FICFL411S

F1C EuVI Engines

S Series

On-Road

multipurpose

Technical and Repair manual

F1CFL411S*A302

S30ENT6K25.00

S30ENT6K26.00

S30ENT6K27.00

data, specifications, instructions and methodologies.

This publication has been drawn up for qualified and special-ised 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, hel-met, gloves, shoes, etc. and hoisting and transporting equip-ment.

Operations are to be performed by following the indications included here, using the special equipment indicated and assur-ing proper repair, compliance with schedule and operator’s safety requirements.

Each repair must aim to restore operating efficiency and safety in compliance with the FPT provisions.

FPT cannot be held liable for modifications, alterations or other interventions non authorised by FPT on the vehicle and if the unit is warranted the above mentioned interventions will cause its expiration.

FPT is not liable for repairing interventions.

FPT will provide further details required to carry out the inter-ventions and all the instructions that are not included on this publication.

Data included in this publication may not be up-to-date there-fore subject to Manufacturer’s 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 illustra-tions included.

Publication edited by:

FPT Industrial S.p.A

Via Puglia 15, 10156 Torino, Italia www.fptindustrial.com

F1C EuVI Engines S Series

Introduction

- Grounding and screening . . . 8

OPTIONAL ELECTRICAL AND MECHANICAL PARTS INSTALLATIONS . . . 9

CONVERSIONS BETWEEN THE MAIN UNITS OF MEASUREMENT OF THE INTERNATIONAL SYSTEM AND THE MOST COMMONLY USED DERIVED SIZES . . . 9

PAGE HEADER AND FOOTER INTERPRETATION. . . 10

Manuals for repairs are split into Parts and Sections, each one of which is marked by a number; the contents of these sections are indicated in the general table of contents.

Sections with mechanical contents include technical data, tightening torque collections, tool lists, assembly connections - disconnec-tions, overhauls at the bench, troubleshooting and scheduled maintenance.

On sections or parts of the electric/electronic system there are the descriptions of the electric network and the electronic systems assembly, wiring diagrams, electric characteristics of components.

Sections 1 and 2 describe the engine and its general features.

Section 3 describes the electrical part, concerning wiring, electrical and electronic equipment according to the specific use. Section 4 includes scheduled maintenance.

Sections 5 and 6 concern the operations of removal/refitting of the main components and operations of general overhaul of engine fitted on a rotating stand.

Section 7 contains the techcnical data of the motor such as installation clearances and tightening torques. Section 8 contains the special tools list.

The appendix provides a list of the general safety regulations which all operators, whether installers or maintenance technicians, must comply with to prevent any serious injury.

The manual uses proper symbols in its descriptions; the purpose of these symbols is to classify information. In particular, a set of symbols has been defined to classify warnings, while another set has been specified for service operations

General danger

It includes the dangers of above described signals. Risk of serious damage to the assembly

The partial or total non-observance of these instructions could cause serious damage to the assembly and may nullify the warranty.

Environment protection

Indicates correct behaviour in order for the assembly use to be as environmentally friendly as possible. Danger for persons

Missing or incomplete observance of these prescriptions can cause serious danger for persons’ safety.

SYMBOLS Warnings

Indicates an additional explanation for a piece of information.

!

NOTE

GENERAL INFORMATION

Service operations

Example

α Tighten to the specified torque + angle value

Ø 1 = Housing for connecting rod small end bush.

Ø 2 = Housing for connecting rod bearings

Ø 1

Removal Disconnection Intake Refitting Connection Exhaust Removal Disassembly Operation Fitting in place

Assembly

ρ

Tighten to torque Tolerance

Weight difference

α 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

The warnings shown may not be representative of all the dangerous situations that may occur.

Therefore, supervisors should be contacted whenever a dangerous situation that has not been described occurs. Use both specific and general-purpose toolings according to the prescriptions contained in respective use and mainten-ance handbooks.

Check the working condition and suitability of tools not subject to periodic review.

The manual handling of loads must be assessed in advance since it also depends not only on weight but also 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 show clear indications regarding maximum acceptable carrying capacity. The use of such tools is strictly permitted by authorised personnel only.

Stay at a safe distance from the load and never below it.

In disassembly operations, always observe the provided prescriptions and prevent any mechanical parts being taken out from accidentally striking workshop personnel.

Shop activities performed by two technicians must always been executed with caution; avoid operations that may be dangerous for any collaborators due to lack of field of vision or incorrect position.

Keep any personnel not assigned to the operations clear of working area.

Learn the necessary concepts of operation and safety relating to the vehicle prior to working on it. Scrupulously observe all safety warnings on the assembly.

Do not leave the assembly in motion unattended during repair work.

When working on an assembly off the ground, make sure that it is resting firmly on the appropriate supporting stands and that the manual/automatic safety devices are activated in the event of lifting with a hydraulic ramp.

When working on assemblies fuelled with natural gas, in addition to the instructions given in the document, also observe all the specific safety regulations provided.

Only remove radiator cap when the engine is cold by cautiously unscrewing it in order to let system residual pressure out.

Flammable fuels and all fluids and liquids must be handled with care, according to the indications provided in the 12 point cards of harmful materials.

Refuelling must be performed outdoors with the engine off, avoiding lit cigarettes, free flames or sparks, in order to pre-vent sudden fires/explosions.

Adequately store inflammable, corrosive and polluting fluids and liquids according towhat provided by regulations in force. Strictly avoid using containers for food to store harmful liquids.

Avoid drilling or burning pressurised containers and discard cloths impregnated with inflammable substances into suit-able containers.

Worn out, damaged or consumable parts must be replaced with original spare parts.

During workshop activities, always keep the workplace clean; promptly free or clean floors of any accidental spills and stains of liquids and oils.

Electric sockets and electrical equipment necessary to perform repair operations must meet safety rules.

Before overhauling, clean the assemblies and make sure they are integral and complete.

Tidy up detached or disassembled parts with their securing elements (screws, nuts, etc.) into special containers. Check the integrity of the parts that prevent the loosening of screws: split washers, split pins, clips, etc. Self-locking nuts with nylon inserts must always be replaced.

Avoid contact of rubber with diesel fuel, petrol or other incompatible substances.

Before pressure washing mechanical parts, protect electrical connectors and any control units.

The tightening of screws and nuts should always be carried out according to directions. FPT’s sales and assistance net-work is available to provide any clarifications necessary to carry out any repair net-work not covered by this document. Before welding:

- Disconnect all electronic control units and unplug the power cable from the battery’s positive terminal (connecting it to the chassis ground) and connectors.

- Remove paint by using proper solvents or paint removers and clean relevant surfaces with soap and water. - Wait approximately 15 minutes before proceeding with welding.

- Use suitable fire-resistant protections to protect hoses or other components in which fluids or other flammable materials flow when welding.

Should the vehicle be subjected to temperatures exceeding 80˚C (dryer ovens), remove the electronic control units.

The disposal of all liquids and fluids must be performed with full observance of specific rules in force. Wear all required P.P.E and garments when called for by the operation at issue.

Contact with moving parts may cause serious injuries. Use suitable, preferably tight-fitting garments and avoid wearing jewellery, scarves, etc.

Do not leave the engine running in workshops not equipped with a pipe to extract exhaust fumes outside.

Do not breathe fumes fromheating orwelding of paint, as they are harmful; operate outdoors or inwell-ventilated areas. Wear an appropriate respirator in the presence of paint dust.

Avoid contact with hot water or steam from the engine, radiator and hoses as they could cause serious burns. Avoid direct contact with liquids and fluids inside vehicle systems; consult the 12 remedy points sheet if accidental contact occurs.

GENERAL WARNINGS ON THE ELECTRIC SYSTEM

Do not use fast chargers to start up the engine.

Start upmust only be performed with either separate batteries or special truck.

Incorrect polarisation of voltage supply to the electronic control units (for example, incorrect polarization of batteries) may lead to their destruction.

Disconnect the batteries from the system during their recharging with an external apparatus.

On connecting, only screw connector (temperature sensors, pressure sensors, etc.) nuts to the prescribed tightening torque.

Isolate the circuit prior to disconnecting the junction connector from an electronic control unit.

Do not directly supply current to components served by electronic control units with nominal vehicle voltage. The cables must be routed in such a way as to be parallel to the reference plane, as close as possible to the chassis/body. Upon completing work on the electrical circuit, restore the electrical connectors and wiring as originally provided. When having to operate on the electrical/electronic circuit, disconnect the batteries from the circuit, disconnecting the chassis earth cable first of all from the negative terminal of the battery.

Before connecting the batteries to the system, make sure that the system is suitably insulated.

Disconnect the external recharging apparatus from the public utility network before removing the apparatus pins from the battery terminals.

Do not cause sparks to verify the presence of voltage in a circuit.

Do not use a test lamp to verify circuit continuity, but proper control equipment only.

Make sure that the wirings of electronic devices (length, type of cable, location, strapping, connection of screen braiding, grounding, etc.) conform with the FPT system and that they are carefully restored after repair or maintenance work. Measurements on the ECUs, jack connections and electrical connections of components must be done only on regular test lines, with special jacks and jack bushings.

Never use improvised equipment like metal wires, screwdrivers, pins or similar.

This may not only cause short circuits, but also damage the jack connectors, resulting in poor contact.

The connectors are shown from cable side.

Connector views contained in the manual are representative of cable side.

!

Grounding and screening

The negative leads connected to a system grounding point must be as short as possible and connected to one another in delta configuration; make sure that they are tightened in an orderly and adequate manner (Figure 1 ref. M).

The following precautions must be observed regarding the electronic components:

- The electronic control units must be connected to the circuit’s ground when they have metallic casing.

- Electronic control unit negative cablesmust be connected to a system ground point, such as the dashboard compartment ground (do not use “serial” or ”chain” connections), and to the negative terminal of the battery/ies.

- Even if not connected to the circuit ground/battery negative terminal, analog ground (sensors) should have optimal isolation. Consequently, particular care should be given to terminal parasitic resistances: oxidation, clinching defects, etc.

- The metal braid of shielded circuits must be in electric contact only at the end towards the control unit where the signal enters (Figure 2).

- In the case of junction connectors, the unshielded section d, near the connectors must be as short as possible (Figure 2). - The cables must be routed in such a way as to be parallel to the reference plane, as close as possible to the chassis/body.

1. ”DELTA” CONNECTIONS OF NEGATIVE CABLES TO THE CIRCUIT EARTH M

2. SHIELDING BY METAL BRAID OF A CABLE TO AN ELECTRONIC COMPONENT - C. CONNECTOR d. DISTANCE ! 0

88039

Figure 1

OPTIONAL ELECTRICAL AND MECHANICAL PARTS INSTALLATIONS

Accessory installation, additions and changes on the assembly must be carried out in compliance with the FPT assembly directives. It is reminded that, especially with regard to the electric system, several electric sockets are provided for as standard (or optional) sockets in order to simplify and normalise the electrical intervention by fitters.

It is strictly forbidden to carry out any modifications or connections to the electronic control unit wiring. In particular, the data line between the control units (CAN line) is to be considered untouchable.

CONVERSIONS BETWEEN THE MAIN UNITS OF MEASUREMENT OF THE INTERNATION-AL SYSTEM AND THE MOST COMMONLY USED DERIVED SIZES

Power 1 kW = 1.36 HP 1 kW = 1.34 hp 1 CV = 0.735 kW 1 CV = 0.986 hp 1 hp = 0.746 kW 1 hp = 1.014 HP

NOTE the unit HP is converted into hp for simplicity according to a 1:1 ratio 1 hp = 1 HP

NOTE Where accuracy is not particularly needed:

- the unit Nm is converted into kgm for simplicity according to a ratio of 10:1 1 kgm = 10 Nm;

- the unit bar is converted into kg/cm2 for simplicity according to a ratio of 1:1 1 kg/cm2 = 1 bar.

Temperature

0C = 273.15 K

0F = 255.37 K

0C = 32 ˚F (the conversion factor between Celsius and Fahrenheit is 1:1.8) Torque

1 Nm = 0.1019 kgm

1 kgm = 9.81 Nm

Revolutions per time unit

1 rpm = 0.1047 rad/s 1 rad/s = 9.55 rpm Pressure 1 bar = 1.02 kg/cm2 1 kg/cm2 _{= 0.981 bar} 1 bar = 105Pa

Type of engine Section title Page number Number of printed copies Language Publication

Basic edition referring to closing phase of drafting

month-year

When present, a month-year update (Revi) to the basic edition

UPDATE DATA

F1C Engines EuVI

1

2

3

4

of the main engine components

5

General mechanical overhaul

6

Technical specifications

7

Tools

8

SECTION 1

General Specifications

Page

TECHNICAL CODE. . . 3

COMMERCIAL CODE. . . 4

ISOMETRIC VIEWS OF ENGINE. . . 5

POWER - TORQUE CURVES . . . 6

ENGINE VIEWS . . . 8

TECHNICAL CODE

Emissions level: A = EuVI

Performances:

A = First calibration B = Second calibration extc.

Engine family development

Cylinder configuration: A = 4 stroke vertical B = 4 stroke horizontal C = 4 stroke vertical with EGR D = 4 stroke horizontal with EGR

E = 4 stroke vertical with post-treat F = 4 stroke horizontal with post-treat G = 4 stroke horizontal with EGR +post treat L = 4 stroke vertical with EGR + post treat Application: 0 = Other application 1 = Trucks 2 = Buses eVGT 3 = Industrial / Agricultural 5 = Genset 6 = Marine

7 = Industrial / Agricultural turbo 8 = Cars and derivatives

Engine main characteristics: 0 = Turbocharged CNG

1 = Turbocharged diesel i.d.aftercooled 2 = Naturally Aspirated diesel i.d. 3 = Naturally Aspirated diesel i.i. 4 = Naturally Aspirated petrol 5 = Naturally Aspirated CNG 6 = Turbocharged diesel i.d. 7 = Turbocharged diesel i.i. 8 = Turbochargedpetrol

9 = Turbocharged diesel i.i. aftercooled

No. of cylinders

F = ENGINE WITH HW DEVELOPED FOR TIER4/EURO6

Progressive numbers showing engine variants

F1

C

F

L

4

1

1

S

A

302

COMMERCIAL CODE

Displacement:

L *10 for displacement < 10 L Crakcase:

N = Not structural (normal distribution) S = Not structural (limited distribution) R = Structural

Emission levels: A = 2002/88 CE C = Euro 3

D = Double omologation Europe (NRMM) and EPA-USA E = Europe (NRMM)

F = Sprinkler G = GAS

I = Not emissioned (without omologation) L = Stage IV M = Marine R = R96 omologation S = R96 TIER4B omologation U = EPA - USA X = Stage 3A - Tier 3 Y = Stage 3B - Tier 4A Z = Tier4B 4 = Euro 4 5 = Euro 5 6 = Euro 6 Aspiration: A = Natural S = Supercharged

T = Supercharged with aftercooler

Injection type: E = Electronic M = Mechanic

S

30

E

N

T

6

Figure 1

ISOMETRIC VIEW OF ENGINE

POWER - TORQUE CURVES Figure 2 227513 S30ENT6K27.00 Max. POWER 95 kW (127 HP) at 3,500 rpm Max. TORQUE 300 Nm (30.6 kgm) at 1,300 rpm Figure 3 227514 S30ENT6K26.00 Max. POWER 110 kW (150 HP) at 3,500 rpm Max. TORQUE 370 Nm (37.7 kgm) at 1,320 rpm

S30ENT6K25.00

Max. POWER 129 kW (173 HP) at 3,500 rpm Max. TORQUE 430 Nm (43.8 kgm) at 1,600 rpm

Figure 4

Figure 5

227507

INTAKE SIDE VIEW

1. EGR valve 2. Hot compressed air outlet pipe 3. Exhaust manifold protection 4. Alternator 5. Lubricant oil sump 6. Engine mount 7. Turbocharger actuator 8. Variable geometry turbocharger

-9. Flow rate control valve - 10. Exhaust manifold - 11. EGR heat exchanger

Figure 6

227506

EXHAUST SIDE VIEW

1. Intake manifold - 2. Lubricant oil filter - 3. Engine coolant inlet pipe to heat exchanger - 4. Water/oil heat exchanger 5. Engine mount 6. Lubricant oil level dipstick 7. Air compressor 8. Power steering pump

Figure 7

227508

FRONT VIEW

1. Blowby 2. Air compressor 3. Fixed belt tensioner 4. Damper pulley 5. Alternator -6. Automatic belt tensioner - 7. Electromagnetic pulley - 8. Lubricant oil filler cap

Figure 8

227509

REAR VIEW

1. Coolant pipe 2. Exhaust gas pipe from EGR to intake manifold 3. Flow rate control valve 4. Engine flywheel 5. Lubricant oil drain plug 6. Air compressor

Figure 9

227510

TOP VIEW

1. Air inlet pipe to intake manifold 2. Lubricant oil filler cap 3. EGR valve

GENERAL SPECIFICATIONS

Type F1CFL411S*A302

Cycle Diesel 4 strokes

Supply Turbocharged with aftercooler

Injection Direct

Number of cylinders 4 in line

 Bore mm 95.8 Stroke mm 104

+

+

+.. =

Injection type: common rail injection system

BOSCH EDC17 C49

Nozzle type Injectors BOSCH

CRi2-20

Injection sequence 1 - 3 - 4 - 2

bar

Type F1CFL411S*A302 Maximum power kW (HP) 95 (127) 110 (150) 129 (173) rpm 3500 3500 3500 Maximum torque Nm (Kgm) 300 (30.6) 370 (37.7) 430 (43.8) rpm 1300 1320 1600

Slow running of engine

with no load rpm 800 25

Fast idling speed of

engine with no load rpm 4200 50

TURBOCHARGING With aftercooler

Turbocharger type _{GARRETT water and oil cooled variable geometry}

Actuator minimum flow kg/hr 160 ± 5.0

Actuator calibration:

Vacuum 0 bar mm Valve fully open

Vacuum 20 kPa mm 1.5 ÷ 4.0

Vacuum 64.7 kPa mm 10 ÷ 12.5

bar

LUBRICATION forced by gear pump, pressure relief valve, oil filter

with total filtering integral cartridge Oil pressure with engine hot

(100C 5C):

at idling speed bar 1.5 0.3

at top speed bar 4.5 0.5

COOLING by centrifugal pump, thermostat for adjustment, coolant

temperature, sensor, heat exchanger

Water pump control: by belt

Thermostat: brand: start of opening:

WAHLER 79C  2 C

!

Data, features and performances are valid only if the setter fully complies with all the installation prescriptions provided by FPT.

Furthermore, the equipment assembled by vehicle manufacturer shall always be in compliance with torque, power and number of revs based on which the engine has been designed.

(1) The amounts indicated relate to the standard configuration of the engine only.

Use a 50% mixture of water and Paraflu HT even during the summer months. As an alternative to Paraflu HT use another product that complies with ASTM D-6210 international standard.

(2)Only use lubricants which meet the international standards 5W-30/0W-30; ACEA C2. Recommended oil is URANIA DAILY FE - URANIA DAILY LS. The oil used is considered to be acceptable until a quantity equalling 0.5% of fuel consumption is reached. (3) The quantities shown refer to the first refilling and concern the refilling of engine, oil sump and filter.

(4) Use fuel compliant to the EN 590 international standard. (5) Refer to the indications of the vehicle manufacturer.

(6) Use an AdBlue 32.5% solution in water compliant to the ISO 22241 international standard.

!

Warning — 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 allow sedimentation of the impurities before refuelling.

Type F1CFL411S*A302

Cooling circuit(1)

Total capacity l(kg) 6.9 (6.2)

Lubrication circuit

Total capacity(2)(3) l(kg) 7.3 (6.6)

Oil sump capacity:

Oil sump at minimum level Oil sump at maximum level

l(kg) l(kg)

4.29 (3.86) 6.60 (5.94)

Power steering oil capacity(5)

-Fuel tank capacity(4)(5)

-Urea total capacity(6) 25 (22.5)

l(kg)

l(kg) l(kg)

SECTION 2

Operating diagrams

Page COMMON RAIL INJECTION SYSTEM . . . 3 - General specifications . . . 3 - Electric system. . . 3 - Main sensors . . . 5 - Hydraulic system . . . 9 - Injection system main components . . . 12 - Electro-injectors CRI2-20 . . . 15 LUBRICATION. . . 17 - General specification. . . 17 - Lubrication system main components. . . 18 OIL VAPOUR RECIRCULATION (BLOW-BY) . 21 - General specifications . . . 21 - Operation . . . 21 COOLING SYSTEM . . . 22 - General specifications . . . 22 - Operation . . . 23 - Cooling system main components . . . 23 TURBOCHARGING SYSTEM . . . 24 - Description . . . 24 - Turbocharging system main components . . . . 25 EXHAUST GAS RECIRCULATION (EGR) . . . . 28 - System layout . . . 28 - Operation . . . 28 - E.G.R. Assembly (Exhaust Gas Recirculation) . 29 - E.G.R. Assembly. . . 30

Page TIMING SYSTEM . . . 31 - Description . . . 31 EXHAUST GAS POST-TREATMENT SYSTEM

(ATS) . . . 32 - System description . . . 32 - ATS principle layout . . . 32 - EMS System layout (DeNOx PC/LD 3.1). . . . 33 - Operation . . . 34 - Hardware scheme. . . 35 - Hydraulic scheme . . . 35 - AdBlue Specifications . . . 36 - Main components of the ATS system . . . 37 - ATS system main sensors . . . 42

Figure 1

1. Air inlet from aftercooler temperature sensor 2. Pre/heater glow plugs 3. Air pressure and temperature sensor 4. Oil pressure switch 5. Fuel flow regulator on pump 6. Coolant temperature sensor 7. Segment speed sensor

-8. Pressure regulating valve on rail - 9. Pressure sensor on rail

COMMON RAIL INJECTION SYSTEM General specifications

The common rail injection system is a high-pressure electronic injection system for fast diesel engines with direct injection.

Its main features comprise:

- availability of high injection pressure values (2000 bar);

- these pressures can be modulated between 150 bar up to the maximum operating pressure of 2000 bar, irrespective of the speed of rotation and engine load; - capacity to operate at very high speeds (up to 6000

rpm);

- injection control precision (injection duration and advance);

- lower fuel consumption; - lower emissions.

Electric system

1. EGR valve 2. Increment speed sensor 3. Alternator 4. VGT position sensor -5. Flow rate control valve - 6. Electro-injectors - 7. Exhaust gas temperature sensor Figure 2

Main sensors

Fuel pressure sensor

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

The signal provided by the sensor is used by the engine management control unit to adjust the injection pressure and duration.

Fuel temperature sensor on fuel filter (not supplied by FPT)

Integrated in the fuel filter, it measures the fuel temperature and transmits it to the electronic control unit.

When the fuel temperature is too high (ambient temperature condition, engine at full load and tank in reserve), correct lubrication of the high-pressure pump is no longer assured.

On the basis of the values received, the control unit determines the density and volume of the fuel, correcting the delivery limiting engine performance.

Air pressure and temperature sensor

Positioned on the intake manifold, it measures the pressure of the boost air introduced into the intake manifold. This value will, together with the lambda probe and air temperature sensor values, allow the electronic control unit to accurately determine the amount of air fed into the cylinders and manage the injectors by adjusting the fuel supply accordingly, reducing noxious emissions and improving both consumption levels and performance. Inside the sensor there is an electronic temperature correction circuit to optimize the measurement of the pressure in relation to the intake air temperature.

Coolant temperature sensor

This sensor provides the control unit with an index of thermal status of the engine in order to determine corrections of the fuel delivery, injection pressure, EGR injection advance when starting cold (if equipped) and warm-up.

Increment speed sensor

It is an inductive sensor placed on the pulser ring mounted on the crankshaft front end.

It generates signals obtained from magnetic flux lines which close through the pulser ring teeth.

The engine management control unit uses this signal to measure the rpm of the engine, its angular position and to operate the electronic rev counter.

Segment speed sensor

It is an Hall effect type sensor positioned on the camshaft pulley.

It generates signals obtained from lines of magnetic flux that close through a notch in the pulley.

The signal generated by this sensor is used by the control unit as a reduntant signal to measure the different engine speeds.

Oil pressure switch

It is fitted on the water/oil heat exchanger and measures the engine oil pressure.

The signal detected is sent to the control unit. Air inlet from aftercooler temperature sensor.

Air inlet from aftercooler temperature sensor

It is fitted on the intake manifold air inlet pipe.

System description

The system makes pre-injection (pilot injection) possible before the TDC with the advantage of decreasing the derivative of the pressure in the combustion chamber, lowering the noise level of combustion, which is typical of direct injection engines.

The control unit controls the amount of fuel injected, adjusting the line pressure and injection times.

The information the control unit processes to regulate the amount of fuel to be injected includes:

The information the control unit processes to regulate the amount of fuel to be injected includes:

- Engine speed; - Coolant temperature; - Turbo charging pressure; - Air temperature; - Intake air quantity; - Battery voltage; - Diesel pressure;

- Accelerator pedal position.

Electronic injection control

The system calculates the injection modes by processing the following parameters:

- Engine rpm.

- Engine coolant fluid temperature. - Intake air capacity.

- Battery voltage. - Fuel pressure.

- Accelerator pedal position.

The fuel pressure can reach a maximum of 2000 bars. Up to 2800 rpm pre-injection is also carried out in order to reduce the typical noise of direct injection.

Pre-injection advance angles, the distance between pre-injection and main injection and advance angles of main injection vary according to the instantaneous engine operating conditions.

Self-diagnosis

System diagnosis is performed by means of diagnostic instruments (no Blink Code is used).

Immobilizer recognition (if present)

When the control unit receives the signal of the key on ”MAR” it communicates with the immobilizer control unit to enable starting.

Checking fuel temperature

With the fuel temperature greater than 75C, detected by the sensor on the fuel filter, the control unit operates the pressure regulator to decrease the line pressure (injection times are not changed).

If the temperature exceeds 90C, the power is reduced to 60%.

Checking engine coolant temperature

The control unit detects the temperature of the engine coolant fluid, of the boost air and of the fuel; if necessary, it controls theelectromagnetic cooling fan (Baruffaldi) and switches on the coolant fluid warning light.

Checking quantity of fuel injected

According to the signals from the sensors and the mapped values, the control unit:

- operates the pressure regulator;

- varies the ”pilot” injection time to 2200 rpm; - varies the ”main” injection time.

Checking idling adjustment

The control unit processes the signals coming from the various sensors and regulates the amount of fuel to inject, controlling the pressure regulator and altering the injector injection times.

Within certain thresholds the rpm takes account of the battery voltage.

Fuel cut-off in release phase

In the phase of releasing the throttle pedal the control unit actuates the following logic elements:

- it cuts off supply to the electro-injectors;

- it partially reactivates supply to the electro-injectors before reaching idling speed;

- it operates the fuel pressure regulator.

Checking cylinder balancing on idling

According to the signals received from the sensors, the control unit controls the regularity of the torque at idling speed:

- it varies the amount of fuel injected into the single electro-injectors (injection time).

Checking regular engine rotation (anti-sawing)

It ensures regular engine rotation at a constant rate while increasing revs.

The control unit processes the signals received from the sensors and determines the amount of fuel to be injected via: - the pressure regulator;

Checking smokiness at exhaust on acceleration

The engine control unit, using the signals from the rpm sensor and from the air flow rate meter, acting on the pressure regulator and altering the injection time for the injectors to control the exhaust fumes during heavy acceleration.

Checking exhaust gas recirculation

Depending on the engine load and the signal from the accelerator pedal sensor, the control unit limits the amount of air taken in, actuating partial suction of the exhaust gases.

Checking top speed limit

Depending on the number of revs, the control unit actuates two action strategies:

- at 4250 rpm it cuts off the fuel, decreasing the electro-injector opening time;

- over 5000 rpm it deactivates the electro-injectors.

Checking regular rotation on acceleration

Regular progression is assured in all conditions by the control of the pressure regulator and the electro-injector opening time.

Checking pre/heating glow plug control unit

The injection control unit times the operation of the preheating glow plug control unit depending on the engine temperature during start-up and post-start-up.

Checking activation of air-conditioning system

The control unit operates the air-conditioning compressor: - switching it on/off when the relative switch is pressed; - momentarily turning it off (approximately 6 sec.) if the

engine coolant reaches the set temperature.

Checking fuel pump

Irrespective of the speed, the control unit:

- supplies the auxiliary fuel pump with the key on MAR; - cuts off auxiliary pump supply if the engine is not started

up within a few seconds.

Checking fuel preheating

It times operation of diesel warming in relation to ambient temperature.

Checking cylinder position

During each turn of the engine, the control unit recognizes which cylinder is in the power stroke and operates the injection sequence for the appropriate cylinder.

Checking pilot and main injection timing

According to the signals from the various sensors, including the absolute pressure sensor built into the control unit, the control unit determines the optimum point of injection according to internal mapping.

Checking injection pressure closed cycle

Depending on the engine load, determined by processing the signals from the various sensors, the control unit operates the regulator to obtain optimum line pressure.

Fuel supply

The fuel supply is calculated in relation to: - accelerator pedal position

- engine speed

- quantity of air introduced.

The outcome may be corrected in relation to: - the water temperature.

Or to avoid: - noise - smoke - overloading - overheating - turbine over-revving.

The delivery can be modified in the case of: - action of external devices (ASR, MSR, HBA)

- serious trouble decreasing the load or stopping the engine.

After determining the mass of air introduced by measuring its volume and temperature, the control unit calculates the corresponding mass of fuel to inject into the relevant cylinder (mg per delivery) also taking into account the temperature of the diesel.

The fuel mass calculated in this way is first converted to volume (mm3per delivery), and then in crank degrees, i.e. in injection duration.

Correcting flow rate according to water temperature

A cold engine meets with greater resistance during operation: friction is high, the oil is still very viscous, and the various clearances are not yet optimized.

In addition, the injected fuel tends to condense on the metal surfaces that are still cold.

The fuel supply for a cold engine is therefore greater than for a warm one.

Correcting flow rate to avoid noise, smoke or overloading

The behaviour that could lead to this kind of trouble is well known.

The designer has therefore included special instructions in the control unit to avoid it.

De-rating

In the event of the engine overheating, injection is modified, decreasing the delivery to a varying degree, in proportion to the temperature reached by the coolant.

Turbine speed setting

The advance (start of delivery, expressed in degrees) may be different from one injection to the next, also differentiated from one cylinder to another.

It is calculated, similarly to the delivery, in relation to the engine load (accelerator position, engine speed and air introduced).

The advance is appropriately corrected: - in phases of acceleration;

- according to the water temperature. And also to obtain:

- lower emissions, noise and overloading; - better vehicle acceleration.

An extremely high advance is set on starting, depending on the water temperature.

Feedback from the start of delivery is supplied by the change in impedance of the injector solenoid valve.

Speed governor

The electronic speed regulator has the same characteristics as traditional units (min/max, speeds) but is stable in ranges in which mechanical regulators are imprecise.

Engine starting

During the first few turns of the engine, the timing and cylinder no. 1 recognition signals (flywheel sensor and camshaft sensor) are synchronized.

The accelerator pedal signal is ignored on starting. Starting delivery is set only according to water temperature, by a special map.

When the control unit detects such speed and acceleration of the flywheel as to be able to consider the engine started up and no longer driven by the starter motor, it re-enables the accelerator pedal.

Cold starting

If even just one of the three temperature sensors (water, air or diesel) records a temperature lower than 10C, pre-post heating is activated.

When the key makes contact the pre-heating indicator light comes on and stays on for a length of time that varies in relation to the temperature (while the glow plugs in the cylinder head heat the air), then flashes. It is now possible to start up the engine.

When the motor is running this indicator light goes out, while the glow plugs continue to be powered for a certain length of time (variable) for post-heating.

If, with the indicator light flashing, the engine is not started up within 20-25 seconds (inattention time), the operation is cancelled so as not to run down the batteries pointlessly. The pre-heating curve is also variable in relation to the battery voltage.

It is extremely important for this procedure not to be broken off, for example by switching off the engine with the battery cut-out, or by disconnecting the battery cut-out before 10 seconds have passed since switching off the engine. If this happens, the functioning of the system is ensured, but repeated interruptions may damage the control unit.

NOTE

Warm starting

If the reference temperatures all exceed 10C, when the key makes contact the indicator light comes on for approximately 2 sec., for a short test, and then goes out. It is now possible to start up the engine.

Run up

When the key makes contact, the control unit transfers the information stored in memory when the engine was last stopped into the main memory (see After Run) and makes a diagnosis of the system.

After run

Whenever the engine is switched off with the key, the control unit stays powered for a few seconds by the main relay.

This makes it possible for the microprocessor to transfer some data from the main memory (volatile) to a non-volatile memory, which can be erased and written over (EEPROM), so as to make it available at the next start up (see Run Up). These data basically consist of:

- various settings (engine idling adjustment, etc.); - settings of some components;

- fault memory.

The process lasts a few seconds, typically from 2 to 7 (depending on the amount of data to save), after which the control unit sends a command to the main relay and makes it disconnect from the battery.

Cut-off

This function cuts off fuel delivery when the vehicle is decelerating (accelerator pedal released).

Cylinder balancing

The individual balance of the cylinders contributes to improving comfort and driveability.

This function allows an individual and personalized check on the fuel flow rate and the start of the supply for each cylinder, in a way that is different from one cylinder to another, to compensate for injector tolerances.

The control unit does not directly evaluate the differences in injector flow rate: calibration takes place by entering the injector bar code using the diagnostic instrument (see ”replacing an injector”).

Synchronization search

If there is no signal from the camshaft sensor, the control unit is anyhow able to recognize the cylinders into which the fuel is to be injected.

If this occurs when the engine is already running, the combustion sequence has already been acquired, so the control unit continues with the sequence on which it has already been synchronized.

If this occurs when the engine is already stationary, the control unit activates one injector; within 2 rounds of the crankshaft, in that cylinder a combustion will start.

Then the crankshaft speeds up and the control unit manages to synchronise the ignition order and to start the engine.

A. High pressure - B. Low pressure - C. Backflow

1. Common Rail 2. Fuel return pipe from injectors 3. Fuel return pipe from rail 4. Fuel pipe from pump to tank 5. Fuel pipe from filter to pump 6. High pressure pump -7. High pressure pipe from pump to rail - 8. Electro-injectors - 9. High pressure pipes from rail to injectors.

227516

Figure 3

Operation

In this injection system, the flow regulator, located above the high-pressure pump, regulates the flow of fuel needed in the low pressure system. Subsequently the high-pressure pump correctly supplies the hydraulic accumulator.

This solution, only pressurising the necessary fuel, improves the energy efficiency and limits heating the fuel in the system. The relief valve fitted on the high-pressure pump has the function of keeping the pressure, at the pressure regulator inlet, constant at 5 bars; irrespective of the efficiency of the fuel filter and of the system before it.

The action of the relief valve causes an increase in the flow of fuel in the high-pressure pump cooling circuit.

The high-pressure pump continuously maintains the fuel at the working pressure, irrespective of the timing and the cylinder that is to receive the injection and accumulates it in a duct common to all the electro-injectors.

At the electro-injector inlet therefore, there is always fuel at the injection pressure calculated by the control unit. When the solenoid valve of an electro-injector is energized by the control unit, fuel taken straight from the common rail is injected into the relevant cylinder.

The hydraulic system consists of a low-pressure fuel recirculation circuit and a high-pressure circuit.

The high-pressure circuit is made up of the following pipes: - pipe connecting the high-pressure pump outlet to the

hydraulic accumulator (rail); - hydraulic accumulator (rail);

- pipes feeding the electro-injectors from the hydraulic accumulator.

The low-pressure circuit is made up of the following pipes: - fuel intake pipe from the tank to the filter;

- pipe assembly made up of the following:

- feed pipe from the fuel filter to the high-pressure pump; - fuel return pipe from the high-pressure pump to the tank; - fuel return pipe from the injectors to the pipe delivering

fuel back to the tank.

Due to the very high pressure that builds within this hydraulic system, the following precautions must be observed for safety reasons:

- avoid connecting high-pressure pipe fittings with approximate tightening;

- avoid disconnecting the high-pressure pipes when the engine is running (DO NOT make any attempt at bleeding: this is absolutely useless and dangerous!). To ensure correct operation of the system, it is essential that the low-pressure circuit is intact. Therefore, avoid any attempt at modification or alteration and intervene immediately if a leak is identified.

Figure 4

1. Pressure limiter valve 2. Highpressure delivery pipe, 3. Common Rail return pipe 4. Electroinjectors 5. DRV pressure control valve 6. Common Rail 7. Fuel pressure sensor 8. Electroinjector return pipe

9. Filter with water separator 10. Tank 11. Electric fuel pump 12. Electric fuel pump intake filter -13. Electric fuel pump non-return valve - 14. High-pressure pump - 15. Mesh filter-valve

Fuel system layout

221412 a. 4.4 bar () < p < 5.8 bar () b. 4.4 bar () < p < 6.0 bar () c. p≤ 2 bar d. p≤ 10 bar  relative pressure  absolute pressure * optional

Injection system main components

Fuel filter (not supplied by FPT)

A B C D E F

H G

Figure 5

1. Fuel filter support 2. Diesel output 3. Diesel intake 4. Diesel filter 5. Purge screw 6. Electronic unit 7. Pins 8. 12 way connector

-H-G-B, water sensor; - H-C, clogging sensor (if applicable); - D-E, NTC temperature sensor; - F-A, heater

156845

The fuel filter (4) comprises a filter cartridge with a water separator; the electronic unit is housed inside (6).

Water accumulation capacity is 140 cm3_.

The electronic unit (6) includes the water sensor, (optional) filter clogging sensor and temperature sensor.

Water sensor

The water sensor detects water present in the filter starting from a volume of 110 cm3_{. Water sensor provides values of:}

- ow voltage with water present; - high voltage in absence of water.

Technical data

Rated voltage 12 V (8 to16)

Absorbed current in standby Less 15 mA Absorbed current in alarm

(including load) Less 150 mA

Voltage on load in standby Greater 11.8 V Voltage on load in alarm condition Less 3.9 V

230351 CP 4.1 high pressure pump

Description

Pump with one radial plunger controlled via a gear by the timing belt; it needs no timing.

The pump is lubricated and cooled by the same fuel. The operating pressure is controlled as follows:

- electronically by a solenoid valve located on the pump casing and controlled by the control unit;

- by a regulator valve (DRV) mounted on the hydraulic accumulator (Rail).

Fuel supply is provided by a transfer pump.

This is built into the fuel level indicator located in the fuel tank incorporated into the fuel intake assembly (GAC) together with the fuel level signalling device located in the fuel tank.

Figure 6

The high-pressure pump cannot be overhauled; therefore, it must not be removed or tampered with.

Only the following repairs are permitted: replacing the drive gear.

NOTE

Flow rate regulator

The fuel flow regulator is mounted on the low-pressure circuit of the CP4.1 pump.

The flow regulator modulates the amount of fuel sent to the high-pressure circuit according to the commands received directly from the engine control unit.

The flow regulator is mainly composed of the - connector

- casing - solenoid - pre-load spring - shutter cylinder.

When there is no signal, the pressure regulator is normally open, therefore with the pump providing maximum delivery. The engine control unit, via the PWM (Pulse Width Modulation) signal, modulates the change in fuel flow rate in the high-pressure circuit by partially closing or opening the sections of passage of the fuel in the low-pressure circuit. 1. Outlet from pump to tank 2. Inlet from filter to pump 3 High pressure outlet to rail 4. Flow rate regulator

190607

190608

Figure 7

Figure 8

1. Solenoid 2. Magnetic core 3. Shutter cylinder -4. Fuel inlet - 5. Fuel outlet.

1. Solenoid 2. Magnetic core 3. Preload spring -4. Shutter cylinder.

When the solenoid (1) is not energized, the magnetic core is pushed into the rest position by the pre-load spring (3). In this condition, the shutter cylinder (4) is in such a position as to offer the fuel the greatest section of passage.

When the engine control unit governs the flow regulator (via PWM signal), the solenoid (1) is energized that, in its turn, generates the movement of the magnetic core (2). The shift of the core causes the shutter cylinder (3) to move axially, choking the flow of fuel.

126024

Figure 9

Fuel manifold pipe LWR-20 (rail)

Description

The hydraulic accumulator is located on the inlet side of the cylinder overhead.

By its volume, it damps fuel pressure oscillations owing to: - High-pressure pump operation;

- Electro-injector opening.

The hydraulic accumulator (1) is equipped with:

- A fuel pressure sensor (4) which measures the fuel pressure inside the rail. The fuel pressure sensor may affect the accuracy of the injector minimum flow rate correction, since the minimum flow rate depends both on the injection time and the actual pressure of the hydraulic accumulator.

- A DRV pressure regulator valve (2) which controls the operating pressure.

The throttle valves or control bushes (3), with Ø 0.85 mm, have been fitted to the fuel delivery couplings, which control the fuel pressure waves generated by the high-pressure pump.

Their function is to protect the electric injectors by reducing their wear in time.

The fuel pressure sensor (4) may affect the accuracy of the injector minimum flow rate correction, since the minimum flow rate depends both on the injection time and the actual pressure of the hydraulic accumulator.

In case of replacement, the engine management control unit correction coefficients (ZFC) must be set to zero.

The correction coefficients can be set to zero using the diagnostic tool, by reprogramming the control unit and performing the sensor replacement procedure, following the instructions provided by the diagnostic tool.

137787

Figure 10

Pressure regulating valve

Controls the pressure in the Rail in relation to the engine load.

At too high pressures, the valve opens to return some of the fuel from the rail to the tank via the recovery circuit; at too low pressures, the valve closes to separate the high and low pressure sides from each other.

The valve is a solenoid operated valve controlled by the PWM signals of the engine management control unit. The control unit controls the valve after processing the signals from the various sensors of the engine: engine speed, load, air intake, air pressure, engine and fuel temperature. The pressure is controlled by varying the return flow to the tank.

With the engine off, spring (2) raises piston (3) and hence rod (1) connected to the latter, thus compensating the pressure between chambers (A) and (B).

A. High pressure chamber - B. Low pressure chamber

230350

Figure 11

Electro-injectors CRI2-20

Description

The injectors are activated by a solenoid with a servo valve which allows faster and more flexible management of injection events (IRS: Injection Rate Shaping).

These injectors adapt to the most advanced injection control strategies.

Reducing the time between single injections, with these injectors it is possible to reach 8 fuel injections per cycle: this gives advantages in terms of noise, fuel consumption, particulate filter efficiency and emissions (in line with Euro 6 directive).

Injection pressure reaches 2000 bar.

The temperature of the fuel recirculated by the electro-injector can reach elevated values (approximately 120 ºC), The head of the electro-injector has a fitting for the electrical connector.

They are mounted on the cylinder head and operated by the injection control unit.

50704

Figure 12 Operation

The electro-injector can be divided into two parts:

- actuator/nozzle composed of pressure rod (1), pin (2) and nozzle (3)

- driving solenoid valve made up of coil (4) and pilot valve (5).

Electro-injector operation can be divided into three phases: - ”rest position”

Coil (4) is de-energised, and shutter (6) is in closing position and prevents fuel from being introduced into the cylinder, Fc > Fa (Fc: caused by fuel pressure acting on the control area (7) of the rod (1); Fa: caused by line pressure acting on the pressure chamber (8).

- ”beginning of injection”

The coil (4) is energized and causes the shutter to rise (6). The fuel of the control volume (9) flows towards the return manifold (10) causing a drop in pressure in the control area (7).

At the same time, line pressure through feed duct (12) applies a force Fa > Fc in pressure chamber (8) lifting peg (2), with fuel being consequently introduced into cylinders. - ”end of injection”

The coil (4) is de-energized and makes the shutter (6) return to its closed position. This recreates such a balance in the forces as to make the pin (2) return to its closed position and consequently end injection.

1. Pressure rod - 2. Pin - 3. Nozzle - 4. Coil - 5. Pilot valve 6. Ball shutter 7. Control area 8. Pressure chamber

9. Control volume 10. Low pressure fuel return -11. Control duct - 12. Power supply pipe - 13. Electric connection - 14. High-pressure fuel inlet fitting - 15. Spring

227519 LUBRICATION

General specification

The engine is lubricated by forced circulation performed by the following parts:

- a gear oil pump with built-in depressor (GPOD); - a pressure relief valve integrated in the oil pump; - a heat exchanger made up of five elements;

- a mono-filtering oil filter with incorporated safety valve.

Figure 13

Engine oil is drawn up from the sump by the oil pump via the suction strainer and delivered under pressure to the heat exchanger where it is cooled.

The oil continues through the oil filter and goes to lubricate the relevant parts through ducts or pipes.

At the end of the lubrication cycle, the oil returns to the sump by gravity.

The oil filter can be excluded by the safety valve built into it if it gets clogged.

In addition, the lubricating oil feeds the chain hydraulic tightening devices for the control of the auxiliary elements and the timing system and the hydraulic tappet.

A. Oil under pressure B. Oil in freefall C. Coolant -D. Pressure regulating valve closed - E. Pressure regulating valve open. 1. Oil pump 2. Suction strainer 3. Oil sump 4. Turbocharger oil outlet pipe

1. Oil pump 2. Vacuum pump. -3. Oil pressure adjusting valve

230349

Figure 14

Figure 15

Lubrication system main components

Oil and vacuum pump unit

SECTIONS OF OIL PUMP/DEPRESSOR UNIT 1. Oil input pipe from cylinder block 2. Oil suction pipe

3. Oil pressure adjusting valve 4. Oil delivery pipe -5. Vacuum pump air suction pipe - 6. Vacuum pump oil

suction pipe.. 88689 Figure 16 SECTION B-B Figure 17 SECTION A-A 88690 88691

Should the unit be faulty, not due to the oil pressure adjusting valve, change the whole unit.

NOTE

Section

Technical data

Oil pump technical data

Transmission ratio 1 Displacement 23.52 cm3 Number of teeth 7 Height 18 mm. Minimum speed 780 rpm Maximum speed 3500 rpm Overspeed 4200 rpm Forced overspeed 4900 rpm

Pressure at maximum regulator valve aperture 13 bar

Speed 3500 rpm

Torque 4 Nm

Power absorbion 1047 W

Vacuum pump technical data

Transmission ratio 1 Displacement 150 cm3 Volume to drain 4.5 l. Rotor diameter 45.5 mm. Number of blades 1 Height 23.9 mm. Minimum speed 780 rpm Maximum speed 3500 rpm Overspeed 4200 rpm Forced overspeed 4900 rpm

Theoric flow rate at minimum (air) 117 l/min Actual flow rate at minimum atmosferic

pressure (air)

76 l/min Theoric flow rate at maximum speed (air) 525 l/min Actual flow rate at minimum atmosferic

pressure (air)

128 l/min

Speed 3500 rpm

Torque 1 Nm

88626

Figure 18

1. Valve - 2. Spring

A. Oil intake from sump B. Oil delivery to crankcase C. Oil return from crankcase D. Oil discharge hole

-E. Oil discharge hole

Pressure at opening start: 4.4 bar

Description of oil pressure adjusting valve closed

If in pipe C the oil pressure is below 4.4 bar, the valve (1) closes the holes D - E.

88627

88058

Figure 19

Figure 20

Oil pressure adjusting valve open

If in pipe C the oil pressure is equal or above 4.4 bar, the valve (1), as a result of the pressure itself, wins through the spring reaction (2) and goes down, thus opening communication between the delivery pipe A and the suction pipe B, through draining holes D-E, and therefore the pressure drops. When the pressure falls below 4.4 bar, the spring (2) takes the valve (1) to the initial position of closed valve.

If the oil pressure regulator valve (1) malfunctions, replace the entire vacuum pump oil pump assembly (GPOD).

88061

107752

Figure 21

Figure 22

Oil filter with built in by-pass valve — differential opening pressure 2.5 0.2 bar.

HEAT EXCHANGER COMPONENT DETAILS 1. Heat exchanger made up of five elements 2. Gasket

3. Box 4. Pipe union 5. Screw 6. Oil filter support 7. Oil pressure switch 8. Screw 9. Gasket

-10. Gasket

Oil filter

Water/oil heat exchanger Oil pressure adjusting valve

227520

Figure 23

Heat exchanger operation

A. Cold oil from heat exchanger to cylinder block B. Cold oil from heat exchanger to oil filter -C. Hot oil from cylinder block to heat exchanger

OIL VAPOUR RECIRCULATION (BLOW-BY)

General specifications

Part of the gas produced by combustion leaks out of the piston gaskets into the sump and mixes with the oil vapour it contains. This mixture is conveyed upwards by the chain housing and is partially separated from the oil by a device located at the top of the timing system cover and sent into the air intake circuit.

The device is essentially composed of a rotary filter (3) fitted to the high pressure pump/camshaft control shaft (1) and a cover (2).

221431

Figure 24

A. Gas with oil content above 10g/h - B. Gas with oil content of 0.2 g/h - C. Condensed oil that returns to the oil sump 1. Shaft - 2. Cover - 3. Rotary filter - 4. Chamber - 5. Pipe

Operation

The mixture passes through the rotary filter (3), where the oil is partially separated by centrifugal force, and condenses on the walls of the cover, after which it returns to the lubrication circuit.

The purified mixture is sent via the holes in the shaft (1), into the air conveyer upstream of the turbocharger.

The part of the oil contained in the mixture exiting from the rotary filter (3) condenses in the chamber (4) and drains into the chain housing.

Pipe (5), conveying the oil vapours to the turbocharger inlet, comes with an optional electrical heating element which is actuated when the ignition key is turned.

Its function is to prevent the oil vapour from solidifying and the steam (found in the same) from freezing when the external temperature is low, thus causing the gas pressure to increase in the engine base, with resulting risk of oil leakage from the crankcase seal rings.

COOLING SYSTEM General specifications

The engine cooling system is the type with forced circulation in a closed circuit. It comprises the following parts:

- An expansion tank whose plug has two valves incorporated in it: an outlet and an inlet, which govern the pressure of the system (not supplied by FPT). - A coolant level sensor at the base of the expansion tank

(not supplied by FPT).

- A pressure switch notifies to the control unit when pressure inside expansion tank exceeds 0.4 bar value; in this case, the central unit reduces engine performance level by modifying injection flow rate (De-rating) (not supplied by FPT).

- An engine cooling module to dissipate the heat taken from the engine by the coolant with a heat exchanger for the intercooler (not supplied by FPT).

- A heat exchanger to cool the lubricating oil.

- A centrifugal water pump incorporated in the crankcase. - An electric fan comprising an electromagnetic coupling on whose shaft a hub turns idle that is fitted with an axially mobile metal plate on which is mounted the impeller (not supplied by FPT).

- A 3-way thermostat governing the circulation of the coolant.

Figure 25

227521

A. Cold - B. Very hot - C. Hot - D. Thermostat closed - E. Thermostat opened 1. Rear cover 2. Thermostat 3. Very hot water from thermostat to radiator 4. Water inlet from radiator to heat exchanger 5. Water/oil heat exchanger 6. Water pump 7. Water inlet from expansion tank to pump 8. Blowby heater 9. Water outlet to cylinder block

The by-pass thermostat needs no adjustment. If there is any doubt about its operation, replace it. The thermostat casing is fitted with the thermometric switch/transmitter and water temperature sensor.

Start of stroke at 79 ± 2C = 0.1 mm. End of stroke at 94 ± 2C = 7 mm.

Cooling system main components

Thermostat

Figure 26

150684 Operation

The water pump driven by a poly-V belt by the crankshaft sends coolant into the crankcase and with a greater head into the cylinder head.

When the coolant temperature reaches and exceeds the working temperature, it causes the thermostat to open and the fluid is channelled from here to the radiator and cooled by the fan.

The pressure in the system due to the change in temperature is governed by the outlet and inlet valves incorporated in the expansion tank filler plug.

The outlet valve has a double function:

- to keep the system slightly pressurized so as to raise the boiling point of the coolant;

- to discharge into the atmosphere the excess pressure produced in case of high coolant temperatures. The function of the inlet valve is to permit transferring the coolant from the expansion tank to the radiator when a lower pressure is created in the system due to the reduction in volume of the coolant as a result of its temperature lowering.

1. Electromagnetic pulley 2. Fixing screws -3. Gasket - 4. Water pump body

Water pump

Figure 27

227522

The water pump cannot be overhauled. If coolant leakage or damage to the component or seals is identified, it must be replaced.

Testing table

Description Time_(sec.) Pressure_(Bar)

Fixture clamping pressure / 100 ÷ 150

Fill time 15 /

Test time 10 /

Test pressure / 1.2

227523

Figure 28

The function of the turbocharger is to use the energy of the engine’s exhaust gas to send pressurized air to the cylinders. The aftercooler consists of a radiator integrated in the engine coolant radiator with the function of lowering the temperature of the air leaving the turbocharger before it is delivered to the cylinders.

TURBOCHARGING SYSTEM

A. Air at atmospheric temperature - B. Exhaust gas - C. Cold compressed air - D. Hot compressed air - E. Cold exhaust gas 1. EGR group - 2. Variable geometry turbocharger - 3. Exhaust manifold - 4. Intake manifold

Description

The turbocharging system comprises an air filter, turbocharger and aftercooler (air filter and aftercooler not supplied by FPT).

The air filter is the dry type comprising a filtering cartridge to be periodically replaced.

Figure 29

The variable geometry turbocharger consists of the following:

- centrifugal compressor; - turbine;

- set of mobile blades;

- a pneumatic actuator controlling the moving vanes. The actuator is controlled by a vacuum via a proportional solenoid valve controlled by the engine management control unit.

The variable geometry makes it possible to:

- increase the speed of the exhaust gases at the turbine at low engine speeds;

- slow down the speed of the exhaust gases at the turbine at high speeds;

In order to maximise the volumetric performance of the engine even from low rpm speeds (with the engine under a load).

The turbocharger will be cooled by the engine coolant and engine oil through internal ducts.

The actuator is equipped with a position sensor which communicates directly with the control unit.

Turbocharging system main components

Variable geometry turbocharger

227549

When engine is running at low speed, the exhaust gases show weak kinetic energy; under these conditions a traditional turbine shall rotate slowly, thus providing a limited booster pressure.

In the variable geometry turbine (1), the mobile blades (2) are set to max. closed position and the small through-sections between the blades increase the inlet gas speed. Higher inlet speeds involve higher tip speeds of the turbine and therefore of the turborcharger.

Engine speed increase results in a gradual increase of exhaust gas kinetic energy, and also in turbine (1) speed and booster pressure increase.

Operation at low engine rpm

Figure 30

126017

1. Turbine - 2. Mobile blades A. Intake air - B. Compressed air - C. Exhaust gas

1. Oil delivery pipe 2.Water delivery pipe 3. Oil return pipe 4. VGT actuator 5. Turbocharger body -6.Water return pipe

Figure 31

Operation at high engine rpm

126018

This causes the speed of the turbine (1) to increase, this building turbocharging pressure.

The control unit, through the actuator control solenoid valve, modulates the vacuum acting on the diaphragm, so actuator (3) controls through the tie rod, the gradual opening of the mobile blades (2) until reaching the max. open position. Blade through-sections results larger thus producing a speed decrease in exhaust gas flow through the turbine (1) with speeds equal to or lower than those of the low rpm condition.

Turbine (1) speed is therefore adjusted to a proper value enabling suitable engine operation at high speed

1. Turbine - 2. Mobile blades - 3. Pneumatic actuator

Figure 32

224836 Proportional solenoid valve description

The solenoid valve modulates the low pressure controlling the turbocharger actuator, taken from the air circuit of the servo brake, according to the information exchanged between the electronic control unit and the sensors of: engine rpm, throttle pedal position and pressure/temperature fitted on the intake manifold. As a result, the actuator varies the aperture of the turbocharger throttle that adjusts the flow of exhaust gases.

Pneumatic actuator description

The actuator consists of a diaphragm (2) connected to the control rod (3), and it is vacuum controlled.

The proportional solenoid valve modulates the depression that controls the turbocharger actuator, according to the operating conditions of the engine.

The modulated depression then changes the movement of the diaphragm (2) and therefore the control rod (3). In VGT versions (fitted with a variable geometry turbine), the actuator varies the opening of the blades of the turbocharger that control the flow of exhaust gases and it is fitted with a position sensor.

Figure 33

227525

1. Output to pneumatic valve

2. Vacuum system supply input 3. Electrical connection -4. Atmospheric pressure intake

Throttle valve

The throttle valve is positioned at the turbocharger exhaust gas outlet, it’s controlled by an electric actuator via signals from the engine management control unit.

The main newfeature is an electric actuatorwhich allows the exhaust gas outlet to be choked to increase the outlet tem-perature.

This possibility is exploited in order to quickly bring catalytic converter up to standard thermal conditions (reduction of emissions when is cold).

A second function of the throttle valve is the engine brake. The use of the engine brake with the throttle valve on the exhaust allows use of the service brake system to be limited and therefore reduces brake wear.

The engine brake is cooled by the engine coolant.

Figure 34

230348