Detroit Diesel Engine MTU S4000 Service Manual
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Cautions
WORK SAFELY
!
CAUTION:
The service procedures
recommended by Detroit Diesel
Corporation and described in this
Technicians Guide are effective
methods of performing service and
repairs. Some of these procedures
require the use of tools specially
designed for this purpose.
Accordingly, anyone who intends to
use a replacement part, service
procedure or tool which is not
recommended by Detroit Diesel
Corporation must first determine that
neither their safety nor the safe
operation of the engine will be
jeopardized by the replacement part,
service procedure or tool selected.
This Technician’s Guide contains
various work procedures that must
be carefully observed in order to
reduce the risk of personal injury
during service or repair or the
possibility that improper service or
repair may damage the engine or
render it unsafe. It is also important
to understand that these work
procedures are not exhaustive,
because it is impossible for Detroit
Diesel Corporation to warn of all the
possible hazardous consequences
that might result from failure to follow
these instructions.
A service technician can be severely
injured if caught in the pulleys, belts
or rotating parts of an engine that is
accidentally started. To avoid
personal injury, take this precaution
before starting to work on an engine:
Disconnect the battery from the
starting system by removing one or
both of the battery cables
(disconnect negative [ground] cable
first). With the electrical circuit
disrupted, accidental contact with the
starter button will not produce an
engine start.
Follow all lockout procedures as
required.
i
SAFETY PRECAUTIONS TO OBSERVE WHEN
WORKING ON THE ENGINE
1. Consider the hazards of the job and
wear protective gear such as safety
glasses, safety shoes, hard hats,
hearing protection, etc. to provide
adequate protection.
2. When using a lifting device, make
sure the lifting device is fastened
securely. Be sure the item to be
lifted does not exceed the capacity of
the lifting device.
3. Always use caution when using
power tools.
4. When using compressed air to clean
a component, such as flushing a
radiator or cleaning an air cleaner
element, use a safe amount of air.
Too much air can rupture or in some
other way damage a component and
create a hazardous situation that can
lead to personal injury. Always wear
adequate eye protection (safety
glasses, safety face shield) when
working with compressed air.
5. To avoid possible personal injury
when working with chemicals, steam
and/or hot water, wear adequate
protective clothing (face shield,
rubber apron, gloves, boots, etc.)
work in a well ventilated area, and
exercise caution.
6. Avoid the use of carbon tetrachloride,
carbon dissolved, methylene, chloride,
perchloroethylene and
trichloroethylene
as cleaning agents because of harmful
vapors they release. Use 1.1.1 –
trichlorethane.
Cautions
However, while less toxic than other
chlorinated solvents, use it with
caution. Be sure the work area is
adequately ventilated and wear
protective gloves, goggles or face
shield and an apron. Follow
chemical manufacturer’s use and
safety recommendations.
Mineral spirits or mineral spirits
based solvents are highly flammable.
They must be stored and used in “No
Smoking” areas away from sparks
and open flames.
7. Do not weld on or near the diesel fuel
tank until it has been thoroughly
emptied and ventilated. Possible
explosion could result if this
precaution is not taken.
8. Failure to inspect parts thoroughly
before installation, failure to install
the proper parts or failure to install
parts properly can result in
component or engine mal-function
and/or damage and may also result in
personal injury.
9. When working on an engine that is
running, accidental contact with the
hot exhaust manifolds or
turbochargers can cause severe
burns. Avoid making contact across
the two terminals of a battery, which
can result in severe arcing.
10. Turbocharger air inlet shields should
be used if operation of the
turbocharger is necessary without
normal piping, to avoid injury.
ii
Series 4000 Fuel System Technician Guide
Table of Contents
INTRODUCTION 1
SAFETY 1
DESCRIPTION OF FUEL SYSTEM 3
COMMON RAIL FUEL SYSTEM OPERATION 5
DETROIT DIESEL ELECTRONIC CONTROL (DDECIV) 9
COMPONENT REVIEW (INDEX) 15
• HIGH-PRESSURE FUEL PUMP 17
• LOW-PRESSURE DELIVERY FUEL PUMP 25
• ELECTRONIC UNIT INJECTOR 31
• FUEL RAILS AND LINES 37
• FLOW LIMITER VALVES 53
• C&I FUEL JUNCTION BLOCK AND SECONDARY FILTERS 57
• MARINE SECONDARY FUEL FILTERS 61
• ECM COLD PLATE (S) 63
• FUEL LEAK MONITOR SYSTEM (MARINE) 65
• DDEC SENSORS 67
FUEL SYSTEM PLUMBING REQUIREMENTS 68
DAVCO FUEL PRO FILTERS 70
FUEL SYSTEM PRIMING PROCEDURE 72
FUEL SYSTEM TROUBLE SHOOTING 74
TORQUE SPECIFICATIONS FOR FUEL SYSTEM COMPONENTS 78
SERVICE PUBLICATIONS 80
NOTES
Page
Series 4000 Fuel System Technician Guide
INTRODUCTION
The purpose of a properly designed fuel system is to provide clean fuel,
free from air, water or dirt, and to deliver fuel to the engine at correct amounts for
good combustion to provide optimum power, fuel economy and emissions
compliance.
A unique feature of the Series 4000 is the common rail fuel injection system.
This system relies on a single high-pressure fuel pump that provides a continuous
supply of fuel, at injection pressure, to all of the injectors at all times. This common
rail fuel system does not require cam driven unit injectors or injection pumps with
separate cam driven plungers to make fuel pressure for each injector. The unit
injectors in the Series 4000 common rail fuel system do not make fuel pressure.
DDECIV Electronics alone control injector timing, the amount of fuel and
atomization of fuel being supplied from the high-pressure rails. The Common Rail
Fuel System provides the Series 4000 with the most advanced fuel system
technology available today.
The Common Rail Fuel System consists of many unusual components not
found in other diesel fuel systems. Therefore, the Fuel System Technician Guide is
intended to help better understand the Common Rail Fuel System operation and
components as well as provide failure analysis to properly maintain this unique
system for maximum performance.
This manual is applicable to all engine sizes and product applications of the
Series 4000 and is intended to be expanded upon, as additional information
becomes available. It is also a good place for the technician to add helpful notes
on the fuel system for future reference.
SAFETY
Safety is always our first concern. To guard against safety mishaps while
working on the common rail fuel system, there are a couple of areas of caution to
be noted:
The common rail fuel system operates at pressures up to 19.6 KPSI (19,000
PSI). Fuel at this pressure can be very hazardous causing bodily injury or fire if
proper repair procedures are not followed. Fuel under high pressure creates a very
fine spray, which can penetrate the skin or cut! Appropriate safety equipment
should be worn to prevent injury. NEVER ATTEMPT REPAIRS OF HIGHPRESSURE FUEL LEAKS WHILE AN ENGINE IS IN OPERATION!
Under certain conditions the high-pressure fuel lines from the high-pressure
fuel rail to the injectors can become heated from combustion gases. Care should
be taken to prevent the possibility of burns from excessive contact with theses fuel
lines.
Page 1
Page 2
Common Rail Fuel System - A Bank
FUEL RETURN RAIL
Description of Fuel System
HIGH PRESSURE
INJECTOR FUEL
LINE
HIGH-PRESSURE FUEL
LINE TO B BANK RAIL
HIGH-PRESSURE FUEL
PUMP CONTROLLER
SOLENOID
HIGH-PRESSURE
HIGH-
FUEL PUMP
PRESSURE
LOW-PRESSURE FUEL
SUPPLY LINE FROM
FUEL JUNCTION
BLOCK TO HP PUMP
CONTROL SOLENOID
HIGH-PRESSURE
PUMP CONTROL
SOLENOID
Fig. 1
HIGH-PRESSURE FUEL
LINE TO A BANK RAIL
LOW-PRESSURE FUEL DELIVERY PUMP
Fuel Delivery System - A Bank
HIGH-PRESSURE
FUEL RAIL
FLOW LIMITER
VALVE LOCATION
ECM COLD
PLATE (S)
FUEL JUNCTION
BLOCK AND
FILTER ADAPTOR
RETURN
FUEL RAIL
DDEC
CONNECTION TO
HIGH-PRSSURE
PUMP CONTROL
LOW-PRESSURE
FUEL SUPPLY TO
HP PUMP
HP PUMP RETURN
FUEL TO FUEL
JUNCTION BLOCK
HIGH-PRESSURE
FUEL LINE TO A
Page 3
BANK RAIL
Fig. 2
HIGHPRESSURE
FUEL RAIL
CONNECTOR
FUEL
JUNCTION
BLOCK
LOWPRESSURE
DELIVERY
FUEL PUMP
U
V
OC
ECM COLD
PLATE
CROSSOVER LINE
HIGHPRESSURE
INJECTOR
FUEL LINE
HIGHPRESSURE
FUEL RAIL
Description of Fuel System
High-pressure Rail - A Bank
FUEL RETURN
LINES TO FUEL
RET
RN RAIL
HIGH-PRESSURE
RAIL RELIEF
ALVE
FLOW LIMITER
VALVE
L
ATION
Rear of Engine Fig. 3
High-pressure Rail B Bank
DDEC WIRING
HARNESS TO
INJECTOR
INJECTOR
FUEL RETURN
FUEL
HIGHPRESSURE
RAIL END
Rear of Engine Fig. 4
Page 4
HIGHPRESSURE
NJECTOR
I
FUEL LINE
HIGHPRESSURE
FUEL RAIL
FLOW
LIMITER
VALVE
LOCATION
Com m on Rail Fuel System Operation
Limiter Safety
Limiting Safety
Valve 19.6 KPSI
Valve 1350 Bar
HP
LP
Common Rail
6.8 Bar
LT
High
Pressure
Pump
Fuel filter
Housing
1.7 Bar
2.0 Bar
DDEC IV
DDEC IV
ECM
ECM
Flow
Limiter
Injecto rs
.1 Bar
Fuel filters
Pro 40
Fuel Tank
The Common Rail Fuel System used on the Series 4000 is a two-stage fuel
distribution system. Gear driven fuel pumps maintain constant fuel supply
pressure. This pressure is supplied to the common rails then to all injectors.
Constant high-pressure is available regardless of crankshaft position or engine
speed.
The first stage is the fuel transfer side which brings fuel from the fuel tank,
through the filters, and provides low-pressure fuel supply of 65 PSI at idle to 85 PSI
at full load to the second stage high pressure system. Additionally, low-pressure
fuel is sent to the ECM Cold Plates to protect the ECM's from excessive heat (Refer
to page 63). An OEM supplied fuel cooler should be incorporated in the fuel system
to assist the cooling function for the ECM’s. Additionally, low-pressure fuel is used
for cooling and lubrication in the high-pressure fuel pump. However, unlike other
fuel systems, fuel temperature has no affects on engine power or performance due
to the extremely high fuel operating pressure, which prevents the fuel from boiling
and vaporizing.
The high-pressure system receives the low-pressure fuel at the control
regulator and further pressurizes it in the high-pressure pump from (8.3 KPSI at
idle to 17.4 KPSI) for non-low flow injectors and (7.25KPSI at idle to 13.1KPSI) for
low flow injectors at maximum load conditions to the high-pressure rails. (Refer to
page 17). Fuel pressure at Full No-Load averages about 11.4 KPSI. A 19.6 KPSI
safety-relief valve on the A-bank rail protects the fuel system components from
damage due to excessive pressure.
Page 5
H. Pr Line
L. Pr Line
Fig. 5
Common Rail Fuel System Operation
High-pressure fuel as received at each injector provides lubrication and
cooling of the injectors while awaiting the DDECIV signal from the ECM’s to the
injector solenoid to start the injection event. Approximately 90% of the fuel
received at the injectors is injected into the engine cylinder for combustion, while
10% of the fuel is returned to the fuel tank under full load conditions.
Washer
Inlet Filter
Retaining Nut
C-E Ring
Fig. 6
CROSS SECTION VIEW OF FUEL SYSTEM AT CYLINDER HEAD
The high-pressure fuel rails provide continuous pressure at all times to all
injectors within the engine. The high-pressure fuel rail at each cylinder location is a
port, which is fitted with a flow-limiter valve. High-pressure fuel passes from the
stainless steel high-pressure rails through flow limiter valves to the injectors. The
flow limiter valves operate by sensing fuel flow differential, which can shut off the
flow of fuel to prevent excessive over fueling of a cylinder in the event of a faulty
injector (Refer to page 53).
All of the joints from the high-pressure rail to the flow limiter valves to the
injectors are conical shaped metal-to-metal sealing (Refer to page 37).
Page 6
Common Rail Fuel System Operation
V
The high-pressure fuel line to the injectors is double walled with an air gap
between the stainless steel inner tube and the outer copper protective tube (Refer
to page 44). This air gap is also a vent from the injector providing early warning of
poor injector C-E Ring sealing. The injector has a vent hole drilled in the body from
below the lower O-ring land out through the injector arm to the high-pressure line
joint surface, which aligns with the air gap in the high-pressure fuel line (Refer to
page 31).
The injector is retained in the cylinder head hole tube by the injector hold
down clamp and retaining bolt. The clamp load provided by this hold down crab
and bolt works with the C-E Ring located at the injector nozzle to provide a
compression seal with the injector hole tube inner surface. The high-pressure
injector fuel line fittings are held in position to the tube by retaining nuts on each
end (Refer to page 44). These retaining nuts have reverse threads, which requires a
special tool for installation.
At the inlet of the injector, recessed in the arm, is an inlet filter screen. This
screen is a safety element intended to trap foreign material, which could find its
way to the injector. The injector assembly has three O-ring seals between the
injector body and the cylinder head to control the flow of the return fuel from the
injector into the cylinder head return passage (Refer to page 31). Unused fuel from
the injector exits the injector through the passage between the second and third Oring land into the return port in the cylinder head. The return fuel then passes
through the external return fuel line from the cylinder head to the return fuel rail
back to the fuel tank.
ALVE OPERATING
MECHANISM
ELECTRONIC UNIT
DDEC WIRING
HARNESS TO
INJECTOR
RETURN FUEL
LINE
Cylinder Head View
HIGH-PRESSURE
FUEL LINE TO
INJECTOR
Fig. 7 Injector Installation in Cylinder Head
Page 7
Page 8
Detroit Diesel Electronic Controls
Flow
Limiter
Rail
Pressure
Sensor
Common Rail
Pressure
Limiting
Valve
Fuel Tank
Injectors
Controlled High
Pressure Pump with
Pre-Supply Pump
Filter
Sensors
MDEC
DDEC IV
OR
DDEC IV
ECM
ECM
DDECI
V
Fig. 8
DDECIV electronics control the beginning of injection or timing of the event
and the duration of the injection event, which determines the amount of fuel being
injected. Timing of the injection event is totally a function of DDECIV and not that
of the camshaft lobe profile as in other fuel systems.
DDECIV sends a signal to the injector solenoid to inject fuel into the
cylinders. To provide this control, DDECIV electronics utilize state of the art
microprocessors to gather information from the engine and its operating
environment to be used in determining the optimum schedule of fuel injection.
Part of the information gathered is from the fuel system itself. DDECIV receives
feedback for the injector solenoids as to their performance in the form of Response
Times as seen in the DDEC printout shown in Fig. 9.
Fig. 9 Injector Response Times Printout.
Page 9
Detroit Diesel Electronic Controls
V
The Common Rail Fuel System consists of several sensors used to evaluate
its own performance. These sensors are; high fuel pressure, low fuel pressure and
fuel temperature, which are located on the high-pressure fuel pump as shown in
Fig. 10.
The low fuel pressure sensor provides information on the availability of lowpressure fuel being supplied to the high-pressure pump. The high fuel pressure
sensor provides information on the fuel pressure within the high-pressure rails
available for injection. The fuel temperature sensor provides information on the
temperature of the fuel being supplied to protect the ECM’s and high-pressure fuel
pump.
HIGH-PRESSURE FUEL PUMP
DDEC HARNESS
LOW-PRESSURE
FUEL PRESSURE
SENSOR
CONNECTION TO
HP PUMPCONTROL
SOLENOID (24-
OLT SUPPLY)
HIGH-PRESSURE
PUMP CONTROL
SOLENOID
HIGH-PRESSURE
FUEL RAIL
PRESSURE
SENSOR
FUEL TEMPERATURE
SENSOR
Fig. 10 High-pressure Pump Sensor Locations.
The high-pressure fuel pump receives low-pressure fuel from the fuel
delivery pump and controls the high-pressure fuel output with the control solenoid,
which receives input from the Master ECM and provides feedback information to
the Master ECM. This input and output can be read with a DDR as PWM3 and
Injection Pump Usage (Refer to Fig. 11).
The normal PWM3 operating range is 8-52%. Injection pump usage operates
between 2% and 98% range. The normal injection pump usage at 100% engine load
is in the 45-65% range at 1900 RPM. The control solenoid operates on 24 Volts DC
with a fuse located in the OEM supplied power circuit.
Page 10
Detroit Diesel Electronic Controls
FUEL
TEMPERATURE
INJECTION RAIL
PRESSURE
PWM #3
PERCENTAGE
Fig. 11 Diagnostic Data List Printout.
HIGHPRESSURE
PUMP USAGE
Fig. 12 Relationship Between High-pressure Pump % (Percent) Usage and PWM3.
Page 11
Detroit Diesel Electronic Controls
ELECTRONIC PILOT INJECTION (EPI)
Normal fuel injection has long ignition delays resulting in large quantities of
fuel to be injected before the beginning of combustion. With large amounts of fuel
at the beginning of combustion, there is a high rate of cylinder pressure rise, white
smoke from unburned fuel and excessive combustion noise.
DDEC controlled Electronic Pilot Injection (EPI) provides a small quantity of
fuel injection in advance of the normal injection beginning the combustion
process. This is followed by the main quantity of fuel injection to complete
combustion. EPI is a form of indirect injection reducing the ignition delay period
thereby reducing the rate of pressure rise effectively reducing the unburned fuel
and cylinder knock during startup.
Significant reduction in fuel consumption, peak cylinder pressure, rate of
pressure rise and emissions are all achieved with EPI.
HALF ENGINE IDLE
The half engine idle feature controlled by DDEC enables the engine to
maintain higher cylinder temperature during idle to light load operating conditions.
Half engine idle is activated depending on the percent of load, air intake
temperature and engine coolant temperature. Half engine operation may occur up
to 1900-rpm engine speed.
Half engine operation differs with the 12V4000 from the 16V4000 models on
the 12V, only the master ECM fires the “A” bank cylinders; with the 16V, both
ECM’s control (4) cylinders each for either bank randomly.
Page 12
Detroit Diesel Electronic Controls
Fig. 13
Series 4000 Low Pressure Fuel Limits
70
60
PSI
50
40
30
20
10
0
450 650 850 1050 1250 1450 1650 1850
Engine Speed
Fuel pressure drop Max
CEL activated
Max Fuel Temperature 140F
CEL activates.
Oil pressure
Fig. 14
Page 13
Page14
COMPONENT REVIEW INDEX
Page
• HIGH-PRESSURE FUEL PUMP 17
• LOW-PRESSURE FUEL DELIVERY PUMP 25
• ELECTRONIC UNIT INJECTOR 31
• FUEL RAILS AND LINES 37
• FLOW LIMITER VALVES 53
• C&I FUEL JUNCTION BLOCK AND
SECONDARY FUEL FILTERS 57
• MARINE SECONDARY FUEL FILTERS 61
• ECM COLD PLATE (S) 63
• FUEL LEAK MONITOR SYSTEM (MARINE) 65
• DDEC SENSORS 67
Page 15
Page 16
HIGH-PRESSURE FUEL PUMP
SO
The high-pressure fuel pump is mounted on the front side of the gear
case and is driven by the A-bank idler gear. The high-pressure pump utilizes a
break away driven gear, which disengages itself in the event of a pump failure to
prevent engine gear train damage.
HIGH-PRESSURE
RAIL SUPPLY
LINE, B-BANK
HIGH-PRESSURE
PUMP CONTROL
LENOID
HIGH-PRESSURE
PUMP
HIGH-PRESSURE
PUMPING UNITS
LOW-PRESSURE FUEL
SUPPLY LINE
HIGH-PRESSURE
PUMP BODY FUEL
RETURN LINE TO
JUNCTION BLOCK
HIGH-PRESSURE
RAIL SUPPLY
LINE, A-BANK
Fig. 15 High-pressure Fuel Pump Installation.
The high-pressure pump receives filtered low-pressure fuel from the fuel
delivery pump at the control solenoid. The high-pressure pump control solenoid
meters the amount of fuel entry to the high-pressure pump body and pumping
units. The control solenoid is 24 volt operated to close against spring pressure in
the open direction. (See Page 23).
Part of the fuel received by the high-pressure pump passes to the pump
crankcase where it provides lubrication and cooling to the pump camshaft
bearings and ceramic rings. The lubrication and cooling fuel exits the highpressure pump body by a fuel return line to the fuel junction block (See Fig. 15).
Page 17
HIGH-PRESSURE FUEL PUMP
24-VOLT POWER
SUPPLY CONNECTOR
HIGH-PRESSURE
ACCUMULATOR
Fig. 16 High-pressure Fuel Pump Assembly
The majority of the fuel entering the high-pressure pump is directed to high
pressure pumping units for pressurization to the required operating pressure.
There are eight pumping units shown in Figure 16, which are operated by the
eccentric camshaft rings and controlled by inlet and outlet check valves. Fuel
enters the pumping unit through the inlet check valve, pressurized by the piston to
the high operating pressure, then exits through the outlet check valve to the
accumulator. There are two high-pressure outlet ports for transferring the
pressurized fuel to both the A-bank and B-bank high-pressure rails.
REGULATOR
VALVE
HIGH-PRESSURE
FUEL OUTLET
Page 18
LOW-PRESSURE FUEL INLET
CHECK VALVE AND FILTER
DRIVEN GEAR
(BR EAK AWAY)
FUEL RETURN
PORT
PUMPING UNITS
HIGH-PRESSURE FUEL PUMP
CRANKCASE FUEL INLET
SHAFT SEALS
DRIVE GEAR
ENGAGED
HIGH PRESSURE
REGULATOR VALVE
COOLING AND
LUBRICATING FUEL
DRIVE GEAR
DISENGAGED
ECCENTRIC
PISTON SPRING
CYLINDER
PISTON
SIDE CUT AWAY VIEW
CYLINDER
CRANKCASE
SUPPLY FUEL
CHECK VALVE INLET
HIGH PRESSURE FUEL
PISTON
FOLLOWER SPRING
CHECK VALVE OUTLET
CENTER OF CAM
CENTER OF CRANK
CAMSHAFT
CERAMIC BEARING
HIGH PRESSURE ACCUMULATOR
CRANKSHAFT BEARING
CERAMIC BEARINGS
(Fig. 17)
(ECCENTRIC)
END CUT AWAY VIEW
Page 19
(Fig. 18)
Page 20
INSPECTION AND ANALYSIS
HIGH-PRESSURE FUEL PUMP
Fig. 19 Normal Gear Position Fig. 20 Disengaged Gear Position
CONDITION:
CAUSE:
restriction, which starved the high-pressure pump causing a lack of
lubrication or cooling condition.
RECOMMENDATION:
fuel system cleaning procedure in Maintenance Section. Evaluate fuel
system for source of low-pressure fuel flow restriction.
REUSE:
NOTICE: Do not disassemble the high-pressure fuel pump for any reason!
Do Not Reuse!
If the pump fails to rotate, replace the pump assembly. All highpressure fuel pumps are to be returned intact as Reliabilt® cores.
High-pressure pump seized, drive gear disengaged.
High-pressure fuel pump bearing failure. Low-pressure fuel flow
Replace High-pressure pump assembly and follow
Page 21
INSPECTION AND ANALYSIS
HIGH-PRESSURE FUEL PUMP
Fig. 21 High-pressure Fuel Pump Leak at Weep hole.
CONDITION:
pump weep hole is acceptable for service. Continuous dripping at the weep
hole would define a leak and require servicing.
CAUTION: Presence of excessive amount of diesel fuel could present a
safety hazard and should be addressed immediately.
CAUSE:
contaminates can contribute to this cause. Excessive fuel temperature or
dry operation of the pump may also result in seal damage.
RECOMMENDATION:
condition and condition of equipment fuel system for con tr ibuting factors.
Review events of dry operation and priming procedures being used.
REUSE:
NOTICE: Do not disassemble the high-pressure fuel pump for any reason!
All high-pressure fuel pumps are to be returned intact as Reliabilt® cores.
Do Not Reuse!
High-pressure pump leak at weep hole. A damp area at the
Pump drive shaft pump body seal leaking. Fuel system
Replace High-pressure pump assembly. Evaluate fuel
Page 22
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