Engines hardware Euro 5
Software Euro 3
NOTE for ASTRA
engines hardware and software Euro 3
Type of engine: F3BEE681_*B
CONTENTS
Page
TECHNICAL CODING On road vehicles ... 3
TECHNICAL CODING Off road vehicles ... 4
MAIN FEATURES OF F2B (CURSOR 8) engine... 5
MAIN FEATURES OF F3A (CURSOR 10) engine... 8
MAIN FEATURES OF F3B (CURSOR 13) engine... 11
MAIN NEW FEATURES ... 14
F2B (CURSOR 8) ENGINE WALK AROUND ... 15
F3A (CURSOR 10) ENGINE WALK AROUND ... 20
F3B (CURSOR 13) ENGINE WALK AROUND ... 25
DESCRIPTION OF MAIN ENGINE COMPONENTS ... 30
Engine block and cylinder liners ... 30
Cylinder head (F3A - F3B engines) ... 32
Crankshaft (F2B – F3A – F3B) engines ... 32
Connecting rods (F2B – F3A – F3B) engines ... 33
Pistons (F2B – F3A – F3B) engines ... 34
Half-bearings ... 37
Crankshaft sealing rings (F2B – F3A – F3B) engines ... 51
Camshaft (F2B engine)... 52
Camshaft (F3A engines) ... 53
Valve springs ... 54
Valve drive and pump injector drive (F2B – F3A – F3B engines) ... 55
Valve drive (F2B – F3A – F3B) ... 56
Engine flywheel (F2B – F3A – F3B engines) ... 57
Auxiliary drive ... 59
LUBRIFICATION ... 60
Lubrication circuit (F2B engine) ... 61
Engine oil lubrication diagram ... 64
ENGINE COOLING (F2B – F3A – F3B engines) ... 70
Water pump... 71
Thermostat ... 72
Fan with electromagnetic coupling ... 73
TURBOCHARGING ... 80
Variable geometry turbocharger (VGT) ... 81
ENGINE BRAKE ... 85
Conventional engine brake... 85
ITB (Iveco Turbo Brake) ... 86
FUEL SYSTEM ... 90
Injectors... 92
Pressure damper... 96
Fuel filter ... 97
SETTINGS ... 98
DATA AND INSTALLATION CLEARANCES ... 108
TIGHTENING TORQUES (F2B ENGINES) ... 114
TIGHTENING TORQUES (F3A ENGINES) ... 118
TIGHTENING TORQUES (F3B ENGINES) ... 120
SPECIAL TOOLS (F2B – F3A – F3B engines) ... 126
TECHNICAL CODES
ON ROAD VEHICLESProduction serial number
- ** F 3 B E 0 6 8 1 A B 0 0 1 SERIAL NUMBER TYPE
No. of version within DB
Engine range description
Development of range with same or different displacement
Engine
Number of stroke and cylinder position (0 = 4 stroke, vertical without SCR post-treatment)
Number of li d
Fuel system + injection (TCA, diesel direction injection) Application (1 truck, etc)
Engine power and torque level Gaseous emissions level
A 540 hp / 2400 Nm 480 hp / 2200 Nm 430 hp / 2100 Nm 352 hp / 1300 Nm 400 hp / 1900 Nm E B D A F3B F3A F2B B = Euro 3
OFF ROAD VEHICLES
Production serial number
- ** F 3 B E 0 6 8 1 V B 0 0 1 SERIAL NUMBER TYPE
No. of version within DB
Engine range description
Development of range with same or different displacement
Engine
Number of stroke and cylinder position ((0 = 4 stroke, vertical without SCR post-treatment)
Number of li d
Fuel system + injection (TCA, diesel direction injection) Application (1 truck, etc)
Gaseous emissions level
Engine power and torque level
G 380 hp / 1800 Nm 420 hp / 1900 Nm 440 hp / 2100 Nm 480 hp / 2200 Nm V C E F3B X = Euro 3
MAIN SPECIFICATIONS
F2B (CURSOR 8) ETH engine data
Type F2B
Diesel 4 stroke Turbocharged with intercooler Cycle
Fuel system Injection
Direct
Number of cylinders 6, in line
Bore mm 115 Stroke mm 125 Total displacement cm³ 7790 Compression ratio 16 : 1 Maximum power kW (BHP) rpm 259 (352) 2400 Maximum torque Nm (kgm) rpm 1280 (131) 1080 1930 Minimum speed of engine with no load rpm
525 50 Maximum speed of
engine with no load rpm
F2B (CURSOR 8) ETH engine data Type F2B TIMING GEAR Begins before T.D.C. A Ends after B.D.C. B Begins before B.D.C. D Ends after T.D.C. C 17° 31° 48° 9° Operation 0,35 0,45 0,35 0,45
FUEL SYSTEM By means of fuel pump - Filters
Injection
Bosch With PDE30 electronically regulated injectors. Injectors – pump driven by overhead camshaft
Firing order 1 – 4 – 2 – 6 – 3 – 5
Injection pressure bars 1500
X
mm mm
F2B (CURSOR 8) ETH engine data
Type F2B
TURBOCHARGING Turbocharger type:
HOLSET variable geometry HE 431 V
LUBRICATION Forced by gear pump, pressure limiting
valve, oil filter Oil pressure with engine warm
(100 °C 5 °C):
when idling bars
at maximum speed bars
1,5
5
Via centrifugal pump, adjustment thermostat, radiator, viscostatic fan, heat exchanger
Coolant pump drive: Via belt
COOLING Thermostat: opening starts: N. 1 85 °C CAPACITIES
Total capacity 1st filling
litres kg 28 25,2 Lubricants Capacity:
- engine sump at min level.
litres
kg
– engine sump at max. level
litres
kg
– circulating quantity that does not return to sump
litres
kg
– quantity contained in cartridge filter (to be added when cartridge filter is
changed). litres kg 12,5 11,2 23 21 5 4,5 2,5 2,3
F3A (CURSOR 10) ETH engine data
Type F3AE0681B F3AE0681D
Cycle Diesel 4 stroke
Fuel system Turbocharged with intercooler
Injection Direct
Number of cylinders 6, in line
Bore mm 125
Stroke mm 140
Total cylinder capacity
cm3 10300 Compression ratio 16,5 : 1 Maximum power kW (bhp) rpm. 294 (400) 2100 316 (430) 2100 Maximum torque Nm (kgm) rpm. 1900 (194) 1050 1550 1900 (194) 1050 1590 Minimum speed of
engine with no load
rpm. 550 50
Maximum speed of engine with no load
F3A (CURSOR 10) ETH engine data
Type F3A
TURBOCHARGING
Turbocharger type: HOLSET HE 531 V variable geometry
LUBRICATION Forced by gear pump, pressure limiting
valve, oil filter Oil pressure with engine warm
(100 °C 5 °C):
when idling bars
at maximum speed bars
1,5
5
Via centrifugal pump, adjustment thermostat, radiator, viscostatic fan, heat exchanger
Coolant pump drive: Via belt
COOLING Thermostat: opening starts: maximum opening: N. 1 84 °C ± 2°C 94 °C ± 2°C CAPACITIES
Total capacity 1st filling
litres kg 32 28,8 Urania FE 5W30 Urania LD 7 Capacity:
- engine sump at min level.
litres
kg
– engine sump at max. level
litres
kg
– circulating quantity that does not return to sump
litres
kg
– quantity contained in cartridge filter (to be added when cartridge filter is
changed). litres kg 17 15,3 25 22,5 7 6,3 2,5 2,3
F3B (CURSOR 13) ETH engine data Type F 3 BE06 81G F 3 BE06 81V F 3 BE06 81C F 3 BE06 81E F 3 BE06 81A Diesel 4 stroke Turbocharged with intercooler Cycle
Fuel system Injection
Direct
Number of cylinders 6, in line
Bore mm 135 Stroke mm 150 Total displacement cm³ 12880 Compression ratio 16,5 : 1 Maximum power kW (BHP) rpm 279 (380) 1900 309 (420) 1900 324 (440) 1900 353 (480) 1900 397 (540) 1900 Maximum torque Nm (kgm) rpm 1800 (184) 9001500 1900 (194) 9001500 2100 (214) 9001470 2200 (224) 15001900 2350 (240) 10001600 Minimum speed of engine with no load rpm
525 25 Maximum speed of
engine with no load rpm
F3B (CURSOR 13) ETH engine data
Type F3B
TURBOCHARGING
Turbocharger type: HOLSET variable geometry HE 551 V
LUBRICATION Forced by gear pump, pressure limiting
valve, oil filter Oil pressure with engine warm
(100 °C 5 °C):
when idling bars
at maximum speed bars
1,5
5
Via centrifugal pump, adjustment thermostat, radiator, viscostatic fan, heat exchanger
Coolant pump drive: Via belt
COOLING Thermostat: opening starts: maximum opening: N. 1 84 °C ± 2°C 94 °C ± 2°C CAPACITIES
Total capacity 1st filling
litres kg 35 31,5 Urania FE 5W30 Urania LD 5 Urania Turbo LD Capacity:
- engine sump at min level.
litres
kg
– engine sump at max. level
litres
kg
– circulating quantity that does not return to sump
litres
kg
– quantity contained in cartridge filter (to be added when cartridge filter is
cartridge). litres kg 20 18 28 25,2 7 6,3 3 2,7
MAIN NEW FEATURES
The Cursor – Euro 3 engines differ from Cursor - Euro 4/5 engines in the following main components:
camshaft with different pump injector drive cam profile (the same of oldest Euro3); EDC7 UC31 engine control unit calibration parameters;
WALK-AROUND
F2B (CURSOR 8) ETH engine Left side view
000551t
A Coolant temperature sensor (for gauge)
B Coolant temperature sensor (for EDC)
C Water return line from turbocharger
D Oil delivery line to turbocharger
E Turbocharger F Exhaust manifold
G Cam cover with filter and blow-by valve
H Oil filter mount and heat exchanger
I Oil return line from turbocharger
J Water delivery line to turbocharger
K Proportional solenoid and VGT actuator drive
L Air filter for operating VGT
F2B (CURSOR 8) ETH engine Right side view
000552t
A Cam cover with filter and blow-by valve
B Rocker cover
C Filter mount with fuel temperature sensor
D Sound absorbent panel
E Intake manifold with heater element and air sensors
F Fuel feed pump
G Starter motor
H Air compressor
F2B (CURSOR 8) ETH engine Front view
0052128t
A Automatic belt tensioner
B Alternator
C Engine brake drive solenoid
D Fan pulley
E Thermostat housing
F Fixed pulley
G Water pump
H Water pump drive belt, fan pulley and alternator
I Air conditioner compressor drive belt
F2B (CURSOR 8) ETH engine Rear view 000554t A Turbocharger B Blow – by valve C Blow – by filter D Flywheel
F2B (CURSOR 8) ETH engine Top view
000555t
A Flywheel cover housing
B Exhaust manifold
C Turbocharger D Filler fitting
E Power steering fluid reservoir
F Rocker cover
F3A (CURSOR 10) ETH engine Front view
0053209t
1. PWM valve air filter – 2. Alternator – 3. Automatic belt tensioner – 4. Air conditioner
compressor – 5. Air conditioner compressor drive belt – 6. Viscostatic damping flywheel – 7. Fixed pulley – 8. Water pump – 9. VGT actuator – 10. Fan pulley – 11. Thermostat casing
F3A (CURSOR 10) ETH engine Left side view
0052131t
1. Compressed air outlet – 2. Oil filters – 3. Oil return pipe from turbocharger – 4. Water oil heat exchanger – 5. Oil pressure adjustment valve – 6. Exhaust gas outlet – 7. Cam cover –
8. Exhaust manifold – 9. Turbocharger – 10. VGT actuator
F3A (CURSOR 10) ETH engine Rear view
0052132t
1. VGT actuator – 2. Turbocharger – 3. Oil filter – 4. Flywheel – 5. Blow-by filter – 6. Blow-by valve
F3A (CURSOR 10) ETH engine Right side view
0053210t
1. Timing cover with blow-by filter and valve– 2. Compressor – 3. Starter motor – 4. Power steering pump– 5. Feed pump – 6. Control unit EDC7 UC 31 – 7. Dipstick – 8. air conditioner compressor – 9. Intake manifold – 10.PWM valve air cleaner – 11. Power steering fluid reservoir
F3A (CURSOR 10) ETH engine Top view
0052134t
1. Exhaust manifold – 2. Fuel filler fitting – 3. Intake manifold – 4. Compressed air outlet – 5. Turbocharger – 6. Exhaust gas outlet
F3B (CURSOR 13) ETH engine Front view
0053211t
1. PWM valve air filter – 2. Alternator – 3. Dipstick – 4. Automatic belt tensioner – 5. Air conditioner compressor – 6. Air conditioner compressor drive belt – 7. Viscostatic damping
flywheel – 8. Fixed pulley – 9. Water pump – 10. Fan pulley - 11. VGT actuator – 12. Thermostat casing
F3B (CURSOR 13) ETH engine Left side view
0052136t
1. Compressed air outlet – 2. Oil filters – 3. Oil return pipe from turbocharger – 4. Water oil heat
exchanger – 5. Oil pressure adjustment valve – 6. Exhaust gas outlet – 7. Cam cover – 8. Exhaust manifold – 9. Turbocharger – 10. VGT actuator
F3B (CURSOR 13) ETH engine Rear view
0052137t
1. VGT actuator – 2. Turbocharger – 3. Oil filter – 4. Flywheel – 5. Blow-by filter – 6. Blow-by valve
F3B (CURSOR 13) ETH engine Right side view
0053210t
1. Timing cover with blow-by filter and valve– 2. Compressor – 3. Starter motor – 4. Power steering pump– 5. Feed pump – 6. Control unit EDC7 UC 31 – 7. Dipstick – 8. Air conditioner compressor – 9. Intake manifold – 10.PWM valve air cleaner – 11. Power steering fluid reservoir
F3B (CURSOR 13) ETH engine Top view
0052138t
1. Exhaust manifold – 2. Fuel filler fitting – 3. Intake manifold – 4. Compressed air outlet – 5. Turbocharger – 6. Exhaust gas outlet
DESCRIPTION OF THE MAIN COMPONENTS OF THE ENGINE
ENGINE BLOCK AND CYLINDER LINERSThe structure consists of an engine block and a stitched base. The seal between engine block and base is guaranteed by a layer of sealant. The main journal seats are machined with both parts of the engine block coupled.
000556t The interchangeable, removable cylinder liners are wet-fitted in the engine block. A water seal is achieved by means of 3 rubber rings fitted in the lower part of the cylinder liners. Cylinder liner protrusion is adjustable by means of shims supplied as spares. The specific method used to produce the liner internal finish and the undeformable structure of the means that oil consumption is exceptionally low. The liner bore diameter is graded at source and falls into one of two tolerance classes: class A and class B. In the plant, each liner is matched with a piston of the corresponding class.
On the Cursor range, the bosses have been modified to support the new control unit.
CYLINDER HEAD (F3A - F3B) ETH engines
The cylinder head on F3A/F3B engines has been reinforced to support the higher internal pressures.
A shield has been fitted on the head cover to reduce noise, particularly inside the cab.
1. Water/oil/diesel repellent black felt – 2. Low density porous layer reinforced with fibre glass (thickness 10 mm) – 3. Carbon black felt
0051573
CRANKSHAFTAND (F2B - F3A - F3B) ETH ENGINES
The crankshaft is in steel with built-in counterweights. The main journals and crankpins are induction-hardened. The crankshaft is mounted on half-bearings, the last of which (next to the flywheel) has built-in side shoulders.
The arrangement of the crankshaft throws determines a firing order different from that typical of conventional IVECO 6 flat cylinder engines.
Firing order of Cursor engines: 1 – 4 – 2 – 6 – 3 – 5
The crankpins and half-bearings are graded into three thickness tolerance classes, with a difference of one hundredth of a mm between the classes. During overhaul, select the class of
A. Front stem – b. Timing drive gear (rear side) 000557t
The main and connecting rod bearings on F3A and F3B engines are reinforced mechanically by distributing ceramic dust throughout the antifriction material for greater durability
CONNECTING RODS (F2B - F3A - F3B) ETH ENGINES
Stamped steel, cross-cut with broaching on the mating surfaces between rod and cap.
Weight category data, half-bearing seat diameter selection class and rod and cap matching numbers are stamped on the connecting rod.
1. Letter indicating the weight class:
2. Number indicating the seat selection class for half-bearings
3. Connecting rod - cap match numbers
PISTONS (F2B - F3A - F3B) ETH ENGINES
The pistons are equipped with three piston rings: the first sealing ring is trapezoid, the second sealing ring is lipped and the third is an oil scraper ring. The pistons are in ellipsoid aluminium alloy, with a high swirl combustion chamber in the piston crown.
Reinforcement bush for pin
000441t
The range is lubricated by new sprays located inside the pistons. These incorporate a valve that only allows oil through above a threshold pressure of 1.7 bars.
When the pressure in the lubrication system is below this threshold, the valve cuts the lubrication (cooling) in this area to save oil for lubrication in more critical areas of the engine (gears, roller bearings).
In F3A and F3B engines, the bushes have been fitted inside the piston hubs so that they can withstand the higher mechanical stress (see drawing above).
The pistons have been modified to take reduced height piston rings that control fuel consumption and oil vapours.
F2B ETH engine
PISTON, PISTON RINGS AND PIN MAIN DATA The dimension is measured on a diameter of 111mm
X = 0.6 ± 0.15 mm
109108
F3A ETH engine
PISTON, PISTON RINGS AND PIN MAIN DATA
X = 0.8 ± 0.15 mm
F3B ETH engine
PISTON, PISTON RINGS AND PIN MAIN DATA The dimension is measured on a diameter of 130 mm
X = 0.8 ± 0.10 mm
HALF-BEARINGS
To grade the bearings, look up the data stamped on the engine block, on the crankshaft and on the connecting rods in the appropriate tables.
The stamped information shows the tolerance class determined by the machining on the following diameters:
engine block half-bearing seats main journals and crankpins connecting rod half-bearing seats.
The aim of this operation is to contain the crankshaft radial clearance within very tight limits to reduce noise.
The arrows indicate the areas where the information is stamped.
47557 45150
This operation is used to identify the bearing half type to be fitted on each of the crankpins (bearing halves may differ from one pin to another).
The bearing halves are classified according to their thickness into two tolerance classes, marked by a spot of colour (red or green). Apart from the colour, they are also identified by a different part number for the different tolerances classes and oversizes.
Both thickness classes differ from one another by 0.01 mm.
The following pages show the specifications of half-bearings available as spares, in the standard size (STD) and in the three permitted oversizes (+0,127 + 0,254, + 0,508 mm) for crankpins and main journals.
Preliminary measurement of data for selection
Half-bearing selection essentially consists of consulting the data stamped on the crankshaft, engine block and connecting rod and looking them up in tables
Foreach crankpin, carry out the following operations:
Main journals
determine the engine block seat diameter class; determine the main journal diameter class;
use the table to calculate the class of the half bearing to be fitted
Crankpins
determine the connecting rod seat diameter class; determine the main journal diameter class;
Connecting rod bearing half STD. +0,127 +0,254 +0,508 red 2,000 2,010 2,127 2,137 2,254 2,264 green 2,011 2,020 2,138 2,147 2,265 2,274 yellow * F2B 2,021 2030
mm
red/black 2,063 2,073 green/black 2,074 2,083 yellow/black * 2,084 2,093 +0,508 STD. +0,127 +0,254 red 1,970 1,980 2,097 2,107 2,224 2,234 green 1,981 1,990 2,108 2,117 2,235 2,244 yellow * F3A 1,991 2,000mm
red/black 2,033 2,043 green/black 2,044 2,053 yellow/black * 2,054 2,063 STD. +0,127 +0,254 +0,508 red 1,965 1,975 2,092 2,102 2,219 2,229 green 1,976 1,985 2,103 2,112 2,230 2,239 yellow * F3Bmm
red/black 2,028 2,038 green/black 2,039 2,048 yellow/black * 000557tMain bearing halves STD. +0,127 +0,254 +0,508 red 3,000 3,010 - 3,127 3,137 3,254 3,264
mm
green 3,011 3,020 - - - 3,021 3,030 yellow red/black 3,063 3,073 green/black 3,074 3,083 yellow/black 3,084 3,093 * * F2B - - - - - - - - - - - - STD. +0,127 +0,254 +0,508 red 2,965 2,974 - 2,097 2,107 2,224 2,234 green 2,975 2,984 - 2,108 2,117 2,235 2,244 2,985 2,995 yellow red/black 3,028 3,037 green/black 3,038 3,047 yellow/black 3,048 3,058 * * F3A - - - - - -mm
- - - - - - STD. +0,127 +0,254 +0,508 red 3,110 3,120 - 3,237 3,247 3,364 3,374 green 3,121 3,130 - - - - yellow red/black 3,173 3,183 green/black 3,184 3,193 yellow/black - * * F3B - - - - - -mm
- - - - - -Selecting main bearing halves (journals with rated diameter)
determine the engine block seat diameter class
Two sets of numbers are marked on the front part of the engine block in the position indicated (top figure):
a four-figure number showing the matching number of the engine block with its base. the seven figures that follow, taken individually, represent the diameter class of each of
the engine block seats to which they refer ( lower side figure).
dia.
mm.
each of these figures may be 1, 2 or 3.
=
002141t89,000 ÷ 89,009
89,010 ÷ 89,019
=
3
=
89,020 ÷ 89,030
2
1
F2B
=
99,000 ÷ 99,009
99,010 ÷ 99,019
=
3
=
99,020 ÷ 99,030
2
1
F3A
=
106,300 ÷ 106,309
106,310 ÷ 106,319
=
3
=
106,320 ÷ 106,330
2
1
F3B
Selecting main bearing halves (journals with rated diameter))
Determining the journal and pin diameter class
Three sets of figures are marked on the crankshaft in the arrowed position (top figure): the first 5-figure number represents the shaft serial number.
a set of six figures beneath this number on the left refers to the crankpins and is preceded by an isolated figure: the isolated figure indicates the journal/pin status (1=STD. 2=-0.127). the other six figures. taken individually. represent the diameter class of each of the crankpins referred to (bottom figure)
the set of seven figures on the right refer to the main journals and is preceded by an isolated figure: the isolated figure indicates the journal/pin status (1=STD. 2=-0.127). the other seven figures. taken individually. represent the diameter class of each of the main journals referred to (bottom figure)
CRANK
JOURN
F2B
F3A
F3B
JOURN CRANK 000557t82,910 ÷ 82,919
=
82,920 ÷ 82,929
=
3
=
82,930 ÷ 82,940
2
1
F2B
F3A
dia. mm.
F3B
dia. mm.
99,970 ÷ 99,979
=
99,980 ÷ 99,989
=
3
=
99,990 ÷ 100,000
2
1
92,970 ÷ 92,979
=
92,980 ÷ 92,989
=
3
=
92,990 ÷ 93,000
2
1
dia. mm.
72,915 ÷ 72,924
=
72,925 ÷ 72,934
=
3
=
72,935 ÷ 72,945
2
1
dia. mm.
dia. mm.
dia. mm.
89,970 ÷ 89,979
=
89,980 ÷ 89,989
=
3
=
89,990 ÷ 90,000
2
1
82,970 ÷ 82,979
=
82,980 ÷ 82,989
=
3
=
82,990 ÷ 83,000
2
1
Selecting main bearing halves (journals with rated diameter)
Choosing the half-bearings
After finding out the engine block seat diameter class and journal diameter class for each main journal. look up these data in the table to find the type of bearing half to be fitted.
E.g : Assuming the figure '1' is shown on the front part of the engine block for the seat category and the figure '2' is shown for the journal category, the half-bearing match will be RED/RED.
STD.
1
2
3
1
green green greengreen green green
2
red green greenred green green
3
red red green*red red green*
Selecting main bearing halves (ground journals)
Choosing the half-bearings
After finding out the engine block seat diameter class and journal diameter class for each main journal. look up these data in the table to find the type of bearing half to be fitted.
E.g : Assuming the figure '1' is shown on the front part of the engine block for the seat category and the figure '2' is shown for the journal category, the half-bearing match will be RED/BLACKRED BLACK. - 0,127 F2B F3A F3B Red/black 3,063 3,073 3,028 3,037 3,173 3,183 Green/black 3,074 3,083 3.038 3,047 3,184 3,193 000556t CATEGORY F2B 82,784 82,793 F3A 92,843 92,852 F3B 99,843 99,852 F2B 82,794 82,803 F3A 92,853 92,862 F3B 99,853 99,862 F2B 82,804 82,814 F3A 92,863 92,873 F3B 99,863 99,873
2
green/black green/black green/black green/black red/black red/black1
green/black green/black green/black green/black green/black1 2
3
green/blackred/black red/black green/black
3
green/black red/black red/black
- 0,254 F2B F3A F3B Red 3,127 3,137 3,092 3,102 3,237 3,247
1 2
3
CATEGORY 82,666 F2B 82,686red red red
92,726 red red red
1
F3A 92,746 99,726 F3B 99,746 - 0,508 F2B F3A F3B Red 3,254 3,264 3,219 3,229 3,364 3,374 red red red red red red1 2
3
1
CATEGORY 82,412 F2B 82,432 92,472 F3A 92,492 99,472 F3B 99,492Selecting connecting rod bearing halves (crankpins with rated diameter)
Three markings are shown on the connecting rod body, in the position indicated “A”:
1: Letter indicating the weight category
CATEGO RY F2B F3A F3B A 2890 2920 g 4024 4,054 g 4741 4,780 g B 2921 2,950 g 4055 4,185 g 4781 4,820 g C 2951 2,980 g 4086 4,116 g 4821 4,860 g
2: Number indicating the big end bearing seat diameter grade
CATEGO RY F2B F3A F3B 1 77,000 77.010 mm 87,000 87.010 mm 94,000 94.010 mm 2 77.011 77.020 mm 87.011 87.020 mm 94.011 94.020 mm 3 77.021 77.030 mm 87.021 87.030 mm 94.021 94.030 mm
3: Number identifying the cap – connecting rod match
VIEW FROM
STD.
1
2
3
1
green green greengreen green green
2
red green greenred green green
3
red red green*red red green*
Selecting connecting rod bearing halves (ground crankpins)
In this event, determine the tolerance range for the new crankpin diameter (for each undersize) and fit the correct half-bearings after looking them up in the table.
CATEGORY
2
green/black green/black green/black green/black red/black red/black1
green/black green/black green/black green/black green/black green/black1 2
3
3
green/black green/black red/black red/black red/black red/black F2B 72,789 72,798 F3A 82,843 82,852 F3B 89,843 89,852 F2B 72,799 72,808 F3A 82,853 82,862 F3B 89,853 89,862 F2B 72,809 72,818 F3A 82,863 82,873 F3B 89,863 89,873 - 0,127 F2B F3A F3B Red/black 2,074 2,083 2,033 2,043 2,028 2,038 Green/black 2,063 2,073 2,044 2,053 2,039 2,048- 0,254 F2B 72,671 72,680 F3A 82,726 82,735 F3B 89,726 89,735 F2B 72,681 72,691 F3A 82,736 82,746 F3B 89,736 89,746 green green green green red red
1
2
3
1
CATEGORY green green red red red red2
F2B F3A F3B Red 2,127 2,137 2,097 2,107 2,092 2,102 Green 2,138 2,147 2,108 2,117 2,103 2,112 - 0,508 F2B F3A F3B Red 2,254 2,264 2,224 2,234 2,219 2,229 Green 2,265 2,274 2,235 2,244 2,230 2,2391 2 3
CATEGORY 72,417 F2B 72,426 82,472 F3A green green green green red red 82,4811
89,472 F3B 89,481 72,427 F2B 72,437 82,482 F3A green red red 82,492CRANKSHAFT SEALING RINGS (Engines F2B-F3A-F3B ETH)
The front and rear seals are Rotostat modular seals.
They consist of a strip ( C) fitted directly on the crankshaft, a sealing lip (B) and an outer case (A) fitted in a seat in the front cover or a seat on the engine flywheel cover case.
This type of seal offers the advantage of creating a seal on the strip (point D), i.e. it is not affected by the shaft’s radial oscillations.
Use special tools to remove and refit these seals.
A. Part fitted in cover – B. Sealing lip – C. Part fitted on shaft – D. Axial seal area
000558t
CAMSHAFT (Engines F2B ETH)
The camshaft turns on seven built-in mounts (without removable caps) built-into the cylinder head and fitted with bushes.
3 drive cams are provided per cylinder:
A INTAKE VALVE DRIVE
I PUMP INJECTOR DRIVE
S EXHAUST VALVE DRIVE
0052129t
FRONT SIDE
VALVE SPRINGS F2B engine F3A engine F3B engine 109107 109060
VALVE DRIVE AND PUMP INJECTOR DRIVE (Engines F2B-F3A-F3B ETH)
These are the same throughout the CURSOR range, apart from the size.
A I S A I S A I S A I S A I S A I S
44925
A Rocker shaft
B Rocker shaft bolt
C Intake valve rockers D Rocker for pump injector
E Exhaust valve rockers
F Valve
G Adjustment screw
H Bridge
TIMING DRIVE (Engines F2B-F3A-F3B ETH)
The camshaft is driven by a set of helical gears in a cascade located in the rear of the engine. Upper intermediate gear (B) is fitted on an adjustable mount to ensure the correct clearance with gear (A), whose position is affected by the cylinder head gasket thickness tolerances. The centre of rotation of all the others is determined by machining.
The timing gears are not marked with notches or codes as on conventional engines because the gear timing does not have to be adjusted in a conventional manner, only the timing between the camshaft and crankshaft.
A CAMSHAFT gear
B Upper intermediate gear C Lower intermediate gear D Crankshaft gear
E Oil pump gear
1 Adjustable rod 2 Intermediate gear 3 Bolts
4 Oil pump
FLYWHEEL (Engines F2B – F3A – F3B ETH)
A locating dowel is provided to ensure that the flywheel can be fitted in only one position on the crankshaft.
The flywheel performs conventional tasks (balancing mass, ignition ring gear mount and clutch surfaces) and also acts as a phonic wheel for the sensor connected to the electronic control unit.
54 holes are present for this purpose. These are subdivided into 3 different sectors with 18
holes each
Each of these sectors is combined with a pair of crankpins (1 – 6, 2 – 5, 3 – 4).
The electronic system does not require specific marking on the holes, but some holes ( A, B, C, D in the figure on the right) are notched to allow the repairing dealer to carrying out certain adjustments and set the timing.
One hole in each sector (A, B, C, right-hand figure) is marked with a notch, another hole on one of the sectors only (D, right-hand figure) is marked with two notches.
The EDC control unit reads the angular flywheel position at each moment by means of an induction sensor (located at 1, left-hand figure) while the holes marked by the notches must align alternately with the inspection hole (2, left-hand figure) on the flywheel cover during the mechanical adjustment and timing setting.
Note: the figure shows the holes marked by notches on a Cursor 8 flywheel without PTO. The holes marked on the various Cursor versions could differ from those shown in the figure.
The various alternatives are not shown here because it is not essential for the repairer to know which holes are marked on each version, to count them or to remember them all. The repairer only needs to make visual reference to the holes through the inspection window when carrying out adjustments and timing, as will be explained during this course.
4-3 2-5
1-6 60668
DETAIL STAMPED ON FLYHWEEL PISTON POSITION
A = Hole on flywheel with 1 notch, corresponding to pistons 3-4 TDC. B = Hole on flywheel with 1 notch, corresponding to pistons 1-6 TDC. C = Hole on flywheel with 1 notch, corresponding to pistons 2-5 TDC. D = Hole on flywheel with 2 notches, position corresponding to 54°.
AUXILIARY DRIVE F2B ETH engines
1. Alternator - 2. Climate control system compressor - 3. Electromagnetic coupling – 4. Water pump - 5. Crankshaft - 6. Flexible belt
102650
F3A-F3B ETH engines
1. Alternator - 2. Climate control system compressor - 3. Electromagnetic coupling – 4. Water pump - 5. Crankshaft - 6. Flexible belt
LUBRICATION
The Cursor engine lubrication circuit includes a system for lowering oil temperature by means of a heat exchanger.
The oil is pressurised by a gear pump located behind the flywheel and is sent directly to the heat exchanger that is washed by the engine coolant and adjusts its temperature to an optimum level.
This adjustment is possible by reducing the oil temperature (directing it all through the heat exchanger) or increasing the temperature (directing it through the by-pass thermostatic valve). The fluid is directed from the heat exchanger output to two filters and then again to the engine block to lubricate the anti-friction components.
The lubrication system is equipped with a oil vapour (blow-by) recovery system consisting of a condenser, a filter and a safety valve. This system is located in the upper part of the timing system cover.
LUBRICATION CIRCUIT (F2B ETH engines) 44918 DETAIL A G ra v ity -fe d oil Pres suris e d oil G ra v ity -fe d oil Pres suris e d oil
LUBRICATION CIRCUIT (F3A-F3B ETH engines) DETAIL A G ra v ity -fe d oil Pres suris e d oil G ra v ity -fe d oil Pres suris e d oil
The lubrication circuit comprises nine more efficient pumps (see figure) that are specially designed to meet the new engineering requirements.
The heat exchanger casing has also been altered to house the new oil pressure/temperature sensor for the EDC7 UC 31.
Lastly, a valve (normally open when pressure is greater than 1.7 bars) has been added to cut out the lubrication beneath the piston casing. As described in the "Piston" section, this allows oil saving in the most critical areas of the engine when flow is reduced in the circuit.
Oil pump (F2B ETH engines)
Oil pump (F3A - F3B ETH engines)
ENGINE OIL LUBRICATION DIAGRAM
The hydraulic circuit shown below is intended solely as a guide and shows the lubrication of all CURSOR engine ranges.
Oil temperature/pressure sensor on heat exchanger
The oil temperature and pressure sensor on the heat exchanger is located as shown in the figure. This sensor generates a signal for the EDC7 UC31 control unit.
Oil sump
The oil sump features a new type of fastening to the engine block, i.e. it is flexibly suspended. Sump border (1) is enclosed in a thick C-section rubber seal (4). The whole unit is contained within and supported by aluminium element (3) bolted to the engine block by means of bolts (2). Though this solution requires fewer bolts than a conventional system, it nevertheless prevents noise and improves the seal. Another benefit is that the seal need not be replaced whenever the sump is removed.
Engines F2B Engines F3A-F3B
60665 47573
Oil filter
This new generation filter allows very thorough filtration because it is able to trap more smaller particles than a conventional filter with a paper filter.
External coiled winding.The filter elements are closely enfolded in a coil in such a way that each fold is firmly secured to the coil in relation to the other folds. This means that the filter septum is used evenly even under heavy-duty conditions, e.g. cold starts with highly viscous fluids and peak flows. This system also ensures that the flow is evenly distributed over the entire length of the filter element, with a consequent optimisation of load loss and in-service durability.
Upstream mount: To optimise the filter element flow distribution and stiffness, the filter comes with an exclusive mount that consists of a sturdy plastic mesh and high-strength synthetic material.
Filter septum. Consists of inert, inorganic fibres bound with resin of exclusive manufacture to a structure with graded holes. The septum is produced exclusively in accordance with particularly tough quality control procedures.
Downstream mount.A filter mesh mount and a sturdy plastic mesh confer extra strength on the septum. This is particularly advantageous during cold starts and long periods of service. The filter performance remains constant and dependable throughout its service lifetime and from one element to the next, irrespective of changes in service conditions.
Structural parts.The o-rings fitted to the filter element ensure an effective seal between themselves and the container to rule out the risk of bypassing and maintain the filter performance constant. The structure of the filter element is completed by corrosion-proof bases and a sturdy inner metal core.
The adoption of these high-filtration devise, which have only been previously used in industrial processes allows:
- engine component wear to be reduced in the long term;
- oil performance/specifications to be maintained and thus longer oil change intervals.
87205 47447
Detail of heat exchanger (F3A-F3B engines)
DEMONSTRATION FIGURE
1. Oil temperature sensor- 2. Oil pressure sensor for pressure gauge - 3. Sending unit for low pressure warning light bulb - 4. By-pass valve - 5. Thermostat valve.
NOTE: F3A engine= 9 elements; F3B engine= 11 elements.
ENGINE COOLING (Engines: F2B – F3A – F3B)
The engine cooling system is closed loop forced circulation type and may be connected to the supplementary heater and intarder heat exchanger (if fitted).
It consists of the following main parts:
an expansion tank with two valves incorporated in the plug: an outlet valve and intake valve, which govern system pressure;
- a coolant level sensor located at the base of the expansion tank with two insertion points; - an engine cooling module to dissipate heat removed from the engine by the coolant in the intercooler heat exchanger;
- a heat exchanger to cool lubrication fluid;
- a centrifugal water pump built into the crankcase;
- an electric fan consisting of a two-speed electromagnetic coupling managed electronically by the vehicle Multiplex system;
- a 3-way thermostat that governs coolant circulation.
92843
Water leaving the thermostat Water circulating in the engine Water entering the pump
Water pump
On all engines, the water pump consists of: impeller, gasket bearing and drive pulley.
Cross-section through water pump (F2B engines)
Cross-section through water pump (F3A - F3B engines)
60631 44915
Thermostat
F2B engine operating diagram
ENGINE COLD ENGINE WARM 1. From head 2. By – pass to pump 3. To heater 4. To radiator 5. To expansion tank
F3A - F3B engine operating diagram
ENGINE COLD
ENGINE WARM
0052139t 45358 45357
FANS WITH ELECTROMAGNETIC COUPLING
1. Pulley – 2. Fan hub – 3. Permanent magnets – 4. Blades – 5. Fan – 6. Shaft - 7. Return spring – 8. Piston – 9. Floating ring – 10. Air supply duct -11. Coil
The fan offers two possible effective rotation speeds controlled by the Front Frame Computer by exciting the air solenoid for the slow speed and coil (11) for the second speed. When neither the first nor second speed is engaged, the fan turns slowly due to the friction (neutral position). The following parameters/systems may require fan activation via the B.C. control unit: coolant temperature
climate control system coolant temperature Intarder
OPERATING TEMPERATURE: 79°C
VEICHLE EQUIPED WITH THE INTARDER
OPERATING TEMPERATURE: 84°C
VEICHLE EQUIPED WITHOUT INTARDER
Fan disengaged (neutral position)
When fan activation is not required for efficient engine operation, the Front Frame Computer control unit drives the air solenoid to move piston (8). Piston (8) is displaced to move permanent magnets (3) away from fan hub (2). The magnetic field generated by magnets (3) is insufficient to drive fan hub (2).
The fan may turn slowly due to the friction present.
0052307t
Fan with first speed engaged
When first speed operation is required, the Front Frame Computer discharges air from duct (10) through the air solenoid.
Piston (8) is displaced to move permanent magnets (3) away from fan hub (2). Piston movement is generated by return spring (7) and blades (4).
Fan with second speed engaged
When the first speed is insufficient to cool the engine effectively, the Front Frame Computer control unit governs activation of the second fan by exciting coil (11).
The magnetic field generated by the coil attracts floating ring (9) of fan hub (2) to pulley (1) until both units are joined together.
In this situation, fan speed is equal to pulley speed.
Fan control diagram - Electromagnetic fan
Troubleshooting
Defect Cause
The fan always turns at first speed Air supply pipe blocked Air supply pipe blocked The fan does not turn faster than 650 rpm
(first speed)
The control unit outlet does not drive the coil
Break in control unit/coil wiring Coil short-circuited
Incorrect sliding of mechanical parts The fan always turns at second speed Control unit outlet always drives the coil
Incorrect sliding of mechanical parts Solenoid fan Steering Wheel Interface Fan coil Front Frame Computer Body Computer Pressure switch climate control Climate control system EDC Sensor Temperature Water 0052256t
Check fan wear
In rest condition, gap X between pulley (1) and floating ring (2) (subject to wear) must be between 0.5 and 1.2 mm.
Wear up to a maximum gap thickness of 2.5 mm is permitted.
TURBOCHARGING
The turbocharging system consists of:
A fixed or variable geometry turbocharger (F2B engines); a variable geometry turbocharger (F3A - F3B engines); an air filter;
an intercooler radiator
TURBOXHARGING DIAGRAM (F3A engines)
60675
Engine exhaust gas Intake air
Warm compressed air Cooled compressed air
Turbocharger with wastegate HOLSET HX 50W
The following diagram shows the principle of operation.
A) Exhaust gas input
A1) Maximum outflow cross-section (VGT fully open, high engine speeds) A2) Outflow cross section reduced (average engine speeds)
Actuator
The actuator piston connected to the control rod is controlled by compressed air taken in through air intake 1 on the upper part of the actuator.
When the air pressure is adjusted, movement of the piston and turbine control rod is modulated. During its movement, the piston gradually compresses outer spring 4 until the piston base reaches disc 5 controlling inner spring 6.
As pressure increases further, the piston compresses the inner spring still further until it is at the end of it travel.
The end stop is reached when disc 5 touches lower travel stop 9.
Use of the two springs allow the ratio between piston travel and pressure to be altered. About 85% of rod travel is countered by the outer spring while 15% is countered by the inner spring.
1. Air intake – 2. Gasket – 3. Piston – 4. Outer spring – 5. Inner spring control disc – 6. Inner spring – 7. O – Ring – 8. Spring holder– 9. End stop – 10. Dust seal - 11. Control rod
VGT control diagram
1. Service reservoir 2. Shut off solenoid 3. Air filter
4. VGT solenoid
5. Turbocharging pressure sensor (located upstream of compressor) 6. Turbine actuator
7. Turbine rpm sensor 8. EDC control unit 9. Body Computer
ENGINE BRAKE
CONVENTIONAL ENGINE BRAKE
In a conventional engine brake (with a throttle valve on the exhaust port), the braking action is supplied exclusively by the counterpressure of the gases located inside the exhaust manifold (normally approximately 4 - 5 bars)
It is not possible to achieve high braking torques with this solution because the resistant torque due to turbo pressure generated during the compression stage (Fig. A) is almost completely cancelled out by the drive torque (apart from small leaks due to friction and heat dissipation) due to turbo pressure, which generates a driving force on the piston during the subsequent expansion stage (Fig. B).
Prolonged use also gives rise to engine overheating because the working fluid remains the same; no cool air is taken into the cylinders (to determine internal ventilation) apart from the minimum amount permitted by the small quantity of exhaust gas that flows through the throttle valve.
ITB ENGINE BRAKE (Iveco Turbo Brake)
The braking system on Cursor engines is completely different from a conventional system: the ITB is technologically more advanced than systems used by other manufacturers, which lack a VGT.
Towards the end of the compression stage (Fig. C), several degrees before reaching TDC, a special device opens the exhaust valve slightly to evacuate the pressure that has built up in the cylinder (Fig. D).
In this case, the braking torque generated by the compression stage is used, but without any subsequent return thrust on the piston.
Principle of operation (ITB)
When the engine brake is operated, the hydraulic control mechanism cancels out the exhaust valve clearance.
The relevant rocker is slightly raised at the correct stage of the cycle by the engine brake lift ramp as a result of the specific exhaust cam profile.
The exhaust valves therefore open slightly near TDC at the end of the exhaust stage to discharge compressed air into the combustion chamber.
A Engine brake released
B Engine brake applied
C Exhaust cam
(d = valve lift for engine brake)
Exhaust cam movement
The two graphs show exhaust cam movements to describe what happens when the rocker is lowered during engine brake operation.
In both graphs, the line represents the ideal line along which the rocker roller slides until it meets the valve main riser or other protuberances; the degrees stand for degrees of crankshaft rotation.
Normal engine operation: the roller slides the line and only meets the main valve riser.
A2 is normal operating clearance (0.40 ± 0.05 mm when cold for Cursor 8, 0.50 0.05 Cursor 10, 0.60 0.05 Cursor 13), measured exactly at the engine brake riser, i.e. at TDC. The graph also clearly shows the reason why the clearance is not as set when it is checked with the cam in other positions.
For example, the value at A1 is:
about 1.7 mm when cold (Cursor 8); about 1.8 mm when cold (Cursor 10); about 1.9 mm when cold (Cursor 13).
000593t
Operating during engine braking: the rocker is lowered and the roller still slides along which has, however changed position, and is also raised by the engine brake riser and the main riser.
FUEL SYSTEM
The fuel feed circuit essentially consists of the following parts: fuel pump, filter, prefilter and 6 pump injectors driven by the camshaft via rockers. Everything is managed by the EDC electronic control unit.
ENGINE FUEL DIAGRAM
1. Fuel filter – 2. Pressure damper – 3. Pressure regulator valve (opening starts at 5 bar) – 4. Fuel feed pump– 5. Fuel prefilter with manual priming pump – 6. Valve for recirculating fuel
from the injectors built into the fuel pump (opening starts 3.5 bars) – 7. EDC control unit – 8. Heat exchanger for control unit – 9. Pressure relief valve for fuel return to tank – 10. Pump
injectors
A. Fuel intake from injectors – B. Fuel return to tank
p= (2 ÷ 5) bar p= (3,2 ÷ 3,8) bar
Bleeding air from the fuel circuit
Undo the bleed screws and connect pipes to drain off bleed residues into suitable containers:
1 = located on prefilter support (on frame); 2 = located on filter support (on engine); 5 = located on front portion of cylinder head.
Pump using hand pump (3), (3), located on the prefilter until fuel free of air emerges from screw (1). Tighten screw (1) (1) and bleed the system via pump (3), (3) until fuel emerges from screw (2) (3) on the filter mount. Tighten screw (2) and complete the bleed stage, continuing to pump until fuel emerges from screw (5) located on the front part of the cylinder head. Tighten screw (5).
Prefilter Filter Cylinder head front or
front/side end
Take particular care that the fuel emerging from the bleed screw on the cylinder head does not contaminate the fan, water pump and the alternator and air conditioner drive belts. Risk of damage.
LD188 LD215
INJECTORS
The pump-injector mainly consists of three parts: Solenoid
pump element
nozzle
These three parts are NOT individually replaceable and NOT serviceable.
The pumping element is operated mechanically at each stroke by a rocker. It compresses the fuel in the delivery chamber.
The nozzle is formed and operates in a similar way to conventional injectors. It is opened by fuel under pressure and injects the finely atomised fuel into the combustion chamber.
A solenoid controlled directly by the electronic control unit determines the delivery method on the basis of a control signal.
An injector casing houses the lower part of the pump-injector in the cylinder head.
F2B engines
The Cursor 8 Euro 3 range pump-injector is the same of that used in the Euro 4/5 range.
A. Solenoid – B. Pump element C. Nozzle
F3A-F3B engines
The Cursor ETH Euro 3 range injector is the same of that used in the Euro 4/5 range.
Cross section through UIN3.1 injectors:
1. Fuel/oil sealing ring - 2. Fuel/diesel sealing ring – 3. Fuel/exhaust gas sealing ring
Because the injection pressure of the new UIN 3.1 pump injectors is higher, they spray the fuel more finely into the exhaust chamber to improve combustion and thus reduce polluting exhaust emissions.
OLD
NEW NIMA code
Replacing pump - injectors (F3A – F3B engines)
Use tool 99342155 to remove the pump - injector from the cylinder head as follows: attach part (3) of tool 99342155 to the pump-injector (4);
fit part (2) to part (3), resting part (2) on the cylinder head;
tighten nut (1) and remove pump-injector (4) from the cylinder head.
FUEL FILTER (F3A - F3B Engines )
A larger cartridge filter has been introduced on F3A - F3B new Euro 3 engines.
SETTINGS
Checking cylinder liner protrusion
Check protrusion by applying special tool (2) and tightening bolts (1) to a torque of 170 Nm (F2B engines) or 225 Nm (F3A – F3B engines).
Use a dial gauge (3) to measure that the cylinder liner protrusion in relation to the cylinder head support surface is 0.035 – 0.065 mm (F2B engines) or 0.045 – 0.075 (F3A – F3B engines). Otherwise, replace the shim with another of appropriate thickness supplied as a spare part. Always replace the o-ring water seals.
Adjusting flywheel sensor seat plate position
The flywheel sensor seat takes the form of a plate with slotted fastening holes. If in doubt over the correct positioning or if the flywheel cover casing or plate requires removal, adjust the position as follows:
Position the piston of cylinder no. 1
exactly at TDC.
With the sensor plate bolts loosened, insert tool 99360612 into the sensor seat.
Move the sensor plate slightly until the end of tool (1) fits exactly into the underlying flywheel hole.
Tighten the bolts until the shear head breaks off.
001339t 99360612
73533 45264 45260 45269 0053205t 45376
E2
G
F
E1
D
C
B
A
Use tool 99360321 to turn the crankshaft clockwise (flywheel end) until the dial gauge pointer reaches the minimum value, beyond which it cannot fall.
Zero the dial gauge.
Turn the crankshaft in its normal direction of rotation until the dial gauge shows the correct lift value shown in the table.
Cursor 8 4.90 0.05 mm Cursor 10 4.44 0.05 mm Cursor 13 5.31 0.05 mm
D) The camshaft timing is correct if the specified cam lift values (see table, point C) correspond to the following conditions:
1. The hole with one notch (5) is visible from the inspection window.
2. Tool 99360612 (1) fits into hole (3) on flywheel (4) through engine rpm sensor seat (2).
D
106535
2) Adjust the flywheel to achieve the conditions indicated in under point D above, remembering that the cam lift must remain unchanged.
3) Tighten bolts (2, Figure A) and repeat the check as described. 4) Tighten bolts (2) to the specified torque.
(FIGURE A) (FIGURE B)
77259 60575
Adjusting camshaft phonic wheel timing
Adjusting the camshaft phonic wheel timing allows the electronic control unit to detect the cylinders in which the fuel injection is to take place via the sensor.
Proceed as follows:
1) Turn the crankshaft to move the piston of cylinder no. 1 to TDC during the compression phase.
2) Turn it through approx. ¼ turn against its normal direction of rotation.
3) Turn the flywheel back in its normal direction of rotation until the hole marked with a double notch (4) is visible through the inspection hole under the flywheel cover casing.
4) Insert tool 99360612 (5) in the flywheel sensor seat (6).
5) Fit tool 99360613 (2) on the tooth on the phonic wheel through the timing sensor seat (if tool (2) is difficult to fit, loosen bolts (3) and adjust phonic wheel (1) until tool (2) fits over the tooth correctly).
In other words, the phonic wheel of the camshaft is correctly timed when, with the flywheel at an angle of 54° before TDC with piston no. 1 in the compression phase, the recognition tooth of the phonic wheel aligns exactly with the position determined by tool 99360613.
If the phonic wheel timing is incorrect, align the 4 bolts securing it to the gear and correct its angle using the slots.
Adjusting valve clearance and injector pump element position
The operations described must be carried out scrupulously to ensure the engine is not damaged and operates normally.
The figure represents the option chosen for Cursor 8 engines (pump-injector with non-coaxial coil). The procedure described below applies to all Cursor engines.
Adjust the piston of the cylinder for which the clearance is to be adjusted to TDC at the end of the compression stroke. The valves of this cylinder are closed while both valves of the symmetrically opposite cylinder are open.
The symmetrical cylinder pairs are 1 – 6, 4 – 3 e 2 – 5.
To carry out these operations correctly, proceed as described below, using the information given in the table overleaf.
Adjusting valve clearance
The specified clearance with the engine cold is:
F2B engines: 0.40 mm ± 0.05 mm (intake and exhaust);
Sequence:
1) move the crankshaft into position for the valves to be adjusted; 2) use a box wrench to loosen nut (1) securing the adjustment screw;
3) fit feeler gauge strip (3) between the washer of rocker (2) and the valve control bridge; 4) use an appropriate wrench to tighten or unscrew the adjustment bolt;
5) check that the feeler gauge strip ( 3) slides with slight friction; 6) tighten nut (1), holding the adjustment screw still;
Position the pump injector pump elements
Sequence:
1) move the crankshaft into position for the rocker to be adjusted;
2) use a box wrench to loosen the nut securing the adjustment screw on rocker (5) controlling injection pump (6);
3) use an appropriate wrench (4) to tighten the adjustment screw so that the pump element is in contact with the end stop;
4) use a torque wrench to tighten the adjustment bolt to a torque of 5Nm (0.5 kgm); 5) unscrew the adjustment screw through ½ ¾ turn;
6) tighten the nut retaining the adjustment screw;
FIRING ORDER 1 – 4 – 2 – 6 – 3 – 5
Start and turn anticlockwise Balance valves on cylinder no. Adjust clearance of valves on cylinder no. Adjust preload of injectors for cylinder 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
To carry out the above adjustment correctly, it is essential to carry out the sequence shown in the table on the page alongside. At each rotation phase, check the accuracy of the position by inserting pin 99360612 in the 11th hole of each of the three 18-hole sectors.
DATA AND INSTALLATION CLEARANCES
F2B F3A F3B Type
mm CYLINDER AND CRANKSHAFT ASSEMBLY
Cylinder liner seats:
upper lower 130,200 130,225 128,510 128,535 142,000 142,025 140,000 140,025 153,500 153,525 152,000 152,025 Cylinder liners: outer diameter: upper 2 lower length 130,161 130,186 128,475 128,500 - 141,961 141,986 139,890 139,915 - 153,461 153,486 151,890 151,915 - Cylinder liners–
engine block seats
upper lower 0,014 0,010 0,064 0,060 0,014 0,085 0,064 0,135 0,014 0,085 0,039 0,135 Outer diameter 2 - - - * Selection class Cylinder liners: A* outer diameter 3 B* Protrusion X 115,000 115,012 115,010 115,022 0,035 0,065 125,000 125,013 125,011 125,024 0,045 0,075 135,000 135,013 135,011 135,024 0,045 0,075 *Supplied as spares ** Only production. Pistons: measurement height X outer diameter 1 A* outer diameter 1 B* pin seat 18 114,871 114,883 114,881 114,893 46,010 46,018 18 124,861 124,873 124,872 124,884 50,010 50,016 18 134,861 134,873 134,872 134,884 54,010 54,018 * Selection class
Piston – cylinder liners
A* B* 0,117 0,141 -- 0,127 0,152 0,127 0,152 Piston diameter 1 - - - Piston protrusion X 0,32 0,69 0,23 0,53 0,12 0,42
