48076871-Linked PDF 2
48076871-Linked PDF 2
48076871-Linked PDF 2
NEF
Tier 4B (final) and Stage IV
Engine
See the following page for engine model numbers
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Contents
INTRODUCTION
Engine....................................................................................... 10
[10.001] Engine and crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1
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INTRODUCTION
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INTRODUCTION
Anyone who performs repair and maintenance operations without complying with the procedures provided herein
shall be responsible for any subsequent damages.
The manufacturer and all the organizations of its distribution chain, including - without limitation - national, regional, or
local dealers, reject any responsibility for damages caused by parts and/or components not approved by the manu-
facturer, including those used for the servicing or repair of the product manufactured or marketed by the manufacturer.
In any case, no warranty is given or attributed on the product manufactured or marketed by the manufacturer in case
of damages caused by parts and/or components not approved by the manufacturer.
The manufacturer reserves the right to make improvements in design and changes in specifications at any time without
notice and without incurring any obligation to install them on units previously sold. Specifications, descriptions, and
illustrative material herein are as accurate as known at time of publication but are subject to change without notice.
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INTRODUCTION
Safety rules
Personal safety
This is the safety alert symbol. It is used to alert you to potential personal injury hazards. Obey all
safety messages that follow this symbol to avoid possible death or injury.
Throughout this manual you will find the signal words DANGER, WARNING, and CAUTION followed by special in-
structions. These precautions are intended for the personal safety of you and those working with you.
Read and understand all the safety messages in this manual before you operate or service the machine.
DANGER indicates a hazardous situation that, if not avoided, will result in death or serious injury.
WARNING indicates a hazardous situation that, if not avoided, could result in death or serious injury.
CAUTION indicates a hazardous situation that, if not avoided, could result in minor or moderate injury.
Machine safety
NOTICE: Notice indicates a situation that, if not avoided, could result in machine or property damage.
Throughout this manual you will find the signal word Notice followed by special instructions to prevent machine or
property damage. The word Notice is used to address practices not related to personal safety.
Information
NOTE: Note indicates additional information that clarifies steps, procedures, or other information in this manual.
Throughout this manual you will find the word Note followed by additional information about a step, procedure, or
other information in the manual. The word Note is not intended to address personal safety or property damage.
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INTRODUCTION
Familiarize yourself with the relative legislation applicable to your country, and make sure that you understand this
legislation. Where no legislation exists, obtain information from suppliers of oils, filters, batteries, fuels, anti-freeze,
cleaning agents, etc., with regard to the effect of these substances on man and nature and how to safely store, use,
and dispose of these substances.
Helpful hints
• Avoid the use of cans or other inappropriate pressurized fuel delivery systems to fill tanks. Such delivery systems
may cause considerable spillage.
• In general, avoid skin contact with all fuels, oils, acids, solvents, etc. Most of these products contain substances
that may be harmful to your health.
• Modern oils contain additives. Do not burn contaminated fuels and or waste oils in ordinary heating systems.
• Avoid spillage when you drain fluids such as used engine coolant mixtures, engine oil, hydraulic fluid, brake fluid,
etc. Do not mix drained brake fluids or fuels with lubricants. Store all drained fluids safely until you can dispose of
the fluids in a proper way that complies with all local legislation and available resources.
• Do not allow coolant mixtures to get into the soil. Collect and dispose of coolant mixtures properly.
• The air-conditioning system contains gases that should not be released into the atmosphere. Consult an air-condi-
tioning specialist or use a special extractor to recharge the system properly.
• Repair any leaks or defects in the engine cooling system or hydraulic system immediately.
• Do not increase the pressure in a pressurized circuit as this may lead to a component failure.
• Protect hoses during welding. Penetrating weld splatter may burn a hole or weaken hoses, allowing the loss of oils,
coolant, etc.
Battery recycling
Batteries and electric accumulators contain several substances that can have a harmful
effect on the environment if the batteries are not properly recycled after use. Improper
disposal of batteries can contaminate the soil, groundwater, and waterways. CNH strongly
recommends that you return all used batteries to a CNH dealer, who will dispose of the
used batteries or recycle the used batteries properly. In some countries, this is a legal
requirement.
Batteries are made of lead plates and a sulfuric acid solution. Because batteries contain heavy metals such as lead,
CONAMA Resolution 401/2008 requires you to return all used batteries to the battery dealer when you replace any
batteries. Do not dispose of batteries in your household garbage.
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INTRODUCTION
Torque
Component Size Specification
Cylinder head and components
Plug ¼" 10 - 14 Nm (7.4 - 10.3 lb ft)
½" 20 - 28 Nm (14.8 - 20.7 lb ft)
¾" 31 - 41 Nm (22.9 - 30.2 lb ft)
Grid heater M6 Nut 6 - 10 Nm (4.4 - 7.4 lb ft)
Intake manifold M8 Screw 20 - 28 Nm (14.8 - 20.7 lb ft)
Engine lifting bracket
Rear M12 65 - 89 Nm (47.9 - 65.6 lb ft)
Front M8 20 - 28 Nm (14.8 - 20.7 lb ft)
Cylinder head M12x1.75x130 mm
First phase 30 - 40 Nm (22.1 - 29.5 lb ft)
Second phase 85 - 95 °
Third phase 85 - 95 °
Cylinder head M12x1.75x150 mm
First phase 50 - 60 Nm (36.9 - 44.3 lb ft)
Second phase 85 - 95 °
Third phase 85 - 95 °
Rocker bracket 31 - 41 Nm (22.9 - 30.2 lb ft)
Rocker arm jam nuts 20 - 28 Nm (14.8 - 20.7 lb ft)
Exhaust manifold 48 - 58 Nm (35.4 - 42.8 lb ft)
Valve cover M8 Nut 20 - 28 Nm (14.8 - 20.7 lb ft)
Turbocharger
6 Cylinder M8 Screw 6 - 8 Nm (4.4 - 5.9 lb ft)
M8 Nut 37 - 49 Nm (27.3 - 36.1 lb ft)
4 Cylinder M8 Screw 6 - 8 Nm (4.4 - 5.9 lb ft)
M8 Nut 20 - 28 Nm (14.8 - 20.7 lb ft)
Front case
Front cover M8 Screw 20 - 28 Nm (14.8 - 20.7 lb ft)
Rear case
Gear case M12 Screw 65 - 89 Nm (47.9 - 65.6 lb ft)
M10 Screw 42 - 52 Nm (31.0 - 38.4 lb ft)
M8 Screw 20 - 28 Nm (14.8 - 20.7 lb ft)
Flywheel housing M10 75 - 95 Nm (55.3 - 70.1 lb ft)
M12 44 - 54 Nm (32.5 - 39.8 lb ft)
Cylinder block and crankshaft components
Camshaft retaining plate M8 Screw 20 - 28 Nm (14.8 - 20.7 lb ft)
Camshaft gear M8 Screw 32 - 40 Nm (23.6 - 29.5 lb ft)
Crankcase plate M10 Screw 38 - 48 Nm (28.0 - 35.4 lb ft)
Vibration damper and adapter M12
First phase 45 - 55 Nm (33.2 - 40.6 lb ft)
Second phase 90 °
Drive pulley M10 70.0 - 75.0 N·m (51.6 - 55.3 lb ft)
Engine flywheel M12
First phase 26 - 34 Nm (19.2 - 25.1 lb ft)
Second phase 55 - 65 °
Main caps M12
First phase 44 - 56 Nm (32.5 - 41.3 lb ft)
Second phase 74 - 86 Nm (54.6 - 63.4 lb ft)
Third phase 85 - 95 °
Connecting rod caps
First phase 45.0 - 55.0 N·m (33.2 - 40.6 lb ft)
Second phase 55 - 65 °
Lubrication system and components
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INTRODUCTION
Anyone who performs repair and maintenance operations without complying with the procedures provided herein
shall be responsible for any subsequent damages.
The manufacturer and all the organizations of its distribution chain, including - without limitation - national, regional, or
local dealers, reject any responsibility for damages caused by parts and/or components not approved by the manu-
facturer, including those used for the servicing or repair of the product manufactured or marketed by the manufacturer.
In any case, no warranty is given or attributed on the product manufactured or marketed by the manufacturer in case
of damages caused by parts and/or components not approved by the manufacturer.
The information in this manual is up-to-date at the date of the publication. It is the policy of the manufacturer for
continuous improvement. Some information could not be updated due to modifications of a technical or commercial
type, or changes to the laws and regulations of different countries.
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INTRODUCTION
NOTE: M4 through M8 hardware torque specifications are shown in pound-inches. M10 through M24 hardware torque
specifications are shown in pound-feet.
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INTRODUCTION
IDENTIFICATION
20083680 1
1. Manufacturer's Identification
2. Property Class
20083681 2
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INTRODUCTION
1. Manufacturer's Identification
2. Property Class
3. Clock Marking of Property Class and Manufacturer's Identification (Optional), i.e. marks 60 ° apart indicate Class
10 properties, and marks 120 ° apart indicate Class 8.
NOTE: For Imperial Units, 1/4 in and 5/16 in hardware torque specifications are shown in pound-inches. 3/8 in
through 1 in hardware torque specifications are shown in pound-feet.
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INTRODUCTION
IDENTIFICATION
20083682 3
Grade Marking Examples
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INTRODUCTION
20090268 4
Grade Identification
Grade Corner Marking Method (1) Flats Marking Method (2) Clock Marking Method (3)
Grade A No Notches No Mark No Marks
Grade B One Circumferential Notch Letter B Three Marks
Grade C Two Circumferential Notches Letter C Six Marks
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INTRODUCTION
O-Ring seals
Lubricate the O-RING seals before inserting them in the seats, this will prevent them from overturning and twisting,
which would jeopardise sealing efficiency.
Sealing compounds
Apply one of the following sealing compounds on the mating surfaces when specified: SILMATE® RTV1473, or
LOCTITE® RTV 598™ or LOCTITE® INSTANT GASKET 587™ BLUE. Before applying the sealing compound, prepare
the surfaces as directed on product container or as follows:
• remove any incrustations using a metal brush.
• thoroughly de-grease the surfaces using a locally approved cleaning agent such as safety solvent or brake parts
cleaner.
Spare parts
Only use "CNH Original Parts" or " CNH Parts".
Only genuine spare parts guarantee the same quality, duration and safety as original parts, as they are the same
parts that are assembled during standard production. Only "CNH Original Parts" or " CNH Parts" can offer this
guarantee.
When ordering spare parts, always provide the following information:
• machine model (commercial name) and serial number
• part number of the ordered part, which can be found in the "Microfiches" or the "Service Parts Catalogue", used for
order processing
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INTRODUCTION
Remove the battery ground cable. Reconnect the cable when welding is completed.
WARNING
Battery acid causes burns. Batteries contain sulfuric acid.
Avoid contact with skin, eyes or clothing. Antidote (external): Flush with water. Antidote (eyes): flush
with water for 15 minutes and seek medical attention immediately. Antidote (internal): Drink large
quantities of water or milk. Do not induce vomiting. Seek medical attention immediately.
Failure to comply could result in death or serious injury.
W0111A
Tools
The tools that CNH suggests and illustrate in this manual have been:
• specifically researched and designed for use with CNH machines
• essential for reliable repair operations
• accurately built and rigorously tested so as to offer efficient and long-lasting operation
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INTRODUCTION
O-ring seals
Lubricate the O-ring seals before you insert them in the seats. This will prevent the O-ring seals from overturning and
twisting, which would jeopardize sealing efficiency.
Sealing compounds
Apply a sealing compound on the mating surfaces when specified by the procedure. Before you apply the sealing
compound, prepare the surfaces as directed by the product container.
Spare parts
Only use CNH Original Parts or CNH Original Parts.
Only genuine spare parts guarantee the same quality, duration, and safety as original parts, as they are the same
parts that are assembled during standard production. Only CNH Original Parts or CNH Original Parts can offer this
guarantee.
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INTRODUCTION
Protecting the electronic and/or electrical systems during charging and welding
To avoid damage to the electronic and/or electrical systems, always observe the following practices:
1. Never make or break any of the charging circuit connections when the engine is running, including the battery
connections.
2. Never short any of the charging components to ground.
3. Always disconnect the ground cable from the battery before arc welding on the machine or on any machine
attachment.
• Position the welder ground clamp as close to the welding area as possible.
• If you weld in close proximity to a computer module, then you should remove the module from the machine.
• Never allow welding cables to lie on, near, or across any electrical wiring or electronic component while you
weld.
4. Always disconnect the negative cable from the battery when charging the battery in the machine with a battery
charger.
NOTICE: If you must weld on the unit, you must disconnect the battery ground cable from the machine battery.
The electronic monitoring system and charging system will be damaged if this is not done.
5. Remove the battery ground cable. Reconnect the cable when you complete welding.
WARNING
Battery acid causes burns. Batteries contain sulfuric acid.
Avoid contact with skin, eyes or clothing. Antidote (external): Flush with water. Antidote (eyes): flush
with water for 15 minutes and seek medical attention immediately. Antidote (internal): Drink large
quantities of water or milk. Do not induce vomiting. Seek medical attention immediately.
Failure to comply could result in death or serious injury.
W0111A
Special tools
The special tools that CNH suggests and illustrate in this manual have been specifically researched and designed for
use with CNH machines. The special tools are essential for reliable repair operations. The special tools are accurately
built and rigorously tested to offer efficient and long-lasting operation.
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CONSUMABLES INDEX
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SERVICE MANUAL
Engine
Engine - 10
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CONSUMABLES INDEX
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Contents
Engine - 10
TECHNICAL DATA
Engine
General specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
FUNCTIONAL DATA
Engine
Dynamic description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Component localization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Dynamic description (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Component localization (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
SERVICE
Engine
Compression test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Service instruction - Finding Top Dead Center (TDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Crankcase
Bore - Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Pressure test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
DIAGNOSTIC
Engine
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Testing - Engine oil in air intake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
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Clearance data
Cylinder block and crankshaft components
Cylinder barrels 104.000 - 104.024 mm (4.094 - 4.095 in)
Oversize 0.4 mm (0.016 in)
Pistons 103.739 - 103.757 mm (4.084 - 4.085 in) (*)
Skirt height 49.5 mm (1.949 in) (*)
Pin housing 38.010 - 38.016 mm (1.496 - 1.497 in)
Piston (oversize) 0.4 mm (0.016 in)
Protrusion 0.28 - 0.52 mm (0.011 - 0.020 in)
Pin 37.994 - 38.000 mm (1.496 - 1.496 in)
Piston pin - Pin housing 0.01 - 0.022 mm (0.0004 - 0.001 in)
Piston ring landings
Combustion 2.705 - 2.735 mm (0.106 - 0.108 in)
Intermediate 2.420 - 2.440 mm (0.095 - 0.096 in) (*)
Oil control 4.030 - 4.050 mm (0.159 - 0.159 in)
Piston rings
Combustion 2.560 - 2.605 mm (0.101 - 0.103 in)
Intermediate 2.350 - 2.380 mm (0.093 - 0.094 in)
Oil control 3.970 - 3.990 mm (0.156 - 0.157 in)
Piston ring and ring landing clearance
Combustion 0.100 - 0.175 mm (0.004 - 0.007 in)
Intermediate 0.060 - 0.110 mm (0.002 - 0.004 in) / 0.040 - 0.090 mm (0.002 - 0.004 in) (*)
Oil control 0.040 - 0.080 mm (0.002 - 0.003 in)
Piston ring end gap
Combustion 0.30 - 0.40 mm (0.012 - 0.016 in)
Intermediate 0.60 - 0.80 mm (0.024 - 0.031 in)
Oil control 0.30 - 0.55 mm (0.012 - 0.022 in)
Connecting rod
Small end housing 40.987 - 41.013 mm (1.614 - 1.615 in)
Big end housing 72.987 - 73.013 mm (2.874 - 2.875 in)
Small end bushing inside
38.019 - 38.033 mm (1.497 - 1.497 in)
diameter
Big end bearing shell
1.955 - 1.968 mm (0.077 - 0.077 in)
thickness
Piston pin and bushing
0.019 - 0.039 mm (0.001 - 0.002 in)
clearance
Oversize big end bearing
0.250 mm (0.010 in) ; 0.500 mm (0.020 in)
shells
Crankshaft
Main journals 82.99 - 83.01 mm (3.267 - 3.268 in)
Crankpins 68.987 - 69.013 mm (2.716 - 2.717 in)
Main bearing shell thickness 2.456 - 2.464 mm (0.097 - 0.098 in)
Big end bearing shell
1.955 - 1.968 mm (0.077 - 0.078 in)
thickness
Main bearing bore
No. 1,5 / 1,7 87.982 - 88.008 mm (3.464 - 3.465 in)
No. 2,3,4 / 2,3,4,5,6 87.977 - 88.013 mm (3.464 - 3.465 in)
Bearing shell and journal clearance
No. 1,5 / 1,7 0.041 - 0.119 mm (0.002 - 0.005 in)
No. 2,3,4 / 2,3,4,5,6 0.041 - 0.103 mm (0.002 - 0.004 in)
Bearing shell and crankpin
0.033 - 0.041 mm (0.001 - 0.002 in)
clearance
Thrust journal 37.475 - 37.545 mm (1.475 - 1.478 in)
Thrust bearing bore 32.180 - 32.280 mm (1.267 - 1.271 in)
Thrust bearing 37.28 - 37.38 mm (1.468 - 1.472 in)
Crankshaft end play 0.095 - 0.265 mm (0.004 - 0.010 in)
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Clearance data
Cylinder head and components
Valve guide bore 7.042 - 7.062 mm (0.277 - 0.278 in)
Intake valves
Stem diameter 6.970 - 6.990 mm (0.274 - 0.275 in)
Face angle 59.75 - 60.25 °
Exhaust valves
Stem diameter 6.970 - 6.990 mm (0.274 - 0.275 in)
Face angle 44.75 - 44.25 °
Valve stem and guide clearance 0.052 - 0.092 mm (0.002 - 0.004 in)
Valve seat bore
Intake 34.837 - 34.863 mm (1.372 - 1.373 in)
Exhaust 34.837 - 34.863 mm (1.372 - 1.373 in)
Valve seat outside diameter:
Intake 34.917 - 34.931 mm (1.375 - 1.375 in)
Exhaust 34.917 - 34.931 mm (1.375 - 1.375 in)
Valve seat angle
Intake 60 °
Exhaust 45 °
Valve sink
Intake 0.59 - 1.11 mm (0.023 - 0.044 in)
Exhaust 0.96 - 1.48 mm (0.038 - 0.058 in)
Interference between valve seat and cylinder head
Intake 0.054 - 0.094 mm (0.002 - 0.004 in)
Exhaust 0.054 - 0.094 mm (0.002 - 0.004 in)
Valve spring height
Free 47.75 mm (1.880 in)
Under a load equal to:
330.8 - 348.8 N (74.4 -
35.33 mm (1.391 in)
78.4 lb)
Under a load equal to:
702 - 780 N (157.8 - 175.4 lb) 25.2 mm (0.992 in)
Camshaft bore
No.1 (flywheel side) 59.222 - 59.248 mm (2.332 - 2.333 in)
No. 2,3,4,5 / 2,3,4,5,6,7 54.089 - 54.139 mm (2.129 - 2.131 in)
Camshaft journals
1-5 / 1-7 53.995 - 54.045 mm (2.126 - 2.128 in)
Bushing inside diameter 54.083 - 54.147 mm (2.129 - 2.132 in)
Bushing and journal clearance 0.038 - 0.162 mm (0.001 - 0.006 in)
Cam lift
Intake 6.045 mm (0.238 in)
Exhaust 7.582 mm (0.299 in)
Tappet bore 16.000 - 16.030 mm (0.630 - 0.631 in)
Tappet outside diameter
Top 15.924 - 15.954 mm (0.627 - 0.628 in)
Middle 15.960 - 15.975 mm (0.628 - 0.629 in)
Bottom 15.924 - 15.954 mm (0.627 - 0.628 in)
Tappets and bore clearance 0.025 - 0.070 mm (0.001 - 0.003 in)
Rocker shaft 21.965 - 21.977 mm (0.865 - 0.865 in)
Rockers 22.001 - 22.027 mm (0.866 - 0.867 in)
Rockers and shaft clearance 0.024 - 0.162 mm (0.001 - 0.006 in)
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NHIL13ENG0290FA 1
The NEF F4HFA engines are characterized by four stroke diesel cycles turbocharged with 4 or 6 cylinders and 4
valves per cylinder.
They have high pressure injection fueling (common rail) and are entirely electronically driven in order to optimize the
working process in accordance to the operation, limiting pollution emissions and consumption as much as possible.
NOTE: Data, features and performance are valid only if the setter fully complies with all the installation prescriptions
provided by Fiat Power Train (FPT).
Furthermore, the use of the unit after overhaul should conform to the original specified power and engine RPM for
which the engine has been designed.
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CRIL04D081G01 1
The NEF F4HFE engines are fully driven by the electronic engine control module, which is assembled directly to the
engine by means of a heat exchanger enabling it's cooling, utilizing rubber buffers to reduce vibration originated by
the engine.
Through the engine control module it is possible to verify the correct working of the engine.
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NHIL13ENG0291FA 1
The NEF F4DFE engines are characterized by four stroke diesel cycles turbocharged with 4 or 6 cylinders and 4
valves per cylinder.
They have high pressure injection fueling (common rail) and are entirely electronically driven in order to optimize the
working process in accordance to the operation, limiting pollution emissions and consumption as much as possible.
NOTE: Data, features and performance are valid only if the setter fully complies with all the installation prescriptions
provided by Fiat Power Train (FPT).
Furthermore, the use of the unit after overhaul should conform to the original specified power and engine RPM for
which the engine has been designed.
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NHIL13ENG0294GA 1
The NEF F4DFE engines are fully driven by the electronic engine control module, which is mounted remotely on the
unit utilizing rubber buffers to reduce vibration originated by the engine.
Through the engine control module it is possible to verify the correct working of the engine.
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NHIL15ENG0249AA 1
NHIL15ENG0250AA 2
NHIL15ENG0254AA 3
NHIL15ENG0255AA 4
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FLYWHEELROTATEG 1
NHVM13ENG0691AA 2
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Crankcase - Check
Prior operation:
Crankshaft - Remove (10.103)
NHIL13ENG1388AA 1
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Engine - Troubleshooting
Problem Possible Cause Correction
Engine will not start An engine no start is defined as an engine 1. Faulty battery, voltage too low
that will crank but will not start. The most 2. Insufficient fuel level
likely causes of this failure are issues re-
lated to the battery, fuel system or low en- 3. Contaminated fuel (water or air)
gine compression. 4. Clogged fuel filter
5. Faulty fuel injectors
6. Faulty glow plugs (if equipped)
7. Faulty fuel lift pump (if equipped)
8. Faulty high pressure pump, (if
equipped)
9. Faulty mechanical pump, (if equipped)
10. Low engine compression
11. Engine timing incorrect
The engine starts then This symptom is usually caused by fuel Visually inspect the fuel system for exter-
stalls leakage or a clogged fuel filter. nal leakage. If leakage is found, repair as
necessary. Check fuel system pressure for
adequate pressure. If fuel pressure is lower
than expected, repair as necessary.
Engine will not crank An engine no-crank condition is defined 1. Check battery voltage. Charge or re-
as an engine that will not crank. Possible place the battery as necessary.
failures include a dead or weak battery, 2. Verify the status of the battery discon-
an open battery disconnect switch (if
nect switch (if equipped). The switch
equipped) or a starting system failure.
must be closed.
3. Check the starting system for possible
failures. Check the starter relay and
battery voltage at the starter. Perform
a voltage drop test between the bat-
tery and the engine starter to check the
starter wiring. Repair as necessary.
The engine is difficult to The cause of an engine hard start condi- 1. Faulty battery, voltage too low.
start tion is similar to those of an engine no start 2. Insufficient fuel level
condition. Failures can include inadequate
fuel pressure, air supply, engine compres- 3. Contaminated fuel (water or air)
sion, faulty glow plugs or incorrect injection 4. Clogged fuel filter
timing during start up.
5. Faulty fuel injectors
6. Faulty glow plugs (if equipped)
7. Faulty fuel lift pump (if equipped)
8. Faulty high pressure pump
9. Restricted air induction system
10. Low engine compression
11. Engine timing incorrect
Engine has a slow A slow engine crank condition can be 1. Load test the battery. Charge or replace
cranking condition caused by a weak battery, worn starter the battery as necessary.
internal engine resistance. Extremely cold
2. Perform a voltage drop test on the start-
operating temperatures can also be a fac-
ing circuit. There should be a drop less
tor in a slow engine crank condition.
than 0.5 V on both the positive and neg-
ative circuits. If the drop is greater than
0.5 V, repair as necessary.
3. Bench test the starter. If the starter op-
erates slower than expected, replace
the starter.
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Engine - Engine and crankcase
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Engine - Engine and crankcase
Test N°2
Test Point Check
Remove the air intake pipe between the air filter and turbocharger. Visually inspect the inside of the pipe
for the presence of engine oil downstream of the crankcase ventilation fitting.
Expected Result
Result There is little to no traces of engine oil present in the intake piping.
Action
Go to test 3
Other Result
Result There is large amounts of engine oil present in the intake piping.
(Possible Action
Cause) Go to test 6
Test N°3
Test Point Check
Inspect the intake piping from the air filter to the turbocharger for damage or restrictions.
Expected Result
Result No damage or restriction is found.
Action
Go to test 4
Other Result
Result Damage or restrictions are found.
(Possible Action
Cause) Clean or replace the intake piping.
Run the engine under full load for 1 h to check symptom reoccurrence
Test N°4
Test Point Check
Inspect the intake air filter for clogging.
Expected Result
Result The air intake filter is clean.
Action
Install the air filter.
Go to test 5
Other Result
Result The air filter is clogged or dirty.
(Possible Action
Cause) Replace the air filter with new.
Run the engine under full load for 1 h to check symptom reoccurrence
Test N°5
Test Point Check
Inspect the charge air system from the turbocharger to the intake manifold for loose clamps, damaged
piping or leaks in the hoses.
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Engine - Engine and crankcase
Expected Result
Result There are no loose clamps, damage to piping or leaks found.
Action
Go to test 7
Other Result
Result Leaks are found.
(Possible Action
Cause) Repair or replace the damaged parts.
Run the engine under full load for 1 h to check symptom reoccurrence
Test N°6
Test Point Check
Perform the Crankcase - Pressure test (10.001).
Expected Result
Result The crankcase pressure is less than 20.40 cm H₂₂O (8.03 in H₂₂O).
Action
Visually inspect the crankcase ventilation system filter and replace if necessary
Go to test 7
Other Result
Result The crankcase pressure is greater than 20.40 cm H₂₂O (8.03 in H₂₂O).
(Possible Action
Cause) Replace the crankcase ventilation filter.
Run the engine under full load for 1 h to check symptom reoccurrence
Test N°7
Test Point Check
Remove the oil return line from the turbocharger. Visually inspect the line for damage or restrictions that
could cause increased pressure in the return circuit.
Expected Result
Result No damage or restrictions are found.
Action
Go to test 8
Other Result
Result Damage or restrictions are found.
(Possible Action
Cause) Clean or replace the turbocharger oil return line.
Run the engine under full load for 1 h to check symptom reoccurrence
Test N°8
Test Point Check
With the key OFF, manually move the exhaust flap actuator.
Expected Result
Result The actuator moves through it’s full stroke with little resistance.
Action
Go to test 9
Other Result
Result The actuator is stuck partially closed.
(Possible Action
Cause) Clean any carbon build-up from the exhaust flap to free the actuator.
Run the engine under full load for 1 h to check symptom reoccurrence
Test N°9
Test Point Check
Manually move the wastegate actuator.
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Engine - Engine and crankcase
Expected Result
Result The wastegate actuator moves freely throughout its full stroke.
Action
Go to test 10
Other Result
Result The wastegate actuator is stuck or binds during full stroke.
(Possible Action
Cause) Repair or replace the wastegate actuator as needed.
Run the engine under full load for 1 h to check symptom reoccurrence
Test N°10
Test Point Check
Inspect the radial backlash of the turbocharger impeller shaft. See Turbocharger - Inspect - Borg-
Warner (10.250).
Expected Result
Result The impeller does not contact the compressor housing.
Action
Go to test 11
Other Result
Result The impeller contacts the compressor housing..
(Possible Action
Cause) Replace the turbocharger.
Go to test 11
Test N°11
Test Point Check
Connect a mechanical pressure gauge to the engine lubrication system to check for a high oil pressure
condition. See Engine lubrication system - Test (10.304) .
Expected Result
Result The engine oil pressure is within specification.
Action
Collect an oil sample for analysis, clean and reassemble all parts, and return the machine to service.
Other Result
Result The engine oil pressure is above specification.
(Possible Action
Cause) See Engine - High pressure - Engine oil (10.001).
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
SERVICE
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CONSUMABLES INDEX
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Engine - Pan and covers
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NHIL13ENG0273AA 1
NHIL13ENG0282AA 2
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Engine - Pan and covers
Prior operation:
Engine oil pan - Remove (10.102)
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Engine - Pan and covers
1. Install the stiffening plate (4) and the oil pick up tube
(2).
2. Torque bolts (1), (3) and (5) to 20 - 28 N·m (15 - 21 lb
ft).
NHIL13ENG0282AA 1
NHIL13ENG0315AA 2
4. Install the oil pan (1) and the mounting plate (3) onto
the engine block.
5. Torque the bolts (4) to 15 - 21 N·m (11 - 15 lb ft).
6. Install the oil drain plug (2) into the oil pan.
NOTE: Before any assembly operation always verify that
the hole and bolt threads have no evidence of dirt or wear.
7. Torque the drain plug to 5 - 7 N·m (44 - 62 lb in).
NHIL13ENG0277AA 3
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NHIL13ENG0287AA 1
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Prior operation:
Engine oil pan - Remove (10.102)
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NHIL13ENG0287AA 1
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1. Remove the sealing ring (2) from the front cover (1).
NHIL13ENG0318AA 1
NHIL13ENG0319AA 2
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NHIL13ENG0318AA 1
NHIL13ENG0319AA 2
NHIL13ENG0320AA 3
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1. Remove the retaining bolts (2) from the rear cover (1).
NOTE: Take note of the retaining bolts (2) location due to
the different lengths. This will aid in ease of installation.
2. Remove the cover (1).
NHIL13ENG0324AA 1
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1. Clean the rear cover and it's mating surface on the tim-
ing gear cover.
NOTE: A perfect seal is only obtained by completely clean-
ing the surface to seal. Any imperfection should be cor-
rected as soon as possible. Avoid using excess sealant.
Excessive sealant could squeeze out the sides and cause
blockage of lubrication passages.
2. Apply a thin bead of LOCTITE® 5205, a few millimeters
thick, to the sealing surface (1) of the cover.
NOTE: After applying the sealant, the cover should be in-
stalled within 10 to 20 minutes.
NHIL13ENG0325AA 1
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Engine - Pan and covers
NOTE: Before any assembly operation always verify that the hole and the bolt threads have no evidence of wear or
dirt.
1. Position the cover (1) onto the timing gear housing and
install the retaining bolts in same location which they
were removed.
2. Follow the torque sequence in the image 2.
• Torque the M10 bolts to 44.0 - 49.0 N·m (32.5 -
36.1 lb ft)
• Torque the M12 bolts to 77.0 - 85.0 N·m (56.8 -
62.7 lb ft)
• Torque the M16 bolt to 170.0 - 174.0 N·m (125.4 -
128.3 lb ft)
NHIL13ENG0326AA 1
NHIL13ENG0326AA 2
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Prior operation:
Engine flywheel - Remove (10.103)
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NHIL13ENG0328AA 1
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Prior operation:
Engine block cover Rear - Remove (10.102)
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1. Clean the rear cover and it's mating surface on the tim-
ing gear cover.
NOTE: A perfect seal is only obtained by completely clean-
ing the surface to seal. Any imperfection should be cor-
rected as soon as possible. Avoid using excess sealant.
Excessive sealant could squeeze out the sides and cause
blockage of lubrication passages.
2. Apply a thin bead of LOCTITE® 518™ GASKET
ELIMINATOR ®, a few millimeters thick, to the sealing
surface (1) of the cover.
NOTE: After applying the sealant, the cover should be as-
sembled within 10 to 20 minutes. NHIL13ENG0327AA 1
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Engine - Pan and covers
Prior operation:
Engine block cover Rear - Cleaning (10.102)
NOTICE: Before any assembly operation always verify that the hole and bolt threads have no evidence of wear or dirt.
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Engine - Pan and covers
1. Position the rear cover (1) onto the engine and install
the retaining bolts (2) in the same position from which
they have been removed.
2. Torque the bolts (2) as follows:
• M12 - 85 N·m (63 lb ft)
• M16 - 200 N·m (148 lb ft)
NHIL13ENG0328AA 1
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NHIL13ENG0332AA 1
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1. Clean the timing gear housing (1) and it's mating sur-
face on the engine block.
NOTE: A perfect seal is only obtained by completely clean-
ing the surface to seal. Any imperfection should be cor-
rected as soon as possible. Avoid using excess sealant.
Excessive sealant could squeeze out the sides and cause
blockage of lubrication passages.
2. Apply a thin bead of LOCTITE® 5205, a few millimeters
thick, to the sealing surface (2) of the housing.
NOTE: After applying the sealant, the housing should be
assembled within 10 to 20 minutes.
NHIL13ENG0333AA 1
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Engine - Pan and covers
NOTE: Before any assembly operation, be sure that the hole and bolt threads have no wear or dirt.
1. Position the housing (1) onto the engine block install
the retaining bolts in the same position found upon re-
moval.
NHIL13ENG0334AA 1
NHIL13ENG0334AA 2
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NHIL13ENG0335AA 1
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Prior operation:
Timing gear housing - Remove (10.102)
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Prior operation:
Timing gear housing - Cleaning (10.102)
NOTE: Before any assembly operation, be sure that the hole and bolt threads have no wear or dirt.
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Index
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Contents
Engine - 10
FUNCTIONAL DATA
SERVICE
Rocker arm
Disassemble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Assemble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Adjust (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Adjust (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Rocker shaft
Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Camshaft
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
End play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Push rod - Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Tappets - Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Tappets - Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Tappets - Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Camshaft bushings
Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Replace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Camshaft gear
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
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NHIL13ENG0339AA 1
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Engine - Valve drive and gears
F4HFE613R*B006
F4HFE613S*B001
F4HFE613S*B002
F4HFE613S*B003
F4HFE613S*B004
F4HFE613T*B001
F4HFE613T*B002
F4HFE613T*B005
F4HFE613T*B006
F4HFE613U*B001
F4HFE613U*B002
F4HFE613W*B001
F4HFE613W*B002
F4HFE613W*B003
F4HFE613W*B005
F4HFE613W*B006
F4HFE613X*B001
F4HFE613Y*B001
F4HFE613Y*B002
F4HFE613Y*B003
F4HFE613Z*B001
F4HFE613Z*B002
Prior operation:
Rocker arm - Install (10.106)
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Prior operation:
Rocker arm - Install (10.106)
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SHAFTMEASURE 1
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Engine - Valve drive and gears
Camshaft - Remove
Prior operation:
Camshaft gear - Remove (10.106)
NHIL13ENG0350AA 1
NHIL13ENG0351AA 2
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Engine - Valve drive and gears
Camshaft - Measure
Prior operation:
Camshaft - Remove (10.106)
NHIL13ENG0352AA 1
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BAIL07APH360FSA 2
NOTE: Camshaft pin and cam surfaces should be absolutely smooth; if they show any signs of seizing or scoring
replace the camshaft and the bearings.
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Engine - Valve drive and gears
Camshaft - Install
Prior operation:
Camshaft - Measure (10.106)
CRIL04J056A01 1
2. Set the camshaft (2) retaining plate (1) with the slot fac-
ing the top of the engine block and the marking facing
the operator.
3. Torque the bolts (3) to 20 - 28 N·m (15 - 21 lb ft).
CRIL04J064A01 2
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CRIL04J065A01 1
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PUSHROD 1
NHIL13ENG0358AA 2
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NHIL13ENG0363FA 1
Main data concerning the tappets and the relevant housings on the engine block
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Engine - Valve drive and gears
Lubricate the tappets (1) with clean engine oil and install
them into the relevant housings on the engine block.
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Engine - Valve drive and gears
CRIL04J060A01 1
NHIL13ENG0365AA 2
*Height to be obtained after installing the bearing.
(A) 59.222 - 59.248 mm (2.332 - (B) 54.089 - 54.139 mm (2.129 - (C) 54.083 - 54.147 mm (2.129 -
2.333 in) 2.131 in) 2.132 in)
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NHIL13ENG0366AA 1
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NHIL13ENG0369AA 1
2. Turn the crankshaft (1) and the camshaft (2) so that the
camshaft gear (3) can be mounted on the camshaft (2)
to coincide with the timing mark on the crankshaft gear
(4).
NHIL13ENG0370AA 2
NHIL13ENG0371AA 3
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Engine - Valve drive and gears
5. Torque the bolts (1) that secure the gear (2) to camshaft
(3) to 32 - 40 N·m (24 - 30 lb ft).
NHIL13ENG0372AA 4
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Index
Engine - 10
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Contents
Engine - 10
SERVICE
Valve cover
Rocker housing - Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Rocker housing - Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Cylinder head
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Valves
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Spring - Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Valve guide
Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Valve seat
Regrind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
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CONSUMABLES INDEX
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Engine - Cylinder heads
NHIL13ENG0382AA 1
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Engine - Cylinder heads
NHIL13ENG0383AA 1
NOTE: Before any assembly operation always verify that the hole and bolt threads have no evidence of wear or dirt.
3. Install the housing (2) and torque the bolts (1) to 20 -
28 N·m (15 - 21 lb ft).
NHIL13ENG0384AA 2
NHIL13ENG0385AA 3
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Engine - Cylinder heads
NHIL13ENG0386AA 1
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Engine - Cylinder heads
NHIL13ENG0387AA 1
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Engine - Cylinder heads
NHIL13ENG0393BA 1
NHIL13ENG0394AA 2
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Engine - Cylinder heads
NHIL13ENG0395AA 1
NHIL13ENG0396AA 2
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Engine - Cylinder heads
NHIL13ENG0397AA 1
NHIL13ENG0398AA 2
• Repeat the operation for pistons 2, 3, 4, 5 and 6 and
calculate the average value.
NHIL13ENG0399AA 3
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Engine - Cylinder heads
NHIL13ENG0400AA 4
NHIL13ENG0401AA 5
NHIL13ENG0402AA 6
TORQUEPATTERNG2 7
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Engine - Cylinder heads
Valves - Remove
Prior operation:
Cylinder head - Remove (10.101)
1. Intake (1) and exhaust (2) valves have the same diam-
eter valve head. The central notch of the exhaust valve
(2) head distinguishes it from the intake valve.
NOTE: Should cylinder head valves not be replaced, num-
ber them before removing in order to reinstall them in the
same position.
NHIL13ENG0425AA 1
NHIL13ENG0426AA 2
5. Remove the sealing rings (1) and (2) from the valve
guides.
NOTE: Sealing rings (1) for intake valves are yellow.
Sealing rings (2) for exhaust valves are green.
NHIL13ENG0427AA 3
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Engine - Cylinder heads
Valves - Measure
Prior operation:
Valves - Cleaning (10.101)
NHIL13ENG0428AA 1
Intake and exhaust valve main data
1. Use a micrometer (1) and check the valve stem
(2). The valve stem diameter for intake and exhaust
valves should be between 6.970 - 6.990 mm (0.274 -
0.275 in).
NHIL13ENG0429AA 2
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Engine - Cylinder heads
Valves - Cleaning
Prior operation:
Valves - Remove (10.101)
NHIL13ENG0430AA 1
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Engine - Cylinder heads
NHIL13ENG0431AA 1
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Engine - Cylinder heads
Valves - Install
Prior operation:
Valves - Cleaning (10.101)
1. Lubricate the valve stems (2) and install them into the
relevant valve guides according to the position marked
at removal.
2. Install the sealing rings (1) and (3) on the valve guides.
NOTE: Sealing rings (1) for intake valves are yellow and
sealing rings (3) for exhaust valves are green.
NHIL13ENG0432AA 1
3. Position the springs (4) and the upper cap (3) on the
cylinder head. Use tool 75291050 (1) to compress the
spring (4) and lock the parts to the valve (5) by the
keepers (2).
NHIL13ENG0433AA 2
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Engine - Cylinder heads
NHIL13ENG0442AA 1
NHIL13ENG0443AA 2
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Engine - Cylinder heads
NHIL13ENG0446AA 1
NHIL13ENG0447FA 2
Valve seat main data (4 cylinder)
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Engine - Cylinder heads
NHIL13ENG0448FA 3
Main data concerning the seats on the cylinder head
NHIL13ENG0449AA 4
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
FUNCTIONAL DATA
SERVICE
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Engine - Connecting rods and pistons
NHIL13ENG0454AA 1
NOTE: The pistons are supplied spare with the following sizes:
- Standard
- 0.4 mm (0.016 in) oversize.
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Engine - Connecting rods and pistons
NHIL13ENG0455AA 1
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Engine - Connecting rods and pistons
NHIL13ENG0456GA 1
* Value for the inside diameter to be obtained after driving in connecting rod small end and grinding.
(A) 40.987 - 41.013 mm (1.614 - 1.615 in) (D) 38.000 - 38.006 mm (1.496 - 1.496 in)
(B) 40.987 - 41.013 mm (1.614 - 1.615 in) (E) 1.9550 - 1.9680 mm (0.0770 - 0.0775 in)
(C) 38.019 - 38.033 mm (1.497 - 1.497 in) (F) 72.987 - 73.013 mm (2.874 - 2.875 in)
NOTE: The surface of the connecting rod and rod cap are knurled to ensure a better coupling. Therefore, it is recom-
mended not to smooth the knurls.
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Engine - Connecting rods and pistons
NHIL13ENG0457AA 2
(1) - On the body and cap with a number showing their coupling and the corresponding cylinder. In case of replace-
ment, it is therefore necessary to mark the new connecting rod with the same numbers of the replaced one.
(2) - On the body with a letter showing the weight of the connecting rod assembled at production:
- V - 1820 - 1860 g (64.2 - 65.6 oz) (yellow marking)
- W - 1861 - 1900 g (65.6 - 67.0 oz) (green marking)
- X - 1901 - 1940 g (67.1 - 68.4 oz) (blue marking)
Spare connecting rods are of the - W - class with a green marking. Material removal is not allowed.
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Engine - Connecting rods and pistons
NHIL13ENG0458AA 1
NHIL13ENG0459AA 2
NHIL13ENG0460AA 3
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Engine - Connecting rods and pistons
NHIL13ENG0462AB 2
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Engine - Connecting rods and pistons
Piston - Measure
Prior operation:
Piston - Remove (10.105)
NHIL13ENG0463AA 1
NHIL13ENG0464AA 2
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Engine - Connecting rods and pistons
Piston - Remove
Prior operation:
Connecting rod and piston - Remove (10.105)
NHIL13ENG0465AA 1
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Engine - Connecting rods and pistons
NHIL13ENG0466AA 1
NHIL13ENG0467AA 2
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Engine - Connecting rods and pistons
4. Use the feeler gauge (1) to measure the piston split ring
(2) end gap installed into the cylinder bore (3). Values
should be as follows:
• Combustion ring - 0.30 - 0.40 mm (0.012 - 0.016 in)
• Intermediate ring - 0.60 - 0.80 mm (0.024 - 0.031 in)
• Oil Control ring - 0.30 - 0.55 mm (0.012 - 0.022 in)
NHIL13ENG0469AA 4
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Engine - Connecting rods and pistons
Piston - Install
Prior operation:
Piston - Remove (10.105)
NHIL13ENG0470AA 1
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Engine - Connecting rods and pistons
NHIL13ENG0471AA 1
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Engine - Connecting rods and pistons
NHIL13ENG0472AA 1
2. Lubricate the pin (1) and its seat on the piston hubs
with clean engine oil. The pin should be installed into
the piston with slight finger pressure. The piston pin
housing diameter should be within 38.010 - 38.016 mm
(1.496 - 1.497 in).
NHIL13ENG0473AA 2
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Engine - Connecting rods and pistons
Piston - Check
1. Once piston and connecting rod assemblies installation
is completed, use the dial bore gauge 380000228 (1)
equipped with the base 380000364 (3) to check piston
(2) protrusion at Top Dead Center (TDC) with respect
to the top of the engine block.
Protrusion should be between 0.28 - 0.52 mm (0.011 -
0.020 in).
NHIL13ENG0474AA 1
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Engine - Connecting rods and pistons
NHIL13ENG0475AA 1
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Engine - Connecting rods and pistons
1. Clean and remove all oil from the connecting rod and
bearing parts thoroughly.
2. Set a piece of calibrated wire (1) on the crankshaft pins
(2).
3. Install the connecting rod caps (4) with the correct half
bearings (3).
NOTE: Before the final fitting of the connecting rod cap
retaining bolts, check that their diameter measured at the
center of the thread length is not < 0.1 mm (0.004 in) than
the diameter measured at approximately 10 mm (0.394 in)
from the bolt end.
NHIL13ENG0476AA 1
4. Lubricate the bolts (2) with engine oil and use a torque
wrench (1) to torque the bolts to 55 - 65 N·m (41 - 48 lb
ft).
NHIL13ENG0477AA 2
NHIL13ENG0478AA 3
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Engine - Connecting rods and pistons
11. Check manually that the connecting rods (1) are slid-
ing axially on the crank pins. Use a feeler gauge (2)
to make sure that the connecting rod end float is be-
tween 0.10 - 0.33 mm (0.004 - 0.013 in).
NHIL13ENG0480AA 5
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Engine - Connecting rods and pistons
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
SERVICE
Engine flywheel
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Remove (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Check (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Install (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Crankshaft pulley
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Crankshaft oil seal
Front seal - Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Front seal - Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Rear seal - Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Rear seal - Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Crankshaft
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Remove (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Measure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Journal - Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Crankshaft gears
Replace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Main bearings
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
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Engine - Crankshaft and flywheel
NHIL13ENG0481AB 1
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Engine - Crankshaft and flywheel
NHIL13ENG0483AA 1
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Engine - Crankshaft and flywheel
1. Install two guide pins (1) having suitable length into the
engine crankshaft holes.
2. Use the proper sling and hoist to install the flywheel (2)
onto the engine crankshaft (3).
NHIL13ENG0484AA 1
NHIL13ENG0485AB 2
NHIL13ENG0486AA 3
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Engine - Crankshaft and flywheel
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Engine - Crankshaft and flywheel
NHIL13ENG0487AB 1
NHIL13ENG0488AA 2
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Engine - Crankshaft and flywheel
Prior operation:
Engine flywheel - Remove (10.103)
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Engine - Crankshaft and flywheel
NHIL13ENG0489AA 1
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Engine - Crankshaft and flywheel
Prior operation:
Engine flywheel - Check (10.103)
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Engine - Crankshaft and flywheel
NHIL13ENG0488AA 1
NHIL13ENG0487AB 2
NHIL13ENG0517AA 3
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Engine - Crankshaft and flywheel
NHIL15ENG0256AA 1
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Engine - Crankshaft and flywheel
1. Align the small hole (3) in the crankshaft pulley with the
locating dowel (4) in the crankshaft.
2. Install the fixing plate (1) onto the crankshaft.
3. Torque the mounting bolts (2) to 105 - 115 N·m (77 -
85 lb ft).
NHIL15ENG0257AA 1
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Engine - Crankshaft and flywheel
NHIL13ENG0526AA 1
4. Use the specific tie rod (3) of the seal extracting tool
380000669 with the ancillary lever (4) to remove the
external holding ring (2) from the front cover (1).
NHIL13ENG0527AA 2
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Engine - Crankshaft and flywheel
NHIL13ENG0528AA 1
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Engine - Crankshaft and flywheel
5. Use the specific tie rod (3) of the tool 380000669 and
an ancillary lever (4), remove the external holding ring
(2) from the rear cover (1).
NHIL13ENG0530AA 2
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Engine - Crankshaft and flywheel
NHIL13ENG0531AA 1
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Engine - Crankshaft and flywheel
Crankshaft - Remove
Prior operation:
Main bearings - Remove (10.103)
NHIL13ENG0532AA 1
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Engine - Crankshaft and flywheel
Crankshaft - Remove
F4DFE4131*B001
F4DFE4131*B002
F4DFE4131*B007
F4DFE4131*B008
F4DFE4132*B001
F4DFE4132*B002
F4DFE4132*B005
F4DFE4132*B006
F4DFE4133*B001
F4DFE4133*B002
F4DFE4133*B007
F4DFE4133*B008
F4DFE4134*B001
F4DFE4134*B002
F4DFE4134*B005
F4DFE4134*B006
F4DFE413R*B001
F4DFE413S*B001
F4DFE413T*B001
F4DFE413U*B001
F4DFE414B*B001
F4DFE414C*B001
F4DFE414D*B001
F4DFE414E*B001
F4DFE6132*B001
F4DFE6132*B007
F4DFE613B*B001
F4DFE613B*B002
F4DFE613B*B003
F4DFE613B*B005
F4DFE613B*B006
F4DFE613H*B001
F4DFE613H*B002
F4DFE613H*B003
F4DFE613J*B001
F4DFE613J*B002
F4DFE613J*B003
F4DFE613J*B005
F4DFE613J*B006
F4DFE613K*B001
F4DFE613K*B002
F4DFE613K*B003
F4DFE613K*B004
F4DFE613K*B006
F4DFE613K*B007
F4DFE613K*B008
F4DFE613L*B001
F4DFE613M*B001
F4DFE613M*B002
F4DFE613M*B003
F4DFE613N*B001
F4DFE613N*B002
F4DFE613N*B003
F4DFE613N*B005
F4DFE613N*B006
F4DFE613P*B001
F4DFE613P*B002
F4DFE613P*B003
F4DFE617L*B002
F4DFE617M*B001
Prior operation:
Main bearings - Remove (10.103)
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Engine - Crankshaft and flywheel
NHIL13ENG0533AA 1
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Engine - Crankshaft and flywheel
Crankshaft - Measure
Prior operation:
Crankshaft - Remove (10.103)
NHIL13ENG0535AA 2
Fill the provided table with crankshaft journal and crank pin measured values
* Rated value
(A) - 82.99 - 83.01 mm (3.27 - 3.27 in) (B) - 68.987 - 69.013 mm (2.716 - 2.717 in)
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Engine - Crankshaft and flywheel
NHIL13ENG1405AA 3
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Engine - Crankshaft and flywheel
NHIL13ENG0537AA 1
NHIL13ENG0538AA 2
NOTE: Before you use the bearing cap bolts again, mea-
sure them twice as indicated in the picture, checking (D1)
and (D2) diameters:
If (D1)- (D2) < 0.1 mm (0.004 in) the bolt can be used
again.
If (D1)- (D2) > 0.1 mm (0.004 in) the bolt must be replaced.
NHIL13ENG0539AA 3
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Engine - Crankshaft and flywheel
NHIL13ENG0540AA 4
NHIL13ENG0541AA 5
NHIL13ENG0542AA 6
NHIL13ENG0543AA 7
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Engine - Crankshaft and flywheel
Crankshaft - Install
Prior operation:
Main bearings - Install (10.103)
NHIL13ENG0532AA 1
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Engine - Crankshaft and flywheel
NHIL13ENG1406AA 1
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Engine - Crankshaft and flywheel
NHIL13ENG0544AA 1
2. The second to last main bearing cap (1) and the it’s
support are fitted with a shouldered half-bearing (2).
NOTE: Take note of the lower and upper half-bearing as-
sembling positions since in case of reuse they should be
fitted in the same position found at removal.
NHIL13ENG0545AA 2
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Engine - Crankshaft and flywheel
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
SERVICE
Balancer
Remove (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Install (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Crankshaft damper
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
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Engine - Balancer and damper
Balancer - Remove
F4DFE4131*B001
F4DFE4131*B002
F4DFE4131*B007
F4DFE4131*B008
F4DFE4132*B001
F4DFE4132*B002
F4DFE4132*B005
F4DFE4132*B006
F4DFE4133*B001
F4DFE4133*B002
F4DFE4133*B007
F4DFE4133*B008
F4DFE4134*B001
F4DFE4134*B002
F4DFE4134*B005
F4DFE4134*B006
F4DFE413R*B001
F4DFE413S*B001
F4DFE413T*B001
F4DFE413U*B001
F4DFE414B*B001
F4DFE414C*B001
F4DFE414D*B001
F4DFE414E*B001
F4HFE413H*B001
F4HFE413H*B002
F4HFE413L*B001
F4HFE413M*B001
F4HFE413N*B001
F4HFE413P*B001
F4HFE413V*B001
F4HFE413W*B001
F4HFE413X*B001
F4HFE413Y*B001
Prior operation:
Engine oil pan - Remove (10.102)
NHIL15ENG0252AA 1
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Engine - Balancer and damper
3. Remove the retaining bolts (3) and (5), and then re-
move the oil pickup tube.
4. Remove the bolts (2), and then remove the dynamic
balancer (4).
NHIL13ENG0547AA 2
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Engine - Balancer and damper
Balancer - Install
F4DFE4131*B001
F4DFE4131*B002
F4DFE4131*B007
F4DFE4131*B008
F4DFE4132*B001
F4DFE4132*B002
F4DFE4132*B005
F4DFE4132*B006
F4DFE4133*B001
F4DFE4133*B002
F4DFE4133*B007
F4DFE4133*B008
F4DFE4134*B001
F4DFE4134*B002
F4DFE4134*B005
F4DFE4134*B006
F4DFE413R*B001
F4DFE413S*B001
F4DFE413T*B001
F4DFE413U*B001
F4DFE414B*B001
F4DFE414C*B001
F4DFE414D*B001
F4DFE414E*B001
F4HFE413H*B001
F4HFE413H*B002
F4HFE413L*B001
F4HFE413M*B001
F4HFE413N*B001
F4HFE413P*B001
F4HFE413V*B001
F4HFE413W*B001
F4HFE413X*B001
F4HFE413Y*B001
NHIL15ENG0252AA 1
NHIL15ENG0253AA 2
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Engine - Balancer and damper
NHIL13ENG0547AA 3
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Engine - Balancer and damper
NHIL13ENG0551AA 1
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Engine - Balancer and damper
1. Align the small hole (1) in the crankshaft pulley with the
locating dowel (2) in the crankshaft.
2. Install the vibration damper (3) onto the crankshaft.
3. Torque the mounting bolts (4) to 105 - 115 N·m (77 -
85 lb ft).
NHVM15ENG0004AA 1
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
SERVICE
Pump drives
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Remove (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Install (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
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Engine - Pump drives
NHIL13ENG0553AA 1
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Engine - Pump drives
NHIL13ENG0553AA 1
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Engine - Pump drives
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Engine - Pump drives
NHVM15ENG0292AA 1
NHVM15ENG0293AA 2
NHVM15ENG0294AA 3
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Engine - Pump drives
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Engine - Pump drives
NHIL13ENG0556AA 1
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
FUNCTIONAL DATA
SERVICE
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Engine - Lift pump and lines
NHIL13ENG0557AA 1
(A) Fuel supply from the primary filter (1) Fuel supply relief valve 5 bar (73 psi)
(B) Fuel supply to the secondary filter (2) Supply pump bypass valve (for bleeding)
Overpressure condition
NHIL13ENG0558AA 2
The by-pass valve (1) is activated in case of overpressure on (B) exhaust unit. The actual pressure, overcoming the
resistance of the valve's spring (1), connects the exhaust with the entry through the gallery (2).
Jettison condition
NHIL13ENG0559AA 3
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Engine - Lift pump and lines
The dump by-pass valve (2) is activated in case, when the engine is off, it is necessary to fill the feeding system
through the priming pump. In this condition the by-pass (1) keeps closed while the dump by-pass valve (2) opens up
due to the pressure effect on the entry unit so the fuel flows to the exhaust unit (B).
NOTE: The mechanical feeding pump cannot be replaced separately, therefore it must not be disassembled from the
high pressure pump.
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Engine - Lift pump and lines
NHIL13ENG0564AA 1
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Engine - Lift pump and lines
NHIL13ENG1365AA 1
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
FUNCTIONAL DATA
Fuel heater
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
SERVICE
Fuel filters
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
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Engine - Fuel filters
4442596398GHDC 1
The fuel temperature is monitored by the Engine Control Unit (ECU). The fuel filter heater is activated if the fuel
temperature is less than 0 °C (32 °F). Once the fuel heater is activated, the fuel is heated to 5 °C (41 °F).
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Engine - Fuel filters
4442596398GHDC 1
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Engine - Fuel filters
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
FUNCTIONAL DATA
SERVICE
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Common rail lines
Disconnect - Low pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Connect - Low pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Fuel injectors
Cross tube - Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Cross tube - Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Injector fuel lines
Disconnect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Connect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
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CONSUMABLES INDEX
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Engine - Fuel injection system
NHIL13ENG0500AA 1
The common rail system has a special pump that continuously keeps fuel at high pressure, independently from stroke
and cylinder that has to receive the injection and accumulates fuel in a common duct for all injectors.
Therefore, fuel at the injection pressure computed by the Engine Control Unit (ECU) is always available at the injectors
inlet.
The hydraulic system is implemented by a low pressure circuit and a high pressure circuit.
The fuel draining circuit from the rail, injectors and the high pressure pump cooling circuit complete the system.
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Engine - Fuel injection system
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Engine - Fuel injection system
NHIL13ENG0502AA 1
The common rail system has a special pump that continuously keeps fuel at high pressure, independently from stroke
and cylinder that has to receive the injection and accumulates fuel in a common duct for all injectors.
Therefore, fuel at the injection pressure computed by the Engine Control Unit (ECU) is always available at the injectors
inlet.
The hydraulic system is implemented by a low pressure circuit and a high pressure circuit.
The fuel draining circuit from the rail, injectors and the high pressure pump cooling circuit complete the system.
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Engine - Fuel injection system
The pressure regulator, placed upstream of the high pressure pump, adjusts the fuel flow that is necessary on the low
pressure system. Afterwards, the high pressure pump takes care of supplying the rail properly. This arrangement, by
pressurizing the necessary fuel only, improves the energetic efficiency and limits fuel heating in the system.
Function of the pressure relief valve (14), assembled on the high pressure pump, is keeping the pressure, at the
pressure regulator inlet, constant at 5 bar (73 psi). Based on the efficiency the fuel filter.
The pressure relief valve (14) increases fuel flow in the high pressure pump cooling circuit, through inlet and drain
piping (15) from piping (17).
The pressure relief valve housed on the cylinder head, assembled on injector return (18), limits the fuel return flow
from injectors at a pressure of 1.3 - 2 bar (19 - 29 psi).
Two bypass valves are placed in parallel with the mechanical supply pump.
The bypass valve (5) allows fuel to flow from the mechanical pump outlet to it's inlet, when the fuel filter inlet pressure
exceeds the allowed threshold value.
The bypass valve (10) allows filling the supply system through the manual priming pump (7).
NHIL13ENG0501AA 1
(1) Common rail relief valve (7) Priming pump (13) Pressure regulator
(2) Common rail (8) Pre-filter (14) Low pressure relief valve
(3) Common rail pressure sensor (9) Fuel tank (15) High pressure pump cooling passage
(4) Electro-injector (10) By-pass valve (16) High-pressure pump
(5) Charge pressure relief valve (11) Fuel filter (17) Return fuel line
(6) ECU cooling plate (12) Mechanical supply pump (18) Return fuel relief valve
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Engine - Fuel injection system
The Engine Control Unit (ECU) is mounted to the engine in most applications. The engine operating temperatures
can have an impact on the ECU. To control the maximum temperature that the ECU will be subject to, fuel from the
diesel tank is typically routed through a heat exchanger element integrated in the ECU. The fuel is used as a cooling
medium as it is the coolest liquid available on an engine system.
The injection pump is mounted to the side of the engine. One component of the injection pump is a low pressure gear
pump. This low pressure gear pump draws fuel from the diesel tank and supplies it to the high pressure pump. This
gear pump is driven by the input shaft of the injection pump. The gear pump incorporates a bypass check valve which
allows fuel to flow through this pump to the system when the primer pump in the fuel water separator filter is being
activated. A high pressure check valve is incorporated in the gear pump to limit the maximum pressure available to
the injection pump if the low pressure regulator were to malfunction.
Outlet flow from the gear pump is ported to the fuel filter mounted to the side of the engine. This fuel filter removes
the fine contamination from the fuel system. Moisture can be carried into the fuel system by the fuel. The fuel water
separator filter has a specialized media which limits the passage of water through it. This causes the water to collect
at the bottom of the filter. A sensor is typically installed in the bottom of the fuel water separator filter to signal the
operator that the filter requires that the water be drained out. See the vehicle operator manual for the drain procedure
and interval. Located in the fuel filter is a fuel temperature sensor which reports data directly to the ECU. When
operating in cold climates, an electrically operated fuel heater is located in the fuel water separator filter head. This
heater is controlled by the ECU based on inputs from sensors on the engine. Typically the fuel filter head is used as
the porting manifold to return the drain connections from different locations on the engine to the tank through only one
connection.
The fuel pressure at the inlet of the high pressure injection pump is controlled by the low pressure control valve located
in the injection pump. This valve controls the pressure to the system at approximately 5 - 7 bar (75 - 100 psi) pressure.
Once this pressure is reached, some of the excess flow from the low pressure gear pump is circulated through the
internal components of the high pressure pump to act as a lubrication medium. Any excess fuel available to the
pressure regulator that is not required to operate the engine or provide lubrication is then returned back to the low
pressure gear pump inlet through internal porting.
The output delivery of the high pressure injection pump is controlled by the high pressure pump control valve. This
Pulse Width Modulated (PWM) operated valve is controlled by the ECU based on sensor inputs from the engine. This
valve requires a signal to reduce the delivery of the high pressure pump. If the control signal is lost or the valve fails,
the delivery of the high pressure pump defaults to full output. This allows the system to have a limp home feature.
Output from the high pressure piston pump assembly flows directly to the common rail. The common rail is basically a
high pressure fuel storage device which is then connected to each of the injectors. Each injector has full common rail
pressure available. A high pressure sensor is located at one end of the common rail. This sensor monitors the real
time pressure available to the injectors and reports the data to the ECU. The computer based Electronic Service Tool
(EST) is required to check pressure in the common rail. In the event that the high pressure control valve malfunctions,
the delivery from the high pressure pump defaults to full delivery. When full fuel is delivered to the common rail, the
common rail pressure increases excessively. A maximum pressure relief valve is located at one end of the common
rail. This relief valve is a two stage valve. The initial opening pressure of this valve is greater than the normal maximum
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Engine - Fuel injection system
operating pressure of the system. Once the common rail pressure exceeds the opening pressure of the relief, fuel is
allowed to pass through it and flow to the tank. Once the relief has opened, the pressure will drop to approximately
one half of the maximum system pressure. This allows the common rail to maintain adequate pressure to inject fuel
although the system will not be operating at full efficiency. When fuel is flowing through the common rail relief valve,
the system is basically operating in limp home mode. This high pressure relief valve automatically resets when the
engine stops. If the malfunction is still present, the valve will open again.
The fuel delivery and pressure available to the common rail is available to each of the injectors any time that the
engine is running. Typically the injectors are located near the top center of each piston. Each injector is electrically
controlled by the ECU. Each injector can be triggered more that once during each injection cycle. The pre-injection
opening is typically used to reduce the combustion noise from the engine. The main injection opening delivers the
required output power. The injector can also be opened after the main combustion, typically to reduce the generation
of exhaust emissions. As the injectors are triggered, a small drain flow passes from the injector.
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Engine - Fuel injection system
The amount of fuel supplying the high pressure pump is metered by the pressure regulator placed on the low pressure
system. The pressure regulator is controlled by the EDC17 CV41 control unit through a Pulse Width Modulated (PWM)
signal.
When fuel is sent to a pumping element, the related piston is moving downwards (suction stroke). When the piston
stroke is reversed, the intake valve closes and the remaining fuel in the pumping element chamber, unable to be
released, is compressed above the supply pressure value existing in the rail.
The generated pressure makes the exhaust valve open and the compressed fuel reaches the high pressure circuit.
The pumping element compresses the fuel until top dead center of the delivery stroke, is reached. Afterwards, the
pressure decreases till the exhaust valve is closed.
The pumping element piston goes back towards bottom dead center and the remaining fuel is decompressed.
When the pumping element chamber pressure becomes less than the supply pressure, the intake valve is again
opened and the cycle is repeated.
The delivery valves must always be free in their movements, free from impurities and oxidation.
The rail delivery pressure is modulated between 250 - 1600 bar (3625 - 23200 psi) by the electronic control unit,
through the pressure regulator solenoid valve.
The radialjet pump disconnection - reconnection time on the engine is greatly reduced in comparison with traditional
injection pumps, because it does not require setting.
If the pipe between fuel filter and high pressure pump is to be removed or installed, be sure that hands and compo-
nents are absolutely clean.
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Engine - Fuel injection system
Rail
NHIL13ENG0507AA 1
(1) Pressure sensor (2) Fuel inlet from (3) Rail (4) Overpressure valve
high-pressure pump
The rail volume is comparatively small to allow quick pressurization at start-up, at idle and in case of high flow rates.
It has enough volume to minimize system spikes and the use of plenum chambers caused by the opening and closing
of the injectors and by the high pressure pump operation. This function is further enabled by a calibrated hole being
set downstream of the high pressure pump.
A fuel pressure sensor (1) is screwed to the rail. The signal sent by this sensor to the electronic control unit is feedback
information, where the rail pressure value is checked and if necessary, corrected.
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Engine - Fuel injection system
For engines more powerful than 152 kW (207 Hp), the CRIN2 injectors have DLLA nozzles that work up to a pressure
of 1600 bar (23200 psi), for engines less powerful than 152 kW (207 Hp), DSLA nozzles are fitted which work at
pressures up to 1450 bar (21025 psi).
Description of system
The injection system is composed of an electrical part and a hydraulic part.
Electrical system
The electronic control unit monitors engine control parameters by means of the various sensors on the engine.
System functionality
The ECU self-diagnostic system checks signals coming from sensors by comparing them with threshold data.
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Engine - Fuel injection system
NHIL13ENG0508AA 1
(1) Coolant temperature sensor (5) Air temperature/pressure sensor (9) EDC17 CV41
(2) Connection to electro-injectors (6) Camshaft sensor (10) Crankshaft sensor
(3) Fuel pressure sensor (7) Fuel heater cable and fuel (11) Oil temperature/pressure sensor
temperature sensor
(4) Electro-injector (8) Pressure gauge cabling
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Engine - Fuel injection system
NHIL13ENG0509AA 1
(1) Outlet to common rail (4) Inlet from primary filter (7) Drive gear
(2) Transfer pump (5) Return to filter (8) Pressure regulator valve
(3) Outlet to secondary filter (6) Supply fuel inlet from filter (9) High pressure pump
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Engine - Fuel injection system
Inside structure
NHIL13ENG0510FA 2
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Engine - Fuel injection system
Working principle
NHIL13ENG0511GA 3
The pumping element is oriented towards the pump's camshaft. During the intake phase, the pumping element is fed
through the feeding line. The quantity of fuel to flow to the pumping element is determined by the pressure regulating
gauge. The pressure regulating gauge, according to the Pulse Width Modulated (PWM) command received by the
engine control module, stops the fuel flow to the pumping element. During the compression phase of the pumping
element, the fuel achieves the level of pressure determining the opening of the by-pass valve to the common rail,
feeding it through the exhaust unit.
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Engine - Fuel injection system
NHIL13ENG0512AA 4
(1) Pumping element inlet passage (6) PWM pressure regulator valve
(2) Pumping element inlet passage (7) Main supply passage
(3) Relief valve outlet passage (8) Pumping element inlet passage
(4) Relief valve 5 bar (73 psi) (9) Pump lubrication passage
(5) Fuel supply to relief valve and regulator
The figure shows the fuel runs at low pressure inside the pump. The following elements are clearly visible: the main
feeding line to the pumping elements, the feeding lines to the pumping elements, the duct lines run for the pump
lubrication, the pressure gauge, the flow limiting valve to 5 bar (73 psi) and the fuel exhaust flue
The pump shaft is lubricated by the fuel from the feeding and recovery lines.
The pressure gauge determines the quantity of fuel to feed the pumping elements. The excess fuel flows through the
exhaust gallery.
The 5 bar (73 psi) limiting valve, in addition to recovering exhaust fuel as a collector, also functions to keep the pres-
sure at a constant 5 bar (73 psi) limit at gauge entry.
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Engine - Fuel injection system
NHIL13ENG0513AA 5
(1) Fuel exhaust galley (2) Fuel exhaust galley (3) Fuel outlet to rail
This figure shows the fuel flow under high pressure running through the exhaust galleries of the pumping elements.
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Engine - Fuel injection system
Delivery pressure to the rail is modulated between 250 - 1450 bar (3625 - 21025 psi) by the electronic control unit by
controlling the pressure regulator solenoid valve.
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Engine - Fuel injection system
NHIL14ENG0139HA 1
(A) To tank
(B) From injectors
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Engine - Fuel injection system
93101562 1
Mounted on the end of the rail, it has the function of protecting the system's components in case the failure of the
rail pressure sensor or the pressure regulator of the CP3 pump causes an excessive pressure increase in the high
pressure plant.
When the rail pressure reaches 2000 bar (29000 psi), the valve initially opens in order to allow the fuel to flow and
subsequently reduce the pressure within the safety limits and then it mechanically regulates the rail pressure to ap-
proximately 1000 bar (14500 psi).
This valve allows the engine to work for long periods at a limited efficiency and avoids the excessive overheating of
the fuel preserving the return pipes to tank.
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Engine - Fuel injection system
93095366 1
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Engine - Fuel injection system
Injection start
93095367 2
When coil (1) is energized, it makes shutter (2) move upwards. The control volume (3) fuel flows towards flow duct
(6) making a pressure drop occur in control volume (3). Simultaneously the fuel pressure into pressure chamber (5)
makes plunger (4) lift, following fuel injection into the cylinder.
Injection end
When coil (1) is de-energized, shutter (2) goes back to its closing position, in order to recreate such a force balance
as to make plunger (4) go back to its closing position and end the injection process.
NOTE: The injector cannot be overhauled and therefore it must not be disassembled.
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Engine - Fuel injection system
COVERBASE 3
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Engine - Fuel injection system
The injector is similar as construction to the traditional ones, apart from the absence of the plunger return springs.
The injector is composed of two main parts:
• Actuator - spray nozzle composed of a pressure rod, plunger, and nozzle.
• Control solenoid valve composed of a coil, and pilot valve.
93095366 1
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Engine - Fuel injection system
Injection start
93095367 2
When coil (1) is energized, it makes shutter (2) move upwards. The control volume (3) fuel flows towards flow duct
(6) making a pressure drop occur in control volume (3). Simultaneously the fuel pressure into pressure chamber (5)
makes plunger (4) lift, following fuel injection into the cylinder.
Injection end
When coil (1) is de-energized, shutter (2) goes back to its closing position, in order to recreate such a force balance
as to make plunger (4) go back to its closing position and end the injection process.
NOTE: The injector cannot be overhauled and therefore it must not be disassembled.
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Engine - Fuel injection system
COVERBASE 3
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Engine - Fuel injection system
NHIL12ENG0050AA 1
Component: Action:
Fuel Pre-filter (if equipped) Some applications do not use a fuel pre-filter.
Primary fuel filter Replace
Fuel tank Clean the fuel tank as required.
Fuel lines and connections The line from the fuel supply pump inlet to the fuel tank.
Check for damaged lines (a kink creates a restriction, rub
marks may allow air to enter) and leakage at the Voss
o-ring fittings.
The fuel pick-up tube in the fuel tank. Check for cracks, plugging, or contact with the
bottom/sidewalls of the tank.
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Engine - Fuel injection system
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.
Fuel tank outlet valve Check the valve at the fuel tank outlet (if equipped).
Ensure that fuel supplied to and from the valve assembly
is properly connected.
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Engine - Fuel injection system
NHIL13ENG1347AA 1
3. Remove the three mounting nuts (1) from the high pres-
sure pump.
4. Remove the high pressure pump along with the feed
pump as one unit.
NHIL15ENG0136AA 2
5. Remove the nut (1) from the high pressure pump shaft.
6. Use a suitable gear puller to remove the high pressure
pump gear (2).
NOTE: The high pressure pump shaft is tapered.
NHIL15ENG0135AA 3
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Engine - Fuel injection system
1. Install the high pressure pump gear (2) onto the high
pressure pump shaft.
2. Install the shaft nut (1) on the high pressure pump shaft.
3. Torque the shaft nut (1) to 100 - 110 N·m (74 - 81 lb ft).
NHIL15ENG0135AA 1
NHIL15ENG0136AA 2
NHIL13ENG1347AA 3
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Engine - Fuel injection system
NHPH14ENG0006AA 1
NHPH14ENG0018AA 2
NHPH14ENG0019AA 3
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NHIL13ENG1349AA 1
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Engine - Fuel injection system
NHIL13ENG0593AA 1
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Engine - Fuel injection system
NOTE: This procedure is only to be used after the PRV has been replaced.
1. Connect the Electronic Service Tool (EST) and turn the
key switch ON without starting the engine.
2. Click the “Configuration” icon (1).
NHPH14ENG0006AA 1
NHPH14ENG0020AA 2
NHPH14ENG0021AA 3
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Engine - Fuel injection system
1. Clean the area around the pressure relief valve (1) with
de-greaser, than dry with compressed air.
2. Detach the low-pressure connection. See Common
rail lines - Disconnect (10.218).
NOTE: Collect any escaping fuel.
3. Slowly loosen the pressure relief valve (1) to allow the
pressure in the fuel system to drop to ambient pressure.
4. Remove the pressure relief valve.
5. If the pressure relief valve is used with a gasket, re-
move the gasket.
NHIL13ENG1349AA 1
6. Clean the threads and the sealing surface of the com-
mon rail.
7. Cap the common rail orifice after you remove the pres-
sure relief valve.
8. If the pressure relief valve will be reused, carefully re-
move the sealing ring.
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Engine - Fuel injection system
NHIL14ENG0520AA 1
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Engine - Fuel injection system
NHIL13ENG1349AA 2
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Engine - Fuel injection system
NHIL13ENG0594AA 1
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Engine - Fuel injection system
NHIL13ENG0595AA 1
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Engine - Fuel injection system
NHIL13ENG0605AA 1
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Engine - Fuel injection system
NHIL13ENG0600AA 1
NHIL13ENG0596BA 2
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Engine - Fuel injection system
NHIL13ENG0597AA 1
3. Install the fuel injectors (1) into the cylinder head with
the fuel inlet hole (2) facing the cross tube seat (3).
NHIL13ENG0598AA 2
NHIL13ENG0600AA 3
NHIL13ENG0601AA 4
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Engine - Fuel injection system
NHIL13ENG0606AA 1
NHIL13ENG0607AA 2
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Engine - Fuel injection system
1. Disconnect the fuel lines (2) from the common rail (1)
and from the fuel injectors (3).
NOTICE: When releasing the fuel line connections from the
common rail, use the proper wrench to avoid rotation of flow
limiters.
NHIL13ENG1407AA 1
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Engine - Fuel injection system
NHIL13ENG0608AA 1
NHIL13ENG0609AA 2
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
SERVICE
Turbocharger
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Inspect - BorgWarner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Turbocharger oil supply line
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
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Engine - Turbocharger and lines
Turbocharger - Remove
Prior operation:
Exhaust flap - Remove - Exhaust flap (10.254)
1. Remove the turbo oil supply line (2) from the oil filter
base and from the pipe fitting (1) on the turbine.
2. Remove the nuts (3) securing the turbocharger to the
exhaust manifold.
3. Remove the turbocharger.
NHIL13ENG1408AA 1
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Engine - Turbocharger and lines
Turbocharger - Install
1. Install the turbocharger (1) with a new gasket on the
exhaust manifold.
2. Secure the turbocharger to the manifold with the
mounting nuts (3).
3. Torque the mounting nuts (3) as follows:
• 4 cylinder - 20.0 - 28.0 N·m (14.8 - 20.7 lb ft)
• 6 cylinder - 37.0 - 49.0 N·m (27.3 - 36.1 lb ft)
4. Refer to Turbocharger oil supply line - Install
(10.250) to install the oil supply line (2).
NHIL13ENG1408AA 1
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Engine - Turbocharger and lines
NHIL16ENG0027AA 1
Specifications
Compressor side radial deflection 0.560 mm (0.022 in)
Turbine side radial deflection 0.580 mm (0.023 in)
Axial movement 0.050 mm (0.002 in)
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Engine - Turbocharger and lines
NHIL13ENG1409AA 1
3. Disconnect the oil supply line (2) from the oil filter base
and the fitting on the turbocharger (1), and then remove
the line.
NHIL13ENG1408AA 2
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Engine - Turbocharger and lines
NHIL13ENG1408AA 1
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
FUNCTIONAL DATA
SERVICE
Intake manifold
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Exhaust manifold
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Exhaust flap
Remove - Exhaust flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Install - Exhaust flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
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Engine - Intake and exhaust manifolds and muffler
NHIL13ENG0620AA 1
During the engine working process, the exhaust flow (3) to the turbocharger will actuate the turbine (4). The turbine
will the start to turn the compressor (2) wheel. The intake system will to draw in air. As the air passes through the air
filter (1) housing, it is then directed into the compressor housing. The compressed air will exit the turbocharger, and
to the intercooler (6). The cooled air is then directed into the intake manifold. The cooler the intake air is, the more
dense the air will be entering the cylinder. More air in the cylinder allows for more fuel to be added. This will generate
increased power during the combustion process.
After the combustion process, the exhaust manifold will collect the fuel gases from the cylinder. A wastegate is in-
stalled before the turbine which diverts exhaust flow from the turbine to the muffler (5). This prevents excessive boost
pressure which could lead to mechanical failure.
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Engine - Intake and exhaust manifolds and muffler
NHIL13ENG0622FA 1
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Engine - Intake and exhaust manifolds and muffler
NHIL13ENG0622FA 1
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Engine - Intake and exhaust manifolds and muffler
NHIL13ENG0625AA 1
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Engine - Intake and exhaust manifolds and muffler
NHIL13ENG0625AA 1
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Engine - Intake and exhaust manifolds and muffler
NHIL13ENG1359AA 1
NHIL13ENG1360AA 2
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Engine - Intake and exhaust manifolds and muffler
NHIL13ENG1360AA 1
NHIL13ENG1359AA 2
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
TECHNICAL DATA
FUNCTIONAL DATA
SERVICE
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Selective Catalytic Reduction (SCR) muffler and catalyst
Configure - Reset ECU data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Selective Catalytic Reduction (SCR) exhaust treatment coolant lines
Tool usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
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CONSUMABLES INDEX
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHPH14ENG1268AA 1
Temperature
100.0 °C (212.0 °F)
200.0 °C (392.0 °F)
300.0 °C (572.0 °F)
400.0 °C (752.0 °F)
500.0 °C (932.0 °F)
600.0 °C (1112.0 °F)
In this graph you can see stored ammonia (NH3)
dependant on temperature. Maximum ammonia slip
allowed is 10 ppm.
• (A) Maximum amount of ammonia percentage
• (B) Temperature
NHPH14ENG1269AA 2
Temperature
100.0 °C (212.0 °F)
200.0 °C (392.0 °F)
300.0 °C (572.0 °F)
400.0 °C (752.0 °F)
500.0 °C (932.0 °F)
600.0 °C (1112.0 °F)
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
The primary focus is on the reduction of NOx and Particulate Matter (PM).
Particulate Matter (PM) - Particulates are harmful to your health, and is harmful to the environment. PM is mainly
composed of small carbon particles, and other toxic substances created during incomplete fuel burning, i.e. low
combustion temperature.
Nitrogen Oxides (NOx) - NOx is a generic term for mono-nitrogen oxides NO & NO2. The (nitric oxide & nitrogen diox-
ide are produced from the reaction of nitrogen & oxygen gases during combustion, especially at high temperatures.
This can cause acid rain.
Ammonia (NH3) - Ammonia is a compound of nitrogen and hydrogen with the formula NH3. It is a colorless gas with
a characteristic of a pungent smell. Exposure to high levels of ammonia in air may be irritating to your skin, eyes,
throat, lungs, and can cause coughing and burns.
Inside the combustion chamber, Particulate Matter (PM), and Nitrogen Oxides (NOx) have conflicting chemical factors.
As PM decreases, NOx will increase. As NOx decreases, PM will increase.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHPH14ENG1262FA 1
(1) Electronic Control Unit (ECU) (12) Diesel Oxidation Catalyst (DOC) upstream
temperature sensor
(2) Exhaust flap (13) Selective Catalytic Reduction (SCR) upstream
temperature sensor
(3) Intake air humidity and temperature sensor (14) SCR downstream temperature sensor
(4) Air filter (15) NH3 sensor
(5) NOx sensor (16) NOx sensor
(6) DEF/AdBlue® pipes (17) Engine
(7) DEF/AdBlue® level and temperature sensor (18) Supply module
(8) DEF/AdBlue® quality sensor (19) DOC
(9) Tank (20) SCR muffler
(10) Coolant control valve (21) Clean-up Catalyst (CUC), internal to the SCR muffler
(11) DEF/AdBlue® dosing module
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHIL13ENG1393FA 1
(1) Intake air humidity and temperature sensor (9) Exhaust flap
(2) Air filter (10) Engine Control Unit (ECU)
(3) Supply module (11) SCR upstream temperature sensor
(4) Diesel Exhaust Fluid (DEF)/AdBlue® tank (12) SCR catalyst
(5) DEF/AdBlue® dosing module (13) SCR downstream temperature sensor
(6) DOC and mixer (14) NH3 sensor
(7) DOC upstream temperature sensor (15) NOX sensor
(8) NOx sensor (16) Engine
The supply module contains an electronically controlled pump motor and reverting valve and an electronically moni-
tored pressure and temperature sensor.
Each of these elements is controlled or monitored by the Engine Control Unit (ECU).
DEF/AdBlue® drawn from the DEF/AdBlue® storage tank is pressurized by the Supply module pump. The DEF/
AdBlue® pressure is sensed by the Supply module pressure sensor. Once the pressure is stabilized at approximately
9.0 bar (130.5 psi), the system is ready for normal operation. During cold weather operation the Dosing module
solenoid is energized (actuated) for approximately 1.0 s. If this opening of the dosing valve causes a pressure drop,
then the pipe (tube) is assumed to be free of ice (blockage). Otherwise defrosting is continued for 5.0 min then
re-checked. This process is repeated up to five times. DEF/AdBlue® system pressure needs to be between 5.5 -
11.0 bar (79.8 - 159.5 psi) to assure correct dosing quantities.
As the DEF/AdBlue® system needs to be evacuated when the engine is not running to prevent potential damage due
to frozen DEF/AdBlue®, the system requires filling and pressurizing after each engine start. DEF/AdBlue® system
evacuation is accomplished by the Supply module reverting valve, internal to the supply module, which removes the
DEF/AdBlue® from all of the lines and returns it to the storage tank by reversing the direction of the DEF/AdBlue®
flow. During system evacuation the system pressure is expected to drop to 0.2 bar (3.6 psi) within 40.0 s.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
The DEF/AdBlue® system filling and pressurizing is done in ECU controlled steps. The Supply module pump operates
with the Dosing module solenoid de-energized (closed) until the Supply module pressure sensor senses more than
1.5 bar (21.8 psi) continuously for more than 1.0 s then the pressure build up (pressurization) step begins. Once the
system reaches 6.5 bar (94.2 psi), the system is ready for injection (normal operation). However, during pressure
build up, if the system pressure does not reach 6.5 bar (94.2 psi) within 60.0 s, the system enters a ventilation state
where the Dosing module solenoid is energized (opened) 75.0 % and the Supply module pump is commanded to
operate 100.0 % for a duration of 1.0 s before returning to the pressure build up state.
The Electronic Control Unit (ECU) verifies the temperature of the DEF/AdBlue®. The sensors that are monitored
to verify the temperatures are:
• DEF/AdBlue® level and temperature sensor in the tank
• Ambient air using the intake air humidity and temperature sensor
• Supply module internal temperature sensor
If the DEF/AdBlue® is frozen or the ambient temperatures are cold, the coolant control valve is actuated to start the
thawing process.
When the DEF/AdBlue® thaws or the temperatures rise above the freezing point, -11.0 °C (12.2 °F), the diaphragm
pump starts pumping to build pressure in the DEF/AdBlue® system.
• After 15 min, the pump is actuated to see if DEF/AdBlue® will flow.
• The defrosting session will continue checking for DEF/AdBlue® flow every 15 min for up to 8 h (based on tempera-
tures below ‐ -18.0 °C (-0.4 °F) ). The defrosting session will re-initiate a 15 min defrosting cycle until DEF/AdBlue®
flow is achieved.
The reverting valve is cycled to purge the air out of the line.
The supply module continually builds, and maintains Selective Catalytic Reduction (SCR) system pressure of 9.0 bar
(130.5 psi) to the DEF/AdBlue® dosing module.
Normal Operation
The supply module then maintains SCR system pressure until the SCR catalyst has warmed to operating temperature
220.0 - 240.0 °C (428.0 - 464.0 °F), and engine load indicates a need to start dosing DEF/AdBlue®. DEF/AdBlue® is
injected per engine controller request (open loop dosing).
After approximately 10 - 12 min of initial engine startup operation, the NOx and NH3 sensors are heated and dried
enough to sample for the NOx level in the exhaust. The DEF/AdBlue® dosing module is now based upon the NOx
sensors actual reading at the tailpipe (closed loop dosing).
NOTE: The 10 - 12 min delay is called “Dew Point”. The amount of dew point timing is different for both NOx, and
NH3 sensors.
Closed loop dosing is more accurate then open loop dosing due to sensor monitoring.
Upon engine start up, engine coolant is continually circulated through the DEF/AdBlue® dosing module to provide
cooling.
After Run
At key off, the reverting valve shifts to line purge, and the diaphragm pump in the supply module continues to run for
a timed period (approximately ninety seconds).
This evacuates the SCR system and returns the DEF/AdBlue® to the tank.
This is done to prevent damage to the SCR system should it freeze, and also for DEF/AdBlue® not to crystallize in
the system.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHVM14ENG1094HA 1
Inside the oxidation catalyst, the exhaust gases flow through a cell structure. The surface has a layer of aluminum
oxide (platinum and palladium). These metals provide for the oxidation of the exhaust gases, and thus achieve the
reduction of Carbon Monoxide (CO) and unburned Hydrocarbons (HC).
It is required to achieve as close as possible a 50 %: 50 % ratio of nitrogen oxide to nitrogen dioxide before the SCR.
This maximizes SCR performance, especially needed at low temperatures.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHIL13ENG1393FA 1
When exhaust temperatures start to increase, less stored ammonia is necessary to maintain a proper NOx efficiency
level.
The amount of NH3 which can be stored at an ammonia slip limit level of 10 ppm increases, when temperatures start
to decrease. The temperature difference is between 200.0 - 500.0 °C (392.0 - 932.0 °F).
NOTE: Ammonia slip refers to the amount of ammonia passing through the Selective Catalytic Reduction (SCR) (1)
system un-reacted.
When the catalyst is heating up, stored NH3 is either consumed by the SCR reactions, or it desorbs leading to an
increased NH3 slip. Desorb is the process of releasing “something” through pores.
In order to avoid NH3 peaks, the maximum allowed storage of NH3 has to be limited at low temperatures.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
The main purpose of thermal management is to get the SCR system to target temperatures as fast as possible. Ther-
mal management will help avoid any temperature drops in the system, if the natural engine exhaust gas temperatures
are below the target range, due to low load factor or very low ambient conditions.
To obtain proper thermal management, two components
are needed.
• Diesel Oxidation Catalyst (DOC) (1)
• Exhaust flap (2)
NHVM14ENG1097AA 1
Warm Up cycle
Activation conditions:
• After every engine start, the system starts working in warm-up mode.
Description / features:
• In this condition, the SCR is below its optimum operating temperature. Consequently the quantity of ammonia that
needs to be stored in the SCR to meet the necessary NOx conversion efficiency rate increases significantly.
• The exhaust flap is used to reach the optimal SCR temperature of 270.0 - 275.0 °C (518.0 - 527.0 °F) as fast as
possible, by increasing exhaust gas back pressure, and exhaust gas temperatures as required.
• To improve effectiveness, and to reduce emissions during this phase, a simultaneous injection retard strategy is
associated to facilitate the heating effect. This will reduce the engine raw NOx. The SCR required efficiency is
pushed to the maximum value so that the combined effect with the retarded injection strategy to hold tailpipe NOx
values as low as possible.
Exit conditions:
• This phase is over as soon SCR temperature reach 280.0 °C (536.0 °F).
Temperature Hold
Activation conditions:
• The exhaust flap is reactivated when the engine is running at a relatively low load cycle, and/or in cold ambient
conditions.
• When the SCR temperature falls below 240.0 °C (464.0 °F), the exhaust flap will modulate to increase exhaust
temperature.
Description / features:
• The required SCR efficiency is around 95 - 98 % in all of the engine maps, for engine speed lower than 1100 -
1200 RPM. The target efficiency is set at 90 %.
Exit conditions:
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
• At 245.0 °C (473.0 °F) efficiency temperature hold mode to normal mode, when the SCR temperature reaches
250.0 °C (482.0 °F), or after 15 min in low-load conditions where power is less than 10 % of rated power
Normal Mode
Activation / exit conditions:
• The exhaust flap is deactivated due to either one of the following conditions:
A. The exhaust temperature has reached its target value. At this time, no flap is necessary for maintaining high
SCR efficiency. This is the normal operating mode for most vehicle missions.
B. When the SCR light off temperatures cannot be reached in a practical manner even with the use of the flap, and
within minimum operating temperatures of the system. At these very low loads there is not enough energy in the
exhaust gas to maintain a good SCR efficiency and hydrolysis of the required Diesel Exhaust Fluid (DEF)/Ad-
Blue® injection. If the engine remains at this low power level for 15 min, then continuous thermal management
is switched off. As soon as engine load increases, the flap will be reactivated. In this temporarily deactivated
state, the flap will still be used intermittently for preventing other issues, such as DEF/AdBlue® deposits forma-
tion or hydrocarbon (HC) accumulation as required.
Description / features:
• Flap is deactivated.
• The required SCR efficiency is around 95 - 98 % in all of the engine maps, for engine speed lower than 1100 -
1200 RPM. The target efficiency is set at 90 %.
The hydrocarbon accumulation rate is dependent on After-Treatment System (ATS) temperature, engine speed,
coolant temperature.
• The lower the ATS temperature, the higher the accumulation rate.
• The faster the engine, the higher the flow of HC reaching the SCR.
• The lower the coolant temperature, the higher HC emission from the engine.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
Once the critical HC level has been reached, a regeneration is needed to clear the SCR muffler from HC.
NHPH14ENG1099BA 2
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHPH14ENG1098HA 1
(A) Engine Controller Area (B) Diesel Exhaust Fluid (C) Electrical wiring (D) DEF/AdBlue® heater
Network (CAN) (DEF)/AdBlue® plumbing
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHPH14ENG1103AA 3
Normal Running
• The pump pressure is up to 9.0 bar (130.5 psi), and
when the temperature in the SCR chamber is 240.0 °C
(464.0 °F) or greater, the system goes into normal op-
eration and starts injection DEF/AdBlue®.
• The dosing valve is pulse width modulated (PWM) by
the Engine Control Unit (ECU), which has full control
over the amount of DEF/AdBlue® injected.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHVM15ENG0001FA 1
NOTICE: The coolant control valve is directional, if the coolant flow through the valve is reverse (hoses hooked up
incorrectly), the valve will be damaged. Verify the coolant is flowing the correct direction as indicated by the arrow (4)
on the valve.
The coolant control valve is located in a coolant line connected to the engine. When this two position three way valve
is not activated, it sends engine coolant through both the supply module, and the Diesel Exhaust Fluid (DEF)/AdBlue®
supply lines as well as the dosing module injector to thaw the DEF/AdBlue® fluid as the engine is started in freezing
climates. DEF/AdBlue fluid freezes at -11 °C (12 °F). It also degrades at elevated temperatures.
When the DEF/AdBlue® fluid is above freezing, the coolant control valve is activated to only send engine coolant
through the DEF/AdBlue® dosing module injector to then control the maximum temperature of the module as the
engine is operated under load. This temperature regulation minimizes the degradation of the fluid because of the
elevated exhaust temperature. When the engine coolant control valve is activated, coolant is not circulated through
the supply module to prevent heating of the fluid.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHPH14ENG1109FA 1
Engine Control Unit (ECU) (1) Diesel Oxidation Catalyst (DOC) (4)
Supply module (2) Selective Catalytic Reduction (SCR) muffler (5)
Diesel Exhaust Fluid (DEF)/AdBlue® tank (3) Coolant control valve (6)
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHVM14ENG1263FA 2
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHVM14ENG1263FA 3
Signal Threshold
ON OFF
Fluid tank temperature Less than -10.0 °C (14.0 °F) Greater than -8.0 °C (17.6 °F)
Supply module temperature Less than -4.0 °C (24.8 °F) Greater than -4.0 °C (24.8 °F)
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHIL13ENG1391AA 1
The Diesel Oxidation Catalyst (DOC) is a muffler type exhaust after treatment device located first in the exhaust
stream from the engine.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHVM14ENG1274FA 1
Inside the Diesel Oxidation Catalyst (DOC), the exhaust gases will flow through a cell structure (1). The cell structure
surface is covered with a layer of platinum and palladium. These metals provide for the oxidation of the exhaust
gases, and thus achieve the reduction of Carbon Monoxide (CO) and unburned Hydrocarbons ( HC).
The DOC provides the SCR system with the following benefits:
• Breaks down hydrocarbons in the exhaust stream, and heat is the by-product of this reaction.
• Provides proper Selective Catalytic Reduction (SCR) catalyst temperatures in order to reach high nitrogen oxides
efficiency target levels.
• Carbon Monoxide (CO) is oxidized and converted to Carbon Dioxide (CO2).
• The DOC also increases SCR performance at low temperatures as it creates Nitrogen Dioxide (NO2) from the
Nitrogen Oxide (NO) in the exhaust stream.
• The presence of NO2 increases the NOx conversion efficiency of the SCR catalyst.
The DOC is required to achieve as close as possible a 50 % : 50 % ratio of nitrogen oxide to nitrogen dioxide before
the SCR. This maximizes the SCR performance, especially needed at low temperatures.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHIL13ENG1391AA 1
The Selective Catalytic Reduction (SCR) (1) is a muffler type device located second within the exhaust flow from
the engine. In a SCR system, the catalyst serves as the exhaust muffler as well as the device to remove Nitrogen
Oxides (NOx). All engine exhaust flow passes through the SCR catalyst. Within the catalyst, the urea based Diesel
Exhaust Fluid (DEF) reacts with the higher concentrations of (NOx) caused by the combustion cycle. This chemical
reaction converts the NOx into nitrogen and water vapors that pass out the exhaust. The system requires a minimum
temperature of 230 °C (446 °F) to function.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHVM14ENG1273FA 1
The Clean Up Catalyst (CUC) (1) is located inside the Selective Catalytic Reduction (SCR) muffler (2).
The CUC is required to eliminate residual ammonia (NH3) for legislation implications.
It is possible to have too much ammonia in the SCR catalyst. In this case we lose ammonia through the exhaust pipe.
The target to lose is less than 10 ppm out of the exhaust pipe.
The excess ammonia reacts with the CUC and oxygen, and then is converted to nitrogen and water vapors out of the
exhaust.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHPH14ENG1271AA 1
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHPH14ENG0022AA 1
NHPH14ENG0023AA 2
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHPH14ENG0006AA 1
NHPH14ENG0013AA 2
NHPH14ENG0012AA 3
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
1. Place the machine in park and apply the hand brake (if
equipped).
2. Monitor the SCR upstream temperature sensor using
the Electronic Service Tool (EST).
3. Run the machine until the SCR upstream temperature
sensor reads 300 - 330 °C (572 - 626 °F). Use the
methods below to increase engine load if these tem-
peratures cannot be obtained:
• Dynamometer
• Hydraulic flow meter
4. Maintain temperatures at 300 - 330 °C (572 - 626 °F)
for approximately 30 min.
5. Increase engine load until the SCR upstream temper-
ature sensor reads 400 °C (752 °F) and maintain this
temperature for approximately 30 min.
6. Increase engine load until the SCR upstream temper-
ature sensor reads 500 °C (932 °F) and maintain this
temperature for approximately 30 min.
7. Remove the load from the engine and allow the exhaust
temperatures to cool prior to engine shutdown.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NOTE: The item numbers in the table correspond to the callouts in this procedure.
1. Cut out the damaged portion of the DEF/ADBLUE® line
with a tube cutter (6).
RAIL15TR00603AA 1
RAIL15TR01495AA 2
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
RAIL15TR01502AA 3
RAIL15TR01491AA 4
RAIL15TR01496AA 5
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
RAIL15TR00602AA 6
RAIL15TR01501AA 7
8. Press the tube expander into the line until the line
reaches the land on the expander. Remove the tube
expander.
RAIL15TR01493AA 8
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
RAIL15TR01489AA 9
RAIL15TR01503AA 10
11. Press the union into the line with a smooth and steady
motion.
RAIL15TR01504AA 11
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
12. Use an end cutter to crimp the clamp on the line over
the union.
RAIL15TR01499AA 12
NOTE: When completing the repair, be sure to orient the fitting to the required position for re-installation on the ma-
chine prior to pressing the union into the line in step 11.
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
NHPH14ENG0006AA 1
NHPH14ENG0009AA 2
NHPH14ENG0010AA 3
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
RAIL15TR01498AA 1
RAIL15TR01490AA 2
3. Place a clamp (1) over the coolant line. Press the new
line (2) into the smooth section of the existing coolant
line.
NOTE: Engine coolant can be used as a lubricant on the
fitting
RAIL15TR01497AA 3
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Engine - Selective Catalytic Reduction (SCR) exhaust treatment
4. Orient the fitting and tighten the clamp (1) over the
smooth section of the coolant line.
RAIL15TR01500AA 4
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
FUNCTIONAL DATA
SERVICE
Water pump
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Water manifold - Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Water manifold - Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Coolant thermostat
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
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Engine - Engine cooling system
NHIL13ENG0629GA 1
6 cylinder version
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Engine - Engine cooling system
The engine cooling system, closed circuit forced circulation type, generally incorporates the following components:
• Expansion Tank - Placement, shape and dimension are subject to change according to the engine's equipment.
• Radiator - Has the duty to dissipate the heat produced by the engine. The heat is conducted to the cooling liquid
which is then ran through the radiator. Application determines placement and dimensions.
• Viscous fan - Increases the heat dissipating power of the radiator by pulling fresh air over the fins of the radiator.
Also moves ambient air over the engine itself to increase cooling power. This item is also dependant on application.
• Heat exchanger - Cools the lubrication oil. Also application specific.
• Centrifugal water pump - Used to circulate the cooling liquid. Usually belt driven.
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Engine - Engine cooling system
NHIL13ENG0630GA 1
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Engine - Engine cooling system
NHIL13ENG0633AA 1
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Engine - Engine cooling system
NHIL13ENG0634AA 1
2. Use the two mounting bolts (2) to install the water pump
(1) onto the engine block
NHIL13ENG0635AA 2
NHIL13ENG0636AA 3
Next operation:
If you need to install the belt, see Belt - Install (10.414).
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Engine - Engine cooling system
NHIL13ENG1350AA 1
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Engine - Engine cooling system
NHIL13ENG1352AA 1
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Engine - Engine cooling system
NHIL13ENG1351AA 1
2. Remove the thermostat (3) and the seal (2) from the
housing (1).
86082981 2
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Engine - Engine cooling system
86082981 1
NHIL13ENG1351AA 2
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
SERVICE
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Engine - Fan and drive
NHVM14ENG0343AA 1
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Engine - Fan and drive
NHVM14ENG0342AA 1
NHVM14ENG0341AA 2
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Engine - Fan and drive
NHVM14ENG0341AA 1
NHVM14ENG0342AA 2
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Engine - Fan and drive
NHVM14ENG0343AA 1
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Engine - Fan and drive
Belt - Remove
1. Using the proper square drive ratchet in the provided
opening (2), release the tension on the belt (3) by
pulling back on the belt tensioner (1).
2. Remove the belt (3) from all of the pulleys.
NHIL13ENG0671AA 1
Next operation:
Belt - Install (10.414)
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Engine - Fan and drive
Belt - Install
Prior operation:
Belt - Remove (10.414)
1. Install the Poli-V belt (4) on the drive pulley, water pump
(5), alternator (1), fan pulley (2) and on the idler pulley
(3).
2. Insert a square drive ratchet into the relative hole on
the belt tensioner.
3. Pull on the tensioner (6) and slide the belt (4) into place.
NOTE: In case the old belt is to be reused, examine it
carefully first in order to detect any incision or evidence of
stress.
NHIL13ENG0673AA 1
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Engine - Fan and drive
NHIL13ENG0670AA 1
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Engine - Fan and drive
1. Install the belt tensioner (1) and secure with the mount-
ing bolt (2).
2. Torque the bolt (2) to 37 - 49 N·m (27 - 36 lb ft).
NHIL13ENG0670AA 1
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Engine - Fan and drive
NHIL13ENG0670AA 1
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Engine - Fan and drive
1. Install the idler pulley (1) secure with the mounting bolt
(2).
2. Torque bolt (2) to 37 - 49 N·m (27 - 36 lb ft).
NHIL13ENG0670AA 1
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Index
Engine - 10
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Engine - 10
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Contents
Engine - 10
FUNCTIONAL DATA
SERVICE
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Engine - Engine lubrication system
NHIL13ENG0675BA 1
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Engine - Engine lubrication system
Lubrication by forced circulation is achieved through oil pump, placed in the front part of the engine block. From the
pan, the lubrication oil flows to the crankshaft, to the camshaft and to the valve train. Lubrication involves the heat
exchanger as well, the turbocharger and the eventual compressor for any eventual compressed air system. All these
components may often vary according to the specific duty and will therefore be examined in the specific section.
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Engine - Engine lubrication system
NHIL13ENG0674GA 1
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Engine - Engine lubrication system
NHIL13ENG1410AA 1
The valve cover houses the blow-by recirculation system which determines an increase in oil vapor outlet speed and
condenses a part of the vapors at the same time. Condensed oil returns to the oil sump and the residual vapors are
removed by piping and filtered by the blow-by filter. In the blow-by filter, part of the vapors condense and return to the
oil sump. The remaining vapors are put back into circulation.
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Engine - Engine lubrication system
NHIL13ENG1373AA 1
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Engine - Engine lubrication system
NHIL13ENG1373AA 1
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Engine - Engine lubrication system
Specifications
Engine idle 2 bar (29 psi)
Rated speed 4 bar (58 psi)
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Engine - Engine lubrication system
NHIL13ENG1357AA 1
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Engine - Engine lubrication system
1. Lubricate the oil filter O-ring (5) with clean engine oil.
NOTE: Be sure that the O-ring seal from the old engine
oil filter is not still stuck on the oil filter housing and was
removed with the old oil filter.
2. Install the filter (4) onto the oil filter base (1) until contact
is made with the sealing surface.
3. Tighten the oil filter an additional 3/4 of a turn by hand.
4. Apply a new sealing ring on the oil temperature/pres-
sure sensor (2).
5. Install the sensor (2) onto the filter base (1) and secure
with the bolts (3). NHIL13ENG0679AA 1
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Engine - Engine lubrication system
NHIL13ENG0681AA 1
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Engine - Engine lubrication system
NHIL13ENG0682AA 1
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Engine - Engine lubrication system
Prior operation:
Crankshaft damper - Remove (10.110)
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Engine - Engine lubrication system
NHIL13ENG0321AA 1
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Engine - Engine lubrication system
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Engine - Engine lubrication system
1. Install a new oil pump gasket (1) onto the dowels in the
crankcase.
NHIL13ENG0683AA 1
NHIL13ENG0684AA 2
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Engine - Engine lubrication system
93110964 1
5. Pull the filter (3) out of the bottom side of the valve
cover.
NOTE: There may be a slight resistance when pulling the
filter from the valve cover due to the O-ring seal.
93110965 2
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Engine - Engine lubrication system
93110965 1
3. Install the retaining nut (4) on the top side of the valve
cover.
93110964 2
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Engine - Engine lubrication system
NHVM14ENG0180AA 1
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Engine - Engine lubrication system
NHVM14ENG0180AA 1
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Engine - Engine lubrication system
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Engine - Engine lubrication system
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Engine - Engine lubrication system
NHIL13ENG0685AA 1
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Engine - Engine lubrication system
CRIL04J066A01 1
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Index
Engine - 10
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Engine - 10
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10.18 [10.408] / 1
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10.18 [10.408] / 1
Contents
Engine - 10
SERVICE
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Engine - Oil cooler and lines
NHIL13ENG0686AA 1
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Engine - Oil cooler and lines
NOTE: Before any assembly operation always verify that the hole and bolt threads have no evidence of wear or dirt.
1. Place a new gasket (1) on the engine block.
2. Install the oil cooler (2).
3. Place a new gasket (3) on the oil cooler.
4. Install the oil filter base (4).
5. Torque the retaining bolts (5) to 20 - 28 N·m (15 - 21 lb
ft).
NHIL13ENG0687AA 1
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Index
Engine - 10
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CNH Industrial America New Holland Site 100 Brubaker Avenue New Holland, Pennsylvania United States
17557
PRINTED IN U.S.A.
All rights reserved. No part of the text or illustrations of this publication may be reproduced.
CNH policy is one of continuous improvement and the right to change prices, specification or equipment at any
time without notices is reserved.
All data given in this publication is subject to production variations. Dimensions and weight are approximate only
and the illustrations do not necessarily show products in standard condition. For exact information about any
particular product, please consult your CNH Dealer.
48076871 15/11/2016
EN
SERVICE MANUAL
Electrical systems
Electrical systems - 55
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55
CONSUMABLES INDEX
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Electrical systems - 55
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Contents
Electrical systems - 55
FUNCTIONAL DATA
SERVICE
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Electrical systems - Engine control system
NHVM14ENG2264AA 1
Engine Control Unit (ECU)
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Electrical systems - Engine control system
There are two connectors located on the ECU. Both connections have ninety six pin connectors.
The ECU is programmed using the Electronic Service Tool (EST) software, and not the EASY Engine program.
The software that programs the controller uses an anti-tampering procedure. This will automatically be preformed
after programming by the EST without technician involvement.
This will make sure that only released engine software is installed in appropriate vehicle models to prevent engine
software tampering.
The engine controller contains a software algorithm that will calculate a security check value which is read by the
vehicle controller, and validated a few minutes after engine start up.
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Electrical systems - Engine control system
NHIL13ENG0640AA 1
This is an inductive sensor located at the rear left hand side of the engine. The timing sensor generates signals
obtained from a magnetic flux field closing through the holes in the timing gear on the camshaft. The signal generated
by this sensor is utilized by the electronic control unit as an injection phase signal.
Although it is similar to the flywheel sensor, these two devices are not interchangeable because of the different exter-
nal shape.
The sensor impedance is ~900 Ω.
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Electrical systems - Engine control system
NHIL13ENG0641AA 1
The crankshaft sensor is an inductive type sensor that is located on the front of the engine.
The crankshaft sensor produces signals obtained from a magnetic flux field closing through the openings in a tone
wheel installed on the crankshaft. The same signal is utilized to control the eventual electronic engine speed indicator
placed on the vehicle instrument board.
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Electrical systems - Engine control system
NHIL13ENG1411AA 1
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Electrical systems - Engine control system
NHIL13ENG1411AA 1
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Electrical systems - Engine control system
NHPH14ENG0006AA 1
NHIL15ENG0222AA 2
NHIL15ENG0223AA 3
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Electrical systems - Engine control system
NHIL15GEN0016AA 4
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Electrical systems - Engine control system
NHPH14ENG0006AA 1
NHIL15ENG0222AA 2
NHIL15ENG0223AA 3
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Electrical systems - Engine control system
NHIL15GEN0016AA 4
7. Click on “Groups”.
NHIL15GEN0017AA 5
NHIL15GEN0018AA 6
9. Enter a name (1) for the custom list, then click check
mark (2).
NHIL15GEN0019AA 7
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Electrical systems - Engine control system
NHIL15GEN0020AA 8
12. Locate, and highlight your custom group (1) in the list.
NOTE: The created group may be on another page. Use
the “<” and “>” arrows (2) to change pages.
13. Click “Select” (3). Your selected parameters will ap-
pear.
NHIL15GEN0021AA 9
NHIL15GEN0022AA 10
15. Create a name (1) for the report, then click the check
mark (2).
NHIL15GEN0023AA 11
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Electrical systems - Engine control system
16. The “Settings” window will appear. Use the “+” (2) and
“-” (1) buttons to set the desired duration and sampling
rate.
• Duration (4) – The total amount of time you want to
record your selected parameters.
• Sampling (5) – The amount of time between each
log of the parameters during the set duration.
17. Click (3) to start sampling.
NHIL15GEN0024AA 12
NOTE: A blue status bar (2) under the icons in the Settings
window will indicate that the parameters are being logged.
Recording can be stopped at any time during the selected
duration by clicking the stop button (1).
NHIL15GEN0025AA 13
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Electrical systems - Engine control system
18. Once the status bar reaches the end, and the record-
ing is stopped, the flag (1) re-appears.
• Click the icon (2) to view the results of your record-
ing as a graph.
NHIL15GEN0026AA 14
19. Click the icon (1) to generate the report of the data in
the graph.
NHIL15GEN0027AA 15
20. Click the icon (1) and select the desired file format.
NOTE: PDF format is preferred.
NHIL15GEN0028AA 16
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Electrical systems - Engine control system
21. Name the file (1), select the desired location, and click
“Save” (2).
22. Click X (3) to close the graph and continue recording
data as needed.
NHIL15GEN0029AA 17
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Electrical systems - Engine control system
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Electrical systems - Engine control system
NHIL13ENG0508AA 1
(1) Connections for electro-injectors (5) Fuel temperature sensor (9) Oil pressure/temperature sensor
(2) Electro-injector (6) Pressure regulating gauge (10) Fuel pressure sensor
(3) Air pressure/temperature sensor (7) EDC17 CV41 (11) Coolant temperature sensor
(4) Timing system sensor (8) Driving shaft sensor
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Electrical systems - Engine control system
HARNESS 1
(1) Coolant temperature sensor (5) Timing sensor (9) Crankshaft speed sensor
(2) Fuel pressure Sensor (6) Fuel pressure regulator (10) Engine oil temperature sensor
(3) Electro-injector (7) Fuel temperature sensor (11) Connectors for electro-injectors
(4) Air pressure/temperature sensor (8) EDC17 CV41
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Electrical systems - Engine control system
NHIL13ENG0508AA 1
(1) Connections for electro-injectors (5) Fuel temperature sensor (9) Oil pressure/temperature sensor
(2) Electro-injector (6) Pressure regulating gauge (10) Fuel pressure sensor
(3) Air pressure/temperature sensor (7) EDC17 CV41 (11) Coolant temperature sensor
(4) Timing system sensor (8) Driving shaft sensor
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Electrical systems - Engine control system
NHIL13ENG0644AA 1
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Electrical systems - Engine control system
NHIL13ENG0644AA 1
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Electrical systems - Engine control system
NHIL13ENG1358AA 1
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Electrical systems - Engine control system
NHIL13ENG1358AA 1
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Electrical systems - Engine control system
NHPH14ENG0006AA 1
NHPH15ENG0285AA 2
NHPH15ENG0287AA 3
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Index
Electrical systems - 55
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Electrical systems - 55
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Contents
Electrical systems - 55
SERVICE
Engine starter
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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Electrical systems - Engine starting system
NHIL13ENG0645AA 1
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Electrical systems - Engine starting system
NOTE: Before any assembly operation verify that the hole and bolt threads have no evidence of wear or dirt.
1. Install the starter (2) on the flywheel housing (1) and
secure with the three mounting bolts (3).
2. Torque the bolts (3) to 37 - 49 N·m (27 - 36 lb ft).
NHIL13ENG0645AA 1
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Index
Electrical systems - 55
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Electrical systems - 55
Alternator - 301
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Contents
Electrical systems - 55
Alternator - 301
SERVICE
Alternator
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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Electrical systems - Alternator
Alternator - Remove
1. Remove the cables from the back of the alternator.
2. Remove the retaining bolts (2) that secure the alterna-
tor (1) to the support.
3. Remove the alternator (1).
NHIL13ENG0647AA 1
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Electrical systems - Alternator
Alternator - Install
Prior operation:
Alternator - Remove (55.301)
NHIL13ENG0647AA 1
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Index
Electrical systems - 55
Alternator - 301
Alternator - Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Alternator - Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
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Electrical systems - 55
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Contents
Electrical systems - 55
TECHNICAL DATA
Grid heater
Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Grid heater module
Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
SERVICE
Grid heater
Remove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
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Electrical systems - Cold start aid
NHIL13ENG0652AA 1
Specifications
Voltage 12 V
Ground Isolated
Resistance 0.5 Ω
Grid heater activation depends on the lowest reported temperature from the following sensors:
• Fuel temperature sensor
• Oil temperature sensor
• Coolant temperature sensor
The Engine Control Unit (ECU) determines how long to activate the grid heater according to the table below.
Working conditions
Temperature -30.04 °C -25.04 °C -20.04 °C -15.04 °C -7.04 °C -3.14 °C -3.04 °C
(-22.07 °F) (-13.07 °F) (-4.07 °F) (4.93 °F) (19.33 °F) (26.35 °F) (26.53 °F)
Pre-heating 30 s 30 s 20 s 16 s 12 s 8s 0s
Post-heating 120 s 120 s 120 s 90 s 60 s 30 s 0s
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Electrical systems - Cold start aid
Specifications
Manufacturer TYCO
Voltage 12 V
Continuous current @ 85 °C (185 °F) 150 A
Maximum switching voltage 60 V
Working temperature range -40 - 125 °C (-40 - 257 °F)
Power consumption 3.3 W
Coil resistance 15 Ω
See Grid heater - Technical Data (55.202) for additional details about grid heater operation.
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Electrical systems - Cold start aid
NHIL13ENG1353AA 1
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Electrical systems - Cold start aid
NHIL13ENG1354AA 1
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Index
Electrical systems - 55
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Electrical systems - 55
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Contents
Electrical systems - 55
TECHNICAL DATA
FUNCTIONAL DATA
SERVICE
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Electrical systems - Fuel injection system
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Electrical systems - Fuel injection system
NHIL13ENG0654FA 1
Settings:
• 80 °C (176 °F) - 304 - 342 Ω
• 20 °C (68 °F) - 2262 - 2760 Ω
• -10 °C (14 °F) - 8244 - 10661 Ω
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Electrical systems - Fuel injection system
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Electrical systems - Fuel injection system
NHIL13ENG0655FA 1
(1) Fuel temperature sensor
This sensor has a variable resistor able to detect the fuel temperature to provide the engine control module an index
of the fuel thermal status.
The resistor to 20 °C (68 °F) = 2.5 k Ω.
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Electrical systems - Fuel injection system
NHIL13ENG1010FA 1
Common rail
The common rail provides high pressure fuel to the fuel injectors. The common rail has an internal volume sized to
quickly pressurize the fuel at start up, while having a sufficient volume to support full load fuelling rates. The volume in
the common rail is sufficient to allow the injectors to supply fuel to the cylinders under full load, while still maintaining a
stabile rail pressure, from fuel supplied by the high pressure pump. The PRV and fuel pressure sensor are integrated
within the common rail.
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Electrical systems - Fuel injection system
Fuel injectors
Engine load and rpm are controlled by the fuel injectors. The load requested by the operator is controlled by throttle
position and converted into a fuel quantity by the ECU. The ECU controls the amount and timing of the fuel injection
(using current fuel rail pressure as a factor). If the engine is difficult to start (excessive cranking time and no fault
codes present), you may have fuel injector mechanical problems.
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Electrical systems - Fuel injection system
NHIL13ENG0656AA 1
Mounted on the end of the rail, this sensor measures the internal fuel pressure and informs the control unit of the
value (feedback). The injection pressure value is used as a pressure control feedback signal and to determine the
duration of the electrical injection command.
The power supply is 5 V.
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Electrical systems - Fuel injection system
NHIL13ENG0593AA 1
Next operation:
Fuel pressure sensor - Install (55.010)
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Electrical systems - Fuel injection system
1. Install the fuel pressure sensor (1) into the end of the
common rail.
2. Torque the sensor to 30 - 35 N·m (22 - 26 lb ft).
3. Connect the electrical connection.
NHIL13ENG0593AA 1
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Electrical systems - Fuel injection system
NHIL13ENG1347AA 1
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Electrical systems - Fuel injection system
NHIL13ENG1347AA 1
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Electrical systems - Fuel injection system
NHIL13ENG0499AA 1
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Electrical systems - Fuel injection system
NHIL13ENG0499AA 1
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Index
Electrical systems - 55
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Electrical systems - 55
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Contents
Electrical systems - 55
TECHNICAL DATA
FUNCTIONAL DATA
SERVICE
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Electrical systems - Engine intake and exhaust system
Pressure Volts
6.9 bar (100 psi) 0.400 V
79.3 bar (1150 psi) 4.650 V
Temperature Ohms
-40 °C (-40 °F) 45303 Ω
-30 °C (-22 °F) 26108 Ω
-20 °C (-4 °F) 15458 Ω
-10 °C (14 °F) 9395 Ω
-5 °C (23 °F) 7413 Ω
0 °C (32 °F) 5895 Ω
5 °C (41 °F) 4711 Ω
10 °C (50 °F) 3791 Ω
15 °C (59 °F) 3068 Ω
20 °C (68 °F) 2499 Ω
25 °C (77 °F) 2056 Ω
30 °C (86 °F) 1706 Ω
35 °C (95 °F) 1411 Ω
40 °C (104 °F) 1174 Ω
50 °C (122 °F) 833.8 Ω
60 °C (140 °F) 595.4 Ω
70 °C (158 °F) 435.6 Ω
80 °C (176 °F) 322.5 Ω
90 °C (194 °F) 243.1 Ω
100 °C (212 °F) 186.6 Ω
110 °C (230 °F) 144.2 Ω
120 °C (248 °F) 112.7 Ω
130 °C (266 °F) 89.28 Ω
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Electrical systems - Engine intake and exhaust system
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Electrical systems - Engine intake and exhaust system
NHIL13ENG0658AA 1
Reference Description
1 Ground
2 NTC signal (temperature)
3 +5 V power input
4 Signal (pressure)
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Electrical systems - Engine intake and exhaust system
NHIL13ENG1364AA 1
The exhaust flap is an electrically controlled throttling valve located in the exhaust plumbing at the outlet of the tur-
bocharger. This valve is opened or closed by the Engine Control Unit (ECU) based upon the temperature in the
exhaust stream at the Diesel Oxidation Catalyst (DOC) and the Selective Catalytic Reduction (SCR). Data between
the exhaust flap and the ECU is transmitted via the engine Controller Area Network (CAN) data bus.
• The exhaust flap helps the SCR to reach optimal temperature as quickly as possible by increasing the exhaust gas
back pressure, and consequently exhaust gas temperature.
• The exhaust flap restricts the exhaust flow, and places a load on the engine. The load causes the engine to inject
more fuel to maintain desired rpm. The result will elevate exhaust temperatures, and will maintain proper exhaust
temperature for NOx reduction.
• Engine coolant helps to cool the exhaust flap.
• If a fault occurs, it will broadcast it on the CAN bus to the ECU. Internal faults cannot be repaired.
• The flap can be tested mechanically by moving the flap by hand, and listening for a metallic sound when deadhead-
ing in closed position.
• Upon start up, the flap will cycle to a fully closed position, back to a fully open position and then to a 5.0 % closed
position.
For general specification see Exhaust flap actuator - General specification (55.014).
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Electrical systems - Engine intake and exhaust system
NHIL13ENG0658AA 1
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Electrical systems - Engine intake and exhaust system
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Electrical systems - Engine intake and exhaust system
NHIL13ENG0658AA 1
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Index
Electrical systems - 55
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Electrical systems - 55
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Contents
Electrical systems - 55
TECHNICAL DATA
FUNCTIONAL DATA
SERVICE
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Filter - Install - Supply module filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Nitrogen Oxide (NOx) sensor
Configure - Reset ECU data (Upstream sensor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Configure - Reset ECU data (Downstream sensor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Diesel Exhaust Fluid (DEF)/AdBlue® dosing module
Configure - Reset ECU data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Diesel Exhaust Fluid (DEF)/AdBlue® quality sensor
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
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CONSUMABLES INDEX
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHIL13ENG1362AA 1
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
Voltage output
Relative humidity Minimum Nominal Maximum
10 % 1145 mV 1205 mV 1265 mV
15 % 1294 mV 1355 mV 1416 mV
20 % 1440 mV 1500 mV 1560 mV
25 % 1583 mV 1640 mV 1697 mV
30 % 1717 mV 1770 mV 1823 mV
35 % 1848 mV 1905 mV 1962 mV
40 % 1969 mV 2030 mV 2091 mV
45 % 2090 mV 2155 mV 2220 mV
50 % 2207 mV 2275 mV 2343 mV
55 % 2328 mV 2400 mV 2472 mV
60 % 2444 mV 2520 mV 2596 mV
65 % 2561 mV 2640 mV 2719 mV
70 % 2687 mV 2770 mV 2853 mV
75 % 2808 mV 2895 mV 2982 mV
80 % 2914 mV 3020 mV 3126 mV
85 % 3024 mV 3150 mV 3276 mV
90 % 3137 mV 3285 mV 3433 mV
95 % 3240 mV 3410 mV 3581 mV
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
Hydraulic capability
Normal circulation and no injection Average 8 kg/hr (18 lb/hr)
Maximum with the small urea injector Average 15 kg/hr (33 lb/hr) ( 8 kg/hr (18 lb/hr) + 7 kg/hr
(15 lb/hr))
Maximum with the large urea injector Average 20 kg/hr (44 lb/hr) ( 8 kg/hr (18 lb/hr) +
12 kg/hr (26 lb/hr))
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
Maximum ratings
Voltage 48 V
Current 300 mA
Power 1.25 W
Negative Temperature Coefficient (NTC) 500 Ω
Temperature Resistance
-40 °C (-40 °F) 23342 Ω
-30 °C (-22 °F) 13018 Ω
-20 °C (-4 °F) 7569 Ω
-10 °C (14 °F) 4569 Ω
0 °C (32 °F) 2854 Ω
10 °C (50 °F) 1838 Ω
20 °C (68 °F) 1217 Ω
25 °C (77 °F) 1000 Ω
30 °C (86 °F) 826.70 Ω
40 °C (104 °F) 574.60 Ω
50 °C (122 °F) 407.40 Ω
60 °C (140 °F) 293.70 Ω
70 °C (158 °F) 214.90 Ω
80 °C (176 °F) 159.30 Ω
90 °C (194 °F) 119.40 Ω
100 °C (212 °F) 90.46 Ω
110 °C (230 °F) 69.16 Ω
120 °C (248 °F) 53.32 Ω
130 °C (266 °F) 41.44 Ω
140 °C (284 °F) 32.43 Ω
150 °C (302 °F) 25.56 Ω
NOTE: The level sensor specifications vary depending on the size of the DEF/AdBlue® tank.
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHIL13ENG1361AA 1
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHIL13ENG1362AA 1
The intake air humidity sensor is located in the inlet air plumbing between the air filter and the turbocharger. The
sensor monitors the humidity, and temperature of incoming air. The incoming air humidity value is used to correct the
estimation of raw engine NOx production, in order to properly adjust Diesel Exhaust Fluid (DEF)/AdBlue® injection.
This sensor reports information to the ECU.
For general specification see Selective Catalytic Reduction (SCR) humidity sensor - General specification
(55.988).
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHIL13ENG1379AA 1
Position the sensor in the exhaust pipe, as close as possible to the DOC inlet to meet the threshold; 5 °C (41 °F)
temperature drop under all operating conditions. Make sure there is no external injection of air/gas upstream or close
to the sensor.
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHIL14ENG0137HA 1
The supply module integrates a pump, valves, sensors and a filter within an environmentally secure box. It’s
main function is to control the pressure and the amount of Diesel Exhaust Fluid (DEF)/AdBlue® that is injected
into the exhaust gases.
• A DEF fluid pump delivers fluid from the supply tank to the dosing injection module.
• A reversing valve returns flow from the system back to the DEF supply tank as the system is shutdown. The pump
may run up to 90 s after shutdown.
• The DEF fluid temperature sensor monitors the temperature at the supply module.
• The DEF fluid pressure sensor monitors the fluid pressure to the dosing module.
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
• A main DEF filter removes finer contamination. Refer to the machine operators manual for the service interval and
procedure for this filter.
• A DEF fluid supply connector is connected to the supply line from the DEF tank. This connector is fitted with a filter
that is never expected to require service.
• A DEF fluid return connector is connected to the return line to the DEF tank. This connector is fitted with a filter that
is never expected to require service.
• A DEF fluid pressure supply connector is connected to the outlet line to the dosing module.
• An engine coolant supply connector supplies warmed engine coolant to thaw frozen DEF fluid in the supply module
when operating in freezing climates. Engine coolant only flows through this connector at freezing temperature to
prevent overheating of the DEF fluid. This coolant flow is controlled by the engine coolant control valve.
• An engine coolant return connector returns engine coolant required to thaw frozen DEF fluid in the supply module
when operating in freezing climates.
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHVM14ENG1266BA 1
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHIL13ENG1382AA 1
The NOx sensor consists of two components, the sensor (2) in the exhaust stream, and also the controller (1) which
reports the data to the Engine Control Unit (ECU) via the engine Controller Area Network (CAN) data bus.
Once the Selective Catalytic Reduction (SCR) chamber is up to operating temperature 240.0 °C (464.0 °F), Diesel
Exhaust Fluid (DEF)/AdBlue® can be injected into the system per engine calculations (open loop).
After approximately 6 - 15 min (if catalyst and engine temperature is reached and maintained), the NOx sensors will
come online, and DEF/AdBlue® will be injected based on the sensors readings (closed loop).
The time delay (Dew point) is needed to ensure no moisture is on the sensing tips of the sensors which could
damage them upon initial startup.
• The Upstream NOx sensor will appear online before the Downstream due to its position.
• The NH3 sensor will appear online immediately after the Downstream NOx sensor appears.
• If viewing the “Dew Point” parameter of the sensors, it will read “not ready” until the moisture is wicked off the tip
of the sensor. Then it will read “Ready”.
• When turning the key switch ON then OFF then ON, the dew point (warm up cycle) begins again. The NOx sensors
may return to a “Ready” status quicker than previously depending upon engine shut down time, engine coolant,
and catalyst temperature.
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHIL13ENG1381AA 1
The dosing module injector is mounted in the exhaust stream near the outlet of the Diesel Oxidation Catalyst
(DOC). The dosing module injector injects a metered amount of Diesel Exhaust Fluid (DEF)/AdBlue® to reduce
NOx levels. It consists of the following components:
• The dosing valve regulates the delivery of DEF/AdBlue® fluid to the exhaust stream. The Engine Control Unit (ECU)
controls this electric solenoid type valve.
• The dosing injection module is cooled by engine coolant circulating through the valve. Hot DEF/AdBlue® fluid can
cause deposits to build up causing blockages in the system.
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHIL13ENG1380EA 1
The temperature of the DEF/AdBlue® fluid is important to the Selective Catalytic Reduction (SCR) control system.
The fluid freezes at -11 °C (12 °F). It also degrades at elevated temperatures.
If the fluid is not injected or if it has been contaminated reduced engine power results. A level sensor is installed in the
tank, and the instrument cluster screen displays that fluid level. These sensors report the tank level and temperature
signals to the Engine Control Unit (ECU).
As the float raises and lowers, it will OPEN/Close the switch for each resistor, changing the resistance from the supply
to the return connections. If the fluid level is low, a message will be displayed to the operator, and or reduce engine
power.
The temperature sensor helps determine when the defrosting cycle becomes activated for heating the frozen fluid. If
the fluid temperature is low, the coolant control valve is activated to thaw the fluid.
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHIL13ENG1383AA 1
The quality of the Diesel Exhaust Fluid (DEF)/AdBlue® fluid is important to the proper function of the Selective Cat-
alytic Reduction (SCR) system. The quality sensor monitors the quality of the fluid and reports this information to the
Engine Control Unit (ECU) via the engine CAN data bus. The quality sensor is mounted to the bottom of the tank.
The sensor has two small sensing holes. The fluid enters one hole, and exits the other hole.
• By using two measuring modes, liquids that have similar heat conductivity can be distinguished.
• Measurements are taken approximately every twenty seconds.
If diesel is accidently put into the DEF/AdBlue® tank, the sensor will detect bad concentration, once the diesel that is
floating in the tank gets to the level of the quality sensor. If diesel enters the quality sensor, then the sensor must be
replaced.
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHVM14ENG1265AA 1
The Selective Catalytic Reduction (SCR) outlet NH3 sensor is located in the exhaust stream at the outlet of the SCR.
The NH3 sensor measures the amount of ammonia (NH3) within the exhaust flow after the SCR catalytic reaction.
This NH3 sensor consists of two components, the sensor in the exhaust stream and also the processor which reports
the data to the Engine Control Unit (ECU) via the engine Controller Area Network (CAN) data bus.
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
RAIL13GEN0034AA 1
RAIL13GEN0027AA 2
3. Remove the filter tool from the new filter element pack-
age. Based on the color of your filter element, insert
the correct end of the filter tool into the filter element.
RAIL13GEN0028AA 3
RAIL13GEN0029AA 4
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
5. Pull the tool with filter element out of the supply module.
RAIL13GEN0030AA 5
RAIL13GEN0031AA 6
Next operation:
Diesel Exhaust Fluid (DEF)/AdBlue® supply module Filter - Install - Supply module filter (55.988)
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
1. Oil the O-rings on the new filter element. Insert the filter
element fully into the supply module.
RAIL13GEN0032AA 1
RAIL13GEN0027AA 2
RAIL13GEN0026AA 3
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHPH14ENG0006AA 1
NHPH14ENG0016AA 2
NHPH14ENG0017AA 3
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHPH14ENG0006AA 1
NHPH14ENG0014AA 2
NHPH14ENG0015AA 3
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHPH14ENG0006AA 1
NHPH15ENG0286AA 2
NHPH15ENG0288AA 3
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Electrical systems - Selective Catalytic Reduction (SCR) electrical system
NHIL15ENG0138AA 1
NHIL15ENG0140AA 2
NHIL15ENG0138AA 3
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Index
Electrical systems - 55
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Electrical systems - 55
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Contents
Electrical systems - 55
TECHNICAL DATA
FUNCTIONAL DATA
SERVICE
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Electrical systems - Engine cooling system
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Electrical systems - Engine cooling system
NHIL13ENG0659AA 1
This is a variable resistance sensor able to read the coolant temperature in order to provide the control unit with an
indication of the thermal status of the engine.
The same signal is utilized by the control unit to drive an instrument panel gauge, if present.
The sensor is connected to the control unit.
The impedance of the coolant temperature sensor at 20 °C (68 °F) is approximately 2.50 Ω.
Reference Description
1 Ground
2 Temperature signal
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Electrical systems - Engine cooling system
NHIL13ENG1408AA 1
Next operation:
Engine coolant temperature sensor - Install (55.012)
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Electrical systems - Engine cooling system
NHIL13ENG1408AA 1
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Index
Electrical systems - 55
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Electrical systems - 55
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Contents
Electrical systems - 55
FUNCTIONAL DATA
SERVICE
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Electrical systems - Engine oil system
NHIL13ENG0662AA 1
Reference Description
1 Ground
2 NTC signal (temperature)
3 +5 V power input
4 Signal (pressure)
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Electrical systems - Engine oil system
NHIL13ENG0663AA 1
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Electrical systems - Engine oil system
NHIL13ENG0663AA 1
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Electrical systems - Engine oil system
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Electrical systems - Engine oil system
NHIL13ENG0664AA 1
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Electrical systems - Engine oil system
NHIL13ENG0664AA 1
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Index
Electrical systems - 55
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Contents
Electrical systems - 55
DIAGNOSTIC
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Electrical systems - Electronic modules
Test N°2
Test Point Condition
Verify condition of the SCR sensor control modules supply voltage fuse F-9109.
Check
Use a multimeter to check for voltage from the circuit side of the SCR Fuse F-9109 connector X-9173
pin 1 to chassis ground.
Expected Result
Result 12.0 V
Action
Go to test 8
Other Result
Result No voltage
(Possible Action
Cause) Go to test 3
Test N°3
Test Point Condition
Check for SCR sensor control modules supply voltage.
Check
Use a multimeter to check for voltage from the harness side of the Auxiliary relay K-9107 connector
X-9124 pin 4 to chassis ground.
Expected Result
Result 12.0 V
Action
There is an open circuit condition in the SCR sensors harness between the Auxiliary relay K-9107 con-
nector X-9124 pin 4 and the SCR Fuse F-9109 connector X-9173 pin 1, wire VE-219A. Locate and repair
the open conductor.
Other Result
Result No voltage
(Possible Action
Cause) Go to test 4
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Electrical systems - Electronic modules
Test N°4
Test Point Condition
Check for Auxiliary relay K-9107 supply voltage.
Check
Use a multimeter to check for voltage from the harness side of the Auxiliary relay K-9107 connector
X-9124 pin 3 to chassis ground.
Expected Result
Result 12.0 V
Action
Go to test 13
Other Result
Result No voltage
(Possible Action
Cause) Go to test 5
Test N°5
Test Point Condition
Check for Auxiliary relay K-9107 supply voltage.
Check
Use a multimeter to check for voltage from the circuit side of the Auxiliary relay fuse F-9106 connector
X-9174 pin 1 to chassis ground.
Expected Result
Result 12.0 V
Action
There is an open circuit condition in the application harness between the Auxiliary relay K-9107 connector
X-9124 pin 3 and the Auxiliary relay fuse F-9106 connector X-9174 pin 1, wire VE-217. Locate and repair
the open conductor.
Other Result
Result No voltage
(Possible Action
Cause) Go to test 6
Test N°6
Test Point Condition
Verify condition of the Auxiliary relay fuse F-9106.
Check
Use a multimeter to check for voltage from the circuit side of the Auxiliary relay fuse F-9106 connector
X-9152 pin 1 to chassis ground.
Expected Result
Result 12.0 V
Action
Go to test 17
Other Result
Result No voltage
(Possible Action
Cause) Go to test 7
Test N°7
Test Point Condition
Check for Auxiliary relay K-9107 supply voltage.
Check
Use a multimeter to check for voltage from the circuit side of the Battery disconnect switch S-9100 from
connector X-9157 pin 1 to chassis ground.
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Electrical systems - Electronic modules
Expected Result
Result 12.0 V
Action
There is an open circuit condition in the application supply harness between the Battery disconnect switch
S-9100 and the Auxiliary relay fuse F-9106, wire VE-215C or there may be an ancillary component, such
as an eStop device, included in the supply circuit. Refer to the appropriate application schematics to
locate and restore the Auxiliary relay K-9107 supply voltage.
Other Result
Result No voltage
(Possible Action
Cause) Refer to the appropriate application schematics to locate and restore the Auxiliary relay K-9107 supply
voltage.
Test N°8
Test Point Condition
The SCR Fuse F-9109 is blown. Check for short to ground circuit condition, before replacing.
Check
Use a multimeter to check for continuity from the circuit side of the SCR Fuse F-9109 connector X-9149
pin 1 to chassis ground.
Expected Result
Result No continuity
Action
Replace the SCR Fuse F-9109.
Other Result
Result Continuity
(Possible Action
Cause) There is a short to ground condition in the SCR Fuse F-9109 supply circuit.
Go to test 9
Test N°9
Test Point Condition
Verify the condition of the SCR downstream NOx sensor A-9102. Disconnect the SCR sensors supply
harness from the SCR downstream NOx sensor A-9102 at connector X-9134.
Check
Use a multimeter to re-check for continuity from the circuit side of the SCR Fuse F-9109 connector X-9149
pin 1 to chassis ground.
Expected Result
Result No continuity
Action
The SCR downstream NOx sensor A-9102 has failed internally. Replace the sensor.
Other Result
Result Continuity
(Possible Action
Cause) Go to test 10
Test N°10
Test Point Condition
Verify the condition of the DOC upstream NOx sensor A-9103. Disconnect the SCR sensors supply
harness from the DOC upstream NOx sensor A-9103 at connector X-9133.
Check
Use a multimeter to re-check for continuity from the circuit side of the SCR Fuse F-9109 connector X-9149
pin 1 to chassis ground.
Expected Result
Result No continuity
Action
The DOC upstream NOx sensor A-9103 has failed internally. Replace the sensor.
Other Result
Result Continuity
(Possible Action
Cause) Go to test 11
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Electrical systems - Electronic modules
Test N°11
Test Point Condition
Verify the condition of the Urea quality sensor A-9104. Disconnect the SCR sensors supply harness from
the Urea quality sensor A-9104 at connector X-9131.
Check
Use a multimeter to re-check for continuity from the circuit side of the SCR Fuse F-9109 connector X-9149
pin 1 to chassis ground.
Expected Result
Result No continuity
Action
The Urea quality sensor A-9104 has failed internally. Replace the sensor.
Other Result
Result Continuity
(Possible Action
Cause) Go to test 12
Test N°12
Test Point Condition
Verify the condition of the NH3 Controller A-9101. Disconnect the SCR sensors supply harness from the
NH3 Controller A-9101 at connector X-9132.
Check
Use a multimeter to re-check for continuity from the circuit side of the SCR Fuse F-9109 connector X-9149
pin 1 to chassis ground.
Expected Result
Result No continuity
Action
The NH3 Controller A-9101 has failed internally. Replace the controller.
Other Result
Result Continuity
(Possible Action
Cause) There is a short to ground condition in the SCR sensors supply harness between the SCR Fuse F-9109
and the SCR sensors on one of the following conductors:
- VE-193B, between the SCR Fuse F-9109 connector X-9149 pin 1 and the SCR sensors supply harness
splice (SP-9137),
- VE-193A, between the SCR sensors supply harness splice (SP-9137) and the SCR downstream NOx
sensor A-9102 connector X-9134 pin 1,
- VE-193, between the SCR sensors supply harness splice (SP-9137) and the DOC upstream NOx sen-
sor A-9103 connector X-9133 pin 1,
- VE-912, between the SCR sensors supply harness splice (SP-9137) and the Urea quality sensor A-9104
connector X-9131 pin 3,
- VE-192A, between the SCR sensors supply harness splice (SP-9137) and the NH3 Controller A-9101
connector X-9132 pin 1.
Locate and repair the grounded conductor.
Test N°13
Test Point Condition
Verify the status of the Auxiliary relay K-9107, high side, control signal.
Check
Use a multimeter to check for voltage from the harness side of the Auxiliary relay K-9107 connector
X-9124 pin 1 to chassis ground.
Expected Result
Result 12.0 V
Action
The Auxiliary relay K-9107 has failed internally. Replace the relay.
Other Result
Result No voltage
(Possible Action
Cause) Go to test 14
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Electrical systems - Electronic modules
Test N°14
Test Point Condition
Verify the status of the Engine Control Unit (ECU) A-9000, high side driver, control signal circuit. Carefully
disconnect the vehicle harness from the ECU A-9000 at connector X-9001. Place a jumper wire between
the harness side of connector X-9001 pin 20 and chassis ground.
Check
Use a multimeter to check for continuity from the harness side of the Auxiliary relay K-9107 connector
X-9124 pin 1 to chassis ground.
Expected Result
Result Continuity
Action
Go to test 15
Other Result
Result No continuity
(Possible Action
Cause) There is an open circuit condition in the vehicle and application harnessing between the Auxiliary relay
K-9107 connector X-9124 pin 1 and the ECU A-9000 connector X-9001 pin 20, wire VE-179. Locate
and repair the open conductor.
Test N°15
Test Point Condition
Verify the status of the Auxiliary relay K-9107, low side, control signal.
Check
Use a multimeter to check for voltage from the harness side of the Auxiliary relay K-9107 connector
X-9124 pin 1 to the harness side of the Auxiliary relay K-9107 connector X-9124 pin 2.
Expected Result
Result 12.0 V
Action
The Auxiliary relay K-9107 has failed internally. Replace the relay.
Other Result
Result No voltage
(Possible Action
Cause) Go to test 16
Test N°16
Test Point Condition
Verify the status of the ECU A-9000, low side driver, control signal circuit. Carefully disconnect the vehicle
harness from the ECU A-9000 at connector X-9001. Place a jumper wire between the harness side of
connector X-9001 pin 45 and chassis ground.
Check
Use a multimeter to check for continuity from the harness side of the Auxiliary relay K-9107 connector
X-9124 pin 2 to chassis ground.
Expected Result
Result Continuity
Action
The ECU A-9000 has failed internally. Re-flash the module with the appropriate software. If the re-flash
does not resolve the problem, replace the module.
Other Result
Result No continuity
(Possible Action
Cause) There is an open circuit condition in the vehicle and application harnessing between the Auxiliary relay
K-9107 connector X-9124 pin 2 and the ECU A-9000 connector X-9001 pin 45, wire VE-180. Locate
and repair the open conductor.
Test N°17
Test Point Condition
The Auxiliary relay fuse F-9106 is blown. Check for short to ground circuit condition, before replacing.
Check
Use a multimeter to check for continuity from X-9174 pin 1 to chassis ground.
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Electrical systems - Electronic modules
Expected Result
Result Continuity
Action
Go to test 18
Other Result
Result No continuity
(Possible Action
Cause) Go to test 19
Test N°18
Test Point Condition
The Auxiliary relay fuse F-9106 is blown. Check for short to ground circuit condition, before replacing.
Check
Use a multimeter to check for continuity from the Auxiliary relay K-9107 connector X-9124 pin 3 to Aux-
iliary relay K-9107 connector X-9124 pin 2.
Expected Result
Result Continuity
Action
The Auxiliary relay K-9107 has failed internally. Replace the relay.
Other Result
Result No continuity
(Possible Action
Cause) There is a short to ground condition in the application harness to the Auxiliary relay K-9107 between the
Auxiliary relay fuse F-9106 connector X-9174 pin 1 and the auxiliary relay K-9107 connector X-9124 pin
3, wire VE-217. Locate and repair the grounded conductor.
Test N°19
Test Point Condition
The Auxiliary relay fuse F-9106 is blown. Check for short to ground circuit condition, before replacing.
Check
Use a multimeter to check for continuity from the Auxiliary relay K-9107 connector X-9124 pin 4 to chassis
ground.
Expected Result
Result Continuity
Action
There is a short to ground condition in the Auxiliary relay supply harness between the Auxiliary relay
K-9107 connector X-9124 pin 4 and the Engine sourcing fuses on one of the following conductors:
- VE-219, between the Auxiliary relay K-9107 connector X-9124 pin 4 and the Auxiliary relay supply
harness splice (SP-9115),
- the wire between the Auxiliary relay supply harness splice (SP-9115) and the Electric water pump con-
troller fuse F-9108,
- VE-219A, between the Auxiliary relay supply harness splice (SP-9115) and the SCR sensors fuse
F-9109,
- the wire between the Auxiliary relay supply harness splice (SP-9115) and the Engine plug C F-9107
fuse.
Locate and repair the grounded conductor.
Other Result
Result No continuity
(Possible Action
Cause) Replace the Auxiliary relay fuse F-9106.
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Index
Electrical systems - 55
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CNH Industrial America New Holland Site 100 Brubaker Avenue New Holland, Pennsylvania United States
17557
PRINTED IN U.S.A.
All rights reserved. No part of the text or illustrations of this publication may be reproduced.
CNH policy is one of continuous improvement and the right to change prices, specification or equipment at any
time without notices is reserved.
All data given in this publication is subject to production variations. Dimensions and weight are approximate only
and the illustrations do not necessarily show products in standard condition. For exact information about any
particular product, please consult your CNH Dealer.
48076871 15/11/2016
EN
SPECIAL TOOL INDEX
48076871 15/11/2016
Genuine Reference PAGE
380000988 [Starter opening Engine flywheel - Install 10.6 / 5
plate and Flywheel Rotation
Blocker]
380001001 [Set Of 2 Gauges Engine flywheel - Install 10.6 / 5
For Angular Tightening With
1/2” And 3/4” Square Mount]
380000988 [Starter opening Engine flywheel - Remove 10.6 / 7
plate and Flywheel Rotation
Blocker]
380000988 [Starter opening Engine flywheel - Install 10.6 / 11
plate and Flywheel Rotation
Blocker]
380001001 [Set Of 2 Gauges Engine flywheel - Install 10.6 / 11
For Angular Tightening With
1/2” And 3/4” Square Mount]
99340055 [Front Seal Crankshaft oil seal Front seal - Remove 10.6 / 14
Remover]
380000669 [Seal Extraction Crankshaft oil seal Front seal - Remove 10.6 / 14
Tool]
380000666 [Crankshaft Front Crankshaft oil seal Front seal - Install 10.6 / 15
Seal Installer]
380000669 [Seal Extraction Crankshaft oil seal Rear seal - Remove 10.6 / 16
Tool]
99346253 [Rear Seal Installer] Crankshaft oil seal Rear seal - Install 10.6 / 17
380000362 [Crankshaft Lifting Crankshaft - Remove 10.6 / 18
Hook]
380000362 [Crankshaft Lifting Crankshaft - Remove 10.6 / 20
Hook]
380000362 [Crankshaft Lifting Crankshaft Journal - Clearance 10.6 / 23
Hook]
380001001 [Set Of 2 Gauges Crankshaft Journal - Clearance 10.6 / 24
For Angular Tightening With
1/2” And 3/4” Square Mount]
380000362 [Crankshaft Lifting Crankshaft - Install 10.6 / 25
Hook]
380001717 [Crankshaft Gear Crankshaft gears - Replace 10.6 / 26
Puller]
34591-00100 [Oil Filter Fuel filters - Remove 10.10 / 4
Wrench]
380140055 [Fuel Supply / Fuel injection system - Test Common rail fuel injection - Fuel 10.11 / 29
Leakage Test Kit] supply/Leakage test
380100056 [Gauge and Hose Fuel injection system - Test Common rail fuel injection - Fuel 10.11 / 29
Assembly] supply/Leakage test
380100057 [Pressure Gauge Fuel injection system - Test Common rail fuel injection - Fuel 10.11 / 29
and Hose Assembly] supply/Leakage test
380001099 [Fuel Injector Fuel injectors - Remove 10.11 / 43
Extractor]
84480632 [Hand Tool (DEF Diesel Exhaust Fluid 10.14 / 32
Line Repair)]
84153500 [CLAMPING JAWS Diesel Exhaust Fluid 10.14 / 32
FOR TUBE 8.8X1.4]
84480634 [CLAMPING JAWS Diesel Exhaust Fluid 10.14 / 32
FOR TUBE OD 8mm AND
NW10 CORRUGATE]
84153502 [TOOLING Diesel Exhaust Fluid 10.14 / 32
COLLET FOR NW6
(AD-BLUE)]
84153504 [WIDENING SPIKE Diesel Exhaust Fluid 10.14 / 32
FUR TUBE 8.8X1.4]
84480637 [TUBE SCISSORS] Diesel Exhaust Fluid 10.14 / 32
48076871 15/11/2016
Genuine Reference PAGE
84480640 [SPARE TUBE Diesel Exhaust Fluid 10.14 / 32
BLADE]
84480637 [TUBE SCISSORS] Selective Catalytic Reduction 10.14 / 38
84480640 [SPARE TUBE Selective Catalytic Reduction 10.14 / 38
BLADE]
380000670 [Oil Filter Wrench] Engine oil filter - Remove 10.17 / 10
OEM Reference PAGE
OEM1032 [Dial Bore Gauge ] Crankcase Bore - Check 10.1 / 14
OEM1032 [Dial Bore Gauge ] Camshaft bushings - Measure 10.3 / 21
OEM1032 [Dial Bore Gauge ] Piston pin bushings - Check 10.5 / 20
48076871 15/11/2016
CNH Industrial America New Holland Site 100 Brubaker Avenue New Holland, Pennsylvania United States
17557
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CNH policy is one of continuous improvement and the right to change prices, specification or equipment at any
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All data given in this publication is subject to production variations. Dimensions and weight are approximate only
and the illustrations do not necessarily show products in standard condition. For exact information about any
particular product, please consult your CNH Dealer.
48076871 15/11/2016
EN