Sisu Citius Series 44-49-66 74 and 84 Engines Workshop Manual 80 118

Lubrication System 13
13.3. Assembling and Fitting Lubricating Oil Pump
1. Fit the gear wheels to the pump body. Fit the cover
using a new gasket. Partly tighten the screws. Ro-
tate the pump shaft and tap the side of the cover
gently until it reaches the position in which the shaft
rotates most freely. Tighten the screws and check
that the shaft still rotates freely.
2. Fit the drive gear onto the shaft. Apply locking fluid
(e.g. Loctite 242) onto the nut threads and tighten
the nut to 60 Nm. Remember the washer under the
nut.
3. Fasten the oil pump in a vice and check the end

float between gear and pump housing. The clear-
ance, which should be 0.03...0.11 mm, is adjusted
by the number of gaskets between the cover and
the body.
4. Fit the pump and check the tooth backlash against

the crankshaft gear. The clearance, which should
be 0.05...0.25 mm, is adjusted with shims between
the pump body and the cylinder block (shim 0.2
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mm, order no. 8360 07871). One shim increases/

decreases the backlash by about 0.07 mm.
Note! When measuring the tooth backlash, the engine

should be the correct way up as the crankshaft bear-
ing clearance affects the tooth backlash.
5. Connect the suction and pressure pipes together

with new seals.
6. Fit the oil sump and fill in the lubrication oil.
13.4. Piston Cooling Nozzles
The engines with high output are fitted with piston cooling
nozzles. The cooling nozzles can be removed after the oil
sump is removed. The nozzles have a ball valve with an
opening pressure of 3±0.25 bar.
1. Change the valve if necessary. Detach the valve from the en-
gine and remove the nozzle pipe. Fit a new valve.
90°
2. Fit the nozzle pipe at a 90° angle to the centre line of the crank-
shaft as shown in the picture above. Tighten the valve to 30 Nm.
Ensure that the pipe does not touch the pistons or connecting
rods when the engine is running.
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13 Lubrication System
13.5. Fitting Oil Sump Gasket
Fit the oil sump gasket with the silicone stripes against the TOP
cylinder block (self-carrying and casted oil sumps).
13.6. Lubricating Oil Cooler
44-, 49-, 66- and 74-Engines
Some engines are fitted with an oil cooler, which is posi- 60 Nm

tioned in between the oil filter and the cylinder block.
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1. The engine coolant should be drained before removing

the lubricating oil cooler.
2. Fit new sealing rings. Fit the cooler with the draining plug
turned downwards. Connect the coolant pipes in the
correct way.
3. Apply the locking fluid (e.g. Loctite 242) to the nipple

(the thread that attaches to the cylinder block) and tight-
en it to a torque of 60 Nm.
8368 62582
84-engines
There are two different oil coolers, the difference being the
position of the oil filter, see picture below.
To remove
1. Open the coolant drain plug under the oil cooler and
drain the coolant into a suitable container. Remove the
pipe going into the thermostat housing.
2. Remove the turbo oil pipes and the oil pressure pipe
from the cylinder block. Remove the oil filter. Drain the
oil into a container.
3. Remove the oil cooler from the engine. Open the cooler
housing and remove the guide plate. Unscrew the cell
screws and remove the cell from the body. Clean all the
parts.
75
Fitting the Oil Cooler
1. Assemble the oil cooler using new gaskets. Fit the

cell to the body. The oil side can be pressure tested
before the housing is fitted. Test pressure is 5 bar.
2. Push the guide plate between the cell and the body
and fit the housing. If necessary, the water side can
now be pressure tested. Test pressure is 5 bar.
3. Attach the oil cooler to the engine and assemble the

oil and coolant pipes. Replace the oil filter.
4. Fill the coolant system. Start the engine and check

for leakages.
50 Nm
13.7. Lubricating Oil Quality Requirements
Use lubricating oils of the following quality grades.
API grade ACEA grade

CI-4 E7
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Select the viscosity grade from table below depending on the temperature outside.
°C
+40
+30
+20
SAE 30
+10
SAE 20W-20
SAE 20W-40
SAE 15W-40
0
SAE 10W-30
SAE 10W-40
-10
SAE 5W-30
SAE 5W-40
-20
-30
-40
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13 Lubrication System
13.8. Oil Capacities
min. 8,0 max. 10,0 dm3
min. 9,5 max. 11,5 dm3
44
min. 25,5 max. 29,0 dm3
min. 26,0 max. 30,5 dm3

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min. 21,5 max. 25,5 dm3
66
74
84
min. 42,0 max. 46,5 dm3
77
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14 Cooling System
14. COOLING SYSTEM
14.1. Quality Requirements of Coolant
The coolant used must meet the requirements of standard ASTM D 3306 or BS 6580:1992.
• The cooling mixture must consist 40...60% of ethylene/propylene-glycol based antifreeze and
water. The ideal proportions are 50% antifreeze liquid to 50% water.
• The water used must be mechanically clean and not too acidic (e.g. swamp water) or too hard (cal-
ciferous well water).
• The proportion (the frost proof quality) of the coolant should be checked periodically. Change the
coolant every two years.
Note! Water alone should never be used as a coolant!

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14.2. Thermostat
Check the function of the thermostat as follows:

• Lower the thermostat into a vessel of boiling water so that it does not touch the sides or bottom.
• Opening must begin after less than 20 seconds.
• The thermostat must be fully open in less than 50 seconds. See "Technical data" point "Thermo-
stat".
44-, 49- and 66-engines
It is a 2-way thermostat. Its opening temperature is 83°C.
66- and 74-Engines
Some 66- and 74-engines have two separate thermostats.

These are different from the type used as single thermostats
and the two are not interchangeable. For these engines there
are no separate winter thermostats.
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Cooling System 14
84-Engines
84-engines have two separate thermostats. The

smaller, single-acting thermostat opens at 79°C and
the other, double-acting type, at 83°C. In 84-engines
there are no separate winter thermostats.
62,0
To remove
67,5
1. Drain the cooling system so that the coolant level is

below the thermostats and disconnect the top hose
from the water outlet cover.
2. Remove the outlet cover and the thermostats.

Clean the sealing surfaces.
To replace
1. Place the thermostats in position in the housing. Fit a new gasket and the outlet cover. M8 studs
(2 pcs) can be used as guides. Observe the plate (if mounted) that comes on top of the smaller
thermostat. Fit the gasket so that the bigger hole is on the same side as the plate.
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2. Connect the top hose and fill the cooling system.
14.3. Reconditioning Coolant Pump
44-, 49-, 66- and 74-Engines
1. Drain the coolant. Remove the thermostat housing,

fan and v-belt.
9104 27700
2. Remove the coolant pump. Detach the pump rear
plate and clean the sealing surfaces.
3. Unscrew the belt pulley fixing nut/screw and re-

move the belt pulley
4. Remove the impeller on the shaft with puller 9104

27700 (33- and 44-engines) or 9101 93200 (66-
and 74-engines).
5. Remove the circlip from the pump body. Press the

shaft together with the bearings pointing in the di-
rection of the fan. Use a hydraulic press, for exam-
ple. Support the pump body so that the bearings
have enough space to release.
6. Tap out the water seal and shaft seal using a drift. Clean the parts and inspect their condition.
Replace faulty or worn parts with new ones.
Note! If the pump bearings have to be changed, use a reconditioning kit. This kit also contains all
the seals (see Parts Catalogue).
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14 Cooling System
7. Drive the new shaft seal into the housing using a suitable drift.
Put the bearings and the intermediate sleeve onto the shaft.
Grease the bearings with heat-resistant ball bearing grease 9051 79300
(NLGI 2). Fit the shaft and the bearings in such a way that the
ball bearings do not transmit the pressure. Fit the circlip on the
bearing.
8. Fit the water seal with drift 9051 79300. Use as a "lubricating
liquid" coolant between the shaft and the seal.
9. Press the impeller into position while, at the same time, sup- 9,0...9,3
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porting the shaft at the other end. The mounting depth of the
impeller is 9.0...9.3 mm in 33- and 44-engines (see picture
above). Make sure that the shaft can rotate freely. Fit the belt
pulley and tighten its attaching screw to a torque of 80 Nm. 80 Nm
Note in particular the left-hand thread of the belt pulley attach-
ing screw.
0,8...1,2
The mounting depth of the impeller is 0.8...1.2 mm in 66- and 74-

engines (see picture above). Make sure that the shaft can rotate
120 Nm
freely. Fit the belt pulley and tighten its attaching nut to a torque
of 120 Nm
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Cooling System 14
10. Fit the rear plate to the cylinder block using a new
seal. Use guide pin (Ø8 mm) in the hole shown with
an arrow in the picture above. Apply sealing com-
pound to the thread of the screw
Loctite 572
On 66- and 74-engines, fit the rear plate to the pump using a new
seal. Use guide pins (Ø8.5 mm) in the holes shown with arrows in
the picture above. Tighten the fitting screws (5 pcs / 10.9) to the
torque of 35 Nm.
14.4. Coolant Pumps with Heavy Duty Bearings

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66- and 74-Engines
Some versions of 66- and 74-engines have heavy

duty bearings in the coolant pump. The reconditioning 0,8...1,2
of this pump is done according to instruction 14.3..
Note in particular the position of the front bearing dur-
ing assembly.
120 Nm
14.5. Reconditioning the Coolant Pump
84-Engines
1. Drain the coolant. Disconnect the hose from the inlet connection of the coolant pump. Loosen the
coolant pipes from the coolant pump.
2. From the rear, release the three screws that connect the coolant pump to the cover of the timing
case. Remove the coolant pump.
3. Unscrew the gear fixing nut and remove the gear. Remove the pump housing from the pump
body.
4. Remove the circlip from the pump body. Press the shaft together with the bearings pointing in the
direction of the gear.
5. Tap out the water seal and shaft seal using a drift. Remove the O-ring seals, clean the parts and
inspect their condition. Replace faulty or worn parts with new ones.
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14 Cooling System
Note! If the pump bearings have to be changed, use a pump repair kit. This kit also contains all the seals
(see Parts Catalogue)
6. Tap the new shaft seal into the body using a drift 9103 41000.
Grease the bearings with heat resistant ball bearing grease
(NLGI 2). Press in the bearings and fit the circlip.
7. Fit the shaft in such a way that the ball bearings do not transmit
the pressure
A
8. Knock the water seal into position with tool 9103 41100. Press
the impeller into position (near the shaft shoulder), supporting
the shaft from the other end. Make sure that the shaft can ro-
tate freely.
45°
9. Fit the oil collecting ring to the shaft in the position as shown in
the picture. Fit the gear on the shaft and tighten the nut to 180
Nm.
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SUUNTA A
10. Fit the pump housing using a new gasket.
11. Fit the pump using a new O-ring.
Note! If both the coolant pump and high-pressure pump are removed, fit the coolant pump first (one fit-
ting screw cannot be fitted while high-pressure pump is in position).
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Cooling System 14
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84
15 Inlet and Exhaust System
15. INLET AND EXHAUST SYSTEM

An engine that is fitted with a turbocharger is a lot more sensitive to disturbances and impurities in the
inlet and exhaust systems than a naturally aspirated engine. Therefore, special attention should be paid
to the whole inlet and exhaust system.
15.1. Checking the Air Cleaner
The engine performance and length of service life depend to a great extent on the state of the air cleaner.
A defective air cleaner allows impurities to pass through, which in time damage the turbocharger and the
engine. A blocked air cleaner reduces the engine output and also causes oil leakage through the sealing
ring on the turbocharger shaft.
Note! The safety filter inside the main filter should not be removed unnecessarily for checking or clea-
ning. The safety filter must not be cleaned, but should be changed when necessary.
15.2. Checking the Inlet and Exhaust Pipes
Important! Leaks in the inlet or exhaust system drastically reduce the effect of the turbocharger. Be-
cause of the pressure, even small leaks in the manifold or the turbine inlet contact flange quickly increase
in size. For this reason, all leaks must be dealt with immediately.
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1. Inspect the pipes and sealing surfaces between the air cleaner and the turbocharger, as well as be-
tween the turbocharger and the intake manifold. If the intake manifold is dusty inside, there is a leak
in either the air cleaner or the inlet pipes. Fix the leak.
2. Clean the intake manifold sealing surface. Check that the sealing surface is flat using a straight ruler.
If the surface is not flat or has scratches on it, machine or renew the intake manifold. On 66-, 74- and
84-engines, ensure that the cylinder heads are parallel.
3. Fit a new gasket and fasten the intake manifold. Tighten the manifold fixing screws to a torque of 30
Nm. Fasten the air pipes carefully.
4. Check that the exhaust manifold is airtight. Tighten the nuts to 50 Nm and inspect for any damage
(cracks, deformation, corrosion etc.). Also check the connection between the turbocharger and the ex-
haust manifold.
5. Remove the manifold if necessary. Clean the sealing surfaces and remove any carbon deposits.
Check that the sealing surfaces are flat. If the fastening flanges are twisted or there are scratches on
the sealing surfaces, machine the flanges or renew the exhaust manifold.
6. Ensure that no loose objects or impurities have entered

the exhaust pipe or the silencer. Any such loose objects
or impurities can increase the back pressure for the ex-
haust gases from the turbine wheel.
Inlet air
Exhaust gases
Lubrication oil
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Inlet and Exhaust System 15
15.3. Checking the Turbocharger
If a fault is suspected in the turbocharger, it can be located in the following way:
1. Visually inspect the turbine and compressor wheels. The vanes must not show any signs of dam-
age, deformation or wear caused by foreign objects.
2. Investigate any oil leaks through the sealing rings on the shaft in the turbine and compressor
housing.
Note! At low idling speed there is always a certain amount of oil leakage on the compressor side.
However, this should not cause too much concern unless the oil consumption is too great.
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3. Check the turbine shaft running clearance. Place the stylus of a dial gauge against the shaft and
move the shaft sideways. Refer to the clearance given in the specifications. See "Technical da-
ta" point "Turbocharger".
4. Check the shaft end float. Place the stylus of the dial gauge against the end of the shaft and move
the shaft axially. Refer to the clearance given in the specifications. See "Technical data" point
"Turbocharger".
If any defects or wear are detected, the turbocharger should be reconditioned.
If the engine does not work correctly and the turbocharger is not defective or too worn, the fault could
be traced to one of the following items:
• Blocked air filter.

• Leakage in the inlet or exhaust systems. Leaking flange seal.
• Defective high-pressure pump or EEM 3 control unit.
• Defective or wrongly adjusted injectors.
• Low fuel pressure (e.g. blocked fuel filter).
• Low compression, wrong valve clearance.
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15 Inlet and Exhaust System
15.4. Fitting the Turbocharger
Locate the cause of the defects on the turbocharger. Remedy the fault before fitting the new turbochar-
ger.
In order for the turbocharger to work satisfactorily, it is important that the engine oil is in good condition.
Likewise, the oil should be to the correct quality specification. The air filter and oil filter should be serviced
according to the Instruction Manual specification.
The adjusting of the EEM3 control system affects definitely to the function of the turbocharger. The ad-
justing have to be made according to the manufacturer's instructions.
1. Check the tightness of the intake and exhaust manifolds, and that they are securely fastened. Ensure
that there are no loose carbon or rust particles, or other foreign objects in the manifolds.
2. Connect the turbocharger to the exhaust manifold and tighten down using a new gasket.
3. Connect the inlet pipe and the exhaust pipe to the turbo.
4. Pour about 0.1 litres of pure engine oil into the bearing housing
before attaching the pressure oil pipe. This is very important in
order to ensure that the turbocharger is lubricated when start-
ing.
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5. Connect the pressure and return oil pipes. Use a new seal.
Check that there is no tension in the pipes when tightening.
6. Start the engine and check that there are no leaks.
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Inlet and Exhaust System 15
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88
16 Fuel System
16. FUEL SYSTEM

Citius series engines fulfil the emission requirements set by the authorities (EU97/68/EC Stage III A and
EPA 40 CFR 89 Tier 3). The manufacturer guarantees that all engines of this type are equivalent to the
engine that is officially approved. Please note that the service schedule should be followed carefully, es-
pecially when performing periodical maintenance. Any adjustment and repair work to the injection sys-
tem or the engine control unit should only be carried out by a representative authorised by Sisu Diesel
Inc. When performing any service or repair work, only use original SisuDiesel spare parts. Inadequate
or delayed service and the use of parts other than original SisuDiesel spare parts will invalidate the re-
sponsibility of Sisu Diesel Inc. with respect to the fulfilment of the emission requirements.
Note! This manual only provides general instructions for servicing and repair work relating to the fuel
system. Therefore, there are no instructions on changing the high-pressure pump, injectors and rail,
which should only be performed by someone with special training and the necessary special tools and
gauges. All servicing and repair work relating to the fuel system requires particular care and cleanliness!
Citius series engines are fitted with a common rail system that is controlled by the EEM3 electronic con-
trol unit.
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Parts of the Fuel System
1. Fuel tank 7. Feed pressure sensor

2. Feed pump 8. High-pressure pump
3. Pre-filter 9. Rail
4. Water separator 10. Overflow valve
5. Fuel filter 11. Injector
6. Temperature sensor 12. Pressure sensor
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Fuel System 16
The electric feed pump draws fuel from the tank through the pre-filter, then the main fuel filter to the
high-pressure pump. From the high-pressure pump, fuel is pumped up into the rail. This highly pres-
surised fuel is stored in a high-pressure pipe, where it is controlled and injected through electronic
injectors that are controlled by EEM3. The injection is optimised in terms of emissions, efficiency
and operation noise and takes place in four steps (maximum). Excess fuel returns from the injectors
and the pressure-regulating valves of the high-pressure pump and rail and is fed back into the fuel
tank.The overflow pipe from the filter helps with the automatic bleeding of the system.
16.1. Technical Data
High-Pressure Pump
Type CP1H (44-, 49- and 66-engines . . . . . . . . . . . . . . . . . . . . . . . . . 3 cylinder /radial plungers

- max. injection pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1100 bar
- gear ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 : 3
Type CP 3.3 (74- and 84-engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-cylinder/radial plungers
- max. injection pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1400 bar
- gear ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 : 2
Injection order:
- 44- and 49-engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2-4-3
- 66-, 74- and 84-engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5-3-6-2-4
Injectors
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Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRIN2-2V/CRIN2-4V
- nozzle 2V engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-hole
- nozzle 4V engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-hole
Fuel System
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The fuel must comply

with the EN 590 standard.
Max. continuous fuel inlet temperature . . . . . . . . . . . . . . . . . . . . . . . . 70° C
Fuel filters:
- pre-filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stanadyne 30 µ,
element no. 8368 67591
- main filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stanadyne 5 µ,
element no. 8368 67595
Feed pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric type, with pre-filter
Supply voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 V
Current drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 6 A
Feed pressure at idle speed
- when CP1H high-pressure pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.75 bar
- when CP 3.3 high-pressure pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0...1.2 bar
Tightening torques
Object Nm
Injector retaining screw (2V engines) . . . . . . . . . . . . . . . . . . . . . . . . . 40 Nm
Injector retaining screw (4V engines) . . . . . . . . . . . . . . . . . . . . . . . . . See instruction 16.4.4.
Injector wire nuts (M4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5
High-pressure pump gear nut CP1H (M14) . . . . . . . . . . . . . . . . . . . . . 70
High-pressure pump gear nut CP3.3 (M18). . . . . . . . . . . . . . . . . . . . . 105
High-pressure pump retaining screws . . . . . . . . . . . . . . . . . . . . . . . . . 30
High-pressure fuel pipes to high-pressure pump and rail . . . . . . . . . . 30
Low pressure fuel pipes to high-pressure pump . . . . . . . . . . . . . . . . . 25
High-pressure fuel pipes to injector (2V engines) . . . . . . . . . . . . . . . . 25
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16 Fuel System
16.2. Bleeding Fuel System
Note! Do not open high-pressure pipe connectors on the fuel system when the engine is running. Wait
at least 30 sec. after the engine has stopped. If the jet of high-pressure fuel comes into contact with your
skin, the fuel will penetrate the skin causing severe injuries. Contact immediately to medical service.
Citius series engines have an automatic fuel-bleeding system. Separate bleeding is not required for
changing the fuel filters or in the event of insufficient fuel. It is sufficient to switch on the current and let
the electric feed pump work for about 30 seconds before you start. Crank the engine for about 10 sec-
onds. If the engine does not start, continue pumping and cranking alternately until it starts.
16.3. Measuring Fuel Feed Pressure
1. Clean the pre-filter, the fuel filter and the related fuel pipes from
the outside.
2. Disconnect the pressure switch from the fuel filter and connect
the gauge instead (the thread is M14x1.5).
3. Run the engine at low idling speed for a while and compare the
gauge reading with the prescribed value (0.75 bar with CP1H
high-pressure pump and 1.0...1.2 bar with CP 3.3 high-pres-
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sure pump).
If the pressure is below the prescribed value, this may be caused by:
• Clogged fuel filters.

• Malfunction of the feed pump.
• Suction piping clogged or leaking air.
• Empty fuel tank or unsuitable fuel (e.g. summer fuel in the winter).
16.4. Inspecting Injectors
at least 30 sec. after the engine has stopped. If the jet of high-pressure fuel comes into contact with your
skin, the fuel will penetrate the skin causing severe injuries. Contact immediately to medical service.
The function of the injectors can be tested using the Sisu EEM3 service tool (so-called “Run-up test”).
For more detail, please see the service tool manual.
Note! The nozzle on the injector cannot be changed. Instead a

spare injector is available.
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Fuel System 16
16.4.1. Remove Injectors, 2V Engine
Note! Do not open high-pressure pipe connectors on the fuel system when the engine is running.
Wait at least 30 sec. after the engine has stopped. If the jet of high-pressure fuel comes into contact
with your skin, the fuel will penetrate the skin causing severe injuries. Contact immediately to med-
ical service.
1. Clean the injectors, their pipes and surroundings.

2. Detach the injector and leak-off pipes and wires.
3. Undo the fastening screw holding the injector in place and remove the injector. Plug plastic
covers into all the connection points of the injector.
4. Also remove the injector sealing ring from the cylinder head if not removed with the injector.
16.4.2. Fitting Injectors, 2V Engine
1. Clean the injector sealing surface in the cylinder head. If

necessary, use a reamer 9120 85600.
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2. Ensure the injector seat on the cylinder head is clean. Re-

place the old seal ring with a new one.
3. Install the injector on the cylinder head. Then tighten the

fastening screws to a torque of 40 Nm.
4. Attach the injector and leak-off pipes and wires.
Injector
1. Injector wiring
2. Ball washer
3. Fastener
4. Seal ring
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16 Fuel System
16.4.3. Remove Injectors, 4V Engine
1. Clean high-pressure pipes and surroundings.
2. Remove the valve cover.
3. Detach the high-pressure pipe and injector wires.
Note! Prevent fuel circulation to the engine via the overflow pipe located in the cylinder head (if the fuel
tank is above the engine).
4. Loosen the fastening screw holding the injector in place and the fastening nut holding the feeding pipe
in place. Unscrew and remove them. Plug plastic covers into all the connection points.
Note! The injector and feeding pipe are calibrated to couple. Do not mix them up.
5. Also remove the injector seal ring from the cylinder head if it has not been removed with the injector.
Blow the injector and feeding pipe locations dry.
16.4.4. Fitting Injectors, 4V Engine

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1. Ensure the injector seat on the cylinder head is clean. Replace the old seal ring and the O-rings with
new ones.
2. Install the injector and feeding pipe on the cylinder head. Pay attention to the position of the feeding
pipe. Adjust the feeding pipe’s control balls (shown with an arrow on the picture) so that they line up
with the grooves in the cylinder head.
3. Tighten the fastening screw and nut progressively as follows:

1. Pre-tighten the fastening screw (2) to 15 Nm
2. Undo the fastening screw
3. Pre-tighten the fastening nut (6) to 15 Nm
4. Tighten the fastening screw to 40 Nm
5. Tighten the fastening nut to 50 Nm
5. Install the high-pressure pipe (tightening torque 30 Nm) and injector wires (nuts M4, torque 1.5 Nm).
Replace the valve cover seals and attach the cover (torque for the screws 25 Nm).
1. Injector wiring
2. Fastening screw
3. Washer
4. Fastener
5. Feeding pipe
6. Fastening nut
7. Seal ring
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Fuel System 16
16.5. High-Pressure Pump
The Citius series uses two different types of pump: CP1H in

44-, 49- and 66-engines and CP 3.3 in 74- and 84-engines.
The function of the high-pressure pump can be tested using
the Sisu EEM3 service tool (so-called “High-pressure test”).
For more detail, please see the service tool manual.
16.5.1. Remove the High-Pressure Pump
Note! Do not open high-pressure pipe connectors on the fuel system when the engine is running.
Wait at least 30 seconds after the engine has stopped. If the jet of high-pressure fuel comes into
contact with your skin, the fuel will penetrate the skin causing severe injuries. Contact immediately
to medical service.
1. Disconnect the electric main switch. Clean the high-pressure pump and surroundings. Detach the
wire connector.
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2. Disconnect the fuel delivery pipes and insert protective plugs in the connections.
3. Unscrew the retaining screws and remove the high-pressure pump. Notice the guide ring used in
the high-pressure pump of 44-, 49- and 66-engines. Remove the gear with the appropriate tool.
Take the high-pressure pump to the Bosch Diesel agent or the service department of Sisu Diesel
Oy to be reconditioned.
16.5.2. Fitting the High-Pressure Pump
1. Attach the new O-ring to the sealing groove of the

high-pressure pump. If the front cover of the gear
housing has not been removed, fix the gear to the
shaft of the pump. Please note that the guide ring of
the CP1H high-pressure pump has to be fixed to
the pump flange before the gear is fixed.
2. Tighten the nut of the gear to 70 Nm in a CP1H

pump and to 105 Nm in a CP 3.3 pump.
3. Lubricate the O-ring, place the high-pressure pump

in position in the gear housing and tighten the fixing
screws to 30 Nm. There are no specific instructions
on the alignment of the high-pressure pump gear
and the double gear.
4. Turn the borehole in the CP1H pump guide ring so

that it lines up with a similar borehole the gear
housing.
5. Fix the fuel feeding pipes. Tighten the connectors of

the low-pressure pipes to a torque of 25 Nm and
the connectors of the high-pressure pipes to 30
Nm. Then attach the wiring connector.
94
16 Fuel System
16.6. Rail
at least 30 seconds after the engine has stopped. If the jet of high-pressure fuel comes into contact with
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your skin, the fuel will penetrate the skin causing severe injuries. Contact immediately to medical service.
The Rail is attached to the intake manifold. Turn the main switch to OFF position before handling the rail.
Clean the rail and its surroundings carefully. Prevent fuel from leaking to the ground. Insert plugs where
fuel connectors have been removed.
The pressure sensor and shut-off valve will be delivered as spare parts for the rail. These parts can be
changed while the rail is in position. Alternatively, the complete rail can be replaced.
Shut-Off Valve (DBV, Order Number 8370 69409)
Clean the sealing surface and the thread of the rail. Check the condition of the end sealing surface of
the shut-off valve. Radial scratch is not permissible. Lightly lubricate the valve thread, sealing surface
and O-ring. Tighten the valve in place to a torque of 100 Nm.
Pressure Sensor (RDS, Order Number 8370 69410)
Disconnect the electrical connector before loosening the sensor. Clean the sealing surface and thread
of the rail. Check the condition of the end sealing surface of the pressure sensor. Radial scratch is not
permissible. Lightly lubricate the sensor thread and sealing surface. Tighten the sensor in place to a
torque of 70 Nm. Connect the electrical connector.
High Pressure Pipes
It is recommended that high-pressure pipes are replaced every time they are removed.
The torque for the high-pressure pipe connector is 30 Nm.
95
Fuel System 16
16.7. Fuel Quality Requirements
Requirement Test method

Density, +15°C 0.82...0.84 kg/dm3 EN ISO 3675:1998, EN ISO 12185
Viscosity, +40°C 2.0...4.5 mm2/s EN ISO 3104
Sulphur content max. 350 mg/kg EN ISO 14596:1998
Cetane number min. 51 EN ISO 5165:1998
Water content max. 200 mg/kg prEN ISO 12937:1996
Lubricity/HFRR max. 460 µm ISO 12156-1
The fuel must comply with the EN 590 standard.
The engine output depends on the fuel quality.
Factors such as the temperature, density and viscosity of the fuel affect the actual output of the en-
gine. Our outputs are based on fuel with a density of 0.84 kg/dm3 and a specific heat rate of 42.7
Mj/kg at a fuel temperature of +15°C.
The percentage correction caused by the change in fuel quality is shown in the following illustra-
tions. OUTPUT %
+5
FIG. A. Dependence of engine output on fuel temperature. A

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The reference temp is +35°C (correction 0%). The fuel tem-

perature is not only affected by ambient conditions, it also
varies according to the fuel system of the model (tank size, 0
location, return flow etc.).
-5
35
10 20 30 40 50 60
FUEL TEMPERATURE °C
OUTPUT %
+5
B
FIG. B. Dependence of engine output on fuel density. The
normal value is 0.84 kg/dm3 at +15°C.
0
-5
0,84
0,80 0,85 0,90
DENSITY kg/dm 3
OUTPUT %
+5
C
FIG. C. Dependence of engine output on fuel viscosity. The
normal value is 3 cSt at +20°C.
0
Please note, fig. B and C are only relevant if the fuel quality -2
is changed. 3 4 5 6 7 8
2
VISCOSITY cSt
96
16 Fuel System
In fig. A, all the quality dependencies are caused by a change in temperature. The fuel density and vis-
cosity can be seen in the declaration produced by the manufacturer.
The output correction is calculated as follows: The correction percentages from figures A, B and C are
added together. The given rated power is then corrected on the basis of the resulting percentage.
Alternative Fuels
Using diesel fuel according to European norm EN 590, all SisuDiesel engines have full warranty for the
specified warranty period and the engines will work well with good reliability and long life time.
The only possible alternative fuel to use is RME (Rapeseed Methyl Ester) Biodiesel according to Euro-
pean norm EN 14214 or US norm ASTM D6751.
Engines with Common Rail fuel injection system only max. 20 % dilution of Biodiesel (B20) is allowed.
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98
Fuel System
16
17 Engine Control System
17. EEM3 ENGINE CONTROL SYSTEM

Citius series engines fulfil the emission requirements set by the authorities (EU97/68/EC Stage III A and
EPA 40 CFR 89 Tier 3). The manufacturer guarantees that all engines of this type are equivalent to the
engine that is officially approved. Please note that the service schedule should be followed carefully, es-
pecially when performing periodical maintenance. Any adjustment and repair work to the injection sys-
tem or the engine control unit should only be carried out by a representative authorised by Sisu Diesel
Inc. When performing any service or repair work, only use original SisuDiesel spare parts. Inadequate
or delayed service and the use of parts other than original SisuDiesel spare parts will invalidate the res-
ponsibility of Sisu Diesel Inc. with respect to the fulfilment of the emission requirements.
17.1. Construction of the EEM3

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Parts of the Engine Control System
1. Electronic control unit (ECU) 11. Sensor wiring

2. Oil pressure sensor 12. Vehicle connector wiring
3. Speed sensor (camshaft) 13. Inlet air heater
4. Coolant temperature sensor 14. Inlet air heater solenoid
5. Rail pressure sensor 15. ID module
6. Boost pressure sensor 16. Heater wiring
7. Fuel temperature sensor 17. Fuse
8. Fuel pressure sensor 18. Ground plate
9. Speed sensor (crankshaft) 19. Water detector (fuel)
10. Injector wiring
99
Engine Control System 17
17.2. EEM3 Engine Control System, Description
The basic function of electronic control of the engine is continuous adjustment and measuring of the
load, quantity of fuel and rotating speed. Other additional functions include cold start automatics and
engine protecting automatics. The central unit of the electronic control system continuously receives
signals from sensors that measure different functions in the engine, such as rotating speed, oil
pressure, boost pressure, fuel and coolant temperature. The control unit receives the relevant infor-
mation about the engine load requirement from the transmission or cabin through the CAN-bus. The
identifier and operation information are received from the ID module. The EEM3 unit also makes it
possible to have wide diagnostics through code numbers or a diagnostic light.
17.3. Service Tool of the EEM3 System
The EEM3 engine control system can only be operated using this service tool with additional parts.
In combination with a laptop, this service tool can be used to modify the EEM3 system, for example
to adjust the running speed and running hours (values can only be increased) and calibrate the
throttle. It is also easy to follow up the fault diagnostics, update software, perform a function test of
the injectors and high pressure pump and other service related tasks, like reading the running and
shutdown memory. The engine identification and operation memory from the ID module can also be
read by the Sisu EEM3 service tool.
It is possible to carry out repair work, such as changing an electronic control unit (ECU), using the
Sisu EEM3 service tool.
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Furthermore, the service tool can be used to cancel the stopping requests made, irrespective of the
engine, for example power cuts or insufficient voltage (such as earthing problems, power needed
when the engine is running: ~8 A and voltage >7 V) in the machine and the stopping requests initi-
ated by the gear box.
The service tool has a licence number. Every time an engine is connected to the service tool for
adjustment or any other reason, this licence number is found in the EEM3 system.
The service tool and the additional parts are sold and supplied by Sisu Diesel Inc. Service Depart-
ment.
8370 62634 Sisu EEM3 service tool

A CAN adapter for connection via USB port
B Win EEM3 program
USB
1500 mm
An adapter for the vehicle connector and an extension cable

(D9 fully connected pin-to-pin connector, 5 m) are also avail-
able.
C 8368 62480 Adapter for vehicle connector

D 8368 62483 Extension cable L = 5 m
100
17.4. Changing the Control Unit (ECU)
Note! The control unit (ECU) formatted with SisuDiesel software,

will be delivered under order number 8370 69216. This control
unit is a useful spare part for all Citius series CR engines. The re-
quired software version is loaded with the SisuTronic EEM3 serv-
ice tool.
Alternatively, ECU can be delivered with the specified software
version already loaded. In that case, the engine serial number or
F.I.E. number (Fuel Injection Equipment) must be provided. The
F.I.E. number is indicated in the spare part catalogue with the
spare part number of the ECU. Manufacturer
Sisu Diesel Inc.
FIN-37240 Linnavuori
FINLAND
EEM 3
The control unit (ECU) is fixed to the bracket on the left side of Engine Control Unit
the engine. The specification of the model and the engine serial Part no
number are indicated on the type plate of the EEM3 control unit. Engine
Serial no
Type
1. Turn the main switch to the OFF position or disconnect the bat-
tery connectors.
2. Remove the outer plastic cover and disconnect the multipole

connectors. Do not touch to the poles of the connectors. Re-
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move the inner plastic cover.
3. Remove the control unit from the bracket. Check that the
bracket’s rubber damper works. Change this if necessary.
Torque for the fixing screws is 30 Nm.
4. Attach the new control unit. Tighten the screws to 10 Nm in the

order shown in the picture. Note the earth wire under the fas-
tening screw no 8.
5. Attach the inner plastic cover, connect the multipole connec-

tors and attach the outer plastic cover. Turn the main switch to
the ON position.
6. Load the control unit (ECU) program using the SisuTronic

EEM3 service tool and open the memory data file of the ID
module. See the instructions for the SisuTronic EEM3 service
tool. Please note that the SisuTronic EEM3 service tool can be
connected using the adapter 8368 62480 if the wiring harness
for the vehicle connector has been installed in the engine.
30 Nm
10 Nm
M6 x 25
M6 x 16 5,1 x 14
101
17.5. Changing the ID Module
Note! The ID module is specified for every engine. The en-

gine serial number is therefore required when ordering the ID
module.
In the event of ID module malfunction, only limited engine
power is available. This power limitation can be bypassed by
using the SisuTronic EEM3 service tool for a maximum of
200 hours. See service tool instruction.
The ID module is attached to the top-left corner of the cylin-

der block by two M8 breakaway capscrews. With 6-cylinder
engines, the ID module is located behind the ECU bracket.
1. Turn the main switch to the OFF position or disconnect the

battery connectors. Disconnect the ID module electrical
connector.
2. With 6-cylinder engines, loosen the ECU bracket and turn it aside.
3. Tap the screws in the direction for unscrewing, for example with a chisel, and unscrew the screws.
Loosen the ID module.
4. Clean the mounting face of the ID module and fit it using new breakaway capscrews. Tighten the
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screws until the bolt head comes loose.
5. Connect the electrical connector and turn the main switch to ON position.
17.6. Wiring Sets
Note! The wiring sets will be delivered in full; the connectors are not marketable as a separate spare
part.
102
Injector Wiring Sets
Connect the wires to the injector with a torque of 1.5 Nm. Do not over-tighten as the injector can be dam-
aged very easily. The wires can be connected to the injector in any order.
Injector Wiring Sets - 4V Engines
Thread the inner injector wiring set through the hole in the
valve housing connector. Note the position of the connec-
tor guide point.
Attach the wiring set to the bracket so that the wires will go
straight from the connector. Side thrust will cause oil to
leak from the connector.
Use oil resistant bands (order number 6517 55320) to bind
the wiring sets.
Sensor Wiring Set / Wiring Set for Vehicle Connector
Note! Not all engine versions have a wiring set for the vehicle connector.
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Attach the wiring sets to the brackets with bands. Avoid too sharp turns or damage the wiring sets on
sharp parts.
Note! EEM3 engine control system fault codes and their instructions, circuit diagrams etc. are shown in
the “EEM3 Troubleshoot Information” list, which comes with the EEM3 service tool.
103
17.7. Sensors of the Engine Control System

4 3 2 1
Boost Pressure/Air Temperature Sensor
1. Ground
2. Temperature signal
3. +5 V
4. Pressure signal
Location: Boost pipe

Screw M5/3.3 Nm
Speed Sensor (camshaft)

1
1. Ground 2
2. Rpm signal 3
3. Not in use
Location: In timing gear housing

Screw M6/8 Nm
O-ring, order no. 6146 01524
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Speed Sensor (crankshaft)

1
1. Ground
2. Rpm signal
2
Location: Cylinder block, left side
Screw M8/25 Nm
O-ring, order no. 6146 01524
Oil pressure sensor

3 2 1
1. Ground
2. Pressure signal
3. +5 V
Location: Cylinder block, right side

Thread M10x1/25 Nm
Seal ring, order no. 6155 71014
104
Coolant and fuel temperature sensor

2 1
1. Temperature signal/fuel signal
2. +5 V
Location: Cylinder head/coolant sensor and in fuel filter/

fuel sensor
Thread M12x1.5/25 Nm
Fuel transfer pressure sensor
1. Ground 3 2 1
2. Pressure signal
3. +5 V
Location: Main filter

Thread M14x1.5/25 Nm
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106
18 Electrical System
18. ELECTRICAL SYSTEM
18.1. Alternators
Iskra AAK 3370 14 V 65 A 2-pole (SisuDiesel no. 8366 66738)
Nominal voltage 12 V
Output (test voltage 13 V)
2000 r/min 38 A
4000 r/min 61 A
6000 r/min 65 A
Charge begins 1150 r/min
Max.allowed speed 12 000 r/min
Min. slip ring diameter 27 mm
Min. brush length 5 mm
Rotor resistance 2.70...2.97 ohm
Stator resistance 0.160...0.180 ohm
Tightening torques:
1. Shaft nut 60...70 Nm
Joint B- (M6) 4.2...6.0 Nm
Joint W (M5) 2.7...3.8 Nm
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Iskra AAK 5363 14 V 95 A (SisuDiesel no. 8366 66720)
2000 r/min 50 A
4000 r/min 84 A
6000 r/min 94 A
Max. allowed speed 15 000 r/min
Min. slip ring diameter 15.3 mm
Tightening torques:
2. Joint B+ (M6) 4.2...6.0 Nm
3. Joint D+ (M5) 2.7...3.8 Nm
4. Joint W (M 5) 2.7...3.8 Nm
Iskra AAK 5364 14 V 120 A (SisuDiesel no. 8366 66721)
2000 r/min. 45 A
4000 r/min 100 A
6000 r/min 115 A
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Electrical System 18
Tightening torques:
2. Joint B- (M6) 4.2...6.0 Nm
3. Joint D+ (M5) 2.7...3.8 Nm
4. Joint W (M5) 2.7...3.8 Nm
Iskra AAN 5173 14 V 150 A (SisuDiesel no. 8366 67315
2000 r/min. 90 A
4000 r/min 147 A
6000 r/min 155 A
Tightening torques:
2. Joint B- (M8) 9.0...13.0 Nm
3. Joint D+ (M5) 2.7...3.8 Nm
4. Joint W (M5) 2.7...3.8 Nm
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Iskra AAK 5365 28 V 60 A 2-pole (SisuDiesel no. 8366 66722)
2000 r/min. 24 A
4000 r/min 54 A
6000 r/min 60 A
Tightening torques:
2. Joint B- (M6) 4.2...6.0 Nm
3. Joint D+ (M5) 2.7...3.8 Nm
4. Joint W (M5) 2.7...3.8 Nm
Joint B- (M5) 2.7...3.8 Nm
1 3
108
Bosch N1 28 V 0/100 A (SisuDiesel no. 8366 59786)
2000 r/min. 44 A
3500 r/min 82 A
7000 r/min 100 A
Brush length when new 14 mm
Regulating voltage 28 V
Tightening torques:
Shaft nut 35...45 Nm
Assembling screws 4.1...5.5 Nm
Regulator screws 2.7...3.8 Nm
Joint B- (M6) 4.8...6.8 Nm
Joint D+ (M4) 1.6...2.3 Nm
Joint W (M5) 2.7...3.8 Nm
Joint B+ (M8) 7.5...8.0 Nm
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18.2. Starters
Iskra AZE4540 12 V 3.0 kW z10 (SisuDiesel no. 8366 67365)
Values, unloaded
Running speed 4000 r/min
Amperage 120 A
Values with armature locked
Amperage 1300 A
Torque 47 Nm
Brush length (new ) 15 mm
Brush spring tension 17.5..25 N
Tightening torques:
Studs (M6 ) 4.8...6.8 Nm
Screws on solenoid (M5) 3.5...4.1 Nm
Screws on solenoid (M4) 3.2 Nm
Pole shoes (M10) 30...44 Nm
Brush holder (M5) 3.5...4.1 Nm
Lever pin on engagement lever 9.8...14 Nm
Contact screws on solenoid switch (M8) 7...8 Nm
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Iskra AZJ3332 12 V 3.0 kW z10 2-pole (SisuDiesel no. 8366 64029)
Values, unloaded
Amperage 90 A
Amperage 1374 A
Torque 51 Nm
Brush spring tension 30...35 N
Tightening torques:
Studs (M6 ) 5.7...5.9 Nm
Screws on solenoid (M6) 5...7 Nm
Lever pin on engagement lever 10...14 Nm
Contact screws on solenoid switch (M8) 7.5...9.5 Nm
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Iskra AZF4513 12 V 4.2 kW z11 (SisuDiesel no. 8368 66817)
Values, unloaded
Amperage 150 A
Amperage 1475 A
Torque 60 Nm
Brush length (new) 19 mm
Tightening torques:
Studs (M6) 4.8...6.8 Nm
Lever pin on engagement lever 9.8...14 Nm
Iskra AZJ3186 24 V 4.0 kW z=10 (SisuDiesel no. 8366 64354)

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Values, unloaded
Running speed 10 000 r/min
Amperage 80 A
Amperage 1200 A
Torque 70 Nm
Tightening torques:
Studs (M6 ) 5.7...5.9 Nm
Screws on solenoid (M6) 5...7 Nm
Lever pin on engagement lever 10...14 Nm
Contact screws on solenoid switch (M8) 7.5...9.5 Nm
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Iskra AZJ3256 24 V 4 kW z11 2-pole (SisuDiesel no. 8366 64355)
Values, unloaded
Running speed 10 000 r/min
Amperage 80 A
Amperage 1200 A
Torque 70 Nm
Brush length (new) 23 mm
Tightening torques:
Studs (M6) 5.8 Nm
Pole shoes (M10) 37 Nm
Brush holder 3.2 Nm
Lever pin on engagement lever 12 Nm
Contact screws on solenoid switch (M8) 8.5 Nm
Contact screws on solenoid switch (M10) 13 N
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Sisu Citius Series 44-49-66 74 and 84 Engines Workshop Manual 80 118

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Lubrication System 13

13.3. Assembling and Fitting Lubricating Oil Pump

3. Fasten the oil pump in a vice and check the end

4. Fit the pump and check the tooth backlash against

mm, order no. 8360 07871). One shim increases/

Note! When measuring the tooth backlash, the engine

5. Connect the suction and pressure pipes together

6. Fit the oil sump and fill in the lubrication oil.

13.4. Piston Cooling Nozzles

13.5. Fitting Oil Sump Gasket

13.6. Lubricating Oil Cooler

44-, 49-, 66- and 74-Engines

Some engines are fitted with an oil cooler, which is posi- 60 Nm

1. The engine coolant should be drained before removing

3. Apply the locking fluid (e.g. Loctite 242) to the nipple

1. Assemble the oil cooler using new gaskets. Fit the

3. Attach the oil cooler to the engine and assemble the

4. Fill the coolant system. Start the engine and check

API grade ACEA grade

13.8. Oil Capacities

min. 8,0 max. 10,0 dm3

min. 9,5 max. 11,5 dm3

min. 25,5 max. 29,0 dm3

min. 26,0 max. 30,5 dm3

min. 21,5 max. 25,5 dm3

14. COOLING SYSTEM

14.1. Quality Requirements of Coolant

Note! Water alone should never be used as a coolant!

Check the function of the thermostat as follows:

44-, 49- and 66-engines

It is a 2-way thermostat. Its opening temperature is 83°C.

66- and 74-Engines

Some 66- and 74-engines have two separate thermostats.

84-engines have two separate thermostats. The

1. Drain the cooling system so that the coolant level is

2. Remove the outlet cover and the thermostats.

2. Connect the top hose and fill the cooling system.

14.3. Reconditioning Coolant Pump

44-, 49-, 66- and 74-Engines

1. Drain the coolant. Remove the thermostat housing,

3. Unscrew the belt pulley fixing nut/screw and re-

4. Remove the impeller on the shaft with puller 9104

5. Remove the circlip from the pump body. Press the

The mounting depth of the impeller is 0.8...1.2 mm in 66- and 74-

14.4. Coolant Pumps with Heavy Duty Bearings

66- and 74-Engines

Some versions of 66- and 74-engines have heavy

14.5. Reconditioning the Coolant Pump

11. Fit the pump using a new O-ring.

15. INLET AND EXHAUST SYSTEM

15.1. Checking the Air Cleaner

15.2. Checking the Inlet and Exhaust Pipes

6. Ensure that no loose objects or impurities have entered

15.3. Checking the Turbocharger

If a fault is suspected in the turbocharger, it can be located in the following way:

If any defects or wear are detected, the turbocharger should be reconditioned.

• Blocked air filter.

15.4. Fitting the Turbocharger

6. Start the engine and check that there are no leaks.

16. FUEL SYSTEM