Professional Documents
Culture Documents
CONTENTS
Page
Walk Around 13
Lubrication 31
Cooling 37
Turbocharging system 39
Diagnosis techniques 85
Troubleshooting SW 3.3_1 91
Maintenance 114
Tools 121
1
Common Rail NEF engines - CNH
2
Common Rail NEF engines - CNH
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
family
8 = Diesel ID
Intercooler
X Y Y Y Y Y Y Y Y Y
3
Common Rail NEF engines - CNH
F4AE0684
A H E F
E Direct injection
W 190 EVOL.
000863t
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
Common Rail NEF engines - CNH
F4AE0684H engine
Power
kW
003180t
Torque
Nm
003181t
5
Common Rail NEF engines - CNH
F4AE0684E engine
Power
kW
003182t
Torque
Nm
003183t
6
Common Rail NEF engines - CNH
F4AE0684F engine
Power
kW
003184t
Torque Nm
003185t
7
Common Rail NEF engines - CNH
F4AE0684
Type
H E F
Bore mm 102
Stroke mm 120
Compression ratio 17 : 1
Maximum power kW 140 155 155
(HP) 190 210 210
8
Common Rail NEF engines - CNH
F4AE0684
Type
H E F
9
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
003188t
12
Common Rail NEF engines - CNH
WALK AROUND
F4AE0684F engine (Fiat Hitachi Application)
Top view
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
Common Rail NEF engines - CNH
Front view
003190t
14
Common Rail NEF engines - CNH
003191t
003192t
Rear view
16
Common Rail NEF engines - CNH
003193t
17
Common Rail NEF engines - CNH
A
003186t
003195t
003195t
18
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
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.
20
Common Rail NEF engines - CNH
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
21
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
Valves activation
003198t
24
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
70319
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
Common Rail NEF engines - CNH
Valve guides
The valve guides are not reported.
70328
INTAKE EXHAUST
70345
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
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
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
Phase 1 30 Nm 4 Nm
Phase 2 60 5
29
Common Rail NEF engines - CNH
003200t
003219t
Remove or fit the Poly - V belt by loosening tensioner 1 using a suitable socket wrench handle
2.
30
Common Rail NEF engines - CNH
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.
Oil filling
003201t
31
Common Rail NEF engines - CNH
Heat exchanger
000892t
32
Common Rail NEF engines - CNH
Oil pump
000891t
70150
33
Common Rail NEF engines - CNH
(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
Common Rail NEF engines - CNH
Sump
F4AE0684H E engines
The sump is secured with a bolt to the crankshaft by means of a thin gasket.
003202t
003203t
35
Common Rail NEF engines - CNH
Oil condensate
Oil vapour
1. Pre - separator 000966t
2. Recirculation to intake
3. Filter
4. Return to engine
36
Common Rail NEF engines - CNH
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);
003204t
37
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
40
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
42
Common Rail NEF engines - CNH
()
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
Common Rail NEF engines - CNH
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.
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).
44
Common Rail NEF engines - CNH
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.
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.
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.
45
Common Rail NEF engines - CNH
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.
46
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
4 5 6 7
DRAIN
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
Common Rail NEF engines - CNH
5
2
000910t
49
Common Rail NEF engines - CNH
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
50
Common Rail NEF engines - CNH
001237t
001238t
51
Common Rail NEF engines - CNH
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
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
Common Rail NEF engines - CNH
001967t
53
Common Rail NEF engines - CNH
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.
54
Common Rail NEF engines - CNH
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.
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
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
1. Electrical connector
1 2. Fuel outlet
3. Fuel inlet
3 001253t
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
Common Rail NEF engines - CNH
Pressure regulator and 5 bar limiter valve with engine at maximum speed
003207t
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
Common Rail NEF engines - CNH
Pressure regulator and 5 bar limiter valve with engine at idle speed
003208t
59
Common Rail NEF engines - CNH
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
60
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
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
62
Common Rail NEF engines - CNH
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.
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
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
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.
000935t
A To tank
B From electro-injectors
65
Common Rail NEF engines - CNH
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
66
Common Rail NEF engines - CNH
003209t
67
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
6 11
1 5 50350
Colour key
B black
R red
U blue
W white
P purple
G green
N brown
Y yellow
O orange
69
Common Rail NEF engines - CNH
Connector (B) for component power supplies and for the functions specified in the
application
003210t
70
Common Rail NEF engines - CNH
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 ()
71
Common Rail NEF engines - CNH
003211t
72
Common Rail NEF engines - CNH
73
Common Rail NEF engines - CNH
003212t
74
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
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
ECU pin
Ref. Description
Camshaft sensor Timing sensor
1 Signal 24C 30C
2 Signal 25C 23C
3 Shield
77
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
2
1 3
002112t
79
Common Rail NEF engines - CNH
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 2 3 50343
1 2 3 4 5 6
1 2 3
50349
80
Common Rail NEF engines - CNH
003215t
RESISTANCE
002371t
A. CONTROL CONTACTOR
81
Common Rail NEF engines - CNH
003194t
82
Common Rail NEF engines - CNH
50348
1 50321
50322 NTC
CONNECTOR
ECU PIN
REF. DESCRIPTION
COOLANT FUEL
1 Ground 18C 17C
2 Temperature signal 36C 34C
83
Common Rail NEF engines - CNH
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.
84
Common Rail NEF engines - CNH
(SIGNAL)
50332
85
Common Rail NEF engines - CNH
DIAGNOSIS METHODS
Currently the following diagnosis systems are available:
BLINK CODE 30 pin diagnostics socket
Dedicated strumentation
IMPORTANT
The control unit must be detached and reattached only when the battery positive pole is
disconnected.
86
Common Rail NEF engines - CNH
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
5.2 Cylinder 2 injector solenoid valve On 0
5.3 Cylinder 3 injector solenoid valve On 0
5.4 Cylinder 4 injector solenoid valve On 0
5.5 Cylinder 5 injector solenoid valve On 0
5.6 Cylinder 6 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
87
Common Rail NEF engines - CNH
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
88
Common Rail NEF engines - CNH
power
003217t
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
Common Rail NEF engines - CNH
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.
- 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
Common Rail NEF engines - CNH
POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
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.
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
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
Common Rail NEF engines - CNH
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
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
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
correctly, check wiring and
connections between
sensor and EDC connector
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
wiring and connections
between relay and EDC
connector pins B2 B36.
2.9 Off Pre-post heating resistance Possible starting difficulty in Active fault diagnosis with
Common Rail NEF engines CNH
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
Common Rail NEF engines - CNH
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
correctly, check wiring and
connections between heating
resistance and relative control
relay.
POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
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.
Common Rail NEF engines CNH
POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
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
solenoid valve and EDC
connector pins A3 A6 by
means of pins 1 and 2 of
over-head connector 1.
97
5.3 On Electrical problem on Engine runs without one of Check the correct In some cases this problem
injector no. 3 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
Common Rail NEF engines - CNH
98
5.5 On Electrical problem on Engine runs without one of Check the correct In some cases this problem
injector no. 5. 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
Common Rail NEF engines CNH
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
Common Rail NEF engines - CNH
replaced individually.
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
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
Common Rail NEF engines CNH
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
INDICATOR (*) = if present in the NOTES
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.
6.5 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
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
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
wiring and connections
between indicator light and
EDC connector pin B63 and
check correct power supply
to pressure gauge with
integral indicator light.
Common Rail NEF engines CNH
POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
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.
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.
Common Rail NEF engines - CNH
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,
Common Rail NEF engines CNH
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).
Common Rail NEF engines - CNH
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
Common Rail NEF engines CNH
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.
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.
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
SIGNALLED FAULT (*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
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
SIGNALLED FAULT (*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
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.
POSSIBLE CAUSE
SIGNALLED FAULT (*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
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
SIGNALLED FAULT (*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
Common Rail NEF engines - CNH
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.
Common Rail NEF engines - CNH
MAINTENANCE
Replacing electro-injectors
Removal
000918t
3
Remove screws (1) and detach electro-
injector wiring housing (2) complete with
1
gasket.
Remove screws (5) and detach the air 2 000930t
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
Common Rail NEF engines - CNH
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
cylinder no. 1 2 3 4 5 6
intake 7 7 - 7 - -
exhaust 7 - 7 - 7 -
112
Common Rail NEF engines - CNH
000902t
000904t
Flywheel housing
000901t
000904t
Flywheel housing
000905t
000906t
000908t
000907t
116
Common Rail NEF engines - CNH
TOOLS
117
Common Rail NEF engines - CNH
99341015 Clamp
118
Common Rail NEF engines - CNH
119
Common Rail NEF engines - CNH
120
Common Rail NEF engines - CNH
121
Common Rail NEF engines - CNH
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
M10 rear gear case fixing screw 47 5 4.7 0.5
M8 rear gear case fixing screw 24 4 2.4 0.4
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
1/4 inch plug on cylinder head 36 5 3.6 0.5
3/4 inch plug on cylinder head 12 2 1.2 0.2
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
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
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
Common Rail NEF engines - CNH
F4AE0684
Type
H E F
125
Common Rail NEF engines - CNH
F4AE0684
Type
H E F
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
Common Rail NEF engines - CNH
F4AE0684
Type
H E F
Maximum error on
parallelism of connecting
rod axes = -
127
Common Rail NEF engines - CNH
F4AE0684
Type
H E F
CYLINDER HEAD TIMING SYSTEM
Valves:
4 6.970 - 6.999
60 - 0.25
4 6.970 - 6.999
45 - 0.25
Recessing X
0.59 - 1.11
0.96 - 1.48
X
Valve seats - -
128
Common Rail NEF engines - CNH
F4AE0684
Type
H E F
7.582
129
Common Rail NEF engines - CNH
F4AE0684
Type
H E F
Tappets -
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
3.5 Adapt.cylinder balancing Cyl.5 ACY2 0302 - 0
3.3 Adapt.cylinder balancing Cyl.3 ACY3 0303 - 0
3.6 Adapt.cylinder balancing Cyl.6 ACY4 0304 - 0
3.2 Adapt.cylinder balancing Cyl.2 ACY5 0305 - 0
3.4 Adapt.cylinder balancing Cyl.4 ACY6 0306 - 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
5.5 Injector solenoid valve Cyl.5 SV2 0202 1 2
5.3 Injector solenoid valve Cyl.3 SV3 0203 1 2
5.6 Injector solenoid valve Cyl.6 SV4 0204 1 2
5.2 Injector solenoid valve Cyl.2 SV5 0205 1 2
5.4 Injector solenoid valve Cyl.4 SV6 0206 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