Moteur NEF COM Rail GB PDF

Training Centre - Monthyon
COMMON RAIL N.E.F. 6 ENGINES

CNH
F4AE 0684F*D101-155kW TAA

Common Rail NEF engines - CNH
CONTENTS
Page
Engine identification code 3

Main engines characteristics 4
General engines characteristics 8
F4 engines 10
Walk Around 13
Description of engine main mechanical components 19
Lubrication 31
Cooling 37
Turbocharging system 39
High pressure electronic injection system (Common Rail) 40
Fuel system diagram 47
Fuel system main mechanical components 48
EDC 7 system main electrical and electronic components 65
Diagnosis techniques 85
Troubleshooting SW 3.3_1 91
Maintenance 114
Tools 121
Tightening torques 126
Data assembly clearances 129
1
2
ENGINE IDENTIFICATION CODE
F 4 A E 0 6 8 4 F D +
Emissions level
Approved power
Application
Fuel / injection
D = TIER 2
N Cylinders
Cylinder position:
0 = 4 strokes vertical
Engine
Engine crankcase type:

A = Non-structural crankcase 6 = 6 cylinders
Engine
family
8 = Diesel ID
Intercooler
4 = Agric. mach. Earthmoving mach.
X Y Y Y Y Y Y Y Y Y
X = 1 Common Rail 4 valves Sequential production number
3
ENGINE MAIN CHARACTERISTICS
F4AE0684
A H E F
C 5900 cm3 5900 cm3 5900 cm3
140 kW 155 kW 155 kW

D
1700 rpm. 1700 rpm. 2175 rpm.
E Direct injection
W 190 EVOL.
000863t
F Common Rail electronic management
T.A.A.
G (Turbocharged with Air-Aftercooler)
A Engine type
B Number of cylinders
C Total displacement
D Maximum power currently available
E Injection type
F Injection system
G Air delivery system
4
Power and torque curves
F4AE0684H engine
Power
kW
003180t
Torque
Nm
003181t
5
F4AE0684E engine
Power
kW
003182t
Torque
Nm
003183t
6
F4AE0684F engine
Power
kW
003184t
Torque Nm
003185t
7
GENERAL CHARACTERISTICS OF ENGINES
F4AE0684
Type
H E F
Cycle Diesel 4 stroke

Supply Turbocharged with intercooler
Injection Direct
Number of cylinders 6 in line
Bore mm 102
Stroke mm 120
Total displacement cm3 5900
Compression ratio 17 : 1
Maximum power kW 140 155 155
(HP) 190 210 210
rpm 1700 1700 2175

Maximum torque Nm 875 950 850
(kgm) 89.20 96.84 86.65
rpm 1400 1400 1500

Slow running of engine with
no load
rpm 700 600 800
Fast idling speed of engine
with no load
rpm 1800 1950 2300
8
F4AE0684
Type
H E F
TURBOCHARGING With intercooler

HOLSET HX 35 W
Turbocharger type:
Forced by means of gear pump,
LUBRICATION
pressure relief valve, oil filter
Oil pressure with engine
warm:
at idle speed bar 1.2 bar
at maximum speed bar 3.8 bar
COOLING Liquid
Water pump drive: Belt
Thermostat:
81 2
starts to open at: C
With cold engine

mm 0.20 0.30
X
mm 0.45 0.55
SUPPLY
high pressure Common Rail
Bosch type injection EDC7 control unit
Jets type Electro-injectors
Injection sequence 153624
Injection pressure bar 250 - 1450
9
ENGINE F4
General
The new family of F4 engines is the result of a project developed on the basis of an agreement
forged between several of the worlds major OEMs: IVECO New Holland - Cummins, in order
to provide an answer to new and more exacting requirements of customers and the more strin-
gent environment protection regulations.
In addition to offering higher ruggedness, power, efficiency reliability and durability than the pre-
vious series, the new engines comply with emissions standards and the regulations defining
permissible noise levels, while also meeting the requirements of the most restrictive future di-
rectives and standards without requiring substantial modification.
The achievement of the foregoing engine characteristics was possible thanks to the use of new
materials, new technology and technical solutions including: electronically controlled high pres-
sure injection system (common rail), cylinder head with four valves per cylinder, intake / exhaust
manifolds that improve the dynamic flow of air and exhaust gas, and pistons with revised ge-
ometry of the combustion chamber.
Reliability and cost savings were further enhanced by reducing the number of engine parts and
using the same parts for IVECO application engines and for engines produced by the other
partners participating to the project.
003186t
Engine F4AE0684
10
Innovative characteristics
003187t
The F4 series of engines present highly innovative characteristics with respect to the 8000
series of IVECO engines. In addition to the new technical and qualitative aspects adopted in the
manufacture of mechanical parts, they present the following new technical solutions with re-
spect to 8000 series engines:
More compact and rational layout of auxiliary equipment on the engines:
A. Compressor for aircon system (F4AE0684H-E);
B. Air heater for cold start;
C. Drive belt for: water pump alternator with automatic tensioner;
D. Automatic belt tensioner;
E. Water pump;
F. Oil pump;
G. Compressor drive belt for aircon system (F4AE0684H-E).
Electronically controlled high pressure injection system (common rail)
Diagnostics
11
Six cylinders F4AE0684 engine
003188t
12
WALK AROUND
F4AE0684F engine (Fiat Hitachi Application)
Top view
Top view legend 003189t
A. Blow by
B. Common Rail suppression valve
C. Pressure and air temperature sensor
D. Intake manifold
E. Flow limiters
F. Air heater
G. Electro-injectors power connectors
H. Crankshaft sensor
I. Coolant temperature sensor
L. Temperature/oil pressure sensor
M. Common Rail pressure sensor
13
Front view
003190t
Front view legend

A. Coolant temperature sensor
B. Thermostat
C. Fixed guide pulley
D. Alternator
E. Water pump
F. Automatic tensioner
G. Poly-V belt driving: water pump, alternator
H. Electronic control unit heat exchanger
I. Electronic control unit
14
Right side view
003191t
Right side view legend

A. Exhaust manifold
B. Blow by
C. Starter motor
D. Phonic wheel
E. Damping flywheel
F. Automatic tensioner
G. Oil pressure and temperature sensor
H. Alternator
I. Wastegate valve
L. Turbocharger
Left side view

15
003192t
Left side view legend

A. Fuel filter support with fuel temperature sensor
B. Fuel heater
C. Electronic control unit with fuel and heat exchanger
D. Phonic wheel
E. Flywheel damping
F. Crankshaft sensor
G. Fuel filter
H. Mechanical fuel pump feeding pipe
I. Low pressure pipes
L. High pressure pump with feed pump
M. Camshaft sensor
N. High/low pressure pipe (Common Rail supplying)
O. Common Rail
P. Intake manifold with heater and pressure sensor - air temperature
Q. Common Rail pressure sensor
Rear view
16
003193t
Rear view legend

A. High pressure pipe feeding electro-injector
B. Fuel discharge pipe from Common Rail
C. Fuel discharge pipe from electro-injectors
D. Blowby
E. Engine flywheel
17
Main variants F4AE0684H F4AE0684E O & K Application

Due to requirements dictated by the application, some auxiliary equipment may be installed in
different positions on the engine. The main assemblies subject to alternative positioning are:
Aircon system compressor
Sump
Depending on the position of the auxiliary equipment on the engine, the relative drive belts will
be configured differently.
A
003186t
003195t
003195t
A. Sump B. Compressor for aircon system
18
DESCRIPTION OF THE MAIN MECHANICAL COMPONENTS OF THE ENGINE
Crankcase
The crankcase is a cast iron structure containing the cylinder liners 1, the main bearing
housings 5 and the following seats: for the camshaft bushings 3 and the tappets, for the
water/oil heat exchanger 7, for the water pump 2 and for the oil pump 4.
The crankcase also contains the chambers for circulation of coolant and oilways for the
lubrication circuit feeding the various moving parts.
Soleplate 6 is applied to the underside of the crankcase to increase resistance to mechanical
stress.
2
7
3
000877t
19
Crankshaft
The crankshaft is made of steel.
The crankshaft is held in seven bearing housings for the six cylinder version of engine F4. The
housings are induction hardened.
The crankshaft features a series of internal oilways for lubrication purposes.
The crankshaft front spigot is fitted with the oil pump drive gear, the speed sensor phonic wheel,
the damper flywheel, and the auxiliary equipment driving pulley.
The rear spigot of the crankshaft is fitted with the timing gear and the engine flywheel
attachment hub.
The main bearing shells are made of steel with an antifriction alloy plating.
The penultimate main bearing shells are equipped with shoulders to limit crankshaft end float.
Parts (1, 2) are mounted on the crankshaft rear spigot with an interference fit and cannot be
replaced.
1. Timing gear 2. Flywheel hub

3. Oil pump drive gear. 003196t
Crankshaft oil seals

The front and rear oil seals are cassette type, with a radial seal. These oil seal rings require
special tools for disassembly and assembly as described in the specific heading.
20
Connecting rods
Forged in steel, the connecting rod big ends are made with an oblique splitting plane angle, with
separation of rod and cap achieved by means of the innovative fracture splitting system rather
than the conventional machining procedure.
The connecting rod big end bearing shells are made of steel plated with an antifriction alloy.
000880t
Each connecting rod is marked:

On the body and on the cap by a number indicating the match and the cylinder in which they
are assembled.
The rod shank is marked with a letter indicating the weight class of the connecting rod
installed in production.
In the event of replacement, the spare parts catalogue only provides a single connecting rod of
intermediate weight compatible with all engines in circulation. In the event of partial
replacements, connecting rods that are still in good condition need not be replaced, even
though they may be of a different weight class.
21
Pistons
000881t
The piston crown features a high turbulence combustion chamber. The piston crown is cooled
by engine oil delivered by a spray nozzle installed in the crankcase, through the annular
chamber inside the piston.
There are three piston ring grooves; the first is composed of a trapezoidal section cast iron
insert.
The piston rings have different functions and different geometry.
1st piston ring with trapezoidal section and ceramic chrome plating.
2nd piston ring with torsional conical rectangular section.
3rd piston ring with double oil wiper with internal spring.
The piston crown is marked with an arrow showing the directly of assembly inside the cylinder
liner. The piston must be installed with the arrow facing towards the front of the crankcase.
000882t
22
Camshaft
The camshaft is mounted in the crankcase on 7 bearings.
The front and rear bearing housings are equipped with steel bushings plated with antifriction
material assembled by means of an interference fit. The camshaft has two cam lobes for each
cylinder.
A. Intake valves control
B. Exhaust valves control
The camshaft is driven directly by the crankshaft by means of spur tooth gears.
The rear of the timing gear is marked with notches for activation of the timing sensor (6 + 1).
003197t
23
Valves activation
003198t
1. Rocker 2. Rocker spindle 3. Adjuster screw 4. Push rod 5. Bridge 6. Semi-cones

7. Spring seat 8. Spring 9. Tappet 10. Camshaft.
24
Cylinder head
The cast iron cylinder head 8 is machined to accommodate the following parts:
valve seats;
passage for discharge of fuel from the electro-injectors, cast directly into the interior of the
cylinder head;
electro-injectors 2 ;
thermostat 4;
fuel inlet connector 9 for electro-injectors;
The cylinder head is also equipped with:
exhaust manifold 1 in two blocks;
housing 7 for electro injector wiring, with relative wiring 3;
intake manifold 5 with seat for cold start air heater 6.
003199t
25
Valves and valve seats
70319
1. Intake valve 2. Exhaust valve A. Intake side S. Exhaust side.
The valve seats machined in the cylinder head have the following angles:
45 for the exhaust valves
60 for the intake valves
The exhaust valves 2 differ from the intake valves due to the presence of a recess at the centre
of the poppet.
70334
The figure, shows the oil seals mounted on the valve stems.
26
Valve guides
The valve guides are not reported.
70328
INTAKE EXHAUST
Valve control bridges

When refitting the cylinder head check the orientation of the valve control bridges. The bridges
must be located so that the notches () are facing the exhaust manifold.
70345
1. Bridge 2. Push rods
Head grinding
The nominal thickness of the cylinder head is 105 0.25 mm and the maximum permissible
removal of material must not exceed 0.13 mm.
There is just one thickness of head gasket available as a spare part.
70325
27
Timing drive
The timing drive is obtained by means of a spur tooth gear fitted on the rear spigot of the
crankshaft, which meshes with a corresponding spur tooth gear on the camshaft.
Correct timing is achieved by aligning the () marks punched on the two gears.
000887t
28
Engine flywheel
The flywheel 1 need not be fitted in a specific position on the crankshaft, and is not equipped
with punch markings, notches, or reference holes for sensors or for timing purposes. The fixing
holes 2 are equally spaced so that the flywheel can effectively be installed in various different
positions.
000888t
Flywheel screw tightening torque
Phase 1 30 Nm 4 Nm
Phase 2 60 5
29
Accessory Equipment Drive

A Poly-V belt 3 transmits drive from the crankshaft 7 to the water pump 1 and the alternator 4.
The tension of this belt is automatically controlled by the calibrated spring housed in tensioner
5.
The fixed guide pulleys 2 and 6 ensure an appropriate contact surface area of the belt 3 on the
pulleys of the alternator and water pump.
A V belt 8 transmits the motion of crankshaft 7 to the compressor 9 of the air conditioner
(models CX 24 CX 29).
003200t
Poly-V belt removal
003219t
Remove or fit the Poly - V belt by loosening tensioner 1 using a suitable socket wrench handle
2.
30
LUBRICATION
The forced circulation lubrication system is made up of the following components:
rotor oil pump 5, housed in the front of the crankcase and driven by a spur tooth gear fitted
on the crankshaft spigot;
water / oil radiator 3, housed in the crankcase, with oil filter support;
- oil pressure control valve 1 incorporated in the filter support;
- bypass valve 4 to exclude a clogged oil filter, incorporated in the filter support;
- cartridge type oil filter 2.
Pressurized oil circuit

Gravity oil return circuit
Oil filling
003201t
31
Heat exchanger
000892t
1. Heat exchanger body with filter support

2. Internal gasket
3. Water - oil heat exchanger
4. Gasket between heat exchanger and cylinder block
5. Oil pressure adjuster valve
6. By - pass valve to exclude clogged oil filter
32
Oil pump
000891t
70150
1. Crankshaft with oil pump drive gear
33
(suspended) Sump
F4AE0684F engine
The sump 1 is flexibly fixed to the crankcase by means of an aluminium plate 3.
The C section rubber gasket 2, fitted on the sump attachment profile, serves to enhance oil
tightness while also reducing the noise level.
This type of gasket should be renewed exclusively in the event of deterioration or breakage.
It need not be renewed at each disassembly-reassembly.
000893t
70227 70154
34
Sump
F4AE0684H E engines
The sump is secured with a bolt to the crankshaft by means of a thin gasket.
003202t
003203t
35
Recirculation of oil vapour

The rocker cover accommodates a pre-separator 1, the shape of which is designed to increase
the outlet velocity of oil vapour and also the condensation of a portion of the entrained oil.
Condensed oil then returns to the sump while the residual vapours are collected and routed
through blow-by filter 3. (item 3 no for CNH application)
In blow-by filter 3, a portion of the oil vapour condenses and returns to the sump, while the
remainder is recirculated to the intake side by way of pipeline 2.
Oil condensate
Oil vapour
1. Pre - separator 000966t
2. Recirculation to intake
3. Filter
4. Return to engine
36
COOLING
The engine cooling system is a closed circuit forced circulation type composed of the following
components:
heat exchanger to cool lubricating engine oil (see lubrication);
centrifugal water pump housed at the front of the crankcase;

thermostat controlling coolant circulation.
Water from themostat outlet
Water recirculating in engine
Water to pump inlet
003204t
37
Water pump
The water pump, which is accommodated in a housing in the crankcase, is driven by a
Poly V belt.
The almost total absence of external pipes, hoses and hose clamps eliminates the number of
connections and reduces possible sources of leaks.
The engine temperature is controlled by a thermostat.
The coolant (a 50% water and Paraflu antifreeze solution) circulates also in the oil heat e x-
changer.
70221
001515t
38
TURBOCHARGING
Engine boosting system with Hoset HX35W turbocharger and intercooler. The choice of the
type of turbocharger depends on the specific features of the application.
Exhaust
Hot intake air
000898t
Intake air
Hot compressed air
Cold compressed air
Turbocharging diagram Exhaust
001968t
39
40
HIGH PRESSURE ELECTRONIC INJECTION SYSTEM (COMMON RAIL)
Introduction
Extremely high injection pressures are necessary in order to reduce PARTICULATE emissions.
The common rail system makes it possible to inject fuel at pressures of up to 1450 bar, while
the injection precision obtained by electronic control of the system serves to optimise operation
of the engine while limiting emissions and fuel consumption.
Description of system
The injection system is composed of an electrical part and a hydraulic part.
Electrical system
The electronic control unit monitors engine control parameters by means of the various sensors
on the engine.
1
5
6
2
3
8
9
4
1
000965t
1- Fuel pressure sensor 2. Coolant temperature sensor 3. Engine oil pressure and tem-
perature sensor 4. Crankshaft sensor 5. Electro-injector 6. Air pressure temperature
sensor 7. Camshaft sensor 8. Fuel heater and fuel temperature sensor 9. Pressure
regulator 10. EDC 7 control unit
41
Injection system assy - Basic bill of components

REF. DESCRIPTION
1 Coolant temperature sensor
2 Preheating resistance
3 Electro-injectors
4 Air temperature/pressure sensor
5 Fuel pressure sensor
6 Fuel heating resistance
7 Pressure adjuster solenoid valve
8 Timing sensor
9 Fuel temperature sensor
10 Starter motor
11 Crankshaft sensor
13 Preheating connection contactor
15 Oil temperature/pressure sensor
20 Diagnostics connector
23 EDC main fuse
32 EDC indicator light
Optional components (when required by the application)

REF. DESCRIPTION
12 Engine stop/start buttons (F4AE0684F)
14 (no per CNH application)
16 Preheating On indicator light
17 Rev counter
18 Coolant temperature gauge
19 Engine oil pressure gauge
21 Blink-Code button
24 Handbrake engaged switch
25 Engine brake selector (optional)
26 Gearbox neutral switch
27 Key switch
28 Engine brake switch (optional)
30 Primary/secondary brake switch
31 Position sensor on accelerator pedal potentiometer
42
Injection system assy
()
003218t
() on board controls change with the application. They can be connected to the electrical
system, with traditional solutions or with the help of the CAN line (Multiplex System).
43
EDC electronic control
Engine preheating element control

Pre-post heating is activated when even just one of the water, air or fuel temperature sensors
detects a temperature < = 5 C.
Phase recognition
By means of signals transmitted by the camshaft and crankshaft sensors, the cylinder into which
fuel must be injected is determined at the time of starting.
Injection control
On the basis of information transmitted by the sensors, the control unit administrates the pres-
sure regulator and modifies the pre-injection and main injection mode.
On F4 engines pre-injection is activated at all engine speeds.
Injection pressure closed loop control

On the basis of the engine load, as determined by processing of data transmitted by the various
sensors, the control unit administrates the regulator to maintain injection pressure at constantly
optimal values.
Pilot and main injection advance control

On the basis of signals transmitted by the various sensors, the control unit determines the
optimum injection point on the basis of internal mapping.
Idle speed control

The control unit processes signals transmitted by the various sensors and adjusts the quantity
of fuel injected.
It also controls the pressure regulator and modulates injection duration of the electro-injectors.
Within specific limits, the control unit also monitors battery voltage.
Overheating protection
If the water temperature reaches 110 C, the control unit reduces engine performance.
When the temperature returns below 100 C, the engine resumes normal operation, (in some
applications, the over boosting temperature is the reference temperature).
Maximum engine speed limiting

Depending on the application, the control unit memory can contain appropriate engine speed
limits. When the engine speed surpasses these limits the control unit activates power reduction
strategies by controlling energization time of the electro-injectors. In some applications the
maximum limiting response consists in stopping the engine.
44
Cut Off
Fuel cut-off in release phases is managed by the control unit with the following logical interven-
tions:
- disconnection of fuel supply to electro-injectors
- reactivation of electro-injectors immediately prior to arrival at idle speed
- control of fuel pressure regulator.
Smoke control under acceleration

With intense load demands, in accordance with signals received from the air inlet meter and the
engine speed sensor, the control unit manages the pressure regulator and modulates the
activation time of the electro-injectors to prevent the emission of smoke from the exhaust.
After Run
After the engine is stopped, the control unit microprocessor saves various parameters to the
EEPROM memory, including the faults log so that they will be available the next time the engine
is started.
Control of working speed in normal operating conditions (Crowler Excavators)

The user establishes engine working speed (power torque) according load (heavy or
light) and the system reacts maintaining the engine at these values as load varies.
The engine always operates with maximum power while the hydraulic power required during
use is managed by varying the speed of the hydraulic fluid and not its pressure.
Each time work load varies, the control unit adjusts torque so as to maintain the engine in
maximum power conditions. If the load causes a reduction in power, the control unit increases
torque i.e. it increases the amount of fuel injected in order to restore the engine to maximum
power.
If, after setting working speed, the operator does not invoke any command within a pre-set time,
the system returns to idling.
Recovery strategies
Recovery strategies are characterized by certain differences as application varies, i.e. loaders
or excavators.
Accelerator pedal
When the accelerator signal is not available to the control unit for the excavators, it brings
the engine to maximum power because its movement is hydraulic and the vehicle can
therefore be controlled in complete safety while, in the case of loaders, the system responds
by setting engine speed to idling.
Control of fuel leaks

In the case of fuel supply problems, the system controls the engine with suitable constant
power values obtained with a low number of revs and high torque values in order to inject
the maximum quantity of fuel.
45
Control of pressure in the rail
When the pressure in the rail exceeds safety values, the engine still working in derating
mode.
Synchronism problems
In the case of synchronism problems, faulty rev sensors, the system controls the engine by
increasing the number of revs in order to improve interpretation of the signals.
Power restrictions as operating temperature increases

When the temperature of the supercharging air rises above 88C, power reduction is started;
when a temperature of 120C is reached, performance is further reduced and is comparable
to that of the same engine if it were aspirated.
Reduction of power as reference temperature varies

In normal operating conditions, the system knows the supercharging air, oil and water tem-
peratures.
If the temperature of the engine water is not available, the system takes the temperature of
the oil as reference and when this reaches the threshold of 103C, it starts to reduce the
power available. On reaching 113C, power is reduced to 50%.
46
Fuel supply system

The common rail system features a special pump that constantly keeps the fuel supply at a very
high pressure, irrespective of the phase of the cylinder destined to receive the injection charge;
the high pressure fuel is accumulated in a pipeline that is shared by all electro injectors (the
common rail).
This means that there is always a supply of fuel available at the electro injector inlet at the in-
jection pressure determined by the electronic control unit.
When the solenoid valve of one of the electro injectors is energized by the control unit, fuel
arriving directly from the common rail is injected into the corresponding cylinder.
High pressure
003205t
Low pressure
1. Electro-injector 2. Common rail 3. Pressure limiter for fuel return 4. Common rail relief
valve 5. Prefilter mounted on chassis 6. High pressure pump 7. Mechanical rotor pump
8. Fuel filter.
The hydraulic system is composed of a low pressure circuit and a high pressure circuit.
The high pressure circuit is composed of the following pipelines:
- pipe connecting the high pressure pump outlet to the common rail;
- pipes from the common rail to the electro injectors.
The low pressure circuit is composed of the following pipelines:
- fuel pipe from fuel tank to prefilter;
- pipes supplying the mechanical feed pump via the control unit heat exchanger, the manual
priming pump and the prefilter;
- pipes supplying the high pressure pump via the fuel filter.
The fuel system is completed with a circuit to drain fuel from the common rail and the injectors,
and with the high pressure pump cooling circuit.
47
FUEL SYSTEM DIAGRAM
4 5 6 7
DRAIN
SUCTION (LOW PRESSURE)

HIGH PRESSURE PUMP FEED (Low pressure)
HIGH PRESSURE
3
18
8 17
13
9
1
10
16
11
15
12
14 000909t
1. High pressure pump 2. Limiter valve on high pressure pump, 5 bar 3. Regulator valve on
fuel return line from electro-injectors, from 1.3 2 bar 4. Common rail relief valve
5. Common rail 6. Pressure sensor 7. Electro-injector 8. Return line 9. Control unit heat
exchanger 10. Manual priming pump 11. Prefilter mounted on chassis 12. Fuel filter
13. Mechanical feed pump 14. Fuel filter 15. Pressure regulator 16. Drain pipe from high
pressure pump 17. By-pass valve 18. By-pass valve.
The pressure regulator, installed upline from the high pressure pump, adjusts the flow of fuel
required on the low pressure system. Subsequently the high pressure pump supplies fuel at
the correct pressure to the common rail. This solution, in which only the required amount of
fuel is pressurized, improves energy efficiency and limits heating of fuel in the system.
Limiter valve 2, which is installed on the high pressure pump, serves to maintain pressure at
the pressure regulator inlet at a constant 5 bar.
Limiter valve 3, which is mounted on the cylinder head and inserted in the electro-injectors re-
turn line, regulates the fuel return flow from the electro-injectors to a pressure of between 1.3
and 2 bar.
There are two by-pass valves installed in parallel with the mechanical fuel feed pump.
By-pass valve 18 serves to allow fuel from the outlet of the mechanical pump to return to the
relative inlet, when pressure at the fuel filter inlet exceeds the permissible value. By-pass valve
17 makes it possible to fill the fuel system by means of the manual priming pump 10.
48
MAIN MECHANICAL COMPONENTS OF THE FUEL SUPPLY SYSTEM

Fuel prefilter
The fuel filter, of the high water separation type, features a sensor 4 on the base of cartridge 3,
responsible for signalling the presence of water in the fuel.
The filter support also carries the manual priming pump 5 and the fuel system air bleed screw 2.
Warning
If the fuel contamination warning light illuminates, act instantly to remedy the cause; the
components of the common rail system will be rapidly damaged if the fuel contains water or
other impurities.
5
2
000910t
49
Fuel filter
The fuel filter is located in the engine crankcase on the fuel circuit between the feed pump and
the high pressure pump (CP3).
The following components are located on the support: fuel temperature sensor and heating re-
sistance.
The heater is activated if the fuel temperature is < = 0 C and it continues to operate until the
fuel reaches + 5 C.
The fuel temperature, as signalled to the EDC 7 control unit by the relative sensor, enables
highly accurate calculation of the flow rate of fuel to inject into the cylinders.
003206t
1. Fuel filter support

2. Heater connector
3. Electric fuel heater
4. Fuel filter
5. Fuel temperature sensor
A. Outlet connection to high pressure pump
B. Common rail and cylinder head (injectors) discharge line inlet connection
C. Outlet connection to fuel tank.
D. Inlet connection from feed pump
E. Connection to high pressure pump discharge line.
50
Mechanical feed pump
Normal operating condition

The mechanical feed pump is a gear pump installed on the rear of the high pressure pump,
which it supplies with pressurized fuel. The feed pump is driven by the high pressure pump
shaft.
In normal operating conditions the flow of fuel in the feed pump is as shown in figure.
001237t
A Fuel inlet from tank, B fuel outlet to filter,

1 2 By-pass valves in closed position.
Outlet overpressure condition

By-pass valve 1 opens in the presence of overpressure at the pump outlet B. In these circum-
stances, the pressure of the fuel overcomes the force exerted by spring 1 thereby placing the
pump outlet in communication with the inlet by way of passage 2.
001238t
51
Bleed conditions
The by-pass valve 2 opens when, with the engine stopped, the fuel circuit must be filled using
the manual priming pump. In this situation the by-pass valve 2 opens, due to the effect of the
pressure at the inlet, and the fuel flows out of outlet B.
001239t
B
2
High pressure pump

Pump with 3 radial plungers driven by the timing gear. The high pressure pump does require
timing. The rear of the high pressure pump is fitted with the mechanical feed pump, which is
driven by the high pressure pump crankshaft.
001250t
1. Fuel outlet connection to rail 2. High pressure pump 3. Pressure regulator 4. Fuel inlet
connection from filter 5. Fuel outlet connection to filter support 6. Fuel inlet connection from
control unit heat exchanger 7. Fuel outlet connection from mechanical pump to filter
8. Mechanical feed pump.
52
001967t
1. Mechanical feed pump;

2. Fuel return from high pressure pump;
3. Delivery valve to common rail;
4. Delivery valve on individual plunger;
5. By-pass valve on feed pump;
6. Pump shaft;
7. Fuel inlet from filter;
8. 5 bar limiter valve;
9. Pressure regulator.
53
Operating principle
A
2
B
7
3
C 6
4 5
002111t
001242t
SECT. B - B
D
1. Outlet for rail delivery line 2. Rail delivery valve 3. Plunger 4. Pump shaft 5. Plunger
supply passage 6. Pressure regulator supply passage 7. Pressure regulator.
Plunger 3 leans on the cam mounted on the pump shaft.

In the intake phase the plunger is supplied with fuel through the supply passage 5. The quantity
of fuel to supply to the plunger is determined by pressure regulator 7. The pressure regulator
modulates the flow of fuel to the plunger on the basis of a PWM command received from the
control unit. During the plunger compression phase the fuel reaches sufficient pressure to open
the common rail delivery valve 2 and is thus forced through outlet 1 to the common rail.
54
The figure, shows the low pressure fuel passages inside the pump; the figure shows the main
plungers supply passage 4, the individual plunger supply passages 1 - 3 - 6, the passages
utilized for lubrication of the pump 2, the pressure regulator 5, the 5 bar limiter valve 8 and the
fuel discharge passage 7.
The pump shaft is lubricated by fuel through delivery and return passages 2.
The pressure regulator 5 determines the quantity of fuel with which to supply the plungers;
excess fuel flows out through passage 9.
The 5 bar limiter valve, apart from functioning as a manifold for fuel discharges, is designed to
maintain a constant pressure of 5 bar at the pressure regulator inlet.
SECT. C - C 001243t 001244t
1,3,6. Inlet to plunger 2. Pump lubrication passages 4. Main plungers supply passage
5. Pressure regulator 7. Regulator drain passage 8. 5 bar limiter valve 9. Fuel discharge
from regulator inlet.
55
The figure shows the high pressure flow of fuel through the plunger outlet passages.
001240t
SECT. A - A 001241t
1. 2. Fuel outlet passages 3. Fuel outlet from pump with connection for high pressure line to
common rail.
56
Pump inlet pressure regulator

Located at the inlet to the high pressure pump, the regulator modulates the quantity of fuel with
which to supply the high pressure pump on the basis of instructions transmitted by the engine
control unit.
The regulator is basically composed of the following parts:
- poppet;
- core (control);
- pre-load spring;
- coil.
In the absence of a control signal, the pressure regulator is normally open so the high pressure
pump operates in maximum flow conditions.
The engine control unit transmits a PWM signal to the regulator to vary the high pressure pump
fuel inlet cross section to a greater or lesser extent.
This component cannot be replaced independently and must therefore not be disassembled.
1. Electrical connector
1 2. Fuel outlet
3. Fuel inlet
3 001253t
5 bar limiter valve

Installed in parallel to the pressure regulator, the limiter valve serves to maintain constant fuel
pressure at the inlet to the regulator, this being a necessary prerequisite for correct operation of
the system.
001251t
When the pressure regulator is partially closed at the fuel outlet by the PWM control signal, the
pressure at the inlet tends to rise.
When pressure at the regulator inlet exceeds 5 bar, cylinder 8 overcomes the resistance offered
by the spring and travels upwards thereby placing the regulator inlet into communication with
the drain. The fuel is therefore able to flow to the drain side thus reducing the pressure at the
regulator inlet so the cylinder tends to return to its closed position. In relation to engine load
demands, with the pressure regulator partially closed the cylinder assumes a position of dy-
namic balance such as to assure constant pressure of 5 bar at the regulator inlet.
57
Pressure regulator and 5 bar limiter valve with engine at maximum speed
003207t
1. Coil 2. Core 3. Preload spring 4. Poppet

5. High pressure pump feed 6. Fuel inlet (from filter)
7. Fuel return from high pressure pump
8. Cylinder for opening discharge port 9. Fuel discharge
10. Fuel delivery
When regulator coil 1 is not energized, core 2 will be in its rest position due to the effect of
preload spring 3. Poppet 4 is in the maximum delivery position.
In these circumstances, the regulator feeds the high pressure pump with the maximum available
fuel flow rate.
The cylinder 8 controlling opening and closing of the 5 bar pressure limiter discharge passage is
in its closed position. Clearance between the internal parts is such as to allow a minimum flow
of fuel towards the outlet passage in order to lubricate the pump.
58
Pressure regulator and 5 bar limiter valve with engine at idle speed
003208t
1. Coil 2. Core 3. Preload spring 4. Poppet

5. High pressure pump feed 6. Fuel inlet (from filter)
7. Fuel return from high pressure pump
8. Cylinder for opening discharge port 9. Fuel discharge
10. Fuel delivery
When the engine is at slow running idle speed, the control unit drives the regulator with a pulse
width modulation (PWM) signal to energise the regulator coil and hence displace the coil core 2.
In its movement, the core causes poppet 4 to assume the maximum closed position thus
allowing the minimum flow of fuel to the high pressure pump.
The pressure regulator is in its maximum closure position because the common rail must be
maintained at a relatively low pressure (350 - 400 bar). Cylinder 8 of the 5 bar limiter valve, re-
sponsible for controlling opening and closing of the discharge port, will be in its maximum
opening position to allow excess fuel to flow through discharge outlet 9.
59
Rail (pressure accumulator)

1. Common Rail
2. Flow limiters
3. Fuel inlet from high pressure pump
4. Pressure sensor
5. Relief valve
The common rail has a reduced volume to allow rapid pressurization at the time of engine
starting, engine slow idling, and in the case of high flow rates.
The volume is, however, sufficient to minimize the bellows effect caused by opening and closing
of the injectors and operation of the high pressure pump. This function is further aided by the
presence of a calibrated orifice downline from the high pressure pump.
Fuel pressure sensor 4 is screwed to the end of the common rail. The pressure sensor sends a
feedback signal to the electronic control unit, on the basis of which the pressure in the common
rail is monitored and adjusted when necessary.
5 3 1
000929t
Dual-stage relief valve

Assembled at one rail end, it protects the system components from failure of the rail pressure
sensor or of the CP3 pump pressure regulator, caused by an excessive pressure increasement
in the high pressure system.
Strictly mechanical this valve has a dual operational threshold 1750 and 800 bar dual-stage.
When the pressure is in the high pressure system reaches 1750 bar, the valve initially acts as a
single stage valve so as to enable the fuel to flow and consequently reduce the pressure to
safety values and then mechanically adjusts the pressure in the rail to about 800 bar.
This valve enables the engine to work at limited performance for extended periods of time and
avoid excessive fuel overheating thus safeguarding the gas exhaust pipes.
When the valve is tripped, the control unit stops of operation of the pressure regulator, the pump
is configured in the condition of maximum delivery to the rail, and stores failure 8.4.
60
Flow limiters
Located on the fuel outlet fittings on the common rail, the flow limiters are designed to protect
the engine and vehicle in the event of internal leakages (e.g. jet jammed open) or external
leakages (e.g. damaged high pressure pipes).
In these cases, within certain limits the system can continue to operate by means of the
undamaged components of the other cylinders.
1. Body
2. Piston
3. Fuel inlet
4. Spring
5. Part screwed to common rail
Warning:
After having taken steps to eliminate the egress of fuel from the common rail with the engine
stopped, the flow limiter will automatically reset due to the effect of the spring. Note, however,
that if the cause of the flow limiters activation is not remedied, when it is restarted the engine
will display the same problems.
If the leak is of significant magnitude, it will prove impossible to start the engine because the rail
will be unable to reach the necessary pressure.
000968t
A The fuel from the Common Rail reaches the electro-injectors through the holes in the
small diameter section of the piston.
In normal circumstances, the fuel pressure is exerted on both sides of the piston, thus
maintaining the spring in the open position.
61
000969t
B In the case of significant pressure drops downline from the limiter the inlet pressure
exceeds the outlet pressure and thus forces the piston to the opposite side of the
valve thereby closing the fuel outlet.
000970t
C Pressure limiter with piston in outlet closed position.
62
Electro-injector
The injector is similar in construction to conventional injectors, except for the absence of the
needle return springs.
The electro-injector can be considered in terms of two basic parts:
- actuator jet composed of pressure rod 1, needle 2 and nozzle 3;
- control solenoid valve composed of coil 4 and pilot valve 5.
The solenoid valve controls lift of the jet needle.
Injector in rest position
12
4 6
5 9
11 1
13
10
2
8
3 000933t
1. Pressure rod 2. Needle 3. Nozzle 4. Coil 5. Pilot valve 6. Ball shutter 7. Control
area 8. Pressure chamber 9. Control volume 10. Supply - control passage 11. Fuel
control outlet 12. Electrical connection 13. Spring
63
Injection start
When coil 4 is energized it causes an upward movement of ball shutter 6.
The fuel of control volume 9 flows towards the backflow passage 12 causing a pressure drop in
control volume 9.
At the same time the fuel pressure in pressure chamber 8 causes lifting of needle 2, with
consequent injection of fuel into the cylinder.
12
4 6
9
5
11 1
13
10
2
8
000934t
3
1. Pressure rod 2. Needle 3. Nozzle 4. Coil 5. Pilot valve 6. Ball shutter 7. Control
area 8. Pressure chamber 9. Control volume 10. Supply control passage 11. Fuel
control outlet 12. Electrical connection 13. Spring
Injection end
When coil 4 is de-energized, element 6 returns to its closed position to restore a balance of
forces such as to cause needle 2 to return to its closed position and terminate the injection
cycle.
64
Fuel inlet connector
001516t
1. Fuel inlet connector 2. O-rings 3. Locating ball 4. Locating ball seat on cylinder head.
The fuel inlet connector must be renewed each time it is disassembled. During reassembly,
lubricate O-ring 2 with Vaseline and stow fuel manifold 1 inside the head, ensuring that the
locating ball 3 is perfectly aligned with the corresponding seat 4 on the head.
Note: The injector and relative feed pipe must be first installed in the head and subsequently
tightened to the prescribed torque.
Pressure limiter for fuel return

Housed on the rear of the cylinder head, this device regulates the pressure of fuel returning
from the injectors to a pressure of between 1.3 and 2 bar.
000935t
A To tank
B From electro-injectors
65
EDC 7 SYSTEM MAIN ELECTRICAL AND ELECTRONIC COMPONENTS
Location
Ref. Description
1 Coolant temperature sensor
2 Electro-injector
3 Rail pressure sensor
4 Air temperature/pressure sensor
5 Starter motor
6 Timing sensor
7 Pressure regulator solenoid valve
8 Fuel temperature sensor
9 EDC7 electronic control unit
10 Crankshaft sensor
11 Engine oil level transmitter ()
12 Engine oil pressure/temperature sensor
13 Pre-post heating resistance
() Depending on the application
66
003209t
67
EDC 7 electronic control unit
001525t
A Injectors connector B Connector for power input and functions provided for in the
application C Sensors connector
The control unit is installed directly on the engine via a heat exchanger for cooling purposes and
using flexible mounts to reduce vibration transmitted by the engine.
The unit is supplied with power by way of a 20 A fuse. The main relay normally used to supply
the system is located inside the control unit.
68
Injectors connector (A)

12 16
6 11
1 5 50350
Wire input side view

ECU PIN WIRE FUNCTION
COLOUR
1 - -
2 - -
3 RU Cylinder 2 injector
4 WP Cylinder 3 injector
5 WV Cylinder 4 injector
6 RW Cylinder 2 injector
7 - Ground
8 - Ground
9 RG Cylinder 1 injector
10 UN Cylinder 6 injector
11 UG Cylinder 5 injector
12 WR Cylinder 3 injector
13 RY Cylinder 1 injector
14 W Cylinder 4 injector
15 UO Cylinder 6 injector
16 UY Cylinder 5 injector
Colour key
B black
R red
U blue
W white
P purple
G green
N brown
Y yellow
O orange
69
Connector (B) for component power supplies and for the functions specified in the
application
003210t
Wire input side view

Pin
CABLE FUNCTION
ECU
1 8150 Direct positive from battery
2 0087 Negative for fuel filter heating / starter engine contactor
3 0000 Ground
4 8885 Positive for pre-post heating resistor
Positive for blink code button / oil low pressure light/ pre-heating light/
8 7777
conditioned air switch () / EDC unit
9 0000 Ground
14 0000 Ground
15 0000 Ground
16 0094 Negative for pre-post heating resistor
Negative for start/stop from engine compartment () / accelerator pedal
19 0150
pressed () buttons
20 8153 Positive from key switch in start phase (+50)
27 0156 Positive from blink code button
28 5535 Positive for EDC diagnostics light
() F4AE0684H E (O & K application)

() F4AE0684F (CNH application)
70
Pin
CABLE FUNCTION
ECU
31 2298 Line K for 30-pin diagnosis connector (pin 2)
36 8837 Positive for fuel filter heating contactor
37 8888 Positive for starter motor
Positive from key switch (+15) / Line L for 30-pin diagnosis connector
39 8051
(pin 11)
44 9905 Positive from start from engine compartment button ()
45 9906 Positive from stop from engine compartment button ()
46 5553 Negative for pre-heating ON light
49 5584 Diagnosis connector (pin 28)
52 6109 CAN line, diagnosis connector (pin 22)
53 6108 CAN line, diagnosis connector (pin 21)
55 5158 Positive for accelerator pedal position sensors () / positive multiswitch ()
63 5503 Negative for engine oil low pressure light
64 0535 Negative for EDC diagnosis light
72 0159 Negative from accelerator pressed switch ()/ multiswitch signal ()
73 0159 Redundant negative from accelerator pressed switch ()
78 8162 Negative conditioned air control ()
81 0157 Negative for accelerator pedal position sensor () / Ground multiswitch ()
83 5157 Signal from accelerator pedal position sensor () / multiswitch signal ()
() F4AE0684H E (O & K application)

() F4AE0684F (CNH application)
71
Sensors connector (C)
003211t
Wires input side view

ECU PIN WIRE FUNCTION
COLOUR
2 - -
4 - -
5 NW Negative for pressure regulator
7 NP Positive for pressure regulator
9 PY Positive for engine oil pressure/temperature sensor
10 NY Positive for air pressure/temperature sensor
12 GY Positive for rail pressure sensor
17 YR Negative for fuel temperature sensor
18 YN Negative for coolant temperature sensor
19 PN Negative for engine oil temperature/pressure sensor
20 GN Negative for rail pressure sensor
21 N Positive for air pressure/temperature sensor
23 U Camshaft sensor
24 U Crankshaft sensor
25 R Crankshaft sensor
27 GO Rail pressure sensor signal
28 NG Air pressure sensor signal
29 UO Air temperature signal
30 R Camshaft sensor
31 - -
32 - -
33 PO Engine oil temperature sensor signal
34 YU Fuel temperature sensor positive
35 PG Engine oil pressure sensor signal
36 YO Coolant temperature sensor positive
72
Key to electric/electronic components
K1 = Pre-post heating contactor

K2 = Starter motor contactor
K3 = Fuel filter heating contactor
J1 J2 J3 = Electro-injectors, cylinders 1, 2, 3 respectively
J4 J5 J6 = Electro-injectors, cylinders 4, 5, 6 respectively
J7 = Fuel pressure regulating solenoid valve on high pressure pump
J8 = Propeller shaft sensor
J9 = Camshaft sensor
J10 = Pressure sensor on common rail
J11 = Supercharging pressure sensor
J12 = Oil pressure sensor
J13 = Engine cooling fluid temperature sensor
J14 = Fuel temperature sensor
J15 = Accelerator
AVM= Switch for starting from engine compartment ()
CAC = Conditioned air switch ()
CD = 30-pin diagnosis switch
IA = Bodybuilder system
LC = CAN line
PBC = Blink code button
SBPO = Oil pressure low light
SDE = EDC diagnosis light
SPE = Pre-heating light
SVM = Switch for stopping from engine compartment ()
TL = Torque limiter multiswitch ()
MA = Engine starter
R1 = EDC load simulation resistor
R2 = Fuel filter resistor
R3 = Pre-post heating resistor
() F4AE0684H E (O &K applications)

() F4AE0684F (Fiat CNH)
73
A C connector diagram (all applications)
003212t
System power supply (+24 V).
74
F4AE0684F (B) connector diagram (CNH application)
003213t
System power supply (+24 V). The power supplies for remote control switches K1, K2,
K3, and for engine starter have appropriate protections implemented by the preparation
personnel.
75
F4AE0684H E (B) connector diagram (O & K applications)
003214t
System power supply (+24 V). The power supplies for remote control switches K1, K2,
K3, and for engine starter have appropriate protections implemented by the
preparation personnel.
76
Crankshaft sensor
This is an inductive sensor located at the front left hand side of the engine. The crankshaft
sensor produces signals obtained from a magnetic flux field closing through the openings in a
phonic wheel fitted on the crankshaft.
The crankshaft sensor is connected to the control unit on pins 25C 24C. The sensor
impedance is 900 .
CRANKSHAFT SENSOR
50319
Timing sensor
This is an inductive sensor located at the rear left hand side of the engine. The timing sensor
generates signals obtained from a magnetic flux field closing through the holes in the timing
gear on the camshaft. The signal generated by this sensor is utilized by the electronic control
unit as an injection phase signal.
Although it is similar to the flywheel sensor, these two devices are NOT interchangeable
because of the different external shape.
The timing sensor is connected to the control unit on pins 23C 30C. The sensor impedance
is 900 .
TIMING SENSOR
50320
1 2 3
50342 50288
CONNECTOR WIRING DIAGRAM
ECU pin
Ref. Description
Camshaft sensor Timing sensor
1 Signal 24C 30C
2 Signal 25C 23C
3 Shield
77
Air temperature-pressure sensor

This component incorporates a temperature sensor and a pressure sensor.
Mounted on the intake manifold, the sensor measures the maximum flow rate of air supplied,
which serves to make an accurate calculation of the quantity of fuel to be injected in each cycle.
The sensor is connected to the control unit on pins 21C 29C 10C 28C.
The power supply is 5 volt
Voltage at the sensor output is proportional to the detected pressure or temperature.
Pin 21C 29C Temperature
Pin 10C 28C Pressure
Engine oil temperature-pressure sensor

This component is analogous to the air temperature-pressure sensor.
The engine oil temperature-pressure sensor is installed on the engine oil filter support in a
vertical position.
This sensor measures the engine oil temperature and pressure.
The sensor is connected to the control unit on pins 19C - 33C - 9C - 35C.
The sensor is supplied with 5 Volts. The signal detected is transmitted to the EDC control unit
which, in turn, controls the relative device on the instrument panel (gauge + low pressure
warning light).
The oil temperature is not displayed on any gauges this value is used exclusively by the
control unit.
Pin 19C 33C Temperature
Pin 9C 35C Pressure
50324 50344
WIRING DIAGRAM
ECU PIN
REF. DESCRIPTION
OIL AIR
1 Ground 19C 21C
2 NTC signal (temperature) 33C 29C
3 +5 V power input 9C 10C
4 Signal (pressure) 35C 28C
78
Fuel pressure sensor

Mounted on one end of the rail, this sensor measures the internal fuel pressure and informs the
control unit of the value (feedback).
The injection pressure value is used as a pressure control feedback signal and to determine the
duration of the electrical injection command.
This sensor is connected to the control unit on pins 20C 27C 12C.
The power supply is 5 Volt.
2
1 3
002112t
Fuel pressure sensor connector
Ref. Description ECU pin

1 Ground 20C
2 Signal 27C
3 Power supply 12C
79
Electro-injectors
The electro-injectors are effectively N.O. solenoid valves.
Each injector is connected to the EDC control unit on connector A.
The impedance of the coil of each injector is 0.56 - 0.57 .

1 Cylinder 2 injector 3A
CONNECTOR 1
3 Cylinder 1 injector 13 A
CONNECTOR 2
CONNECTOR 3
1 2 3 50343
1 2 3 4 5 6
1 2 3
50349
80
Pre-post heating resistance and contactor

The pre-post heating resistance is located on the intake manifold.
The resistance serves to heat the air in pre / post heating operations. This resistance is
powered by a contactor on the left hand side of the chassis.
The resistance impedance is approximately 0.5 .
003215t
RESISTANCE
002371t
A. CONTROL CONTACTOR
The control contactor is connected to the control unit on pins 4B 16B.

The contactor is tripped with water and/or fuel temperature below 5 C.
The contactor impedance is approximately 15 .
81
Coolant temperature sensor

This is a variable resistance sensor able to read the coolant temperature in order to provide the
control unit with an indication of the thermal status of the engine.
The same signal is utilized by the control unit to drive an instrument panel gauge, if present.
This sensor is connected to the control unit on pins 18C 36C.
The impedance of the coolant temperature sensor at 20 C is approximately 2.50 k.
003194t
A. Coolant temperature sensor
82
Fuel temperature sensor

This sensor is identical to the coolant temperature sensor.
This sensor detects the fuel temperature to provide the control unit with a parameter defining
the thermal status of the fuel.
The fuel temperature sensor is connected to the control unit on pins 17C 34C.
The sensor impedance at 20 C is approximately 2.50 k
50348
1. Fuel temperature sensor - 2. Filter heating resistance
The ECU drives the filter heater contactor at fuel temperature 5 C.
1 50321
50322 NTC
CONNECTOR
ECU PIN
REF. DESCRIPTION
COOLANT FUEL
1 Ground 18C 17C
2 Temperature signal 36C 34C
83
High pressure pump pressure regulator
000912t
A. Pressure regulator
The quantity of fuel supplied to the high pressure pump is metered by the pressure regulator on
the low pressure system; the pressure regulator is managed by the EDC7 control unit.
Delivery pressure to the rail is modulated between 250 and 1450 bar by the electronic control
unit by controlling the pressure regulator solenoid valve.
This component is a N.O. solenoid valve.
The solenoid is connected to the control unit on pins C5 - C7.
The solenoid valve impedance is approximately 3.2 .
84
Engines F4AE0684H-E clutch sensor

This is an electronic proximity switch supplied with 24 V.
The clutch sensor is fitted to the clutch pedal and it detects the engine declutched condition.
The sensor is equipped with a yellow signal LED that illuminates when the pedal is released.
The sensor is connected to the control unit on pins 62B and 8B.
GROUND
(SIGNAL)
50332
1. Reading head 2. Fixing screws (torque 10 Nm) - 3. Brass body

4. Yellow LED 5. Connector

1 Ground
2 + 24 V power supply 8B
3 Signal 62B
85
DIAGNOSIS METHODS
Currently the following diagnosis systems are available:
BLINK CODE 30 pin diagnostics socket
Dedicated strumentation
BLINK CODE DIAGNOSIS

EDC state indicator.
After setting the key to start, the EDC indicator light illuminates, after which, if no anomalies
are detected, the indicator light must extinguish.
Depending on the presence or absence of possible faults, the indicator light can assume the
following states:
Light off indicator

1. No fault
2. Slight fault
no impairment of performance
fault can be interpreted with BLINK CODE and diagnostic tools.
Indicator light steadily illuminated

1. Serious fault
performance impaired in certain cases
fault can be interpreted with BLINK CODE or diagnostic tools.
Flashing indicator light

1. Very serious fault
performance impaired in many cases, otherwise engine cuts out
fault can be interpreted with BLINK CODE or diagnostic tools.
Blink code activation / interpretation

The blink code is activated by pressing the BLINK CODE button located near the U.C.I.
The BLINK CODE identifies one fault at a time without distinguishing between currently active
faults and intermittent faults. To display all codes in the memory, the Blink Code button must be
pressed several times.
The code is composed of two digits and it is displayed by low speed flashes followed by fast
flashes.
If there are no faults present in the system, the EDC indicator light will not communicate any
information, illuminating only once.
Each time you turn the key to start the EDC light must switch on; if this fails to occur, check the
wiring and the light bulb.
IMPORTANT
The control unit must be detached and reattached only when the battery positive pole is
disconnected.
86
EDC SW 3.3_1 (F4AE0684F) Blink Code
Blink Power
Fault description EDC Ind. light
code reduction
VEHICLE
1.4 Accelerator pedal signal On 3
1.8 EDC indicator light Off 0
ENGINE 1
2.1 Coolant temperature sensor signal On 0
2.2 Turbocharge air temperature sensor signal Off 0
2.3 Fuel temperature sensor signal Off 0
2.4 Turbocharge pressure sensor signal On 0
2.5 Atmospheric pressure sensor signal Off 0
2.6 Oil pressure sensor signal On 0
2.7 Oil temperature sensor signal Off 0
2.8 Heated filter control relay Off 0
2.9 Pre-post heating resistance control relay Off 0
ENGINE 2
3.7 Battery voltage On 0
3.8 Pre-post heating indicator light Off 0
3.9 Pre-post heating resistance Off 0
6 Cylinder INJECTORS
5.1 Cylinder 1 injector solenoid valve On 0
5.7 Power stage 1 (cylinders 1 2 3) On 0
5.8 Power stage 2 (cylinders 4 5 6) On 0
ENGINE SPEED
6.1 Crankshaft sensor signal On 2
6.2 Camshaft sensor signal On 2
6.3 Engine speed signal plausibility On 0
6.4 Engine overspeed Flashing 0
6.5 Starter motor relay Off 0
CHECK PANEL INTERFACES
7.2* CAN line Off 0
7.6 Oil pressure indicator light Off 0
* When CAN line is present on the electric system

Power reduction:
0= No power reduction
1= performances compairable to equivalent engine but intaken
2= 50% torque
3= limited engine speed
4= engine stop
87
Blink Power
Fault description EDC Ind. light
code reduction
FUEL PRESSURE
8.1 Fuel pressure control Flashing 3
8.2 Fuel pressure signal Flashing 3
8.3 Pressure regulator solenoid valve Flashing 3
8.5 Rail min/max pressure error Flashing 4
CONTROL UNIT
9.4 Main relay On 0
9.6 After-run interrupted repeatedly On 3
9.7 Sensors power supply On 0
Power reduction:
0= No power reduction
1= performances compairable to equivalent engine but intaken
2= 50% torque
3= limited engine speed
4= engine stop
torque
003216t
with torque curves
88
power
003217t
with power curves
Procedure for clearing the faults memory using the Blink Code button:
Key switch set to OFF.
Hold down the Blink Code button for between 4 and 8 seconds and, during this interval, switch
on the key switch.
Attention: do not insert / reinsert immediately the key contact after this operation but wait about
ten seconds before switching it ON again.
89
TROUBLESHOOTING SW 3.3_1
Troubleshooting information is given in two clearly distinguished sections:
- the first, ordered by Blink Code, concerns faults that can be directly recognized by the EDC 7
control unit. These fault types are mainly of an electrical electronic nature;
- the second, ordered by symptom, describes the possible faults that cannot be directly
recognized by the electronic control unit. These faults are mainly of a mechanical hydraulic
nature.
- Troubleshooting is a supplementary activity that integrates rather than replaces fault
diagnosis performed with the specific electronic diagnostic instruments.
Notes for correct use.
- If the fault is among those that can be recognized directly by the control unit, consult
Troubleshooting section 1 for information and additional suggestions to assist in solution of
the problem.
- If the electronic fault diagnosis procedures indicate that there are no anomalies, although the
problem persists, consult Troubleshooting section 2 and base your research on the
symptoms reported by the customer.
90
POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
Section 1
application
1.4 On (*) Power loss. Read parameters with the
diagnostic instrument to
Accelerator pedal check the change from 0%
Fast idle speed with no
potentiometer shorted to to 100% of the
change when pedal is
positive or shorted to potentiometer signal and
pressed,
ground; accelerator pedal ON-OFF status change of
power supply voltage too idle speed switch.
or
high; faulty potentiometer. If result is negative, use
with accelerator pedal in multitester to take a direct
rest position the engine reading on the component
connector to check for
runs at fast idle speed.
resistance changes when
Pressing the accelerator
the potentiometer is
pedal causes the engine activated and for ON-OFF
rpm to increase status change of the idle
progressively and speed switch.
uncontrollably. If the component is working
91
When pedal is completely correctly, check wiring and
released engine speed connections between the
decreases slowly and component and the EDC
without control until connector pins B50 B55
reaching fast idle speed. B73 B81 B83.
TROUBLESHOOTING
POSSIBLE
application
1.8 Off (*) (*) Check wiring and Depending on the type of fault,
connections of indicator the LED on the Blink Code
EDC indicator light on The indicator light never light with EDC connector button may have the same
dashboard is faulty or illuminates when key switch pins B28 B64. behaviour as the main indicator
wiring is shorted to positive, is set to ON, or remains light, or it may function
shorted to ground, or in illuminated when key switch differently.
open circuit. is set to OFF.
2.1 On Engine coolant temperature Use multitester to take a

sensor short circuit to direct reading on the sensor
positive, short circuit to (R = approx. 2.5 kOhm at
ground, or open circuit. 20 C).
If the sensor is working
correctly, check wiring and
connections between
sensor and EDC connector
pins C18 - C36.
92
2.2 Off Air temperature sensor Take reading with
(integrated with air pressure multitester directly on
sensor) on intake manifold sensor between pins 1 and
is shorted to positive, 2 (R = approx. 2.5 kOhm at
shorted to ground, or in 20 C).
open circuit. If the sensor is working
Common Rail NEF engines CNH
correctly check wiring and

connections between
sensor and EDC pins C21
C29.
POSSIBLE
application
2.3 Off Fuel temperature sensor Take reading with
shorting to ground, shorting multitester directly on
to positive, or open circuit. sensor
(R = approx. 2.5 kOhm at
20 C). If sensor is working
correctly check wiring and
connections between
pins C17 C34.
2.4 On Air pressure sensor Use multitester to check

(integrated with air sensor power supply
temperature sensor) on voltage.
intake manifold shorting to If voltage is approximately
ground, open circuit, 5V, renew sensor. If voltage
shorting to positive, or is too high or too low, check
93
supplied with current wiring and connections
outside the minimum or between sensor and EDC
maximum limits. connector pins C10 C28.
2.5 Off Atmospheric pressure The sensor cannot be If engine/EDC control unit is
sensor (integrated in control replaced individually. given a paint coating, the
unit) shorting to ground, sensors ability to detect
shorting to positive, or open atmospheric pressure may be
circuit. impaired.
2.6 On Oil pressure sensor Use multitester to check Only when the sensor is
(incorporated in oil sensor power supply connected to the EDC control
temperature sensor) voltage. unit.
shorting to ground, shorting If voltage is approximately
to positive, or in open 5V, renew sensor. If voltage
circuit. is too high or too low, check
wiring and connections
between sensor and EDC
connector pins C9 C35.
POSSIBLE
application
2.7 Off Oil temperature sensor Take reading with Only when the sensor is
(integrated with oil pressure multitester directly on the connected to the EDC control
sensor) shorting to ground, sensor between pins 1 and unit.
shorting to positive, or open 2 (R = approx. 2.5 kOhm at
circuit. 20 C).
If sensor is working
connections between
pins C19 C33.
2.8. Off Fuel filter heater relay Active fault diagnosis with
faulty. diagnostic instrument.
If result is negative, renew
relay and repeat active
94
diagnosis.
If fault persists, check
between relay and EDC
connector pins B2 B36.
2.9 Off Pre-post heating resistance Possible starting difficulty in Active fault diagnosis with
control relay faulty. very low ambient diagnostic instrument.

temperatures, smoking
exhaust immediately after If result is negative, use
starting. multitester to check relay (R
= approx. 15 Ohm).
If relay is working correctly,

check wiring and
connections between relay
and EDC connector pins B4
B16.
POSSIBLE
EDC POSSIBLE CAUSE
BLINK ASSOCIATED FAULTS TESTS OR RECOMMENDED
INDICATOR (*) = if present in the NOTES
CODE (*) = if present in the ACTION
LIGHT application
application
3.7 On Battery voltage signal is not Fast idle speed. Perform appropriate checks on Might not be a problem of
plausible (too high or too batteries and charging system. excessively high or low
low). voltage, but rather voltage
If the batteries are in good that is read as being too
condition and the charging high or low by the control
circuit is working properly check unit.
the efficiency of the chassis
ground connections and ensure
that connectors supplying
power to the EDC control unit
are free of signs of incrustation
or oxidation.
3.8 Off Preheating indicator light Indicator light never Active diagnosis with diagnostic
bulb is faulty or wiring illuminates or remains instrument.
shorting to positive, constantly illuminated even If result is negative, renew the
95
shorting to ground, or open when the key switch is set indicator light and repeat the
circuit. to OFF. active diagnosis procedure.
Possible starting difficulty If problem persists, check
(in the presence of very low wiring and connections
ambient temperature) and between the indicator light and
smoking exhaust when EDC connector pin B46.
starting because user is not
provided with indications on
preheating.
3.9 Off Preheating is not working Possible starting difficulty Use multitester to check the
correctly. with very low ambient continuity of the preheating
temperature, smoke from resistance in the intake
exhaust immediately after manifold (R = approx. 0.5
starting. Ohm).
If the component is working
connections between heating
resistance and relative control
relay.
POSSIBLE
application
5.1 On Electrical fault on injector Engine running without one Check correct tightening In some cases this problem
no. 1. of the cylinders. torque could cause malfunctions of the
(1.5 0.25 Nm) of nuts power stage in the EDC control
responsible for fixing wires unit that supplies power to the
on injector solenoid valve. electro-injector, resulting in
operation of only half of the total
Check injector coil number of cylinders and
(R = approx. 0.56 0.57 generation of error 5.7.
Ohm) and replace injector if
coil is found to be faulty. If
coil is working correctly
check wiring and
connections between the
solenoid valve and EDC
connector pins A9 - A13 by
means of pins 3 and 4 of
96
over-head connector 1.
POSSIBLE
application
5.2 On Electrical problem on Engine runs without one of Check the correct In some cases this problem
injector no. 2. the cylinders. tightening torque (1.5 could cause malfunctions of the
0.25 Nm) of the cable fixing power stage in the EDC control
nuts on the injector unit that supplies power to the
solenoid valve. electro-injector, resulting in
Check condition of injector operation of only half of the total
coil (R = approx. 0.56 number of cylinders and
0.57 Ohm) and replace generation of error 5.7.
injector if faulty.
If coil is in good working
order check wiring and
connections between
connector pins A3 A6 by
97
injector no. 3 the cylinders. tightening torque (1.5 could cause malfunctions of the

injector if faulty.
connections between
POSSIBLE
application
injector if faulty.
connections between
98

injector if faulty.
connections between
connector pins A11 A16
by means of pins 3 and 4 of
POSSIBLE
application
injector if faulty.
connections between
connector pins A10 A15
by means of pins 1 and 2 of
99
5.7 On Power stage 1 for supplying Engine runs on just 3 Clear faults memory and It may occur that the case of the
power to electro-injectors cylinders. restart engine. electronic control unit is shorting
1-2-3. If the fault persists, make with the battery positive
sure that it is not caused by (accidental connection made via
injector failure (see note a wrench or other metal object).
5.X). The part cannot be
replaced individually.
POSSIBLE
EDC POSSIBLE CAUSE
BLINK ASSOCIATED FAULTS TESTS OR RECOMMENDED
CODE (*) = if present in the ACTION
LIGHT application
application
5.8 On Power stage 2 supplying Engine runs on 3 cylinders. Clear faults memory and restart This may occur if the external
power to electro- engine. enclosure of the unit has been
injectors If the fault persists, make sure that shorted with the battery +
4-5-6. it is not caused by injector failure (accidental connection via
(see note 5.X). The part cannot be wrench or other metal object).
replaced individually.
6.1 On Crankshaft sensor: The engine does not start. Check that the sensor is clean and This failure is not detected with
signal not present or not Slight reduction in power correctly secured. the engine off.
plausible. and increased noise as the Check that the phonic wheel is
control unit is unable to clean and that it works correctly. The engine does not start
handle the advance and Check that the sensor works because the starter motor is
duration of the injection as correctly (R 920 ). deactivated by the control unit.
therefore refers to a If the sensor works correctly, check
recovery map. the wiring between the sensor
100
connector (wiring side) pin 1 and
EDC connector pin C25; between
sensor connector (wiring side) pin
2 and the EDC connector pin C24.
6.2 On Camshaft sensor: signal Engine hard to start in any Check that the sensor is clean and The failure is not detected with
not present or not condition. correctly secured. the engine off. If the camshaft
plausible. Check that the phonic wheel is signal is incorrect, the
clean and that it works correctly. crankshaft phase sensor signal
Check that the sensor works is used in its place.
correctly (R 920 ). This error is always associated
If the sensor works correctly, check to 6.3.
the wiring between the sensor
connector (wiring side) pin 1 and
EDC connector pin C25; between
sensor connector (wiring side) pin
2 and the EDC connector pin C24.
POSSIBLE
EDC POSSIBLE CAUSE
BLINK ASSOCIATED FAULTS TESTS OR
CODE (*) = if present in the RECOMMENDED ACTION
LIGHT application
application
6.3 On Engine speed reading is not Failure memory read: check At times only error 6.3 is stored
plausible. the environmental conditions while in reality the camshaft
associated with this type of signal is faulty.
error. In this case perform the checks
If the error was stored at an indicated to solve error 6.2.
engine rate lower than 650 This error could be stored
r.p.m., clear the failure randomly if the engine is turned
memory and release the off using the push-button
vehicle. underneath the cabin.
If the damper flywheel is
On the contrary, check that deteriorated, it results as being
the damper flywheel and locally deformed and, if the
phonic wheel on the cover junction areas have
crankshaft are working started to give, traces of silicone
correctly and that the two will be noted in the surrounding
sensors are clean and area.
101
correctly secured. Check that the phonic wheel is
clean and that it rotates without
axial oscillation caused by
possible deformation.
6.4 Flashing Engine overspeed. Check for causes that could

have resulted in a sudden loss
of engine load with
consequent overspeed, or (in

the case of road vehicle
applications) instruct the user
on correct driving techniques.
6.5 On Faulty starter motor relay. Engine fails to start or cuts Use a multitester to check the Only when the starting of the
out. relay. engine is handled by the EDC
If the relay is in good working control unit.
order, check the wiring and
connections between the relay
and EDC connector pin B27.
POSSIBLE
application
7.2 Off (*) (*) Check wiring, connections On applications that do not use
and burden resistor the CAN line, this is masked by
CAN line hardware fault. Possible malfunction or (120 ohm). a 120 Ohm resistor.
error signals in electronic
control devices connected
on CAN.
7.6 Off Oil pressure indicator light Setting the key switch to Active fault diagnosis with Only when the low oil pressure
faulty, or wiring shorted to ON the indicator light fails diagnostic instrument. signal and indicator light are not
positive, shorted to ground, to illuminate, controlled by the EDC unit.
or in open circuit. If result is negative, renew
or indicator light and repeat
active diagnosis.
remains constantly lit.
If fault persists, check
102
between indicator light and
EDC connector pin B63 and
check correct power supply
to pressure gauge with
integral indicator light.
POSSIBLE
application
8.1 Flashing Fault in fuel pressure Substantial power loss. Check to ensure that fuel is Further details regarding checks
modulation reaching the high pressure to carry out on the fuel circuit
In the event of an injector pump without obstruction are given in Troubleshooting
(the control unit must remaining occasionally (air hole in aspirated Section 2.
modify the control signal to jammed open, sudden and section, filter or prefilter
the pressure regulator temporary performance clogged, pipes blocked,
excessively in order to impairment, with starting substantial fuel leakage).
modulate the calculated possible and good
pressure in the rail). operation at low engine Check that there are no fuel
speeds and low loads, but leaks in the high pressure
section between pump and
problem occurring at high
rail or inside the cylinder
speeds and with high loads.
head.
If a flow limiter valve has

tripped, identify the
malfunctioning injector and
103
renew both injector and
relative high pressure inlet
connector.
8.2 Flashing Rail pressure sensor signal Substantial power loss Read parameters with fault
shorted to positive, shorting diagnosis instrument.
to ground, or open circuit.

Check wiring and
connections between
pins C12 C20 C27.
If all is in order, renew the

sensor.
POSSIBLE
application
8.3 Flashing Pressure regulator ground Significant power drop. Use multitester to check It is not possible to replace only
fault, or shorting to positive, condition of pressure the pressure regulator.
or open circuit. Code 8.1 could be present. regulator solenoid valve.
If component is functional,
check wiring and
connections between
regulator and EDC
connector pins
C4 C5.
8.4 Flashing Fault in operation of rail Significant power drop Renew rail relief valve.
relief valve (only regards
104
dual stage relief valves).
8.5 Flashing Anomaly of pressure values Significant power drop. Check to see whether fuel
in rail is reaching high pressure
Possible simultaneous pump without obstructions
(pressure has fallen to signalling of codes 8.1 and (clogged air hole in
minimum or exceeded 8.4. aspirated section, filter, or
maximum values). prefilter, pipes blocked,
ample leakage of fuel).
Check that there are no fuel

leaks in the high pressure
section between pump and
rail or inside the cylinder
head.
POSSIBLE
application
9.4 On Main relay fails to Control unit remains Try removing and then The main relay is incorporated
disconnect. constantly powered and refitting the fuse (to reset in the EDC control unit and
EDC indicator light remains the control unit). cannot be renewed separately.
On even with key switch set
to Off.
Battery discharges.
9.6 On Anomaly in check routine Substantial power Warm up engine, bring it to Error could be stored in memory
that control unit executes reduction. slow idle speed and then also in case of engine operating
on system each time perform correct shut-down. in conditions other than those of
engine is stopped. the application (e.g. engine on
test bench without inertial
loads).
105
9.7 On Sensors power supply fault. Storage of error on all Check condition and correct
sensors supplied from the installation of EDC sensors
EDC control unit. connector (C).
Engine fails to start or cuts

out, or starting is difficult
and engine malfunctions.
POSSIBLE CAUSE
SIGNALLED FAULT (*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
application
Poor performance under load Low fuel level in tank. Check fuel level in tank. Possible exhaust smoke derives
demands. from the fact that if insufficient fuel is
supplied, the control unit attempts to
Possible hunting and exhaust compensate by extending the
smoke. injectors energization time.
Possible error 8.1.
Fuel lift pipe in tank partly Check that the priming pump on the
clogged with debris or due prefilter is working correctly.
Section 2 Non B.C. Failures
to distortion caused by
overheating. If the knob on the pump remains drawn
to the bottom of the depression stroke,
disassemble the fuel tank lift pipe and
inspect it. If the lift pipe is in good
condition, renew the prefilter.
106
POSSIBLE CAUSE
SIGNALLED FAULT
(*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
(contd.)
application
Poor performance under load Air inlet upline from the fuel Check O-Rings and correct connection of
demands. feed gear pump. unions on pipelines between tank and
feed pump (clips must be protruding and
Possible hunting and exhaust unions securely fastened).
smoke.
Possible error 8.1 Leakage of fuel from unions Check O-Rings and correct connection of Unless the leak is copious, no
or low pressure pipelines unions on pipelines downline from feed performance anomalies will be
downline from the fuel feed pump (clips must be protruding and noted.
pump. unions securely fastened). To check the condition of the
Visually check condition of low pressure O-Rings, extract the fuel return line
pipelines. from the tank, plug the end of the
line hermetically, and activate the
priming pump in order to pressurize
the low pressure circuit.
Excessive passage of fuel Disconnect pipelines and visually check
107
through the rail relief valve. for significant passage of fuel through the
relief valve: if fuel is present in
substantial quantity, renew the valve.
SIGNALLED FAULT POSSIBLE CAUSE RECOMMENDED TESTS OR ACTION NOTES

(*) = if present in the
application
Engine cuts out suddenly Clogged fuel filter. Renew fuel filter. Remedy cause of fuel filter clogging
(with no prior uneven running) (empty and clean tank and the part
and fails to restart. of the hydraulic circuit upline from
the filter, refill tank with clean fuel).
POSSIBLE CAUSE
application
Difficult starting and poor High pressure pump not After having excluded all other possible
performance in all conditions. working properly. causes, renew high pressure pump.
POSSIBLE CAUSE
application
Difficult starting, poor Injector with shutter or Faulty injector can be easily identified by In the event of slight leakage, such
performance, and engine runs solenoid core (mechanical touch due to the absence of pulsing in as to prevent the mechanical
without one cylinder. part) jammed open. the relative high pressure pipeline. operation of the injector but not
sufficient to cause the flow limiter to
108
operate, no error will be generated in
the control unit.
If flow limiter operates, also error 8.1

will be generated.
POSSIBLE CAUSE
application
Starting the engine takes at Injector irreversibly jammed The injector that is not working can be
least 20 seconds with large open. identified by touch due to the absence of
quantities of white smoke pulsing of the corresponding high
from the exhaust and odour of pressure pipeline.
fuel.
POSSIBLE CAUSE
application
109
Rupture of high pressure Anomalous vibration Renew the pipeline, taking care to fully It is very important, apart from
pipeline from pump to rail. caused by loosening of pipe tighten the antivibration bracket screws. correct tightening of the screws, to
brackets. maintain the brackets in their original
position.
POSSIBLE CAUSE
application
Engine runs without one of Injector jammed in closed Find the injector that is not working and The injector that is not working can
the cylinders though no fault position. renew the injector and relative high be identified by touch due to the
is generated on the control pressure inlet connector. absence of pulsing of the
unit. corresponding high pressure
pipeline.
MAINTENANCE
Replacing electro-injectors
Removal
Activate safety conditions

(may vary in relation to the application). 4
disconnect the battery cables;
disconnect the oil vapour pipes from the 5
rocker cover and remove the rocker
6
cover;
remove the engine wiring harness re 7
taining clips; 000917t
disconnect the engine wiring harness

from the electro-injector connectors, the Loosen tappet fixing nuts (1) and unscrew
overpressure sensor, and the the adjusters.
temperature/pressure sensor;
Remove screws (2), remove rocker assy.
detach the pipes from the hydraulic
(3) composed of support (6) rockers (4) and
accumulator and the fuel inlet
spindles (5), and remove bridges (7) from
connectors for the electro-injectors.
the valves.
When loosening the fixing union of the

pipe to the hydraulic accumulator, use 1
a wrench to prevent the flow limiters
from turning. 2
000918t
Remove the electro-injector fixing screws

and use tool 99342101 (1) to extract the
electro-injectors (2) from the cylinder head.
Replacement
000916t
3
Remove screws (1) and detach electro-
injector wiring housing (2) complete with
1
gasket.
Remove screws (5) and detach the air 2 000930t
temperature/pressure sensor (6).

Equip the electro-injector (1) with a new
Remove nuts (3) and extract the fuel inlet O-ring (2), pre-lubricated with Vaseline and
connectors (4). a new seal washer (3).
110
000919t 000921t
Insert the electro-injectors (1) into their Use a torque wrench to gradually and
locations in the cylinder head, oriented in alternately tighten electro-injector fixing
such a way that the fuel inlet hole (2) is screws (1) to 8.5 0.8 Nm and torque nuts
facing the fuel inlet connector bore side (3). (2) fixing fuel inlet connectors (3) to 50 Nm.
Snug the fixing screws without tightening.
To bed in the electro-injectors use tool
99342101.
000917t
000920t
Check that the tappet adjusters (1) are
Fit a new fuel inlet pipe (2) and a new O-ring unscrewed to prevent them sticking when
(3). Smear Vaseline on O-ring (3) before fitting the rocker assy. Equip the valves with
being fitted on inlet pipe (2). their bridges (7).
When inlet connector (2) is inserted into the
bore in the cylinder head, orient the con- The notches () on the bridges must
nector so that the centring ball (5) is aligned be oriented towards the exhaust
with the location (4) in the head. manifold side.
Now fit the rocker assys. (3)
composed of support (6), rockers (4)
and spindles (5), and fix them to the
During this procedure orient electro- cylinder head by torquing fixing screws
injector (1) in such a way that the pipe (2) to 36 Nm.
fits correctly into the injectors fuel inlet
bore (2).
111
Complete the assembly operation by

performing the disassembly steps in reverse
order, observing the following prescriptions:
Tighten the electro-injector connector
fixing nuts to the prescribed torque;
Fit the high and low pressure pipes in
accordance with the procedures given in
the heading covering the main interven-
tions on the installed engine;
Fill the cooling circuit with coolant and
bleed out the air.
000937t
Adjust clearance between rockers and

valves by means of Allen wrench (1), ring Checks and inspections
spanner (3) and feeler gauge (2). Start the engine, leave it running at
Operating clearance must be: slightly above idle speed, and wait for
- 0.05 mm the coolant temperature to reach the
thermostat opening value before
- intake valves 0.25 0.05 mm checking that:
- exhaust valves 0.50 0.05 mm
In order to adjust the rocker valves There are no leaks from the engine
operating clearance more rapidly, cooling circuit hoses and the cab heating
proceed as follows. hoses. Tighten the hose clamps
wherever necessary.
Turn the crankshaft and balance the valves
of cylinder no. 1 and adjust the clearance of
the valves marked with an asterisk in the
table:
cylinder no. 1 2 3 4 5 6
intake - - 7 - 7 7
exhaust - 7 - 7 - 7
Turn the crankshaft, balance the valves of

cylnider no. 6 and adjust the clearance of the
valves marked with an asterisk in the table:
cylinder no. 1 2 3 4 5 6
intake 7 7 - 7 - -
exhaust 7 - 7 - 7 -
112
Crankshaft front cover
Replacing the oil seal ring
000902t
Fit, to crankshaft front spigot (6), part (4) of tool

99346252; secure this part with screws (5) and
then fit the new seal ring (7) over the tool.
000900t
Fit part (2) to part (4) and then tighten
nut (3) until seal ring (7) is inserted fully home
Apply tool 99340055 (4) to the crankshaft front in front cover (1).
spigot (2).
Working through the guide holes of tool
99340055 (4), drill into the internal seal ring (1)
with a 3.5 mm bit to a depth of 5 mm.
Secure tool 99340055 (4) to the ring (1) by
screwing down the 6 screws (5) supplied.
Now extract seal ring (1) by tightening screw (3).
000904t
Apply the appropriate pry bar (3) of tool

99363204 to external seal ring (2) as shown in
the figure, and then use lever (4) to remove the
seal ring from the front cover (1).
113
Flywheel housing
Replacing the seal ring
000901t
Fit, to the crankshaft rear spigot (6), part (5) of

tool 99346252; secure this part with screws (4)
000903t
and then fit the new seal ring (3) over the tool.
Apply tool 99340056 (3) to the crankshaft rear Fit part (1) to part (5) and tighten nut (2) until
spigot (5). seal ring (3) is inserted fully home in flywheel
Working through the guide holes of tool housing (7).
99340056 (3), drill into the internal seal ring (1)
with a 3.5 mm bit to a depth of 5 mm.
Secure tool 99340056 (3) to ring (1) and by
screwing down the 6 screws (4) supplied.
Now extract seal ring (1) by tightening screw (2).
000904t
Apply the appropriate pry bar (3) of tool

99363204 to external seal ring (2) as shown in
the figure, and then use lever (4) to remove the
seal ring from the flywheel housing (1).
114
Flywheel housing
000905t
DIAGRAM OF LOCTITE 5205 APPLICATION ZONE

Weight of flywheel housing: 23 kg
000906t
* Not present on F4AE0684H-E engines

DIAGRAM OF FLYWHEEL HOUSING FIXING SCREW TIGHTENING SEQUENCE
m12 screws 75 - 95 Nm
m10 screws 44 - 53 Nm
115
Rear gear case
000908t
DIAGRAM OF LOCTITE 5999 APPLICATION ZONE
000907t
TIGHTENING SEQUENCE DIAGRAM

FOR REAR GEAR CASE FIXING SCREWS
M12 screws 65 - 89 Nm
116
TOOLS
TOOL No. DESIGNATION
Case with complete equipment for valve seat re-

99305018
grinding
99305047 Spring load checker
99317915 Three insert wrench set (14 -17-19 mm)
Rotary stand for assembly overhaul (capacity

99322205 1000 da N, couple 120 da N/m)
99340055 Crankshaft front seal puller
99340056 Crankshaft rear seal puller
117
99341001 Double effect bridge
99341009 Pair of brackets
99341015 Clamp
99342101 Injector puller
99346252 Driver for crankshaft front oil seal
99346253 Driver for crankshaft rear oil seal
118
99360076 Engine oil filter wrench
Pliers for removal and fitting of piston rings (65-

99360183
110mm)
99360268 Tool for removal and fitting of engine valves
99360330 Flywheel turner
Drift for removing and fitting camshaft bushings

99360362 (use with 99370006)
99360500 Tool for lifting the crankshaft
119
99360595 Equalizer for removing and fitting engine
Strap retainer for inserting piston in cylinder liner

99360605
(60-125mm)
Brackets for securing engine to rotary stand

99361037
99322205
99363204 Oil seal puller tool
99370006 Grip for interchangeable tappers
Comparator-holder base for various measurements

99370415 (use with 99395603)
120
99389829 Fit-on torque wrench 9X12 (5-60 Nm)
Torque driver for calibrating tightening torque of

99389834
injector solenoid valve connector nuts
Pair of measurement devices for angular tightening

99395216 with and " square attachment
99395363 Connecting rod quadrature control square
99395603 Comparator (0-5mm)
121
TIGHTENING TORQUES
PART TORQUE
Nm kgm
M8 cylinder liner lubrication nozzles fixing screw 15 3 1.5 0.3
M12 crankshaft cap fixing screws Phase 1 50 6 5 0.6
Phase 2 80 6 8 0.6
Phase 3 90 5
M6 camshaft sensor stud bolts 82 0.8 0.2
M8 fuel feed pump stud bolts 12 2 1.2 0.2
M12 rear gear case fixing screw 77 12 7.7 1.2
M6 camshaft sensor nut 10 2 1 0.2
Phase 1 81 0.8 0,1
M8 oil pump screw
Phase 2 24 4 2.4 0,4
M8 front cover screw 24 4 2.4 0.4
M8 camshaft longitudinal retainer plate fixing screw 24 4 2.4 0.4
M8 timing gear fixing screw 36 4 3.6 0.4
M11 connecting rod caps fixing screw Phase 1 60 5 6 0.5
Phase 2 60 5
M10 crankcase soleplate fixing screw 43 5 4.3 0.4
M18 high pressure pump gear fixing screw 105 5 10.5 0.5
M8 fuel pump fixing nuts 24 4 2.4 0.4
1/2 inch plug on cylinder head 24 4 2.4 0.4
M6 injector fixing screw 8.5 0.8 0.85 0.08
Injector supply union fixing nut 50 5 5 0.5
M6 fixing nut for preheating grid on intake manifold 82 0.8 0.2
M8 intake manifold fixing screw 24 4 2.4 0.4
M12 screw for engine hoisting rear brackets 77 12 7.7 1.2
M8 common rail fixing screw 24 4 2.4 0.4
M14 unions for high pressure fuel pipes 20 2 2 0.2
M12 cylinder head fixing screw (121.75130) Phase 1 35 5 3.5 0.5
M12 cylinder head fixing screw (121.75150) 55 5 5.5 0.5
Phase 2 90 5
Phase 3 90 5
Tightening sequence
000926t
F = Front
122
PART TORQUE
Nm kgm
Rocker support fixing screw 36 5 3.6 0.5
Valve clearance adjuster nut 24 4 2.4 0.4
M14 screw fixing supply line from high pressure pump to common rail 20 2 2 0.2
M8 high pressure pipe union fixing screw 24 4 2.4 0.4
M6 fixing screw for cylinder head wiring feed-thru connector 10 2 1 0.2
M8 fixing screw for injector feeding wiring support 24 4 2.4 0.4
Wiring fixing nuts on each electro-injector 1.5 0.25 0.150.025
M12 fixing screw for fuel filter bracket 77 8 7.7 0.8
M8 fixing screw for fuel filter support 24 4 2.4 0.4
Fuel filter contact + 3/4 revolution
M22 fixing screw for oil pressure adjuster valve on oil filter support 80 8 8 0.8
M8 screw, radiator, oil seal and oil filter support 24 4 2.4 0.4
Oil filter contact + 3/4 revolution
11/8 inch attachment on filter support for turbine lubrication 24 4 2.4 0.4
M12 fixing nut for turbine lubrication pipeline 10 2 1 0.2
M10 fixing screw for coolant inlet attachment 43 6 4.3 0.6
90 curve fixing (if necessary) on engine coolant inlet attachment 24 4 2.4 0.4
Pipeline on cylinder head for compressor cooling 22 2 2.2 0.2
M6 fixing screw for engine coolant discharge union 10 2 1 0.2
Fixing of engine block studs for exhaust manifold 10 2 1 0.2
M10 exhaust manifold to cylinder head fixing screw 53 5 5.3 0.5
M12 damper flywheel adapter fixing screw Phase 1 50 5 5 0.5
and damper flywheel fixing to crankshaft Phase 2 90
M10 pulley to crankshaft fixing screw 68 7 6.8 0.7
M8 water pump fixing screw 24 4 2.4 0.4
M10 auxiliary equipment drive belt tensioners fixing screw 43 6 4.3 0.6
M10 fixing screw for auxiliary equipment drive belt fixed pulleys 43 6 4.3 0.6
M10 flywheel housing fixing screw 85 10 8.5 1
M12 flywheel housing fixing screw 49 5 4.3 0.5
M6 engine control unit heat exchanger fixing screw 10 2 1 0.2
M8 engine control unit heat exchanger fixing screw 24 4 2.4 0.4
M12 inletoutlet attachment on heat exchanger 12 2 1.2 0.2
M8 valves cover fixing screw 24 4 2.4 0.4
M6 camshaft sensor fixing screw 82 0.8 0.2
M6 crankshaft sensor fixing screw 82 0.8 0.2
M14 engine coolant temperature sensor fixing screw 20 3 2 0.3
M5 oil pressure temperature sensor fixing screw 61 0.6 0.1
Fuel pressure sensor fixing screw 35 5 3.5 0.5
M14 fuel temperature sensor fixing screw 20 3 2 0.3
123
PART TORQUE
Nm kgm
Air temp./press. sensor fixing screw on intake manifold 61 0.6 0.1
M12 engine oil level sensor fixing screw 12 2 1.2 0.2
studs M10 71 0.7 0.1
Turbine fixing to exhaust manifold: nuts M10 43 6 4.3 0.6

M12 adapter on turbine for lubricating oil pipeline (inlet) 35 5 3.5 0.5
Pipeline fixing on M10 adapter for turbine lubrication 35 5 3.5 0.5
Oil pipeline to crankcase fixing on M10 adapter for turbine lubric. 43 6 4.3 0.6
M8 oil discharge pipeline fixing on turbine 24 4 2.4 0.4
Fixing of M6 union for oil return from cylinder head to flywheel 10 2 1 0.2
housing
M12 flywheel fixing screws Stage 1 30 4 3 0.4
Stage 2 60 5
M8 engine hoisting front bracket fixing screw 24 4 2.4 0.4
Engine oil sump fixing screw 24 4 2.4 0.4
AUXILIARY EQUIPMENT
PART TORQUE
Alternator: Nm kgm
M10 bracket fixing screw on water inlet connection 43 6 4.3 0.6
M10 alternator fixing nut 43 6 4.3 0.6
Air conditioner:
M10 bracket fixing screw 43 6 4.3 0.6
M10 compressor fixing screw 24 4 2.4 0.4
Starter motor:
Starter motor fixing screw 43 6 4.3 0.6
124
ASSEMBLY CLEARANCE DATA
F4AE0684
Type
H E F
CYLINDER BLOCK AND CRANK MEMBERS mm
Cylinder liners 1 102,01 - 102,03
Pistons: supplied as spares

type
Distance X 12
Outside diameter 1 101.883 - 101,.97
Seat for pin 2 40.008 40.014
Piston cylinder liners 0.113 0.147
Pistons diameter 1 0.5
Protrusion of pistons from

0.28 - 0.52
crankcase X
Gudgeon pin 3 39.9968 - 40.0032
Gudgeon pin pin seat 0.0048 0.0172
125
F4AE0684
Type
H E F

Piston type
X1* 2.705 - 2.735
Piston ring grooves X2 2.420 - 2.440
X3 4.020 - 4.040
* measured on 98 mm
S1* 2.560 - 2.605
Piston rings S2 2.350 - 2.380
S3 3.975 - 4.000
* measured on 98 mm
1 0.100 - 0.175
Piston rings grooves 2 0.040 - 0.090
3 0.020 - 0.065
Piston rings 0.5
Piston ring gaps in cylinder

liner:
X1 0.22 - 0.32
X2 0.60 - 0.85
X3 0.25 - 0.55
Small end bushing seat
1
42.987 - 43.013
Connecting rod bearing
seat
72.987 - 73.013
2
Small end bushing diameter
43.279 - 43.553
outside 4
40.019 - 40.033
inside 3
Big end bearing shells 1.955 - 1.968
supplied as spares S
Small end bushing seat 0.266 - 0.566
Gudgeon pin bushing 0.0362 0.0158
126
F4AE0684
Type
H E F

Measurement distance X -
Maximum error on
parallelism of connecting
rod axes = -
Main journals 1 82.99 - 83.01

Crankpins 2 68.987 - 69.013
Main bearing shells
S1* 2.456 - 2.464
Big end bearing shells S2* 1.955 - 1.968
* supplied as spare parts
Main bearing housings:
no 17 3 87.982 - 88.008
no 23456 3 87.977 - 88.013
Bearing shells main
journals:
no. 17 0.041 - 0.119
no. 23456 0.041 - 0.103
Bearing shells crankpins 0.033 - 0.041
Main bearing shells

+ 0.250; + 0.500
Big end bearing shells
Main journal of thrust

bearing X1 37.475 - 37.545
Main bearing housing of

thrust bearing X2 25.98 - 26.48
Shoulder half rings X3 37.28 - 37.38
Crankshaft shoulder 0.068 - 0.41
127
F4AE0684
Type
H E F
CYLINDER HEAD TIMING SYSTEM
Valve guide seats on

7.042 - 7.062
cylinder head 1
Valves:
4 6.970 - 6.999
60 - 0.25
4 6.970 - 6.999
45 - 0.25
Valve stem and valve guide 0.052 - 0.092
Seat on head for valve

34.837 - 34.863
seat:
1
34.837 - 34.863
1
Valve seat outside
diameter; angle of valve
seats on cylinder head:
2 34.917 - 34.931
60
2 34.917 - 34.931
45
Recessing X
0.59 - 1.11
0.96 - 1.48
X
Between valve seat 0.054 - 0.094

and head 0.054 - 0.094
Valve seats - -
128
F4AE0684
Type
H E F
CYLINDER HEAD TIMING SYSTEM mm

Valve spring height:
free spring H 47.75
under load of:
339.8 9 N H1 35.33
741 39 N H2 25.2
Injector protrusion X not adjustable
Seats for camshaft

bushings n 17 59.222 - 59.248
Seats for camshaft pins n
23456 54.089 - 54.139
Camshaft main journals:

17 53.995 - 54.045
Camshaft bushings outside

diameter:
-
Bushing inside diameter

54.083 - 54.147
Bushings and seats in
-
crankcase
Bushings and main journals 0.038 - 0.162
Useful cam lift:
6.045
7.582
129
F4AE0684
Type
H E F
CYLINDER HEAD TIMING SYSTEM mm
Tappet plate seat in

crankcase 1 16.000 - 16.030
Tappet plate outside

diameter:
2 15.924 - 15.954
3 15.960 - 15.975
Between tappets and seats 0.025 - 0.070
Tappets -
Rocker carrier spindle 1 21.965 - 21.977
Rockers 2 22.001 - 22.027
Between rockers and

0.024 - 0.162
spindle
130
Dr.M. Ender /02.00
Modifiche ottobre 01 Failure Codes P168v30
Blink code Failure description Label SAE code Warning type System
degradation
VEHICLE
1.1 Vehicle Speed Signal VSS 0500 - 0
1.2 Multiple State Switch MSS 0703 - 0
1.3 Cruise Control Buttons CCB 0572 - 0
1.4 Accelerator Pedal Signal APP1 0120 1 3
1.5 Clutch signal CLU 0704 - 0
1.6 Service Brake signal (plaus.) SBR 0571 - 0
1.7 Accelerator Pedal (plaus.with brake) APP2 0220 - 0
1.8 Diagnostic lamp LP6 1675 0 0
1.9 Engine brake preselection button EBP 1880 - 0
ENGINE1
2.1 Coolant Temp. Signal CTS 0115 1 0
2.2 Boost Temp. Signal BTS 0110 0 0
2.3 Fuel Temp. Signal FTS 0180 0 0
2.4 Boost Pressure Signal BPS 0235 1 0
2.5 Atmospheric Pressure Signal APS 0105 0 0
2.6 Oil Pressure Signal OPS 0520 1 1
2.7 Oil Temp. Signal OTS 0195 0 0
2.8 Power stage fuel filter heater HP7 1686 0 0
2.9 HS power stage cold start heater relay HP1 1680 0 0
ENGINE2
3.1 Adapt.cylinder balancing Cyl.1 ACY1 0301 - 0
3.7 Battery voltage signal BAT 0560 1 2
3.8 LS power stage cold start lamp LP1 1670 0 0
3.9 Cold start heater monitoring TGHV 1875 0 0
VGT
4.2 Turbo speed signal ETSS 1127 - 0
4.3 Fuel limitation from VGT FLVT 1126 - 0
4.4 Boost Pressure Control BPCO 1125 - 0
4.5 Power stage VGT HPC3 1692 - 0
4.6 Powerstage engine brake HP4 1683 - 0
INJECTORS
5.1 Injector solenoid valve Cyl.1 SV1 0201 1 2
5.7 Injector Booster Voltage C1 C1 1606 1 3
5.8 Injector Booster Voltage C2 C2 1607 1 3
ENGINE SPEED
6.1 Increment speed signal CRK 0335 1 2
6.2 Segment speed signal CAM 0340 1 2
6.3 Engine speed sensing ESS 0320 1 0
6.4 Engine overspeed CMOL 0219 2 0
6.5 HS power stage 8 for starter control HP8 1687 0 0
6.6 SS power stage 1 for TD signal DA1 1693 - 0
6.8 SS power stage 2 for sync signal DA2 1694 - 0
INTERFACES
7.2 CAN Hardware CANDEF 1611 0 0
7.3 CAN Transmission Control TC 1610 - 0
7.4 CAN Aut.Traction Control (ASR) ATC 1609 - 0
DASHBOARD
7.1 LS power stage 2 vehicle limit button LP2 1671 - 0
7.5 LS power stage 3 engine brake lamp LP3 1672 - 0
7.6 LS power stage 4 pressure lamp LP4 1673 0 0
-
7.7 SS power stage 3 oil pressure gauge DA3 1695 - 0
7.8 LS power stage 5 coolant temperature lamp LP5 1674 0 0
7.9 SS power stage 4 coolant temperature gauge DA4 1696 - 0
FUEL PRESSURE
8.1 Fuel pressure monitoring CP3 MPROP 0233 2 3
8.2 Fuel pressure signal FPS 0190 2 3
8.3 SS Power stage 1 fuel pressure control HPC1 1690 2 3
8.4 Monitoring of rail pressure relief valve MPRV 0231 2 3
8.5 Rail pressure Min/Max error DRV 0233 2 4
8.6 CC HS Power stage 2 EGR control HPC2 1691 - 0
8.7 Air Mass signal AMS 0100 - 0
8.8 Ambient Temp signal ATS 0110 - 0
ECU
9.3 Truck Security System (Immobil.) TSSL 1501 - 0
9.4 Main relay defect MMR 1625 1 0
9.6 ECU: Self Test Shutoff Paths STSP 1285 1 3
9.7 Power supply for sensors PSS 0561 1 0
Blink types: 2=Blinking light 1=Continous light 0=No light
System degradation: 0=0% derate 1=unboosted power curve 2=50% torque 3=limited engine speed 4=engine stop
-
Centre de formation
RN 330 Penchard
77122 MONTHYON
FRANCE
Tel : (33)1-64-36-54-70
Fax : (33)1-64-36-54-89

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Training Centre - Monthyon

COMMON RAIL N.E.F. 6 ENGINES

F4AE 0684F*D101-155kW TAA

Engine identification code 3

Description of engine main mechanical components 19

High pressure electronic injection system (Common Rail) 40

Fuel system diagram 47

Fuel system main mechanical components 48

EDC 7 system main electrical and electronic components 65

Tightening torques 126

Data assembly clearances 129

ENGINE IDENTIFICATION CODE

Engine crankcase type:

4 = Agric. mach. Earthmoving mach.

X = 1 Common Rail 4 valves Sequential production number

ENGINE MAIN CHARACTERISTICS

C 5900 cm3 5900 cm3 5900 cm3

140 kW 155 kW 155 kW

F Common Rail electronic management

Power and torque curves

GENERAL CHARACTERISTICS OF ENGINES

Cycle Diesel 4 stroke

Number of cylinders 6 in line

Total displacement cm3 5900

rpm 1700 1700 2175

rpm 1400 1400 1500

TURBOCHARGING With intercooler

With cold engine

Jets type Electro-injectors

Injection sequence 153624

Injection pressure bar 250 - 1450

Six cylinders F4AE0684 engine

Top view legend 003189t

Front view legend

Right side view

Right side view legend

Left side view

Left side view legend

Rear view legend

Main variants F4AE0684H F4AE0684E O & K Application

A. Sump B. Compressor for aircon system

DESCRIPTION OF THE MAIN MECHANICAL COMPONENTS OF THE ENGINE

1. Timing gear 2. Flywheel hub

Crankshaft oil seals

Each connecting rod is marked:

1. Rocker 2. Rocker spindle 3. Adjuster screw 4. Push rod 5. Bridge 6. Semi-cones

Valves and valve seats

1. Intake valve 2. Exhaust valve A. Intake side S. Exhaust side.

Valve control bridges

1. Bridge 2. Push rods

Flywheel screw tightening torque

Accessory Equipment Drive

Poly-V belt removal

Pressurized oil circuit

1. Heat exchanger body with filter support

1. Crankshaft with oil pump drive gear

Recirculation of oil vapour

centrifugal water pump housed at the front of the crankcase;

Water from themostat outlet

Water recirculating in engine

Water to pump inlet

HIGH PRESSURE ELECTRONIC INJECTION SYSTEM (COMMON RAIL)

Injection system assy - Basic bill of components