Iveco CURSOR EURO 4 Repair Manual

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CURSOR

EURO 4 ENGINES

Vehicle application

C78

C78 ENT C

C10

C10 ENT C

C13

C13 ENT C

Technical and Repair manual

This publication describes the characteristics, data and correct methods for repair operations on each component of the vehicle.

If the instructions provided are followed and the specified equipment is used, correct repair operations in the programmed time will be ensured, safeguarding against possible accidents.

Before starting to perform whatever type of repair, ensure that all accident prevention equipment is available and efficient.

All protections specified by safety regulations, i.e.: goggles, helmet, gloves, boot, etc. must be checked and worn.

All machining, lifting and conveying equipment should be inspected before use.

The data contained in this publication was correct at the time of going to press but due to possible modifications made by the Manufacturer for reasons of a technical or commercial nature or for adaptation to the legal requirements of the different countries, some changes may have occurred.

No part of this publication, including the pictures, may be reproduced in any form or by any means.

Publication edited by Iveco Motors Iveco SpA PowerTrain Mkt. Advertising & Promotion Viale dell’Industria, 15/17 20010 Pregnana Milanese Milano (Italy) Print P1D32C002 E -1

Ed. 09.2006

Produced by:

B.U. TECHNICAL PUBLISHING Iveco Technical Publications Lungo Stura Lazio, 15/19 10156 Turin - Italy

CURSOR EURO 4 ENGINES

F2B Cursor engines Part 1

F3A Cursor engines Part 2

F3B Cursor engines Part 3

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CURSOR EURO 4 ENGINES

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CURSOR EURO 4 ENGINES

SPECIAL REMARKS

The subjects usually dealt with in each section are: Technical data table, Driving torques, Equipment, Diagnostic, Removal and Fitting in place, Repair operations. Where possible, the same sequence of procedures has been followed for easy reference. Diagrams and symbols have been widely used to give a clearer and more immediate illustration of the subject being dealt with, (see next page) instead of giving descriptions of some operations or procedures.

Example

∅

Ø 1 = housing for connecting rod small end bush

Ø 2 = housing for connecting rod bearings

∅

Tighten to torque Tighten to torque + angular value

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Graph and symbols

CURSOR EURO 4 ENGINES

Removal Disconnection

Refitting Connection

Removal Disassembly

Fitting in place Assembly

Tighten to torque

Tighten to torque + angle value Rolling torque

Press or caulk

Regulation Adjustment

Intake

Exhaust

Operation

Compression ratio

Tolerance Weight difference

Replacement Original spare parts

Rotation

Warning Note

Visual inspection Fitting position check

Measurement Value to find Check

Equipment Temperature

Surface for machining Machine finish

Interference Strained assembly

Thickness Clearance

Lubrication Damp Grease

Sealant Adhesive

Air bleeding

bar

Angle Angular value

Preload

Number of revolutions

Pressure

Oversized Higher than…. Maximum, peak

Undersized Less than…. Minimum

Selection Classes Oversizing

Temperature < 0 °C Cold Winter

Temperature > 0 °C Hot Summer

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F2B CURSOR EURO 4 ENGINES

Part 1 F2B CURSOR EURO 4 ENGINES

Section

General specifications

Fuel 2

Vehicle application 3

General overhaul 4

Tools 5

Safety prescriptions Appendix

PREFACE TO USER’S GUIDELINE MANUAL

Section 1 describes the F2B engine illustrating its features and working in general.

Section 2 describes the type of fuel feed.

Section 3 relates to the specific duty and is divided in four separate parts:

1. Mechanical part, related to the engine overhaul, limited to those components with different characteristics based on the relating specific duty.

2. Electrical part, concerning wiring harness, electrical and electronic equipment with different characteristics based on the relating specific duty.

3. Maintenance planning and specific overhaul.

4. Troubleshooting part dedicated to the operators who, being entitled to provide technical assistance, shall have simple and direct instructions to identify the cause of the major inconveniences.

Sections 4 and 5 illustrate the overhaul operations of the engine overhaul on stand and the necessary equipment to execute such operations. The appendix reports general safety prescriptions to be followed by all operators whether being in-charge of installation or maintenance, in order to avoid serious injury.

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F2B CURSOR EURO 4 ENGINES

UPDATING

Section Description Page Date of revision

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F2B CURSOR EURO 4 ENGINES

SECTION 1 - GENERAL SPECIFICATIONS

SECTION 1

General specifications

CORRESPONDENCE BETWEEN TECHNICAL CODE

AND COMMERCIAL CODE 3.............

ENGINE SECTIONS 5......................

LUBRICATION 7..........................

- Oil pump 8.............................

- Overpressure valve 8.....................

- Oil pressure control valve 9................

- Heat exchanger 9........................

- By-pass valve inside the filter support/heat

exchanger assembly 10.....................

Page

- Thermostatic valve 10......................

- Engine oil filters 10........................

- Valve integrated in piston cooling nozzle 11.....

COOLING 12..............................

- Description 12............................

- Operation 12............................

- Water pump 13..........................

- Thermostat 13...........................

TURBOCHARGING 14......................

VGT TURBOCHARGER 14...................

- Actuator 15..............................

- Solenoid valve for VGT control 15............

DENOX SYSTEM 2 16.......................

- General remarks 16........................

- Tank 18.................................

- AdBlue fluid level gauge control 18............

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SECTION 1 - GENERAL SPECIFICATIONS

- By-pass valve 18..........................

- Pump module 19.........................

- Dosing module 19........................

- Catalyst 19..............................

- Exhaust gas temperature sensor 20...........

- Humidity detecting sensor 21................

F2B CURSOR EURO 4 ENGINES

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F2B CURSOR EURO 4 ENGINES

SECTION 1 - GENERAL SPECIFICATIONS

CORRESPONDENCE BETWEEN TECHNICAL CODE AND COMMERCIAL CODE

Technical Code Commercial Code

F2BE3681C C78 ENT C

F2BE3681B C78 ENT C

F2BE3681A C78 ENT C

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SECTION 1 - GENERAL SPECIFICATIONS

F2B CURSOR EURO 4 ENGINES

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F2B CURSOR EURO 4 ENGINES

ENGINE SECTIONS

Figure 1

SECTION 1 - GENERAL SPECIFICATIONS

78841

ENGINE - CROSS SECTION

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SECTION 1 - GENERAL SPECIFICATIONS

Figure 2

F2B CURSOR EURO 4 ENGINES

78839

ENGINE - LONGITUDINAL SECTION

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F2B CURSOR EURO 4 ENGINES

LUBRICATION

Engine lubrication is obtained with a gear pump driven by the crankshaft via gears. A heat exchanger governs the temperature of the lubricating oil. The oil filter, signalling sensors and safety valves are installed in the intercooler.

Figure 3

SECTION 1 - GENERAL SPECIFICATIONS

B. Engine oil sump (auxiliary oil pump version)

C. Auxiliary oil pump

Dropping oil

Pressure oil

86930

LUBRICATION CIRCUIT

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SECTION 1 - GENERAL SPECIFICATIONS

F2B CURSOR EURO 4 ENGINES

Oil pump

Figure 4

60560

The oil pump (1) cannot be overhauled. On finding any damage, replace the oil pump assembly.

See under the relevant heading for replacing the gear (2) of the crankshaft.

Overpressure valve

Figure 6

190 ± 6N

324 ± 9N

43,65

33,5

22,95

77820

MAIN DATA TO CHECK THE OVERPRESSURE

VALVE SPRING

Figure 5

112327

OIL PUMP CROSS-SECTION

1. Overpressure valve — Start of opening pressure 10.1 ± 0.7 bars

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F2B CURSOR EURO 4 ENGINES

SECTION 1 - GENERAL SPECIFICATIONS

Oilpressurecontrolvalve

Figure 7

73542

The oil pressure control valve is located on the left-hand side of the crankcase. Start of opening pressure 5 bars.

Heat exchanger

Figure 9

Figure 8

168 ± 9

308 ± 15

36,4

88819

MAIN DATA TO CHECK THE OIL PRESSURE

CONTROL VALVE SPRING

77818

HEAT EXCHANGER

The following elements are fitted on the intercooler: 1. Transmitter for low pressure warning lamp - 2. By-pass valve - 3. Oil

temperature sensor - 4. Oil pressure sensor for single gauge - 5. Heat valve. Number of intercooler elements: 7

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SECTION 1 - GENERAL SPECIFICATIONS

F2B CURSOR EURO 4 ENGINES

By-pass valve inside the filter support/heat exchanger assembly

Figure 10

73545

The valve quickly opens at a pressure of: 3 bars.

Thermostatic valve

Figure 11

This is a new generation of filters that permit much more thorough filtration as they are able to holder back a greater amount of particles of smaller dimensions than those held back by conventional filters with a paper filtering element.

These high-filtration devices, to date used only in industrial processes, make it possible to:

- reduce the wear of engine components over time;

- maintain the performance/specifications of the oil and

thereby lengthen the time intervals between changes.

External spiral winding

The filtering elements are closely wound by a spiral so that each fold is firmly anchored to the spiral with respect to the others. This produces 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.

Mount upstream

To optimize flow distribution and the rigidity of the filtering element, this has an exclusive mount composed of a strong mesh made of nylon and an extremely strong synthetic material.

Start of opening:

- travel 0.1 mm at a temperature of 82 ± 2°C End of opening:

- travel 8 mm at a temperature of 97°C

Engine oil filters

Figure 12

Filtering element

73546

Composed of inert inorganic fibres bound with an exclusive resin to a structure with graded holes, the element is manufactured exclusively to precise procedures and strict quality control.

Mount downstream

A mount for the filtering element and a strong nylon mesh make it even stronger, which is especially helpful during cold starts and long periods of use. The performance of the filter remains constant and reliable throughout its working life and from one element to another, irrespective of the changes in working conditions.

Structural parts

The o-rings equipping the filtering element ensure a perfect seal between it and the container, eliminating by-pass risks and keeping filter performance constant. Strong corrosion-proof bottoms and a sturdy internal metal core complete the structure of the filtering element.

When mounting the filters, keep to the following rules:

- Oil and fit new seals.

- Screw down the filters to bring the seals into contact with

the supporting bases.

- Tighten the filter to a torque of 35÷40 Nm.

47447

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F2B CURSOR EURO 4 ENGINES

Valve integrated in piston cooling nozzle

Figure 13

109080

The valve allows oil to enter only above the threshold pressure of 1.7 ± 0.2 bar. This permits filling the circuit and therefore lubricating the most stressed parts even when working at lower pressures.

SECTION 1 - GENERAL SPECIFICATIONS

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SECTION 1 - GENERAL SPECIFICATIONS

F2B CURSOR EURO 4 ENGINES

COOLING

Description

The engine cooling system is of the closed-circuit, forced circulation type. It consists mainly of the following components:

- expansion tank, not supplied (by IVECO);

- a heat exchanger to cool down lubrication oil;

- a water pump with centrifugal system incorporated in the cylinder block;

- fan, not supplied;

- a 2-way thermostat controlling the coolant circulation.

Operation

The water pump is actuated by the crankshaft through a poli-V belt and sends coolant to the cylinder block, especially to the cylinder head (bigger quantity). When the coolant temperature reaches and overcomes the operating temperature, the thermostat is opened and from here the coolant flows into the radiator and is cooled down by the fan. The pressure inside the system, due to temperature change, is adequately controlled through the expansion vessel.

Figure 14

Water leaving the thermostat Water circulating in the engine Water entering the pump

92824

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F2B CURSOR EURO 4 ENGINES

Water pump

Figure 15

44915

WATER PUMP SECTION

The water pump consists of: rotor, seal bearing and control pulley.

Make sure that the pump casing has no cracking or water leakage; otherwise, replace the entire pump.

SECTION 1 - GENERAL SPECIFICATIONS

Thermostat

THERMOSTAT OPERATION VIEW

Figure 16

TO THE HEATER

TO BY-PASS FROM THE HEAD

Water circulating in the engine

Figure 17

TO THE HEATER

45357

TO RADIATOR

TO EXPANSION TANK

FROM THE HEAD

45358

Water issuing from thermostat

Check thermostat operation, in case of doubts, replace it. Start of stroke temperature 84 _C ± 2 _C Minimum stroke 15 mm at 94 _C ± 2 _C

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SECTION 1 - GENERAL SPECIFICATIONS

TURBOCHARGING

The turbocharging system consists of:

- air filter;

- a variable geometry or a fixed geometry turbocharger;

- “intercooler” radiator.

Figure 18

F2B CURSOR EURO 4 ENGINES

Engine exhaust gas

Intake air

Compressed air (hot)

Compressed air (cooled)

DIAGRAM OF SUPERCHARGING WITH THE VGT TURBOCHARGER

VGT TURBOCHARGER

Operating principle

The variable geometry turbocharger (VGT) consists of a centrifugal compressor and a turbine, equipped with a mobile device which adjusts the speed by changing the area of the passing section of exhaust gases to the turbine.

Thanks to this solution, gas velocity and turbine speed can be high even when the engine is idling.

If the gas is made to go through a narrow passage, in fact, it flows faster, so that the turbine rotates more quickly.

44916

The movement of the device, choking the exhaust gas flowing section, is carried out by a mechanism, activated by a pneumatic actuator.

This actuator is directly controlled by the electronic control unit by a proportional solenoid valve.

The device is in maximum closing condition at idle speed.

At high engine operating speed, the electronic control system is activated and increases the passing section, in order to allow the in-coming gases to flow without increasing their speed.

A toroidal chamber is obtained during the casting process in the central body for the passage of the coolant.

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F2B CURSOR EURO 4 ENGINES

SECTION 1 - GENERAL SPECIFICATIONS

Actuator

Figure 19

Working principle (See Figure 19)

The actuator piston, connected to the drive rod, is controlled with the compressed air introduced through the air inlet (1) on the top of the actuator. Modulating the air pressure varies the movement of the piston and turbine control rod. As the piston moves, it progressively compresses the external spring (4) until the base of the piston reaches the disc (5) controlling the internal spring (6). On further increasing the pressure, the piston, via the disc (5), interferes with the bottom limit stop (10). Using two springs makes it possible to vary the ratio between the piston stroke and the pressure. Approximately 85% of the stroke of the rod is opposed by the external spring and 15% by the internal one.

Solenoid valve for VGT control

This N.C. proportional solenoid valve is located on the left-hand side of the crankcase under the turbine. The electronic control unit, via a PWM signal, controls the solenoid valve, governing the supply pressure of the turbine actuator, which, on changing its position, modifies the cross-section of the flow of exhaust gases onto the blades of the impeller and therefore its speed. The resistance of the coil is approx. 20-30 Ohms.

71834

1. Air inlet - 2. Gasket - 3. Piston - 4. External spring -

5. Internal spring control disc - 6. Internal spring -

7. O-ring - 8. Spring holder - 9. Limit stop - 10. Dust seal -

11. Control rod.

Figure 20

[bar]

Stroke [mm]

72421

a Gradient characterized by the effect of the external spring

(4, Figure 19).

b Gradient characterized by the effect of the external (4,

Figure 19) and internal (6) springs.

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SECTION 1 - GENERAL SPECIFICATIONS

F2B CURSOR EURO 4 ENGINES

DeNOxSYSTEM 2 General remarks

In order to keep the exhaust emission values of nitric oxides (NOx) within the limits prescribed by the Euro 4 standard, with low fuel consumption, a system for post-processing of the above substances found in exhaust gas has been fitted to the vehicles. This system essentially consists of an electronic-control oxidizing catalyst.

The system converts, through the SCR (Selective Catalytic Reduction) process, nitric oxides (NO nitrogen (N

)andwatervapour(H2O).

The SCR process is based on a series of chemical reactions, which leads, due to ammonia reacting with exhaust gas oxygen, to a reduction of nitric oxides (NO

) found in exhaust gas.

Figure 21

) into inert compounds: free

115785

SCR SYSTEM DIAGRAM

A. PUMP MODULE - B. MEASURING OUT MODULE

1. Supply module - 2. MV4 - 3. Pre-filters - 4. Tank vent - 5. AdBlue tank with gridle - 6. Dosing module - 7. MV2 - 8. Mixer -

9. - 10. Temperature sensors - 11. Nox sensor (*) - 12. Membrane pump - 13. MV1 - 14. MV3 - 15. Main filter.

* Future application

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F2B CURSOR EURO 4 ENGINES

SECTION 1 - GENERAL SPECIFICATIONS

The system is essentially made up of:

- a tank (9) for reagent solution (water - urea: AdBlue), equipped with level gauge (8);

- an H2O diverter valve (1);

-pumpmodule(10);

- a mixing and injection module (2);

- catalyst (4);

- two exhaust gas temperature sensors (5, 6) on catalyst output (4);

- a moisture detection sensor (7) fitted on the engine air intake pipe downstream from the air cleaner.

SCR system is electronically managed by DCU (Dosing Control Unit) incorporated into pump module (10); depending on engine rpm, supplied torque, exhaust gas temperature, quantity of nitrogen oxides and humidity of air sucked in, the control unit regulates the flow rate of AdBlue solution to be let into the system.

Figure 22

Pump module (10) takes reagent solution out of tank (9), then sends it under pressure into measuring out module (2); finally, the reagent solution is injected into the exhaust pipe upstream of catalyst (4).

Here, the first phase of the process is realized: the reagent solution will vaporize immediately, due to the exhaust gas temperature, and will be converted into ammonia (2NH carbon dioxide (CO

), owing to hydrolysis. At the same time,

)and

vaporization of the solution will cause a decrease in the exhaust gas temperature: the latter will get near the optimum temperature required for the process.

Exhaust gas added with ammonia - and at the reaction temperature - will flow into catalyst where the second phase of the process will be realized: ammonia will, by reacting with the exhaust gas oxygen, convert into free nitrogen (N) and water vapour (H

O).

108125

POSITION OF SCR SYSTEM COMPONENTS ON THE VEHICLE

1. H

O valve - 2. Dosing module - 3. Nitric oxide detecting sensor (*) - 4. Catalyst -

5. Outlet temperature sensor - 6. Inflow exhaust gas temperature sensor - 7. Sucked air humidity

and temperature sensor - 8. Level gauge - 9. Water-urea solution (AdBlue) tank - 10. Pump module.

* Future application

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SECTION 1 - GENERAL SPECIFICATIONS

F2B CURSOR EURO 4 ENGINES

Tank

Figure 23

102295

The tank equipped with level gauge control (1) contains the reducing substance required for the SCR process, which consists of a 35%-urea and water solution called AdBlue.

Figure 25

102308

FUNCTIONAL WIRING DIAGRAM

The AdBlue fluid level gauge control consists of a device made up of a set of resistors, a float, a NTC temperature sensor, and a coil used to heat the fluid under low temperature conditions.

It informs the control unit of any current change due to the resistor determined by the float position with respect to the AdBlue fluid level.

AdBlue fluid l evel gauge control

Figure 24

1. AdBlue fluid suction pipe - 2. AdBlue fluid return pipe - 3. Engine cooling hot fluid inlet pipe -

4. AdBlue (NTC) temperature sensor -

5. Engine cooling hot fluid outlet pipe - 6. Float -

7. AdBlue fluid heating coil - 8. AdBlue air vent.

116181

By-pass valve

Figure 26

108127

FUNCTIONAL WIRING DIAGRAM

1. Coolant inlet - 2. Coolant outlet -

6. Electrical connection.

The valve, which is a Normally Closed type valve, allows AdBlue tank to be heated by engine coolant.

The NTC temperature sensor controls the by-pass valve which closes or opens (depending on temperature) the passage of the engine cooling hot fluid into the heating coil.

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F2B CURSOR EURO 4 ENGINES

SECTION 1 - GENERAL SPECIFICATIONS

Pump module

Dosing module

Figure 27 Figure 28

108128

The function of this module is to dose the AdBlue solution to

1. AdBlue return pipe to the tank - 2. AdBlue return pipe

be conveyed to the injector.

from dosing module - 3. AdBlue solution outlet - 4. AdBlue

solution infeed - 5. Electrical connection - 6. DCU control

unit connector - 7. Filter - 8. Prefilter.

108129

1. AdBlue infeed - 2. Electrical connection -

3. AdBlue outlet.

Catalyst

Figure 29

102301

Catalyst (1), equipped with sound-proofing material, replaces the exhaust silencer.

Inside the catalyst, the exhaust gas nitric oxides are, by reacting with ammonia, converted into free nitrogen and water vapour.

Temperature sensors (2 & 3) and nitric oxide detecting sensor (4) are fitted onto catalyst (1).

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SECTION 1 - GENERAL SPECIFICATIONS

Exhaust gas temperature sensor

Figure 30

F2B CURSOR EURO 4 ENGINES

102303

Figure 31

102304

FUNCTIONAL WIRING DIAGRAM

1.Supplyvoltage-2.Variableoutputvoltage-3.Connector-4.Signalcable(grey)-5.Earthcable(white)-6.Sensor.

The function of this sensor is to send the control unit the catalyst inlet and outlet exhaust gas temperature values required to calculate the amount of urea to be injected into the system.

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F2B CURSOR EURO 4 ENGINES

Humidity detecting sensor

Figure 32

SECTION 1 - GENERAL SPECIFICATIONS

102311

1. Temperature - 2. Earth - 3. Humidity percent value - 4. Power supply.

This sensor is located on the air filter output conveyor, and is used to inform the control unit of the amount (percentage) of humidity found in sucked air, to determine the calculation of nitric oxide emissions.

Figure 33

102312

ELECTRIC BLOCK DIAGRAM

1. Earth - 2. Temperature - 3. Power supply unit - 4. Humidity percent value - A. Sample frequency generator B. Reference oscillator - C. NTC temperature sensor - D. Amplifier lowpass filter

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SECTION 1 - GENERAL SPECIFICATIONS

F2B CURSOR EURO 4 ENGINES

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SECTION 2 - FUEL

SECTION 2

Fuel

FUEL FEED 3..............................

- Overpressure valve 4.....................

- Feed pump 4............................

- Injector-pump 5.........................

- Injector Phases 6.........................

- Pressure damper 7.......................

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SECTION 2 - FUEL

F2B CURSOR EURO 4 ENGINES

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F2B CURSOR EURO 4 ENGINES

FUEL FEED

Fuel feed is obtained by means of a pump, fuel filter and pre-filter, 6 pump-injectors controlled by the camshaft by means of rockers and by the electronic control unit.

Figure 1

SECTION 2 - FUEL

Return circuit

Supply circuit

115265

ENGINE FEED SCHEME

1. Fuel filter - 2. Pressure damping device - 3. Pressure control valve (start of opening at 5 bar) - 4. Feed pump -

5. Fuel pre-filter wit h priming pump - 6. Valve, to recirculate fuel from injectors, integrated in feed pump (start of opening at

3.5 bar) - 7. Central unit - 8. Heat exchanger - 9. Overpressure valve to return fuel to tank (start of opening at 0.2 bar) -

10. Pump injectors.

A. Fuel arriving at injectors - B. Fuel returning to tank

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SECTION 2 - FUEL

F2B CURSOR EURO 4 ENGINES

Overpressure valve

Figure 2

92829

An overpressure valve is a single-acting valve, calibrated to 0.2 ÷ 0.3 bar, placed on the piping that returns fuel to tank. The overpressure valve prevents fuel duct in cylinder head from emptying with engine stopped.

Feed pump

Figure 3

Figure 4

73547

Feed pump mounted frontally

A. Fuel inlet — B. Fuel delivery — C. By-pass nut —

D. Fuel return from the pump-injectors —

E. Pressure relief valve — Opening pressure: 5-8 bars.

Figure 5

Feed pump mounted laterally

1. Overpressure valve - 2. Delivering fuel to injectors -

3. Sucking in fuel - 4. Pressure control valve.

Pump performances

Pump rotation speed (rpm)

Minimum flow rate (l/h)

Negative pressure on aspiration (bar)

Pressure on delivery

Test conditions

Test liquid temperature (˚C)

Test liquid

(bar)

2600

6004517012100

310

0.3

0.5

ISO 4113

0.3

0,3

Field of use

Pump rotation speed (rpm) Overrunning rotation speed (max 5 min) (rpm) Diesel oil temperature (˚C) Filtering rate on aspiration

(micron)

Negative pressure on aspiration (bar)

2600

4100 max

-25/+80

0.5 max

92830

0.3

SECTIONONFEEDPUMP

1. Oil and fuel leaks indicator

Pump performances

Pump rotation speed (rpm)

Minimum flow rate (l/h)

Negative pressure on aspiration (bar)

Test conditions

Pressure on delivery

Test liquid temperature (˚C)

Test liquid

(bar)

Field of use

Pump rotation speed (rpm) Overrunning rotation speed (max 5 min) (rpm) Diesel oil temperature (˚C) Filtering rate on aspiration

(micron)

Negative pressure on aspiration (bar)

4100

9004525012140

310

0.3

0.5

ISO 4113

4100

5800 max

-25/+80

0.5 max

-25/+120

0.3

98870

0.3

Pressure control valve

Valve calibration 5 ÷ 5.8

Valve calibration

Injectors return valve

Valve calibration

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3.4 ÷ 3.8

Valve calibration

Pressure control valve

5 ÷ 5.8

Injectors return valve

3.4 ÷ 3.8

F2B CURSOR EURO 4 ENGINES

SECTION 2 - FUEL

Injector-pump

Figure 6

44908

1. Fuel/oil seal — 2. Fuel/diesel seal — 3. Fuel/exhaust gas seal.

The injector-pump is composed of: pumping element, nozzle, solenoid valve.

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 stro ke is made by means of a return spring.

Nozzle

Garages are authorized to perform fault diagnosis solely on the entire injection system and may not work inside the injector-pump, which must only be replaced. A specific fault-diagnosis program, included in the control unit, is able to c h eck t h e operation of each injector (it deactivates one at a timeand checks the delivery of the other five). Fault diagnosis makes it possible to distinguish errors of an electrical origin from ones of a mechanical/hydraulic origin. It indicates broken pump-injectors. It is therefore necessary to interpret all the c ontrol unit error messages correctly. Any defects in the injectors are to be resolved by replacing them.

Solenoid valve

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 delivery pipe. When the solenoid is not energized, the valve is open, the fuel is pumped but it flows back into 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, causing the needle to lift. The amount of fuel injected depends on the length of time the slide valve is closed and therefore on the time for which the solenoid is energized. The solenoid valve is joined to the injector body and cannot be removed. On the top there are two screws securing the electrical wiring from the control unit. To ensure signal transmission, tighten the screws with a torque wrenchtoatorqueof1.36—1.92Nm(0.136—0.192kgm).

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SECTION 2 - FUEL

F2B CURSOR EURO 4 ENGINES

Injector Phases

Figure 7

Figure 8

60669

1. Fuel valve - 2. Pumping element - 3. Fuel outlet -

4. Filling and backflow passage.

Filling phase

During the filling phase the pumping element (2) run s up to the top position. After passing the highest point of the cam, the rocker arm roller comes near the base ring of the cam. The fuel valve (1) is open and fuel can flow into the injector via the bottom passage (4) of the cylinder head. Filling contin u es until the pumping element reaches its top limit.

1. Fuel valve - 2. Pumping element - 3. Fuel outlet -

4. Filling and backflow passage.

Injection phase

The injection phase begins when, at a certain point in the down phase of the pumping element, the solenoid valve gets energized and the fuel valve (1) shuts.

The moment delivery begins, appropriately calculated by the electronic control unit, depends on the working conditions of the engine.

The cam continues with the rocker arm to push the pumping

60670

element (2) and the injection phase continues as long as the fuel valve (1) stays shut.

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 2 - FUEL

Figure 9

Pressure damper

Figure 10

102606

FUEL PRESSURE DAMPER

The fuel pressure damper on the delivery pipe between the fuel filter and the cylinder h ead has the function of damping the backflow pressure on the delivery due to the increase in injection pressure.

60671

1. Fuel valve - 2. Pumping element - 3. Fuel outlet -

4. Filling and backflow passage.

Pressure Reduction phase

Injection ceases when the fuel valve (1) o pens, at a certain point in the down stroke of the pumping element, after the solenoid valve gets de-energized.

The fuel flows back through the open valve (1), the injector holes and the passage (4) into the cylinder head.

The time for wh ich the solenoid valve stays energized, appropriately c alculated by the electronic control unit, is the duration of injection (delivery) and it depends on the working conditions of the engine.

Print P1D32C002 E Base - September 2006

SECTION 2 - FUEL

F2B CURSOR EURO 4 ENGINES

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

SECTION 3

Vehicle application

Page

GENERAL FEATURES 3....................

PART ONE - MECHANICAL COMPONENTS 5

DISMANTLING THE ENGINE

ON THE BENCH 7......................

ASSEMBLING THE ENGINE ON THE BENCH 14.

- Diagram showing the underblock fixing sc rews

tightening order 16........................

- Fitting the connecting rod-piston assembly into the

cylinder liners 17.........................

- Mounting cylinder head 18..................

- Fitting engine flywheel 20...................

- Fitting camshaft 21........................

- Fitting pump-injectors 22...................

- Fitting rocker-arm shaft assembly 22..........

- Camshaft timing 23.......................

- Phonic wheel timing 25....................

- Intake and exhaust rocker play adjustment and

pre-loading of rockers controlling pump injectors 26

ENGINE COMPLETION 27..................

PART TWO -

ELECTRICAL EQUIPMENT 29.............

- Components on the engine F2B 31...........

BLOCK DIAGRAM 32.......................

EDC SYSTEM FUNCTIONS 33................

- EDC 7 UC31 electronic control unit 36.......

- Electric injector conn ect or ”A” 37............

- Sensor connector ”C” 38...................

- Chassis connector ”B” 39...................

- Pump injector 41.........................

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

- Exhaust brake solenoid valve 43..............

- Solenoid valve for VGT control 43............

- Distribution pulse transmitter 44.............

- Engine coolant temperature sensor 45.........

- Fuel temperature sensor 46.................

- Flywheel pulse transmitter 47................

- Turbine rpm sensor 48.....................

- Air pressure/temperature sensor 49...........

- Oil temperature/pressure sensor 49...........

- Pre-post reheat resistor 50..................

PART THREE - TROUBLESHOOTING 51......

PREFACE 53...............................

DTC ERROR CODES

WITH EDC7 UC31 CENTRAL UNIT 55......

Page

PART FOUR - MAINTENANCE PLANNING 81.

MAINTENANCE 83.........................

- Maintenance services scheme 83.............

MAINTENANCE INTERVALS 84..............

- On road application 84.....................

- Off road application (quarries-construction sites) 84

- Off road application (on road usage) 84........

CHECKS AND/OR MAINTENANCE WORK 85..

- On road application 85.....................

- Off road application 85.....................

NON-PROGRAMMED/TIMED OPERATIONS 86.

- On road application 86.....................

- Off road application (quarries-construction sites) 86

GUIDELINE FOR TROUBLESHOOTING 77.....

- Off road application (on road usage) 86........

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

F2BE3681CF2BE3681BF2BE3681A

GENERAL FEATURES

SECTION 3 - VEHICLE APPLICATION

COOLING

bar

OIL FILLING Total capacity at 1st filling

Capacity:

- engine sump min level

- engine sump max level

Compression ratio 16 : 1

Max. output kW

Max. torque Nm

Loadless engine idling

Loadless engine peak

Bore x stroke mm Displacement cm

SUPERCHARGING

Turbocharger type

LUBRICATION

Oil pressure (warm engine) (100 °C ± 5 °C)

- idling bar

- peak rpm bar

Water pump control By belt Thermostat: starts to open: fully open:

(HP) rpm

(kgm) rpm

rpm

230

(310)

2400

1300

(132)

1200 ÷ 1675

HOLSET with fixed

geometry HX40

Forced by gear pump, relief valve single action

By centrifugal pump, regulating thermostat, viscostatic fan, radiator and heat exchanger

liters

245

(330)

2400

1400

(143)

1080 ÷ 1655

600 ± 50

2660 ± 50 115 x 125

7790

HOLSET with variable geometry

HE 431 V

oil filter

1.5 5

N. 1

~85 °C

25.2

12.5

11.2

23 21

1200 ÷ 1685

265

(360)

2400

1500 (153)

- quantity in circulation that does not flow back to the engine sump

liters

kg 4.5

- quantity contained in the cartridge filter (which has to be added to the cartridge filter refill) liters

Print P1D32C002 E Base - September 2006

2.5

2.3

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

PART ONE - MECHANICAL COMPONENTS

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

DISMANTLING THE ENGINE ON THE BENCH

Figure 1

47562

Before dismantling the engine on the rotary stand 99322230, remove the following components:

-starter(2)

- turbocharger soundproofing shield (1)

Figure 2

47563

Remove the soundproofing shield (1) and plug (2).

Figure 3

47601

Fix the engine to the rotary stand 99322230, by means of brackets 99361035 (1), remove the fan.

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Figure 4

Cut the belt (1) because it would not be re-used.

Figure 6

112330

87202

Remove the following components:

-alternator(1);

- belt tightener support (2);

- if present, air conditioner compressor (3);

- water pump (5) and pipe;

-fixedbackstand(4).

Only models equipped without Intarder

- thermostat unit (6).

Figure 5

73579

Using an appropriate tool (2), operate in the direction of the arrow, and remove the belt (1) driving the water pump, alternator and fan. Take out the screws and remove the electromagnetic coupling (3).

Base - September 2006 Print P1D32C002 E

Figure 7

87203

Only models equipped with Intarder

Loosen straps (2 and 4), then remove pipe (1) from the cylinder head and pipe (3). Remove the fastening screws, then take off thermostat unit (5).

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Figure 8

87204

Block the flywheel rotation with tool 99360351.

Remove screws (4), then disassemble damper flywheel (3).

Remove the screws (2) and the pulley (1).

Figure 10

47566

Remove the following components: oil supply lines (1); water cooling supply lines (3); water discharge lines (2); oil return lines (4); turbocharger (5); exhaust manifold (6).

Figure 11

87205

Unscrew the oil filter (1) by tool 99360314 (2).

Figure 9

45254

Install extractor 99340051 (2) and remove the seal gaskets (1). Unscrew the screws and remove the cover. Disconnect all electric connections and sensors.

Print P1D32C002 E Base - September 2006

Figure 12

87206

Unscrew the screws (1) and remove the entire heat exchanger (2).

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Figure 13

47587

Remove the following components: intake manifold (6); support for fuel filter (1); fuel lines (2); fuel pump (3);compressor (4); control unit (5).

Figure 14

Figure 16

45661

Unscrew the screws (2), by using the proper wrench and remove the gear (1) with the phonic wheel.

Figure 17

70708

To remove the P.T.O. (if applicable):

- Disconnect the oil pipe (1).

- Unscrew the 4 screws (2) and (3).

Figure 15

84377

Remove the rocker arm cover (1), take off the screws (2 ) and remove: the cover (3), the filter (5) and the gaskets (4 and 6). Take off the screws (8) and remove the blow-by case (7).

86289

Unscrew the screws (1); tighten a screw in a reaction hole and remove the shoulder plate (2), remove the sheet gasket.

Figure 18

47568

By means of a properly splined wrench, untighten screws (2) and remove the transmission gear (1)

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Figure 19

47568

Stop the engine flywheel (3) rotation by means of tool 99360351 (1), untighten the fixing screws (2) and remove the engine flywheel.

Figure 20

Figure 22

If present, dismount P.T.O. driving gear (1). Remove screws (3) and dismount double gear (2). Remove securing screw and dismount articulated rod (5). Dismount oil pump (4).

Figure 23

106219

45257

Apply extractor 99340052 (2) and pull out the seal gasket (1).

Figure 21

47569

Untighten the screws (1) and take down the gear box (2).

45259

- Remove the check springs (2) of the exhaust brake lever;

- Untighten the fixing screws (1) of rocker arm shaft.

Figure 24

116190

- Apply tool 99360558 (1) to the rocker holder shaft (2)

and remove the shaft (2) from the cylinder head.

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Figure 25

116232

- Remove the piping (1) for exhaust brake pins;

- Untighten screws and remove electric connections (2)

from solenoid valves;

- Untighten fixing screws (3) of injector brackets (4).

- Remove injectors (5).

Install plugs 99360177 instead of injectors.

Figure 27

Untighten screws (2) and remove the engine oil sump (1) with spacer (3) and seal . The box shows the oil sump mounted on the engines equipped with supplementary oil pump.

Figure 28

86923

Figure 26

45266

Remove the camshaft and the fixing screws on cylinder heads

- By means of wire ropes, lift the cylinder head (1) and

remove seals (2).

86924

Remove the screws and the rose pipe (1). For engines equipped with supplementary oil pump, remove the screws and take out strainers (2 and 3).

Figure 29

47574

Rotate the block (1) to the vertical position.

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Figure 30

47575

Untighten screws (2) fixing the connecting rod cap (3) and remove it. Remove the connecting rod-piston assembly from the upper side. Repeat these operations for the other pistons.

Figure 31

Figure 33

47571

Remove the crankshaft half-bearings (1), untighten the screws and remove oil spray nozzles (2). Take down cylinder liners as specified in the relative paragraph.

47576

By means of proper and splined wrenches, untighten the screws (1) and (2) and remove the under-block (3).

Figure 32

NOTE

After disassembling the engine, thoroughly clean disassembled parts and check their integrity. Instructions for main checks and measures are given in the following pages, in order to determine whether the parts can be re-used.

47570

Remove the crankshaft (2) with tool 99360500 (1).

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

ASSEMBLING THE ENGINE ON THE BENCH

Fix the engine block to the stand 99322230 by means of brackets 99361035. Mount cylinder liners (see Section 4).

Figure 34

47586

Fit the oil spray nozzles (2), so that the dowel coincides with the block hole (3).

Place the half bearings (1) on the main bearings.

Figure 36

49021

Place the half-bearings (1) on the main bearings in the underblock (2).

Figure 37

47595

Use the suitable equipment (1) to apply silicone LOCTITE

Figure 35

5970 (IVECO No. 2995644) as shown in the following figure.

Figure 38

47596

Sealant application diagram

47570

Lubricate the half bearings, then install the crankshaft (2) by

NOTE

means of hoist and hook 99360500 (1).

Base - September 2006 Print P1D32C002 E

Fit the underblock within 10’ of the application of the sealant.

F2B CURSOR EURO 4 ENGINES

Figure 39

49022

Fit the underblock by means of a suitable hoist and hooks(1).

Figure 40

SECTION 3 - VEHICLE APPLICATION

47581

Fit the engine block and use the dynamometric wrench (2) to lock the hexagonal threaded screws(1) to torque 25 Nm on the basis of the diagrams on the following page.

Figure 41

47579

Close the inner screws (1) to 140 Nm torque by means of a dynamometric wrench (3), then with two further angular phases 60° +60°, using tool 99395216 (4). Tighten again the outer screws (1, Figure 40) with 90° an gular closing, using tool 99395215 (3, Figure 40).

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

Diagram showing the underblock fixing screws tightening order

Figure 42

F2B CURSOR EURO 4 ENGINES

FRONT SIDE

First phase: outer

screws preliminary

tightening

(25 Nm)

44897

Second phase:

inner screws

preliminary

tightening

(140 Nm)

44898

Third phase: inner screws angle closing

(60º)

FRONT SIDE

44898

Fourth phase:

inner screws angle closing

(60º)

44898

Fifth phase:

outer screws

angle closing

(90º)

44899

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Fitting the connecting rod-piston assembly into the cylinder liners

Figure 43

49030

Rotate the cylinder assembly placing it vertically.

NOTE

Not finding it necessary to replace the connecting rod bearings, you need to fit them back in exactly the same sequence and position as in removal. Iftheyaretobereplaced,chooseconnectingrod bearings based on selection described in Section 4.

Figure 45

47593

Fit the connecting rod-piston assemblies (2) into the piston liners, using the band 99360605 (1). Check th e following:

- the openings of the split rings are offset by 120º;

- all pistons belong to the same class, A or B;

- ideogram (2, Figure 44), stamped on the piston crown,

is placed toward the engine flywheel, or the cavity, on the piston skirt, corresponds to the position of the oil spray nozzles

Lubricate the half-bearings (1) and fit th em in the connecting rod and the cap.

NOTE

Do not make any adjustment on the bearing shells.

Figure 44

NOTE

The pistons are supplied as spares in class A and can also be fitted in class B cylinder liners.

Connecting rod-piston assembly

Marking area of ideogram on the piston

crown

Connecting rod marking area

61831

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Figure 46

47594

Connect the connecting rods to the relative journals, fit the connection rod caps (1) with half bearings; tighten the fixing screws (2) of the connecting rod caps to 50 Nm torque (5 kgm). Using tool 99395216 (3), further tighten screws with 40° angle.

Figure 47

Mounting cylinder head

Figure 49

45266

Make sure that pistons 1-6 are exactly at the TDC Place the sealing gasket (2) on the block. Fit the cylinder head (1) and tighten screws as shown in figs. 50, 51 and 52.

Figure 50

45255

By means of centering ring 99396033 (2), c heck the exact cover position (1), otherwise act as necessary and tighten the screws.

Figure 48

45256

Fit the sealing gasket (1), install the fitting tool 99346245 (2) and drive the sealing gasket (1) by screwing nut (3).

44900

Diagram showing the cylinder head fixing screws tightening order.

Figure 51

45267

- Preliminary tigh t ening by means of a dynamometric

wrench (1):

phase: 50 Nm (5 kgm)

phase: 100 Nm (10 kgm)

Base - September 2006 Print P1D32C002 E

tent

)

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Figure 52

- Angle closing by means of tool 99395216 (1):

phase: 90° angle

phase: 75° angle

Figure 53

45268

Tigh

he screwsshowninthefigure bymeans ofa dynamometric wrench, in compliance with the following order and tightening torque:

Figure 55

Engines without power take-off

47598

no. 13 screws M12 x 1.75 x 80 tightening torque 63 Nm

no. 3 screws M10 x 1.5 x 35 tightening torque 42 Nm no. 1 screw M10 x 1.5 x 100 tightening torque 42 Nm

47597

Fit the oil pump (4), intermediate gears (2) with rod (1) and tighten screws (3) in two phases: preliminary tightening 30 Nm angle closing 90°

Figure 54

47592

Apply sealant LOCTITE 5970 IVECO No. 2992644 to the gear box using the proper equipment (1).

The sealer string (1) diameter is to be 1,5 ± mm.

0.5

0.2

no. 1 screw M10 x 1.5 x 180 tightening torque 42 Nm

no. 2 screws M18 x 1.25 x 125 tightening torque 24 Nm

Figure 56

Engines with power take-off (if available)

no. 10 screws M12 x 1.75 x 80 tightening torque 63 Nm

no. 3 screws M10 x 1.5 x 35 tightening torque 42 Nm no. 1 screw M10 x 1.5 x 170 tightening torque 42 Nm

no. 1 screw M10 x 1.5 x 180 tightening torque 42 Nm

84390

no. 2 screws M12 x 1.75 x 125 tightening torque 63

NOTE

Install the gear box within 10’ of the application of the sealant.

d no. 8 screw M10 x 1,5 x 120 ◊ no. 2 screw M10 x 1,5 x 120 (apply to the thread

LOCTITE 275

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Figure 57

45258

Fit the sealing gasket (1), install the fitting tool 99346246 (2) and drive the sealing gasket by screwing the nut (3).

Fitting engine flywheel

NOTE

If the teeth of the ring gear mounted on the engine flywheel, for st arting the engine, are very damaged, replace the ring gear. It must be fitted after heating the ring gear to a temperature of approx. 200°C.

Figure 59

49037

Position the flywheel (1) on the crankshaft, lubricate the thread of the screws (2) with engine oil and screw them down. Lock rotation with tool 99360351 (3). Lock the screws (2) in three phases. First phase: pre-tightening with torque wrench (4) to a torque of 100 Nm (10 kgm).

Figure 60

NOTE

The cranksh aft has a locating peg that has to couple with the relevant seat on the engine flywheel.

49036

Second phase: closing to angleof 60° with tool 99395216 (1).

Figure 58

VIEW OF HOLES:

A-B-C

VIEW OF HOLES:

60668

DETAIL OF PUNCH MARKS ON ENGINE FLYWHEEL FOR PISTON POSITIONS A. Hole on flywheel with one reference mark, corresponding to the TDC of pistons 3-4. - B. Hole on flywheel with one reference mark, corresponding to the TDC of pistons 1-6. - C. Hole on flywheel with one reference mark, corresponding to the TDC of pistons 2-5. - D. Hole on flywheel with two reference marks, position corresponding to 54°.

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Fittingcamshaft

Figure 61

72436

Position the crankshaft with the pistons 1 and 6 at the top dead centre (T.D.C.). This situation occ u rs when:

1. The hole with reference mark (5) of the engine flywheel (4) can be seen through the inspection window.

2. The tool 99360612 (1), through the seat (2) of the engine speed sensor, enters the hole (3) in the engine flywheel (4).

If this condition does not occ ur, turn the engine flywheel (4) appropriately. Remove the tool 99360612 (1).

Figure 63

45376

- Apply gauge 99395215 (1), check and record the

position of the rod (3) for the transmission gear, tighten the screw (2) to the prescribed torque.

Figure 62

73843

Fit the camshaft (4), positioning it observing the reference marks (→) as shown in the figure. Lubricate the seal (3) and fit it on the shoulder plate (2). Mount the shoulder plate (2) with the sheet metal gasket (1) and tighten the screws (5) to the required torque.

Figure 64

45269

- Remove the transmission gear (1) and tighten screws (2)

by means of proper splined wrench, to the prescribed torque.

NOTE

Replace the idle gear bushing (1) when wear is detected. After installing the bushing, adjust it to j

58.010 ± 0.10 mm.

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Figure 65

45270

Position the gear (2) on the camshaft so that the 4 slots are centred with the holes for fixing the camshaft, without fully locking the screws (5). Using t he dial gauge with a magnetic base (1), check that the clearance between the gears (2 and 3) is 0.073 — 0.195 mm; if this is not so, adjust the clearance as follows:

- Loosen the screws (4) fixing the idle gear (3).

- Loosen the screw (2, Figure 63) fixing the link rod. Shift

the link rod (3, Figure 63) to obtain the required clearance.

- Lock th e screw (2, Figure 63) fixing the link rod and

screws (4, Figure 63) fixing the idle gear to the required torque.

Figure 67

71775

Mount:

- The injectors (2) and, using a torque wrench, lock the

bracket fixing screws to a torque of 36.5 Nm.

- The exhaust brake cylinders (1) and (4) and, using a

torque wrench, fix them to a torque of 19 Nm.

- The crosspieces (3) on the valve stem, all with the largest

holeonthesameside.

Fitting rocker-arm shaft assembly

Figure 68

Fitting pump-injectors

Figure 66

Fit the seals (1) (2) (3) on t he injectors.

44908

NOTE

Before refitting the rocker-arm shaft assembly, make sure t hat all the adjustment screws have been fully unscrewed.

116190

Apply the tool 99360553 (1) to the rocker arm shaft (5) and mount the shaft on the cylinder head.

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Figure 69

70567A

SCHEME OF SCREW TIGHTENING SEQUENCE

SECURING ROCKER ARMS

Screw screws (1 - 2 - 3) until rocker arms are brought to contact relating seats on cylinder head, tighten the screws according to sequence indicated in figure operating in two steps as indicated in successive figu re.

Figure 70

Figure 72

Mount the electric wiring (2), securing it on the electro-injectors with a torque screwdriver (1) to a torque of 1.36 - 1.92 Nm.

Camshaft timing

Figure 73

71777

45261

Lock the screws (2) fixing the rocker-arm shaft as follows:

- 1

- 2

phase: tightening to a t orque of 40 Nm (10 kgm) with

thetorquewrench(1).

phase: c losin g with an angle of 60° using the tool

99395216 (3).

Figure 71

60574

- Mount the engine brake lever retaining springs (3).

- Connectthepipe(2)totheenginebrakecylinders(4)and

to the cylinder with the engine brake solenoid valve (1).

Apply the tool 99360321 (6) to the gearbox (3).

NOTE

The arrow shows the direction of rotation of the engine when running. Using the above-mentioned tool, turn the engine flywheel (1) in the direction of rotation of the engine so as to take the piston of cylinder no.1 to approxi m ate ly the T.D.C. in the p hase 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 inspection window (2).

71776

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Figure 74

71774

The exact position of piston no.1 at the T.D.C. is obtained when in the above-described conditions the tool 99360612 (1) goes through the seat (2) of the engine speed sensor into thehole(3)intheengineflywheel(4). If this is not the case, turn and adjust the engine flywheel (4) appropriately. Remove the tool 99360612 (1).

Figure 76

77259

The camshaft is in step if at the cam lift values of 4.90 ±0.05 mm there are the following conditions:

1) theholemarkedwithanotch(5)canbeseenthrough the inspection window;

2) the tool 99360612 (1)th rough the seat (2) o f t he engin e speed sensor goes into the hole (3) in the engine flywheel (4).

Figure 75

106535

Set the dial gauge with the magnetic base (1) with the rod on the roller (2) of the rocker arm that governs the injector of cylinder no.1 and pre-load it by 6 mm.

With tool 99360321 (6, Figure 73), turn the crankshaft clockwise until the pointer of t he dial gauge reac hes t he minimum value beyond which it can no longer fall.

Reset the dial gauge.

Turn the engine flywheel anticlockwise until the dial gauge gives a reading for the lift of the cam of the camshaft of 4.90 ±0.05 mm.

Figure 77

60575

If you do not obtain the c on ditions illu strated in Figure 76 and described in points 1 and 2, proceed as follows:

1) loosen the screws (2) securing the gear (1) to the

camshaft and utilize th e slots (1, Figure 78) on the gear (2, Figure 78);

2) turn the engine flywheel appropriately so as to bring

about the conditions described in points 1 and 2 Figure 76, it being understood that the cam lift must not change at all;

3) lock the screws (2) and repeat the check as described

above.

Tighten the screws (2) to the required torque.

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Figure 78

71778

When the adjustment with the slots (1) is not enough to make up the phase difference and the camshaft turns because it becomes integral with the gear (2); as a result, the reference value of the cam lift varies, in this situation it is necessary to proceed as follows:

1) lock the screws (2, Figure 77) an d turn the engine flywheel clockwise by approx. 1/2 turn;

2) turn the engine flywheel anticlockwise until the dial gauge gives a reading of the lift of the cam of the cam s haf t of 4.90 ±0.05 mm;

3) take out the screws (2, Figure 77) and remove the gear (2) from the camshaft.

Mount the gear (2, Figure 78) with the 4 slots (1, Figure 78) centred with the fixing holes of the camshaft, locking the relevant screws to the required tightening torque. Check the timing of the shaft by first turning the flywheel clockwise to discharge the cylinder completely and then turn the flywheel anticlockwise until the dial gauge gives a reading of 4.90 ±0.05. Check the timing conditions described in Figure 76.

Phonic wheel timing

Figure 80

Figure 79

77259

Turn the flywheel (4) again to bring about the following conditions:

- a notch (5) can be seen through the inspection window;

- the tool 99360612 (1) in serted to the bottom of the seat

of the engine speed sensor (2) and (3) on the flywheel (4).

77260

Turn the crankshaft by taking the piston of cylinder no. 1 into the compression phase at T.D.C.; turn the flywheel in the opposite direction to the normal direction of rotation by approximately 1/4 of a turn.

Again turn the flywheel in its normal direction of rotation until you see the hole marked with the double notch (4) through the inspection hole under the flywheel housing. Insert tool 99360612 (5) into the seat of the flywh eel sensor (6).

Insert the tool 99360613 (2), via the seat of the phase sensor, onto the tooth obtained on the phonic wheel.

Should inserting the tool (2) prove difficult, loosen th e screws (3) and adjust the phonic wheel (1) appropriately so that the tool (2) gets positioned on the tooth c orrectly. Go ahead and tighten the screws (3).

Print P1D32C002 E Base - September 2006

pumpinj

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Intake and exhaustrocke

Figure 81

lay adjustment and

e-loadingofrockerscontrollin

ectors

ADJUSTMENT OF INTAKE, EXHAUST AND INJECTION ROCKERS

The adjustment of clearance between the rockers and rods controlling th e intake and exhaust valves, as well as the adjustment of pre-loading of the rockers controlling pump injectors, must be carried out c arefully.

Take the cylinder where clearance must be adjusted to the bursting phase; its valves are closed while balancing th e symmetric cylinder valves. Symmetric cylinders are 1-6, 2-5 and 3-4.

In order to properly operate, follow these instructions and data specified on the table.

Adjustment of clearance between the rockers and controlling intake and exhaust

valves:

rods

- use a polygonal wrench to slacken the locking nut (1) of

the rocker arm adjusting screw (2).

- insert the thickness gauge blade (3);

- tighten or untighten the adjustment screw with the

appropriate wrench;

- make sure that the gauge blade (3) can slide with a slight

friction (for thickness values, refer to table “General features” in Section 4);

- lock the nut (1), by blocking the adjustment screw.

Pre-loading of rockers controlling pump

injectors:

- using a polygonal wrench, loosen the nut locking the

rocker adjustment screw (5) controlling the pump injector (6);

44936A

- using an appropriate wrench (4), loosen the

adjustment screw until the pumping element is at the end-of-stroke;

- tighten the adjustment screw, with a dynamometric

wrench, to 5 Nm tightening torque (0.5 kgm);

- untighten the adjustment screw by 1/2 to 3/4 rotation;

- tighten the locking nut.

FIRING ORDER

Clockwise

start-up

and rotation

1and6atTDC 6 1 5

Adjusting

cylinder

valve no.

1-4-2-6-3-5

Adjusting clearance

of cylinder

valve no.

Adjusting

pre-loading

of cylinder

injector no.

120º 3 4 1 120º 5 2 4 120º 1 6 2 120º 4 3 6 120º 2 5 3

NOTE

In order to properly carry out the above-m e ntione d adjustments , follow the sequence specified in the table, checking the exact position in each rotation phase by means of pin 99360612, to be inserted in the 11

hole in each

of the three sectors with 18 holes each.

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Figure 82

84377

Fit the distribution cover (1). Fit the blow-by case (7) and its gasket and t hen tighten the screws (8) to the prescribed torque. Install the filter (5) and the gaskets (4 and 6).

NOTE

The filter (5) operation is unidirectional, therefore it must be assembled with the two sight supports as illustrated in the figu re.

Thoroughly clean cover (3) drain hole and suction ducts. Fit the cover (3) and tighten the fastening screws (2) to the prescribed torque.

NOTE

Apply silicone LOCTITE 5970 IVECO No. 29955644 on the blow-by case (7) surface of engines fitted with P.T.O. according t o the procedure described in the following figure.

Figure 83

Figure 84

86929

Rotate the engine, then fit the oil suction strainer. Place gasket (4) on oil sump (1), then position spacer (3) and fitthesumpontotheenginebasebytighteningscrews(2) to the specified torque.

ENGINE COMPLETION

Make the engine complete by either fitting or disconnecting the items below:

- power take-off (P.T.O.), if any, and its respective pipes;

- air compressor complete with power steering pump;

- fuel pump;

- full fuel filter support and pipes;

- EDC control unit;

- intake manifold;

- preheating resistor;

- heat exchanger;

- oil filter (lubricate the gasket);

- exhaust manifold;

- turboblower and its respective water and oil pipes;

- damper flywheel and pulley;

- thermostat unit;

- belt stretcher, water pump and alternator;

- electromagnetic joint;

- drive belt;

- belt stretcher (if any), air-conditioner compressor;

- drive belt;

- oil level dipstick;

- electric connections and sensors.

84392

Apply silicone LOCTITE 5970 IVECO No. 2995644 on the blow-bycaseandformastring(2)of∅ 1.5 ±,asshown

0.5

0.2

in the figure.

NOTE

The fittings of the cooling water and lubricating oil pipes of the turbocharger have to be tightened to a torque of:

- 35 ±5 Nm, water pipe fittings;

NOTE

Fit the blow-by case (1) within 10’ from sealer application.

Print P1D32C002 E Base - September 2006

- 55 ±5Nm,oilpipefemalefitting;

- 20-25 Nm, oil pipe male fitting.

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Figure 85

112329

To fit the belt (1) use appropriate equipment (2) to adjust the belt tensioner in the direction indicated by the arrow.

NOTE

Automatic tensioners do not require further adjustments after the installation.

Figure 87

NOTE

106224

To fit the elastic belt commanding the climate control compressor, you must use tool number 99360192 (4). Any other method might cause tension that would be harmful to the elastic belt itself.

Figure 86

102650

Apply tool 99360321 (2) to gears box (1). Mount spring belt (3) on driving shaft pulley, mount chock 99360192 (4) on c ompressor pulley (5) for c limate control system. Position spring belt (3) in the opening of tool 99360192 marked with “cursor 8”. By tool 99360321, rota te driving shaft (6) according to the direction o f the arrow (→) until spring belt (5) is correctly positioned on compressor pulley (3).

NOTE

While operating, keep tool 99360192 (4) in contact to pulley (3) and at the same time guide spring belt (5) in order to prevent it from twisting.

NOTE

Spring belt must be replaced by a new one after every dismounting operation.

- Refuel engine with provided oil quantity.

Dismount engine from rotary stand and take offbrackets (99361036) securing the engine.

Mount:

- sound deadening guard;

- pipes.

COMPRESSOR CONTROL BELT

ASSEMBLY DIAGRAM

1. Alternator - 2. Air conditioner compressor -

3. Electromagnetic joint; - 4. Water pump -

5. Crankshaft - 6. Spring belt

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

PART TWO -

ELECTRICAL EQUIPMENT

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

Components on the engine F2B

Figure 1

(Demonstration)

SECTION 3 - VEHICLE APPLICATION

ENGINE RIGHT-HAND SIDE VIEW

Figure 2

(Demonstration)

99286

99287

ENGINE LEFT-HAND SIDE VIEW

A. Resistance for engine warming - B. Fuel filter clogged signalling switch - C. Fuel temperature sensor - D. Engine rpm sensor

on camshaft - E. Starter motor - F. Engine intake air temperature sensor - G. Alternator - H. Boosting pressure sensor -

I. Conditioner compressor - L. EDC (MS6.2) control unit - M. Connector on engine head for connection with injector solenoid

valves - N. Water temperature for EDC (MS6.2) - O. Water temperature sensor - P. Oil pressure transmitter -

Q. Engine speed on flywheel sensor - R. Low oil pressure transmitter.

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

BLOCK DIAGRAM

Figure 3

F2B CURSOR EURO 4 ENGINES

Connections

on frame side

115776

KEYS

1. Solenoid valve for variable geometry control - 2. Engine oil pressure/temperature sensor - 3. Fuel temperature sensor -

4. Coolant temperature sensor - 5. Distribution sensor - 6. Flywheel sensor - 7. Turbine revs sensor - 8. Solenoid valve for VGT control - 9. Engine brake solenoid valve - 10. Pump injectors.

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

EDC SYSTEM FUNCTIONS

The EDC7 UC31 electronic center manages the following main functions:

Fuel injection Accessory functions such as cruise control, speed limiter, PTO and the like Self-diagnosis Recovery

It also enables:

Interfacing with other electronic systems (if any) available on the vehicle Diagnosis

Fuel dosing

Fuel dosing is calculated based on:

- accelerator pedal position

-enginerpm

- quantity of air admitted. The result can be corrected based on:

- water temperature or to prevent:

-noise

-fumes

-overloads

-overheating

SECTION 3 - VEHICLE APPLICATION

Pressure can be adjusted in case of:

- engine brake actuation

- external device actuation (e.g. speed reducer, cruise control)

- serious defects involving load reduction or engine stop. After determining the mass of air introduced by measuring its volume and temperature, the center calculates the corresponding mass of fuel to be injected into the cylinder involved, with account also taken of gas oil temperature.

Delivery correction based on water temperature

When cold, the engine encounters greater operating resistance, mechanical friction is high, oil is till very viscous and operating plays are not optimized yet. Fuel injected also tends to condense on cold metal surfaces. Fuel dosing with a cold engine is therefore greater than when hot.

Delivery correction to prevent noise, fumes or overloads

Behaviors that could lead to the defects under review are well known, so the designer has added specific instructions to the center to prevent them.

De-rating

In the event of engine overheating, decreasing delivery proportionally to the temperature reached by the coolant changes injection.

Turbine rpm regulation

Turbine speed is constantly regulated and rectified, if necessary, by operating on geometry variation.

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Injection lead electronic control

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 and is calculated similarly to delivery according to engine load, namely, accelerator position, engine rpm and air admitted. Lead is corrected as required:

- during acceleration

- according to water temperature and to obtain:

- reduced emissions, noise abatement and no overload

- better vehicle acceleration High injection lead is set at start, based on water temperature. Delivery start feedback is given by injection electro valve impedance variation.

Engine start

Cylinder 1 step and recognition signal synchronization (flywheel and drive shaft sensors) takes place at first engineturns. Accelerator pedal signal is ignored at start. Star delivery is set exclusively based on water temperature, via a specific map. The center enables the accelerator pedal, when it detects flywheel acceleration and rpm such as to consider the engine as started and no longer drawn by the starter motor.

Cold start

Pre-post reheating is activated when even only one of the three water, air or gas oil temperature sensors records a temperature of below 10 _C. The pre-heat warning light goes on when the ignition key is inserted and stays on for a variable period of time according to temperature, while the intake duct input resistor heats the air, then starts blinking, at which point the engine can be started. The warning light switches off with the engine revving, while the resistor continues being fed for a variable period of time to complete post-heating. The operation is cancelled to avoid uselessly discharging 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.

Hot start

On inserting the ignition key the warning light goes on for some 2 seconds for a short test and then switches off when all reference temperatures are above 10 _C. The engine can be started at this point.

Run Up

When the ignition key is inserted, the center transfers data stored at previous engine stop to the main memory (Cf. After run), and diagnoses the system.

After Run

At each engine stop with the ignition key, the center still remains fed by the main relay for a few seconds, to enable the microprocessor to transfer some data from the main volatile memory to an non-volatile, cancelable and rewritable (Eeprom) memory to make tem available for the next start (Cf. Run Up). These data essentially consists of:

- miscellaneous settings, such as engine idling and the like

- settings of some components

- breakdown memory The process lasts for some seconds, typically from 2 to 7 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.

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

This procedure must never be interrupted, by cutting the engine off from the battery cutout or disconnecting the latter before 10 seconds at least after engine cutout.

In this case, system operation is guaranteed until the fifth improper engine cutout, after which an error is stored in the breakdown memory and the engine operates at lower performance at next start while the EDC warning light stays on.

Repeated procedure interruptions could in fact lead to center damage.

Cut-off

It refers to the supply cut-off function during deceleration.

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, even differently between each cylinder, to compensate for injector hydraulic tolerances. The flow (rating feature) differences between the various injectors cannot be evaluated directly by the control unit. This information is provided by the entry of the codes for every single injector, by means of the diagnosis instrument.

Synchronization search

The center can anyhow recognize the cylinder to inject fuel into even in the absence of a signal from the camshaft sensor. If this occurs when the engine is already started, combustion sequence is already acquired, so the center continues with the sequence it is already synchronized on; if it occurs with the engine stopped, the center only actuates one electro valve. Injection occurs onside that cylinder within 2 shaft revs at the utmost so the center is only required to synchronize on the firing sequence and start the engine.

In order to reduce the number of connections, and of the cables connecting the injectors, and to consequently reduce the nose on transmitted signal, the central unit is directly mounted on the engine by a heat exchanger enabling its cooling, using spring blocks which reduce vibrations transmitted from engine.

It is connected to vehicle wiring harness by two 35-pole connectors: connector “A” for components present on the engine connector “B” for components present on the cab

Internally, there is a pressure ambient sensor use to further improve injection system management.

The central unit is equipped with a much advanced self-diagnosis system and, depending on environmental conditions, is capable to identify and store any faults, even of intermittent type, occurred to the system during vehicle running, ensuring a more correct and reliable repair intervention.

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

EDC 7 UC31 electronic control unit

Figure 4

F2B CURSOR EURO 4 ENGINES

A. Injector connector - B. Chassis connector - C. Sensor connector.

102373

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

Electric injector connector ”A”

Figure 5

SECTION 3 - VEHICLE APPLICATION

Colour legend B black

R red U blue W white P purple G green N brown Y yellow O orange E grey K pink

102374

ECU

Colour

legend

Functio

1 B Solenoid valve for electronic cylinder 5 injection 2 B Solenoid valve for electronic cylinder 6 injection 3 B Solenoid valve for electronic cylinder 4 injection 4 W Solenoid valve for electronic cylinder 1 injection 5 G Solenoid valve for electronic cylinder 3 injection 6 R Solenoid valve for electronic cylinder 2 injection 7 O Exhaust brake control solenoid valve 8 N Exhaust brake control solenoid valve

9 - Free 10 - Free 11 Y Solenoid valve for electronic cylinder 2 injection 12 R Solenoid valve for electronic cylinder 3 injection 13 R Solenoid valve for electronic cylinder 1 injection 14 U Solenoid valve for electronic cylinder 4 injection 15 G Solenoid valve for electronic cylinder 6 injection 16 P Solenoid valve for electronic cylinder 5 injection

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

Sensor connector ”C”

Figure 6

F2B CURSOR EURO 4 ENGINES

6 8 16 9 15 22

Colour legend B black

R red U blue W white P purple G green N brown Y yellow O orange E grey K pink

ECU

Cable colour Function

1 N Solenoid valve for variable geometry turbine control 2 - Free

3 B Solenoid valve for variable geometry turbine control

4÷8 - Free

9 W Distribution sensor

10 R Distribution sensor

11÷14 - -

15 K Coolant temperature sensor 16 - Free 17 - Fuel temperature sensor mass 18 O/B Fuel temperature sensor 19 B Flywheel sensor 20 N Booster speed sensor

21÷22 - Free

23 W Flywheel sensor 24 N Engine oil temperature/pressure sensor ground 25 W Mass for air pressure / temperature sensor 26 Y Coolant temperature sensor 27 O/B Oil pressure signal from engine oil pressure / temperature sensor 28 U Oil temperature signal from engine oil pressure / temperature sensor 29 - Free 30 W Booster speed sensor 31 - Free 32 O Engine oil temperature/pressure sensor power supply 33 R Air temperature/pressure sensor power supply 34 G Air pressure signal from the air temperature/ pressure sensor 35 W/R Fuel temperature sensor 36 O Air temperature signal from the air temperature / pressure sensor

36 29302331

102375

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

Chassis connector ”B”

Figure 7

ECU pin FUNCTION

1 Lambda sensor heater signal (*) 2 Positive voltage direct from battery 3 Positive voltage direct from battery 4 Lambda sensor heater supply (*) 5 Battery negative 6 Battery negative 7 Negative voltage for control relay of heater grid control 2 (*) 8 Positive voltage direct from battery

9 Positive voltage direct from battery 10 Battery negative voltage 11 Battery negative voltage 12 Signal from grid on heater 1 (*) 13 Positive voltage +15 14 Positive voltage for air conditioning compressor (*) 15 Signal from air conditioning compressor (*) 16 Negative voltage speed 1 fan 17 Starting relay negative voltage 18 Turbine sensor signal (*) 19 Turbine sensor earth (*) 20 Negative voltage intercooler by-pass valve (*) 21 Supply voltage for switches 22 To diagnostic warning light 23 Additional solenoid valve signal 24 Earth for particle filter temperature sensor (*) 25 Signal for particle filter temperature sensor (*) 26 Intake air humidity and temperature sensor signal 27 Intake air humidity and temperature sensor signal 28 Intake air humidity and temperature sensor earth 30 To diagnostic warning light 31 Cruise control positive signal (*) 32 Negative voltage from engine start switch from engine compartment 33 Tachometer output signal (*) 34 (Low) signal CAN 2 line interface input 35 (High) signal CAN 2 line interface

SECTION 3 - VEHICLE APPLICATION

102376

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

ECU pin FUNCTION

36 Negative voltage for fuel filter heater switch (*) 37 Starting relay positive voltage 38 OBD lamp negative voltage (*) 39 Speed limiter lamp negative voltage (*) 40 Positive voltage +15 under lock 41 Positive voltage from main brake switch 42 Negative voltage from sensor detecting water in the pre-filter 43 Signal 1 from Lambda probe (*) 44 Signal 2 from Lambda probe (*) 45 Signal 3 from Lambda probe (*) 46 Cruise control positive signal (*) 47 Negative voltage from engine stop switch from engine compartment 48 Negative voltage from accelerator pedal idling switch 49 Positive voltage from brake switch (redundant signal) 50 Positive voltage +12 52 (Low) signal CAN 1 line interface input 53 (High) signal CAN 1 line interface 54 Negative voltage for fan second speed control switch (*) 55 Positive voltage for engine brake exhaust gas solenoid valve (*) 56 Negative voltage for pre-heating lamp (*) 57 Positive voltage speed 1 fan (*) 58 Earth for engine brake exhaust gas solenoid valve (*) 59 Earth for blow-by pressure difference sensor (*) 61 Positive voltage for blow-by pressure difference sensor (*) 62 Passive analogue signal from torque limiter multiple resistor (*) 63 Signal 4 from Lambda probe (*) 64 Cruise control positive signal (*) 65 Earth from multiple resistor torque limiter (*) 66 Positive voltage from clutch switch (torque converter) (*) 67 Earth for cooling fan speed sensor (*) 69 Signal from cooling fan speed sensor (*) 70 Vehicle speed sensor earth (*) 71 Vehicle speed sensor signal (*) 72 Synchronising bit on serial interface input signal 73 Local area network interconnection input signal 74 Cruise control positive signal (*) 75 Supplyvoltageforgridonheater1(*) 76 Earth for exhaust gas temperature sensor (*) 77 Supply voltage for accelerator potentiometer 78 Earth for accelerator potentiometer 79 Signal from accelerator potentiometer 80 Signal from exhaust gas temperature sensor (*) 81 Signal from particle trap differential pressure sensor (*) 82 Positive voltage from particle trap differential pressure sensor (*) 83 Earth from particle trap differential pressure sensor (*) 85 Negative voltage from diagnostic request switch 87 Crankshaft rotation output signal 88 Camshaft rotation output signal 89 ISO-K interface input signal

*Ifpresent

F2B CURSOR EURO 4 ENGINES

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Pump injector (78247)

It consists mainly of:

A) Solenoid valve

B) Pumping element

C) Nozzle

These three parts CANNOT be replaced individually and CANNOT be overhauled.

The pumping element, mechanically actuated at every rocker arm cycle, compresses the fuel container in the delivery chamber.

The nozzle, whose composition and operation are similar to those of traditional injectors, is opened by the fuel under pressure and sprays it into the combustion chamber.

A solenoid valve, directly controlled by the electronic control unit, determines delivery according to the control signal.

A casing houses the lower part of the pump injector in the cylinder head.

Figure 8

106978

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

TheelectrovalveisoftheN.A.type.

Coil resistance is ~ 0.56 ÷ 0.57 Ohm.

Maximum operating voltage is ~ 12 ÷ 15 Amp.

Based on voltage absorbed by the electro valve, the electronic center can identify whether injection was correct or mechanical problems exist. It can also detect injector errors ONLY with the engine running or during starts.

Injectors are individually connected to the center between pins:

A4 / A13 cylinder 1 injector A11 / A6 cylinder 2 injector A5 / A12 cylinder 3 injector A3 / A14 cylinder 4 injector A1 / A16 cylinder 5 injector A2 / A15 cylinder 6 injector

Injectors are connected to the center with connector ST - E mounted on the engine front with a twisted cable, to avoid possible electromagnetic interference problems, so junctions or repairs on it must NOT be performed.

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

Exhaust brake solenoid valve (78050)

Figure 9

SECTION 3 - VEHICLE APPLICATION

115575

CURSOR 8

This on/off solenoid valve is NC type. In Cursor 8 engines it is positioned in the front part of the engine on the head. The electronic control unit pilots this solenoid valve and opens the way to engine oil so as to engage the hydraulic cylinders of the exhaust brake. A warning light located on the dashboard is connected in parallel to this solenoid valve in order to inform the driver that it has tripped. While feeding this solenoid valve, the control unit also activates the VGT. The exhaust brake can be engaged only if the engine revolutions are > 1000 rpm. This solenoid valve is connected to the EDC electronic control unit between pins A7 / A8. The resistance of the coil is approx. 37 to 47 Ohm.

Solenoid valve for VGT control

Figure 10

106995

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Distribution pulse transmitter (48042)

Features

Vendor BOSCH Torque 8 ± 2Nm Resistance 880 ÷ 920 Ω

This induction type sensor located on the camshaft generates signals obtained from the magnetic flow lines that close through the 6 plus 1 phase teeth of a sound wheel mounted on the shaft.

The electronic center uses the signal generated by this sensor as an injection step signal.

Though electrically identical to (48035) engine rpm sensor mounted in the camshaft in is NOT interchangeable with it as it cable is shorter and it features a larger diameter.

This sensor’s air gap is NOT ADJUSTABLE.

Figure 11

Figure 12

TECHNICAL VIEW

106987

Figure 13

106989

WIRING DIAGRAM

Figure 14

PERSPECTIVE VIEW

106988

REFERENCE ON SOUND WHEEL

8520

Connector Function Cable colour

1 To EDC center pin C 10 –

2 To EDC center pin C 9 –

3 Shields –

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Engine coolant temperature sensor (85153)

This N.T.C. type sensor located on the water outlet sump on the engine head left measures coolant temperature for the various operating logics with a hot or cold engine and identifies injection enrichment requirements for a cold engine or fuel reduction requirements for a hot engine.

The coolant temperature signal is used for display on the Cluster and to control the fan.

It is connected to electronic center pins C15/C26.

Sensor behavior as a function of temperature:

-10°C8,10÷ 10,77 kOhm +20°C2,28÷ 2,72 kOhm +80°C0,29÷ 0,364 kOhm

At 60 to 90 _C, voltage at A5 and A22 ranges from 0.6 to 2.4V.

Figure 15

104266

Connector Function Cable colour

2 ToEDCcenterpinC15 –

3 ToEDCcenterpinC26 –

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Fuel temperature sensor (47042)

Features

Vendor BOSCH Maximum torque 35 Nm

This N.T.C. type sensor located on the fuel filter on the engine left side detects fuel temperature and enables the electronic center to measure fuel density and volume for delivery correction.

Figure 16

104267

Connector Function Cable colour

2 To EDC center pin C 18 –

3 To EDC center pin C 35 –

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

Flywheel pulse transmitter (48035)

Features

Vendor BOSCH Torque 8 ± 2Nm Resistance 880 ÷ 920 Ω

This induction type sensor located on the flywheel generates signals obtained from the magnetic flow lines that close through 54 holes in three series of 18 in the flywheel.

The electronic center uses this signal to detect the various engine ratings and pilot the electronic rev counter.

The rev counter does not operate in the absence of this signal.

This sensor’s air gap is NOT ADJUSTABLE.

Figure 17

Figure 18

TECHNICAL VIEW

106984

Figure 19

106986

WIRING DIAGRAM

Figure 20

8520

PERSPECTIVE VIEW

106985

HOLES ON FLYWHEEL

Connector Function Cable colour

1 ToEDCcenterpinC23 –

2 ToEDCcenterpinC19 –

3 Shields –

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Turbine rpm sensor (48043)

This is an inductive sensor positioned on the impeller shaft. It generates signals obtained from the magnetic flow lines, which close through a notch obtained on the shaft itself. The signal generated by this sensor is used by the electronic control unit to verify that the turbine revs number does not exceed the maximum value. To control the revs number, the control unit acts on variable geometry. If the revs number keeps on increasing until it reaches excessive r.p.m. values, the electronic control unit will detect an anomaly. The gap of this sensor CANNOT BE ADJUSTED. It is connected on electronic control unit pins C30 / C20. The sensor resistance value is 400 Ohm.

Figure 21

Wiring diagram

106996

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

Ref.D

ripti

SECTION 3 - VEHICLE APPLICATION

Figure 22

Figure 23

Sensor external view

50324

50323

Air pressure/temperature sensor (85156)

This component incorporates a temperature sensor and a pressure sensor.

IIt replaces the temperature sensors (85155) and pressure sensors (85154) available in the preceding systems.

It is fitted 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 is powered with 5 V.

The output voltage is proportional to the pressure or temperature measured by the sensor.

Pin (EDC) 25/C - 33/C Power supply Pin (EDC) 36/C Temperature Pin (EDC) 34/C Pressure

Oil temperature/pressure sensor (42030 /

47032)

This component is identical to the air pressure/temperature sensor and replaced single sensors 47032 / 42030.

It is fitted onto the engine oil filter, in a horizontal position.

It measures the engine oil temperature and pressure.

The measured signal is sent to the EDC control unit which controls, in turn, the indicator instrument on the dashboard (low pressure warning lights / gauge).

Pin (EDC) 24/C - 32/C Power supply Pin (EDC) 27/C Temperature Pin (EDC) 28/C Pressure

The engine oil temperature is used only by the EDC control unit.

Linking connector

Figure 24

Control unit pin

esc

Oil Air

1 Ground 24C 25C

2 Temp. Sign. 27C 36C

3 +5 32C 33C

4 Press. Sign. 28C 34C

50344

Wiring diagram

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

Pre-post reheat resistor (61121)

Figure 25

F2B CURSOR EURO 4 ENGINES

A. Pre/ort reheat resistor / 0.7 Ohm.

This resistor located between the cylinder head and the intake duct is used to heat air in pre/post reheat operations.

By inserting the key switch, when even only one of the water, air or gas oil temperature sensors record less than 10 _C, the electronic center activates pre/post reheating and switches on the warning light on the cab instrument panel for a variable period according to temperature, after which the light starts blinking to inform the operator that the engine can be started.

The warning light goes off after engine start but the resistor continues being supplied for a variable period of time to complete post reheating.

The operation is cancelled to prevent uselessly discharging the battery if the engine is not started within 20/25 seconds with the warning light blinking.

When reference temperature is above 10 _C, actuating the ignition key makes the warning light go on for some 2 seconds to complete the test and then turns it of to indicate the engine can be started.

106990

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

PART THREE - TROUBLESHOOTING

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

PREFACE

A successful troubleshooting is carried out with the competence acquired by years of experience and attending training courses.

When the user complains for bad efficiency or working anomaly, his indications must be kept into proper consideration using them to acquire any useful information to focus the intervention.

After the detection of the existing anomaly, it is recommended to proceed with the operations of troubleshooting by decoding the auto-troubleshooting data provided by the EDC system electronic central unit.

The continuous efficiency tests of the components connected to, and the check of working conditions of the entire system carried out during working, can offer an important diagnosis indication, available through the decoding of the ”failure/anomaly” codes.

It should be noted, that the interpretation of the indications given by the diagnostic device is not sufficient to guarantee that all failures are healed.

Using IVECO processing instruments, it is also possible to establish a bi-directional connection with the central unit, by which not only to decoding the failure codes but also input an enquiry relying on memory files, in order to achieve anyfurther necessary information to identify the origin of the anomaly.

Every time there is a breakdown claim and this breakdown is actually detected, it is necessary to proceed inquiring the electronic unit in one of the ways indicated and then proceed with the diagnostic research making trials and tests in order to have a picture of the working conditions and identify the root causes of the anomaly.

In case the electronic device is not providing any indication, it will be necessary to proceed relying on the experience, adopting traditional diagnosis procedures.

In order to compensate the operators’ lack of experience in this new system, we are hereby providing the USER’s GUIDELINE FOR TROUBLESHOOTING in the following pages.

The GUIDELINE is composed of two different parts:

- Part 1: DTC codes and their indications are listed and

interpreted; DTC codes can be viewed on the Iveco Motors diagnostic device;

- Part 2: guide to diagnostics, divided according to

symptoms, including the description of possible failures not identified by the electronic control unit, often mechanical or hydraulic failures.

Any kind of operation on the electronic center unit must be executed by qualified personnel, duly

authorized by IVECO.

Any unauthorized tamper will involve decay of after-sales service in warranty.

Print P1D32C002 E Base - September 2006

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Base - September 2006 Print P1D32C002 E

F2B CURSOR EURO 4 ENGINES

SECTION 3 - VEHICLE APPLICATION

DTC error codes

with EDC7 UC31 central unit

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SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Base - September 2006 Print P1D32C002 E

Print P1D32C002 E Base - September 2006

DTC Failing component Visible failures Possible causes Repair actions

113 ACCELERATOR

PEDAL/BRAKE PEDAL SUSPECT

Vehicle acceleration very slow.

Engine idle speed: 500 rpm.

Accelerator pedal and brake pressed simultaneously (for too long);

Check the accelerator pedal signal and pedal mechanical movement.

Accelerator pedal blocked or faulty;

Incorrect use of vehicle.

116 CLUTCH SIGNAL

SUSPECT

117 BRAKE PEDAL

SIGNAL ERROR

The parameter reading shows that the clutch is pressed.

Clutch switch faulty or wiring problems in pedal.

Slight power reduction. Main and secondary

brake switch not synchronised.

Check clutch pedal switch and wiring.

Check the synchronisation of both switches (signal) and wiring.

One of the two brake pedal switches may be stuck.

119 PLAUSIBILITY +15 Possible mechanical

Check wiring. problem (in pawl) or electrical problem.

121 SPEED LIMITER

W/LIGHT

122 WARNING LIGHT

EOBD

123 EDC LAMP Warning light

124 COLD START

LAMP

125 MAIN RELAY

DEFECT

Warning light permanently off.

permanently off.

Warning light permanently off.

Possible problems during after-run.

Short circuit or defective wiring.

Relay short circuit to battery positive or earth.

Check wiring.

Check wiring between

ECM and battery.

Replace relay if necessary.

Checks to

performed

Measuring conditions

Values to be

detected

F2B CURSOR EURO 4 ENGINES

Remarks

SECTION 3 - VEHICLE APPLICATION

Base - September 2006 Print P1D32C002 E

DTC Failing component Visible failures Possible causes Repair actions

126 BATTERY

VOLTAGE

Possible problems during after-run.

Alternator or battery defective.

Possible wiring problem.

Check wiring.

Replace alternator

regulator or battery.

Replace the alternator if

necessary.

127 ENGINE BRAKE

ELECTROVALVE

128 MAIN RELAY -

SHORT CIRCUIT TO BATTERY

Engine brake not operational.

Possible problems during after-run.

Relay or wiring short-circuited or interrupted.

Relay short circuit to battery positive or earth.

Check wiring.

Replace relay if necessary.

Check wiring between

ECM and battery.

Replace relay if necessary. Relay may be faulty.

129 AIR-CONDITION

ER COMPRESSOR RELAY

Possible problems during after-run.

Relay short circuit to battery positive or earth.

Check wiring between

ECM and battery.

Replace relay if necessary. Relay may be faulty.

12A RELAIS FOR

ENGINE BRAKE VALVE

Possible problems during after-run.

Relay short circuit to battery positive or earth.

Check wiring between

ECM and battery.

Replace relay if necessary. Relay may be faulty.

12B THERMOSTARTE

RRELAY1 (HEATER)

12C THERMOSTARTE

RRELAY2

12E MANAGEMENT

SYSTEM

Heater not working. Relay or wiring

short-circuited or interrupted.

Heater not working. Relay or wiring

short-circuited or interrupted.

Grid heater permanently operating.

Grid heater short circuited to earth.

Check wiring.

Replace relay if necessary.

Check wiring.

Replace relay if necessary.

Check wiring and

component.

PRE/POST-HEATI NG (ACTIVE)

Checks to

performed

Measuring conditions

Values to be

detected

Remarks

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Print P1D32C002 E Base - September 2006

DTC Failing component Visible failures Possible causes Repair actions

131 COOLANT

TEMPERATURE

No reaction noticeable on behalf of the driver.

Sensor short-circuited or value implausible.

Check the wiring. Replace

sensor if necessary.

SENSOR

132 COOLANT

TEMPERATURE SENSOR (TEST)

Slight power reduction. Operation in extreme

environmental conditions or sensor inaccurate.

Ensure the engine is not

working in extreme

environmental conditions.

Check the wiring and the

sensor accuracy.

Replace sensor if

necessary.

133 AIR

TEMPERATURE

Slight power reduction. Sensor short-circuited

or value implausible.

Check the wiring. Replace

sensor if necessary.

SENSOR BOOST AIR

134 BOOST PRESSURE

SENSOR

135 FUEL

TEMPERATURE

No reaction perceivable by the driver.

Parameter recovery value: 2700 mbar.

Sensor short-circuited or difference between environmental pressure and turbo pressure implausible.

Slight power reduction. Sensor short-circuited

or value implausible.

Check the wiring. Also

check the environmental

pressure sensor.

Replace sensor if

necessary.

Check the wiring. Replace

sensor if necessary.

SENSOR

138 OIL PRESS URE

SENSOR

No reaction perceivable by the driver. Parameter recovery value: 3000 mbar.

Sensor short-circuited or value implausible.

Check the wiring and oil

level.

Replace sensor if

necessary.

Checks to

performed

Measuring conditions

Values to be

detected

F2B CURSOR EURO 4 ENGINES

Remarks

SECTION 3 - VEHICLE APPLICATION

Base - September 2006 Print P1D32C002 E

DTC Failing component Visible failures Possible causes Repair actions

13A OIL

TEMPERATURE SENSOR

No reaction perceivable by the driver.

Parameter recovery

Sensor short-circuited or value implausible.

Check the wiring. Replace

sensor if necessary.

value: coolant temperature value (if intact) otherwise 120°C).

13C ATMOSPHERIC

TEMPERATURE SENSOR (HUMIDTIY?)

141 CRANKSHAFT

SPEED

142 ENGINE

WORKING ONLY WITH CAMSHAFT SENSOR

143 CAMSHAFT

SENSOR

144 FAULT BETWEEN

FLYWHEEL SENSOR AND CAMSHAFT

No reaction perceivable by the driver. Parameter recovery value: 40°C.

No reaction noticeable on behalf of the driver.

No reaction perceivable by the driver.

No reaction noticeable on behalf of the driver.

Sensor short-circuited or value implausible.

Signal interrupted or wiring problem.

Sensor installation may not be correct.

Signal interrupted or wiring problem.

Sensor installation may not be correct.

Signal interrupted or wiring problem.

Sensor installation may not be correct.

Signal interrupted or wiring problem.

Flywheel and timing sensor installation may

Check the wiring. Replace

sensor if necessary.

Check wiring and

installation.

Replace sensor if

necessary.

Check wiring and

installation.

Replace sensor if

necessary.

Check wiring and

installation.

Replace sensor if

necessary.

Check wiring and

installation of both

sensors.

be incorrect.

Checks to

performed

Measuring conditions

Values to be

detected

Remarks

SECTION 3 - VEHICLE APPLICATION

F2B CURSOR EURO 4 ENGINES

Iveco CURSOR EURO 4 Repair Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

CURSOR EURO 4 ENGINES

SPECIAL REMARKS

Graph and symbols

UPDATING

SECTION 1 - GENERAL SPECIFICATIONS

CORRESPONDENCE BETWEEN TECHNICAL CODE AND COMMERCIAL CODE

ENGINE SECTIONS

LUBRICATION

Oil pump

Overpressure valve

Oilpressurecontrolvalve

Heat exchanger

By-pass valve inside the filter support/heat exchanger assembly

Thermostatic valve

Engine oil filters

Valve integrated in piston cooling nozzle

COOLING

Description

Operation

Water pump

Thermostat

TURBOCHARGING

VGT TURBOCHARGER

Actuator

Solenoid valve for VGT control

Tank

AdBlue fluid l evel gauge control

By-pass valve

Pump module

Dosing module

Catalyst

Exhaust gas temperature sensor

Humidity detecting sensor

SECTION 2 - FUEL

FUEL FEED

Overpressure valve

Feed pump

Injector-pump

Injector Phases

Pressure damper

SECTION 3 - VEHICLE APPLICATION

GENERAL FEATURES

PART ONE - MECHANICAL COMPONENTS

DISMANTLING THE ENGINE ON THE BENCH

ASSEMBLING THE ENGINE ON THE BENCH

Diagram showing the underblock fixing screws tightening order

Fitting the connecting rod-piston assembly into the cylinder liners

Mounting cylinder head

Fitting engine flywheel

Fittingcamshaft

Fitting rocker-arm shaft assembly

Fitting pump-injectors

Camshaft timing

Phonic wheel timing

ENGINE COMPLETION

Components on the engine F2B

BLOCK DIAGRAM

EDC SYSTEM FUNCTIONS

EDC 7 UC31 electronic control unit

Electric injector connector ”A”

Sensor connector ”C”

Chassis connector ”B”

Pump injector (78247)

Exhaust brake solenoid valve (78050)

Solenoid valve for VGT control

Distribution pulse transmitter (48042)

Engine coolant temperature sensor (85153)

Fuel temperature sensor (47042)

Flywheel pulse transmitter (48035)

Turbine rpm sensor (48043)

Air pressure/temperature sensor (85156)

Pre-post reheat resistor (61121)

PART THREE - TROUBLESHOOTING

PREFACE