NEF Tier 3 Electronic Engine
NEF Tier 3 Electronic Engine
NEF Tier 3 Electronic Engine
Rev. 7-24-2008
NEF TIER 3 ELECTRONIC ENGINE
Notes
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NEF TIER 3 ELECTRONIC ENGINE
Table of Contents
CASE NEF ENGINE CHART .......................................................................................... 5
NEW HOLLAND NEF ENGINE CHART ......................................................................... 9
ENGINES INTRODUCTION .......................................................................................... 15
ENGINE IDENTIFICATION CODE................................................................................ 17
GENERAL INFORMATION: ENGINE F4 ..................................................................... 18
ENGINE WALK AROUND................................................................................................ 19
GENERAL F4 (4 CYLINDER) ENGINE FEATURES .................................................... 24
GENERAL F4 (6 CYLINDER) ENGINE FEATURES .................................................... 26
DESCRIPTION OF THE MAIN MECHANICAL COMPONENTS OF THE ENGINE ..... 28
CRANKCASE ................................................................................................................ 28
CRANKSHAFT .............................................................................................................. 28
CRANKSHAFT .............................................................................................................. 29
CONNECTING RODS ..................................................................................................... 29
CONNECTING RODS ..................................................................................................... 30
PISTONS ..................................................................................................................... 31
CAMSHAFT .................................................................................................................. 31
CAMSHAFT .................................................................................................................. 32
EGR Exhaust Gas Recirculation System .............................................................. 33
VALVE TRAIN............................................................................................................... 34
CYLINDER HEAD .......................................................................................................... 35
VALVES AND VALVE SEATS ............................................................................................ 36
VALVE GUIDES ............................................................................................................. 37
VALVE CONTROL BRIDGES ............................................................................................ 37
LOCATING TOP DEAD CENTER FOR 4 CYLINDER ENGINES ............................................... 38
Adjusting Valve Play for a 4 Cylinder Engine ........................................................ 39
LOCATING TOP DEAD CENTER FOR 6 CYLINDER ENGINES ............................................... 40
Adjusting Valve Play for a 6 Cylinder Engine ........................................................ 41
HEAD MACHINING......................................................................................................... 42
TIMING GEARS ............................................................................................................. 43
ENGINE FLYWHEEL....................................................................................................... 44
ACCESSORY EQUIPMENT DRIVE .................................................................................... 45
Poly-V belt removal ............................................................................................... 45
LUBRICATION............................................................................................................... 46
Engine Oil Cooler .................................................................................................. 46
Engine Oil Cooler .................................................................................................. 47
Oil pump ............................................................................................................... 47
Oil pump ............................................................................................................... 48
Sump (Suspended Oil Pan) .................................................................................. 48
Sump (Suspended Oil Pan) .................................................................................. 49
Conventional Sump (Oil Pan) ............................................................................... 50
Blow-By Recirculation ........................................................................................... 51
COOLING ................................................................................................................. 52
Water pump .......................................................................................................... 53
Thermostat ............................................................................................................ 53
TURBOCHARGER ......................................................................................................... 54
HIGH PRESSURE ELECTRONIC INJECTION SYSTEM (COMMON RAIL) ............... 55
ELECTRICAL COMPONENTS .......................................................................................... 56
HYDRAULIC COMPONENTS COMMON RAIL SYSTEM ...................................................... 57
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Loader Tool
Carrier
570 MXT III (4) 4.5L 2 Turbo Mechanical Internal Tier 3 Approved AC
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Tractor Loader
U80 (4) 4.5L 2 Turbo Mechanical Internal Tier 3 Approved AC
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Notes
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NEF TIER 3 ELECTRONIC ENGINE
Engines Introduction
Some of the features of the electronic engine are:
Bosch electronic fuel injection common rail
Selectable power modes
On board diagnostics
Electronic throttle control variable idle
Larger grid heater
Advanced camshaft design for improved emissions
Non waste-gate turbocharger
Upgraded Electronic Diesel Engine Controller
Redesigned pistons
Four valves per cylinder
Parent metal bore engine block
Integral engine oil cooler
Integral water pump
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Engine Properties
4 Cylinder Engines
A F4GE9454H F4GE9454H F4GE9454J F4GE9454J F4GE9484D F4GE9484D F4HE9484A F4HE9484C
B *J601 *J602 *J600 *J601 *J601 *J602 * J101 *J101/*J102
C 4 Cylinders
D 4485 cm (273.7 cubic inches)
E 74 kW 74 kW 66 kW 66 kW 93 kW 93 kW 104 kW 82 kW
(100 h.p.) (100 h.p.) (90 h.p.) (90 h.p.) (126 h.p.) (126 h.p.) (141 h.p.) (110 h.p.)
2000 rpm 2000 rpm 2000 rpm 2000 rpm 2200 rpm 2200 rpm 2200 rpm 2200 rpm
F Direct Injection
G Rotary Injection pump High pressure Common rail
EDC7UC31
H T.C. (Boosted) T.A.A.- (Boosted by Intercooler)
A. Type of engine
B. Engine model
C. Number of cylinders
D. Total displacement
E. Maximum power currently available
F. Type of Injection
G. Injection system
H. Air supply system
6 Cylinder Engines
A. Type of engine
B. Engine model
C. Number of cylinders
D. Total displacement
E. Maximum power currently available
F. Type of Injection
G. Injection system
H. Air supply system
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F 4 A E 0 6 8 4 F E 1
Emissions level
D =Tier 2, E =Tier 3
Approved power rating
Application
4 = Agric. mach. Earthmoving
Fuel / injection / Induction
No. Cylinders
Engine 4 = 4 cylinders
family 6 = 6 cylinders 0 = Diesel Injection Nat Aspirated
Includes 4 5 = Diesel Injection Turbo
Cylinder orientation:
Cyl & 6 Cyl 0 = 4 strokes vertical 8 = Diesel Injection Turbo -
in both 2 Aftercooler
valves & 4 Engine
valves per
cylinder Engine crankcase type: Block Type - Bore No. Valves - Displacement
Mechanical
and A= Non-structural crankcase 102 mm - 4 valves 3.9 or 5.9 Liter
Common B= Non-structural crankcase 102 mm - 2 valves 3.9 or 5.9 Liter
Rail fuel C= Structural crankcase 104 mm - 2 valves 4.5 or 6.8 Liter
D= Structural crankcase 104 mm - 4 valves 4.5 or 6.8 Liter
systems E= Structural crankcase 102 mm - 4 valves 3.9 or 5.9 Liter
F= Structural crankcase 102 mm - 2 valves 3.9 or 5.9 Liter
G= Non-Structural crankcase 104 mm - 2 valves 4.5 or 6.8 Liter
H= Non-structural crankcase 104 mm - 4 valves 4.5 or 6.8 Liter
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ENGINE ID
LOCATION
F4AE0684F ENGINE
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Top view
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Front view
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Rear view
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74 kW @ 66 kW @ 93 kW @ 104 kW @ 82 kw @
Maximum power rating 2000 rpm 2000 rpm 2200 rpm 2200 rpm 2200 rpm
7 (net power at flywheel
ISO 14396) 100 hp @ 90 hp @ 126 hp @ 141 hp @ 110 hp @
2000 rpm 2000 rpm 2200 rpm 2200 rpm 2200 rpm
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REF. 667TA
ENGINE TYPE
NO. EEG EEC EBF EED EBD EDJ
Cycle 4- Stroke diesel engine
1 Feeding Boosted by intercooler
Injection Direct
2 Number of cylinders 6 in-line
3 Bore 104 mm (4.1 inches)
4 Stroke 132 mm (5.2 inches)
5 Total displacement 6728cm (410.6 cubic inches)
6 Compression ratio
137 kW 148 kW 157 kW 145 kW 169 kW 197 kW
@ @ @ @ @ @
2100 2100 2000 2000 2000 2200
Maximum power rating (net rpm rpm rpm rpm rpm rpm
7
power at flywheel ISO 14396) 184 hp 198 hp 211 hp 194 hp 227 hp 130 hp
@ @ @ @ @ @
2100 2100 2000 2000 2000 2200
rpm rpm rpm rpm rpm rpm
710 Nm 810 Nm 952 Nm 860 NM 1002 607
@ @ @ @ Nm @ Nm @
1400 1400 1400 1400 1400 1400
rpm rpm rpm rpm rpm rpm
8 Maximum Torque 524 597 702 634 739 607
pound pound pound pound pound pound
feet @ feet feet @ feet @ feet @ feet @
1400 1400 1400 1400 1400 1400
rpm rpm rpm rpm rpm rpm
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REF. 667TA
ENGINE TYPE
NO. EEG EEC EBF EED EBD EDJ
Lubrication. Forced by means of gear pump. Oil psi control valve.
Oil pressure with hot engine: at
12 1.2 bar (17.4 psi)
idle rpm.
Oil pressure with hot engine: at
3.8 bar (55.1 psi)
peak rpm.
Cooling. Fluid
Water pump drive. Belt
13
83 to98 C
Thermostat start of opening
79 to 83 C (174 to 181 F) (181 to 208
temperature.
F)
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Oil capacity engine sump. No Information Available No Information Available
Oil capacity engine sump + filter. 17 litres (18 qt.) 19 litres (20 qt.)
15 Feeding Bosch-type injection High pressure Common Rail
16 Pump setting No Information Available
17 Start of delivery No Information Available
18 Type of injector CRIN 1 CRIN 2 CRIN 2
19 Injection sequence 1 -5 -3 -6 -2 -4
250 -
250 - 1600 250 -1400
-- 1600 --
bar bar
bar
20 Injection pressure
3626 -
3626 - 3626 -
-- 23206 --
23206 psi 20305 psi
psi
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The block also contains chambers for circulation of coolant and oil galleries for the
lubrication circuit feeding the various moving parts.
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Crankshaft
The crankshaft is made of steel. The crankshaft is held on seven bearing journals for
the six cylinder version of the F4 Engine. The journals are induction hardened.
The crankshaft features a series of internal drillings for lubrication purposes.
The front of the crankshaft is fitted with an oil pump drive gear, a speed sensor wheel, a
vibration damper, and the auxiliary equipment driving pulley. The oil pump drive gear
can be serviced.
The rear of the crankshaft is fitted with the timing gear and the engine flywheel
attachment hub.
The main bearing shells are made of steel with antifriction alloy plating.
One of the main bearing shells are equipped with shoulders to limit crankshaft end float.
The timing gear and flywheel hub, Parts (1, 2) are mounted on the rear of the crankshaft
with an interference fit and cannot be replaced.
1. Timing gear
2. Flywheel hub
3. Oil pump drive gear.
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Connecting rods
Forged in steel, the connecting rod big ends are made with an oblique angle, with
separation of rod and cap achieved by means of the innovative fracture splitting system
rather than the conventional machining procedure.
The connecting rod big end bearing shells are made of steel plated with an antifriction
alloy.
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Pistons
The piston crown for the E series has been changed to increase combustion efficiency
in order to reach Tier 3 emissions (The above picture is not actual E series piston). It
features a high turbulence combustion chamber. The underside of the piston crown is
cooled by engine oil delivered by a spray nozzle installed in the crankcase.
There are three piston ring grooves; the first is composed of a trapezoidal section
(keystone shaped) cast iron insert.
The piston rings have different functions and different geometry.
1st piston ring with trapezoidal section and ceramic chrome plating.
2nd piston ring with torsional conical rectangular section.
3rd piston ring with double oil wiper with internal spring.
The piston crown is marked with an arrow showing the direction of assembly inside the
cylinder bore. The piston must be installed with the arrow facing towards the front of the
crankcase.
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Camshaft
The camshaft is mounted in the crankcase on 5 journals (4 cylinder engine) or 7
journals (6 cylinder engine). The front and rear bearing housings are equipped with
steel bushings plated with antifriction material assembled by means of an interference
fit. The camshaft has two cam lobes for each cylinder which are the following:
C. Intake valves control
D. Exhaust valves control
The camshaft is driven directly by the crankshaft by means of the rear spur tooth gears.
The engine side of the timing gear is marked with notches, equal to the number of
cylinders, for activation of the camshaft timing sensor plus one notch to indicate the Top
Dead Center position (6 + 1).
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In the TIER 3 version, the profile of the exhaust lobe has been modified in order to allow
the partial opening of the exhaust valve during the intake cycle. The exhaust gases can
be partially returned back into the cylinders to lower the maximum combustion
temperature which is responsible for the production of nitrogen oxides (NOx).
The exhaust gas recirculation system (EGR) lowers the combustion temperature by
decreasing the concentration of oxygen in the combustion chamber. This creates an
effective system to control the emission of NOx.
The internal EGR system exhaust lobe design is not equipped with any electronically
controlled elements which makes the system always active. Its configuration does not
need additional elements such as check valves, piping or heat exchangers.
The exhaust lobe (D) has an additional lobe apart from the major lobe see cross
sectional view of exhaust valve (D), as compared to the configuration of a cam without
EGR.
With the additional lobe during the intake stroke of a cylinder, this lobe permits a brief
opening of the exhaust valve. Recirculation is generated in the cylinder during the intake
stroke due to the greater pressure of exhaust compared to the intake gases.
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Valve Train
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Cylinder head
The seats of the following parts are obtained on the cast--iron cylinder head:
Inserted valve seats (4)
Injectors (6)
Thermostat (5)
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The exhaust valves (2) have an identification recess at the center of the valve head.
This figure shows the oil seals mounted on the valve stems.
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Valve guides
The cylinder head does not have valve guide inserts. The valve guide is machined
directly into the head casting.
Exhaust
Side
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Note: before making any adjustment on the valve clearance, on the desired cylinder,
check to see that both valves are loose. If they are not, you are on the wrong cylinder.
Note: On tier 3 engines, due to the additional lobe for the Internal EGR (Exhaust Gas
Recirculation), it is not possible to use the valve clearance procedure that requires
adjusting the valve clearance of all the valves by positioning the crankshaft 2 times only.
Each cylinder must be checked by taking it to Top Dead Center (TDC) at the end of the
compression stroke and adjusting the clearance of both valves on the cylinder.
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Note: before making any adjustment on the valve clearance, on the desired cylinder,
check to see that both valves are loose. If they are not, you are on the wrong cylinder.
Note: On tier 3 engines, due to the additional lobe for the Internal EGR (Exhaust Gas
Recirculation), it is not possible to use the valve clearance procedure that requires
adjusting the valve clearance of all the valves by positioning the crankshaft 2 times only.
Each cylinder must be checked by taking it to Top Dead Center (TDC) at the end of the
compression stroke and adjusting the clearance of both valves on the cylinder.
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Head machining
The nominal thickness of the cylinder head is 105 0.25 mm and the maximum
permissible removal of material must not exceed 0.13 mm.
There is just one thickness of head gasket available as a spare part.
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Timing gears
The timing drive is obtained by means of a spur tooth gear fitted on the rear of the
crankshaft, which meshes with a corresponding spur tooth gear on the camshaft.
Correct timing is achieved by aligning the () marks punched on the two gears.
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Engine flywheel
The flywheel (1) need not be installed in a specific position on the crankshaft, as it is not
equipped with punch markings, notches, or reference holes for sensors or for timing
purposes. The flywheel attaching holes (2) are equally spaced so that the flywheel can
be installed in any different positions.
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Remove or install the Poly - V belt by loosening tensioner (1) using a suitable wrench
(2).
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Lubrication
The pressurised engine lubrication system is made up of the following components:
Gerotor oil pump (5), housed in the front of the crankcase and driven by a spur
tooth gear fitted on the front of the crankshaft;
Water / oil cooler (3), housed in the block, under the oil filter support;
Oil pressure control valve (1) incorporated in the filter support;
Bypass valve (4) to exclude a clogged oil filter, incorporated in the filter support;
Cartridge type oil filter (2).
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Oil pump
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Blow-By Recirculation
The rocker cover has a blow-by pre-separator (1), designed to increase the outlet
velocity of blow-by oil vapor and also to cause the condensation of a portion of the
entrained oil.
Condensed oil then returns to the sump while the residual vapors are collected and
routed through blow-by filters (3).
In blow-by filter (3), a portion of the oil vapour condenses and returns to the sump, while
the remainder is re-circulated to the engine intake side by way of pipeline (2).
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COOLING
The engine cooling system is a closed circuit forced circulation type composed of the
following components:
Oil cooler to cool lubricating engine oil (see lubrication);
Centrifugal water pump housed at the front of the block;
Thermostat controlling coolant circulation.
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Water pump
The water pump, installed in a cavity in the front of the block, is driven by a Poly V
belt. The water pump is sealed to the block by a rubber ring.
The almost total absence of external pipes, hoses and hose clamps eliminates the
number of connections and reduces possible sources of leaks.
The engine temperature is controlled by a thermostat.
The coolant (a 50% water and permanent antifreeze solution) also circulates in the oil
cooler.
Thermostat
The thermostat opens at the following temperatures
EEG, EEC, EBF, EED, EBD = 79 to 83C (174 to 181F)
EDJ = 83 to 98C (181 to 208F)
Stroke = 7.5 mm (0.30 inches)
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Turbocharger
The air intake system consists of a Holset HX3530521 Non waste-gate turbocharger
and an air to air after cooler. (The picture below is not an actual Tier 3 turbocharger)
Exhaust
Hot intake air
44 C
Example of
charge air
111
cooling
temperature
159
C
20 C Intake Air
68 F Hot Compressed
Air
Cold Compressed
air
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Electrical Components
The electronic control unit monitors engine control parameters by means of the various
sensors on the engine.
Location
Ref. Description
1 Coolant temperature sensor
2 Electro-injector
3 Common Rail pressure sensor
4 Boost pressure/temperature sensor
5 Starter motor
6 Camshaft timing sensor
7 High pressure regulator solenoid valve
8 Fuel temperature sensor
9 EDC7UC31 electronic control unit
10 Crankshaft speed and timing sensor
11 Engine oil level transmitter () optional by application
12 Engine oil pressure/temperature sensor
13 Intake air pre-post start heater grid
() Depending on the application
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The fuel system is composed of a low pressure and a high pressure circuit.
The high pressure circuit is composed of the following pipelines:
Pipe connecting the high pressure pump outlet to the common rail;
Pipes from the common rail to the electro injectors.
The low pressure circuit is composed of the following pipelines:
Fuel pipe from fuel tank to pre-filter;
Pipes supplying the gear type charge feed pump via the control unit heat
exchanger, the manual priming pump and the pre-filter;
Pipes supplying the high pressure pump via the fuel filter.
The fuel system is completed with a circuit to drain fuel from the common rail and the
injectors, and a drain for the high pressure pump cooling circuit.
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ECU
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The EDC7UC31 Engine Controller monitors all of the electrical sensors to determine the
necessary signal to control the High Pressure Regulator. When the rail pressure is
lower than required, the controller does not send a signal to the normally open High
Pressure Regulator Pulse Width Modulated (PWM) Solenoid on the inlet to the high
pressure pump. This allows for full inlet flow to the high pressure pump. The high
pressure pump is then able to send full flow to the common rail. With full flow to the
common rail, the rail pressure increases. Meanwhile, the EDC7UC31 electrically
controls the firing order, timing, and duration of the injector pulses by the signals sent to
each of the injectors. Once the EDC7UC31 senses enough rail pressure for the
application, the EDC7UC31 sends power to the PWM solenoid on the High Pressure
Regulator to limit the inlet flow to the high pressure pump. Since the inlet flow is now
restricted, the common rail pressure is now maintained at a higher pressure. When the
rail pressure is higher than required for the application, the EDC7UC31 sends full power
to the PWM solenoid to completely close off the inlet to the high pressure pump. This
allows for the rail pressure to decrease since there is no more flow going into the
common rail and the injectors continue to fire or remove fuel from the high pressure
circuit.
WARNING: Never fill the fuel filters prior to installing the filter. Always use the hand
pump to prime the fuel system when replacing fuel filters or repairing the fuel system.
Fuel that is poured directly into the filter, bypasses the filter and can cause damage to
the fuel system components due to contamination.
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The low pressure fuel line connectors are of a quick disconnect type. A illustrates the
locked position and B illustrates the unlocked
position. (1) is the U-shaped locking device.
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Warning
If the fuel water contamination warning light illuminates, act instantly to remedy the
cause; the components of the common rail system will be rapidly damaged if the fuel
contains water or other impurities.
5
2
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Fuel filter
The fuel filter is located on the engine crankcase in the fuel circuit between the gear
charge feed pump and the high pressure pump.
The fuel temperature sensor (5) and fuel heater (2) are located on the support
The heater is activated if the fuel temperature is < = 0 C (32 F) and it continues to
operate until the fuel reaches + 5 C (41 F).
Monitoring the fuel temperature, by the EDC7UC31 control unit, enables highly accurate
calculation of the flow rate of fuel to inject into the cylinders.
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1. By-pass valves on 4. 5.Bar (72 PSI) Low 7. High Pressure Fuel Delivery
feed pump Pressure Fuel Regulator Valve to Common Rail
Valve
2. Pump Shaft 5. High Pressure Regulator 8. Gear Set
Solenoid Valve
3. High Pressure 6. Individual High Pressure 9. Mechanical Gear Charge
Pump Fuel Inlet Plunger (1 of 3) Feed Pump
From Filter
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Operating principle
1
A
2
B
7
3
C 6
4 5
SECT. B -
D
1. Outlet for rail delivery line 5. Plunger supply passage
2. Rail delivery valve 6. Pressure regulator supply passage
3. High pressure plunger 7. High pressure regulator.
4. Pump shaft
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The figure (sect c-c), shows the low pressure fuel passages inside the pump; the figure
shows the main plungers supply passage (4), the individual plunger supply passages (1,
3, & 6), the passages utilized for lubrication of the pump (2), the high pressure regulator
(5), the 5 bar (72 psi) pressure regulator valve (8) and the fuel discharge passage (7).
The pump shaft is lubricated by fuel through delivery and return passages (2).
The high pressure regulator (5) determines the quantity of fuel which the high pressure
plungers deliver to the common rail; excess fuel flows out through passage (9).
The 5 bar (72 psi) regulator valve, apart from functioning as a manifold for fuel
discharges, is designed to maintain a constant pressure of 5 bar (72 psi) at the high
pressure regulator inlet.
SECT. C -
1, 3, 6. Inlet to high pressure plungers
2. Pump lubrication passages
4. Main plungers supply passage
5. High pressure regulator valve
7. Charge pressure regulator drain passage
8. Supply pressure 5 bar (72 psi) regulator valve
9. Fuel Discharge from high pressure regulator valve inlet
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The figure (sect A-A), shows the high pressure flow of fuel through the plunger outlet
passages.
SECT. A -
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In the absence of a control signal, the pressure regulator is normally open so the high
pressure pump operates at maximum flow.
The engine control unit transmits a PWM (pulse width modulated) signal to the regulator
to vary the outlet flow of the high pressure pump.
This component cannot be replaced independently and therefore must not be
disassembled.
1. Electrical connector
1 2. Fuel outlet
3. Fuel inlet
When the high pressure control valve is partially closed at the fuel outlet by the PWM
control signal, the pressure at the inlet tends to rise.
When pressure at the regulator inlet exceeds (5 bar / 72 PSI) it overcomes the
resistance offered by the spring and travels upwards thereby allowing inlet flow to dump
in the return line. The fuel is therefore able to flow to the drain side thus reducing the
pressure at the regulator inlet so the cylinder tends to return to its closed position. In
relation to engine load demands, with the pressure regulator partially closed, the
cylinder assumes a position of dynamic balance such as to assure constant pressure of
5 bar at the regulator inlet.
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High pressure control valve and 5 bar (72 psi) regulator valve with
engine at maximum load
When the regulator coil (1) is not energized, the core (2) will be in its rest position due to
the preload spring (3). Poppet (4) will be in the maximum delivery position. At this time,
the regulator feeds the high pressure pump with the maximum available fuel flow rate.
The cylinder (8) controlling opening and closing of the 5 bar pressure limiter discharge
passage is in its closed position. Clearance between the internal parts is such as to
allow a minimum flow of fuel towards the outlet passage in order to lubricate the pump.
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High pressure control valve and 5 bar (72 psi) regulator valve with
engine at low load
When the engine is at low load, the EDC drives the high pressure regulator with a pulse
width modulation (PWM) signal to energise the regulator coil and hence displace the
coil core (2). In its movement, the core causes poppet (4) to assume the maximum
closed position thus allowing the minimum flow of fuel to the high pressure pump.
The high pressure regulator is in its maximum closure position because the common rail
must be maintained at a relatively low pressure (350 - 400 bar). Cylinder (8) of the 5 bar
limiter valve, responsible for controlling opening and closing of the discharge port, will
be in its max opening position to allow excess fuel to flow through discharge outlet (9).
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The common rail is a high pressure fuel storage device. It has a small volume to allow
rapid pressurization at the time of engine starting, engine slow idling, and in the case of
high flow rates.
The volume is, however, sufficient to minimize the bellows effect caused by opening
and closing of the injectors and operation of the high pressure pump. This function is
further aided by a calibrated orifice between the high pressure pump and the common
rail.
The high pressure fuel pressure sensor (1) is screwed to the end of the common rail.
The common rail pressure sensor sends a feedback signal to the electronic control unit
so that the control unit can regulate the fuel delivery of the high pressure pump. The
high pressure regulator valve in the high pressure pump controls the output flow. The
rail pressure is modulated between 250 and 1600 bar by the electronic control unit,
through the high pressure regulator solenoid valve.
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Electro Injector
The injector is similar in construction to conventional injectors, except for the absence of
the needle return springs.
The electro-injector can be considered in terms of two basic parts:
Actuator spray nozzle composed of pressure rod (1), needle plunger (2) and
nozzle (3);
Control solenoid valve composed of coil (4) and pilot valve (5).
The solenoid valve controls lift of the jet needle.
High pressure
fuel inlet
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Injection Start
When coil (4) is energized, it causes an upward movement of ball shutter (6). The fuel
of control volume (9) flows towards the fuel control drain passage (11) causing a
pressure drop in control volume (9). At the same time the fuel pressure in pressure
chamber (8) causes lifting of needle (2), causing injection of fuel into the cylinder.
Injection end
When coil (4) is de-energized, the ball shutter (6) returns to its closed position to restore
a balance of forces such as to cause the needle (2) to return to its closed position and
terminate the injection cycle.
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The NEF Tier III engines use Bosch CRIN 2 electro-injectors. The injection jets used are
according to power developed by the engine.
1. JET
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The fuel high pressure connector must be replaced each time it is disassembled.
During reassembly, lubricate O-ring (2) with Vaseline and install the fuel high pressure
connector (1) onto the head, ensuring that the locating ball (3) is aligned with the
corresponding seat (4) in the head.
Note: The injector and fuel high pressure connector must be first installed in the head
and alternately tightened to the prescribed torque.
Important: use a proper torque wrench with a Crows Foot to torque the fuel return
pressure regulator valve.
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Location
Ref. Description
1 Coolant temperature sensor
2 Electro-injector
3 Common Rail pressure sensor
4 Boost pressure/temperature sensor
5 Starter motor
6 Camshaft timing sensor
7 High pressure regulator solenoid valve
8 Fuel temperature sensor
9 EDC7UC31 electronic control unit
10 Crankshaft speed and timing sensor
11 Engine oil level transmitter () optional by application
12 Engine oil pressure/temperature sensor
13 Intake air pre-post start heater grid
() Depending on the application
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Note: the EDC7UC31 engine control unit is for Tier 3 engines and EDC7 engine
control unit (not shown) is for Tier 2 engines. The connectors are similar;
however, they have different wiring. Swapping a Tier 2 controller for a Tier 3
Controller will cause controller damage.
Connector C Connector A
Connector B
A. Injectors connector
B. Connector for power input and functions provided for in the application
C. Sensors connector
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6 11
1 5
Wire input side view
EDC7UC31
WIRE COLOR FUNCTION
ECU PIN
1 Cylinder 5 injector
2 Cylinder 6 injector
3 Cylinder 4 injector
4 Cylinder 1 injector
5 Cylinder 3 injector
6 Cylinder 2 injector
7 Not Used
8 Not Used
9 High pressure regulator with fuel metering
10 High pressure regulator with fuel metering
11 Cylinder 2 injector
12 Cylinder 3 injector
13 Cylinder 1 injector
14 Cylinder 4 injector
15 Cylinder 6 injector
16 Cylinder 5 injector
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EDC7UC31
WIRE COLOR FUNCTION
ECU PIN
9. Camshaft speed sensor - Signal
10. Camshaft speed sensor - Ground
12. Common rail temperature and pressure sensor - Ground
13. Common rail temperature and pressure sensor -
Positive 5 Volts
14. Common rail temperature and pressure sensor - Signal
15. Coolant temperature sensor - Signal
18. Fuel temperature sensor - Signal
19. Crankshaft speed sensor - Ground
23. Crankshaft speed sensor - Signal
24. Engine oil pressure and temperature sensor - Ground
25. Boost pressure intake pressure sensor - Ground
26. Coolant temperature sensor - Ground
27. Engine oil pressure sensor - Signal
28. Engine oil temperature sensor- Signal
32. Engine oil pressure and temperature sensor - Positive 5
Volts
33. Boost intake pressure sensor - Positive
34. Boost intake pressure sensor - Signal
35. Fuel temperature sensor - Signal
36. Boost intake temperature sensor - Signal
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NEF TIER 3 ELECTRONIC ENGINE
Injection control
Based upon information transmitted by the sensors, the electronic control unit controls
the common rail fuel pressure, activates the injectors to control the beginning of
injection and the amount of fuel injected to each cylinder. On Family 3 and 4 engines, at
all engine speeds, a small amount of fuel is pre-injected at about 25 degrees before top
dead center (BTDC) while the main injection happens closer to top dead center.
Overheating protection
If the water temperature reaches 110 C (230F), the control unit reduces engine
performance.
When the temperature returns below 100 C (212F), the engine resumes normal
operation.
Cut Off
Fuel cut-off in release phases is managed by the EDC7UC31 with the following logical
interventions:
- deactivation of the electro-injectors
- reactivation of electro-injectors immediately prior to arrival at idle speed
- control of fuel pressure regulator.
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After Run
After the engine is stopped, the control unit microprocessor remains powered to save
various parameters to the EEPROM memory, including the faults log so they will be
available the next time the engine is started. Because of this, do not disconnect power
before turning the key switch off.
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Accelerator pedal (in some applications) When the accelerator signal is not
available to the control unit for the excavators, it brings the engine to maximum
power because its movement is hydraulic and the vehicle can therefore be
controlled in complete safety. In the case of loaders, the system responds by
setting engine speed to a predetermined speed, approximately throttle, to
allow the unit to be moved to a repair location.
Control of fuel leaks In the case of fuel supply problems, the system controls
the engine with suitable constant power values obtained with a low engine speed
and high torque values in order to inject the maximum quantity of fuel.
Control of pressure in the rail When the pressure in the common rail exceeds
safety values, the rail pressure safety relief valve opens to limit the pressure to a
constant pressure and the engine reduces power.
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Degradation Conditions
Conditions for Fuel Quantity Limitation (Torque Reduction):
1. Engine speed sensors defective (torque reduction about 50%)
2. Fuel pressure sensor (torque reduction about 10%)
3. Fuel pressure monitoring-first step (torque reduction about 10%)
4. Fuel pressure power stage actuator (torque reduction about 10%)
5. Monitoring of rail pressure relief valve (torque reduction about 10%)
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SENSORS
Crankshaft speed/timing sensor
This is an inductive sensor located at the front left hand side of the engine. The
crankshaft sensor sends signals to the engine controller as the engine rotates.
The crankshaft sensor is connected to the control unit on pins 19C 23C. The sensor
impedance is 900 .
1 2 3
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WIRING DIAGRAM
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This sensor is connected to the control unit on pins 12C 13C 14C.
2
1 3
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Electro-injectors
The electro-injectors are effectively N.C. solenoid valves.
Each injector is connected to the EDC control unit on connector A.
The resistance impedance of the coil of each injector is 0.56 - 0.57 .
1 2 3
1 2 3 4 5 6
1 2 3
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A. CONTROL RELAY
The control relay is connected to the control unit on pins 12B 75B.
The relay is tripped when either the water and/or fuel temperature is below 5 C (41oF).
The relay resistance impedance is approximately 15 .
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NEF TIER 3 ELECTRONIC ENGINE
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NEF TIER 3 ELECTRONIC ENGINE
The fuel temperature sensor is connected to the control unit on pins 35C 18C.
1
2
The ECU activates the filter heater relay at fuel temperature 5 C (41oF).
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NEF TIER 3 ELECTRONIC ENGINE
The quantity of fuel supplied to the common rail by the high pressure pump is controlled
by the high pressure regulator solenoid valve. The high pressure regulator solenoid is
managed by the EDC7UC31 control unit.
Delivery pressure to the rail is regulated between 250 and 1600 bar (3625 and 23200
psi) by the electronic control unit by controlling the pressure regulator solenoid valve.
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NEF TIER 3 ELECTRONIC ENGINE
Special Tools
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Item Description
1 Mechanically Operated Lift Pump - This pump supplies fuel to the fuel
injection pump. It is driven by a lobe on the camshaft.
2 Fuel Filter
3 Fuel Injectors
4 Injection Pump
5 Fuel Tank
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The fuel leak typically develops on the back side of the fuel injection pump (between the
fuel pump and the engine block.
Important: If possible, test the fuel system as described before removing the BOSCH
VE fuel injection pump for repair. If leakage is too severe, complete the test procedure
immediately following the pump repair or replacement. Failure to test the system
may result in continued pump leakage/failure.
Item Description
1 Advance Piston Location
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NEF TIER 3 ELECTRONIC ENGINE
2. When air is no longer visible in the clear test line, measure and record the
operating pressure, while continually observing for air in the fuel. Fuel Pressure
Specification between Filter and Injection Pump: 0.276 to 0.414 bar (4 to 6 psi).
Conditions:
______ Pressure at Low idle; apply no load to the engine
______ Pressure at High idle; apply no load to the engine
______ Pressure at High idle; apply load to the engine using the hydraulics (over
relief), hydrostatic stall, converter stall, or dynamometer. Load the engine
to its rated rpm.
Item Description
1 380100056 - 0 to 100 kPa/0 to 30" HG, 0 to 200 kPA/0 to 30 PSI Gauge
and Clear Hose Assembly
2 Test line constructed with clear tubing to allow observation for air in the
system.
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3. If the fuel is below 0.276 bar (4 psi) at any time during the tests, check/replace
the following as needed:
Fuel Pre-filter (if equipped). Some applications do not use a fuel pre-filter.
Fuel Filter(s)
The lines and connections from the fuel lift pump inlet back to the fuel tank,
checking for damaged lines (kinks create restriction; rub marks may allow air
to enter) and leakage at the Voss o-ring fittings.
Fuel tank, clean as required.
The fuel pick-up tube in the fuel tank. Check for cracks, plugging, or contact
with the bottom/sidewalls of the tank.
Check the valve at the fuel tank outlet (if equipped). Ensure that fuel supplied
to and from the valve assembly is properly connected.
The fuel tank cap. Be sure a vacuum is not being formed in the fuel tank. A
vacuum at the tank would reduce the fuel supply pressure to the injection fuel
pump inlet. Vacuum in the fuel tank might not be observable during short-term
running.
Item Description
1 380100056 - 0 to 100 kPa/0 to 30" HG, 0 to 200 kPA/0 to 30 PSI Gauge
and Clear Hose Assembly
2 Test line constructed with clear tubing to allow observation for air in the
system.
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NEF TIER 3 ELECTRONIC ENGINE
4. If the fuel pressure is below 0.276 bar (4.0 psi) at any time during the tests, install
380100056 between the outlet of the fuel tank and the inlet of the fuel lift pump.
Check the following:
Continuous air bubbles
Vacuum between the inlet of the low pressure pump and the tank should not
exceed 50.8 mm (2 inches) of Hg under full load. If vacuum reading exceeds
50.8 mm (2 inches) of Hg, inspect fuels lines for plugging or debris in the fuel
tank.
Item Description
1 380100056 - 0 to 100 kPa/0 to 30" HG, 0 to 200 kPA/0 to 30 PSI Gauge
Assembly
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Re-run the filter outlet pressure test. If pressures return to normal, check the fuel
supply line and the tank of the vehicle for leaks or restrictions.
Item Description
1 380100056 - 0 to 100 kPa/0 to 30" HG, 0 to 200 kPA/0 to 30 PSI
Gauge and Clear Hose Assembly
2 380100058 - Plastic 2000 ml (4.2 pint) Container located not more
than 1m (3.3 ft.) below the engine with a known good supply line.
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Item Description
1 Fuel Inlet Port
2 Hand Primer Pump
3 Outlet from Primary Fuel Filter to Gear Pump Inlet (operates under
vacuum)
4 Return Fitting for Cylinder Head (Injector and Connector) and Common
Rail Relief Valve Return
5 Fuel Return to Fuel Tank
6 Outlet from Secondary Fuel Filter (operates under pressure)
7 Inlet to Secondary Fuel Filter from Gear Pump Outlet (operates under
gear pump outlet pressure)
8 Fuel Temperature Sensor Location
9 Secondary Fuel Filter (operates under pressure)
10 Primary Fuel Filter (operates under vacuum)
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NEF TIER 3 ELECTRONIC ENGINE
Item Description
1 Pressure Sensor
2 Fuel Injectors
3 Pressure Relief Valve
4 High Pressure Fuel Pump with High Pressure Flow Regulator
5 Fuel Filter with Fuel Return Manifold Connections
6 Low Pressure Fuel Pump -This gear pump supplies fuel to the high
pressure fuel pump. It is driven from the shaft of the high pressure pump
7 Fuel Pre-Filter (Primary Fuel Filter, if Equipped)
8 ECU/Sediment Bowl - Fuel is passed near the ECU for temperature
control purposes or through a sediment bowl unit for fuel conditioning
purposes.
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NEF TIER 3 ELECTRONIC ENGINE
Item Description
1 Pressure Sensor
2 Fuel Injectors
3 Pressure Relief Valve
4 High Pressure Fuel Pump with High Pressure Flow Regulator
5 Fuel Filter with Fuel Return Manifold Connections
6 Low Pressure Fuel Pump -This gear pump supplies fuel to the high
pressure fuel pump. It is driven from the shaft of the high pressure pump
7 Engine Control Unit (ECU) - Fuel is passed near the ECU for temperature
control purposes.
8 Fuel Pre-Filter (Primary Fuel Filter, if Equipped)
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To determine if the low-pressure fuel supply is restricted, or if air is entering the system.
1. Install 380100056 at the inlet of the low pressure pump (after the primary filter).
This test line contains a compound gauge . 0 to 762 mm (0 to 30 inches) of
Hg vacuum and 0 to 2.07 bar (0 to 30 psi) positive pressure. This test line is
constructed with clear tubing to allow observation for air in the system.
Install 380100057 between the outlet of the fuel filter and the inlet of the high
pressure pump.
Note: The clear line could be left in place over night to check for a slow air
ingress leak.
2. When air is no longer visible in the clear test line, measure and record the
operating pressure, while continually observing for air in the fuel. Fuel Pressure
Specification between Filter and High Pressure Pump: 5 bar (72 psi) minimum.
Conditions:
________Gauge 1 ________ Gauge 2: Low idle; apply no load to the engine.
________Gauge 1 ________ Gauge 2: High idle; apply load to the engine using
the hydraulics (over relief), hydrostatic stall, converter stall, or dynamometer.
Load the engine to its rated rpm.
Note: See next page for Fuel Inlet Restriction / Air Entering System diagrams
related to this testing procedure.
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Item Description
1 380100057 - 0 to 11 Bar (0 to 160 PSI) Gauge and Hose Assembly
2 380100056 - 0 to 100 kPa/0 to 30" HG, 0 to 200 kPA/0 to 30 PSI Gauge
Assembly
Item Description
1 380100057 - 0 to 11 Bar (0 to 160 PSI) Gauge and Hose Assembly
2 380100056 - 0 to 100 kPa/0 to 30" HG, 0 to 200 kPA/0 to 30 PSI Gauge
Assembly
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NEF TIER 3 ELECTRONIC ENGINE
Item Description
2 380100057 - 0 to 11 Bar (0 to 160 PSI) Gauge and Hose Assembly
3 380100056 - 0 to 100 kPa/0 to 30" HG, 0 to 200 kPA/0 to 30 PSI Gauge
Assembly
1 Primary Filter Outlet to Low Pressure Pump Inlet
4 High Pressure Pump Inlet from Fuel Filter Outlet
5 Secondary Fuel Filter (pressurized filter)
6 Secondary Fuel Filter Inlet (pressurized filter)
7 Primary Fuel Filter (suction filter)
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NEF TIER 3 ELECTRONIC ENGINE
Item Description
1 380100057 - 0 to 11 Bar (0 to 160 PSI) Gauge and Hose Assembly
2 380100056 - 0 to 100 kPa/0 to 30" HG, 0 to 200 kPA/0 to 30 PSI Gauge
Assembly
3 High Pressure Pump Inlet from Fuel Filter Outlet
4 Secondary Fuel Filter Inlet (pressurized filter)
5 Secondary Fuel Filter (pressurized filter)
6 Primary Filter Outlet to Low Pressure Pump Inlet
7 Primary Fuel Filter (suction filter)
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NEF TIER 3 ELECTRONIC ENGINE
Item Description
1 380100057 - 0 to 11 Bar (0 to 160 PSI) Gauge and Hose Assembly
2 Low Pressure Pump
3 380100058 - Plastic 2000 ml (4.2 pint) Container
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NEF TIER 3 ELECTRONIC ENGINE
Item Description
1 380100057 - 0 to 11 Bar (0 to 160 PSI) Gauge and Hose Assembly
2 Low Pressure Pump
3 380100058 - Plastic 2000 ml (4.2 pint) Container located not more than
1m (3.3 ft.) below the engine with a known good supply line.
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Note: Under normal circumstances, fuel should not come out of the relief valve.
2. If the diagnostic system does not indicate a fault code and fuel is leaking from the
pressure relief valve, replace the pressure relief valve.
Item Description
1 Fuel Rail
2 Pressure Relief Valve Return Line Voss Coupler (appearance varies)
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NEF TIER 3 ELECTRONIC ENGINE
Item Description
1 High Pressure Flow Regulator (Resistance Specification is 3.2 Ohms)
If the high pressure flow regulator has an open circuit (the flow regulator is
disconnected, the harness is broken, etc) or a short circuit (resistance value is much
lower than 3.2 Ohms follow the next steps:
1. The pump will be in maximum delivery mode and pressure in the rail will exceed
1700 bar (24,660 psi) for a very short amount of time.
2. The High pressure relief valve will open.
3. The ECU sense the over pressure condition and store fault codes in the ECU
memory.
4. The engine will de-rate.
Check the resistance (on the ECU connector pins). The resistance
specification is approximately 3.2 Ohms
When in parameter mode on the Electronic Service Tool, the duty cycle
reading indicates the position of the regulator.
Important: When all of the system components have been checked, inspect for
the following symptoms:
The duty cycle tends to fluctuate irregularly and the engine idle speed is
irregular.
The engine stalls when idling and no fault is stored in the ECU. Starting is
difficult (takes longer than 4 seconds).
Replace the high pressure flow regulator.
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Engine load and rpm are controlled by the fuel injectors. The load requested by the
operator is controlled by the throttle position and converted into a fuel quantity by the
ECU. The ECU controls the amount/timing of the fuel injection (using current fuel rail
pressure as a factor).
Item Description
1 Return Line at Fuel Filter Base (style varies, disconnect and plug using
380100059)
2 Return Line Shown Disconnected and Capped (380100060)
3 Drain Line (use gauge and hose assembly 380100057 as the drain line) Shown
Connected to Fuel Return Outlet on the Cylinder Head
4 100 ml (3.4 oz.) Cup (380100062)
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NEF TIER 3 ELECTRONIC ENGINE
2. If leakage from the cylinder head port exceeds 80 ml (2.5 oz.) per minute with the
engine running at low idle, check the leakage within each injector.
Maintain engine temperature, 50 C (120 F) minimum.
To locate a damaged injector, cap (380100061) each fuel rail outlet location; one
at a time. Recheck the total leakage. When the return leakage value drops
significantly with a fuel rail outlet capped, a leaking injector has been identified.
Replace the damaged injector. Retest total leakage to ensure additional injectors
are not leaking excessively.
Inspect the injector connector between each fuel injector and the associated fuel
rail line. The torque specification is for the injector connector is 45 - 55 Nm (33 -
41 lb-ft). Check the fuel injector end of the connector to make sure is not
deformed. If the injector end of the connector is deformed, replace the injector
connector.
If the injector supply tube is not the cause of the leakage, the injector may have
internal leakage and require replacement. Injectors could leak excessively at
operating temperature and perform correctly cold. Test kits 380040185 and
380040188 can be used to bench test injectors.
Note: Injectors and injector connectors are replaced as pairs.
Item Description
1 Injector
2 Injector Connector - Check the fuel injector end of the connector to make
sure is not deformed.
3 Injector Connector Cylinder Head Location - Torque Specification is 45 -
55 Nm (33 - 41 lb-ft)
4 Fuel Rail Outlet - Cap (380100061) each fuel rail outlet location; one at a
time.
5 Interface Location Between Injector and Injector Connector
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