
Depending the calculated fuel quantity, the engine RPM and the engine temperature , the fuel quantity
is injected at once “Only main injection” or the fuel quantity can be injected in two parts “Pre-injection
and main injection. CNH NEF engines don’t use the “Only main injection”. Pre-injection and main
injection is always used at every load and engine speed circumstances. The pre-injection can consist
of a single or a double injection.

De-rating
In the event of engine overheating, the control module will decrease the power of the engine
proportionally to the temperature reached by the coolant. Issues like high exhaust emissions lead also
to a proportional engine power decrease till low idling. Low engine oil pressure or a security issue can
lead to engine shut down.

Injection cut-off
During deceleration of the engine there is a injection cut-off. The injection starts at new when a
minimal engine speed is reached to avoid engine-stop

166
Engine management – Rail pressure

Rail Pressure depends on:

• Engine RPM
• Calculated fuel quantity
• Load demands
• External device actuation
PTO, Hydraulic pump, etc…..
• Injection strategy
pre-injection with main injection or only main injection
• Speed reducer and braking
• Cruise control
• etc.
• Serious defects involving load reduction or engine stop

167

Engine management – Injection timing and lead

In general the injection time corresponds the injection quantity. Because of the self combustion
temperature and the fact that fuel combustion has to start at TDC, there is injection lead .
Injection lead or the start of fuel delivery expressed in degrees, can differ from one injection to the
next, even from one cylinder to another.
It is calculated according to engine load, for example, accelerator position, engine RPM and air intake.

Lead is corrected as required:

• During acceleration
• According to coolant temperature

Lead is used to obtain:

• Reduced emissions
• Noise abatement
• No overload
• Better vehicle acceleration

High injection lead is set at start, based on coolant temperature. Delivery start feedback is given by the
electro valve impedance variation.

168
Engine management – Engine start

Cylinder 1 recognizing: flywheel and camshaft sensors synchronization takes place at first engine
turns.
The accelerator pedal signal is ignored at start. Start delivery is exclusively based on coolant
temperature via a specific map. Minimal engine RPM and minimal battery voltage are also taken into
account. The controller enables the accelerator pedal, when it detects flywheel acceleration and an
increase in engine speed.

Cold start
Pre-heating is activated when one of the three temperature sensors (coolant, air or fuel), records a
temperature below or equal to 5 㼻C (45㼻F). The pre-heat warning light goes on when the ignition
key is turned to the "ON" position and stays on for a variable period of time according to temperature,
while the grid heater raises the temperature of the air, then the light starts blinking to indicate that the
engine can be started. The warning light switches off after the engine is running, while the heater
continues being fed for a variable period of time to complete post heating . The operation is cancelled
to avoid draining the batteries if the engine is not started within 20-25 seconds with the warning light
blinking. The pre-heat curve is also variable based on battery voltage. Post-heating after the start-up of
the engine if the temperature is below 5㼻C (45㼻F).

Hot start
When the ignition key is turned to the "ON" position, the warning light goes on for about 2 seconds for a
short test and then switches off when all reference temperatures are above 5 㼻C (45㼻F).
The engine can be started at this point.

169

Engine management – After Run

At each engine stop, with the ignition key off, the control unit still remains fed by the main relay for a few
seconds to enable the microprocessor to transfer data from the main volatile memory to a nonvolatile,
cancelable and re-writable (EEPROM) memory to make the information available for the next start (Run
up).
This data essentially consists of:
• Miscellaneous settings, such as engine idling, etc.
• Settings of some components
• Breakdown memory
The process lasts typically for 2 - 7 seconds according to the amount of data to be stored. After which the
ECU sends a command to the main relay and makes it disconnect from the battery. This procedure must
never be interrupted by cutting the engine off from the battery or disconnecting the battery for at least 10
seconds after engine shutdown. In this case, system operation is guaranteed until the fifth improper
engine cutout. After this, an error is stored in the breakdown memory and the engine operates at lower
performance at the next start while EDC warning light stays on.
Repeated procedure interruptions could in fact lead to control unit damage.
The trigger point for the After run procedure are the return to the key off position of the ignition switch and
the end of the last control done by the engine controller. The engine controller always finishes its closed
loop controls before the after run procedure starts.
The trigger point for TIER IV engines is the switching off of the DCU (SCR pump stops to work)

170
Engine management – Run Up

When the ignition key is turned to the "ON" position, the control unit transfer data stored at a previous
engine stop to the main memory (After Run), and diagnoses that data.

This data essentially consists of:

• Miscellaneous settings
• Engine idling
• Component settings
• Breakdown memory

The process lasts typically from 2 to 7 seconds depending on the amount of data to be stored. the
control unit then sends a command to the main relay and makes it disconnect from the battery.
This procedure must never be interrupted. You must wait at least 10 seconds after engine shutdown to
disconnect the battery. System operation will not be affected until the fifth improper procedure, after
which an error is stored in the breakdown memory and the engine is de-rated to a lower performance
at the next start. The EDC warning light will be illuminated. Repeated procedure interruptions could
damage the control unit.

171

Engine management – functions

Idle speed control

The control unit processes signals transmitted by the various sensors and adjust 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.

Control of working speed in normal operating conditions

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 by
increasing the amount of fuel injected in order to restore the engine to maximum power.

Accessory functions
Such as: PTO-functions, airco compressor, heating element
speed limiter, communication with other control units

172
Engine management – Other functions

Cylinder balancing
Individual cylinder balancing contributes to increasing comfort and operability. This function enables
individual personalized fuel delivery control and delivery start for each cylinder, to compensate for injector
hydraulic tolerances.
.
Synchronization search
The control unit can recognize the to inject fuel into even in the absence of a signal from the camshaft
sensor. If this occurs with the engine running, the combustion sequence is already acquired, so the
control unit continues with the sequence it has already synchronized on. If it occurs with engine stopped,
the control unit actuates one electro valve.
If it occurs with the engine stopped, the control unit only actuates one electro valve. Injection occurs
inside the cylinder within a maximum of 2 shaft revolutions so the control unit is only required on the firing
sequence and start the engine.

Accessory functions
Such as: PTO-functions, airco compressor, speed limiter

Diagnosis and programming

Enables interfacing with other electronic systems available on the vehicle for diagnostic purposes.

173

Engine management – Protection

Overhead protection
If the water temperature reaches 110 㼻C (230 㼻F), the control unit reduces engine performance.
When the temperature returns below 100 㼻C (212 㼻F), 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 the electro-injectors. In some applications the maximum limiting response consists in
stopping the engine.

Smoke control under acceleration

With heavy 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.

174
Engine management – Recovery strategies

Accelerator pedal (in some construction applications loaders / excavators)

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. In the case of loaders, the system responds by setting engine speed to a
predetermined speed, approximately ¾ throttle, to allow the unit to be moved to a repair location.

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 RPMs and high torque values in order to inject the maximum
quantity of fuel.

Control of pressure in the rail

When the pressure in the rail exceeds the safety values, the engine reduces power.

175

Engine management – Recovery strategies

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

Power restrictions as operating temperature increases

When the temperature of the charge air rises above 88 㼻C (190 㼻F), power reduction is started.
When a temperature of 120 㼻C (248 㼻F) is reached, performance is further reduced and is
comparable to a naturally aspirated engine.

Reduction of power as reference temperature varies

In normal operating conditions, the system knows the charge air, oil and water temperatures.
If the temperature of the engine water is not available, the system takes the temperature of the oil as
a reference and when this reaches the threshold of 103 㼻C (217 㼻F), it starts to reduce the power
available. Upon reaching 113 㼻C (235 㼻F),power is reduced to 50 %.

176
Engine management EDC 7– F4HFE

1. Coolant temperature sensor

2. Common Rail injector

3. Rail pressure sensor

4. Air temperature/pressure sensor

5. Engine starter

6. Camshaft timing sensor

7. Rail pressure regulation valve

8. Fuel temperature sensor

9. Controller EDC 7 UC.31

10. Crankshaft sensor

11. Oil level sensor

12. Oil pressure and temperature sensor

13. Heating element for pre-post heating

Nonstructuralengine

177

Engine management EDC 7– F4DFE

1. Coolant temperature sensor

2. Common Rail injector

3. Engine starter

4. Rail pressure sensor

5. Air temperature/pressure sensor

6. Camshaft timing sensor

7. Fuel temperature sensor

8. Controller EDC 7 UC.31

9. Crankshaft speed sensor

10. Oil pressure and temperature sensor

11. Heating element for pre-post heating

Structuralengine

178
Bosch EDC 7 Controller

(C) - Sensor connector

(A) -Common Rail Injector

connector

(B) - Base Unit Connector

(Provide reference of the vehicle to
which the engine is assembled)

179

Base unit connector – F4H & F4D

180
Base unit connector – F4H & F4D

181

Electronic injector connector – F4D

182
Electronic injector connector – F4H

183

Sensor connector – F4H

184
Sensor connector – F4D

185

Engine Derate in CNH Applications - NEF Tier 3

186
Engine Derate in CNH Applications - NEF Tier 3

Conditions for Fuel Quantity Limitation (Torque Reduction):

1. Ambient pressure sensor defective (torque reduction about 15 %)
2. Engine speed sensors defective (torque reduction about 15 %)
3. Fuel pressure monitoring-first step (torque reduction about 15 %)
4. Fuel pressure power stage actuator (torque reduction about 15 %)
5. Shut off self test failure (torque reduction about 15 %)
6. Sensors power supplies defective (torque reduction 15 % to 40%)
7. Accelerator pedal sensor defective (torque reduction about 15 %)
8. Starter actuator defective (torque reduction about 15 %)

Conditions for Max Engine Speed Limitation:

1. Fuel pressure monitoring-first step
2. Fuel pressure power stage actuator
3. Fuel pressure sensor

Conditions for Engine Stop:

1. Fuel pressure monitoring-second step
2. Monitoring of rail pressure relief valve
3. Internal ECU monitoring defective

187

Engine management –
Interaction with other controllers

EDC 7
CAN messages

CAN messages CAN messages CAN messages

Data transfer, called CAN messages, between all the EST diagnostic connector
controllers of a vehicle. The messages can be:
demands , information about the state of the controller,
sensor values, diagnostic checks, etc,…..

188
Engine management –
Interaction with other controllers

Vehicle
Controller

To reduce cables and connectors vehicle constructors

use less controllers. The strategy is to connect
physically a sensor or an actuator to the nearest CAN to
controller . ECM

Nowadays controllers are part of several functions like

transmission control, engine control, hydraulic control, CAN Hi
The SAE J1959 CAN bus is
etc….. To inform controllers CAN messages are sent.
CAN Lo have to be used for drive line
In the example above , the foot throttle sensor is messages. The CAN wires
connected to the vehicle controller. The vehicle are GREEN and YELLOW.
controller transforms the throttle potentiometer voltage
into a CAN message that is sent to the engine
controller.

189

189

Engine management – Vehicle controller

To reduce the number of cables and connectors going

in and out the cabin, a VEHICLE CONTROLLER is
used.
The vehicle controller is the main controller of the
vehicle. This controller takes part on the most
functions because the most driver controls like
handles, switches, throttles are located in the cab.

In CNH Agriculture the vehicle controller is named :

•CCM:
•UCM: Universal Control Module

190
 NEF with
Common Rail
Sensors

191

Crankshaft speed sensor

MAIN PARAMETER
This induction type sensor is located on the front
cover/ vibration damper. The crankshaft generates
signals from the magnetic flow lines that close through
the 60 – 2 = 58 holes in the phonic wheel.
The control unit uses this signal to determinate the
crankshaft position. The different sections are used
for the injection start and the injection duration.
The sensor air gap is not adjustable.

The sensor resistance is ~900 .

192
Camshaft speed sensor

MAIN PARAMETER
This induction type sensor located on the camshaft
generates signals obtained from the magnetic flow lines
that close through the six plus one phase slots of the
camshaft timing gear.
The control unit uses the signal generated by this
sensor as an injection step signal.
Though electrically identical to the engine speed sensor
mounted on the crankshaft, it is NOT interchangeable
with it as its cable is shorter and it has a larger
diameter.
The sensor's air gap is NOT ADJUSTABLE

The sensor resistance is ~900 .

193

Redundancy engine speed and position

MAIN PARAMETERS

The crankshaft speed/position signal and the

camshaft speed/position signal are redundant. This
means that both signals can be used for engine
position and speed.

If the engine controller has only the information

from the camshaft speed sensor the working of the
engine will be more rude. The information of the
camshaft phonic wheel isn’t so precise.
For TIER IV engines the lack of the camshaft
speed information or a too big difference between
the crankshaft speed and the camshaft speed
leads to engine de-rate (less engine performance).
The lack of camshaft sensor information can lead
to a more difficult start of the engine.

194
Manifold absolute pressure/temperature sensor

MAIN PARAMETER

This component incorporates a temperature sensor and a

pressure sensor. It is installed onto the intake manifold and
measures the maximum supplied air flow rate used to accurately
calculate the amount of fuel to be injected at every cycle.
The sensor uses a 5 V supply and the output voltage is
proportional to the pressure or temperature measured by the
sensor.
During the Run-up of the ECM, the controller compares all the
absolute pressure sensors for atmospheric pressure.

The lack of manifold pressure information will lead to less

engine power

195

Rail pressure sensor

Installed on one rail end, it measures the actual fuel

MAIN PARAMETER pressure in order to determine injection pressure.
The injection pressure value is used for pressure check
and to determine the injection electric command duration.
It is supplied with 5 V. The pressure measurement is
based on the expansion of a steel diaphragm. The
pressure sensor generates an analogue output signal
which is proportional to the supply voltage.

Operating characteristics

Pressure range 0 - 2400 bar

(0 - 34800 psi)
Supply voltage 5 V

196
Rail pressure sensor

MAIN PARAMETER

If the sensor detects 1700 bar for more than 1 second a

fault code is set “ Rail Pressure too High” and the engine
switch off.
Within this second the ECM will stop the injection of fuel
so the rail pressure can raise more. to force the rail relief
valve to open.

Therailpressuresensorhastobechangedtogetherwiththe
rail.Therearenoseparatepartnumbersandthesensorcan
onlybeorderedtogetherwiththerail.
Neverloosenthepressuresensortoavoidfuelleakage.

197

Pedal and hand throttle sensor

The pedal and / or hand throttle sensor sends a signal

to the engine controller for a speed demand. Depending
on the engine software it can be a pure speed demand ,
a simulation of an all-speed mechanical governor or it
can be a simulation of the mechanical mini-maxi
governor.

The pedal and / or hand throttle sensor can be directly

connected to the engine controller or can be physical
connected to the vehicle controller like the CCM or the
UCM.
The vehicle controller sends with fixed time intervals a
CAN message about the throttle position information to
the engine controller.

Mostly the throttle sensor is a potentiometer working

with a supply voltage of 5 Volt.

The lack of throttle information will lead to a constant

engine speed.

198
Coolant temperature sensor

The NTC sensor located in the coolant circuit on the

cylinder head measures the coolant temperature for the
various operating conditions. It identifies fuel enrichment
for a cold engine and fuel reduction for a hot engine. The
signal is sent to the ECM control unit which, in turn,
controls the gauge and the high temperature warning
lights in the instrument cluster. The temperature signal is
only used by the ECM control unit
Sensor with Negative-temperature coefficient (NTC)
Sensor resistance is higher with colder temperatures.
The resistance range is shown below:

Example:

• -10 㼻C (14 㼻F) = 8100 - 10770 .

• +20 㼻C (68 㼻F) = 2280 - 2720 .
• +80 㼻C (176 㼻F) = 290 - 364 .

199

Fuel temperature sensor

Fuel temperature sensor

The NTC sensor located in the low pressure

fuel circuit at the fuel filter measures the fuel
temperature for calculation of the fuel volume
to be injected. Various fuel temperature
means various volume for the same weight
of fuel.

The lack of any temperature information will activate a

simulated temperature value that will be used by the
engine software. Sometimes the information of another
temperature sensor is used.

Fuel temperature sensor The fuel temperature sensor resistance

is ~2,5 k at 20㼻C.
Filter heater

200
Oil absolute pressure/temperature sensor

This component incorporates a temperature

sensor and a pressure sensor. It is installed onto
the engine oil filter base in a vertical position or in
the engine oil circuit. It measures the engine oil
temperature and pressure. The signal is sent to
the ECM control unit which, in turn, controls the
gauge and the low pressure warning lights in the
instrument cluster. The temperature signal is only
used by the ECM control unit.
The sensor uses a 5 V supply and the output
voltage is proportional to the pressure or
temperature measured by the sensor.

Low oil pressure or high

oil temperature can switch
off the engine.

201

Atmospheric pressure sensor

The engine electronic control unit incorporates an

atmospheric pressure sensor .

This value is used for a better interpretation of the manifold

absolute pressure. When knowing the atmospheric
pressure turbo boost pressure is better detected.

EDC7
On high altitude the boost pressure and the engine power
has to be lower to protect the turbo and to limit black
smoke.

During the Run-up of the ECM, the controller compares all

the absolute pressure sensors for atmospheric pressure.
Especially the manifold pressure is compared with the
atmospheric pressure of the controller atmospheric sensor.
A pressure difference more then 20,0 kPa for more then
800 msec. will set a fault code.

202
Water In Fuel sensor (WIF)

Sensor supplies a low voltage level to the engine

controller if there is water in the filter and a high
voltage if there is no water.

For CNH engines water in fuel never leads to

engine derate.

The signal is sent to the engine control unit or the

which, in turn, controls the water in fuel warning lights in
the instrument cluster.

203

Oil and coolant level sensor (option)

Oil level indicator -

These sensors are used to indicate when the level of
the oil in the sump is too low.

Coolant level indicator (option)

This sensor or switch is used to indicate when the

coolant level in the expansion tank is too low

The signal is sent to the engine control unit or the

vehicle controller which, in turn, controls the low level
warning lights in the instrument cluster. It’s possible
that engine derate will take place when a low level
occurs

204
Brake switches and brake pressure sensors
(machine specific)

Braking always brings the engine speed and power to idle.

Braking has priority to engine power and non-idle working.

That ‘s a question of security.

Faulty adjustments or faulty brake sensors can be the

reason of an engine that only runs in idle.

On tractors and other vehicles that use the brakes to steer.

Only when both brake sensors detect an applied pedal and /
or the brake pressure sensor on the brake discs detects
brake pressure, the engine speed and power will go to idle.

Brake pressure sensor

on tractors with CVT

205

Information about starting

CNH engines detects starting by engine speed.

In general the engine controller starts to activate
fuel when 200 bar rail pressure is reached and
when the calculated engine speed is more then
250-300 revs/min. (ECM calculates the engine
speed from crankshaft sensor and camshaft
sensor)
CNH does not use the ignition key connection 50
for mapping .

206
5 Volt supply to sensors

The engine electronic control unit has three 5 Volt supplies

for the analog sensors.
A correct voltage supply of 5 Volt is very important for the
analog 5 V sensors. To avoid supply voltage drop, the
Bosch EDC controller has three separate 5 V supplies
inside. For the same reason several sensor grounds are
connected to the controller.

Note: CNH engine controllers ECM only detect

the supply voltage. CNH does not use the
alternator charge

207

NEF with
Common Rail
Cold start actuators

Vandenbriele Geert
Originator engines

208
Cold start heating grid

During winter time, the ECM provides the grid to heat the air before intake air manifold

Inlet manifold

PTCairheater

WARNING
Do not use flammable gases or liquids to aid engine ignition.
These substances in contact with the heating element could easily
ignite and create situations of great danger.

209

Filter heater

A. Outlet fitting to high pressure pump

B. Inlet fitting from power pump

1. Fuel filter mount

2. Fuel temperature sensor
3. Electric fuel heater
4. Fuel filter
5. Adapter
6. Heater connector
7. Gasket

210
Engine block heater kit (option)

Installed in the engine block

Warms coolant in the engine block when the

engine is not operational

Requires external 120 Volt AC or 220 Volt

source

211

Engine
management
Diagnostic structure

Vandenbriele Geert
Originator engines

212
Basic structure for diagnostics on electronical
systems

Ask for costumer

complaints and verifivy Usage, general description and
the information utilization of the system

Fault codes
Diagnose H-menu’s
EST Service support systems
Datar & technical publications
Interpretation of the • ASIST
Diagnostic results • e-TIM
• EST
• Electric diagrams Dis- / re-assembly
Selection and application of instructions in
the correct repair method technical
publications

Reparation

Usage, working
Verify if the complaints
no fault codes
have disappeared

Delivery of repared vehicle to customer

213 213

213

Logical diagnose sequence with EST

The EST has a logical diagnose sequence

Please respect this sequence for efficient problem solving.

1. Inspection of the controller status &

presence on the CAN network
2. Inspection of the fault codes
3. Identification of hardware and software
on controllers with fault codes
4. Monitor & inspection of the parameters
5. Set outputs – Controller tests
6. Usage of technical information:
Troubleshoot problems & ASIST
7. Usage of DATAR for particular
problems

214
Logical diagnose sequence with EST- remarks

1. Inspection of the controller status & presence on the CAN network

The non presence of a controller on the CAN network will result in a lot of fault
codes and costumer complaints. This has to be solved at first.
(Note: If a controller is off line, test for power, ground and the CAN bus circuit to
it before condemning it)
2. Inspection of the fault codes
For more than 65% of the electronic problems and a lot of mechanical problems
on a electronic system a fault code appears. Solving this (active) fault is mostly
solving the costumer’s complaint.
3. Identification of hardware and software on controllers with fault codes
Necessary for software issues and for searching in ASIST

215

Logical diagnose sequence with EST- remarks

4. Monitor & inspection of the parameters

Parameter values can confirm a fault code or can show you the supersede value
used by the controller software. A mal functioning of a system without fault codes
can be caused by a bad parameter value.
5. Set outputs – Controller tests
Activation on EST demand gives you the certainty that the particular actuator
circuit and functionality is OK or NOK
6. Usage of technical information: Troubleshoot problems & ASIST
7. Usage of DATAR for particular problems
When the cause of a fault code or a bad parameter value is difficult to find, the
use of DATAR can be necessary.

216
 NEF with
Common Rail
EST and DATAR
Diagnostics

Vandenbriele Geert
Originator engines

217

E.A.S.Y. - Engine diagnostic & download Cursor

4 5

218
1 - Identification code reading

219

2 - Faults memory reading

220
3 - Parameters reading

221

4a - Data reading in Programming Menu

222
4a - Data reading in Programming Menu

223

4b - Programming

224
4b - Programming blank ECU

225

4b - Programming blank ECU

****************

226
5 - Active diagnosis - Injector cut out

227

5a - Injector cut out

During the cut out test, this value (fuel delivery) has to be monitored. The
value should raise with the same amount for every cylinder.
Engine speed should return to the initial speed before the cut out.
Only idle speed is allowed for the test (min idle till maximum 1100 rev/min

228
6 - Data stored

229
(3) Cursor
 Cursor Engine

General information

Geert Vandenbriele
Originator engines
George Markiewicz
Contributor

The “CURSOR” Engine

Characteristics:

- 3 engines / 6 cylinders in-line

- Displacement: 9 - 10 - 13 litres
- Power from 240 to 600 HP
- Multivalve (4 per cylinder)
- High pressure unit injectors (1600 bar)
- Common Rail injectors (Cursor 9)
- Low noise structure
- Rear timing gear system
- Engine functions electronically controlled

2
The “CURSOR” Engine
Decompression brake available
Overhead camshaft Unit injectors or Common Rail
4 valves per cylinder

Integrated inlet Wastegate turbo or

manifold Variable geometry
turbo

Single cylinder
Air compressor
Integrated heat exchanger

Extra fine fibre oil filters

Engine fitted EMC

with/without fuel cooling

Elastic oil sump fitting

Two part engine block
10 and 13 litre
Turbo compound
available on 13 litre

The “CURSOR 9 - F2C” Engine

common rail

4
Engine identification code
-
TYPE SERIAL
NUMBER

F E 0 6 8 4 A J 0 0 1
*

Progressive production number

Variant

Gas emissions level A = TIER 4 D = TIER2 E-J = TIER3

Power level – engine torque

Use (4 = agriculture – moving)

Fuel supply + Injection (TCA, diesel direct injection) 9 = EGR

Number of cylinders

Stroke type and position (0 = 4-stroke, vertical)

Engine (unvaried)

Evolution of family for same displacement or otherwise

A
Engine family reference
B
2 C
3

Conventions

CONVENTIONS

6
Identification plate

The engine code is punched in relief

on an identification plate fastened to
the crankcase, in the zone indicated
by the arrow.

Rocker cover label

A second label is glued to the rocker cover and bears further information required by legislation
in various countries.

8
CURSOR 9 – 10 – 13 and 13 TCD Tier III

CURSOR 9 8.7 L - F2C

TIER 3 310 kW / 422 hp

CURSOR 10 10.3 L - F3A

TIER 3 345 Kw / 469 hp

CURSOR 13 12.8 L - F3B

TIER 3 390 Kw / 530 hp

CURSOR 13 TCD 12.8 L - F3C

TIER 3 435 Kw / 580 hp

Specifications (only as example)

Type F2C F3A F3B F3C
Brand Iveco Iveco Iveco Iveco
Configuration 6-line 6-line 6-line 6-line
Rated power (ISO TR14396) kW/HP @2100 rpm 291/396 343/435 360/489 395/537
Max power (ISO TR14396) kW/HP @1800 rpm 312/425 368/469 390/530 425/578
Max torque (Nm) @1500 rpm 1600 2145 2145 2470
Displacement (l) 8,71 10,30 12,88 12,88
Bore (mm) 117 125 135 135
Stroke (mm) 135 140 150 150
Compression ratio 15,9:1 17:1 16:1 16:1
Valves per cylinder 4 4 4 4
Low idle speed (rpm) 1000 850 850 850
High idle speed (rpm) 2100 2100 2100 2100
Firing sequence 1-4-2-6-3-5
Injection system
Electronic Unit Injectors x x x
Electronic Common Rail x
Aspiration TA TA TA TA-TCD
Turbo 1 1 1 1

F2B engine: 7,8L with Unit Injectors only TIER1 and TIER 2

10
Design characteristics

• Cast iron block consisting of upper block and bedplate with bearing caps for the
10L and 13L engines.
• One piece cylinder head with integral fuel passages, camshaft, rocker supports
and intake manifold.
• 6 equally spaced head bolts for each cylinder
• Forged crankshaft with induction hardened main and connecting rod journals
• Overhead steel camshaft
• Light metal alloy pistons with cooling galleries
• Forged connecting rods
• Timing gears arranged on the flywheel side
• Centrifugal cooling pump integrated into engine block
• Crankshaft driven lube oil pump
• Blow-by recirculation with coalescent filter

11

Crankcase breather (Blow-by system)

Example: CURSOR 9 Expelled vapor to

the inlet manifold

Crankcase breather

Camshaft driven gear

The engine uses a crankcase breather attached to the camshaft driven gear. It will filter out the oil
from the blow-by gasses. The vapor then flows down through the center of the camshaft to the front of
the engine and is expelled. The filter needs to be serviced every 600 hours.

12
Blow-by recirculation

Example: CURSOR 10 - 13

13

Blow-by recirculation

5. Fixation screw Blow-by filter

6. Cover

7. Filter element

8. Obstruction indicator

Example: CURSOR 10 - 13

14
Blow-by recirculation

The crankcase rotary filter is attached to

the fuel pump gear and uses centrifugal
force to help separate the engine oil
from the crankcase gases.

Example: CURSOR 13 Dual stage Turbo

The Crankcase Breather consists of a Rotary Filter

secured on a propeller shaft. The valve in the cover is
normally closed and regulates the flow of gases from
the crankcase.

15

Technologies to reduce noise and

to increase engine life
REDUCING NOISE
• Main crankshaft bearing caps integrated in a rigid bedplate or supported by a
plate.
• Rubber frame supporting the oil sump to damp any vibration
• Injection system and drive train inside the cylinder head cover
• Timing gears on the back end
• Super finished gears

INCREASING ENGINE LIFE

• Crankshaft and camshaft journals and bearings sized according “robust

design”
• Ultra fine oil and fuel filters
• High flow cooling fluid in cylinder block and head, to equalize wall/deck
temperature
• Power limitation following engine duty class specifications to avoid
overheating (ECM function)

16
Cylinder block, gasket and cylinderhead F3A, F3B

Wet cylinder liners are located in the upper block.

Protrusion of the cylinder liners is adjustable
Only one cylinder head gasket thickness is
available
Put the piston 1-6 at the TDC position before
mounting the cylinder head.
Cylinder block has location pins for cylinder head
and gasket.
See workshop manual or e-TIM for correct
tightening method.

17

Wet cylinder liners

Removable liners
High speed cooling in
hottest areas Brass lip

Low speed
cooling in cooler areas O-ring between cooling
system and sump

18
Projection inspection procedure

1. Thread setting: 170 - 225 Nm

2. Cursor 13: 380000xxx
Cursor 10: 380000153
Cursor 9: 380000140
3. Cursor 10-13:
0.045 -0,075 mm
Cursor 9:
0.035- 0,065 mm

Three thicknesses of brass lips available

19

Locking the cylinder liners

After removing the cylinder head or after

completing the installation of all the cylinder
liners, lock the cylinder liners (1) to the block
(2) with the pins 380000363 (3) in order to
avoid cylinder liner rising.
Liner rising can damage the o-rings and can
cause leakage. Certainly when the crankshaft
turns with installed pistons.

20
Crankshaft and Firing order

Front end Timing gear (rear)

Firing order
1-4-2-6-3-5

21

Splitted crankcase on Cursor 10 and 13

Crankcase split into two parts. It is not possible to replace only one piece.

Layer of
sealant

Base

Crankcase

22
Crankcase with strengthening plate on Cursor 9

One piece crankcase with strengthening plate

Main bearing caps fixed

together with the plate by
the bearing cap bolts.

Strengthening plate

23

Crankshaft half bearing

The thickness of the main half bearing changes

in step of 0,01mm.
There is a STANDARD set of three thicknesses
and there is a set +0.127 of three thicknesses
for journals that have been rectified.

Color mark on the half bearing side

* Fitted in production only and not supplied as spares

24
Half bearing selection procedure

The half bearing selection procedure consists in cross-referencing the data printed on
the crankcase, crankshaft and the connecting rods with data specific tables.

The printing defines the tolerance class resulting from mechanical machining for following
diameters
• Crankcase main half bearing seats
• Crankshaft main journals and connecting rod pins
• Connecting rod half bearing seats

The purpose is to reduce crankshaft radial play as much as possible and consequently
reduce noise.

More half bearing thickness classes are used in production

with respect to those available as spare parts.

Simplified servicing procedures have been defined.

25

Half bearing selection procedure

The codes (diameters) for selecting main and

connecting rod half bearings are printed in the areas
shown. The thickness of the two half bearings on
one journal can be different in order to have enough
play and the correct amount of lubrification.

Code printed on crankcase for selecting main half bearings

For each bearing outside diameter a number 1,2 or 3

26
Half bearing selection procedure

Number in crankcase determines class of main half bearing thickness (7 digits)

The class depends on the diameter in the housing and the bearing cap.
The thickness of the main half bearing changes in step of 0,01mm.

27

Half bearing selection procedure

Code printed on crankcase for

selecting connecting rod half
bearings(1, 2 or 3 )

1. Journals at nominal distance

(standard)
2. Undersized journals (-0,127)

Code printed on crankcase for

selecting main half bearings
(1, 2 or 3 ) inside diameter

28
Half bearing selection procedure

-LH number determines class of crank diameters (6 digits)

-RH number determines class of main half bearing diameters (7 digits)

29

Connecting rods and selection procedure

Made of steel, skewed,

separable cap by
mechanical machining

1. Letter indicating weight class

2. Number indicating big end half
bearing seat selection class
3. Connecting rod-cap coupling
number

Only the intermediate weight class

is available as a spare part.

30
Half bearing selection procedure

The main and connecting rod half bearings have color marks on the side of the shell to indicate
their thickness class.
Only red and green class available in aftersales. The yellow thickness is only used in the
factory. Use the green class in stead of the yellow class.

31

Crankshaft gaskets: install - remove

Extractor Introducer

These “box-type” gaskets require

special tools for extraction and fitting
A. Part fitted to cover
B. Seal lip
C. Part fitted to crankshaft
1. Secure seal D. Axial seal area
2. Special tool
3. Lock nut

32
Crankshaft gaskets: install - remove

Introducer

Extractor
Introducer and
extractor can be
used for both
crankshaft gaskets

33

Piston - assembly

Firing chamber designed for low oil contamination

1. Connecting rod – piston assembly

2. Assembly position and selection class icon
printed on the piston top
3. Connecting rod code area

34
Piston – fracture split connecting rod cap

Be Aware that a connecting rod and

his cap stay always together !!!

Number the connecting

rods and caps

35

Piston – correct assembly

36
Correct measurements

37

Assembly of the Cursor 10 – 13 bottom block

See workshop manual or e-TIM for correct tightening method.

38
Flywheel and crankshaft position

The crankshaft has three sets of 18 holes to inform the electronic engine management about the engine
position.

Ring gear for starting the engine must be fitted after heating the ring gear to a temperature of + 200㼻C.

39

Flywheel and Dampers

8x M12x25

The crankshaft has a locating pin that has to couple with the relevant seat on the engine flywheel
The locking of the flywheel screws (2) is done in three phases. Use the flywheel anti-rotation tool (3).

40
Timing gear train

Fuel high pressure pump gear (F2C)

(Not visible on this drawing)

OHC camshaft gear

Air compressor gear (vehicles with air brakes)

and
fuel low pressure pump gear (F3-engines)

Crankshaft gear

Oil pump gear

41

Cylinder head and camshaft

All Cursor engines have a one-piece cylinder head with a overhead-camshaft and 4 valves
pro cylinder. Each intake cam commands 2 intake valves and each exhaust cam
commands 2 exhaust valves.
The camshaft of the Unit Injector engine has a supplementary cam for each unit injector

42
Valves and injector position F2C, F3D

The valve bridge must be refitted in its original

position. No marks on the bridges

Central placed injector and the valve

design for a maximum scavenging and
swirl in the cylinder

43

EGR – Internal Exhaust Gas Recirculation

TIER3engines

Part of the exhaust gasses are

sent back into the cylinder, to
reduce the maximum combustion
temperature. This has an
influence on the production of
nitrogen oxides (NOx). In addition
to the main lobe, the intake cam
has an additional lobe (3). During
the exhaust stroke of the cylinder,
this cam opens the intake valve
slightly earlier (*). By doing this,
part of the exhaust gasses are
sent to the intake manifold. This 1: Exhaust cam
creates an air mixture which will 2: Intake cam
cause a lower combustion
3: EGR lobe
temperature during the explosion.
S: Exhaust
A: Intake

44
 Cursor Engine

Cylinder head and timing

F2C

45

Cursor 9 – Overhead Camshaft and Common Rail

exhaust

intake

• The 8.7L (Cursor 9) and 12.9L (Cursor 13) engines

with Common Rail feature a single overhead
camshaft design with roller rocker arms.
• The overhead camshaft design reduces engine
complexity and allows for a simpler design by
eliminating components such as push rods and
tappets.
• The rocker arms are of a roller design that reduces
friction between the camshaft and the rocker arm.
The reduced friction increases engine life and
reduces valve train related horsepower loss.

46

46
Valve adjustment – F2C

Adjust the valve clearance by loosening the lock nut (1) on the adjusting screw.
Insert the correct feeler gauge (3) between the rocker arm and the valve crosshead (2).
• Intake - 0.35 - 0.45 mm (0.014 - 0.018 in).
• Exhaust - 0.55 - 0.65 mm (0.022 - 0.026 in).
Turn the adjusting screw to set the clearance. Make sure that the feeler gauge can be removed, but a
slight friction can be felt.
Hold the adjusting screw in place and torque the lock nut (1) to 34 - 44 Nm (25 - 32 lb ft).

47

Removal of the cylinder valves – F2C

1. Tightening lever
2. Valve spring tool
3. Valve collets
4. Bracket
5. Upper valve disc
6. Spring
7. Lower valve disc
8. Intake or exhaust valve

Install and fix tool 380000133 (2) with bracket (4); tighten by lever (1) until cotters are removed (3);
remove the tool (2) and the upper plate (5), the spring (6) and the lower plate (7).
Repeat the operation on all the valves.
Turn the cylinder head upside down and remove the valves (8).

48
Valves, seats, guides and assembly - F2C

Should valves not have been overhauled or replaced, remount

them according to numbering performed on dismounting. intake exhaust

Intake valves are different from exhaust valves beause they

have a notch placed at valve head centre.

Lubricate the valve stem and insert the valves

in the respective valve guides; fit the lower
caps (1). Use tool 99360329 to fit the oil seal
(2) on the valve guides (3) of the exhaust
valves; then, to fit the valves using the tool.
380000133. (see workshop manual)

49

Cylinder head - Install

Installation of the cylinder head

1. Set the pistons 1 and 6 to top dead center.
2. Install the head gasket (2) onto the block deck.
3. Using a suitable hoist (1), carefully lower the
cylinder head (3) into position on the block.
4. Lubricate the bolts with clean engine oil and
tighten the bolts to the required torque following
the steps below. Respect the proper torque order.
• Stage 1 = 50 N·m (37 lb ft)
• Stage 2 = 100 N·m (74 lb ft)
5. Using the angle measurement tool 380000304 (1),
turn the bolts to the angle described below.
Respect the proper torque order.
• Stage 3 = 90 㼻
• Stage 4 = 75 㼻

50
Cylinder head - install

Cylinder head torque order diagram

51

Valve cover torque sequence

Install the valve cover (1) and tighten the

screws or bolts (2) to the required torque
using the specified sequence illustrated
above. If the valve cover is into two parts,
install the top cover (3) and torque the bolts
(4) to the standard torque value.

52
Removing the rocker arms

The removal of the rocker arms is only

necessary when the valves or the camshaft
need to be removed.
For the removal of the Common Rail injector
it is not necessary to remove the rocker
arms.

1. Tool 380000149
2. Rocker arms and shaft
3. Valve bridge

53

Engine timing without the gear casing

A High pressure pump gear

B Camshaft gear
C Upper intermediate gear
A
D Lower intermediate gears
E Oil pump gear
F Crankshaft gear B

Rear helical gear timing control:

No timing markings are provided

54
Engine timing - parts

The bushings (2) can be replaced when they are worn. They must be pressed out and
pressed in from the block side of the gear.
Maximum amount of play between the bushings and the pins:
• Idler gear = 0.045 - 0.075 mm (0.0018 - 0.0030 in)
• Twin idler gear = 0.045 - 0.085 mm (0.0018 - 0.0033 in)

1 - Camshaft
2 - Bushing
3 - Pin
5
4 - Articulated rod
5 - Camshaft gear
4 3 6 - Idler gear
2 6 7 - Twin idler gear
8 - Crankshaft gear
7

55

Adjustable valve timing gear

1 Adjustable rod
2 Intermediate gear
3 Anchor screw
4 Oil pump

The correct position of the adjustment connecting rod (1) is defined using a specific gauge
99395222 (5) to ensure specific play between intermediate gears (2) and camshaft gear.

56
Instal the gear casing and the connection flange

Apply gauge (2) to check and adjust position

of high-pressure pump connection flange (3).
Install the high pressure pump on the flange

Mounting screws (1) on the gear casing

57

Adjustable valve timing gear

Refit relay gear (2) and lock screws (1) using six-splined spanner at required torque,
before timing camshaft and flywheel

58
Flywheel holes and marks

The flywheel has one section with 58

holes and one blank section
( 1 hole / 6㼻cranckshaft rotation )

There are three holes with one mark

referring to the TDC of two cylinders

There is one hole with two marks

referring to the camshaft phonic
wheel alignment.

59

Flywheel holes and marks

The flywheel has one section with 58

holes and one blank section
( 1 hole / 6㼻cranckshaft rotation )

The marks A-B-C (1 notch) corresponding

to TDC of the 3 pairs of cylinders.
(viewed from the lower spy hole)
• (A) - TDC of pistons 3 and 4.
• (B) - TDC of pistons 1 and 6.
• (C) - TDC of pistons 2 and 5.

The marking D (2 notches) is used for

timing the camshaft phonic wheel.
( viewed from the lower spy hole)
• (D) - 54 㼻 before TDC of pistons
1 and 6.

60
Engine timing

380000150

380000151

The most adjustments are done with the piston N㼻1 in the TDC, only the
adjustment of the camshaft timing and the camshaft phonic wheel is done
with the cylinder number one on 54㼻before TDC.
There are no marks on the timing gears.

61

Installation of engine rotating tool tractors

Remove the starter motor and install the engine

rotating tool 380 003 118. Turn the engine flywheel (1)
in the direction of rotation of the engine so as to take
the piston of cylinder no.1 to approximately the T.D.C.
in the phase of combustion.
This condition occurs when the hole with one
reference mark (4), after the hole with two reference
marks (5) on the engine flywheel (1), can be seen
through the spy hole(2)
The arrow shows the direction of rotation of the
engine when running.

62
Installation of engine rotating tool combines

Secure special tool 380002822 (3) to gear casing.

Turn the engine flywheel (1) in the direction of rotation
of the engine so as to take the piston of cylinder no.1
to approximately the T.D.C. in the phase of
combustion.
This condition occurs when the hole with one
reference mark (4), after the hole with two reference
marks (5) on the engine flywheel (1), can be seen
through the spy hole(2)
The arrow shows the direction of rotation of the
engine when running.

63

Finding cylinder 1 TDC only with spy hole

Flywheel sensor seat

Do not remove the

mounting plate

Tool 380000150

Spy hole

The correct position pistons 1 and 6 at the top dead

centre (T.D.C.).occurs when:
1. The hole with reference mark (5) of the engine flywheel(4)
can be seen through the inspection window.
2. The timing pin (1), through the seat (2) of the engine speed
sensor, enters the a hole (3) in the engine flywheel (4).
In some applications the spy hole is not accessible
(see further)

64
Valve drive Camshaft – Timing check

1. Set the engine to cylinder number one TDC

2. Set the dial gauge (1) with the magnetic base (2) with the rod
on the roller (3) of the cylinder number three exhaust rocker.
3. Remove the clearance from the exhaust rocker by tightening
the adjusting screw until shoe touches the valve bridge.
4. Pre-load the gauge to a minimum of 10 mm (0.394in) .
5. Using the tool 380002822, turn the crankshaft clockwise
(as viewed from the flywheel) until the dial gauge reads the
minimum value.
6. Zero the dial gauge.
7. Turn the engine flywheel counterclockwise until the dial gauge
gives a reading of .
• 4.70 mm (0.185 in) for engines not equipped
with an engine brake or TIER III engines on tractors.
• 5.29 mm (0.208 in) for engines equipped with
an engine brake or TIER IV engines on tractors

65

Valve drive Camshaft – Timing check

8. This value indicates the amount of lift that lobe has on the
camshaft.
9. The camshaft is in time when the cam lift values are
4.65 - 4.75 mm (0.183 - 0.187 in) or 5.29 mm (0.208 in) for
engines equipped with and engine brake and the following
conditions apply.
• The hole marked with two reference marks (5) can be
seen through the inspection window.
• The tool 380000150 (1) can be inserted into the hole (3)
in the engine flywheel (4) through the seat (2) of the engine
speed sensor.
10. If you do not obtain the conditions explained above, refer to
Valve drive Camshaft - Timing adjust procedure

Tool 380000150

66
Valve drive Camshaft – Timing adjust 1st methode

Frontside
1. Set the engine to cylinder number one TDC. Rotate
crankshaft until the "B" hole is at position (5) and pin
the flywheel through the sensor hole as shown.
2. Insert the timing pin (1) in the sensor hole (2)
3. Remove the cover on the front (fan end) of the
camshaft and position the camshaft as shown in the
second picture..
3. Phonic Wheel hole & Camshaft bolt hole that are in
line must be to left as shown on the photo.
4. Install the camshaft gear; verify the camshaft gear is
orientated as shown. Position the camshaft gear so
the slotted holes are close to centered. Install the
four camshaft gear retaining bolts and tighten (bolts
do not need to be tightened to specified torque yet
because a final timing adjustment is needed).
5. Final timing adjustment see camshaft timing check.
(two slides backwards)

Positioncamshaftgear
cylinderoneTDC
67

Valve drive Camshaft – Timing adjust 2nd method

1. Set the engine to cylinder number one 54㼻before TDC.

The hole marked with two reference marks (5) can be
seen through the inspection window.
2. Install the tool 380002818 (1) at the front of the camshaft.
3. Locate the reference hole (2) on the cylinder head.
4. Rotate the tool (1) in order to insert the pin (3) into the
reference hole in the cylinder head.
5. Fasten the tool (1) using two M8 x 1.25 bolts (2).
6. Install the camshaft drive gear (1) so that the mounting
holes in the shaft are aligned with the slots (2) in the drive
gear.
7. Position the gear (1) taking care to position the spokes (4)
as illustrated in the figure. This operation is necessary in
order to be able to install the flywheel correctly which can
only be installed in one position in relation to the gear.
8. Tighten the bolts (3).

68
Camshaft Timing Plate - alignment

1. Set the engine to 54 㼻 Before TDC (BTDC)

or until the double notch (5) on the flywheel
can be seen through the inspection window in
the flywheel housing.
2. Loosen the screws (1) holding the timing
plate (2) in position. and install the phonic
wheel so the timing fork (4) engages the
phonic wheel tooth with the "^" mark (3).
3. Tighten the phonic wheel retaining bolts to the
specified torque

69

Cursor Engine

Cylinder head and timing

F3A – F3B – F3C

70
Camshaft Cursor F3A – F3B

One-piece cylinder head with overhead camshaft

A = Intake valve
I = Injector
S = Exhaust valve

71

Valve and UI-injector control

Intake valve control Exhaust valve control Unit-Injector controle

Groups of 3 rockers are mounted on the rocker shaft for each cylinder. The rockers have
different shapes and structures, are mounted on bushes and contact between them and the
cams is between rollers.

Each rocker has an adjuster screw. In addition to adjusting valve play, Cursor engines also
require adjustment of injector pre-load.

72
Valve and injector control

A Rocker arm
B Rocker arm fastening screw
C Intake valve rocker arm
D Injection pump rocker arm
E Exhaust valve rocker arm
F Valve
G Adjustment screw
H jumper

73

Rocker arm assembly procedure

When changing the Unit Injector or the camshaft, you need to remove the rocker arm assembly.
This is done with the special tool 380000148 (1). (All F3 engines). To hold the shoes on the
adjusting screws use the tools 380000128 (See slide 23: Fitting Unit Injectors and cross-pieces)
When assembling the camshaft in the cylinder head re-install the rocker arm assembly after the
camshaft gear setting and the loosening of all the rocker adjustment screws. Use the workshop
manual for the correct torque procedure. Lock the screws fixing the rocker-arm shaft as follows:
- 1st phase: tightening to a torque of 80 Nm with the torque wrench
- 2nd phase: closing with an angle of 60㼻 using the tool 380000304 .

74
Removal of the cylinder valves

1. Tightening lever
2. Valve spring tool
3. Valve collets
4. Bracket
5. Upper valve disc
6. Spring
7. Lower valve disc
8. Intake or exhaust valve

Different cylinder bores means different Valve spring tool references

75

Valves, seats, guides and assembly

Should valves not have been overhauled or replaced, remount

them according to numbering performed on dismounting. exhaust

Intake valves and exhaust valves are not the same.

Valve disk angles are different. Diameter difference is +1 mm.

Lubricate the valve stem and insert the valves

in the respective valve guides; fit the lower
caps (1). Use tool 380000139 to fit the oil
seal (2) on the valve guides (3) of the exhaust
valves; then, to fit the valves, proceed as
described in the workshop manual.

Example F3A Tier 3

76
Cylinder head - install

Cylinder head torque order diagram

77

Flywheel - holes and marks

The flywheel consists of three sets of drilled

holes in the rim used by engine management
to know the crankshaft position.
Each group of holes represents two cylinders;
A 1 and 6, 2 and 5, and 3 and 4.
Each group has one hole with a line next to it,
this is TDC when that hole is visible in the spy
hole at the base of the flywheel housing and

B C the timing pin will fit into the hole under the
inductive speed sensor.

D The hole with two lines next to it is for the

alignment of the camshaft speed sensor
phonic wheel.

78
Engine timing

380000150
380000137

380000151 380000138
Only F3A-F3B

The most adjustments are done with the piston N㼻1 in the TDC, only the adjustment
of the camshaft phonic wheel is done with the cylinder N㼻1 on 54㼻before TDC.

79

Flywheel holes and marks

A hole every 6㼻 between two sectors,

there is a lack of 2 holes

3 sectors with 18 holes each, each of

which corresponding to a pair of cylinders.

The marks A-B-C (1 notch) corresponding

to TDC of the 3 pairs of cylinders.
(viewed from the lower spy hole)

The marking D (2 notches) is used for

timing the camshaft phonic wheel.
( viewed from the lower spy hole)

80
Installation of engine rotating tool

The arrow shows the direction of rotation of the

engine when running.
Using the tool engine rotating tool (7), turn the engine
flywheel (1) in the direction of rotation of the engine
so as to take the piston of cylinder no.1 to
approximately the T.D.C. in the phase of combustion.
This condition occurs when the hole with one
reference mark (4), after the hole with two
reference marks (5) on the engine flywheel (1), can
be seen through the spy hole(2).

The spacer 380000138 (6) may only be used on F3A

and F3B engines. Use longer bolts M8 x 30 for the
installation of the engine rotating tool and the spacer.

Rotating of the engine

on a combine

81

Finding cylinder 1 TDC with spy hole

Cylinder N㼻 1 Cylinder N㼻 6
Valves closed Valves balanced

82
Finding cylinder 1 TDC with spy hole

Flywheel sensor seat

Do not remove the

mounting plate

Tool 380000150

Spy hole

The correct position pistons 1 and 6 at the top dead

centre (T.D.C.).occurs when:
1. The hole with one reference mark (5) of the engine
flywheel(4) can be seen through the inspection window.
2. The timing pin (1), through the seat (2) of the engine speed
sensor, enters the a hole (3) in the engine flywheel (4).
In some applications the spy hole is not accessible
(see further)

83

Finding cylinder 1 TDC with spy hole

Continue rotating the engine counter clockwise until a single mark hole is visible

Slide the timing tool in the flywheel sensor hole until it seats fully in it’s hole.
You may have to nudge the flywheel in either direction in order to do this.

84
Finding cylinder 1 TDC without spy hole

X
Turn the engine till the valves of cylinder no.6
balances (valves cylinder no.1 are closed)
Turn the engine flywheel (4) in the counter
direction of engine rotation till the smooth
zone of the flywheel is viewed in the flywheel
sensor seat ( lack of 2 holes)

Turn the engine in the normal direction of

rotation and start counting the holes passing
the engine speed sensor opening (2). Stop at
the eleventh hole (3) and insert the timing pin
380000150 (1) in hole no. 11 (3). You may
have to nudge the flywheel in either direction
in order to do this.

85

Engine timing

A Camshaft gear
B Upper intermediate gear
C Lower intermediate gears
D Crankshaft gear
E Oil pump gear

Rear helical gear timing control: No timing markings are provided

86
Camshaft assembly procedure

With the first cylinder in its TDC, fit the camshaft in the direction shown by the
arrows (seen also from the front)

87

Adjustable play between the timing gears

Upper intermediate
gear

Lower intermediate
gears

1 Adjustable rod
2 Intermediate gear
3 Anchor screw
4 Oil pump

The play between the teeth of the two gears can be adjusted in either direction by the adjustable
link rod (1) and set in the correct position determined by a special gauge provided by CNH in the
service toolkit.
The correct position of the adjustment link rod (1) is defined using a specific gauge to ensure
specific play between intermediate gears (2) and camshaft gear.

88
Adjusting the position of the intermediate gear

Specific gauge order N㼻 :

F2B : 380 000 165
F3A : 380 000 167
F3B : 380 000 117

Use a specific gauge (1) to establish the position of the link rod (3) and tighten the screw (2)

This operation can be carried out

with the crankshaft in any position.

89

Camshaft gear assembly procedure

In the centre of the camshaft gear, bolt holes are oval, which allow cam gear to camshaft
adjustment a few millimetres to effect cam positioning
Mount the camshaft gear and fasten the gear bolts with a lower torque as specified.

90
Control of the intermediate gear position

Position the gear (2) on the camshaft so that the 4

slots are centered with the holes for fixing the
camshaft, without fully locking the screws.
Using the dial gauge with a magnetic base (1),
check that the clearance between the gears
(2 and 5) is 0.073 — 0.195 mm; if this is not so,
adjust the clearance as follows:
•Loosen the screws (4) fixing the idle gear (5).
•Loosen the screw (3) fixing the link rod. Shift the
link rod to obtain the required clearance.
•Lock the screw (3) fixing the adjustable rod
(intermediate gear plate ) and lock the anchor
screws (4) fixing the idle gear to the required
torque.

Procedurecanbeusedwherenospecific
adjustinggaugeisavailable.

91

Fitting Unit injector, crosspieces and rocker-arm

assembly (all F3 engines)

Mount:
- The injectors, using a torque wrench, lock the bracket fixing screws to a torque of 26 Nm.
- The crosspieces (6) on the valve stem, all with the largest hole on the same side.
Before refitting the rocker-arm shaft assembly, make sure that all the adjustment screws (2) have
been fully unscrewed. (to prevent damage to the Unit Injector at TDC)
Using tool 380000128 (3), constrain the shoes (4) to the rockers (2). Apply the tool 380000148 (1)
to the rocker arm shaft (2) and mount the shaft on the cylinder head. Tighten the screws
according to prescribed sequence in two steps to the specified torque. (See also slide 5)

92
Camshaft gear setting procedure

Cursor 10 4.44 r 0.05 mm

Cursor 13 5.31r 0.05 mm

CYL 1 - TDC

Place the engine in its cylinder 1 TDC. Set up the magnetic base comparator (1) with the rod positions
on the roller (2) of the injector rocker of cylinder 1 and pre-load it to around 6 mm for CURSOR 10
(F3A) and CURSOR 13 (F3B – F3C)
Turn the crankshaft in the opposite direction to normal until the needle on the comparator reaches the
minimum value beyond which it cannot descend.
Zero the comparator.
Turn the crankshaft in the normal direction to bring cylinder 1 to TDC.
The dial gauge gives a reading for the lift of the cam of the camshaft of 4.44 㼼0.05mm (F3A).

93

Camshaft gear setting procedure

Put the engine on the cylinder #1 TDC.

The dowel has to be at 12 o’clock position and the
timing pin fully seated.

94
Camshaft gear setting procedure

Backside:Dowelpositionat7o’
clock/orinlinewiththedowelin
theintermediateplate.

Camshaftgear:Bold
holesinthecentreof CamshaftFrontside:
theovalsleeves Dowelat12o’clockposition

Nokkenas Waterpas

95

Camshaft gear setting procedure

If you do not obtain the conditions of 4.44 㼼0.05mm (F3A) cam lift proceed as follows:
1) loosen the screws securing the gear to the camshaft and utilize the slots on the gear
2) turn the engine flywheel to the cylinder # 1 TDC and turn the camshaft to obtain 4.44 㼼0.05mm
3) lock the screws and repeat the check as described above.
Tighten the screws to the required torque.

1. Gear camshaft
2. Gear cam bolts

Phonic wheel screws

Torque cam bolts

96
Injector Pre-load and valve clearance adjustment

Valve clearance depends on engine type mostly : Intake cold = 0,35 to 0,45 mm
exhaust cold = 0,45 to 0,55 mm

Valve Pre-loading of
clearance rockers
adjustment controlling unit
injectors

1. Locking nut 4. Spanner

2. Adjusting 5. Adjustment
screw crew
3. Gauge blade 6. Unit injector

97

Pre-loading of rockers controlling Unit injectors

Loosen the nut locking the rocker adjustment screw (5) controlling the unit injector (6). Using an
appropriate spanner (4), loosen the adjustment screw until the pumping element is at the end-of-stroke.
Tighten the adjustment screw, with a dynamometric spanner, to 5 Nm tightening torque,
Untighten the adjustment screw by 1/2 to 3/4 rotation;
-Tighten the locking nut.

See finding cylinder TDC without spy hole

In order to properly carry out the above-mentioned adjustments, follow the sequence specified in
the table, checking the exact position in each rotation phase by means of pin 380000150, to be
inserted in the 11th hole in each of the three sectors with 18holes of the flywheel (TDC’s).

98
Setting the camshaft phonic wheel

A phonic wheel is fitted to the timing shaft drive gear, whose position, read by the engine control
unit by the timing sensor, triggers injection into the cylinder that finds itself at the end of the
compression stroke.

There are 7 teeth on the phonic wheel: one for each cylinder, plus one recognition tooth.

6+1

99

Setting phonic wheel with spy hole accessible

Turn the flywheel in the normal

direction until the hole (D) marked
with 2 notches is visible through
the lower spyhole

Cam Timing tool should slide over the timing mark

If not, loosen the bolts and turn tone wheel until it does.
Torque bolts once the CAM Timing is done

100
 Cursor Engine

Lubrification

101

Oil sump – Cursor

The oil sump has a new type of fastening to the crankcase, it is suspended elastically. The edge of the
sump (1) is closed in a thick “C” section rubber gasket (4), and the assembly is contained and supported
by an aluminium frame (3) fastened to the crankshaft by bolts (2). This solution helps to reduce noise
and improve seal, and also requires fewer bolts than traditional solutions. Another advantage is that the
gasket does not need replacing each time the sump is removed

1. Oil sump
2. Aluminium frame
3. Fastening screws
4. “C” gasket

102
Lubrication diagram – Cursor 9

1 Oil filter
Cartridge type

Suction

Pressure

Drain

103

Lubrication diagram – Cursor 10 & 13

2 Oil filters or
1 Green oil filter
(cartridge type)

104
Lubrication diagram – Cursor 9, 10 & 13

1. Turbo delivery
1a. Turbo return
2. Oil filter by-pass valve (2 bar)
3. Thermostat
4. Overpressure valve (5 bar)
5. Safety valve (10 bar) on oil pump
6. Oil pump
7. Crankshaft
8. Lubrication lines for gear bearings
9. Piston jets
10. Cylinder head

105

Oil pump – Cursor 9, 10 & 13

Safety relief valve - Opening pressure: 10bar

106
Oil pressure control valve – Cursor 9, 10 & 13

Starts opening @5bar.

Location: LHS of crankcase

107

Heat exchanger – Cursor 10 & 13

1: Oil pressure/temperature sensor

2: Thermostatic valve (x-x)
3: By-pass valve (y-y)

108
Heat exchanger – Cursor 10 & 13

1: Oil pressure/temperature sensor

2: Oil thermostatic valve
(start opening @ 82㼻C - fully open @ 97㼻C)
3: By-pass valve (opens @ 3bar)

109

Heat exchanger – Cursor 10 & 13

Oil
By-pass
thermostatic
valve
valve

110
 Cursor Engine

Cooling circuit

111

Cooling circuit – Cursor 9,10 & 13 on FR

Vent line. Air is pushed out of the Shunt Filler line
system through the vent line. The tank
vent line contains an orifice to restrict
the coolant flow but allows air to
escape from the engine.

Thermostat

Waterpump

Closedcoolingcircuit

112
Cooling circuit – Cursor 9 on CCH tractor

Remark the cooling of • What is the maximum temperature

the air compressor difference between cooling inlet and
outlet?
• Cross flow cooling circuit is the
solution
• Centrifugal cooling pump integrated
into engine block
• What is the functionality of the
cooling fluid?
• Can we charge the engine with only
water in the cooling circuit?

Expansion tank of the

closed- cooling circuit

113

Cooling circuit – Cursor 9

The one piece thermostat opens at

85㼻C and is fully open at 95㼻C.

The waterpump is driven by a poly-V

belt. The pump is inserted directly into
a seat in the crankcase. The absence
of external casings, hoses and
clamps eliminates any possibility of
leaks.

114
Thermostat – Cursor 9

Start opening @ 85㼻C 㼼2㼻C.

(185㼻F + 4㼻F)
Minimum travel 10 mm (0,4 inch) @
95㼻C ( 203㼻F )
Do not remove the thermostat in case
of failure!!

115

Cooling circuit – Cursor 10 & 13

The thermostat consists of

different parts. The wax
element can be changed
Thermostat separately.
housing

The waterpump is driven by a poly-V

belt. The pump is inserted directly into
a seat in the crankcase. The absence
of external casings, hoses and
clamps eliminates any possibility of
leaks.

116
Thermostat – Cursor 10 & 13

Start opening @ 84㼻C 㼼2㼻C. ( 180 – 187㼻F)

Minimum travel 15 mm ( 0,6 inch) @ 94㼻C 㼼2㼻C
( 198 – 205 㼻F).
Do not remove the thermostat in case of failure!!

117

Fitting the flexible V-belt

Installation of a poly V-belt without a tensioner

called flexible belt:

Rotate the crankshaft in the direction of the

arrow () until the flexible belt (3) is correctly
positioned on the compressor pulley (5).
During the operation, keep tool (4) in contact
with the pulley and, at the same time, guide the
flexible poly V-belt (3) to prevent it becoming
twisted.

The flexible belt should be replaced with a new

one each time it is removed.

Installing a flexible belt without a drift tool (4)

will damage to internal cord of the belt.

118
 Cursor Engine

Intake and Exhaust Systems

119

Valves and injector position F2C, F3C

The valve bridge must be refitted in its original

position. No marks on the bridges

Central placed injector and the valve

design for a maximum scavenging and
swirl in the cylinder

120
EGR – Internal Exhaust Gas Recirculation

TIER 3 engines

Part of the exhaust gases are

sent back into the cylinder, to
reduce the maximum combustion
temperature. This has an
influence on the production of
nitrogen oxides (NOx). In addition
to the main lobe, the intake cam
has an additional lobe (3). During
the exhaust stroke of the cylinder,
this cam opens the intake valve
slightly earlier (*). By doing this,
part of the exhaust gases are sent
to the intake manifold. This 1: Exhaust cam
creates an air mixture which will 2: Intake cam
cause a lower combustion
3: EGR lobe
temperature during the explosion.
S: Exhaust
A: Intake

121

Waste-gate Turbo on F2C TIER IV

• All F2-models and the most F3-models feature

waste-gate turbochargers with air to air intercooler
• The waste-gate turbo provides a maximum torque
and a better mixture at lower engine speed.
• The intercooler cools the compressed air from the
turbocharger to increase air density and therefore
greater oxygen quantity in cylinder - temperature
reduction of 50%

122
Variable Geometry Turbochargers

Variable-geometry turbochargers (VGTs) are a family of turbochargers,

usually designed to allow the effective aspect ratio of the turbo to be
altered as conditions change. This is done because optimum aspect ratio
at low engine speeds is very different from that at high engine speeds. If
the aspect ratio is too large, the turbo will fail to create boost at low
speeds; if the aspect ratio is too small, the turbo will choke the engine at
high speeds, leading to high exhaust manifold pressures, high pumping
losses, and ultimately lower power output. By altering the geometry of the
turbine housing as the engine accelerates, the turbos aspect ratio can be
Rotating vane type maintained at its optimum. Because of this, VGTs have a minimal amount
of lag, have a low boost threshold, and are very efficient at higher engine
speeds. VGTs do not require a waste-gate. VGTs tend to be much more
common on diesel engines as the lower exhaust temperatures mean they
are less prone to failure. The early severe duty engine VGTs required
significant pre-charge cooling to extend the turbocharger life to
reasonable levels, but advances in material technology has improved their
resistance to the high temperatures .
The two most common implementations include a ring of aerodynamically
shaped vanes in the turbine housing at the turbine inlet. There are two
types : rotating vane type VGT (used by CNH) and sliding vane type VGT
(mostly used on IVECO trucks). Either type, the area between the tips of
the vanes changes, leading to a variable aspect ratio

Sliding vane type

123

EVGT turbocharger on CNH engines

The VGT includes a ring of aerodynamically-

shaped vanes in the turbine housing at the
turbine inlet. The vanes rotate in unison to
vary the gas swirl angle and the cross
sectional area.

The vanes are controlled by an electric servo

actuation (electric motor). An electric motor
reacts faster than a pneumatic or a hydraulic
actuator on a VGT turbocharger that is used
by some competitors.

124
Rotating vane type VGT turbocharger

The aerodynamically-shaped vanes

rotate in unison to vary the gas swirl angle
and the cross sectional area. The area
between the tips of the vanes changes,
leading to a variable aspect ratio.
In engine low speed position the vanes
create a venturi for the exhaust gasses
that leave the engine at lower speed. This
results in a higher speed to attack the
exhaust turbine at the maximum diameter
area.
At maximum engine load (maximum inlet
manifold pressure),the flow of the exhaust
gasses leaves at high speed the engine.
This high speed flow passes the fully open
cross sectional area of the vanes and
decreases the turbine speed.

125

Exhaust engine brake with de-compression

Normal compression brake

During the compression stroke the engine speed slows

down. At the Top Dead Centre the air in the cylinder is
under pressure. After the TDC the compressed air acts
as a air cushion that will pushes the piston down.
The braking effect of the engine compression is largely
lost in the non combustion stroke.

Compression brake with decompression at TDC

During the compression stroke the engine speed slows

down. Just before the Top Dead Centre the air in the
cylinder is under pressure. At the TDC the exhaust
valve opens a bit so that the compressed air can
escape. Therefore the engine has a special device on
the cylinder head and an extra lobe on the exhaust
cams.
The braking effect of the engine compression does not
get lost in the non combustion stroke.

126
Frein moteur IVECO Turbo Brake (ITB)

Exhaust engine brake with de-compression

Engine brake inactive

Engine brake active

While activating the engine compression brake, a
hydraulic piston cancels the exhaust tappet
clearance in order to follow the exhaust cam design..
In order to open the exhaust valve a bit at the end of
the compression stroke (TDC) an extra lobe (d) is
provided on the exhaust cams.

Therefore the engine controller activates an engine

brake solenoid valve. This solenoid valve provides
engine oil under pressure the engine exhaust valves
actuators. The hydraulic piston inside each actuator
pushes the exhaust rocker against the cam and the
tappet bridge.

127

Exhaust engine brake with de-compression

Oil drop

Pressurised oil

D
B - to cylinders 1-2-3
C - to cylinder 4 C Engine brake solenoid valve
D - to cylinders 5-6

128
Exhaust engine brake with de-compression

Engine brake cylinder exhaust valve actuator

Piston actuator

Piston spring

129

Exhaust engine brake and VGT boosting effect

Crank angle

Pressure

130
Other VGT Turbo on IVECO engines

SLIDINGVANEVGTturbo

Speed
Turbine Sensor Compressor

Fresh Air

Yoke Mechanism
Shroud Plate

Nozzle Ring

Vehicle Air Pressure

(through control valve)

131

Sliding vane VGT Turbo on IVECO engines

Minimal exhaust flow Medium exhaust flow Maximal exhaust flow

Low engine speed Medium engine speed High engine speed
VGT in rest position VGT half open VGT fully open

132
Sliding vane VGT Turbo on IVECO engines

133

Disadvantage of an EGR system on TIER 4

TIER 3 TIER 4

Vehicle installation impacts of

Vehicle installation impacts of
Cooled EGR at high loads:
Internal EGR:
ƒ EGR cooling: up to 20% bigger
ƒ 2 to 3% more heat to water cooling radiator needed
the water radiatior
ƒ Up to 20% higher fan power
ƒ ~same power for fan needed
ƒ For the high specific ratings ƒ For the high specific ratings
Turbocompound are used double stage Turbo required with a
second water cooling circuit for
the charge air coolers (low
temperature circuit)
ƒ Turbocompound with EGR don’t
reach the TIER 4 level.

134
SCR – Selective Catalytic Reduction

Intake Air
Humidity
Sensor
Air
Filter
Dosing
Module

Supply
ECU
Module

DCU

NOx
Temperature Sensor Temperature Sensor
Sensor
downstream upstream
Urea Level and
SCR Temperature
Sensor

135 Tier IV : What, Why, How ? 30 April 2014

135

SCR – Selective Catalytic Reduction

Increase of conversion efficiency at low Euro 5/6

SCRhas still a temperatures, integration with PM filter (SCRT) TIER 4
very high
potential for Increase of efficiency at high temperatures Euro 5/6
TIER 4
futher NOx
reduction Closed loop control of urea dosing system. Euro 6
Aim is 95% efficiency EPA >2010
TIER 4

136
 Cursor Engine

Charging and starting system

137

12 Volt or 24 Volt power supply

• Power supply engines and vehicles

• Because of the SCR system and the EDC 7 controller all TIER 4
vehicles / engines have a 12V/24V transformer.
• Some harvesting machines start on 24V, while the machine has only
a 12V installation.
• Batteries
• The battery configuration depends on the vehicle
• Either one 12 Volt battery
• Either two 12 Volt batteries, because the vehicle has only a 24 Volt circuit.
• Either two 12 Volt batteries with an “equalizer” to charge both batteries till
the same level at the same speed. Vehicle has a 12 Volt circuit or both.
• By putting two 12 Volt batteries in series, the engine starts on 24 Volt. In
normal conditions are the batteries in parallel, what means 12 Volt. The
switch over is done by electronically control circuit that include also a 24
Volt output for engine management and the SCR system.

Seeworkshopmanualortrainingpresentationofspecifiedvehiclesformoreinformation

138
12V/120A - alternator on Cursor 9

Manufacturer - ISKRA
B+: Positive power output from the alternator
Rating - 12 V / 120 A
D+: Voltage supply regulator
W : AC output for recognizing the alternator speed

139

12V/185A - alternator on Cursor 9-10

AC connector (W) R

Lamp L

B

B+

Manufacturer - LEECE NEVILLE

Rating - 12 V / 185 A
R

B+

140
12V/175A - alternator on Cursor 13 (F3B, F3C)

Manufacturer - ISKRA
Rating - 12 V / 175 A

141

Starting motor – F2C Cursor

Manufacturer - DENSO
Type - 2280005641
Electrical system - 24 V
Nominal output - 4.5 kW

142
Starting motor specifications - F2C Cursor

143

Starting motor – Cursor F3-engines

CURSOR 10 – F3A CURSOR 13 – F3B,F3C

Manufacturer - DENSO Manufacturer - DENSO
Type - 2280007550 Type - 2280007550
Electrical system - 24 V Electrical system - 24 V
Nominal output - 5.5 kW Nominal output - 7.8 kW

144
Starting motor – Cursor F3-engines

Don’tdotheStalltestanymoreonengineswith
electronicmanagementtotestthestartingsystem!!!
UsetheDATARtesttool

CURSOR 13 – F3D
Manufacturer - DENSO
Type – 5-228000-290
Electrical system - 24 V
Nominal output - 7.8 kW

145

Cursor Engine

Maintenance

146
Maintenance chart - Cursor
Cursor9
Oil change 25,2L Ambra Master Gold 15W40 Every 600 hours (300 hours with high sulfurcontent in
fuel)
Oil filters Every 600 hours (300 hours with high sulfurcontent in
fuel)
Fuel filters Every 300 hours or earlier if drop in performance
Blow by filter Every 600 hours, or when red indicator pops out
Cursor10
Oil change 29L Ambra Master Gold 15W40 Every 600 hours (300 hours with high sulfurcontent in
fuel)
Oil filters Every 600 hours (300 hours with high sulfurcontent in
fuel)
Fuel filters Every 300 hours or earlier if drop in performance
Blow by filter Every 600 hours, or when red indicator pops out

Cursor13 & TCD

Oil change 35L Ambra Master Gold 15W40 As Cursor 10
Oil filters As Cursor 10
Fuel filters As Cursor 10
Blow by filter As Cursor 10

147

Checks & Maintenance chart – F3A-F3B TIER III

148
Checks & Maintenance chart – F2C TIER III

149

Engine oil and coolant specifications

Engine oil : 15W40 API CI-4 ACEA E3 – 96

Engine oil TIER 4 : 15W40 API CJ-4 ACEA E7
Coolant: change every 2 year 1/1 mixture glycol water plus 5 %
conditioner (Note some antifreeze contains conditioner)
Cursor 9: F2CE9684AE
Cursor 10: F3AE0684N*E001
Cursor 13: F3BE0684J*E902
Cursor 13TCD: F3CE0684A*E001

•Change the engine oil and oil filter every 600 Hours
(Severe conditions 300 Hours)
•Change the engine coolant every 2000 Hours or 2 years.

UseonlyLowSAPSengineoilforTIERIVengines
APICJ4oilisrecommendedforSCRapplicationsandrequiredforDPFapplications

150
Filters – Cursor 9

Fuel filter
Blow by-filter

Oil filter

Remark: the fuel pre-

filter with the wif-
sensor stays on the
same place

151

Filters – Cursor 10 & 13

Fuel filter

Blow by-filter

Fuel pre-filter with

WIF-sensor

Oil filters

152
Blow-by filter on F3 Cursor

Change the blow-by filter

every 1200 Hours or when
the indicator at the left side
indicates an obstructed
blow-by filter.

153

Blow-by filter on F2C Cursor

Controle valve

Blow-by filter

Change the blow-by filter

every 600 Hours and
change the front blow-by
controle valve only when
misfunction.

154
High filtration oil filters

This filters composed of inert inorganic fibers bound

with an exclusive resin to a structure with graded
holes, that permit much more thorough filtration as
they are able to hold back a greater amount of
particles of smaller dimensions than those held
back by conventional filters with a paper filtering
element.
External spiral windings produce a uniform use of
the element even in the worst conditions such as
cold starting with fluids with a high viscosity and
peaks of flow. In addition, it ensures uniform
distribution of the flow over the entire length of the
filtering element, with consequent optimization of
the loss of load and of its working life.

F2 – engine = 1 oil-filter cartridge

F3 – engine = 2 oil-filter cartridges

155

Fuel filters

Maximum fuel system protection provides

increased reliability and long component life

• Premium fuel filtration system consists of

twin spin on filters
• Sensor to detect water in fuel. Alerts
operator with warning symbol
• Filter change warning
• Optional water separator filter (Separ) with
new mounting location

•Change the pre-filter every 300 -600 Hours

•Change the main filter every 600 Hours

156
Air filters

• Air induction system consists of front grill

screen, primary & secondary filter
• Self-aligning, self-centering primary &
secondary filters create a better seal
• Exhaust aspirator removes 95% of all dust
from the engine induction airflow
extending air filter service life

Seespecificworkshopmanualforspecifedvehicleinformationabouttheairfilter

Don’t clean the main air

filter with compressed
air and be careful with
the inner filter . Don’t
use high air pressure !

157

Alternator drive belt with tensioner

F3A – F3B engine

F2C engine

158
Fitting the non flexible multi V-belt

1. Multi V-belt for coolant pump and

alternator

2. Automatic belt tensioner

3. Lifting lever for belt tensioner

4. Multi V-belt for AC compressor

5. Automatic belt tensioner

6. Pulling lever

159

Fitting the flexible V-belt

Installation of a poly V-belt without a tensioner

called flexible belt:

Rotate the crankshaft in the direction of the

arrow () until the flexible belt (3) is correctly
positioned on the compressor pulley (5).
During the operation, keep tool (4) in contact
with the pulley and, at the same time, guide the
flexible poly V-belt (3) to prevent it beoming
twisted.

The flexible belt should be replaced with a new

one each time it is removed.

Installing a flexible belt without a drift tool (4)

will damage to internal cord of the belt.

160
Reversible fan

161

Cursor Engine

Common Rail fuel system

and fuel actuators

162
Common Rail Fuel Injection System Layout

SUCTION

LOW PRESS

HIGH PRESS

RETURN

163

Common Rail Fuel Injection System Layout

A Common Rail system consists of an electronic controller with sensors to calculate the amount of
fuel to be injected. Different actuators will be activated following the calculation. The most principal
actuators are the electronic injectors and the fuel pressure regulator on the high pressure pump that
regulates the pressure in the rail.

Fuel is drawn from the fuel tank by suction provided by the low pressure gear pump through the ECU
to provide cooling to the controller if necessary.
From there it is drawn into the low pressure gear pump where it is then fed through the 5 micron fuel
filter.

Once filtered the fuel flows into the high pressure pump where it is pumped at high pressure to the
common rail.
The PWM controlled pressure regulator on the HP pump maintains fuel in the rail at a
constant pressure according to engine load and signals from the various engine sensors.

The fuel pressure up to the pressure regulator is maintained at a constant 5 bar by means of a limiter
valve.

Once the high pressure fuel has reached the common rail it is available to each injector at a constant
pressure.
By using solenoid valves to control injection via the engine controller each cylinder can be injected
completely independently of camshaft position.

164
Flow of fuel

HIGH PRESS CIRCUIT

SUPPLY CIRCUIT

165

Electronic injector

1. Fuel return hole

2. Fuel supply

Each cylinder has an electronic injector controlled by an electronic unit.

The electronic injectors have a high pressure fuel supply from a common rail
and a leakage return to the cylinder head channel.
Injection happens when the injector solenoid is activated by the controller.

166
Main advantage of a Common rail

The Common Rail

In a common rail, that is an accumulator of fuel under High

Pressure, the high pressure does not depend any longer on
the engine speed. The High pressure is always available.

To reduce noise and emissions the rail pressure is low at

low engine load and high at high engine load. The amount of
fuel injected pro stroke can be dual injected: Pilot injection
and Main injection. The fuel injected during pilot injection
heats up, then starts to self combust at that moment the
main injection starts up and take further place. Main
injection fuel combusts directly.

167

Main requirement while working on Common rail

Human hair 80 μm Maximumpurityisnecesarrywhileworkingon

HighPressurefuelsystems
Maximum size
of impurity
• Clean the work area before
disassembling fuel parts.
• Work with clean hands and clothes.
• Use plastic seal caps for the open
channels in fuel components.
Limits of human
• Put the components in a plastic sack.
visibility 30 μm
• Never use cleaning rags that give off
lint.

168

168
Common Rail – Fuel supply components

169

High pressure pump Bosch CP3 – Cursor 9

Pressure regulator

Three piston high pressure

eccentric pump

The pressure regulator (normally-open) acts as a Fuel supply gear pump

throttling device, controlling effectively the rail
pressure (signal from control module) by regulating
the fuel quantity available to the high pressure
plungers.

170
High pressure pump Bosch CP3 – Cursor 9

In normal running, fuel is drawn in through the inlet port (A)

The gear pump pumps it out through the outlet port (B).
Pressure and spring hold the by-pass check ball on its seat.
Both check balls (1&2) remain on their seats

171

171

Fuel supply pump – Cursor 9

OVER - SUPPLY
Over – supply BYPASS
bypass
Bypass valve (1) is open

2
1

Bypass by bleeding
Bypass valve (2) is open

172
High pressure pump – Cursor 9

Legend
1 - To common rail
2 – High-pressure pump
3 - Pressure regulator (M-prop)
4 - From filter
5 - Return line
6 – From ECU
7 - To filter
8 – Fuel supply pump

NOTE: If the high pressure pump is

ever removed from the engine it is
important that the aluminium mounting
bracket is not removed from the engine
block. If it is removed, the backlash
between the pump drive gear and the
camshaft gear is effected.

173

High pressure pump – Components

1. Mechanical feed pump.

2. Fuel to main filter under low pressure.,

internal return from HP-pump

3. Return line connection from HP-pump.

4. Delivery check valve from individual

plunger.

5. By-pass valve on feed pump.

6. Pump shaft.

7. Fuel inlet from filter.

8. 5 bar (72.5 psi) limiter valve.

9. Pressure regulator.

174

174
High pressure pump – Operations

175

175

High pressure pump – Operations

Three radial pistons governed by the timing gear, with a gear-type supply pump built in. The pistons act
on the eccentric cam mounted on the pump shaft.

Intake phase - plunger is supplied with fuel through the supply passage. The quantity of fuel supplied is
determined by the pressure regulator, in relationship with the engine controller (ECM).
The pressure regulator (7) modulates the flow of fuel to the plunger on the basis of a PWM command
received from the ECM.

During the plunger compression phase, the fuel reaches sufficient pressure to open the common-rail
delivery check valve (2), and is forced through outlet (1) to the common-rail.

1 - Outlet for rail delivery line. 5 - Plunger supply passage.

2 - Rail delivery valve. 6 - Pressure regulator supply passage.
3 - Plunger. 7 - Pressure regulator.
4 - Pump shaft.

No pump timing required. The fuel pump provides fuel pressure only, and does not influence timing.

176

176
Low pressure fuel pasages

1 - 3 - 6 - Inlet to plunger. 7 - Regulator drain passage.

2 - Pump lubrication passages. 8 - 5 bar limiter valve.
4 - Main plungers supply passage. 9 - Fuel discharge from regulator inlet.
5 - Pressure regulator 10 - Fuel inlet connection from the filter.

177

177

Fuel supply – hydraulic diagram

5 6
4
Suction

7 High pressure
3
Return / low pressure

2 8
13
18

16 9 11

10
15 17
1

12
14

Fuel supply to HP-pump (low pressure)

178
Fuel supply – hydraulic diagram

• 1. High-pressure pump
• 2. Low pressure relief valve (5 bar )
• 3. Regulation valve of the injector return (1,3 à 2 bar)
• 4. Rail over pressure valve 185-1950 bar
• 5. High pressure rail
• 6. Rail pressure sensor
• 7. Injector
• 8. Return line LP check valve and pump lubrication
• 9. Engine Control Module cooler (if mounted on EDC 7 controller)
• 10. Manual feed pump
• 11. Fuel pre-filter in suction line
• 12. Fuel tank with suction line
• 13. Feed pump
• 14. Main filter 3 m
• 15. Flow regulation PWM valve to HP-pump (high pressure regulation)
• 16. Lubrication HP-pump
• 17. By-pass over supply
• 18. By-pass for bleeding.

179

Pressure regulator

Located at the high-pressure pump inlet, on low

pressure system, it modulates the amount of fuel for
high-pressure pump supply based on commands
received from ECU.
It mainly consists of parts below:
• Trapezoidal-section lock pin
• Valve control pin
• Pre-load valve
• Coils
When no control signal is present, the pressure
regulator is normally open, therefore the high-pressure
pump is in maximum delivery condition.
The ECU modulates a PWM control signal to extend or
reduce section of fuel supply line to high-pressure
pump.

180
Common Rail – Cursor 9

HP pipelines

HP supply pipeline

Injector

Rail pressure sensor

Two stage over-pressure valve 1900 bar

Incorporated in the valve-housing cover

M23
181

Common Rail – Accumulator under High Pressure

Fuel pressure is increased at the plungers of the high pressure pump and delivered to the rail that acts
as an accumulator.

A pressure sensor in the rail provides the control module with the current status of pressure.
Pressure in rail varies depending on engine load.

High pressure pipes are all the same length, as with conventional fuel injection systems.
The rubber grommets on the high pressure pipes help reduce failure by adding weight to the pipe, and
thereby changing the frequency of vibration to a limit that avoids fracture.
Note: High pressure supply pipes are tuned to prevent vibration.

Never loosen or disconnect any fuel system components while cranking or with the engine running.

Always wait long enough to loosen the HP pipes after stopping the engine till the pressure
in the rail is 0 Bar. Use the EST to check the pressure in the rail before loosen the pipes

An over-pressure relief valve (dual stage) controls the maximum pressure and will limit pressure in the
event of pressure sensor failure or if the normally-open pressure regulating valve has no current to
operate the PWM control spool.

182

182
Pressure Regulator & Limiter Valve –
Engine at Maximum load

1. Coil 6. Fuel inlet from filter

2. Core 7. Fuel return from high-pressure pump
3. Pre-load spring 8. Cylinder for opening discharge port
4. Poppet 9. Fuel discharge
5. High-pressure feed pump 10. Fuel delivery

183

183

Pressure Regulator & Limiter Valve –

Engine at Low Idle

1. Coil 6. Fuel inlet from filter

2. Core 7. Fuel return from high-pressure pump
3. Pre-load spring 8. Cylinder for opening discharge port
4. Poppet 9. Fuel discharge
5. High-pressure feed pump 10. Fuel delivery

184

184
Pressure Regulator & Limiter Valve

Engine at low idle

Regulator coil is energized with a PWM signal and then the coil core is displaced against the preload
spring. The coil core movement causes the poppet to assume the maximum closed position, and
therefore minimize the flow of fuel to the high pressure pump.
This limits the common-rail pressure to approx. 350 – 400 bar (5075 – 5800 psi).
The 5 bar limiter valve, responsible for controlling the opening and closing of the discharge port, will
be in its maximum opening position to allow excess fuel to decay through the discharge outlet.

Engine at maximum load

Regulator coil is not energized, so core is at rest position due to the effect of the preload spring. The
poppet is in the maximum delivery position.
The rail pressure raises till its maximum value (1600 Bar -1900 Bar)
Regulator feeds the high pressure pump with the maximum available flow rate.
The 5 bar pressure limiter discharge passage is closed. A small flow of fuel to lubricate the pump is
allowed.

Lube orifice in the Mprop-valve

The lube orifice provides lubrifiction and cooling for the high pressure pump by the fuel and to
discharge excess fuel as the fuel regulating valve (Mprop) does not close completely - the orifice
keeps the rail pressure at a desired low value at zero injection when the engine decelerates.

185

High pressure pipes

NOTE: It is important to have the external high pressure pipe nuts tightened to the correct
torque. If over torqued the inner diameter of the pipe can get squeezed which will restrict the
flow of fuel and therefore effect engine performance.

186
Common Rail – Cursor 13

Relief valve andfuel returnpipe

187

Fuel return from the injectors

The injector leakage is collected in the cylinder head central fuel

return channel. At the end of the channel there is a fuel return
relief valve with an opening pressure of 1,5 bar.
Return to
cooler If the return pressure is out of specifications, the opening and
closing of the injector are involved. That means bad metering of
fuel and probably smoke at the exhaust pipe.

Return from
HP-pump

188
Fuel return – Cursor 9

Fuel cooler

Bleed screw on the

injectors return
channel

Cooling pipe

189

Bleeding – Cursor 9 and 13 (F3C)

Bleed screw at cylinder head

Bleed screw on filter

Breather points:
Loosen bleed screw on filter and operate the handpump.
Tighten bleed screw when the fuel is free from air.
Handpump Loosen bleed screw at the cylinder head.
Wait until there is no air.
Start the machine and run at low idle until the engine runs
smoothly.
Note: Before replacing the filter open the bleed plug to
release the pressure.

190
Testing the supply pressure – Cursor 9

With electric lift pump (if mounted) running only

Temperature 0.35 bar (5 psi)
sensor to be Cranking 1 bar (15 psi )
removed Engine running minimum 5 bar (72 psi )

191

Common Rail - Injector

Capacitors are used to get to 80 Volts to initially fire the

injectors.
Fuel metering is defined by the opening time of injector and
rail pressure.

Main injection delivery will vary depending on load and status

of the engine.

A pilot injection 300 μs before the main injection takes place,

reducing noise and increasing combustion efficiency.

A “zero delivery drain” orifice exists within the CP3 pump so

as to discharge excess fuel as the fuel regulating valve
(Mprop) does not close completely - the orifice keeps the rail
pressure at a desired low value at zero injection when the
engine is motored downhill.

192
Common Rail – Injector Voltage supply

High side switch InjectorBank

The voltage supply to the injectors is

made by a High side switch (transistor)
Low side switches and supplies 3 injectors.

Each time that an injector has to inject, the

high side switch of the injector bank
switches on together with the specified low
side switch.

Ashortcircuitinoneinjectorcircuitwillswitchoffthe
entireinjectorbank
MostlytheECMwillstorealotoffaultcodes.Aswell
faultcodesoninjectorsfromtheotherinjectorbank

193

Common Rail - Injector

Electrical
HP fuel supply
return supply

Solenoid

Exit orifice (2)

Inlet orifice (1)
Control
chambre Leakage
and control
chambre
Leakage return return
HP supply from rail

Injector nozzle

194
Common Rail - Injector

195

Common Rail - Injector

196
Common Rail - Injector

Main components are the nozzle and solenoid valve. Constantly supplied with fuel at injection pressure
from the common-rail, this varies depending on demand. Solenoid valve and therefore injector
operation is controlled by the ECM.
At rest with the coil de-energized, the ball valve (6) is in the closed position. Same pressure in both
pressure chamber (8) and control area (9), needle cannot be lifted.
Spring is only used to position the needle and control tolerances, and is not part of the closing
mechanism.
Coil energized, the ball (6) moves up
Fuel flows from the controlled area to the back-flow pipe, causing a drop in pressure above the rod. At
the same time, fuel in the pressure chamber (8) causes the needle to rise, allowing injection into the
engine cylinder.
Once injection quantity is met, (ECM - map) the ECM de-energizes the coil.
Ball valve (6) returns to the closed position, recreating the balance of forces and therefore the needle
closes, terminating the injection cycle. The difference in surface areas dictates a downward force.
A pilot injection (advance) takes place 300 micro-seconds before the main injection for a duration of
170 micro-seconds. The main injection varies to meet demand. Opening time is dependent on the
actual rail pressure.
Timing of injection is defined by actuation of injector by ECM. This leads to a quieter engine and
increased combustion performance.
High pressure pipes and transfer tube have to be changed after each removal.

197

Common Rail – Injector ball seat damage

Hardparticlescontainedinthefuelgreatlyincreasethe
wearoftheballseat,leadingtothecreationoferosionlines
whichcompletelybypasstheseat.
Thefinaleffectisaveryhighstaticbackleakflow.

Phase 3 : By – pass of
the seat – Widening of
the line

Phase 2 : Erosion of
the bottom of the
damages

Phase 1 :
damages on the
edge

198
Extract the injector with bracket and seal

Extract the injector (1) with the bracket (2) and cupper seal (3).
(if a cupper seal is mounted on the engine)

Renew the cupper seal each time to avoid cylinder compression leakage

199

Replacing injector holder case

Using the tool 380000370 (2)

remove any residues (1) left in
the groove of the cylinderhead.

Fasten extractor 380000123 (2)

Thread the case (2) with to case (3), by tightening the nut
tool 380000159 (1). (1), and pull out the case from
cylinder head.

200
Replacing injector holder case

Lubricate sealing rings (3) and

fit them to the case (4); fix tool Adjust the casing hole (3)with
380000156 (2) to the cylinder borer 380000164 (1) and guide
head by means of bracket A, bushing (2).
install the new case, tighten the
screw (1), upsetting the case
lower part

201

Replacing injector holder case

Check injector protrusion (2) with the dial gauge (1).

The protrusion must be 1.2 - 1.5 mm (0.047 - 0.059
in). F2C

Through miller (1) and special bushing (2), reame

the injector seat in the case (3), check the injector
protrusion from the cylinder head plane which
must be 1.2 to 1.5 mm.

202
 Cursor Engine

Unit Injector fuel system

and fuel actuators

203

The Unit Injector

With the UIS, a separate Unit Injector (UI) for

each cylinder is installed directly in the
cylinder head. The engine camshaft provides
the mechanical build-up of pressure. Via
tappets or rocker arms it activates a small
piston inside the UI unit. The cam is shaped
in such a way that the desired high fuel
pressure is built up as quickly as possible in
the so-called plunger chamber below the
plunger. A fast-switching solenoid valve
determines start and end of injection while
the duration of triggering determines the
injected fuel quantity. Fitting in the cylinder
head obviates the need for high-pressure
lines which are required for traditional
distributor injection pumps.

204
Fuel flow - suction

Hand pump
Breather
Pre-filter

Bleeding plug 3
2
Inspection cover

4 Fuel level sensor

5
1

6
7 8

Fuel cooler

205

Bleeding – Cursor 10 & 13

Bleed screw at cylinder head

Bleed screw on filter

Breather points:
Loosen bleed screw on filter and operate the handpump.
Tighten bleed screw when the fuel is free from air.
Handpump Loosen bleed screw at the cylinder head.
Wait until there is no air.
Start the machine and run at low idle until the engine runs
smoothly.
Note: Before replacing the filter open the bleed plug to
release the pressure.

206
Injection system – Cursor 10 & 13

1. Fuel pressure damper

2. Valve for return circuit, starts
opening at 3.5bar
3. Valve for return circuit, starts
opening at 0.2bar
Return circuit

Supply circuit

207

Injection system – Cursor 10 & 13

1. Temperature sensor
2. Bleed valve
3. Secondary fuel filter
4. By-pass valve (0.3-0.4bar)
5. Fuel supply pump
6. Integrated valve (3.5bar)
7. Pressure relief valve (5bar)
8. Fuel tank
9. Priming pump
10. Primary fuel filter
11. Check valve (opening 0.1bar)
12. Heater (if mounted)
13. Electronic control unit
14. Fuel return union with
built in valve (0.2bar)
15. Pump injectors

208
Fuel suction via the ECU cooler and fuel filter

209

Fuel channels in the cylinder head –

Cursor 10 & 13

210
Fuel supply pump – Cursor 10 & 13

A. Fuel inlet
B. Fuel delivery
C. By-pass nut
D. Fuel return from the pump-injectors
E. Pressure relief valve - opening
pressure 5-8bars

211

Fuel supply pump – Cursor 10 & 13

Bypass valve 0.3-0.4bar

Return from cylinders

Integrated valve 3.5bar

Restriction 1mm
0.2bar

Safety valve 5 bar To tank Suction

0.3 – 0.4 bar bypass valve: permits fuel circuit filling with engine off (electric or manual pump )
5 bar safety valve: bypasses pump intake with pressure over 5 bar
3.5 bar integrated valve: maintains this maximum pressure level in the cylinder head
1 mm restriction: regulates fuel return flow to tank
0.2 bar valve: with engine off and valve closed, prevents fuel drain from cylinder head

212
Fuel pressure damper – Cursor 10 & 13

The function of the fuel pressure damper located

on the delivery pipe between the fuel filter and the
cylinder head is to attenuate the supply return
back pressure due to the increase of the injection
pressure.

213

Unit injectors – Cursor 10 & 13

Pumping element:
The pumping element is operated by a rocker arm
governed directly by the cam of the camshaft. The
pumping element is able to ensure a high delivery
pressure. The return stroke is made by means of a
return spring.
Solenoid valve:
1
The solenoid, which is energized at each active phase
of the cycle, via a signal from the control unit, controls
a slide valve that shuts off the pumping element 2
delivery pipe. When the solenoid is not energized, the
valve is open, the fuel is pumped but it flows back into 3
the return pipe with the normal transfer pressure of
approximately 5 bars.
When the solenoid is energized, the valve shuts and
the fuel, not being able to flow back into the return
pipe, is pumped into the nozzle at high pressure, 1: Fuel/oil seal
causing the needle to lift. 2: Fuel/diesel seal
The amount of fuel injected depends on the length of 3: Fuel/exhaust gas seal
time the slide valve is closed and therefore on the time
for which the solenoid is energized.

214
Unit injectors Bosch N3.1 – Cursor 10 & 13

The TIER III-IV unit injector

The injectors are the

evolution of the PDE 30
injectors with higher
pressure capability and
improved hydraulic
efficiency

215

Unit injectors Bosch N3.1 – Cursor 10 & 13

216
Unit injectors Bosch PDE 30 – Cursor 9, 10 & 13

Maximum 1500 Bar

Solenoid

HP-Pump

LP inlet- and outlet channel

in cylinder head

Injector Engine F2B -F3A -F3B

TIER II

217

Unit Injectors – Cursor 10 & 13

The solenoid remains open during pump descent . (injection duration, calculated by E.C.U.).
On completing injection, the solenoid closes, reopening communication with the cylinder head feed
passage. Fuel pressure in the pump drops suddenly and the nebuliser needle, under pressure from the
spring, closes (delivery end).
The instant of delivery start (injection advance) and delivery end (injection duration) are not fixed, but
calculated by the E.C.U and variable according to the various engine operating parameters (load, speed,
temperature, etc.).

218
Unit Injectors – Filling

During the filling phase, the pumping element (2) moves to its
upper position. The highest cam position is passed and the
rocker roller gets closer to the cam basic circle. The fuel valve
(1) is open and the fuel can flow into the injector from the lower
channel (4) of the cylinder head. The filling phase continues
until the pumping element has reached its upper end of stoke
position.

1.Fuel valve
2.Pumping element
3.Fuel Discharge
4.Filling and flowing back channel

219

Unit Injectors – Injection

The injection phase begins during the pumping element

descending phase and when the solenoid valve is energized
and the fuel valve (1) closes. Delivery start time, properly
processed by the electronic control unit, depends on engine
operating conditions. Through the rocker, the cam continues to
activate the pumping element (2) and the injection phase
continues as long as the fuel valve is closed (1).

220
Unit Injectors – End of Injection

Injection stops when the fuel valve (1) opens, during the
pumping element descending phase, following the solenoid
valve de- energizing.
The fuel flows back, through the open valve (1), the injector
holes and the channel (4), into the cylinder head. The
solenoid valve energized by the electronic control unit, is the
injection duration (Capacity) and depends on the engine
operating conditions.

221

Unit Injectors – IMA code

F3A-F3B- F3C UIN 3.1

F2B PDE30

For each injector replaced, hook up to the EST diagnostic station and, when asked by
the program, enter the IMA code punched on the injector () to reprogram the control
unit.

222
Engine management – Fuel dosing

Fuel dosing is calculated based on

• Engine load and load demand
(accelerator position, torque demand from transmission controller or ABS/ASR controller)
• Engine RPM and engine speed demand (vehicle speed demand)
• Quantity of air intake (calculated from engine RPM, air temperature and intake manifold pressure)

Fuel delivery corrections based on:

• Coolant temperature
When the engine is cold, it encounters greater operating resistance, mechanical friction is high and the
engine oil is still very viscous. Injected fuel also tends to condense on cold metal surfaces.
Fuel dosing is therefore greater than with a hot engine.
• Noise and emission levels
• Overload and overheating
• Derate functions

After determining the mass of air introduced by measuring its volume and temperature, the control unit
calculates the corresponding mass of fuel to be injected into the cylinder involved. Fuel temperature is
also taken into account, because the controller activates the injectors for a certain time. Cold fuel has a
greater mass then heated fuel.

223

Engine management – Injection lead

Injection lead or the start of fuel delivery expressed in degrees, can differ from one injection to the next,
even from one cylinder to another.
It is calculated according to engine load, for example, accelerator position, engine RPM and air intake.

Lead is corrected as required:

• During acceleration
• According to coolant temperature

Lead is used to obtain:

• Reduced emissions
• Noise abatement
• No overload
• Better vehicle acceleration

High injection lead is set at start, based on coolant temperature. Delivery start feedback is given by the
electro valve impedance variation.

Injection cut-off
During deceleration of the engine there is a injection cut-off. The injection starts at new when a minimal
engine speed is reached to avoid engine-stop

224
Removing the unit injector

1. Extract the pump injector (4) by using tool

380000122.
2. Using part (3) of the special tool, hook it
around the bottom of the injector (4).
3. Install part (2) of the tool over the stud on
part (3) with the legs resting on the cylinder
head.
4. Install the nut (1) onto the stud and tighten
with a wrench to extract the injector (4) from
the cylinder head.
5. After removing the injectors, install the plugs
380000130 (1) into the injector holes to keep
dirt and debris from entering the passage
ways in the cylinder head.

225

Replacing unit injector case

380000159
+
380000160

Using the tool 380000370

(2) remove any residues (1)
left in the groove of the
cylinder head.

Thread the case (2) with Screw the extractor 380000123 (2) into the case (3).
tool 380000159 (1). Screw down the nut (1) and take the case out of the
cylinder head.

226
Replacing unit injector case

Lubricate the seals (3) and fit them on the case (4). Using the reamer 380000163 (1-2),
Using tool 380000157 (2) secured to the cylinder head rebore the hole in the case (3).
with bracket A, drive in the new case, screwing down
the screw (1) upsetting the bottom portion of the case.

227

Replacing unit injector case

Check injector protrusion (2) with the dial gauge (1).

The protrusion must be 1.14 to 1.4 mm.

Using grinder 380000163 (1-2), reame the injector seat

in the case (3), check the injector protrusion from the
cylinder head plane which must be 1.14 to 1.4 mm.

228
 Cursor Engine

Engine management

229

Engine management – EDC 7 UC31

The EDC 7 UC31 electronic control unit manages the

following main functions:
• Fuel injection
• Accessory functions such as:
• Cruise control
• Speed limiter
• PTO
•Inlet manifold and fuel heater
• Selective Catalic Reduction system
• Self diagnosis
• Recovery
• Enables interfacing with other electronic systems
available on the vehicle for diagnostic purposes

Old Tier 2 engines had a fuel cooler built against back side of the
controller. Nowadays the controller is only cooled when necessary.
Sometimes the cooler is used as support for the controller .

230
Engine management – Functional scheme

231

Engine management – Fuel mapping

Fuel dosing and injection lead

Parameter values are temporary

stored in the ECM. The software of
the ECM calculates the fuel dosing
Injectiontime

or injection time and injection lead

from different sensor values called
parameters. For the calculation
many lock up tables are used. The
3D of the lock up table calls “MAP”.
After using many maps and
algorithmic calculations the injection
time (pre – and main injection ) and
the injection lead are set.

232
Engine management – Fuel dosing

Fuel dosing is calculated based on

• Engine load and load demand

(accelerator position, torque demand from CCM UCM or transmission controller )
• Engine RPM and engine speed demand (vehicle speed demand)
• Quantity of air intake (calculated from engine RPM, air temperature and intake manifold pressure)

During the starting phase fuel dosing is calculated based on

•Engine speed
•Coolant temperature

Engine speed, accelerator position and manifold absolute pressure are the main parameters for the
Fuel dosing

233

Engine management – Fuel dosing

Fuel delivery corrections based on:

• Coolant temperature
When the engine is cold, it encounters greater operating resistance, mechanical friction is high and
the engine oil is still very viscous. Fuel injected also tends to condense on cold metal surfaces.
Fuel dosing is therefore greater than with a hot engine.
• Noise, fumes, overloads
Behaviors that could lead to the above mentioned items are well known, so the control unit is
programmed with specific instructions to prevent them.
• Overheating
In the event of engine overheating, the control unit will "De-rate" the engine. This decreases the fuel
delivery proportional to the temperature reached by the coolant.

After determining the mass of air introduced by measuring its volume and temperature, the control unit
calculates the corresponding mass of fuel to be injected into the cylinder involved. It also takes into
account the temperature of the engine oil.
Fuel temperature is also taken into account, because the controller activate the injectors for a certain
time. Cold fuel has a greater mass then heated fuel. The injector activation time depends also on the rail
pressure. The higher the rail pressure, the higher the injected fuel mass in a certain time.

234
Engine management – Fuel dosing

Injection strategy

Depending the calculated fuel quantity, the engine RPM and the engine temperature , the fuel quantity
is injected at once “Only main injection” or the fuel quantity can be injected in two parts “Pre-injection
and main injection.

De-rating

In the event of engine overheating, the control module will decrease the power of the engine
proportionally to the temperature reached by the coolant.

Injection cut-off

During deceleration of the engine there is a injection cut-off. The injection starts at new when a
minimal engine speed is reached to avoid engine-stop

235

Engine management – Rail pressure

Rail Pressure depends on:

• Engine RPM
•Calculated fuel quantity
•Load demands
• External device actuation
PTO, Hydraulic pump, etc…..
• Injection strategy
pre-injection with main injection or only main injection
• Speed reducer and braking
• Cruise control
• etc.
• Serious defects involving load reduction or engine stop

236
Engine management – Injection timing and lead

In general the injection time corresponds the injection quantity. Because of the self combustion
temperature and the fact that fuel combustion has to start at TDC, there is injection lead .
Injection lead or the start of fuel delivery expressed in degrees, can differ from one injection to the
next, even from one cylinder to another.
It is calculated according to engine load, for example, accelerator position, engine RPM and air intake.

Lead is corrected as required:

• During acceleration
• According to coolant temperature

Lead is used to obtain:

• Reduced emissions
• Noise abatement
• No overload
• Better vehicle acceleration

High injection lead is set at start, based on coolant temperature. Delivery start feedback is given by the
electro valve impedance variation.

237

Engine management – Engine start

Cylinder 1 detection, flywheel and camshaft sensors synchronization takes place at first engine turns.
The accelerator pedal signal is ignored at start. Start delivery is exclusively based on coolant
temperature via a specific map. Minimal engine RPM and minimal battery voltage are also taken into
account.
After crank phase : The controller enables the accelerator pedal, when it detects flywheel acceleration
and an increase in engine speed. The after crank phase is between cranking and low idling.
Warming Up
When the engine is running after a cold start the fuel dosing and injection lead is adapted to the engine
temperature. Fast low idling is used in stead of normal low idling.
Pre- and post heating
Pre-heating is activated when one of the three temperature sensors (coolant, air or fuel), records a
temperature below 10 °C (50°F). The pre-heat warning light goes on when the ignition key is turned to
the "ON" position and stays on for a variable period of time according to temperature, while the grid
heater raises the temperature of the air, then the light starts blinking to indicate that the engine can be
started. The warning light switches off after the engine is running, while the heater continues being fed
for a variable period of time to complete post heating The operation is cancelled to avoid draining the
batteries if the engine is not started within 20-25 seconds with the warning light blinking. The pre-heat
curve is also variable based on battery voltage.
When the ignition key is turned to the "ON" position, the warning light goes on for about 2 seconds for a
short test and then switches off when all reference temperatures are above 10 °C (50°F). The engine
can be started at this point.

238
Engine management – After Run

At each engine stop, with the ignition key off, the control unit still remains fed by the main relay for a few
seconds to enable the microprocessor to transfer data from the main volatile memory to a nonvolatile,
cancelable and re-writable (EEPROM) memory to make the information available for the next start (Run
up).
This data essentially consists of:
• Miscellaneous settings, such as engine idling, etc.
• Settings of some components
• Breakdown memory
The process lasts typically for 2 - 7 seconds according to the amount of data to be stored. After which the
ECU disconnect the main relay from the battery. This procedure must never be interrupted by cutting the
engine off from the battery or disconnecting the battery for at least 10 seconds after engine shutdown. In
this case, system operation is guaranteed until the fifth improper engine cutout. After this, an error is
stored in the breakdown memory and the engine operates at lower performance at the next start while
EDC warning light stays on.
Repeated procedure interruptions could in fact lead to control unit damage.
The trigger point for the After run procedure are the return to the key off position of the ignition switch and
the end of the last control done by the engine controller. The engine controller always finishes its closed
loop controls before the after run procedure starts.
The trigger point for TIER IV engines is the switching off of the DCU (SCR pump stops to work)

239

Engine management – Run Up

When the ignition key is turned to the "ON" position, the control unit transfer data stored in the re-
writable (EEPROM) memory during the After Run, to the main volatile memory (working memory) and
diagnoses that data. The data consist of fixed reprogrammable data and rewritable data stored and
reworked at every engine stop
This re-writable data or adaptive data essentially consists of:
• Miscellaneous settings
• Engine idling
• Component settings
• Breakdown memory
Furthermore during the run up, the ECM will check the connections and the working of different
components when the warning light lights up for approximately 2 seconds. If there is a problem a fault
code will be set and probably the engine will start up in derate or won’t start at all. The warning light
will light up continuously.
After an emergency ECM stop, mostly because the battery voltage is too low , the ECM will do first a
special After Run procedure before the Run Up. As many improper engine cutouts can damage the
software in order that the first program step of the special After Run procedure won’t be found.
After a reprogramming of the ECM a part of the adaptive data is empty and/or the same for all the
engines. It takes some time for the engine to adapt this data to the specified engine features. The
engine will run improper the first 15 minutes after a reprogramming.
Some adaptive data is set with the EST, like the idling speed or the IQA-code on the injectors.

240
Engine management – Other functions

Idle speed control

The control unit processes signals transmitted by the various sensors and adjust 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.

Control of working speed in normal operating conditions

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 by
increasing the amount of fuel injected in order to restore the engine to maximum power.

Accessory functions
Such as: PTO-functions, airco compressor, heating element
speed limiter, communication with other control units

241

Engine management – Other functions

Cylinder balancing
individual cylinder balancing contributes to increasing comfort and operability. This function enables
individual personalized fuel delivery control and delivery start for each cylinder, to compensate for
injector hydraulic tolerances.
The flow differences between the various injectors cannot be evaluated directly by the control unit.
This information is provided by the entry of the codes for each injector, by means of the electronic
service tool.

Synchronization search
The control unit can recognize the to inject fuel into even in the absence of a signal from the camshaft
sensor. If this occurs with the engine running, the combustion sequence is already acquired, so the
control unit continues with the sequence it has already synchronized on. If it occurs with engine
stopped, the control unit actuates one electro valve.
If it occurs with the engine stopped, the control unit only actuates one electro valve. Injection occurs
inside the cylinder within a maximum of 2 shaft revolutions so the control unit is only required on the
firing sequence and start the engine.

Diagnosis and programming

Enables interfacing with other electronic systems available on the vehicle for diagnostic purposes.

242
Engine management EDC 7– F2B, F3A, F3B

1. Temperature and inlet manifold

absolute pressure

2. Inlet manifold heater

3. Unit Injector

4. Engine brake valve

5. Camshaft sensor

6. Fuel temperature sensor

7. Starter

8. Flywheel sensor

9. Electrovalve VGT turbo

10. Oil pressure and temperature sensor

11. Airco compressor

12. Cooling system temperature sensor

13. Controller EDC 7 UC.31

243

Sensors LHS – Cursor 10 & 13 TIER III

Camshaft
sensor

Fuel temperature Coolant

sensor temperature
sensor

EDC 7 Controller
Manifold pressure
and temperature
sensor

244
Sensors RHS – Cursor 10 & 13 TIER III

Bulkhead connector Flywheel

for injectors sensor

Coolant
temperature
sensor

Oil temperature &

pressure sensor

245

Engine management – Cursor 10 & 13 TIER IV

Bulkhead connector
for injectors
Flywheel
sensor

Coolant
temperature
sensor

Oil temperature &

pressure sensor

246
Sensors LHS – Cursor 10 & 13 TIER IV

Camshaft
sensor
Bulkhead
connector for
injectors

Fuel
temperature
sensor

Manifold pressure
and temperature
sensor EDC 7 Controller

247

Engine management EDC 7 – F2C

(1) Fuel temperature sensor

(2) Camshaft speed sensor
(3) Starter motor
(4) EDC 7 control unit
(5) A/C Compressor
(6) Oil pressure/temperature sensor
(7) Air pressure/temperature sensor
(8) Alternator
(9) Intake air heater
(10) Bulkhead connector for CR-
injectors
(11) Coolant temperature sensor
(12) Flywheel speed sensor
(13) Fuel adjustment valve on the
high pressure fuel pump.

248
Sensors LHS – Cursor 9 TIER IV

Fuel temperature
Boost temperature sensor
Camshaft and pressure sensor
sensor Clogged
filter switch

Oil temperature &

Flywheel pressure sensor
sensor EDC 7 Controller

249

Bosch EDC 7 Controller

Sensor connector

Unit Injector or Common Rail

Injector connector

X015 - Base unit connector

250
Base unit connector – Cursor 9 & 10, 13 TCP

ECU-pin Cable Function

(1)  Free
(2) 7151 +30positive
(3) 7153 +30positive
(4)  Free
(5) 0151 Ground
(6) 0151 Ground
(7)  Free
(8) 7151 +30positive
(9) 7151 +30positive
(10) 0151 Ground
(11) 0151 Ground
(12) 0094 Prehaetingrealis (ground)
(13) tot(28)  Free
(29) 5163 Diagnosis ECMsystem (power supplyswitch)
(30)tot(33)  Free
(34) Groen CAN Lline(ECB)
(35) Wit CAN Hline(ECB)
(36)tot(39)  Free
(40)  +15positive
(41)  Free
(42)  SensorWaterInFuel (signal)
(43)tot(74)  Free
(75) 9164 Prehaetingrelais (positive)
(76)tot(88)  Free
(89) 2298 KlinediagnosisECM controller

251

Base unit connector – Cursor 13

ECUpin Wire Function
1  Free
2 7151 +30positive
3 7153 +30positive
4  Free
5and6 0151 Ground
7  Free
8 7151 +30positive
9 7151 +30positive
10 0151 Ground
11 0151 Ground
12 0094 Preheatingactuationenablerelayground
13to25  Free
26 5173 Ground
27 5174 Ground
28 0173 Ground
29 5163 EDCsystemdiagnosticswitchpowersupply(presetting)
30to33  Free
34 Green CAN Lline(ECB)
35 White CAN Hline(ECB)
36to39  Free
40  +15positive
41  Free
42  Waterinfueldetectionsensor(signal)
43to67  Free
68 8173 Ground
69to74  Free
75 9164 Preheatingactuationenablerelaypositive
76to88  Free
89 2298 EDCcontrolunitdiagnosis Kline

252
Injector connector – Cursor 9,10, 13TCP & 13

ECU Wirecolor Function

pin
(1) Purple(F3B free) Solenoidvalveforelectroniccylinder5injection
(2) Gray(F3B free) Solenoidvalveforelectroniccylinder6injection
(3) Blue Solenoidvalveforelectroniccylinder4injection
Black(F3B) Solenoid valveforelectroniccylinder456injection
(4) Red(F3B free) Solenoidvalveforelectroniccylinder1injection
(5) Pink(F3B free) Solenoidvalveforelectroniccylinder3injection
(6) Yellow Solenoidvalveforelectroniccylinder2injection
White(F3B) Solenoid valveforelectroniccylinder123injection
(7)  Free
Orange(F3B) Ground
(8)  Free
Brown(F3B) Ground
(9)  Free Mprop valve for CP3 fuel dosing (only cursor 9)
(10)  Free Mprop valve for CP3 fuel dosing (only cursor 9)
(11) Orange Solenoidvalveforelectroniccylinder2injection
Red(F3B) Solenoid valveforelectroniccylinder123injection
(12) Green Solenoidvalveforelectroniccylinder3injection
(13) White Solenoidvalveforelectroniccylinder1injection
(14) Black(F3B –Bleu) Solenoidvalveforelectroniccylinder4injection
(15) White(F3B –Gray) Solenoidvalveforelectroniccylinder6injection
(16) Brown(F3B Purple) Solenoidvalveforelectroniccylinder5injection

253

Sensor connector – Cursor 9

ECUpin Wirecolor Function
(1) to(8)  Free
(9) White Camshaftspeedsensor
(10) Red Camshaftspeedsensor
(11)  Free
(12)  Pressuresensoronrail
(13)  Pressuresensoronrail(ground)
(14)  Pressuresensoronrail
(15) Pink Coolanttemperaturesensor
(16)and(17)  Free
(18) Orange/Black Fueltemperaturesensor
(19) Black Flywheelspeedsensor
(20) to(22)  Free
(23) White Flywheelspeedsensor
(24) Brown Engineoiltemperature/pressuresensor (ground)
(25) White Airtemperature/pressuresensor (ground)
(26) Yellow Coolanttemperaturesensor
(27) Orange/Black Engineoiltemperature/pressuresensor (temperature
signal)
(28) Blue Engineoiltemperature/pressuresensor (pressuresignal)
(29) to(31)  Free
(32) Orange Engineoiltemperature/pressuresensor (power +5V)
(33) Red Airtemperature/pressuresensor(power+5V)
(34) Green Airtemperature/pressuresensor(pressuresignal)
(35) White/Red Fueltemperaturesensor
(36) Orange Airtemperature/pressuresensor(temperaturesignal)

254
Sensor connector – Cursor 10 &13TCP

ECU Pin Wire Color Function

(1) to(8)  Free
(9) White Camshaftspeedsensor
(10) Red Camshaftspeedsensor
(11) to(14)  Free
(15) Pink Coolanttemperaturesensor
(16)  Free
(17)  Free
(18) Orange/Black Fueltemperaturesensor
(19) Black Flywheelspeedsensor
(20) to(22)  Free
(23) White Flywheelspeedsensor
(24) Brown Engineoiltemperature/pressuresensor (ground)
(25) White Airtemperature/pressuresensor (ground)
(26) Yellow Coolanttemperaturesensor
(27) Orange/Black Engineoiltemperature/pressuresensor (temperaturesignal)
(28) Blue Engineoiltemperature/pressuresensor (pressuresignal)
(29) to(31)  Free
(32) Orange Engineoiltemperature/pressuresensor (powersupply)
(33) Red Airtemperature/pressuresensor(powersupply)
(34) Green Airtemperature/pressuresensor(pressuresignal)
(35) White/Red Fueltemperaturesensor
(36) Orange Airtemperature/pressuresensor(temperaturesignal)

255

Sensor connector – Cursor 13

1 Brown Ground
2, 4to8  Free
3 Black Ground
9 White Camshaftsensor(powersupply)
10 Red Camshaftsensor(shieldedground)
11to14  Free
15 Pink Coolanttemperaturesensor(powersupply)
16and17  Free
18 Orange/Black Fueltemperaturesensor
19 Black Flywheelsensor(shieldedground)
20 Brown Ground
21  Free
22  Free
23 White Flywheelsensor(signal)
24 Brown Engineoiltemperature/pressuresensor(pressureground)
25 White Airtemperature/pressuresensor(pressureground)
26 Yellow Coolanttemperaturesensor(ground)
27 Orange/Black Engineoilpressure/temperaturesensor(temperaturesignal)
28 Blue Engineoilpressure/temperaturesensor(pressuresignal)
29  Free
30 White Ground
31  Free
32 Orange Engineoilpressure/temperaturesensor(powersupply)
33 Red Airtemperature/pressuresensor(powersupply)
34 Green Airtemperature/pressuresensor(pressuresignal)
35 White/Red Fueltemperaturesensor
36 Orange Airtemperature/pressuresensor(temperaturesignal)
256
Engine management –
Interaction with other controllers

EDC 7

CAN messages
CAN messages CAN messages CAN messages

Data transfer, called CAN messages, between all the EST diagnostic connector
controllers of a vehicle. The messages can be:
demands , information about the state of the controller,
sensor values, diagnostic checks, etc,…..

257

Engine management –
Interaction with other controllers

Vehicle
Controller

To reduce cables and connectors vehicle constructors

use less controllers. The strategy is to connect
physically a sensor or an actuator to the nearest CAN to
controller . ECM

Nowadays controllers are part of several functions like

transmission control, engine control, hydraulic control, CAN Hi
The SAE J1959 CAN bus is
etc….. To inform controllers CAN messages are sent.
CAN Lo have to be used for drive line
In the example above , the foot throttle sensor is messages. The CAN wires
connected to the vehicle controller. The vehicle are GREEN and YELLOW.
controller transforms the throttle potentiometer voltage
into a CAN message that is sent to the engine
controller.

258
Engine management – Vehicle controller

To reduce the number of cables and connectors going

in and out the cabin, a VEHICLE CONTROLLER is
used.
The vehicle controller is the main controller of the
vehicle. This controller takes part on the most
functions because the most driver controls like
handles, switches, throttles are located in the cab.

In CNH Agriculture the vehicle controller is named :

•CCM:
•UCM: Universal Control Module

259

Engine management – Engine protection

Engine management provides for engine protection by reducing the power output and/or
shutting down the engine before major damage occurs.

260
Engine management – Engine protection

261

Cursor Engine

Sensors

262
Flywheel speed sensor

MAIN PARAMETER
This induction type sensor is located on the rear timing
cover. The crankshaft generates signals from the
magnetic flow lines that close through the 54 or 58
holes in the crankshaft.
The control unit uses this signal to determinate the
crankshaft position. The different sections are used
for the injection start and the injection duration.
The sensor air gap is not adjustable.

263

Camshaft speed sensor

MAIN PARAMETER

This induction type sensor located on the camshaft

generates signals obtained from the magnetic flow lines
that close through the six plus one phase teeth of a
sound wheel mounted on the camshaft.
The electronic center uses the signal generated by this
sensor as an injection step signal.
Though electrically identical to the engine speed sensor
mounted in the camshaft, it is NOT interchangeable
with it as its cable is shorter and it has a larger
diameter.
The sensor's air gap is NOT ADJUSTABLE

264
Redundancy engine speed and position

MAIN PARAMETERS

The crankshaft speed/position signal and the

camshaft speed/position signal are redundant. This
means that both signals can be used for engine
position and speed.

If the engine controller has only the information

from the camshaft speed sensor the working of the
engine will be more rude. The information of the
camshaft phonic wheel isn’t so precise.
For TIER IV engines the lack of the camshaft
speed information or a too big difference between
the crankshaft speed and the camshaft speed
leads to engine de-rate (less engine performance).
The lack of camshaft sensor information can lead
to a more difficult start of the engine.

265

Manifold absolute pressure/temperature sensor

MAIN PARAMETER

This component incorporates a temperature sensor and a

pressure sensor. It is installed onto the intake manifold and
measures the maximum supplied air flow rate used to accurately
calculate the amount of fuel to be injected at every cycle.
The absolute pressure sensor uses a 5 V supply and the output
voltage is proportional to the pressure or temperature measured
by the sensor.
During the Run-up of the ECM, the controller compares all the
absolute pressure sensors for atmospheric pressure.

The lack of manifold pressure information will lead to less

engine power

266
Rail pressure sensor

Installed on one rail end, it measures the actual fuel

MAIN PARAMETER pressure in order to determine injection pressure.
The injection pressure value is used for pressure check
and to determine the injection electric command duration.
It is supplied with 5 V. The pressure measurement is
based on the expansion of a steel diaphragm. The
pressure sensor generates an analogue output signal
which is proportional to the rail pressure.

Operating characteristics

Pressure range 0 - 2400 bar

(0 - 34800 psi)
Supply voltage 5 V

267

Rail pressure sensor

MAIN PARAMETER

If the sensor detects 1700 bar for more than 1 second a

fault code is set “ Rail Pressure too High” and the engine
switch off.
Within this second the ECM will stop the injection of fuel
so the rail pressure can raise more. to force the rail relief
valve to open.

Therailpressuresensorhastobechangedtogetherwiththe
rail.Therearenoseparatepartnumbersandthesensorcan
onlybeorderedtogetherwiththerail.
Neverloosenthepressuresensortoavoidfuelleakage.

268
Pedal and hand throttle sensor

The pedal and / or hand throttle sensor sends a signal

to the engine controller for a speed demand. Depending
on the engine software it can be a pure speed demand ,
a simulation of an all-speed mechanical governor or it
can be a simulation of the mechanical mini-maxi
governor.

The pedal and / or hand throttle sensor can be directly

connected to the engine controller or can be physical
connected to the vehicle controller like the CCM or the
UCM.
The vehicle controller sends with fixed time intervals a
CAN message about the throttle position information to
the engine controller.

Mostly the throttle sensor is a potentiometer working

with a supply voltage of 5 Volt.

The lack of throttle information will lead to a constant

engine speed.

269

Coolant temperature sensor

The NTC sensor located in the coolant circuit on the

cylinder head measures the coolant temperature for the
various operating conditions. It identifies fuel enrichment
for a cold engine and fuel reduction for a hot engine. The
signal is sent to the ECM control unit which, in turn,
controls the gauge and the high temperature warning
lights in the instrument cluster. The temperature signal is
only used by the ECM control unit
Sensor with Negative-temperature coefficient (NTC)
Sensor resistance is higher with colder temperatures.
The resistance range is shown below:

Example:

• -10 °C (14 °F) = 8100 - 10770 .

• +20 °C (68 °F) = 2280 - 2720 .
• +80 °C (176 °F) = 290 - 364 .

270
Fuel temperature sensor / clogged filter switch

Fuel temperature sensor Fuel temperature sensor

The NTC sensor located in the low pressure

fuel circuit at the fuel filter measures the fuel
temperature for calculation of the fuel volume
to be injected. Various fuel temperature
means various volume for the same weight
of fuel.

Clogged filter switch

Clogged filter switch

This switch detects filter clogging once the

pressure is higher then 1.5 bar.

The lack of any temperature information will activate a

simulated temperature value that will be used by the
engine software. Sometimes the information of another
temperature sensor is used.

271

Oil absolute pressure / temperature sensor

This component incorporates a temperature

sensor and a pressure sensor. It is installed onto
the engine oil filter base in a horizontal position or
in the engine oil circuit. It measures the engine oil
temperature and pressure. The signal is sent to
the ECM control unit which, in turn, controls the
gauge and the low pressure warning lights in the
instrument cluster. The temperature signal is only
used by the ECM control unit.
The sensor uses a 5 V supply and the output
voltage is proportional to the pressure or
temperature measured by the sensor.

Low oil pressure or high

oil temperature can switch
off the engine.

272
Atmospheric pressure sensor

The engine electronic control unit incorporates an

atmospheric pressure sensor .

This value is used for a better interpretation of the manifold

absolute pressure. When knowing the atmospheric
pressure turbo boost pressure is better detected.

On high altitude the boost pressure and the engine power

has to be lower to protect the turbo and to limit black
smoke.

During the Run-up of the ECM, the controller compares all

the absolute pressure sensors for atmospheric pressure.
Especially the manifold pressure is compared with the
atmospheric pressure of the controller atmospheric sensor.
A pressure difference more then 20,0 kPa (0,2 bae) for
more then 800 msec. will set a fault code.

273

Oil and coolant level sensor

Oil level indicator -

These sensors are used to indicate when the level of
the oil in the sump is too low.

Coolant level indicator

This sensor or switch is used to indicate when the

coolant level in the expansion tank is too low

The signal is sent to the engine control unit or the

vehicle controller which, in turn, controls the low level
warning lights in the instrument cluster. It’s possible
that engine derate will take place when a low level
occurs

274
Water In Fuel sensor (WIF)

Sensor supplies a low voltage level to the engine

controller if there is water in the filter and a high
voltage if there is no water.

For CNH engines water in fuel never leads to

engine derate.

The signal is sent to the engine control unit or the

which, in turn, controls the water in fuel warning lights in
the instrument cluster.

275

Brake switches and brake pressure sensors

Braking always brings the engine speed and power to idle.

Braking has priority to engine power and non-idle working.

That ‘s a question of security.

Faulty adjustments or faulty brake sensors can be the

reason of an engine that only runs in idle.

On tractors and other vehicles that use the brakes to steer.

Only when both brake sensors detect an applied pedal and /
or the brake pressure sensor on the brake discs detects
brake pressure, the engine speed and power will go to idle.

Brake pressure sensor

on tractors with CVT

276
Information about starting

CNH engines detects starting by engine speed.

In general the engine controller starts to
activate fuel when 250 bar rail pressure is
reached and when the calculated engine
speed is more then 250-300 revs/min.
(ECM calculates the engine speed from
crankshaft sensor and camshaft sensor)
CNH does not use the ignition key connection
50 for mapping .

277

5 Volt supply to sensors

The engine electronic control unit has three 5 Volt supplies

for the analog sensors.
A correct voltage supply of 5 Volt is very important for the
analog 5 Volt sensors. To avoid supply voltage drop, the
Bosch EDC controller has three separate 5 Volt supplies
inside. For the same reason several sensor grounds are
connected to the controller.

278
 Cursor Engine

Actuators for cold start

and electronic cooling fan

279

Cold start heating grid

During winter time, the ECM provides to heat the air before intake air manifold

Inlet manifold

PTCairheater

WARNING
Do not use flammable gases or liquids to aid engine ignition.
These substances in contact with the heating element could easily
ignite and create situations of great danger.

280
Filter heater

Picture NEF

281

Engine block heater kit

Installed in the engine block

Warms coolant in the engine block when the

engine is not operational

Requires external 120 Volt AC or 220 Volt

source

282
 Cursor Engine

EST and DATAR

Diagnostics

283

E.A.S.Y. - Engine diagnostic & download Cursor

4 5

284
1 - Identification code reading

285

2 - Faults memory reading

286
3 - Parameters reading

287

4a - Data reading in Programming Menu

288
4a - Data reading in Programming Menu

289

4b - Programming

290
4b - Programming blank ECU

291

4b - Programming blank ECU

****************

292
5 - Active diagnosis - Injector cut out

293

5a - Injector cut out

294
5a - Injector cut out

During the cut out test, this value (fuel delivery) has to be monitored. The
value should raise with the same amount for every cylinder.
Engine speed should return to the initial speed before the cut out.
Only idle speed is allowed for the test (min idle till maximum 1100 rev/min

295

6 - Data stored

296
(4) F5H
 F5 engine with
Common Rail
General information

Vandenbriele Geert - Originator engines

George Markiewicz - Contributor

The electronic “F5” Engine

Characteristics:
- 4 cylinders in-line
- Structural oil sump for tractors
- Engine derived from the F5 3.2 litres Tier 3
Displacement: 3.4 litres
Bore x stroke: 99 x 110 mm
- Power from 41 to 85 KW
- Engine management with EDC 17
- Common Rail ( 250 – 1600 bar ) on all versions
- Low noise structure
- 160 bar peak cylinder pressure to allows power increase
- Waste Gate turbocharger with electro-pneumatic control
and intercooler.
- External cooled EGR system with Intake Throttle valve
- DOC + DPF aftertreatment

Warning: Allservicemeasurementsandtorquesinthecomplete
F5trainingmanualareonlyinformativeandmustbecheckedwith
theworkshopmanualwhilerepairinganengine.

2
Common Rail system

9 CP4.1 Bosch Single piston pump

‰ Operation and pressures similar to NEF engines
9 New injectors
‰ No injector nozzle tubes (fuel line from rail to injector)
‰ Separate fuel return hoses
‰ Injector codes need EST input
‰ Similar process as Isuzu engine in excavators
9 Uses glow plug system
‰ When energized by glow plug controller, surface
temperature reaches over 1000 㼻C (1832 㼻F) within a
few seconds
‰ All injector and glow plugs wiring comes from a central
enclosed housing

glowplug
controller

Engine control

• The ECU, as well as total control of

the engine, handles all the signals
from the sensors of the ATS
• Manages all the regeneration phase
and the logic of the work of this
• Manages the CEGR and TVA (air
throttle valve) control

4
Performance Improvement 3.4L versus 3.2L

• Startability.
Increased displacement allows quicker engine start , giving benefit on
those application with high torque absorption during starting.

• Transient response.
Benefits in unboosted condition and in step load condition.

• Peak torque and power.

Around 5 – 6 % of additional torque in all speed range.

Main Dimensions
766

584

703

6
Conventions

CONVENTIONS

The “F5” Engine family

Structural nonroad NonStructural nonroad

F5D F5H

8
Identification plate

Note: It is highly important that engines retain their

Identification plates. Under no circumstance should
a machine be returned to a customer with an
identification plate removed.

Identification plate

10
Engine identification code

11

Pre- and post heating of the combustion chamber

glowplugs

12
Engine characteristics: Mean features

External EGR system

Throttle valve

Fix geometric
waste gate turbine

Centrifugal
Blow-by valve

Water outlet

Engine starter motor

Camshaft Phase sensor
position
MULTI FIX CRANK
SHAFT
alternator PULLEY
Only for Frontal PTO
Water inlet

13

Engine characteristics: Mean features

Common rail system External EGR system

High pressure
pump

PTO interface
Hydraulic pump drive

Fuel filter

Oil filter

14
Engine characteristics: Mean features
Diesel particulate filter
Diesel oxidation catalyst

lambda sensor

Pressure Sensor

EGR Cooler

Viscous Fan
Alternator

15

Engine characteristics: Mean features

Climate
Compressor

Filter Pack

Oil Filter

Hydraulic Pump Drive

16
F5H Emission Components

EGRSystem

DPFFilter

BoostPressureModulator
OxygenSensor

IntakeAirValve Glowplugsystem

Engineandemissioncontroller

FuelInjection

17

No engine balancer on the electronic 4 cylinder

For electronic four-cylinder engines, balancers are not necessary because vibrations can be limited,
if not eliminated, by using pre-injection and post-injection technology to smooth out firing impulses.

18
Crankshaft and Firing order

1. Mounting hook
2. Cranckshaft

Firing order
1-3-4-2
Timing gear

The timing gear is mounted on the crankshaft with an interference fit and cannot be replaced
without heating.
When installing the new gear, heat it to 180 㼻C (356 㼻F) for 10 minutes in an oven and then key it to
the crankshaft.

19

Crankshaft dimensions

Crankshaft3,4literengine
Mainjournaldiameter(1234) 76.182 76.208mm(2.9993 3.0003in)
Mainjournaldiameter(5) 83.182 83.208mm(3.2749 3.2759in)
Rodjournals 64.015 64.038mm(2.5203 2.5212in)

Crankshaft old 3,2 liter engine

20
Removing and installing the flywheel

Removing and installing the flywheel (1)

Install two medium length bolts into the threaded holes (3) in order to attach a lifting device.
Remove two mounting bolts and install guide pins (2) in their place for guiding the flywheel
Install tool 380000732 (1) in the flywheel housing to lock the flywheel rotation.
NOTE: On some applications, tool 380000988 may be required to mount tool 380000732 to the
starter flange on the flywheel housing.
Torque the bolts to 25 - 35 N·m (18 - 26 lb ft). Then, turn the bolts an additional 90 㼻

21

Installing the flywheel housing

1. Clean the sealing surfaces (1) of the flywheel housing and the engine block.
2. Apply LOCTITE® 5970 sealant in a consistent 1.5 mm (0.059 in) bead around the sealing surface
of the flywheel housing.
NOTICE: Be sure there are no lumps, air bubbles or gaps. Do not use too much sealer as it could
squeeze from the surface and obstruct lubrication passages.
3. Install the flywheel housing (2) within 10 min of sealant application.
NOTE: Be sure the housing is fully seated on the locating dowels.
4. Torque the bolts (1) to:
• M8x1.25 - 30 - 40 N·m (22 - 30 lb ft)
• M12x1.75 - 115 - 125 N·m (85 - 92 lb ft)

22
Crankshaft gaskets: remove

Remove the ring sealing of the engine’s driving shaft

from the front cover. Therefore drill with a diameter of
Approximatly 4 mm and mount srew in the holes to
remove the seal.

Using the specific tie rod (3) of the tool 380000669 NEF
engine and the ancillary lever (4), remove the external
holding ring (2) from the front cover (1).

23

Crankshaft gaskets: install rear seal

Rear seal tool

Fit the specific tool 380100076 (5) to the rear shank (6) of the engine drive shaft, fix it with the screws
(4) and install the new seal (3). Position part (1) on part (5), tighten the screw nut (2) until the seal has
been fitted (3) into the flywheel casing (7).

24
Crankshaft journal bolts

Beforeusingthefixingscrewsagain,measurethemtwiceas
indicatedinthepicture,checking(D1)and(D2)diameters:
•If(D1) (D2)<0.1mm(0.004in)thescrewcanbeutilized
again;
•If(D1) (D2)>0.1mm(0.004in)thescrewmustbe
replaced.

Tighten the pre-lubricated screws in the following

three successive stages:
STAGE 1: with torque wrench to
44 - 56 Nm (32.5 - 41.3 lb ft).
STAGE 2: with torque wrench to
74 - 86 Nm (54.6 - 63.4 lb ft).
STAGE 3: with tool 380001001 (1) set as shown,
tighten the screws (2) with 85 - 95 㼻

25

Crankshaft journal clearance

•Clean accurately the parts and remove any trace of

oil.
•Position a piece of calibrated wire (3) on the crankshaft
pins (4) so that it is parallel to the longitudinal axis;
•Fit caps (1), including the half bearings (2) on the
relevant supports and tighten following specified torque
procedure.

Remove the caps from the supports.

The backlash between the main bearings and the
pins is found by comparing the width of the calibrated
wire (2) at the narrowest point with the scale on the
envelope (1) containing the calibrated wire.
The numbers on the scale indicate the backlash in
mm. Replace the half bearings and repeat the check
if a different backlash value is found. Once the specified
backlash is obtained, lubricate the main bearings
and fit the supports by tightening the fastening
screws as previously described.

26
The use of plastigage-strips

The calibrated wires are mostly called

“plastigages” because of their base
material.
According to the expected clearance there
are several plastigage-strips. Use always
the strip type with the correct section.

Compare the width of the squeezed strip

with the scale on the included measurement
paper or the envelope.

27

Checking crankshaft end play

Shoulder

Bushing

This check is performed by setting a magnetic base dial gauge (2) on the crankshaft (3) as
shown in the figure, standard value is 0.095 - 0.270 mm (0.0037 - 0.0106 in).
If higher value is found, replace main thrust half bearings of the second last rear support (1) and
repeat the clearance check between crankshaft pins and main half bearings.

28
Crankshaft half bearing

Only one standard thickness available.

No color marks on the main (crankshaft) half
bearings.

Main half bearings are supplied spare with 0.250

- 0.500 mm (0.010 - 0.020 in) undersize on the
internal diameter.

The second last main half bearing and the

relevant bearing holder is fitted with shoulder
half rings.

Mainbearingthickness 2.165 2.174mm(0.0852 0.0856in)

Mainborediameter(1234) 80.588 80.514mm(3.1728 3.1698in)
Thrustbearingthickness 2.51 2.56mm(0.0988 0.1008in)
Mainborediameter(5) 87.588 87.614mm(3.4483 3.4494in)

29

Big end bearing thickness

Red1.875 1.884mm(0.0738 0.0742in) Fracturesplitconnectingrodcaps

Blue1.883 1.892mm(0.0741 0.0745in) BeAwarethataconnectingrodandhis
Green1.891 1.900mm(0.0744 0.0748in) capstayalwaystogether!!!

Information of the rod weight class (A)

and production date (B) on the cap

Big end bearing housing

Color mark on the half bearing side
67.833 - 67.841 mm (2.6706 - 2.6709 in)

Clearancebetweenrodbearingandjournals0.033 0.041mm(0.0013 0.0016in)

30
Connecting rod measurements

Set a piece of calibrated wire (1) on the crank pins

Fit the connecting rod caps with the relevant half bearings.
Check if the connecting bolts can be used again ( see slide
25, same measurement procedure as main journal bolts)
or use new bolts (recommended by FPT).
Tighten the connecting rod bolts with a torque wrench to
the specified torque. (50 Nm (37 lb ft)
Apply tool 380001001 (1) to the socket wrench and tighten
screws (2) to a specified angle..(70㼻)

Torquetheboltsto50Nm (37lb ft)then70°

The backlash between the main bearings and the pins

is found by comparing the width of the calibrated wire
at the narrowest point with the envelope containing
the calibrated wire.
The number on the scale indicate the backlash in mm.
Replace the half bearing till the specific backlash is
found.

31

Connecting rod measurements and bearings

Check that the bushing in the connecting rod small end is free from scoring or seizing and that it is
not loose. The pin diameter should be between 35.990 - 35.996 mm (1.4169- 1.4172 in).
Otherwise replace.
Removal and refitting shall be performed using the proper beater.
When refitting take care to make the oil holes in the bushing coincide with the holes in the
connecting rod small end.

Check manually that the connecting rods (1) are sliding axially on the crank pins and that their
end float, measured with a feeler gauge (2) is normally 0.10 - 0.25 mm (0.004 - 0.010 in) for
this diameter of big end rods (non FPT-CNH specification)
Maximum allowable twist for connecting rod 0.09 mm (0.0035 in) @ 125 mm (4.9213 in)
(FPT-CNH specification)

32
Piston - diameter

Firing chamber designed for low oil contamination

The diameter of the piston must be measured at the point shown in the figure for accurate
measurement.
The diameter should be between 98.908 - 98.918 mm (3.8940 - 3.8944 in). Replace if necessary.

33

Piston – correct assembly

Installthepistonpin(3)throughthepiston(2)andconnectingrod(4).
NOTE:Usethemarkingsonthepiston(1)tocorrectlyorientthepistonontheconnectingrod.
The()marksthefrontoftheengineasviewedfromthetop.

34
Piston – correct assembly
Split ring openings shall be
displaced with each other by 120㼻

Connecting rod - piston

assemblies shall have
the same weight

The pistons and piston rings

are supplied spare with
following sizes:
•Standard
•0.4 mm (0.016 inch) oversize

35

Piston ring – measure

Measure the thickness of the piston ring (2) with a

micrometer (1). The thickness should be as follows.
Replace if necessary.
• Top – 2.068 - 2.097 mm (0.0814 - 0.0826 in)
• Middle – 1.970 - 1.990 mm (0.0776 - 0.0783 in)
• Bottom – 2.470 - 2.490 mm (0.0972 - 0.0980 in)

Insert the rings one at a time into the cylinder bore.

NOTE: Square the rings in the bore by inserting the
piston upside down.
Measure the ring end gap using feeler gauges.
The end gap should be as follows.
Replace if necessary.
• Top – 0.20 - 0.35 mm (0.0079 - 0.0138 in)
• Middle – 0.60 - 0.80 mm (0.0236 - 0.0315 in)
• Bottom – 0.30 - 0.60 mm (0.0118 - 0.0236 in)

36
Piston ring – measure

Measure the clearance between the rings (3) and

lands on the piston (2) with a feeler gauge (1).
NOTE: The top ring has a "V" shape.
The clearance should be as follows. Replace if
necessary.
• Middle – 0.06 - 0.100 mm (0.0024 - 0.0039 in)
• Bottom – 0.05 - 0.09 mm (0.0020 - 0.0035 in)

Measure the clearance of the “V” shape top ring

Install the top ring (2) on the piston (1).
Install the piston into the cylinder bore (3) leaving the
top ring exposed halfway. Measure the clearance (X)
using feeler gauges.
The clearance should be as follows. Replace if
necessary.
• Top – 0.06 - 0.100 mm (0.0024 - 0.0039 in)

37

Crankcase bore - measurements

Measurements must be taken following the diagram

shown. All measurements should be between
99.000 - 99.020 mm (3.8976 - 3.8984 in).

Replace the block if the measurements exceed the

above values.

38
Finding the Top Dead Center

380000150

For engines with access to the timing hole in the flywheel housing

1. Fit the tool 380000150 through the case (1) and into the port on the flywheel, as shown.
2. Using the tool 380000988 (1) rotate the flywheel until the notch (2) is visible in the inspection
hole and cylinder one is at TDC.

39

Finding the Top Dead Center

For engines without access to the timing hole in the flywheel housing
NOTE: Prior to performing this procedure, ensure that the engine is near cylinder one TDC on the
compression stroke by verifying that both push rods or rocker arm assemblies on number one
cylinder are loose. If both push rods or rocker arms are tight, rotate the engine one full revolution on
the crankshaft, in the direction of normal operation, and re check the push rods or rocker arm
assemblies.
1. Fabricate a wire pointer (1) as shown and attach it to a front cover bolt (2) that is located close to
the vibration damper (3). Position the pointer approximately 1.6 mm (0.0625 in) from the damper.
2. Rotate the engine in the direction of normal operation.
3. Pry down on the cylinder number one intake valve and insert a 6.35 mm (0.25 in) spacer between
the valve stem and rocker arm tip to hold the valve open.

40
Finding the Top Dead Center

Slowly rotate the engine to TDC by hand until the piston contacts the valve and stops rotation.
Make a reference mark (1) on the damper at the pointer.
5. Rotate the engine counter clockwise as viewed from the front.
6. Remove the spacer.
7. Rotate the engine clockwise approximately 90 㼻 past TDC.
8. Pry down on cylinder number one intake valve and again
insert the spacer between the valve stem and rocker arm tip
to hold the valve open.
Slowly rotate the engine back to TDC by hand until the piston contacts the valve and stops rotation.
Make another reference mark (1) on the damper at the pointer.
10. Rotate the engine clockwise.
11. Remove the spacer.
12. Use a flexible tape measure and make a reference
mark (1) at the center point between the two marks
made on the damper. This mark represents true TDC.
13. Align the center damper mark to the pointer. This
is cylinder number one at TDC on the compression
stroke.

41

Timing gear housing

Install
1. Clean the sealing surfaces of the timing gear housing
and apply LOCTITE® 598 ULTRA BLACK sealant (1)
as shown.
2. Install the timing gear housing (2) onto the engine
block.
3. Torque the timing gear housing bolts (1) to 20 - 30
N·m (15 - 22 lb ft) and the three oil pan bolts (3) to
45 N·m (33 lb ft).

42
Engine Timing

Pump gear

Camshaft gear

Oil pump
Intermediate
gear

Crankshaft gear
hydraulic pump
or PTO

43

Engine Timing

Camshaft gear
Align the tooth on the
crankshaft gear that has the
45 ° bevel, with the timing
gear that has two reference
marks as shown in the figure.

Crankshaft gear The engine timing marks are

located more or less in the
Cylinder 1 TDC position.

44
Front cover alignment

Without front cover dowel pins, Alignment tools must be used for front cover installation
™ Front cover gasket is metal
™ 80100280 Front Cover Alignment Tool (lower)
™ 380100281 Front Cover Alignment Tool (upper)

45

Crankshaft gaskets: install front seal

NOTE: Install the crankshaft seal dry to ensure a proper seal.

1. Install the inner part of tool 380100279 onto the
crankshaft.
2. Slide the seal over the tool and start it onto the crankshaft.
3. Install the outer part of tool 380100279 and begin to
drive the seal onto the crankshaft using the nut.
4. Drive the seal in until the it contacts the lip on the
inside of the front cover.
NOTICE: Do not over tighten the nut when installing the
seal. Damage to the seal could occur.
5. Remove the tool.

380100279 Front Seal installer

46
 F5 with
Common Rail
Cylinder head and
valve train

47

F5H-F5D Hydraulics slack adjusters

• Noadjustmentnecessary
• Valvecoverisrobustthickdesignforholdingcommonrail
• Difficulttoremove
• Must,removeinjectorlines,thenraiseandturnslightlyforclearancetoremovevalvecover

48
Hydraulic valve play compensation

Hydraulic tappets

49

Assembly of the cylinder valves

Valve removal shall be performed using tool 380000302 (1) and pressing the cap (3) so that
when compressing the springs (4), the keepers (2) can be removed. Then remove the cap (3)
and the springs (4). Repeat this operation for all the valves and remove the valves (5).
Should cylinder head valves not be replaced, number them before removing in order to refit
them in the same position.
Install the valves in reverse order. Lubricate the valve stem and insert the valves in the
respective valve guides

50
Valve - sealing ring, guide, stern

380000134

380000219
Valve guide
dis-/assembly
tool

Valve guide
Install the valve stem seals (2) and (3) on
reemer the valve guide using tool 380000134.
380000222

Measure the valve stem (1) using a micrometer (2).

The standard value is 7.985 - 8.000 mm (0.314 - 0.315 in).
Measure the inside diameter of the valve guides.
Replace the valve guides if the measurement is not within 8.023 - 8.038 mm (0.3159 - 0.3165 in).

51

Valve seats- replace

1. Remove as much material from the valve seats as possible without damaging the cylinder head.
2. Drive the valve seats from the cylinder head using a punch.
3. Heat cylinder head to 80 - 100 㼻C (176 - 212 㼻F) while cooling the valve seats.
4. Drive in the new valve seats using an appropriate punch.
5. Cut the valve seats to the specifications in the table below.

52
Valve spring check – pushrod check

Height Load

(H) 44.6 mm (1.756 in) 0 N (0 lb)

(H1) 34 mm (1.339 in) 256 - 284 N (58 - 64 lb)
(H2) 23.8 mm (0.937 in) 502 - 554 N (113 - 125 lb)

1. Check for wear or seizing on both ends of the push rods.

2. Roll the push rods on a flat surface to check for deformities.
3. Replace the push rods if any of the above conditions
are found.

53

Camshaft - measure

Support the ends of the camshaft.

Place a dial gauge on the center journal (1).Rotate the
camshaft to check for radial movement.
Replace the camshaft if the movement exceeds
0.015 mm (0.0006 in) or if there are signs of
wear or seizing on the surfaces.

Check the diameter of the camshaft journals (1) on

two perpendicular axis’, using a micrometer (2).
Replace the camshaft if the values are not within the
specifications shown in the chart below.

54
Camshaft - install and endplay

1; Lubricate the camshaft journals with clean engine oil.

2. Install the camshaft (1).
NOTE: Be sure not to damage the bushings during installation.
3. Install the retainer plate (1).
4. Torque the bolts (2) to 20 - 30 N·m (15 - 22 lb ft).
5. Check the end play of the camshaft. The measurement should be 0.10 - 0.36 mm
(0.004 - 0.014 in).

55

Camshaft bore and bushings

Tool

Use the driver 380000667 (2) and hand

grip 380000999 (3) to remove and replace
the camshaft bushing (1).
NOTICE: Be sure to align the oil lubrication
port in the block with the hole in the
bushing.

56
Cylinder head gasket

There are two head gasket thicknesses, ( 0.7 mm (0.028 in) and 0.8 mm (0.031 in).
Do not grease the gasket. Check that the block’s laying plan is clean.
It is recommended to keep the gasket inside its wrapping until it has to be fitted.
Taking care not to foul the cylinder head gasket over the locating pin when mounting.

57

Gasket – determine the thickness

To determine the correct head gasket to use, piston protrusion must be measured.
• For each piston, measure protrusion in two places 180 㼻 apart,
at a distance of 45 mm (1.8 in) from the center of the piston S1 and S2.
Then calculate the average:
• Repeat the operation for pistons 2, 3, 4, 5 and 6 and calculate the average value.
• If S is > 0.07 till -0.07 mm ( 0.0028 - -0.0028 in) use gasket thickness = 0,8 mm (0,031 in).
• If S is < -0.08 till -0.22 mm (-0.0031 - -0.0087 in) use gasket thickness = 0,7 mm (0,028 in).

58
Cylinder head - install

Before using the fixing screws again, measure them twice as

indicated in the picture, checking D1 and D2 diameters:
if D1 - D2 < 0.1 mm (0.004 in) the screw can be utilized again;
If D1 - D2 > 0.1 mm (0.004 in) the screw must be replaced.
59

Cylinder head distortion check

Non FPT picture

1.Checkthebottomsurfaceofthecylinderheadforflatnessusingastraightedge.
2.Usefeelergaugestocheckthegapsbetweenthestraightandcylinderheadsurface.
3.Machinethesurfaceofthecylinderheadifvaluesexceeding0.20mm(0.008in)arefound.
NOTICE:Machiningshouldnotexceed0.13mm(0.005in).Replacethecylinderheadifthesurface
cannotbemachinedtospecifications..

60
 F5 engine with
Common Rail
Lubrification

61

Similar lubrification system to F5A-F5C

Forced circulation lubrication is controlled by

the rotor oil pump housed in the front part of
the engine basement and driven by the
toothed gear splined on the shank of the
engine drive shaft. From the oil pan, the
lubrication oil is distributed to the engine
drive shaft, the camshaft and the valve
control. The lubrication system also
comprises the heat exchanger, the
centrifugal blower for the versions with
turbocharger and eventually the compressor
if the compressed air system is also fitted.

The oil cooler within the engine cooling

system has the duty to control the engine
oil temperature, reducing it by absorbing LUBRICATION SYSTEM LAYOUT
heat throughout the engine cooling liquid.

62
Specifications

• Min oil pressure in the main gallery 0.8 @ 130°C

• Max oil temperature @ full load (in gallery) 130°C

• Lubricating Oil Specifications

• Engine oil specification must fulfill 10W-40 SAE grade, API CJ-4 or ACEA E9

63

Lubrification system

Oil pump
The gerotor oil pump delivers
oil to the complete engine

Heat Exchanger
Between the oil cooler (5) to the heat exchanger
body (6) is a gasket.
Torque the bolts (1) to (4) to 25 N·m (18 lb ft).
The heat exhanger is mounted on the right hand
side of the engine with the green screws.
The biggest hole is for the boost pressure
accumulator that is mounted on the heat
exchanger.

64
Oil pump

• Gerotor pump
(1) Main gear (5) Secondary shaft
(2) Secondary gear (6) Cover
(3) Housing (7) Internal rotor
(4) Drive shaft (8) External rotor

65

Oil pump install

1. Install the oil pump (2).

2. Install the bolts (1) and make them snug.
NOTE: Do not fully tighten the bolts at this time.
3. Check the backlash between the crankshaft gear
and the oil pump gear using a dial gauge with
magnetic base.
The value must be between 0.068 - 0.168 mm
(0.003 - 0.007 in).
4. Torque the bolts (1) to 10 - 20 N·m (7 - 15 lb ft)
then again at 20 - 30 N·m (15 - 22 lb ft).
5. Install the Timing gear housing

66
Oil cooler

Oil from the Engine

Oil back to the engine

67

Oil cooler

Oil from the engine to

the oil cooler

Oil from the cooler to

the engine

68
Oil pressure regulation valve

• Oil pressure regulation valve regulates the oil pressure on 2.9 – 3.9 bar

69

Oil pan, gasket and sheet steel sump (F5H)

The main features of a sheet steel oil pan are:

• Good heat exchange between engine oil and
outside air.
• Easy to produce

A mounting plate (3) is used to hold the oil sump (1)

on the engine block. A rubber gasket (2) is mounted
over the oil sump lip.
The thick rubber gasket reduces strongly the
crankcase noise absorbed by the sheet steel oil
sump

70
Oil pan, sealing and structural sump (F5D)

A structural sump is designed to support the tractor

platform rigidity. The front axle carrier is mounted to
1 - Oil pan (structural sump) the structural sump. The sump bottom consist of a
Only silicon sealing front prop-shaft tunnel and two oil drain plugs. The
2 - Screws oil pump strainer pipe is different to the non-
structural sump.

Oil pump strainer pipe F5H

NOTE: Before installing the pan, verify

that the threads of the holes and the
screws are not worn and dirty.

71

Crankcase breather

1). Port to the air intake

2). Filter
Breather of the engine back into the air filter 3). Drive hub

To the air intake

From the valve cover

72
Crankcase breather

Filter

The crankcase breather filter turns and

uses centrifugal force to separate the
oil from the curb.

Oil vapour recirculation (Blow-by)

Part of the gas produced by the combustion during the engine operation blows by the piston
snap ring ports, in the oil sump, and mixes with the oil vapours present in the oil sump.
This mixture, conveyed from the chain compartment to the top, is partially separated from the
oil by means of a device situated on the top side of the distribution cover and is introduced in
the air suction system.

73

Crankcase breather

Operation
The mixture which passes through the rotating filter (3)
is partially purified from the oil particles, as a result of
centrifugation, and so these particles condense on the
cover walls to return to the lubrication circuit.
The resulting purified mixture is let in through the stem
holes (1) and the diaphragm valve consensus (4) inside
the air vent upstream of the turbocharger. The
diaphragm valve (4) regulates the partially purified
mixture and keeps the pressure inside the distribution
compartment around a value of ~ 10 㾂15 mbar.
The opening/closing of the valve (4) depends mainly in
the ratio between the pressure operating the diaphragm
(4) and the depression below it.
The oil still present in the mixture coming from the
rotating filter (3), which condenses in the chamber (6),
is drained into the chain compartment.

74
 F5 engine with
Common Rail
Turbo system

75

Turbocharger with waste-gate

• By fitting a smaller turbine housing a higher boost pressure is achieved from the compressor
at each engine running condition. The problem with this solution is that the turbocharger will
go above its maximum allowed speed as engine speed increases. By opening a bypass,
called the waste-gate, over the exhaust turbine when the maximum turbocharger speed or
boost pressure is reached we can solve this problem.
• All electronic F5-engines feature waste-gate turbochargers with an air to air intercooler. The
waste-gate turbo provides a maximum torque and a better mixture at lower engine speed.

76
Turbocharger with waste-gate
3 4

1
5

1 - Engine
2 - Exhaust
3 - Valve
4 - Diaphragm
5 - Regulator
6 - Rotor
7 - Pilot line
7 6
8 - Air intake
8
77

Length of the waste-gate valve command

The length of the waste gate valve command rod is defined during design and factory adjusted by the
turbine manufacturer. Do not alter this adjustment for any reason:
-Lengthening the rod beyond the calibrated value will reduce engine performance, since part of the
exhaust gas will always flow through the bypass instead of blowing onto the turbine blades, reducing
the turbo pressure.
-Shortening the rod below the calibrated value will pre-load the actuator spring, resulting in an increase
in turbo air pressure.

The consequences of this are dually negative:

Firstly, blowing more air into the cylinders does

not increase performance if not accompanied by
more fuel, which the engine control unit does not
permit.

Secondly, with too much turbo pressure, the

control unit implements an engine protection
strategy, significantly reducing power.

78
Turbocharger with intercooler

• The intercooler cools the compressed air (up to

200㼻C at the compressor cover) from the
turbocharger to increase air density and therefore
greater oxygen quantity in cylinder - temperature
reduction till 50%

20°Cambient

INTERCOOLERisthepopularnameofthe
+130°C
air/airheatexchanger.
+50°C
AFTERCOOLER(PowerGenerators)
Inareaswherethereisnofreshambient
airorwindtocooltheintakeaira
water/airheatexchangerisused.Asthe
temperatureoftheenginecoolingfluidis
highertheintakeairtemperature
reductionislower

Example of an engine with intercooler

79

Boost pressure modulator

The boost pressure modulator valve electrically regulates boost pressure that is sent to the
turbocharger wastegate actuator.
It is mounted to the thermostat housing and it directs intake air between the inlet side of the
turbocharger, the intake manifold and the wastegate via the boost pressure accumulator.

80
Boost pressure modulator valve

Boost Pressure

P3

P1 Intake vacuum
Waste gate before turbo
capsule

Used to dampen the pressure waves in the control system of the Waste Gate actuator
¾ Modulatesthemediumpressuretocontroltheturbochargerwastegateactuator
¾ improves boost pressure stability
¾ ModulatesthePressureoftheintakeport(P3)andprovidethepressure(P2)intheoutletportaccordingto
thePWMelectricalsignalprovidedtothevalvefromtheenginecontroller

81
81

Boost pressure control valve

Datar

82
Charging pressure accumulator

The boost pressure accumulator (1) damps the pressure waves generated by the
turbocharger wastegate and improves control and stability of the boost pressure.
The accumulator is integrated with the oil cooler assembly.

83

Charging pressure accumulator

2.0
1.9
P_B_In (mbar)

1.8
1.7
Layout without boost accumulator
P_B_In [bar]

1.6
1.5
1.4
1.3
1.2
W/G
P_boost (mbar)

1.1 2.0
1.0 1.9
1.8
B_out
P_Turbo_out [bar]

1.7
1.6
1.5
1.4
B_in Exh.
1.3
1.2 Valve
1.1
P_B_out (mar)

1.0
1.0
0.9
0.8
P_B_OUT [bar]

0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
0 1000 2000 3000 4000 5000
Time [ms]
6000 7000 8000 9000 10000 Layout with boost accumulator
1.7
1.6
P_B_In (mbar)

1.5
Capacity W/G
(
(

1.4
P_B_In [bar]

1.3
B_out

1.2
1.1
1.0 Restrictor
0.9
B_in Exh.
P_boost (mbar)

0.8
0.7
2.0
1.9 Valve
1.8
P_Turbo_out [bar]

1.7
1.6
1.5
1.4
1.3
The accumulator damps the pressure
1.2
waves in the Waste Gate control system
P_B_out (mbar)

1.1
1.0
1.0
0.9
which improves boost pressure control and
0.8
stability
P_B_OUT [bar]

0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
21000 22000 23000 24000 25000 26000 27000 28000 29000 30000 31000
*Example only
Time [ms]

84
Turbocharger lubrification

Good oil supply (2) is very important for the

lubrification of the turbocharger bearings .
There are no bearings for the rotor that
support fully at 150000 revs/minute at full
charge. The oil film and a perfect equilibration
of the rotor are the only support for the
turbocharger rotor.
Lubrification is also necessary for the cooling
of the turbocharger. A big return pipe (3)
guides the hot oil back to the sump via the
engine block.

85

Turbocharger lubrification

The engine oil is led under pressure into the bearing housing, through to the journal bearings and
thrust system. The journal bearings are a free floating rotation type. To perform correctly, the
journal bearings should float between a film of oil. The bearing clearances are very small, less than
a human hair. Dirty oil, lack of oil because a kink in the oil supply pipe or bad equilibration of the
rotor can cause serious damage to the turbocharger.

Afterworkingunderheavyloadlettheenginerunonlow
idletocoolandtoprotecttheturboandtheengine.

86
Turbocharger and exhaust mounting

Because of the differences in heat, the

differences between engine and exhaust pipe
vibrations, the brittleness of the exhaust manifold
and the turbocharger rotor that has to work at
very high speed and that is only supported by an
oil film, the mounting of the exhaust components
is very important.

The mounting bolts of the exhaust manifold (3)

and the turbocharger (1) have to be tightened to
a specific torque mostly in different steps.

Oil pipes (2) may not be nod while mounting.

While changing the locations of exhaust

F5 engines: components ensure that the exhaust components
are never put under mechanical stress.
Torque the turbo nuts (3)
20 - 30 N·m (15 - 22 lb ft).

87

Turbo intake and exhaust gas recirculation

EGR

EGR gases enter the intake manifold after the turbo. That makes a control of the
boost pressure extra necesarry. With the EGR valve open, the boost pressure has
to be lower than the EGR gas pressure.

88
Intake manifold

1. Bolts intake manifold

2. Intake manaifold
3. Throttle Valve Actuator
4. Manifold Absolute Pressure/temperature sensor
5. Intake pipe from turbo intercooler

89

Exhaust manifold - installation

1. Install new gaskets between the exhaust manifold and the cylinder head.
2. Install the exhaust manifold (4).
3. Torque the nuts to 10 - 20 Nm (7 - 15 lb ft).
4. Install the exhaust gas pressure sensor signal tube (2).
5. Install the exhaust gas temperature sensor (3).
6. Install the EGR flex pipe (1) and torque to 25 Nm (18 lb ft).
NOTICE: It is mandatory to replace both gaskets every
time the EGR flex pipe is removed.

90
 F5 engine with
Common Rail
Maintenance

91

Maintenance chart – F5 structural TIER IV

F5D TIER IV
Oil change 10L Ambra Master Gold Every 600 hours
15W40/10W30 (300 hours for working under severe conditions)
(4 cylinder engine) (300 hours for vehicles driving on bio fuel B30)
15L Ambra Master Gold
15W40/10W30
(6 cylinder engine)
API CJ-4, ACEA E5 –E7
Oil filter Every 600 hours
(300 hours for severe conditions or bio fuel B30)
Fuel filters Every 600 hours or earlier if drop in performance
Outer air filter Every 600 hours or earlier if drop in performance
Inner air filter Every 1200 hours or earlier if drop in performance
Blow by filter Every 1800 hours or every 2 years
Poly V-belt Every 1200 hours, inspect every 100 hours
DPF main filter Every 3000 hours or every 2 years
Coolant fluid AmbraAgriflu Every 1200 hours or every 2 years
Protectivefluidforenginecoolingsystem.
ASTMD6210Type1FF.

92
Maintenance chart – F5 non structural TIER IV
Agriculture
F5H TIER IV
Oil change 11L Ambra Master Gold Every 600 hours
15W40/10W30 (4 cyl.) (300 hours for working under severe conditions)
16L Ambra Master Gold (300 hours for vehicles driving on bio fuel B30)
15W40/10W30 (6 cyl.)
API CJ-4, ACEA E5 – E7
Oil filter Every 600 hours
(300 hours severe conditions or bio fuel B30)
Fuel pre-filter Every 300 or 600 hours (following application)
Fuel filter Every 300 hours or 600 hours (following application)
Outer air filter Every 1200 hours or two years
Clean or change every 600 hours
Inner air filter Every 1200 hours or two years
Blow by filter Every 1800 hours or every 2 years
Poly V-belt Every 1200 hours, inspect every 100 hours
DPF filter Every 3000 hours or every 2 years
Coolant fluid AmbraAgriflu Every 1200 hours or every 2 years
Protectivefluidforenginecoolingsystem.
ASTMD6210Type1FF.

93

Maintenance chart – F5 non structural TIER IV

Construction
F5H TIER IV
Oil change 10L Ambra Master Gold Every 500 hours
15W40/10W30 (4 cyl) (250 hours for working under severe conditions)
15L Ambra Master Gold
15W40/10W30 (6 cyl)
API CJ-4, ACEA E5 – E7
Oil filter Every 500 hours
(250 hours for working under severe conditions)
Fuel pre-filter Every 250 or 500 hours (following application)
Fuel filter Every 500 hours or earlier if drop in performance
Outer air filter Every 2000 hours or every year
(earlier if drop in performance)
Inner air filter Every 2000 hours or every year
(earlier if drop in performance)
Blow by filter Every 1000 hours or 500 hours (external blow-by)
Poly V-belt Every 1000 hours, inspect every 100 hours
DPF filter Every 3000 hours or every 2 years
Coolant fluid AmbraAgriflu Every 2000 hours or every 2 years
Protectivefluidforenginecoolingsystem.
ASTMD6210Type1FF.

94
As required

• Check up the radiator expansion

tank, fill up with cooling fluid if
necessary.

• Check up the radiator and blow

off if necessary (never use more
then 7 bar)

• Check up the compressor belt (if

not cracked)

95

At warning message display

Dry air filter

•If following symbol appear, the filter is
clogged. If the symbol does not
appear, clean it after 300 hours of
work.

•Place the external cartridge (3) facing

downwards like fig A. Smack the
cartridge a few times with your hand to
eliminate any residues of dust.

•Alternatively, clean it with

compressed air at a pressure under 5
bar.

96
At warning message display

Fuel filter water drain:

•If following symbol appear, water is in
the fuel, drain the filter immediately.

•Remove the sensor wire (3) from the

drain plug.

•Open the drain plug (2) on the

separator filter by loosening the knob.

97

Every 10 hours or daily

Engine oil level:

•This symbol appears when the oil
level is low. Respect the MIN and
MAX.
•DON’T run the engine with an oil level
below MIN.

•Engine switched off, check the oil

level with the dipstick.
•If necessary, top up with oil through
the fill point (2) to reach the level.

98
Every 100 hours

Air conditioning condenser :

•Turn the retainer (1) so you are able
to turn the condenser (2) in the
direction of the arrow.

•Clean with max 7 bar (compressed

air or a pressure washer).

Intercooler :
•clean also the intercooler (2) (from
the back to the front!). Be aware that
no water reach the cover of the engine
air filter!

99

Every 300 hours

Dry air filter :

•See a few slides back!

Alternator belt :
•Check the tension of the alternator
belt (1). Fit a new belt if there is any
doubt.

100
Belt install

1. Route the drive belt (1) on the pulleys as shown.

2. Turn the adjusting bolt (4) clockwise to apply tension to the belt (5) until the bracket
reaches the end of its slot.
3. Tighten the jam nut (3) on the adjusting bolt.
4. Torque the tensioner retaining bolt (2) to 45 - 55 Nm (33 - 41 lb ft).
5. Torque the lower alternator bolt (1) to 45 - 55 Nm (33 - 41 lb ft).

Possiblebeltdamage

101

Stretchy belt design (CE)

• Both the Alternator and the Air Conditioner belt is a stretch belt design
• The belts must be tightened until the adjustment reach the stops (as depicted below)

CONSTRUCTION

102
Engine oil change = Oil filter change

F5Dengine

Usealwaysthe
twodrainplugs
todraintheoil.

1. Lubricate the oil filter O-ring (3) with clean engine oil.
Earlier oil change when:
2. Screw the filter (2) onto the base (1) until contact is
• Oil is very black and carbonaded
made with sealing surface.
• Oil is brown (water condensation)
3. Tighten the oil filter an additional 3/4 of a turn.
• Oil has a fuel smell
• A lot of short running intervals
• Use of bio diesel B30 or more

103

Every 600 / 500 hours

Change engine oil and filter:

•The frequency can be 300/250 hours

in cold areas. Also the sulphur level
have an influence on the interval !
•Remove the drain plugs (1) from the
sump (one each side) and drain of the
oil.
•Screw the plugs back on
•Unscrew the filter (3), drain off the
remaining oil, clean the surface of the
filter seat.
•Lightly oil the seal of the new filter
and tighten it with ¾ of a turn.
•Fill up with new oil through the fill
point (2).
•Check the level after running the
machine (3min idle).

104
High filtration oil filters

This filters composed of inert inorganic fibers bound

with an exclusive resin to a structure with graded
holes, that permit much more thorough filtration as
they are able to hold back a greater amount of
particles of smaller dimensions than those held
back by conventional filters with a paper filtering
element.
External spiral windings produce a uniform use of
the element even in the worst conditions such as
cold starting with fluids with a high viscosity and
peaks of flow. In addition, it ensures uniform
distribution of the flow over the entire length of the
filtering element, with consequent optimization of
the loss of load and of its working life.

105

Refilling engine oil

During vehicle use, the central unit counts post-injected fuel quantity in order to activate and maintain
particulate filter regeneration.
A small quantity of this fuel, which is injected into the cylinders after combustion has already taken
place and remains partially unburned, leaks out through pistons spring rings into oil sump,
accumulating to lubrication oil. Although a part of it, evaporating, will be burnt in the engine through
recirculation system, its remaining part can degrade oil characteristics, impairing its functionality.
Quantity of accumulated fuel may increase in case of catalyst or engine inefficiency, and vehicle use in
conditions of low temperature and/or small amounts of miles covered.
The central unit counts the amounts of post-injections and consequently determines the quantity of
fuel accumulated in engine oil, and warns about refilling needed.
If, after refilling engine oil, the function is not reset, the central unit will keep on counting fuel
accumulation increase even with new oil, with consequent engine oil refilling warning.

106
Low ash lubrication oil is required

CJ-4 or ACEA E5 - 02, E7 - 04 or classification for

engine oil has been developed to meet EURO
emission standards & extend the life of the DPF
•Offers lower oil consumption and chemical reduction limits for phosphorus, sulfur, and ash
level is limited to 1.0 wt. % (Current CI-4 in the range of 1.2 to 1.5 wt)
• Highashcontenttendstoformsludgeanddeposits
• Lowerashreducessootaccumulationintheaftertreatmentcatalyst
• Lowerphosphorousreducespotentialcatalystpoisoning
• ApprovedforallTier2andnewerNEF&F5Cengines
‰ CurrentCI4engineoilscanbeusedasanalternativeonTier2andnewerNEF&Tier
3F5CenginesifCJ4engineoilisnotavailable
‰ InArcticconditions,an0W40CJ4oilgradeshouldbeused
‰ CNHTutelaUnitekisavailableinNorthAmericaforboththeCase&NewHolland
brandsanewspecificationchartforCJ4oils

LowSulfurDieselFuelrequiredtoreachemissionstandards
™ Regulationlimitssulfurcontentto15ppm,downfrom500ppm
•

107

Recommended temp range changed for

CI-4 & CJ engine oils

NOTE: CNH does not recommend the use of 10W-30 mineral oils on the Tier 4a F5H
w/ DPF due to potential loss of lubricity/viscosity from post injection DPF fuel
108

108
Every 600 / 500 hours

Replacing the fuel filters:

•Clean first the environment (we don’t want

any contamination!).

•Disconnect the sensor of the prefilter (2).

•Using your hands unscrew the two filtering
cartridges (1) and (2).
•Fill the two new filters with clean fuel, oil the
two gaskets, screw the filter back on and
tighten them by and ¾ of a turn.

•After changing : bleed the system

•Open the bleed valve (3)

•Operate the pump (4) until fuel comes out of
the bleed valve (3) , don’t forget to close.

109

109

Every 600 / 500 hours

Maximum fuel system protection provides increased

reliability and long component life

• Fuel prefilter (water separator)

• Premium fuel filtration system consists of
twin spin on filters
• Sensor to detect water in fuel. Alerts
operator with warning symbol
• Filter change warning
• Optional water separator filter (Separ) with
new mounting location

•Change the pre-filter every 300 -600 Hours

•Change the main filter every 600 Hours

110
Every 600 / 500 hours

Change the fuel pre-filter / water

separator every 500 hours or 250
hours on some construction engines
And every 300 hours on harvester
machines.

Prefilter / water separator (1) on harvester machine.

drain cock (2) .
bleed screw (4).
wing nuts (5).

111

Every 1200 hours/ 1000 hours / annually

Replacing the air filters:

•See previous!.

Fuel tank (tractors) :

•With the tractor on a level surface, and
engine shut off, drain the fuel by removing
the plug (1).

112
Every 1000 hours/annually

Air filters
• Air induction system consists of front grill
screen, primary & secondary filter
• Self-aligning, self-centering primary &
secondary filters create a better seal
• Exhaust aspirator removes 95% of all dust
from the engine induction airflow
extending air filter service life

Seespecificworkshopmanualforspecifedvehicleinformationabouttheairfilter

Replacement of the primary and

the secondary air filter every
1000 hours or every year on
construction machines

Don’t clean the main air

filter with compressed
air and be careful with
the inner filter . Don’t
use high air pressure !

113

Every 1200 hours /1000 hours / two years

• Check the thermostat!

• Washing cooling system and renew the coolant fluid:

114
From 1800 / 2000 hours on

• Check the fuel injectors with EST / EASY from 2000 hours or every year.
Check also the return flow leakage from the injectors.

115

Every 3000 hours

• Maintenance of the DPF ( Diesel Particulate filter ) following the clogging

starts normally at 3000 hours. It depends on the soot load and the frequency
of active regenerations.

• Clean the fuel tank. (Construction machines)

116
Engine oil and coolant specifications

F5 TIER III
Engine oil : 15W40 API CI-4 ACEA E3 – 96 or E5 - 2
F5 TIER IV
Engine oil : 15W40 API CJ-4 ACEA E5 - 02, E7 - 04

Coolant: change every 2 year 1/1 mixture glycol water plus 5 %

conditioner (Note some antifreeze contains conditioner)

•Change the engine oil and oil filter every 600 Hours
(Severe conditions 300 Hours)
•Change the engine coolant every 2000 Hours or 2 years.

UseonlyLowSAPSengineoilforTIERIVengines
APICJ4oilisrecommendedforSCRapplicationsandrequiredforDPFapplications

117

Lubricants & fluid

118
 F5 engine with
Common Rail
Common Rail fuel system
and fuel actuators

119

Common Rail CRS 2 - Main components

Electro
hydraulic
injector

CommonRail

Controller

HighPressurepump

120
Common Rail Fuel Injection System Layout

SUCTION

LOW PRESS

HIGH PRESS

RETURN

121

Common Rail Fuel Injection System Layout

A Common Rail system consists of an electronic controller with sensors to calculate the amount of
fuel to be injected. Different actuators will be activated following the calculation. The most principal
actuators are the electronic injectors and the fuel pressure regulator on the high pressure pump that
regulates the pressure in the rail.

From there it is drawn into the low pressure gear pump where it is then fed through the 5 micron fuel
filter.

Once filtered the fuel flows into the high pressure pump where it is pumped at high pressure to the
common rail.
The PWM controlled pressure regulator on the HP pump maintains fuel in the rail at a
constant pressure according to engine load and signals from the various engine sensors.

The fuel pressure up to the pressure regulator is maintained at a constant 5 bar by means of a limiter
valve.

Once the high pressure fuel has reached the common rail it is available to each injector at a constant
pressure.
By using solenoid valves to control injection via the engine controller each cylinder can be injected
completely independently of camshaft position.

122
Electronic injector

3
1

1. Fuelsupplyconnection
2. Fuelreturnconnection
3. Solenoid
4. Injectornozzle

Each cylinder has an electronic injector controlled by an electronic unit.

The electronic injectors have a high pressure fuel supply from a common rail
and a leakage return to the fuel tank.
Injection happens when the injector solenoid is activated by the controller.

123

Main advantage of a Common rail

TheCommonRail

In a common rail, that is an accumulator of fuel under High

Pressure, the high pressure does not depend any longer on
the engine speed. The High pressure is always available.

To reduce noise and emissions the rail pressure is low at

low engine load and high at high engine load. The amount of
fuel injected pro stroke can be dual injected: Pilot injection
and Main injection. The fuel injected during pilot injection
heats up, then starts to self combust at that moment the
main injection starts up and take further place. Main
injection fuel combusts directly.

124
 Main requirement while working on Common rail

Human hair 80 μm Maximumpurityisnecesarrywhileworkingon

HighPressurefuelsystems
Maximum size
of impurity
• Clean the work area before
disassembling fuel parts.
• Work with clean hands and clothes.
• Use plastic seal caps for the open
channels in fuel components.
Limits of human
• Put the components in a plastic sack.
visibility 30 μm
• Never use cleaning rags that give off
lint.

125

F5C Common Rail TIER 3

15 13
4 26
3
2
10
6 23
8
9
5

1
21
25
to the vehicle

7 11
1. Fuel Tank
17 28
2. Fuel-feeding Pump
3. Pre-Filter with Fuel Heater, Water Separator water in Fuel Switch
4. Fuel Filter with Fuel Temperature Sensor
5. Damper Volume
6. High Pressure Pump
7. Fuel metering Valve 16
8. Rail
9. Rail Pressure Sensor
10. Over Pressure Valve
22
11. Solenoid Injectors Engine CAN
12. Air Filter
13. Grid Heater
14. Intercooler 14
15. Intake Manifold Pressure and Temperature Sensor
16. Crankshaft Position Sensor 24
18 12
17. Camshaft Position Sensor
18. Coolant Temperature Sensor 20
19. Fixed Geometry Turbine
20. Wastegate
21. Pedal Assembly
22. Engine Control Unit
23. Diagnostic Connector
24. EGR Valve (EGR, H-bridge) with position feedback 19
25. EGR cooler
26. Cruise control/PTO interface

126
 F5H (F5D) Common Rail TIER 4a
14 29
4
3 30
2

10
6 22
8
9
5

7
20
1. Fuel Tank 1 24
to the vehicle
2. Fuel-feeding Pump
3. Pre-Filter with Fuel Heater, Water Separator water in Fuel Switch 12
4. Fuel Filter with Fuel Temperature Sensor
5. Damper Volume 16
6. High Pressure Pump 11
7. Fuel metering Valve
8. Rail
9. Rail Pressure Sensor
10. Over Pressure Valve
11. Solenoid Injector 15
12. Glow plug
13. Intercooler 21
14. Boost Pressure and Temperature Sensor Engine CAN
15. Crankshaft Position Sensor
16. Camshaft Position Sensor
17. Coolant Temperature Sensor 17
13
18. Fixed Geometry Turbine
19. Wastegate with pressure modulator 19 23
20. Pedal Assembly 27 26
21. Engine Control Unit 31 Air filter
22. Diagnostic Connector 32
23. EGR Valve with position feedback
24. EGR cooler
25. Oxycat
26. Exhaust temperature sensors (3x)
27. DPF 33
28. Delta pressure sensor
29 Throttle Valve (TVA) with position feedback 28 25
18
30 Cruise control/PTO interface
31 Total exhaust gas pressure 34
32 Total exhaust gas temperature
33 Air intake temperature sensor
34 Lambda sensor (UHEGO sensor)

127

Flow of fuel - Components

High pressure
Return to tank

Fuel suction
Low pressure

128
Filter Pack

Fuel temperature sensor Hand pump

Fuel Heater

Fuel supply

Water in Fuel sensor

Fuel return

129

The fuel return lines for pressure less return

Drain line injectors

From low
pressure
supply pump

Thedamperinthereturnassuresa
pressurelessreturn

Return to the tank

130
Connections of the high pressure pump
Pressure side of the supply
pump into the filter pack

Suction side from the supply pump

Fuel line from the filter pack

High pressure
connection to the rail

Return of the high pressure pump

131

High Pressure Pump CP4.1

MPROPvalve

Supplypump

Driveshaft

SinglepistonHPpump

132
High Pressure Pump Components

Legend

1. Metering unit (MPROP)

2. Cylinder head
3. High pressure port to rail
4. Plunger
5. Bucket tappet
6. Roller
7. Double cam
8. Drive shaft
9. Pump flange

CP4.1
133

Install the pump

Install the pump on the gear housing while aligning the

pump shaft key (1) with the slot in the gear (2).

134
Fuel supply pump Bosch CP4.1

In normal running, fuel is drawn in through the inlet port (A)

The gear pump pumps it out through the outlet port (B).
Pressure and spring hold the by-pass check ball on its seat.
Both check balls (1&2) remain on their seats

135

135

Fuel supply pump

OVER - SUPPLY
Over – supply BYPASS
bypass
Bypass valve (1) is open

2
1

Bypass by bleeding
Bypass valve (2) is open

136
Pressure regulator

MPROP valve CP4,1

Located at the high-pressure pump inlet, on low

pressure system, it modulates the amount of fuel for
high-pressure pump supply based on commands
received from ECU.
It mainly consists of parts below:
• Trapezoidal-section lock pin
• Valve control pin
• Pre-load valve
• Coils
When no control signal is present, the pressure
regulator is normally open, therefore the high-pressure
pump is in maximum delivery condition.
The ECU modulates a PWM control signal to extend or
reduce section of fuel supply line to high-pressure
pump.

137

MPROP valve CP4.1

Datar

138
Common Rail and injectors

Injector
Fuel return at the
injector top HP pipelines

Rail pressure sensor

HP supply pipeline
Pressure relief valve 1700 bar
2 stage opening 1700 – 800 bar
M23
139

Common Rail – Accumulator under High Pressure

Fuel pressure is increased at the plunger of the high pressure pump and delivered to the rail that acts
as an accumulator.

A pressure sensor in the rail provides the control module with the current status of pressure.
Pressure in rail varies depending on engine load.

High pressure pipes are all the same length, as with conventional fuel injection systems.
The rubber grommets on the high pressure pipes help reduce failure by adding weight to the pipe, and
thereby changing the frequency of vibration to a limit that avoids fracture.
Note: High pressure supply pipes are tuned to prevent vibration.

Never loosen or disconnect any fuel system components while cranking or with the engine running.

Always wait long enough to loosen the HP pipes after stopping the engine till the pressure
in the rail is 0 Bar. Use the EST to check the pressure in the rail before loosen the pipes

An over-pressure relief valve controls the maximum pressure and will limit pressure in the
event of pressure sensor failure or if the normally-open pressure regulating valve has no current to
operate the PWM control spool.

140
Common Rail – Accumulator under High Pressure

High pressure supply pipes are tuned to prevent vibration and

different expansion due the pressure oscillations while injecting...

Railpressurereliefvalve(PRV) Pressurelessreturn Railpressuresensor

141

Pressure Regulator & Limiter Valve –

Engine at Maximum load

1. Coil 6. Fuel inlet from filter

2. Core 7. Fuel return from high-pressure pump
3. Pre-load spring 8. Cylinder for opening discharge port
4. Poppet 9. Fuel discharge
5. High-pressure feed pump 10. Fuel delivery

142
Pressure Regulator & Limiter Valve –
Engine at Low Idle

1. Coil 6. Fuel inlet from filter

2. Core 7. Fuel return from high-pressure pump
3. Pre-load spring 8. Cylinder for opening discharge port
4. Poppet 9. Fuel discharge
5. High-pressure feed pump 10. Fuel delivery

143

Pressure Regulator & Limiter Valve

Engine at low idle
Regulator coil is energized with a PWM signal and then the coil core is displaced against the preload
spring. The coil core movement causes the poppet to assume the maximum closed position, and
therefore minimize the flow of fuel to the high pressure pump.
This limits the common-rail pressure to approx. 350 – 400 bar (5075 – 5800 psi).
The 5 bar limiter valve, responsible for controlling the opening and closing of the discharge port, will
be in its maximum opening position to allow excess fuel to decay through the discharge outlet.

Engine at maximum load

Regulator coil is not energized, so core is at rest position due to the effect of the preload spring. The
poppet is in the maximum delivery position.
The rail pressure raises till its maximum value 1600 bar.
Regulator feeds the high pressure pump with the maximum available flow rate.
The 5 bar pressure limiter discharge passage is closed. A small flow of fuel to lubricate the pump is
allowed.

Lube orifice in the Mprop-valve

The lube orifice provides lubrication and cooling for the high pressure pump by the fuel and to
discharge excess fuel as the fuel regulating valve (Mprop) does not close completely - the orifice
keeps the rail pressure at a desired low value at zero injection when the engine decelerates.

144
Rail pressure relief valve

Reliefvalve
(PRV)

Fuelreturn

A mechanical device consisting of a housing, piston, spring and a shim.

Operating characteristics
Limiting valve opening pressure: 1700 bar ( xxxx psi)
Second stage opening pressure: + 800 bar ( xxxx psi)
Maximum allowable fuel temperature in the return circuit: 160 㼻C (320 㼻F)

145

Replacement of the PRV

1.

2.

3.

4.

146
High pressure pipes

Don’tforgettoinstallthevibration
clampsonthecorrectlocation

20Nm
(15lbft) New

Used

NOTE: It is important to have the external high pressure pipe nuts tightened to the correct
torque. If over torqued the inner diameter of the pipe can get squeezed which will restrict the
flow of fuel and therefore effect engine performance.
Don’t bend the high pressure pipes.
To avoid HP leakage It is recommended the renew the high pressure pipes each time that the
pipes have to be removed.

147

Low pressure pipes and connectors

Vossconnector

A.CorrectconnectedB.Correctdisconnecting

148
Bleeding

Hand pump
Breather points:
Loosen bleed screw on filter and operate the hand
pump.
Tighten bleed screw when the fuel is free from air.
Crank the engine and run at low idle until the
engine runs smoothly.
Only crank the engine for 20 s at a time. Allow the
starter to cool for 30 s before cranking again.

Note: Before replacing the filter open the bleed

plug to release the pressure.

Bleed screw on filter

149

Common Rail – Injector Voltage supply

High side switch InjectorBank

The voltage supply to the injectors is

made by a High side switch (transistor)
and supplies 2 injectors.
Low side switches

Each time that an injector has to inject, the

high side switch of the injector bank
switches on together with the specified low
side switch.

Ashortcircuitinoneinjectorcircuitwillswitchoffthe
entireinjectorbank
MostlytheECMwillstorealotoffaultcodes.Aswell
faultcodesoninjectorsfromtheotherinjectorbank

150
Common Rail - Injector

Capacitors are used to get to 80 Volts to initially fire the injectors.

Fuel metering is defined by the opening time of injector and rail
pressure.

Main injection delivery will vary depending on load and status of

the engine.

A pilot injection 300μs before the main injection takes place,

reducing noise and increasing combustion efficiency.
On F5 engines pre-injection is activated at all engine speeds.
(exception during the warm up phase of the engine)

The nozzle of the Bosch CRIN 2 injector can be different according

different engine specifications like power.

A “zero delivery drain” orifice exists within the CP4,1 pump so as

to discharge excess fuel as the fuel regulating valve (Mprop) does
not close completely - the orifice keeps the rail pressure at a
desired low value at zero injection when the engine is motored
downhill.

151

Common Rail - Injector

Electrical
HP fuel supply
return supply

Solenoid

Exit orifice (2)

Inlet orifice (1)
Control
chambre Return channel
central for the
example injector
Leakage return
HP supply from rail

Injector nozzle

152
Common Rail - Injector

153

Common Rail - Injector

154
Common Rail - Injector

Main components are the nozzle and solenoid valve. Constantly supplied with fuel at injection pressure
from the common-rail, this varies depending on demand. Solenoid valve and therefore injector
operation is controlled by the ECM.
At rest with the coil de-energized, the ball valve (6) is in the closed position. Same pressure in both
pressure chamber (8) and control area (9), needle cannot be lifted.
Spring is only used to position the needle and control tolerances, and is not part of the closing
mechanism.
Coil (4) energized, the ball (6) moves up
Fuel flows from the controlled area to the back-flow pipe, causing a drop in pressure above the rod. At
the same time, fuel in the pressure chamber (8) causes the needle to rise, allowing injection into the
engine cylinder.
Once injection quantity is met, (ECM - map) the ECM de-energizes the coil.
Ball valve (6) returns to the closed position, recreating the balance of forces and therefore the needle
closes, terminating the injection cycle. The difference in surface areas dictates a downward force.
One or two pilot injection (advance) takes place 300 micro-seconds before the main injection for a
duration of 170 micro-seconds. The main injection varies to meet demand. Opening time is dependent
on the actual rail pressure.
For the heating up of the particle filter a post injection follow the main injection. For the forced
regeneration of the particle filter two post injections are required.
Timing of injection is defined by actuation of injector by ECM. This leads to a quieter engine and
increased combustion performance.
High pressure pipes and transfer tube have to be changed after each removal.

155

Common-Rail Injector ignition on

The engine control unit checks the injectors each ignition on.
The injector is activated only one time.

Datar

156
Common-Rail Injector warm up phase1

Warm up phase 1
1 main injection
1 post injection

Datar

157

Common-Rail Injector warm up phase2

Warm up phase 2
1 pilot injection
1 main injection
1 post injection

Datar

158
Common-Rail Injector (idle)

Engine in idle speed

2 pilot injection
1 main injection

159

Common-Rail Injector (1200 rpm)

Engine 1200 rpm

1 pilot injectiion
1 main injection

160
Common-Rail Injector (2000 rpm)
Engine 2000 rpm
1 pilot injectiion
1 main injection
1 post injection

161

Common Rail – Injector ball seat damage

Hardparticlescontainedinthefuelgreatlyincreasethe
wearoftheballseat,leadingtothecreationoferosionlines
whichcompletelybypasstheseat.
Thefinaleffectisaveryhighstaticbackleakflow.

Phase 3 : By – pass of
the seat – Widening of
the line

Phase 2 : Erosion of
the bottom of the
damages

Phase 1 :
damages on the
edge

162
Remove the injector

Remove the nut (1) and conical washer from the injector hold down.
Use a heel bar (2) as shown to pull the injectors from the cylinder head.
NOTE: Mark the location of each injector to ensure they are installed in the same cylinder if you don’t
replace the injectors.

163

Changing and repair of the injector

Rebuildingandrepairingthecommonrailinjectorscanonlybe
doneonacommonrailtestbench.

Donotremovetheinjector
bywrenchingthesolenoid
assemblynut.

Awayschangethecupperringseal
andchecktheseatinthecylinder
forinpurerity.

Cylinder compression leakage via the injector result in

undismountable injectors.

164
Injector install

1. Install the crush washer onto the injector nozzle.

2. Install the injectors with hold downs into the cylinder head.
3. Loosely install the high pressure fuel lines.
4. Torque the hold down nut (1) to 28 Nm (21 lb ft).
5. Install the fuel return lines (2) and retain with spring clips (3).
6. Tighten the high pressure fuel lines (3).

NOTE: When installing the

original injectors, be sure they
are installed in the same cylinder
from which they were removed.
When installing new injectors,
the IMA code must be recorded
and configured in the Electronic
Service Tool

165

Fitting the fuel return lines

Reconnect the return fuel lines as follow:

• Remove the spring clip (1) from the
connection fitting.
• Check the plastic connection fitting for
damage. Replace if necessary.
• Fit the plastic connection fitting in the
return port of the injector.
• Mount the spring clip in the port and
connection fitting groove.
• Check the return connection for
leakkage, replace the plastic
connection fitting if necessary.

Toavoiddamage,donotclickintheconnectionfittinginthe
returnportfromtheinjectorwhilethemetalclipismounted.

166
IMA / IQA Codes

PRUDUCTION DATE
IMA-CODE DATA MATRIX

IMA-CODE
ALPHANUMBERIC

BOSCH ORDER NUMBER

IQAcodeorIMAcodehastobewrittenintheECMbytheEST.
Thecodeisabouttheinjectorflowratetolerances.

167

Fuel injectors - Configure - IMA codes

1.

2. 3.

4.

5.

168
Injector protection

Foreverystorageaplasticbagandplasticsealshastousedagainstimpurity.

169

Measurement of the injector return flow

Non FPT pictures

An important injector diagnosis is the measurement of the return

flow of each injector and the High Pressure pump.
• Put a separate return pipe on the return port of every injector
and High Pressure pump.
• Start the engine and bring the engine under load.
• Compare for equal return flow of every injector
• Look for the correct return flow volume for the injectors and
HP-pump if the figures are available.
• Check if the return lines are pressure less.

170
Check for scob

ScobontheMPROPvalvestrainer
meansdamagedHighPressure
components.

171

F5 engine with
Common Rail
Exhaust system with EGR and
Diesel Particle Filter

172
CNH solutions for Tier4 emissions

NEF4&6cylinders F5D F5H

Engines

SCR&AdBlue DOC&DPF+CEGR

Systems

Tier4AEmissions

173

TIER 4A Strategy

DPF +CEGR technology for engines below 115 hp

• Best acceptable solution for light to medium industrial-
agricultural applications (cost vs. emission reduction)

SCR Technology for engines over 115 hp

• Best solution for strong engines because the power of the
engine is reduced only minimally. Best fuel efficiency.

174
Exhaust gases

Some facts to diesel engines

• In the combustion chamber resulting diesel particle (PM) and nitrogen oxides (NOx) by
opposing chemical processes.

• No diesel engine can fulfill only by its form and without exhaust after treatment system,
the exhaust emission standards for PM and NOx

Increase Increase

Reduced Reduced

When an engine operates at optimum The exhaust gases are recirculated to

performance efficiency, particulate the intake side, so changed the NO x
emissions are minimal. However, the NOx content. In this case, however, the
content of exhaust gases is then very high. particulate emissions are higher.

175

DPF + CEGR Solution Basics

EGR Cooler

NOxreduction PMreduction

¾ TheCEGR/DPF(CooledExhaustGasRecirculationwithDieselParticulateFilter)
¾ ReducesNOxemissionsduringcombustionprocessbyrecirculatingexhaustgasintothe
combustionchamber
¾ PMisreducedbytrappingitinaDieselParticulateFilteraftercombustion

176
F5H DPF-CEGR System :
Overview of the components

177

DPF-CEGR: components on the engine

EGR System Layout

Throttle Valve

EGR Cooler

EGR Valve

Total exhaust
pressure sensor

178
DPF-CEGR: components on the engine

Exhaust gas recirculation EGR Valve

EGR Valve

• By opening the EGR valve, the

exhaust gas through the EGR cooler
is returned into the combustion
chamber.

179

DPF-CEGR: components on the engine

Exhaust gas recirculation

EGR Cooler

EGR Cooler

• The EGR cooler cools the exhaust

gas from 400 ° C to 90 ° C because
the heat is absorbed by the cooling
water.

180
Cooled EGR System

• NOx reduction due to CEGR system.

• 0 till 22% of exhaust gas is returned to

combustion chamber

• More engine load = less recirculation

181

DPF-CEGR: components on the engine

Exhaust gas recirculation

Intake Air
Valve

Intake Air Valve

• The Intake air valve is controlled by the

engine control unit and used to attract
EGR gasses in the intake system. In
operation it regulates with the EGR
valve the recalculated exhaust gas and
the intake air and it restrict the fresh air
flow to cylinders.

182
DPF-CEGR: components on the engine

Exhaust gas recirculation Total exhaust absolute

pressure sensor

Absolute Exhaust Pressure sensor

• Absolute exhaust pressure sensor is used

only to control. Should the engine not work
correct ( fat black smoke) , than the filter
regeneration is initiated by unacceptable
back pressure in the exhaust manifold.

183

Control of the EGR flow

EGRControlValve
3

IntakeAir
Example: ThrottleValve
1. Exhaust side = 2.3 bar
(0.25 bar pressure drop in EGR cooler) 1
2. After EGR cooler = 2.05 bar
3. Boost pressure = 1.8 bar

BoostPressure
modulator

During Exhaust gas recirculation the EGR pressure has always be higher than the boost pressure. To
keep this under control there are:
• The EGR control valve
• The Boost pressure modulator valve
• The Air intake Throttle valve

184
DPF-CEGR: components DOC + DPF

Exhaust System Layout DOC (Diesel Oxidant Catalyst)

DPF (Diesel Particulate Filter)

Pressure Drop Sensor

Temperature Sensors

Lambda Sensor

185

DPF-CEGR: components DOC + DPF

Pressure Drop Sensor
After Treatment System

Pressure Drop Sensor

• Measures the pressure before and after the

diesel particulate filter and calculates the
raising of soot in the DPF

• The signal of the sensor is managed by the

ECU

186
DPF-CEGR: components DOC + DPF
High Temperature Sensors
After Treatment System

Exhaust Temperature Sensor

• The three temperature sensors monitor the

after treatment system and communicate to the
engine control unit what temperature we have
in the exhaust system the engine controller
calculates what time that the post injection
have to do the regeneration.

• And they protect the system against

overheating.

187

DPF-CEGR: components DOC + DPF

After Treatment System Lambda Sensor

Lambda Sensor

• The lambda sensor is purely for the control of the

exhaust gases.
• The lambda sensor measures the oxygen in the
exhaust gasses.
• The emission values are not in order performance
reduction

188
Cartridge with Diesel Oxidation Catalyst and
Diesel Particulate Filter

• DOC / DPF cartridge design.

• Fully integrated under bonnet – allows compact

design, no sight obstructions!

• Reduction of unburned hydrocarbons in the Diesel

Oxidation Catalyst.

• Unburned fuel particles are trapped in the Diesel

Particle Filter (wall flow type)

• Regeneration is the process to clean the soot inside

the DPF.

• There are basically 2 level of regeneration detailed

next slides:

• Passive regeneration
• Active regeneration

189

Diesel Oxidation Catalyst

ƒ HC and NOx reductions addressed with base

engine calibration, enhanced turbo efficiency, and enlarged
cooled EGR
ƒ DOC effective for control of:
ƒ carbon monoxide (CO)
ƒ hydrocarbons (HC)
ƒ odor causing compounds
ƒ Turns majority of emissions
into carbon dioxide and water

Late injection causes much chemical

reaction in the catalyst.
This results in high exhaust temperture
at the exit of the DOC.

190
Particulate filter

ƒ Uses a porous, catalytically coated, silicon

carbide filter to trap particulates
ƒ Filter is a series of dead end channels
ƒ Exhaust is forced through the wall to a exit Porous Cell Wall
channel, which traps the soot

Trapped
Diesel
Particula
te Matter
Alternate cell
plugging pattern

191

Particulate filter

™ To prevent clogging,
particulate matter is
burned off
• Leaving ash
• Yielding carbon dioxide
and small amounts of water
Diesel Particulate Filter

™ Hot exhaust gasses heat the DPF substrate

¾ Igniting the soot that has collected and built up in the cells
¾ When complete, all that remains is a tiny amount of ash
¾ Effectively restores the flow through the cell walls, or
regenerating its ability to do so

192
192
 Regeneration Types
Passive - regeneration takes place while operating the machine during normal operation and the engine
load elevates exhaust temperatures enough to burn small amounts of soot
‰ Temperatures can range from 280ºC (536ºF) to nearly 500ºC (932ºF) and requires no action from
the driver.

Automatic – Is initiated by the engine control software when regeneration is determined to be required and
only when certain conditions are met
‰ Typical exhaust temperatures will range from around 400ºC (752ºF) to more than 600ºC (1112ºF)
and requires no action from the driver.
‰ Can occur while the vehicle is moving or not.

Forced (Manual) - is requested by the engine controller (by way of the dashboard interface) and
commanded by the operator.
‰ Engine fuel injectors spray fuel into the cylinder during the exhaust stroke where fuel vapor is
exhausted from the engine down to the DOC in order to raise exhaust temp.
‰ Manual regeneration requires the machine to be parked with the throttle set at low idle for the
duration of the cycle.

Service - can be commanded by the technician using an EST for diagnostic purposes
‰ can be commanded at any time regardless of soot load in the DPF.

193
193

Regeneration of the DPF

Passive Regeneration:

• During normal operation

• Compact design DPF very close of the engine

ensures high enough temperature levels to
facilitate regeneration at all work-loads:

• No additional Diesel injection (post-injection)

required.

• Exhaust gas temp: 250 to 450°C

194
Regeneration of the DPF

Automatic or Active Regeneration:

• Activated by fuel post injection. Temperature level > 650°C.

• Operator´s warning when active regeneration in process.

• Green warning lamp is flashing during the process (duration

approximately 15 min)

195

Regeneration of the DPF

Regeneration inhibition:

• Operator can inhibit active regeneration

when working in fire hazardous
surroundings,…

• Inhibition remains until next engine start

• When regeneration is inhibited:

• Green light remains steady on

• Message appear on central display

every 5 minutes

196
Regeneration of the DPF

Forced active regeneration

• Operator could decide to process the active

regeneration

• Managed from the set up menu of the dashboard

• Forced active regeneration could be required under

certain conditions (i.e. if active regeneration was not
successful…) or when alert message is displayed

• For forced active regeneration tractor need to stop

working for 15 to 20 minutes

197

When Does DPF Regeneration Occur?

Three Distinct Operating Modes

Passive
¾ Happens whenever the operator works the machine hard enough to raise the exhaust
temperature above 280C (Normal vehicle operation with base calibration)
Automatic
• The EDC calculates the soot load in the DPF using sensors and a mathematical
algorithm
• Commanded when the EDC calculates that the soot load (estimated) is in the appropriate range
• Normal vehicle operation with base calibration, late injections added
• Operator can drive normally without noticeable drivability concerns *Enginecoolantmustbe
• Engine Controller triggered by: above60C
• predetermined maximum soot loading model (ex below)
¾ hours of operation – 8 hrs (approx)
¾ fuel consumption - X litres (gallons) of fuel (load)
¾ Delta exhaust pressure across DPF
9FPTRegenerationdurationisapprox.5to20minutes(Skidsappearstobeapproximately9minutes)

9OperatorcanInhibitregenerationifworkinginanindoororhighdebrisenvironmentwherehigh
exhausttemperatureshouldbeavoided

*Preliminary information
198
When Does DPF Regeneration Occur?

9Requestedwhenthesootloadexceedsherangedefined
Forced (Manual) forAutomaticregeneration

Unusual condition and does not happen on a regular basis.

(Owner may never experience)
¾ Possible causes are extended run time with the inhibit regeneration function active & long idle periods without
meeting engine speed and coolant temperature requirements for automatic regeneration.
¾ Completely different engine calibration designed to produce high exhaust temps
¾ Driver notified of regeneration by light in dash
¾ Machine must be in Idle position, and FNR switch in neutral, Park brake applied
¾ Operator is requested to start process through dash menus
¾ Engine speed increases to 2000 rpm with the throttle in idle position

2 stages
1. Warm up the DOC and DPF slowly to 250C Regenerationdurationis
• Reduce air flow with the Intake Air Valve
approximately20minutes
• Reduce rail pressure
(maychange)
• Late injections added

2. Add late injections to heat the particulate filter to the “burn off” temperature (^600C)
• Must be monitored to ensure the DPF does not overheat

*Preliminary information
199

What does DPF regeneration late

injection look like?

‰ Fuel will be
adjusted if DPF
gets near 700°C
(at high speeds)
‰ Temperatures
must be closely
controlled

* Example only (not an actual FPT engine)

Excessive temperature can

* Post Injection cycled to cause DPF meltdown
maintain temperature and
safeguard the DPF

*Industry wide example

200
Soot Mass level of the Diesel Particulate Filter

To determine the clogging level of the DPF folowing values are used
as main values:
• The measured differential pressure of the DPF
• The volume of the intake air
• The amount of engine running hours
• The exhaust gas temperature before the DPF
• The exhaust gas temperature after the DPF
• The total volume of injected fuel

The clogging level of the DPF is know as the Soot Load for the
Engine Control Module and for the EST in percentage (%). 100% is
intended as the optimal Soot Load for to activate the first stage of
Active Regeration called Automatic Regeneration.

201

Soot Load Diagramm and actions

DPF damaged - Inhibition of Force Regeneration

Automatic Regeneration
Force Regeneration required disable

Fault codes
Active Regeneration
required
Forced Regeneration disable

Active Regeneration enable

Active Regeneration disable while loading the DPF

ECM can consider Active Regeneration as complete

Soot Mass level after Active Regeneration

202
Determing the working zone

To determine the working (regeneration) level of the DPF four

parameters are used:
• The measured differential pressure of the DPF
• The calculated flow of the exhaust gasses
• The calculated expected soot mass level
• The O2 value from the lambda sensor

The flow of the exhaust gasses is calculated by using the following

sensor parameters:
• The differential pressure on the DPF
• The temperature before the DPF
• The intake manifold pressure for calculating the intake gas flow
• The atmospherique pressure

203

Working levels of the DPF

Non FPT example

f
e d
The ECU will try to stay in c
the B-zone by executing as
much as possible automatic
regenerations once the
C-zone is reached. b

Flow of the exhaust gasses L / h

a) LeakageinDPFsystem,DPFdamageorremoved(Faultcode)
b) Passiveregenerationpossible,normalworkinglevel
c) Automaticregenerationrequired
d) Forcedregenerationrequired(operator)
e) Serviceregenerationrequired(EST,maintenanceneeded)
f) DPFexchangerequired,completecloggedDPF(Faultcode)

204
Working levels in function of the calculated
Soot Mass level - Amount of running hours

Non FPT example

f
e d
Position of the working
levels changes in c
function of the total
amount of running hours
and the working
conditions of the engine
b
during these working
hours.
a

Flow of the exhaust gasses L / h

a) LeakageinDPFsystem,DPFdamageorremoved
Service regeneration required (E - zone)
b) Passiveregenerationpossible,normalworkinglevel
You can try to start the regeneration with the
c) Automaticregenerationrequired
EST but that does not mean that the diesel
d) Forcedregenerationrequired particulate filter works perfectly again.
e) Serviceregenerationrequired
f) DPFexchangerequired,completecloggedDPF

205

The “Dosing” Regeneration Method

Firststep…. Secondstep….Introducealatepostinjectionfueltooxidizein
Warmuptheexhaustgastothe theDOCtoheatexhausttotempapproximately600C(1100F
DOC>250C(500Fapprox) HC oxidize approx)

Soot oxidize

Exh T >250°C Exh T >600°C

DOC DPF
¾ To raise temperature, fuel is injected into the exhaust at different points where it reacts with the
DOC
¾ The fuel injectors have the capability of injecting fuel more than one time during each combustion
cycle

¾ During regeneration, late and post injections cause the exhaust temp to elevate and burn off the
PM
¾ When temperature is above 250o C at the DOC, there is an additional injection to help create
hotter exhaust gas temps over 600C in the DPF
¾ The intent is to gradually build-up heat to burn off PM; as opposed to an initial burst of
extreme heat which could damage the DPF wide example
*Industry

206
Common-Rail Injector regeneration phase
Regeneration phase
2 pilot injection
1 main injection
2 post injection

Datar

207

Service needed - E and F working zone

Forced Regeneration can take 15 to 20 minutes depending on the counter pressure in the DPF. The
more counter pressure , the longer the regeneration takes. To reduce this regeneration time, the
temperature inside the DPF has to rise till its limit. Therefore more post-injection and engine load
during the forced regeneration is needed. To load the engine during regeneration the glow plugs and
the airco compressor will be automatically engaged After several regeneration and many engine
working hours the ECM will detect that the regenerations takes more and more time, 20 minutes
won’t be enough to return to the B working level and the oil have to be changed after every
regeneration. In this situation the engine only works a small time in the D working zone and the DPF
clogs so fast that the engine performance reduces faster than the derate strategie describes. We are
now in the E working zone. Under this conditions the ECM decides to work in the so called “ Service
Needed Strategy”. The engine derate will be stronger. On the dashboard a warning will appears. The
operator won’t be able to activate a Forced regeneration and has to contact the dealer workshop.
Long Forced regenerations at high engine speed with high exhaust temperature are always better
under the control of the dealer workshop. Finally the oil has to be changed. The same thing happens
when several automatic regenerations were interupted and the request for forced regeneration was
denied by the operator on a vehicle with a lot of working hours for the DPF system.
In the “Service needed” working zones the dealer can try to start the regeneration with the EST but
that doesn’t mean that:
• The diesel particulate filter works perfectly again ( E working zone )
• The ECM starts up the forced regeneration ( F working zone )

208
Auto Regeneration
Loader Backhoe

209

“Forced” Regeneration
Loader Backhoe

210
“Forced” Regeneration
Loader Backhoe

211

F5 engine with
Common Rail
Engine management

212
Engine management - Bosch EDC 17C49

™ In general the EDC17C49 manages the engine fuel injection, EGR, and
DPF system
™ Controls the speed and power output of the engine as well as minimizes the
generation of NOx pollutants
™ Receives sensor inputs from the DPF system sensors and determines
Regeneration
™ Monitors EGR sensors and controls operation

213

Engine management – EDC 17C49

The EDC 17 electronic control module

manages also the following main functions:

• Fuel injection
• Accessory functions
• Speed limiter
• PTO
• etc.
• Self-diagnosis
• Recovery
• Enables interfacing with other electronic
systems available on the vehicle

Specifications
Operating range : -40 and 80 °C (-40 - 176 °F)
Rated continuous temperature : 80 °C (176 °F)
Power supply: 12 V
Max power supply: 18 V
Min power supply : 7V

214
Engine management – Functional scheme

215

Engine management – Fuel mapping

Fuel dosing and injection lead

Parameter values are temporary

stored in the ECM. The software of
the ECM calculates the fuel dosing
Injectiontime

or injection time and injection lead

from different sensor values called
parameters. For the calculation
many lock up tables are used. The
3D of the lock up table calls “MAP”.
After using many maps and
algorithmic calculations the injection
time (pre – and main injection ) and
the injection lead are set.

216
Engine management – Fuel dosing

Fuel dosing is calculated based on

• Engine load and load demand

(accelerator position, torque demand from vehicle controller (VCM) or transmission controller )
• Engine RPM and engine speed demand (vehicle speed demand handle by the VCM if mounted)
• Quantity of air intake (calculated from engine RPM, air temperature and intake manifold pressure)

During the starting phase fuel dosing is calculated based on

•Engine speed
•Coolant temperature
•Other parameters

Engine speed, accelerator position and manifold absolute pressure are the main parameters for the
fuel dosing

217

Engine management – Fuel dosing

Fuel delivery corrections based on:

• Coolant temperature
When the engine is cold, it encounters greater operating resistance, mechanical friction is high and
the engine oil is still very viscous. Fuel injected also tends to condense on cold metal surfaces.
Fuel dosing is therefore greater than with a hot engine.
• Noise, fumes, overloads
Behaviors that could lead to the above mentioned items are well known, so the control unit is
programmed with specific instructions to prevent them.
• Overheating
In the event of engine overheating, the control unit will "De-rate" the engine. This decreases the fuel
delivery proportional to the temperature reached by the coolant.

After determining the mass of air introduced by measuring its volume and temperature, the control unit
calculates the corresponding mass of fuel to be injected into the cylinder involved. It also takes into
account the temperature of the engine oil.
Fuel temperature is also taken into account, because the controller activates the injectors for a certain
time. Cold fuel has a greater mass then heated fuel. The injector activation time depends also on the rail
pressure. The higher the rail pressure, the higher the injected fuel mass in a certain time.

218
Engine management – Fuel dosing

Injection strategy

Depending the calculated fuel quantity, the engine RPM and the engine temperature , the fuel quantity
is injected in several parts: “ one or two Pre-injection and main injection”, “ Two Pre-injections, main
injection and two Post injections during active regeneration”
Multiple injection timing control and Dynamic correction on pilot/post/multiple injection.
Special strategy is used to heat up the engine and the exhaust system during the “Warm up phase”.
Only main injection and post injection can be used or pre-injection, main injection and a large post
injection can be used.

Monitoring and backup functions

Redundancy procedures and plausibility checks over the input and output signals.
Different degradation logics depending on the failure severity.

De-rating

In the event of engine overheating, the control module will decrease the power of the engine
proportionally to the temperature reached by the coolant.

219

Engine management – Rail pressure

Rail Pressure depends on:

• Engine RPM
• Calculated fuel quantity
• Load demands
• External device actuation
PTO, Hydraulic pump, etc…..
• Injection strategy
pre-injection with main injection or only main injection
• Speed reducer and braking
• Cruise control
• etc.
• Serious defects involving load reduction or engine stop

Injection cut-off

During deceleration of the engine there is a injection cut-off. The injection starts at new when a
minimal engine speed is reached to avoid engine-stop

220
Engine management – Injection timing and lead

In general the injection time corresponds the injection quantity. Because of the self combustion
temperature and the fact that fuel combustion has to start at TDC, there is injection lead .
Injection lead or the start of fuel delivery expressed in degrees, can differ from one injection to the
next, even from one cylinder to another.
It is calculated according to engine load, for example, accelerator position, engine RPM and air intake.

Lead is corrected as required:

• During starting
• During acceleration
• According to coolant temperature

Lead is used to obtain:

• Reduced emissions
• Noise abatement
• No overload
• Better vehicle acceleration

High injection lead is set at start, based on coolant temperature. Delivery start feedback is given by the
electro valve impedance variation.

221

Engine management – Engine start

Cylinder 1 recognizing: crankshaft and camshaft sensors synchronization takes place at first engine
turns.
The accelerator pedal signal is ignored at start. Start delivery is mainly based on coolant temperature
via a specific map. Minimal engine RPM and minimal battery voltage are also taken into account. The
controller enables the accelerator pedal, when it detects flywheel acceleration and an increase in
engine speed.

Cold start
Pre-heating is activated when one of the three temperature sensors (coolant, air or fuel), records a
temperature below or equal to 15 °C (xx°F). The pre-heat warning light goes on when the ignition key
is turned to the "ON" position and stays on for a few seconds. The warning light switches off and the
engine can be started. After the engine is running, while the glowplugs continue being fed for a variable
period of time to complete post heating. The pre-heat curve is also variable based on battery voltage.
Post-heating after the start-up of the engine if the temperature is below 10°C (xx°F).

Hot start
When the ignition key is turned to the "ON" position, the warning light goes on for about 2 seconds for a
short test and then switches off when all reference temperatures are above 15 °C (xx°F). The engine
can be started at this point.

222
Engine management – After Run

At each engine stop, with the ignition key off, the control unit still remains fed by the main relay for a few
seconds to enable the microprocessor to activate the EGR-valve and the TVA throttle valve for a cleaning
/ low compression stop procedure and to transfer data from the main volatile memory to a nonvolatile,
cancelable and re-writable (EEPROM) memory to make the information available for the next start (Run
up).
This data essentially consists of:
• Miscellaneous settings, such as engine idling, etc.
• Settings of some components
• Breakdown memory
The process lasts typically for 20 - 25 seconds according to cleaning process and the real engine stop
time. After which the ECU sends a command to the main relay and makes it disconnect from the battery.
This procedure must never be interrupted by cutting the engine off from the battery or disconnecting the
battery for at least 10 seconds after engine shutdown. In this case, system operation is guaranteed until
the fifth improper engine cutout. After this, an error is stored in the breakdown memory and the engine
operates at lower performance at the next start while EDC warning light stays on.
Repeated procedure interruptions could in fact lead to control unit damage.
The trigger point for the After run procedure are the return to the key off position of the ignition switch and
the end of the last control done by the engine controller. The engine controller always finishes its closed
loop controls before the after run procedure starts.

223

Engine management – Run Up

When the ignition key is turned to the "ON" position, the control unit transfer data stored in the re-
writable (EEPROM) memory during the After Run, to the main volatile memory (working memory) and
diagnoses that data. The data consist of fixed reprogrammable data and rewritable data stored and
reworked at every engine stop
This re-writable data or adaptive data essentially consists of:
• Miscellaneous settings
• Engine idling
• Component settings
• Breakdown memory
Furthermore during the run up, the ECM will check the connections and the working of different
components when the warning light lights up for approximately 2 seconds. If there is a problem a fault
code will be set and probably the engine will start up in derate or won’t start at all. The warning light
will light up continuously.
After an emergency ECM stop, mostly because the battery voltage is too low , the ECM will do first a
special After Run procedure before the Run Up. As many improper engine cutouts can damage the
software in order that the first program step of the special After Run procedure won’t be found.
After a reprogramming of the ECM a part of the adaptive data is empty and/or the same for all the
engines. It takes some time for the engine to adapt this data to the specified engine features. The
engine will run improper the first 15 minutes after a reprogramming.
Some adaptive data is set with the EST, like the idling speed or the IQA-code on the injectors.

224
Engine management – Other functions

Cylinder balancing
Individual cylinder balancing contributes to increasing comfort and operability. This function enables
individual personalized fuel delivery control and delivery start for each cylinder, to compensate for
injector hydraulic tolerances.
The flow differences between the various injectors cannot be evaluated directly by the control unit.
This information is provided by the entry of the codes for each injector, by means of the electronic
service tool.

Synchronization search
The control unit can recognize the to inject fuel into even in the absence of a signal from the camshaft
sensor. If this occurs with the engine running, the combustion sequence is already acquired, so the
control unit continues with the sequence it has already synchronized on.
If it occurs with the engine stopped, the control unit only actuates one electro valve. Injection and
combustion occur inside the cylinder within a maximum of 2 crankshaft revolutions. From the moment
there is combustion in a cylinder the control unit is only required on the firing sequence and starts the
engine.

Diagnosis and programming

Enables interfacing with other electronic systems available on the vehicle for diagnostic purposes.

Accessory functions
Such as: PTO-functions, airco compressor, speed limiter

225

Engine management – Protection

Overheat and cold protection

If the water temperature reaches 110 °C (230 °F), the control unit reduces engine performance.
When the temperature returns below 100 °C (212 °F), the engine resumes normal operation, (in some
applications, the over boosting temperature is the reference temperature).
The controller has an internal heat protection and switches off at 130°C (266°F). If fhe controller
detects an internal temperature below the -40 °C (-40 °F) the controller switches off.

Engine speed and speed drop management

Depending on the application specific engine speed, like PTO speed or High idle can be memorised
and controlled. Also different engine speed drop can be memorised and controlled.

Minimum-Maximum engine speed limiting

Depending on the application, the control unit memory can contain appropriate engine speed limits
according to specific inputs, for special purposes (PTO,…) or protection.
When the engine speed surpasses these limits the control unit activates power reduction strategies by
controlling the electro-injectors. In some applications the maximum limiting response consists in
stopping the engine.

Smoke control under acceleration

With heavy load demands, in accordance with signals received from the air inlet meter (or inlet
pressure sensor) 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.

226
Engine management – Recovery strategies

Boost control
Waste gate proportional boost control over various inputs (temperatures, pressures, …)
Boost pressure control, based on torque demand and EGR demand.
Correction vs. temperatures and altitude

Accelerator pedal (in some construction applications loaders / excavators)

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. In the case of loaders, the system responds by setting engine speed to a
predetermined speed, approximately ¾ throttle, to allow the unit to be moved to a repair location.

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 RPMs and high torque values in order to inject the maximum
quantity of fuel.

Control of pressure in the rail

When the pressure in the rail exceeds the safety values, the engine reduces power.

227

Engine management – Recovery strategies

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

Power restrictions as operating temperature increases

When the temperature of the charge air rises above 88 °C (190 °F), power reduction is started. When
a temperature of 120 °C (248 °F) is reached, performance is further reduced and is comparable to a
naturally aspirated engine.

Reduction of power as reference temperature varies

In normal operating conditions, the system knows the charge air, oil and water temperatures.
If the temperature of the engine water is not available, the system takes the temperature of the oil as
a reference and when this reaches the threshold of 103 °C (217 °F), it starts to reduce the power
available. Upon reaching 113 °C (235 °F),power is reduced to 50 %.

228
 F5C Common Rail TIER 3
15 13
4 26
3
2
10
6 23
8
9
5

1
21
25
to the vehicle

7 11
1. Fuel Tank
17 28
2. Fuel-feeding Pump
3. Pre-Filter with Fuel Heater, Water Separator water in Fuel Switch
4. Fuel Filter with Fuel Temperature Sensor
5. Damper Volume
6. High Pressure Pump
7. Fuel metering Valve 16
8. Rail
9. Rail Pressure Sensor
10. Over Pressure Valve
22
11. Solenoid Injectors Engine CAN
12. Air Filter
13. Grid Heater
14. Intercooler 14
15. Intake Manifold Pressure and Temperature Sensor
16. Crankshaft Position Sensor 24
18 12
17. Camshaft Position Sensor
18. Coolant Temperature Sensor 20
19. Fixed Geometry Turbine
20. Wastegate
21. Pedal Assembly
22. Engine Control Unit
23. Diagnostic Connector
24. EGR Valve (EGR, H-bridge) with position feedback 19
25. EGR cooler
26. Cruise control/PTO interface

229

F5H Common Rail TIER 4a

14 29
4
3 30
2

10
6 22
8
9
5

7
20
1 24
to the vehicle
12

16
11

15

21
Engine CAN

17
13
19 23
27 26
31 Air filter
32

33
28 25
18
34

230
F5H Common Rail TIER 4a

1. Fuel Tank 18. Fixed Geometry Turbine

2. Fuel-feeding Pump 19. Wastegate with pressure modulator
3. Pre-Filter with Fuel Heater, Water Separator 20. Pedal Assembly
water in Fuel Switch 21. Engine Control Unit
4. Fuel Filter with Fuel Temperature Sensor 22. Diagnostic Connector
5. Damper Volume 23. EGR Valve with position feedback
6. High Pressure Pump 24. EGR cooler
7. Fuel metering Valve 25. Oxycat (DOC)
8. Rail 26. Exhaust temperature sensors (3x)
9. Rail Pressure Sensor 27. DPF
10. Over Pressure Valve 28. Delta pressure sensor
11. Solenoid Injector 29 Throttle Valve (TVA) with position feedback
12. Glow plug 30 Cruise control/PTO interface
13. Intercooler 31 Total exhaust gas pressure
14. Boost Pressure and Temperature Sensor 32 Total exhaust gas temperature
15. Crankshaft Position Sensor 33 Air intake temperature sensor
16. Camshaft Position Sensor 34 Lambda sensor (UHEGO sensor)
17. Coolant Temperature Sensor

231

ECU connector

X-939 X-937

232
ECU Supply and Ground (tractors)

5 3 1 27 2 4 6
G-009

F27 3A

X-937
F1 7,5A
F2x 20A

X-939

233

234
Vehicle electrical architecture – F5 Tier 4a

¾One-Box architecture
¾Two-Box architecture

235

One-Box architecture

¾ Accelerator pedal and other vehicle inputs evaluated by the Engine

Controller (basic Driveability)
¾ Basic vehicle functions (PTO, …) by the Engine Controller
¾ Glow plug and fuel filter heater controlled by the Engine Controller
¾ CAN Transmission of engine data by the Engine Controller (Engine
speed, engine torque, failure codes, temperatures, …), according to SAE
J1939

236
Example of One-Box architecture

Accelerator Engine Injection control Engine brake activation

logic
pedal Control Positive and negative
Module torque control Basic “vehicle” functions

Engine speed control ƒDriveability

ƒPTO
Boost control ƒRoad speed limiter
ƒTSC1 prioritization
Exhaust gas after-
treatment control or
interface Transmission
Monitoring and Controller
Fault lamp
diagnostic (system,
engine, …)

Machine Data Bus

Instrument Devices Other ECUs

Cluster Controller (option)

237

Two-Box architecture – Vehicle controller

To reduce the number of cables and connectors going

in and out the cabin, a VEHICLE CONTROLLER is
used.
The vehicle controller is the main controller of the
vehicle. This controller takes part on the most
functions because the most driver controls like
handles, switches, throttles are located in the cab.

In CNH Agriculture the vehicle controller is named :

•CCM:
•UCM: Universal Control Module

238
Two-Box architecture

¾ External Engine control (speed and torque) via CAN (SAE J1939):
¾ Accelerator pedals and other vehicle inputs connected to the Vehicle
Controller
¾ Vehicle functions logic in the Vehicle Controller
¾ Calculation of torque and/or engine speed setpoint in the Vehicle
Controller. Demand transmission to the Engine Controller
¾ Glow plug and fuel filter heater controlled by the Engine Controller
¾ CAN Transmission of engine data by the Engine Controller (Engine speed,
engine torque, failure codes, temperatures, …), according to SAE J1939

239

Two-Box architecture

Engine Control Module functions Vehicle Control Module functions

ƒ Injection control ƒ Driveability
ƒ Boost control ƒ PTO logics
ƒ Positive and negative engine torque ƒ Road Speed Limiter
control ƒ Torque and speed demand
ƒ Engine speed control arbitration
ƒ Engine brake actuation ƒ Cooling system logics
ƒ Starter safety release ƒ Starter control logics and safety
ƒ Monitoring and diagnostic (system, strategies
engine, …) ƒ Other non-engine related functions

240
Example of Two-Box architecture

Injection control
Positive and negative
Engine torque control
Control Engine speed control
Module Boost control
Exhaust gas after-
treatment control or
interface

Engine brake activation Transmission Devices

logic Controller Controller
Monitoring and diagnostic
(system, engine, …)

Machine
Engine Data Bus
Data Bus

Driveability
Accelerator Instrument Other
pedal PTO logics Cluster ECU’s
Vehicle
Road speed limiters
Control
Module Torque/speed demand
arbitration

Cooling system logics

Starter control logics

Other non-engine related

functions

241

F5 engine with
Common Rail
Sensors

242
Sensor and actuators

• Camshaft speed sensor (1)

• Crankshaft speed sensor (2)
• Oil pressure switch (3)
• Fuel temperature sensor (4)
• Fuel heater (if equipped)
• High pressure pump metering unit (5)
• Fuel pressure rail sensor (6)

243

Crankshaft speed sensor

MAIN PARAMETER
This induction type sensor is located on the front left
side of the engine. It generates signals obtained by the
magnetic flow lines closing up through the openings of
a tone wheel splined on the engine crankshaft. The
same signal is used to pilot the tachometer fitted on
the vehicle instrument panel. The control unit uses this
signal to determinate the crankshaft position. The
different sections in the crankshaft phonic wheel are
used for the injection start and the injection duration.
The sensor air gap is not adjustable.

The sensor resistance is ~900 .

244
Phonic wheels: crankshaft and camshaft

Crankshaft

Camshaft

245

Camshaft sensor

MAIN PARAMETER

This hall type sensor located on the camshaft generates

signals obtained from the magnetic flow lines that close
through the four plus one phase hole of a sound wheel
mounted on the camshaft.
It is an active sensor working with 5 Volt power supply.
The electronic center uses the signal generated by this
sensor as an injection step signal.
The sensor's air gap is NOT ADJUSTABLE

The sensor resistance measurement has no a diagnostic value.

246
The Hall effect sensor
Hall Effect Sensors are devices which are activated by an external magnetic field. We know that a
magnetic field has two important characteristics flux density, (B) and polarity (North and South Poles).
The output signal from a Hall effect sensor is the function of magnetic field density around the device.
When the magnetic flux density around the sensor exceeds a certain preset threshold, the sensor
detects it and generates an output voltage called the Hall Voltage, VH. Finally the Hall element is part
of an electronic circuit that amplified and conditioned the signal on its output pin.

Hall Effect Sensors consist basically of a thin

piece of rectangular p-type semiconductor
material such as gallium arsenide (GaAs),
indium antimonide (InSb) or indium arsenide
(InAs) passing a continuous current through
itself. When the device is placed within a
magnetic field, the magnetic flux lines exert a
force on the semiconductor material which
deflects the charge carriers, electrons and
holes, to either side of the semiconductor slab.
This movement of charge carriers is a result of
the magnetic force they experience passing
through the semiconductor material.

247

Camshaft and Crankshaft sensor

Datar

248
Redundancy engine speed and position

MAIN PARAMETERS

The crankshaft speed/position signal and the

camshaft speed/position signal are redundant. This
means that both signals can be used for engine
position and speed.

If the engine controller has only the information

from the camshaft speed sensor the working of the
engine will be more rude. The information of the
camshaft phonic wheel isn’t so precise.
For TIER IV engines the lack of the camshaft
speed information or a too big difference between
the crankshaft speed and the camshaft speed
leads to engine de-rate (less engine performance).
The lack of camshaft sensor information can lead
to a more difficult start of the engine.

249

Manifold absolute pressure/temperature sensor

MAIN PARAMETER

This component incorporates a temperature sensor and a

pressure sensor. It is installed onto the intake manifold and
measures the maximum supplied air flow rate used to
accurately calculate the amount of fuel to be injected at every
cycle.
The sensor uses a 5 V supply and the output voltage is
proportional to the pressure or temperature measured by the
sensor.
During the Run-up of the ECM, the controller compares all the
absolute pressure sensors for atmospheric pressure.

The lack of manifold pressure information will lead to less

engine power

250
Temperature and pressure sensor

Manifold temperature

Manifold pressure

Datar

251

Rail pressure sensor

Installed on one rail end, it measures the actual fuel

MAIN PARAMETER pressure in order to determine injection pressure.
The injection pressure value is used for pressure check
and to determine the injection electric command duration.
It is supplied with 5 V. The pressure measurement is
based on the expansion of a steel diaphragm. The
pressure sensor generates an analogue output signal
which is proportional to the supply voltage.

Operating characteristics

Pressure range 0 - 2400 bar

(0 - 34800 psi)
Supply voltage 5 V

252
Rail pressure sensor

MAIN PARAMETER

If the sensor detects 1700 bar for more than 1 second a

fault code is set “ Rail Pressure too High” and the engine
switch off.
Within this second the ECM will stop the injection of fuel
so the rail pressure can raise more. to force the rail relief
valve to open.

Therailpressuresensorhastobe
changedtogetherwiththerail.
Therearenoseparatepart
numbersandthesensorcanonly
beorderedtogetherwiththerail.
Neverloosenthepressuresensor
toavoidfuelleakage.

253

Pedal and hand throttle sensor

The pedal and / or hand throttle sensor sends a signal

to the engine controller for a speed demand. Depending
on the engine software it can be a pure speed demand ,
a simulation of an all-speed mechanical governor or it
can be a simulation of the mechanical mini-maxi
governor.

The pedal and / or hand throttle sensor can be directly

connected to the engine controller or can be physical
connected to the vehicle controller like the CCM or the
UCM.
The vehicle controller sends with fixed time intervals a
CAN message about the throttle position information to
the engine controller.

Mostly the throttle sensor is a potentiometer working

with a supply voltage of 5 Volt.

The lack of throttle information will lead to a constant

engine speed.

254
Coolant fluid temperature sensor

The NTC sensor located in the coolant circuit on the

thermostat housing measures the coolant temperature
for the various operating conditions. It identifies fuel
enrichment for a cold engine and fuel reduction for a hot
engine. The signal is sent to the ECM control unit which,
in turn, controls the gauge and the high temperature
warning lights in the instrument cluster. The temperature
signal is only used by the ECM control unit
Sensor with Negative-temperature coefficient (NTC)
Sensor resistance is higher with colder temperatures.
The resistance range is shown below:

Specifications
Power supply: 5 Volt
Working temperature range
- Connector's side -40 - 130 °C (-40 - 266 °F)
- Engine side -40 - 140 °C (-40 - 284 °F)
Resistance by 20°C ( 68°F ) : + 4,2 kOhm
Resistance by 80°C (176°F) : + 0,5 kOhm

255

Fuel temperature sensor

Fuel temperature sensor

The NTC sensor located in the low pressure

fuel circuit at the fuel filter measures the fuel
temperature for calculation of the fuel volume
to be injected. Various fuel temperature
means various volume for the same weight
of fuel.

The lack of any temperature information will activate a

simulated temperature value that will be used by the
engine software. Sometimes the information of another
temperature sensor is used.

Specifications
Powersupply:5Volt
Fuel temperature sensor Resistanceby20°C(68°F):+ 4,2kOhm
Filter heater Resistanceby80°C(176°F):+ 0,5kOhm

256
Air intake temperature sensor

Ambient air temperature sensor

The value of the ambient air temperature

sensor is used to calculate the amount of
fresh air entering the engine. The value is
compared with the intake manifold
temperature sensor.

When the ECU determines that the ambient air

temperature sensor value is not valid, it will
substitute a value of 29.96 °C (85.9 °F).

The ambiant air temperature sensor resistance

is ~2,0 k at 30°C.

257

Oil pressure switch

The oil pressure contact is installed on the top of

the engine oil filter base in the engine oil circuit.
The signal is sent to the ECM control unit which,
in turn, controls the gauge and the low pressure
warning lights in the instrument cluster.

Low oil pressure can

switch off the engine.

Specifications

• Contact closure with decreasing pressure 0.2 bar (3 psi)

• Contact opening with increasing pressure 0.9 bar (13 psi)

258
Atmospheric pressure sensor

The engine electronic control unit incorporates an

EDC17 atmospheric pressure sensor .

This value is used for a better interpretation of the manifold

absolute pressure. When knowing the atmospheric
pressure turbo boost pressure is better detected.

On high altitude the boost pressure and the engine power

has to be lower to protect the turbo and to limit black
smoke.

During the Run-up of the ECM, the controller compares all

the absolute pressure sensors for atmospheric pressure.
Especially the manifold pressure is compared with the
atmospheric pressure of the controller atmospheric sensor.
A pressure difference more then 200 kPa for more then 800
msec. will set a fault code.

259

Water In Fuel sensor (WIF)

Sensor supplies a low voltage level to the engine

controller if there is water in the filter and a high
voltage if there is no water.

For CNH engines water in fuel never leads to

engine derate.

The signal is sent to the engine control unit or which,

in turn, controls the water in fuel warning lights in the
instrument cluster.

260
Brake switches and brake pressure sensors

Braking always brings the engine speed and power to idle.

Braking has priority to engine power and non-idle working. That ‘s a question of security.

Faulty adjustments or faulty brake sensors can be the reason of an engine that only runs in idle.

261

Information about starting

CNH engines detects starting by engine speed.

In general the engine controller starts to
activate fuel when 200 bar rail pressure is
reached and when the calculated engine
speed is more then 250-300 revs/min. (ECM
calculates the engine speed from crankshaft
sensor and camshaft sensor)
CNH does not use the ignition key connection
50 for mapping .

262
5 Volt supply to sensors

The engine electronic control unit has three 5 Volt supplies

for the analog sensors.
A correct voltage supply of 5 Volt is very important for the
analog 5 V sensors. To avoid supply voltage drop, the
Bosch EDC controller has three separate 5 V supplies
inside. For the same reason several sensor grounds are
connected to the controller.

263

F5 engine with
Common Rail
Heating and starting system
Charging system

264
Filter heater (F5H)

1. Fuel filter mount

2. Fuel temperature sensor
3. Electric fuel heater
4. Fuel filter
5. Adapter
6. Heater connector
7. Gasket

A. Outlet fitting to high pressure pump

B. Inlet fitting from power pump

265

Filter heater (F5D)

Fuel Heater

Fuel Heater Relais

266
Glow plugs

A glow plug is typically comprised of a heating coil in a Torque :

metal -ceramic tube closed at one end and filled with 8 - 10 N·m (71 - 89 lb in).
electrically insulating ceramic powder. The closed end
of the ceramic tube with the heating coil protrudes
through a hole in the cylinderhead into the combustion
chamber.
When the glow plug is electrically energized, its heated
portion reaches a surface temperature of more than
1000 °C (1832 °F) within a few seconds.
The air-fuel spray generated by the injection ignites
close to the glow plug and initiates combustion.

Specifications
Protrusionlength:30.4mm+/ 0.25mm
Diameterofheatingelement:4mm+/ 0.1mm
Heatuptimeto 850°C(1562°F):Lessthan5s Incorrecttorqueleadstobrokenglow
plugsandundismountableglowplugs
Maximumtemperature:950 1010°C(1742 1850°F)
duecompressionleakageandcarbon
Switchoncurrentat11V:Lessthan19A deposits.
Operatingcurrentat11Vafter20s:5A+/ 1.0A
Runout heatingelement:0.4mm

267

Ceramic glow plugs

Ceramic glow plugs are equipped with a special ceramic heating coil capable of reaching temperatures
in excess of 1000°C very quickly.
Ceramic glow plugs are available in two different types:
The temperature rise is very rapid – faster than in quick-start metal sheathed type glow plugs.
The voltage generated is precisely controlled by a special control unit or glow relay.
The glow plugs are also equipped with a heating and voltage regulating coil. The latter reduces the
current intensity as the temperature increases.

Don’ttestceramicglowplugswithbatteryvoltage.

268
Glow plug control

Glow
Control
Unit
Glow
ECM plugs

269

Glow Control Unit

Signal from the ECM to the glowcontrol unit Feedback

Glow-Plug controlling

If there is a short circuit detected in a glow plug, a faultcode is set with respect to the specific glowplug

Datar

270
Glow Control Unit

PWM Signal to the glow plugs

Pilot glow ON below 15°C , without afterglow

Afterglow ON below 10°C
Datar

271

Engine external heater

Cold start device (North America)

The engine can be provided with an optional heating device for starting at particularly low
temperatures.

1. Heater 2. Cable

272
Starter

Specifications
Manufacturer BOSCH
Electrical system 12 V
Rated output 3 kW (4 Hp)

273

Alternator

An Iskra-type 120 A external cooling fan alternator is fitted on all models. Stator winding is
ventilated with an air conducting diaphragm in the support on the rectifier bridge side and peripheral
openings in the support on the control side. The alternator, installed on the right-hand side of the
engine, is operated by a pulley and a driving belt. Alternators are fitted with a built-in regulator.
Alternator speed connection (terminal (W)) not used.
Alternator charge indicator connection ( (D+) terminal).
Battery connection ( (B+) terminal).

Type Iskra
AAK4314
Polarity Groundednegative
Nominalvoltage 14V
MaximumSpeed 13000RPM
Maximumoutput 120A
Energizingcircuit
2.7
resistance

274
Alternator functioning

1.Starterswitch B+Batteryconnector
2.AlternatorchargeLED D+Alternatorchargeindicator
3.Battery WNotused
4.Alternatorelectronicvoltageregulationcircuit
5.Alternator

275

Alternator functioning

When the starter key is turned, low current passes from the battery through the rotor field
wiring. The circuit closes between the LED indicating the charge, the alternator (D+) terminal,
the rotor field winding, the alternator regulator and earth (ground).
At this point the LED illuminates and the rotor is partially magnetized. When the engine starts
and the rotor, which is partially magnetised, rotates inside the stator windings, three-phase
alternating current is generated. A constant quantity of this current is transformed into direct
current by three field diodes incorporated in the rectifier unit.
The direct current is then reintroduced into the circuit to increase current flow through the
rotor field winding.
This action causes a constant increase in the rotor magnetic field, together with a rapid
increase of current and voltage output.
As the generated voltage output (reflected by (D+) terminal) increases, the LED intensity
decreases and when the voltage at the (D+) terminal equals that on the battery side of the
warning light, the light goes out.
Voltage continues to increase until it reaches the pre-stabilized regulated voltage level.
If the driving belt breaks, there will be no voltage accumulation in the alternator. The charge
warning light will remain on - indicating the presence of a fault.

276
Alternator components

277

Alternator components

(1).Pulley (10).Terminals:B+,D+andW
(2).Bearing (11).Gaskets
(3).Coolingfan (12).Capacitor
(4).Frontsupportplate (13).Rearbearing
(5).Stator (14).Brushholder
(6).Rotor (15).Brushes
(7).Rearsupportplate (16).Rubberseal
(8).Rectifier (17).Retainingring
(9).Cover (18).Feltgasket

278
Alternator multi-V-belt

(1) . Alternator pulley.

(2) . Coolant pump.
(3) . Alternator.
(4) . Fan hub.
(5) . Belt-tensioner tie-rod.

279

F5 engine with
Common Rail
Exhaust system sensor and
actuators

280
F5H DPF System
9 Systemissimilartomany
AutomotiveDPFsystems
9 Incorporatesadditionalengine
components:
9 IntakeAirValve
9 BoostPressureModulator
valve
9 EnlargedEGRsystem
9 Exhaustmanifold
temperaturesensor
9 Exhaustmanifoldpressure
sensor
9 Lambda(HEGO)sensor
9 DPF&DOC
9 DPFTemp&Pressure
sensors

281

EGR Valve

Exhaust gas recirculation EGR Valve

EGR Valve
• By opening the EGR valve, the
exhaust gas through the EGR cooler
is returned into the combustion
chamber.
• The EGR electric motor works in an
H-bridge.configuration.
• The EGR valve has a potentiometer
as feedback signal.

282
EGR Valve – H-bridge motor circuit

283

EGR Valve

Engine in idle-speed
Red and blue – control the valve
Black – valve position

Datar

284
EGR Valve

Engine in full-speed
Red and blue – control the valve
Black – valve position

Datar

285

EGR Valve –
cleaning during ECM after run procedure

Voltage at full speed

Voltage at idle
Engine shut down - Start of the cleaning process

EGRpotentiometersignalduringthecleainingprocess

Datar

286
Throttle Valve in the intake

Exhaust gas recirculation

Throttle Valve

Throttle Valve

• The throttle valve is controlled by the

engine control unit is nearly closed at
idle and complete closed during engine
stop. In operation it regulates with the
EGR valve the recalculated exhaust
gas and the intake air. It restrict the
fresh air flow to cylinders.
• The connector consist of 5 pins , 2 for
the electric motor and 3 pins for the
postion sensor (potentiometer).

287

Throttle Valve in the intake

¾ RestrictstheairflowduringForced&Serviceregeneration
¾ IncreasesflowofEGRgas
¾ Raisesincomingairtemperatureduringcoldweathertemperatures
¾ Limitingtheairflowcausestheexhausttemptoelevatetohelpburnpm
¾ IncorporatesafeedbackcircuitforaccuratepositionmeasurementbyEDC
¾ Closestheintakeairflowduringengineshutdowntohaveasmoothlow
compressionenginestop.

288
Throttle Valve

Control frequency 1000Hz

Idle Speed: 10% negative PWM
Throttle is normally open,
automatic return to open position
due the spring.

Potentiometer feedback signal at idle: ~ 0,8 Volt

at engine shut down: ~ 0,5 Volt
at max. engine speed without load: ~ 2,0 Volt

Datar

289

TVA throttle valve – start of the engine

shutdown cleaning procedure

Engine shut down,

Normally idle rumming of the engine
TVA throttle valve completely closed

Datar

290
TVA throttle valve – end of the engine
shutdown, start of the cleaning procedure

Engine is shutted down, TVA throttle valve cleaning

TVA throttle valve stays completely closed before switching off

Datar

291

Exhaust gas absolute pressure sensor

Exhaust gas absolute

pressure sensor

• Exhaust gas absolute pressure sensor

monitors back pressure of the exhaust
system as well as EGR flow.

Exhaust gas pressure pipe to

the exhaust gas absolute
pressure sensor

292
Delta Pressure Sensor

Exhaust
Outlet
Diesel
Particulate
Filter

Differential
Diesel Pressure
Oxidation Measuring
Catalyst Differential Port
Pressure
Measuring
Port
Exhaust
Inlet
Usedtomeasuresootloadingoffilter
• 5 volt reference, 3 wire circuit
• Diagnosed in similar way as a boost sensor
• 2 sample pipes (1 subtracted from the other)

293

Delta pressure sensor: installation warning

Particle filter Delta Pressure Sensor

Installation warning

• To avoid damage to the delta pressure sensor ,

the pressure pipes and the sensor may never
be installed lower than the particle filter

• If the sensor or the pipes are beneath the

particle filter condens water will enter the
sensor and will finnally damage the sensor

294
Exhaust Temperature Sensors
Tempsensor preDPF:
ƒ measuresthetemperatureoftheexhaust
Tempsensor preDOC
gasesatinletoftheDPF
ƒ Monitorswarmuptoallowstartof ƒ Monitorsandcontrolslateinjectionfor
regeneration regeneration
ƒ Properlymaintainsregeneration
temperatures&protectingofsystem

DPF
DOC

An“exhaustmanifoldtemperature
• Exhaust temperature sensors are sensor”hasbeenaddedtothe
PTC-sensor systemtocloselymonitorthe
• 5 Volt voltage, 2 wire circuits combustiontemperatureofthe
engine
• Sensors are relied on for fuel injection
trigger points during regeneration .

295

Lambda sensor

After Treatment System Lambda Sensor

Lambda Sensor

• The lambda sensor measures the

oxygen in the exhaust gasses between
the engine and the oxidation catalyst
• The lambda sensor is used for
monitoring the post injection, EGR and
to calculate the efficiency of the
oxidation catalyst.

296
Lambda sensor: Basics

What is lambda ( ) ?

Lamba is the ratio between the air and the fuel in the combustion chamber.
For gasoline engines is the ideal ratio 14,7 gram air to 1 gram fuel.
It is said : the stoichiometric ratio = 14,7 / 1   =1.
In this situation is there a few oxygen in the exhaust gasses.
If there is an air surplus in the combustion chamber ( for example 16/1)   >1.
In this situation is there a lot of oxygen in the exhaust gasses. The mixture is lean.
The combustion is leanburn.
If there is an air lack in the combustion chamber ( for example 12/1)   <1.
In this situation is there no oxygen in the exhaust gasses. The mixture is rich.
The combustion is rich and fat with black smoke.
For diesel engines: the stoichiometric ratio is 15 / 1.
Without EGR is the combustion always leanburn. With EGR can the combustion be
rather rich. While measuring the oxygen in the exhaust, the ECM can calculated the
correct position of the EGR valve as well as the maximum amount of fuel for the post
injection.

297

Lambda sensor: Basics

How does it works a lambda sensor?

Because oxygen sensors are located in the exhaust stream, they do not directly
measure the air or the fuel entering the engine but when information from oxygen
sensors is coupled with information from other sources, it can be used to indirectly
determine the air-fuel ratio and it can determine if the mixture was rich or lean.

The sensor does not actually measure oxygen

concentration, but rather the difference between
the amount of oxygen in the exhaust gas and
the amount of oxygen in air. The platinum
electrodes act as catalysts and attract the
oxygen molecules Rich mixture causes an
oxygen demand. This demand causes a voltage
to build up, due to transportation of oxygen ions
through the sensor layer. Lean mixture causes
low voltage, since there is an oxygen excess.
The whole assembly is protected by a metal
gauze against mechanical and thermal shocks.

298
Lambda sensor: Basics

How does it works a lambda sensor?

The zirconium dioxide, or zirconia (ZrO2), lambda

sensor is based on a solid-state electrochemical
fuel cell called the Nernst cell. Its two electrodes
provide an output voltage corresponding to the
quantity of oxygen in the exhaust relative to that in
the atmosphere. On the back side of the sensor
(cable side) atmospheric air can enter the sensor.

The so called small band lambda

sensor generates a voltage jump
at the stoichiometric ratio,
0,2 Volt 0,8 Volt

This type of  – sensor s are only used in by gasoline engines.

Diesel engines can use a wide band  – sensor . A small band
 – sensor is integrated in the wide band  – sensor as a part.

299

Lambda sensor: Basics

How does it works a lambda sensor with heating?

The sensors only work effectively when heated to approximately 316 °C (600 °F), so
lambda probes have heating elements encased in the ceramic that bring the ceramic tip
or planar film up to temperature quickly . The heating element avoid also the buildup of
soot on the ceramic element The small band probe typically has four wires attached to it:
two for the lambda output, and two for the heater power,

300
Lambda sensor: Basics

What is a planar lambda sensor?

The planar  – sensor has a tip produced in film technology and is very small. The
planar element heats up in appr. 50 msec. The sensor has a working range till 1000°C.

Exhaust gasses Output voltage

Reference air

Heating element

301

The wideband -sensor

A variation on the zirconia sensor, called the "wideband" sensor. It is based on a

planar zirconia element, but also incorporates an electrochemical gas pump. An
electronic circuit containing a feedback loop controls the gas pump current to keep
the output of the electrochemical cell constant, so that the pump current directly
indicates the oxygen content of the exhaust gas. This sensor is also called a
UHEGO (Universal Heated Exhaust Gas Oxygen) sensor.
Wideband sensors have three elements:
• Ion oxygen pump
• Narrowband zirconia sensor
• Heating element
The wiring diagram for the wideband sensor typically has six wires:
• resistive heating element (two wires)
• sensor
• pump
• calibration resistor
• common

302
The lambda (HEGO) sensor

A heated Planar wideband sensor used to determine the

oxygen concentration in the exhaust.
Provides extremely accurate measurements with two
measuring cells and a 6-core connector
Provides combustion system (NOx level) efficiency
information to the ECM.
f The ECM uses that information to determine the fuel injection
and EGR requirements to lower levels

303

The wideband -sensor

Pump
current

Non FPT example

304
The wideband -sensor

Thecableandconnectormaynotbe
repaired.Thecablelenghtmaynot
bechanged

Inside the connector is a calibration resistor calibrated by a laser.

Thecablesideofthe -sensor notbepainted.

Mudordirtatthecablesideofthesondecan
bethereasonforthemalfunctioning

305

Lambda sensor inspection and failures

Visual inspection alone is not usually sufficient to determine if an oxygen sensor is

functioning correctly. However, the following are considered mandatory basic checks:
• The lead wire and connector should be checked for damage. Any damage will
interfere with the sensor signal. Due to the fragile nature of the element it is possible
for the sensor element to be critically damaged internally, despite the lack of physical
external damage.
• The sensor body should be checked for dents, which are a sign of mechanical shock
that can crack the sensor element.
• The appearance of the sensor's protector tube can give an indication of possible
problems

Grommet Pulled Out

The grommet protects the sensor from damage due to
water intrusion into the sensor body. Abnormal tension
on the wiring loom is the likely cause of the grommet
being pulled out. The lead wire should be re-routed to
avoid tension in the wiring loom.

306
Lambda sensor failures

• For heated -sensors, normal deposits are burned off during operation and failure
occurs due to catalyst depletion. The probe then tends to report leaner mixture, the
ECM can enriches the post injection and the EGR mixture.
• When the heating element is damaged , the ECM can put a faultcode because it
takes to long before the sensor starts to work.
• Another common cause of premature failure of lambda probes is contamination of fuel
with silicones (used in some sealing and greases) or silicates (used as corrosion
inhibitors in some antifreezes). In this case, the deposits on the sensor are colored
between shiny white and grainy light gray.
• Leaks of oil into the engine may cover the probe tip with an oily black deposit,
• An overly rich fat mixture causes buildup of black powdery deposit on the probe. This
may be caused by failure of the probe itself, or by a problem elsewhere in the fuel
rationing system.
• The  - sensors have an air inlet to the sensor backside in the lead, so contamination
from the lead caused by water or oil leaks can be sucked into the sensor and cause
failure.

Applying an external voltage to the zirconia element of sensors, e.g. by checking them with
some types of ohmmeter, may damage them.

307

Lambda sensor failures

Excessive White or Grey Deposits
Excessive deposits such as these indicates that fuel
additives are being used or the engine is burning oil.
Certain components in the fuel additives and oil can
contaminate the sensor element.

Excessive Carbon or Oil Deposits

Excessive carbon and oil deposits can damage the
sensor. Carbon deposits can clog the sensor and effect
its response time. The cause can be a rich mixture,
exhaust air leaks or high oil consumption due to worn
piston rings or valve seals.

308
Lambda sensor mounting

Always use mounting

silicones to make it
possible to dismount
the sensor when the
exhaust is rusty

Threat repair kit (non CNH)

Use the correct torque

309

Engines with
CEGR and DPF
Derate and inducement
Diagnostics on DPF

310
Introduction

A diesel particulate filter (DPF) is a device designed to remove diesel particulate from the
exhaust gas. In addition to collecting the particulate, a strategy to clean the filter
(regeneration) has been implemented using “in cylinder post-injections” during the exhaust
stroke. The filter regeneration is managed by the ECM that automatically enables the
regeneration when the estimated soot level exceeds a threshold level. The automatic
regeneration won’t affect engine performance.
• The regeneration in progress is indicated on the instrument cluster avoiding warning
lamps. The indication advises the operator about the high exhaust temperature
reached during the process.
• The automatic regeneration can be inhibited through an operator command (via CAN
or wired).
• For some mission profiles the condition for automatic regeneration could be not
reached (continuous engine stop and start or frequent and long idling phases). In this
case the ECM shall provide (via CAN or wired on ECM) an indication that Regeneration
is needed. When the regeneration is required by ECM the operator can be:
• Advised to continue working, avoiding idle phases (to complete automatic
regeneration)
• Induced(depending on soot level) to activate the forced the regeneration.

311

Introduction

• Regeneration is needed if the ECM estimated a soot level that requires an Automatic or
Forced regeneration or the number of interrupted regeneration is too high
• To activate the forced regeneration procedure when required, the operator shall stop
working (see conditions in the following), enable the forced regeneration by means of a
specific command and wait for regeneration completion (about 15-20 min, if all
temperature conditions are already achieved).
• During the forced regeneration, the engine speed changes automatically to reach
needed operating conditions. For safety reasons, the forced regeneration stops if the
operator tries to move or operate the machine. The stop conditions are detected by
VCU-VCM (if mounted) or the Instrument cluster.
• If the Glow plugs are activated during regeneration the lamp shall be off.

Soot Load in percentage (%)

Percentage of soot estimated by ECM. 100% is intended as the Optimal Soot Load to
activate automatic regeneration. Soot load calibration is a supplier matter. The working
levels from the DPF system depends on the soot load.

312
Working levels of the DPF

Non FPT example

f
e d
The ECM will try to stay in c
the B-zone by executing as
much as possible automatic
regenerations once the
C-zone is reached. b

Flow of the exhaust gasses L / h

a) LeakageinDPFsystem,DPFdamageorremoved(Faultcode)
b) Passiveregenerationpossible,normalworkinglevel
c) Automaticregenerationrequired
d) Forcedregenerationrequired(operator)
e) Forcedregenerationrequired(workshop,oilchangeneeded)
f) DPFexchangerequired,completecloggedDPF(Faultcode)

313

Working strategies of the DPF

Service needed

• Working level
A : Leakage in DPF system, DPF damage or removed
F : DPF exchange required, complete clogged DPF (soot load  250%)
• Warning level 2 (ECM)
Error code level 2
Red lamp = ON
• Service intervention needed to repair or exchange the trap.
Fast Engine Derate for Engine Components Protection.
• Automatic Regeneration Disabled
• Forced Regeneration Disabled for both Operator and Service
• Instrument Cluster Actions:
- OPERATOR Menu: “Forced Regeneration Menu” not active
- RED WARNING LAMP: constant ON
- DPF LAMP (if present): flashing
- LCD: displays “DM1 Error Code”
- DMD (if present): Engine Derate Warning Symbol + Error Code
- Buzzer: Critical

314
Working strategies of the DPF
Service needed

• Working level
E : Service regeneration required by the workshop with engine oil change
DPF exchange can be required, clogged DPF (soot load 220- 250%)
• Warning level 2 (ECM)
Error code level 2
Red lamp = ON
• Service intervention needed to repair or regenerate the trap.
Fast Engine Derate for Engine Components Protection.
• Automatic Regeneration Disabled
• Forced Regeneration Disabled for Operator and Enable for Service
• Instrument Cluster Actions:
- OPERATOR Menu: “Forced Regeneration Menu” not active
- RED WARNING LAMP: constant ON
- DPF LAMP (if present): flashing
- LCD: displays “DM1 Error Code”
- DMD (if present): Engine Derate Warning Symbol + Error Code
- Buzzer: Critical

315

Working strategies of the DPF

Forced Regeneration needed

• Working level
D : Forced regeneration required by the operator (soot load  180%)
• Warning level 1 (ECM)
Error code level 1
Red lamp = ON
• The Automatic regeneration can be dangerous due to high amount of soot to burn. The
Forced Regeneration Procedure is necessary to regenerate trap. Soft Engine Derate.
• Automatic regeneration disabled
• Forced Regeneration Enabled (and strongly required)
• Instrument Cluster Actions:
- OPERATOR Menu: “Forced Regeneration Menu” active
- RED WARNING LAMP: constant ON
- DPF LAMP (if present): flashing
- LCD: displays “DM1 Error Code” + text “DPF” flashing
- DMD (if present): Engine Derate Warning Symbol with/ without Error Code
- Buzzer: Critical

316
Working strategies of the DPF
Regeneration needed

• Working level
C : Automatic regeneration required (soot load  130%)
Forced regeneration required by the operator (Number of interrupt regenerations too high)
• No Warning level for the ECM
• The regeneration is needed. Both Automatic and Forced Regeneration are enabled. To
complete automatic regeneration when active, the user should avoid idling phases and
avoid engine shutdown. Otherwise the user can park the machine and Force the
regeneration.
• Automatic Regeneration Activated if allowed by operating conditions
• Forced Regeneration Enable
• Instrument Cluster Actions:
- OPERATOR Menu: “Forced Regeneration Menu” active
- RED WARNING LAMP: constant OFF
- DPF LAMP (if present): flashing
- LCD: displays text “DPF” flashing (during forced regeneration ON , at the end OFF)
- DMD (if present): displays DPF symbol (during forced regeneration ON , at the end OFF)
- Buzzer: Non Critical

317

Working strategies of the DPF

Automatic regeneration enable (normal working)

• Working level
B: Passive regeneration possible, normal working level
• No Warning level for the ECM

• Automatic Active Regeneration Enabled and Activated if allowed by operating

conditions:
• Exhaust temperature high enough, High exhaust flow, Post-injection enable
• Passive regeneration through combustion conditions:
• High exhaust temperature , High exhaust flow, oxygen in the exhaust gasses
• Forced regeneration Disabled
• Instrument Cluster Actions:
- OPERATOR Menu: “Forced Regeneration Menu” not active
- RED WARNING LAMP: constant OFF
- DPF LAMP (if present): constant OFF
- LCD text “DPF” can be displayed as warning for Automatic regeneration for a certain time
- DMD (if present) can displays DPF symbol as warning for Automatic regeneration for a certain
time

318
Working strategies of the DPF
Inhibit Regeneration by the operator

• Working level
B : Passive regeneration possible, normal working level
C : Automatic regeneration required (soot load  130%)
Forced regeneration required by the operator (Number of interrupt regenerations too high)
• No Warning level for the ECM

• - Automatic Regeneration Inhibited.

• - Forced regeneration available if needed.

• Instrument Cluster Actions:

• - DPF LAMP (if present): STEADY ON
• - LCD: displays text “DPF” + “INHIBIT”+ 5 minutes reminder.
• - DMD (if present): displays Inhibition Symbol
• - Buzzer: Single Beep at transition

319

Soot Load Diagramm and actions

DPF damaged - Inhibition of Force Regeneration

Automatic Regeneration
Force Regeneration required disable

Fault codes
Active Regeneration
required
Forced Regeneration disable

Active Regeneration enable

Active Regeneration disable while loading the DPF

ECM can consider Active Regeneration as complete

Soot Mass level after Active Regeneration

320
ECM requirements for Forced Regeneration

The forced regeneration is enabled by ECM in the following conditions:

1) Regeneration needed condition due to soot load
2) Engine at idle
3) Engine warm-up completed (Coolant Temp > 60°C)
4) Battery Voltage > 5V
5) engine running for minimum 10s
6) foot throttle released (for 1BOX architectures)
The threshold values can change depending on dataset.

The forced regeneration shall be stopped immediately by ECM when:

1) A.Forced Regeneration Stop Command was sent by the VCM to the ECM
8) Foot throttle pressed (for 1 BOX architectures)

321

ECM requirements for Forced Regeneration

• The forced regeneration could be interrupted by ECM in case of engine failure or in

case of unexpected speed/torque variation (e.g: air conditioning compressor
activation/deactivation, loads not managed by VCM). For these reasons air
conditioning and loads shall be switched off by operator before command forced
regeneration.
• If enabled, the Forced Regeneration shall have an higher priority with respect to the
Automatic one. This means that if the Forced is commanded when the Automatic is in
progress, the Automatic shall stop and the Forced shall start.

322
VCM requirements for Forced Regeneration

VCM will monitor the machine state in order to stop the Forced Regeneration in case of
operator misuse. This happens when the following conditions are achieved:
1) ( hand throttles at minimum position OR hand throttle not valid ) AND
2) ( foot throttle released (2 BOX only) OR foot throttle not valid) AND
3) ( vehicle speed = 0 if available, otherwise hand brake engaged OR
signal not valid) AND
4) ( PTO not engaged OR signal not valid) AND
5) ( Hydraulics not active OR signals not valid)
6) If VCM logics are implemented in transmission ECU, transmission torque
demands can stop the Forced Regeneration.

• Invalid signals (e.g. in case of sensor failure) shall not be used to enable or disable the
Forced Regeneration.

323

Engine derate

The engine torque is limited by EDC when the soot load exceeds dangerous thresholds
The torque limitation is not intended as an inducement due to legal requirements, but
intended for engine components protection. The amount of derate is calibrated by the
supplier depending on application.
• Level 1
The available engine output torque is limited to about 50% of its normal value at the
same engine speed. The torque limit shall ramp from the normal envelope to the
reduced envelope, linearly, over a period of at least 1 minute.
• Level 2
The available engine output torque is limited to about 33% of its normal value at the
same engine speed when the state “Service needed” is true. The torque limit ramps to
the reduced envelope, linearly, over a period of few seconds.

End of derate
If conditions change so that the derating is no longer required while the engine is still
running, the power limitation shall continue to be enforced until low idle is requested by the
vehicle ECU or the throttle signal.

324
Engine derate due engine protection

• Torque limitation due to engine mechanic protection

There is active power reduction Level 2 and Level 1 due to engine mechanics protection for:
• Engine overheat
• Engine overspeed

• Torque limitation due to fuel quantity

There is active power reduction Level 2 and Level 1 due to limiting fuel quantity. The derate is
reset once the torque limitation due to limiting fuel quantity is less than 25 % of the desired torque
over 10 s.

• Torque limitation due to turbo charger protection

There is active power reduction due to turbo charger protection mainly in high altitude, which was
not caused by a failure but an extreme working condition which duration is longer than 120 s. The
derate is reset once the boost pressure is low for longer than 120 s.

• Engine stop due low oil pressure

If the oil pressure switch closes during engine running, the ECM stops the fuel injection directly.

325

Inducement : EGR failure , DPF removal

Inducement is a power and torque reduction strategy described and apprved

following the EPA/CARB or the European Commission

Functional Requirements
• EGR faults are managed through specific Diagnostic Trouble codes (DTC). Some
EGR DTCs trigger a performance reduction due to physical reasons (torque
reduction for technical failure). Some EGR DTCs trigger inducement due to legal
requirements.
• To prevent tampering actions, DPF removal shall be detected and shall trigger
Inducement

The inducement is communicated by the ECM to the VCM by means of CAN

messages. Following the inducement phases, the VCM will sent a CAN message asking
an Instrument Cluster Indication.

326
Inducement levels

Moderate
• Inducement description
• EGR: 25% Power reduction(1%/min)
• DPF: the same of EGR but ramp slope = 5%/min
• Information displayed
• AMBER warning light ON
• Text in the display: After Treatment Failure , Power limitation

Severe
• Inducement description
• EGR: 50% Power reduction(1%/min), after 4hours since detection
• DPF: the same of EGR but ramp slope = 5%/min
• Information displayed
• RED warning light ON
• Text in the display: After Treatment Failure , Power limitation

327

Inducement levels

Strong
• Inducement description
• EGR: 50% Power reduction(1%/min), after 4hours since detection
• DPF: the same of EGR but ramp slope = 5%/min
• Information displayed
• RED warning light ON
• Text in the display: After Treatment Failure , Extreme Power limitation

Engine stop
• Engine stop as inducement strategy isn’t used by CNH.

• If the engine is stopped during the ramp periods and then re-started, the ramps do not
resume. The full power (corresponding to the specific level) shall be applied
immediately.

328
EGR/DPF inducement: Power Limitation

329

EGR/DPF Inducement Phases

330
Precaution – Service regeneration

Introduction
Forced regeneration with the EST, while soot load is very high, causes high exhaust
temperature ( very late injection) and a lot of engine noise through the high engine speed
and accelerations.

Precaution
• Through the high temperature, the exhaust gas aspiration system in the workshop has
to be able to resist this higher temperature. Normal exhaust aspiration systems will be
damaged Rubber pipes start to burn and the aspiration motor can overhead.
• Check always if the oil level in the sump is below the maximum level. Oil level will rise
during the forced regeneration through the very late injection. The diesel fuel in the
sump can cause uncontrolled engine overspeed.
• In some cases it can be reasonable to do the forced regeneration out of the costumers
or the sales department view. Costumers can react very negative while hearing all that
engine noise and seeing a red heated exhaust system.

331

Oil quality and Maintenance reset

Introduction
The DPF regeneration at high temperature causes an accelerated deterioration of lube oil
(due to late post-injections), so the ECM will estimate the Oil Quality by means of a
dedicated strategy. If the deterioration is too severe, the user will be advised to change the
lube oil before the normal maintenance interval, and a procedure to reset the oil quality
estimation will be carried out by means of a specific foot pedal sequence(1BOX) or via Set-
up menu.

Oil quality reset

• The oil quality reset procedure shall be performed at key on (engine not running). After
counter reset a key off/on transition is necessary. Then, the Instrument Cluster the
performs a so called OIL LIFE MONITORING RESET message via the CAN bus..
• The oil quality percentage can be monitored by means of the variable OIL QUALITY
PERCENTAGE display on the Instrument Cluster. After reset OIL QUALITY % = 100%.
During the normal operating condition OIL QUALITY % is decreased till zero.

332
Maintenance reset: 1 BOX architecture

EngineOilQualityreset

In case of 1 BOX application, the oil reset maybe performed by means of a specific foot
throttle sequence as described in the figure above.

333

DPF diagnostics

Actions that will result in a long DPF life

• Charge the engine from time to time with full load at high engine speed for several
minutes.
• Use low sulphure high quality diesel fuel, don’t add fuel additives
• Use the correct engine oil, don’t add oil additives
• Install always the latest engine software updates

Actions that will result in a short DPF life

• A lot of short engine runs without an engine run at full load for several minutes
• Low engine oil quality, low diesel fuel quality, use of additives
• Defective engine
• Incorrect maintemance

334
DPF diagnostics

More Forced regenerations through:

• Bad combustion: defective injector, engine with low compression, low rail pressure
• Defective pressure sensor(s) sending incorrect pressure values to the ECM
• Defective engine exhaust temperature sensor(s)
• Defective glowplugs
• Defective crankcase breather
• Too high oil level in the oil sump
• Defective EGR compoment, defective Throttle Valve Actuator
• Defective or contaminated Lambda sensor
• Defective Oxidation Catalyst
• DPF at its end of life

CheckiftheECMactivatesAutomaticRegenerationsbeforedemandingforForced
Regeneration.Iftherearen’tAutomaticRegenerationanymore,findoutwhy?

335

Replacing or cleaning the Diesel Particle

Filter

Cleaning a DPF on your own – the consequences

• To explain the consequence of trying to clean a DPF on your own, let us first explain
about the structure of diesel particle filters. Most DPF have a precious metal coating.
The inside of the filter is very delicate – the filter holds several 100 millimeter-sized
ceramics wall channels.
• Therefore, it is almost impossible to clean the DPF satisfactorily without a technically
tried and tested procedure. Either not all soot is removed, which will clearly reduce the
service life, or the diesel particle filter is damaged and must be replaced by a new one.
• The use of compressed air or water to clean the DPF will damage the precision metals
or cerium on the ceramic zeolit
• The use of special liquid cleaning products let to unefficient remove of soot. Toxic
vapors can escape during the first engine heating up after the cleaning proces.
• Cleaning the DPF in a ultrasonic bath is very expensive and won’t remove all soot.
• Before cleaning the DPF on your own we can’t check for medium damage to the zeolit
(ceramic) or damage to the shock absorbing matt around the zeolit. If those damages
occur, we have to replace the DPF.

336
Replacing or cleaning the Diesel Particle
Filter
DPF cleaning is a very difficult task
• DPF cleaning can only be done by a certified cleaning center. Several cleaning
processes excist following the DPF type. Mostly clogged DPFs shall be heated up in
an oven for a long time till the particles become dry dust that can be removed from the
DPF on an easy way. Other methode is the gentle mechanical cleaning with the dry
snow CO2 procedure.
• During the DPF heating toxic vapors and cerium dust escape the DPF. A certified
aspiration system with toxical dust repository is recommanded.
• Cleaning of soot filters is subject to a dedicated backpressure measurement and
channel break examination before and after cleaning in addition to documentation. It
warrants successful and high-quality cleaning results.

337

Engine
management
Diagnostic structure

338
Basic structure for diagnostics on electronical
systems

Ask for costumer

complaints and verifivy Usage, general description and
the information utilization of the system

Fault codes
Diagnose H-menu’s
EST Service support systems
Datar & technical publications
Interpretation of the • ASIST
Diagnostic results • e-TIM
• EST
• Electric diagrams Dis- / re-assembly
Selection and application of instructions in
the correct repair method technical
publications

Reparation

Usage, working
Verify if the complaints
no fault codes
have disappeared

Delivery of repared vehicle to customer

339

Logical diagnose sequence with EST

The EST has a logical diagnose sequence

Please respect this sequence for efficient problem solving.

1. Inspection of the controller status &

presence on the CAN network
2. Inspection of the fault codes
3. Identification of hardware and software
on controllers with fault codes
4. Monitor & inspection of the parameters
5. Set outputs – Controller tests
6. Usage of technical information:
Troubleshoot problems & ASIST
7. Usage of DATAR for particular
problems

340
Logical diagnose sequence with EST- remarks

1. Inspection of the controller status & presence on the CAN network

The non presence of a controller on the CAN network will result in a lot of fault
codes and costumer complaints. This has to be solved at first.
2. Inspection of the fault codes
For more than 65% of the electronic problems and a lot of mechanical problems
on a electronic system a fault code appears. Solving this (active) fault is mostly
solving the costumer’s complaint.
3. Identification of hardware and software on controllers with fault codes
Necessary for software issues and for searching in ASIST

341

Logical diagnose sequence with EST- remarks

4. Monitor & inspection of the parameters

Parameter values can confirm a fault code or can show you the supersede value
used by the controller software. A mal functioning of a system without fault codes
can be caused by a bad parameter value.
5. Set outputs – Controller tests
Activation on EST demand gives you the certainty that the particular actuator
circuit and functionality is OK or NOK
6. Usage of technical information: Troubleshoot problems & ASIST
7. Usage of DATAR for particular problems
When the cause of a fault code or a bad parameter value is difficult to find, the
use of DATAR can be necessary.

342
 F5 engine with
Common Rail
Turbo system

343

Plug connector selection

1.

2.

3.

344
Control module status

1.

2.

345

Clear Errors

1.

2.

346
Clear Errors

2.

347

Parameters

1.

348
Software download

1.

349

Easy tool

1.

350
Identification code reading

1.

2.

351

Identification code reading

1.

352
Identification code reading

1.

353

Identification code reading

354
Clear Errors

1.

2.

355

Clear Errors

1.

356
Parameters

1.

2.

357

Parameters

1.

358
Parameters

1.

359

Parameters

1.

360
Parameters

1.

361

Parameters

1.

Coldenginejustafterstarting
Lambdasensordoesn’tworkincoldconditions

362
Parameters

Enginerunsatidleandnormalhotenginetemperature.
LambdasensordeliversaVoltageinhotconditions

363

Parameters

Enginerunsatmaximumspeed,noloadandnormalhot
enginetemperature.

364
Parameters

1.

Sootmass,differentialpressureandflowintheDPF

365

Parameters

2.

3.

1.

366
Parameters – analog view

367

Recording parameters

2.

1.

368
Cylinder cut out

369

Cylinder cut out

370
Data stored

371

Configuration

1.

372
Engine Data set regestration

1.
2.

373

Engine Injector code Configuration –

IMA / IQA code

1.

2. 3.

4.

5.

374
General configuration

2.
1.

375

H8-Clear

1.

3. 5.
2.

4.

376
Machine statistical data log

1.

2.

377

Replacement of the DPF

1.

2.

3.

378
Replacement of the Differential Pressure
sensor

1.

2.

3.

379

Replacement of the Engine OIL and Filter

1.

2.

3.

380
Replacement of the EGR Valve

1.

2.

3.

381

Replacement of the Lambda Sensor

1.

2.

3.

382
Replacement of the DOC

1.

2.

3.

383

Replacement of the PRV

1.

2.

3.

NOTE: If the pressure relief valve located on the high pressure common rail is replaced, the data
must be reset in the engine controller. The controller adjusts for Degradation so it needs to be
informed of any new emission components added.

384
Service Regenerations Test

1.

2. 3.

385

DPF service

DPF Service– specialconsiderations

Replacement of DPF related parts require added actions:

• It is necessary to reset data in ECM with new component information
• Due to degradation throughout operational life
• Reset data in “Configuration” menu of EST

386
 F5 PM Catalyst
engine
Exhaust system with EGR and
PM Catalyst (PM Flow through Filter)

387

F5 with PM CAT (below 76 hp)

DOC!/!PMCAT)

CEGR

F5D 55hp-75hp Stage 3B EU - Tier 4A EPA

388
Cooled EGR layout is the same for all
F5 engines with DPF or PM CAT

EGR Cooler

EGR Valve

Exhaust Gas

389

Cooled EGR layout is the same for all

F5 engines with DPF or PM CAT

Throttle valve Throttle valve

EGR cooler EGR cooler

EGR valve EGR valve

PM CAT (below 76 hp) DPF (more than 75 hp)

Lambda sensor Lambda sensor

390
DOC-PM CAT overview

No!differential!
pressure!sensor

Temperature sensors

Lambda sensor Absolute pressure sensor

The lenght of the temperature sensors before and after the DOC are
different. The cables have mostly another color label and another lenght to.
391

DOC-PM CAT overview

! DOC / PM-CAT cartridge design.

! Fully integrated under bonnet –

allows compact design, no sight
obstructions!

! Reduction of unburnt hydrocarbons

in the Diesel Oxidation Catalyst.

! Unburnt fuel particles are trapped in

PM-CAT

! Regeneration is the process to clean

the soot inside the PM-CAT.

392
DOC-PM CAT overview

DOC! PM!CAT!
section section

• Advantages of a PM CAT over a DPF is simplicity!

• It is a “flow through filter” there is nothing to block up and.

Therefore the control system is much simpler and the DOC PM CAT
installation in the vehicle is less restricted as there is less
heat buildup. There is also no service requirements to clean
organic ash from the filter..

393

Compare: DPF and PM CAT

Compared with a DPF for the same engine, the PM CAT has less volume.

394
Compare: DPF and PM CAT
PM!CAT DPF

Metalic flow through filter with catalytic

features

A porous, catalytically coated, silicon

carbide filter to trap particulates

395

Compare: DPF and PM CAT

For separating solid particles (mostly black carbon or soot) from the exhaust gas of internal combustion engines (ICE),
there are basically two very different types of devices commercially available.

! 1) DPF filter
Mechanism is based on the Brownian motion, hence diffusion. Separation efficiency is always better than 99% of ultra-fine
(or nano-) particles and better than 97% of fine particles. The exhaust gas is forced through a porous (normally) ceramic
wall (therefore the expression wall flow filter). In tiny “micro-cavities” accumulated soot is “burnt off” ( oxidised) in intervals
(active regeneration) or steadily (passive regeneration).
DPF are generally more expensive than PM CATS and they require some tuning of the electronic engine management
system.
DPF’s require occasional maintenance by the operator to remove accumulated inorganic ash

! 2) PM CAT
A partial-flow diesel particulate filter is, strictly speaking, a particle separator.
Its is based on turbulent flow along a catalytically coated wall.
As the soot particles touch the wall they are oxidised (burnt off), as long as the catalyst is above the activation
temperature.
If the activation temperature of the catalyst is not achieved, soot is accumulated on the wall until the oxidation temperature
is achieved

396
PM CAT system

Metal-Fleece
! Composed of a DOC + high efficiency Flow Through Filter (FTF)
! Unlike a DPF, FTF has open flow through passages that allows Corrugated Layer

exhaust gases to pass through. Thus, the back pressure does

not increase beyond a certain limit, irrespective of the soot loading
! Is based on PM continuous passive regeneration of soot by NO2
generated on the DOC:
C + NO2 " NO + CO/CO2
! In practical applications, a NOx to PM ratio above 12 favours the rate of regeneration.
! Requires Temp. between 220C to 480㼻C

397

Flow through PM CAT

Gas inlet side: Gas outlet side:

398
PM CAT functioning

# PMCat technology functioning is divided in two phases:

$ filtration: particulates are collected in the inlet channels of the
filter (efficiency major of 60%)
$ cumulated particles elimination : according to engine mission the
filter gets clogged by soot and needs to be cleaned up through a
regeneration process
• passive regeneration: particulates are burnt out at average
temperatures (250㾂500㼻C) by NO2
• active regeneration: particulates are burnt out through an oxidation
process by getting PMCat temperature level > 600㼻C

Rgn
ON

Load phase Regeneration

phase

Rgn
OFF
13

399

PM Cat regeneration - summary

Regeneration Types

Passive Auto Manual Service

Triggered by ECU Triggered by Triggered by

control logic operator service tool

Passive Regeneration Active Regeneration

- Always active but only at medium - Active only if Inlet PM Cat temperature > 580㼻C
engine load operation (inlet PM Cat - Requires specific engine control strategy
temp 250..450㼻C)
- Active in all engine points of operation
- Low particulate burning rate
- NO2 / PM - ratio > 10 - High particulate burning rate (+300% vs. passive)
- No impact on engine or control - Oil dilution with fuel and risk oil of change interval reduction
strategy

400
PM Cat regeneration – thermal management

ECU

Fuel injections
Temp. Sensor

DOC

PMCat

Muffler

1. Air management (throttle valve and turbocharger)

2. Multiple Injections activation
DOC light-off (>300㼻C)
up to 5 retarded injections
3. Late Post Injections activation
Inlet PMCat Temp. ~ 600㼻C
(not burning)
15

401

PM CAT main interface

In red the differences with the PDF

402
DPF main interface

In red
the differences
with the PDF

403

PM CAT regeneration strategy

There are two algorithmes determing the active regeneration, the soot load and a timer algorithm
• Only an algorithm calculated the soot load of the PM Cat.
• At laest every 25 houres there is an active regenration of the PM Cat during normal operation of
the engine. The load of the engine determines the active regeneration time.

404
Regeneration strategy

• <90% = regeneration not needed

• 90-115 % = Automatic active regeneration

• 115 % = Automatic active regeneration has not been completed

(PMCat lamp 0 ) remove inhibit or perform manual regeneration.

• 130% = Automatlc active Regeneration, manual or Service Regeneration

(Warning Lamp 1 On)

• 150 % = Automatic active Regenetration Disabled, manual or Service

Regeneration only
(Warning Lamp 2 On)

19

405

Manual / Service regeneration operator

information

• The driver may perform the manual PM Cat regeneration only when the PM
Cat lamp is switched ON.
• Park the vehicle in a safe place and warm up the engine (coolant
temperature > threshold 60°C)
• Firmly set the parking brake, place the gearshift in the neutral position and
disengage the PTO.
• Do not press the accelerator pedal or the clutch pedal.
• Press the PM Cat cleaning switch.
• The engine will increase its idling speed to start the manual PM Cat
regeneration (~ 15 minutes).
• The idling speed of the engine returns to the original idling speed and the
PM Cat lamp is switched OFF. This indicates completion of the manual PM
Cat regeneration.
• Once the manual PM Cat regeneration is completed, the operator can drive
the vehicle normally.

20

406
PM CAT monitoring
FAULT TEST REACTION SERVICE ACTION

Warning Lamp 1 ON
Clogged 1st Soot model > Power Derate (-25%) Service/Forced
level 130% «DFC_PFltOvldLvl2» Regeneration
fault stored in ECM

Warning Lamp 2 ON
Clogged 2nd Soot model > Power Derate (-55%) Service/Forced
PMCat level 150% Regeneration
«DFC_PFltOvldLvl3»
fault stored in ECM

Warning lamp
PMCat illuminated on
temperature & dashboard
Removal Restore PMCat
vehicle mission
profile plausibility «DFC_PFltRgnNotEnd»
fault stored in ECM
Warning lamp
illuminated on
dashboard Wiring harness check
Temperature Signal range «DFC_TPFltUsSRCMax
Electrical
sensor check DFC_TPFltUsSRCMin Sensors substitution
DFC_TOxiCatUsSRCMax
DFC_TOxiCatUsSRCMin»
faults stored in ECM

407

Oil life algorithm

12

New oil
100 [%]10
PMCat subalgorithm

8
Hours
Hours subalgorithm
remaining oil
TBN

life [%] 6
MIN Oil change
indication
Regeneration 4

Oil change lamp activation

4 [%]
0 [%] 2 Oil change threshold
max
# Each criteria works independently
0
from the other 600
25000 (AG)
00 Oil5000
change
10000interval
15000 [Hours]
20000 30000 35000

# Oil quality is estimated as minimum Oil change mileage [Km]or 500 (CE)
selection among two models

408
Engine recovery with low oil life residual

In order to induce the operator at oil change three different messages are sent to operator

1st message: PMCat subalgorithm ! 4% or " oil pressure lamp blinking

Hours subalgorithm ! 4%
2nd message: PMCat subalgorithm ! 2 % (B) " oil pressure lamp blinking + error code +
light performance limitation
3rd message: PMCat subalgorithm = 0 % (C) " oil pressure lamp blinking + error code +
heavy performance limitation

Oil deterioration due PMCat regeneration could be dangerous for engine (too high oil level in oil sump),
so second and third messages are sent only in case of oil deterioration due to regeneration.

Threshold of oil deterioration due to regeneration (point A) is greater then 600 hours oil life limit. Only in
case of engine problems or mission unfavorable for the regeneration this threshold could be reached
before of 600hours

23

409

DPF versus PM CAT

The differences are:
• A DPF separates particles from gas by forcing the flow through a porous wall
• A PM-Cat. separates the particulate due to fluid dynamics, that means the winglet structure inside
the PM Cat directs the flow path to thin mesh where the particles get caught and then oxidised
• A regeneration process due to oxidation is needed in both cases.
• For a DPF regeneration of the filter is mandatory, either passive or active, or the system will fail.
For a PM Cat failure to passively regenerate does not compromise the operation of the engine.

The Pro’s and cons are:

• If it is possible to reach the emission limits on an engine with a PM Cat, ( only up to 60% efficient),
it is the better solution in terms of complexity (no special engine vehicle set up required vehicle)
and overall cost. The Efficiency of the DPF system is 98%.
• The use of a PM catalyst instead of a DPF also removes the risk of blockage if the regeneration
process fails for some reason. Only in conditions with all the time low load (low idle) we risk to
block the PM Cat.
• A PM CAT is the better and easier to handle solution for the final machine customers, with no
operator intervention required or fuel efficiency deterioration due to regeneration or increase in
exhaust backpressure. Because the backpressure is lower, there is a better combustion efficiency
on F5 engines.

24

410
(5) Isuzu
 CX_C Engine Orientation

2011-03-08 Engine Overview 1

Notes

Engine Overview 2
 Table of Contents

Overall Appearance Diagram 6

Overview of Interim Tier IV engine system 8
Full electric control 10
Engine System Diagram 11
ECM (engine control module) 12
Supply Pump / SCV (suction control valve) 14
(supply pump) 15
(Fuel Temperature sensor) 16
(suction control valve) 17
Common Rail 18
Flow Dampener 19
Pressure Sensor / Pressure Limiter 20
Injector 24
Glow Plugs 26
Engine Coolant Temperature Sensor 28
Engine Oil Pressure Sensor 30
Cam Position Sensor (CMP sensor) 32
Crank Position Sensor (CKP sensor) 34
Radiator 36
Reserve Tank – Level Switch 38
Atmospheric pressure sensor 40
Air Intake (MAF) Sensor (Mass & Temperature) 42
Dropping Resister for Air Intake (MAF) Sensor 44
VG Turbocharger 45
VG Turbo Controller (4HK1X ) 48
VG Turbo Controller (6HK1X) 49
Boost Pressure Sensor 50
Boost Temperature Sensor 52
Fuel Level Sensor 54
Fuel Filter ((Main 56
Fuel Filter Sensor 58

Engine Overview 3
 Table of Contents (cont.)

EGR Cooler 64
EGR Valve (EGR position sensor) 66
EGR Intake Temperature Sensor 68
Battery Relay 70
Starter Relay 72
Glow Relay 76
Starter Motor 78
Alternator 80
Air Cleaner (Vacuum) Switch 82
DPD (Diesel Particulate Diffuser) 84
DPD Differential Pressure Sensor 86
DPD Exhaust Temperature Sensor 88
Intake Throttle 90

Engine Overview 4
Notes

Engine Overview 5
 Overall Appearance Diagram

Engine Summary – Overall Appearance Diagram

1 Engine oil fill port 7 Starter motor

2 Air breather 8 Supply pump (SCV)

3 Alternator 9 Common rail

4 Turbo

5 EGR valve
l

6 EGR cooler

Engine Overview 6
 Overall Appearance Diagram

Engine Summary – Overall Appearance Diagram

1 Engine oil fill port 7 EGR cooler

2 Air breather 8 Supply pump (SCV)

3 Alternator 9 Common rail

4 Turbo

5 S
Starter motor

6 EGR valve

Engine Overview 7
 Overview of Interim Tier IV engine system

Engine Summary – Overview of Interim Tier IV engine system

Engine Overview 8
 Full electric control

Engine Summary – Full electric control

Engine Overview 9
 Engine System Diagram

Engine Summary – Engine System Diagram

1 Air cleaner 11 Supply pump

2 Fuel cooler 12 EGR cooler

3 Inter cooler 13 DPD

4 Radiator 14 Fuel main filter

5 VGR turbo
b 15 F l ttankk
Fuel

6 Compressor side 16 Fuel pre filter

7 Turbine side 17 Charge fuel pump

8 Engine 18 Intake throttle

9 Injector 19 EGR valve

10 Common rail

Engine Overview 10
 ECM (engine control module)

Engine Summary – Detailed Parts Diagrams

1 ECM (engine control module)
1.

Engine Overview 11
 ECM (engine control module)

Engine Summary – Detailed Parts Diagrams

1. ECM (engine control module)

Three roles of the ECM

[1] The ECM constantly monitors information sent from the various sensors and
controls the power train systems.
[2] The ECM executes system function diagnosis, detects problems in system
operation, issues trouble alarms to warn the operator and stores the diagnostic
trouble code into memory.
The diagnostic trouble code identifies the area in which the problem occurred and
supports repair work by the service technician.
[3] The ECM puts out 5 V and other voltages to supply power to the various sensors
and switches.
The ECM controls output circuits by controlling ground or power supply circuits
via one device or another.

Engine Overview 12
 ECM (engine control module)

Engine Controller Schematic

Engine Overview 13
 Supply Pump / SCV (suction control valve)

4HK1X

6HK1X

Engine Overview 14
 Supply Pump / SCV (supply pump)

Supply pump
The supply pump uses the force of the engine rotation to raise the fuel pressure
and send fuel to the common rail
rail. The SCV
SCV, fuel temperature sensor
sensor, and feed
pump are installed on the supply pump.

4HK1X

1
1 Fuel temperature sensor

2 SCV (suction control valve)

3 Feed pump (supply)

6HK1X

2
3

Engine Overview 15
 Supply Pump / SCV (Fuel Temperature sensor)

4HK1X and 6HK1x

1 F
1. Fuell ttemperature
t sensor

The fuel temperature sensor is installed on the supply pump, and the thermistor
changes the resistance value according to the temperature change.

The resistance value becomes lower when the fuel temperature is high, and it
becomes higher when the fuel temperature is low.

The ECM applies 5 V to the fuel temperature sensor through the pull-up resistor, and
it calculates the fuel temperature from changes in the voltage and uses it for
controlling the supply pump, etc.

The voltage becomes lower when the resistance is lower, and it becomes higher
when the resistance is higher.

Engine Overview 16
 Supply Pump / SCV (suction control valve)

4HK1 and 6HK1X

SCV (suction
( ti control
t l valve)
l )
The SCV is installed on the supply pump and controls the sending of fuel to the
common rail (discharge volume). The ECM controls the electrified time to the
SCV and controls the fuel discharge.

Engine Overview 17
 Common Rail

4HK1x

6HK1x

Engine Overview 18
 Common Rail / Flow Dampener

6HK1X 1

1 Common rail

6HK1X 2

1 Common rail
2 Flow damper

The common rail receives the fuel from the supply pump, holds the common rail (fuel)
pressure and distributes the fuel to each cylinder
pressure, cylinder. The common rail pressure sensor
sensor,
flow dampeners (only on the 6HK1X engine) and pressure limiter are installed on
the common rail.

Engine Overview 19
 Common Rail / Pressure Sensor / Pressure Limiter

4HK1x

6HK1X

Engine Overview 20
Common Rail / Pressure Sensor / Pressure Limiter

4HK1X

Common rail
2 1
pressure sensor
2 Pressure limiter

6HK1X

Common rail
1
pressure sensor
1
2 Pressure limiter

Engine Overview 21
 Common Rail / Pressure Sensor / Pressure Limiter

4HK1X and 6HK1X

Pressure Sensor

Common rail pressure sensor

Sends the pressure inside the common rail to the ECM as a voltage signal. From
the signal sent, the ECM calculates the actual common rail pressure (fuel
pressure) and uses this for fuel injection control.

Engine Overview 22
 Common Rail / Pressure Sensor / Pressure Limiter

4HK1X and 6HK1X

Pressure Limiter

(2) Pressure limiter

If the pressure in the common rail becomes abnormally high, the pressure limiter
relieves the pressure, and excess fuel is returned to the tank.

Engine Overview 23
 Injector

4HK1X and 6HK1X

Injector
The injectors are installed on the cylinder head sections. They are controlled from the
ECM and inject fuel. The injector drive voltage is boosted (to 118 V) inside the ECM
and applied to the injectors. By controlling the injector electrified time, the ECM
controls the fuel injection, injection timing, etc.

Engine Overview 24
 Injector

4HK1X

6HK1X

Engine Overview 25
 Glow Plugs

4HK1X

6HK1X

Engine Overview 26
 Glow Plugs

4HK1X and 6HK1X

There are 4 glow plugs on the 4HK1X engine and 6 glow plugs on the 6HK1X engine.

Engine Overview 27
 Engine Coolant Temperature Sensor

4HK1X

6HK1x

Engine Overview 28
 Engine Coolant Temperature Sensor

4HK1X and 6HK1X

Engine Coolant Temperature Sensor

The Engine Coolant Temperature sensor detects the engine coolant temperature and
sends it to the ECM.

The Engine Coolant temperature sensor is installed on the engine block

block, and the
thermistor changes the resistance value according to the temperature change.
The resistance value becomes smaller when the engine coolant temperature is high,
and the value becomes larger when the engine coolant temperature is low.
The ECM applies 5 V to the water temperature sensor through the pull-up resistor,
and calculates the engine coolant temperature from changes in the voltage.
This value is used in various control mechanisms, such as for fuel injection control,
Q i kO
Quick On Start
St t (QOS) control,
t l etc.
t
The voltage becomes higher when the resistance is higher, and it becomes lower
when the resistance is lower.

Engine Overview 29
 Engine Oil Pressure Sensor

4HK1X

6HK1X

Engine Overview 30
 Engine Oil Pressure Sensor

4HK1X and 6HK1X

Engine Oil Pressure Sensor

The engine
Th i oilil pressure sensor iis iinstalled
t ll d near the
th cylinder
li d block
bl k starter
t t motor.
t It
detects the engine oil pressure, converts this pressure into an electrical signal, and
sends that signal to the ECM.
The voltage becomes higher when the pressure is higher, and it becomes lower when
the pressure is lower.

Engine Overview 31
 Cam Position Sensor (CMP sensor)

4HK1X

6HK1X

Engine Overview 32
 Cam Position Sensor (CMP sensor)

4HK1X and 6HK1X

Cam Position Sensor (CMP sensor)

The camshaft
Th h ft position
iti sensor is
i installed
i t ll d b
behind
hi d th
the cylinder
li d h head,
d and
d generates
t a
CMP signal when the camshaft cam passes by it.
The ECM determines the cylinder and specifies the crank angle using the CMP signal
input from the camshaft position sensor, and uses the information for the fuel
injection control and calculation of the engine RPM.
While this control is usually performed using the CKP signal, the CMP signal is used
i t d when
instead h ththe crankshaft
k h ft position
iti sensor is
i faulty.
f lt

Engine Overview 33
 Crank Position Sensor (CKP sensor)

4HK1X

6HK1X

Engine Overview 34
 Crank Position Sensor (CKP sensor)

4HK1X and 6HK1X

Crank Position Sensor (CKP sensor)

The crankshaft position sensor is installed on the flywheel housing and the CKP
signal is generated every time when the protruding section of the flywheel passes the
sensor.
The ECM determines the cylinder and specifies the crank angle using the CMP signal
input from the camshaft position sensor, and uses the information for the fuel
injection control and calculation of the engine RPM.
While this control is usually performed using the CKP signal, the CMP signal is used
instead when the crankshaft position sensor is faulty.

Engine Overview 35
 Radiator

4HK1X

6HK1X

Engine Overview 36
 Radiator

4HK1x

6HK1X

Engine Overview 37
 Reserve Tank – Level Switch

4HK1X

6HK1X

Engine Overview 38
 Reserve Tank – Level Switch

Reserve Tank – Level Switch

Engine Overview 39
 Atmospheric pressure sensor

4HK1X and 6HK1X

Located next to main computer

Engine Overview 40
 Atmospheric pressure sensor

4HK1X and 6HK1X

Atmospheric pressure sensor

The atmospheric pressure sensor is installed in the cab. The ECM converts the
atmospheric pressure into an electric signal and calculates the atmospheric pressure
from this voltage signal and corrects the fuel injection quantity according to the
atmospheric pressure.

Engine Overview 41
 Air Intake (MAF) Sensor (Mass & Temperature)

4HK1X

6HK1X

Engine Overview 42
 Air Intake (MAF) Sensor (Mass & Temperature)

4HK1X and 6HK1X

Air Intake ((MAF)) Sensor ((Mass &

Temperature)

Intake air temperature sensor

The intake air temperature sensor is installed
on the duct between the air cleaner and
turbocharger. The intake air temperature
sensor is variable resistance inside the mass
air flow sensor to measure the temperature
of air taken into the engine. When the intake
air temperature sensor is cold, the resistance
of the sensor is high. When the air
temperature rises, the resistance of the
sensor becomes low. For high sensor
resistance, the ECM detects a high voltage of
the signal circuit. For low sensor resistance,
the ECM detects a low voltage of the signal
circuit.

Mass air flow sensor

The mass air flow sensor measures the
amount of air taken into the engine, and it is
installed on the duct between the air cleaner
and turbocharger. The mass air flow sensor
consists of the mass air flow sensor and
intake air temperature sensor to measure
some of air flowing in the duct. A small
amount of air taken into the engine indicates
deceleration or idle RPM. A large amount of
air indicates acceleration or high load.

Engine Overview 43
 Dropping Resister for Air Intake (MAF) Sensor

4HK1X

6HK1X

Located next to main computer

Dropping Resister for Air Intake (MAF) Sensor

The voltage for Air Intake Sensor is 12V. To get 12V, a Dropping Resistor is needed.

24V power supply at ECM is connected to Dropping Register, and back to ECM than
ECM checks the voltage.
g Then 12V ppower supply
pp y at ECM g
goes to Air Intake sensor.

Engine Overview 44
 VG Turbocharger

4HK1X

6HK1X

Engine Overview 45
 VG Turbocharger

VG Turbocharger
VG Turbo is able to change the angle of 4HK1X
the exhaust turbine wing g to raise a
supercharge effect. It is used for exhaust
gas performance enhancements such as
PM restraint.

The turbocharger has an actuator with

built-in control unit installed. The opening
angle of the turbocharger variable nozzle 1
is driven by the motor actuator.

The built-in control unit performs CAN

communication, and the ECM performs
control that changes the boost
pressure by adjusting the nozzle opening
1 M t Actuator
Motor A t t
angle in accordance with the load
requirement for the engine.

6HK1X

1 Motor Actuator

Engine Overview 46
 VG Turbocharger

Variable Geometry Turbo Charger ((VGT

VGT))

Because of emission control measurement changes; overall

factors such as boost pressure, fuel injection volume, exhaust
gas regeneration amount, etc. need to be controlled in various
modes.
The VGT controls the boost pressure by opening and closing the
vane which enables EGR to work more efficient. This results in
NOx decreasing.

High load
Vane open : large
Relative flow : slow

Low load
Vane open : small
Relative flow : fast

Engine Overview 47
 VG Turbo Controller (4HK1X)

4HK1X

4HK1X VG Turbo Controller

The turbo controller for the 4HK1X
engine
i iis llocated
t d iinside
id th
the cab
b near th
the
fuse panel.

Engine Overview 48
 VG Turbo Controller (6HK1X)

6HK1X

6HK1X VG Turbo Controller

The VG Turbo Controller for
the 6HK1X engine is located
on the turbocharger.

Engine Overview 49
 Boost Pressure Sensor

4HK1X

6HK1X

Engine Overview 50
 Boost Pressure Sensor

4HK1X and 6HK1X

Boost Pressure Sensor

The boost sensor detects the boost using the pressure hose between the boost
sensor and intake pipe to convert into the voltage signal and sends it to the ECM
ECM.
The voltage becomes higher when the pressure is higher, and it becomes lower when
the pressure is lower.

The ECM calculates the boost from the voltage signal sent from the sensor, and uses
it to control the fuel injection, etc.

Engine Overview 51
 Boost Temperature Sensor

4HK1X

6HK1X

Boost Temperature Sensor

The boost temperature sensor is installed to the EGR valve upstream side of the
i t k manifold.
intake if ld Th
The sensor iis th
the th
thermistor
i t ttype, and
d th
the resistance
i t value
l iinside
id th
the
sensor changes in accordance with the change in the temperature.

Engine Overview 52
 Boost Temperature Sensor

4HK1X and 6HK1X

Boost Temperature Sensor

Detects the boost temperature and sends it to the ECM. Used for fuel injection
control etc.

Engine Overview 53
 Fuel Level Sensor

4HK1X

6HK1X

Engine Overview 54
 Fuel Level Sensor

4HK1X and 6HK1X

Engine Overview 55
 Fuel Filter (Main

4HK1X

6HK1X

Engine Overview 56
 Fuel Filter (Main)

4HK1X

Fuel Filter (Main)

Engine Overview 57
 Fuel Filter Sensor

4HK1X

6HK1X

Engine Overview 58
 Fuel Filter Sensor

4HK1X and 6HK1X

Fuel Filter Sensor

Overview: The purpose of the Main Fuel Filter Pressure Transducer is to
protect the engine. If the engine is run with a restricted fuel filter,
cavitation may occur resulting in engine damage.

Engine Overview 59
 Fuel Filter Sensor

Warning Message on Monitor

Notification of restricted fuel filter and requirement of fuel filter replacement will occur.
A Warning Message will be displayed
displayed, and engine rpm will be reduced according to
this situation.

If a restriction in the main fuel filter occurs the information is sent to the ECM to
inform the monitor display that the fuel filter is clogged.
Detects the negative pressure inside the main fuel filter and send it to the ECM.

Engine Overview 60
 Fuel Filter Sensor

Main Fuel Filter Pressure Transducer

The main fuel filter pressure transducer is monitoring negative pressure on the fuel
line.
This system works 3 sec after engine start,
start and more than 0 C of fuel temperature
temperature.
(1)
When the fuel pressure reaches –30 kPa, for 60 seconds, the warning message will
be displayed on the monitor, and the alarm will sound for 5 seconds.
After replacing the main fuel filter, the controller recognizes the fuel pressure is now
over –5 kPa, the warning message will be cancelled.
(2)
If the fuel filters are not replaced at –30 kPa pressure condition and engine continues
to be run than ECM will signal to reduce engine rpm. If the fuel pressure goes to –38
kPa, for 30 seconds, the ECM signals to reduce engine rpm until the fuel pressure
becomes –30 kPa again.
(3)
If the engine continues to be run without fuel filter replacement treatment, and the
pressure
p essu e reaches
eac es too –38kPa
38 a aga
again,, the
e ECM
C will ssignal
g a to
o reduce
educe e
engine
g e rpm
p aga
again.
But the maximum reducing rpm this time will be 300 rpm from Rated RPM.

Engine Overview 61
 Fuel Filter Sensor

Main Fuel Filter Pressure Transducer

The main fuel filter pressure transducer is monitoring negative pressure on the fuel
line.
This system
y works 3 sec after engine
g start,, and more than 32 F of fuel temperature.
p
(1)
When the fuel pressure reaches –4.4 psi, for 60 seconds, the warning message will
be displayed on the monitor, and the alarm will sound for 5 seconds.
After replacing the main fuel filter, the controller recognizes the fuel pressure is now
over –0.72 psi, the warning message will be cancelled.
(2)
If th
the ffuell filt
filters are nott replaced
l d att –4.4
4 4 psii pressure condition
diti and
d engine
i continues
ti
to be run than ECM will signal to reduce engine rpm. If the fuel pressure goes to –5.5
psi, for 30 seconds, the ECM signals to reduce engine rpm until the fuel pressure
becomes –4.4 psi again.
(3)
If the engine continues to be run without fuel filter replacement treatment, and the
pressure reaches to –5.5 psi again, the ECM will signal to reduce engine rpm again.
But the maximum reducing rpm this time will be 300 rpm from Rated RPM RPM.

Engine Overview 62
Notes

Engine Overview 63
 EGR Cooler

4HK1X

6HK1X

EGR Cooler

The cooled EGR (cooling unit installed in the path) uses the engine coolant to cool
exhaust gas at high temperature (about 700 °C) down to (about 150 °C), to drop
the combustion temperature
temperature, and to reduce Nox
Nox.

Engine Overview 64
 EGR Cooler

4HK1X

The 4HK1X engine uses 2 EGR coolers stacked in series

6HK1X

The 6HK1X engine used 3 EGR coolers stacked in series.

Engine Overview 65
 EGR Valve (EGR Position Sensor)

4HK1X

6HK1X

EGR Valve(EGR position sensor)

(Exhaust Gas Recirculation)
Re-circulates part of the exhaust gas in the intake manifold and mixes the EGR gas
with the suction air to reduce the combustion temperature and reduce NOx.

Engine Overview 66
 EGR Valve (EGR Position Sensor)

4HK1X

6HK1X

EGR Valve (EGR position sensor)

The EGR Valve operation (open and close) timing and the lift amount are controlled
by signals from the ECM. (The valve lift amount is detected by the EGR position
sensor)

Engine Overview 67
 EGR Intake Temperature Sensor

4HK1X

6HK1X

Engine Overview 68
 EGR Intake Temperature Sensor

4HK1X and 6HK1X

Engine Overview 69
 Battery Relay

4HK1X

6HK1X

Engine Overview 70
 Battery Relay

4HK1X and 6HK1X

Engine Overview 71
 Starter Relay

4HK1X

6HK1X

Engine Overview 72
 Starter Relay

4HK1X

6HK1X

Engine Overview 73
 Starter Relay

Engine Overview 74
Notes

Engine Overview 75
 Glow Relay

4HK1X

6HK1X

Engine Overview 76
 Glow Relay

Glow Relay 4HK1X and 6HK1X

The ECM determines the glow time according to

the engine coolant temperature, and activates the
glow relay and the QOC (Quick on Start) indicator
light.
The QOS system is a system to facilitate engine
start in a low temperature as well as reducing the
amount of white smoke and noise generated
immediately after engine start.
start
When the starter switch is turned ON, the ECM
detects the temperature of the engine coolant
based on the signal sent from the water
temperature sensor to change the glow time, so
the engine can be always started under the
optimum conditions
conditions.
Also, the after-glow function can stabilize the idling
immediately after engine start.

Engine Overview 77
 Starter Motor

4HK1X

6HK1X

Engine Overview 78
 Starter Motor

4HK1X

6HK1X

Engine Overview 79
 Alternator

4HK1X

6HK1X

Engine Overview 80
 Alternator

6HK1X
4HK1X

Engine Overview 81
 Air Cleaner (Vacuum) Switch

4HK1X

6HK1X

Engine Overview 82
 Air Cleaner (Vacuum) Switch

4HK1X and 6HK1X

Engine Overview 83
 DPD (Diesel Particulate Diffuser)

4HK1X

6HK1X

DPD (Diesel Particulate Diffuser)

Built inside a special filter and oxidation catalyst.
catalyst Capture PM by filter
mainly, to burn in the combustion exhaust gas.

Engine Overview 84
 DPD (Diesel Particulate Diffuser)

4HK1X 6HK1X

DPD (Diesel Particulate Diffuser)

DPD the oxidation catalyst for purifying HC and NOX,
DPD, NOX the exhaust from the engine,
engine a
special filter for the PM system to complement the collection. PM is deposited on the
filter, it is regeneration. The regeneration has the auto play and manual view.
Differential pressure sensor detects the state PM deposition, and in order to optimize
the combustion temperature, the temperature sensor to detect.

Note: refer to the DPD section in your training

manual for more information on the DPD system.

Engine Overview 85
 DPD Differential Pressure Sensor

4HK1X

6HK1X

Engine Overview 86
 DPD Differential Pressure Sensor

4HK1X and 6HK1X

DPD Differential Pressure Sensor

The DPD differential pressure sensor is installed near DPD.

The DPD differential p
pressure sensor varies the signal
g voltage
g accordingg to changes
g
of the exhaust gas differential pressure between in front and rear of DPD filter.

The ECM detects a lower signal voltage when the differential pressure is small due to
a small amount of accumulated PM. The ECM detects a higher signal voltage when
the differential pressure is large due to a large amount of accumulated PM.

The ECM uses this voltage signal for controlling DPD regeneration and determining
purification after regeneration. It also uses the signal voltage to detect filter failures
such as a too low differential pressure.

Engine Overview 87
 DPD Exhaust Temperature Sensor

4HK1X

6HK1X

Engine Overview 88
 DPD Exhaust Temperature Sensor

DPD Exhaust Temperature Sensor

The exhaust gas temperature sensors are variable resistors 4HK1X and 6HK1X
that are installed at 2 locations on the DPD housing One
sensor is installed in front of the DPD oxidation catalyst, and
the other sensor is installed in front of the filter.

The exhaust gas temperature sensor 1 that is located in

front of the filter measures the temperature of the exhaust
gas before entering the DPD filter, and the exhaust gas
temperature sensor 2 that is located in front of the
oxidation catalyst measures the temperature of the exhaust
gas before entering the oxidation catalyst.

When the exhaust gas temperature sensor is cold, the

resistance of the sensor is high. When the exhaust
temperature rises
rises, the resistance of the sensor decreases
decreases.

The ECM detects a high voltage in the signal circuit when

the sensor resistance is high. Also, the ECM detects a low
voltage in the signal circuit when the sensor resistance is
low. The ECM uses this voltage signal for temperature
control during the DPD regeneration.

Engine Overview 89
 Intake Throttle

The intake throttle valve is installed on the 4HK1X and 6HK1X

inlet of the inlet manifold.
The ECM controls the opening angle of
the intake throttle valve according to the
condition of engine operation.
The motor inside the intake throttle valve
is controlled based on the duty ratio
signals sent from the ECM.
The opening angle of the intake throttle
valve is adjusted when the duty ratio is
changing from 0 % to the appropriate
ratio.
The valve closes when the duty signal
increases, and the valve opens when the
duty signal decreases.
The opening angle of the intake throttle
valve is detected by the position sensor.
The position sensor outputs the signal
representing the intake throttle valve
opening angle.
The ECM detects a low signal voltage
when the opening angle is small or the
valve is at the closed position
position.
Also, the ECM detects a high signal
voltage when the opening angle is large.

Engine Overview 90
 DPD Feature and Operation

DPD Feature and Operation

This training program will explain the DPD Feature and its Operation.

This is a new features for the CX_C excavators and will be used on the CX250C,
CX300C, and CX350C models to meet the current Tier 4a EPA requirements.

Terms used in this training program:

EPA – Environment Protection Agency

IT4 - Interim Tier 4
ECM – Engine Control Module
EGR – Exhaust Gas Recirculation
DPD - Diesel Particulate Diffuser
DOC - Diesel Oxidation Catalyst
DPF - Diesel Particulate Filter
VGT - Variable Geometry Turbo Charger
MAF – Mass Air Flow

NO – Nitrous Oxides
PM - Particulate Matter
HC – Hydro Carbons

2011-03-08 DPD Feature and Operation 1

Notes

DPD Feature and Operation 2

 Table of Contents

What is DPD and How does it work 4

Machine Models used on 5
DPD: Diesel Particulate Diffuser 7
DOC (Diesel Oxidation Catalyst) 9
DPF (Diesel Particulate Filter) 10
DPD (Diesel Particulate Diffuser)
DPD Regenerating Operation 12
Fuel Injection Control 16
DPD Operation System Overview 19
DPD Regenerating Operation (Monitor display) 20
Normal DPD Regenerating Operation 21
DPD Regenerating Operation (Optional) 22
DPD Regenerating Operation (Manual) 23
DPD Regeneration Control at Low Water Temperature 24
DPD Regeneration Control at High Water Temperature 25
DPD Hydraulic Load Assist Control 26
Regeneration Control In Case Of Problems 28
DPD Regenerating Operation (Compulsory) 29
DPF Overhaul 30
Tier 4a Required Fuel and Engine Oil Types 31
DPD Mechanical Failure (Filter Plugged) 32
Overhaul of DPD Filter Cartridge 35

DPD Feature and Operation 3

 What is DPD and How does it work?

What is DPD (Diesel Particulate Diffuser

DPD is a regenerating after-treatment device that collects particulate matter emitted
from the engine by means of a ceramic filter and efficiently burns PM using the
precise fuel injection of the electronic control common-rail system and emission
temperature controls.

DPD – How it works

The Diesel Particulate Diffuser minimizes the amount of PM a engine emits via the
exhaust.

The DPD, which is located on the rear of the engine assembly, combines an
oxidation catalyst to clean carbon monoxide and hydrocarbons, and a ceramic filter
that traps PM.

Pressure differential sensors within the ceramic filter are used to monitor the
accumulation of trapped PM. Once a certain amount of PM is detected, the ceramic
filter regenerates; this is done via post-injection which elevates the exhaust gas
temperature to burn off the accumulated PM

DPD Feature and Operation 4

 Machine Models used on

DPD for 4HK1X Isuzu Engine

g

DPD: Diesel Particulate Diffuser

The DPD is used on the 4HK1X engine for the following model: CX250C

DPD Feature and Operation 5

 Machine Models used on

DPD for 6HK1X Isuzu Engine

DPD: Diesel Particulate Diffuser

The DPD is used on the 6HK1X engine for the following models: CX300C and CX350C

DPD Feature and Operation 6

 DPD: Diesel Particulate Diffuser

Temperature Sensors

Differential Pressure
Monitoring Port

Differential Pressure Monitoring Port

Several new components are required to monitor and control the DPD and the
associated regeneration of the DPD.

These new components include:

Pressure Monitoring Ports – 2
These ports are used to monitor the internal DPD pressure on each side of the DPF
(Diesel Particulate Filter).

Temperature Sensors - 2
These temperature sensor sensors monitor the front DOC ( Diesel Oxidation
Catalyst) temperature and the front DPD temperature.

DPD Feature and Operation 7

 DPD: Diesel Particulate Diffuser

Differential Pressure Sensor

DPD for 4HK1X Isuzu Engine

Additional new components that are required to monitor and control the DPD and the
associated regeneration of the DPD.

DPS : Differential Pressure Sensor

This sensor is used to monitor the internal DPD pressure on each side of the DPF
(Diesel Particulate Filter).

DPD Feature and Operation 8

 DOC (Diesel Oxidation Catalyst)

Shown is the DOC removed from the excavator and separated from the DPF (Diesel
Particulate Filter).

The DOC (Diesel Oxidation Catalyst), converts NO (Nitrous Oxides) in the exhaust to
NO2 (Nitrogen Oxides) at the upstream side of DPF (Diesel Particulate Filter) .

DPD Feature and Operation 9

 DPF (Diesel Particulate Filter)

Shown is the DPF (Diesel Particulate Filter) removed from the excavator and
separated from the DOC (Diesel Oxidation Catalyst).

The DPF is a wall flow type that is capable of removing up to 90% or more of the
diesel particulate matter (PM) or soot. The trapped/removed PM is handled through
DPD regeneration process.
process

PM diffused at the ceramic filter will be burnt by the extreme heat of exhaust gas.

DPD Feature and Operation 10

 DPD (Diesel Particulate Diffuser)

PM diffused inside DPF will be burnt by the heat of engine exhaust gas.

PM is not properly burn in cases of low engine temperatures of exhaust gas because
of low engine load such as long idling time.

High sulfur fuel & engine oil will also stay with the DPF as well as other contaminated
materials.

Even if engine temperatures increase for PM burning, those materials will stay in the
filter and finally damage the catalyst and filter.

DPD Feature and Operation 11

 DPD Regenerating Operation

The above chart details the four types of DPD regeneration:

Self Regeneration
g
Auto Regeneration
Manual Regeneration
Optional Manual Regeneration
Slow Regeneration

DPD Feature and Operation 12

 DPD Regenerating Operation

The above chart details the four types of DPD regeneration:

Auto regeneration
g

In order to stop Auto Regeneration

Move the gate lock lever from release position

Or - Push DPD Regeneration Switch once again

In order to restart DPD regeneration

Release the gate lock lever from locked position.

Push the regeneration switch again.
Restarts regeneration
g p
procedure from the beginning.
g g

DPD Feature and Operation 13

 DPD Regenerating Operation

The above chart details the four types of DPD regeneration:

Manual regeneration / Optional Manual regeneration

In order to stop Manual Regeneration / Optional Regeneration

Release the gate lock lever from locked position

Or - Change Engine RPM by throttle volume use
Or - Push DPD Regeneration Switch once again

In order to restart DPD regeneration

Push the regeneration switch again.
Restarts regeneration procedure from the beginning.

DPD Feature and Operation 14

 DPD Regenerating Operation

The above chart details the four types of DPD regeneration:

Slow regeneration
In order to stop Slow Regeneration

Release the gate lock lever from locked position

Or - Change Engine RPM by throttle volume use
Or - Push DPD Regeneration Switch once again

In order to restart DPD regeneration

Push the regeneration switch again.
Restarts regeneration procedure from the beginning.

Slow Regeneration can be started by Service technician

technician.
Refer to “Engine Service Monitor” program regarding the procedure.

DPD Feature and Operation 15

 Fuel Injection Control

Main Injection

Tier 2

Electric Governor

Pilot Injection Main Injection

Tier 3

Common Rail

Pre-Injection Initial Control

(Noise Reduction) (NOx Reduction) Main Injection
((PM Reduction))

Pilot Injection
(Noise Reduction)

Interim Tier 4

Under normal operating conditions, there are 3 fuel injections during the
compression phase of the combustion process for IT4:

Pilot Injection for noise reduction

Pre-Injection for noise reduction
Main Injection for NOx control and particulate matter reduction

Injection timing and volume are fully controlled by the new style ECM

DPD Feature and Operation 16

 Fuel Injection Control

Main Injection
(PM Reduction)

Initial Control
(NOx Reduction) Late Injection
Pre-Injection (PM Reduction and DPD Control)
(Noise Reduction)

Pilot Injection Post Injection

(Noise Reduction) (DPD Control)

Injection During Manual DPD Clean-Out

During “Auto” and “Manual” regeneration, there is a 4th injection when the temperature is
below 250C/482F at the DOC and DPF.

This increases exhaust gas temperature to assist in “burning off” particulate matter.

When temperature is above 250C/482F at the DOC and DPF, there is a 5th injection to
h l create
help t hhotter
tt exhaust
h t gas ttemps.

Intent is to gradually build-up heat to burn off PM; as opposed to an initial burst of
extreme heat which could damage the DPF.

During DPD Manual Cleaning, when the machine has been parked, the hydraulics (Gate
Lock) must be in neutral. The controller then sends a signal to the P1 proportional
solenoid and Boom 2 proportional solenoid putting a slight load on the engine. This also
helps generate higher engine temperatures.

DPD Feature and Operation 17

 Fuel Injection Control

Main Injection
(PM Reduction)

Initial Control
(NOx Reduction) Late Injection
Pre-Injection (PM Reduction and DPD Control)
(Noise Reduction)

Pilot Injection Post Injection

(Noise Reduction) (DPD Control)

Injection During Manual DPD Clean-Out

Fuel Injection Control – DPD – Additional Details

DPD regenerating operation condition details:
1) Less than 250C/482F at DOC and DPF
- Multi injection start (Late injection)
- EGR Valve Is Fully Closed
- Intake Throttle Fully Open
2) More than 250C/482F at DOC and DPF
- Post Injection Start
- EGR Valve Fully Closed
- Intake Throttle Adjusted by the Load
(low load => close, high load => open)

DPD Feature and Operation 18

 DPD Operation System Overview

1. Auto Regeneration
Every 8hrs operation
DPD ppressure sensor detects high
g ppressure

2. Manual Regeneration （Icon Flashing Slow)

DPD sensor detects high pressure difference in DPD (IN/OUT)
Incomplete Auto regeneration for some reason

3. Manual Regeneration （Icon Flashing Fast）

Did not practice DPD manual regeneration procedure (did not push DPD switch)
Failure to complete DPD manual regeneration

4. Slow Regeneration
Warning with engine error code

DPD Feature and Operation 19

 DPD Regenerating Operation (Monitor display)

DPD Regenerating Operation (Monitor display)

DPD Icon
Normal: No Icon Displayed
Auto Regeneration: Green icon
Manual Regeneration: Orange icon

In line with ISO standard

DPD Status Gauge

Normal : “DPD” message displayed
Gauge shows PM accumulation
DPD Working : “Regeneration” message
Gauge shows remaining time

DPD Feature and Operation 20

 Normal DPD Regenerating Operation

Every 8hrs of operation (Machine Hr Meter Checked by ECM)

DPD pressure sensor detects (Pressure Difference between IN/OUT to see if it is high

DPD Regenerating Time : 8 minutes minimum

Regenerating Time is Subject to the Condition of Engine Exhaust Gas Temperature

Monitor : DPD icon Green

Specific action by operator : None
Machine operation : Possible
Engine revolution : Variable

DPD Feature and Operation 21

 DPD Regenerating Operation (Optional)

DPD Regenerating Operation (Optional)

Monitor : DPD icon Orange

Specific action to be taken by operator : Yes
Machine operation : No – Lever Lock Engaged
Engine revolution : 1000 rpm fixed

1) Stop Auto regeneration

2) Move the excavator to safe place
3) Lock excavator out by Lever Lock Engagement
4) Push the DPD regenerating switch for 3 seconds
5) Icon lights for 3 seconds, and flashing for 10 seconds afterwards
6) Push the DPD regenerating switch once again during 10 seconds while icon is flashing
7) Wait for regeneration to complete

DPD Feature and Operation 22

 DPD Regenerating Operation (Manual)

DPD Regenerating Operation (Manual)

Incomplete Auto regeneration for some unknown reason

DPD sensor detects abnormal pressure difference in DPD (IN/OUT)
DPD icon : Orange and flashing slow
Reason: Did Not push manual regeneration switch when required
Reason: Failure for DPD manual regeneration to be completed
DPD icon : Orange and now flashing fast
Monitor : DPD icon Orange
Specific action by operator : Yes
Machine operation : No – Lever Lock Engaged
Engine revolution : 1000 rpm fixed
1) Move the excavator to safe place
2) Lock excavator out by Lever Lock Engagement
3) Push the DPD regenerating switch for 3 seconds
4) Wait for regeneration to complete

DPD regenerating time : 20-25min.

DPD Feature and Operation 23

 DPD Regeneration Control at Low Water Temperature

￭ DPD Auto Regeneration control does not work if the water temperature is 70ºC
(158ºF) or less because the combustion temperature (exhaust temperature) is low
and DPD regeneration is not carried out at low water temperatures
temperatures.

<Automatic regeneration>
Engine side: The green lamp does not go on at low water temperatures when
automatic DPD regeneration request is issued.
Main body side: No control is executed, in particular.
Æ The followingg patterns
p are executed after the water temperature
p rises.
￭ Gate lever locked – Dead
Regeneration does not start even if the water temperature rises, since automatic
regeneration has not started.
￭ Gate lever unlocked (Engine is running by not being operated)
This pattern assumes that an operator exists. Automatic regeneration starts as the
g
water temperature rises. Auto regeneration maybe
y extended beyond
y 8 minutes,
depending on the exhaust temperature.
￭ Gate lever unlocked (Engine is running and being operated)
Automatic regeneration starts as the water temperature rises.

If machine is operated with continued low temperature that manual DPD icon will
flash Manual regeneration. Operation will be required.

Automatic regeneration will not start until the water temperature rises due to
automatic warming or machine operations.

<Manual regeneration>
Engine side: The amber lamp begins to blink even at low water temperatures when
manual DPD regeneration request is issued.
Main body side: The amber lamp goes on when the DPD switch is pressed.
Æ The auxiliary hydraulic load is turned on.

The water temperature rises and manual regeneration starts, since the auxiliary
hydraulic load is turned on.

DPD Feature and Operation 24

 DPD Regeneration Control at High Water Temperature

￭ DPD regeneration control does not work at the water temperatures over 100ºC
(212ºF) , because the combustion temperature (exhaust temperature) is to high
when the water temperature is to high
high. The DPD is in danger of melting.
melting

<Automatic Regeneration>
Engine side: The green lamp does not go on at high water temperatures when an
automatic DPD regeneration request is issued.
Main body side: It is necessary to inform the operator that regeneration cannot be
executed since the water temperature
p is high.
g
Thus, if automatic regeneration stops or does not start due to high water
temperature, the operator is prompted to cool down engine by the following:
￭ The green DPD lamp displayed and blinking.
￭ The “Automatic DPD regeneration” is displayed.
￭ The DPD indicator is displayed and blinking.

<Manual Regeneration>
Engine side: The amber lamp begins to blink even at high water temperatures
when a manual DPD regeneration request is issued.
Main body side: The amber lamp goes on when the DPD switch is pressed and the
engine revolution changes to 1000 rpm for 4HK1X and 6HK1X engines
Æ The water temperature lowers since the machine is left in the idling condition.
DPD regeneration control starts as the water temperature lowers.

The water temperature lowers since the machine is left in the idling
condition.

DPD Feature and Operation 25

DPD Hydraulic Load Assist Control

DPD Feature and Operation 26

DPD Hydraulic Load Assist Control

DPD Feature and Operation 27

 Regeneration Control In Case Of Problems
Regeneration Control In Case Of Problems
(Main Body Side: Manual Regeneration Only)

￭ If the solenoid valves used for the auxiliary hydraulic load fails than manual
regeneration load assist does not work.
<Applicable solenoid valves>
- P1/ Flow proportional solenoid valve
- Boom 2 proportional solenoid valve (for auxiliary regeneration)

<Countermeasures for problem>

Under normal condition manual regeneration will not occur with gate lever lock – Live.
But due to failed solenoids, system will override and allow manual machine operation to
raise engine temperatures.

The normal gate lock lever condition for manual regeneration is cancelled if wire
breakage or a short circuit of either proportional solenoid valve is detected.

It still will be possible to turn on the load, since the auxiliary hydraulic load cannot be
automatically be controlled.

Engine revolution is fixed to 1000 rpm for 4HK1X and 6HK1X engines

DPD Feature and Operation 28

 DPD Regenerating Operation (Compulsory)

DPD Regenerating Operation (Compulsory)

DPD icon : Red and flashing fast

Reason: Did Not push manual regeneration switch when required
Reason: Failure of DPD manual regeneration to be completed

Warning with engine error code

Compulsory Regeneration (Slow Regeneration)
g
Service Technician accesses diagnostic menu or uses engine
g service tool

-Slow regeneration is required if any of the following problem codes are issued.
◆P242F: Excessive PM collection by the DPD (judging from the differential pressure).
◆P1455: Excessive PM collection 2 by the DPD (judging from the time)
◆P2458: Too frequent DPD regeneration timeouts
◆P1471: DPD purification judgment error

- Engine oil should be changed after conducting slow regeneration. (Oil is

deteriorated by long-term regeneration.)

DPD Feature and Operation 29

 DPF Overhaul

DPF Overhaul

Overhaul of DPF (Necessary for Ash Removal of DPF)

Although you are using allowed fuel
fuel, and engine oil there still contains a certain level of
ash.

DPF will need to be overhauled.

If frequency of auto DPD regeneration increases it may indicate that overhaul of DPD is
required.

DPD Feature and Operation 30

 Tier 4a Required Fuel and Engine Oil Types

Tier 4a Required Fuel and Engine Oil Types

High sulfur fuel will plug DPD device as well as decrease emission capability.
Allowable sulfur content level:
EU/Japan Less than 10 ppm
NA (EPA) Less
L th
than 15 ppm
Engine oil use for Interim Tier IV engine
Engine Oil Quality Requirement
1) Oil change interval, same as current, 500hrs
2) Lower impurities and lower alkalinity to decrease ash
3) Lower viscosity and soot diffusing capability
4) Lubrication capability against dilution
Engine Oil Standard
JASO ： DH-2
API ： CJ-4
ACEA ： E6

DPD Feature and Operation 31

 DPD Mechanical Failure (Filter Plugged)

DPD Mechanical Failure (Filter Plugged)

DPD Filter Plugged

*In case of low quality of fuel and high sulfur fuel, ash reacts chemically from sulfide in
the fuel and will plug up the filter.

=> Isuzu prohibits use of any fuel not complied with regulation
=> No warranty when confirmed use of low quality or high sulfur fuel usage.
=> no machine shipments to T2/T3 regulation countries
countries, only for IT4/T4 region

*In case of low quality of engine oil, ash reacts chemically from additive in engine oil and
will plug up the filter.
=> prohibition to use any engine oil not complied with the regulation

DPD Feature and Operation 32

 DPD Mechanical Failure (Filter Plugged)

DPD Mechanical Failure (Filter Plugged)

(Filter Damage by High Temperatures)

Caused by too much PM accumulation in DPD. PM reacts with the heat and too much
PM burning will cause the filter to be damaged.

=> DPD pressure (IN/OUT) and exhaust temperature, DPD regenerating operation needs
to be monitored by operator.

In case pressure or temperature are to high, DTC code is displayed and ECM reduces
f l injection
fuel i j ti amount. t Thi
This protects
t t DPD and d engine.
i

<Factors of PM Accumulation>

Long engine idling time without machine operation.

Restricted or plugged air cleaner
Use of low q
quality
y fuel,, high
g sulfur fuel,, or wrong
g specification
p engine
g oil.

DPD Feature and Operation 33

 DPD Mechanical Failure (Filter Plugged)

DPD Mechanical Failure (Filter Plugged)

Isuzu recommends that the DPF be (cleaned) serviced at 4500 hours. For extended life
of DPF Case recommends that the filter be cleaned at 3500 ~ 4000 hours.

Any servicing or warranty of DPF will require S/N identification

(S/N of DPF cartridge is also necessary to track and report to EPA).

The part number and serial number of the DPF and DOC can be found on the housing
face.
face

DPD Feature and Operation 34

 Overhaul of DPD Filter Cartridge

Overhaul of DPD Filter Cartridge

There are two primary categories of particulate that will plug a DPF:

Ash is the primary component that will gradually plug the filter. Under normal
operating conditions ash will gradually build up in the filter at a rate based on hours of
operation. The build-up can be increased by the types of lubricants used, condition of
the engine, quality and type of diesel fuel and engine oil.

S
Soot i the
is h plugging
l i component that h comes ffrom unfavorable
f bl operating
i conditions.
di i
Low filter temperature, a bad injector, poor fuel, or worn cylinder walls and rings can
quickly cause soot build-up in the filter. Filters that are in good condition can plug in
one day due to an unfavorable operating condition. A soot filled DPF is now the
diagnostic tool mechanics use to indicate certain engine or fuel problems.

The DPF has eliminated the ability to look at the exhaust stack as an indicator where
to look for an operating problem.

DPD Feature and Operation 35

 CXC Engine Service Monitor

This training program will explain the CX_C engine service monitor.

- How to confirm engine information on Computer B and ECM.

- How to transfer (copy) engine information from Computer B to ECM
ECM.
- How to input Injector QR-code.
- How to operate Engine Device Test

05/2012 Engine Service Monitor 1

 Notes

Notes

Engine Service Monitor 2

 Table of Contents

How to get into “Service Screen” 4

General Operation on Service Monitor 5
Service Monitor Structure 6
ENGINE INFORMATION – Data Confirmation 7
ENGINE INFORMATION – Data Transfer copy 8
QR (INJECTOR) CODE 9
I j t Number
Injector N b 9
Screen Layout 10
Data Source Selection 11
Manual Input 12
DEVICE TEST 13
Common Rail Pressure Test 13
Injector Balance Test 14
Injector Forced Drive Test (Click Test) 15
SCV Forced Drive Test 16
ECM Memory Clear 17
DPD Slow Regeneration 18
Forced (Manual) Regeneration 20
DPD Auto Regeneration 22
EGR Valve
V l C Control
t lT Testt 23
VG Turbo Control Test 24
Intake Throttle Control Test 25
Turbo Boost Test 26

Engine Service Monitor 3

 How to get into “Service Screen”

Hold
3 sec.

Click Menu button,

Then back to Main Screen.

To access the Engine Service monitor screens press and hold the Travel
S l t button
Select b tt andd Att
Attachment
h t Select
S l t button
b tt for
f three
th seconds.
d

Engine Service Monitor 4

 General Operation on Service Monitor

Arrow and High-light means “Selected”.

3 5
1 2
4

(1)(2)：Numerical change, Movement of the page

(3)(4)：Movement of the cursor
(5) ：Back to the previous screen

Use Buttons 1, 2, 3, 4, or 5 to navigate pages.

① Washer Switch
② Lamp
p switch
③ Wiper Switch
④ Auto Idle / Auto Stop Switch
⑤ Menu Switch

Engine Service Monitor 5

 Service Monitor Structure

Service Monitor
Service Monitor Structure

Service Support Check Machine Status

Fault History
SERVICE SUPPORT 1 /1
CHECK
SETUP
RESET
Work History

Engine History

Hydraulic History

Part Number

Control Unit Controller-A

Controller-B

Controller-C

Controller-S/T

Monitor Switch Check

Setup Machine Profile ECM Engine Information
Parameters Air Conditioner Injector Code

Reset Calibration Communication Device Test

Service Monitor Structure

The function of engine service monitor is located at

pp > Check > Control Unit > ECM.
Service Support

Under ECM is:

Engine Information
Injector Code
Device Test

Engine Service Monitor 6

 ENGINE INFORMATION – Data Confirmation

ENGINE INFORMATION 1/1

INFORMATION FROM : CONT.A | ECM
Q-TRIM : 00 0
ENGINE SERIAL No. : 11 11 11
ECM PART No. : 22 33 44 55
66

3 5
1 2
4

Engine Information
•You can see Q-Trim code, Engine serial number, and ECM part number on
Computer B and ECM here. Note: Q-Trim code can only be viewed from the
screens. In order to change the Q-Trim code the EIDSS tool must be used.
•Information displayed can be viewed from Computer B side or ECM side. When first
entering screen ECM side is not displayed
•With CONT A in yellow press ② Lamp Switch for 2 seconds. ECM side item will be
displayed.
•If looking at engine information screen 1/1 if CONT A and ECM are displayed
regardless of which one is yellow you can not next this screen until you first push the
menu switch. After pushing the menu switch you can than exit this screen.
•QR
QR codes can be viewed from Computer B side or ECM side using the same
procedure.

PROCEDURE
1) Select “INFORMATION FROM” by SW (3) & (4).
Press SW (2) for 1 second, “CONT.A | ECM” is displayed.
Press SW (2)
(2), and CONT
CONT.A
A or ECM can be selectable
selectable.
2) After the selection, press SW (5).

Engine Service Monitor 7

 ENGINE INFORMATION – Data Transfer copy
PROCEDURE
1) ECM to Empty Computer B
After “MACHINE SELECT” calibration, Be
transferred automatically.
automatically
ENGINE INFORMATION 1/1
INFORMATION FROM : CONT.A DATA
Q-TRIM : 0011 22 33 ECM Com. B
ENGINE SERIAL No. : 44 55 66 77
ECM PART No. : 88 99 AA BB
CC DD EE

2) Computer B to Empty ECM

Press SW (5) for 3 seconds.DATA
ECM Com. B
3 5
1 2
4 3) ECM to Edited Computer B
Press SW (1) and (2) both for 3 seconds.
DATA DATA
ECM Com. B

Engine Information
Data, Q-trim code, Engine serial number, ECM part number, and all QR codes can be
transferred between ECM to Computer-B
p at this screen.

Computer B is connected to Monitor. “MACHINE SELECT” calibration,

Model/Territory/Brand… are memorized in Computer B first, and Engine information
also. Every time key is turned ON, Computer A gets this information from Computer B.
This is the reason why ECM and Computer B communicates engine information.

Error code
00：normal
01：message
disruption
p
02：message
internal abnormality
03：out of constant
in instruction
04：engine in
operation
99：writing

Engine Service Monitor 8

 QR (INJECTOR) CODE – Injector Number

INJECTOR CODE 1 /4
INFORMATION FROM : CONT.A
QR-CODE : 00 11 22 33
: 44 55 66 77
: 88 99 AA BB
AA AA 00 Front of Rear of
1 2 3 4
Engine Engine

Injector No.

3 5
1 2
4

QR (Injector) Code
To go to the QR code screen you must first go back to the ECM screen by pressing
switch ⑤ Menu Switch

After going to ECM screen select QR Code screen to view QR codes.

You can confirm QR code of each injector from here.

Engine Service Monitor 9

 QR (INJECTOR) CODE – Screen Layout

Injector
QR Code

INJECTOR CODE 1 /4
INFORMATION FROM : CONT.A
QR-CODE : 00 11 22 33
: 44 55 66 77
: 88 99 AA BB
AA AA 00

Error code
00：Normal
01：Message disruption
02：Message
0 essage internal
te a ababnormality
o a ty
03：Out of constant in instruction
04：Engine in operation
98: EEPROM abnormality
99：Writing

Data Source
AA AA: Data from Computer A
EE EE: Data from ECM

QR (Injector) Code
S
Screen Layout
L t showing
h i th the 24 di
digitit QR code
d ffor cylinder
li d 1 1.

The code consists of the following:

First row = use all digits
Second Row = use all digits
Third row = use the first 6 digits and skip the last 2 digits
Fourth row = use the last 2 digits

Engine Service Monitor 10

 QR (INJECTOR) CODE – Data Source Selection

INJECTOR CODE 1/4

INFORMATION FROM : CONT.A
CONT.A | ECM
QR-CODE : 00 11 22 33
: 44 55 66 77
: 88 99 AA BB
AA AA 00

3 5
1 2
4

QR (Injector) Code
Information displayed can be viewed from Computer side or ECM side.

QR (Injector) Code

PROCEDURE
1) Select “INFORMATION FROM” by SW (3) & (4).Press SW (2) for 1
second, “CONT.A| ECM” is displayed. Press SW (2), and CONT.A or ECM
can be selectable.
2) After the selection, press SW (5).

Engine Service Monitor 11

 QR (INJECTOR) CODE – Manual Input

Error code
00：normal
01：message
INJECTOR CODE 1/4
INFORMATION FROM : CONT.A
disruption
QR-CODE : 000 11 22 33 02：message
: 44 55 66 77 internal abnormality
: 88 99 AA BB 03：out of constant
AA AA 00 in instruction
04：engine in
operation
99：writing

3 5
1 2
4

QR (Injector) Code
QR code can be inputted on Computer-B manually.

PROCEDURE
Manual Input of QR code is available on Computer B data.
1)
Select injector number to be inputted.
S l t “CONT.A”
Select “CONT A” att “INFORMATION FROM”
FROM”.

2)
Select “QR-CODE” by SW (3) & (4).
Press SW (2) for 1 second, the high-light is displayed at QR code area.
Press SW (3) or (4), and select the value.
To move to next digit,
g , Press SW ((2).
)

3)
After input QR-code, Press SW (5).
“99” will be displayed at error code area (the last two digits) for a while.
When “00” is appeared again, the manual input is completed.

Engine Service Monitor 12

 DEVICE TEST Common Rail Pressure Test

DEVICE TEST 1/7

TARGET C.RAIL PRESS 0 0 0 0 psi
C.RAIL PRESS. TEST + + + + Common Rail Pressure Test

ACTUAL C.RAIL PRESS. 0 0 0 0 psi Title Description

C RAIL DIFF.
C.RAIL DIFF PRESS
PRESS. 0 1 0 0 psi TARGET C C.RAIL
RAIL Target Common Rail
ENGINE SPEED 2 0 0 0 min-1 PRESS Pressure
ENGINE LOAD RATIO 0 0 3 0 %
C.RAIL PRESS.
Test Execution
TEST

ACTUAL C.RAIL Actual Common Rail

PRESS. Pressure
3 5
C RAIL DIFF
C.RAIL DIFF. Actual Common Rail
1 2 PRESS. Differential Pressure
ENGINE SPEED Actual Engine Speed
4
ENGINE LOAD Actual Engine Load
RATIO Ratio

PURPOSE;; To check that the common rail pressure

p is raised as ECM command.

PROCEDURE
-Condition for the test
test--: Key-ON, and Engine is running.

1) Setting the target common rail pressure

Select “TARGET C.RAIL PRESS” by SW (3) & (4).
Press SW (1) & (2) and set the test target pressure
pressure.

2) Test Execution
Select “C.RAIL PRESS. TEST” by SW (3) & (4).
Press SW (2), then “- - - -” turns to “+ + + +” for a second. The screen will then will
show “- - - -” again.
This means the test is started.
The test will be continued for 10 seconds.

3) Finish the test

After the 10 seconds
seconds, the engine runs under normal system automatically
automatically.

Engine Service Monitor 13

 DEVICE TEST Injector Balance Test

Engine can run

between 500 and
DEVICE TEST
IDLE SPEED 0 0 0 0 min-1
2/7
1500 rpm.
IDLE SPEED TRIMMER + + + +
SELECTING INJECTOR 0 0 0 1
INJ. BALANCE TEST + + + +

ENGINE SPEED 2 0 0 0 min-1

i 1 Injector Balance Test
ENGINE LOAD RATIO 0 0 3 0 %
Title Description
IDLE SPEED Target Low Idle Speed
IDLE SPEED
Low Idle Speed Execution
TRIMMER
SELECTING Stopped Injector Number
3 5 INJECTOR Selection
3 5
INJ. BALANCE
1 2 Test Execution
TEST
1 2
4
4 ENGINE SPEED Actual Engine Speed
ENGINE LOAD
Actual Engine Ratio
RATIO

PURPOSE; To check injector status by stop the one injector when low engine speed
(Injector Cut-out)
Cut-out).

PROCEDURE
-Condition for the test - Key-ON, and Engine is running.

1) Setting low idle engine speed, and the stopped injector

Select “IDLE SPEED” by SW (3) & (4).
Press SW (1) & (2) and set low idle engine speed.
Available Set Range; -500 ~ Low Idle speed ~ +500 min-1
Select “SELECTING INJECTOR” by SW (3) & (4).
Press SW (1) & (2) and set the stopped injector number.

2) Test Execution
Select “IDLE SPEED TRIMMER” by SW (3) & (4).
Press SW (2), then “- - - -” turns to “+ + + +” for a second and engine speed goes to
the set engine speed for 100 seconds. The screen will then will show “- - - -” again.

During the set engine speed, Select “INJ. BALANCE TEST” by SW (3) & (4).
Press SW (2), then “- - - -” turns to “+ + + +” for a second. The screen will then will
show “- - - -” again. This means the test is started.
The test will be continued for 10 seconds.
3) Finish the test
After the 10 seconds, the engine runs under normal system automatically.

Engine Service Monitor 14

 DEVICE TEST Injector Forced Drive Test (Click Test)

DEVICE TEST 3/7

SELECTING INJECTOR 0 0 0 0 min-1
INJ.FORCED DRIVE TEST + + + +

SCV FORCED DRIVE TEST

ECM MEMORY CLEAR + + + +

3 5
1 2
4

PURPOSE; The purpose of the Injector Forced Drive Test (Solenoid Click Test) is
to check injector activation

PROCEDURE
-Conditions for the test
test--
Key-ON, and Engine is STOPPED.
Common Rail Pressure is less than 5 Mpa (725 psi).
1) Select the forced driven injector.
injector
Select “SELECTING INJECTOR” by SW (3) & (4).
Press SW (1) & (2) and set the injector number.

2) Test Execution
Select “INJ.FORCED DRIVE TEST” by SW (3) & (4).
Press SW (2) The ”- - - -” screen will then will show “+ + + +”. This means the test is
started.
t t d The
Th screen willill then
th will
ill show
h ““- - - -”” again.
i
The test will be continued for 10 seconds.

3) Finish the test

After the 10 seconds, the test ends automatically.

4. After the test

Turn key switch off for 30 seconds and then turn key switch back on to resume to
normal operation.

Engine Service Monitor 15

 DEVICE TEST SCV Forced Drive Test

DEVICE TEST 3/7

SELECTING INJECTOR 0 0 0 0 min-1
INJ.FORCED DRIVE TEST

SCV FORCED DRIVE TEST

ECM MEMORY CLEAR

3 5
1 2
4

Device Test <SCV Forced Drive Test>

This test can not be performed.

SC FORCED
SCV O C DRIVE TEST
S Thiss feature
eatu e ca
can not
ot be
performed. The menu will be deleted by a future software
update. Not yet scheduled.

Engine Service Monitor 16

 DEVICE TEST ECM Memory Clear

DEVICE TEST 3/7

SELECTING INJECTOR 0 0 0 0 min-1
INJ.FORCED DRIVE TEST

SCV FORCED DRIVE TEST

ECM MEMORY CLEAR + + + +

3 5
1 2
4

PURPOSE; To reset the diagnosis mode, and to clear Engine DTC code on ECM

PROCEDURE
-Condition for the test
test--
Key-ON, and Engine is STOPPED.

1) Execution
Select “ECM MEMORY CLEAR” by SW (3) & (4).
Press SW (2), then “- - - -” turns to “+ + + +” for a second. The screen will then will
show “- - - -” again.
Then engine DTC on ECM will be cleared immediately.

If manual regeneration fails then the following error codes could appear:
-242F = DPD abnormally PM restriction
-1455 = DPD abnormally PM restriction 2
-2458 = DPD regeneration excessive time-out
-1471 = DPD regeneration judgment abnormality

If these codes appear then the ECM needs the memory cleared in order to perform
regeneration (Forced Manual or Slow).

Additionally, this feature works well to erase any engine related fault code.

Engine Service Monitor 17

 DEVICE TEST DPD Slow Regeneration

DEVICE TEST 4/7

DPD SLOW RE-GEN + + + +
DPD FORCED RE-GEN
START DPD AUTO RE-GEN
STOP DPD AUTO RE-GEN

NOTICE;
DPD Slow Regeneration
requires approx. 100 min
3 5 engine running.
6 1 2 After DPD Slow Regeneration,
Engine Oil must be changed.
4

PURPOSE; When “Engine Check” warning is displayed on monitor by no service on

DPD DPD slow regeneration is required
DPD, required.

PROCEDURE
-Condition for the test-
Key-ON, and Engine is running.
ECM MEMORY CLEAR must already has been implemented.

1. Execution
Select “DPD SLOW RE-GEN” by SW (3) & (4).
Press SW (2), then “- - - -” turns to “+ + + +” for a second. The screen will then will
show “- - - -” again.
Press SW (5) five times, then Back to Main screen.
Push Regeneration SW (6) than DPD Slow Regeneration will be started.

2.Cancel DPD Slow Regeneration

Turn key off.
OR,
Select “STOP DPD AUTO RE-GEN” by SW (3) & (4).

Press SW (2), then “- - - -” turns to “+ + + +” for a second. The screen will then will
show “- - - -” again.

Engine Service Monitor 18

 DEVICE TEST DPD Slow Regeneration

Reinforcement for 1) Execution;

After Pressing SW (2), previous page

And back to Main Screen by SW (5). Previous page
The small icon will be flashing and
Message will be displayed.

During flashing icon, press DPD Re-gen. SW.

Then start DPD Slow Regeneration.

After DPD Slow Regeneration,

Engine Oil must be changed.

Engine Service Monitor 19

 DEVICE TEST DPD Forced (Manual) Regeneration

DEVICE TEST 4/7

DPD SLOW RE-GEN
DPD FORCED RE-GEN + + + +
START DPD AUTO RE-GEN
STOP DPD AUTO RE-GEN

3 5
6 1 2
NOTICE;
4 DPD Slow Regeneration
requires approx. 25 min engine
running.

PROCEDURE
-Condition for the test
test--
Key-ON, and Engine is running.

1) Execution
Select “DPD FORCED RE-GEN” by SW (3) & (4).
Press SW (2)(2), then “- - - -” turns to “+
++++
+” for a second
second. The screen will then will
show “- - - -” again.

Press SW (5) then, Back to Main screen.

Push Regeneration SW (6) than DPD Manual Regeneration will be started.

2) Cancel DPD Slow Regeneration

Turn key off.
OR,
Select “STOP DPD AUTO RE-GEN” by SW (3) & (4).
Press
ess S
SW ((2), ), then
t e “- - - -” tu
turns
s to “+ + + +” for
o a seco
second.
d The
e screen
sc ee will tthen
e will
show “- - - -” again.

Engine Service Monitor 20

 DEVICE TEST DPD Forced (Manual) Regeneration

R i f
Reinforcement
t for
f 1) Execution;
E ti

After Pressing SW (2),

And back to Main Screen by SW (5).
The small icon will be flashing and
Message will be displayed.

During flashing icon, press DPD Re-gen. SW.

Then start DPD Slow Regeneration.

Engine Service Monitor 21

 DEVICE TEST DPD Auto Regeneration

DEVICE TEST 4/7

DPD SLOW RE-GEN
DPD FORCED RE-GEN
START DPD AUTO RE-GEN + + + +
STOP DPD AUTO RE-GEN

3 5
1 2
4

Device
D i Test
T <DPD
DPD A Auto R
Regeneration>
i
PROCEDURE
-Condition for the test
test--
Key-ON, and Engine is running.

1) Execution
Select “START
START DPD AUTO RE-GEN”RE GEN by SW (3) & (4).
Press SW (2), then “- - - -” turns to “+ + + +” for a second. The screen will then will
show “- - - -” again.
Then DPD AUTO Regeneration will be started immediately.

If you want to stop DPD Auto Regeneration,

Select “STOP DPD AUTO RE-GEN” by SW (3) & (4).
P
Press SW (2),
(2) then
th “- “ - - -”” turns
t to
t “+ + + +” for
f a second.
d The
Th screen will
ill then
th will
ill
show “- - - -” again.
Then DPD AUTO Regeneration will be stopped immediately.

Just only turning key off,

DPD Auto Regeneration will be continued.

This procedure takes a minimum of 8 minutes.

Engine Service Monitor 22

 DEVICE TEST EGR Valve Control Test

DEVICE TEST 5/7

EGR VALVE TARGET 0 0 3 0 %
EGR CONTROL TEST + + + + EGR Valve Control Test

Title Description
EGR VALVE Target EGR Valve
EGR VALVE1 ACTUAL 0 0 3 0 % TARGET Position
EGR VALVE2 ACTUAL 0 0 3 0 %
EGR
ENGINE SPEED 2 0 0 0 min-1 CONTROL Test Execution
BOOST PRESS 0 0 0 0 psi TEST

3 5 EGR VALVE1 Actual EGR Valve 1

ACTUAL Position
1 2
EGR VALVE2 Actual EGR Valve 2
4 ACTUAL Position
ENGINE
Actual Engine Speed
SPEED
BOOST Actual Turbo Boost
PRESS Pressure

PURPOSE; To check the EGR Valve activation

PROCEDURE

1) Setting the target EGR valve position (%).

Select “EGR VALVE TARGET” by SW (3) & (4).
Press SW (1) & (2) and set the test target position.
Available Set Range; 30 - 80 %

2) Test Execution
Select “EGR CONTROL TEST” by SW (3) & (4).
Press SW (2), then “- - - -” turns to “+ + + +” for a second. The screen will then will
show “- - - -” again.
This means the test is started.
The test will be continued for 10 seconds.

3) Finish the test

After the 10 seconds, the engine runs under normal system automatically.

Note: This procedure can be done with engine running or engine shut off.

Engine Service Monitor 23

 DEVICE TEST VG Turbo Control Test
VG Turbo Control Test

Title Description
VGT Target VG Turbo Actuator
TARGET Position
DEVICE TEST 6/7
VGT
VGT TARGET 0 0 3 0 %
+ + + + CONTROL Text Execution
VGT CONTROL TEST
TEST
INT-THROTTLE TARGET 0 0 0 0 %
INT-THROTTLE CNTL TEST INT-
Target Intake Throttle
THROTTLE
Position
TARGET
EGR VALVE1 ACTUAL 0 0 3 0 %
EGR VALVE2 ACTUAL 0 0 3 0 % INT-
ENGINE SPEED 2 0 0 0 min-1 THROTTLE Text Execution
BOOST PRESS 0 0 0 0 psi CNTL TEST

VGT Actual VG Turbo Actuator

3 5 ACTUAL Position
1 2 INT-
INT
Actual
A t l Intake
I t k Throttle
Th ttl
THROTTLE
Position
4 ACTUAL
ENGINE
Actual Engine Speed
SPEED
BOOST
Actual Boost Pressure
PRESS

PURPOSE; To check the VG Turbo activation

PROCEDURE

1)Key-ON, and Engine is running.

2)Setting
2)Setting the target “VGT” Turbo position (%).
Select “VGT TARGET” by SW (3) & (4).
P
Press SW (1) & (2) andd sett the
th ttestt target
t t position.
iti
Available Set Range; 30 80 %

2) Test Execution
Select “VGT CONTROL TEST” by SW (3) & (4).
Press SW (2), then “- - - -” turns to “+ + + +” for a second. The screen will then will
show “- - - -” again.
g
This means the test is started.
The test will be continued for 10 seconds.

3) Finish the test

After the 10 seconds, the engine runs under normal system automatically.

Note: This procedure needs to be done with engine running

running.

Engine Service Monitor 24

 DEVICE TEST Intake Throttle Control Test

Intake Throttle Control Test

Title Description
VGT Target VG Turbo Actuator
TARGET Position
DEVICE TEST 6/7 VGT
VGT TARGET 0 0 0 0 % CONTROL Text Execution
VGT CONTROL TEST TEST
INT-THROTTLE TARGET 0 0 3 0 % INT-
Target Intake Throttle
INT-THROTTLE CNTL TEST + + + + THROTTLE
Position
TARGET
EGR VALVE1 ACTUAL 0 0 3 0 % INT-
EGR VALVE2 ACTUAL 0 0 3 0 % THROTTLE
Text Execution
ENGINE SPEED 2 0 0 0 min-1 CNTL
BOOST PRESS 0 0 0 0 psi TEST

3 5 VGT Actual VG Turbo Actuator

ACTUAL Position
1 2 INT-
Actual Intake Throttle
THROTTLE
4 Position
ACTUAL
ENGINE
Actual Engine Speed
SPEED
BOOST
Actual Boost Pressure
PRESS

PURPOSE; To check the Intake Throttle activation

PROCEDURE
1)Key-ON, and Engine is OFF.
2)Setting
2)Setting the INT-
INT-THROTTLE TARGET (%).
Select “INT-THROTTLE TARGET” byy SW ((3)) & ((4). )
Press SW (1) & (2) and set the test target position.
Available Set Range; 30 ~ 80 %

2) Test Execution
Select “INT-THROTTLE CNTL TEST” by SW (3) & (4).
Press SW (2), then “- - - -” turns to “+ + + +” for a second. The screen will then will
show “- - - -” again.
again
This means the test is started.
The test will be continued for 10 seconds.

3) Finish the test

After the 10 seconds, the engine runs under normal system automatically.

Note: This procedure needs to be done with the engine OFF.

Engine Service Monitor 25

(6) ISM
 Skid Steer and CTL Service

Skid Steer Engines – Tier 4

Small Frame Machines
 New ISM IDI engine in small frame machines. Uses an
electronically controlled PFR mechanical fuel pump for fuel
delivery. Uses a DOC/DPF system and an external burner
and air pump to regenerate the DPF.
o 2.2 liter 34kw naturally aspirated – 1300 lb. machine
o 2.2 liter 39kw turbocharged - 1600 lb. machine

Medium/Large Frame Machines

 New 2.2 liter turbo DI ISM engine in med. frame machines.
o Uses a HPCR fuel injection and a cooled EGR for fuel
delivery. Uses passive continuous cleaning DOC for
exhaust after treatment.

 Updated F5H engines - Two types/Three power ratings.

o 55kw model uses a cooled EGR and HPCR for fuel
delivery. Uses a DOC and a continuous regenerating
PMCat for exhaust after treatment.(Oct 2013)
o 61kw and 67kw models use a cooled EGR and HPCR
for fuel delivery. Uses a DOC/DPF system with an
automatic regenerating system for exhaust after
treatment.

All Machines
 Additional fuel filters added above fuel tank.

 Charge air coolers on all turbocharged engines.

08/2013
Page 1
 Skid Steer and CTL Service

Above - oil filter and oil drain at LR corner of machine

Below – CAC/Radiator/Hydraulic cooler unit for T4 Machines

08/2013
Page 2
 Skid Steer and CTL Service

Engines Overview – Skid Steer Machines

The Skids will use two main types of engines. Both will be Tier 4
Interim or Tier 4 final emissions certified as of 2013. The engines
are similar to the previous series machines with some
performance upgrades and emissions enhancements. This book
section will describe the functions and features of the two types of
engines.

ISM engines are used in the small and medium frame machines.
FPT engines are used in the medium and large frame machines.

Pictured above are the two new types of ISM Engines.

08/2013
Page 3
 Skid Steer and CTL Service

Skid Steer Tier 4 Engine Specifications

Small Frame Medium Frame Large Frame
Manufacturer ISM ISM ISM ISM FPT FPT FPT
EPA Level Tier 4 Final Tier 4 Final Tier 4 Final Tier 4 Final Tier 4 Final* Tier 4 Interim Tier 4 Interim*
Engine Model N844L-F N844LT-F N844LTA-DI-F-50 N844LTA-DI-F-45 F5H F5H F5H
Displacement (liter) 2.2 2.2 2.2 2.2 3.4 3.4 3.4
Net Power HP(kw) 45.8 (34.1) 57 (42.4) 64 (47.7) 57 (42.4) 68 (51) 76 (57) 84 (63)
Torque Ft. lb(Nm) 105.5 (143) 139 (188) 153 (208) 135 (183) 203 (314) 257(349) 282 (383)
Turbocharger None Turbo w/wg Turbo w/wg Turbo w/wg Turbo w/wg Turbo w/wg Turbo w/wg
Fuel System PFR Mech IDI PFR Mech IDI HPCR-DI HPCR-DI HPCR-DI HPCR-DI HPCR-DI
EGR None External Cooled External Cooled External Cooled External Cooled External Cooled External Cooled
CAC None None Yes Yes None Yes Yes
Exhaust aftertreatment DOC + DPF DOC + DPF Passive DOC Passive DOC DOC + PMCat DOC + DPF DOC + DPF
With external With external
regen burner regen burner

Models SR130 SR160 SR175 SV185 SR210, TR270 SV250,SR220 SR250,SV300

L213 L216 L220 L218 L221, L223,C227 L225,C232 TR320,TV380
L230,C238

*Oct 2013 *Tier 4 Final

March 2015
SCR W/CAC

ISM Tier 4 Final F5H Tier 4 Final Updated August 2013

Service Manual Part Numbers NH AG 47434914 NH AG 84496722
Case IH 47434924 Case IH 84496771
NH CE 47434934 NH CE 84496793
Case CE 47434944 Case CE 84496807

08/2013
Page 4
 Skid Steer and CTL Service

ISM Engines
ISM is short for Ishikawa Shibaura Machinery Co LTD. ISM
engines will be used in the small and medium frame size
machines. All ISM engines are 4 cylinder inline diesels. All use
glow plugs for a cold starting aid. They are either naturally
aspirated or turbocharged depending on model.
Two types are used and each type comes in two HP ratings.

The first type is the IDI engine to be used in the small frame
machines. One is a natural aspirated 2.2 liter IDI engine with no
EGR system and no CAC used. It uses a Bosch electronically
controlled PFR roller tappet actuated fuel pump built into the side
of the block for fuel delivery. The fuel pump has a rack and pinion
to adjust fuel delivery that is moved with an electric solenoid. It
uses a DOC + DPF for exhaust after treatment that is regenerated
with an external burner and air pump combination. The second
version is the same with a cooled EGR and turbocharger added.

The second type is the DI engine to be used in the medium

frame machines. It comes in two horsepower ratings. Both are
similar equipped. It is a turbocharged 2.2 liter DI engine with an
external cooled EGR system. It uses an electronically controlled
HPCR fuel delivery system. It uses a passive DOC system for
exhaust treatment.

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From the outside all ISM engines of each type will look similar.
Identification will be by the engine tag number.
The Engine Tag for the Small frame IDI ISM Engine with serial
number is located on the side of the block above the fuel pump.

The Engine Tag for the Medium frame DI ISM Engine with serial
number is located on the side of the block below the starter

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Notes
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ISM IDI Components

Turbocharged Version of the IDI ISM Engine

Used in Small Frame Models
1. Turbocharger 7. Oil cooler
2. Air pump 8. Oil filter
3. Oil pressure switch 9. Shut off solenoid
4. Speed sensors 10. Blow by recirculation assembly
5. Crank pulley 11. Glow Plugs
6. Injection pump

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ISM IDI Components

Turbocharged Version of the IDI ISM Engine

Used in Small Frame Models
1. Waste gate
2. Flywheel
3. Temperature Sensor
4. Afterburner assembly
5. Reed valve.

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ISM Electronic Control Unit

ISM IDI Speed Control

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ISM IDI Regeneration System

The DPF collects

soot as the engine
runs. When the
soot load exceeds
60% The ECU
enables the burner
system to burn out
the soot and
“regenerate”.

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ISM IDI Regeneration System

Soot load is calculated 3 ways

1. Differential Pressure Sensor

2. Software Monitoring
3. Timer in ECU

When re-gen is commanded

the burner is fed with raw fuel
to the injector and air from the
pump. A glow plug ignites the
mixture to create the heat to
turn the collected soot to ash
and blow it out the exhaust.

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ISM IDI Regeneration System

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Notes
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Turbocharged Version of the DI ISM Engine

Used in Medium Frame Models
1. Diesel Oxidation Catalyst (DOC) 8. Oil pressure relief valve
2. Throttle valve assembly 9. Oil filter
3. Exhaust gas recirculation pipe 10. Oil cooler
(EGR) 11. Fuel filter
4. Exhaust gas recirculation valve 12. High Pressure fuel pump
(EGR) 13. Common rail assembly
5. Oil pressure switch 14. Blow by recirculation filter
6. Timing sensor 15. Fuel injectors
7. Crankshaft pulley

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Turbocharged Version of the DI ISM Engine

Used in Medium Frame Models
1. Differential pressure sensor
2. Engine PIN plate
3. Exhaust gas recirculation (EGR) cooler
4. Turbocharger

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ISM DI Electronic Control Unit

ECU controls the High Pressure

Common Rail fuel injection system.
Incoming turbocharged air is cooled
and mixed with cooled exhaust gas to
lower combustion temps and reduce
the Nox generated by the engine

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ISM DI EGR AND PCV System

Cooled EGR

PVC System

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ISM DI After Treatment System

No need for soot burner.

No need for ash cleaning.
No de-rate for soot buildup.

Continuous, passive
cleaning at all engine
loads.

The ISM DI DOC is a passive regenerating system. It

continuously regenerates at all engine loads.

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(7) General