Power Performance

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Issue: 1/March/02
CURSOR engine feature summary.pdf
Index - Cursor Features Briefing

➤ KEY SPECIFICATION FEATURES

➤ CYLINDER BLOCK
➤ CYLINDER HEAD / LUBRICATION & OIL FILTRATION
➤ FUEL INJECTION SYSTEM
➤ ENGINE MANAGEMENT SYSTEM
➤ VGT / CONTROLLED VGT BOOST
➤ HOW DOES THE ‘MOVING WALL’ WORK?
➤ SUMMARY OF VGT BENEFITS
➤ ENGINE DECOMPRESSION BRAKE

PRODUCT TRAINING - CURSOR

Page 2.
 Cursor 13 & 10 engine details

Cursor 13 Key Specification Features Cursor 10 Key Specification Features

Cursor 13 - 480 Cursor 10- 430
Max. power 480hp (353kW) @ 1550-1900 rpm Max. power 435hp (316kW) @ 1660-2100 rpm
Max. torque 2200Nm (1622lbft) @ 1000-1550 rpm Max. torque 1900Nm (1401bft) @ 1220-1570 rpm
Cursor 13 - 540
Max. power 540hp (397kW) @ 1610-1900 rpm
Max. torque 2350Nm (1733lbft) @ 1000-1610 rpm

Emission level ADR 80/00 With Euro 3 Compliance Emission level ADR 80/00 With Euro 3 Compliance
Cylinders 6 in line Cylinders 6 in line
Capacity 12.9 litres Capacity 10.3 litres
Bore/stroke 135mm/150mm Bore/stroke 125mm/140mm
Valves 4 per cylinder operated by Valves 4 per cylinder operated by
overhead camshaft overhead camshaft
Fuelling Variable geometry turbocharger (VGT) Fuelling Variable geometry turbocharger (VGT)
Intercooler Intercooler
Electronically controlled unit injectors Electronically controlled unit injectors
Cooling Coolant with thermoviscous fan Cooling Coolant with thermoviscous fan
Engine brake Compression brake linked to cruise Engine brake Compression brake linked to cruise
control control

Page 3.
Cursor engine features briefing

! Cursor 8, 10 & 13 engines produce more power. Maximum

power and torque are available at lower rpm and over a
wider RPM band than the engines which previously
powered EuroTech and EuroStar models.

! The variable geometry turbocharger which provides high

torque output over a very wide RPM range is unique to
Iveco.

! Cursor engines meet ADR80/00 and can be modified to meet

the Euro-4 emission standard applicable in 2005 for Europe.

! With electronic control, unit injectors and the variable

geometry turbocharging, Cursor engines are at the forefront
of engine design. Cursor 8,10 &13 share many design features
including their clean external appearance, alloy pistons, wet
cylinder liners, gear driven overhead camshaft and the
engine compression brake.

! Cursor 10 engines are approximately 175kg lighter than the

‘old’ 13.8 litre engine and 60kg heavier than the ‘old’ 9.5 litre
engine.

Cursor 10-430 models are over 200kg lighter than the

previous 420 Iveco powered models.

! The Cursor diesel engines are engineered to be 5 to 6%

more fuel efficient than their predecessors.
Page 4.
 Cursor engine features briefing
THE CYLINDER BLOCK

Quieter, lower maintenance costs

! The two piece cast iron block is a strong and rigid structure
that is durable and promotes low noise emissions.

! Also in the interest of noise reduction, all timing and drive

gears are situated at the rear of the engine. The oil pump,
fuel pump, air compressor, camshaft and engine PTO (where
fitted) are all driven by crankshaft mounted gears.

! A special sump mounting/sealing system isolates the oil pan

from the block, to further reduce noise. This means no engine
sound shields are needed, so service access is improved
and maintenance times reduced.

Wet cylinder liners

! The block has wet cylinder liners. This means the engine
coolant is in direct contact with the cylinder liners giving
closer control of the operating temperature in the combustion
chambers.

Lower oil consumption

! The close tolerance finish on the liners means that plateau Production system to ensure highest build quality
honing is not required. This reduces the amount of oil ! Selective assembly of ‘best fit’ main components is controlled
retained on the cylinder walls when the engine is running, using bar code identification to ensure clearances are as
cutting the amount of oil burnt in the combustion process. near to exactly right as possible. This system ensures the
This lowers exhaust emissions and reduces oil consumption. highest build quality standard.

Page 5.
 Cursor engine features briefing
briefing Electric air heater for quicker starting, lower emissions
! An electric air heater takes the place of glow plugs in
THE CYLINDER HEAD Cursor engines. Installed between the return from the
intercooler and the inlet manifold, it is controlled by the
ECU and ensures that the engine reaches operating
temperature as soon as possible.
! The heater also ensures that all of the air drawn into the
engine is equally heated, which assists in cold starts and
warm-up, and ensures exhaust emissions and smoke are
dramatically reduced.

LUBRICATION AND OIL FILTRATION

! The oil pumps on Cursor are located at the rear of
the engine and are driven by gears from the crankshaft. Oil
Overhead camshaft with multi-valve breathing passes through a heat exchanger and heats the engine
! The Cursor cylinder heads use an overhead coolant during warm-up.
camshaft operating four valves per cylinder. This design Oil change intervals up to every 80,000km
aids uninterupted gas flow for more efficient and cleaner ! A new high performance oil filter provides a state-of-the-art
combustion. cleaning system. Using semi-synthetic oil, changes are
extended up to every 80,000 kilometres. The improved oil
Camshaft lobes for valves and injectors filtering also leads to longer engine and component life.
! The camshaft has three lobes per cylinder, one each for the
New Iveco oil recycling system
inlet and exhaust valves, and one for the unit injector
! Integral with the engine breather, Cursor engines also
operation. A secondary lobe on the exhaust valve cam,
have a patented Iveco oil recycling system. In this new
operates the engine brake, when it is applied.
system, crankcase gases breathe through a unique
recirculation chamber. This reclaims oil using condensation
Fewer parts, less noise
traps, and returns over 40% to the sump, the remaining
! The inlet manifold and camshaft bearing supports are cast
vapour is then filtered, reducing the oil content to about
integrally with the head; fewer parts are needed and noise
14% of its original quantity before entering the intake
levels are reduced.
manifold, reducing oil consumption and emissions.
Page 6.
 Cursor engine features briefing
FUEL INJECTION SYSTEM

Fuel efficiency for

economy and exceptionally
low emission levels:

! One of the key features of the

Cursor engine is the
electronically controlled unit
fuel injection system.
! Each cylinder has a high
pressure injector activated by
the camshaft and controlled by
an integral solenoid. All six
injector assemblies are located
within the rocker cover to NEW FUEL FILTERS FOR CURSORS
reduce noise and vibrations. To achieve the levels of
efficient combustion necessary for low emissions, the Cleaner fuel, extended service life
injection pressures can reach up to 1600 bar. ! A new generation fuel filter is used with a graded pore
structure which combines maximum particle retention with
! The integral solenoid, electronically controlled by the ECU,
low flow resistance. The filter material is designed to repel
ensures precise injection timing and metering of injected filter clogging agents such as paraffin, gelatin and tar which
fuel. Fuel supply to the unit injectors is via a low pressure drastically shorten the working life of ordinary paper based
system, and in-head drillings decrease any tendency for filters.
leaks.
! Overall, the system delivers new high standards of fuel ! This new filter ensures a high quality of fuel supply to the
efficiency, maximum economy and exceptionally low unit injectors, improves the reliability of the system and
emission levels. offers extended service life.

Page 7.
 Cursor engine features briefing

ENGINE MANAGEMENT SYSTEM

! Cursor, has an Engine Control Unit (ECU) engine ! As shown in the chart the ECU controls engine and vehicle
management system which controls most aspects of the performance in accordance with inputs from sensors and the
engine’s operation. It features new software, which is unique driver. It also controls vehicle braking which is described on
to Cursor engines, developed in conjunction with Bosch. later pages.

ENGINE SENSORS
Coolant temperature, Turbine speed,
Crankshaft speed, VGT actuator position,
Camshaft speed, Fuel temperature,
Turbo boost pressure,Turbo boost temperature
CONTROLLED FUNCTIONS
DRIVER INPUTS
Accelerator #
" # Engine power and torque - fuel
Brake pedal #
ENGINE CONTROL UNIT injection quantity & timing and
turbocharger boost
Cruise control # Mounted on side of engine block so that # Engine compression brake
Gearshift # electric cable runs are short.
# Vehicle speed
Engine brake #
The ECU is mounted on ‘silent blocks’ to # Engine protection from overheating,
Starting # protect it from viibration. It is cooled by the overspeed and excess smoke
ECO power switch # fuel flowing from the tank at ambient air # Altitude compensation
temperature. # Engine/gearbox synchronisation
"$% # Diagnostics - electronic &
VEHICLE BRAKING CONTROL mechanical components
# Black box & limp home device

Page 8.
 Cursor engine features briefing
VARIABLE GEOMETRY TURBOCHARGER (VGT) ! The ‘moving wall’ is located in the turbine intake venturi and
! Cursor engines have a patented Variable Geometry varies the size of the inlet from its normal open position (at
Turbocharger (VGT) developed and patented by Iveco in high rpm) to an almost closed position (for low rpm).
conjunction with Holset. It combines the use of electronics
! Between the two extremes, the ECU provides a stepless
with a ‘moving wall’ type of turbocharger. VGT represents
an industry first for the Cursor range. transition according to driving conditions and speed/load
requirements.
! Normal turbochargers are known as ‘wastegate’ turbos.
They favour engine performance at the top end of the rev
range. Basically, as engine speed increases, turbine speed Compressed air from
and turbo boost increase as well. Then, at a predetermined the compressor side Air enters
level, a wastegate cuts in and boost is limited to stop the of the VGT,going to here from
the inlet manifold via the air cleaner
engine from becoming over pressurised.
the intercooler
! With this type of turbocharger there may not be enough
exhaust gas pressure at low engine revs to spin the turbine
sufficiently fast to produce useable boost, resulting in “turbo
lag”.

CONTROLLED VGT BOOST USING ‘MOVING WALL’

Spent exhaust gases going
! The VGT on Cursor engines uses electronics to provide a down to the exhaust system
sophisticated level of boost control over the whole engine
rpm range. The ECU controls the position of a ‘moving wall’
in the turbocharger; turbo boost is increased at low revs and
limited at higher revs. This results in optimum air flow into
the cylinders right across the engine rpm range. Exhaust gases from the engine
entering the turbine side of the VGT

Page 9.
 Cursor engine features briefing
HOW DOES THE ‘MOVING WALL’ WORK?

Almost Closed Position (shown opp.)

At low engine speeds a minimum opening of
the exhaust gas inlet …
• ‘squeezes’ incoming exhaust gases
entering the turbine causing the
turbine to speed up
• this increases boost pressure
• maximum turbo effect providing
more power at low engine speeds

Normal Position
At high engine speeds the ‘moving wall’
provides maximum opening of the exhaust gas
inlet for…
• lower exhaust gas pressure
• this lowers turbine speed to optimum
• turbo effect is tuned to required
maximum
MOVING WALL
SLIDES ACROSS
TO VARY SIZE OF
VENTURI

Page 10.
 Cursor engine features briefing
SUMMARY OF VGT BENEFITS ! On application of the engine brake, the ECU sends a signal
! When the engine speed increases: to the VGT thereby closing the “moving wall” and increasing
· The ‘moving wall’ closes the opening … the boost pressure. A conventional turbocharger at high
· The gas pressure increase and … engine rpm releases excess boost pressure by means of
· The turbo effect increase, for … the waste gate. The ECU controlled VGT does the opposite,
✔ Higher torque at low speed. it increases the volume of air forced into the cylinders. This
✔ Fuel savings. has the effect of increasing braking effort by up to 40% and
reducing service brake wear without increasing the loads on
! When the engine speed increases : the engine and hence affecting the engine’s life.
· The ‘moving wall’ increases the opening …
· The gas pressure drops and there is a …
· Controlled reduction of the turbo boost, for …
✔ High torque maintained over extended rpm range.
✔ Engine durability.
✔ Reduced consumption.

On the road benefits

! The electronically controlled VGT is always working with the
engine and runs at the optimum air/fuel ratio. This produces
more torque at low rpm and maintains it over a wider rev
band – resulting in better engine flexibility, less
gearchanging and much improved response.

! This increased efficiency gives cleaner emissions and

improved fuel economy, and further gains are achieved by
incorporating the VGT control into the engine brake system.
Variable Geometry Turbocharger
Page 11.
 Cursor engine features briefing How does the engine decompression brake
work?
ENGINE DECOMPRESSION BRAKE
When the driver applies the engine brake, the following
! Another innovation introduced with Cursor 8 and carried actions take place :
over to Cursor 10 & 13 is the engine decompression brake. • The fuel supply is cut.
• The solenoid valve opens and supplies low pressure
! Replaces traditonal exhaust brake engine oil to the engine brake operating cylinders.
The decompression brake replaces the traditional type of • Pistons in these operating cylinders lift a ‘fourth’ rocker
exhaust brake which operates by constricting the exhaust arm mounted on an eccentric bush in the exhaust valve
gas flow, thereby applying back pressure to the pistons. rocker arm.
Because the cylinder gases are not replaced, this type of • This reduces the exhaust valve clearances to zero.
exhaust brake increases the temperature in the cylinders • This zero setting allows a secondary lobe on the cam to
and places undue stress on engine components, such as open up the exhaust valves slightly, on what would be
the valves, compromising reliability and durability. TDC of the compression stroke therefore releasing the
compressed gases.
! 10% more efficient
• Because there is no ignition and no power stroke, the
The new Cursor
piston returns down the cylinder against a low pressure.
decompression brake
• The engine then turns through the exhaust and intake
operates in a completely
strokes, which absorb energy and contribute to the
different way and
braking effect.
converts the engine into
a compressor which can
Exhaust Secondary
provide high levels of valve lobe
zero
braking effort. It is 10% setting
opens
exhaust
more efficient than valve
conventional exhaust
brakes.

Page 12.