853bf5b8da051debf8768ded11a14160

TIER 4i C SERIES
Industrial application
F2CFE613 - F3BFE613
Technical and Repair manual
This publication provides unit and relevant component repair
data, specifications, instructions and methodologies.
This publication has been drawn up for qualified and
specialised personnel.
Before performing any operation check that the part relevant
to the unit on which you must work is available along with all
safety devices for accident-prevention, such as, goggles,
helmet, gloves, shoes, etc. and hoisting and transporting
equipment.
Operations are to be performed by following the indications
included here, using the special equipment indicated and
assuring proper repair, compliance with schedule and
operators safety requirements.
Each repair must aimto restore operating efficiency and safety
in compliance with the FPT provisions.
FPTcannot beheldliablefor modifications, alterations or other
interventions non authorised by FPT on the vehicle and if the
unit is warrantedthe above mentionedinterventions will cause
its expiration.
FPT is not liable for repairing interventions.
FPT will provide further details required to carry out the
interventions and all the instructions that are not included on
this publication.
Data included in this publication may not be up-to-date
therefore subject to Manufacturers modifications that can be
added at any time for technical or commercial purposes and
also to meet new law regulations in other Countries.
If issues on this publication differ from what is actually noticed
on the unit, please get in touch with the FPT network before
starting any intervention.
It is forbidden to copy this text or any of its parts and all
illustrations included.
Publication edited by
FIAT Powertrain Technologies
Mkt. Advertising & Promotion
Viale dellIndustria, 15/17
20010 Pregnana Milanese
Milano (Italy)
Print P2D32C009 E - 1
a
Ed. 11.2011
1 TIER 4i C SERIES
Print P2D32C009 E Base - 11/2011
TIER 4i C SERIES
F2CFE613 Part 1
F3BFE613 Part 2
MALFUNCTION DIAGNOSIS Part 3
DENOX SYSTEM Part 4
2 TIER 4i C SERIES
1 TIER 4i C SERIES
Introduction
Page
PREFACE TO USERS GUIDELINE MANUAL 3 . .
SYMBOLS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Warnings 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Service operations 3 . . . . . . . . . . . . . . . . . . . . . .
GENERAL WARNINGS 5 . . . . . . . . . . . . . . . . . . .
GENERAL WARNINGS
ON THE ELECTRIC SYSTEM 7 . . . . . . . . . . . . .
- Bonding and screening 8 . . . . . . . . . . . . . . . . . . .
CONVERSIONS BETWEEN THE MAIN UNITS
OF MEASUREMENT OF THE INTERNATIONAL
SYSTEM AND MOST USED DERIVED
QUANTITIES 9 . . . . . . . . . . . . . . . . . . . . . . . . .
KEY OF LECTURE OF THE HEADINGS
AND FOOTNOTES 10 . . . . . . . . . . . . . . . . . . .
2 TIER 4i C SERIES
Manuals for repairs are split into Parts and Sections, each one of which is marked by a numeral; the contents of these sections are
indicated in the general table of contents.
The sections dealing with things mechanic introduce the specifications, tightening torque values, tool lists, assembly
detaching/reattaching operations, bench overhauling operations, diagnosis procedures and maintenance schedules.
The sections (or parts) of the electric/electronic system include the descriptions of the electric network and the assemblys
electronic systems, wiring diagrams, electric features of components, component coding and the diagnosis procedures for the
control units peculiar to the electric system.
Section 1 describes the engines illustrating its features and working in general.
Section 2 describes the type of fuel feed.
Section 3 relates to the specific duty and is divided in four separate parts:
1. Mechanical part, related to the engine overhaul, limited to those components with different characteristics based on the relating
specific duty.
2. Electrical part, concerning wiring harness, electrical and electronic equipment with different characteristics based on the relating
specific duty.
3. Maintenance planning and specific overhaul.
4. Troubleshooting part dedicated to the operators who, being entitled to provide technical assistance, shall have simple and direct
instructions to identify the cause of the major inconveniences.
Sections 4 and 5 illustrate the overhaul operations of the engine overhaul on stand and the necessary equipment to execute such
operations.
The appendix contains a list of the general safety regulations to be respected by all installation and maintenance engineers in order
to prevent serious accidents taking place.
The manual uses proper symbols in its descriptions; the purpose of these symbols is to classify contained information. In particular,
there have been defined a set of symbols to classify warnings and a set for assistance operations.
General danger
It includes the dangers of above described signals.
Danger of serious damage for the assembly
Failure to comply, both fully or in part, with such prescriptions will involve serious damage to the assembly and may
sometimes cause the warranty to become null and void.
Environment protection
Moreover, it describes the correct actions to be taken to ensure that the assembly is used in such a way so as to protect
the environment as much as possible.
Danger for persons
Missing or incomplete observance of these prescriptions can cause serious danger for persons safety.
SYMBOLS - Warnings
It indicates an additional explanation for a piece of information.
!
NOTE
PREFACE TO USERS GUIDELINE MANUAL
Service operations
Example
1 = Seat of small end bush
2 = Seat of connecting rod bearings.

Close applying the required torque
Close applying the required torque + angular
value
1
2
3 TIER 4i C SERIES
4 TIER 4i C SERIES
Removal
Disconnection
Intake
Refitting
Connection
Exhaust
Removal
Disassembly
Operation
Fitting in place
Assembly

Compression ratio
Tighten to torque
Tolerance
Weight difference
Tighten to torque + angle value Rolling torque

Press or caulk Rotation
Regulation
Adjustment
Angle
Angular value
Visual inspection
Fitting position check
Preload
Measurement
Value to find
Check
Number of revolutions
Equipment Temperature
Surface for machining
Machine finish bar
Pressure
Interference
Strained assembly
Oversized
Higher than.
Maximum, peak
Thickness
Clearance
Undersized
Less than.
Minimum
Lubrication
Damp
Grease
Selection
Classes
Oversizing
Sealant
Adhesive
Temperature < 0 C
Cold
Winter
Air bleeding
Temperature > 0 C
Hot
Summer
GENERAL WARNINGS
Warnings showncannot berepresentativeof all danger situations possibly occurring. Therefore, it is suggestedtocontact
immediate superiors where a danger situation occurs which is not described.
Use both specific and general-purpose toolings according to the prescriptions contained in respective use and
maintenance handbooks. Check use state and suitability of tools not subjected to regular check.
The manual handling of loads must be assessed in advance because it also depends, besides weight, on its size and on
the path.
Handling by mechanical means must be with hoisters proper as for weight as well as for shape and volume. Hoisters,
ropes and hooks used must contain clear indications on maximum carrying capacity acceptable. The use of said means
is compulsorily permitted to authorised personnel only. Stay duly clear of the load, and, anyhow, never under it.
In disassembling operations, always observe provided prescriptions; prevent mechanical parts being taken out from
accidentally striking workshop personnel.
Workshop jobs performed in pairs must always be performed in maximum safety; avoid operations which could be
dangerous for the co-operator because of lack of visibility or of his/her not correct position.
Keep personnel not authorised to operations clear of working area.
You shall get familiar with the operating and safety instructions for the assembly prior to operating on the latter. Strictly
follow all the safety indications found on the assembly.
Do not leave the running assembly unattended when making repairs.
When carrying out work on the assembly lifted off the ground, verify that the assembly is firmly placed on its supporting
stands, and that the manual/automatic safety devices have been actuated in the event that the assembly is to be lifted
by means of a hoist.
When you have to operate on assemblies powered by natural gas, follow the instructions contained in the document,
as well as all the specific safety standards provided for.
Only remove radiator cap when the engine is cold by cautiously unscrewing it in order to let system residual pressure
out.
Inflammablefuel andall inflammablefluids andliquids must behandledwithcare, according towhat containedonharmful
materials 16-point cards. Refuelling must be performed outdoors with the engine off, avoiding lit cigarettes, free flames
or sparks in order toprevent sudden fires/bursts. Adequately store inflammable, corrosive and polluting fluids and liquids
according to what provided by regulations in force. Compulsorily avoid to use food containers to store harmful liquids.
Avoid to drill or bore pressurised containers, and throw cloths impregnated with inflammable substances into suitable
containers.
Worn out, damaged or consumable parts must be replaced by original spares.
During workshop activity, always keepthe work place clean; timely clear or cleanfloors fromaccidental liquidor oil spots.
Electric sockets and electric equipment necessary to perform repair interventions must meet safety rules.
!
5 TIER 4i C SERIES
Clean the assemblies and carefully verify that they are intact prior to overhauling. Tidy up detached or disassembled
parts with their securing elements (screws, nuts, etc.) into special containers.
Check for the integrity of the parts which prevent screws from being unscrewed: broken washers, dowels, clips, etc.
Self-locking nuts with an insert made of nylon must always be replaced.
Avoid contact of rubber parts with diesel oil, petrol or other not compatible substances.
Before washing under pressure mechanical parts, protect electric connectors, and central units, if present.
Tightening screws and nuts must always be according to prescriptions; FPT commercial and assistance network is
available to give all clarifications necessary to perform repair interventions not provided in this document.
Before welding:
- Disconnect all electronic central units, take power cable off battery positive terminal (connect it to chassis bonding)
and detach connectors.
- Remove paint by using proper solvents or paint removers and clean relevant surfices with soap and water.
- Await about 15 minutes before welding.
- Equip with suitable fire resistant protections to protect hoses or other components where fluids or other materials
flow which may catch fire easily on welding.
Should the vehicle be subjected to temperatures exceeding 80C (dryer ovens), disassemble drive electronic central
units.
The disposal of all liquids and fluids must be performed with full observance of specific rules in force.
Put on, where required by the intervention, garments and protections provided in accident prevention rules; contact
with moving parts can cause serious injuries. Use suitable, preferably tight-fitted garments, and avoid to use jewels,
scarves, etc.
Do not leave the engine in motion at workshop locations not provided with a pipe to scavenge exhaust gas outside.
Avoid to breathe fumes coming fromheating or frompaint welding because they can cause damages to health; operate
outdoors or in suitably ventilated areas. Put on proper inspirator if paint powder is present.
Avoid contact with hot water or steam coming from the engine, radiator and pipings because they could cause serious
burns. Avoid direct contact with liquids and fluids present in vehicle systems; where an accidental contact has occurred,
refer to 12-point cards for provisions to make.
6 TIER 4i C SERIES
GENERAL WARNINGS ON THE ELECTRIC SYSTEM
Tostart up the engine, donot use fast chargers. Start up must only be performed with either separate batteries or special
truck.
A wrong polarisation of supply voltage in drive electronic central units (for instance, a wrong polarisation of batteries)
can cause them to be destroyed.
Disconnect the batteries from the system during their recharging with an external apparatus.
On connecting, only screw up connector (temperature sensors, pressure sensors etc.) nuts at prescribed tightening
torque.
Before disconnecting the junction connector from an electronic central unit, isolate the system.
Do not directly supply electronic central units servo components at nominal vehicle voltage.
Cables must be arranged such as to result to be parallel to reference plane, i.e. as close as possible to chassis/body
structure.
Once the intervention on the electric system has been completed, recover connectors and wiring harnesses according
to original arrangement.
If an intervention has to be made on the electric/electronic system, disconnect batteries from the system; in this case,
always disconnect, as a first one, the chassis bonding cable from batteries negative terminal.
Before connecting the batteries to the system, make sure that the system is well isolated.
Disconnect the external recharging apparatus from the public utility network before taking apparatus pins off battery
terminals.
Do not cause sparks to be generated in checking if the circuit is energised.
Do not use a test lamp in checking circuit continuity, but only use proper control apparatuses.
Make sure that the electronic devices wiring harnesses (length, lead type, location, strapping, connection to screening
braiding, bonding, etc.) comply with FPT system and are carefully recovered after repair or maintenance interventions.
Measurements in drive electronic central units, plugged connections and electric connections to components can only
be made on proper testing lines with special plugs and plug bushes. Never use improper means like wires, screwdrivers,
clips and the like in order to avoid the danger of causing a short circuit, as well as of damaging plugged connections, which
would later cause contact problems.
Connectors present must beseenfromcableside. Connectors views containedinthemanual arerepresentativeof cable
side.
!
NOTE
7 TIER 4i C SERIES
8 TIER 4i C SERIES
Bonding and screening
Negative leads connected to a systembonded point must be both as short and possible and star-connected to each other, trying
then to have their centering tidily and properly made (Figure 1, re. M).
Further, following warnings are to be compulsorily observed for electronic components:
- Electronic central units must be connected to system bonding when they are provided with a metallic shell.
- Electronic central units negative cables must be connected both to a system bonding point such as the dashboard opening
bonding (avoiding serial or chain connections), and to battery negative terminal.
- Analog bonding (sensors), although not connected to battery negative system/terminal bonding, must have optimal isolation.
Consequently, particularly considered must be parasitic resistances in lugs: oxidising, clinching defects, etc.
- Screened circuits braiding must only electrically contact the end towards the central unit entered by the signal (Figure 2).
- If junction connectors are present, unscreened section d, near them, must be as short as possible (Figure 2).
- Cables must be arranged such as to result to be parallel to reference plane, i.e. as close as possible to chassis/body structure.
1. NEGATIVE CABLES STAR CONNECTION TO SYSTEM BONDING M
2. SCREENING THROUGH METALLIC BRAIDING OF A CABLE TO AN ELECTRONIC COMPONENT C. CONNECTOR
d. DISTANCE !0
88039
Figure 1
Figure 2
9 TIER 4i C SERIES
CONVERSIONS BETWEEN THE MAIN UNITS OF MEASUREMENT OF THE
INTERNATIONAL SYSTEM AND MOST USED DERIVED QUANTITIES
Power
1 kW = 1.36 metric HP
1 kW = 1.34 HP
1 metric HP = 0.736 kW
1 metric HP = 0.986 HP
1 HP = 0.746 kW
1 HP = 1.014 metric HP
Torque
1 Nm = 0.1019 kgm
1 kgm = 9.81 Nm
Revolutions per time unit
1 rad/s = 1 rpm x 0.1046
1 rpm = 1 rad/s x 9.5602
Pressure
1 bar = 1.02 kg/cm
2
1 kg/cm
2
= 0.981 bar
1 bar = 10
5
Pa
Where accuracy is not particularly needed:
- Nm unit is for the sake of simplicity converted into kgm according to ratio 10:1
1 kgm = 10 Nm;
- bar unit is for the sake of simplicity converted into kg/cm
2
according to ratio 1:1
1 kg/cm
2
= 1 bar.
Temperature
0 C = 32 F
1 C = (1 x 1.8 + 32) F
10 TIER 4i C SERIES
Type of
vehicle
Section
title
Page
number
Printout
number
Language
Publication
Basic edition referred to
month - year editorial
phase closing
When month - year update
is present (revi) to the basic
edition
KEY OF LECTURE OF THE HEADINGS AND FOOTNOTES
1 F2CFE613
Part 1
F2CFE613
Section
General specifications 1
Main engines diagrams 2
Electrical equipments 3
Maintenance planning 4
Removal and installation of main engine components 5
Engine overhaul 6
Technical specifications 7
Tools 8
Safety prescriptions Appendix
2 F2CFE613
MAPPING BETWEEN TECHNICAL AND COMMERCIAL CODING
3 F2CFE613
Technical Code Commercial Code
F2CFE613G*A030
C87 ENT F2CFE613D*A030
F2CFE613B*A030
4 F2CFE613
UPDATING
Section Description Page Date of revision
SECTION 1 - GENERAL SPECIFICATIONS 1 F2CFE613
SECTION 1
General Specifications
Page
VIEWS OF THE ENGINE 3 . . . . . . . . . . . . . . . . . .
CLEARANCE DATA 6 . . . . . . . . . . . . . . . . . . . . .
2 SECTION 1 - GENERAL SPECIFICATIONS F2CFE613
Base - 11/2011 Print P2D32C009 E
LEFT-HAND SIDE VIEW
RIGHT-HAND SIDE VIEW
166167
Figure 1
VIEWS OF THE ENGINE
Figure 2
166721
FRONT HAND SIDE VIEW
REAR HAND SIDE VIEW
166168
166169
Figure 3
Figure 4
TOP VIEW
166170
Figure 5
Data, features and performances are valid only if the setter fully complies with all the installation prescriptions provided
by FPT.
Furthermore, the users assembled by the setter shall always be in conformance to couple, power and number of turns
based on which the engine has been designed.
NOTE
CLEARANCE DATA
Type
F2CFE613
G*A030 D*A030 B*A030
Cycle 4-stroke Diesel engine
Fuel feed Turbocharged
Injection Direct
No. of cylinders 6 in line
Bore mm 117
Stroke mm 135
+ + +Total displacement cm
3
8700
Compression ratio 16 : 1
Maximum kW
power (CV)
rpm
245
334
2150
269
366
2150
295
402
2150
Max. torque Nm
(kgm)
rpm
1430
146
1100 1600
1540
157
1100 1600
1640
168
1300 1600
Loadless
engine
idling rpm 810
Loadless engine
peak rpm 2200
SUPERCHARGING
Turbocharger type
Intercooler
Waste Gate
HX52W
bar
LUBRICATION
Oil pressure
(warm engine)
- idling rpm bar
- peak rpm rpm bar
Forced by gear pump, relief valve single action
oil filter
4
5
COOLING
Water pump control
Thermostat
- start of opening C
Liquid
Through belt
85 1,5
!
by FPT.
(1) The amounts indicated relate to the standard configuration of the engine only.
Use a water and PARAFLU11 mixture at 50%also during summer. As an alternative to PARAFLU11, use a product complying
with SAE J 1034 international standards.
(2) Use lubricants complying with the following international specifications: 15W-40 ACEA E7 / API CI-4, 10W-30 ACEA E7 /
API CI-4 for ambient temperature < -15 C; 10W-40 ACEA E9/API CJ-4 alternatively.
The grade of viscosity to be used in relation to environment temperature can be found in the table in the appendix.
The oil consumption is considered as acceptable up to a quantity equal to 0.5% of fuel consumption.
(3) The quantities shown refer to the first refilling and concern the refilling of engine, oil sump and filter.
(4) Use STANDARD fuel compliant to the EN 590.
!
Worning Refuelling from drums or tanks may result in pollution of the diesel fuel, with the risk of damage to the
injection system; if necessary, filter the fuel in a suitable manner or allowsedimentation of the impurities before refuelling.
Type
F2CFE613
G*A030 D*A030 B*A030
Cooling circuit
(1)
Total capacity
-
Lubrication circuit
(2)
Total capacity
(3)
28 (25)
Periodical replacement:
Oil sump at minimum level
Oil sump at maximum level
15 (13.5)
22 (20)
Fuel tank
(4)
-
SECTION 2 - MAIN ENGINE DIAGRAMS 1 F2CFE613
SECTION 2
Main engine diagrams
Page
SUPPLY 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL SUPPLY DIAGRAM 4 . . . . . . . . . . . . . . . . . .
MECHANICAL SUPPLY PUMP 5 . . . . . . . . . . . . .
- Normal operating conditions 5 . . . . . . . . . . . . . .
- Overpressure condition at outlet 5 . . . . . . . . . . .
- Drain conditions 5 . . . . . . . . . . . . . . . . . . . . . . .
CP3 HIGH-PRESSURE PUMP 6 . . . . . . . . . . . . . . .
HIGH-PRESSURE PUMP - INSIDE STRUCTURE 7
- Operating principle 8 . . . . . . . . . . . . . . . . . . . . .
- Operation 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RAIL (PRESSURE ACCUMULATOR) 10 . . . . . . . . .
- Electroinjector 10 . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION DIAGRAM 11 . . . . . . . . . . . . . . . . .
- Oil pump 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Overpressure valve 12 . . . . . . . . . . . . . . . . . . . . .
- Oil pressure control valve 13 . . . . . . . . . . . . . . . .
- Heat exchanger 13 . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE OIL FILTER 14 . . . . . . . . . . . . . . . . . . . . . .
- Characteristics 14 . . . . . . . . . . . . . . . . . . . . . . . . .
- Lock torques 14 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Installation rule 14 . . . . . . . . . . . . . . . . . . . . . . . . .
- Filter by-pass valve 14 . . . . . . . . . . . . . . . . . . . . . .
- Replacing oil filter cartridge 15 . . . . . . . . . . . . . . .
2 SECTION 2 - MAIN ENGINE DIAGRAMS F2CFE613
Page
- Oil fume recycle (Blow-by) 16 . . . . . . . . . . . . . . .
COOLING 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Description 17 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Operation 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Water pump 19 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Thermostat 19 . . . . . . . . . . . . . . . . . . . . . . . . . . .
TURBOCHARGING 20 . . . . . . . . . . . . . . . . . . . . . .
- Description 20 . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1
144843
SUPPLY
The Common Rail supply system is equipped with a special pump that maintains fuel at constant high pressure regardless
from phase and cylinder under injection and accumulated in an common duct shared by all electric injectors.
Therefore, fuel at injection pressure, calculated by ECU, is always available at electric injection inlet.
When the solenoid valve of an injector is energized by ECU, in related cylinder the injection of fuel taken directly from the
rail takes place.
Return
circuit
Supply
circuit
144820
Figure 2
1. High-pressure pump - 2. Fuel filter - 3.Tank - 4. Fuel pre-filter - 5.ECU - 6. Electric injectors - 7.Common Rail -
8. Pressure sensor
FUEL SUPPLY DIAGRAM
High pressure
Low pressure
!
After high-pressure pipeline installation, during the following 20 hours of work, frequently check engine oil level.
(IT MUST NOT INCREASE).
MECHANICAL SUPPLY PUMP
Gear pump, fitted on the rear side of the high pressure pump
and used to supply it.
It is controlled by high pressure pump shaft.
Normal operating conditions
Figure 3
72592
AFuel inlet fromtank, B fuel outlet to filter, 1-2 by-pass valves
in close position
Overpressure condition at outlet
Figure 4
72593
The by-pass valve (1) cuts in when overpressure is generated
at outlet B. The existing pressure, overcoming valve spring (1)
elastic strength, makes inlet and outlet communicating
through duct (2).
Figure 5
Drain conditions
72594
The by-pass valve (2) cuts in when, with engine off, the fuel
system shall be filled through the priming pump. In this
situation the by-pass valve (1) stays closed whereas by-pass
valve (2) opens due to inlet pressure, and fuel is drained out
through B.
The mechanical supply pump cannot be replaced
individually, therefore it cannot be removed from
the high pressure pump.
NOTE
Figure 6
72595
1. Fuel outlet fitting to rail - 2. High-pressure pump - 3. Pressure regulator - 4. Control gear - 5. Fuel inlet fitting from filter -
6. Fuel outlet fitting to filter support - 7. Fuel inlet fitting from control unit heat exchanger - 8. Fuel outlet fitting from supply
pump to filter - 9. Mechanical supply pump
Pump with 3 radial pistons controlled by the timing gear,
without needing any setting. On the rear side of the high
pressure pump is fitted the mechanical supply pump
controlled by the high pressure pump shaft.
CP3 HIGH-PRESSURE PUMP
The following work must be carried out on the feed pump / high-pressure pump assembly:
- replacing the drive gear;
- replacing the pressure regulator.
70498
Figure 7
Every pumping unit is composed of:
- a piston (5) actuated by a three-lobe element (2) floating
on the pump shaft (6). The element (2), being floating on
a misaligned part of the shaft (6), when the shaft rotates,
does not rotate therewith but is only translated in a
circular movement along a wider radius, with the
resulting alternate actuation of the three pumping
elements;
1. Cylinder 2. Three-lobe element 3. Cap intake valve 4. Ball delivery valve 5. Piston 6. Pump shaft
7. Low-pressure fuel inlet 8. Pumping elements supplying fuel ducts
HIGH-PRESSURE PUMP - INSIDE STRUCTURE
sec. B-B
sec. C-C
- cap intake valve (3);
- ball delivery valve (4).
Figure 8
Operating principle
72597
1. Fuel outlet fitting to rail - 2. Delivery valve to rail - 3. Pumping element - 4. Pump shaft - 5. Pumping element supply duct -
6. Pressure regulator supply duct - 7. Pressure regulator
Sec. D D
Pumping element (3) is oriented to pump shaft (4) cam.
During intake, the pumping element is supplied through
supply duct (5). The fuel amount to be sent to the pumping
element is set by the pressure regulator (7). The pressure
regulator meters fuel flow to pumping element according to
the PWM signal received from ECU. During pumping
element compression stage, fuel reaches the pressure
required to open the delivery valve to common rail (2) and
to feed it through outlet (1).
Sec. B B
Figure 9
72601
1. Pumping element inlet - 2. Pump lubrication ducts -
3. Pumping element inlet - 4. Main pumping element
supply duct - 5. Pressure regulator - 6. Pumping element
inlet - 7. Regulator exhaust duct - 8. 5 bar pressure relief
valve - 9. Fuel drain from regulator inlet
Sec. C C
72598
Figure 9 shows low pressure fuel paths inside the path and
highlights: main pumping element supply duct (4), pumping
element supply ducts (1 3 6), pump lubrication ducts (2),
pressure regulator (5), 5 bar pressure relief valve (8) and fuel
drain duct (7).
Pump shaft is lubricated by fuel through delivery and return
ducts (2).
Pressure regulator (5) establishes the fuel amount to send to
pumping elements; excess fuel is drained out through duct
(9).
5 bar pressure relief valve acts as fuel exhaust manifold and
keeps 5 bar constant pressure at regulator inlet.
Figure 10
Sec. A A
1. Fuel outlet duct - 2. Fuel outlet duct - 3. Fuel outlet
from pump with high pressure pipe fitting for common rail
Figure 10 shows high pressure fuel flow through pumping
element outlet ducts.
114254
Figure 11
Operation
The cylinder is filled through the cap intake valve only if the
supply pressure is suitable to open the delivery valves set on
the pumping elements (about 2 bars).
The amount of fuel supplying the high-pressure pump is
metered by the pressure regulator, placed on the
low-pressure system; the pressure regulator is controlled by
the EDC7 control unit through a PWM signal.
When fuel is sent to a pumping element, the related piston
is moving downwards (suction stroke). When the piston
stroke is reversed, the intake valve closes and the remaining
fuel in the pumping element chamber, not being able to come
out, is compressed above the supply pressure value existing
in the rail.
The thereby-generated pressure makes the exhaust valve
open and the compressed fuel reaches the high-pressure
circuit.
The pumping element compresses the fuel till the top dead
center (delivery stroke) is reached. Afterwards, the pressure
decreases till the exhaust valve is closed.
The pumping element piston goes back towards the bottom
dead center and the remaining fuel is decompressed.
When the pumping element chamber pressure becomes less
than the supply pressure, the intake valve is again opened and
the cycle is repeated.
The delivery valves must always be free in their movements,
free from impurities and oxidation.
The rail delivery pressure is modulated by the electronic
control unit, through the pressure regulator solenoid valve.
The pump is lubricated and cooled by the fuel.
The radialjet pump disconnection reconnection time on
the engine is highly reduced in comparison with traditional
injection pumps, because it does not require setting.
If the pipe between fuel filter and high-pressure pump is to
be removed-refitted, be sure that hands and components are
absolutely clean.
1. Rail - 2. Fuel return - 3.Pipelines to injectors - 4. Fuel
supply to high pressure pump - 5. Pressure sensor -
6. Overpressure valve
The rail volume is of reduced sizes to allow a quick
pressurisation at startup, at idle and in case of high flow-rates.
It anyway has enough volume as to minimise use of plenum
chambers caused by injectors openings and closings and by
the high-pressure pump operation. This function is further
enabled by a calibrated hole being set downstream of the
high-pressure pump.
A fuel pressure sensor (5) is screwed to the rail. The signal
sent by this sensor to the electronic control unit is a
feed-back information, depending on which the rail pressure
value is checked and, if necessary, corrected.
Electroinjector
RAIL (PRESSURE ACCUMULATOR)
114255
Figure 12
1. Fuel return hole - 2. Fuel supply
166171
Figure 13
LUBRICATION DIAGRAM
Dropping oil
Pressure oil
The oil pump (1) cannot be overhauled. On finding any
damage, replace the oil pump assembly.
See under the relevant heading for replacing the gear (2) of
the crankshaft.
114245
112327
Figure 14
Figure 15
MAIN DATA TO CHECK THE OVERPRESSURE
VALVE SPRING
OIL PUMP CROSS-SECTION
1. Overpressure valve Start of opening pressure 10.1 0.7 bars.
Overpressure valve
Figure 16
Oil pump
190 6N
4
3
.
6
5
3
3
.
5
2
2
.
9
5
324 9N
2
2
.
9
5
117716
The oil pressure control valve is located on the left-hand side
of the crankcase.
Start of opening pressure 5 bars.
73542
88819
Figure 17
Figure 18
Figure 19
MAIN DATA TO CHECK THE OIL PRESSURE
CONTROL VALVE SPRING
Oil pressure control valve
Heat exchanger
114246
1. Exchanger seal - 2. Internal heat exchanger element - 3. Cover - 4.Oil filter - 5. Oil filter seal
168 9
308 15
6
3
5
1
3
6
.
4
114247
Figure 20
Figure 21
ENGINE OIL FILTER
Characteristics
1. Max working pressure: 13 bars
2. Working temperature: - 30 C + 120 C
3. By-pass valve opening value: 3,4 0,3 bar
Lock torques
Cap (part 1): 60 5 Nm
Plug (part 9): 30 5 Nm
Plug (part 10): 90 5 Nm
Installation rule
Use threadlock for plug (part 10).
1. Closure cap - 2. Cartridge - 3. Spring - 4. Support O-ring - 5. Tank O-ring - 6. Washer - 7. Washer - 8. Support -
9. Plug M14x1.5 - 10. Plug M38x1.5 - 11. By-pass valve 3.4 bars.
73545
Valve opens quickly at 3,4 0,3 bar pressure.
Filter by-pass valve
115877
115876
115878
115879
Figure 22
Figure 23
Figure 24
Figure 25
Replacing oil filter cartridge
Dismantling
Remove the plug (2).
Undo the filter casing (1) by a couple of turns and wait for
a few minutes.
In this way the remaining oil in the casing starts firstly to drip
and then to flow smoothly out.
Completely undo the casing and then replace the cartridge.
Insert the cartridge in the casing aligning the centering tabs
(2) on the upper plate (1) with the seats.
The cartridge should be pushed into the container until the
action of the attachment system at the bottom of the casing
is overcome.
At the same time, the tabs on the upper plate should slide
into the housings.
Move the upper part of the casing thread close to the first
lower thread of the support (the cartridge cover element
should be in contact with the oil outlet duct on the support.
Proceed with tightening the cartridge-casing assembly (1) on
the support (4).
During this stage both the seal (3) for the oil outlet
duct-cartridge element and the casing-support seal (2) will
gradually be involved.
Tighten the filter casing to a torque of 65 Nm.
Tighten the protective cap (1) on the filter casing.
Refitting
166174
Figure 26
Oil fume recycle (Blow-by)
Part of gas produced by combustion during engine operation leaks through piston elastic ring openings into sump, mixing with
oil fumes in sump.
This mixture, conveyed upward, is partially separated from oil by a device located in timing cover upper part and introduced in
air intake circuit.
The device mainly consists of a rotary filter secured on propeller shaft and by a front cover housing normally closed valves
controlling mixture flow.
Gas with oil contents greater than 10 g/h
Gas with oil contents approx. 0,2 g/h
Condensed oil returning to oil sump
COOLING
Description
The engine cooling system is of the closed-circuit, forced circulation type.
It consists mainly of the following components:
- expansion tank, not supplied (by FPT);
- a heat exchanger to cool down lubrication oil;
- a water pump with centrifugal system incorporated in the cylinder block;
- fan, not supplied;
- a 2-way thermostat controlling the coolant circulation.
Operation
The water pump is actuated by the crankshaft through a poli-V belt and sends coolant to the cylinder block, especially to the
cylinder head (bigger quantity). When the coolant temperature reaches and overcomes the operating temperature, the
thermostat is opened and from here the coolant flows into the radiator and is cooled down by the fan.
The pressure inside the system, due to temperature change, is adequately controlled through the expansion vessel.
Figure 27
166172
Water flowing out of the thermostat
Water circulating in the engine
Water flowing into the pump
144832
Figure 28
Figure 29
Figure 30
Thermostat
The water pump consists of: rotor, shaft with bearing,
T-gasket and drive pulley with dust shield.
Check that the pump body has no cracks or water
leakage; if it does, replace the entire water pump.
CROSS-SECTION OF THE WATER PUMP
View of thermostat operation
45357
Water leaving the thermostat
45358
Check the thermostat works properly; replace it if in doubt.
Temperature of start of travel 85C 1.5C.
Minimum travel 9.5 mm at 95C 2C.
Water pump
NOTE
TO THE HEATER
TO BY-PASS FROM THE HEAD
TO EXPANSION TANK
FROM THE HEAD
TO RADIATOR
TO THE HEATER
Figure 31
TURBOCHARGING
The turbocharging system consists of:
- air filter;
- Wastegate turbocharger.
166173
Exhaust gas
Inlet air
Compressed air (hot)
Intake compressed air
SECTION 3 - ELECTRICAL EQUIPMENT 1 F2CFE613
SECTION 3
Electrical equipment
Page
COMPONENTS ON THE ENGINE F2C 3 . . . . . .
ENGINE CABLE 4 . . . . . . . . . . . . . . . . . . . . . . . . .
EDC 7 UC31 CONTROL UNIT PIN OUT 5 . . . .
EDC 7 UC31 ELECTRONIC CONTROL UNIT 6
EDC CONTROL UNIT PIN-OUT 7 . . . . . . . . . . .
- Sensor connector C 8 . . . . . . . . . . . . . . . . . . .
- Electroinjectors 9 . . . . . . . . . . . . . . . . . . . . . . . .
- Engine coolant temperature sensor 10 . . . . . . . .
- Fuel temperature sensor 11 . . . . . . . . . . . . . . . . .
- High pressure pump (pressure regulator) 12 . . . .
- Flywheel pulse transmitter 13 . . . . . . . . . . . . . . . .
- Distribution pulse transmitter 14 . . . . . . . . . . . . .
- Oil temperature/pressure sensor 15 . . . . . . . . . .
- Air pressure/temperature sensor 16 . . . . . . . . . .
- Fuel pressure sensor on rail 17 . . . . . . . . . . . . . . .
- Alternator 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Starting motor 19 . . . . . . . . . . . . . . . . . . . . . . . . .
EDC SYSTEM FUNCTIONS 20 . . . . . . . . . . . . . . . .
2 SECTION 3 - ELECTRICAL EQUIPMENT F2CFE613
A. Fuel temperature sensor - B. Engine rpm sensor on camshaft - C. Starter motor - D. EDC 7 control unit - E. Conditioner
compressor - F. Pressure/temperature transmitter - G. Temperature/air pressure sensor - H. Alternator - I. Resistance for
engine warming - L. Connector on engine block for connection with electro injectors - M. Water temperature sensor -
N. Engine speed on flywheel sensor - O. Fuel adjustment valve on high pressure pump
Figure 1
166175
COMPONENTS ON THE ENGINE F2C
171599
Figure 2
ENGINE CABLE
Sensor code FUNCTION
78247 Fuel injector
85157 Fuel pressure sensor on rail
85153 Engine coolant temperature sensor
85156 Air pressure and temperature sensor
42030 Engine oil pressure sensor
47032 Engine oil temperature sensor
47042 Fuel temperature sensor
48035 Driving shaft sensor
48042 Camshaft sensor
ST Cable routing inside head
119977
Figure 3
EDC 7 UC31 CONTROL UNIT PIN-OUT
EDC 7 UC31 ELECTRONIC CONTROL UNIT
Figure 4
A. Electro-injector connector - B. Chassis connector - C. Sensor connector
102373
A C
B
EDC CONTROL UNIT PIN-OUT
Electric injector connector A
102374
Figure 5
16 12
6
1 5
11
Colour legend
B black
R red
U blue
W white
P purple
G green
N brown
Y yellow
O orange
E grey
K pink
Pin Function
1 Solenoid valve for electronic cylinder 5 injection
7 -
8 -
9 -
10 -
Sensor connector C
Colour legend
B black
R red
U blue
W white
P purple
G green
N brown
Y yellow
O orange
E grey
K pink
102375
Figure 6
6 8 16 9 15 22
36 29 30 23 3 1
4
5
Pin Function
18 -
9 Engine speed sensor (timing)
10 Engine speed sensor (timing)
11 -
12 Pressure sensor on rail
15 Coolant temperature sensor
16 -
17 -
19 Engine speed sensor (flywheel)
20 -
21 -
22 -
23 Engine speed sensor (flywheel)
24 Engine oil pressure/temperature sensor
25 Air pressure/temperature sensor supply
26 Coolant temperature sensor
27 Engine oil temperature/pressure sensor
29 -
30 -
31 -
33 Air pressure signal from air pressure/temperature sensor
34 Air temperature signal from air pressure/temperature sensor
36 Air temperature signal from air pressure/temperature sensor
Figure 7
It is a N.O. solenoid valve.
They are connected to the EDC ECU on connector A.
The resistance of each injector coil is 0.56 - 0.57 Ohm.
The electroinjector can be considered as consisting of 2 parts:
- actuator - atomizer including pressure rod, needle and nozzle;
- control solenoid valve including coil and pilot valve.
The solenoid valve controls atomizer needle lift.
INJECTION START
When coil is energized, lock pin moves upward.
The control volume fuel flows to return duct causing control volume pressure drop.
At the same time, fuel pressure in pressure chamber causes needle uplift and therefore fuel injection in cylinder.
END OF INJECTION
When coil is de-energized, lock pin returns to lock position to look for a force balance such to return to needle close position and
stop injection.
Electroinjectors
114255
Figure 8
Engine coolant temperature sensor
This N.T.C. type sensor located on the water outlet sump on the engine head left measures coolant temperature for the various
operating logics with a hot or cold engine and identifies injection enrichment requirements for a cold engine or fuel reduction
requirements for a hot engine.
It is connected to electronic center pins 15/26.
104266
Description Cable colour
To EDC center pin 15 (Sensor connector C) K
To EDC center pin 26 (Sensor connector C) Y
Figure 9
Fuel temperature sensor
Specifications
Supplier BOSCH
Max. tightening torque 35 Nm
104267
To pin 18 of EDC control unit (Sensor connector C) O/B
To pin 35 of EDC control unit (Sensor connector C) W/R
Figure 10
High pressure pump (pressure regulator)
Pump with 3 radial pistons commanded by timing gear,
requiring no tuning, with rotor supply pump applied on rear
end.
A. Fuel drain outlet fitting to filter support
B. Fuel inlet fitting from ECU heat exchanger
C. Fuel inlet fitting from fuel filter
D. Fuel outlet fitting from supply pump to filter
E. Fuel outlet fitting to rail
1. High-pressure pump
2. Supply pump
3. Pressure regulator (NO solenoid valve modulated by
ECU with PWM signal).
Pressure regulator
Located at high-pressure pump inlet, on low pressure system,
it modulates the amount of fuel for high-pressure pumpsupply
based on commands received from ECU.
It mainly consists of parts below:
- trapezoidal-section lock pin;
- valve control pin;
- pre-load valve;
- coils.
When no control signal is present, the pressure regulator is
normally open, therefore the high pressure pump is in max
delivery condition.
The ECU modulates a PWM control signal to extend or
reduce section of fuel supply line to high-pressure pump.
The component cannot be replaced as an individual part,
therefore it cannot be removed.
The quantity of high-pressure supply fuel is metered by a
proportional valve positioned on low-pressure system and it
is managed by the ECDC 7 ECU.
The delivery pressure to rail is modulated between 250 and
1400 bars by ECU operating on pressure regulator solenoid
valve.
It is a NO solenoid valve.
Its resistance is 3,2 .
It is connected to ECU pins C5 - C7.
A
B
C
3
D
E
1
2
000912t
x
Figure 11
Flywheel pulse transmitter
Specifications
Supplier BOSCH
Max. tightening torque 8 2 Nm
104269
To EDC center pin 19 (Sensor connector C) B
To EDC center pin 23 (Sensor connector C) W
104269
Figure 12
Distribution pulse transmitter
Features
Vendor BOSCH
Torque 8 2 Nm
Resistance 880 920
This induction type sensor located on the camshaft generates signals obtained from the magnetic flow lines that close through
the 6 plus 1 phase teeth of a sound wheel mounted on the shaft.
The electronic center uses the signal generated by this sensor as an injection step signal.
This sensors air gap is NOT ADJUSTABLE.
To EDC center pin 9 (Sensor connector C) W
To EDC center pin 10 (Sensor connector C) R
Linking connector
Sensor external view
Wiring diagram
50324
Figure 13
50323
Figure 14
50344
Figure 15
Oil temperature/pressure sensor
This component is identical to the air pressure/temperature
sensor.
It is fitted onto the engine oil filter, in a horizontal position.
It measures the engine oil temperature and pressure.
The measured signal is sent to the EDC control unit which
controls, in turn, the indicator instrument on the dashboard
(low pressure warning lights / gauge).
Pin (EDC) 24/C - 32/C Power supply
Pin (EDC) 27/C Pressure
Pin (EDC) 28/C Temperature
The engine oil temperature is used only by the EDCcontrol
unit.
Ref. Description Control unit pin
1 Ground 24C
2 Temp. Sign. 28C
3 +5 32C
4 Press. Sign. 27C
Linking connector
Wiring diagram
114273
Figure 16
50344
Figure 17
Air pressure/temperature sensor
This component incorporates a temperature sensor and a
pressure sensor.
It is fitted onto the intake manifold and measures the
maximum supplied air flow rate used to accurately calculate
the amount of fuel to be injected at every cycle.
The sensor is powered with 5 V.
The output voltage is proportional to the pressure or
temperature measured by the sensor.
Ref. Description Control unit pin
1 Ground 25C
2 Temp. Sign. 36C
3 +5 33C
4 Press. Sign. 34C
Figure 18
Fuel pressure sensor on rail
Installed on one rail end, it measures actual fuel pressure in order to determine injection pressure.
The injection pressure value is used for pressure check and to determine the injection electric command duration.
It is supplied with 5 volts.
It is connected to ECU on pins 12C - 13C - 14C.
114620
Ref. Description
Pin
ecu
1 ECU pin 12C
2 Ground 13C
3 Supply Pressure 14C
Alternator
Supplier MITSUBISHI
Technical features 24V - 90A
144837
144836 116716
116715
Figure 19
Figure 20
Figure 21
Figure 22
Pin Description
S + 30
L Battery recharge light
B- Negative
B+ Positive
IG + 15
Figure 23
Starting motor
Specifications
Supplier DENSO
Type 2280005641
Electrical system 24 Volt
Nominal output 4.5 Kw
114283
EDC SYSTEM FUNCTIONS
The EDC 7 UC31 electronic center manages the following main functions:
Fuel injection
Accessory functions such as cruise control, speed limiter, PTO and the like
Self-diagnosis
Recovery
It also enables:
Interfacing with other electronic systems (if any) available on the vehicle
Diagnosis
Fuel dosing
Fuel dosing is calculated based on:
- accelerator position
- engine rpm
- quantity of air admitted.
The result can be corrected based on:
- water temperature
or to prevent:
- noise
- fumes
- overloads
- overheating
Pressure can be adjusted in case of:
- engine brake actuation
- external device actuation (e.g. speed reducer, cruise control)
- serious defects involving load reduction or engine stop.
After determining the mass of air introduced by measuring its volume and temperature, the center calculates the corresponding
mass of fuel to be injected into the cylinder involved, with account also taken of gas oil temperature.
Delivery correction based on water temperature
When cold, the engine encounters greater operating resistance, mechanical friction is high, oil is till very viscous and operating plays
are not optimized yet.
Fuel injected also tends to condense on cold metal surfaces.
Fuel dosing with a cold engine is therefore greater than when hot.
Delivery correction to prevent noise, fumes or overloads
Behaviors that could lead to the defects under revieware well known, so the designer has added specific instructions to the center
to prevent them.
De-rating
In the event of engine overheating, decreasing delivery proportionally to the temperature reached by the coolant changes injection.
Injection lead electronic control
Injection lead, or the start of fuel delivery expressed in degrees, can differ from one injection to the next, even from one cylinder
toanother and is calculated similarly todelivery according to engine load, namely, accelerator position, engine rpmand air admitted.
Lead is corrected as required:
- during acceleration
- according to water temperature
and to obtain:
- reduced emissions, noise abatement and no overload
- better vehicle acceleration
High injection lead is set at start, based on water temperature.
Delivery start feedback is given by injection electro valve impedance variation.
Engine start
Cylinder 1 step and recognition signal synchronization (flywheel and driveshaft sensors) takes placeat first engine turns. Accelerator
pedal signal is ignored at start. Star delivery is set exclusively based on water temperature, via a specific map. The center enables
the accelerator pedal, when it detects flywheel acceleration and rpmsuch as to consider the engine as started and no longer drawn
by the starter motor.
Run Up
When the ignition key is inserted, the center transfers data stored at previous engine stop to the main memory (Cf. After run),
and diagnoses the system.
After Run
At each engine stop with the ignition key, the center still remains fed by the main relay for a few seconds, to enable the
microprocessor to transfer some data from the main volatile memory to an non-volatile, cancelable and rewritable (Eeprom)
memory to make tem available for the next start (Cf. Run Up).
These data essentially consists of:
- miscellaneous settings, such as engine idling and the like
- settings of some components
- breakdown memory
The process lasts for some seconds, typically from2 to 7 according to the amount of data to be stored, after which the ECUsends
a command to the main relay and makes it disconnect from the battery.
This procedure must never be interrupted, by cutting the engine off from the battery cutout or disconnecting the latter before
10 seconds at least after engine cutout.
In this case, system operation is guaranteed until the fifth improper engine cutout, after which an error is stored in the breakdown
memory and the engine operates at lower performance at next start while the EDC warning light stays on.
Repeated procedure interruptions could in fact lead to center damage.
Cut-off
It refers to the supply cut-off function during deceleration.
Cylinder Balancing
Individual cylinder balancing contributes to increasing comfort and operability.
This function enables individual personalized fuel delivery control and delivery start for each cylinder, even differently between each
cylinder, to compensate for injector hydraulic tolerances.
The flow(rating feature) differences betweenthe various injectors cannot be evaluateddirectly by the control unit. This information
is provided by the entry of the codes for every single injector, by means of the diagnosis instrument.
Not present on agricultural versions. NOTE
Synchronization search
The center can anyhow recognize the cylinder to inject fuel into even in the absence of a signal from the camshaft sensor.
If this occurs when the engine is already started, combustion sequence is already acquired, so the center continues with the
sequence it is already synchronized on; if it occurs with the engine stopped, the center only actuates one electro valve. Injection
occurs onside that cylinder within 2 shaft revs at the utmost so the center is only required to synchronize on the firing sequence
and start the engine.
SECTION 4 - MAINTENANCE PLANNING 1 F2CFE613
SECTION 4
Maintenance planning
Page
MAINTENANCE PLANNING 3 . . . . . . . . . . . . . .
- Recovery 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Planning of controls and periodical intervention 3
OFF-PLANE OPERATIONS 5 . . . . . . . . . . . . . . . .
MAINTENANCE PROCEDURES 6 . . . . . . . . . . . .
- Checks and controls 6 . . . . . . . . . . . . . . . . . . . .
2 SECTION 4 - MAINTENANCE PLANNING F2CFE613
MAINTENANCE PLANNING
Recovery
To ensure optimised working conditions, in the following pages we are providing instructions for the overhaul control
interventions, checks and setting operations that must be performed on the engine at due planned dates.
The frequency of the maintenance operations is just an indication since the use of the engine is the main characteristic to
determine and evaluate replacements and checks.
It is not only allowed but recommended that the staff in charge of the maintenance should also carry out the necessary
maintenance and controlling operations even if not being included in the ones listed here below but that may be suggested by
common sense and by the specific conditions in which the engine is run.
Planning of controls and periodical intervention
The maintenance operations are valid only if the setter fully complies with all the installation prescriptions provided
by FTP.
NOTE
1) Refers to engines with traditional and automatic tensioning devices
2) Must be performed annually, even if the required number of working hours are not reached
3) Replace lubricants according to the frequency indicated in the REFUELLING table.
4) Only use filters with the following characteristics:
- filtration level < 12 m
- filtering efficiency s > 200.
Control (when in use) Frequency
Visual check of engine Daily
Inspection presence of water in fuel filter or pre-filter Daily
Planned maintenance Frequency
Replacement of fuel filter 300 hours
(1)
Replacement of fuel pre-filter (where applicable) 300 hours
(1)
Replacement of engines oil and filter 600 hours
(2) (3) (4)
Replacement of blow-by filter 600 hours
Replacement of belt 1500 hours
Special maintenance Frequency
Inspection and setting of tappet clearance 1500 hours
The engine lubrication intervals apply with the use of Diesel fuel with sulphur content of less than 0.5%.
If using diesel with a percentage of sulphur above 0.5%, the oil-change frequency has to be halved.
Use engine oil: 15W-40 ACEA E7 / API CI-4
10W-30 ACEA E7 / API CI-4 (for ambient temperature < -15 C).
10W-40 ACEA E9/API CJ-4 (alternatively).
- The engine oil and filters must be changed every 12 months in case of very low annual use or less than 600 hours.
- Premature clogging of the air cleaner is generally due to the operating conditions. The filter should therefore be
renewed whenever clogging is signalled by the sensor regardless of the prescribed time interval, which should in
any case be respected in the absence of any specific indications.
The time intervals given in this plan are merely approximate as they refer to using the engines in an industrial
environment with average use in relation to displacement.
NOTE
NOTE Diesel fuel for lowtemperatures. Standard EN590 defines different classes of Diesel fuels, identifying thecharacteristics
of those most suitable for use in low ambient temperatures.
Compliance with the regulations regarding the distribution of fuels suitable for the climatic and geographic conditions
of the various countries is entirely up to the oil companies.
NOTE Early air filter clogging is usually due to environmental conditions. For this reason, the filter should be changed if clogging
is signalled by the related sensor, regardless of the prescriptions that shall be observed if no specific indications have
been provided.
OFF-PLANE OPERATIONS
Every year Before winter
and possibly when a maintenance operation is carried out
Check the antifreeze percentage in the engine cooling water
Every two year
and possibly when a maintenance operation is carried out
Change engine coolant
Draw off the rod from its slot and check that the level is
within the etched tags of minimum and maximum level.
Whether it should be difficult to make the evaluation,
proceed cleaning the rod using a clean cloth with no rag
grinding and put it back in its slot. Drawit off again and check
the level.
In case the level results being close to the tag showing
minimum level, provide filling lubrication of the engines
components.
145842
Figure 1
Figure 2
MAINTENANCE PROCEDURES
Checks and controls
Engine oil level check
The check must be executed when the engine is
disconnected and possibly cool.
The check can be made using the specially provided flexible
rod (1).
145841
(Demonstration)
(Demonstration)
Top up via the tappet cover cap (2). When filling, remove the
dipstick (1) to facilitate the flow of oil.
The engine oil is highly polluting and harmful.
In case of contact with the skin, rinse well with water
and detergent.
Adequately protect the skin and the eyes, operate
in full compliance with safety regulations.
Disposal must be carried out properly, and in full
compliance with the law and regulations in force.
Lubricating system check
The check must be executed both when the engine
disconnected and when it is running.
Verify the presence of any oil leakage or blow-by from the
head, from the engine pan of from the heat exchanger.
and detergent.
119975
We recommend to carry out the oil drainage when the
motor is hot.
Engine oil change
- Place a proper container for the oil collecting under the
pan connected with the drain plug (3).
- Unscrew the plug (3) and then take out the control dip-
sick (1) and the inserting plug (2) to ease the downflow
of the lubrication oil.
Warning: We recommend to wear proper protec-
tions because of high motor service temperature.
The motor oil reaches very high temperature: you
must always wear protection gloves.
The oil motor is very pollutant and harmful.
In case of contact with the skin, wash with much
water and detergent.
Protect properly skin and eyes: operate according to
safety rules.
Dispose of the residual properly following the rules.
- After draining completely, screw on the plug (3) under
the sump and tighten it to the prescribed torque.
- Add the specified quantity of recommended engine oil
through the filler (2) of the tappets cover.
Use only the recommended oil or oil having the re-
quested features for the corrrect motor function-
ing.
In case of topping up, dont mix oils having different
features.
If you dont comply with theses rules, the service
warranty is no more valid.
- Check the level through the dipsick until when the filling
is next to the maximum level notch indicated on the dip-
sick.
NOTE
Engine oil filter change
Figure 3
119976
Warning: the oil filter contains inside a quantity of
oil of about 1 kg.
Place properly a container for the liquid.
Warning: avoid the contact of skin with the motor
oil: in case of contact wash the skin with running
water.
The motor oil is very pollutant: it must be disposed
of according to the rules.
Before refitting the new cartridge, wet seal using
engine oil.
NOTE
Screw the oil filter (1) by hand until it touches the support,
then tighten of a turn to the required torque.
Refit the plug under the sump, tightening it to the required
torque.
Add the required amount of recommended engine oil
through the filler.
Complete the operation as described in the section
Changing the engine oil.
NOTE
Figure 4
Drain the oil as described in the section Changing the engine
oil.
When replacing the filter cartridge (2) do NOT fill
it.
This operation is banned to avoid impurities
entering into the circuit, which would damage the
injector/pump system components.
Figure 5
Figure 6
114018
117692
Unlock screws (2) and remove cover (1). Remove the
centrifugal filter (3) underneath and replace it.
Changing the Blow-by filter
Clean the surface of the parts to be joined removing
impurities and oil residuals.
Apply silicon LOCTITE 406 within the check valve (2)
housing (1) and on the Blow-by (3) as shown in the picture.
Figure 7
145886
Fuel filter change
Unscrew the fuel filter cartridge (2).
Before fitting the new cartridge, wet seal with fuel oil or
engine oil.
Lock the new one by hand and carefully check that rubber
seal and contact surface are clean and in perfect conditions.
Lock cartridge by hand till contact with support and then lock
it for of a rev. at prescribed tightening torque.
During this operation dont smoke and dont use free
flames.
Avoid to breathe the vapors coming from filter.
!
After filters replacement the supply equipment
deaeration must be carried out.
!
Bleed air from the fuel as described below.
Fuel bleeding
Loosen the bleed screw (1) connecting the drainage by a
transparent flexible hose to a suitable container.
Figure 8
With the hand pump (2) of the fuel pre-filter (1) pump until
fuel completely free of air bubbles flows from the bleed
screw.
After the operation, tighten the bleed screw.
Start the engine and allow it to run at minimum for a few
minutes to expel any remaining air.
145887
Valve lash check a adjustment
For correct operation, follow instructions contained in
related chapter.
Figure 9
171162
Visually check that belt (4) is not worn out or broken; change
it as described below, if required.
NOTE To be able to work on the engine belt you first
need to remove the protective casing (if applicable)
by unscrewing the screws.
Check of water pump/alternator control belt condition
Use appropriate equipment (5) on the belt tensioner (6)
in the direction shown by the arrow and extract the belt
(4) from the pulleys of the alternator (1), of the coolant
pump (2) and from the idler pulleys (3).
Replacing coolant
Only proceed with the engine stopped and at a low
temperature, so as to avoid the risk of burning.
- Provide suitable containers to ensure that no coolant is
dispersed into the environment.
- Loosen the seal elements, remove the sleeves
connecting the engine circuit to the heat exchanger and
wait until it has emptied completely. When empty, repair
the circuit making sure that the sleeves are perfectly
sealed.
- Fill up the circuit.
- Refill the engine and the heat exchanger until complete
top up.
- With the filler cap open, start the engine and keep it
idling for nearly one minute. This phase facilitates the
cooling liquid air bleed.
- Stop the engine and top up again.
- Replace the worn belt with a new one.
- Place the belt on the pulleys and the guide rollers.
- Place the automatic tightener in order to key the belt in
the functioning position.
- Further adjustments are not required.
SECTION 5 - REMOVAL AND INSTALLATION OF MAIN ENGINE COMPONENTS 1 F2CFE613
SECTION 5
Removal and installation of
main engine components
Page
DRIVE BELT DISASSEMBLY/ASSEMBLY
PROCEDURE 3 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 3 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ALTERNATOR DISASSEMBLY/ASSEMBLY
PROCEDURE
- Disassembly 4 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WATER PUMP DISASSEMBLY/ASSEMBLY
PROCEDURE 5 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 5 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THERMOSTAT UNIT
DISASSEMBLY/ASSEMBLY PROCEDURE 6 . . .
- Disassembly 6 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE CENTRAL UNIT
- Disassembly 6 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL FILTER DISASSEMBLY/ASSEMBLY
PROCEDURE 7 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 7 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL PUMP DISASSEMBLY/ASSEMBLY
PROCEDURE 7 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 7 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 SECTION 5 - REMOVAL AND INSTALLATION OF MAIN ENGINE COMPONENTS F2CFE613
Page
COMMON RAIL DISASSEMBLY/ASSEMBLY
PROCEDURE 8 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 8 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROCKER ARM SHAFT DISASSEMBLY/ASSEMBLY
PROCEDURE 10 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 10 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Intake and exhaust rocker arm
clearance adjustment 11 . . . . . . . . . . . . . . . . . . .
INJECTOR DISASSEMBLY/ASSEMBLY
PROCEDURE 12 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 12 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Intake and exhaust rocker arm clearance
adjustment 14 . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTAKE MANIFOLD DISASSEMBLY/ASSEMBLY
PROCEDURE 15 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 15 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTER DISASSEMBLY/ASSEMBLY
PROCEDURE 16 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 16 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TURBOCHARGER DISASSEMBLY/ASSEMBLY
PROCEDURE 16 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 16 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXHAUST MANIFOLD DISASSEMBLY/ASSEMBLY
PROCEDURE 17 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 17 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL FILTER DISASSEMBLY/ASSEMBLY
PROCEDURE 17 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 17 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page
OIL COOLER DISASSEMBLY/ASSEMBLY
PROCEDURE 18 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 18 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL SUMP DISASSEMBLY/ASSEMBLY
PROCEDURE 19 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 19 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BLOW-BY DISASSEMBLY/ASSEMBLY
PROCEDURE 20 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 20 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Use specific tool (1) and operate in the arrow direction to
remove water pump and alternator control belt (2).
169280
Figure 1
Figure 2
DRIVE BELT
DISASSEMBLY/ASSEMBLY PROCEDURE
Disassembly
166178
Using an appropriate tool (1) on automatic belt tensioner
(3), turn it in the direction shown by the arrowand install the
auxiliary member drive belt (2).
Turn the crankshaft anticlockwise () until the belt is
completely fitted onto the pulley.
Assembly
Figure 3
169281
ASSEMBLY DIAGRAM OF FAN - WATER PUMP -
ALTERNATOR DRIVE BELT
1. Alternator - 2. Electromagnetic coupling -
3. Water pump - 4. Crankshaft
Fit the belt, as shown in Figure.
NOTE Belt tensioner is of automatic type; therefore,
further adjusting is not provided after mounting.
169282
Figure 4
Figure 5
ALTERNATOR
Disassembly
166178
Unscrew n 1 M10 (1) and n 1 M8 (3) screws and remove
alternator (2).
UnscrewN 2 M8 screws and remove alternator support (4).
Assembly
Fit the alternator support, screwing n 2 M8 screws.
Install alternator on support and screwn 1 M10 and n 1 M8
screws.
Figure 6
169280
169281
Figure 7
169283
Figure 8
Figure 9
WATER PUMP
Disassembly
Drain off the coolant..
166178
Remove the n 4 M8 screws (1) and take off the water pump
(2).
Assembly
Install water pump and screw n 4 M8 bolts.
Torque the bolts to 20 - 24 Nm.
169280
169281
Figure 10
Figure 11
To dismount the thermostat (1), proceed as follows:
169285
Figure 12
Figure 13
THERMOSTAT UNIT
Disassembly
169284
Unscrew n 5 M8 screws (2) and remove the thermostat
body (1) and its gasket (3);
Assembly
Install the complete thermostat body, with new gasket, on
the head and screw in 5 M8 screws to the specified torque.
114013
Disconnect connections of the engine cable from engine
central unit (2).
Disconnect the fuel pipe (1) between engine central unit and
fuel filter.
Unscrew n 8 M6 screws (1) and remove engine central unit
(4).
Unscrewn 3 M8 screws (2) and remove heat exchanger (3).
Assembly
Install heat exchanger screwing n 3 M8 screws.
Install engine central unit screwing n 8 M6 screws.
Connect fuel pipe between engine central unit and fuel filter.
End the assembly procedure by connecting engine cable on
engine central unit.
Figure 14
ENGINE CENTRAL UNIT
Disassembly
167115
Figure 15
Disconnect sensor connection (1).
Disconnect fuel pipes (2).
169287
Figure 16
Figure 17
FUEL FILTER
Disassembly
169286
Using the appropriate tool unscrew fuel filter (1).
Unscrew n 2 M8 screws (2) and remove fuel filter support
(3).
Assembly
Fit fuel filter support and screw n 2 M8 screws.
Before refitting the new cartridge, moisten the seal with
diesel or engine oil. Screw the new one on by hand, taking
care to check that the rubber seal and the mating surface are
clean and in a perfect state of repair.
Screw the cartridge on by hand until it is in contact with the
mounting and then tighten by 3/4 of a turn to the required
tightening torque. Bleed the air from the supply system as
described in the Fuel bleeding paragraph.
Connect the electrical connection to the fuel filter
temperature sensor.
End the assembly procedure by connecting fuel pipes.
169830
Using the appropriate tool unscrew fuel filter.
Unlock n 3 M8 retaining screws (1) and remove high
pressure pump (2).
Assembly
Install high pressure pump screwing n 3 M8.
Screw the cartridge on fuel filter support by hand until it is in
contact with the mounting and then tighten by 3/4 of a turn
to the required tightening torque.
End assembly procedure by connecting fuel pipes.
Figure 18
FUEL PUMP
Disassembly
169831
Figure 19
During this operation dont smoke and dont use
free flames.
Avoid to breathe the vapours coming from filter.
!
When replacing the filter cartridge do NOT fill it.
This operation is banned to avoid impurities
entering into the circuit, which would damage the
injector/pump system components.
Remove cylinder head cover and gasket.
Remove cable on head.
169832
Figure 20
Figure 21
COMMON RAIL
Disassembly
Disconnect n 6 fuel pipelines (1) from injector rail, fuel
supply line (2) of high pressure pump to rail and return line
(3).
Install rail (2) and spacers (3) on cylinder head.
Lock n 3 M8 retaining screws (1) by hand.
Install new pipes on rail and lock fittings by hand.
- supply line (2) of high pressure pump to rail;
- return line (3);
- n 6 fuel pipelines (1) between injectors and rail.
Lock rail to cylinder head retaining screws at required torque.
169816
Figure 22
169816
Unscrew n 3 M8 screws (1); remove common rail (2) and
spacers (3).
169832
Figure 23
NOTE
The previously removed pipes ca no longer be refit
and must be replaced.
Be very careful when fitting high pressure fuel pipes.
Assembly
Figure 24
Lock fittings on rail (A, C) at required torque.
Lock fittings on injectors and head (B, C) at required torque.
169833
!
After fitting the high-pressure pipelines, during the
following 20 hours of work, frequently check
engine oil level (IT MUST NOT INCREASE).
End assembly procedure by connecting engine cable on head
to injectors and rail sensor.
Fit the valve cover with the related gasket.
After the assembly procedure, the fuel lines must
definitely not touch each other so as not to get
damaged because of the high stress due to engine
vibration.
The MINIMUM distance between the individual
pipes must NOT be LESS than 2 mm.
NOTE
TYPE DESCRIPTION LOCK
TORQUE
A M18 x 1.5 40 2 Nm
B M14 x 1.5 35 2 Nm
C M16 x 1.5 40 2 Nm
Remove cylinder head cover and its gasket.
114025
Figure 25
Figure 26
ROCKER ARM SHAFT
Disassembly
Unlock rocker arm shaft retaining screws (1). Lock screws following the tightening order shown in the
figure.
Figure 27
169829
Assembly
70567A
Figure 28
Mount the shaft on the cylinder head using appropriate tool.
NOTE Before refitting the rocker-arm shaft assembly,
make sure that all the adjustment screws have been
fully unscrewed.
Install crosspieces (3) on valve rod.
Apply tool 99360558 (1) to rocker arm shaft (2) and install
shaft on cylinder head.
Remove tool 99360558 (1).
114025
Apply tool 99360558 (1) to rocker armshaft (2) and remove
shaft, remove crosspieces (3) from cylinder head.
115880
Figure 29
Figure 30
Intake and exhaust rocker arm clearance
adjustment
Adjustment of clearance between rocker arms and
intake/exhaust valve control crosspieces must be performed
with utmost care. Bring to blast phase cylinder to be adjusted;
the valves of this cylinder are closed while the symmetric
cylinder valves are balanced.
Symmetric cylinders are 1-6; 2-5 and 3-4.
In order to perform these operations correctly, refer to
procedure and table below.
- Use a polygonal spanner to release lock nut (1) of rocker
arm adjustment screw (2).
- Insert filler gage (3) having same value of operating
clearance shown in Characteristic and data tables.
- Use special spanner to lock/unlock adjustment screw.
- Check that filler gage (3) slides with a low friction.
- Lock nut (1) retaining the adjustment screw.
IGNITION ORDER 1-4-2-6-3-5
Fit the head internal electric wire (injectors + pressure
sensor) and securing it using bands as illustrated in the
diagram ().
Figure 31
114287
166177
Figure 32
Torque the lock nut to 34 - 44 Nm
NOTE In order to correctly carry out adjustments above,
it is mandatory to perform the sequence indicated
in the table, checking exact positioning at each
phase by means of pin 99360612.
Lock screws following the tightening order shown in the
figure.
45363
Install cylinder head cover (1) and lock screws (2) at required
torque.
START AND
ROTATION
CLOCKWISE
BALANCE
VALVES OF
CYLINDER No.
ADJUST
CLEARANCE
OF VALVES
CYLINDER No.
1 and 6 at TDC 6 1
120 3 4
120 5 2
120 1 6
120 4 3
120 2 3
114025
Figure 33
Figure 34
INJECTOR
Disassembly
Disconnect fuel pipelines (1) from injector rail, fuel supply
line (2) of high pressure pump to rail and return line (3).
Unlock rocker arm shaft retaining screws (4).
Figure 35
114024
169827
Figure 36
Apply tool 99360558 (1) to rocker armshaft (2) and remove
Position the dedicated tool (1) and hook on the injector (2).
169826
Remove screws (1) from brackets (2) fixing injectors.
Figure 37
169828
Drive out the injector (1) complete with bracket and seal (2).
Assembly
Install the injector comprehensive of bracket and seal in the
seat on the cylinder head.
Tighten screws on injector fixing brackets to 26 Nm.
Lubricate the injector fastening O-Rings using the
following lubricants: PDE SILIKONFETT 22, NLG
12, PDE LUBRICOMET GR 220 NLG12.
Figure 38
Figure 39
Install new pipes on rail and lock fittings by hand.
- supply line (2) of high pressure pump to rail;
- return line (3);
- n 6 fuel pipelines (1) between injectors and rail.
169816
NOTE Be very careful when fitting high pressure fuel pipes.
169833
Figure 40
adjustment
!
Check that the injectors (2) are equidistant from
the springs (1). Distance X which separates
them should always be the same.
Lock fittings on rail (A, C) at required torque.
Lock fittings on injectors and head (B, C) at required torque.
!
following 20 hours of work, frequently check
engine oil level (IT MUST NOT INCREASE).
NOTE
After the assembly procedure, the fuel lines must
definitely not touch each other so as not to get
damaged because of the high stress due to engine
vibration.
The MINIMUM distance between the individual
pipes must NOT be LESS than 2 mm.
NOTE
Before refitting the rocker-arm shaft assembly,
make sure that all the adjustment screws have been
fully unscrewed.
114025
Remove tool 99360558 (1).
Figure 41
114287
cylinder valves are balanced.
Symmetric cylinders are 1-6; 2-5 and 3-4.
NOTE In order to correctly carry out adjustments above,
TYPE DESCRIPTION LOCK
TORQUE
A M18 x 1.5 40 2 Nm
B M14 x 1.5 35 2 Nm
C M16 x 1.5 40 2 Nm
START AND
ROTATION
CLOCKWISE
BALANCE
VALVES OF
CYLINDER No.
ADJUST
CLEARANCE OF
VALVES
CYLINDER No.
1 and 6 at TDC 6 1
120 3 4
120 5 2
120 1 6
120 4 3
120 2 5
Figure 42
Figure 43
Fit the head internal electric wire (injectors + pressure
sensor) and securing it using bands as illustrated in the
diagram ().
Figure 44
115880
Figure 45
torque.
Remove engine cable connection from air temperature
sensor (1).
169817
Figure 46
166177
45363
figure.
INTAKE MANIFOLD
Disassembly
167122
Unscrew n 6 M10 bolts (2).
Remove following components:
- Intake manifold (1);
- Gasket (4);
- Spacer (3);
- Gasket (4).
Assembly
Mount new gaskets, spacer and fit intake manifold.
Screw n 6 M10 screws to 45 - 55 Nm.
End the assembly procedure by connecting engine cable to
air temperature sensor.
Take off n 3 screws (2) and remove the starter (1).
Assembly
Install the starter screwing n 3 screws.
Figure 47
STARTER
Disassembly
169818
Disconnect oil return pipe (1) and oil delivery pipe (2).
Figure 48
TURBOCHARGER
Disassembly
Figure 49
169819
169820
Unscrew n 4 nuts (1).
Remove turbocharger (3) and gasket (2).
Assembly
Mount a new gasket on exhaust manifold; fit the
turbocharger and screw n 4 nuts.
End the assembly procedure by connecting oil pipes.
Figure 50
EXHAUST MANIFOLD
Disassembly
169821
figure.
Figure 51
OIL FILTER
Disassembly
Figure 52
To dismount the exhaust manifold (1), proceed as follows.
Proceed with the disassembly of the turbocharger:
- disconnect oil return pipe;
- disconnect oil delivery pipe;
- unscrew n 4 nuts;
- remove turbocharger and gasket.
169822
60581
Unscrew n 24 M10 screws (2).
Remove exhaust manifold (3) and n 6 gasket (1).
Assembly
Mount 6 new gaskets and fit exhaust manifold.
Screw n 24 M10 screws.
pre-tightening: 35 - 45 Nm tightening: 65 - 75 Nm.
End the assembly procedure by fitting new gasket and
turbocharger.
Screw n 4 nuts; connect oil pipes.
the oil filter contains inside a
quantity of oil of about 1 kg.
Avoid the contact of skin with the motor
oil: in case of contact wash the skin with
running water.
The motor oil is very pollutant: it must be
disposed of according to the rules.
WARNING:
Figure 53
119976
Use tool 99360252 to slacken the oil filters (1).
Figure 54
169823
Remove bracket fixing oil delivery pipe to turbocharger
unscrewing n 3 M8 screws.
Unscrew n 2 M8 screws (1); remove oil filter body (2) and
gasket (3).
Assembly
Fit oil body filter with new gasket; screw n 2 M8 screws to
a torque of 65 Nm. Install bracket fixing oil delivery pipe.
169824
NOTE Before refitting the new cartridge, wet seal using
engine oil.
Screw the oil filter by hand until it touches the support, then
tighten 3/
4
of a turn to the required torque.
Add the required amount of recommended engine oil
through the filler.
Figure 55
OIL COOLER
Disassembly
NOTE Under oil cooler place a container for engine
coolant drain.
Remove oil cooler body (4) and its gasket (2).
Separate oil cooler (3) from oil body cooler.
Assembly
Assemble the oil cooler body with oil cooler, screwing in 2
M8 screws.
Mount the oil cooler complete with new gasket to the
crankcase housing.
Torque n 16 M8 bolts to 56- 70 Nm.
114029
119975
Figure 56
OIL SUMP
Disassembly
The oil motor is very pollutant and harmful. In case
of contact with the skin, wash with much water and
detergent.
Protect properly skin and eyes: operate according
to safety rules. Dispose of the residual properly
following the rules.
Unscrew the screws and take out the suction strainer (1).
Assembly
Place a proper container for the oil collecting under the sump
connected with the drain plug (3).
Unscrew the plug (3) and then take out the control dipstick
(1) and the inserting plug (2) to ease the down flow of the
lubrication oil.
Figure 57
114029
Unscrewthe screws (1) and take out the engine oil sump (3)
together with the spacer (2) and gasket.
Figure 58
114031b
Figure 59
Before assembling the suction rose, it is necessary to seal the
contact area (1) between basement, flywheel casing and
front cover with LOCTITE, following the herein instructions.
Clean the surfaces of the parts to be joined removing
Apply silicon LOCTITE 275 (1) as shown in the picture.
The diameter of the sealing string must be 1.5 0.5/0.2 mm.
Fit oil suction strainer.
Tighten n 4 M12 bolts to 22 - 27 Nm.
Figure 60
170127
Fit seal on oil sump (3), fit spacer (2) and install sump on
engine block locking screws (1) at required torque.
Figure 61
Use only the recommended oil or oil having the
requested features for the correct motor
functioning.
features.
Remove n 3 M6 screws (1) and blow-by box (2). Lock plug (1) under oil sump at predefined tightening torque.
Pour oil in prescribed quantity and quality in engine through
filler (2) of tappet cover.
Check the level through the dipstick until when the filling is
next to the maximum level notch indicated on the dipstick.
Figure 62
Figure 63
Unscrew n 6 M8 screws (2) and remove timing cover (1).
Figure 64
Unscrewn 3 M6 screws (2) and remove centrifugal filter (1).
NOTE
167126
BLOW-BY
Disassembly
169825
114286
114285
117692
Figure 65
Apply silicon LOCTITE 406 within the check valve (2)
housing (1) and on the Blow-by (3) as shown in the picture.
Assembly
Install centrifugal filter on tune wheel and lock n 3 M6 screws
at required torque.
Install timing cover and lock n 6 M8 retaining screws at
required torque.
Figure 66
169825
Install blow-by body (2) with related seal and lock screws
n 3 M6 (1) at required torque.
SECTION 6 - ENGINE OVERHAUL 1 F2CFE613
SECTION 6
Engine overhaul
Page
ENGINE DISASSEMBLY ON BENCH 3 . . . . . . . .
ENGINE OVERHAUL 8 . . . . . . . . . . . . . . . . . . . . .
ENGINE REMOVAL AT THE BENCH 8 . . . . . . . .
REPAIR OPERATIONS 9 . . . . . . . . . . . . . . . . . . . .
CYLINDER BLOCK 9 . . . . . . . . . . . . . . . . . . . . . . .
- Checks and measurements 9 . . . . . . . . . . . . . . .
CYLINDER LINERS 10 . . . . . . . . . . . . . . . . . . . . . . .
- Replacing cylinder liners 12 . . . . . . . . . . . . . . . . .
CRANKSHAFT 13 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Measuring main journals and crank pins 14 . . . . .
PRELIMINARY MEASUREMENT OF MAIN AND BIG
END BEARING SHELL SELECTION DATA 15 .
- Selecting the main and big end bearing shells 16 .
- Replacing the timing control gear and
the oil pump 22 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Checking main journal installation clearance 22 . .
- Checking crankshaft end float 23 . . . . . . . . . . . . .
PISTON-CONNECTING ROD ASSEMBLY 24 . . . .
- Removal 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Conditions for correct gudgeon pin-piston
coupling 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Piston rings 26 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Mounting the connecting rod - piston assembly 27
- Mounting the piston rings 27 . . . . . . . . . . . . . . . .
CONNECTING ROD 29 . . . . . . . . . . . . . . . . . . . .
- Fitting the connecting rod-piston assembly into the
piston liners 30 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Piston protrusion check 30 . . . . . . . . . . . . . . . . .
2 SECTION 6 - ENGINE OVERHAUL F2CFE613
Page
- Checking assembly clearance of big end pins 31 .
CYLINDER HEAD 31 . . . . . . . . . . . . . . . . . . . . . . . .
- Dismounting the valves 31 . . . . . . . . . . . . . . . . . .
- Checking the planarity of the head on the cylinder
block 31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VALVE 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Removing deposits and checking the valves 32 . .
VALVE GUIDES 32 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Replacing of valve guides 33 . . . . . . . . . . . . . . . .
- Replacing - Reaming the valve seats 33 . . . . . . . .
TIMING GEAR 34 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Camshaft drive 34 . . . . . . . . . . . . . . . . . . . . . . . .
- Intermediate gear pin 34 . . . . . . . . . . . . . . . . . . .
- Idler gear 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Twin idler gear 34 . . . . . . . . . . . . . . . . . . . . . . . .
- Replacing the bushings 34 . . . . . . . . . . . . . . . . . .
- Camshaft 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Checking cam lift and pin alignment 35 . . . . . . . .
- Bushes 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Use beater 99360505 to change bushings 37 . . .
VALVE SPRINGS 37 . . . . . . . . . . . . . . . . . . . . . . . . .
- Fitting the valves and oil seal ring 37 . . . . . . . . . .
ROCKER SHAFT 38 . . . . . . . . . . . . . . . . . . . . . . . . .
- Shaft 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Rocker 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ASSEMBLY 39 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- High pressure pump installation 43 . . . . . . . . . . .
ENGINE FLYWHEEL 43 . . . . . . . . . . . . . . . . . . . . . .
- Engine flywheel installation 43 . . . . . . . . . . . . . . .
- Camshaft installation 44 . . . . . . . . . . . . . . . . . . . .
TIMING CAMSHAFT AND FLYWHEEL
USING TOOL 99395223 45 . . . . . . . . . . . . . . . .
- Timing camshaft 45 . . . . . . . . . . . . . . . . . . . . . . .
Page
- Timing flywheel 47 . . . . . . . . . . . . . . . . . . . . . . . .
TIMING CAMSHAFT AND FLYWHEEL WITHOUT
TOOL 99395223 47 . . . . . . . . . . . . . . . . . . . . . . .
- Timing camshaft 47 . . . . . . . . . . . . . . . . . . . . . . .
- Timing flywheel 50 . . . . . . . . . . . . . . . . . . . . . . . .
- Intake and exhaust rocker arm
clearance adjustment 51 . . . . . . . . . . . . . . . . . . .
ENGINE ASSEMBLY COMPLETION 53 . . . . . . . . . .
166177
166179
166178
Figure 1
Figure 2
Figure 3
ENGINE DISASSEMBLY ON BENCH
If air conditioner compressor is installed, cut belt as it must not
be reused.
Remove parts below:
- if present, air conditioner compressor;
- water pump (3);
- flanged pipe;
- fixed belt tensioner (4);
- thermostat assembly (2).
- complete damping flywheel with pulley (5);
- alternator (1);
- automatic belt tensioner (6).
Handle all parts with great care.
Never put your hands or fingers between one part
and another.
Wear suitable personal protective equipment such
as a visor, gloves and safety shoes.
Unlock retaining screws (2) and remove head cover (1) to
reach injector and rail wiring.
166176
Figure 4
Cover all electrical components before washing with
high-pressure water jets.
Before securing the engine to the rotary stand 99322230,
remove: the electrical cableof theengine by unplugging it from
the control unit and from all sensors transmitters to which it
is connected.
Proceed to remove all those parts that can interfere with the
assembly of the brackets as shown hereunder.
Under heat exchanger (2) placea container for engine coolant
drain.
Unlock retaining screws and remove heat exchanger assembly
(2).
Remove oil outlet line (1).
Install engine on rotary stand 99322230.
Drain sump oil in specific container.
166340
114015
114013
Figure 5
Figure 6
Figure 7
Figure 8
Remove parts below:
- fuel filter (3);
- oil level rod (2);
- intake manifold (1).
Disconnect line (1) from high pressure pump support and
remove ECU (2) with support below.
Remove screws (1) and blow-by box (2).
166330
Remove parts below:
- oil filter (1);
- oil inlet line (2);
- turbocompressor (4) and exhaust manifold (3).
On opposite engine side, remove start-up motor.
166329
Apply extractor 99340051 (2) and remove seal (1).
Unlock screws and remove front cover (3).
Figure 9
114018
114014
114019
114020
114009
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Unlock screws (2) and remove cover (1). Remove centrifugal
filter (3) below.
Use specific spanner tounlock screws (2) and remove gear (3)
complete with tune wheel.
Unlock nut (4) and remove control gear (5) of high pressure
pump.
Remove rpm sensor (1).
Disconnect fuel lines (2), unlock retaining screws and remove
high pressure pump (1). Remove fuel filter support (3)
complete with pipeline.
Unlock screws (1) and remove thrust plate (2).
Use specific spanner to unlock screws (4) and remove relay
gear (5).
Remove high pressure pump mount flange (3).
Use specific tool lock engine flywheel (2) rotation, unlock
retaining screws (1) and remove engine flywheel.
In case removal of gear (5) is difficult, release high
pressure pump screws with light beater strokes on
control shaft and remove gear (5).
NOTE
45257
Figure 15
Apply extractor 99340054 (2) and remove seal (1).
114029
Figure 16
Unlock screws (1) and remove engine oil sump (3) complete
with spacer (2) and seal.
114031b
Figure 17
Unlock screws and remove suction rose (1).
114022
Figure 18
Unlock screws (1) and remove flywheel box (2).
114023
114024
Figure 19
Figure 20
Remove screws (2) and double gear (3).
Remove retaining screw (5) and connecting rod (4).
Remove oil pump (1).
- Unlock rocker arm shaft retaining screws (4).
- Disconnect fuel pipelines (1) frominjector rail, fuel supply
line (2) of high pressure pump to rail and return line (3).
114025
114027
Figure 21
Figure 22
Apply tool 99360558 (1) to rocker arm shaft (2) and remove
Remove retaining brackets (3) and remove injectors (4).
Remove retaining screws (1) and remove rail (2).
Figure 23
Remove camshaft and remove cylinder head retaining screws.
Use metallic ropes tolift cylinder head(1) andremove seal (2).
Figure 24
45266
117690
Fit the front cover within 10 minutes after applying
the sealer.
Clean the surface of the parts tobe joined removing impurities
and oil residuals. Apply silicon LOCTITE 5970 (1) to the cover
(2) as shown in the picture.
The diameter of the sealing string must be 1.5 0.5/0.2.
115882
Figure 25
Figure 26
Figure 27
Figure 28
Untighten screws (2) fixing the connecting rod cap (3) and
remove it. Remove the connecting rod-piston (1) assembly
from the upper side.
Repeat these operations for the other pistons.
Use adequate hexagonal spanner, unlock screws (1and 3) and
remove stiffening plate (2) as well as main journals (4).
115881
Rotate the block (1) to the vertical position.
Using tool 99360500 (1), remove the crankshaft (2).
Remove the main bearing shells (1), unscrew the screws and
take out the oil nozzles (2).
Remove the cylinder liners as described under the relevant
subheading on Replacing cylinder liners paragraph.
After disassembling the engine, thoroughly clean
disassembled parts and check their integrity.
Instructions for main checks and measures are given
in the following pages, in order to determine whether
the parts can be re-used.
Keep the big end bearing shells in their respective
housings and/or note down their assembly position
since, if reusing them, they will need to be fitted in the
position found upon removal.
Note down the assembly position of the top and
bottom main bearing shells since, if reusing them, they
will need to be fitted in the position found upon
removal.
ENGINE OVERHAUL
ENGINE REMOVAL AT THE BENCH
The following instructions are prescribed on the
understanding that the engine has previously been placed on
the rotating bench and that removal of all specific components
of the equipment have been already removed as well.
The section illustrates therefore all the most important engine
overhaul procedures.
47571
114615
NOTE
Figure 29
114035
A = Selection class 117 117.012 mm
B = Selection class 117.010 117.022 mm
X = Selection class marking area
In case of maximum wear >0.150 mm or maximum
ovalization >0.100 mm compared to the values indicated in
the figure, the liners must be replaced as they cannot be
ground, lapped or trued.
REPAIR OPERATIONS
CYLINDER BLOCK
Checks and measurements
Internal diameter of the cylinder liners is checked for
ovalization, taper and wear, using a bore dial (1) centesimal
gauge 99395687 (2) previously reset to ring gauge (3),
diameter 117 mm.
If dia.117 mm ring gage is not available, use a
micrometer.
34994
225036
114037
Figure 30
Figure 31
Figure 32
Figure 33
1 = 1
st
measuring
2 = 2
nd
measuring
3 = 3
rd
measuring
Carry out measurings on each cylinder liner at three different
levels and on two (A-B) surfaces, to one another
perpendicular, as shown in Figure.
(Demonstration)
Cylinder liners are equipped with spare parts with
A selection class.
114035
NOTE NOTE
A = 130.500 to 130.525 mm
B = 129.510 to 129.535 mm
C = 130.461 to 130.486
D = 129.475 to 129.500 mm
The figure shows the outer diameters of thecylinder liners and
the relative seat inner diameters.
The cylinder liners can be extracted and installed several times
in different seats, if necessary.
114038
Figure 34
Figure 35
CYLINDER LINERS MAIN DATA
CYLINDER BLOCK ASSEMBLY WITH CHROME-PLATED CYLINDER LINERS
A mm 117.000 to 117.012
B mm 117.010 to 117.022
Selection class
CYLINDER LINERS
145836
DETAIL A
Figure 36
145837
DETAIL B
Figure 37
145838
47577
77812
16798
35012
Figure 38
Figure 39
Figure 40
Place details 99360706 (1 and 2) and plate 99360724 (4) as
shown in the figure, by making sure that the plate (4) is
properly placed on the cylinder liners.
Tighten the screw nut (1) and remove the cylinder liner (3)
from the block.
Always replace water sealing rings (3, 4 and 5).
Install theadjustment ring (1) onthe cylinder liner (2); lubricate
lower part of liner and install it in the cylinder unit using the
proper tool.
Check cylinder barrel protrusion with tool 99360334
(1-2-3-4) and tighten screw (1) to 170 Nm.
With dial gauge 99395603 (5) placed on base 99370415 (6)
measure the cylinder barrel protrusion compared to the
cylinder head supporting plane, it must be 0,035 to 0,065 mm
(figure below); otherwise replace the adjusting ring
(1, previous figure) fitted with spare parts having different
thickness.
When the installation is completed, block the cylinder liners
(1) to the block (2) with studs 99360703 (3).
Fitting and checking protrusion
(Demonstration)
Figure 41
CYLINDER LINER PROTRUSION
114041
The adjustment ring (1) is supplied as spare parts in
the following thicknesses: 0.08 mm- 0.10 mm- 0.12
mm.
NOTE
Replacing cylinder liners
Removal
Figure 42
144835
Figure 43
Figure 44
X. Detail of main journals connections Y. Detail of crank pins connections
Figure 45
MAIN DATA FOR THE CRANK SHAFT PINS AND THE HALF BEARINGS
Check the condition of the journals and the big end pins; there must no be signs of scoring, ovalization or excessive wear.
The data given refer to the normal diameter of the pins.
114043 114044
Upper main journal half bearing
Lower main journal half bearings
CRANKSHAFT
MEASURING CRANK PINS
During grinding, pay attention to journal and crank pins values
specified previous figures.
47535
47536
Figure 46
Figure 47
MEASURING THE MAIN JOURNALS
Measuring main journals and crank pins
Before grinding the crank pins using a micrometer (1),
measure the main journals and the crank pins (2) and decide,
on the basis of the undersizing of the bearings, the final
diameter to which the pins are to be ground.
It is advisable to enter the values found in a table
(Figure below).
All journals and crank pins must also be ground to
the same undersizing class, in order to avoid any
alteration to shaft balance.
Figure 48
Fill in this table with the measurements of the main journals and the crank pins.
MAIN JOURNALS
114045
MIN.
MAX.
MIN.
MAX.
CRANK PINS
NOTE NOTE
PRELIMINARYMEASUREMENTOF MAINANDBIGENDBEARINGSHELL SELECTIONDATA
For each of the journals of the crankshaft, it is necessary to carry out the following operations:
MAIN JOURNALS:
- Determine the class of diameter of the seat in the
crankcase.
- Determine the class of diameter of the main journal.
- Select the class of the bearing shells to mount.
CRANKPINS:
connecting rod.
- Determine the class of diameter of the crankpin.
DEFINING THE CLASS OF DIAMETER OF THE SEATS FOR BEARING SHELLS ON THE CRANKCASE
On the front of the crankcase, two sets of numbers are marked in the position shown (Figure below at top).
- The first set of digits (four) is the coupling number of the crankcase with its base (Figure below at bottom).
- The following seven digits, taken singly, are the class of diameter of each of the seats referred to (Figure below at bottom).
- Each of these digits may be 1, 2 or 3.
114046
99.000 to 89.009
99.010 to 99.019
99.020 to 99.030
Figure 49
CLASS
MAIN BEARING HOUSING
NOMINAL DIAMETER
To obtain the required assembly clearances, the main and big end bearing shells need to be selected as described
hereunder.
This operation makes it possible to identify the most suitable bearing shells for each of the journals (the bearing shells, if necessary,
can have different classes from one journal to another).
red
red/black
green
green/black
STD
1.994 to 2.002
2.002 to 2.010
+0.127
2.057 to 2.065
2.065 to 2.073
Depending on the thickness, the bearing shells are selected in
classes of tolerance marked by a coloured sign (red-green
red/black green/black).
The following tables give the specifications of the main and big
end bearing shells available as spares in the standard sizes
(STD) and in the permissible oversizes (+0.127, +0.254,
+0.508).
* Fitted in production only and not supplied as spares
Figure 50
yellow*
yellow/black*
2.010 to 2.018
red
red/black
green
green/black
STD
2.968 to 2.978
2.978 to 2.988
+0.127
3.031 to 3.041
3.041 to 3.051
yellow*
yellow/black*
2.988 to 2.998
2.073 to 2.081
3.051 to 3061
NOTE
Selecting the main and big end bearing shells
DEFINING THE CLASS OF DIAMETER OF THE MAIN JOURNALS AND CRANKPINS (Journals with nominal diameter)
Main journals and crankpins: determining the class of diameter of the journals.
Three sets of numbers are marked on the crankshaft in the position shown by the arrow (Figure below at top):
- The first number, of five digits, is the part number of the shaft.
- Under this number, on the left, a set of six digits refers to the crankpins and is preceded by a single digit showing the status
of the journals (1 = STD, 2 = -0.127), the other six digits, taken singly, give the class of diameter of each of the crankpins they
refer to (Figure below at top).
- The set of seven digits, on the right, refers to the main journals and is preceded by a single digit: the single digit shows the status
of the journals (1 =STD, 2 = -0.127), the other seven digits, taken singly, give the class of diameter of each of the main journals
they refer to (Figure below at bottom).
Figure 51
81.915 to 81.925
81.925 to 81.935
81.935 to 81.945
CLASS
CRANKPIN
NOMINAL DIAMETER
92.970 to 92.980
92.980 to 92.990
92.990 to 93.000
CLASS
MAIN JOURNALS
NOMINAL DIAMETER
Selection of main half-bearings (nominal diameter pins)
After detecting, for eachjournal, the necessary data onblock andcrankshaft, select the typeof half-bearings tobeused, incompliance
with the following table:
STD.
1 2 3
1
2
3
green
green
red
green
red
red
green
yellow
green
green
red
green
yellow
yellow
green
yellow
green
green
Figure 52
114048
114055
green/black
Selection of main half--bearings (rectified pins)
If the journals have been rectified, the procedure described cannot be applied.
In this case, make sure that the newdiameter of the journals is as specified on the table and install the only half-bearing type required
for this undersizing.
-0.127
1 2 3
92.843
92.853
green/black
green/black
green/black
yellow/black
yellow/black
yellow/black
red/black
green/black
green/black green/black
yellow/black
red/black
red/black
red/black
green/black
green/black
green/black
92.853
92.863
92.863
92.872
1
2
3
red/black =
mm 3.031 to 3.041
green/black =
mm 3.041 to 3.051
Figure 53
green/black =
mm 3.0513 to 3.061
Figure 54
SELECTING THE BIG END BEARING SHELLS
(JOURNALS WITH NOMINAL DIAMETER)
There are 4 references on the connecting rod casing in the
positions illustrated:
1. Coloured mark for identifying the weight
2. Coloured mark for identifying the diameter grade
3. Positioning stud visible from the front of the engine
4. Progressive number for identifying the connecting rod
The number, indicating the class of diameter of the bearing
shell seat may be 1, 2 o 3.
Determine the type of big end bearing to fit on each journal
by following the indications in the table (Figure below).
47557
STD.
1
2
3
green
green
red
green
red
red
red
green
green yellow
yellow yellow
green
green yellow
green
green
green
Class
Figure 55
The identification colours of the marks are given in
the table on CONNECTING ROD paragraph..
NOTE
1
yellow
2
green
3
blue
green/black
Selection of connecting rod half--bearings (rectified pins)
If pins have been rectified, the procedure described must be applied.
In this case, (for each undersizing) determine the tolerance field the newbig end pins belong to, and install the half-bearings identified
according to the relative table.
-0.127
1 2 3
81.789
81.799
green/black
green/black
green/black
yellow/black
yellow/black
yellow/black
red/black
green/black
yellow/black
red/black
red/black
red/black
green/black
green/black
green/black
81.799
81.809
81.809
81.819
1
2
3
red/black =
mm 2.057 to 2.065
green/black =
mm 2.065 to 2.073
Figure 56
green/black =
mm 2.073 to 2.081
Place bearing halves (1) on main journals (2).
Check the installation clearance between the main journals
and the relative bearings as follows.
Using the hoist and hook 99360500 (1) mount the driving
shaft (2).
After fitting the gear (1) on the crankshaft (2), heat it for ~15
minutes in an oven at temperature not higher than 180C.
Let them cool down after the installation.
144834
114049
114034
114050
Figure 57
Figure 58
Figure 59
Figure 60
Fit the oil jets (2) aligning the dowel with the opening (3) in
the crankcase.
Position the half-bearings (1) and the thrust washers on the
main journal supports as illustrated on CRANKSHAFT
paragraph.
Replacing the timing control gear and the oil
pump
Check that the teeth of the gears are not damaged or worn,
otherwise remove them using the appropriate extractor.
Checking main journal installation clearance
Before fitting the gear, spread Loctite type 603 on
approx. 5 mm wide band on crankshaft, at 30 mm
from contact surface.
NOTE
End float is checked by placing a magnetic dial gauge (1) on the
crankshaft (2), as shown in the figure.
If the value obtained is higher than specified, replace the rear
thrust half-bearings and repeat this check.
- Positionthe mainjournal caps (4) andfit thestrengthening
plate (2) following the procedure described:
- Tighten the inner bolts and then the outer bolts by hand
starting from main journal 7 and continuing until main
journal 1.
- Tightening the bolts using torque wrench always starting
from main journal 7 and continuing until main journal
1:
1
st
stage: 140 Nm
2
nd
stage 60+60
145839
114615
47588
Figure 61 Figure 62
Figure 63
Checking crankshaft end float
- Clean accurately the parts and remove any trace of oil;

- Fit caps (1), including the half bearings (2) on the relevant
supports.
Make sure the piston does show any trace of seizing, scoring,
cracking; replace as necessary.
126311
47580
Figure 64
Figure 65
PISTON CONNECTING ROD ASSEMBLY
1. Connecting rod body - 2. Half bearings - 3. Connecting rod cap - 4. Cap fastening screws - 5. Split ring - 6. Scraper ring with
spiral spring - 7. Bevel cut sealing ring - 8. Trapezoidal sealing ring - 9. Piston pin - 10. Piston
Removal of the piston split rings (2) using the pliers 99360184
(1).
Removal
Pistons are equipped with three elastic rings: a sealing ring, a
trapezoidal ring and a scraper ring.
Pistons are grouped into classes A and B for diameter.
126312
Figure 66
Remove the piston pin split rings (2) using the round tipped
pliers (1).
PISTON-CONNECTING ROD ASSEMBLY
49026
32618
49026
Figure 67
Figure 68
Figure 69
Remove the piston pin (1).
If removal is difficult use the appropriate beater.
Measuring the gudgeon pin diameter (1) with a micrometer
(2).
Conditions for correct gudgeon pin-piston
coupling
Lubricate the pin (1) and the relevant housing on the piston
hubs with engine oil; piston must be inserted with a slight
finger pressure and it should not come out by gravity.
MAIN DATA OF PISTON, SNAP RINGS AND PIN
X = 0,6 0,15
The dimension is measured on a of 113 mm
16552
Figure 70
Check the thickness of the piston ring (2) using a micrometer
(1).
Piston rings
114053
16552
Check the clearance between the sealing rings (2) and the
relative piston housings (1) using a thikness gauge (3).
Figure 71
Figure 72
49029
Figure 73
To fit the piston rings (1) on the piston (2) use the pliers
99360184 (3).
The rings need to be mounted with the word TOP (4)
facing upwards. Direct the ring openings so they are
staggered 120 apart.
Mounting the connecting rod - piston assembly
Carry out the steps for removal described on
PISTON-CONNECTING ROD ASSEMBLY/Removal
paragraph in reverse order.
The connecting rod screws can be reused as long
as the diameter of the thread is not less than 11.4
mm.
Mounting the piston rings
Figure 74
117694
NOTE
3513
The sealing ring (2) of the 1 cavity is trapezoidal. Clearance
X between the sealing ring and its housing is measured by
placing the piston (1) with its ring in the cylinder barrel (3),
so that the sealing ring is half-projected out of the cylinder
barrel.
36134
Check the opening between the ends of the sealing rings (1),
using a thickness gauge (2), entered in the cylinder barrel (3).
If the distance between ends is lower or higher than the value
required, replace split rings.
Figure 75
Figure 76
115884
Figure 77
1. Coloured mark for identifying weight - 2. Coloured mark for identifying diameter grade - 3. Positioning stud visible from
the front of the engine - 4. Progressive number for identifying connecting rod
WEIGHT DIAMETER
GRADE A
Yellow
3308 g - 3338 g
85.987-85.996 Yellow
85.997-86.005 Green
86.006-86.013 Blue
GRADE B
Green
3339 g - 3368 g
85.987-85.996 Yellow
85.997-86.005 Green
86.006-86.013 Blue
GRADE C
Blue
3369 g - 3398 g
85.987-85.996 Yellow
85.997-86.005 Green
86.006-86.013 Blue
114054
Figure 78
MAIN DATA - BUSH, CONNECTING ROD, PIN AND HALF-BEARINGS
* Values to be obtained after installing the bush
When fitting the connecting rods, check that all of them are of same weight class and from the same supplier. The
connecting rod/cap is of torn type; before assembly verify that the connecting rod is not damaged. Each connecting
rod can assembled with the relative cap only. If the cap is assembled on the reverse side, the connecting rod must be
rejected.
CONNECTING ROD
1 Between the connecting rod bush and the connecting rod profile there must be a distance > 0.4 mm.
2 On the external breaking line, gap area allowed must be < 5 mm
2
.
3 No cracks are allowed in the threaded area.
47593
Figure 79
Figure 80
Fit the half-bearings (1), selected as described on pages 19
to 24, both on the connecting rod and on the stand.
- all pistons belong to the same class, A or B;
- ideogram stamped on the piston crown is placed toward
the engine flywheel, or the cavity, on the piston cover,
corresponds to the position of the oil spray nozzles.
61831
Connecting rod-piston assembly
Marking area on the piston crown of ideogram
specifying the assembly position and the
selection class
Connecting rod marking area.
1
2
3
Fit the connecting rod-piston assemblies (1) into the piston
liners (2) using band 99360605 (1, following Figure). Check
the following:
- the openings of the split rings are offset by 120;
As spares, class A pistons are provided and can be
fitted also to cylinder barrels belonging to class B.
Piston protrusion check
Once assembly is complete, check piston protrusion from
cylinder barrels: it must be 0.873 to 1.177 mm.
NOTE
Fitting the connecting rod-piston assembly
into the piston liners
115885
If the cap (1) is fitted upsidedown, the connecting
rod should be discarded.
Figure 81
Install the connecting rod caps (1) with half-bearings; tighten
the connecting rod cap fixing screws (2) to 50 Nm (5 kgm)
torque. By tool 99395216 (3), tighten the screws further at
90 angle.
Remove the caps and check the clearance by comparing the
width of the calibrated wire with the scale calibration on the
envelope containing the wire.
CYLINDER HEAD
Before dismounting cylinder head, check cylinder head for
hydraulic seal by proper tooling; in case of leaks not caused
by cup plugs or threaded plugs, replace cylinder head.
115886
47583
36159
Figure 82
Figure 83
Figure 84
Install and fix tool 99360264 (2) with bracket (4); tighten by
lever (1) until cotters are removed (3); remove the tool (2)
and the upper plate (5), the spring (6) and the lower plate (7).
Repeat the operation on all the valves.
Turn the cylinder head upside down and remove the valves
(8).
The planarity (1) is checked using a ruler (2) and a thikness
gauge (3). If deformations exist, surface the head using proper
surface grinder; the maximum amount of material to be
removed is 0.2 mm.
To check the clearance proceed as follows:
connect the connecting rods to the relative main journals,
place a length of calibrated wire on the latter.
Checking the planarity of the head on the

cylinder block
(Demonstration)
After leveling, make sure that valve sinking and
injector protrusion are as described in the relative
paragraph.
Checking assembly clearance of big end pins
In case of plugs dismounting/replacement, on
mounting, apply sealant Loctite 270 on plugs.
NOTE
Dismounting the valves
Before dismounting cylinder head valves, number
them in view of their remounting in the position
observed on dismounting should they not have to
be overhauled or replaced.
Intake valves are different form exhaust valves in
that they have a notch placed at valve head centre.
NOTE
NOTE
MAIN DATA - VALVES AND VALVE GUIDES
* Values to be obtained after installing the valve guides
92841
47509
Figure 85
Figure 86
Check, by means of a micrometer, that valve stem diameters
are as specified; if necessary, grind the valves seat with a
grinder, removing the minimum quantity of material.
INSTALLATION DIAGRAM FOR VALVE GUIDES AND VALVES
* Values to be obtained after installing the guide valves
VALVE GUIDES
*
Figure 87
48625
VALVE
Removing deposits and checking the valves
Remove carbon deposits using the metal brush supplied.
Check that the valves show no signs of seizure or cracking.
Check the diameter of the valve stem using a micrometer
(see following Figure) and replace if necessary.
41032
Figure 88
Remove valve guides by means of tool 99360288.
Install by means of tool 99360288 equipped with part
99360294, which determines the exact installation position
of valve guides into the cylinder heads; if they are not
available, install the valve guides in the cylinder head so that
they project out by mm 16.3 to 16.7 (Previous Figure).
After installing the valve guides, smooth their holes with
sleeker 99390310.
Ream the valve seats (2) on cylinder head using tool (1).
After reaming the valve seats, use tool 99370415, to make
sure that the valve position, with respect to the cylinder head
surface, is the following:
- -0.5 to -0.8 mm (recessing) of exhaust valves;
- -1.6 to 1.9 mm (recessing) of discharge valves.
Replacing of valve guides
Replacing - Reaming the valve seats
To replace the valve seats, remove them using the
appropriate tool.
Valve seats must be reamed whenever valves or
valve guides are replaced or ground.
NOTE
47585
Figure 89
Using dial gauge (1), check the protrusion of the injector (2)
which must be 1.2 to 1.5 mm.
Checking protrusion of injectors
TIMING CONTROL COMPONENT PARTS
1. Camshaft - 2. Bushing - 3. Pin - 4. Articulated rod -
5. Camshaft control gear - 6. Idler gear - 7. Twin idler gear
- 8. Drive shaft driving gear.
114210 114211
Rated assembling play between idler gear bushings and pins:
0.040 0.080 mm.
TIMING GEAR
Camshaft drive
Intermediate gear pin
86926
Idler gear
Twin idler gear
Replacing the bushings
Bushings (1) can be replaced when they are worn. Put up the
bushing, then grind it so as to bring it to a dimension of
65.010 0.10 mm.
Bushing fitting in gears (2, previous Figures) must be
performed in arrow direction, placing them as
shown in figures.
Figure 90
Figure 91
Figure 92
Figure 93
NOTE
114212
47506
47505
47507
Figure 94
Figure 95
Figure 96
Camshaft
Checking cam lift and pin alignment
When the camshaft (4) is on the tailstock (1), check alignment of supporting pin (3) using a centesimal gauge (2); it must not
exceed 0.035 mm.
If misalignment exceeds this value, replace the shaft.
In order to check installation clearance, measure bush inner diameter and camshaft pin (1) diameter; the real clearance is obtained
by their difference.
If clearance exceeds 0.150 mm, replace bushes and, if necessary, the camshaft.
Place the camshaft (4) on the tailstock (1) and check cam lift (3) using a centesimal gauge (2).
1
The bush surfaces must not show any sign of seizing or
scoring; if they do replace them.
114213
Figure 97
Figure 98
MAIN DATA - CAMSHAFT AND TOLERANCES
The surfaces of shaft supporting pin and cams must be extremely smooth; if you see any sign of seizing or scoring, replace the
shaft and the relative bushes.
MAIN DATA - CAMSHAFT BUSHES AND RELATIVE BLOCK SEATS
* Bush inner diameter after installation
Bushes
Measure the bush inner diameters with a baremeter and replace
them, if the value measured exceeds the tolerance value.
To take down and fit back the bushes, use the proper tool
99360487.
114214
TOLERANCES TOLERANCE CHARACTERISTIC SYMBOL
ORIENTATION Perpendicularity
POSITION Concentricity or coaxial alignment
OSCILLATION Circular oscillation
IMPORTANCE CLASS ASSIGNED TO PRODUCT CHARACTERISTICS SYMBOL
CRITICAL
IMPORTANT
SECONDARY
114215
MAIN DATA TO CONTROL EXHAUST AND
DISCHARGE VALVE SPRING
Lubricate the valve stem and insert the valves in the
respective valve guides; fit the lower caps (1). Use tool
99360292 to fit the oil seal (2) on the valve guides (3) of the
exhaust valves; then, to fit the valves, proceed as follows.
- fit springs (6) and the upper plate (5);
- apply tool 99360264 (2) and block it with bracket (4);
tighten the lever (1) until cotters are installed (3),
remove tool (2).
VALVE SPRINGS
Fitting the valves and oil seal ring
114280
Use tool 99360505 (3) fitted as shown in fig. to remove
bushings (2).
Accurately position beater during removal phase.
Figure 99
Figure 100
Figure 101
87051
Should valves not have been overhauled or
replaced, remount them according to numbering
performed on dismounting.
NOTE
Use beater 99360505 to change bushings
Removal
Valve closed
Valve open
Fitting
For fitting, reverse operations performed for
removal, with care to make lube hole (1), drilled on
bushing, coincide with corresponding hole in housing.
Figure 102
86290
114216
The camshaft eccentric elements control the 12 valve rocker arms directly. Valve control rocker arms are fitted directly on rocker
arm shaft. Rocker arms slide directly on cam profiles by rollers. The other end operates on a crosspiece laid directly on the two
valve rods. A pad is placed between rocker arm adjustment screw and crosspiece. Two lube ducts are machined inside rocker
a rms. Rocker arms shaft runs through the cylinder head; it must be removed to reach all units below.
Figure 103
Figure 104
Figure 105
Figure 106
EXHAUST VALVES ROCKER
The bush surfaces must not show any trace of scoring of excessive wear; otherwise, replace bushes or the whole rocker.
DISCHARGE VALVE ROCKER
Rocker
Check that the surface of the shaft shows no scoring or signs of seizure; if it does, replace it.
MAIN DATA OF THE ROCKER ARM SHAFT
Shaft
ROCKER SHAFT
114217
114219
114218
166331
Install front cover (1) and lock retaining screw at required
torque.
ASSEMBLY
Figure 107
Figure 108
Secure seal (1), install special tool 99346260 (2), lock nut (3)
to secure seal (1).
166332
42566
Check that pistons 1-6 are exactly at T.D.C.
Place seal (2) on cylinder block.
Install cylinder head (1) and lock screws as shown in figures
below.
Figure 109
Removed screws must not be used again. Employ
new screws only.
114259
Figure 110
Cylinder head retaining screw locking sequence diagram.
Figure 111
- Pre-lock by torque wrench (1):
1
st
phase: 50 Nm (5 kgm);
2
nd
phase: 100 Nm (10 kgm).
45268
Figure 112
- Angle locking by means of tool 99395216 (1):
3
rd
phase: 90 angle
4
th
phase: 75 angle.
145833
Figure 113
Install oil pump (1), double gear (3) complete with
connecting rod (4) and lock screws (2) in two phases:
pre-lock 30 Nm
90 angle lock
45267
114260
Figure 114
3. Install pipes on rail and lock fittings by hand.
4. Lock rail to cylinder head retaining screws at required
torque.
!
following 20 hours of work, frequently check engine
oil level (IT MUST NOT INCREASE).
1. Install rail on cylinder head and lock retaining screws by
hand.
2. Install injectors in correct position and lock to required
torque.
!
Check that the injectors (2) are equidistant fromthe
springs (1). Distance X which separates them
should always be the same.
5. Fit pipes on injectors and head locking fittings by hand.
6. Lock fittings on rail (A, C) at required torque .
7. Lock fittings on injectors and head (B, C) at required
torque.
Lubricate the injector fastening O-Rings using the
following lubricants: PDE SILIKONFETT 22, NLG
12, PDE LUBRICOMET GR 220 NLG12.
TYPE DESCRIPTION LOCK TORQUE
A M18 x 1.5 40 2 Nm
B M14 x 1.5 35 2 Nm
C M16 x 1.5 40 2 Nm
114261
114262
114263
114264
Figure 115
Figure 116
Figure 117
Figure 118
Clean surfaces to be coupled to remove dirt and oil residuals.
Apply LOCTITE 5970 (2) silicone on gear casing (1) as
shown in the figure.
The sealant seam diameter must be 1.5 0.5/0.2 mm.
Use torque wrench to lock screws (1) at required torque.
Clean surfaces to be coupled to remove dirt and oil residuals.
Apply LOCTITE 5970 silicone on gear casing (1) as shown
in the figure.
The sealant seam diameter must be 1.5 0.5/0.2 mm.
Apply gage 99395221 (1) to check and adjust position of
high-pressure pump connection flange (2).
Fix flange screws (2) at required torque.
!
Install gear casing within 10 min. from sealant
application.
!
Install gear casing within 10 min. from sealant
application.
114272
114265
Figure 119
Figure 120
Figure 121
Install high-pressure pump (1) on flange (2).
ENGINE FLYWHEEL
Secure seal (1), install special tool 99346260 (2), lock nut (3)
to secure seal.
Engine flywheel installation
DETAIL OF PISTON POSITION STAMPING ON ENGINE FLYWHEEL
A. Hole on flywheel with a notch corresponding to pistons 3-4 TDC - B. Hole on flywheel with a notch, corresponding to
piston 1-6 TDC - C. Hole on flywheel with a notch corresponding to pistons 2-5 TDC - D. Hole on flywheel with 2
notches, position corresponding to 54.
High pressure pump installation
If toothing on engine flywheel for engine start-up
is very damaged, change crown wheel.
Refit crown wheel after heating up at approx.
200C.
NOTE Crankshaft has a reference pin that must match
with related housing on engine flywheel.
NOTE
45258
49036
72436
114267
Figure 122
Figure 123
Figure 124
Figure 125
Position flywheel (1) on crankshaft, lubricate screws (2)
threading with engine oil and lock them.
Stop rotation using specific tool.
Lock screws (2) in three phases.
1
st
phase: pre-lock with torque wrench (3) at 100 Nmtorque
(10 kgm).
2
nd
phase: 60 angle locking using tool 99395216 (1).
This condition is obtained when:
1. the opening with one reference (5) for the engine
flywheel (4) is visible from the inspection window;
2. tool 99360612 (1), through housing (2) of engine rpm
sensor, inserts in hole (3) drilled on engine flywheel (4).
Otherwise, adjust engine flywheel orientation (4).
Remove too 99360612 (1).
Install camshaft (3) and orient it with references ()
positioned as in the figure.
Clean the matching surfaces of the plate (1) to remove
impurities and oil residues.
Apply silicon LOCTITE 5970 (6) on the plate (1) as shown
in the picture.
Camshaft installation
145832
Take care NOT to get sealant on the inner groove
(5).
NOTE
The diameter of the sealant bead should be 1.5 - 0.5/0.2 mm.
Fit the plate (1) within 10 mins of applying the sealant with
the gasket (2) and tighten the bolts (4) to 16 - 22 Nm.
Position crankshaft with pistons 1 and 6 at TDC.
114269
114270
Figure 126
Figure 127
Apply gage 99395222 (1), check and adjust position of
connecting rod (3) for relay gear, lock screw (2) at required
torque.
Refit relay gear (2) and lock screws (1) using six-splined
spanner at required torque.
The relay gear (2) bushing can be replaced when
worn out. After securing bushing, grind it to reach
dia. 58.010 0.10 mm.
NOTE
Rotate the crankshaft with the tool 99360341 so that the
opening marked with two references (5) is visible from the
lower inspection window in the flywheel cover casing.
In this condition, insert the tool 99360612 (1) via the housing
(2) for the engine rpmsensor in the opening (3) in the engine
flywheel (4).
115064
USING TOOL 99395223
Timing camshaft
Figure 128
116052
Figure 129
Fit the tool 99395223 (1) at the front of the camshaft.
4
116053
117691
116055
114025
Figure 130
Figure 131
Figure 132
Figure 133
Rotate the tool (1) 99395223 in order to insert the pin (3)
in the opening (2, previous Figure) in the head. Fasten the
tool (1) 99395223 using two M8x1.25 bolts (2).
Fit the camshaft drive gear (1) so that the fastening openings
in the shaft are aligned with the slots (2) in the drive gear.
Position the gear (1) taking care to position the spokes (4)
as illustrated. This operation is necessary in order to be able
to fit the flywheel correctly which can only be fitted in one
position in relation to the gear.
Tighten the fixing bolts (3).
Lock retaining screws at required torque.
Before refitting rocker arm shaft assembly, check
that all adjustment screws have been fully
unlocked.
NOTE
145834
Figure 134
Fit the high pressure pump gear (5) tightening the nut (4) to
torque.
Use the flat washer (PN 17095914) in conjunction with the
nut (4) replacing the one supplied with the Bosch CP3 pump.
Fit the flywheel (6) so that the toothe marked with the arrow
() is in line with the sensor housing (2).
To check that the position is correct, insert tool (1)
99360613 in the timing sensor (2) housing.
Proceed with tightening the bolts (3).
Remove the tools 99395223, 99360612 and 99360613.
Secure special tool 99360341 (3) to gear casing.
114279
The arrow indicated engine rotation direction.
Use tool above to rotate engine flywheel (1) in
engine rotation direction to bring cylinder 1 piston
approx. to TDC in blast phase.
This condition is reached when holewith notch (4),
following hole with two notches (5) drilled on
engine flywheel (1), is visible through manhole (2).
WITHOUT TOOL 99395223
Timing camshaft
71774
Figure 135
The exact position of piston no.1 at TDC is obtained when,
in conditions described above, tool 99360612 (1), through
engine rpm sensor housing (2), inserts in hole (3) drilled on
engine flywheel (4).
Otherwise, rotate engine flywheel (4) to adjust its
orientation.
NOTE
Timing flywheel
Figure 136
115063
Figure 137
Figure 138
Figure 139
Rotate the camshaft so that the openings at the rear of the
engine are arranged in the configuration illustrated in the
diagram.
Install gear (1) controlling camshaft so that fastening holes on
shaft coincide with slots (2) on control gear.
114276
Figure 140
Before refitting rocker arm shaft assembly, check
that all adjustment screws have been fully
unlocked.
NOTE
Lock retaining screws (3).
Position the gear (1) taking care to position the
spokes (4) as illustrated.
This operation is necessary in order to be able to
fit the flywheel correctly which can only be fitted
in one position in relation to the gear.
NOTE
114025
Lock retaining screws at required torque.
Remove tool 99360612.
117691
Figure 141
impurities and oil residuals. Apply silicon LOCTITE 5970 (1)
on the front cover (2) as shown in the picture. The diameter
of the sealing string must be 1.5 0.5/0.2 mm.
117693
Figure 142
Figure 143
106535
Position the dial gauge with a magnetic base (1) with the
(flat-based) rod positioned on the roller (2) for the rocker
arms which controls the exhaust valve for cylinder no. 3 and
apply a pre-loading of 6 mm.
Camshaft is timed if conditions below are found at cam lift
values 4.70 0.05:
1) hole identified with two notches (5) is visible through
manhole;
2) fixture 99360612 (1) through housing (2) of engine rpm
sensor inserts in hole (3) on engine flywheel (4).
115064
114281
In case conditions shown in previous Figure and shown at
paras 1 and 2 are not found, operate as follows:
1) release screws (2) securing gear (1) of camshaft to as to
make control gear and camshaft independent;
2) conveniently operate on engine flywheel so as to obtain
conditions indicated at paras 1 and 2, previous Figure,
considering that cam lift value must remain unchanged;
3) lock screws (2) and repeat control as already described;
4) lock screws (2) at required torque.
Figure 144
Rotate crankshaft to check conditions below:
1) hole identified with two notches (5) is visible through
manhole;
2) fixture 99360612 (1) through housing (2) of engine rpm
sensor inserts in hole (3) on engine flywheel (4).
115064
To recover the clearances, rotate the crankshaft in
a clockwise direction until the opening with the
two references is passed and then rotate in the
opposite direction to produce the conditions
described above.
NOTE
Using tool 99360341, rotate crankshaft clockwise till dial gage
arrow reaches minimum value (max cam lift), after which it
no longer varies.
Zero set dial gage.
Rotate engine flywheel anticlockwise till dial gage reads
camshaft cam lift value = 4.70 0.05 mm.
During the measurement the rod for the dial gauge
should always be perpendicular to the engine axis
and NOT to the surface of the head.
NOTE
Figure 145
145835
Figure 146
Rotate crankshaft and bring cylinder n.1 piston to
compression phase at TDC: Rotate flywheel opposite to
regular rotation direction by 1/4 of rev.
Rotate flywheel again in regular rotation direction till hole
identified by double notch (3, second box) shows through
inspection hole under flywheel cover box.
Insert tool 99360612 (1, second box) in flywheel sensor
housing (2, second box).
Fit the flywheel (6) so that the tooth marked with the arrow
() is in line with the sensor housing (2, first box).
Insert tool 99360613 (1, first box) through phase sensor
housing (2, first box) on tooth machined on tune wheel.
In case tool (1, first box) is difficult to insert, unlock screws
(3, first box) and orient tune wheel (6) to properly match the
tooth (1, first box).
Lock screws (3, first box).
Timing flywheel
Figure 147
Install centrifugal filter (1) on tune wheel and lock screws (2)
at required torque.
114275
Install fuel supply pipeline (1) fromhigh pressure pump to rail.
Lock nuts at 35 Nm torque.
Figure 148
Figure 149
Install timing cover (1) and lock retaining screws (2) at
required torque.
Pipes previously removed ca no longer be refit.
Change them.
NOTE
!
After high-pressure pipe installation, during the
following 20 hours of work, frequently check engine
oil level (IT MUST NOT INCREASE).
114285
114286
Install gear (5) of high pressure pump and lock nut (4) at
required torque.
When refitting, use the flat washer (PN17095914)
in conjunction with the nut (4) replacing the one
supplied with BOSCH pump CP3.
NOTE
114287
Figure 150
cylinder valves are balanced. Symmetric cylinders are 1-6; 2-5
and 3-4.
adjustment
In order to correctly carry out adjustments above,
NOTE
114288
Figure 151
Install blow-by body (1) with related seal and lock screws (2)
at required torque.
Install cover (3) and lock screws (4) at required torque.
117692
Figure 152
impurities and oil residuals. Apply silicon LOCTITE 406
within the check valve (2) housing (1) and on the Blow-by
(3) as shown in the picture.
START AND
ROTATION
CLOCKWISE
BALANCE
VALVES OF
CYLINDER No.
ADJUST
CLEARANCE
OF VALVES
CYLINDER No.
1 and 6 at TDC 6 1
120 3 4
120 5 2
120 1 6
120 4 3
120 2 5
Figure 153 Figure 154
Rotate the engine
Before assembling the suction rose, it is necessary to seal the contact area (1) between basement, flywheel casing and front cover
with LOCTITE, following the herein instructions. Clean the surfaces of the parts to be joined removing impurities and oil residuals.
Apply silicon LOCTITE 5970 (1) as shown in the picture. The diameter of the sealing string must be 1.5 0.5/0.2 mm.
117695
166177
torque following order shown in Figure below diagram.
Figure 155
Figure 156
115880
Fit the head internal electric wire (injectors+pressure sensor)
passing it through the opening and securing it using bands as
illustrated in the diagram ().
45363
Fittings of pipelines, cooling water and
turbocharger lube oil must be locked at:
- 55 5Nm, oil pipeline female fitting;
- 20-25 Nm, oil pipeline make fitting.
NOTE
169279
Fit alternator (1) with support, water pump (2); pulleys (3);
automatic belt tensioner (6) and damper flywheel assembly
(7).
Using an appropriate tool (4) on automatic belt tensioner (6),
turn it in the direction shown by the arrow and install the
ENGINE ASSEMBLY COMPLETION
Complete engine assembly fitting or connecting parts below:
- complete fuel filter support and pipelines;
- EDC ecu;
- intake manifold with pre-heating resistor;
- heat exchanger;
- exhaust manifold;
- turbocharger and related oil pipes;
- thermostat assy;
- oil level rod;
- start-up motor;
- oil filter;
- electric connections and sensors.
Figure 157
114029
Fit seal on oil sump (3), fit spacer (2) and install sump on
engine block locking screws (1) at required torque.
Figure 158
114031b
Install suction rose (1).
Torque the n 4 M12 retaining screws to 22 - 27 Nm
Figure 159
169281
Belt tensioner is automatic, therefore no further
adjustments are required after installation.
NOTE
Figure 160
SECTION 7 - TECHNICAL SPECIFICATIONS 1 F2CFE613
SECTION 7
Technical specifications
Page
GENERAL CHARACTERISTICS 3 . . . . . . . . . . . . .
ASSEMBLY CLEARANCE DATA 5 . . . . . . . . . . . .
TIGHTENING TORQUES 11 . . . . . . . . . . . . . . . . .
2 SECTION 7 - TECHNICAL SPECIFICATIONS F2CFE613
GENERAL CHARACTERISTICS
Type
F2CFE613
G*A030 D*A030 B*A030
Fuel feed
Turbocharged
Injection Direct
Bore mm 117
Stroke mm 135
+ + +.. = Total displacement cm
3
8710
Type
F2CFE613
G*A030 D*A030 B*A030
A
B
VALVE TIMING
opens before T.D.C. A
closes after B.D.C. B
17
31
C
D
opens before B.D.C. D
closes after T.D.C. C
48
9
X
For timing check
mm
X
mm
Running
mm
X
mm
-
-
0.35 to 0.45
0.55 to 0.65
FEED
Bosch Common Rail with CRIN2 injectors and high pressure
pump CP3.3 NH
Nozzle type DLLA 145
Injection order 1 - 4 - 2 - 6 - 3 - 5
bar
Injection pressure bar
Injector calibration bar
1800
ASSEMBLY CLEARANCE DATA
Type
F2CFE613
G*A030 D*A030 B*A030
CYLINDER BLOCK AND
CRANKMECHANISM COMPONENTS
mm
1
Bores for cylinder liners:
upper
1
lower
130.500 to 130.525
129.510 to 129.535
L
2
Cylinder liners:
external diameter:
upper
2
lower
130.461 to 130.486
129.475 to 129.500
length L 226.15
Cylinder liners -
crankcase bores
upper
lower
0.014 to 0.064
0.010 to 0.060
External diameter 2 -
Cylinder sleeve
3
X
inside diameter 3A* 117.000 to 117.012
inside diameter 3B* 117.010 to 117.022
Protrusion X 0.035 to 0.065
* Selection class
1
X
2
Pistons: Federal Mogul Mahle
measuring dimension X 15 18
external diameter 1A 116.894 to 116.906 116.871 to 116.883
external diameter 1B 116.904 to 116.916 116.881 to 116.893
pin bore 2 52.016 to 52.022 52.010 to 52.018
Piston - cylinder sleeve
A*
B*
Federal Mogul
0.094 to 0.118
0.094 to 0.118
Mahle
0.117 to 0.141
0.117 to 0.141
* Selection class
Piston diameter 1 -
X
Pistons protrusion X 0.873 to 1.117
3
Gudgeon pin 3 51.994 to 52.000
Gudgeon pin - pin housing
Federal Mogul
0.016 to 0.028
Mahle
0.010 to 0.024
Type F2CFE613
G*A030 D*A030 B*A030
mm
X
1
3
2
X
X
X1 3.120 to 3.140
Piston ring grooves X2 2.550 to 2.570
X3 4.020 to 4.040
1
3
2
S
S
S
Piston rings:
trapezoidal seal S1
lune seal S2
milled scraper ring
with slits and internal
spring S3
3.000
2.470 to 2.500
3.970 to 3.990
1 -
Piston rings - grooves 2 0.050 to 0.100
3 0.030 to 0.070
Piston rings -
X1
3
2 X
X
Piston ring end gap
in cylinder liners
X1 0.3 to 0.4
X2 0.60 to 0.75
X3 0.35 to 0.65
1
2
Small end bush housing
1 55.700 to 55.730
Big end bearing
housing 2
1
Selection classes 2
3
{
85.987 to 85.996
85.997 to 86.005
86.006 to 86.013
S
4
3
Small end bush diameter
outside 4 55.780 to 55.820
inside 3 52.015 to 52.030
Big end bearing shell S
Red
Green
Yellow D
1.994 to 2.002
2.002 to 2.010
2.010 to 2.018
Small end bush - housing 0.05 to 0.08
Piston pin - bush 0.015 to 0.036
Big end bearing 0.127 - 0.254 - 0.508
Connecting rod weight
A
g
A 3308 to 3338
Class B 3339 to 3368
C 3369 to 3398
D Fitted in production only and not supplied as spares
Type
F2CFE613
G*A030 D*A030 B*A030
mm
X
Measuring dimension X 125
Max. connecting rod
axis misalignment
tolerance
0.08
1 2
S 1 S 2
Main journals 1
- nominal
- class 1
- class 2
- class 3
Crankpins 2
- nominal
- class 1
- class 2
- class 3
92.970 to 93.000
92.970 to 92.980
92.980 to 92.990
92.990 to 93.000
81.915 to 81.945
81.915 to 81.925
81.925 to 81.935
81.935 to 81.945
Main bearing shells S1
Red
Green
Yellow*
2.968 to 2.978
2.978 to 2.988
2.988 to 2.998
Big end bearing shells S2
Red
Green
Yellow*
1.994 to 2.002
2.002 to 2.010
2.010 to 2.018
3
Main bearing housings 3
- nominal
- class 1
- class 2
- class 3
99.000 to 99.030
99.000 to 99.009
99.010 to 99.019
99.020 to 99.030
Bearing shells -
main journals
0.050 to 0.090
Bearing shells -
big ends
0.040 to 0.080
Main bearing shells 0.127 - 2.254 - 0.508
Big end bearing shells 0.127 - 2.254 - 0.508
X1
Main journal,
thrust bearing X1 39.96 to 40.04
X2
Main bearing housing,
thrust bearing X2 38.94 to 38.99
X 3
Thrust washer
halves X3 3.38 to 3.43
Crankshaft end float 0.10 to 0.30
1 2
Alignment 1 - 2
Ovalization 1 - 2
Taper 1 - 2
-
0.04
-
* Fitted in production only and not supplied as spares
Type F2CFE613
G*A030 D*A030 B*A030
CYLINDER HEAD - VALVE TRAIN mm
1
Valve guide housings
in cylinder head
1 12.9800 to 12.997
2
3
Valve guide 2
3
8.023 to 8.038
13.012 to 13.025
Valve guides - housings
in the cylinder heads
0.015 to 0.045
Valve guide 0.2 - 0.4
4 Valves:
4
7.970 to 7.985
60 30 7 30
7.970 to 7.985
45
+15
-0
+15
-0
Valve stem and its guide 0.040 to 0.070
1
Valve seat in
head
1
1
41.985 to 42.020
40.985 to 41.020
2
Outside diameter of valve
seat; angle of valve seat
in cylinder head:
2
42.060 to 42.075
60 - 30
41.060 to 41.075
45 - 30
0
-0,5
0
-0,5
X
X
Recessing of valve
X
0.5 to 0.8
1.6 to 1.9
Between valve
seat and head
0.040 to 0.090
Table 1
Type F2CFE613
G*A030 D*A030 B*A030
mm
H
H1
H2
Valve spring height:
A B
free height H 70.77 71.34
under a load of:
N 460 23 H1A
N 460 22 H1B
{
51
N 740 33 H2A
N 731,4 42 H2B
{
39
X
Injector protrusion X
1.2 to 1.5

Camshaft bushing housing
in the cylinder head:
1 7 69.000 to 69.030
1
2
3
Camshaft bearing
journals:
1 7 64.924 to 64.940
Outer diameter of
camshaft bushings:
69.090 to 69.130
Inner diameter of
camshaft bushings: 65.080 to 65.116
Bushings and housings
in the cylinder head
0.060 to 0.130
Bushings and bearing
journals 0.100 to 0.192
H
Cam lift:
7.4034
8.2108
1
Rocker shaft 1 31.964 to 31.980
Type F2CFE613
G*A030 D*A030 B*A030
mm
Bushing housing in
rocker arms
32.025 to 32.041
32.025 to 32.041
Between bushings and
housings
0.045 to 0.077
0.045 to 0.077
TURBOCHARGER
Type
HX52W
0.025 to 0.127
0.406 to 0.610
End float
Radial play
TIGHTENING TORQUES
PART TORQUE
Nm kgm
Pipe union for piston cooling nozzle M12x1.5 50 5 5.0 0.5
Heat exchanger retaining screws 63 7 6.3 0.7
Plug 125 15 12.5 1.5
Spacer and oil sump fastening screws
M10x1.5x45 41.5 3.5 4.1 0.3
Gearcase fastening screws to cylinder block:
M10x1.25 41.5 3.5 4.1 0.3
M12x1.75 63 7 6.3 0.7
M8x1.25 23.5 1.5 2.3 1.5
Cylinder head fastening screw
First stage pre-tightening 50 5
Second stage pre-tightening 100 10
Third stage angle closing 90
Fourth stage angle closing 75
Rocker arm shaft fastening screw M12x1.75x130 104.5 10.5 10.4 1
Locknut for rocker arm adjusting screw 39 5 3.9 5
Electroinjector retaining bracket screws
M10x1.5x40 39 43 3.9 4.3
Shoulder plate fastening screws to head 20 2 2.0 0.2
Engine support bracket fastening screws to cylinder head 74 8 7.4 0.8
Gear fastening screws to camshaft
First stage pre-tightening 25 2.5
Second stage pre-tightening 45
Phonic wheel fastening screws to distribution gear 8.5 1.5 0.8 0.1
Exhaust pipe fastening screws
pre-tightening
tightening
32.5 7.5
47.5 2.5
3.2 0.7
4.7 0.2
Connecting rod cap fastening screws: M12x1.25x69
Engine flywheel fastening screws M18x1.5x72
Flywheel pulley fastening screws to crankshaft
Main journal retaining screws M16x2x168
Second stage pre-tightening 60 + 60
Lubricate with oil MOLYKOTE before assembly
Lubricate with graphitized oil before assembly
PART TORQUE
Nm kgm
Damper flywheel fastening screws 115 15 11.5 1.5
Idler gear pin fastening screws
Second stage angle closing 90
Idle gear link rod fastening screw 24.5 2.5 2.4 0.2
Oil pump fastening screw 24.5 2.5 2.4 0.2
Oil pump suction rose fastening screw 24.5 2.5 2.4 0.2
Front cover fastening screw to cylinder block 19 3 1.9 0.3
Control unit fastening screw to cylinder block 19 3 1.9 0.3
Fuel filter support fastening screw to cylinder head 24.5 2.5 2.4 0.2
Screw securing the engine support to the wheelcase
Second stage angle closing 60
Turbo-compressor fastening screws and nuts
pre-tightening
tightening
35 5
46 2
3.5 0.5
4.6 0.2
Water pump fastening screw to cylinder block 22 2 2.2 0.2
Pulley fastening screw to hub 55 5 5.5 0.5
Rocker arm cover fastening screws 8.5 1.5 0.8 0.1
Thermostat box fastening screws to cylinder head 24.5 2.5 2.4 0.2
Automatic tightener fastening screws to cylinder block 45 5 4.5 0.5
Fixed tightener fastening screws to cylinder block 105 5 10.5 0.5
Fan support fastening screws to cylinder block 24.5 2.5 2.4 0.2
Starter fastening screws 44 4 4 0.4
Air heater on cylinder head 50 5 5 0.5
Hydraulic power steering pump gear fastening nut 105 5 10.5 0.5
Air conditioner compressor fastening screw to support 24.5 2.5 2.4 2.5
Alternator support superior fastening screw 71.5 4.5 7.1 0.4
Alternator bracket fastening screw to cylinder block 24.5 2.5 2.4 0.2
Water pipe unions 35 3.5
Water temperature sensor 32.5 2.5 3.2 0.2
Lubricate with oil MOLYKOTE before assembly
Lubricate with graphitized oil before assembly
PART TORQUE
Nm kgm
Flywheel rev sensor fastening screw 8 2 0.8 0.2
Camshaft rev sensor fastening screw 8 2 0.8 0.4
Overboost pressure sensor fastening screw 8 2 0.8 0.2
Absolute pressure sensor fastening screw 22.5 2.5 2.2 0.2
P.W.M. control valve fastening screw/nut 8 2 0.8 0.2
Fuel/coolant temperature sensor 35 3.5
Coolant temperature indicator 23.5 2.5 2.3 0.2
Filter clogging sensor 10 1
Oil temperature switch 25 1 2.5 0.1
Oil pressure sensor 25 1 2.5 0.1
Electric wire fastening screw 8 2 0.8 0.2
Engine support fastening screws to gearcase M14x2x50
First stage pre-tightening 40 4.0
Engine support fastening screws to gearcase M14x2x50
150 184 15 18.4
Oil filter body fastening screw
M8 x 60
24.5 2.5 2.5 0.2
M8 x 90 24.5 2.5 2.5 0.2
Ladder frame fastening screws to crankcase M10 x 1.25 x 20
46.5 52 4.65 5.2
Strainer / ladder frame fastening screws to crankcase
46.5 52 4.65 5.2
Alternator positive retaining nut M8x1.25 12.5 2.5 1.3 0.3
Starter terminal nut 30 M10x1.5 21 3.4 2.1 0.3
Starter terminal nut 50 M5x0.8 3.6 1 0.4 0.1
Exhaust manifold
pre-tightening
tightening
40 5
70 5
(4 0.5)
(7 0.5)
Screw securing thermometric switch/transmitter 25 2.5
Screw securing air temperature sensor 35 3.5
Screw securing timing sensor 8 2 0.8 0.2
Screw securing injector connections 1.64 0.28 0.164 0.028
171163
Figure 1
DIAGRAM OF TIGHTENING SEQUENCE OF CYLINDER HEAD FIXING SCREWS
Figure 2
171164
DIAGRAM OF TIGHTENING SEQUENCE OF CYLINDER HEAD COVER FIXING SCREWS
Figure 3
70567A
DIAGRAM OF TIGHTENING SEQUENCE OF ROCKER ARMS SHAFT FIXING SCREWS
60581
Figure 4
DIAGRAM OF TIGHTENING SEQUENCE OF EXHAUST MANIFOLD FIXING SCREWS
Figure 5
DIAGRAM OF TIGHTENING SEQUENCE OF TURBOCHARGER ON EXHAUST MANIFOLD FIXING SCREWS
60582
SECTION 8 - TOOLS 1 F2CFE613
SECTION 8
Tools
Page
TOOLS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EQUIPMENT MODIFIED FOR ADAPTATION TO
CURSOR 9 ENGINE 10 . . . . . . . . . . . . . . . . . . .
2 SECTION 8 - TOOLS F2CFE613
TOOLS
TOOL NO. DESCRIPTION
99322230
Rotary telescopic stand
99340051 Extractor for crankshaft front gasket
99340054 Extractor for crankshaft rear gasket
99342157 Tool to extract injectors
99346245 Tool to install the crankshaft front gasket
99346260 Tool to install the crankshaft back gasket
TOOLS
99360184
Pliers for assembling and disassembling piston split rings
(105-160 mm)
99360264 Tool for assembly and disassembly engine valves
99360288 Box wrench for block junction bolts to the underblock
99360294 Tool to fit back valve guide
(to be used with 99360288)
TOOLS
99360334
Compression tool for checking the protrusion of cylinder liners
(to be used with 99370415-99395603 and special plates)
99360335
Cylinder liner compression plate
99360341
Tool for rotating flywheel
99360500 Tool to lift crankshaft
99360505 Beater for tree removal and replacement bushings distribution
TOOLS
99360558 Tool for lifting and carrying shaft rockers
99360585 Swing hoist for engine disassembly assembly
99360603 Belt to insert piston in cylinder liner (90 - 175 mm)
99360605
Belt to insert piston in cylinder liner (60 - 125 mm)
99360612 Tool for positioning engine P.M.S.
TOOLS
99360613 Tool for timing of phonic wheel on timing gear
99360703 Tool to stop cylinder liners
99360706 Tool to extract cylinder liners
99360724 Ring (115 mm) (to be used with 99360706)
99361042
Rotary engine stand mounting bracket 99322230
TOOLS
99368542
Series 8 keys to insert 14x18 (13-17-18-19-21-22-24-27-30 mm)
99370415 Base supporting the dial gauge for checking cylinder liner
protrusion (to be used with 99395603)
99389833 14x18 plug wrench (20-120 Nm)
99389834
Torque screwdriver for calibrating the injector solenoid valve
connector check nut
99390310 Valve guide sleeker
TOOLS
99395216
Measuring pair for angular tightening with 1/2
and 3/4 square couplings
99395221
Gauge for determining distance between tree distribution and high
pressure pump
99395222
Gauge for determining distance between camshaft and gear for
reference
99395223 Gauge for camshaft phasing
99395603 Dial gauge (0 - 5 mm)
EQUIPMENT MODIFIED FOR ADAPTATION TO CURSOR 9 ENGINE
APPENDIX 1 F2CFE613
Appendix
Page
SAFETY PRESCRIPTIONS 3 . . . . . . . . . . . . . . . . .
- Standard safety prescriptions 3 . . . . . . . . . . . . . .
- Prevention of injury 3 . . . . . . . . . . . . . . . . . . . . .
- During maintenance 3 . . . . . . . . . . . . . . . . . . . .
- Respect of the Environment 4 . . . . . . . . . . . . . .
2 APPENDIX F2CFE613
Particular attention shall be drawn on some precautions that
must be followed absolutely in a standard working area and
whose non fulfillment will make any other measure useless
or not sufficient to ensure safety to the personnel in-charge
of maintenance.
Be informed and informpersonnel as well of the laws in force
regulating safety, providing information documentation
available for consultation.
- Keep working areas as clean as possible, ensuring
adequate aeration.
- Ensure that working areas are provided with emergency
boxes, that must be clearly visible and always provided
with adequate sanitary equipment.
- Provide for adequate fire extinguishing means, properly
indicated and always having free access. Their efficiency
must be checked on regular basis and the personnel
must be trained on intervention methods and priorities.
- Organize and displace specific exit points to evacuate
the areas in case of emergency, providing for adequate
indications of the emergency exit lines.
- Smoking in working areas subject to fire danger must be
strictly prohibited.
- Provide Warnings throughout adequate boards signaling
danger, prohibitions and indications to ensure easy
comprehension of the instructions even in case of
emergency.
- Do not execute any intervention if not provided with
necessary instructions.
- Do not use any tool or equipment for any different
operation from the ones theyve been designed and
provided for: serious injury may occur.
- In case of test or calibration operations requiring engine
running, ensure that the area is sufficiently aerated or
utilize specific vacuum equipment to eliminate exhaust
gas. Danger: poisoning and death.
SAFETY PRESCRIPTIONS
Standard safety prescriptions
Prevention of injury
- Do not wear unsuitable cloths for work, with fluttering
ends, nor jewels such as rings and chains when working
close to engines and equipment in motion.
- Wear safety gloves and goggles when performing the
following operations:
- filling inhibitors or anti-frost
- lubrication oil topping or replacement
- utilization of compressed air or liquids under pressure
(pressure allowed: 2 bar)
- Wear safety helmet when working close to hanging
loads or equipment working at head height level.
- Always wear safety shoes when and cloths adhering to
the body, better if provided with elastics at the ends.
- Use protection cream for hands.
- Change wet cloths as soon as possible
- In presence of current tension exceeding 48-60 V verify
efficiency of earth and mass electrical connections.
Ensure that hands and feet are dry and execute working
operations utilizing isolating foot-boards. Do not carry
out working operations if not trained for.
- Do not smoke nor light up flames close to batteries and
to any fuel material.
- Put the dirty rags with oil, diesel fuel or solvents in
anti-fire specially provided containers.
During maintenance
- Never open filler cap of cooling circuit when the engine
is hot. Operating pressure would provoke high
temperature with serious danger and risk of burn. Wait
unit the temperature decreases under 50C.
- Never top up an overheated engine with cooler and
utilize only appropriate liquids.
- Always operate when the engine is turned off: whether
particular circumstances require maintenance
intervention on running engine, be aware of all risks
involved with such operation.
- Be equipped with adequate and safe containers for
drainage operation of engine liquids and exhaust oil.
- Keep the engine clean from oil tangles, diesel fuel and or
chemical solvents.
- Use of solvents or detergents during maintenance may
originate toxic vapors. Always keep working areas
aerated. Whenever necessary wear safety mask.
- Do not leave rags impregnated with flammable
substances close to the engine.
- Upon engine start after maintenance, undertake proper
preventing actions to stop air suction in case of runaway
speed rate.
- Do not utilize fast screw-tightening tools.
- Never disconnect batteries when the engine is running.
- Disconnect batteries before any intervention on the
electrical system.
- Disconnect batteries from system aboard to load them
with the battery loader.
- After every intervention, verify that battery clamp
polarity is correct and that the clamps are tight and safe
from accidental short circuit and oxidation.
- Do not disconnect and connect electrical connections
in presence of electrical feed.
- Before proceeding with pipelines disassembly
(pneumatic, hydraulic, fuel pipes) verify presence of liquid
or air under pressure. Take all necessary precautions
bleeding and draining residual pressure or closing dump
valves. Always wear adequate safety mask or goggles.
Non fulfillment of these prescriptions may cause serious
injury and poisoning.
APPENDIX 3 F2CFE613
- Respect of the Environment shall be of primary
importance: all necessary precautions to ensure
personnels safety and health shall be adopted.
- Be informed and inform the personnel as well of laws in
force regulating use and exhaust of liquids and engine
exhaust oil. Provide for adequate board indications and
organize specific training courses to ensure that
personnel is fully aware of such law prescriptions and of
basic preventive safety measures.
- Collect exhaust oils in adequate specially provided
containers with hermetic sealing ensuring that storage is
made in specific, properly identified areas that shall be
aerated, far from heat sources and not exposed to fire
danger.
- Handle the batteries with care, storing them in aerated
environment and within anti-acid containers. Warning:
battery exhalation represent serious danger of
intoxication and environment contamination.
Respect of the Environment - Avoid incorrect tightening or out of couple. Danger:
incorrect tightening may seriously damage engines
components, affecting engines duration.
- Avoid priming from fuel tanks made out of copper alloys
and/or with ducts not being provided with filters.
- Do not modify cable wires: their length shall not be
changed.
- Do not connect any user to the engine electrical
equipment unless specifically approved by FPT.
- Do not modify fuel systems or hydraulic system unless
FPT specific approval has been released. Any
unauthorized modification will compromise warranty
assistance and furthermore may affect engine correct
working and duration.
For engines equipped with electronic gearbox:
- Do not execute electric arc welding without having
priory removed electronic gearbox.
- Remove electronic gearbox in case of any intervention
requiring heating over 80C temperature.
- Do not paint the components and the electronic
connections.
- Do not vary or alter any data filed in the electronic
gearbox driving the engine. Any manipulation or
alteration of electronic components shall totally
compromise engine assistance warranty and
furthermore may affect engine correct working and
duration.
4 APPENDIX F2CFE613
1 F3BFE613
Part 2
F3BFE613
Page
General specifications 1
Main engines diagrams 2
Electrical equipments 3
Maintenance planning 4
Removal and installation of main engine components 5
Engine overhaul 6
Technical specifications 7
Tools 8
Safety prescriptions Appendix
2 F3BFE613
MAPPING BETWEEN TECHNICAL AND COMMERCIAL CODING
3 F3BFE613
Technical Code Commercial Code
F3BFE613C*A010
C13 ENT F3BFE613B*A010
F3BFE613A*A010
4 F3BFE613
UPDATING
Section Description Page Date of revision
SECTION 1 - GENERAL SPECIFICATIONS 1 F3BFE613
SECTION 1
General Specifications
Page
VIEWS OF ENGINE 3 . . . . . . . . . . . . . . . . . . . . . .
CLEARANCE DATA 6 . . . . . . . . . . . . . . . . . . . . .
2 SECTION 1 - GENERAL SPECIFICATIONS F3BFE613
LEFT-HAND SIDE VIEW
RIGHT-HAND SIDE VIEW
Figure 1
VIEWS OF ENGINE
Figure 2
166350
166351
FRONT VIEW
REAR VIEW
166352
166353
Figure 3
Figure 4
TOP VIEW
166354
Figure 5
by FPT.
NOTE
CLEARANCE DATA
Type
F3BFE613
C*A010 B*A010 B*A010
Fuel feed Turbocharged
Injection Direct
Bore mm 135
Stroke mm 150
+ + +Total displacement cm
3
12880
Compression ratio 16.5: 1

Maximum kW
power (HP)
rpm
332
(452)
2100
369
(502)
2100
407
(554)
2100
Max. torque Nm
(kgm)
rpm
1924
(197)
1400
2161
(221)
1400
2400
(245)
1400
Loadless
engine
idling rpm 850
Loadless engine
peak rpm 2280
SUPERCHARGING
Turbocharger type
Intercooler
Waste Gate
CTT HE551 WG
bar
LUBRICATION
Oil pressure
(warm engine)
- idling bar
- peak rpm bar
Forced by gear pump, relief valve single action
oil filter
3
4,5
COOLING
Water pump control
Thermostat
- start of opening C
Liquid
Through belt
842
!
by FPT.
(1) The amounts indicated relate to the standard configuration of the engine only.
Use a water and PARAFLU11 mixture at 50%also during summer. As an alternative to PARAFLU11, use a product complying
with SAE J 1034 international standards.
(2) Use lubricants complying with the following international specifications:
15W-40 ACEA E7 / API CI-4, 10W-30 ACEA E7 / API CI-4 for ambient temperature < -15 C;
10W-40 ACEA E9/API CJ-4 alternatively.
The grade of viscosity to be used in relation to environment temperature can be found in the table in the appendix.
The oil consumption is considered as acceptable up to a quantity equal to 0.5% of fuel consumption.
(3) The quantities shown refer to the first refilling and concern the refilling of engine, oil sump and filter.
(4) Use STANDARD fuel compliant to the EN 590.
!
Worning Refuelling from drums or tanks may result in pollution of the diesel fuel, with the risk of damage to the
injection system; if necessary, filter the fuel in a suitable manner or allowsedimentation of the impurities before refuelling.
Type
F3BFE613
C*A010 B*A010 A*A010
REFUELLING
Cooling circuit
(1)
Total capacity
-
Lubrication circuit
(2)
Total capacity
(3)
35 (31.5)
Periodical replacement:
Oil sump at minimum level
Oil sump at maximum level
20 (18)
28 (25.2)
Fuel tank
(4)
SECTION 2 - MAIN ENGINE DIAGRAMS 1 F3BFE613
SECTION 2
Main engine diagrams
Page
SUPPLY 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Feed pump 4 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Injector-pump 4 . . . . . . . . . . . . . . . . . . . . . . . . .
- Pressure damper 4 . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION 5 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Oil pump 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Oil pressure control valve 7 . . . . . . . . . . . . . . . .
- Heat exchanger 7 . . . . . . . . . . . . . . . . . . . . . . . .
- By-pass valve 8 . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE OIL FILTERS 8 . . . . . . . . . . . . . . . . . . . . .
- Characteristics 8 . . . . . . . . . . . . . . . . . . . . . . . . .
COOLING 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Description 9 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Operation 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Water pump 10 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Thermostat 10 . . . . . . . . . . . . . . . . . . . . . . . . . . .
TURBOCHARGING 11 . . . . . . . . . . . . . . . . . . . . . .
- Description 11 . . . . . . . . . . . . . . . . . . . . . . . . . . .
TURBOCHARGER HOLSET CTT HE 551 WG 12 .
2 SECTION 2 - MAIN ENGINE DIAGRAMS F3BFE613
SUPPLY
Fuel is supplied via a fuel pump, filter and pre-filter, 6
pump-injectors governed by the camshaft via rocker arms
and by the electronic control unit.
Figure 1
ENGINE FEED SCHEME
1. Fuel filter - 2. Valve for fuel recirculation from injectors integrated in the fuel pump (start opening 3,5 bar) -
3. Fuel pump - 4. Overpressure valve for fuel return to the tank (start opening 0,2 bar) - 5. Pressure control valve (start
opening 5 bar) - 6. Prefilter with priming pump - 7. ECU - 8. Heat exchanger - 9. Pump injectors.
A. Fuel arriving at injectors - B. Fuel returning to tank
166365
Return circuit
Supply circuit
.
131088
Engine feed pump
1 Delivery. - 2 By pass nut - 3. Return from injector -
4. Delivery pressure limiting valve - 5. Feed.
92829
Pump performances
Pump rotation speed (rpm)
Minimum flow rate (l/h)
4100
310
900
45
250
12
140
6
Test
conditions
Negative pressure
on aspiration (bar)
Pressure on delivery
(bar)
Test liquid
temperature (C)
Test liquid
0.5
5
50
0.3
3
50
0.3
0,3
50
0.3
0.3
20
ISO 4113
Field of use
Pump rotation speed (rpm)
Overrunning rotation speed (max 5 min) (rpm)
Diesel oil temperature (C)
Filtering rate on aspiration
(micron)
Negative pressure on aspiration (bar)
4100
5800 max
-25/+80
30
0.5 max
Pressure control valve
Valve calibration 5 5.8
Injectors return valve
Valve calibration 3.4 3.8
Figure 2
Feed pump
Figure 3
An overpressure valve is a single-acting valve, calibrated to0.2
0.3 bar, placed on the piping that returns fuel to tank. The
overpressure valve prevents fuel duct in cylinder head from
emptying with engine stopped.
102405
Figure 4
Injector-pump
INJECTOR SECTION
The new pump injectors are capable, thanks to the higher
injection pressure, of atomizing the fuel in the combustion
chamber to a greater extent, thus improving combustion and
therefore reducing the polluting exhaust emissions.
FUEL PRESSURE DAMPER
Figure 5
102606
The function of the fuel pressure damper located on the
delivery pipe between the fuel filter and the cylinder head is
to attenuate the supply return back pressure due to the
increase of the injection pressure.
Pressure damper
Overpressure valve
Figure 6
Dropping oil
Pressure oil
LUBRICATION
166355
Engine lubrication is obtained with a gear pump driven by the
crankshaft via gears.
Aheat exchanger governs the temperature of the lubricating
oil.
Lubrication circuit
The oil pump (1) cannot be overhauled. On finding any
damage, replace the oil pump assembly.
See under the relevant heading for replacing the gear (2) of
the crankshaft.
60560
73540
MAIN DATA TO CHECK THE OVERPRESSURE
VALVE SPRING
OIL PUMP CROSS-SECTION
Overpressure valve Start of opening pressure 10 1 bars.
Overpressure valve
Figure 7 Figure 8
Figure 9
108846
Oil pump
The oil pressure control valve is located on the left-hand side
of the crankcase.
Start of opening pressure 5 bars.
73542
MAIN DATA TO CHECK THE OIL PRESSURE
CONTROL VALVE SPRING
HEAT EXCHANGER
1. Position of engine oil pressure/temperature sensor - 2. Turbocharger oil supply line fitting - 3. Heat exchanger retaining
screws - 4. Heat exchanger elements (qty. 11) - 5. Oil inlet - 6. Oil outlet - 7. By-pass valve (3.5 bar)
Oil pressure control valve
Heat exchanger
124517
73543
Figure 10
Figure 11
Figure 12
By-pass valve
73545
124518
Figure 13 Figure 14
The valve quickly opens at a pressure of: 3.5 bars.
ENGINE OIL FILTERS
1. Cartridge O-ring - 2. Cap O-ring - 3. Cartridge -
4. Cover cap - 5. Direction of oil flow
Characteristics
1. Maximum operating pressure : 20 bar
2. Operating temperature: -30C +120C
3. Bypass valve opening pressure: 3.4 0.3 bar
4. Tightening torque: 45 55 Nm
Figure 15
166356
COOLING
COOLING CIRCUIT VERSION
Description
The engine cooling system works with forced circulation
inside closed circuit and can be connected to an additional
heater (if any) and to the intarder intercooler.
It consists mainly of the following components:
- an expansion reservoir whose plug incorporates two
valves discharge and charge controlling the system
pressure;
- a coolant level sensor;
- an engine cooling unit to dissipate the heat taken by the
coolant from the engine through the intercooler;
- a heat exchanger to cool down lubrication oil;
- a water pump with centrifugal system incorporated in
the cylinder block;
- an electric fan;
- a thermostat controlling the coolant circulation.
Operation
The water pump is actuated by the crankshaft through a
poli-V belt and sends coolant to the cylinder block, especially
to the cylinder head (bigger quantity). When the coolant
temperature reaches and overcomes the operating
temperature, the thermostat is opened and from here the
coolant flows into the radiator and is cooled down by the fan.
The pressure inside the system depending on the
temperature variation is controlled by the discharge and
charge valves incorporated in the expansion reservoir filling
plug.
The discharge valve has a double function:
- keep the systemunder light pressure in order to raise the
coolant boiling point;
- discharge the pressure surplus in the atmosphere as a re-
sult of the coolant high temperature.
The charge valve makes it possible to transfer the coolant
from the expansion reservoir to the radiator when a
depression is generated inside the system as a result of the
coolant volume reduction depending on the fall in the
coolant temperature.
Water entering the pump
Water pump
60631
Figure 16
Figure 17
Figure 18
Thermostat
The water pump is composed of: impeller, bearing, seal and
driving pulley.
!
Check that the pump body has no cracks or water
leakage; if it does, replace the entire water pump.
CROSS-SECTION OF THE WATER PUMP
View of thermostat operation
60747
TO THE
EXPANSION
TUB
FROM
THE ENGINE
TO THE
BY PASS
60748
TO THE
RADIATOR
TO THE
EXPANSION
TUB
TO THE
BY PASS
FROM
THE ENGINE
Check the thermostat works properly; replace it if in doubt.
Temperature of start of travel 84C 2C.
Minimum travel 15 mm at 94C 2C.
TO THE
RADIATOR
Compressed air (hot)
Intake air
Engine exhaust gas
Compressed air (cooled)
Figure 19
166357
TURBOCHARGING DIAGRAM
Description
The turbocharging system is composed of: air cleaner,
turbocharger and intercooler.
The air cleaner is a dry type composed of a filtering cartridge
that is periodically replaceable.
The turbocharger has got the function of using the energy of
engine exhaust gas in order to send pressure air to the
cylinders.
The intercooler is composed of a radiator applied on the
engine coolant radiator, and it is used for lowering the
temperature of the air coming out from the turbocharger to
send it to the cylinders.
TURBOCHARGING
The turbocharging system is composed of:
- an air filter;
- a turbocharger;
- an intercooler radiator.
166358
Figure 20
75532
A. THROTTLE VALVE SHUT
It is basically composed of:
- a central casing housing a shaft supported by bushings at
whoseoppositeends are fittedthe turbinewheel andthe
compressor rotor;
- a turbine casing and a compressor casing mounted on the
end of the central body;
- an overpressure relief valve fitted on the turbine casing.
Its function is to choke the exhaust gas outlet (detail B),
sending a portion of the exhaust gas straight into the
exhaust pipe when the turbocharging pressure
downstream from the turbocharger reaches the setting.
TURBOCHARGER HOLSET CTT HE 551 WG
75533
B. THROTTLE VALVE OPEN
Figure 21
Figure 22
SECTION 3 - ELECTRICAL EQUIPMENT 1 F3BFE613
SECTION 3
Electrical equipment
Page
- Components on the engine 3 . . . . . . . . . . . . . .
BLOCK DIAGRAM 4 . . . . . . . . . . . . . . . . . . . . . . .
EDC SYSTEM FUNCTIONS 5 . . . . . . . . . . . . . . . .
- EDC 7 UC31 electronic control unit 8 . . . . . . .
- Electric injector connector A 9 . . . . . . . . . . . .
- Sensor connector C 10 . . . . . . . . . . . . . . . . . . .
- Chassis connector B 11 . . . . . . . . . . . . . . . . . . .
- Engine cable 13 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Cable on head 14 . . . . . . . . . . . . . . . . . . . . . . . . .
- Pump injector 15 . . . . . . . . . . . . . . . . . . . . . . . . .
- Timing sensor 17 . . . . . . . . . . . . . . . . . . . . . . . . .
- Flywheel sensor 17 . . . . . . . . . . . . . . . . . . . . . . . .
- Engine coolant temperature sensor 18 . . . . . . . .
- Fuel temperature sensor 19 . . . . . . . . . . . . . . . . .
- Air pressure/temperature sensor 20 . . . . . . . . . .
- Oil temperature/pressure sensor 20 . . . . . . . . . .
- Starter motor 21 . . . . . . . . . . . . . . . . . . . . . . . . .
- Alternator 90 A 22 . . . . . . . . . . . . . . . . . . . . . . . .
2 SECTION 3 - ELECTRICAL EQUIPMENT F3BFE613
RIGHT SIDE VIEW OF ENGINE
1. Sensor for engine revs on distribution shaft - 2. Fuel temperature sensor - 3. Boost pressure sensor - 4. Alternator -
5. EDC7 UC31 Control unit - 6. Starter - 7. Engine feed pump.
Figure 1
Figure 2
Components on the engine
166367
166366
LEFT SIDE VIEW OF ENGINE
1. Water temperature - 2. Sensor for engine revs on flywheel - 3. Engine oil temperature/pressure sensor.
Figure 3
BLOCK DIAGRAM
171600
KEYS
1. Engine oil pressure/temperature sensor -
2. Fuel temperature sensor - 3. Coolant temperature sensor - 4. Distribution sensor -
5. Flywheel sensor - 6. Pump injectors.
CONNECTION
OF FRAME SIDE
EDC SYSTEM FUNCTIONS
The EDC7 UC31 electronic center manages the following main functions:
Fuel injection
Accessory functions such as cruise control, speed limiter, PTO and the like
Self-diagnosis
Recovery
It also enables:
Interfacing with other electronic systems (if any) available on the vehicle
Diagnosis
Fuel dosing
Fuel dosing is calculated based on:
- accelerator pedal position
- engine rpm
- quantity of air admitted.
The result can be corrected based on:
- water temperature
or to prevent:
- noise
- fumes
- overloads
- overheating
Pressure can be adjusted in case of:
- external device actuation (e.g. speed reducer, cruise control)
- serious defects involving load reduction or engine stop.
After determining the mass of air introduced by measuring its volume and temperature, the center calculates the corresponding
mass of fuel to be injected into the cylinder involved, with account also taken of gas oil temperature.
Delivery correction based on water temperature
When cold, the engine encounters greater operating resistance, mechanical friction is high, oil is till very viscous and operating plays
are not optimized yet.
Fuel injected also tends to condense on cold metal surfaces.
Fuel dosing with a cold engine is therefore greater than when hot.
Delivery correction to prevent noise, fumes or overloads
Behaviors that could lead to the defects under revieware well known, so the designer has added specific instructions to the center
to prevent them.
De-rating
In the event of engine overheating, decreasing delivery proportionally to the temperature reached by the coolant changes injection.
Injection lead electronic control
Injection lead, or the start of fuel delivery expressed in degrees, can differ from one injection to the next, even from one cylinder
toanother and is calculated similarly todelivery according to engine load, namely, accelerator position, engine rpmand air admitted.
Lead is corrected as required:
- during acceleration
- according to water temperature
and to obtain:
- reduced emissions, noise abatement and no overload
- better vehicle acceleration
High injection lead is set at start, based on water temperature.
Delivery start feedback is given by injection electro valve impedance variation.
Engine start
Cylinder 1 step and recognition signal synchronization (flywheel and driveshaft sensors) takes place at first engine turns. Accelerator
pedal signal is ignored at start. Star delivery is set exclusively based on water temperature, via a specific map. The center enables
the accelerator pedal, when it detects flywheel acceleration and rpmsuch as to consider the engine as started and no longer drawn
by the starter motor.
Cold start
Pre-post reheating is activated when even only one of the three water, air or gas oil temperature sensors records a temperature
of below 10 _C. The pre-heat warning light goes on when the ignition key is inserted and stays on for a variable period of time
according to temperature, while the intake duct input resistor heats the air, then starts blinking, at which point the engine can be
started.
The warning light switches off with the engine revving, while the resistor continues being fed for a variable period of time to
complete post-heating. The operation is cancelled to avoid uselessly discharging the batteries if the engine is not started within 20
25 seconds with the warning light blinking. The pre-heat curve is also variable based on battery voltage.
Hot start
On inserting the ignition key the warning light goes on for some 2 seconds for a short test and then switches off when all reference
temperatures are above 10 _C. The engine can be started at this point.
Run Up
When the ignition key is inserted, the center transfers data stored at previous engine stop to the main memory (Cf. After run),
and diagnoses the system.
After Run
At each engine stop with the ignition key, the center still remains fed by the main relay for a few seconds, to enable the
microprocessor to transfer some data from the main volatile memory to an non-volatile, cancelable and rewritable (Eeprom)
memory to make tem available for the next start (Cf. Run Up).
These data essentially consists of:
- miscellaneous settings, such as engine idling and the like
- settings of some components
- breakdown memory
The process lasts for some seconds, typically from2 to 7 according to the amount of data to be stored, after which the ECUsends
a command to the main relay and makes it disconnect from the battery.
Cut-off
It refers to the supply cut-off function during deceleration.
Cylinder Balancing
Individual cylinder balancing contributes to increasing comfort and operability.
This function enables individual personalized fuel delivery control and delivery start for each cylinder, even differently between each
cylinder, to compensate for injector hydraulic tolerances.
The flow(rating feature) differences betweenthe various injectors cannot be evaluateddirectly by the control unit. This information
is provided by the entry of the codes for every single injector, by means of the diagnosis instrument.
Synchronization search
The center can anyhow recognize the cylinder to inject fuel into even in the absence of a signal from the camshaft sensor.
If this occurs when the engine is already started, combustion sequence is already acquired, so the center continues with the
sequence it is already synchronized on; if it occurs with the engine stopped, the center only actuates one electro valve. Injection
occurs onside that cylinder within 2 shaft revs at the utmost so the center is only required to synchronize on the firing sequence
and start the engine.
In order to reduce the number of connections, and of the cables connecting the injectors, and to consequently reduce the nose
on transmitted signal, the central unit is directly mounted on the engine by a heat exchanger enabling its cooling, using spring blocks
which reduce vibrations transmitted from engine.
It is connected to vehicle wiring harness by two 35-pole connectors:
connector A for components present on the engine
connector B for components present on the cab
Internally, there is a pressure ambient sensor use to further improve injection system management.
The central unit is equipped with a much advanced self-diagnosis system and, depending on environmental conditions, is capable
to identify and store any faults, even of intermittent type, occurred to the system during vehicle running, ensuring a more correct
and reliable repair intervention.
This procedure must never be interrupted, by cutting the engine off from the battery cutout or disconnecting the latter before
10 seconds at least after engine cutout.
In this case, system operation is guaranteed until the fifth improper engine cutout, after which an error is stored in the breakdown
memory and the engine operates at lower performance at next start while the EDC warning light stays on.
Repeated procedure interruptions could in fact lead to center damage.
A. Injector connector - B. Chassis connector - C. Sensor connector.
102373
Figure 4
A C
B
EDC 7 UC31 electronic control unit
Colour legend
B black
R red
U blue
W white
P purple
G green
N brown
Y yellow
O orange
E grey
K pink
ECU
Pin
Colour legend Function
1 - Free
2 - Free
3 B Solenoid valve for electronic cylinder (4-5-6) injection
4 - Free
5 - Free
6 W Solenoid valve for electronic cylinder 2 injection
7 - Free
8 - Free
9 - Free
10 - Free
11 R Solenoid valve for electronic cylinder (1-2-3) injection
12 G Solenoid valve for electronic cylinder 3 injection
13 W Solenoid valve for electronic cylinder 1 injection
14 U Solenoid valve for electronic cylinder 4 injection
15 E Solenoid valve for electronic cylinder 6 injection
16 P Solenoid valve for electronic cylinder 5 injection
16 12
6
1 5
11
102374
Figure 5
Electric injector connector A
ECU
Pin
Cable colour Function
1 - Free
2 - Free
3 - Free
48 - Free
9 W Distribution sensor
10 R Distribution sensor
1114 - Free
15 K Coolant temperature sensor
16 - Free
17 - Fuel temperature sensor mass
18 O/B Fuel temperature sensor
19 B Flywheel sensor
20 N Booster speed sensor
2122 - Free
23 W Flywheel sensor
24 N Engine oil temperature/pressure sensor ground
25 W Mass for air pressure / temperature sensor
26 Y Coolant temperature sensor
27 O/B Oil pressure signal from engine oil pressure / temperature sensor
28 U Oil temperature signal from engine oil pressure / temperature sensor
29 - Free
30 W Booster speed sensor
31 - Free
32 O Engine oil temperature/pressure sensor power supply
33 R Air temperature/pressure sensor power supply
34 G Air pressure signal from the air temperature/ pressure sensor
35 W/R Fuel temperature sensor
36 O Air temperature signal from the air temperature / pressure sensor
Colour legend
B black
R red
U blue
W white
P purple
G green
N brown
Y yellow
O orange
E grey
K pink
102375
Figure 6
6 8 16 9 15 22
36 29 30 23 3 1
4
5
Sensor connector C
Figure 7
Chassis connector B
35
89 72
53
18 36
17
54 6
11
71
1
7
12
102376
ECU pin FUNCTION
1 Lambda sensor heater signal (*)
2 Positive voltage direct from battery
4 Lambda sensor heater supply (*)
5 Battery negative
6 Battery negative
7 Negative voltage for control relay of heater grid control 2 (*)
10 Battery negative voltage
11 Battery negative voltage
12 Signal from grid on heater 1 (*)
13 Positive voltage +15
14 Positive voltage for air conditioning compressor (*)
15 Signal from air conditioning compressor (*)
16 Negative voltage speed 1 fan
17 Starting relay negative voltage
18 Turbine sensor signal (*)
19 Turbine sensor earth (*)
20 Negative voltage intercooler by-pass valve (*)
21 Supply voltage for switches
22 To diagnostic warning light
23 Additional solenoid valve signal
24 Earth for particle filter temperature sensor (*)
25 Signal for particle filter temperature sensor (*)
26 Intake air humidity and temperature sensor signal
27 Intake air humidity and temperature sensor signal
28 Intake air humidity and temperature sensor earth
30 To diagnostic warning light
31 Cruise control positive signal (*)
32 Negative voltage from engine start switch from engine compartment
33 Tachometer output signal (*)
34 (Low) signal CAN 2 line interface input
35 (High) signal CAN 2 line interface
ECU pin FUNCTION
36 Negative voltage for fuel filter heater switch (*)
37 Starting relay positive voltage
38 OBD lamp negative voltage (*)
39 Speed limiter lamp negative voltage (*)
40 Positive voltage +15 under lock
41 Positive voltage from main brake switch
42 Negative voltage from sensor detecting water in the pre-filter
43 Signal 1 from Lambda probe (*)
47 Negative voltage from engine stop switch from engine compartment
48 Negative voltage from accelerator pedal idling switch
49 Positive voltage from brake switch (redundant signal)
50 Positive voltage +12
52 (Low) signal CAN 1 line interface input
53 (High) signal CAN 1 line interface
54 Negative voltage for fan second speed control switch (*)
55 Positive voltage for engine brake exhaust gas solenoid valve (*)
56 Negative voltage for pre-heating lamp (*)
57 Positive voltage speed 1 fan (*)
58 Earth for engine brake exhaust gas solenoid valve (*)
59 Earth for blow-by pressure difference sensor (*)
61 Positive voltage for blow-by pressure difference sensor (*)
62 Passive analogue signal from torque limiter multiple resistor (*)
65 Earth from multiple resistor torque limiter (*)
66 Positive voltage from clutch switch (torque converter) (*)
67 Earth for cooling fan speed sensor (*)
69 Signal from cooling fan speed sensor (*)
70 Vehicle speed sensor earth (*)
71 Vehicle speed sensor signal (*)
72 Synchronising bit on serial interface input signal
73 Local area network interconnection input signal
75 Supply voltage for grid on heater 1 (*)
76 Earth for exhaust gas temperature sensor (*)
77 Supply voltage for accelerator potentiometer
78 Earth for accelerator potentiometer
79 Signal from accelerator potentiometer
80 Signal from exhaust gas temperature sensor (*)
81 Signal from particle trap differential pressure sensor (*)
82 Positive voltage from particle trap differential pressure sensor (*)
83 Earth from particle trap differential pressure sensor (*)
85 Negative voltage from diagnostic request switch
87 Crankshaft rotation output signal
88 Camshaft rotation output signal
89 ISO-K interface input signal
* If present
Figure 8
166369
Engine cable
CONNECTOR A. Electric injector connector - CONNECTOR C. Sensor connector - A. Fuel temperature sensor -
B. Engine speed sensor (flywheel) - C. Engine speed sensor (camshaft) - E. Connector for unit injectors - F. Coolant
temperature sensor - HP. Boost pressure air temperature sensor - VS. Oil pressure/temperature sensor.
Figure 9
166718
1. Connectors to injectors - 2. Wire passage.
Cable on head
Pump injector
It consists mainly of:
A) Solenoid valve
B) Pumping element
C) Nozzle
These three parts CANNOT be replaced individually and CANNOT be overhauled.
The pumping element, mechanically actuated at every rocker arm cycle, compresses the fuel container in the delivery chamber.
The nozzle, whose composition and operation are similar to those of traditional injectors, is opened by the fuel under pressure
and sprays it into the combustion chamber.
A solenoid valve, directly controlled by the electronic control unit, determines delivery according to the control signal.
A casing houses the lower part of the pump injector in the cylinder head.
Figure 10
115791
The electro valve is of the N.A. type.
Coil resistance is ~ 0.56 0.57 Ohm.
Maximum operating voltage is ~ 12 15 Amp.
Based on voltage absorbed by the electro valve, the electronic center can identify whether injection was correct or mechanical
problems exist. It can also detect injector errors ONLY with the engine running or during starts.
They are connected to the electronic center with a positive common to groups of three injectors:
Cylinder 1 - 2 3 injector to pin A 11
Cylinder 4 - 5 - 6 injector to pin A 3.
Injectors are individually connected to the center between pins:
A11 / A13 cylinder 1 injector
Injectors are connected to the center with connector ST - E mounted on the engine front with a twisted cable, to avoid possible
electromagnetic interference problems, so junctions or repairs on it must NOT be performed.
Figure 11
166720
Colour legend
B white
R red
G yellow
V green
N black
L blue
Z purple
H grey
Timing sensor
This inductive sensor is located on the camshaft. Number of
teeth 6 plus 1.
The signal generated by the sensor is used bythe ECU:
- on starting to facilitate phase recognition;
- during normal operation as a redundant piston position
signal.
Flywheel sensor
Inductive sensor located on the flywheel. The flywheel has 60
sections, on 54 of which there is a hole. The sensor reads the
signal generated by the holes. The ECU uses this signal to:
- recognise the position of the pistons during normal oper-
ation;
- determine the engine speed.
Impulse wheel
Flywheel
116183
115825
115826
The sensor resistance is 880 920 Ohm.
The two sensors are equal and can be interchanged.
116184
ENGINE - LH SIDE VIEW
1. Flywheel sensor
6 + 1
ENGINE - RH SIDE VIEW
1. Camshaft timing sensor
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Engine coolant temperature sensor
This N.T.C. type sensor located on the water outlet sump on the engine head left measures coolant temperature for the various
operating logics with a hot or cold engine and identifies injection enrichment requirements for a cold engine or fuel reduction
requirements for a hot engine.
The coolant temperature signal is used for display on the Cluster and to control the fan.
It is connected to electronic center pins C15/C26.
Sensor behavior as a function of temperature:
- 10 C 8,10 10,77 kOhm
+ 20 C 2,28 2,72 kOhm
+ 80 C 0,29 0,364 kOhm
At 60 to 90 _C, voltage at A5 and A22 ranges from 0.6 to 2.4V.
104266
Connector Function Cable colour
2 To EDC center pin C 15
Figure 18
Fuel temperature sensor
Features
Vendor BOSCH
Maximum torque 35 Nm
This N.T.C. type sensor located on the fuel filter on the engine left side detects fuel temperature and enables the electronic center
to measure fuel density and volume for delivery correction.
104267
Connector Function Cable colour
Linking connector
Sensor external view
Wiring diagram
114273
Figure 19
50323
Figure 20
50344
Figure 21
Air pressure/temperature sensor
This component incorporates a temperature sensor and a
pressure sensor.
IIt replaces the temperature sensors and pressure sensors
available in the preceding systems.
It is fitted onto the intake manifold and measures the
maximum supplied air flow rate used to accurately calculate
the amount of fuel to be injected at every cycle.
The sensor is powered with 5 V.
The output voltage is proportional to the pressure or
temperature measured by the sensor.
Oil temperature/pressure sensor
This component is identical to the air pressure/temperature
sensor and replaced single sensors.
It is fitted onto the engine oil filter, in a horizontal position.
It measures the engine oil temperature and pressure.
The measured signal is sent to the EDC control unit which
controls, in turn, the indicator instrument on the dashboard
(low pressure warning lights / gauge).
The engine oil temperature is used only by the EDC control
unit.
Ref. Description
Control unit pin
Oil Air
1 Ground 24C 25C
2 Temp. Sign. 28C 36C
3 +5 32C 33C
4 Press. Sign. 27C 34C
Starter motor
CHARACTERISTIC CURVES
TECHNICAL VIEW
WIRING DIAGRAM
1. Control dynamo - 2. Electric motor -
3. Batteries
A
149566
Nominal output
power
Nominal output
voltage
Engaging system
Rated time
Direction of rotation
Weight
Main characteristics Performances Electric parameters
Test
conditions
5.5 kW
24 V
Auxiliary rotation system
30 s
clockwise (view from the
drive end)
about 10.5 kg
No load 23 V 120 A MAX (3800 rpm MIN.)
Load 16 V and 49.0 Nm 690 A MAX
900 rpm MIN.
stall 6 V 1260 A MAX
73.5 Nm MIN.
Figure 22
Figure 23 Figure 24
166722
149567
106282
Figure 25
Figure 26
Alternator 90 A
Main characteristics
Supplier MITSUBISHI 28 V 90A
Voltage rating 28.3 0.5 V (20C)
Nominal power output 90 A
Normal operating speed 5,000 r.p.m.
Belt tension 730 N
Direction of rotation clockwise, from pulley side
Weight 6.9 kg
Tightening torque on terminal B:+ 12.5 2 Nm
ALTERNATOR WIRING DIAGRAM
L: to recharging indicatorI
G: alternator ignition
S: battery voltage sensor
ALTERNATOR CURRENT DELIVERY CURVE
106300
OVERALL VIEW
TECHNICAL VIEW
106283
106281
Figure 27
Figure 28
SECTION 4 - MAINTENANCE PLANNING 1 F3BFE613
SECTION 4
Maintenance planning
Page
MAINTENANCE 3 . . . . . . . . . . . . . . . . . . . . . . . .
- Recovery 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE PROCEDURES 4 . . . . . . . . . . . .
- Checks and controls 4 . . . . . . . . . . . . . . . . . . . .
- Check/Replace miscellaneous drive belts 7 . . . .
- Bleeding air from the fuel circuit 7 . . . . . . . . . . .
- Replace fuel filter 7 . . . . . . . . . . . . . . . . . . . . . . .
- Bleeding air from the fuel circuit 7 . . . . . . . . . . .
- Replacing engine Blow-by filter 8 . . . . . . . . . . . .
- Check valve clearance and adjust if necessary 8 .
2 SECTION 4 - MAINTENANCE PLANNING F3BFE613
MAINTENANCE
Recovery
To ensure optimised working conditions, in the following pages we are providing instructions for the maintenance interventions,
checks and setting operations that must be performed on the engine at due planned dates.
The frequency of the maintenance operations is just an indication since the use of the engine is the main characteristic to
determine and evaluate replacements and checks.
It is not only allowed but recommended that the staff in charge of the maintenance should also carry out the necessary
maintenance and controlling operations even if not being included in the ones listed here below but that may be suggested by
common sense and by the specific conditions in which the engine is run.
Checks not included in maintenance planning-daily checks
It is a good habit to execute, before engine start, a series of simple checks that might represent a valid warranty to avoid
inconveniences, even serious, during engine running. Such checks are usually up to the operators and to the vehicles drivers.
- Level controls and checks of any eventual leakage from the fuel, cooling and lubricating circuits.
- Notify the maintenance if any inconvenience is detected of if any filling is necessary.
After engine start and while engine is running, proceed with the following checks and controls:
- check presence of any eventual leakage from the fuel, cooling and lubricating circuits.
- Verify absence of noise or unusual rattle during engine working.
- Verify, using the vehicle devices, the prescribed pressure temperature and other parameters.
- Visual check of fumes (colour of exhaust emissions)
Maintenance interventions
The maintenance operations are valid only if the setter fully complies with all the installation prescriptions provided
by FPT.
Use engine oil: 15W-40 ACEA E7 / API CI-4
10W-30 ACEA E7 / API CI-4 (for ambient temperature < -15 C).
10W-40 ACEA E9/API CJ-4 (alternatively).
NOTE Diesel fuel for lowtemperatures. Standard EN590 defines different classes of Diesel fuels, identifying thecharacteristics
of those most suitable for use in low ambient temperatures.
Compliance with the regulations regarding the distribution of fuels suitable for the climatic and geographic conditions
of the various countries is entirely up to the oil companies.
The engine lubrication intervals apply with the use of Diesel fuel with sulphur content of less than 0.5%.
If using diesel with a percentage of sulphur above 0.5%, the oil-change frequency has to be halved.
NOTE
Checks Frequency
Check oil level in engine Every trip
Check coolant level Every trip
Draining water from the fuel pre-filter Weekly
Check/top up electrolyte level in batteries and clean terminals Weekly
MAINTENANCE PROCEDURES
Checks and controls
Engine oil level check.
The check must be executed when the engine is
disconnected and possibly cool.
The check can be made using the specially provided flexible
rod.
Draw off the rod from its slot and check that the level is
within the etched tags of minimum and maximum level.
Whether it should be difficult to make the evaluation,
proceed cleaning the rod using a clean cloth with no rag
grinding and put it back in its slot. Drawit off again and check
the level.
In case the level results being close to the tag showing
minimum level, provide filling lubrication of the engines
components.
To provide filling, operate through the upper top (1) or
through the lateral top (2). During filling operation, the tops
must be removed as well as the rod in order to make the oil
flow easier.
Refill through upper tappet cover plug. During refill, remove
dipstick for easier oil drain.
In case of contact with the skin, rinse well with
Check of fuel system
The check is made by observing the fuel pipes from the tank
to the fuel pump and to the injectors.
Cooling system check
Check the pipes from the engine to the radiator and vice
versa; note any seepage and the state of the pipes especially
near the coupling clamps.
Verify that the radiator is clean, the correct working of the
fan flywheels, the presence of any leakage from the
connectors, from the manifold and from the radiating unit.
Due to the high temperatures achieved by the
system, do not operate immediately after the
engines disconnection, but wait for the time
deemed necessary for the cooling.
Protect the eyes and the skin fromany eventual high
pressure jet of cooling liquid.
The density of the cooling liquid must be checked any how
every year before winter season and be replaced in any case
every two year.
In case of new filling, proceed bleeding system,
through the bleeds on the engine.
If bleeding of the system is not carried out, serious
inconvenience might be caused to the engine due
to the presence of air pockets in the engines head.
NOTE
Lubricating system check
Verify the presence of any oil leakage or blow-by from the
head, from the engine pan of from the heat exchanger.
and detergent.
Check for any water in the fuel filter
The components of the system can be damaged
very quickly in presence of water or impurity
within the fuel.
Take prompt action on the filter to drain off the
water in the fuel circuit.
Fuel filter is equipped with pump screw-valve to drain the
water eventually mixed with fuel.
Place a container underneath the filter and slightly loosen the
screw. Drain the water eventually contained in the filters
bottom.
Lock the screw (max 0.5 Nm locking couple) as soon as fuel
starts bleeding.
85493
We recommend to carry out the oil drainage when the
motor is hot.
Engine oil change
- Place a proper container for the oil collecting under the
pan connected with the drain plug (3).
- Unscrew the plug (3) and then take out the control dip-
sick (1) and the inserting plug (2) to ease the downflow
of the lubrication oil.
Warning: We recommend to wear proper protec-
tions because of high motor service temperature.
The motor oil reaches very high temperature: you
must always wear protection gloves.
Protect properly skin and eyes: operate according to
safety rules.
Lock plus (3) under oil sump at predefined tightening torque.
- After the complete drainage, screw the plug and carry
out the clean oil filling.
Use only the recommended oil or oil having the re-
quested features for the corrrect motor function-
ing.
features.
- Check the level through the dipsick until when the filling
is next to the maximum level notch indicated on the dip-
sick.
NOTE
Engine oil filter change
Figure 1
125518
Warning: the oil filter contains inside a quantity of
oil of about 1 kg.
Warning: avoid the contact of skin with the motor
oil: in case of contact wash the skin with running
water.
The motor oil is very pollutant: it must be disposed
of according to the rules.
Before refitting the new cartridge, wet seal using
engine oil.
NOTE
Lock oil filter (1) by hand till contact to support and then lock
by of a rev. at prescribed tightening torque; pour oil in
engine ad described in Engine oil change chapter.
NOTE
Figure 2
Drain oil as described in Engine oil change chapter.
To disassemble oil filter (1), using tool 99360252..
(1) Maximum period when using good quality fuel, (EN 590 standard); this is reduced if the fuel is contaminated and alarms are
triggered due to blockage of the filters and presence of water in the pre-filter. When blockage of the filter is indicated, it must
be replaced. If the water in pre-filter indicator does not go out after drainage, the prefilter must be replaced.
(2) Refers to engines with traditional and automatic tensioning devices
(3) Must be performed annually, even if the required number of working hours are not reached
(4) Replace lubricants according to the frequency indicated in the REFUELLING table.
(5) Only use filters with the following characteristics:
- filtration level < 12 m
- filtering efficiency > 200.
(6) The frequency with which operations are carried out will depend on the working conditions and efficiency/wear of the
product.
(7) Required by oil vapour recirculation.
Control (when in use) Frequency
Check oil level in engine Daily
Check coolant level Daily
Check that the heat exchangers are clean Daily
Check that the air filter is clean Daily
Drain water from the fuel pre-filter 150 hours
(1)
Check/top up electrolyte level in batteries and clean terminals Half-yearly
Planned maintenance Frequency
Check state and tension of belt 300 hours
(2)
Check state of oil vapour filter (indicator may be present) 300 hours
(3)
Change oil 600 hours
(3) (4)
Change oil filter/s 600 hours
(3) (4) (5)
Change fuel filter/s 600 hours
(3) (1) (5)
Change fuel pre-filter 600 hours
(3) (1)
Check exhaust pipe/s for damage Half-yearly
Impurity drainage/suction from the fuel tank Half-yearly
(1)
Change auxiliary member belt 1200 hours
Change air filter 1200 hours
(6)
Change coolant 1200 hours or 2 years
Change oil vapour filter 2 years
(4)
Special maintenance Frequency
Clean the turbocharger 1200 hours
(7)
Check the efficiency of the pre-post heating system (if there is one) 1200 hours
Adjusting play in valves-rocker arms and pumps-rocker arms 1200 hours
Check/Replace miscellaneous drive belts
Figure 3
150676
ASSEMBLY DIAGRAM OF BELTS FOR FAN WATER
PUMP ALTERNATOR
1. Alternator - 2. Water/alternator pump drivebelt -
3. Automatic belt tensioner - 4. Fan - 5. Water pump -
6. Crankshaft
Check by sight that belts (2) are not worn or deteriorated.
Figure 4
Figure 5
Replace AdBlue filter and prefilter
108617
Undo the hex of the cover (1) and remove it from the pump
module together with the filter. Disconnect fitting (2) and
remove the prefilter embedded inside. Remove the filter and
prefilter, reversing the disassembly operations.
Replace fuel filter
Remove the fuel filter (1) with tool 99360252.
Before refitting the new cartridge, moisten the seal with
diesel or engine oil.
Screw the new one on by hand, taking care to check that the
rubber seal and the mating surface are clean and in a perfect
state of repair. Screw the cartridge on by hand until it is in
contact with the mounting and then tighten by 3/4 of a turn
to the required tightening torque.
Bleed the air from the supply system as described in the
following paragraph.
171166
1 4 2 5
6
3
Bleeding air from the fuel circuit
Never let the fuel soil the drive belt: alternator,
pump, water, etc.
NOTE
- Open the bleed screws, connecting them with tubes to
run off the bled fluid into suitable containers to prevent
dirtiness:
1 = located on the pre-filter mount;
2 = located on the filter mount;
3 = located on the front of the cylinder head.
- Work the hand pump on the pre-filter till you see fuel
with no air in it coming out of the bleed screw (1)
(retighten the screw when the operation is over).
Keep on pumping until you see fuel with no air in it come
out of the bleed screw (2) on the filter as well (then
retighten the screw) and fromthe screw(3) on the front
of the cylinder head (retighten the screw when the
operation is over) and tighten them to the required
torque.
The circuit has now been bled. Start up the engine and run
it for a few minutes at idling speed to get rid of all remaining
air.
Figure 6
72563
To replace the Blow-by filter, work through the internal hatch
and remove bolts (2), remove cover one and remove filter
(3) with its gasket.
Replacing engine Blow-by filter
Clean the filter and cover housing.
Fit a new filter with new gaskets, the cover and tighten bolts
(2) to the specified torque.
!
Filter (3) works in one direction and must therefore
be fitted with the two reinforcement bars visible, as
Figure 7
Check valve clearance and adjust if necessary
105183
It is very important to adjust a clearance between the intake
and exhaust valve rockers and beams and to adjust the pump
injector drive rocker preload very carefully.
To carry out these operations correctly, proceed as de-
scribed in the relevant chapter.
SECTION 5 - REMOVAL AND INSTALLATION OF MAIN ENGINE COMPONENTS 1 F3BFE613
SECTION 5
Removal and installation
of main engine components
Page
DRIVE BELT DISASSEMBLY/ASSEMBLY
PROCEDURE 3 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 3 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ALTERNATOR DISASSEMBLY/ASSEMBLY
PROCEDURE 4 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 4 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WATER PUMP DISASSEMBLY/ASSEMBLY
PROCEDURE 5 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 5 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THERMOSTAT UNIT DISASSEMBLY/ASSEMBLY
PROCEDURE 6 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 6 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE CENTRAL UNIT DISASSEMBLY/ASSEMBLY
PROCEDURE 7 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 7 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THERMOSTAT UNIT
- Disassembly 8 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL PUMP DISASSEMBLY/ASSEMBLY
PROCEDURE 9 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 9 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 SECTION 5 - REMOVAL AND INSTALLATION OF MAIN ENGINE COMPONENTS F3BFE613
Page
INTAKE MANIFOLD DISASSEMBLY/ASSEMBLY
PROCEDURE 9 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 9 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTER DISASSEMBLY/ASSEMBLY
PROCEDURE 10 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 10 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TURBOCHARGER DISASSEMBLY/ASSEMBLY
PROCEDURE 10 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 10 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXHAUST MANIFOLD DISASSEMBLY/ASSEMBLY
PROCEDURE 11 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 11 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL FILTER DISASSEMBLY/ASSEMBLY
PROCEDURE 12 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 12 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL COOLER DISASSEMBLY/ASSEMBLY
PROCEDURE 12 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 12 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL PAN DISASSEMBLY/ASSEMBLY
PROCEDURE 14 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 14 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BLOW-BY DISASSEMBLY/ASSEMBLY
PROCEDURE 16 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 16 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROCKER ARM SHAFT DISASSEMBLY/ASSEMBLY
PROCEDURE 17 . . . . . . . . . . . . . . . . . . . . . . . . .
Page
- Disassembly 17 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Intake and exhaust rocker play
adjustment and pre-loading of
rockers controlling pump injectors 18 . . . . . . . . .
INJECTORS DISASSEMBLY/ASSEMBLY
PROCEDURE 19 . . . . . . . . . . . . . . . . . . . . . . . . .
- Disassembly 19 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Assembly 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Intake and exhaust rocker play
adjustment and pre-loading of
rockers controlling pump injectors 21 . . . . . . . . .
DRIVE BELT
Disassembly
turn it in the direction shown by the arrow and remove the
Figure 1
167110
Assembly
Figure 2
167110
Figure 3
150675
NOTE
Belt tensioner is of automatic type; therefore,
ALTERNATOR
Disassembly
Figure 4
167110
Figure 5
171598
Unscrew n 1 M10 (1) and n 1 M8 (3) screws and remove
alternator (2).
UnscrewN 2 M8 screws and remove alternator support (4).
Assembly
Fit the alternator support, screwing n 2 M8 screws.
Install alternator on support and screw n 1 M10 and n 1 M8
screws.
Figure 6
To mount belt (1), belt tensioner (2) has to be operated by
proper tooling (3) according to the direction indicated by the
arrow in Figure.
NOTE
Belt tensioner is of automatic type; therefore,
167110
Figure 7
150675
WATER PUMP
Disassembly
Drain off the coolant.
Figure 8
167110
Figure 9
167112
Remove the n 4 M8 screws (1) and take off the water pump
(2).
Assembly
Install warter pump and screw n 4 M8 bolts.
Figure 10
NOTE
Once installed, fill the engine coolant circuit.
Start the engine and check for coolant leaks.
167110
Figure 11
150675
Start the engine and check for coolant leaks.
166730
167113
170520
THERMOSTAT UNIT
Disassembly
To dismount the thermostat (1), proceed as follows:
Figure 12
Figure 13
Unscrewn 7M8screws (2) andremovethe thermostat body
(1) and its gasket (3);
Figure 14
Assembly
Install the complete thermostat body, with newgasket, on the
head and screw in 7 M8 screws to the specified torque.
Follow the tightening order shown in the figure below.
167114
ENGINE CENTRAL UNIT
Disassembly
Figure 15
Disconnect connections of the engine cable from engine
central unit (2).
Disconnect the fuel pipe (1) between engine central unit and
fuel filter.
Unscrew n 8 M6 screws (1) and remove engine central unit
(4).
Unscrew n 3 M8 screws (2) and remove heat exchanger (3).
Assembly
Install heat exchanger screwing n 3 M8 screws.
Install engine central unit screwing n 8 M6 screws.
Connect fuel pipe between engine central unit and fuel filter.
End the assembly procedure by connecting engine cable on
engine central unit.
167115
Figure 16
THERMOSTAT UNIT
Disassembly
Figure 17
167116
During this operationdont smokeanddont usefree
flames. Avoid to breathe the vapors coming from
filter.
Disconnect sensor connection (1).
Figure 18
Using the appropriate tool unscrew fuel filter (1).
Unscrew n 2 M 10 screws (2) and remove fuel filter support
(3).
169815
When replacing the filter cartridge doNOTfill it. This
operation is banned to avoid impurities entering into
the circuit, which would damage the injector/pump
system components.
Assembly
Fit fuel filter support and screw n 2 M10 screws.
Before refitting the newcartridge, moisten the seal with diesel
or engine oil. Screw the new one on by hand, taking care to
check that the rubber seal and the mating surface are clean
and in a perfect state of repair.
Screw the cartridge on by hand until it is in contact with the
mounting and then tighten by 3/4 of a turn to the required
tightening torque.
Bleed the air from the supply system as described in the
Bleeding air from the fuel circuit paragraph.
Connect the electrical connection to the fuel filter
temperature sensor.
Figure 19
Remove fuel pump (3) and the gasket (2).
Assembly
Install fuel pump with new gasket screwing n 3 M8 screws.
FUEL PUMP
Disassembly
167127
167128
Figure 20
Figure 21
INTAKE MANIFOLD
Disassembly
167121
Removeenginecableconnectionfromair temperaturesensor
(1).
Figure 22
167122
Unscrew n 6 M10 bolts (2).
Remove following components:
- Intake manifold (1);
- Gasket (4);
- Spacer (3);
- Gasket (4).
Assembly
Mount new gaskets, spacer and fit intake manifold.
End the assembly procedure by connecting engine cable to
air temperature sensor.
STARTER
Disassembly
Figure 23
169277
Take off n 3 screws (2) and remove the starter (1).
Assembly
Install the starter screwing n 3 screws.
TURBOCHARGER
Disassembly
Figure 24
167117
Disconnect oil return pipe (1) and oil delivery pipe (2).
Figure 25
167118
Unscrew n 2 nuts (1) and n 2 M10 screws (2).
Remove turbocharger (3) and gasket (4).
Assembly
Mount a newgasket on exhaust manifold; fit the turbocharger
and screw n 2 nuts and n 2 M10 screws.
Figure 26
161279
End the assembly procedure by connecting oil pipes.
EXHAUST MANIFOLD
Disassembly
Figure 27
167119
Figure 28
167120
Assembly
Mount 6 new gaskets and fit exhaust manifold.
End the assembly procedure by fitting new gasket and
turbocharger.
Screwn 2 nuts; screwn 2 M10 screws and connect oil pipes.
Figure 29
To dismount the exhaust manifold (1), proceed as follows.
Proceed with the disassembly of the turbocharger:
- disconnect oil return pipe;
- disconnect oil delivery pipe;
- unscrew n 2 nuts and n 2 M10 screws;
- remove turbocharger and gasket.
171577
Remove exhaust manifold (3) and n 6 gasket (1).
125518
OIL FILTER
Disassembly
NOTE Warning: the oil filter contains inside a
quantity of oil of about 1 kg.
Avoid the contact of skin with the motor oil: in case
of contact wash the skin with running water.
The motor oil is very pollutant: it must
be disposed of according to the rules.
Figure 30
Use tool 99360252 (2) to slacken the oil filters (1).
NOTE
Before refitting the new cartridge, wet
seal using engine oil.
Assembly
Screw the oil filter by hand until it touches the support, then
tighten of a turn to the required torque.
Refit the plug under the sump, tightening it to the required
torque.
Addtherequiredamount of recommendedengineoil through
the filler.
OIL COOLER
Disassembly
NOTE Under oil cooler place a container for engine
coolant drain.
Figure 31
Remove oil pipes (1).
Unscrew and remove oil filter (2).
167123
Figure 32
167124
Remove oil cooler body (3) and the gasket (2).
Figure 33
167125
Assembly
Assemble the oil cooler body and oil cooler, screwing in 4 M8
screws.
Mount the oil cooler complete with gasket to the crankcase
housing and tighten 18 M8 screws to the specified torque.
Figure 34
171573
End the assembly procedure by connecting oil pipes and oil
filter
Remove oil cooler (1).
OIL PAN
Disassembly
Figure 35
Place a proper container for the oil collecting under the pan
connected with the drain plug (3).
Unscrew the plug (3) and then take out the control dipstick
(1) and the inserting plug (2) to ease the down flow of the
lubrication oil.
Figure 36
Figure 37
119975
Protect properly skinandeyes: operate according to
safety rules.
60516
Unscrew the screws (2) and take out the engine oil sump (1)
60517
Figure 38
Figure 39
Figure 40
167126
Lock plus (1) under oil sump at predefined tightening torque.
NOTE Use only the recommended oil or oil having the
requested features for the correct motor
functioning.
features.
Check the level through the dipstick until when the filling is
next to the maximum level notch indicated on the dipstick.
17578
Arrange gasket (4) on oil sump (1), position spacer (3) and
mount the sump on engine block screwing up screws (2) at
prescribed torque.
60665
Assembly
Fit oil suction strainer.
BLOW-BY
Disassembly
Figure 41
Figure 42
Figure 43
167129
167130
Apply silicone LOCTITE 5970 on the blow-by case and form
a string (2) of width 1,3 to 2 mm, as shown in the figure.
167129
Take off the screws (1) and extract the cover (2), the filter (4)
and the gaskets (3 and 5).
Remove the screws (7) and the blow-by case (6) with its
gasket.
Assembly
Clean the filter seat and cover housing.
Fit the blow-by case (6) and new gasket and then tighten the
screws (7) to the prescribed torque.
Figure 44
171575
NOTE
Fit the blow-by case (1) within 10 from sealer
application.
NOTE The filter (4) operation is unidirectional, therefore it
must be assembled with the two sight supports as
illustrated in the figure.
Install the filter (4) and new gaskets (3 and 5).
Fit the cover (2) and tighten the fastening screws (1) to the
prescribed torque.
ROCKER ARM SHAFT
Disassembly
Figure 45
Figure 46
Figure 47
169278
116190
Apply tool 99360553 (1) to the rocker holder shaft (2) and
remove the shaft (2) from the cylinder head.
Assembly
Unscrew screws (1) fixing the rocker arm shaft.
Screw screws (1 - 2 - 3) until rocker arms are brought to
contact relating seats on cylinder head, tighten the screws
according to sequence indicated in figure operating in two
steps as indicated in successive figure.
Figure 48
NOTE
Before refitting the rocker-armshaft assembly, make
sure that all the adjustment screws have been fully
unscrewed.
70567A
116722
Lock the screws (2) fixing the rocker-arm shaft as follows:
- 1st phase: tightening to a torque of 80 Nm (8 kgm) with
the torque wrench (1).
- 2nd phase: closing with an angle of 60 using the tool
99395216 (3).
Intake and exhaust rocker play adjustment and pre-loading of rockers controlling pump injectors
Figure 49
167109
Adjustment of clearances between rockers and valve studs
andpreloading of pumpinjector rockers shouldbecarriedout
with extreme care.
Bring the cylinder under examination to the firing stage, the
valves of this cylinder remain closed while the valves of the
other cylinder in the pair can be adjusted.
The cylinder pairs are 1-6,2-5,3-4.
Strictly adhere to directions and data given on the table
below.
Adjusting clearances between rockers and
intake/exhaust/valve studs:
- Use a box wrench to loosen the adjusting screw locking
nut (1).
- Insert the feeler gauge blade (3).
- By using proper wrench, screw or unscrew rocker arm
adjusting screw (2);
- Ensure the feeler gauge blade (3) can slide between the
parts concerned with a slight friction.
- Hold the screw still while tightening the nut (1).
Setting pump-injector rocker preloading:
- Use a box wrench to loosen the nut fastening the
adjusting screw for rocker arm (5) controlling
pump-injector (6).
- With a suitable wrench (4) tighten the adjusting screw
until the pumping element reaches its-end-of-stroke
point.
- Lock the adjusting screw to a torque of 5 Nm (0.5 kgm)
by means of a torque wrench.
- Back off the adjusting screw 1/2 to 3/4 turn.
- Tighten the lock nut.
FIRING ORDER 1-4-2-6-3-5
End the assembly procedure by mounting cylinder head cover
and its gasket.
NOTE
In order to properly carry out the above-mentioned
adjustments, follow the sequence specified in the
table, checking the exact position in each rotation
phase by means of pin 99360612, to be inserted in
the 11th hole in each of the three sectors with 18
holes each.
CLOCKWISE
START-UP
AND
ROTATION
ADJUSTING
CYLINDER
VALVE NO.
ADJUSTING
CLEARANCE
OF
CYLINDER
VALVE NO.
ADJUSTING
PRE-
LOADING
OF
CYLINDER
INJECTOR
NO.
1 and 6 at
TDC
6 1 5
120 3 4 1
120 5 2 4
120 1 6 2
120 4 3 6
120 2 5 3
INJECTORS
Disassembly
Figure 50
Figure 51
166734
116190
Remove crosspieces from valves.
Remove the electric connections (1).
Unscrew screws (2) fixing the rocker arm shaft.
Remove the head injection wiring.
The wiring has to be extracted from the front.
Figure 52
166735
Unscrew the screws (2) fixing the brackets (3).
Hook tool 99342155 part (6) to pump injector (1).
Mount part (5) on part (6) resting part on cylinder head.
Screw nut (4) and extract pump injector (1) from cylinder
head.
Assembly
Figure 53
Fit the seals (1) (2) (3) on the injectors.
108843
Figure 54
166726
Mount The injectors (1) and, using a torque wrench, lock the
bracket fixing screws to a torque of 30 35 Nm.
The crosspieces (2) on the valve stem, all with the largest hole
on the same side.
NOTE
unscrewed.
Figure 55
70567A
Screwscrews until rocker arms are brought to contact relating
seats on cylinder head, tighten the screws according to
tightening sequence.
Figure 56
167108
Mount the electric wiring (1).
Connect cable on head.
Figure 57
167109
ADJUSTING INTAKE/EXHAUST ROCKERS AND INJECTION
and preloading of pump injector rockers should be carried out
with extreme care.
Strictly adhere todirections and data given on the table below.
Adjusting clearances between rockers and intake/exhaust/valve
studs:
nut (1).
pump-injector (6).
point.
the 11th hole in each of the three sectors with 18
holes each.
Endtheassembly procedureby mounting cylinder headcover
and its gasket.
NOTE
CLOCKWISE
START-UP
AND
ROTATION
ADJUSTING
CYLINDER
VALVE NO.
ADJUSTING
CLEARANCE
OF
CYLINDER
VALVE NO.
ADJUSTING
PRE-
LOADING
OF
CYLINDER
INJECTOR
NO.
1 and 6 at
TDC
6 1 5
120 3 4 1
120 5 2 4
120 1 6 2
120 4 3 6
120 2 5 3
SECTION 6 - ENGINE OVERHAUL 1 F3BFE613
SECTION 6
Engine overhaul
Page
DISASSEMBLY THE ENGINE ON THE BENCH 3
ENGINE OVERHAUL ENGINE REMOVAL
AT THE BENCH 9 . . . . . . . . . . . . . . . . . . . . . .
REPAIRS CYLINDER BLOCK 11 . . . . . . . . . . . . . . .
- Checks and measurements 11 . . . . . . . . . . . . . . .
- Cylinder liners 12 . . . . . . . . . . . . . . . . . . . . . . . . .
- Removing cylinder liners 13 . . . . . . . . . . . . . . . . .
- Assembly and checking protrusion 13 . . . . . . . . .
- Crankshaft 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Measuring the main journals and crankpins 15 . . .
- Preliminary measurement of main
and big end bearing shell selection data 16 . . . . .
- Selecting the main bearing and
big end bearing shells 17 . . . . . . . . . . . . . . . . . . .
- Defining the class of diameter of the main journals
and crankpins (Journals with nominal diameter) 18
- Selecting the main bearing shells (Journals with
nominal diameter) 19 . . . . . . . . . . . . . . . . . . . . . .
- Selecting the main bearing shells
(ground journals) 20 . . . . . . . . . . . . . . . . . . . . . . .
- Selecting the big end bearing shells
(journals with nominal diameter) 21 . . . . . . . . . .
- Replacing the timing gear and oil pump 23 . . . . .
- Fitting main bearings 23 . . . . . . . . . . . . . . . . . . . .
- Checking crankshaft end float 24 . . . . . . . . . . . . .
PISTON CONNECTING ROD ASSEMBLY 25 . . . .
- Removal 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Conditions for correct gudgeon
pin-piston coupling 26 . . . . . . . . . . . . . . . . . . . . .
- Piston rings 27 . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 SECTION 6 - ENGINE OVERHAUL F3BFE613
Page
- Connecting rod 28 . . . . . . . . . . . . . . . . . . . . . . . .
- Mounting the connecting rod
piston assembly 29 . . . . . . . . . . . . . . . . . . . . . . . .
- Mounting the piston rings 29 . . . . . . . . . . . . . . . .
- Fitting the big end bearing shells 29 . . . . . . . . . . .
- Fitting connecting rod - piston assemblies
in the cylinder liners 30 . . . . . . . . . . . . . . . . . . . .
- Checking piston protrusion 30 . . . . . . . . . . . . . . .
- Checking crankpin assembly clearance 31 . . . . . .
CYLINDER HEAD 31 . . . . . . . . . . . . . . . . . . . . . . . .
- Dismounting the valves 31 . . . . . . . . . . . . . . . . . .
- Checking head bearing surface
on cylinder block 31 . . . . . . . . . . . . . . . . . . . . . .
- Valves 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Valve seats 32 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Checking clearance between valve-stem and
associated valve guide 33 . . . . . . . . . . . . . . . . . . .
- Valve guides 33 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Replacing injector cases 33 . . . . . . . . . . . . . . . . .
- Assembly 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Checking injector protrusion 35 . . . . . . . . . . . . .
TIMING GEAR 36 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Camshaft drive 36 . . . . . . . . . . . . . . . . . . . . . . . .
- Idler gear pin 36 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Idler gear 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Twin intermediate gear pin 36 . . . . . . . . . . . . . . .
- Twin idler gear 36 . . . . . . . . . . . . . . . . . . . . . . . .
- Replacing the bushings 36 . . . . . . . . . . . . . . . . . .
- Timing system 37 . . . . . . . . . . . . . . . . . . . . . . . . .
- Checking cam lift and pin alignment 37 . . . . . . . .
- Bushings 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Valve springs 40 . . . . . . . . . . . . . . . . . . . . . . . . . .
Page
ROCKER SHAFT 41 . . . . . . . . . . . . . . . . . . . . . . . . .
- Shaft 42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Rocker arms 42 . . . . . . . . . . . . . . . . . . . . . . . . . .
ASSEMBLING THE ENGINE ON THE BENCH 43 .
- Diagram of tightening sequence of crankcase
base fixing screws 45 . . . . . . . . . . . . . . . . . . . . . .
- Fitting connecting rod - piston assemblies
in cylinder liners 46 . . . . . . . . . . . . . . . . . . . . . . .
- Mounting cylinder head 47 . . . . . . . . . . . . . . . . .
ENGINE FLYWHEEL 49 . . . . . . . . . . . . . . . . . . . . . .
- Fitting flywheel box 48 . . . . . . . . . . . . . . . . . . . . .
- Fitting engine flywheel 49 . . . . . . . . . . . . . . . . . . .
- Fitting camshaft 50 . . . . . . . . . . . . . . . . . . . . . . . .
- Fitting pump-injectors 51 . . . . . . . . . . . . . . . . . . .
- Fitting rocker-arm shaft assembly 51 . . . . . . . . . .
- Camshaft timing 52 . . . . . . . . . . . . . . . . . . . . . . .
- Phonic wheel timing 54 . . . . . . . . . . . . . . . . . . . .
- Intake and exhaust rocker play adjustment and
pre-loading of rockers controlling
pump injectors 55 . . . . . . . . . . . . . . . . . . . . . . . .
- Completing Engine Assembly 56 . . . . . . . . . . . . .
166723
166724
166725
104246/A
On the right-hand side of the engine
- Using appropriate tool, remove the fuel cartridge filter
(1), fuel pipes (3) and body fuel filter (2).
- the oil pressure adjustment valve (1).
- the engine mounting (1).
Cover all electrical components before washing with
high-pressure water jets. Before securing the engine to the
rotary stand 99322230, remove: the electrical cable of the
engine by unplugging it from the control unit and from all
sensors transmitters to which it is connected. Proceed to
remove all those parts that can interfere with the assembly of
the brackets as shown hereunder.
Figure 1
Figure 2
Figure 3
Figure 4
On the left-hand side of the engine
DISASSEMBLY THE ENGINE ON THE
BENCH
Handle all parts with great care.
Never put your hands or fingers between one part
and another.
Wear suitable personal protective equipment such
as a visor, gloves and safety shoes.
- Remove the feed pump (1).
- Remove flange (2).
166336
Figure 5
Secure the engine to the rotary stand 99322230 with the brackets 99361036 (1).
(Demonstration)
71702
166727
Figure 6
Figure 7
Figure 8
Use tool (1) 99360351 to lock the engine flywheel.
Operate the 6 Allen screws (1) to remove the damper
flywheel (2).
Figure 9
166728
Using an appropriate tool (1), turn it in the direction shown
by the arrowand remove the auxiliary member drive belt (2).
If present, dismount compressor for climate control system
and relating driving spring belt.
166729
Remove the alternator (1), pulley (2), automatic tensioners (3
and 5), pulley (4), water pump (6) and pulley (7).
Spring belt must be replaced by a new one after
every dismounting operation.
NOTE
166730
Figure 10
Remove the thermostat assembly (1).
166731
Figure 11
Remove the following components: oil returns pipes (1); oil
delivery pipes (2); turbocompressor unit (3); exhaust manifold
(4).
Figure 12
60490
Apply extractor 99340053(2) andtake out the crankshaft seal
(1); now remove the flange (3).
Figure 13
Figure 14
125518
Use tool 99360252 to slacken the oil filters (1).
166732
- Slacken the screws (1) and remove the intercooler (4);
- Slacken the screws (2) and remove the water pipe (3).
NOTE
Under heat exchanger place a container for engine
coolant drain.
Figure 15
166733
Dismount following parts: starter (1); intake manifold (2)
complete with resistance for engine preheating; engine central
unit (3); relating pipes.
60575
60497
- Slacken the screws (2) and remove the gear (1) together
with the phonic wheel.
- Slacken the screws (1); drive one of themin a torque hole
in order to remove the shoulder plate (2) and extract the
metal sheet gasket.
Figure 16
Figure 17
Figure 18
85480
Remove the rocker armcover (1), take off the screws (2) and
extract the cover (3), the filter (5) and the gaskets (4 and 6).
Remove the screws (8) and the blow-by case (7).
60498
Figure 19
Unscrew the screws (2) and remove the idle gear (1).
60500
60499
60501
Figure 20
Figure 21
Figure 22
Figure 23
With the engine flywheel locking tool 99360351 (1) fitted,
unscrewthe fixing screws (2). Take off the tool (1) and extract
the flywheel (3).
Fit on the extractor 99340054 (2) and extract the gasket (1).
Unscrew the screws (1) and remove the gearbox (2).
- Remove the electric connections (1).
- Unscrew the screws (2) fixing the rocker arm shaft.
- Remove the head injection wiring. The wiring has to be
extracted from the front.
106219
Figure 24
If present, dismount P.T.O. driving gear (1).
Remove screws (3) and dismount double gear (2).
Remove securing screw and dismount articulated rod (5).
Dismount oil pump (4).
166734
Figure 25
116190
60514
166735
60515
60516
60517
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
- Unscrew the screws (2) fixing the brackets (3);
- hook tool 99342155 part (6) to pump injector (1);
- mount part (5) on part (6) resting part on cylinder head;
- screwnut (4) and extract pump injector (1) fromcylinder
head.
- Insert the plugs 99360180 (1) in place of the injectors.
- Extract the camshaft (2).
- Unscrew the screws fixing the cylinder head (3).
- Using metal ropes, lift the cylinder head (1).
- Take off the gasket (2).
Unscrew the screws (2) and take out the engine oil sump (1)
ENGINE OVERHAUL
ENGINE REMOVAL AT THE BENCH
The following instructions are prescribed on the
understanding that the engine has previously been placed on
the rotating bench and that removal of all specific components
of the equipment have been already removed as well. (See
Section 3 of the manual herein). The section illustrates
therefore all the most important engine overhaul procedures.
Figure 31
47574
Turn the crankcase (1) upright.
60519
60518
Figure 32
Figure 33
Figure 34
Figure 35
Untighten screws (2) fixing the connecting rod cap (3) and
remove it. Remove the connecting rod-piston (1) assembly
from the upper side. Repeat these operations for the other
pistons.
Using anappropriatewrenchandthe hexwrenchunscrewthe
screws (1) and (2) and take off the crankcase base.
47570
Using tool 99360500 (1), remove the crankshaft (2).
47571
After removing the engine, you need to clean the
removed parts thoroughly and check their integrity.
The following pages give the instructions for making
the checks and the main measurements to make to
determine whether the parts can be reused.
Keep the big end bearing shells in their respective
housings and/or note down their assembly position
since, if reusing them, they will need to be fitted in
the position found upon removal.
Note down the assembly position of the top and
bottom main bearing shells since, if reusing them,
they will need to be fitted in the position found
upon removal.
NOTE
NOTE
NOTE
Extract the main bearing shells (1), unscrew the screws and
take out the oil nozzles (2).
Dismount cylinder liners as described in Section 4.
A = Selection class 135.000 to 135.013 mm
B = Selection class 135.011 to 135.024 mm
X = Selection class marking area
On finding maximum wear greater than 0.150 mm or
maximum ovalization of 0.100 mm compared to the values
shown in the figure, you need to replace the cylinder liner as
no grinding, facing or reconditioning is permitted.
REPAIRS
CYLINDER BLOCK
Checks and measurements
The inside diameter of the cylinder liners is checked to
ascertain the extent of ovalization, taper and wear using the
gauge (2) fitted with the dial gauge (1), zeroed beforehand on
the ring gauge (3) of diameter 135 mm.
If you do not have a ring gauge of diameter 135 mm,
use a micrometer for this purpose.
A = 153.500 to 153.525 mm
B = 152.000 to 152.025 mm
C = 153.461 to 153.486 mm
D = 151.890 to 151.915 mm
The diagramshown in the figure gives the outside diameter of
the cylinder liner and inside diameter of its seat.
The cylinder liners can, if necessary, be extracted and fitted
several times in different seats.
34994
60595
60597
Figure 36
Figure 37
Figure 38
Figure 39
1 = 1
st
measurement
2 = 2
nd
measurement
3 = 3
rd
measurement
The measurements have to be made on each single cylinder
liner at three different heights and on two levels (A-B) at right
angles to each other as shown in figure.
(Demonstration)
The cylinder liners are supplied as spare parts with
selection class A.
60596
X
NOTE
NOTE
108832
Figure 40
Figure 41
MAIN CYLINDER LINER DATA
DETAIL X
Y - Selection class marking area
Figure 42
CRANKCASE ASSEMBLY WITH CYLINDER LINERS
A mm 135.000 to 135.013
B mm 135.011 to 135.024
* Selection class
60598
108833
Cylinder liners
47577
16798
60521
Figure 43
Figure 44
Figure 45
Figure 46
Position the parts 99360706 (2) and the plate 99360728 (4)
as shown in the figure, checking that the plate (4) rests on the
cylinder liner correctly.
Screwdown the nut of screw(1) and extract the cylinder liner
(3) from the crankcase.
Always replace the water seals (3, 4 and 5).
Fit the adjustment ring (1) on the cylinder liner (2). Lubricate
the bottom of it and mount it in the cylinder assembly using
the appropriate tool.
Check the protrusion of the cylinder liners with tool 99360334
(2) and tightening the screw (1) to a torque of 225 Nm.
Using the dial gauge 99395603 supplied as standard with the
dial gauge base 99370415 (3), check that the protrusion of the
cylinder liner over the supporting face of the cylinder head is
0.045 - 0.075 mm; if this is not so, replace the adjustment ring,
supplied as a spare part with several thicknesses.
On completing assembly, lock the cylinder liners (1) to the
crankcase (2) with the pins 99360703 (3).
Assembly and checking protrusion
Figure 47
CYLINDER LINER PROTRUSION
49017
!
The adjustment ring (1) is supplied as a spare part
with the following thicknesses: 0.08 mm - 0.10 mm -
0.12 mm - 0.14 mm.
60520
0.045 to 0.075
Removing cylinder liners
(Demonstration)
169834
108835
Figure 48
Figure 49
X. Detail of the main journal unions Y. Detail of the crankpin unions
MAIN DATA OF CRANKSHAFT AND MAIN BEARING SHELLS
Check the state of the main journals and crankpins of the crankshaft. They must not be scored or be too ovalized or worn.
The data given refer to the normal diameter of the journals.
Top main bearing shells
Bottom main bearing shells
Figure 50
108834
GROUND
POLISHED
GROUND
GROUND
POLISHED
Crankshaft
MEASURING CRANKPINS
When grinding, pay the utmost attention to the values of the
unions of the main journals and of the crankpins given in
previous figure.
47535
47536
Figure 51
Figure 52
MEASURING THE MAIN JOURNALS
Before grinding the journals, use a micrometric gauge (1) to
measure the journals of the shaft (2) and establish, on the basis
of the undersizing of the spare bearing shells, towhat diameter
it is necessary to reduce the journals.
It is advisable to note the measurements in a table
(Figure below).
All the main journals and crankpins should always be
ground to the same undersizing class so as not to
alter the balance of the shaft.
Figure 53
Table for noting down the measurements of the main journals and crankpins of the crankshaft.
MAIN JOURNALS
36061
MIN.
MAX.
MIN.
MAX.
CRANKPINS
Measuring the main journals and crankpins
NOTE
NOTE
Preliminary measurement of main and big end bearing shell selection data
For each of the journals of the crankshaft, it is necessary to carry out the following operations:
MAIN JOURNALS:
crankcase.
- Determine the class of diameter of the main journal.
CRANKPINS:
connecting rod.
- Determine the class of diameter of the crankpin.
DEFINING THE CLASS OF DIAMETER OF THE SEATS FOR BEARING SHELLS ON THE CRANKCASE
On the front of the crankcase, two sets of numbers are marked in the position shown (Figure below at top).
- The first set of digits (four) is the coupling number of the crankcase with its base.
- The following seven digits, taken singly, are the class of diameter of each of the seats referred to (Figure below at bottom).
- Each of these digits may be 1, 2 or 3.
47535
106.300 to 106.309
106.310 to 106.319
106.320 to 106.330
Figure 54
CLASS
MAIN BEARING HOUSING
NOMINAL DIAMETER
To obtain the required assembly clearances, the main bearing and big end bearing shells have to be selected as described
hereunder.
This operation makes it possible to identify the most suited bearing shells for each of the journals of the shaft (the bearing shells
may even have different classes for different pins).
red
red/black
green
green/black
STD
1.965 to 1.975
1.976 to 1.985
+0.127
2.028 to 2.038
2.039 to 2.048
+0.254
2.092 to 2.102
2.103 to 2.112
+0.508
2.219 to 2.229
2.230 to 2.239
Depending on the thickness, the bearing shells are selected in
classes of tolerance marked by a colour (red-green - red/black
- green/black).
Figure below gives the specifications of the main bearing and
big end bearing shells available as spare parts in the standard
sizes (STD) and in the permissible oversizes (+0.127, +0.254,
+0.508).
Figure 55
red
red/black
green
green/black
STD
3.110 to 3.120
3.121 to 3.130
+0.127
3.173 to 3.183
3.184 to 3.193
+0.254
3.237 to 3.247
+0.508
3.364 to 3.374
Big end bearing shells
Main bearing shells
Selecting the main bearing and big end bearing shells
NOTE
Defining the class of diameter of the main journals and crankpins (Journals with nominal diameter)
Main journals and crankpins: determining the class of diameter of the journals.
Three sets of numbers are marked on the crankshaft in the position shown by the arrow (Figure below):
- The first number, of five digits, is the part number of the shaft.
- Under this number, on the left, a set of six digits refers to the crankpins and is preceded by a single digit showing the status
of the journals (1 = STD, 2 = -0.127), the other six digits, taken singly, give the class of diameter of each of the crankpins they
refer to (Figure below at top).
- The set of seven digits, on the right, refers to the main journals and is preceded by a single digit: the single digit shows the status
of the journals (1 =STD, 2 = -0.127), the other seven digits, taken singly, give the class of diameter of each of the main journals
they refer to (Figure below at bottom).
Figure 56
89.970 to 89.979
89.980 to 89.989
89.990 to 90.000
CLASS
CRANKPIN
NOMINAL DIAMETER
99.970 to 99.979
99.980 to 99.989
99.990 to 100.000
CLASS
MAIN JOURNALS
NOMINAL DIAMETER
Selecting the main bearing shells (Journals with nominal diameter)
After reading off the data, for each of the main journals, on the crankcase and crankshaft, you choose the type of bearing shells
to use according to the following table:
STD.
1 2 3
1
2
3
green
green
red
red
red
red
green
green
green
green
red
red
green
green
green
green
green
green
Figure 57
green/black
Selecting the main bearing shells (ground journals)
If the journals have been ground, the procedure described so far cannot be applied.
In this case, it is necessary to check that the new diameter of the journals is as shown in the table and to mount the only type of
bearing shell envisaged for the relevant undersizing.
-0.127
1 2 3
99.843
99.852
green/black
green/black
green/black
green/black
green/black
green/black
red/black
red/black
green/black
red/black
red/black
red/black
red/black
green/black
green/black
99.853
99.862
99.863
99.873
1
2
3
red/black =
3.173 to 3183 mm
green/black =
3.184 to 3.193 mm
-0.254
1 2 3
99.726
99.746
red red red
red red red
red =
3.237 to 3.247 mm
-0.508
1 2 3
99.472
99.492
red red red
red red red
red =
3.364 to 3.374 mm
Figure 58
Figure 59
Selecting the big end bearing shells
(journals with nominal diameter)
There are three markings on the body of the connecting rod
in the position indicated as A:
Letter indicating the class of weight:
A = 4741 to 4780 g.
B = 4781 to 4820 g.
C = 4821 to 4860 g.
Number indicating the selection of the diameter of the big
end bearing seat:
1 = 94.000 to 94.010 mm
2 = 94.011 to 94.020 mm
3 = 94.021 to 94.030 mm
Numbers identifying the cap-connecting rod coupling.
1
2
3
The number, indicating the class of diameter of the bearing
shell seat may be 1, 2 o 3.
Determine the type of big end bearing to fit on each journal
by following the indications in the table below.
47557
VIEW FROM A
STD.
1 2 3
1
2
3
green
green
red
red
red
red
red
red
green green
green green
green
green green
green
green
green
CLASS
Figure 60
green/black
SELECTING BIG END BEARING SHELLS (GROUND JOURNALS)
If the journals have been ground, the procedure described so far cannot be applied.
In this case, it is necessary to check (for each of the undersizings) which field of tolerance includes the newdiameter of the crankpins
and to mount the bearing shells identified with the relevant table.
-0.127
1 2 3
89.843
89.852
green/black
green/black
green/black
green/black
green/black
green/black
red/black
red/black
green/black
red/black
red/black
red/black
red/black
green/black
green/black
89.853
89.862
89.863
89.873
1
2
3
red/black =
mm 2.028 to 2.038
green/black =
mm 2.039 to 2.048
-0.254
1 2 3
89.726
89.735
red green green
red green green
red =
mm 2.092 to 2.102
green =
mm 2.103 to 2.112
-0.508
1 2 3
89.472
89.481
red green green
red green green
red red green
red red green
89.482
89.492 red red green
red red green
red =
mm 2.219 to 2.229
green =
mm 2.230 to 2.239
89.736
89.746
Figure 61
CLASS
Arrange the bearing shells (1) on the main bearing housings
in the crankcase base (2).
Using the tackle and hook 99360500 (1), mount the
crankshaft (2).
When fitting the gear (1) on the crankshaft (2), heat it for no
longer than 2 hours in an oven at a temperature of 180C.
After driving it in, leave it to cool.
If changing thepin(3), after fitting it on, check it protrudes from
the crankshaft as shown in the figure.
108836
47579
47578
49021
Figure 62
Figure 63
Figure 64
Figure 65
Mount the oil nozzles (2), making the grub screw match the
hole (3) on the crankcase.
Arrange the bearing shells (1) on the main bearing housings.
Replacing the timing gear and oil pump
Check that the toothing of the gear is neither damaged nor
worn; if it is, take it out with an appropriate extractor and
replace it.
Fitting main bearings
- Lubricate the internal screws (1) with UTDM oil and
tighten them with a torque wrench (3) to a torque of
120 Nm, using tool 99395216 (4), to an angle of 60,
following the diagram below.
Using appropriatehooks andtackle, mount the crankcasebase
(1).
60559 47578
47588
60593
Figure 66 Figure 67
Figure 68
Figure 69
FRONT SIDE
DIAGRAM OF SEQUENCE FOR TIGHTENING THE SCREWS FIXING
THE BOTTOM CRANKCASE BASE TO THE CRANKCASE
Checking crankshaft end float
The end float is checked by setting a dial gauge (1) 99395603

with a magnetic base on the crankshaft (2) as shown in the
figure. If you find the clearance to be greater than as required,
replace the rear main bearing shells carrying the thrust
bearings and repeat the clearance check.
Make sure the piston does showany trace of seizing, scoring,
cracking; replace as necessary.
126311
60607
Figure 70
Figure 71
1. Connecting rod body - 2. Half bearings - 3. Connecting rod cap - 4. Cap fastening screws - 5. Split ring -
6. Scraper ring with spiral spring - 7. Bevel cut sealing ring - 8. Trapezoidal sealing ring - 9. Piston pin - 10. Piston.
Removal of the piston split rings (2) using the pliers 99360184
(1).
Removal
Pistons are equipped with three elastic rings: a sealing ring, a
trapezoidal ring and a scraper ring.
Pistons are grouped into classes A and B for diameter.
126312
Figure 72
Remove the piston pin split rings (2) using the round tipped
pliers (1).
1
2
49026
32618
Figure 73
Figure 74
Remove the piston pin (1).
If removal is difficult use the appropriate beater.
Measuring the gudgeon pin diameter (1) with a micrometer (2).
Conditions for correct gudgeon pin-piston
coupling
Lubricate the pin (1) and the relevant housing on the piston
hubs with engine oil; piston must be inserted with a slight
finger pressure and it should not come out by gravity.
Figure 75
49026
MAIN DATA OF THE PISTON, PISTON RINGS AND PIN
X = 0,80,1
16552
3513
Figure 76
Figure 77
Figure 78
Check the thickness of the piston ring (2) with a micrometer
(1).
The seal (2) of the 1st slot has a V shape. The clearance X
between the seal and its seat is measured by setting the
piston (1) with the ring in the cylinder liner (3) so that the
seal comes half out of the cylinder liner.
Piston rings
108837
60610
Check the clearance between the seals (2) and their seats on
the piston (1) with a feeler gauge (3).
36134
Figure 79
Using a feeler gauge (2), check the opening between the ends
of the seals (1) inserted in the cylinder liner (3).
If you find the distance between the ends is less than or
greater than as required, replace the piston rings.
Figure 80
47957
71716
Figure 81
Figure 82
MAIN DATA OF THE BUSHING, CONNECTING ROD, PIN AND BEARING SHELLS
* Measurement to be made after driving in the bushing.
Connecting rod punch markings
Letter indicating the class of weight:
A = 4741 to 4780 g.
B = 4781 to 4820 g.
C = 4821 to 4860 g.
Number indicating the selection of the diameter
of the big end bearing seat:
1 = 94.000 to 94.010 mm
2 = 94.011 to 94.020 mm
3 = 94.021 to 94.030 mm
Number indicating the selection of diameter
for the big end bearing housing:
1
2
3
Punched on the big end of the connecting rod are the data
relating to the section in classes relating to the connecting
rod seats and the weights.
VIEW FROM A
On assembling the connecting rods, check
they are all of the same class of weight.
NOTE
Connecting rod
Mountingtheconnecting rod pistonassembly
1
2
3
73536
74052
126313
49030
Figure 83
Figure 84
Figure 85
Figure 86
The piston (1) has to be fitted on the connecting rod (2) so
that the graphic symbol (4), showing the assembly position
in the cylinder liner, and the punch marks (3) on the
connecting rod are observed as shown in the figure.
Fit the pin (2) and fasten it on the piston (1) with the split rings
(3).
To fit the piston rings (1) on the piston (2) use the pliers
99360184 (3).
The rings need to be mounted with the word TOP (4)
facing upwards. Direct the ring openings so they are
staggered 120 apart.
Fit the bearing shells (1), selected as described under the
heading Selecting the main and big end bearing shells, on
both the connecting rod and the cap.
If reusing bearing shells that have been removed, fit them
back into their respective seats in the positions marked
during removal.
Mounting the piston rings
Fitting the big end bearing shells
60616
Figure 87
Figure 88
ASSEMBLY DIAGRAM OF CONNECTING ROD PISTON ASSEMBLY IN CYLINDER LINER
1. Connecting rod piston assembly 2. Area of punch marking on the top of the piston,
symbol showing assembly position and selection class 3. Connecting rod punch mark area
Fitting connecting rod - piston assemblies in
the cylinder liners
With the aid of the clamp 99360603 (1), fit the connecting
rod piston assembly (2) in the cylinder liners, according to
the diagram of Figure below, checking that:
- The openings of the piston rings are staggered 120
apart.
- The pistons are all of the same class, A or B.
- The symbol punched on the top of the pistons faces the
engine flywheel, or the recess in the skirt of the pistons
tallies with the oil nozzles.
The pistons are supplied as spares in class Aand can
be fitted in class B cylinder liners.
60615
Checking piston protrusion
On completing assembly, check the protrusion of the pistons
from the cylinder liners; it must be 0.12 0.42 mm.
NOTE
Checking head bearing surface on cylinder
block
Mount the connecting rod caps (1) together with the bearing
shells. Tighten the screws (2) fixing the connecting rod caps
to a torque of 60 Nm (6 kgm). Using tool 99395216 (3),
further tighten the screws with an angle of 60.
47594
47583
36159
Figure 89
Figure 90
Figure 91
Mount and secure the tool 99360263 (2) with the bracket
(4). Screw down with the device 99360259 (1) to be able to
remove the cotters (3). Take out the tool (2) and extract the
top plate (5), spring (6) and bottom plate (7).
Repeat this process on all the valves.
Turn over the cylinder head and take out the valves (8).
Check the supporting surface (1) of the head on the cylinder
block with a rule (2) and a feeler gauge (3). If you find any
deformation, level the head on a surface grinder; maximum
amount of material that can be removed 0.2 mm.
Checking crankpin assembly clearance
To measure the clearance, carry out the following
operations.
Connect the connecting rods to the relevant journals of the
crankshaft, placing a length of calibrated wire on the journals.
(Demonstration)
After this process, you need to check the valve
recessing and injector protrusion.
Remove the caps and determine the clearance by comparing
the width of the calibrated wire with the graduated scale on
the case containing the calibrated wire.
Upon final assembly: check the diameter of the thread of the
screws (2), it must be no less than 13.4 mm; if it is, change the
screw. Lubricate the crankpins and connecting rod bearings.
Tighten the screws (2) as described above.
The thread of the screws (2), before assembly, has
to be lubricated with engine oil.
NOTE
CYLINDER HEAD
Before dismounting cylinder head, check cylinder head for
hydraulic seal by proper tooling; in case of leaks not caused
by cup plugs or threaded plugs, replace cylinder head.
In case of plugs dismounting/replacement, on
mounting, apply sealant Loctite 270 on plugs.
NOTE
Dismounting the valves
Before dismounting cylinder head valves, number
them in view of their remounting in the position
observed on dismounting should they not have to
be overhauled or replaced.
NOTE
NOTE
MAIN DATA OF VALVES AND VALVE GUIDES
* Measurement to be made after driving in the valve guides
71718
73555
Figure 92
Figure 93
Check with a micrometer that the diameter of the valve
stems is as indicated. If necessary, grind the valve seats with
a grinding machine, removing as little material as possible.
1
2
MAIN DATA OF VALVE SEATS
1. Intake valve seat 2. Exhaust valve seat
The valve seats are reground whenever the valves
or valve guides are ground and replaced.
Valve seats
Regrinding replacing valve seats
NOTE
48625
Valves
Decarbonizing and checking valves
Remove the carbon deposits on the valves with a wire brush.
Check that the valves show no signs of seizure or cracking
and check with a micrometer that the valve stem diameter
comes within the required values; replace the valves if it does
not.
Figure 94
Figure 95
41032
After regrinding the valve seats, using tool 99370415 and dial
gauge 99395603, check that the position of the valves in
relation to the plane of the cylinder head is:
- -0.45 -0.75 mm (recessing) intake valves
- -1.65 -1.95 mm (recessing) exhaust valves.
108838
Figure 96
Checking clearance between valve-stem and
associated valve guide
Using a dial gauge with a magnetic base, check the clearance
between the valve stem and the associated guide. If the
clearance is too great, change the valve and, if necessary, the
valve guide.
Valve guides
Replacing valve guides
The valve guides are removed with the drift 99360143.
They are fitted with the drift 99360143 equipped with part
99360296.
Part 99360296 determines the exact position of assembly of
the valve guides in the cylinder head. If they are not available,
you need to drive the valve guides into the cylinder head so
they protrude by 30.831.2 mm.
After driving in the valve guides, rebore their holes with the
smoother 99390330.
Figure 97
Replacing injector cases
Removal
60619
To replace the injector case (2), proceed as follows:
- Thread the case (2) with tool 99390804 (1).
The steps described in the following figures need to be
carried out by fixing the tools, with the bracket A, to the
cylinder head.
Ream the valve seats (2) on cylinder head using tool (1).
Valve seats must be reamed whenever valves or
valve guides are replaced or ground.
NOTE
60621
- Using the tool 99390772 (2) remove any residues (1) left
in the groove of the cylinder head.
- Screw the extractor 99342149 (2) into the case (3).
Screw down the nut (1) and take the case out of the
cylinder head.
60620
60622
- Lubricate the seals (3) and fit themon the case (4). Using
tool 99365056 (2) secured to the cylinder head with
bracket A, drive in the new case, screwing down the
screw (1) upsetting the bottom portion of the case.
60623
- Using the reamer 99394041 (1-2), rebore the hole in the
case (3).
Figure 98
Figure 99
Figure 100
Figure 101
Assembly
60624
47585
Figure 102
Figure 103
- Using the milling cutter 99394043 (1-2), regrind the
injector seat in the case (3).
Check injector protrusion (2) with the dial gauge (1).
The protrusion must be 0.53 - 1.34 mm.
Checking injector protrusion
108839
Figure 104
INJECTOR CASE ASSEMBLY DIAGRAM
to
TIMING GEAR
Camshaft drive
86925
86934
Figure 105
Figure 106
Figure 107
TIMING CONTROL COMPONENT PARTS
1. Camshaft - 2. Bushing - 3. Pin - 4. Articulated rod -
5. Camshaft control gear - 6. Idler gear - 7. Twin idler gear -
8. Drive shaft driving gear.
Idler gear pin
Idler gear
108840
Twin intermediate gear pin
Twin idler gear
Replacing the bushings
Bushings can be replaced when they are worn. Put up the
bushing, then bore it to obtain the diameter shown on
previous figures.
The bushing must be driven into the gear by following
the direction of the arrow and setting the latter to the
dimension shown on previous figures.
NOTE
Rated assembling play between gear bushings and pins:
0.045 0.075 mm.
Rated assembling play between gear bushings and pins:
0.045 0.085 mm.
47506
47505
47507
Figure 108
Figure 109
Figure 110
Timing system
Checking cam lift and pin alignment
Still with the camshaft (4) set on the tailstocks (1), check the alignment of the supporting pins (3) with the dial gauge (2); it must
be no greater than 0.030 mm. If you find a greater misalignment, replace the shaft.
To check the assembly clearance, measure the inside diameter of the bushings and the diameter of the pins (1) of the camshaft:
the difference will give the actual clearance.
If you find any clearances over 0.135 mm, replace the bushings and, if necessary, the camshaft as well.
Set the camshaft (4) on the tailstocks (1) and check the lift of the cams (3) with the dial gauge (2).
The surface of the bushings must show no sign of seizing or
scoring; replace them if they do.
Measure the inside diameter of the bushings with a bore
gauge.
108841
60627
Figure 111
Figure 112
MAIN DATA OF THE CAMSHAFT AND TOLERANCES
The surfaces of the supporting pins of the shaft and those of the cams need to be extra smooth.
Whereas, if they show any signs of seizing or scoring, you should replace the shaft and the relevant bushings.
MAIN DATA OF THE BUSHINGS FOR THE CAMSHAFT AND SEATS ON THE CYLINDER HEAD
* Bushing inside diameter after driving in
Bushings
If you find a higher value than the tolerance, replace them.
To remove and fit the bushings, use the appropriate drift
99360499.
TOLERANCES FEATURE SUBJECT OF TOLERANCE SYMBOL
DIRECTION Perpendicularity
POSITION Concentricity or coaxiality
SWING Circular oscillation
CLASS OF IMPORTANT ASCRIBED TO PRODUCT CHARACTERISTICS SYMBOL
CRUCIAL
IMPORTANT
SECONDARY
77795
107217
Figure 113
Figure 114
A = Drift with seat for bushings to insert/extract.
B = Grub screw for positioning bushings.
C = Reference mark to insert seventh bushing correctly.
D = Reference mark to insert bushings 1, 2, 3, 4, 5, 6 correctly (yellow marks).
E = Guide bushing.
F = Guide line.
G = Guide bushing to secure to the seventh bushing mount.
H = Plate fixing bushing G to cylinder head.
I = Grip.
L = Extension coupling.
Assemble the drift together with the extension.
To insert bushings 1, 2, 3, 4 and 5, proceed as follows:
1 position the bushing to insert on the drift (A) making the
grub screw on it coincide with the seat (B) on the
bushing;
2 position the guide bushing (E) and secure the guide
bushing (G) on the seat of the 7
th
bushing with the plate
(H);
3 while driving in the bushing, make the reference mark (F)
match the mark (M). In this way, when it is driven home,
the lubrication hole on the bushing will coincide with the
oil pipe in its seat.
The bushing is driven home when the 1
st
yellow
reference mark (D) is flush with the guide bushing (G).
71725
Figure 115
The sequence for removing the bushings is 7, 6, 5, 4, 3, 2, 1.
The bushings are extracted from the front of the single seats.
Removal does not require the drift extension for bushings 5,
6 and 7 and it is not necessary to use the guide bushing.
For bushings 1, 2, 3 and 4 it is necessary to use the extension
and the guide bushings.
Position the drift accurately during the phase of removal.
Removal Assembly
Front
Rear
Replacing camshaft bushings with drift 99360499
Drift
71723
71724
Figure 116
Figure 117
To insert the bushing (6), proceed as follows:
- Unscrew the grip (I) and the extension (N).
- Position the extension (N) and the guide bushing E as
- Repeat steps 1, 2, 3.
To insert bushing (7), proceed as follows:
- Unscrew the grip (I) and the extension (N).
- Refit the guide (G) fromthe inside as shown in the figure.
- Position the bushing on the drift (A) and bring it close
up to the seat, making the bushing hole match the
lubrication hole in the head. Drive it home.
The 7
th
bushing is driven in when the reference mark (C)
is flush with the bushing seat.
Front
Rear
Front
Rear
Valve springs
108842
Figure 118
MAIN DATA TO CHECK THE SPRING FOR INTAKE
AND EXHAUST VALVES
Free spring
Valve closed
Valve open 7
3
,
4
0
m
m
5
9
m
m
4
6
m
m
547 to 603 N
1041 to 1149 N
Fitting valves and oil seal
Figure 119
Figure 120
Figure 121
Lubricate the valve stem and insert the valves in the
respective valve guides; fit the lower caps (1). Use tool
99360329 to fit the oil seal (2) on the valve guides (3) of the
exhaust valves; then, to fit the valves, proceed as follows.
86290
- Mount the springs (6) and the top plate (5).
- Fit the tool 99360263 (2) and secure it with the bracket
(4). Screw down the lever (1) to be able to fit on the
cotters (3). Take off the tool (2).
ROCKER SHAFT
99281
The cams of the camshaft control the rocker arms directly: 6 for the injectors and 12 for the valves.
Injectors and intake valves control rocker arms are keyed on rocker arms shaft directly.
The rocker arms run directly on the profiles of the cams by means of rollers.
The other end acts on a crosspiece that rests on the stem of the two valves.
There is a pad between the rocker arm adjustment screw and the crosspiece.
There are two lubrication ducts inside the rocker arms.
The length of the rocker arm shaft is basically the same as that of the cylinder head. It has to be detached to be able to reach
all the parts beneath.
87051
Should valves not have been overhauled or
replaced, remount them according to numbering
performed on dismounting.
NOTE
73557
MAIN DATA OF THE ROCKER ARM SHAFT
Check that the surface of the shaft shows no scoring or signs of seizure; if it does, replace it.
Figure 122
71728
71729
71730
Figure 123
Figure 124
Figure 125
PUMP INJECTOR ROCKER ARMS
INTAKE VALVE ROCKER ARMS
Check the surfaces of the bushings, which must show no signs of scoring or excessive wear; if they do, replace the rocker arm
assembly.
EXHAUST VALVE ROCKER ARMS
Rocker arms
SECTION
A-A
SECTIO
N
B-B
SECTION
A-A
SECTION
B-B
SECTION
A-A
SECTION
B-B
Shaft
47586
47595
Figure 126
Figure 127
Figure 128
ASSEMBLING THE ENGINE ON THE
BENCH
Using the brackets 99361036, secure the crankcase to the
stand 99322230.
Mount cylinder liners.
Mount the oil nozzles (2), making the grub screw coincide
with the hole (3) in the crankcase.
Arrange the bearing shells (1) on the main bearing housings.
Arrange the bearing shells (1) on the main bearing housings
in the crankcase base (2).
Apply LOCTITE 5970 silicone on the crankcase using the
appropriate tools (1) as shown in Figure below.
47570
Lubricate the bearing shells then mount the crankshaft (2)
using the tackle and hook 99360500 (1).
49021
Not finding it necessary to replace the main
bearings, you need to fit them back in exactly the
same sequence and position as in removal.
If to be changed, choose the main bearings
according to the procedure in chapter Selection of
main bearings and connecting rod bearings.
NOTE
Figure 129
Figure 130
60632
Sealant application diagram.
Mount the crankcase base within 10 min. of
applying the sealant.
NOTE
60559
47581
47579
Figure 131
Figure 132
Figure 133
Using a torque wrench (2), tighten the outside hex grooved
screws (1) to a torque of 30 Nm, following the diagrams given
on the following page.
Using a torque wrench (3), tighten the inside screws (1) to
a torque of 120 Nm. Then tighten them to an angle of 60
and 55 with tool 99395216 (4) with another two phases.
Regrind the outside screws (1, previous figure) with closure
to an angle of 60 using tool 99395216 (4).
Mount the crankcase base (1) using appropriate tackle and
hooks.

60593
FRONT SIDE
Fourth phase:
closing inside
screws to angle
55
60592
60594
Figure 134
First phase:
pre-tightening
outside screws
30 Nm
FRONT SIDE
FRONT SIDE
FRONT SIDE
Second phase:
pre-tightening
inside screws
120 Nm
Fifth phase:
closing outside
screws to angle
60
FRONT SIDE
Third phase:
closing inside
screws to angle
60
60593
60593
Diagram of tightening sequence of crankcase base fixing screws
49030
Lubricate the bearing shells (1 and 3) and fit them on the
connecting rod (2) and on the cap (4).
60615
Figure 135
Connecting rod piston assembly
Area of punch marking on the top of the
piston with the symbol for the mounting
position and selection class.
Area of connecting rod punch marking
Figure 136
60616
Turn the cylinder block, setting it upright.
Lubricate the pistons, piston rings and inside the cylinder
liners. With the aid of the clamp 99360603 (1) mount the
connecting rod piston assemblies (2) in the cylinder liners
according to Figure below. Check that:
- The number of each connecting rod corresponds to the
cap coupling number.
- The symbol (2, Figure below) punched on the top of the
pistons faces the engine flywheel or the recess in the
piston skirt tallies with the position of the oil nozzles.
Fitting connecting rod - piston assemblies in
cylinder liners
Figure 137
1
2
3
Not finding it necessary to replace the connecting
rod bearings, you need to fit them back in exactly
the same sequence and position as in removal.
If to be changed, choose the main bearings
according to the procedure in chapter Selection of
main bearings and connecting rod bearings.
Do not make any adjustment on the bearing shells.
The pistons are supplied as spares in class Aand can
also be fitted in class B cylinder liners.
NOTE
NOTE
NOTE
47594
Figure 138
Figure 139
Figure 140
Figure 141
Figure 142
Figure 143
Connect the connecting rods to the relevant pins of the
crankshaft, mount the connecting rod caps (1) together with
the bearing shells. Tighten the screws (2) fixing the connecting
rod caps to a torque of 60 Nm (6 kgm). Using tool 99395216
(3), tighten the screws further with an angle of 60.
Using the centring ring 99396035 (2), check the exact
position of the cover (1). If it is wrong, proceed accordingly
and lock the screws (3).
Key on the gasket (1), mount the key 99346250 (2) and,
screwing down the nut (3), drive in the gasket (1).
Check that the pistons 1-6 are exactly at the T.D.C.
Put the gasket (2) on the crankcase.
Mount the cylinder head (1) and tighten the screws as shown
in following figures.
Diagram of the tightening sequence of the screws fixing the
cylinder head.
- Pre-tightening with the torque wrench (1):
1
st
2
nd
60563
60564
60515
60565
61270
Before reusing the screws (2), measure the
diameter of the thread; it must be no less than 13.4
mm; if it is, change the screw.
Lubricate the thread of the screws with engine oil
before assembly.
Lubricate the thread of the screws with engine oil
before assembly.
NOTE
NOTE
Mounting cylinder head
Montaj e de l a cul ata
Using a torque wrench, tighten the highlighted screws with
the following sequence and torque:
4 screws M12 x 1.75 x 35 56 to 70 Nm
10 screws M12 x 1.75 x 100 56 to 70 Nm
1 screw M12 x 1.75 x 120 56 to 70 Nm
2 screws M12 x 1.75 x 70 56 to 70 Nm
Figure 144
Figure 145
Figure 146
60566
- Closing to angle with tool 99395216 (1):
3
rd
phase: angle of 90
4
th
phase: angle of 65.
Mount the oil pump (5), the middle gears (2) together with
the link rod (1) and the PTO driving gear (3).
Tighten the screws (4) to the required torque.
Apply LOCTITE 5970 silicone on the gearbox using
appropriate tools (1) as shown in the figure.
47592
71773
60633
Figure 147
Figure 148
Key on the gasket (1), fit the key 99346260 (2) and, screwing
down the nut (3), drive in the gasket.
Mount the gearbox within 10 min. of applying the
sealant.
60568
2 screws M12 x 1.75 x 193 56 to 70 Nm
:
Fitting flywheel box
NOTE
Second phase: closing to angle of 90 with tool 99395216 (1).
49036
60668
Figure 149
Figure 150
DETAIL OF PUNCH MARKS ON ENGINE FLYWHEEL FOR PISTON POSITIONS
A. Hole on flywheel with one reference mark, corresponding to the TDC of pistons 3-4. - B. Hole on flywheel with one
reference mark, corresponding to the TDC of pistons 1-6. - C. Hole on flywheel with one reference mark, corresponding
to the TDC of pistons 2-5. - D. Hole on flywheel with two reference marks, position corresponding to 54.
The crankshaft has a locating peg that has to couple
with the relevant seat on the engine flywheel.
VIEW OF HOLES:
A - B - C
VIEW OF HOLES:
D
49037
Figure 151
Position the flywheel (1) on the crankshaft, lubricate the
thread of the screws (2) with engine oil and screwthemdown.
Lock rotation with tool 99360351 (3). Lock the screws (2) in
three phases.
First phase: pre-tightening with torque wrench (4) to a torque
of 120 Nm (12 kgm).
If the teeth of the ring gear mounted on the engine

flywheel, for starting the engine, are very damaged,
replace the ring gear. It must be fitted after heating the
ring gear to a temperature of approx. 200C.
ENGINE FLYWHEEL
Fitting engine flywheel
NOTE
NOTE
72436
Figure 152
Figure 153
Figure 154
Figure 155
Positionthe crankshaft withthe pistons 1and6at the topdead
centre (T.D.C.).
This situation occurs when:
1. The hole with reference mark (5) of the engine flywheel
(4) can be seen through the inspection window.
2. The tool 99360612 (1), through the seat (2) of the engine
speed sensor, enters the hole (3) in the engine flywheel (4).
If this condition does not occur, turn the engine flywheel (4)
appropriately.
Remove the tool 99360612 (1).
- Fit the idle gear (1) back on and lock the screws (2) to the
required torque.
60571
- Apply the gauge 99395219 (1). Check and adjust the
positionof the link rod(3) for theidle gear. Lock thescrew
(2) to the required torque.
60570
Fit the camshaft (4), positioning it observing the reference
marks () as shown in the figure.
Lubricate the seal (3) and fit it on the shoulder plate (2).
Mount the shoulder plate (2) with the sheet metal gasket (1)
and tighten the screws (5) to the required torque.
73843
Fitting camshaft
60572
Figure 156
Figure 157
Position the gear (2) on the camshaft so that the 4 slots are
centred with the holes for fixing the camshaft, without fully
locking the screws (5).
Using the dial gauge with a magnetic base (1), check that the
clearance between the gears (2 and 3) is 0.073 0.195 mm;
if this is not so, adjust the clearance as follows:
- Loosen the screws (4) fixing the idle gear (3).
- Loosen the screw fixing the link rod. Shift the link rod to
obtain the required clearance (see previous figures).
- Lock the screw fixing the link rod and screws (previous
figure) fixing the idle gear to the required torque.
Figure 158
Figure 159
108843
Fit the seals (1) (2) (3) on the injectors.
unscrewed.
Apply the tool 99360553 (1) to the rocker arm shaft (2) and
mount the shaft on the cylinder head.
5
Fitting pump-injectors
Mount:
- The injectors (1) and, using a torque wrench, lock the
bracket fixing screws to a torque of 30 35 Nm.
- The crosspieces (2) on the valve stem, all with the largest
hole on the same side.
Fitting rocker-arm shaft assembly
NOTE
116190
166726
Apply tool 99360321 (7) and spacer (6) to gears box (3).
Figure 160
Figure 161
Lock the screws (2) fixing the rocker-arm shaft as follows:
- 1
st
phase: tightening to a torque of 80 Nm (8 kgm) with
the torque wrench (1).
- 2
nd
phase: closing with an angle of 60 using the tool
99395216 (3).
71776
Figure 162
Mount the electric wiring (1).
The arrow shows the direction of rotation of the

engine when running.
Using the above-mentioned tool, turn the engine
flywheel (1) in the direction of rotation of the engine
so as to take the piston of cylinder no.1 to
approximately the T.D.C. in the phase of combustion.
This condition occurs when the hole with one
reference mark (4), after the hole with two
reference marks (5) on the engine flywheel (1), can
be seen through the inspection window (2).
Camshaft timing
Figure 163
NOTE
SCHEME OF SCREW TIGHTENING SEQUENCE
SECURING ROCKER ARMS
Screw screws (1 - 2 - 3) until rocker arms are brought to
contact relating seats on cylinder head, tighten the screws
according to sequence indicated in figure operating in two
steps as indicated in successive figure.
70567A
1
116722
167108
71774
Figure 164
The exact position of piston no.1 at the T.D.C. is obtained
when in the above-described conditions the tool 99360612
(1) goes through the seat (2) of the engine speed sensor into
the hole (3) in the engine flywheel (4).
If this is not the case, turn and adjust the engine flywheel (4)
appropriately.
Remove the tool 99360612 (1).
60575
Figure 165
Figure 166
Figure 167
Set the dial gauge with the magnetic base (1) with the rod on
the roller (2) of the rocker arm that governs the injector of
cylinder no.1 and pre-load it by 6 mm.
With tool 99360321, turn the crankshaft clockwise until the
pointer of the dial gauge reaches the minimum value beyond
which it can no longer fall.
Reset the dial gauge.
Turn the engine flywheel anticlockwise until the dial gauge
gives a reading for the lift of the cam of the camshaft of 5.26
to 5.36 mm.
The camshaft is in step if at the cam lift values of 5.26 to
5.36 mm there are the following conditions:
1) a notch (5) can be seen through the inspection window;
2) the tool 99360612 (1) through the seat (2) of the engine
speed sensor goes into the hole (3) in the engine flywheel
(4).
77259
If you do not obtain the conditions illustrated in the previous
figure and described in points 1 and 2, proceed as follows:
1) loosen the screws (2) securing the gear (1) tothecamshaft
and utilize the slots on the gear (1, Figure below);
2) turn the engine flywheel appropriately so as to bring about
the conditions described in points 1 and 2 previous figure,
it being understood that the cam lift must not change at
all;
3) lock the screws (2) and repeat the check as described
above;
4) tighten the screws (2) to the required torque.
106535
71778
Figure 168
When the adjustment with the slots (1) is not enough tomake
up the phase difference and the camshaft turns because it
becomes integral with the gear (2); as a result, the reference
value of the cam lift varies, in this situation it is necessary to
proceed as follows:
1) lock the screws (2, previous figure) and turn the engine
flywheel clockwise by approx. 1/2 turn;
2) turn the engine flywheel anticlockwise until the dial gauge
gives a reading of the lift of the cam of the camshaft of
5.26 to 5.36 mm;
3) take out the screws (2, previous figure) and remove the
gear (2) from the camshaft.
77259
Turn the flywheel (4) again to bring about the following
conditions:
- a notch (5) can be seen through the inspection window;
- the tool 99360612 (1) inserted in the hole (3) in the
engine flywheel (4) through the seat (2) of the engine
speed sensor.
Mount the gear (2, previous figure) with the 4 slots
(1, previous figure) centred with the fixing holes of the
camshaft, locking the relevant screws to the required
tightening torque.
Check the timing of the shaft by first turning the flywheel
clockwise to discharge the cam completely and then turn the
flywheel anticlockwise until the dial gauge gives a reading of
5.26 to 5.36 mm.
Check the timing conditions described in previous figure.
77260
Phonic wheel timing
Turn the crankshaft by taking the piston of cylinder no. 1 into
the compression phase at T.D.C.; turn the flywheel in the
opposite direction to the normal direction of rotation by
approximately 1/4 of a turn.
Again turn the flywheel in its normal direction of rotation until
you see the hole marked with the double notch (4) through
the inspection hole under the flywheel housing. Insert tool
99360612 (5) into the seat of the flywheel sensor (6).
Insert the tool 99360613 (2), via the seat of the phase sensor,
onto the tooth obtained on the phonic wheel.
Should inserting the tool (2) prove difficult, loosen the screws
(3) and adjust the phonic wheel (1) appropriately so that the
tool (2) gets positioned on the tooth correctly. Go ahead and
tighten the screws (3).
Figure 169
Figure 170
Clockwise
start-up
and rotation
Adjusting
cylinder
valve no.
Adjusting
clearance
of cylinder
valve no.
Adjusting
pre-loading
of cylinder
injector no.
1 and 6 at TDC 6 1 5
120 3 4 1
120 5 2 4
120 1 6 2
120 4 3 6
120 2 5 3
and preloading of pump injector rockers should be carried out
with extreme care.
Strictly adhere todirections and data given on the table below.
Adjusting clearances between rockers and
intake/exhaust/valve studs:
nut (1).
pump-injector (6).
point.
ADJUSTING INTAKE/EXHAUST ROCKERS AND INJECTION
the 11
th
hole in each of the three sectors with 18
holes each.
Figure 171
NOTE
167109
Fit the distribution cover (1).
Fit the blow-by case (7) and its gasket and then tighten the
screws (8) to the prescribed torque.
Install the filter (5) and the gaskets (4 and 6).
Fit the blow-by case (1) within 10 from sealer
application.
Fit the cover (3) and tighten the fastening screws (2) to the
prescribed torque.
The filter (5) operation is unidirectional, therefore it
must be assembled with the two sight supports as
illustrated in the figure.
60665
Figure 172
Figure 173
Figure 174
85480
Apply silicone LOCTITE 5970 on the blow-by case and form
a string (2) of 1,5 , as shown in the figure.
167130
0.5
0.2
.
NOTE
NOTE
Turn engine and mount oil rose pipe.
Arrange gasket (4) on oil sump (1), position spacer (3) and
mount the sump on engine block screwing up screws (2) at
prescribed torque:
Completing Engine Assembly
Complete the engine by fitting or hooking up the following
parts:
- power take-off (P.T.O., if present) and relating pipes;
- fuel pump;
- support complete with fuel filter and pipes;
- EDC central unit;
- intake manifold;
- preheating resistance;
- heat exchanger;
- oil filter, lubricating the gasket;
- exhaust manifold;
- turbocompressor and relating oil pipes;
- pulley and damping flywheel;
- thermostat assembly;
- belt tensioner, water pump, alternator;
- starter;
- oil level rod;
- electrical connections and sensors.
The fittings of the cooling water and lubricating oil
pipes of the turbocharger have to be tightened to a
torque of:
- 55 5 Nm, oil pipe female fitting;
- 20-25 Nm, oil pipe male fitting.
NOTE
- refuel engine with provided oil quantity;
- dismount engine from rotary stand and take off brackets
(99361036) securing the engine.
Mount:
- oil pressure regulation valve;
- engine left support;
- pipes.
Figure 175
Belt tensioner is of automatic type; therefore, further
adjusting is not provided after mounting.
NOTE
- driving belt.
To mount belt (1), belt tensioner (2) has to be operated by
proper tooling (3) according to the direction indicated by the
arrow in Figure.
Figure 176
167110
ASSEMBLY DIAGRAM OF FAN WATER PUMP
1. Alternator 2. Electromagnetic coupling
3. Water pump 4. Crankshaft
150675
SECTION 7 - TECHNICAL SPECIFICATIONS 1 F3BFE613
SECTION 7
Technical specifications
Page
GENERAL CHARACTERISTICS 3 . . . . . . . . . . . . .
ASSEMBLY DATA - CLEARANCE 5 . . . . . . . . . . .
TIGHTENING TORQUE 11 . . . . . . . . . . . . . . . . . .
DIAGRAM OF TIGHTENING SEQUENCE
OF CRANKCASE BASE FIXING SCREWS 14 . .
2 SECTION 7 - TECHNICAL SPECIFICATIONS F3BFE613
GENERAL CHARACTERISTICS
Type
F3BFE613
C*A010 B*A010 A*A010
Fuel feed
Overfed with aftercooler
Injection Direct
Bore mm 135
Stroke mm 150
+ + +.. = Total displacement cm
3
12880
Type
F3BFE613
C*A010 B*A010 A*A010
A
B
VALVE TIMING
opens before T.D.C. A
closes after B.D.C. B
17
30
50
9
C
D
opens before B.D.C. D
closes after T.D.C. C
X
For timing check
mm
X
mm
0.4
0.6
FEED Through fuel pump - filters
Injection
type: Bosch
With electronically regulated injectors UIN 3.1
pump injectors controlled by overhead camshaft
Nozzle type DLLA 145 P1534
Injection order 1 - 4 - 2 - 6 - 3 - 5
bar
Injection pressure bar 2000
ASSEMBLY DATA - CLEARANCE
Type
F3BFE613
C*A010 B*A010 A*A010
CYLINDER ASSEMBLY AND CRANK MEMBERS mm
1
Cylinder liner seats
top
1
bottom
153.500 to 153.525
152.000 to 152.025
L
2
Cylinder liners:
outside diameter:
top
2
bottom
153.461 to 153.486
151.890 to 151.915
length L _
Cylinder liners -
crankcase seats
top
bottom
0.014 to 0.039
0.085 to 0.135
Outside diameter 2 _
3
X
Cylinder liners:
inside diameter 3A* 135.000 to 135.013
inside diameter 3B* 135.011 to 135.024
protrusion X** 0.045 to 0.075
* Selection class
** Under a load of 8000 kg
1
X
2
Pistons: FEDERAL MOGUL MAHLE
measurement X 18 22.25
outside diameter 1A
D
134.861 to 134.873 134.861 to 134.873
outside diameter 1B
DD
134.872 to 134.884 134.872 to 134.884
seat for pin 2 54.022 to 54.030 54.022 to 54.030
* Selection class
Piston - cylinder liners
A*
B*
0.127 to 0.152
0.127 to 0.152
Piston diameter 1 _
X
Piston protrusion X 0.12 to 0.42
3
Piston gudgeon pin 3 53.994 to 54.000
Piston gudgeon pin - pin seat 0.022 to 0.036
D
Class A pistons supplied as spares.
DD
Class B pistons are fitted in production only and are not supplied as spares.
Type
F3BFE613
C*A010 B*A010 A*A010
mm
X
1
3
2
X
X
X1
Piston ring slots X2
X3
FEDERAL MOGUL
3.10 to 3.12
3.06 to 3.08
5.02 to 5.04
MAHLE
3
3.05 to 3.08
5.02 to 5.04
1
3
2
S
S
S
Piston rings: FEDERAL MOGUL MAHLE
- sealing trapezoidal S1 3 -
- sealing bevelled S2 2.970 to 2.990 -
- milled scraper ring with
slots and internal spring S3
4.970 to 4.990
-
FEDERAL MOGUL
MAHLE
1 0.10 to 0.12
-
Piston rings - slots 2 0.07 to 0.1 -
3 0.03 to 0.07 -
Piston rings _
X1
3
2 X
X
Piston ring end opening in
cylinder liner
FEDERAL MOGUL MAHLE
-
-
-
X1 0.40 to 0.50
X2 0.65 to 0.80
X3 0.40 to 0.75
1
2
Small end bushing seat
1 59.000 to 59.030
Connecting rod bearing seat
2
1
Selection class 2 2
3
94.000 to 94.010
94.011 to 94.020
94.021 to 94.030
4
3
Small end bushing diameter
outside 4 59.085 to 59.110
inside 3 54.019 to 54.035
Big end bearing shells S
Red
Green
Yellow*
1.965 to 1.975
1.976 to 1.985
1.986 to 1.995
Small end pushing - seat 0.055 to 0.110
Piston gudgeon pin - bushing 0.019 to 0.041
Big end bearing shells -
Weight of connecting rod
A
Classes B
C
4741 to 4780 g.
4781 to 4820 g.
4821 to 4860 g.
* Only mounted on production and not provided with spare.
Type
F3BFE613
C*A010 B*A010 A*A010
mm
1 2

S 1 S 2
Main journals 1
- nominal
- class 1
- class 2
- class 3
99.970 to 100.000
99.970 to 99.979
99.980 to 99.989
99.990 to 100.000
Crankpins 2
- nominal
- class 1
- class 2
- class 3
89.970 to 90.000
89.970 to 89.979
89.980 to 89.989
89.990 to 90.000
Main bearing shells S1
Red
Green
Yellow*
3.110 to 3.120
3.121 to 3.130
3.131 to 3.140
Big end bearing shells S2
Red
Green
Yellow*
1.965 to 1.975
1.976 to 1.985
1.986 to 1.995
3
Main bearing housings 3 106.300 to 106.330
Bearing shells - main journals f 0,060 to 0,108 * - 0,061 to 0,119 ** - 0,060 to 0,130 ***
Bearing shells - crankpins f 0,050 to 0,108 * - 0,051 to 0,109 ** - 0,050 to 0,098 ***
Main bearing shells 0.127 - 0.254 - 0.508
Big end bearing shells 0.127 - 0.254 - 0.508
X1
Main journal for shoulder X1 47.95 to 48.00
X2
Main bearing housing
for shoulder X2 40.94 to 40.99
X 3
Half thrust washers X3 3.38 to 3.43
Crankshaft shoulder 0.10 to 0.30
* Fitted in production only and not supplied as spares.
f Supplied as spares: * standard; ** = 0.127; *** = 0.254 - 0.508.
Type
F3BFE613
C*A010 B*A010 A*A010
CYLINDER HEAD - TIMING SYSTEM mm
1
Guide valve seats
on cylinder head 1
15.980 to 15.997
2
3
2
Valve guides
3
10.015 to 10.030
16.012 to 16.025
Valve guides and seats on head 0.015 to 0.045
Valve guides _
a
4 Valves:
4
9.960 to 9.975
60 30 7 30
9.960 to 9.975
45 30 7 30
Valve stem and relevant guide 0.040 to 0.070
1
Seat on head for valve seat:
1
1
49.185 to 49.220
46.985 to 47.020
2
* provided with spare
Outside diameter of valve
seats on cylinder head:
2
2
49.260 to 49.275
47.060 to 47.075
49.460 to 49.475*
47.260 to 47.275*
Valve seats 0,2
X
X
Recessing
X
0.45 to 0.75
1.65 to 1.95
Type
F3BFE613
C*A010 B*A010 A*A010
mm
Between valve
seat and head
0.040 to 0.090
H
H 1
H2
Valve spring height:
free spring H 73.40
under a load of:
547 to 603 N H1 59
1041 to 1149 N H2 46
X
Injector protrusion X 0.53 to 1.34

Seats for camshaft bushings
in cylinder head:
1 7 88.020 to 88.050
1
2
3
Camshaft supporting pins:
1 7 82.950 to 82.968
Outside diameter of
bushings for camshaft: 88.153 to 88.183
Bushing inside diameter: 83.018 to 83.085

Bushings and seats in
cylinder head
0.103 to 0.163
Bushings and supporting pins 0.050 to 0.135
H
Useful cam height
9.3
9.3
11.216
1
Rocker arm shaft 1 41.984 to 42.000
Type
F3BFE613
C*A010 B*A010 A*A010
mm
Seats for bushings in

rocker arms:
45.000 to 45.016
59.000 to 59.019
46.000 to 46.016
Outside diameter of
bushings for rocker arms:
45.090 to 45.130
59.100 to 59.140
46.066 to 46.091
Inside diameter of bushings

for rocker arms:
42.025 to 42.041
56.030 to 56.049
42.015 to 42.071
Bushings and seats:
0.074 to 0.130
0.081 to 0.140
0.050 to 0.091
Rocker arm bushings and shaft:
0.025 to 0.057
0.015 to 0.087
TURBOCHARGER
Type
End play
Radial movement
Holset CTT Waste Gate
HE 551 WG
0.051 0.127
0.483 0.711
TIGHTENING TORQUE
PART
TORQUE
Nm kgm
Screws fixing crankcase base to crankcase
Outside screws M12x1.75 First phase: pre-tightening 30 (3)
Inside screws M18x2 Second phase: pre-tightening 120 (12)
Inside screws Third phase: closing to angle 60
Inside screws Fourth phase: closing to angle 55
Outside screws Fifth phase: closing to angle 60
Piston cooling nozzle union 35 2 (3,5 0,2)
Screws fixing heat exchanger to crankcase
pre-tightening 11.5 3.5 (1.15 0.35)
tightening 19 3 (1.9 0.3)
Screws fixing suction strainer to crankcase base 24.5 2.5 (2.4 0.25)
Screws fixing oil sump spacer
pre-tightening 38 (3.8)
tightening 45 (4.5)
Screws fixing gearbox to crankcase M12x1.75 63 7 (6.3 0.7)
Screws fixing control unit to crankcase base 24 2.5 (2.4 0.25)
Screws fixing cylinder head
First phase pre-tightening 60 (6)
Second phase pre-tightening 120 (12)
Third phase closing to angle 90
Fourth phase closing to angle 65
Screws fixing rocker arm shaft
Second phase closing to angle 60
Lock nut for rocker arm adjustment screw 39 5 (3.9 0.5)
Screws for injector brackets 26 (2.6)
Screws fixing shoulder plate to head 19 3 (1.9 0.3)
Screws fixing engine mount bracket to cylinder head
Before assembly, lubricate with UTDM oil
Before assembly, lubricate with graphitized oil
PART
TORQUE
Nm kgm
Screws fixing engine mount bracket to flywheel casing
Screws fixing camshaft gear
First phase pre-tighteningirst 60 (6)
Screws fixing phonic wheel on camshaft gear 8.5 1.5 (0.85 0.15)
Screws fixing exhaust manifold
tightening 705 (3.2)
Screws fixing connecting rod cap
Screws fixing engine flywheel
Screws fixing damper flywheel
Screws fixing middle gear pins
Screws fixing oil pump 24.5 2.5 (2.45 0.25)
Screws fixing fuel pump / filter mount 19 (1.9)
Screw fixing control unit mount 19 3 (1.9 0.3)
Screws and nuts fixing turbocharger
tightening 46 (4.6)
Screw fixing thermostat assembly 22 2 (2.2 0.2)
Screws fixing water pump 22 2 (2.2 0.2)
Screws fixing fan mount to crankcase 105 5 (10.5 0.5)
Screws fixing starter motor 74 4 (7.4 0.4)
Screws fixing air heater 30 3 (3 0.3)
Capscrews fixing articulated rod 24.5 2.5 (2.4 0.2)
Capscrews fixing belt tensioner to cylinder block 26 3 (2.6 0.3)
Capscrews fixing idler pulley 50 5 (5 0.5)
PART
TORQUE
Nm kgm
Screws fixing alternator: M 10x1,5 l = 35 mm 30 3 (3 0.3)
M 10x1,5 l = 60 mm 44 4 (4.4 0.4)
Screws fixing air-conditioner compressor to the mount 24.5 2.5 (2.5 0.25)
Screws fixing guard 24.5 2.5 (2.5 0.25)
Filter clogging sensor fixing 55 5 (5.5 0.5)
Water / fuel temperature sensor fixing 35 (3.5)
Transmitter / thermometric switch fixing 25 (2.5)
Air temperature transmitter fixing 35 (3.5)
Pulse transmitter fixing 8 2 (0.8 0.2)
Fixing connections to injector 1.64 0.28 (0.164 0.02)
60593
FRONT SIDE
Fourth phase:
closing inside
screws to angle
55
60592
60594
60593
Figure 1
First phase:
pre-tightening
outside screws
30 Nm
FRONT SIDE
FRONT SIDE
Second phase:
pre-tightening
inside screws
120 Nm
Fifth phase:
closing outside
screws to angle
60
60593
FRONT SIDE
Third phase:
closing inside
screws to angle
60
FRONT SIDE
DIAGRAM OF TIGHTENING SEQUENCE OF CRANKCASE BASE FIXING SCREWS
150678
Figure 2
Figure 3
Figure 4
DIAGRAM OF TIGHTENING SEQUENCE OF SCREWS AND NUTS FIXING TURBOCHARGER
ON EXHAUST MANIFOLD
171168
60582
171167
Figure 5
Figure 6
DIAGRAM OF TIGHTENING SEQUENCE OF ENGINE OIL SUMP FIXING SCREWS
108830
DIAGRAM OF TIGHTENING SEQUENCE OF HEAT EXCHANGER FIXING SCREWS
Figure 7
DIAGRAM OF TIGHTENING SEQUENCE FOR SCREWS FIXING ROCKER COVER
150677
149248
Figure 8
DIAGRAM OF TIGHTENING SEQUENCE OF SCREWS FIXING GEARBOX TO CRANKCASE
Figure 9
SCHEME OF THE TIGHTENING ORDER OF ROCKER ARMS SHAFTS FASTENING SCREWS
70567A
124509
Figure 10
DIAGRAM OF TIGHTENING SEQUENCE OF THERMOSTAT FIXING SCREWS
Figure 11
DIAGRAM OF TIGHTENING SEQUENCE OF BLOW-BY CASE TO GEAR CASING FIXING SCREWS
136522
151833
Figure 12
DIAGRAM OF TIGHTENING SEQUENCE OF THRUST PLATE TO CYLINDER HEAD FIXING SCREWS
SECTION 8 - TOOLS 1 F3BFE613
SECTION 8
Tools
Page
TOOLS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 SECTION 8 - TOOLS F3BFE613
TOOLS
99322230
Rotary telescopic stand (range 2000 daN, torque 375 daNm)
99340053 Extractor for crankshaft front gasket
99340054 Extractor for crankshaft rear gasket
99340205 Percussion extractor
99342149 Extractor for injector-holder
TOOLS
99342155 Tool to extract injectors
99346250 Tool to install the crankshaft front gasket
99346260 Tool for fitting the rear sheath on the engine drive shaft
99348004 Universal extractor for 5 to 70 mm internal components
TOOLS
99360143 Easy puller for valve guide deassembly
99360180 Injector housing protecting plugs (6)
99360184
Pliers for assembling and disassembling piston split rings
(105-160 mm)
99360252 Tool to remove filters
99360259
Tool to take down-fit engine valves
(to be used with special plates)
TOOLS
99360263
Plate for take down-fit engine valves
99360296 Tool to fit back valve guide (to be used with 99360143)
99360321 Tool to rotate engine flywheel (to be used with 99360325)
99360325
Spacer (to be used with 99360321)
99360329 Tool to install gasket on valve guide
TOOLS
99360334
Compression tool for checking the protrusion of cylinder liners
(to be used with 99370415-99395603 and special plates)
99360336 Spacer (to be used with 99360334)
99360338
Cylinder liner compression plate
(to be used with 99360334-99360336)
99360351 Tool to stop engine flywheel
99360499
Tool to take down and fit back camshaft bushes
TOOLS
99360500 Tool to lift crankshaft
99360553 Tool for assembling and installing rocker arm shaft
99360585 Swing hoist for engine disassembly assembly
99360603
99360605
TOOLS
99360612 Tool for positioning engine P.M.S.
99360613 Tool for timing of phonic wheel on timing gear
99360703 Tool to stop cylinder liners
99360706 Tool to extract cylinder liners (to be used with specific rings)
99360728 Ring (135 mm) (to be used with 99360706)
TOOLS
99361036 Brackets fixing the engine to rotary stand 99322230
99365056 Tool for injector holder heading
99370415 Base supporting the dial gauge for checking cylinder liner
protrusion (to be used with 99395603)
99390330 Valve guide sleeker
99390772 Tool for removing injector holding case deposits
TOOLS
99390804
Tool for threading injector holding cases to be extracted
99390805 Guide bush (to be used with 99390804)
99394015 Guide bush (to be used with 99394041 or 99394043)
99394041
Cutter to rectify injector holder housing
99394043
Reamer to rectify injector holder lower side
TOOLS
99395216
Measuring pair for angular tightening with 1/2
and 3/4 square couplings
99395219
Gauge for defining the distance between the centres
of camshaft and transmission gear
99395603 Dial gauge (0 - 5 mm)
99396035
Centering ring of crankshaft front gasket cap
APPENDIX 1 F3BFE613
Appendix
Page
SAFETY PRESCRIPTIONS 3 . . . . . . . . . . . . . . . . .
- Standard safety prescriptions 3 . . . . . . . . . . . . . .
- Prevention of injury 3 . . . . . . . . . . . . . . . . . . . . .
- During maintenance 3 . . . . . . . . . . . . . . . . . . . .
- Respect of the Environment 4 . . . . . . . . . . . . . .
2 APPENDIX F3BFE613
Particular attention shall be drawn on some precautions that
must be followed absolutely in a standard working area and
whose non fulfillment will make any other measure useless
or not sufficient to ensure safety to the personnel in-charge
of maintenance.
Be informed and informpersonnel as well of the laws in force
regulating safety, providing information documentation
available for consultation.
- Keep working areas as clean as possible, ensuring
adequate aeration.
- Ensure that working areas are provided with emergency
boxes, that must be clearly visible and always provided
with adequate sanitary equipment.
- Provide for adequate fire extinguishing means, properly
indicated and always having free access. Their efficiency
must be checked on regular basis and the personnel
must be trained on intervention methods and priorities.
- Organize and displace specific exit points to evacuate
the areas in case of emergency, providing for adequate
indications of the emergency exit lines.
- Smoking in working areas subject to fire danger must be
strictly prohibited.
- Provide Warnings throughout adequate boards signaling
danger, prohibitions and indications to ensure easy
comprehension of the instructions even in case of
emergency.
- Do not execute any intervention if not provided with
necessary instructions.
- Do not use any tool or equipment for any different
operation from the ones theyve been designed and
provided for: serious injury may occur.
- In case of test or calibration operations requiring engine
running, ensure that the area is sufficiently aerated or
utilize specific vacuum equipment to eliminate exhaust
gas. Danger: poisoning and death.
SAFETY PRESCRIPTIONS
Standard safety prescriptions
Prevention of injury
- Do not wear unsuitable cloths for work, with fluttering
ends, nor jewels such as rings and chains when working
close to engines and equipment in motion.
- Wear safety gloves and goggles when performing the
following operations:
- filling inhibitors or anti-frost
- lubrication oil topping or replacement
- utilization of compressed air or liquids under pressure
(pressure allowed: 2 bar)
- Wear safety helmet when working close to hanging
loads or equipment working at head height level.
- Always wear safety shoes when and cloths adhering to
the body, better if provided with elastics at the ends.
- Use protection cream for hands.
- Change wet cloths as soon as possible
- In presence of current tension exceeding 48-60 V verify
efficiency of earth and mass electrical connections.
Ensure that hands and feet are dry and execute working
operations utilizing isolating foot-boards. Do not carry
out working operations if not trained for.
- Do not smoke nor light up flames close to batteries and
to any fuel material.
- Put the dirty rags with oil, diesel fuel or solvents in
anti-fire specially provided containers.
During maintenance
- Never open filler cap of cooling circuit when the engine
is hot. Operating pressure would provoke high
temperature with serious danger and risk of burn. Wait
unit the temperature decreases under 50C.
- Never top up an overheated engine with cooler and
utilize only appropriate liquids.
- Always operate when the engine is turned off: whether
particular circumstances require maintenance
intervention on running engine, be aware of all risks
involved with such operation.
- Be equipped with adequate and safe containers for
drainage operation of engine liquids and exhaust oil.
- Keep the engine clean from oil tangles, diesel fuel and or
chemical solvents.
- Use of solvents or detergents during maintenance may
originate toxic vapors. Always keep working areas
aerated. Whenever necessary wear safety mask.
- Do not leave rags impregnated with flammable
substances close to the engine.
- Upon engine start after maintenance, undertake proper
preventing actions to stop air suction in case of runaway
speed rate.
- Do not utilize fast screw-tightening tools.
- Never disconnect batteries when the engine is running.
- Disconnect batteries before any intervention on the
electrical system.
- Disconnect batteries from system aboard to load them
with the battery loader.
- After every intervention, verify that battery clamp
polarity is correct and that the clamps are tight and safe
from accidental short circuit and oxidation.
- Do not disconnect and connect electrical connections
in presence of electrical feed.
- Before proceeding with pipelines disassembly
(pneumatic, hydraulic, fuel pipes) verify presence of liquid
or air under pressure. Take all necessary precautions
bleeding and draining residual pressure or closing dump
valves. Always wear adequate safety mask or goggles.
Non fulfillment of these prescriptions may cause serious
injury and poisoning.
APPENDIX 3 F3BFE613
- Respect of the Environment shall be of primary
importance: all necessary precautions to ensure
personnels safety and health shall be adopted.
- Be informed and inform the personnel as well of laws in
force regulating use and exhaust of liquids and engine
exhaust oil. Provide for adequate board indications and
organize specific training courses to ensure that
personnel is fully aware of such law prescriptions and of
basic preventive safety measures.
- Collect exhaust oils in adequate specially provided
containers with hermetic sealing ensuring that storage is
made in specific, properly identified areas that shall be
aerated, far from heat sources and not exposed to fire
danger.
- Handle the batteries with care, storing them in aerated
environment and within anti-acid containers. Warning:
battery exhalation represent serious danger of
intoxication and environment contamination.
Respect of the Environment
- Avoid incorrect tightening or out of couple. Danger:
incorrect tightening may seriously damage engines
components, affecting engines duration.
- Avoid priming from fuel tanks made out of copper alloys
and/or with ducts not being provided with filters.
- Do not modify cable wires: their length shall not be
changed.
- Do not connect any user to the engine electrical
equipment unless specifically approved by FPT.
- Do not modify fuel systems or hydraulic system unless
FPT specific approval has been released. Any
unauthorized modification will compromise warranty
assistance and furthermore may affect engine correct
working and duration.
For engines equipped with electronic gearbox:
- Do not execute electric arc welding without having
priory removed electronic gearbox.
- Remove electronic gearbox in case of any intervention
requiring heating over 80C temperature.
- Do not paint the components and the electronic
connections.
- Do not vary or alter any data filed in the electronic
gearbox driving the engine. Any manipulation or
alteration of electronic components shall totally
compromise engine assistance warranty and
furthermore may affect engine correct working and
duration.
4 APPENDIX F3BFE613
MALFUNCTION DIAGNOSIS 1 TIER 4i C SERIES
Part 3
Malfunction diagnosis
Page
PREFACE 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PT - BOX 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PT-BOX INSTRUCTIONS 5 . . . . . . . . . . . . . . . . .
- Hardware installation 5 . . . . . . . . . . . . . . . . . . . .
- Software installation 7 . . . . . . . . . . . . . . . . . . . . .
- Software Interface 18 . . . . . . . . . . . . . . . . . . . . . .
- Acceptance 22 . . . . . . . . . . . . . . . . . . . . . . . . . . .
- ECU diagnosis 26 . . . . . . . . . . . . . . . . . . . . . . . . .
- Programming 35 . . . . . . . . . . . . . . . . . . . . . . . . . .
- Active diagnosis 38 . . . . . . . . . . . . . . . . . . . . . . . .
FAULT CODES (F2C) 41 . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS FOR SYMPTOMS (F2C) 90 . . . . . . . .
FAULT CODES (F3B) 91 . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS FOR SYMPTOMS (F3B) 131 . . . . . . . . .
2 MALFUNCTION DIAGNOSIS TIER 4i C SERIES
NOTE Any kind of operation on the electronic center unit
must be executed by qualified personnel, duly
authorized by FPT.
Any unauthorized tamper will involve decay of
after-sales service in warranty.
PREFACE
A successful troubleshooting is carried out with the
competence acquired by years of experience and attending
training courses.
When the user complains for bad efficiency or working
anomaly, his indications must be kept into proper
consideration using them to acquire any useful information to
focus the intervention.
Using FPT processing instruments, it is also possible to
establish a bi-directional connection with the central unit, by
which not only to decoding the failure codes but also input an
enquiry relying onmemory files, inorder toachieveany further
necessary information to identify the origin of the anomaly
Every time there is a breakdown claim and this breakdown is
actually detected, it is necessary to proceed inquiring the
electronic unit in one of the ways indicated and then proceed
with the diagnostic research making trials and tests in order to
have a picture of the working conditions and identify the root
causes of the anomaly.
In case the electronic device is not providing any indication, it
will be necessary to proceed relying on the experience,
adopting traditional diagnosis procedures.
120995
Figure 1
PT - BOX
PT - BOX is a test tool to be connected to a Personal Computer
1. Data flow lamps (blinking) - 2. Ignition indicator - 3. USB indicator - 4. Operation indicator -
5. Serial port indicator - 6. Error indicator - 7. CAN line indicator -
8. Line K indicator for automatic management
With the PT-BOX you can perform:
- Basic testing: central unit IDreading, failure memory reading, parameter reading, failure memory clearing and Flight Recorder
memory reading;
- Active testing: main component testing (actuators, contactors, etc..);
- Flight Recorder reading;
- ECU acknowledgement of replaced electronic components;
- 2nd level and PTO programming;
- Parameter acquisition during operation tests.
PT-BOX INSTRUCTIONS
Hardware installation
Select your user configuration type and then follow the
relevant information.
1. PT-PLUS configuration
- PC Panasonic user
- PT-BOX module
- PT-DIAGNOSIS sw
2. PT-DIAGNOSIS configuration
- user with own PC
- PT-BOX module
- PT-DIAGNOSIS sw
The PT-BOX module (Electronic Communication Interface)
PT-BOX is an interface module allowing the communication
between the engine ecus and the PC.
- Weight: 500 g;
- Dimension: 175x75x30mm;
- Flash memory: 4Mb - RAM 1Mb;
- Thermal tolerance: 0-50C;
- Power supply: 6-32V;
- Connection interfaces: USB and RS232 standard
Bluetooth optional;
- Interface for engine electronic systems: 9 KL ISO 9141
lines - 2 channels CAN Bus 2.0B - 3 digital outputs - 3I/O
PWM.
The led indicators on the front view allow to check the
communication lines activity with the engine and with the PC
to which the instrument is connected.
This Sw may cause engine start-up. Be extremely
careful.
The user is responsible for the correct use of the
PT-DIAGNOSIS software so as not to any cause
injury to people or damage to items.
The user is also responsible for complying with all
the rules relating to security for activities on the
industrial applications (engine, pump, generating
set) carried out in the workshop.
Carefully read the user manual before using the
diagnostic tool and followthe instructions displayed
on the screen.
!
General rules for use
The following instructions should always be strictly followed:
- all instruments ensuring the security must be applied as
indicated in the application;
- ensure that the PT-BOX module is connected to the
diagnostic socket of the engine on which work is to be
carried out;
- in case of emergency, disconnect the PT-BOX module
from the engine or disconnect the USB cable;
- ensure that while using the software, there is nobody
near the engine/vehicle you are working on;
- if it is necessary for more than one person to be working
on or near the engine/vehicle, they are all responsible for
complying with security regulations of the workshop;
- we strongly suggest that the PT-BOXmodules be visibly
and uniquely identified (for example by using coloured
adhesive tape, labels with names, etc).
By only accepting the use disposal it is possible to
access PT-DIAGNOSIS (the green tick icon
becomes active).
!
The diagnosis system consists of:
- a PC (Panasonic / your PC + Microsoft Windows 2000
or Windows XP Professional);
- aninstrument usedas interfacebetweenengines/vehicles
and PC (PT-BOX tester);
- a SW program (PT-DIAGNOSIS) to process data.
By combinating the above indicated components 2 different
configuration are possible.
1. Led indicators to display the activity of the
communication lines K/L. - 2. The upper led display the
ECUs communication activity. - 3. The lower led indicators
display the CAN lines activity. - 4. The three upper led
indicators show the activity of the K/L communication lines.
- 5. The lower led indicator (fault) shows the presence of
errors on the K/L lines. - 6. The upper led indicator shows
that the PT-BOX is power-supplied. - 7. When blinking the
lower led indicator (run) shows that the PT-BOX module is
correctly working. - 8. Led indicators to display the USB
ports (upper led). - 9. Led indicators to display the serial
ports (lower led).
Figure 2
156133
Connect the pt-box module
On the PT-BOX module there are the communication ports
for the connection to the PC and to the engine / vehicle.
Communication ports for the connection to the PC
Connector for the connection of the engine communication
cable.
Pt-box - pc connection
- connect the module to the engine/vehicle by using the
specific connection cable.
1. serial port - 2. USB port
- connect the USB cable (PT-BOX side marked) to the
PT-BOX module (remove the holding screws from the
PT-BOX module, where present);
- connect the USB cable to the PC;
- turn the PC on.
Pt-box - engine/vehicle connection
The module is power-supplied by the diagnostic
cable; for this reason to work correctly it must be
connected to the engine.
NOTE
System requirements
Minimum
- Processor: 300 MHz Pentium-II CPU;
- Hard disk space: 3 GB available;
- Ram: 256 MB;
- Display: 800 x 600 video adapter and monitor;
- Internet connection only needed for rss and pt-diagnosis
software update (eaus): modem;
- External ports: USB connector;
- External reader: DVD-ROM reader;
- Os: Microsoft Windows
TM
XP Professional Service Pack
2 - Microsoft Windows 2000 Service Pack 4 plus -
Windows 2000-KB835732-x86-ENU.EXE (login with
administrator privileges);
- Browser: Internet Explorer 5.5.
Recommended
- Processor: 1 GHz Pentium IV - Centrino CPU;
- Hard disk space: 5 GB available;
- Ram: 512 MB;
- Display: 1024 x 768 high colour video adapter and
monitor;
- Internet connection only needed for rss and pt-diagnosis
software update (eaus): high-speed e.g. ADSL;
- External ports: 2 USB 2.0 connectors, Bluetooth;
- External reader: DVD-ROM reader;
- Os: Microsoft Windows
TM
XP Professional - Service Pack
3 (login with administrator privileges);
- Browser: Internet Explorer 6.0.
Figure 3
Figure 4
156136
Figure 5
156137
Figure 6
156138
156135
Software installation
Registration
Before using the PT-Diagnosis system you have to carry out
the registration of the system being used. This procedure
allows you to obtain the activation code.
The registration procedure is carried out on-line and it is
different according to the user type:
- OEM users
- Dealer users
Registration>OEM users
Before using the PT-Diagnosis system you have to carry out
the registration of the system being used. This procedure
allows you to obtain the activation code.
For this reason:
- Check that the registration card has been delivered
together with the kit.
- A fill-in form is displayed.
- Select www.eltrac.it/ivecomotors/default.asp.
- From the starting page, select the language.
- Select pt users registration.
For both configurations (PT-PLUS and
PT-DIAGNOSIS) the SW installation is the same.
NOTE
The activation code received will be requested the
first time you run the PT-DIAGNOSIS software.
!
Registration form (OEM user)
The Registration allows you to download the EVCA SYNC
WEB application which allows you to obtain the activation
code:
In the registration form:
1. Enter the Customer PIN:
it is the customer authentication code; it is an
alphanumeric code sent by e-mail to the user after having
bought the PT-DIAGNOSIS system.
2. Select the send key:
the identification data and the Network characteristics
areautomatically entered.
3. Enter the serial number of the PT-BOX instrument.
The serial number is type PB-#####-##-##-##; to be
found on the back of the PT-BOX module
4. Read the note in compliance with art. 13 of Italian
Legislative Degree 196 dated 30 June 2003 about the
processing of personal data Informative
5. Select the send key (only once!) wait
After sending a summary window is displayed waiting for the
end of the registration procedure.
Then a link is available to download the EVCA SYNC WEB
application. It will be used to obtain the activation code:
6. Select the print key for printing a summary report
(registration data and number of registered instrument).
7. Select the link to download and then select the save key,
to save the application on the PC.
Before carrying out the registration we suggest to
install the PT-Diagnosis SW.
NOTE
Installing the EVCA SYNC WEB (OEM users) application
To obtain the activation code it is necessary to install the
EVCASYNCWEWapplication, after saving it on the desired
directory:
1. Unzip the evcasyncweb1.2.6.zip (for example using
WinZip: www.winzip.com/downwz.htm).
2. Open the EVCASyncWeb1.2.6 and then
EVCASyncWeb15-09-10 (Rel1.2.6).
3. Run setup.exe and continue with the installation of the
guided application.
For further information about the installation of
EVCASyncWeb it is possible to read the detailed
guide EVCASyncWeb Setup.pdf in the directory
EVCASyncWeb1.2.6.
NOTE
4. At the end of the installation, the icon of the
EVCASyncWeb application is displayed on the desktop
of the PC.
Figure 7
156139
1. Double click on the icon EVCASyncWeb application.
At the start up of the application choose the Internet
connection mode:
- by means of the Proxy Server;
it is necessary to enter the connection parameters; at the
end select the okey. It is possible to pre-set the
connection parameters: read the EVCASyncWeb
manual;
- without Proxy Server;
select the okey.
3. Enter the PT-BOX serial number of and the Customer
PIN.
4. To continue, select the confirm key.
5. Enter the alpha code supplied with the Registration Card
(scrap the card).
Running the EVCA SYNC WEB (OEM user) application
The starting page EVCASyncWeb is displayed; some
functions are available (for more information read the manual
EVCASyncWeb).
2. Select the applications key for pc.
The window containing the activation codes is displayed.
9. Print/copy the activation codes and keep them together
with the instruments they are associated to.
10. Select the okey to end.
Summary of the selected choices (OEM user)
At the end of the activation procedure, the summary of the
selected choices is available. The following data are displayed:
- The type of selected contract.
- The list of instruments (PT/PB) associated to the contract
with the generated activation codes
- The expire date of the contract (in case of yearly fee) or
residual credit (coins):
1. We suggest you to print and keep the summary data:
select the key print selections recap.
2. Show and download the list of the available
applications belonging to your profile (FPT
activation): select the applications download key.
Contract Activation (OEM User)
7. Select a contract type.
The contract types available for the OEM users are indicated
below:
- Fee (annually):
the duration of the contract is for one year, starting from
the activation date of the contract. During this phase it is
only possible toassociate one instrument tothe contract.
- Token (to be deducted):
it is the payment for a single download of an application;
it is possible to associate to the contract to 4 instruments.
Registration>Dealer users
Before using the PT-DIAGNOSIS diagnosis system you must
register on the FPT web site.
1. Connect to
http://www.fptpowertrain.com/index_main.htm.
2. Select the language.
Download the applications
The following information for each one of the available
applications for downloading is displayed: ECU, license, file
name, Release Date, Release Type and short description.
Each option can be used to sort the list: to sort the list in
ascending/descending order according to a given key, select
the title of the corresponding column.
1. Select the application to be downloaded; the selected line
is highlighted in red.
2. Select the download the selected application key and follow
the system instructions.
3. Identify the path where the packets have been
downloaded.
4. At the end of the download install the packets (double
click) one by one.
The packets must be downloaded/installed one by
one.
NOTE
3. Select Fiat Powertrain Technologies and then Partner Area.
4. Connect to the web site by selecting Click here.
7. Gotothe registration webpage; select pt users registration
a fill-in form is displayed (on-line registration form).
5. Fill in the fields for the login procedure.
For the new customers:
request username and password to
areapartner@fptpowertrain.com.
For the customers already registered:
use username and password received by e-mail.
NOTE
Registration form (Dealer user)
The Registration allows you to download the EVCA SYNC
WEB application which allows you to obtain the activation
code.
6. Please follow the indicated instructions
After Sales>Various>Diagnostic Instruments>Diagnostic
Tools
In the registration form:
1. Enter the Customer PIN:
it is the customer authentication code; it is an
alphanumeric code sent by e-mail to the user after having
bought the PT-DIAGNOSIS system.
2. Select the send key:
the identification data and the Network characteristics are
automatically entered.
6. Select the send key (only once!) wait
After sending a summary window is displayed waiting for the
end of the registration procedure.
Wait for the following window:
- the activation code;
- the link to download the EAUS application (EAsy Update
Software).
7. Print the activation codes (print key) and keep them
together.
8. Select the link to download the EAUS application.
Installation of EAUS application (Dealer user)
The EAUS application is an update utility to automatically
download all SW Updates for all ECUs activated for FPT.
After having selected the link for downloading the EAUS
application, the systemasks you to select the file or to directly
run it.
3. Fill in the yellow field by entering the alpha code supplied
with the Registration Card (scrap the area on the card).
4. Enter the serial number of the pt-box instrument.
The serial number is type PB-#####-##-##-##; to be
found on the back of the PT-BOX module.
5. Read the note in compliance with art. 13 of Italian
Legislative Degree 196 dated 30 June 2003 about the
processing of personal data Informative.
1. Select the run key:
the system automatically downloads first and then installs
the EAUS application; run the operation required by the
system and wait for the end of operation.
Figure 8
156139
1. Connect the PT-BOXmodule tothe engine/vehicle using
the diagnosis cable.
2. Connect the PT-BOXmodule to the PC, using one of the
two USB cables provided with the module.
2. Select the end key to exit the installation.
3. Switch the PC on.
Before carrying out the registration we suggest to
install the PT-Diagnosis SW.
NOTE
Run the EAUS (Dealer user) application
1. It is now possible to download the update by using the
Automatic Update Function (tools>software update key).
Connection
The PT-BOX module is supplied by the diagnosis
cable; therefore it must be connected to the
engine/vehicle to be able to work.
!
PT-BOX module USB driver set-up
(only for the PT-DIAGNOSIS configuration)
This operation is required only if the PCin use has never been
connected to an PT-BOX module:
1. Check that the PT-BOXmodule is correctly connected to
the PC via the USB cable.
2. The PC acknowledges the presence of a new hardware
component; press the cross button to continue.
Figure 9
156138
Figure 10
156140
5. Select the have disk> button to continue.
6. Enter the path:
ProgramFiles\EltracECI\Driver\PT-BOX.sys;
select the ok button.
4. Select the Dont search. I will choose the driver to install;
select the next> button to continue.
3. Automatically (Windows XP) the procedure starts to
set-up the driver; select the Install from a list or specific
location option; select the next> button to continue.
7. Select the next> button to continue.
4. The systemasks you toenter theactivation codereceived
from Field Service; select the tick button.
5. Enter the activation code sent via Web.
6. Select the register button; a message confirms that
registration has taken place.
7. Select the cross button to close the Activation Code
window and go back to the PT-DIAGNOSIS screen.
10. The system informs that the new hardware has been
correctly installed; select the cross button to continue.
11. Re-start the PC.
Activation - first time of use of PT-DIAGNOSIS sw +
PT-BOX module
The first time the PT-DIAGNOSIS Diagnosis System is used,
it is necessary to follow the procedure described below:
1. Make sure you possess the activation codes (Web
access).
2. Connect the PT-BOX module to the Panasonic PC and
to the engine/vehicle using the USB/BT module.
3. Start the Panasonic PC.
8. Driver set-up begins wait.
9. The procedure is completed; press the finish button.
8. Select the stop button and restart PT-DIAGNOSIS.
Now all the software functions are available.
6. Enter the activation code received from Field Service.
7. Select the register button; a message confirms that
registration has taken place.
8. Select the cross button to end activation.
9. Re-start the PT-DIAGNOSIS (E.A.SY. icon).
1. Make sure you have requested and obtained the
activating code for the PT-BOX module.
2. Connect the PT-BOX module to the Panasonic PC and
to the engine/vehicle using the USB cable.
3. Start the PT-DIAGNOSIS software: double click on the
EASY icon (PT-DIAGNOSIS) placed on the desktop of
PC.
4. Select the tools>activations button.
Activating - new PT-BOX module
The activation procedure is necessary every time you want to
use an PT-BOX module that has not yet been paired to the
PT-DIAGNOSIS diagnosis system in use; follow the
operations described below:
5. Select the entry button.
Software Interface
The PT-DIAGNOSIS software interface is designed tofacilitate access totools, viewfunctions and make diagnostic procedures clear
and adaptable to various needs.
All windows follow the same design with additional features which depend on the specific working environments.
Each window presents three main areas to which specific functions are univocally associated:
- Keys Area
- Title Area
- Operative Area
The Title area shows the selected function under test and previous choices by which you arrived.
The Keys
area contains Keys
for accessing the
operative
environments and
the functions to
which they are
associated.
The Operative
area contains available
system and function
list referred to the
intervention area.
3. Select the Class and the System under test to which the
engine/ vehicle belongs; then press the navigation key (is
active - green) to continue.
1. The Start Window shows the family.
Start Window
- It is possible to select a new family or to choose a family
from the database;
- green identifies a pull-down menu.
To go from one environment to another
2. Select the fami ly of the engine/vehicle under diagnosis;
then press the navigation key (is active - green) to
continue.
Family Choice Window
- Yellow identifies a selected item in a pull-down menu;
- a paged list is used to display a large amount of
information one page at a time; navigation tools are
available to navigate from page to page.
4. The window Choose Activity appears; it is here possible
to choose from four lists.
Window Choose Activity
It is now possible to choose:
- diagnosis;
- test;
- programming;
- specific functions.
Navigation keys
They allow you to go from one environment to another.
Enabled keys are displayed in green and disabled keys are
displayed in grey.
navigation key forward disabled
navigation key forward enabled
navigation key back enabled
Database key
It allows you to access the Database
environment.
Browse key
To scroll long lists which cannot
be contained in a single window.
Detail of Keys area
In the Start Window the Keys area contains the Keys for
accessing the functions which are always available:
stop key
To quit PT-DIAGNOSIS application at any time.
engine/vehicle key
It allows you to return to the Family Choice Window.
utilities key
When selected the Key background will be yellow and allows
you to access a menu.
guide to diagnosis key
It allows you to access the environment Guide to Diagnosis
(only available for some ranges). It is available in the Electrical
Control Units environment.
ignition key
For the equipped engines, it allows you to operate engine
ignition directly via the diagnostic tool. Two positions (stop
and mar) and three states (enabled stop, disabled stop,
enabled mar) are possible.
communication panel
It indicates that the communication with the ECU is active or
that the ECU is not present (no ecu).
The lower leds indicate the communication state of the
electronic system as shown below:
Square LEDs: two states (green/red); green indicates that
communication with theelectronic systemhas beeninitialised;
if red indicates the communication has been interrupted.
Rectangular LEDs: blinking indicate that data exchange
between electronic system and diagnostic system is in
progress.
Utilities key
Teleservices key
It allows you to access the remote connections services.
Activations key
It allows you to access the management function of the
activation codes.
Select the measure unit key
It allows you to choose the measure unit system.
The Metric System (SI), the international standard one, is
based on the meter, kilogram and second. The British System
(fps) is based on the foot, pound and second.
Select language key
To change the language; restart the application to make the
setting operational.
Software update key
It allows you to carry out the automatic update of the
PT-DIAGNOSIS software.
Eci management key
It allows you to manage the connection (usb or Bluetooth)
PT-DIAGNOSIS - PT-BOX module.
In the Start Window select the fami ly; by pressing the
navigation key forward it is possible to access the next
window. New icons appear in the Keys area for accessing
specific functions:
Electronic control units key
It allows you to access the Electronic Ecus environment.
The key appears on a yellow background (default status,
environment Electronic Control Units enabled) or on a grey
background (environment Electronic Control Units disabled).
If you want to work at the same time with more Ecus, select
the key environment electronic ecus>add ecu.
Electrical diagrams key
It refers to a CLASSES list for which an electrical diagram is
available. The key appears on a yellow background
(environment Electrical Diagrams enabled) or on a grey
background (environment Electrical Diagrams disabled).
To enter the Electrical Diagrams environment select the key
electrical diagrams area.
Report key
It allows you to access the Report environment.
The key appears on a yellow background (environment
Report enabled) or on a grey background (environment
Report disabled). To access the Report environment select
the report key.
On/Off-line key
It can be on-line or off-line.
The on-line key indicates that the PT-Diagnosis SW uses the
PT-BOX/PC module connection.
The off-line key indicates the PT-Diagnosis SW is working in
simulated mode. To change the status select the key.
Acceptance
Environment DataBase
Fromthe PT-DIAGNOSIS start windowit is possible to select
a new engine or to select one from the database.
1. Select the database button: you access the DataBase
environment (it contains the list of accepted engines).
2. The list of accepted engines is available.
They can be search by means of the following keys:
- DATE
- ENGINE MODEL
- CUSTOMER
- NUMBER PLATE
key search
It allows you to search an engine by applying a filter (DATE,
engine mode l, CUSTOMER or NUMBER PLATE).
key delete search
It cancel the filter; it is active only after a search.
key order
It orders the list according to the selected ordering criterion.
key report
It gives access to the summary environment; enabled after
selecting an engine.
key delete
It deletes the selected engine from the database; it is active
only after selecting an engine.
3. Select an engine from the list (the background is yellow);
it is possible:
- to analyse engine data (report button);
- to start again the diagnosis procedure on the engine
(navigation button forward);
- to return to the start window (navigation button
back).
How to order the engines list
1. Select the order key.
2. Select the order method.
- DATE
- ENGINE MODEL
- CUSTOMER
- NUMBER PLATE
How to search for an engine from the database
1. Select the search key.
2. Select the search method.
- DATE
- ENGINE MODEL
- CUSTOMER
- NUMBER PLATE
3. If required, enter the word or the code to be searched
and confirm by selecting the tick icon.
To cancel the search and display all elements fromthe archive
select the cancel search key.
For the selection of a newengine see ECUDiagnosis.
!
Environment Report
When the engine sheet of the engine under test has been
saved in the Report Environment, the engine has been
accepted.
You access the Report environment in the following ways:
- from the Buttons area at any time by selecting the
corresponding button;
- from the DataBase environment by selecting the
required engine and the report button.
SAVE KEY:
it allows you to save the
engine sheet (to accept it)
Environment Report
ENGINE DATA KEY:
engine identification data;
the fields can be always
changed (with the
exception of the engine
model and the date) can be
always changed
DIAGNOSIS REPORT LIST
KEY:
summary of all performed
diagnosis operations
PROGRAMMING
REPORT LIST KEY:
summary of all performed
programming operations
AUTOMATIC
ACCEPTANCE KEY:
(enabled only if the
communication is active)
Acceptance
The acceptance (sheet saving) is mandatory when important
operations are performed on the engine (read or cancel faults
memory, programming).
1. Read or cancel the faults memory or carry out a
programming and then select from the corresponding
environment the report button; you enter the Report
environment.
2. Enter data.
3. Save the sheet by selecting the save button.
4. Fromthe Buttons area select the button of the operation
you want to perform.
When you read or cancel the faults memory or carry out a
programming it is not possible toreturndirectly tothe window
Family Choice; by selecting the engine button the following
windows are displayed:
1. Before continuing it is necessary to save the data of the
performed activity; select the tick icon; the Report
environment appears.
2. Enter data.
3. Save the sheet by selecting the save button.
It is now possible to return to the Family Choice window.
Automatic acceptance
From the Report environment it is also possible to accept the
engine automatically.
1. Read or cancel the faults memory or carry out a
programming and then select from the corresponding
environment the report button.
2. You enter the Report environment.
3. Select the button automatic acceptance.
5. The automatic acceptance reads the following
information:
- Engine Model (engine type + engine serial number)
- PIC
- Engine type
- Engine Serial Number
6. At the select the save key.
This operation is only possible if the communication
with the system has been activated. !
ECU diagnosis
1. Sselect the Family, the Class and then the Systemof engine
under diagnosis.
2. Press the navigation button forward (enabled - green) to
continue.
4. By means of the automatic acceptance the systemtries to
communicate with the engine ECU: confirmthe displayed
message by pressing the tick icon; wait until the ECU is
ready.
3. The window Choose Activity appears; it is here possible
to choose from four lists:
Window Choose Activity
- diagnosis
- test
- programming
- specific functions
4. The present Repair Guide describes the diagnosis
environment and the specific functions to which it is
associated:
- Identification Code Reading
- Faults Memory Reading
- Parameters Reading
Identification code reading
2. PT-DIAGNOSIS system presents a pop-up window
where to select the automatic or the manual activation of
the ignition key; select the required mode; the key button
is disabled.
Under the automatic mode all activation of the ignition key are
controlled by the diagnosis instrument (key button working).
Under the manual mode all activation of the ignition key are
controlled by the operator on the engine.
3. Confirm the new message by pressing the tick icon.
1. To access the Read Identification environment select the
item Identification Code Reading from the Diagnosis list
and then press the navigation button forward.
4. Wait until the ECU is ready; the general information
about the electronic system under test is read:
- identification code
- HW version
- SW version
- production date
-
After identification code reading it is possible to carry out
other activities (step 5) or to return to the window Choose
engine (step 6).
5. To access the other activities from the environment
Identification Code Reading, select the choose activities
buttons: choose an activity; thesystemautomatically access
the selected activity.
The choose activities buttons are shown in yellow when
selected.
Multitasking option
PT-DIAGNOSIS introduces a very important news: it is
possibletoassociate moreECUs tothe family of engineunder
test.
Add an ecu
It is possible tointerrupt the diagnosis withan ECUand tostart
the procedure with another one.
1. Select the button ecus area>add ecu; the Choose Vehicle
window will appear, where you can select the desired
ECU.
Managing more ecus
It is possible to operate with two or more connected ECUs
at the same time.
6. To exit the diagnosis of the engine under test select the
button ecus area>ecu under test>cancel.
report key
Shows the Diagnosis Report List (and allows you to print each
report).
print key
Prints the summary page of Identification Parameters.
1. Select the button ecus area>desired ecu.
The activity remains interrupted for the not selected ECUs
and can be started again at any time.
Cancel an ecu
It is possible to stop the activity on one of the connected
ECUs.
1. Slect the button ecus area>required ecu>cancel.
2. Select the required ECU.
Ignition Key Button Modes - on line/off line
At the system start up the on/off button is on-line if the
PT-BOX module is activated and connected to the PC,
otherwise is disabled (off-line).
On line mode
The function Ignition Key is active; it can be managed in
automatic or manual mode; the ignition key screen appears
only after the selection of a function that requires it (e.g.
diagnosis functions).
In automatic mode all ignition key activations are managed by
the diagnosis instrument.
In manual mode all ignition key activations are managed by the
operator on the engine.
The automatic activation depends on the type of engine; make
sure the engine supports the function before selecting
automatic mode.
1. After selecting the automatic mode a test procedure is
carried out.
2. Switch the ignition off.
3. The engine chassis may move.
The PT-DIAGNOSIS SW activates the ignition key and
displays a screen page in which it asks to check the dashboard;
if it is turned on the diagnosis procedure can be continued;
otherwise the system asks for position of the key to ON in
manual mode.
Both in manual and in automatic mode:
1. Before ignition key activation a message is always
displayed: request (manual mode) or warning
(automatic).
2. When the ECU is cancelled a message indicates that it is
necessary to interrupt the communication and then to
confirm the operation.
3. The chosen mode remains until the engine under test is
changed.
Off line mode
The basis diagnosis is simulated and it is possible to read some
information about the electronic system under test.
Read faults memory
1. Toaccess theReadFaults Memory environment select the
item Faults Memory Reading from the list Diagnosis and
then press the navigation button forward.
where to select the automatic or the manual activation of
the ignition key; select the required mode; the key button
is disabled.
3. Confirm the new message by pressing the tick icon.
4. Wait until the ECU is ready; the list and faults type
occurred during the working are displayed.
There are two types of failures:
- failures present during the reading procedure (red);
- intermittent failures not present during the reading
operation but which occurred at least once before
(black).
Detail of Buttons area of the Faults Memory area
New icons appear in the window Read Faults Memory for
accessing specific functions:
On line Mode
Faults Memory Reading Icons
on key
The communication between the system and the ECU is
active: it performs again the Faults Reading; it updates the ECU
communication.
Select the button to interrupt the reading.
off key
The communication with the ECU has been interrupted.
Select the button to start again the electronic system reading.
cancel faults memory key
It cancels the faults selected in the list; it is possible to cancel
a fault at a time; the cancel operationwill beeffective whenyou
confirm it by pressing the tick icon displayed in the next
pop-up-window.
faults key
It allows you to access the Faults environment; it can be yellow
(the faults list is displayed) or gray (environment Faults
disabled).
On line Mode
environmental condi tions key
Active when the communication with the ECU has been
interrupted this is used to examine environmental conditions
when the failure occurred. It can be gray (default status) or
yellow (when selected).
repair guide key
Active when the communication with the ECU has been
interrupted it gives an analysis of the fault selected fromthe list;
in particular other information (blink code, failure code and
fault mode) is available it can be gray (default status) or yellow
(when selected).
report key
It allows you to save the report of carried out operations see
Report environment > button diagnosis report.
print key
It allows you to print the displayed window.
Off line Mode
blink code search key
Appears only if the communication with the ECU interrupted
is (under OFF LINE Mode) recognize the fault where blink
code or required word appear.
To go from one function to another (faults, environmental
conditions, troubleshooting) select the corresponding button.
Operations like Read and Cancel Faults Memory are very
important: they are automatically stored and need the engine
acceptance.
How to get information about a fault
1. Interrupt the communication with the ECU (button
on/off) and select an item from the faults list: the fault is
described in the below blank area; in particular the
following information is available:
- the fault
- the signal type
- the repetition type
The button faults appears on yellow background because it
is selected.
2. Select the button environmental conditions.
It examines the present environmental conditions at time of
the fault.
3. Select the repair guide button; the following information
is available:
- the blink code
- the failure code (DTC)
- the failure mode (FMI)
Appears a new icon, the measures key
measures key
The Measurements pop-up window opens with a list of
possible measurements and the relevant operating
suggestions.
1. To access the Parameters Reading environment select
the itemParameters Reading fromthe Diagnosis List and
then press the navigation button forward.
where to select the automatic or the manual activation
of the ignition key; select the required mode; the key
button is disabled.
Pay close attention to the displayed messages and wait until
the ECU is ready.
3. The read parameters are shown and the values assumed
4. Select the groups key.
The groups key allows you to access the groups management
functions (see group Management).
Detail of parameters buttons area
New icons appears on the window Parameters Reading for
accessing specific functions:
Parameters reading
on key
The communication between the system and the ECU is
active: select the button to interrupt the reading.
off key
ThecommunicationwiththeECUhas beeninterrupted; select
the button to start again the electronic system reading.
It opens the GROUPS window showing the list of created
group (A) and the keys to create/modify the groups (B).
parameters acquisition key
It allows to record the trend in time of the measurable
parameters.
report key
It allows you to save the report of carried out operations.
print key
It allows you to print the displayed window.
groups key
5. The Groups window opens.
The pre-defined parameter groups are first displayed then
the customized ones; the pre-defined parameters
(measurable and status) can not be modified.
Create a new parameters group
6. Select create.
7. Enter the name of the group you want to create.
8. Confirm by selecting the green tick icon.
9. Fromthe drop down menu (above on the left), select one
of the available parameter groups, excluding the
parameter you are changing.
10. On the left-hand list the parameters of the selected group
are shown; on the right-hand list the parameter of the
group you are changing are shown.
The parameters with a gray background on the left-hand list
are parameters that have already been added and can not be
selected.
Groups Management
11. To a parameter to the right-hand group, select it and
confirm by pressing the right arrow key ( ).
12. To remove a parameter (from the right-hand list select it
and confirm by pressing the left hand arrow key ( ).
Select the save key to save and exit the groups management
environment.
1. Select a customized parameters group.
2. Select modify; the window for parameters groups
management opens.
3. Select the group you want to change and continue with
step 9 (link).
Modify a parameters group
1. Select a group of customized parameters
2. Select delete; confirm or cancel the request.
Appendix parameter acquisition key
1. Select the parameters acquisition key; the window Store
Parameter opens.
The key is only active under on line mode.
Parameters reading
2. Select the sample time by using the arrows on the
Sampling active area.
3. Select the duration of registration by using the arrows key
on the active area Duration.
Cancel a parameters group
7. Select the archive key: the Archive windowopen showing
the list of available registration in the archive.
Window Store Parameter
4. Select the key start/stop to start the registration (a new
window open Notes where you can add a comment).
5. Close the Notes window, the registration starts.
6. Wait for the end of registration procedure (it is also
possible to interrupt the registration, by using the stop
key).
1. From the Archive windows, select a registration; it is
possible:
- to cancel it (cancel key)
- to read data (report key)
- to show data (show key, opens the Data Reading
window)
- to print data (print key)
- to save data in text format (save as key)
- to go back (cross key)
Data Reading window
Archive window
2. From the Archive window, select a registration and the
showkey; the Data Reading windowopens; it is possible:
- To select all parameters (fast selection key).
- Deselect all parameters (fast deselection key).
- To show the diagram with full-screen.
- Increase, reduce or to bring back to the original
display the time range (x-axle, seconds).
Programming
The consultation can be started
To access the programming area of the ECU under test
proceed as follows:
1. Select the Engine Family under diagnosis.
continue.
engine belongs; select the forward navigation key
(enabled - green) to continue.
- To display tables (horizontal or vertical).
- To colour display the area indicated by the diagram.
- Print.
- To go back
4. Select the programming option from the Programming
list; select the forward navigation key (enabled - green).
5. If required, enter the required data, by following the
indicated procedure.
6. Select the ignition key management (automatic/manual):
if the electronic systemengine under test is fitted withthis
function, select the automatic key.
- PT-DIAGNOSIS shows the running activities.
- The ignition key ON is automatically activated.
- The connection to the ECU starts.
7. Read the displayed messages and select the green tick
icon to continue.
8. At the end the system permits access to the
Programming environment; the components list is
displayed, on which tests can be carried out.
- Data Reading
- Change the configuration
- Programming
- PTO (only for the PT-DIAGNOSIS full version SW)
It is possible to carry out a programming only in
online mode. In case of error check the connections
ECU/PT-BOX/PT-DIAGNOSIS.
!
During the programming do not disconnect the
USB cable. Before carrying out the ECU
programming verify the charge left in the
computers battery.
It is recommended to plug the PC in (connect it to
the engine/vehicle or to the mains supply).
!
Programming environment
It is possible to use specific functions, by selecting the
corresponding key:
The available function types are determined according to the
type of ECU under test. The Keys area contains the buttons
for accessing the functions specific for the Programming
environment.
The following are indicated:
- station type and number;
- programming date;
- ECU software release.
The system views the following data classes:
- supplying data;
- factory data (never updated);
- service data (updated after each programming
event).
cancel key
If enabled, select to re-establish a configuration.
print key
If enabled, select to print a report.
navigation keys
If enabled, select to move between different environments.
cross key
If enabled, select to cancel an operation.
Data Reading
This is used to view the data concerning the ECU and the
respective programming state; tampering attempts areshown.
fast scroll keys
If enabled, select to scroll the list step by step.
scroll keys
If enabled, select to scroll the list step by step.
Active diagnosis
To start the Active Diagnosis
5. Select theignitionkey management (automatic/manual):
if the electronic system engine under test is fitted with
this function, select the automatic key.
- PT-DIAGNOSIS displays some information about
the activity in progress.
- The ignition key ON is automatically activated.
- The ECU connection starts.
6. Read the displayed messages and select the green tick
icon to continue.
7. At the end the system permits access to the Active
Diagnosis environment; the components list is displayed,
on which tests can be carried out.
1. Select the Engine Family under diagnosis.
continue.
engine belongs; select the forward navigation key (enabled
- green) to continue.
4. From the Test list select the option acti ve diagnosis;
select the forward navigation key (it is active, in green
displayed).
It is possible to carry out an active diagnosis only in
online mode. In case of error check the following
connections ECU/PT-BOX/PT-DIAGNOSIS.
!
Active Diagnosis environment
The components of the selected electronic system are indicated in a list; use the browse keys to display all the elements of the list.
1. Select the component on which the test will be carried out.
2. Select the forward navigation key to continue and carry out the test.
Help key
if selected it shows
information about
the electronic system
under test;
information about
the guide to the
diagnosis are not
provided.
Components:
selectable list
Browse key
Forward navigation
key
Back navigation key
It allows you to move one
step back; if selected at
this level it allows you to
exit the Active Diagnosis
environment.
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DTC Description Dfp name MIL OBD System Power red
Long Term
Failure
Reason of failure
Possible failure
correction
1D9 ECU internal
fault: Analog to
Digital conver-
sion failure
ADCMon Mil OFF non 0 Buffer overrun No intervention neces-
sary
112 Accelerator
Pedal 1
APP1 Mil OFF non 1) yes (technical)
because of
Fid_CoEng_trqLim
Err
0
Short circuit in wiring or
in accelerator pedal.
Check wiring or replace
accelerator pedal.
accelerator pedal.
Idle switch defect or wir-
ing of idle switch broken
or accelerator pedal de-
fect
Check wi ri ng of i dl e
switch pin_idlswt or re-
place accelerator pedal
1EB Atmospheri c
P r e s s u r e
Sensor
APSCD Mil OFF non 0
Ambi ent pressure
sensor inside ECU is de-
fect.
Replace ECU (not neces-
sary if never running in
high altitude and if tur-
bocharger without VGT).
Ambi ent pressure
fect.
Ambi ent pressure
fect.
4
2
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9
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Long Term
Failure
Reason of failure
Possible failure
correction
113 Ac c el er at or
Pedal and
brake not
plausible
AccPedPlausBrk Mil OFF non 0 Accel erator pedal and
brake pedal are activated
together (could also be
caused by driver pressing
both pedals at same time).
Accelerator pedal locked
or defect.
If driver caused the prob-
lem, no intervention ne-
cessary, else check signal
of accelerator pedal and
mechanical movement of
accelerator pedal.
2F9 Too long time
spent in trans-
i ti on mode
RgnNrm
AirCtlRmpTOIv Mil OFF non 0 Defect in the EGR actuat-
ors (EGR- and throttle
valve).
Check for errors of the
EGR actuators (correct
installation, wiring, elec-
tri cal connectors,
jammed actuator)
12D Gridheateral-
ways switched
on
AirHtStickOnIv Mil OFF non 0 Short circuit to ground of
grid heater.
Check grid heater switch
and replace it.
12B Power stage
air heater 1 ac-
tuator
ArHt1 Mil OFF non 0
Short circuit of wiring to
external source or inside
relay.
Check of wiring or re-
place relay.
ground or inside relay.
place relay.
Broken or disconnected
wiring or defective relay.
place relay.
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1
1
Long Term
Failure
Reason of failure
Possible failure
correction
134
Boost pressure
sensor
BPSCD Mil OFF non 0
Sensor defective or short
circuit to external source
sensor.
circuit to ground.
sensor.
Difference of ambient and
boost pressure is out of
range.
Check ambi ent and
boost pressure sensor for
accuracy.
126 Battery voltage
fault
BattCD Mil OFF non 0 Alternator voltage gov-
ernor defect
Replace alternator gov-
ernor device or alternat-
or
Battery defect, alternator
defect, wiring problems
(too high resistance) or
ECU defect. Occurence
possible during cold start.
Replace battery or altern-
ator. Check ECU and wir-
ing.
117 Brake signal BrkCD Mil OFF non 0 Error during actuated ped-
al: Switches not synchron-
ous or one switch is de-
fective/disconnected. Er-
ror during inactive pedal:
One switch is stuck or
shortage to external
source is present.
Adjust switches sychron-
ously, check signal raw
values (Amb. cond.) and
wiring.
4
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P
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0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
39E I nfo torque
l i m i t a t i o n :
turbo charger
protection act-
ive
BstPrtTrqLim Mil OFF non 0 Active power redcution
due to turbo charger pro-
tection.
No acti ons necessary
due to this failure alone.
If power reduction oc-
curred due to actual de-
fect, the failure triggering
the torque l i mi tati on
should also be in the fail-
ure memory.
Follow troubleshooting
of this root error.
124 Col d start
lamp
CSLpCD Mil OFF non 0
external source.
Check of wiring.
ground.
Check of wiring.
wiring or defective cold
start lamp.
place cold start lamp.
Defective wiring or defect-
ive cold start lamp.
place cold start lamp.
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1
1
Long Term
Failure
Reason of failure
Possible failure
correction
131 Cool ant tem-
p e r a t u r e
sensor
CTSCD Mil OFF non 0
circuit to external source.
sensor.
circuit to ground.
sensor.
Coolant temperature and
oil temperature values are
not plausible, system can-
not discriminate which of
both sensor is wrong
Checkcoolant temperat-
ure sensor and oil tem-
perature sensor
232 Cool ant tem-
p e r a t u r e
sensor abso-
lute test
ClgAbsTst Mil OFF non 0 Extreme ambient condi-
tions. Or inaccurate sensor
(although sensor does not
exceed its signal range) or
thermostat blocked open.
Ensure that engine was
not running in extreme
ambi ent condi ti ons.
Check wiring and accur-
acy of sensor, replace-
ment of sensor
132 Cool ant tem-
p e r a t u r e
sensor dynam-
ic test
Clg_DynTst Mil OFF non 0 Extreme ambient condi-
ment of sensor. CHeck
thermostat.
24F Info: Induce-
ment Engi ne
shut off active
CoVehEmerStrt Mil OFF non 0 Only an Info-Failure signal-
ing that engine shut down
inducement is active.
Check and repair failures
which are activating in-
ducement procedure
14F I nfo torque
limitation: In-
ducement act-
ive
CoVehPrflmAct Mil OFF non 0 A defect has occurred (in
the EDC or DCU) which
triggered a performance
limitation required by legis-
lation.
Check and repai r the
faiures which triggered
the performance limita-
tion
4
6
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
13C Ambient Tem-
p e r a t u r e
Sensor
EATSCD Mil OFF non 0
sensor.
circuit to ground.
sensor.
142 Running with
c a m s h a f t
sensor only
EngMBackUp Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0 Signal interrupted do to
wiring problem, defective
or incorrectly installed
crankshaft speed sensor.
Check wiring, sensor in-
stal l ati on and proper
functioning of crankshaft
sensor (evaluated raw
signals).
143 C a m s h a f t
sensor failure
EngMCaS1 Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0
Signal interrupted do to
camshaft phase sensor.
functioning of camshaft
phase sensor (evaluate
raw signals).
raw signals).
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
4
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
141 Cr a n k s h a f t
sensor failure
EngMCrS1 Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0
sensor (evaluate raw sig-
nals).
nals).
144 O f f s e t
between cam-
shaft and
cranksh.
EngMOfsCaSCrS Mil OFF non 0 Signal interrupted do to
camshaft or crankshaft
sensor.
stallations and proper
and crankshaft sensors
(evaluate raw signals).
64C I nfo torque
limitation: Ex-
haust overheat
protection act-
ive
EngPrtOvhtPrv Mil OFF non 0 Active power reduction
due to engine overheat
protection.
due to this failure alone. If
power reducti on oc-
ure memory. Fol l ow
troubleshooting of this
root error.
4
8
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
54C I nfo torque
Engi ne over-
speed protec-
tion active
EngPrtOvrSpd Mil OFF non 0 Engine overspeed has oc-
curred.
No reactions necessary
only if this fault/informa-
tion status reoccurs fre-
quently. In this case check
dri vi ng condi ti ons of
vehicle, engine speed ac-
quisition and injection
system for quantity set-
point and actual value
during fault recognition,
check also for ECU er-
rors.
49E I nfo torque
limitation: gen-
eri c engi ne
protection act-
ive
EngPrtTrqLim Mil OFF non 0 Active power reduction
due to engine mechanics
protection.
root error.
34D Performance
limit active due
to either stage
EngPrtTrqNLim Mil OFF non 0 Active power reduction
protection by speed limita-
tion.
root error.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
4
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
135 Fuel Temp.
Signal
FTSCD Mil OFF non 0
sensor.
circuit to ground.
sensor.
149 Fuel filter heat-
ing output
FlFCD_Htg Mil OFF non 0
fuel filter heater.
Check of wiring, replace
fuel filter heater.
ground or inside fuel filter
heater.
fuel filter heater.
High battery voltage, high
ECUtemperature and high
load or defective wiring or
defective fuel filter heater.
place fuel filter heater, if
necessary replace ECU.
11C Water in Fuel FlSys_WtDetIv Mil OFF non 0 Water separation tank of
fuel filter full or water level
sensor of fuel filter defect-
ive.
Switch off ignition and
empty water tank of fuel
filter, check level sensor.
1AF D M 1 D C U
SPN1 message
FrmMngDM1SPN1I
v
Mil OFF non 1) yes (OBD) be-
cause of Fid_CoVe-
hPrflm21OBD
0 At least one of the DCU
error assigned to SPN1
group has occured and is
reported via CAN to the
EDC.
Check what SPN and
corresponding DCU er-
ror is active and perform
troubleshooting accord-
ing to DCU support.
2AF D M 1 D C U
SPN2 message
FrmMngDM1SPN2I
v
cause of Fid_CoVe-
hPrflm21OBD
EDC.
Check what SPN and
ing to DCU support.
5
0
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
3AF D M 1 D C U
SPN3 message
FrmMngDM1SPN3I
v
Mil OFF non 0 At least one of the DCU
EDC.
Check what SPN and
ing to DCU support.
4AF D M 1 D C U
SPN4 message
FrmMngDM1SPN4I
v
cause of Fid_CoVe-
hPrflm11OBD
EDC.
Check what SPN and
ing to DCU support.
5AF D M 1 D C U
SPN5 message
FrmMngDM1SPN5I
v
cause of Fid_CoVe-
hPrflm12OBD
EDC.
Check what SPN and
ing to DCU support.
1A3 Nox signal of
Nox Sensor
FrmMngNOxSensIv Mil OFF non 1) yes (OBD) be-
cause of Fid_CoVe-
hPrflm11OBD
0
Disconnected cable in the
wiring of the NOx sensor
or defective NOx sensor.
Check wiring of NOx
sensor and its proper
functioning. If necessary
replace NOx sensor.
Short circuit in the wiring
of the NOx sensor or de-
fective NOx sensor.
Check wiring of NOx
replace NOx sensor.
Strange driving cycle or in-
proper installation of the
sensor, defecti ve NOx
sensor.
Check installation (in-
cluding wiring) and func-
tionality of sensor. If ne-
cessary change NOx
sensor
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
5
1
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1A2 Nox signal of
Nox Sensor
FrmMngNOxSensN
OxIv
Mil OFF non 0 CAN communication dis-
turbed, defective or inac-
curate NOx sensor.
Check for proper CAN
communi cati on and
check accuracy and prop-
er functioning of NOx
sensor.
1A8 Error / Protec-
ti on request
on urea valve
via SCR1
FrmMngSCR1ProtIv Mil OFF non 0
Fai l ure due to engi ne
switch off after a high load
peri od, l eadi ng to hi gh
temperatur in exhaust sys-
tem. A defect occurred in
the urea dosing system
which can impair the cool-
i ng of the urea dosi ng
valve.
Read out the DCUfailure
memory and perform
ing to DCU support.
A defect occurred in the
urea dosing system which
can impair the cooling of
the urea dosing valve.
memory and perform
ing to DCU support.
1B4 Ti meout for
BC2EDC1
FrmMngTOBC2ED
C1Iv
Mil OFF non 0 Defective CAN controller
of Body Computer, under-
voltage of BC, missing BC,
CAN cable connecting the
BC i s di sconnected or
broken. Short circuit in
wiring.
Check presence and cor-
rect connection of the
BC to the network,
Check correct function-
ing of the BC CAN con-
troller and its voltagesup-
ply. Check wiring.
5
2
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
2B4 Ti meout for
BC2EDC2
FrmMngTOBC2ED
C2Iv
wiring.
BC to the network,
ply. Check wiring.
1A5 M e s s a g e
D M 1 D C U
timeout
FrmMngTODM1DC
UIv
Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
2) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr4
3) yes (OBD) be-
cause of Fid_CoVe-
hPrflm11OBD
0 Defective CAN controller
of DCU, undervoltage of
DCU, missing DCU, CAN
cable connecting the DCU
is disconnected or broken.
Short circuit in wiring.
DCU to the network,
check correct functioning
of the DCU CAN con-
ply. Check wiring.
1A4 Message Nox
S e n s o r
timeout
FrmMngTONOxSe
nsIv
cause of Fid_CoVe-
hPrflm11OBD
of NOx Sensor, under-
voltage of NOx Sensor,
missing NOx Sensor, CAN
cable connecting the NOx
Sensor is disconnected or
wiring.
NOx Sensor to the net-
work, Check correct
functioning of the NOx
Sensor CAN controller
and its voltage supply.
Check wiring.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
5
3
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1A6 Message SCR1
timeout
FrmMngTOSCR1Iv Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr4
3) yes (OBD) be-
cause of Fid_CoVe-
hPrflm11OBD
of Dosing Control Unit ,
undervol tage of DCU,
missing DCU, CAN cable
connecting the DCUis dis-
connected or broken.
DCU to the network,
i ng of the DCU CAN
controller and its voltage
supply. Check wiring.
2A6 Message SCR2
timeout
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr4
DCU to the network,
i ng of the DCU CAN
1B7 Ti meout i n
CAN send
messages
FrmMngTxTO Mil OFF non 0 Disturbed CAN, incorrect
configuration of the CAN,
EDC is disconnected from
the network, EDC CAN
controller defective.
Check CAN communica-
tion, check CAN config-
uration, ensure proper
connection of the EDC
to the network, replace
EDC.
5
4
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
1D1 ECU internal
fault: SPI bus
Fault
HWEMonCom Mil OFF non 0 Electric disturbances, in-
ternal defect of the ECU
leading to a SPI bus com-
munication error.
Replace ECUif failure re-
mains present.
1D2 ECU internal
fault
HWEMonEEPROM Mil OFF non 0
Wrong programmi ng/-
flashing of the EDC, intern-
al defect of the EDC.
Try to flash the EDC cor-
rectly with a proper data-
set, if defect persists: re-
place EDC.
place EDC.
place EDC.
1D3 ECU internal
fault
HWEMonRcyLocke
d
Mil OFF non 0 Electronic disturbances,
various hardware defects
(ECUinternal) or configur-
ation problems.
Anal yze what error
triggered the recovery
(Read out l abel
HWEMon_numRecov-
ery and compare the
value with the according
table). If error occurs re-
peatedl y, reprogram
EDC. If error remains, re-
place EDC.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
5
5
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
2D3 ECU internal
fault
HWEMonRcySup-
pressed
ation problems.
Anal yze what error
(Read out l abel
HWEMon_numRecov-
ery and compare the
place EDC.
3D3 ECU internal
fault
HWEMonRcyVisible Mil OFF non 0 Electronic disturbances,
ation problems.
Anal yze what error
(Read out l abel
HWEMon_numRecov-
ery and compare the
place EDC
1E9 ECU internal
faul t: Suppl y
voltage CJ940
upper limit
HWEMonUMaxSup-
ply
Mil OFF non 0 Excessive voltage supply of
a CJ940 component: High
battery voltage, defective
wiring, internal defect of
the EDC.
Check the battery for
correct voltage supply,
check wiring. If defect re-
mains replace EDC (in-
ternal defect).
1EA ECU internal
faul t: Suppl y
voltage CJ940
lower limit
HWEMonUMinSup-
ply
Mil OFF non 0 Insufficient voltage supply
of a CJ940 component:
Low battery voltage, de-
fective wiring, internal de-
fect of the EDC.
Check the battery for suf-
ficient voltage supply,
ternal defect).
15B I nfo: Hi gh
pressure test
started by ser-
vice tool
HpTst Mil OFF non 0 The High Pressure Test is
requested via a diagnostic
tester.
Wait until the High Pres-
sure Test has terminated.
5
6
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
2AE Info: humidity
sensor poten-
tially wet
IAHSCD Mil OFF non 0
Sensor possibly saturated
with water droplets.
I f f ai l ure 1AE
I AHSCDStrDl y al so
stored in memory: pro-
ceed according that de-
scri pti on. I f f ai l ure
ACTIVE: run engine at
medium speed > 10 min,
if failure does NOT get
INACTIVE: check wiring
harness and repl ace
sensor if necessary. If fail-
ure not active AND ratio
acti ve ti me / occur-
rence < 10 min/occur-
rence: no action needed.
If failure not active AND
ratio active time / occur-
rence > 10 min/occur-
rence: possible short cir-
cuit: check wiring har-
ness or replace sensor, if
necessary.
circuit to ground.
Check wiring. Replace
sensor if necessary.
1AE Humidity sig-
nal ratio failure
IAHSCDStrtDly Mil OFF non 0
circuit to ground.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
5
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
133 Boost Temp.
Signal
IATSCD Mil OFF non 0
sensor.
circuit to ground.
sensor.
1E2 Error state of
I mmobi l i z er
(no fuel re-
lease)
ImmCtl Mil OFF non 0 1) Defective CAN or im-
mobilizer and new control
unit (here no PIN entry is
possi bl e) OR T15 was
toggled more than a calib-
ratable value OR number
of allowed incorrect PIN
entries is exceeded.
2) Defective CAN or im-
mobilizer OR wrong code
AND code is kown by the
EDC AND T15 has not
been toggeled excessively
1) Ensure correct CAN
functioning (timeout er-
rors), unlock fuel release
via a tester request, re-
place immobilizer
2) Enter PIN code via ac-
celerator pedal or instru-
ment cluster, ensure cor-
rect CAN functioning
(timeout errors), replace
immobilzer
171 Bank 1 specific
errors - Short
ci rcui t / not
classifiable
InjVlvBnk1A Mil OFF non 0
Short circuit of high-side to
battery or ground.
Check the wiring or re-
place injector.
Short circuit of low-side to
ground in injector cable.
place injector.
Depending on the pattern,
various reasons can cause
the defect, internal ECU
problem.
Check the wiring and the
injection signals, replace
ECU.
5
8
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
172 Bank 1 specific
warni ngs -
Open load
InjVlvBnk1B Mil OFF non 0 Defect in wiring or inject-
or.
Check the wiring and in-
jector.
173 Bank 2 specific
errors - Short
ci rcui t / not
classifiable
battery or ground.
place injector.
place injector.
problem.
ECU.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
5
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
174 Bank 2 specific
warni ngs -
Open load
or.
jector.
17C Chi p-speci fi c
errors-->stop
engine
InjVlvChipA Mil OFF non 0
Clock error or irruption of
the power supply voltage.
Check the power supply
or replace ECU if prob-
lem reoccurs.
Defective ECU. Reset ECU. If no recov-
ery, replace ECU.
Internal failure of ECU or
TESTMODE takes too
long.
TESTMODE calibration
wrong or replace ECU if
problem reoccurs.
Defective SPI-bus parti-
cipant, timing problem due
to software bug.
Replace ECU if problem
reoccurs (Send in ECU
for investigation).
errors-->stop
engine
InjVlvChipB Mil OFF non 0
lem reoccurs.
ery, replace ECU.
TESTMODE takes too
long.
problem reoccurs.
Defective ECU. Replace ECU if problem
for investigation).
6
0
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
161 Cyl i nder1 -
Short ci rcui t
Low/High
InjVlvCyl1A Mil OFF non 0
Short circuit in wiring with
external source.
place injector.
Defective coil of injector. Check the wiring and re-
place injector.
problems also possible.
ECU.
167 Cyl i nder1 -
Open load
InjVlvCyl1B Mil OFF non 0 Broken wire or disconnec-
tion of wiring or inside in-
jector.
place injector.
162 Cyl i nder2 -
Short ci rcui t
Low/High
external source.
place injector.
place injector.
ECU.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
6
1
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
168 Cyl i nder2 -
Open load
jector.
place injector.
163 Cyl i nder3 -
Short ci rcui t
Low/High
InjVlvCyl3A Mil OFF non
0
external source.
place injector.
place injector.
ECU.
169 Cyl i nder3 -
Open load
jector.
place injector.
6
2
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
164 Cyl i nder4 -
Short ci rcui t
Low/High
external source.
place injector.
place injector.
ECU
16A Cyl i nder4 -
Open load
jector.
place injector.
165 Cyl i nder5 -
Short ci rcui t
Low/High
external source.
place injector.
place injector.
ECU.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
6
3
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
16B Cyl i nder5 -
Open load
jector.
place injector.
166 Cyl i nder6 -
Short ci rcui t
Low/High
external source.
place injector.
place injector.
ECU.
16C Cyl i nder6 -
Open load
jector.
place injector.
16E M i n i m u m
number of in-
jectors to run
the engine was
not reached
InjVlvNumMinInj Mil OFF non 0 See individual injector and
injection-bank errors (In-
jVlvCyl... and InjVlvBnk...)
which have triggerd the
shut-off or error in the
component.
See individual injector
and injection-bank errors
(I nj Vl vCyl . . . and I n-
jVlvBnk...) which have
triggerd the shut-off or
error in the component.
6
4
M
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L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
215 fault path for
i r r ev e r s i bl e
cruise control
shut off for
MFLv_Irvrs Mil OFF non 0 Wrong manipulation of
mul ti functi on l ever,
blocked or electrical de-
fects in switches, defects in
wiring (short circuits).
Check for correct func-
tioning of switches and
buttons of the multi func-
tion lever, check wiring
for short circuits (if signal
is processed via digital in-
put pins of the EDC).
315 fault path for
r e v e r s i b l e
cruise control
shut off for
MFLv_Rvrs Mil OFF non 0 Wrong manipulation of
mul ti functi on l ever,
blocked or electrical de-
fects in switches, defects in
wiring (short circuits).
Check for correct func-
tioning of switches and
buttons of the multi func-
tion lever, check wiring
for short circuits (if signal
is processed via digital in-
put pins of the EDC).
125 Main relay de-
fect (for High
press pump
P340/for en-
gine brake de-
compr . val ve
P342))
MRlyCD Mil OFF non 0
Short circuit of main relay
2 output to external
source, defect in one of the
connected components or
defective main relay 2.
Check the wiring and all
components connected
to main relay 2, if defect
remains main relay inside
ECU could be defective,
replace ECU.
2 output to ground, defect
in one of the connected
components or defective
main relay 2.
replace ECU.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
6
5
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
225 Interrupted af-
terrun
MRlyCDAftRun Mil OFF non 0 The ECUis switched off by
main electrical switch in-
stead of terminal 15, de-
fective main relay, wiring
problem.
Inform driver about cor-
rect vehi cl e shut off,
check wi ri ng, repl ace
main relay.
129 Mai n rel ay 3
(A/C compr./-
fuel filter heat-
er)
MRlyCDMnRly3 Mil OFF non 0
replace ECU.
main relay 3.
replace ECU.
114 Multiple State
Switch
MSSCD Mil OFF non 0
Fi nd devi ce whi ch per-
forms signal range check
and search for electrical
fai l ures i n the remote
switch.
Check wiring, ensure cor-
rect connection of ex-
ternal switch and check
for electrical defects, re-
place device if necessary.
Open wire or disconnec-
ted external switch (resist-
ances) device or short cir-
cuit of wiring to ground.
Check wiring, ensure cor-
rect connection of ex-
ternal switch and check
for electrical defects, re-
place device if necessary.
Fi nd devi ce whi ch per-
forms monitoring of re-
mote switch and check
connection and proper
functioning of the remote
switch.
Ensure correct connec-
ti on of the external
switch device and check
its proper functioning, re-
place if necessary.
6
6
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
159 Metering unit
PWM-power-
stage
MeUnCDNoLoad Mil OFF non 0
place relay.
Defective wiring, ECU,
powerstage or metering
unit.
Check wi ri ng, ECU,
power stage and meter-
ing unit.
259 Short circuit to
battery of
metering unit
output
MeUnCDSCBat Mil OFF non 0 Short circuit of wiring to
relay.
place relay.
359 Short circuit to
ground of
metering unit
output
MeUnCDSCGnd Mil OFF non 0 Short circuit of wiring to
place relay.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
6
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
128 Mai n rel ay
S C B a t t
(Lambda H./-
Gri d H. /Bat-
t.switch)
MnRly1_SCB Mil OFF non 0 Short circuit of main relay
replace ECU.
228 Mai n rel ay
S C G N D
(Lambda H./-
Gri d H. /Bat-
t.switch)
MnRly1_SCG Mil OFF non 0 Short circuit of main relay
main relay 1.
replace ECU.
1D4 ECU internal
fault
Montr Mil OFF non 0 Def ecti ve moni tori ng
module or CPU (e.g. im-
paired functioning of the
CPU clock) of the EDC.
Disturbed SPI-Bus.
If error exists only tem-
porary (i.e. injection re-
occurs) error can be ig-
nored and error deleted
in the fault memory. In
case of a permanent er-
ror the injection remains
blocked and the ECU has
to be replaced.
19F Multi signal de-
fects i n
EGSys_NOxE
stIv
NOxEstIv Mil OFF non 0 Application dependent:
Implausible sensor signals
or defective sensors etc.
Determine what defect
has set the Fid and re-
solve the problem caus-
ing this original defect.
6
8
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
29D I nfo torque
limitation: en-
gine brake shut
off active
NTCTrqLim Mil OFF non 0 Active power redcution
due to engine break shut
off event.
powerreducti on oc-
root error.
1B1 Busoff in CAN
A
NetMngCANAOff Mil OFF non 0 Wrong configuration of
CAN timing (Prescaler,
synchroni zati on j ump
width, sampling, propaga-
tion and phase segments),
bad termination resistors,
defective network connec-
tion and contacts or de-
fective CAN controller
with erroneous messages.
Check timing configura-
tion with hardware com-
patibility, check termina-
tion resistors and net-
work connecti on and
contacts. Short circuits to
external source, ground
or CAN High to Low.
Monitor CAN commu-
nication for erroneous
behavi our of a parti-
cipant.
1B2 Busoff in CAN
B
NetMngCANBOff Mil OFF non 0 Wrong configuration of
or CAN High to Low.
Monitor CAN commu-
cipant.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
6
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1B3 Busoff in CAN
C
NetMngCANCOff Mil OFF non 0 Wrong configuration of
or CAN High to Low.
Monitor CAN commu-
cipant.
138 Oi l Pressure
Sensor
OPSCD Mil OFF non 0
sensor.
circuit to ground.
sensor.
Sensor defective, wiring
interrupted
Check wiring and sensor
Inaccurate oil pressure
sensor or defect (e. g.
blocked piping) in the oil
system.
Check oi l pressure
sensor for accuracy and
check oil system.
238 Oi l Pressure
too low
OPSCD1 Mil OFF non 0 Inaccurate oil pressure
sensor or defect (e.g. too
lowoil level, leakage) in the
oil system.
Check oi l pressure
check oil system.
7
0
M
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F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
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S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
13A Oi l Temp.
Sensor
OTSCD Mil OFF non 0
sensor.
circuit to ground.
sensor.
Inaccurate oil or coolant
temperature sensors or in-
sufficient oil or coolant re-
circulation (low coolant
level etc.)
Check oil and coolant
temperature sensor for
accuracy and check oil
and coolant system for
proper functioning.
23A Oil Temperat-
ureabovenor-
mal
OTSCD1 Mil OFF non 0 Inaccurate oil temperature
blockage, insufficient recir-
culation) in the oil system
Check oil temperature
check oil system.
1E3 E n e r g i s i n g
time exceeds
limit of over-
run monitor.
OvRMon Mil OFF non 0 Electronic disturbances,
requested torque increase
via tester, wrong applica-
tion of injection relevant
parameters, defecti ve
ECU.
Check injection relevant
application, if failure per-
sists replace ECU.
1E4 Plausibility er-
ror in engine
speed check
OvRMonSigA Mil OFF non 0 Electronic disturbances, in-
ternal ECU problem.
If failure persists after
reinitialization replace
ECU.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
7
1
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1FB error path of
oxidation cata-
l yst not
present
O x i C C D O x-
iNotPres
Mil OFF non 0 Oxidation catayst not in-
stalled or damaged (major
crack or blockage etc.), de-
fect in exhaust gas pipes,
temperature sensors not
accurate or mounted in-
correctly.
Check oxicat for pres-
ence and damage, check
exhaust gas piping for
damages, ensure accur-
acy of exhaust gas tem-
perature sensor up- and
downstream of oxicat.
1FC defect rati o
b e t w e e n
threshol d l i m-
its
OxiCCDSensIntChg Mil OFF non 0 Temperature sensors of
oxicat interchanged, oxicat
severely damaged, wrong
layout of exhaust gas pipes,
accurate.
Check temperature
sensors for accuracy and
correct installation, check
oxicat for damage, check
correct layout.
3FA Regeneration
demand num-
ber 2
P F l t L c k-
HDNumRgn2
Mil OFF non 0 Specific regeneration re-
quest of 2 locked.
Filter could be clogged or
estimation of saturation
degree could be wrong
due to sensor errors which
could trigger too many
long regenerations. De-
fective differential pressure
sensor (zero offset, block-
age etc.).
Check filter and state
vari abl e of saturati on
model, look for sensor
errors. Check differential
pressure for correct func-
tioning and accuracy.
7
2
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
4FA Regeneration
demand num-
ber 3
P F l t L c k-
HDNumRgn3
quest of 3 locked.
age etc.).
137 Rail pressure
relief valve
PRVMon Mil OFF
non
cause of
Fid_CoEng_trqLimE
rr_MAX (onl y f or
MAX failure)
cause of
Fid_CoEng_trqLimE
rr3_MAX (only for
MAX failure)
0
Defective rail pressure
sensor or in Metering Unit
control or pressure relief
valve opening at at low
pressure.
Check rai l pressure
sensor for plausible val-
ues, check presence of
other rail pressure con-
trol faults, check PRV
valve.
PRV does not open once
the pressure l i mi t i s
reached: Mechanical de-
fect or wrong application
parameter.
Check functioning of the
PRV.
PRV does not open even
after pressure shock: Stuck
PRV or wrong application
parameter.
Check functioning of the
PRV.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
7
3
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
19D I nfo torque
OBD/Induce-
ment torque
limitation act-
ive
PrflmTrqLim Mil OFF non 0 Active power redcution
due to the OBD perform-
ance limiter because of in-
hibited urea injection.
root error.
69E I nfo torque
limitation: fuel
quantity limita-
tion active
QLimTrqLim Mil OFF non 0 Active power redcution
due to limiting fuel quant-
ity.
root error.
136 Rail pressure
sensor CP3
RailCD Mil OFF non 0
external source or defect-
ive pressure sensor, rail
pressure overshoot.
Check wiring and proper
functioning of rail pres-
sure sensor.
ground or defective pres-
sure sensor.
Check wiring and proper
functioning of rail pres-
sure sensor.
7
4
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
236 Rail pressure
sensor offset
monitoring
RailCDOfsTst Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0
Rail pressure sensor inac-
curate.
Ensure correct wiring
and proper functioning of
rail pressure sensor, re-
place sensor.
Rail pressure sensor inac-
curate.
Ensure correct wiring
and proper functioning of
rail pressure sensor, re-
place sensor.
152 Fuel Rail pres-
sure low with
fuel high pres-
sure pump at
maximum flow
RailMeUn1 Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr3
0 High pressure side: Leak-
age in high pressure sec-
tion, injection nozzle stuck
in open position, worn
high pressure pump, worn
injector, leaking pressure
relieve valve
Low pressure side: Pres-
sure before gear pump too
low, gear pump output too
low (fuel filter clogged,
leakage in low pressure
side).
Check for defects ac-
cording to reason of fail-
ure list.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
7
5
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
158 Setpoi nt of
fuel vol ume
flow through
metering unit
is lower than
calculated limit
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr3
0 High pressure system: Rail
pressure sensor inaccur-
ate, high pressure pump
defective.
Low pressure system: Me-
tering unit reflux too low,
fuel system leakage, meter-
ing unit jammed in closed
position.
ure list.
153 Fuel high pres-
sure pump is at
mi ni mum de-
livery and the
Rail pressure is
not reducing
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr3
0 Meteri ng uni t stuck i n
open position, zero-deliv-
ery throttl e cl ogged,
meteri ng uni t wi thout
power due to electricel er-
ror.
high (e.g. by pressure re-
lieve valve), pressure after
zero-delivery throttle too
high.
ure list.
154 Rail pressure
below minim-
um value
RailMeUn3 Mil OFF non 0 High pressure side: Leak-
age in the high pressure
section, injection nozzle
stuck in open position,
worn high pressure pump,
worn injector, leaking pres-
sure relieve valve.
low or gear pump output
too low (clogged fuel filter,
leak on output side).
ure list.
7
6
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
155 Rail pressure
above maxim-
um value
RailMeUn4 Mil OFF non 0 Meteri ng uni t stuck i n
open position, zero-deliv-
ery throttl e cl ogged,
meteri ng uni t wi thout
power due to electricel er-
ror. Low pressure side:
Pressure before gear pump
too high (e.g. by pressure
relieve valve), pressure
after zero-delivery throttle
too high.
ure list.
156 Rail pressure
drop rate dur-
i ng overrun
too high
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr3
0 Leakage in the high pres-
sure secti on, i nj ecti on
nozzle stuck in open posi-
tion, worn high pressure
pump, worn injector, leak-
ing pressure relieve valve,
injector reflux too high.
ure list.
157 Setpoi nt of
metering unit
i n overrun
mode not
plausible
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr3
0 Hi gh pressure system:
Leakage in the high pres-
sure secti on, i nj ecti on
nozzle stuck in open posi-
tion, worn or defective
high pressure pump, worn
injector, leaking pressure
relieve valve. Lowpressure
system: Zero delivery is
not active in metering unit
(excessve l eakage i n
metering unit).
ure list.
21D SCR Catalyst
Thermal Age-
i ng Li mi t ex-
ceeded
SCRCatAgeingIv Mil OFF non 0 Excessive ageing of SCR--
Catatlyst.
Replace catalyst and re-
set EEPROM val ue of
catalyst ageing time via
tester.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
7
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
31D DCU State
Mo n i t o r i n g
(not injecting)
SCRCatDCUStateIv Mil OFF non 1) yes (OBD) be-
cause of Fid_CoVe-
hPrflm12OBD
0 Defect or abnormal beha-
viour of urea dosing sys-
tem.
Read out failure memory
of the DCU and perform
troubleshooting, check
behaviour of urea dosing
system closely.
71D NOx sensor
pl a u s i b i l i t y
check
SCRCatLambdaMon
Iv
cause of Fid_CoVe-
hPrflm12OBD
0 NOx sensor is outside the
muffler (exhaust system).
Check if NOx sensor is
mounted correctly.
2A2 NOx Sensor
drift test
SCRCatNOxDrIv Mil OFF non 0 NOx sensor inaccurate or
defective, defect in wiring,
urea injection valve or fuel
injector jammed open, ex-
cessive urea deposits in ex-
haust system, strange be-
haviour of SCR catalyst.
Check NOx sensor for
correct functioning (dis-
mount sensor -> NOx
value should be 0 ppm
during driving), check
wiring of sensor, check
fuel injectors, check urea
dosing system for correct
dosing amount (perform
UDST and Dosing Valve
Check, check DCU error
memory for leakage fail-
ures), check SCR catalyst
for correct functioning,
check exhaust system for
excessive urea deposits.
7
8
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
21E Catalyst effi-
ci ency l ower
than first Nox
p r e d i c t i o n
threshold level
SCRCatNOxLvl1Iv Mil OFF non 0 Measured catalyst effi-
ciency lower than the es-
ti mated (NH3 sl i p
present), inaccurate NOx
measurement (value too
high) downstream of cata-
lyst, incorrect NOx estim-
ation (value too low) up-
stream of catalyst, estim-
ated catalyst efficiency too
high (due to inaccuracies in
the exhaust mass flowcal-
culation, the estimated
NH3 storage, temperature
measurements up- and
downstream of the cata-
lyst) or catalyst degrada-
tion, excessive urea depos-
its in exhaust system, re-
agent with too low UREA
concentration (<<32%).
Check Reagent, if correct
concentrati on check
urea dosing system for
correct dosing amount
(perform UDST and
Dosi ng Val ve Check,
check DCU error
ures), check accuracy of
NOx-sensor andNOx--
model (humidity, boost
pressure and temperat-
ure) for plausible values,
check NOx-conversion
effi ci ency of catal yst,
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
7
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
31E Catalyst effi-
ci ency l ower
than second
Nox predi c-
tion threshold
level
SCRCatNOxLvl2Iv Mil OFF non 1) yes (OBD) be-
cause of Fid_CoVe-
hPrflm12OBD
0 Measured catalyst effi-
(perform UDST and
check DCU error
NOx-sensor andNOx--
3A2 Nox Sensor
plausibility test
SCRCatNOxPlIv Mil OFF non 0 NOx sensor inaccurate or
inaccurate NOx estima-
tion, urea injection valve
jammed open or excessive
urea deposits in exhaust
system, defecti ve SCR
catalyst.
Check urea dosing sys-
tem for correct dosing
amount (perform UDST
and Dosing Valve Check,
check DCU error
ures), check NOx sensor
check wiring of sensor,
check NOx estimation
(humidity, boost pres-
sure and temperature)
for plausible values, check
SCR catalyst for correct
functioning, check ex-
haust system for excess-
ive urea deposits.
8
0
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
11F Pl a u s i b i l i t y
check of cata-
lyst system
SCRCatPlausIv Mil OFF non 1) yes (OBD) be-
cause of Fid_CoVe-
hPrflm12OBD
0
Temperature sensor
downstream of catalyst is
inaccurate or defective,
defect in wiring (also check
connectors).
Check wiring and signal
of temperature sensor.
Ensure complete cool
down of vehicle (>10
hours) without sun ex-
posure and and measure
all 3 sensors signals. If
temperature differences
are above 20C replace
defective sensor.
Temperature sensor up-
stream of catalyst is inac-
curate or defective, defect
in wiring (also check con-
nectors).
defective sensor.
Ambi ent temperature
sensor or both upstream
and downstream catalyst
temperature sensors are
inaccurate, defect in wiring
(also check connectors).
If the ambient temperat-
ure sensor is inaccurate it
i s l i kel y that the urea
pump modul e (DTC
$E4) and urea tank tem-
perature (DTC $E5) are
also reported implausible
by the DCU. Check wir-
ing and signal of temper-
ature sensors. Ensure
complete cool down of
vehi cl e (>10 hours)
without sun exposure
and and measure all 3
sensors signals. If temper-
ature di fferences are
above 20C replace the
sensors which seem im-
plausible.
or downstream of the
catalyst or both are inac-
curate, defect in wiring
(also check connectors),
oil leakage into exhaust
system.
Check both sensor sig-
nals and their wiring, look
for static implausibility,
check for oil leakages, re-
pl ace one or both
sensors.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
8
1
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
41D Poor reduct-
ant agent (DEF
/ AdBlue) qual-
ity
SCRCatRdcAgQl Mil OFF non 0 Maybe a wrong fluid (e.g.
Water) is in the Urea tank.
Replace the fluid in the
Urea tank.
4AA urea qual i ty
and urea warn-
ing level 1
SCRCatWarnLvl1 Mil OFF non 1) yes (OBD) be-
cause of Fid_CoVe-
hPrflm21OBD
0 Thisisnot astandalonefail-
ure, this failure is triggered
by another fai l ure vi a
Fid_SCRCatWarnLvl1_m
p.
Check and repair leading
failure.
7AD urea qual i ty
and urea warn-
ing level 10
SCRCatWarnLvl10 Mil OFF non 0 Thisisnot astandalonefail-
Fid_SCRCatWarnLvl10_
mp.
failure.
8
2
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
5AA urea qual i ty
and urea warn-
ing level 2
cause of Fid_CoVe-
hPrflm31OBD
p.
failure.
6AA urea qual i ty
and urea warn-
ing level 3
p.
failure.
7AA urea qual i ty
and urea warn-
ing level 4
cause of Fid_CoVe-
hPrflm22OBD
p.
failure.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
8
3
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
2AD urea qual i ty
and urea warn-
ing level 5
cause of Fid_CoVe-
hPrflm32OBD
p.
failure.
3AD urea qual i ty
and urea warn-
ing level 6
p.
failure.
4AD urea qual i ty
and urea warn-
ing level 7
cause of Fid_CoVe-
hPrflm22OBD
p.
failure.
5AD urea qual i ty
and urea warn-
ing level 8
cause of Fid_CoVe-
hPrflm32OBD
p.
failure.
8
4
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
6AD urea qual i ty
and urea warn-
ing level 9
cause of Fid_CoVe-
hPrflm31OBD
p.
failure.
59D I nfo torque
limitation: SCR
injector over-
heat protec-
tion active
SCRPrtTrqLim Mil OFF non 0 Active power redcution
due to excessive temper-
atures in the SCR catalyst.
root error.
1D5 ECU internal
fault: Redund-
ant shutoff
paths test
failed
SOPTst Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0
Watch dog switch off path
defect.
If failure reoccurs after
ECU initialisation: replace
ECU.
Electronic disturbances, in-
ternal ECU problem.
If failure remains after
ECU.
ternal ECU problem.
ECU.
1E6 ECU sensor
suppl y: 5V
supply voltage
1
SSpMon1 Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0
Excessive battery voltage,
defect in wiring harness,
electrical failure in connec-
ted sensors or in the EDC.
Check battery voltage,
check wiring for correct
vol tage suppl y of the
sensor and the EDC.
If no anomaly is found in
wi ri ng or connected
sensors replace EDC.
Insufficient battery voltage,
electrical failure connected
sensors or in the EDC.
sensor and the EDC.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
8
5
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1E5 ECU sensor
suppl y: 12V
supply voltage
SSpMon12V Mil OFF non 0
electrical failure of the
EDC.
sensor and the EDC.
EDC.
sensor and the EDC.
1E7 ECU sensor
suppl y: 5V
supply voltage
2
cause of
Fid_CoEng_trqLimE
rr
0 Excessive battery voltage,
sensor and the EDC.
sensor and the EDC.
8
6
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
1E8 ECU sensor
suppl y: 5V
supply voltage
3
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr2
0
sensor and the EDC.
sensor and the EDC.
19E I nfo torque
smoke limita-
tion active
SmkTrqLim Mil OFF non 0 Active power redcution
due to smoke limitation.
root error.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
8
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1E1 Starter crank
relay electrical
f ai l ure (Hi gh
Si de power
stage)
StrtCDHS Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0 Short circuit of wiring to
place relay.
2E1 Starter crank
relay electrical
f ai l ure (Low
Si de power
stage)
StrtCDLS Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
relay.
relay.
123 Power stage
for system
lamp
SysLamp Mil OFF non 0
external source.
Check of wiring.
ground or inside system
lamp
diagnostic lamp.
wiring or defective dia-
gnostic lamp.
place diagnostic lamp.
load OR defective wiring,
diagnostic lamp or ECU.
Check load and output,
check wiring, replace dia-
gnostic lamp or ECU.
8
8
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
119 No key
Switched input
(terminal 15)
signals detec-
ted
T15CD Mil OFF non 0 Due to a short circuit in
the i gni ti on swi tch the
EDC is switched on, al-
though T15 has not been
activated.
Check wiring for correct
installation and for short
circuits.
11A Terminal50al-
ways pressed
T50CD Mil OFF non 0 Permanent T50 high signal
at digital input due to wir-
ing problem or short cir-
cuit.
Check wiring and look for
electrical defects.
1D6 ECU internal
fault: deviation
between TPU
and system
time
TPUMon Mil OFF non 0 Electronic disturbances,
wrong TPU timebase.
If failure persists: Replace
ECU.
111 Fault path 1 for
vehicle Speed
sensing
VSSCD1 Mil OFF non 0
Wrong application of con-
version factors for speed
calculation, defective SPS,
real overspeed.
Check for correct applic-
ation values, check SPS
and replace it if necessary.
hardware related record-
ing error (TPU) of the VSS
or SPS
Check and repl ace
vehicle speed sensor
Vehicle speed sensor miss-
i ng or di sconnected.
Wrong application of con-
version factors for speed
calculation, defective SPS.
Check for correct applic-
ation values, check SPS
and replace it if necessary.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
8
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
vehicle Speed
signal from ta-
chometer
VSSCD3 Mil OFF non 0
Defect in the tachometer
speed signal acquisition or
wrong configuration of the
device.
Check tachometer for
broken components and
correct functioning, clean
components or replace
tachometer if necessary.
device.
device.
1D7 Dataset vari-
ant coding
VarMngCodDs Mil OFF non 0
See general remarks. See general remarks.
1D8 ECU internal
fault: Supervi-
si on of SPI--
handler Flag
WdCom Mil OFF non 0 Disturbed SPI-Bus. I f ECU functi ons cor-
rectly after recovery only
temporary SPI error oc-
curred and fault memory
can be deleted and error
ignored. If permanent SPI
error is present and the
ECUdoes not leave boot
block --> Replace ECU.
D
I
A
G
N
O
S
I
S
F
O
R
S
Y
M
P
T
O
M
S
(
F
2
C
)
9
0
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Signalled
Anomaly
Possible Cause
Possible Related
Anomalies
Recommended
Tests or Measures
Remarks
The engi ne wi l l stop or
wont start.
Fuel pre-filter clogged
After the new vehicle has
been delivered, the engine
will stop after a short opera-
tion time. The tank holds a
lot of fuel; all the rest is O.K.
Reversed tank suction / return pipes. The engine is fed by the return pipe,
the suction of which in the tank is
lower.When the pipe sucks no
more, the engine will stop.
Reduced power / difficult
engine maneuverability.
Injection system / the engine operates
with one cylinder failing:
- injector seizure.
Overheating Engine test: cylinder efficiency test.
Fuel consumption increase. Air filter clogging with no signal from
the warning light on the instrument
board.
Smoke Check the cabling, connections
and component.
The engine does not reach
the other speedsunder load
conditions.
The boosting pressure sensor provides
too high values, which, in any case, fall
within the range
Smoke
The driver feels that the en-
gine is not working correctly
like it did before.
Impaired hydraulic performance of an
injector.
Engine test: check up
The engi ne wi l l stop or
wont start again.
Presence of air in the fuel supply circuit. It might even not switch off; it might
have operation oscillations, or start,
yet with difficulty and after making
manyattempts.
Bleed air.
T
h
e
f
a
u
l
t
c
o
d
e
s
d
e
p
e
n
d
o
n
t
h
e
a
p
p
l
i
c
a
t
i
o
n
,
t
h
e
r
e
f
o
r
e
s
o
m
e
m
a
y
n
e
v
e
r
N
O
T
E
b
e
d
i
s
p
l
a
y
e
d
d
u
r
i
n
g
d
i
a
g
n
o
s
i
s
.
N
O
T
E
F
A
U
L
T
C
O
D
E
S
(
F
3
B
)
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
9
1
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1D9 ECU internal
fault: Analog to
Digital conver-
sion failure
ADCMon Mil OFF non
0
Buffer overrun No intervention neces-
sary
Pedal 1
APP1 Mil OFF non 0
accelerator pedal.
accelerator pedal.
Idle switch defect or wir-
ing of idle switch broken
or accelerator pedal de-
fect
Check wi ri ng of i dl e
switch pin_idlswt or re-
place accelerator pedal
1EB Atmospheri c
P r e s s u r e
Sensor
APSCD Mil OFF non 0
Ambi ent pressure
fect.
Ambi ent pressure
fect.
Ambi ent pressure
fect.
Pedal and
brake not
plausible
A c-
cPedPlausBrk
Mil OFF non 0 Accelerator pedal and
brake pedal are activated
together (could also be
caused by driver press-
ing both pedals at same
time). Accelerator pedal
locked or defect.
If driver caused the prob-
lem, no intervention ne-
cessary, else check signal
of accelerator pedal and
mechanical movement of
accelerator pedal.
9
2
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
2F9 Too long time
spent in trans-
i ti on mode
RgnNrm
AirCtlRmpTOIv Mil OFF non 0 Defect in the EGR actuat-
ors (EGR- and throttle
valve).
Check for errors of the
EGR actuators (correct
installation, wiring, elec-
tri cal connectors,
jammed actuator)
12D Gridheateral-
ways switched
on
AirHtStickOnIv Mil OFF non 0 Short circuit to ground of
grid heater.
Check grid heater switch
and replace it.
12B Power stage
air heater 1 ac-
tuator
ArHt1 Mil OFF non 0
relay.
place relay.
place relay.
place relay.
151 Cyl.1 specific
errors
BIPCyl1 Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0 Hydraulic instabilities in
fuel system, bad transition
resistances in contacts,
cable harness or defective
injection valve (bad re-
sponse times, fouling caus-
ing valve to jam, short cir-
cuit of some coils --> not
detected by power stage).
Check fuel system, check
resistances in contacts
and cable harness, re-
place injector valve.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
9
3
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
152 Cyl.2 specific
errors
cause of
Fid_CoEng_trqLimE
rr
153 Cyl.3 specific
errors
cause of
Fid_CoEng_trqLimE
rr
154 Cyl.4 specific
errors
cause of
Fid_CoEng_trqLimE
rr
9
4
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
155 Cyl.5 specific
errors
cause of
Fid_CoEng_trqLimE
rr
156 Cyl.6 specific
errors
cause of
Fid_CoEng_trqLimE
rr
detected by power stage)
134 Boost pressure
sensor
BPSCD Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr3
0
circuit to external source
sensor.
circuit to ground.
sensor.
Difference of ambient and
boost pressure is out of
range.
Check ambi ent and
boost pressure sensor for
accuracy.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
9
5
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
126 Battery voltage
fault
BattCD Mil OFF non 0
Alternator voltage gov-
ernor defect
Replace alternator gov-
ernor device or alternat-
or
Battery defect, alternator
defect, wiring problems
(too high resistance) or
ECU defect. Occurence
possible during cold start.
Replace battery or altern-
ator. Check ECU and wir-
ing.
117 Brake signal BrkCD Mil OFF non 0 Error during actuated ped-
al: Switches not synchron-
ous or one switch is de-
fective/disconnected. Er-
ror during inactive pedal:
One switch is stuck or
shortage to external
source is present.
Adjust switches sychron-
ously, check signal raw
values (Amb. cond.) and
wiring.
39E I nfo torque
turbo charger
protection act-
ive
BstPrtTrqLim Mil OFF non 0 Active power redcution
due to turbo charger pro-
tection.
due to this failure alone.
If power reduction oc-
ure memory.
Follow troubleshooting
of this root error.
9
6
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
131 Cool ant tem-
p e r a t u r e
sensor
CTSCD Mil OFF non 0
sensor.
circuit to ground.
sensor.
Coolant temperature and
oil temperature values are
not plausible, system can-
not discriminate which of
both sensor is wrong
Checkcoolant temperat-
ure sensor and oil tem-
perature sensor
232 Cool ant tem-
p e r a t u r e
sensor abso-
lute test
ClgAbsTst Mil OFF non 0 Extreme ambient condi-
ment of sensor
132 Cool ant tem-
p e r a t u r e
sensor dynam-
ic test
Clg_DynTst Mil OFF non 0 Extreme ambient condi-
ment of sensor. CHeck
thermostat.
24F Info: Induce-
ment Engi ne
shut off active
CoVehEmerStrt Mil OFF non 0 Only an Info-Failure signal-
ing that engine shut down
inducement is active.
Check and repair failures
which are activating in-
ducement procedure
14F I nfo torque
limitation: In-
ducement act-
ive
CoVehPrflmAct Mil OFF non 0 A defect has occurred (in
the EDC or DCU) which
triggered a performance
limitation required by legis-
lation.
Check and repai r the
faiures which triggered
the performance limita-
tion
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
9
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
13C Ambient Tem-
p e r a t u r e
Sensor
EATSCD Mil OFF non 0
sensor.
circuit to ground.
sensor.
142 Running with
c a m s h a f t
sensor only
EngMBackUp Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0 Signal interrupted do to
sensor (evaluated raw
signals).
143 C a m s h a f t
sensor failure
EngMCaS1 Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0
raw signals).
raw signals).
141 Cr a n k s h a f t
sensor failure
EngMCrS1 Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0
nals).
nals).
144 O f f s e t
between cam-
shaft and
cranksh.
EngMOfsCaSCrS Mil OFF non 0 Signal interrupted do to
camshaft or crankshaft
sensor.
stallations and proper
and crankshaft sensors
(evaluate raw signals).
9
8
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
64C I nfo torque
limitation: Ex-
haust overheat
protection act-
ive
EngPrtOvhtPrv Mil OFF non 0 Active power reduction
due to engine overheat
protection.
root error.
54C I nfo torque
Engi ne over-
speed protec-
tion active
EngPrtOvrSpd Mil OFF non 0 Engine overspeed has oc-
curred.
No reactions necessary
only if this fault/informa-
tion status reoccurs fre-
quently. In this case check
dri vi ng condi ti ons of
vehicle, engine speed ac-
quisition and injection
system for quantity set-
point and actual value
during fault recognition,
check also for ECU er-
rors.
49E I nfo torque
limitation: gen-
eri c engi ne
protection act-
ive
EngPrtTrqLim Mil OFF non 0 Active power reduction
protection.
root error.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
9
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
34D Performance
limit active due
to either stage
EngPrtTrqNLim Mil OFF non 0 Active power reduction
protection by speed limita-
tion.
root error.
135 Fuel Temp.
Signal
FTSCD Mil OFF non 0 Sensor defective or short
sensor.
circuit to ground.
sensor.
149 Fuel filter heat-
ing output
FlFCD_Htg Mil OFF non 0
fuel filter heater.
fuel filter heater.
ground or inside fuel filter
heater.
fuel filter heater.
load or defective wiring or
defective fuel filter heater.
place fuel filter heater, if
necessary replace ECU.
11C Water in Fuel FlSys_WtDetIv Mil OFF non 0 Water separation tank of
fuel filter full or water level
sensor of fuel filter defect-
ive.
Switch off ignition and
empty water tank of fuel
filter, check level sensor.
1
0
0
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
1AF D M 1 D C U
SPN1 message
FrmMngDM1SPN1I
v
cause of Fid_CoVe-
hPrflm21OBD
EDC.
Check what SPN and
ing to DCU support.
2AF D M 1 D C U
SPN2 message
FrmMngDM1SPN2I
v
cause of Fid_CoVe-
hPrflm21OBD
EDC.
Check what SPN and
ing to DCU support.
3AF D M 1 D C U
SPN3 message
FrmMngDM1SPN3I
v
Mil OFF non 0 At least one of the DCU
EDC.
Check what SPN and
ing to DCU support.
4AF D M 1 D C U
SPN4 message
FrmMngDM1SPN4I
v
cause of Fid_CoVe-
hPrflm11OBD
EDC.
Check what SPN and
ing to DCU support.
5AF D M 1 D C U
SPN5 message
FrmMngDM1SPN5I
v
cause of Fid_CoVe-
hPrflm12OBD
EDC.
Check what SPN and
ing to DCU support.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
0
1
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1A3 Nox signal of
Nox Sensor
FrmMngNOxSensIv Mil OFF non 1) yes (OBD) be-
cause of Fid_CoVe-
hPrflm11OBD
0 Disconnected cable in the
wiring of the NOx sensor
or defective NOx sensor.
Check wiring of NOx
replace NOx sensor.
Short circuit in the wiring
of the NOx sensor or de-
fective NOx sensor.
Check wiring of NOx
replace NOx sensor.
Strange driving cycle or in-
proper installation of the
sensor, defecti ve NOx
sensor.
Check installation (in-
cluding wiring) and func-
tionality of sensor. If ne-
cessary change NOx sen-
sor.
1A2 Nox signal of
Nox Sensor
FrmMngNOxSensN
OxIv
Mil OFF non 0 CAN communication dis-
turbed, defective or inac-
curate NOx sensor.
Check for proper CAN
communi cati on and
check accuracy and prop-
er functioning of NOx
sensor.
1A8 Error / Protec-
ti on request
on urea valve
via SCR1
FrmMngSCR1ProtIv Mil OFF non 0
Fai l ure due to engi ne
switch off after a high load
peri od, l eadi ng to hi gh
temperatur in exhaust sys-
tem. A defect occurred in
the urea dosing system
which can impair the cool-
i ng of the urea dosi ng
valve.
memory and perform
ing to DCU support.
A defect occurred in the
urea dosing system which
can impair the cooling of
the urea dosing valve.
memory and perform
ing to DCU support.
1
0
2
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
1B4 Ti meout for
BC2EDC1
FrmMngTOBC2ED
C1Iv
wiring.
BC to the network,
ply. Check wiring.
2B4 Ti meout for
BC2EDC2
FrmMngTOBC2ED
C2Iv
wiring.
BC to the network,
ply. Check wiring.
1A5 M e s s a g e
D M 1 D C U
timeout
FrmMngTODM1DC
UIv
Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr4
3) yes (OBD) be-
cause of Fid_CoVe-
hPrflm11OBD
of DCU, undervoltage of
DCU, missing DCU, CAN
cable connecting the DCU
is disconnected or broken.
DCU to the network,
check correct functioning
of the DCU CAN con-
ply. Check wiring.
1A4 Message Nox
S e n s o r
timeout
FrmMngTONOxSe
nsIv
cause of Fid_CoVe-
hPrflm11OBD
of NOx Sensor, under-
voltage of NOx Sensor,
missing NOx Sensor, CAN
cable connecting the NOx
Sensor is disconnected or
wiring.
NOx Sensor to the net-
work, Check correct
functioning of the NOx
Sensor CAN controller
and its voltage supply.
Check wiring.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
0
3
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1A6 Message SCR1
timeout
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr4
3) yes (OBD) be-
cause of Fid_CoVe-
hPrflm11OBD
DCU to the network,
i ng of the DCU CAN
2A6 Message SCR2
timeout
cause of
Fid_CoEng_trqLimE
rr
cause of
Fid_CoEng_trqLimE
rr4
DCU to the network,
i ng of the DCU CAN
1B7 Ti meout i n
CAN send
messages
FrmMngTxTO Mil OFF non 0 Disturbed CAN, incorrect
configuration of the CAN,
EDC is disconnected from
the network, EDC CAN
controller defective.
Check CAN communica-
tion, check CAN config-
uration, ensure proper
connection of the EDC
to the network, replace
EDC.
1D1 ECU internal
fault: SPI bus
Fault
HWEMonCom Mil OFF non 0 Electric disturbances, in-
ternal defect of the ECU
leading to a SPI bus com-
munication error.
Replace ECUif failure re-
mains present.
1
0
4
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
1D2 ECU internal
fault
HWEMonEEPROM Mil OFF non 0
place EDC.
place EDC.
place EDC.
1D3 ECU internal
fault
HWEMonRcyLocke
d
ation problems.
Anal yze what error
(Read out l abel
HWEMon_numRecov-
ery and compare the
place EDC.
2D3 ECU internal
fault
HWEMonRcySup-
pressed
ation problems.
Anal yze what error
(Read out l abel
HWEMon_numRecov-
ery and compare the
place EDC.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
0
5
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
3D3 ECU internal
fault
HWEMonRcyVisible Mil OFF non 0 Electronic disturbances,
ation problems.
Anal yze what error
(Read out l abel
HWEMon_numRecov-
ery and compare the
place EDC
1E9 ECU internal
faul t: Suppl y
voltage CJ940
upper limit
HWEMonUMaxSup-
ply
Mil OFF non 0 Excessive voltage supply of
a CJ940 component: High
battery voltage, defective
wiring, internal defect of
the EDC.
Check the battery for
correct voltage supply,
ternal defect).
1EA ECU internal
faul t: Suppl y
voltage CJ940
lower limit
HWEMonUMinSup-
ply
Mil OFF non 0 Insufficient voltage supply
of a CJ940 component:
Low battery voltage, de-
fective wiring, internal de-
fect of the EDC.
Check the battery for suf-
ficient voltage supply,
ternal defect).
1
0
6
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
2AE Info: humidity
sensor poten-
tially wet
IAHSCD Mil OFF non 0
Sensor possibly saturated
with water droplets.
I f f ai l ure 1AE
I AHSCDStrDl y al so
stored in memory: pro-
ceed according that de-
scri pti on. I f f ai l ure
ACTIVE: run engine at
medium speed > 10 min,
if failure does NOT get
INACTIVE: check wiring
harness and repl ace
sensor if necessary. If fail-
ure not active AND ratio
acti ve ti me / occur-
rence < 10 min/occur-
rence: no action needed.
If failure not active AND
ratio active time / occur-
rence > 10 min/occur-
rence: possible short cir-
cuit: check wiring har-
ness or replace sensor, if
necessary.
circuit to ground.
1AE Humidity sig-
nal ratio failure
IAHSCDStrtDly Mil OFF non 0
circuit to ground.
133 Boost Temp.
Signal
IATSCD Mil OFF non 0
sensor.
circuit to ground.
sensor.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
0
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1E2 Error state of
I mmobi l i z er
(no fuel re-
lease)
ImmCtl Mil OFF non 0 1) Defective CAN or im-
mobilizer and new control
unit (here no PIN entry is
possi bl e) OR T15 was
toggled more than a calib-
ratable value OR number
of allowed incorrect PIN
entries is exceeded.
2) Defective CAN or im-
mobilizer OR wrong code
AND code is kown by the
EDC AND T15 has not
been toggeled excessively
1) Ensure correct CAN
functioning (timeout er-
rors), unlock fuel release
via a tester request, re-
place immobilizer
2) Enter PIN code via ac-
celerator pedal or instru-
ment cluster, ensure cor-
rect CAN functioning
(timeout errors), replace
immobilzer
171 Bank 1 specific
errors - Short
ci rcui t / not
classifiable
battery or ground.
place injector.
place injector.
problem.
ECU.
172 Bank 1 specific
warni ngs -
Open load
or.
jector.
1
0
8
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
173 Bank 2 specific
errors - Short
ci rcui t / not
classifiable
InjVlvBnk2A Mil OFF non 0 Short circuit of high-side to
battery or ground.
place injector.
place injector.
problem.
ECU.
174 Bank 2 specific
warni ngs -
Open load
or.
jector.
errors-->stop
engine
InjVlvChipA Mil OFF non 0
lem reoccurs.
ery, replace ECU.
TESTMODE takes too
long.
problem reoccurs.
Defective SPI-bus parti-
cipant, timing problem due
to software bug.
Replace ECU if problem
for investigation).
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
0
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
errors-->stop
engine
InjVlvChipB Mil OFF non 0
lem reoccurs.
ery, replace ECU.
TESTMODE takes too
long.
problem reoccurs.
Defective ECU. Replace ECU if problem
for investigation).
161 Cyl i nder1 -
Short ci rcui t
Low/High
InjVlvCyl1A Mil OFF non 0 Short circuit in wiring with
external source.
place injector.
place injector.
ECU.
167 Cyl i nder1 -
Open load
jector.
place injector.
162 Cyl i nder2 -
Short ci rcui t
Low/High
external source.
place injector.
place injector.
ECU.
168 Cyl i nder2 -
Open load
jector.
place injector.
1
1
0
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
163 Cyl i nder3 -
Short ci rcui t
Low/High
external source.
place injector.
place injector.
ECU.
169 Cyl i nder3 -
Open load
jector.
place injector.
164 Cyl i nder4 -
Short ci rcui t
Low/High
external source.
place injector.
place injector.
ECU
16A Cyl i nder4 -
Open load
jector.
place injector.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
1
1
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
165 Cyl i nder5 -
Short ci rcui t
Low/High
external source.
place injector.
place injector.
ECU.
16B Cyl i nder5 -
Open load
jector.
place injector.
166 Cyl i nder6 -
Short ci rcui t
Low/High
external source.
place injector.
place injector.
ECU.
16C Cyl i nder6 -
Open load
jector.
place injector.
16E M i n i m u m
number of in-
jectors to run
the engine was
not reached
InjVlvNumMinInj Mil OFF non 0 See individual injector and
injection-bank errors (In-
jVlvCyl... and InjVlvBnk...)
which have triggerd the
shut-off or error in the
component.
See individual injector
and injection-bank errors
(I nj Vl vCyl . . . and I n-
jVlvBnk...) which have
triggerd the shut-off or
error in the component.
1
1
2
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
17F Error on
quanti ty ad-
justment val-
ues
InjVlvQntAdj Mil OFF non 0
NI MA codes not pro-
grammed correctly, wrong
programming/flashing of
the EDC (initialization of
EEPROM), internal defect
of the EDC.
rectl y (i ncl udi ng
EEPROM initialization)
wi th correct NI MA
codes and a proper data-
place EDC.
Invalid NIMA code has
been programmed.
rectly with correct NIMA
codes and a proper data-
set.
125 Main relay de-
fect (for High
press pump
P340/for en-
gine brake de-
compr . val ve
P342))
MRlyCD Mil OFF non 0
replace ECU.
main relay 2.
replace ECU.
225 Interrupted af-
terrun
MRlyCDAftRun Mil OFF non 0 The ECUis switched off by
main electrical switch in-
stead of terminal 15, de-
fective main relay, wiring
problem.
Inform driver about cor-
rect vehi cl e shut off,
check wi ri ng, repl ace
main relay.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
1
3
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
129 Mai n rel ay 3
(A/C compr./-
fuel filter heat-
er)
MRlyCDMnRly3 Mil OFF non 0
replace ECU.
main relay 3.
replace ECU.
128 Mai n rel ay
S C B a t t
(Lambda H./-
Gri d H. /Bat-
t.switch)
MnRly1_SCB Mil OFF non 0 Short circuit of main relay
replace ECU.
228 Mai n rel ay
S C G N D
(Lambda H./-
Gri d H. /Bat-
t.switch)
MnRly1_SCG Mil OFF non 0 Short circuit of main relay
main relay 1.
replace ECU.
1
1
4
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
1D4 ECU internal
fault
Montr Mil OFF non 0 Def ecti ve moni tori ng
module or CPU (e.g. im-
paired functioning of the
CPU clock) of the EDC.
Disturbed SPI-Bus.
If error exists only tem-
porary (i.e. injection re-
occurs) error can be ig-
nored and error deleted
in the fault memory. In
case of a permanent er-
ror the injection remains
blocked and the ECU has
to be replaced.
19F Multi signal de-
fects i n
EGSys_NOxE
stIv
NOxEstIv Mil OFF non 0 Application dependent:
Implausible sensor signals
or defective sensors etc.
Determine what defect
has set the Fid and re-
solve the problem caus-
ing this original defect.
29D I nfo torque
limitation: en-
gine brake shut
off active
NTCTrqLim Mil OFF non 0 Active power redcution
due to engine break shut
off event.
powerreducti on oc-
root error.
1B1 Busoff in CAN
A
NetMngCANAOff Mil OFF non 0 Wrong configuration of
or CAN High to Low.
Monitor CAN commu-
cipant.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
1
5
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1B2 Busoff in CAN
B
NetMngCANBOff Mil OFF non 0 Wrong configuration of
or CAN High to Low.
Monitor CAN commu-
cipant.
1B3 Busoff in CAN
C
NetMngCANCOff Mil OFF non 0 Wrong configuration of
or CAN High to Low.
Monitor CAN commu-
cipant.
138 Oi l Pressure
Sensor
OPSCD Mil OFF non 0
sensor.
circuit to ground.
sensor.
Sensor defective, wiring
interrupted
Check wiring and sensor
Inaccurate oil pressure
blocked piping) in the oil
system.
Check oi l pressure
check oil system.
1
1
6
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
238 Oi l Pressure
too low
OPSCD1 Mil OFF non 0 Inaccurate oil pressure
sensor or defect (e.g. too
low oil level, leakage...) in
the oil system.
Check oi l pressure
check oil system.
13A Oi l Temp.
Sensor
OTSCD Mil OFF non 0
sensor.
circuit to ground.
sensor.
Inaccurate oil or coolant
temperature sensors or in-
sufficient oil or coolant re-
circulation (low coolant
level etc.)
Check oil and coolant
temperature sensor for
accuracy and check oil
and coolant system for
proper functioning.
23A Oil Temperat-
ureabovenor-
mal
OTSCD1 Mil OFF non 0 Inaccurate oil temperature
blockage, insufficient recir-
culation) in the oil system
Check oil temperature
check oil system.
1E3 E n e r g i s i n g
time exceeds
limit of over-
run monitor.
OvRMon Mil OFF non 0 Electronic disturbances,
requested torque increase
via tester, wrong applica-
tion of injection relevant
parameters, defecti ve
ECU.
Check injection relevant
application, if failure per-
sists replace ECU.
1E4 Plausibility er-
ror in engine
speed check
OvRMonSigA Mil OFF non 0 Electronic disturbances, in-
ternal ECU problem.
If failure persists after
reinitialization replace
ECU.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
1
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1FB error path of
oxidation cata-
l yst not
present
O x i C C D O x-
iNotPres
Mil OFF non 0 Oxidation catayst not in-
stalled or damaged (major
crack or blockage etc.), de-
fect in exhaust gas pipes,
accurate or mounted in-
correctly.
Check oxicat for pres-
ence and damage, check
damages, ensure accur-
acy of exhaust gas tem-
perature sensor up- and
downstream of oxicat.
1FC defect rati o
b e t w e e n
threshol d l i m-
its
OxiCCDSensIntChg Mil OFF non 0 Temperature sensors of
oxicat interchanged, oxicat
severely damaged, wrong
layout of exhaust gas pipes,
accurate.
Check temperature
sensors for accuracy and
correct installation, check
oxicat for damage, check
correct layout.
3FA Regeneration
demand num-
ber 2
P F l t L c k-
HDNumRgn2
quest of 2 locked.
age etc.).
1
1
8
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
4FA Regeneration
demand num-
ber 3
P F l t L c k-
HDNumRgn3
quest of 3 locked.
age etc.).
19D I nfo torque
OBD/Induce-
ment torque
limitation act-
ive
PrflmTrqLim Mil OFF non 0 Active power redcution
due to the OBD perform-
ance limiter because of in-
hibited urea injection.
root error.
69E I nfo torque
limitation: fuel
quantity limita-
tion active
QLimTrqLim Mil OFF non 0 Active power redcution
due to limiting fuel quant-
ity.
root error.
21D SCR Catalyst
Thermal Age-
i ng Li mi t ex-
ceeded
SCRCatAgeingIv Mil OFF non 0 Excessive ageing of SCR--
Catatlyst.
Replace catalyst and re-
set EEPROM val ue of
catalyst ageing time via
tester.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
1
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
31D DCU State
Mo n i t o r i n g
(not injecting)
SCRCatDCUStateIv Mil OFF non 1) yes (OBD) be-
cause of Fid_CoVe-
hPrflm12OBD
0 Defect or abnormal beha-
viour of urea dosing sys-
tem.
Read out failure memory
of the DCU and perform
troubleshooting, check
behaviour of urea dosing
system closely.
71D NOx sensor
pl a u s i b i l i t y
check
SCRCatLambdaMon
Iv
cause of Fid_CoVe-
hPrflm12OBD
0 NOx sensor is outside the
muffler (exhaust system).
Check if NOx sensor is
mounted correctly.
2A2 NOx Sensor
drift test
SCRCatNOxDrIv Mil OFF non 0 NOx sensor inaccurate or
urea injection valve or fuel
injector jammed open, ex-
cessive urea deposits in ex-
haust system, strange be-
haviour of SCR catalyst.
Check NOx sensor for
correct functioning (dis-
mount sensor -> NOx
value should be 0 ppm
during driving), check
wiring of sensor, check
fuel injectors, check urea
dosing system for correct
dosing amount (perform
UDST and Dosing Valve
Check, check DCU error
ures), check SCR catalyst
1
2
0
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
21E Catalyst effi-
ci ency l ower
than first Nox
p r e d i c t i o n
threshold level
SCRCatNOxLvl1Iv Mil OFF non 0 Measured catalyst effi-
(perform UDST and
check DCU error
NOx-sensor andNOx--
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
2
1
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
31E Catalyst effi-
ci ency l ower
than second
Nox predi c-
tion threshold
level
SCRCatNOxLvl2Iv Mil OFF non 1) yes (OBD) be-
cause of Fid_CoVe-
hPrflm12OBD
0 Measured catalyst effi-
(perform UDST and
check DCU error
NOx-sensor andNOx--
1
2
2
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
3A2 Nox Sensor
plausibility test
SCRCatNOxPlIv Mil OFF non 0 NOx sensor inaccurate or
inaccurate NOx estima-
tion, urea injection valve
jammed open or excessive
urea deposits in exhaust
system, defecti ve SCR
catalyst.
Check urea dosing sys-
tem for correct dosing
amount (perform UDST
and Dosing Valve Check,
check DCU error
ures), check NOx sensor
check wiring of sensor,
check NOx estimation
(humidity, boost pres-
sure and temperature)
for plausible values, check
SCR catalyst for correct
functioning, check ex-
haust system for excess-
ive urea deposits.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
2
3
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
11F Pl a u s i b i l i t y
check of cata-
lyst system
SCRCatPlausIv Mil OFF non 1) yes (OBD) be-
cause of Fid_CoVe-
hPrflm12OBD
0
Temperature sensor
downstream of catalyst is
inaccurate or defective,
defect in wiring (also check
connectors).
defective sensor.
stream of catalyst is inac-
curate or defective, defect
in wiring (also check con-
nectors).
defective sensor.
Ambi ent temperature
sensor or both upstream
and downstream catalyst
temperature sensors are
inaccurate, defect in wiring
(also check connectors).
If the ambient temperat-
ure sensor is inaccurate it
i s l i kel y that the urea
pump modul e (DTC
$E4) and urea tank tem-
perature (DTC $E5) are
also reported implausible
by the DCU. Check wir-
ing and signal of temper-
ature sensors. Ensure
complete cool down of
vehi cl e (>10 hours)
without sun exposure
and and measure all 3
sensors signals. If temper-
ature di fferences are
above 20C replace the
sensors which seem im-
plausible.
or downstream of the
catalyst or both are inac-
curate, defect in wiring
(also check connectors),
oil leakage into exhaust
system.
Check both sensor sig-
nals and their wiring, look
for static implausibility,
check for oil leakages, re-
pl ace one or both
sensors.
1
2
4
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
41D Poor reduct-
ant agent (DEF
/ AdBlue) qual-
ity
SCRCatRdcAgQl Mil OFF non 0 Maybe a wrong fluid (e.g.
Water) is in the Urea tank.
Replace the fluid in the
Urea tank.
4AA urea qual i ty
and urea warn-
ing level 1
cause of Fid_CoVe-
hPrflm21OBD
p.
failure.
7AD urea qual i ty
and urea warn-
ing level 10
Fid_SCRCatWarnLvl10_
mp.
failure.
5AA urea qual i ty
and urea warn-
ing level 2
cause of Fid_CoVe-
hPrflm31OBD
p.
failure.
6AA urea qual i ty
and urea warn-
ing level 3
p.
failure.
7AA urea qual i ty
and urea warn-
ing level 4
cause of Fid_CoVe-
hPrflm22OBD
p.
failure.
2AD urea qual i ty
and urea warn-
ing level 5
cause of Fid_CoVe-
hPrflm32OBD
p.
failure.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
2
5
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
3AD urea qual i ty
and urea warn-
ing level 6
p.
failure.
4AD urea qual i ty
and urea warn-
ing level 7
cause of Fid_CoVe-
hPrflm22OBD
p.
failure.
5AD urea qual i ty
and urea warn-
ing level 8
cause of Fid_CoVe-
hPrflm32OBD
p.
failure.
6AD urea qual i ty
and urea warn-
ing level 9
cause of Fid_CoVe-
hPrflm31OBD
p.
failure.
59D I nfo torque
limitation: SCR
injector over-
heat protec-
tion active
SCRPrtTrqLim Mil OFF non 0 Active power redcution
due to excessive temper-
atures in the SCR catalyst.
root error.
1
2
6
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
1D5 ECU internal
fault: Redund-
ant shutoff
paths test
failed
SOPTst Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
0
Watch dog switch off path
defect.
If failure reoccurs after
ECU.
ternal ECU problem.
ECU.
ternal ECU problem.
ECU.
1E6 ECU sensor
suppl y: 5V
supply voltage
1
cause of
Fid_CoEng_trqLimE
rr
0
sensor and the EDC.
sensor and the EDC.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
2
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
1E5 ECU sensor
suppl y: 12V
supply voltage
SSpMon12V Mil OFF non 0
EDC.
sensor and the EDC.
EDC.
sensor and the EDC.
1E7 ECU sensor
suppl y: 5V
supply voltage
2
SSpMon2 Mil OFF non 0
sensor and the EDC.
sensor and the EDC.
1
2
8
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
1E8 ECU sensor
suppl y: 5V
supply voltage
3
cause of
Fid_CoEng_trqLimE
rr
0
sensor and the EDC.
sensor and the EDC.
19E I nfo torque
smoke limita-
tion active
SmkTrqLim Mil OFF non 0 Active power redcution
due to smoke limitation.
root error.
1E1 Starter crank
relay electrical
f ai l ure (Hi gh
Si de power
stage)
StrtCDHS Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
place relay.
2E1 Starter crank
relay electrical
f ai l ure (Low
Si de power
stage)
StrtCDLS Mil OFF non 1) yes (technical) be-
cause of
Fid_CoEng_trqLimE
rr
relay.
relay.
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
2
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Long Term
Failure
Reason of failure
Possible failure
correction
123 Power stage
for system
lamp
SysLamp Mil OFF non 0
external source.
Check of wiring.
ground or inside system
lamp
diagnostic lamp.
wiring or defective dia-
gnostic lamp.
place diagnostic lamp.
load OR defective wiring,
diagnostic lamp or ECU.
Check load and output,
check wiring, replace dia-
gnostic lamp or ECU.
119 No key
Switched input
(terminal 15)
signals detec-
ted
T15CD Mil OFF non 0 Due to a short circuit in
the i gni ti on swi tch the
EDC is switched on, al-
though T15 has not been
activated.
Check wiring for correct
installation and for short
circuits.
11A Terminal50al-
ways pressed
T50CD Mil OFF non 0 Permanent T50 high signal
at digital input due to wir-
ing problem or short cir-
cuit.
Check wiring and look for
electrical defects.
1
3
0
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Long Term
Failure
Reason of failure
Possible failure
correction
1D6 ECU internal
fault: deviation
between TPU
and system
time
TPUMon Mil OFF non 0 Electronic disturbances,
wrong TPU timebase.
If failure persists: Replace
ECU.
vehicle Speed
sensing
VSSCD2 Mil OFF non 0 Defecti ve or i ncorrect
functioning speed measur-
ing device, see CAN mes-
sage Cruise control / Ve-
hicle speed (RxCCVS)
Check speed measuring
device for proper func-
tioning and for its CAN
configuration.
1D7 Dataset vari-
ant coding
VarMngCodDs Mil OFF non 0
1D8 ECU internal
fault: Supervi-
si on of SPI--
handler Flag
WdCom Mil OFF non 0 Disturbed SPI-Bus. I f ECU functi ons cor-
rectly after recovery only
temporary SPI error oc-
curred and fault memory
can be deleted and error
ignored. If permanent SPI
error is present and the
ECUdoes not leave boot
block --> Replace ECU.
D
I
A
G
N
O
S
I
S
F
O
R
S
Y
M
P
T
O
M
S
(
F
3
B
)
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
1
3
1
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
Signalled
Anomaly
Possible
Cause
Possible Related
Anomalies
Recommended
Tests or Measures
Remarks
The battery goes flat quickly. Pre-heating resistor powered
continuously.
Local overheating.
The engine will stop or wont start. Fuel pre-filter clogged.
Difficult start when the engine is
either hot or cold.
The 3.5 bar valve on fuel return
is stuck open.
Slight overheating. Either 0.3 bar tank return valve
or return piping clogged.
After the new vehicle has been
delivered, the engine will stop after
a short operation time.The tank
holds a lot of fuel; all the rest is O.K.
Reversed tank suction / return
pipes.
The engine is fed by the
return pipe, the suction of
which in the tank is lower.
When the pipe sucks no
more, the engine will stop.
Reduced power / difficult engine
maneuverability.
Injection system / the engine
operates with one cylinder
failing:
- injector plunger seizure;
- valve rocker arm seizure.
Overheating Engine test: cylinder efficiency test. If the
trouble is not related to electric
components (Blink code 5.x), the rocker
arm holder shaft needs be disassembled.
Check the rocker arm roller and bushing
as well as the respective cam.
Fuel consumption increase. Air filter clogging with no signal
from the warning light on the
instrument board.
Smoke. Check the cabling, connections and
component.
1
3
2
M
A
L
F
U
N
C
T
I
O
N
D
I
A
G
N
O
S
I
S
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
Signalled
Anomaly
Possible
Cause
Possible Related
Anomalies
Recommended
Tests or Measures
Remarks
The engine does not reach the
other speeds under load
conditions.
The boosting pressure sensor
provides too high values, which, in
any case, fall within the range.
Smoke.
The driver feels that the engine is
not working correctly like it did
before.
Impaired hydraulic performance of
an injector.
Engine test: check-up Replace the injector of the
cylinder in which Modus de-
tects lower performance le-
vels (compared with the
others) only after verifying
that the control rocker arm
adjustment is correct.
The driver feels that the engine is
not working correctly like it did
before.
Wrong adjustment of an injector
control rocker arm.
Engine test: check up. Perform correct adjustment,
then repeat the engine test.
The engine operates with five
cylinders; noise (knock).
Plunger seizure. Possible overheating. Engine test: cylinder efficiency. Replace the injector of the
cylinder in which the diag-
nosis instrument detects
lower performance levels
(compared with the others).
Replace the injector of the cylinder
in which the diagnosis instrument
detects lower performance levels
Wrong adjustment of the injector
control rocker arm (excessive
travel) with impact on the plunger
on the nozzle.
Possible mechanic damage to the
areas surrounding the injector.
Engine test: cylinder efficiency. Replace the injector of the
cylinder in which the diag-
nosis instrument detects
lower performance levels
The engine will stop or wont start
again.
Presence of air in the fuel supply
circuit.
It might even not switch off; it
might have operation oscillations,
or start, yet with difficulty and after
making many attempts.
Bleed air.
DENOX SYSTEM 1 TIER 4i C SERIES
Part 4
Denox System
Page
DENOX 2 SYSTEM 3 . . . . . . . . . . . . . . . . . . . . . .
- General Information 3 . . . . . . . . . . . . . . . . . . . .
- Tank 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Ad Blue fluid level gauge control 5 . . . . . . . . . . .
- Pump module 5 . . . . . . . . . . . . . . . . . . . . . . . . .
- Dosing module 5 . . . . . . . . . . . . . . . . . . . . . . . .
- SCR pipes 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Exhaust gas temperature sensor 6 . . . . . . . . . . .
- Humidity detecting sensor 7 . . . . . . . . . . . . . . . .
- Nitric oxide sensor 8 . . . . . . . . . . . . . . . . . . . . .
- Pin out DCU 15 D2-2 9 . . . . . . . . . . . . . . . . . . .
- WABCO water shut-off valve 12 . . . . . . . . . . . . .
MAINTENANCE PLANNING 13 . . . . . . . . . . . . . .
- Filters in Tier4 DEF/Ad Blue circuit with
DeNOx-2 dosing system 13 . . . . . . . . . . . . . . . . .
- UDS Control unit (Urea Dosing System) 15 . . . .
2 DENOX SYSTEM TIER 4i C SERIES
General Information
To limit the nitrogen oxide exhaust gas values (NOx) within the limits required, with lowfuel consumption, the vehicles have been
equipped with a post-treatment system for these substances contained in the exhaust gas, which is essentially an electronically
controlled oxidative catalyst.
Using the Selective Catalytic Reduction (SCR) process, the system transforms the nitrogen oxide (NOx) into inert compounds:
free nitrogen (N
2
) and water vapour (H
2
O).
The SCR process is based on a series of chemical reactions that, due to the reaction of ammonia with the oxygen in the exhaust
gas, lead to the reduction of nitrogen oxides (NOx) contained in the exhaust gas.
The system essentially comprises:
- a tank (4) of reagent solution (water - urea: Ad Blue) with a level indicator;
- a pump module (1);
- a mixing and injection module (7);
- a catalytic converter;
- two temperature sensors (9 and 11) at the exhaust gas inlet and outlet to the catalytic converter;
- a humidity sensor fitted on the engine air intake pipe downstream of the air filter.
The SCR system is electronically managed by the DCU (Dosing Control Unit) incorporated in the pump module (1), which
according tothenumber of enginerevs, thetorquedelivered, theexhaust temperature, theamount of nitrogenoxides andhumidity
in the incoming air, adjusts the flow rate of the Ad Blue solution to be put into the system.
The pump module (1) picks up the reagent solution fromthe tank (4) and sends it under pressure to the mixing and injection mod-
ule (7) to be injected into the exhaust pipe upstream of the catalytic converter.
The first phase of the process takes part in the first part of the catalytic converter: due to the effect of the exhaust gas temperature,
the reagent solution evaporates instantly and, by hydrolysis, converts into ammonia (2NH
3
) and carbon dioxide (CO
2
).
Evaporationof the solutioncauses lowering of theexhaust gas temperature, bringing it closer totheoptimumtemperaturerequired
by the process.
The exhaust fumes, additioned with ammonia and at the reaction temperature, are introduced into the catalytic converter, where
the second phase of the process takes place: by reacting with the oxygen in the exhaust gasses the ammonia is converted into free
nitrogen (N
2
) and water vapour (H
2
O).
DeNO
x
2 SYSTEM
Figure 1
148514
1. Pump module - 2. Tank level sensor - 3. tank temperature sensor - 4. Ad Blue tank - 5. Prefilter - 6. return flow valve -
7. Dosing module - 8. MV2 - 9. Exhaust gas temperature sensor - 10. Catalyst - 11. Exhaust gas temperature sensor -
12. NOx detection sensor - 13. Ad Blue pressure sensor - 14. Filter - 15. Diaphgram pump - 16. Reverting valve -
17. Ad Blue temperature sensor
116181
1. Ad Blue fluid intake pipe - 2. Ad Blue fluid return pipe -
3. Inlet pipe for hot engine coolant fluid - 4. NTC sensor -
5. Outlet pipe for hot engine coolant fluid - 6. Float -
7. AdBlue liquid heating coil (only versions equipped with
08277 optional) - 8. AdBlue breather
1. DCU control unit connector - 2. Pressure compensattion
3. Ad Blue solution infeed - 4. Prefilter -
5. Ad Blue solution outlet -
6. Ad Blue return pipe from dosing module -
7. Ad Blue l tank return - 8. Filter
The SCR system is electronically managed by the DCU
(Dosing Control Unit) incorporated in the pump module,
which according to the number of engine revs, the torque
delivered, the exhaust temperature, the amount of nitrogen
oxides and humidity in the incoming air, adjusts the flow rate
of the Ad Blue solution to be put into the system.
148510
169835
Figure 2
Figure 3
Figure 4
Figure 5
The tank with the level indicator command (1) contains the
reducing substance necessary for the SCRprocess, comprising
a solution of 35% urea and water, known as Ad Blue.
Ad Blue fluid level gauge control
Pump module
Dosing module
108129
1. Ad Blue infeed - 2. Electrical connection -
3. Ad Blue outlet
Has the job of dosing the Ad Blue solution to be sent into the
exhaust pipe upstream of the catalytic converter.
SCR pipes
Tank
The SCR pipe harnesses complete with the VOSS
are only available for production. In case of repair
operations, for the replacement of each component
(cooling water pipes, AdBlue pipes, fittings,
corrugated pipes, sectioning plates etc.) refer to the
supplied spare Accessories.
NOTE
102303
Figure 6
Figure 7
FUNCTIONAL WIRING DIAGRAM
1. Supply voltage - 2. Variable output voltage - 3. Connector - 4. Signal cable (grey) - 5. Earth cable (white) - 6. Sensor.
The function of this sensor is to send the control unit the catalyst inlet and outlet exhaust gas temperature values required to
calculate the amount of urea to be injected into the system.
102304
Exhaust gas temperature sensor
102311
Figure 8
Figure 9
ELECTRIC BLOCK DIAGRAM
1. Earth - 2. Temperature - 3. Power supply unit - 4. Humidity percent value - A. Sample frequency generator -
B. Reference oscillator - C. NTC temperature sensor - D. Amplifier lowpass filter
102312
1. Temperature - 2. Earth - 3. Humidity percent value - 4. Power supply.
This sensor is located onthe air filter output conveyor, andis used toinformthe control unit of the amount (percentage) of humidity
found in sucked air, to determine the calculation of nitric oxide emissions.
Humidity detecting sensor
Figure 10
1. Positive - 2. Mass - 3. CAN L line - 4. CAN H line - 5. Spare
This sensor has the function to communicate the dosing of AdBlue liquid (Urea) and the catalyst conditions to the control unit.
102302
Nitric oxide sensor
Figure 11
113576
Pin out DCU 15 D2-2
UDS
DCU15
Pin No Abbrev Name
1 V_V_BAT+R Battery + via main relay (output)
2 V_V_BAT+R Battery + via main relay (output)
3 V_V_BAT+ Battery plus
4 V_V_BAT+ Battery plus
5 B_D_CANH1 Controller Area Network 1 (high)
6 B_D_CANL1 Controller Area Network 1 (low)
7 B_D_CANH2 Controller Area Network 2 (high)
8 B_D_CANL1 Controller Area Network 2 (low)
9 dnc do not connect
10 O_S_CLH Compensation line heating
11 O_S_RAMV Reduction agent metering valve
12 O_V_RAMV Reduction agent metering valve supply (BAT+ )
14 G_G_BAT- Battery minus
15 G_G_BAT- Battery minus
17 G_R_CATTSPRE Catalyst temperature sensor ground (upstream)
18 I_A_RALS Reduction agent level sensor signal
19 G_R_RALS Reduction agent level sensor ground/Reduction agent tank temperature sensor ground
Pin No Abbrev Name
21 O_S_SVS Service soon available
22 O_S_HH1 Hose heating 1 (Suction line heating)
23 O_S_RATH Reduction agent tank heating
24 I_S_T15 Terminal 15 (switched BAT+)
25 G_R_CATTSPOST Post-catalyst temperature sensor ground (downstream)
26 I_A_CATTSPOST Post-catalyst temperature sensor signal (downstream)
28 I_A_CATTSPRE Catalyst temperature sensor signal (upstream)
29 I_A_TRATS Reduction agent tank temperature sensor signal
30 V_V_5VRALS Reduction agent level sensor supply
31 B_D_ISOK ISO-K interface
32 O_S_HH3 Hose heating 3 (Pressure line heating)
34 O_S_HH4 Hose heating 4 (Back flow to supply module line heating)
35 O_S_HH2 Hose heating 2 (Back flow to tank line heating)
Figure 12
148515
170129
170130
Figure 13
Figure 14
1. Water inlet - 2. Connector - 3. Water outlet.
WABCO water shut-off valve The N/Cvalve enables the tank and Ad Blue pipe to be heated
with the engine coolant.
The NTC temperature sensor controls the diverter valve
which, depending on the temperature, opens or closes the
flow of hot engine coolant in the heater coil.
1. Coolant from crankcase / air compressor - 2. ECU DCU signal - 3. WABCO shut-off valve -
4. Return to water pump inlet - 5. AdBlue tank - 6. Supply module - 7. Dosing module.
Heating is switched off when all temperatures exceed the following thresholds:
- DEF tank temperature: +16C;
- Supply module temperature: +10C;
- Ambient temperature: -4C
Thresholds for entering normal heating mode:
- DEF tank temperature: +15 C;
- Supply module temperature: +8 C;
- Ambient temperature: -5 C.
MAINTENANCE PLANNING
NOTE The maintenance operations are valid only if the setter fully complies with all the installation prescriptions provided by
FPT.
Filters in Tier4 DEF/Ad Blue circuit with DeNOx-2 dosing system
DEF/Ad Blue system test with Pt-Box Every 150000 km
FILTER TYPE FILTER LOCATION MAINTENANCE
Tank mesh Coarse DEF/Ad Blue tank Cleaning if needed
Filter in DEF/Ad Blue supply line (Voss) 100 m Tank to supply module Cleaning at every oil change
interval
Supply module prefilter Coarse Supply module No maintenance to be
performed
Supply module filter (Bosch) 10 m Supply module Before 1800 working hours
or before 2 years
Dosing module prefilters
100 m Dosing module inlet No maintenance to be
performed
100 m Dosing module outlet No maintenance to be
performed
U
D
S
C
o
n
t
r
o
l
u
n
i
t
(
U
r
e
a
D
o
s
i
n
g
S
y
s
t
e
m
)
D
E
N
O
X
S
Y
S
T
E
M
1
5
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
0015
(21)
TEMPERA-
TURE SENSOR
AFTER CATA-
LYST
The system is not in-
jecting Ad-Blue.
Sensor with
open circuit or
short cir-
cuit.Connec-
tions inside
pump module
damaged.
Check that the parameter
temperature value is plau-
sible.Check the connec-
tions and the sensor. Re-
place the sensor if the
connections are OK. if the
error is still present, re-
place the pump module
0017
(23)
SENSOR
VOLTAGE 1
(5VINTERNAL;
FOR ADBLUE
LEVEL SEN-
SOR)
Availablefor futureimple-
mentation
0018
(24)
SENSOR
VOLTAGE 2
(5VINTERNAL;
FOR ADBLUE
AND AIR
PRESSURE
SENSORS)
Availablefor futureimple-
mentation
0019
(25)
ADBLUE PRES-
SURE SENSOR
IN BOX (ELEC-
TRICAL AND
PLAUSIBILITY)
The system is not in-
jecting Ad-Blue.
Sensor with
open circuit or
short cir-
cuit.Connec-
tions inside
pump module
damaged.
Replace pump module.
0041
(65)
DIAGNOSTIC
LAMP
Diagnostics led does
not light up.
Possible con-
nection and
wiring error of
diagnostics led
or defective
led.
Check wiring of Cluster
pin 12 used to turn on the
OBD led. If the reading is
0V the fault is with its in-
ternal wiring. This error
can occur if the Ad-Blue
injection function has
been reactivated.
1
6
D
E
N
O
X
S
Y
S
T
E
M
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
0057
(87)
REVERTING
VALVE ELEC-
TRICALLY
Cooling systemmay
not be opera-
ting.Possible reduc-
tion in power
Flow manage-
ment valve faul-
ty.Pump module
internal fault.
0058
(88)
DOSING
VALVE
BLOCKED
Cluster system
pressure raise/drop
message.
Pressure greater
than 5 bar dueto
valve jammed
open. Pressure
less than 5 bar
due to valve
jammed clo-
sed.Metering
module electri-
cal or mechan-
ical fault.Electri-
cal/mechanical
error with
consequent ex-
cess NOx in ex-
haust pipe.
Run UDST test and then
metering valve test. Check
the connection with the
junction connector
(ST67):connector pin 1 to
DCU pin 12connector pin
2 to DCU pin 11
If the prob-
lem persists,
contact the
market THD
with the re-
sults of your
tests.
0059
(89)
DOSING
VALVE
BLOCKED
Cluster system
pressure raise/drop
message.
Pressure greater
than 5 bar dueto
valve jammed
open. Pressure
less than 5 bar
due to valve
jammed closed.
Metering mod-
ule electrical or
mechanical fault.
Electrical/me-
chanical error
with consequent
excess NOx in
exhaust pipe.
Run UDST test and then
metering valve test. Check
the connection with the
junction connector
(ST67):connector pin 1 to
DCU pin 12connector pin
2 to DCU pin 11
If the prob-
lem persists,
contact the
market THD
with the re-
sults of your
tests.
D
E
N
O
X
S
Y
S
T
E
M
1
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
006A
(106)
HEATER OF
FILTERBOX
Slight power reduc-
tion
Possible short--
circuit or open
circuit in filter
heaterPossible
problem in wir-
ing or inside
pump module.
Replace the filter heater.
0073
(115)
TEMPERA-
TURE AFTER
CATALYST
TOO LOW
No reaction per-
ceivable by the driv-
erAd-Blue may not
be injected.
Temperature
sensor before
catalytic con-
verter not in-
stalled correctly
(or installed after
the catalytic
converter).
Check the plausibility of the
temperature read using the
gauge (with engine cold
and comparing with envi-
ronmental tempera-
ture).Warm up the engine
and check the reading.If the
sensor setting is incorrect,
replace the sensor. Other-
wise check whether the
Dataset must be corrected.
0074
(116)
ADBLUE
PRESSURE
TOO LOW
AT SYSTEM
START
Warning light on.
Ad-Blue not in-
jected.
Insufficient Ad--
Blue in tank.
Pump operating
incorrectly. Pos-
sible Ad-Blue
leak or filter
blocked. Ad--
Blue pressure
sensor faulty.
Check the Ad-Blue level
manually.Find out if pump is
turning.Carry out the
UDST test.
1
8
D
E
N
O
X
S
Y
S
T
E
M
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
009D
(157)
NOx SEN-
SOR
MEASURES
TOO HIGH
Nox
Fault light ON. Check for Ad--
Blue in tank.
Possible level
sensor fai-
lure.Possible
Nox sensor fai-
lure.Prefilters
blocked. Possi-
ble pump modu-
le fault. CANline
problems.
Check for Ad-Blue in
tank.Check that the pump
module is functioning cor-
rectly with a UDST test.
Check the wiring and con-
nection of the junction
connector (ST67) with the
pump module (pins
12/11).Check the resis-
tance and operation of the
electro-injector. Check
operation of catalytic con-
verter and whether its filter
elements are free of block-
age. (Do not use abrasive
materials or detergents to
clean the system.)Check
that the Nox sensor on the
catalytic converter (85144)
is functioning correctly.If
the voltage exceeds the
maximum value, the sensor
stops working. Functional-
ity is restored when the
voltage drops back to with-
in the prescribed limits.The
sensor is also protected
against reverse supply con-
nection.Check the connec-
tion between the sensor
and the ECU (sensor pin 3
- CAN L ECU pin 6) (sen-
sor pin 4 - CAN ECU pin
5).
Nox sensor
operational
characteris-
tics:Vmin 14
V; Vstandard
28.5 V;
Power Vmax
32 V;Power
Imean0.6 A;
Power Ipeak
12 A; Maxi-
mum power
20 W. If the
problem re-
gards the
sensor, re-
place it,
check its
operation
and if the
problem per-
sists, contact
the market
THD with
the results of
your tests.
00A1
(161)
CAN RE-
CEIVE FRAME
E2SCR
Some parameter
values may be re-
placed.
CAN line inter-
ruptedProblems
in ECM control
unit.
Check CAN line connec-
tion.
D
E
N
O
X
S
Y
S
T
E
M
1
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00A2
(162)
CAN RE-
CEIVE FRAME
E2SCR EX-
TENDED
Some parameter
values may be re-
placed.
CAN line inter-
ruptedProblems
in ECM control
unit.
tion.
00AC
(172)
ADBLUE
QUALITY
SENSOR RE
LATED ER-
RORS CAN
Available for future imple-
mentation
00AD
(173)
CAN RE-
CEIVE FRAME
TIME/DATE
Available for future imple-
mentation
00C3
(195)
CAN EEC3
MESSAGE
Some parameter
values may be re-
placed.
CAN line inter-
ruptedProblems
in ECM control
unit.
tion.
00C4
(196)
CAN EGF1
MESSAGE
Some parameter
values may be re-
placed.
CAN line inter-
ruptedProblems
in ECM control
unit.
tion.
00C6
(198)
CAN
EC1BAM
MESSAGE
Some parameter
values may be re-
placed.
CAN line inter-
ruptedProblems
in ECM control
unit.
tion.
00C8
(200)
CAN ERC1
MESSAGE
Some parameter
values may be re-
placed.
CAN line inter-
ruptedProblems
in ECM control
unit.
tion.
00C9
(201)
CAN BUS
OFF
Some parameter
values may be re-
placed.
CAN line inter-
ruptedProblems
in ECM control
unit.
tion.
2
0
D
E
N
O
X
S
Y
S
T
E
M
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00CA
(202)
LOAD
POINT
EVALU-
ATION
Blue in tank.
Possible level
sensor fai-
lure.Possible
Nox sensor fai-
lure.Prefilters
blocked. Poss-
ible pump mod-
ule fault. CAN
line problems.
pump module (pins
5).
Nox sensor
operational
characteris-
tics:Vmin 14
V; Vstandard
28.5 V;
Power Vmax
32 V;Power
Imean0.6 A;
Power Ipeak
12 A; Maxi-
mum power
20 W. If the
problem re-
gards the
sensor, re-
place it,
check its
operation
and if the
problem per-
sists, contact
the market
THD with
the results of
your tests.
D
E
N
O
X
S
Y
S
T
E
M
2
1
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00CB
(203)
LOAD
POINT
EVALU-
ATION
ABOVE/BE-
LOVE LIMIT
Blue in tank.
Possible level
sensor fai-
lure.Possible
Nox sensor fai-
lure.Prefilters
blocked. Poss-
ible pump mod-
ule fault. CAN
line problems.
pump module (pins
electro-injecto
Nox sensor
operational
characteris-
tics:Vmin 14
V; Vstandard
28.5 V;
Power Vmax
32 V;Power
Imean0.6 A;
Power Ipeak
12 A; Maxi-
mum power
20 W. If the
problem re-
gards the
sensor, re-
place it,
check its
operation
and if the
problem per-
sists, contact
the market
THD with
the results of
your tests.
00CC
(204)
ENVIRON-
MENT PRES-
SURE VALU-
ATION
Some parameter
values may be re-
placed.
CAN line inter-
ruptedProblems
in ECM control
unit.
tion.
2
2
D
E
N
O
X
S
Y
S
T
E
M
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00D1
(209)
EEPROM /
CHECKSUM
FAILURES
No reaction per-
ceivable by the
driver
Internal fault or
control unit da-
taset incorrect
(incomplete or
obsolete).
Reprogramthe control unit
with the dataset already
present or with an updated
dataset if already pres-
ent.Replace the control
unit if the problem persists.
00D2
(210)
IGNITION
ON SIG-
NAL K15
No fault perceived
bythedriver.After--
Run not carried out.
Wiring or con-
tact K15 (key
15) faulty.
Check the connection.
00D3
(211)
MAIN RELAY
OPENS TOO
EARLY / TOO
LATE
No fault perceived
bythedriver.After--
Run not carried out.
Wiring or con-
tact K15 (key
15) faulty.Main
relay may be
faulty or stuck.
Check connection of +15
key contact; Check the
Main Relay, wiring and the
control unit dataset ver-
sion.Replace the control
unit if the problem persists.
00D4
(212)
EXCESSIVE
AD-BLUE
TEMPERA-
TURE IN
PUMP MOD-
ULE DURING
AFTERRUNG
(EMERG-
ENCY SHUT
OFF)
System not working Ad-Blue tem-
perature excess-
ive inside pump
module or tank.
Check the Ad-Blue tank
heater;Check the other
heater and replace the con-
trol unit if the problem is in-
ternal to the pump module.
D
E
N
O
X
S
Y
S
T
E
M
2
3
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00E1
(225)
PLAUSIBILITY
OF DOWN-
STREAM
CATALYST
TEMPERA-
TURE SEN-
SOR (AFTER
SCR CATA-
LYST)
Slight power reduc-
tion
Sensor may be
faulty.Possible
mechanical
problem (e.g.
sensor discon-
nected from
catalytic con-
verter).
Check for an updated Da-
taset for the vehicle in
question.Replace sensor if
necessary
00E4
(228)
AD-BLUE
BOX TEM-
PERATURE
SENSOR
PLAUSIBILITY
ERROR (DY-
NAMIC /
STATIC)
No reaction per-
erATTENTION:
Ad-Blue could
freeze in the tank in
winter.
Temperature
sensorfaulty.Ad--
Blue may be
frozen in the
tank.
Use a diagnostic tester to
ensure the difference be-
tween TEMPERATURE OF
AD-BLUE IN BOX and
TEMPERATURE OF AD--
BLUE IN TANK is less than
10 C.
2
4
D
E
N
O
X
S
Y
S
T
E
M
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00E5
(229)
AD-BLUE
TANK TEM-
PERATURE
SENSOR
PLAUSIBILITY
ERROR (DY-
NAMIC /
STATIC)
No reaction per-
erATTENTION:
Ad-Blue could
freeze in the tank in
winter.
Temperature
sensorfaulty.Ad--
Blue may be
frozen in the
tank.
Check the tank tempera-
ture sensor, wiring andcon-
nectors.Replace sensor if
necessary
Check and
correct any
fault with
DTC: 32
(Tempera-
ture sensor in
tank).
00E6
(230)
ADBLUE
TANK TEM-
PERATURE
NOT PLAUS-
IBLE WITH
PUMP MOD-
ULE TEM-
PERATURE
No fault perceived
by the driver.
Incorrect oper-
ation of the tank
temperature
sensor or incor-
rect operation
of sensor T2 in-
side the meter-
ing module. In-
correct oper-
ation of the en-
gine water cir-
culation sole-
noid valve for
heating the Ad--
Blue tank.
Run UDST test. Check the
operation of the tank tem-
perature sensor: pins 2 and
3 at 25C - 1 K?or on con-
nector ST68:pins 2 and 3 at
25C - 1 K?Check the Ad--
Blue temperature in the
box by reading the para-
meters with the diagnosis
instrument.Check the con-
nection of the circulation
solenoid valve and Ad-Blue
tank heating (78267): sole-
noid valve pin 1 to DCUpin
1 solenoid valve pin 2 to
DCU pin 23Check that,
when operating, there is
voltage across pins 1 and 2;
if it reads 0V the fault is in
the internal wiring.
If the prob-
lem persists,
contact the
market THD
with the re-
sults of your
tests.
D
E
N
O
X
S
Y
S
T
E
M
2
5
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00E8
(232)
COOLANT
CONTROL
VALVE
MECHAN-
ICALLY
(COMMIS-
SIONING)
System not working Cooling valve
(inside pump)
not working.
00EA
(234)
PRESSURE
LINE
BLOCKED
Power reduction-
Ad-Blue not in-
jected.
Pipe between
pump module
and dosing valve
blocked.Dosing
valve may be
stuck.
Check the pipes in ques-
tion.Replace the pump
module if necessary.
2
6
D
E
N
O
X
S
Y
S
T
E
M
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00EB
(235)
AD-BLUE
LOW LEVEL
Slight power reduc-
tion
Ad-Blue tank or
level sensor not
calibrated (or
float stuck).
Fill the Ad-Blue tank and
check the level sensor if
necessary.
00EC
(236)
LOW AD--
BLUE LEVEL:
EMPY AD--
BLUE TANK
System not wor-
kingPossible reduc-
tion in power
Ad-Blue tank or
level sensor not
calibrated (or
float stuck).
Fill the Ad-Blue tank and
check the level sensor if
necessary.
D
E
N
O
X
S
Y
S
T
E
M
2
7
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00F0
(240)
NOx
EMISSIONS
THRESHOLD
EXCEEDED
DUE TO
GROUP
FAULTS:AD--
BLUE INJEC-
TION
GROUP
(Long Term
Fault)
Blue in tank.
Possible level
sensor fai-
lure.Possible
Nox sensor fai-
lure.Prefilters
blocked. Poss-
ible pump mod-
ule fault. CAN
line problems.
pump module (pins
5).
Nox sensor
operational
characteris-
tics:Vmin 14
V; Vstandard
28.5 V;
Power Vmax
32 V;Power
Imean0.6 A;
Power Ipeak
12 A; Maxi-
mum power
20 W. If the
problem re-
gards the
sensor, re-
place it,
check its
operation
and if the
problem per-
sists, contact
the market
THD with
the results of
your tests.
2
8
D
E
N
O
X
S
Y
S
T
E
M
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00F2
(242)
NOx
EMISSIONS
THRESHOLD
EXCEEDED
DUE TO
GROUP
FAULTS:
CATALYST
TEMPERA-
TURE (Long
Term Fault)
Fault light ON. Catalytic con-
verter malfunc-
tion. Nox
emissions
threshold ex-
ceeded. CAN
line problem re-
garding trans-
mission of signal
detected by sen-
sor to engine
ECUfor catalytic
converter tem-
perature con-
trol. Possible
sensor failure.
Check quality of Ad-Blue
and diesel, and whether
there are blockages at the
metering module. Check
operation of turbine and
whether catalytic con-
verter filter elements are
free of blockage. Check
is functioning correctly.
Check the connection be-
tween the sensor and the
ECU (sensor pin 3 - CANL
ECU pin 6) (sensor pin 4 -
CANECUpin 5).If thevolt-
age exceeds the maximum
value, the Nox sensor stops
working.Functionality is re-
stored when the voltage
drops back to within the
prescribed limits. The sen-
sor is also protected against
reverse supply connection.
Nox sensor
operational
characteris-
tics:Vmin 14
V; Vstandard
28.5 V;
Power Vmax
32 V;Power
Imean0.6 A;
Power Ipeak
12 A; Maxi-
mum power
20 W. If the
problem re-
gards the
sensor, re-
place it,
check its
operation
and if the
problem per-
sists, contact
the market
THD with
the results of
your tests.
D
E
N
O
X
S
Y
S
T
E
M
2
9
T
I
E
R
4
i
C
S
E
R
I
E
S
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
B
a
s
e
-
1
1
/
2
0
1
1
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00F3
(243)
NOx
EMISSIONS
THRESHOLD
EXCEEDED
DUE TO
GROUP
FAULTS:
HIGH NOx
VALUE (Long
Term Fault)
Fault light ON. Nox sensor mal-
function. Check
for Ad-Blue in
tank. Possible
pump module
fault. Possible
metering mod-
ule fault and
consequentviol-
ation of Nox
emissions
threshold. Poss-
ible fault regard-
ing catalytic con-
verter malfunc-
tion. CAN line
problems.
pump module (pins
5).
If the prob-
lem regards
the sensor,
replace it,
check its
operation
and if the
problem per-
sists, contact
the market
THD with
the results of
your tests.
3
0
D
E
N
O
X
S
Y
S
T
E
M
T
I
E
R
4
i
C
S
E
R
I
E
S
B
a
s
e
-
1
1
/
2
0
1
1
P
r
i
n
t
P
2
D
3
2
C
0
0
9
E
DTC FMI
Failing
component
Type of
Failure
Visible failure
Possible
Cause
Repair action
Checks to be
performed
Measuring
conditions
Values to
be detected
Remarks
00F4
(244)
NOx
EMISSIONS
THRESHOLD
EXCEEDED
DUE TO
GROUP
FAULTS:
LOW AD--
BLUE LEVEL
(Long Term
Fault)
Blue in tank.
Possible level
sensor fai-
lure.Possible
Nox sensor fai-
lure.Prefilters
blocked. Poss-
ible pump mod-
ule fault. CAN
line problems.
pump module (pins
5).
Nox sensor
operational
characteris-
tics:Vmin 14
V; Vstandard
28.5 V;
Power Vmax
32 V;Power
Imean0.6 A;
Power Ipeak
12 A; Maxi-
mum power
20 W. If the
problem re-
gards the
sensor, re-
place it,
check its
operation
and if the
problem per-
sists, contact
the market
THD with
the results of
your tests.

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853bf5b8da051debf8768ded11a14160

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Tighten to torque + angle value Rolling torque

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Checking the planarity of the head on the

Compression ratio 16.5: 1

The end float is checked by setting a dial gauge (1) 99395603

SECTION 6 - ENGINE OVERHAUL 45 F3BFE613

If the teeth of the ring gear mounted on the engine

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Bushing inside diameter: 83.018 to 83.085

Seats for bushings in

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