IVECO NEF-CR Technical Manual

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NEF ENGINES

Electronic Common Rail

- Industrial applications

Technical and Repair manual

Page 2

This publication provides the features, data and correct method of repair operations that can be performed on every single component of the engine.

Following the instructions given and using the special tools will ensure correct repairing, within the scheduled times, while also protecting operators against possible accidents.

Before starting any repair work, make sure that all accident-prevention equipment is close at hand and in efficient conditions.

Therefore, check and wear the items specified by the rules of safety: goggles, helmet, gloves, shoes.

Before use, check all the working, hoisting and handling equipment.

The possibility exists that the information given in this manual may not be up to date as a result of modifications adopted by the Manufacturer at any time for reasons of a technical or commercial nature or to adjust to the laws in force in the different Countries.

The reproduction, even only in part, of the text and illustrations is forbidden.

Publication Edited by: IVECO Engine Business Unit IVECO AIFO S.p.A. C.O. Mkt. Advertising & Promotion Viale dell’Industria 15/17 20010 Pregnana Milanese Milano (Italy)

Print P2D32N001E - Ed. 02.2003

Publication Produced by:

EDITORIA TECNICA Pubblicazioni Tecniche c/o Iveco - Lungo Stura Lazio, 15/19 10156 Torino (Italy)

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NEF ENGINES

ED. FEBRUARY 2003

CONTENT OF SECTIONS

General information 1

Fuel 2

Duty - Industrial applications 3 Common Rail Engines

Overhaul and technical specifications

Tools 5

Safety prescriptions Appendix

PREFACE TO USER’S GUIDELINE MANUAL

Section 1 describes the NEF 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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ED. FEBRUARY 2003

NEF ENGINES2 ED. FEBRUARY 2003

NEF ENGINES

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NEF ENGINES

ED. FEBRUARY 2003

SPECIAL REMARKS

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

Tighten to torque Tighten to torque + angular value

Ø 2 = housing for connecting rod bearings

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Graph and symbols

ED. FEBRUARY 2003

NEF 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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NEF ENGINES

ED. FEBRUARY 2003

UPDATING

SECTION DESCRIPTION PAGE DATE OF REVISION

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ED. FEBRUARY 2003

NEF ENGINES

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NEF ENGINES SECTION 1 - GENERAL SPECIFICATIONS

ED. FEBRUARY 2003

SECTION 1

General Specifications

ENGINE ID. CODE 3

LUBRICATING CIRCUIT, 4 AND 6 CYLINDERS 5

OIL VAPOUR RECIRCULATING SYSTEM 7

COOLING CIRCUIT SYSTEM, 4 AND 6 CYLINDERS 8

AIR INDUCTION BOOST DIAGRAM 12

Page

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SECTION 1 - GENERAL SPECIFICATIONS

ED. FEBRUARY 2003

NEF ENGINES

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NEF ENGINES SECTION 1 - GENERAL SPECIFICATIONS

ED. FEBRUARY 2003

ENGINE IDENTIFICATION CODE

F4860EA4DF

Duty No.

Injection

Cylinder No.

Engine cycle — cylinder position

Engine

0=4-stroke, vertical

Engine series

Type of Engine Block

A = Not struct. B=Notstruct C=Struct

Exhaust emiss. level

Homologation power

4=4cylind. 6=6cylind.

0 = Different between the

following applications 1=Truck 2=Bus 3 = Rail rood 4=M.T.vehicles

and tractors

5=Genset 6=Marine 7=Industrial

8=Carsand

9=Army

XY Y Y Y

X = 1 Common Rail 4 valve

8=DI.TCA

and fork lift truck

similar

Model No. within D.B.

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SECTION 1 - GENERAL SPECIFICATIONS

SPECIFIC ENGINE CODE

ED. FEBRUARY 2003

NEF ENGINES

YY Y.Y

Power: A= Notsuperch. S = Supercharging T = Supercharging

with aftercooler

Feed system: M = Mechanical E= Electronic

Exhaust emiss. level

Engine block: N = Not struct. S= Struct.

XX XX

Engineering code

C = Euro3. E= E(NRMM) U=EPAUSA G=Gas M=Marine

Total displacement or n. of cylinders

Engine series: N = Nef Engine

EXAMPLES:

N40ENT.C N = NEF Engine 40 = 4 liters E= Electronic N = Type of Engine block T = Supercharger with aftercooler C = Euro3

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NEF ENGINES SECTION 1 - GENERAL SPECIFICATIONS

ED. FEBRUARY 2003

LUBRICATION (4 CYLINDERS)

Lubrication by forced circulation is achieved through oil rotary expansion pump (1), placed in the front part of the basement, driven by the straight-tooth gear splined to the shaft’s bar hold.

From the pan, the lubrication oil flows to the driving shaft, to the camshaft and to the valve drive.

Figure 1

Oil recover from the turbo-blower

To the exchanger and to the turbo-blower

Lubrication involves the heat exchanger as well, the turboblower and the eventual compressor for any eventual compressed air system. All these components may often vary according to the specific duty and will therefore be examined in the specific section.

Routing of oil under pressure

Routing of oil return by gravity to sump

Introduction of oil

LUBRICATION SYSTEM LAYOUT

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SECTION 1 - GENERAL SPECIFICATIONS

ED. FEBRUARY 2003

LUBRICATION(6 CYLINDERS)

Even for the 6 cylinders version lubrication is obtained by forced circulation and achieved through an oil rotary expansion pump similar to the 4 cylinders’ one.

Figure 2

Oil recover from the turbo-blower

To the exchanger and to the turbo-blower

NEF ENGINES

Also in this case, the components such as the oil exchanger, the turbo-blower and the eventual compressor are specifically studied and made out to suit the equipment or the duty for which the engine has been developed.

Routing of oil under pressure

Routing of oil return by gravity to sump

Introduction of oil

LUBRICATION SYSTEM LAYOUT

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NEF ENGINES SECTION 1 - GENERAL SPECIFICATIONS 7

ED. FEBRUARY 2003

OIL VAPOUR RECYCLING

Figure 3

70484

Oil condensate

Oil vapours

1. Pre-separator - 2. Exhaust to the outside (temporary) - 3. Filter - 4. Return to engine

The tappet cover houses the pre-separator (1), whose shape and position determines an increase in oil vapour outlet speed and condenses a part of vapours at t he same time.

Condensate oil returns to the oil sump whereas the residual vapours are ducted, collected and filtered in the blow-by (3).

In the blow-by (3), part of the vapours condense and return to the oil sump whereas the remaining part is put into cycle again through pipe (2).

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SECTION 1 - GENERAL SPECIFICATIONS

ED. FEBRUARY 2003

COOLING SYSTEM (4 CYLINDERS)

The engine cooling system, closed circuit forced circulation type, generally incorporates the following components:

- Expansion tank; placement, shape and dimensions are

subject to change according to the engine’s equipment.

- Radiator, which has the duty to dissipate the heat

subtracted to the engine by the cooling liquid. Also this component will have specific peculiarities based on the equipment developed, both for what concerns the placement and the dimensions.

- Viscous pusher fan, having the duty to increase the heat

dissipating power of the radiator. This component as well will be specifically equipped based on the engine’s development.

- Heat exchanger to cool the lubrication oil: even this

component is part of the engine’s specific equipment.

- Centrifugal water pump, placed in the front part of the

engine block.

- Thermostat regulating the circulation of the coolin g

liquid.

- The circuit may eventually be extended to the

compressor, if this is included in the equipment.

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NEF ENGINES SECTION 1 - GENERAL SPECIFICATIONS 9

ED. FEBRUARY 2003

Figure 4

EXPANSION TANK

HEATER (Optional)

RADIATOR

Water coming out from thermostat

Water recirculating in engine

Water coming into pump

COOLING SYSTEM LAYOUT

74194

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SECTION 1 - GENERAL SPECIFICATIONS

ED. FEBRUARY 2003

COOLING SYSTEM (6 CYLINDERS)

The engine cooling system, closed circuit forced circulation type, is of a similar design as the 4 cylinders engine.

It incorporates necessary components such as the radiator, the heat exchanger, the expansion tank and some ancillary components such as the h eater or the compressor for the compressed air.

Such components always vary according to the engine’s equipment and duty.

NEF ENGINES

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NEF ENGINES SECTION 1 - GENERAL SPECIFICATIONS 11

ED. FEBRUARY 2003

Figure 5

EXPANSION TANK

HEATER (Optional)

RADIATOR

Water coming out from thermostat

Water recirculating in engine

Water coming into pump

COOLING SYSTEM LAYOUT

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wnthroughthepist

SECTION 1 - GENERAL SPECIFICATIONS

AIR INDUCTION - BOOST DIAGRAM

Figure 6

4 Cylinders version

ED. FEBRUARY 2003

NEF ENGINES

AIR FILTRE

6 Cylinders version

AIR FILTRE

TURBOCHARGER

EXHAUST

RADIATOR

TURBOCHARGER

RADIATOR

Description

The turbocharger is composed by the following main parts: one turbine, o ne transforming valve to regulate the boost feeding pressure , o ne main body and one compressor.

During engine working process, the exhaust emissions flow through the body of the turbine, causing the turbine disk wheel’s rotation.

The compressor rotor, being connected by shaft to the turbine disk wheel, rotates as long as this last one rotates, compressing the drawn air through the air filter.

The above mentioned air is then cooled by the radiator and flo

on induction collector.

EXHAUST

74195

The turbocharger is equipped with a transforming valve to regulate the pressure , that i s located on the exhaust collector before the turbine and connected by piping to the induction collector.

It’s funchon is to restrict the exhaust of the emissions , releasing part of them directly to the exhaust tube when the boost feeding pressure, over the compressor, reaches the prescribed bar value.

The cooling process and the lubrication of the turbocharger and of the bearings is made by the oil of the engine.

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NEF ENGINES SECTION 2 - FUEL

ED. FEBRUARY 2003

SECTION 2

Fuel

COMMON RAIL 3

WORKING PROCESS 5

FUEL SYSTEM LAYAUT 6

MECHANICAL FUEL PUMP 8

CP3 HIGH PRESSURE PUMP 9

Page

RAIL (PRESSURE ACCUMULATOR) 13

BOOST GAUGE VALVE 14

FLOW LIMITERS 15

ELECTRO-INJECTOR 16

PRESSURE LIMITER FOR FUEL RETURN 17

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SECTION 2 - FUEL ED. FEBRUARY 2003

NEF ENGINES

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NEF ENGINES SECTION 2 - FUEL 3

ED. FEBRUARY 2003

COMMON RAIL General Specifications

In order to reduce PARTICULATES emissions, very high injection pressures are required. The Common Rail system allows injecting the fuel up to pressures reaching 1450 bar, at the same time, the injection precision, obtained by the electronic system control, optimizes the engin e performance, reducing emissions and consumption.

System description

Electric system

Figure 1

1. Connection to Electro-injectors - 2. Sensor monitoring temperature of engine’s cooling liquid - 3. Fuel pressure sensor cable - 4. Sensor of engine’s o i l temperature and pressure - 5. Driving shaft sensor - 6. Electro-injector - 7. Temperature

and air pressure sensor - 8. Camshaft sensor - 9. Fuel heater cable and fuel temperature sensor - 10. Pressure gauge cable -

11. EDC 7 gearbox.

Through the sensors, present on the engine, the ECU controls the engine operation.

Air pressure/temperature sensor

It is a component integrating a temperature sensor and a pressure sensor.

Fitted on the intake manifold, it measures the max. inlet air capacity to calculate precisely the fuel quantity to inject at every cycle.

The outlet voltage is proportional to the pressure or temperature obtained by the sensor.

Engine oil temperature and pressure sensor

Same as air pressure/temperature sensor, it is fitted on the engine oil filter, in a horizontal position.

It measures engine oil temperature and pressure.

74168

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SECTION 2 - FUEL ED. FEBRUARY 2003

NEF ENGINES

Fuel pressure sensor

Assembled on a rail end, it measures the fuel pressure in the rail in order to determine the injection pressure.

The injection pressure value is used to control the pressure and to determine the electric injection control length.

Fuel temperature sensor

It is a sensor that is equal to the previous one.

It measures fuel temperature to provide the control unit with an index of the diesel fuel thermal state.

Coolant temperature sensor

It is a variable-resistance sensor suitable to measure the coolant temperature to provide the control unit with an index of the engine thermal state.

Output shaft sensor

It is an inductive sensor placed on the front engine part. Signals generated through the magnetic flow that is c l osed on the phonic wheel, change their frequencies depending on output shaft rotation speed.

Timing sensor

It is an inductive sensor placed on the engine rear left part. It generates signals obtained from magnetic flow lines that are closed through holes obtained on the keyed gear on the camshaft. The signal generated by this sensor is used by the ECU as injection phase signal.

Though being equal to the flywheel sensor, it is NOT interchangeable since it has a different outside shape.

Injection control

The control unit, depending on information coming from sensors, controls the pressure regulator, and changes pre-injection and main inject ion modes.

Closed-loop control for injection pressure

Depending on engine load, measured by processing signals coming from various sensors, the control unit controls the regulator in order to always have the optimum pressure.

Pilot and main injection spark advance control

The control unit, depending on signals coming from various sensors, computes the optimum injection point according to an internal mapping.

Idle speed control

The control unit processes signals coming from various sensors and adjusts the amount of injected fuel. It controls the pressure regulator and changes t he injection time of injectors. Within certain thresholds, it also takes into account the battery voltage.

Maximum speed limiting

At 2700 rpm, the controlunit limits fuel flow-rate by reducing the injectors opening time. Over 3000 rpm it deactivates the injectors.

Cut Off

Fuel cut off upon release is controlled by the control unit performing the following logics:

- it cuts off injectors supply;

- it re-activates the injectors shortly before idle speed is

reached;

- it controls fuel pressure regulator.

System functionality

Self-diagnosis

The ECU self-diagnostic system checks signals coming from sensors by comparing them with threshold data.

IVECO Code recognition

The EDC7 control u n it communicates with the Immobilizer control unit (if fitted) to obtain the startup consent.

Engine pre-heating resistance check

The pre-post heating is activated when even only one of the water, air or fuel temperature sensors signals a temperature that is less than 5 °C.

Phase recognition

By means of signals coming from camshaft sensor and flywheel sensor, the cylinder on which fuel must be injected is recognised upon startup.

Smoke control upon acceleration

With strong load requests, the control unit, depending on signals received by air inlet meter and engine speed sensor, controls t he pressure regulator and changes the injectors actuation time, in order to avoid exhaust smoke.

Fuel temperature control

When the fuel temperature exceeds 75 °C(measuredbythe sensor placed on fuel filter) the control unit intervenes by reducing injection pressure. If the temperature exceeds 90 °C, the power is reduced to 60%.

AC compressor engagement control (if fitted)

The control unit is able to drive engagement and disengagement of the electromagnetic compressor clutch depending on coolant temperature. If the coolant temperature reaches about 105 °C, it disengages the clutch.

After Run

The c on trol unit microprocessor allows storing certain EPROM data, among which failure memory and Immobilizer information, in order to make them available upon the following startup.

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NEF ENGINES

WORKING PROCESS

Figure 2

ED. FEBRUARY 2003

SECTION 2 - FUEL 5

High Pressure

Low Pressure

70492

1. Injector - 2. Common Rail - 3. Pressure limiter for fuel return - 4. Rail overpressure valve - 5. Prefilter assembled on chassis - 6. High-pressure pump - 7. Mechanical rotor pump - 8. Fuel filter.

The Common Rail system has a special pump that continuously keeps fuel at high pressure, independently from stroke and cylinder that has to receive the injection and accumulates fuel in a common duct for all injectors.

Therefore, fuel at the injection pressure computed by the ECU is always available at the injectors inlet.

When an injec t or solenoid valve is energised by the electronic control unit, the injection of fuel directly taken from rail takes place in the related cylin der.

The hydraulic system is implemented by a low-pressure circuit and a high-pressure c ircuit.

The high-pressure circuit is composed of the following pipings:

- piping connecting high-pressure pump outlet to rail;

- pipings supplying injectors from rail.

The low-pressure circuit is composed of the following pipings:

- fuel suction piping from tank to prefilter;

- pipings supplying the mechanical supply pump through the control unit heat exchanger, manual priming pump and prefilter;

- pipings supplying the high-pressure pump through the fuel filter.

The fuel draining circuit from rail and from injectors and the high-pressure pump cooling circuit complete the system.

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SECTION 2 - FUEL ED. FEBRUARY 2003

FUEL SYSTEM LAYOUT

This fuel system is a Common Rail injection with CP3 high pressure pump and this layout is for 4 cylinder version. (The 6 cylinder version is similar design as the 4 cylinder engine).

The pressure regulator, placed upstream of the high-pressure pump, adjusts the fuel flow that is necessary on the low-pressure system. Afterwards, the high-pressure pump takes care of supplying the rail properly. This arrangement, by pressurising the necessary fuel only, improves the energetic efficiency and limits fuel heating in the system.

Function of the pressure relief valve (2), assembled on the high-pressure pump, is keeping the pressure, at t he pressure regulator inlet, constant at 5 bars, independently from the efficiency of the fuel filter and of the system set upstream.

The pressure relief valve (2) intervention brings about a fuel flow increase in the high-pressure pump cooling circuit, through inlet and drain piping (16) from piping (8).

The pressure relief valve housed on the cylinder head, assembled on injector return (3), limits the fuel return flow from injectors at a pressure of 1.3 to 2 bars.

Two by-pass valves are placed in parallel with the mechanical supply pump.

The by-pass valve (18) allows fuel to flow from mechanical pump outlet to its inlet, when the fuel filter inlet pressure exceeds the allowed threshold value.

The by-pass valve (17) allows filling the supply system through the manual priming pump (10).

NEF ENGINES

1. High-pressure pump. — 2. Pressure relief valve on high-pressure pump, 5 bars. — 3. Pressure relief valve assembled on fuel return from injectors, 1.3 to 2 bars. — 4. Rail overpressure valve. — 5. Common Rail. — 6. Pressure sensor. — 7. Injector. — 8. Return piping. — 9. Control unit heat exchanger. — 10. Mechanical priming pump. — 11. Prefilter assembled on chassis. —

12. Fuel tank. — 13. Mechanical supply pump. — 14. Fuel filter. — 15. Pressure regulator. — 16. High-pressure pump cooling piping. — 17. By-pass valve. — 18. By-pass valve.

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NEF ENGINES SECTION 2 - FUEL 7

ED. FEBRUARY 2003

Figure 3

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SECTION 2 - FUEL ED. FEBRUARY 2003

NEF ENGINES

MECHANICAL FEEDING PUMP

Gear pump, placed on rear part of the high pressure pump, whose function is to feed the high pressure pump. It is driven by the high pressure pump’s shaft.

Ordinary working condition

Figure 4

72592

A- Fuel entry flowing from the tank. B- Fuel exhaust to filter, I - 2 By-pass valves in close position.

Jettison condition

Figure 6

72594

The dump by-pass valve (2) is activated in case, when the engine is off, it is necessary to fill the feeding system through the priming pump. In this condition the by pass valve (I) keeps closed while the dump by-pass valve (2) opens up due to the pressure effect on the entry unit so the fuel flows to the exhaust unit B.

Overpressure condition in Exhaust unit

Figure 5

72593

The by-pass valve (I) is activated in case of overpressure on B Exhaust unit. The actual pressure, overcoming the resistance of the valve’s spring (I), connects the exhaust with the entry through the gallery (2).

The mechanical feeding pump cannot be replaced separately, therefore it must not be disassembled

from the high pressure pump.

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NEF ENGINES SECTION 2 - FUEL 9

ED. FEBRUARY 2003

CP3 HIGH PRESSURE PUMP

Pump provided with 3 radial pumping elements driven by the timing system gear, no need of timing. The mechanic al feeding pump driven by the high pressure pump’s shaft is assembled to the rear side of the high pressure pump.

The high pressure pump unit - feeding pump is not subject to overhaul , therefore it must not be disassembled neither the fixing screws must be tampered.The only operation allowed is the replacement of the driving gear.

Figure 7

72595

1. Fuel exhaust connector to rail - 2. High pressure pump - 3. Pressure regulat i ng gauge - 4. Driving gear - 5. Connector to

fuel entry flowing from filter - 6. Connector to fuel exhaust to filter support - 7. Connector to fuel entry flowing from engine

control module heat exchanger - 8. Connector to fuel exhaust flowing from mechanic pump to filter - 9. Mechanical feeding

pump.

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SECTION 2 - FUEL ED. FEBRUARY 2003

High pressure pump-inside structure

Figure 8

Sec. B-B

NEF ENGINES

Sec. C-C

1. Cylinder. — 2. Three-lobe element. — 3. Cap intake valve. — 4. Ball delivery valve. — 5. Piston. — 6- Pump shaft. —

7. Low-pressure fuel inlet. — 8. Pumping elements supplying fuel ducts.

70498

Every pumping unit is composed of:

- a piston (5) actuated by a three-lobe element (2) floating

on the pump shaft (6). The element (2), being floating on a misaligned part o f the shaft (6), when the shaft rotates, does not rotate therewith but is only translated in a circular movement along a wider radius, with the resulting alternate actuation of the three pumping elements;

- cap intake valve (3);

- ball delivery valve (4).

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NEF ENGINES SECTION 2 - FUEL 11

ED. FEBRUARY 2003

Working principle

Figure 9

Sec. B - B

Sec. D - D

72597

1. Cylinder. — 2. Three-lobe element. — 3. Cap intake valve. — 4. Ball delivery valve. — 5. Piston. — 6- Pump shaft. —

7. Low-pressure fuel inlet. — 8. Pumping elements supplying fuel ducts.

The pumping element (3) is orientated towards the pump’s camshaft (4). During the intake phase, the pumping element is fed through the feeding line (5). The quantity of fuel to flow to the pumping element is determined by the pressure

During compression phase of the pumping element, the fuel achieves the level of pressure determining the opening of the by-pass valve to co mmon rail (2), feeding it through the

exhaust unit (I). regulating gauge (7). The pressure regulating gauge, according to the PWM command received by the engine control module, stops the fuel flow to the pumping element.

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SECTION 2 - FUEL ED. FEBRUARY 2003

NEF ENGINES

Figure 10

Sec. C - C

72598

Figure 11

72601

Sec. A - A

1. Cylinder. — 2. Three-lobe element. — 3. Cap int ake valve. — 4. Ball delivery valve. — 5. Piston. — 6- Pump sh aft. —

7. Low-pressure fuel inlet. — 8. Pumping elements supplying fuel ducts.

Picture 10 shows the fuel runs at low pressure inside the pump; the following elements are clearly visible: the main feeding line to the pumping elements (4); the feeding lines to the pumping elements (1-3-6), the duct lines run for the pump lubrication (2), the pressure gauge (5), the flow limiting valve to 5 bar (8) and the fuel exhaust flue (7).

The pump shaft is lubricated by the fuel through the feeding and recovery lines.

The pressure gauge (5) determines the quantity of fu el to feed the pumping elements: the fuel in excess flows through the exhaust gallery (9).

The limiting valve to 5 bar, in addition to recovering fuel exhaust as a collector has also function to keep the pressure constant to 5 bar limit at gauge entry.

1. Fuel exhaust flue - 2. Fuel exhaust gallery - 3 Fuel exhaust flowing from pump with connector to high

pressure pipe for common rail.

Picture 11 shows the fuel flow under high pressure running through the exhaust galleries of the pumping elements.

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NEF ENGINES SECTION 2 - FUEL 13

ED. FEBRUARY 2003

Operation

The cylinder is filled through the cap intake valve only if the supply pressure is suitable to open the delivery valves set on the pumping elements (about 2 bars).

The amount of fuel supplying the high-pressure pump is metered by the pressure regulator, placed o n the low-pressure system; the pressure regulator is controlled by the EDC7 control unit through a PWM signal.

When fuel is sent to a pumping element, the related piston is moving downwards (suction stroke). When the piston stroke is reversed, the intake valve closes and the remaining fuel in the pumping element chamber, not being able to come out, is compressed above the supply pressure value existing in the rail.

The thereby-generated pressure makes the exhaust valve open and the compressed fuel reaches the high-pressure circuit.

The pumping element compresses the fuel till the top dead center (delivery stroke) is reached. Afterwards, the pressure decreases till the exhaust valve is closed.

The pumping element piston goes back towards the bottom dead center and the remaining fuel is decompressed.

When the pumping element chamber pressure becomes less than the supply pressure, the intake valve is again opened an d the cycle is repeated.

The delivery valves must always be free in their movements, free from impurities and oxidation.

The rail delivery pressure is modulated between 250 and 1350 bars by the electronic control unit, through the pressure regulator solenoid valve.

The pump is lubricated and cooled by the fuel.

The radialjet pump disconnection — reconnection time on the engine is highly reduced in comparison with traditional injection pumps, because it does not require setting.

If the pipe between fuel filter and high-pressure pump is to be removed-refitted, be sure that hands and components are absolutely clean.

RAIL

Figure 12

70499

1. Rail. — 2. Flow limiters. — 3. Fuel inlet from high-pressure pump. — 4. Pressure sensor. — 5. Overpressure valve.

The rail volume is comparatively small to allow a quick pressurisation at startup, at idle and in case of high flow-rates.

It anyway has enough volume as to minimise system spikes and the use of plenum chambers caused by injectors openings and closings and by the high-pressure pump operation. This function is further enabled by a calibrated hole being set downstream of the high-pressure pump.

A fuel pressure sen sor (4) is screwed to the rail. The signal sent by this sensor to the electronic control unit is a feed-back information, depending on which the rail pressure value is checked and, if necessary, corrected.

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SECTION 2 - FUEL ED. FEBRUARY 2003

NEF ENGINES

BOOST GAUGE VALVE

The boost valve (1750 bars) is assembled to the rail with the purpose to protect the system’s components in case of excessive increase of pressure within the high pressure system. Pressure limiter.

The valve can be single-stage (as the one showed in the picture) or double-stage with double working limit (1750 bars and 800 bars). In the second c ase, when the pressure within the high pressure system reaches 1750 bars, the valve is activated as a single-stage one to exhaust the fuel and consequently reduce the pressure until reaching safety parameters. Then it provides mechanically gauging the pressure into rail to aprx. 800 bars. This way the valve enables working of the engine for extended timing at limited performances, avoiding the fuel’s overheating and preserving the exhaust gal leries.

If the above mentioned valve is activated, the engine control module excludes by isolat ion the pressure gauge and records the errore code 8.4. The pump will flow the maximum delivery to the rail.

Figure 13

70500

1. Body — 2. S mall piston — 3. Stop — 4. Spring — 5. Direct tank discharge — 6. Seat on rail.

A Normally, the tapered piston end keeps closed the

discharge towards the tank.

B If the 1750 bar fuel pressure is exceeded in rail, the small

piston is displaced and the excess pressure is discharged into the tank.

70502

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NEF ENGINES SECTION 2 - FUEL 15

ED. FEBRUARY 2003

FLOW LIMITERS

They are placed on rail fuel outlet fittings, and are used to protect engine or vehicle in tegrity in case of internal leaks (for example, locked-open spray nozzle) or external leaks (example: damaged high-pressure pipings).

In such cases, system operation is, within certain limits, allowed through components remained unaffected in other cylinders.

After having blocked fuel from going out of the rail, the flow limiter is automatically re-primed under spring operation. If however the reason for its intervention is not removed, upon the following startup attempt, the engine could

operate only at idling or at low speeds or be again turned off depending on the amount of leakage.

Figure 14 Figure 15

70501

1. Body — 2. Small piston — 3. Fuel inlet — 4. Spring — 5. Rail-securing threading.

A The passage of fuel from rail to injectors is implemented

through holes obtained on the small piston diameter.

Figure 16

Under normal conditions, fuel pressure operates on the two piston sides, kept opened by the spring.

B In case of st rong pressure leaks downstream of the

limiter, the inlet pressure becomes greater and displaces the piston to the opposite side, closing fuel outlet.

C Limiter with piston in outlet c losin g position.

70503

70504

Page 36

SECTION 2 - FUEL ED. FEBRUARY 2003

NEF ENGINES

ELECTRO-INJECTOR

The injector is similar as construction to the traditional on es, apart from the absence of plunger return springs. The injector can be deemed as composed of two parts:

- actuator — spray nozzle composed of pressure rod (1),

plunger (2) and nozzle (3);

- control solenoid valve composed of coil (4) and pilot

valve (5).

The solenoid valve controls spray nozzle plunger lift.

Injector in rest position

Figure 17

Injection start

Figure 18

70506

When coil (4) is energised, it makes shutter (6) move upwards. The control volume (9) fuel flows towards flow duct (12) making a pressure drop occur in c ontrol volume (9). Simultaneously the fuel pressure in to pressure chamber (8) makes plunger (2) lift, with followin g fuel injection into the cylinder.

70505

1. Pressure rod — 2. Plunger — 3. Nozzle — 4. Coil — 5. Pilot valve — 6. Ball shutter — 7. Control area — 8. Pressure

chamber — 9. Control volume — 10. Control duct — 11.

Supply duct — 12. Control fuel outlet — 13. Electric

connection — 14. Spring — 15. High-pressure fuel in let.

Injection end

When coil (4) is de-energised, shutter (6) goes back to its closing position, in order to re-create suc h a force balance as to make plunger (2) go back t o its closing position and end the injection.

The injector cannot be overhauled and therefore it must not be disassembled.

Page 37

NEF ENGINES SECTION 2 - FUEL 17

ED. FEBRUARY 2003

PRESSURE LIMITER FOR FUEL RETURN

It is housed on the rear of the cylinder head, and adjusts the pressure of fuel returning from injectors at a pressure 1.3 and 2 bars. By guaranteeing this pressure to the return fuel, the fuel vapours formation inside injectors is avoided, optimising fuel spraying and combustion.

Figure 19

A To tank — B From in ject ors

70507

Page 38

SECTION 2 - FUEL ED. FEBRUARY 2003

NEF ENGINES

Page 39

NEF ENGINES SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

HYDRAULIC SYSTEM - BRAKES

ED. FEBRUARY 2003

SECTION 3

Duty - Industrial equipment

GENERAL SPECIFICATIONS 3

- Sect ion pictures o f complete engine

Common rail version 3

- Clearance data 4-6 cyl. 4

PART ONE - MECHANICAL COMPONENTS 7

ENGINE OVERHAUL 9

- Preface 9

- Engine setting operations for the assembly

on turning stand 9

- Disassembly of application components 10

Pagina

- Assembly of application components 17

- Completion of the Engine 29

- Checks inspection and c ontrol 30

TIGHTENING TORQUE 31

PART TWO - ELECTRICAL EQUIPMENT 33

- Placement of sensors 35

- EDC7 ECU 36

- Connect or to in ject ors 37

- Feed connector to components and to functions

of the specific equipment 38

- Connector to sensors 39

- Temperature and air pressure sensor 40

- Sensor of engine’s oi l temperature and pressure 40

- Driving sh aft sensor 40

- Timing system sensor 40

- Fuel pressure sensor 41

- Fuel temperature sensor 41

- Resistor pre-post heating 41

- Cooling liquid temperature sensor 41

- Starter 42

- Electro-injectors 42

Page 40

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

ED. FEBRUARY 2003

NEF ENGINES

Pagina

PART THREE - TROUBLESHOOTING 43

PREFACE 45

BLINK-CODE - GENERAL INFORMATION 46

- Anomaly warning led 46

- Detectable errors 46

BLINK-CODE - (3.3_I SOFTWARE VERSION) 47

- Recovery 47

GUIDELINES FOR TROUBLESHOOTING

WITH PT-01 PORTABLE TESTER 61

PT-01 PORTABLE TESTER 63

- Main functions 63

- Test parameters 63

FAILURE CODES (3.3_1 SOFTWARE VERSION) 64

FAILURE CODES (4.1_2 SOFTWARE VERSION) 67

GUIDELINES FOR TROUBLESHOOTING

WITHOUT BLINK CODE 71

Pagina

PART FOUR - MAINTENANCE PLANNING 75

- Recovery 77

- Regular maintenance and inspection planning 77

- Checks not included in maintenance planning -

daily checks 78

MAINTENANCE PROCEDURES - CHECKS

AND INSPECTIONS 78

- Checks an d inspection 78

- Engine oil level check 78

- Combustion sy stem inspection 79

- Cooling system inspection 79

- Lu bricating system inspection 79

- Check of water presence within fuel

filter or pre-filter 79

- Inspection / replacement of blow-by filter 80

- Inspection of drive belt tensioning 80

- Inspection and setting of tappet clearance 80

Page 41

NEF ENGINES SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT 3

ED. FEBRUARY 2003

GENERAL SPECIFICATIONS

Section pictures of complete engine - common rail version

Figure 1

The NEF F4AE0484 and F4AE0684 engines are turbocharged a 4-stroke diesel engines with 6 cylinders or 4 cylinders, with 4 valves per cylinder.

They have high pressure injection fuelling (common rail) and are entirely electronically driven in order to optimise the working process in accordance to the operation, limiting as much as possible the pollution emissions and consumption.

Data, features and performances are valid only if the setter fully complies with all the installation

prescriptions provided by IVECO.

Furthermore, the users assembled by the setter shall always be in conformance to couple, power and number of turns based on which the engine has been designed.

74184

The section herein described is composed or four sections:

- Section of mechanical overhaul prescribed in accordance

to the engine’s specific duty, illustrating all necessary operation to remove and assembly the external components of the engine, including cylinder heads, gearbox of the timing system and of the front part cover;

- Electrical section, describing the connections to the

different components of the engine control module and of the sensors assembled to the engine;

- Diagnosis section;

- Section of preventive maintenance operations, providing

instructions for the execution of the main operations.

Page 42

F4AE0484B*D

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

CLEARANCE DATA - 4 CYL.

ED. FEBRUARY 2003

NEF ENGINES

Type

Compression ratio

Max. output kW

(HP)

rpm

Max. torque Nm

(kgm)

rpm

Loadless engine idling rpm

Loadless engine peak rpm

Borexstroke

Displacement

TURBOCHARGING

17 : 1

107 145

2300

102 x 120

3920

with intercooler

bar

15W40 ACEA E3

Turbocharger type

LUBRICATION

Oil pressure (warm engine)

- idling bar

- peak rpm bar

COOLING

Water pump control

Thermostat

- start of opening ºC

FILLING

engine sump liters

engine sump + filter liters

GARRETT GT 22

Forced by gear pump, relief valve single action

oil filter

0.7

4.0

By centrifugal pump, regulating thermostat, heat

exchanger, intercooler

Through belt

82.2

5.3

6.3

Data, features and performances are valid only if the technician fully complies with all the installation requirements provided by IVECO.

Furthermore, the use of the unit after overhaul showd conform to the original specified power and engine rev/min for which the engine has been designed.

Page 43

NEF ENGINES SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT 5

F4AE0684C*D

ED. FEBRUARY 2003

CLEARANCE DATA - 6 CYL.

Type

Compression ratio

Max. output kW

(HP)

rpm

Max. torque Nm

(kgm)

rpm

Loadless engine idling rpm

Loadless engine peak rpm rpm

Bore x stroke

Displacement

TURBOCHARGING

17 : 1

155 210

2300

102 x 120

5880

with intercooler

bar

15W40 ACEA E3

Turbocharger type

LUBRICATION

Oil pressure (warm engine)

- idling bar

- peak rpm bar 3.8

COOLING

Water pump control

Thermostat

- start of opening ºC

FILLING

engine sump liters

engine sump + filter liters

Forced by gear pump, relief valve single action

By centrifugal pump, regulating thermostat, heat

HOLSET HX35W

oil filter

1.2

exchanger, intercooler

Through belt

from 81 to 83

15 + 1

Data, features and performances are valid only if the technician fully complies with all the installation requirements provided by IVECO.

Furthermore, the use of the unit after overhaul showd conform to the original specified power and engine rev/min for which the engine has been designed.

Page 44

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

ED. FEBRUARY 2003

NEF ENGINES

Page 45

NEF ENGINES

DIAGNOSI

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

PART ONE - MECHANICAL COMPONENTS

Page 46

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

DIAGNOSI

ED. FEBRUARY 2003

Page 47

NEF ENGINES

ENGINE OVERHAUL

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Preface

With regard to the engine disassembly operations from the machine, please apply for In formation

consulting the specific manual. All operations of Engine disassembly operations as well as overhaul operations must be executed by qualified technicians provided with the specific tooling and equipment required.

The following information relates to the engin e overhaul operations only for what concerns the different components customising the engine, according to its specific duties.

In section 4, ”General overhaul”, all the operations of engine block overhaul have been contemplated. Th erefore the above mentioned section is to be considered as following the part hereby described.

Figure 3

A Connector properly locked

B Connector released for removal-refitting

Press clamp (1), as shown in Figure B, to disconnect the low pressure fuel pipes (3 — 4 — 5, Figure 2) from

the corresponding connections.

After disconnecting the pipe, reset the clamp (1) in locking position (Figure A) to prevent distortions.

70126

Engine setting operations for the assembly on turning stand

Figure 2

74165

In order to apply the brackets 99341009 to the engine block to fix it on to the stand for the overh aul, it is necessary to perform the following operations on the left hand side of the engine:

- Using th e tool 99360073 disassembly the fuel filter (6)

and remove it from the support (1);

- Disconnect the electrical connection (2) from the

support (1) and the heater’s one (placed on the filter support as well);

- Disconnect the fuel low pressure pipelines (3-4-5) from

the support (1);

- Disconnect pipeline (9) from the support (1);

- Remove the sustaining support bracket (1) from the

block.

Disconnect the high pressure fuel pipeline (10, Figure 2) from the rail diffuser and from the high pressure pump (8) and disassemble it from the engine block removing the fixing clamps.

Disconnect the pipeline (7) feeding the mechanic pump that is combined to the high pressure pump through the exchanger of the engine control module.

Because of the high pressure in the pipelines running from the high pressure pump to the rail and from this

last one to the electro-injectors, it is absolutely required NOT to:

- disconnect the pipelines when the engine is

working;

- re-use the disassembled pipelines.

Page 48

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Ontherighthand side ofthe engine:

Figure 4

74167

Remove the screws and remove the oil pipe (1) from the turbocharger pipe (2) and from the engine block.

Figure 5

74166

Disconnect the oil feed pipeline unlocking the three screws M12x25. Remove the O-ring from the pipe.

Remove the starter (2) from the flywheel housing (1).

Apply brackets 99361037 to engine block and use t hem to secure the engine to the revolving stand 99322205. Remove sump cap and drain out oil.

Remove the fan from the output shaft pulley.

Disassembly of application components

Figure 6

74168

1. Connections for Electro-injectors - 2. Engine cooling liquid temperature’s sensor - 2. Cable of the fuel pressure sensor - 4.

Sensor of engine’s o il temperature and pressure - 5. Driving shaft sensor - 6. El ectro-injector - 7. Temperature - air pressure

sensor - 8. Timing system sensor - 9. Cable of fuel heater and fuel temperature’s sensor - 10. Cable of pressure regulating

gauge - 11. EDC 7 gearbox.

Page 49

NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Disconnect the engine’s cable from the connectors (1. Figure 6) wirin g harness to Electro-injectors (6); (7) air pressure/temperature sensor;(3) fuel pressure sensor; (11) engine control module; (10) high pressure pump sensor; (8) timing system sensor; (2) Thermostat sensor of engine cooling liquid’s temperature; (5) sensor of engine’s revolutions.

Figure 7

70236

Disconnect from the rail (2): the fuel pipe (7) according to procedures described in figure 3. Disconnect fuel pipes (5) from rail (2) and injector manifolds (6).

Figure 8

74170

Disconnectthepipeline(2)fromthefuelrecover pressure-limiter, working on the connections as described in Figure 3.

Unscrew the nut and loosen the clamp tightening the oil vapour pipe.

Removethepipe(6).

Loosen the screws (3) and disassemble the blow-by filter (4).

Remove on the nuts and tappet cover.

When releasing pipe (6) c o nnections (4) to rail (2), use the proper wrench to avoid rotation of flow

limiters (3).

Remove the screws (1) and disconnect the rail (2).

Figure 9

70131

Remove nuts (7) and disconnect the electrical cables from injectors (8).

Remove screws (1) and disconnect injec tor wiring support (2) including the gasket.

Remove screws (5), disconnect air pressure/temperature sensor (6).

Remove nuts (3) and remove fuel manifolds (4).

Disassembled fuel manifolds (4) must not be used again, replace with new ones during reassembly.

Page 50

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Figure 10

70132

Loosen tappet adjustment fastening nuts (1) and unscrew the adjusters. Remove the screws (2), remove the rocker assembly (3), consisting of: bracket (6), rockers (4), shafts (5) and remove jumpers (7) from valves. Remove rods (8).

Figure 11

Figure 12

Loosen the screws fixing the alternator’s protection to the support and remove it;

Release on the drive belt tensioner (1) and extract the belt (3) from the belt pulleys from the water pump ones and from the belt rebound pulleys;

Disassemble th e belt tensioner;

Loosen the screws fixing the alternator to the support and disassemble it.

74171

70133

Remove injector fastening screws. Use tool 99342101 (1) to remove injectors (2) from the cylinder head.

Figure 13

74172

Remove the screw (4) holding th e fixing clamp of the turbocharger’s lubricating oil pipeline.

Disconnect the oil pipeline (3) from the supports of the heat exchanger / oil filter and from the pipe fitting (5) to the turbine.

Remove the fixing nuts and disassemble the turbocharger (1) from the exhaust collector (2).

Loosen the screws and disassemble the exhaust collector (2) from the cylinder head.

Page 51

NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Figure 14

74173

On the opposite side, loosen the fixing screws of the inlet manifold (1) and disassemble the joint to the air heater (2) for the cold start.

Figure 15

Figure 17

70141

Remove the screws (4) and disconnect the oil temperature/pressure sensor (3).

Remove the screws (1) and then remove: heat exchanger/oil filter support (2), intermediate plate (6) and relevant gaskets.

Remove the oil level sensor (5).

Figure 18

70137

Hook brackets (1) with suitable lifting chains and remove cylinder head (2) from block using hoist.

Figure 16

74174

Removethe screws (1) and disconnect the ECU (2) including the heat exchanger.

Figure 19

70140

Remove the screws (2) and disconnect the alternator support (3).

Use tool 99360076 to remove the oil filter (1).

74176

Unloose the screws (3) and remove the cap (1). Keep the gasket (4), the power take-off (2) and the second gasket (4).

Page 52

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Figure 20

70145

Remove the nut (1) and disconnect the timing sensor (2).

Remove the nuts (3) and disconnect the high pressure pump (4) including the feed pump (5).

Figure 21

Figure 23

70148

Remove the screws (1) and disconnect the water pump (2). Remove the screw (3) and the roller (4). Remove the screw (5) and disconnect the engine speed

sensor (6).

Figure 24

70146

Fit tool 99360339 (2) to the flywheel housing (1) to stop flywheel (3) rotation.

Loosen the screws (4).

Figure 22

74175

Remove the s crews (3) and disassemble the damping flywheel (2) and the pulley (1).

00900t

Remove the ring sealing the en gine’s driving shaft from the front cover. Use the tool 99340055 (4) to operate on the front bar hold of the driving shaft. Through the steering holes of the tool, perforate the inside holding ring (1) with a straight wa y drill (diam. 3,5mm) for the depth of 5mm. Fix the tool to the ring tightening the 6 screws provided with the equipment. Then proceed removing the ring (2) by tightening the screw (3).

Figure 25

00904t

Using the specific tie rod (3) of the tool 99363204 and the ancillary lever (4), remove t he external holding ring (2) from the front cover (1).

Page 53

NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Figure 26

Remove the sc rews (1) and take out the front cover (2).

Take note of screw (1) assembling positions since they have different lengths.

Figure 27

70149

Figure 29

70152

Tighten two screws of medium length into the holes (4) to sling the flywheel with the hoist.

Throughout the two guide pins (2) previously screw into the driving shaft h o les (3) withdraw th e engine flywheel (1) after slinging it with the hoist.

Figure 30

Remove the screws (1) and disconnect the oil p ump (2).

Figure 28

70151

Remove two opposite screws (1) from the area where the withdrawal pins will be introduced (2, Picture 29).

Loosen the remaining flywheel fixing screws (3) from the driving shaft (4).

Remove the flywheel locking tool.

00903t

Remove the holding ring of the flywheel cover box using the tool 99340056 (3) to operate on the driving shaft’s back bar hold (5). Through the steering holes of the tool, perforate the inside holding ring with a straight way drill (diam. 3,5mm) for the depth of 5mm. Fix the tool 99340056 (3) to the ring tightening the 6 screws provided with the equipment.(4) Then proceed removing the ring (1) by tightening the screw (2). Using a specific tie rod of the tool 99363204 and an ancillary lever, remove the external holding ring (2) from the front cover.

Page 54

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Figure 31

Remove the screws (2) and take out the rear cover (1).

Take note of screw (2) assembling positions since they have different sizes.

Figure 32

Figure 33

70153

70155

Remove the screws (1) and disassemble the oil suction tube (3).

Remove the screws (2) and disassemble the stiffening plate (4).

Figure 34

70154

Overturn the engine.

Remove the screws (2), disassemble the plate (3) and disconnect the oil sump (1).

The shape and the dimensions of the oil pan and of the suction tube may vary according to the duty of

the engine. The relevant pictures of the instructions are therefore providing an outline of the intervention to be executed.

However the procedures described are still applicable.

70156

Remove the screws (1) and remove the gear (3) from the camshaft (2).

Figure 35

70157

Remove the screws (2) and disconnect the timing gear case (1).

Take note of screw (2) assembling positions since they have different sizes.

Page 55

NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Assembly of application components

Figure 36

70209

LOCTITE 5205 SEALANT APPLICATION AREAS

Clean accurately the timing gear case (1) and the engine block.

Perfect seal is only obtained by cleaning accu rately the surface to seal.

Smear the case with LOCTITE 5205 to obtain a bead of few mm diameter.

It shall be uniform (no clots), without air bubbles, thin areas or discontinuities.

Any imperfection shall be corrected as soon as possible.

Avoid to use excess material to seal the joint.

Excessive sealant could come out from joint sides and cause lubricant passage clogging.

After applying the sealant, th e join t shall be assembled immediately(10—20minutes).

Figure 37

70210

DIAGRAM FOR TIGHTENING THE REAR TIMING

GEAR CASE FASTENING SCREWS

Refit the case (1) to the engine block. Screw the fastening screws in the same position found at removal and tighten them to the following torque values in the sequence shown in the figure: ScrewsM12 65to89Nm Screws M8 20 to 28 Nm ScrewsM10 42to52Nm

Before any assembly operation always verify that the hole and screw threads have no evidence of wear or

dirt.

Figure 38

70211

Use a felt pen to mark the driving gear (1) tooth fitted on the output shaft (2) having the mark (→) for timing on the side surface.

Fasten screwing of the two pins to facilitate the operation of engine driving shaft rotation.

Page 56

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Figure 39

70212

Rotate the output shaft (4) and the camshaft (2) so that when fitting the driven gear (1) on the camshaft the marks on the gears (1 and 3) are coinciding.

Figure 40

Perfect seal is only obtained by cleaning accu rately the surface to seal.

Smear the case with LOCTITE 5205 to obtain a bead of few mm diameter.

It shall be uniform (no clots), without air bubbles, thin areas or discontinuities.

Any imperfection shall be corrected as soon as possible.

Avoid to use excess material to seal the joint.

Excessive sealant could come out from joint sides and cause lubricant passage clogging.

After applying the sealant, th e join t shall be assembled immediately(10—20minutes).

Figure 42

70213

Tighten the screws (1) fastening gear (2) to camshaft (3) to the specified torque.

Figure 41

Not available On engines F4AE0684H-E

70215

SEQUENCE FOR TIGHTENING THE FLYWHEEL

HOUSING FASTENING SCREWS

Refit the housing (1) to the engine block and screw the fastening screws in the same position found at removal and tighten them to the following torque values in the sequence showninthefigure: ScrewsM12 75to95Nm ScrewsM10 44to53Nm

Before any assembly operation always verify that the hole and screw threads have no evidence of wear or

dirt.

LOCTITE 5205 SEALANT APPLICATION AREAS

70214

Page 57

NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Figure 43

00901t

Apply tool 99346252 part (6) to the rear output shaft tang (5), secure it by screws (4) and fit the new sealing ring (3).

Position part (1) on part (5), screw nut (2) until completing sealing ring (3) fitting into fly w heel housing (7).

Figure 45

70152

Screw two pins (2) having suitable length into shaft holes (3) and remove the engine flywheel (1) using proper sling and hoister.

Figure 46

Figure 44

Where the engine is coupled to a mechanical clutch, verify that the flywheel nominal thickness of 49,6 ±

0,13 mm.

70217

70151

Apply tool 99360339 (2) to the flywheel housing to stop engine flywheel (3) rotation. Tighten the screws (1) fastening the engine flywheel (3) to the output shaft.

Figure 47

70219

Tighten engine flywheel (2) fastening screws (1) in two stages:

- 1

- 2

stage, tightening to 30 ± 4Nmtorquewith

dynamometric wrench;

stage, tightening to 60°±5° angle.

Check ring gear teeth (2), if breakage or excessive wear is found remove the ring gear from the engine flywheel (1, Figure 43) using a suitable hammer and fit the new one, previously heated to 150°C for 15 to 20 minutes. Chamfering on ring gear inside diameter shall be facing the engine flywheel.

Tightening to angle is performed using tool

99395216.

Before any assembly operation always verify that the hole and screw threads have no evidence of wear or dirt.

Page 58

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Figure 48

Fit the oil pump (1).

Tighten the fastening screws (2) to the specified torque.

Figure 49

70220

Figure 51

70223

Remove the sealing ring (2) from the front cover (1), clean accurately the coupling surfaces and smear them with LOCTITE 5205.

Figure 52

Apply a new sealing ring (2) to the water pump (1).

Figure 50

Fit the water pump (1).

Tighten th e screws (2) to the specified torque.

70221

Clean accurat ely the front cover (2) surface and refit it. Tighten th e screws (1) to the specified torque.

Figure 53

00902t

Apply tool 99346252 part (4) to the front output shaft tang (6), secure it by screws (5) and fit the new sealing ring (7). Position part (2) on part (4), screw nut (3) until completing sealing ring (7) fitting into fron t cover (1).

Page 59

NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Figure 54

Fit the plate (1), the oil pick up tube (2) and tighten the fastening screws (3) to the specified torque.

Figure 55

Figure 57

Assemble the pulley (1) and the damping flywheel (2) to t he driving shaft.

Tighten the fixing screws (3) and clamp them to the couple 68 ± 7 Nm.

Figure 58

74175

Set the gasket (1) on the oil sump (2).

The pictures of the in structions relating to the oil pan and to thesuction rose may not reflect the actual

shape and dimensions of your engine equipment. However the procedures described are still applicable.

Figure 56

Fit the oil sump (1) and apply the plate (3) to it. Tighten th e screws (2) to the specified torque.

70154

70230

Fit a new sealing ring on the speed sensor (3).

Fit the speed sensor (3) on the front cover (1) and tighten the screw (2) to the specified torque.

Figure 59

70231

Fit on the engine block: a new gasket (1), the heat exchanger (2) a new gasket (3) and th e oil filter support (4).

Tighten th e screws (5) to the specified torque.

Before any assembly operation always verify that the hole and screw threads have no evidence of wear or

dirt.

Before any assembly operation always verify that the hole and screw threads have no evidence of wear or

dirt.

Page 60

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Figure 60

Lubricate the sealing ring (2) with engine oil and set it on the oil filter (3).

Screw manually to seat the oil filter (3) o n the support connection (1) and then screw again the oil filter (3) by ¾ turn.

Apply a new sealing ring on the oil temperature/pressure sensor (4) and fit it on the support (1).

Tighten th e screws (5) to the specified torque.

Fit a new sealing ring (6) in the engin e block seat.

Figure 62

74177

Refit the alternator (1).

Tighten the screw (2) to the specified torque.

Figure 63

Figure 61

70234

Position the alternator support (1) so that pins (3 and 4) are set against the engine block.

Tighten th e screws (2) to the specified torque.

74178

Refit the automatic belt tensioner (2). Tighten the screw (3) to the specified torque using a wrench,

turn the automatic belt tensioner (2) to fit the belt (1) on pulleys and guide rollers.

Figure 64

Before any assembly operation always verify that the hole and screw threads have no evidence of wear or

dirt.

70145

Refit the high pressure pump (6) including the feed pump (5) and tighten the nuts (3) to the specified torque. Fit the support (4) w ith a new sealing ring, the timing sensor (2) with a new sealing ring and tighten the relevant fastening nut (1) to the specified torque.

Page 61

NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Figure 66

74176

Insert the power take-off (2) equipped with the gasket (4), the cover (I) and its gasket (4). Tighten the screws (3) to the prescribed matching couple.

Figure 67

Figure 69

70336

Assemble cylinder head (1), tigh t en the screws (2) in three following steps, following order and mode shown in the figure below.

The angle tightening is carried out through tool 99395216 (3).

74174

Assemble the electronic gearbox (2) equipped with the exchanger to the engine, fixing it with the screws (1). In case the rubber buffers are cracked or excessively deformed, provide replacing them.

Figure 68

Before any assembly operation always verify that the hole and screw threads have no evidence of wear or

dirt.

Figure 65

6-cylinder engine

70476

Tightening order layout for cylinder head fastening screws:

- 1

step pre-tightening with a torque wrench:

• Screw 12x1.75x130 ( ) 35 ± 5Nm A • Screw 12x1.75 x 150 ( ) 55 ± 5Nm

- 2

- 3

step tightening with a 90°±5° angle

A=Frontside

70137

Apply a new gasket to the engine block and then place the cylinder head (2) slung by the hanger brackets (1).

Page 62

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ED. FEBRUARY 2003

Figure 70

4-cylinder engine

Cylinder head fastening screws tightening sequence:

stage pre-tightening, with a torque wrench:

- 1

• Screw 12x1.75x130 ( ) 35 ± 5Nm

• Screw12x1.75 x 150 ( ) 55 ± 5Nm

A=Frontside

- 2

- 3

stage tightening with angle 90°±5°

Figure 71

Figure 72

70337

70339

Fit injectors (1) on the cylinder head seats, directed so that the fuel inlet hole (2) is facing the fuel manifold seat (3) side.

Figure 73

70338

Fit a new sealing ring (2) lubricated with petroleum jelly and a new sealing washer (3) on inject or (1).

70133

Use tool 99342101 (1) to fit the injector (2) into its seat.

Screw injector fastening screws without tightening them.

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ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Figure 74

70341

Fit a new sealing ring (3) lubricated with petroleum jelly on the fuel manifold (2) and fit it in to the cylin der head seat so that the positioning ball (5) is coinciding with the relevant housing (4).

Disassembled fuel manifolds (2) must not be used again. Replace with new items.

Figure 76

70343

ROCKER ASSEMBLY COMPONENTS:

1. Screws - 2. Bracket - 3. S hafts - 4. Rockers.

Figure 77

Screw the fastening nuts (2, Figure 75) without locking them.

During this operation, the injector (1) shall be moved so that the manifold (2) is properly inserted

into the fuel inlet hole (2, Figure 72).

Figure 75

70342

Use the torque wrench to tighten gradually and alternately the injector fastening screws (1) to 8.5 ± 0.8 Nm torque.

Tighten the fuel manifold (3) fastening nuts (2) to 50 Nm torque.

Carry out the assembly of the equalisers’ unit , after previous check of the components.

SHAFT-ROCKER MAIN DATA Check that shaft/rocker coupling surfaces are not showing excessive wear or damages.

Figure 78

32655

Rocker control rods shall not be distorted; the ball seats in touch with the rocker adjusting screw and with tappets (arrows) shall not show seizing or wear; otherwise replace them. Intake and exhaust valve control rods are identical and are therefore interchangeable.

Page 64

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Figure 79

70345

Fit the rods (2).

Position jumpers (1) on valves with marks (→)facingthe exhaust manifold.

Figure 80

Figure 81

70520

Adjust clearance between rockers and valves using setscrew wrench (1), box wrench (3) and feeler gauge (2).

Working clearance shall be as follows:

- intake valves 0.25 ± 0.05 mm

- exhaust valves 0.51 ± 0.05 mm.

In order to more quickly perform the operating clearance adjustment for rocker arms — valves,

proceed as follows: rotate the drive shaft, balanc e cylinder 1 valves and

adjust th e valves marked by the asterisk as shown in the table:

cylinder n. 1 2 3 4 5 6 intake - - * - * * exhaust - * - * - *

70346

Check that tappet adjusters (1) are loose to prevent their balking on the rods (2, Figure 79) when refitting the rocker assembly. Then refit the rocker assembly consisting of: bracket (5), rockers (3), shafts (4) and secure them to the cylinder head by tightening the fastening screws (2) to 36 Nm torque.

Rotate the drive shaft, balance cylinder 6 valves and adjust th e valves marked by the asterisk as shown in the table:

cylinder n. 1 2 3 4 5 6 intake * * - * - exhaust * - * - * -

Engine with 4 cylinder: rotate the drive shaft, balance cylinder 1 valves and adjust the valves marked by the asterisk as shown in the table:

cylinder n.

intake

exhaust

234

Rotate the drive shaft, balance cylinder 4 valves and adjust th e valves marked by the asterisk as shown in the table:

cylinder n.

intake

exhaust

234

Page 65

NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Figure 82

74173

Apply to the coupling surface of the intake manifold (1) equipped with heater (2) a sufficient coat of LOCTITE 5999 and provide tightening the screws to the prescribed matching couple.

Figure 83

Figure 85

74181

Pipe (7) connections shall be tightened to 20 Nm torque, using the proper wrench (5) and the torque

wrench 99389833 (4). Connections (6) shall be tightened by holding the flow limiting valve hexagon (1) wit h the proper wrench.

Connect the fuel pipe (3) to the rail (2) following the procedure shown in the following figure.

74179

Fit the rail (2) and tighten the screws (1) to the specified torque, c onnect the ground cable (3) to the intake manifold (4) and tighten the fastening nut to the specified torque.

Figure 84

Figure 86

70126

Press the clamp (1) in arrow direction (FigureB) and connect the pipe to the rail, reset the clamp to th e initial locking position “A”.

Check proper fuel pipe connection.

74180

Connect new fuel pipes (1) to rail (3) and injector manifolds (2).

Page 66

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ED. FEBRUARY 2003

Figure 87

70352

Check electrical cable (5) conditions, replace if damaged by cutting the support (2) clamps and removing the screws (4) that secure it to connections (3). Fit a new gasket (1) on the support (2).

Figure 88

Figure 90

70355

Fit a new gasket (2) on the tappet cover (1).

Place the tappet cover on, install the bolts in the correct position and tighten.

70353

Fit the w iring support (2) and tighten the screws (1) to the specified torque.

Before any assembly operation always verify that the hole and screw threads have no evidence of wear or

dirt.

Figure 89

70354

Connect the electrical cables (1) to the injectors (3) and use the torque wrench 99389834 (4) to tighten the fastening nuts (2) to the specified torque.

Figure 91

74172

Reconnect the exhaust manifold (2) with new gaskets. Tighten the fastening screws (1) to the specified torque.

Sling the turbocharger (1) and place it over the manifold after having first inserted a new gasket.

Connect the oil pipeline (3) to the support of the heat exchanger /oil filter. Fix the pipe (3) to the pipe fitting on th e turbocharger through the clamp (4) and the screw locking to the block.

Page 67

NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Figure 92

74170

Insert the blow-by filter (4) tightening the screws.

Connect th e pipeline (6) and fix the oil vapour recover pipe through the clamp (5); lock up the nut fixing it to the upper edge.

Connect the pipeline (2) to th e pressure- limiter (1).

Completion of the engine

Properly handle the engine holding it by a lifter, remove it from the rotating shaft, remove the brackets 99341009 and place it on proper suitable support to carry out the completion.

Proceed assembling t h e oil filter.

Figure 94

74165

Assemble the bracket and the support (1) of the fuel filter (6).

Proceed connecting in sequence the pipelines (9,3,4 and 5) of the support (1) to the high pressure pump (8).

Connect the pipeline (7) from the high pressure pump to the engine control module heat exchanger.

Connect th e pipeline (10) from the high pressure pump to the rail diffuser.

Figure 95

Figure 93

Assemble the starter (2) to the internal part of the flywh eel cover.

Assemble the oil feeding pipe using a new O-ring. Fix with three M12x25 screws.

70126

All the fuel pipelines are fixed using the clamps shown in the picture.

For the connection of the pipes, press the clamp (I) following the arrow’s direction (Figure B) and connect the pipe to the clamp on the high pressure pump or on the support of the fuel filter.

Reset the clamp in the initial locking ”A” position.

In case the pipes are re-employed, they must keep the sealing tops at the edges.

Make sure that the fuel pipeline is correctly connected.

Reconnect the engine harness to all the sensors, the engine control module and the rail diffuser (see Figure 6)

Page 68

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ED. FEBRUARY 2003

Checks and inspections

The following checking inspections must be carried out after the engine assembly on the vehicle .

Start the engine and leave it running just above the idling speed, wait unt il the coolant reaches the temperature necessary to open the thermostat and then check:

- that there are no water leaks from the connecting

sleeves of engine cooling circuit pipes and cab internal heating pipes, tighten the clamping collars if required;

- check carefully the connection between the low

pressure fuel pipes and the relevant connectors;

- that there are no oil leaks between the c over and the

cylinder head, between oil sump and engine block, between heat exchanger oil filter and the relevant housings and between the different pipes in the lubricating circuit;

- that there are no fuel leaks from the fuel pipes;

- that there are no air leaks from pneumatic pipes (if

fitted);

- check also proper operation of the warning lights set on

the instrument panel and of the equipment disconnected when engine was removed.

- Carefully check and bleed the engine cooling equipment

by repeated draining operations.

Page 69

NEF ENGINES

ScrewM6

for

fastening

injector

}

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

TIGHTENING TORQUE

COMPONENT TORQUE

Nm kgm

Studs M6 for camshaft sensors 8 ± 2 0.8 ± 0.2 Studs M8 for feed pump 12 ± 2 1.2 ± 0.2 Screw M12 for fasten i ng rear gear case

Screw M10 for fasten i ng rear gear case Screw M8 for fastening rear gear case

Nut M6 for fastening c amshaft sensor 10 ± 2 1 ± 0.2

stage

Screw M8 for fastening oil pump

stage

Screw M8 for fastening front cover 24 ± 4 2.4 ± 0.4 Screw M8 for fastening c amshaft longitudinal retaining plate 24 ± 4 2.4 ± 0.4 Screw M8 for fastening camshaft gear 36 ± 4 3.6 ± 0.4 Screw M10 for fastening crankcase plate 43 ± 5 4.3 ± 0.4 Nut M18 for fastening high pressure pump gear 105 ± 5 10.5 ± 0.5 Nuts M8 for fastening fuel pump 24 ± 4 2,4 ± 0,4

½ inch plug on cylinder head ¼ inch plug on cylinder head ¾ inch plug on cylinder head

Nut fastening for injector feed connector 50 ± 5 5 ± 0.5 Nut M6 for flame start grille on intake manifold 8 ± 2 0.8 ± 0.2 Screw M8 for fastening intake manifold 24 ± 4 2.4 ± 0.4 Screw M12 for fasteni ng rear brackets for engine lift i ng 77 ± 12 7.7 ± 1.2 Screws M8 for fastening Common Rail 24 ± 4 2.4 ± 0.4 Connectors M14 for high pressure fuel pipes 20 ± 2 2 ± 0.2 Screw M12 (12 x 1.75 x 130) for fastening cylinder head

Screw M12 (12 x 1.75 x 150) for fastening cylinder head

stage

stage 90º ± 5º

Screw for fastening rocker bracket Valve clearance adjustin g nuts 24 ± 4 2.4 ± 0.4 Nuts M14 for fastening fuel pipes from high pressure pump to Common Rail 20 ± 2 2 ± 0.2 Screw M8 for fastening high pressure pipe connector 24 ± 4 2.4 ± 0.4 Screw M6 for fastening w irin g bulkhead 10 ± 2 1 ± 0.2 Screw M8 for fastening electric wiring support for injector feed 24 ± 4 2.4 ± 0.4 Nuts for fastening wiring on each injector 1,5 ± 0,25 0.15 ± 0.025 Screw M12 for fastening fuel filter bracket 77 ± 8 7.7 ± 0.8 Screw M8 for fastening fuel filter holder 24 ± 4 2.4 ± 0.4 Fuel filter contact + ¾ turn Screw M22 for fast ening oil pressure relief valve on oil filter support 80 ± 8 8 ± 0.8 Screw M8 for radiator seal and oil filter support 24 ± 4 2.4 ± 0.4 Oil filter contact + ¾ turn

77 ± 12

47 ± 5 24 ± 4

8 ± 1

24 ± 4

24 ± 4 36 ± 5 12 ± 2

7.7 ± 1.2

4.7 ± 0.5

2.4 ± 0.4

0.8 ± 0.1

2.4 ± 0.4

3.6 ± 0.5

1.2 ± 0.2

8,5 ± 0,35 0.35 ± 0.035

75º ± 5º

35 ± 5 3.5 ± 0.5

55 ± 55.5± 0.5

90º ± 5º

36 ± 5 3.6 ± 0.5

Page 70

ScrewM12forfasteningdamperadapter1stage

{

6-cyl

4.3±0.6

{

insM

7±1

ScrewM12forfasteningengineflywheel1stag

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

COMPONENT TORQUE

11/8inchconnectiononfiltersupport for turbine lubrication 24 ± 4 2.4 ± 0.4 Nut M12 for fastening turbine lubrication pipe 10 ± 2 1 ± 0.2 Screw M10 for fastening engine coolant inlet connection 43 ± 6 4.3 ± 0.6 90° elbow fastening (if required) to engine coolant inlet connection 24 ± 4 2.4 ± 0.4 Pipe on cylinder head for compressor cooling 22 ± 2 2.2 ± 0.2 Screw M6 for fastening engine c oolant drain connector 10 ± 2 1 ± 0.2 Pin fastening on engine block for exhaust manifold 10 ± 2 1 ± 0.2 Screw M10 for fastening exhaust manifold on cylinder head 53 ± 5 5.3 ± 0.5

Screw M12 for fastening damper adapter 1ststage and damper on output shaft 2ndstage

Screw M10 for fastening pulley on output shaft Screw M8 for fastening water pump 24 ± 4 2.4 ± 0.4 Screw M10 for fastening auxiliary component control belt tensioners 43 ± 6 4.3 ± 0.6 Screw M10 for fastening fixed pulleys for au xiliary component control belt 43 ± 6 4.3 ± 0.6

Screw M10 for fastening flywheel housing Screw M12 for fastening flywheel housing

Screw M6 for fastening heat exchanger for control unit Screw M8 for fastening heat exchanger for control unit

Connection M12 for fuel inlet-outlet on heat exchanger 12 ± 2 1.2 ± 0.2 Nut M8 for fastening valve cover 24 ± 4 2.4 ± 0.4 Screw M6 for fastening camshaft sensor 8 ± 2 0.8 ± 0.2 Screw M6 for fastening output shaft sensor 8 ± 2 0.8 ± 0.2 Screw M14 for fastening coolant temperature sensor 20 ± 3 2 ± 0.3 Screw M5 for fast ening oil pressure/temperature sensor 6 ± 1 0.6 ± 0.1 Screw for fastening fuel pressure sensor 35 ± 5 3.5 ± 0.5 Screw M14 for fastening fuel temperature sensor 20 ± 3 2 ± 0.3 Screw for fastening air temperature/pressure sensor on intake manifold 6 ± 1 0.6 ± 0.1 Screw M12 for fastening engine oil level sensor 12 ± 2 1.2 ± 0.2

6-cyl.

Turbine fixing to exhaust manifold

4-cyl.

Adapter M 12 on turbine for lubricant oil pipes (inlet) Pipe fixing on adapter M10 for turbine lubrication 35 ± 5 3.5 ± 0.5 Oil pipe fixing on adapter M10 for tu rbine lubrication to block 43 ± 6 4.3 ± 0.6 Oil drain pipe fixing M8 on turbine 24 ± 4 2.4 ± 0.4 Connector fixing M6 for oil return from cylinder head to flywheel housing 10 ± 2 1 ± 0.2

Screw M12 for fastening engine flywheel 1ststage

Screw M8 for fastening front bracket for engine lifting 24 ± 4 2.4 ± 0.4 Screw for fastening engine oil sump 24 ± 4 2.4 ± 0.4 Alternator 2.4 ± 0.4 M10 Screw, Bracket fixing on water feed pipefitting 43 ± 6 2.4 ± 0.4 M10 Screw, alternator locking 43 ± 6 2.4 ± 0.4 Starter 2.4 ± 0.4 Starter fixing screw 43 ± 6 2.4 ± 0.4

ED. FEBRUARY 2003

pins M8 nutsM8

nuts M8

2ndstage

Nm kgm

50 ± 5 5 ± 0.5

90º

68 ± 7 6.8 ± 0.7

85 ± 10

49 ± 5 10 ± 2

24 ± 4

7 ± 1

43 ± 6

24 ± 4

35 ± 5 3.5 ± 0.5

30 ± 4 3 ± 0.4

60º ± 5º

8.5 ± 1

4.9 ± 0.5 1 ± 0.2

2.4 ± 0.4

0.7 ± 0.1

2.4 ± 0.4

Page 71

NEF ENGINES

DIAGNOSI

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

PART TWO - ELECTRICAL EQUIPMENT

Page 72

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ED. FEBRUARY 2003

Page 73

NEF ENGINES

PLACEMENT OF SENSORS

Figure 96

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

The NEFF4A0684 and F4AE0484 engines are fully driven by the electronic engine control module, which is assembled directly to the engine by means of a heat exchanger enabling its cooling, utilising rubber buffers to reduce vibration originated by the engine.

Through the engine control module it is possible to verify the correct working of the engine. (See part three of the hereby user’s guide specifically dedicated to diagnostic).

74190

The electrical and electronic components of the engine are listed here following:

1. Temperature sensor of cooling liquid;

2. Electro-injector (from 4 to 6, according to whether the engine has 4 of 6 cylinders configuration);

3. Pressure sensor assembled to rail diffuser;

4. Temperature and air pressure sensor;

5. Starter;

6. Timing system sensor;

7. Fuel temperature sensor;

8. EDC7 electronic module;

9. Driving shaft sensor;

10. Engine oil level transmitter;

11. Sensor of engine’s oil temperature and pressure;

12. Pre-post heating resistor.

Page 74

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ED. FEBRUARY 2003

EDC7 ECU

Figure 97

01525t

A - Connector to injectors; B - Connector to chassis (Provide reference of the vehicle to which the engine is assembled);

C - Connector to sensors.

Page 75

NEF ENGINES

Connector to injectors (A)

Figure 98

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

PIN ECU CABLE COLOUR FUNCTION

Injector cylinder 2

Injector cylinder 3

Injector cylinder 4

Injector cylinder 2

Earth

Injector cylinder

Injector cylinder 1

Injector cylinder 6 (*)

Injector cylinder 5 (*)

Injector cylinder 3

Injector cylinder 1

Injector cylinder 4

Injector cylinder 6 (*)

Injector cylinder 5 (*)

116

50350

Colour legend

BBlack RRed UBlue WWhite PPurple G Green NBrown Y Yellow OOrange

(*) Only for 6 cyl. versions.

Page 76

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ED. FEBRUARY 2003

Feed connector (B) to components and to functions of the specific equipment

Figure 99

5472

36 17

PIN ECU CABLE COLOUR FUNCTION

12/13

14/15

88/89

8150

0087

0000

8885/0159

8150

7777

0000

8150

0000

0094

0150

8153

0156

5535

2298

8837

8888

8051

9905

9906

5553

5584

0158

6109

6108

5158

0160

5503

0535

0159

8162

0157

5157

Positive driven by battery

Negative for switch of fuel filter heater/starter

Earth

Positive for pre-post heating resistor

Positive driven by battery

Positive for blink-code button/ oil low pressure led/ pre-heating led/

Air conditioner switch (if available) (*)/EDC

Earth

Positive driven by battery

Earth

Negative for post-heating resistor

Negative start-stop push buttons from eng./accelerator pressed (**)

Positive from change over switch to key in starting phase (+50)

Positive from blink-code button

Positive for EDC diagnostic led

K Line for diagnosis connector, 30 poles (2 pin)

Negative for multi-switch couple-limiter (*)

Positive for fuel filter heating switch

Positive for starter

Positive from key switch/ L line for diagnosis connector 30 poles (pin 11)

Negative from starter push button from engine (**)

Negative from engine stop push button from engine

Negative for pre-heating led in on position

Diagnosis connector (pin 28)

Negative from accelerator push button pressed (*)

CAN Line (whether equipped), diagnosis connector (pin 22)

CAN Line (whether equipped), diagnosis connector (pin 22

Positive for sensor of foot accelerator pedal pos.(**)/Earth multi-switch (*)

Negative for clutch sensor

Negative for engine oil low pressure led

Negative for EDC diagnosis led

Positive from pressed accelerator push button (**)/multi-switch signal (*)

Positive redundant from pressed accelerator push button (**)

Positive air conditioner device (whether equipped) (*)

Negative sensor of foot accelerator pedal pos.(**)/ Earth multi-switch (*)

Signal from sensor of foot accelerator pedal pos.(**)/ Signal multi-switch (*)

Positive for couple multi-switch limiter (*)

03210t

(*) F4AE0684H - E (**)F4AE0684F

Page 77

NEF ENGINES

Connector to sensors (C)

Figure 100

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Colour legend

PIN ECU

323

CABLE COLOUR

BBlack RRed UBlue

WWhite PPurple

G Green NBrown Y Yellow

03211t

OOrange

FUNCTION

Earth for pressure regulator

Pressure regulating drive

Feed for engine oil temperature/pressure sensor

Feed for air pressure and temperature sensor

Feed for rail pressure sensor

Earth for fuel temperature sensor

Earth for cooling liquid temperature sensor

Earth for engine oil temperature - pressure

Feed for rail pressure sensor

Feed for air pressure - temperature sensor

Timing system sensor

Driving shaft sensor

Signal from rail pressure sensor

Signal from air pressure sensor

Signal from air temperature sensor

Earth for timing system sensor

Signal from engine oil temperature sensor

Signal from fuel temperature sensor

Signal from engine oil pressure

Signal from cooling oil temperature

Page 78

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Temperature and air-pressure sensor

It is a component integrating one temperature sensor and a pressure one.

It is assembled to the suction inlet manifold and measures the maximum capacity of air introduced, in order to provide to the engine control module the necessary data to calculate the quantity of fuel to be injected per each cycle.

It is connected to the engine control module by 21C and 29C pin (temperature), 10C and 28C (pressure) and has a 5 volt feeding.

21C Earth

29C NTC signal (temperature)

10C +5V feed

28C Signal (pressure)

Sensor of engine’s oil temperature and pressure

It is a component integrating one temperature sensor and a pressure one.

It is assembled to the engine oil filter in horizontal position.

It measures the temperature and the pressure of the engine’s oil.

It is connected to the engine control module by 19C and 33C, 9C and 35C.

19C Earth

33C NTC signal (temperature)

9C +5V feed

35C Signal (pressure)

Drivingshaftsensor

It is an inductive type sensor and it is placed on the front left part of the engine.

It generates some signals originated by the magnetic flow lines that close up through the openings of a phonic wheel splined to the driving shaft. The same signal is utilised to control the eventual electronic engine speed indicator placed on the vehicle instrument board.

It is connected to the engine control module by pin 25C (signal) and 24C (signal). The third pin is for screening.

The resistance value of the sensor is of about 900 Ω.

Figure 101

50319

50342

Timing system sensor

It is an inductive type sensor and it is placed on the back left part of the engine.

It generates some signals originated by the magnetic flow lines that close up through the ports drilled on the gear splined to the camshaft. The signal generated by this sensor is utilised by the electronic engine control module as signal of injection phase.

Even being equal to the flywheel sensor it is not interchangeable since the external shape is different.

It is connected to the engine control module by pin 23C (signal) and 30C (signal). The third pin is for screening.

The resistance value of the sensor is of about 900 Ω.

Figure 102

50320

50342

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NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Fuel pressure sensor

It is a sensor assembled to one end of the rail and measures the pressure of the fuel available in order to determine the injection pressure.

The value of the injection pressure is utilised to control the pressure itself and to determine the duration of the electronic injection device.

It is connected to the engine control module by pin 20C (Earth), 27C (signal) and 12C (feed).

It has 5 volt feeding.

Figure 103

Resistor pre-post heating

It is a resistor placed on the suction inlet manifold and is utilised to heat the air during the heating pre-post operations.

It is fed by a tele -switch usually placed very close to the engine. The resistor is for aprx. 0,5 kΩ.

The relay drive i s connected to the gearbox by pin 4 and 16 of the chassis connector.

The drive is acti vated with water and/or fuel temperature < 5ºC.

Figu re 105

02112t

1 - Earth; 2- Signal; 3- Feed.

Fuel temperature sensor

It is a sensor with variable resistor, able to detect the fuel temperature to provide to the engine control module an index of the fuel thermal status.

It is connected to the engine control module by pin 17C (Earth) and 34C (temperature signal).

Theresistorto20ºC=2,5kΩ.

Figu re 104

02158t

Cooling liquid temperature sensor

It is a sensor with variable resistor, able to detect the cooling liquid temperature to provide to the engine control module an index of the engine thermal status.

Usually, the same signal is driven by the engine control module to the temperature device placed within the vehicle’s dashboard.

It is connected to the engine control module by pin 18C (Earth) and 36C (temperature signal).

Theresistorto20ºC=2,5kΩ.

1 - Fuel temperature sensor; 2 - Resistor

50348

Page 80

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Starter

The starter is usually driven by the starting block assembled to the vehicle’s dashboard and provides positive voltage to pin B20 of the EDC.

Electro-injectors

CONNECTOR 1

CONNECTOR 2

1 2 3 4

Injector cylinder 2 Injector cylinder 2 Injector cylinder 1 Injector cylinder 1

Injector cylinder 4 Injector cylinder 4 Injector cylinder 3 Injector cylinder 3

DESCRIPIONREFERENCE

Figure 106

74166

A- Feeding relay of the starter

PIN EDC

3A 6A

13 A

5A 14 A 12 A

CONNECTOR 3

(only for 6 cyl. versions)

Figure 107

1 2 3 4

Injector cylinder 6 Injector cylinder 6 Injector cylinder 5 Injector cylinder 5

Fan side

10 A 15 A 16 A 11 A

50343

50349

Page 81

NEF ENGINES

DIAGNOSI

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

PART THREE - TROUBLESHOOTING

Page 82

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DIAGNOSI

ED. FEBRUARY 2003

Page 83

NEF ENGINES

GENERALDIAGNOSI

PREFACE

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

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, c an offer an important diagnosis indication, available through the decoding of the ”failure/ anomaly” codes issued by blinking of the failure led: the ”blinkcode” (whether programmed).

Please consider that the interpretation of the indications provided by the blink-code is not sufficient to guarantee the solution to the existing anomalies.

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 any further 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 three different parts:

- Blink Code, relating to the anomalies identified by the

gearbox, mainly of electric and electrical nature;

- Troubleshooting guide using PT-01 portable tester.

Tool identified as IVECO p/n 8093731.

- Guideline for troubleshooting without blink code, divided

per symptoms, describing all possible anomalies not detected by the electronic gearbox, often of mechanical and hydraulic nature.

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.

Page 84

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

BLINK-CODE - GENERAL INFORMATION

Anomaly warning led

The ECU is continuously screening, by complex auto-diagnosis routine procedures, its own working conditions as well as the conditions of the components connected to, and of the engine.

The detection of the anomaly provokes the lightening up of the warning led on the monitor and drive board, with id. modes allowing a first selection of the problem according to the level of importance. (Review the User’s Manual of the vehicle equipped with NEF engine to know the precise position of the pushbutton and of the led).

Led in off position (no light): no anomalies detected or small entity anomaly with no prejudice safe working conditions.

Lighted Led: significant anomaly. In this condition it is rec

ommended to go to a diagnosis centre.

Blinking led: serious anomaly requiring immediate repair

intervention.

The emission of the codes of anomaly detected by autotroubleshooting and saved in ECU memory starts after having pushed and r eleased the pushbutton. (Review the User’s Manual of the vehicle equipped with NEF engine to know the precise position of the pushbutton and of the led).

The led, usually aside the pushbutton, will signal the light blink codes by to series of emissions with different frequency, highlighting the decimal numeration digits indicating the anomaly.

The slow blinking identify the unit where the anomaly occurs (engine, injectors...) the fast blinking identify the specific failure.

A each push and release of the pushbutton, one only memory code will be sorted. Therefore it is necessary to repeat the procedure until when an identical failure data to the first one received will be released as indication that all the failure file memory has been analysed.

In case of no filed anomalies in memory, the led will light up when the pushbutton is pressed and will then turn off aprx. 1 second after release of the pushbutton without originating blinking.

Note: applying to the blink code troubleshooting procedure, it is possible to obtain information relating to currently occurringfailuresaswellastootheranomaliesoccurredinthepast and not existing any more at present status. Therefore it is absolutely necessary, at the end of every repair intervention, to clear the failure file memory in order to avoid that any future troubleshooting operation will detect any solved anomaly whose root cause has already been corrected.

In the current equipment, clear operation is set pressing the blink code pushbutton while the key change over switch is in OFF position and keeping it pressed for 4 to 8 seconds after turning the key change over switch in ON position. Wait at least for 10 seconds before switching off the key change over switch.

The evidence that the clearing operation has been correctly made shall be obtained proceeding to switch OFF and ON again the key change over switch and further require blink code troubleshooting, that shall terminate with no display of blink code.

Detectable failures:

Sensors:

- Air temperature boosting

- Fuel temperature

- Pressure boosting

- Unit pressure

- Flywheel

- Camshaft

- Fuel pressure

- Quantity of air flow sucked

Engine working:

- Engine runaway speed rate

- Injectors

- Fuel pressure driving system

- Pre-post heating driving system

Electro-valves:

- Fuel pressure gauge

Relé:

- Main relé

- Fuel electro-pump

- Heated fuel filter

Feed tension

Leds:

- Pre-post heating

Gearbox:

- Non-valid data set

- Incorrect saving of files in memory

- Power control bench 1

- Power control bench 2

- Internal failure (Gate Array)

- Sensor feed

- Internal failure (re-start)

- Incorrect engine disconnection

- Defective EEPROM

Data, features and performances are valid only if the setter fully complies with all the installation

prescriptions provided by IVECO.

Furthermore, the users assembled by the setter shall always be in conformance to couple, power and number of turns based on which the engine has been designed.

Page 85

NEF ENGINES

ED. FEBRUARY 2003

BLINK-CODE (SOFTWARE 3.3_1 VERSION)

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Recovery

Following from the detection of significant or serious anomaly, the ECU also drives the set up of specific strategies to allow safe utilisation of the engine and to limit some injection parameters within prescribed levels, based on the importance of the problem.

The software applications currently in use, provide for four

In case of anomaly identified by intermitted blinking, that means detected by the ECU and not existing any more, the reduction of duty performances shall be active until disconnection of the engine.

The normal working conditions shall be recovered only at the following start-up, while the anomaly data will be ”saved” in the failure file memory.

safety levels characterised by the reduction of the vehicle’s duty performances.

The table relating to the blink-codes reports some values of power reduction, that actually indicate the limitation of duty performances, automatically set by the gearbox based on the anomaly occurring.

Blink-Code EDC Led Description of anomaly Power reduction

ENGINE

2.1 On Signal from cooling liquid temperature sensor 0

2.2 Off Signal from air temperature sensor, boosting 0

2.3 Off Signal from fuel temperature sensor 0

2.4 On Signal form sensor of pressure boosting 0

2.5 Off Signal from atmospheric pressure sensor 0

2.6 On Signal from oil pressure sensor 0

2.7 Off Signal from oil temperature sensor 0

2.8 Off Signal from heated filter driving relé 0

2.9 Off Signal from pre-post heating resistor driving relé 0

3.7 On Battery tension 0

3.8 Off Alert led pre-post heating 0

3.9 Off Pre-post heating resistor 0

INJECTORS

5.1 On Electro-valve injector of cylinder 1 0

5.2 On Electro-valve injector of cylinder 2 0

5.3 On Electro-valve injector of cylinder 3 0

5.4 On Electro-valve injector of cylinder 4 0

5.5 On Electro-valve injector of cylinder 5 (*) 0

5.6 On Electro-valve injector of cylinder 6 (**) 0

5.7 On Power stage 1 (cylinders 1-4) 0

5.8 On Power stage 2 (cylinders 2-3) 0

Power reduction:

0 = no power reduction

1 = performance comparable to equivalent engine but in suction stroke

2 = 50% of couple

3 = Limited engine speed

4 = Engine disconnection

(*): not applicable for the 4 cylinders

Page 86

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Blink-Code EDC Led Description of anomaly Power reduction

ENGINE RUNNING

6.1 On Signal from engine driving shaft sensor 2

6.2 On Signal from camshaft sensor 2

6.3 On Reliability of engine speed signal 0

6.4 Blinking Engine runaway speed rate 0

6.5 Off Relé of the starter 0

DASHBOARD INTERFACE

7.2 Off CAN Line (For vehicles equipped with electrical system provided with CAN Line)

7.6 Off Oil pressure alert led 0

FUEL PRESSURE

8.1 Blinking Control fuel pressure 3

8.2 Blinking Fuel pressure signal 3

8.3 Blinking Pressure regulating electro-valve 3

8.4 Blinking Intervention to double stage boosting valve 3

8.5 Blinking Rail Min/Max pressure failure 4

EDC

9.4 On Main relè 0

9.6 On Gearbox disconnection procedure 3

9.7 On Sensor feed 0

Power reduction:

0 = no power reduction

1 = performance comparable to equivalent engine but in suction stroke

2 = 50% of couple

3 = Limited engine speed

4 = Engine disconnection

Page 87

NEF ENGINES

REMARKS

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

INTERVENTION

RECOMMENDED TESTS OR

Verify component correct working

and its resistor (2,5 kOhm at 20 ºC).

In case the component works, pro-

ceed checking the connection bet-

ween the sensor and the gearbox

connector to pin C18 - C36.

Readout of parameters using multi-

meter. Verify correct working of the

component and of its resistor bet-

ween pin 1 and 2 (R = 2,5 kOhm

at 20 ºC). If the sensor is working,

proceed checking the connection

between the sensor and the EDC

connector to pin C21 - C29.

Readout of parameters directly on

the sensor using multimetre . (R =

2,5 kOhm at 20 ºC). If the sensor

is working, proceed checking the

connection between the sensorand

the EDC connector to pin C17 -

C34.

Readout of parameters using mult i-

metre verifying feeding tension to

the sensor. (aprx. 5V).

In case of tension within specifica-

tion, check the wiring harness and

the connection between the sensor

and the EDC (Pin C10-C28).

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

cooling liquid temperature, in positi-

veorearthorinopencircuit.

2.1 On Short circu it of the sensor of engine

combustion temperature, in positi-

veorearthorinopencircuit.(The

sensor is integrated with the air

pressure sensor).

2.2 Off Short circuit of the sensor of air

temperature, in positive or earth or

in open circuit.

2.3 Off Short circuit of the sensor of fuel

combustion pressure on suction

collector, in positive or earth or in

open circuit; or fed by tension out

of specification.

2.4 On Short circuit of the sensor of air

DIAGNOSI

Page 88

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

REMARKS

The painting of the engine /EDC

may in fic iate on the correc t working

of the sensor.

INTERVENTION

RECOMMENDED TESTS OR

Apply for customer assistance for

the intervention on the EDC. The

sensor is integrated in the EDC and

is not replaceable singularly.

Readout of parameters using multi-

metre verifying feeding tension to

the sensor. (aprx. 5V).

In case of tension within specifica-

tion replace the sensor. In case of

tension out of specification, check

the wiring harness and the connec-

tion between the sensor and the

EDC (Pin C9-C35).

Sensor Readout u sing multimetre,

between pin 1 and 2. (R = 2,5

kOhm at 20 ºC).

If the sensor is working, proceed

checking the connection between

the sensor and the EDC (pin C19 -

C33).

Verify relé working status using the

troubleshooting device. If the result

is negative, replace the relé and test

again.

If th e anomaly still persists, check

the wiring harness and the connec-

tions between relé and EDC con-

nector (pin B2 - B36)

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

pressure (integrated in EDC) in po-

sitiveorearthorinopencircuit

2.5 Off Short circuit of the sensor of air

oil pressure, in positive or earth or

in open circuit. (The sensor is inte-

grated with the oil temperature sen-

sor).

2.6 On Short circu it of the sensor of engine

oil temperature. (integrated with

the oil pressure sensor) , in positive

orearthorinopencircuit.

2.7 Off Short circu it of the sensor of engine

heating relé.

2.8 Off Incorrect working of the fuel filter

Page 89

NEF ENGINES

REMARKS

Eventually, the problem might not

depend on the too high or too low

ED. FEBRUARY 2003

tension but due to the incorrect de-

tection of tension by the EDC.

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

Pre-heating is not working.

INTERVENTION

RECOMMENDED TESTS OR

Verify relé working s tatus using the

troubleshooting device. Check the

correct working of the relé (R=

aprx. 15 Ohm).

Incasethereléworks,checkthewi-

ring harness and the connections

between relé and EDC connector

(pin B4 - B16)

battery and on the recharge system.

If no anomaly is detected check the

efficiency of the Earth points and

the absence of fouling or oxidation

on the feed wiring connectors of

the EDC.

Verify working status using trouble-

shooting device.

If the result is negative replace the

led and drive t rou bleshooting ope-

ration again. If the failure persists

check connections and wiring har-

ness between led and EDC (pin

B46)

Using the multimetre, verify conti-

nuity of pre-heating resistor in the

suction collector (R = aprx. 0,5

Ohm).

If the component is working, check

the wiring harness and the connec-

tion between the resistor and the

relevant driving relé.

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

Difficult starti ng with low external

temperature, exhaust fumes imme-

diately after starting.

Idling accelerated. Carry out the due controls on the

Led always on light even with star-

ting key in off position or always off.

Possible difficult starting (with low

external temperature) and exhaust

fumes at starting.

Possible difficult starting (with low

external temperature) and exhaust

fumes at starting.

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

heating drive relé.

2.9 Off Incorrect working of t he pre-post

3.7 On Signal for battery tension t oo high

or too low.

harness short circuit in positive or

earthorinopencircuit.

3.8 Spenta Defective pre-heating led o r wiring

correctly.

3.9 Spenta Pre-heating has not been working

Page 90

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

REMARKS

Such failure may generate power

stage insuffic ien cy (in the EDC )

feeding the electro-injector, invol-

ving working of only half of the cylin-

ders as a consequence, and memo-

risation of the error 5.7.

Such failure may generate power

stage insuffic ien cy (in the EDC )

feeding the electro-injector, invol-

ving working of only half of the cylin-

ders as a consequence, and memo-

risation of the error 5.7 within 6 cy-

linder engines an d 5.8 within 4 cylin-

der engines.

INTERVENTION

RECOMMENDED TESTS OR

Check the correct couple lock (1,5

+/- 0,25 Nm) of the cables the fi-

xing nuts to the injector electro-val-

ve.

Verify the working statu s of the

injector’s bobbin (R = aprx. 0,56 -

0,57 Ohm) and replace the injector

if defective.

With new working bobbin, proceed

checking the wiring harness and the

connections between electro-valve

and EDC connector (pin A9-A13)

through the connector 1 of the pin

overhead 3 and 4.

Check the correct couple lock (1,5

+/- 0,25 Nm) of the cables the fi-

xing nuts to the injector electro-val-

ve.

Verify the working statu s of the

injector’s bobbin (R = aprx. 0,56 -

0,57 Ohm) and replace the injector

if defective.

With new working bobbin, proceed

checking the wiring harness and the

connections between electro-valve

and EDC connector (pin A3-A6)

through the connector 1 of the pin

overhead 1 and 3.

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

less.

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

5.1 Accesa Electrical problem with Injector n . 1 Engine running with one cylinder

5.2 On Electrical problem with injector n.2. Engine working with one cylinder

Page 91

NEF ENGINES

REMARKS

Such failure may generate power

ED. FEBRUARY 2003

stage insuffic ien cy (in the EDC )

feeding the electro-injector, invol-

ving working of only half of the cylin-

ders as a consequence, and memo-

risation of the error 5.7. within 6 cy-

linder engines an d 5.8 within 4 cylin-

der engines

Such failure may generate power

stage insufficiency (in the EDC) fee-

ding the electro-injector, involving

working of only half of the cylinders

as a consequence, and memorisa-

tion of the error 5.7 within 6 cylin-

der engines and 5.8 within 4 cylinder

engines

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

INTERVENTION

RECOMMENDED TESTS OR

Check the correct couple lock (1,5

+/- 0,25 Nm) of the cables the fi-

xing nuts to the injector electro-val-

ve.

Verify the working statu s of the

injector’s bobbin (R = aprx. 0,56 -

0,57 Ohm) and replace the injector

if defective.

With new working bobbin, proceed

checking the wiring harness and the

connections between electro-valve

and EDC connector (pin A4-A12)

through the connector 2 of the pin

overhead 3 and 4.

Check the correct couple lock (1,5

+/- 0,25 Nm) of the cables the fi-

xing nuts to the injector electro-val-

ve.

Verify the working statu s of the

injector’s bobbin (R = aprx. 0,56 -

0,57 Ohm) and replace the injector

if defective.

With new working bobbin, proceed

checking the wiring harness and the

connections between electro-valve

and EDC connector (pin A5-A14)

through the connector 2 of the pin

overhead 1 and 2.

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

less.

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

5.3 On Electrical problem with injector n.3. Engine working with one cylinder

5.4 On Electrical problem with injector n.4. Engine working with one cylinder

Page 92

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

REMARKS

Such failure may generate power

stage insuffic ien cy (in the EDC )

feeding the electro-injector, invol-

ving working of only half of the cylin-

ders as a consequence, and memo-

risation of the error 5.7 within 6 cy-

linder engines an d 5.8 within 4 cylin-

der engines.

Such failure may generate power

stage insufficiency (in the EDC) fee-

ding the electro-injector, involving

working of only half of the cylinders

as a consequence, and memorisa-

tion of the error 5.7 within 6 cylin-

der engines and 5.8 within 4 cylinder

engines.

INTERVENTION

RECOMMENDED TESTS OR

Check the correct couple lock (1,5

+/- 0,25 Nm) of the cables the fixing

nuts to the injector electro-valve.

Verify the working statu s of the

injector’s bobbin (R = aprx. 0,56 -

0,57 Ohm) and replace the injector

if defective.

With new working bobbin, proceed

checking the wiring harness and the

connections between electro-valve

and EDC connector (pin A11-A16)

through the connector 3 of the pin

overhead 3 and 4.

Check the correct couple lock (1,5

+/- 0,25 Nm) of the cables the fi-

xing nuts to the injector electro-val-

ve.

Verify the working statu s of the

injector’s bobbin (R = aprx. 0,56 -

0,57 Ohm) and replace the injector

if defective.

With new working bobbin, proceed

checking the wiring harness and the

connections between electro-valve

and EDC connector (pin A10-A15)

through the connector 3 of the pin

overhead 1 and 2.

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

cilindro in meno.

less.

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

5.5 Accesa Problema elettrico all’iniettore n.5. Funzionamento del motore con un

5.6 On Electrical problem with injector n.6. Engine working with one cylinder

Page 93

NEF ENGINES

REMARKS

ED. FEBRUARY 2003

It can happen if the external part of

the gearbox is driven to short circuit

with the battery positive pole (acci-

dental bridge made by wrench or

other metallic object).

It can happen if the external part of

the EDC is driven to short c ircuit

with the battery positive pole (acci-

dental bridge made by wrench or

other metallic object)

The failure is not detected when the

engine is not running. If the driving

shaft signal is not regularly working,

it is necessary to rely on the speed

signal of the camshaft sensor.

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

The failure is not detected when the

engine is not running. If the camshaft

signal is not regularly working, it is

necessary to rely on the phase signal

of the driving shaft sensor.

INTERVENTION

RECOMMENDED TESTS OR

Clear the failure memory and test

again.

If the failure persists, and only after

having excluded injector defect,

eventually replace the EDC with a

new one re-programmed by IVE-

CO.

Clear the failure memory and test

again.

If the failure persists, and only after

having excluded injector defect,

eventually replace the EDC with a

new one re-programmed by IVE-

CO.

Using the multimetre, verify the

sensor’s resistor value as well as its

working status (R = aprx. 900

Ohm).

If the component is working, and

the anomaly persists, c heck the wi-

ring harness

between the sensor and the EDC

connector (pin C24 - C25).

Using the multimetre, verify the

sensor’s resistor value as well as its

working status (R = aprx. 900

Ohm). Verify correct assembly of

the sensor: replace it if defective.

If the component is working, and

the anomaly persists, c heck the wi-

ring harness between the sensor

and the EDC connector (pin C24 -

C25).

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

Engine running with only 2 (3) wor-

king cylinders.

Engine running with only 2 (3) wor-

king cylinders.

Engine start requires more time

than usual.

Power reduction and noise increase

since the EDC is not controlling the

pre-injection and the timing.

Engine working relies on recovery

parameters.

Difficult starting in all conditions.

Power reduction.

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

5.7 On EDC output stage driving power to

electro-injector couples 2 and 3.

5.8 On EDC output stage driving power to

electro-injector couples

4-5-6.

reliable signal.

6.1 On Driving shaft sensor: no signal o r un-

liable signal.

6.2 On Camshaft sensor: no signal or unre-

Page 94

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

REMARKS

The failure is not detected when the

engine is not running. If the camshaft

signal is not regularly working, it is

necessary to rely on the phase signal

of the driving shaft sensor.

It is not a failure referred to one

component but the alert for an ac-

tual engine runaway speed rate.

INTERVENTION

RECOMMENDED TESTS OR

Using the multimetre, verify the

sensor’s resistor value as well as its

working status (R = aprx. 900

Ohm). Verify correct assembly of

the sensor: replace it if defective.

If the component is working, and

the anomaly persists, c heck the wi-

ring harness between the sensor

and the EDC connector (pin C24 -

C25).

have generated a sudden load loss

to the engine, involving consequent

runaway speed rate.

Runaway speed rate might also de-

pend directly from the operator ad -

dicted to driving the vehicle, wh ich

the engine is installed to.

In case the component works, check the

wiring harness and the connection bet-

ween relé and EDC connector (pin B27).

Check the wiring harness and the con-

nection between engine speed indicator

and EDC connector (pin B49).

Check the wiring harness and the con-

nection between pin 2 3 of the trouble-

shooting tap end EDC connector to in

B48.

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

Power reduction.

The engine speed indicator does not

work.

Difficulties in communication between

troubleshooting device and EDC.

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

tor.

6.3 On Unreliable survey of engine speed. Difficult starting in all conditions.

6.4 Blinking Engine runaway speed rate. Verify the root-causes that might

6.5 Off Incorrect working of starter relé. The engine does not start or disconnects. Using multimetre, check the relé.

6.6 Off Signal from EDC to engine speed indica -

ting device.

6.8 Off Synchronisation signal with troubleshoo-

Page 95

NEF ENGINES

REMARKS

ED. FEBRUARY 2003

On the equipment that is not provi-

ded with th e CAN line, this is blan-

ked by a 120 Ohm resistor.

Further details relating to ch ec ks

and controls to be made on the

fuel’s circuit are available in Trouble-

shooting section 2.

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

INTERVENTION

RECOMMENDED TESTS OR

Check wiring harness, connect ion

and locking resistor (120 Ohm)

Verify working status using trouble-

shooting device. If the result is nega-

tive replace the led and drive trou-

bleshooting operation again.

In case of led correct working, check

the wiring harness and the connec-

tions and wiring harness between

led and EDC connector (pin B63)

and the correct feed of the gauge

with incorporated led.

Verify if the fuel arrives direct ly to

the high pressure pump (no outlets

in the sucked line, clogged filter or

pre-filter, occluded pipes, consistent

fuel leakage).

Verify there is no fuel leakage or loss

from the high pressure line running

from the pump and the rail or from

the cylinders h ead.

In case a flow limiter has been acti-

vated, detect and identify the injec-

tor that is not working any more

and replace it together with its rele-

vant high pressure filler.

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

(*)

Possible incorrect working or error

alert signal of the electronic control

devices connected via CAN Line.

Switching the key contact to ON

position, the led is not lighting on

or keeps lighted.

Significativa riduzione di potenza.

In caso di iniettore che rimane sal-

tuariamente bloccato aperto, im-

provviso e temporaneo decadimen-

to delle prestazioni, con avviamento

possibile e buon funzionamento ai

bassi regimi e carichi, ma il problema

si ripresenta agli alti regimi e carichi.

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

7.2 Off (*)

CAN Line Hardware defec t.

7.6 Off Defective oil pressure led lamp, or

wiring harness short circuit in posi-

tiveorearthorinopencircuit.

pressione combustibile

(la centralina deve modificare trop-

po il segnale di comando al regola-

tore di pressione per modulare nel

rail la pressione c alcolata).

8.1 Blinking Anomalia nella modulazione della

Page 96

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

REMARKS

Thesinglereplacementofthepres-

sure gauge on ly is not possible.

INTERVENTION

RECOMMENDED TESTS OR

bleshooting device.

Check the wiring harness and the

connection between the sensorand

the EDC Connector (Pin C12 -C20

-C27).

If everything is in order, replace the

sensor.

Using the multimetre, verify the

working status of the pressure gau-

ge electro-valve.

If the component is working, check

the wiring harness and the connec-

tion between the gauge and the

EDC connector pin C4-C5.

After having excluded any other

possibility, apply to IVECO AIFO for

the eventual replacement of the

pump with its gauge.

Verify if the fuel arrives direct ly to

the high pressure pump (no outlets

in the sucked line, clogged filter or

pre-filter, occluded pipes, consistent

fuel leakage).

Verify there is no fuel leakage or loss

from the high pressure line running

from the pump and the rail or from

the cylinders h ead.

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

Significant power reduction. Readout of parameters using trou-

Significant power reduction.

Eventually blink c ode 8.1.

Significant power reduction. Replace the rail boost valve.

Significant power reduction.

Possible contemporary blink code

8.1 - 8.4.

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

8.2 Blinking Rail pressure sensor’s signal short

circuit in positive or earth or in open

circuit.

tiveorearthorinopencircuit.

8.3 Blinking Pressure gauge short circuit in posi-

ge valve (only if double-stage type).

(Dropped to minimum value or

over maximum limit).

8.4 Blinking Incorrect working of the boost gau-

8.5 Blinking Anomaly in rail pressure.

Page 97

NEF ENGINES

REMARKS

ED. FEBRUARY 2003

Themainrelèisincorporatedinthe

EDC and is not replaceablesingular-

ly.

The failu re might be memorised

even in case of engine working in

different conditions than the ones

of the equipment (such as engine

running on bench, without inertial

load).

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

INTERVENTION

RECOMMENDED TESTS OR

Try removing and replacing the fuse

(to re-set the EDC)

If the problem persists, apply to IVE-

CO AIFO for the eventual replace-

ment of the EDC.

disconnect it correctly.

Verify working status and correct

assembly of the EDC connector de-

dicated to s ensors (C).

If the connector is working and cor-

rectly assembled,

apply to IVECO AIFO for the even-

tual replacement of the EDC.

ANOMALIES

POSSIBLE DERIVING

(*) = if available in the equipment

EDC led keeps light on even with

the key in Off position.

The battery discharges.

Significant power reduction. Run the engine, drive it to idling and

sors fed by the EDC gearbox.

The engine does not start nor di-

sconnects, or difficult starting and

bad working of the engine.

POSSIBLE CAUSE

(*) = if available in the equipment

EDC LED

BLINK

CODE

procedure that the gearbox provi-

des to the system at each engine di-

sconnection.

9.4 On Main relé is not disconnecting. The gearbox is always fed and the

9.6 On Anomaly within the routine control

9.7 On Anomaly within sensors feed. Memorisation of error on all sen-

Page 98

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

ED. FEBRUARY 2003

Page 99

NEF ENGINES

ED. FEBRUARY 2003

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT

GUIDELINE FOR TROUBLESHOOTING WITH PT-01 PORTABLE TESTER

IVECO P.N. 8093731

Page 100

SECTION 3 - DUTY - INDUSTRIAL EQUIPMENT NEF ENGINES

DIAGNOSI

ED. FEBRUARY 2003