Engine CNH Trainee MPTS ™

Cursor Engine
General information
Geert Vandenbriele - Originator engines
Copyright © 2012 CNH Belgium - All rights reserved.
The “CURSOR” Engine
Characteristics:
- 3 engines / 6 cylinders in-line

- Displacement: 9 - 10 - 13 litres
- Power from 240 to 600 HP
- Multivalve (4 per cylinder)
- High pressure unit injectors (1600 bar)
- Common Rail injectors (Cursor 9)
- Low noise structure
- Rear timing gear system
- Engine functions electronically controlled
2
The “CURSOR” Engine
Decompression brake available
Overhead camshaft Unit injectors or Common Rail
4 valves per cylinder
Integrated inlet Wastegate turbo or

manifold Variable geometry
turbo
Single cylinder
Air compressor
Integrated heat exchanger
Extra fine fibre oil filters
Engine fitted EMC

with/without fuel cooling
Elastic oil sump fitting

Two part engine block
10 and 13 litre
Turbo compound
available on 13 litre
The “CURSOR 9 - F2C” Engine
The CURSOR only with common rail !
4
Engine identification code
-
TYPE SERIAL
NUMBER
F E 0 6 8 4 A J 0 0 1
*
Progressive production number
Variant
Gas emissions level A = TIER 4 D = TIER2 E-J = TIER3
Power level – engine torque
Use (4 = agriculture – moving)
Fuel supply + Injection (TCA, diesel direct injection) 9 = EGR
Number of cylinders
Stroke type and position (0 = 4-stroke, vertical)
Engine (unvaried)
Evolution of family for same displacement or otherwise

A
Engine family reference
B
2 C
3
Conventions
CONVENTIONS
6
Identification plate
The engine code is punched in relief

on an identification plate fastened to
the crankcase, in the zone indicated
by the arrow.
Rocker cover label
A second label is glued to the rocker cover and bears further information required by legislation
in various countries.
8
CURSOR 9 – 10 – 13 and 13 TCD Tier III
CURSOR 9 8.7 L - F2C

TIER 3 310 kW / 422 hp
CURSOR 10 10.3 L - F3A

TIER 3 345 Kw / 469 hp
CURSOR 13 12.8 L - F3B

TIER 3 390 Kw / 530 hp
CURSOR 13 TCD 12.8 L - F3C

TIER 3 435 Kw / 580 hp
Specifications (only as example)

Type F2C F3A F3B F3C
Brand Iveco Iveco Iveco Iveco
Configuration 6-line 6-line 6-line 6-line
Rated power (ISO TR14396) kW/HP @2100 rpm 291/396 343/435 360/489 395/537
Max power (ISO TR14396) kW/HP @1800 rpm 312/425 368/469 390/530 425/578
Max torque (Nm) @1500 rpm 1600 2145 2145 2470
Displacement (l) 8,71 10,30 12,88 12,88
Bore (mm) 117 125 135 135
Stroke (mm) 135 140 150 150
Compression ratio 15,9:1 17:1 16:1 16:1
Valves per cylinder 4 4 4 4
Low idle speed (rpm) 1000 850 850 850
High idle speed (rpm) 2100 2100 2100 2100
Firing sequence 1-4-2-6-3-5
Injection system
Electronic Unit Injectors x x x
Electronic Common Rail x
Aspiration TA TA TA TA-TCD
Turbo 1 1 1 1
F2B engine: 7,8L with Unit Injectors only TIER1 and TIER 2
10
Design characteristics
• Cast iron block consisting of upper block and bedplate with bearing caps for the
10L and 13L engines.
• One piece cylinder head with integral fuel passages, camshaft, rocker supports
and intake manifold.
• 6 equally spaced head bolts for each cylinder
• Forged crankshaft with induction hardened main and connecting rod journals
• Overhead steel camshaft
• Light metal alloy pistons with cooling galleries
• Forged connecting rods
• Timing gears arranged on the flywheel side
• Centrifugal cooling pump integrated into engine block
• Crankshaft driven lube oil pump
• Blow-by recirculation with coalescent filter
11
Crankcase breather (Blow-by system) C9
Example: CURSOR 9 Expelled vapor to

the inlet manifold
Crankcase breather
Camshaft driven gear
The engine uses a crankcase breather attached to the camshaft driven gear. It will filter out the oil
from the blow-by gasses. The vapor then flows down through the center of the camshaft to the front of
the engine and is expelled. The filter needs to be serviced every 600 hours.
12
Blow-by recirculation C10/13
Example: CURSOR 10 - 13
13
Blow-by recirculation
5. Fixation screw Blow-by filter
6. Cover
7. Filter element
8. Obstruction indicator
Example: CURSOR 10 - 13
14
Blow-by recirculation (AG C13 2 stage)
The crankcase rotary filter is attached to

the fuel pump gear and uses centrifugal
force to help separate the engine oil
from the crankcase gases.
Example: CURSOR 13 Dual stage Turbo
The Crankcase Breather consists of a Rotary Filter

secured on a propeller shaft. The valve in the cover is
normally closed and regulates the flow of gases from
the crankcase.
15
Technologies to reduce noise and

to increase engine life
REDUCING NOISE
• Main crankshaft bearing caps integrated in a rigid bedplate or supported by a
plate.
• Rubber frame supporting the oil sump to damp any vibration
• Injection system and drive train inside the cylinder head cover
• Timing gears on the back end
• Super finished gears
INCREASING ENGINE LIFE
• Crankshaft and camshaft journals and bearings sized according “robust

design”
• Ultra fine oil and fuel filters
• High flow cooling fluid in cylinder block and head, to equalize wall/deck
temperature
• Power limitation following engine duty class specifications to avoid
overheating (ECM function)
16
Cylinder block, gasket and cylinderhead F3A, F3B
Wet cylinder liners are located in the upper block.

Protrusion of the cylinder liners is adjustable
Only one cylinder head gasket thickness is
available
Put the piston 1-6 at the TDC position before
mounting the cylinder head.
Cylinder block has location pins for cylinder head
and gasket.
See workshop manual or e-TIM for correct
tightening method.
17
Wet cylinder liners
Removable liners
High speed cooling in
hottest areas Brass lip
Low speed
cooling in cooler areas O-ring between cooling
system and sump
18
Projection inspection procedure
1. Thread setting: 170 - 225 Nm

2. Cursor 13: 380000xxx
Cursor 10: 380000153
Cursor 9: 380000140
3. Cursor 10-13:
0.045 -0,075 mm
Cursor 9:
0.035- 0,065 mm
Three thicknesses of brass lips available
19
Locking the cylinder liners
After removing the cylinder head or after

completing the installation of all the cylinder
liners, lock the cylinder liners (1) to the block
(2) with the pins 380000363 (3) in order to
avoid cylinder liner rising.
Liner rising can damage the o-rings and can
cause leakage. Certainly when the crankshaft
turns with installed pistons.
20
Crankshaft and Firing order
Front end Timing gear (rear)
Firing order
1-4-2-6-3-5
21
Splitted crankcase on Cursor 10 and 13
Crankcase split into two parts. It is not possible to replace only one piece.
Layer of
sealant
Base
Crankcase
22
Crankcase with strengthening plate on Cursor 9
One piece crankcase with strengthening plate
Main bearing caps fixed

together with the plate by
the bearing cap bolts.
Strengthening plate
23
Crankshaft half bearing
The thickness of the main half bearing changes

in step of 0,01mm.
There is a STANDARD set of three thicknesses
and there is a set +0.127 of three thicknesses
for journals that have been rectified.
Color mark on the half bearing side
* Fitted in production only and not supplied as spares
24
Half bearing selection procedure
The half bearing selection procedure consists in cross-referencing the data printed on
the crankcase, crankshaft and the connecting rods with data specific tables.
The printing defines the tolerance class resulting from mechanical machining for following
diameters
• Crankcase main half bearing seats
• Crankshaft main journals and connecting rod pins
• Connecting rod half bearing seats
The purpose is to reduce crankshaft radial play as much as possible and consequently
reduce noise.
More half bearing thickness classes are used in production

with respect to those available as spare parts.
Simplified servicing procedures have been defined.
25
The codes (diameters) for selecting main and

connecting rod half bearings are printed in the areas
shown. The thickness of the two half bearings on
one journal can be different in order to have enough
play and the correct amount of lubrification.
Code printed on crankcase for selecting main half bearings
For each bearing outside diameter a number 1,2 or 3
26
Number in crankcase determines class of main half bearing thickness (7 digits)

The class depends on the diameter in the housing and the bearing cap.
The thickness of the main half bearing changes in step of 0,01mm.
27
Code printed on crankcase for

selecting connecting rod half
bearings(1, 2 or 3 )
1. Journals at nominal distance

(standard)
2. Undersized journals (-0,127)
Code printed on crankcase for

selecting main half bearings
(1, 2 or 3 ) inside diameter
28
-LH number determines class of crank diameters (6 digits)

-RH number determines class of main half bearing diameters (7 digits)
29
Connecting rods and selection procedure
Made of steel, skewed,

separable cap by
mechanical machining
1. Letter indicating weight class

2. Number indicating big end half
bearing seat selection class
3. Connecting rod-cap coupling
number
Only the intermediate weight class

is available as a spare part.
30
The main and connecting rod half bearings have color marks on the side of the shell to indicate
their thickness class.
Only red and green class available in aftersales. The yellow thickness is only used in the
factory. Use the green class in stead of the yellow class.
31
Crankshaft gaskets: install - remove
Extractor Introducer
These “box-type” gaskets require

special tools for extraction and fitting
A. Part fitted to cover
B. Seal lip
C. Part fitted to crankshaft
1. Secure seal D. Axial seal area
2. Special tool
3. Lock nut
32
Crankshaft gaskets: install - remove
Introducer
Extractor
Introducer and
extractor can be
used for both
crankshaft gaskets
33
Piston - assembly
Firing chamber designed for low oil contamination
1. Connecting rod – piston assembly

2. Assembly position and selection class icon
printed on the piston top
3. Connecting rod code area
34
Piston – fracture split connecting rod cap
Be Aware that a connecting rod and

his cap stay always together !!!
Number the connecting

rods and caps
35
Piston – correct assembly
36
Correct measurements
37
Assembly of the Cursor 10 – 13 bottom block
See workshop manual or e-TIM for correct tightening method.
38
Flywheel and crankshaft position
The crankshaft has three sets of 18 holes to inform the electronic engine management about the engine
position.
Ring gear for starting the engine must be fitted after heating the ring gear to a temperature of + 200°C.
39
Flywheel and Dampers
8x M12x25
The crankshaft has a locating pin that has to couple with the relevant seat on the engine flywheel
The locking of the flywheel screws (2) is done in three phases. Use the flywheel anti-rotation tool (3).
40
Timing gear train
Fuel high pressure pump gear (F2C)

(Not visible on this drawing)
OHC camshaft gear
Air compressor gear (vehicles with air brakes)

and
fuel low pressure pump gear (F3-engines)
Crankshaft gear
Oil pump gear
41
Cylinder head and camshaft
All Cursor engines have a one-piece cylinder head with a overhead-camshaft and 4 valves
pro cylinder. Each intake cam commands 2 intake valves and each exhaust cam
commands 2 exhaust valves.
The camshaft of the Unit Injector engine has a supplementary cam for each unit injector
42
Valves and injector position F2C, F3D
The valve bridge must be refitted in its original

position. No marks on the bridges
Central placed injector and the valve

design for a maximum scavenging and
swirl in the cylinder
43
EGR – Internal Exhaust Gas Recirculation
TIER3engines
Part of the exhaust gasses are

sent back into the cylinder, to
reduce the maximum combustion
temperature. This has an
influence on the production of
nitrogen oxides (NOx). In addition
to the main lobe, the intake cam
has an additional lobe (3). During
the exhaust stroke of the cylinder,
this cam opens the intake valve
slightly earlier (*). By doing this,
part of the exhaust gasses are
sent to the intake manifold. This 1: Exhaust cam
creates an air mixture which will 2: Intake cam
cause a lower combustion
3: EGR lobe
temperature during the explosion.
S: Exhaust
A: Intake
44
Cursor Engine
Cylinder head and timing

F2C
Vandenbriele Geert
Originator engines
45
Cursor 9 – Overhead Camshaft and Common Rail
exhaust
intake
• The 8.7L (Cursor 9) and 12.9L (Cursor 13) engines

with Common Rail feature a single overhead
camshaft design with roller rocker arms.
• The overhead camshaft design reduces engine
complexity and allows for a simpler design by
eliminating components such as push rods and
tappets.
• The rocker arms are of a roller design that reduces
friction between the camshaft and the rocker arm.
The reduced friction increases engine life and
reduces valve train related horsepower loss.
46
Valve adjustment – F2C
Adjust the valve clearance by loosening the lock nut (1) on the adjusting screw.
Insert the correct feeler gauge (3) between the rocker arm and the valve crosshead (2).
• Intake - 0.35 - 0.45 mm (0.014 - 0.018 in).
• Exhaust - 0.55 - 0.65 mm (0.022 - 0.026 in).
Turn the adjusting screw to set the clearance. Make sure that the feeler gauge can be removed, but a
slight friction can be felt.
Hold the adjusting screw in place and torque the lock nut (1) to 34 - 44 Nm (25 - 32 lb ft).
47
Removal of the cylinder valves – F2C
1. Tightening lever
2. Valve spring tool
3. Valve collets
4. Bracket
5. Upper valve disc
6. Spring
7. Lower valve disc
8. Intake or exhaust valve
Install and fix tool 380000133 (2) with bracket (4); tighten by lever (1) until cotters are removed (3);
remove the tool (2) and the upper plate (5), the spring (6) and the lower plate (7).
Repeat the operation on all the valves.
Turn the cylinder head upside down and remove the valves (8).
48
Valves, seats, guides and assembly - F2C
Should valves not have been overhauled or replaced, remount

them according to numbering performed on dismounting. intake exhaust
Intake valves are different from exhaust valves beause they

have a notch placed at valve head centre.
Lubricate the valve stem and insert the valves

in the respective valve guides; fit the lower
caps (1). Use tool 99360329 to fit the oil seal
(2) on the valve guides (3) of the exhaust
valves; then, to fit the valves using the tool.
380000133. (see workshop manual)
49
Cylinder head - Install
Installation of the cylinder head

1. Set the pistons 1 and 6 to top dead center.
2. Install the head gasket (2) onto the block deck.
3. Using a suitable hoist (1), carefully lower the
cylinder head (3) into position on the block.
4. Lubricate the bolts with clean engine oil and
tighten the bolts to the required torque following
the steps below. Respect the proper torque order.
• Stage 1 = 50 N·m (37 lb ft)
• Stage 2 = 100 N·m (74 lb ft)
5. Using the angle measurement tool 380000304 (1),
turn the bolts to the angle described below.
Respect the proper torque order.
• Stage 3 = 90 °
• Stage 4 = 75 °
50
Cylinder head - install
Cylinder head torque order diagram
51
Valve cover torque sequence
Install the valve cover (1) and tighten the

screws or bolts (2) to the required torque
using the specified sequence illustrated
above. If the valve cover is into two parts,
install the top cover (3) and torque the bolts
(4) to the standard torque value.
52
Removing the rocker arms
The removal of the rocker arms is only

necessary when the valves or the camshaft
need to be removed.
For the removal of the Common Rail injector
it is not necessary to remove the rocker
arms.
1. Tool 380000149
2. Rocker arms and shaft
3. Valve bridge
53
Engine timing without the gear casing
A High pressure pump gear

B Camshaft gear
C Upper intermediate gear
A
D Lower intermediate gears
E Oil pump gear
F Crankshaft gear B
Rear helical gear timing control:

No timing markings are provided
54
Engine timing - parts
The bushings (2) can be replaced when they are worn. They must be pressed out and
pressed in from the block side of the gear.
Maximum amount of play between the bushings and the pins:
• Idler gear = 0.045 - 0.075 mm (0.0018 - 0.0030 in)
• Twin idler gear = 0.045 - 0.085 mm (0.0018 - 0.0033 in)
1 - Camshaft
2 - Bushing
3 - Pin
5
4 - Articulated rod
5 - Camshaft gear
4 3 6 - Idler gear
2 6 7 - Twin idler gear
8 - Crankshaft gear
7
55
Adjustable valve timing gear

1 Adjustable rod
2 Intermediate gear
3 Anchor screw
4 Oil pump
The correct position of the adjustment connecting rod (1) is defined using a specific gauge
99395222 (5) to ensure specific play between intermediate gears (2) and camshaft gear.
56
Instal the gear casing and the connection flange
Apply gauge (2) to check and adjust position

of high-pressure pump connection flange (3).
Install the high pressure pump on the flange
Mounting screws (1) on the gear casing
57
Adjustable valve timing gear
Refit relay gear (2) and lock screws (1) using six-splined spanner at required torque,
before timing camshaft and flywheel
58
Flywheel holes and marks
The flywheel has one section with 58

holes and one blank section
( 1 hole / 6°cranckshaft rotation )
There are three holes with one mark

referring to the TDC of two cylinders
There is one hole with two marks

referring to the camshaft phonic
wheel alignment.
59
The flywheel has one section with 58

holes and one blank section
( 1 hole / 6°cranckshaft rotation )
The marks A-B-C (1 notch) corresponding

to TDC of the 3 pairs of cylinders.
(viewed from the lower spy hole)
• (A) - TDC of pistons 3 and 4.
• (B) - TDC of pistons 1 and 6.
• (C) - TDC of pistons 2 and 5.
The marking D (2 notches) is used for

timing the camshaft phonic wheel.
( viewed from the lower spy hole)
• (D) - 54 ° before TDC of pistons
1 and 6.
60
Engine timing
380000150
380000151
The most adjustments are done with the piston N°1 in the TDC, only the
adjustment of the camshaft timing and the camshaft phonic wheel is done
with the cylinder number one on 54°before TDC.
There are no marks on the timing gears.
61
Installation of engine rotating tool tractors
Remove the starter motor and install the engine

rotating tool 380 003 118. Turn the engine flywheel (1)
in the direction of rotation of the engine so as to take
the piston of cylinder no.1 to approximately the T.D.C.
in the phase of combustion.
This condition occurs when the hole with one
reference mark (4), after the hole with two reference
marks (5) on the engine flywheel (1), can be seen
through the spy hole(2)
The arrow shows the direction of rotation of the
engine when running.
62
Installation of engine rotating tool combines
Secure special tool 380002822 (3) to gear casing.

Turn the engine flywheel (1) in the direction of rotation
of the engine so as to take the piston of cylinder no.1
to approximately the T.D.C. in the phase of
combustion.
reference mark (4), after the hole with two reference
marks (5) on the engine flywheel (1), can be seen
through the spy hole(2)
63
Finding cylinder 1 TDC only with spy hole
Flywheel sensor seat
Do not remove the

mounting plate
Tool 380000150
Spy hole
The correct position pistons 1 and 6 at the top dead

centre (T.D.C.).occurs when:
1. The hole with reference mark (5) of the engine flywheel(4)
can be seen through the inspection window.
2. The timing pin (1), through the seat (2) of the engine speed
sensor, enters the a hole (3) in the engine flywheel (4).
In some applications the spy hole is not accessible
(see further)
64
Valve drive Camshaft – Timing check
1. Set the engine to cylinder number one TDC

2. Set the dial gauge (1) with the magnetic base (2) with the rod
on the roller (3) of the cylinder number three exhaust rocker.
3. Remove the clearance from the exhaust rocker by tightening
the adjusting screw until shoe touches the valve bridge.
4. Pre-load the gauge to a minimum of 10 mm (0.394in) .
5. Using the tool 380002822, turn the crankshaft clockwise
(as viewed from the flywheel) until the dial gauge reads the
minimum value.
6. Zero the dial gauge.
7. Turn the engine flywheel counterclockwise until the dial gauge
gives a reading of .
• 4.70 mm (0.185 in) for engines not equipped
with an engine brake or TIER III engines on tractors.
• 5.29 mm (0.208 in) for engines equipped with
an engine brake or TIER IV engines on tractors
65
Valve drive Camshaft – Timing check
8. This value indicates the amount of lift that lobe has on the
camshaft.
9. The camshaft is in time when the cam lift values are
4.65 - 4.75 mm (0.183 - 0.187 in) or 5.29 mm (0.208 in) for
engines equipped with and engine brake and the following
conditions apply.
• The hole marked with two reference marks (5) can be
seen through the inspection window.
• The tool 380000150 (1) can be inserted into the hole (3)
in the engine flywheel (4) through the seat (2) of the engine
speed sensor.
10. If you do not obtain the conditions explained above, refer to
Valve drive Camshaft - Timing adjust procedure
Tool 380000150
66
Valve drive Camshaft – Timing adjust 1st methode
Frontside
1. Set the engine to cylinder number one TDC. Rotate
crankshaft until the "B" hole is at position (5) and pin
the flywheel through the sensor hole as shown.
2. Insert the timing pin (1) in the sensor hole (2)
3. Remove the cover on the front (fan end) of the
camshaft and position the camshaft as shown in the
second picture..
3. Phonic Wheel hole & Camshaft bolt hole that are in
line must be to left as shown on the photo.
4. Install the camshaft gear; verify the camshaft gear is
orientated as shown. Position the camshaft gear so
the slotted holes are close to centered. Install the
four camshaft gear retaining bolts and tighten (bolts
do not need to be tightened to specified torque yet
because a final timing adjustment is needed).
5. Final timing adjustment see camshaft timing check.
(two slides backwards)
Positioncamshaftgear
cylinderoneTDC
67
Valve drive Camshaft – Timing adjust 2de method
1. Set the engine to cylinder number one 54°before TDC.

The hole marked with two reference marks (5) can be
seen through the inspection window.
2. Install the tool 380002818 (1) at the front of the camshaft.
3. Locate the reference hole (2) on the cylinder head.
4. Rotate the tool (1) in order to insert the pin (3) into the
reference hole in the cylinder head.
5. Fasten the tool (1) using two M8 x 1.25 bolts (2).
6. Install the camshaft drive gear (1) so that the mounting
holes in the shaft are aligned with the slots (2) in the drive
gear.
7. Position the gear (1) taking care to position the spokes (4)
as illustrated in the figure. This operation is necessary in
order to be able to install the flywheel correctly which can
only be installed in one position in relation to the gear.
8. Tighten the bolts (3).
68
Camshaft Timing Plate - alignment
1. Set the engine to 54 ° Before TDC (BTDC)

or until the double notch (5) on the flywheel
can be seen through the inspection window in
the flywheel housing.
2. Loosen the screws (1) holding the timing
plate (2) in position. and install the phonic
wheel so the timing fork (4) engages the
phonic wheel tooth with the "^" mark (3).
3. Tighten the phonic wheel retaining bolts to the
specified torque
69
CCH tractor - Valve drive Camshaft – Timing
1. Set the engine to cylinder number one TDC. Rotate

crankshaft until the “D" hole is at position (5) and pin
the flywheel through the sensor hole as shown.
2. Insert the timing pin (1) in the sensor hole (2)
3. Phonic Wheel hole & Camshaft bolt hole that are in
line must be between 2 o’clock and 3 o’clock as
shown on the photo.
4. Install the camshaft gear; verify the camshaft gear is
orientated as shown. Position the camshaft gear so
the slotted holes are close to centered. Install the
four camshaft gear retaining bolts and tighten (bolts
do not need to be tightened to specified torque yet
because a final timing adjustment is needed).
5. Final timing adjustment see camshaft timing check.
(five slides backwards)
Positioncamshaftgearoncylinderonewith
the doublenotchmarkinthespyhole
70
CCH tractor - Camshaft Timing Plate - alignment
1. Set the engine on cylinder one until the double

notch on the flywheel can be seen through the
inspection window in the flywheel housing.
2. Loosen the screws holding the timing plate in
position. and install the phonic wheel so the
timing fork engages the phonic wheel tooth with
the "^" mark. (see picture below).
3. Tighten the phonic wheel retaining bolts to the
specified torque
71
4WD tractors – Settings TDC,

camshaft phonic wheel
Cursor 9 on 4WD tractors
F2C engines on 4WD tractors do not have a lower

flywheel housing. called non-bell housing. Flywheels
for non-bell housing engines are not the same as bell
housing engines.
Because the non-bell housing there is no spyhole.
Marks on the flywheel are referenced through the
crankshaft sensor hole on engines.
72
Cursor Engine
Cylinder head and timing

F3A – F3B – F3C
Vandenbriele Geert
Originator engines
73
Camshaft Cursor F3A – F3B
One-piece cylinder head with overhead camshaft
A = Intake valve
I = Injector
S = Exhaust valve
74
Valve and UI-injector controle
Intake valve control Exhaust valve control Unit-Injector controle
Groups of 3 rockers are mounted on the rocker shaft for each cylinder. The rockers have
different shapes and structures, are mounted on bushes and contact between them and the
cams is between rollers.
Each rocker has an adjuster screw. In addition to adjusting valve play, Cursor engines also
require adjustment of injector pre-load.
75
Valve and injector control
A Rocker arm
B Rocker arm fastening screw
C Intake valve rocker arm
D Injection pump rocker arm
E Exhaust valve rocker arm
F Valve
G Adjustment screw
H jumper
76
Rocker arm assembly procedure
When changing the Unit Injector or the camshaft, you need to remove the rocker arm assembly.
This is done with the special tool 380000148 (1). (All F3 engines). To hold the shoes on the
adjusting screws use the tools 380000128 (See slide 23: Fitting Unit Injectors and cross-pieces)
When assembling the camshaft in the cylinder head re-install the rocker arm assembly after the
camshaft gear setting and the loosening of all the rocker adjustment screws. Use the workshop
manual for the correct torque procedure. Lock the screws fixing the rocker-arm shaft as follows:
- 1st phase: tightening to a torque of 80 Nm with the torque wrench
- 2nd phase: closing with an angle of 60° using the tool 380000304 .
77
Removal of the cylinder valves
1. Tightening lever
2. Valve spring tool
3. Valve collets
4. Bracket
5. Upper valve disc
6. Spring
7. Lower valve disc
8. Intake or exhaust valve
Different cylinder bores means different Valve spring tool references
78
Valves, seats, guides and assembly
Should valves not have been overhauled or replaced, remount

them according to numbering performed on dismounting. exhaust
Intake valves and exhaust valves are not the same.

Valve disk angles are different. Diameter difference is +1 mm.
Lubricate the valve stem and insert the valves

in the respective valve guides; fit the lower
caps (1). Use tool 380000139 to fit the oil
seal (2) on the valve guides (3) of the exhaust
valves; then, to fit the valves, proceed as
described in the workshop manual.
Example F3A Tier 3
79
Cylinder head - install
Cylinder head torque order diagram
80
Flywheel - holes and marks
The flywheel consists of three sets of drilled

holes in the rim used by engine management
to know the crankshaft position.
Each group of holes represents two cylinders;
A 1 and 6, 2 and 5, and 3 and 4.
Each group has one hole with a line next to it,
this is TDC when that hole is visible in the spy
hole at the base of the flywheel housing and
C the timing pin will fit into the hole under the
B inductive speed sensor.
D The hole with two lines next to it is for the

alignment of the camshaft speed sensor
phonic wheel.
81
Engine timing
380000150
380000137
380000151 380000138
Only F3A-F3B
The most adjustments are done with the piston N°1 in the TDC, only the adjustment of
the camshaft phonic wheel is done with the cylinder N°1 on 54°before TDC.
82
A hole every 6° between two sectors,

there is a lack of 2 holes
3 sectors with 18 holes each, each of

which corresponding to a pair of cylinders.
The marks A-B-C (1 notch) corresponding

to TDC of the 3 pairs of cylinders.
(viewed from the lower spy hole)
The marking D (2 notches) is used for

timing the camshaft phonic wheel.
( viewed from the lower spy hole)
83
Installation of engine rotating tool

Using the tool engine rotating tool (7), turn the engine
flywheel (1) in the direction of rotation of the engine
so as to take the piston of cylinder no.1 to
approximately the T.D.C. in the phase of combustion.
reference mark (4), after the hole with two
reference marks (5) on the engine flywheel (1), can
be seen through the spy hole(2).
The spacer 380000138 (6) may only be used on F3A

and F3B engines. Use longer bolts M8 x 30 for the
installation of the engine rotating tool and the spacer.
Rotating of the engine

on a combine
84
Finding cylinder 1 TDC with spy hole
Cylinder N° 1 Cylinder N° 6
Valves closed Valves balanced
85
Flywheel sensor seat
Do not remove the

mounting plate
Tool 380000150
Spy hole
The correct position pistons 1 and 6 at the top dead

centre (T.D.C.).occurs when:
1. The hole with one reference mark (5) of the engine
flywheel(4) can be seen through the inspection window.
2. The timing pin (1), through the seat (2) of the engine speed
sensor, enters the a hole (3) in the engine flywheel (4).
In some applications the spy hole is not accessible
(see further)
86
Continue rotating the engine counter clockwise until a single mark hole is visible
Slide the timing tool in the flywheel sensor hole until it seats fully in it’s hole.
You may have to nudge the flywheel in either direction in order to do this.
87
Finding cylinder 1 TDC without spy hole
X
Turn the engine till the valves of cylinder no.6
balances (valves cylinder no.1 are closed)
Turn the engine flywheel (4) in the counter
direction of engine rotation till the smooth
zone of the flywheel is viewed in the flywheel
sensor seat ( lack of 2 holes)
Turn the engine in the normal direction of

rotation and start counting the holes passing
the engine speed sensor opening (2). Stop at
the eleventh hole (3) and insert the timing pin
380000150 (1) in hole no. 11 (3). You may
have to nudge the flywheel in either direction
in order to do this.
88
Engine timing
A Camshaft gear
B Upper intermediate gear
C Lower intermediate gears
D Crankshaft gear
E Oil pump gear
Rear helical gear timing control: No timing markings are provided
89
Camshaft assembly procedure
With the first cylinder in its TDC, fit the camshaft in the direction shown by the
arrows (seen also from the front)
90
Adjustable play between the timing gears
Upper intermediate
gear
Lower intermediate
gears
1 Adjustable rod
2 Intermediate gear
3 Anchor screw
4 Oil pump
The play between the teeth of the two gears can be adjusted in either direction by the adjustable
link rod (1) and set in the correct position determined by a special gauge provided by CNH in the
service toolkit.
The correct position of the adjustment link rod (1) is defined using a specific gauge to ensure
specific play between intermediate gears (2) and camshaft gear.
91
Adjusting the position of the intermediate gear
Specific gauge order N° :

F2B : 380 000 165
F3A : 380 000 167
F3B : 380 000 117
Use a specific gauge (1) to establish the position of the link rod (3) and tighten the screw (2)
This operation can be carried out

with the crankshaft in any position.
92
Camshaft gear assembly procedure
In the centre of the camshaft gear, bolt holes are oval, which allow cam gear to camshaft
adjustment a few millimetres to effect cam positioning
Mount the camshaft gear and fasten the gear bolts with a lower torque as specified.
93
Control of the intermediate gear position
Position the gear (2) on the camshaft so that the 4

slots are centered with the holes for fixing the
camshaft, without fully locking the screws.
Using the dial gauge with a magnetic base (1),
check that the clearance between the gears
(2 and 5) is 0.073 — 0.195 mm; if this is not so,
adjust the clearance as follows:
•Loosen the screws (4) fixing the idle gear (5).
•Loosen the screw (3) fixing the link rod. Shift the
link rod to obtain the required clearance.
•Lock the screw (3) fixing the adjustable rod
(intermediate gear plate ) and lock the anchor
screws (4) fixing the idle gear to the required
torque.
Procedurecanbeusedwherenospecific
adjustinggaugeisavailable.
94
Fitting Unit injector, crosspieces and rocker-arm
assembly (all F3 engines)
Mount:
- The injectors, using a torque wrench, lock the bracket fixing screws to a torque of 26 Nm.
- The crosspieces (6) on the valve stem, all with the largest hole on the same side.
Before refitting the rocker-arm shaft assembly, make sure that all the adjustment screws (2) have
been fully unscrewed. (to prevent damage to the Unit Injector at TDC)
Using tool 380000128 (3), constrain the shoes (4) to the rockers (2). Apply the tool 380000148 (1)
to the rocker arm shaft (2) and mount the shaft on the cylinder head. Tighten the screws
according to prescribed sequence in two steps to the specified torque. (See also slide 5)
95
Camshaft gear setting procedure
Cursor 8 4.90 r 0.05 mm

Cursor 10 4.44 r 0.05 mm
Cursor 13 5.31r 0.05 mm
CYL 1 - TDC
Place the engine in its cylinder 1 TDC. Set up the magnetic base comparator (1) with the rod positions
on the roller (2) of the injector rocker of cylinder 1 and pre-load it to around 4 mm for CURSOR 8 (F2B
-TIER 2) and around 6 mm for CURSOR 10 (F3A) and CURSOR 13 (F3B – F3C)
Turn the crankshaft in the opposite direction to normal until the needle on the comparator reaches the
minimum value beyond which it cannot descend.
Zero the comparator.
Turn the crankshaft in the normal direction to bring cylinder 1 to TDC.
The dial gauge gives a reading for the lift of the cam of the camshaft of 4.44 ±0.05mm (F3A).
96
Put the engine on the cylinder #1 TDC.

The dowel has to be at 12 o’clock position and the
timing pin fully seated.
97
Backside:Dowelpositionat7o’
clock/orinlinewiththedowelin
theintermediateplate.
Camshaftgear:Bold
holesinthecentreof CamshaftFrontside:
theovalsleeves Dowelat12o’clockposition
Nokkenas Waterpas
98
If you do not obtain the conditions of 4.44 ±0.05mm (F3A) cam lift proceed as follows:
1) loosen the screws securing the gear to the camshaft and utilize the slots on the gear
2) turn the engine flywheel to the cylinder # 1 TDC and turn the camshaft to obtain 4.44 ±0.05mm
3) lock the screws and repeat the check as described above.
Tighten the screws to the required torque.
1. Gear camshaft
2. Gear cam bolts
Phonic wheel screws
Torque cam bolts
99
Injector Pre-load and valve clearance adjustment
Valve clearance depends on engine type mostly : Intake cold = 0,35 to 0,45 mm
exhaust cold = 0,45 to 0,55 mm
Valve Pre-loading of
clearance rockers
adjustment controlling unit
injectors
1. Locking nut 4. Spanner

2. Adjusting 5. Adjustment
screw crew
3. Gauge blade 6. Unit injector
100
Pre-loading of rockers controlling Unit injectors
Loosen the nut locking the rocker adjustment screw (5) controlling the unit injector (6). Using an
appropriate spanner (4), loosen the adjustment screw until the pumping element is at the end-of-stroke.
Tighten the adjustment screw, with a dynamometric spanner, to 5 Nm tightening torque,
Untighten the adjustment screw by 1/2 to 3/4 rotation;
-Tighten the locking nut.
See finding cylinder TDC without spy hole
In order to properly carry out the above-mentioned adjustments, follow the sequence specified in
the table, checking the exact position in each rotation phase by means of pin 380000150, to be
inserted in the 11th hole in each of the three sectors with 18holes of the flywheel (TDC’s).
101
Setting the camshaft phonic wheel
A phonic wheel is fitted to the timing shaft drive gear, whose position, read by the engine control
unit by the timing sensor, triggers injection into the cylinder that finds itself at the end of the
compression stroke.
There are 7 teeth on the phonic wheel: one for each cylinder, plus one recognition tooth.
6+1
102
Setting phonic wheel with spy hole accessible
Turn the flywheel in the normal

direction until the hole (D) marked
with 2 notches is visible through
the lower spyhole
Cam Timing tool should slide over the timing mark

If not, loosen the bolts and turn tone wheel until it does.
Torque bolts once the CAM Timing is done
103
4WD tractors – Settings TDC, pre-load Unit Injector

camshaft phonic wheel
Cursor 13 on 4WD tractors
F3B engines on 4WD tractors do not have a lower

flywheel housing. called non-bell housing. Flywheels
for non-bell housing engines are not the same as bell
housing engines.
Because the non-bell housing there is no spyhole.
Marks on the flywheel are referenced through the
crankshaft sensor hole on engines.
104
Cursor Engine
Lubrification
Vandenbriele Geert
Originator engines
105
Oil sump – Cursor
The oil sump has a new type of fastening to the crankcase, it is suspended elastically. The edge of the
sump (1) is closed in a thick C section rubber gasket (4), and the assembly is contained and supported
by an aluminium frame (3) fastened to the crankshaft by bolts (2). This solution helps to reduce noise
and improve seal, and also requires fewer bolts than traditional solutions. Another advantage is that the
gasket does not need replacing each time the sump is removed
1. Oil sump
2. Aluminium frame
3. Fastening screws
4. C gasket
106
Lubrication diagram – Cursor 9
1 Oil filter
Cartridge type
Suction
Pressure
Drain
107
Lubrication diagram – Cursor 10 13
2 Oil filters or
1 Green oil filter
(cartridge type)
108
Lubrication diagram – Cursor 9, 10 13
1. Turbo delivery
1a. Turbo return
2. Oil filter by-pass valve (2 bar)
3. Thermostat
4. Overpressure valve (5 bar)
5. Safety valve (10 bar) on oil pump
6. Oil pump
7. Crankshaft
8. Lubrication lines for gear bearings
9. Piston jets
10. Cylinder head
109
Lubrication diagram – Cursor 13 – F3D
110
Oil pump – Cursor 9, 10 13
Safety relief valve - Opening pressure: 10bar
111
Oil pressure control valve – Cursor 9, 10 13
Starts opening 5bar.

Location: LHS of crankcase
112
Heat e changer – Cursor 10 13
1: Oil pressure/temperature sensor

2: Thermostatic valve (x-x)
3: By-pass valve (y-y)
113
1: Oil pressure/temperature sensor

2: Oil thermostatic valve
(start opening 82°C - fully open 97°C)
3: By-pass valve (opens 3bar)
114
Oil
By-pass
thermostatic
valve
valve
115
Heat e changer – Cursor 13 – F3D
1. Cooler by-pass valve

Starts open at 3,4 bar (50 psi)
2. Heat exhanger
3. Oil Filter support mating

surface
116
Cursor Engine
Cooling circuit
Vandenbriele Geert
Originator engines
117
Cooling circuit – Cursor 9,10 & 13 on F

Vent line. Air is pushed out of the Shunt Filler line
system through the vent line. The tank
vent line contains an orifice to restrict
the coolant flow but allows air to
escape from the engine.
Thermostat
Waterpump
Closedcoolingcircuit
118
Cooling circuit – Cursor 9 on CCH tractor
Remark the cooling of • What is the maximum temperature

the air compressor difference between cooling inlet and
outlet
• Cross flow cooling circuit is the
solution
• Centrifugal cooling pump integrated
into engine block
• What is the functionality of the
cooling fluid
• Can we charge the engine with only
water in the cooling circuit
Expansion tank of the

closed- cooling circuit
119
Cooling circuit – Cursor 9
The one piece thermostat opens at

85°C and is fully open at 95°C.
The waterpump is driven by a poly-V

belt. The pump is inserted directly into
a seat in the crankcase. The absence
of external casings, hoses and
clamps eliminates any possibility of
leaks.
120
hermostat – Cursor 9
Start opening 85°C ±2°C.

(185°F + 4°F)
Minimum travel 10 mm (0,4 inch) 95°C
( 203°F )
Do not remove the thermostat in case
o ailure
121
Cooling circuit – Cursor 10 & 13
The thermostat consists of

different parts. The wax
element can be changed
Thermostat separately.
housing
The waterpump is driven by a poly-V

belt. The pump is inserted directly into
a seat in the crankcase. The absence
of external casings, hoses and
clamps eliminates any possibility of
leaks.
122
hermostat – Cursor 10 & 13
Start opening 84°C ±2°C. ( 180 – 187°F)

Minimum travel 15 mm ( 0,6 inch) 94°C ±2°C (
198 – 205 °F).
Do not remove the thermostat in case o ailure
123
hermostat – Cursor 13 F3D
124
Shunt tan
Coolant level senor

Coolant level (2x on FR9090)
Coolant level indicator.

Do n coolant level low
p: coolant level O
Check the coolant level on the shunt

tank daily when the engine is cold.
125
Fitting the lexible V belt
Installation of a poly V-belt without a tensioner

called flexible belt:
Rotate the crankshaft in the direction of the

arrow () until the flexible belt (3) is correctly
positioned on the compressor pulley (5).
During the operation, keep tool (4) in contact
with the pulley and, at the same time, guide the
flexible poly V-belt (3) to prevent it becoming
twisted.
The flexible belt should be replaced with a new

one each time it is removed.
Installing a flexible belt without a drift tool (4)

will damage to internal cord of the belt.
126
Cursor Engine
Intake and Exhaust Systems
Vandenbriele Geert
Originator engines
127
Valves and in ector position F C, F3C
The valve bridge must be refitted in its original

position. No marks on the bridges
Central placed injector and the valve

design for a maximum scavenging and
swirl in the cylinder
128
G – nternal xhaust Gas ecirculation
3 engines
Part of the exhaust gases are

sent back into the cylinder, to
reduce the maximum combustion
temperature. This has an
influence on the production of
nitrogen oxides (NOx). In addition
to the main lobe, the intake cam
has an additional lobe (3). During
the exhaust stroke of the cylinder,
this cam opens the intake valve
slightly earlier ( ). By doing this,
part of the exhaust gases are sent
to the intake manifold. This 1: Exhaust cam
creates an air mixture which will 2: Intake cam
cause a lower combustion
3: EGR lobe
temperature during the explosion.
S: Exhaust
A: Intake
129
aste gate urbo on F C V
• All F2-models and the most F3-models feature

waste-gate turbochargers with air to air intercooler
• The waste-gate turbo provides a maximum torque
and a better mixture at lower engine speed.
• The intercooler cools the compressed air from the
turbocharger to increase air density and therefore
greater oxygen quantity in cylinder - temperature
reduction of 50
130
Variable Geometr urbochargers
Variable geometr turbochargers (VG s) are a family of turbochargers,

usually designed to allow the effective aspect ratio of the turbo to be
altered as conditions change. This is done because optimum aspect ratio
at low engine speeds is very different from that at high engine speeds. If
the aspect ratio is too large, the turbo will fail to create boost at low
speeds; if the aspect ratio is too small, the turbo will choke the engine at
high speeds, leading to high exhaust manifold pressures, high pumping
losses, and ultimately lower power output. By altering the geometry of the
turbine housing as the engine accelerates, the turbos aspect ratio can be
Rotating vane type maintained at its optimum. Because of this, VGTs have a minimal amount
of lag, have a low boost threshold, and are very efficient at higher engine
speeds. VGTs do not require a waste-gate. VGTs tend to be much more
common on diesel engines as the lower exhaust temperatures mean they
are less prone to failure. The early severe duty engine VGTs required
significant pre-charge cooling to extend the turbocharger life to
reasonable levels, but advances in material technology has improved their
resistance to the high temperatures .
The two most common implementations include a ring of aerodynamically
shaped vanes in the turbine housing at the turbine inlet. There are two
types : rotating vane type VGT (used by CNH) and sliding vane type VGT
(mostly used on IVECO trucks). Either type, the area between the tips of
the vanes changes, leading to a variable aspect ratio
Sliding vane type
131
VG turbocharger on C H engines
The VGT includes a ring of aerodynamically-

shaped vanes in the turbine housing at the
turbine inlet. The vanes rotate in unison to
vary the gas swirl angle and the cross
sectional area.
The vanes are controlled by an electric servo

actuation (electric motor). An electric motor
reacts faster than a pneumatic or a hydraulic
actuator on a VGT turbocharger that is used
by some competitors.
132
otating vane t pe VG turbocharger
The aerodynamically-shaped vanes

rotate in unison to vary the gas swirl angle
and the cross sectional area. The area
between the tips of the vanes changes,
leading to a variable aspect ratio.
In engine low speed position the vanes
create a venturi for the exhaust gasses
that leave the engine at lower speed. This
results in a higher speed to attack the
exhaust turbine at the maximum diameter
area.
At maximum engine load (maximum inlet
manifold pressure),the flow of the exhaust
gasses leaves at high speed the engine.
This high speed flow passes the fully open
cross sectional area of the vanes and
decreases the turbine speed.
133
xhaust engine bra e ith de compression
ormal compression bra e
During the compression stroke the engine speed slows

down. At the Top Dead Centre the air in the cylinder is
under pressure. After the TDC the compressed air acts
as a air cushion that will pushes the piston down.
The braking effect of the engine compression is largely
lost in the non combustion stroke.
Compression bra e ith decompression at DC
During the compression stroke the engine speed slows

down. ust before the Top Dead Centre the air in the
cylinder is under pressure. At the TDC the exhaust
valve opens a bit so that the compressed air can
escape. Therefore the engine has a special device on
the cylinder head and an extra lobe on the exhaust
cams.
The braking effect of the engine compression does not
get lost in the non combustion stroke.
134
Frein moteur IVECO Turbo Brake (ITB)
ngine bra e inactive
ngine bra e active

While activating the engine compression brake, a
hydraulic piston cancels the exhaust tappet
clearance in order to follow the exhaust cam design..
In order to open the exhaust valve a bit at the end of
the compression stroke (TDC) an extra lobe (d) is
provided on the exhaust cams.
Therefore the engine controller activates an engine

brake solenoid valve. This solenoid valve provides
engine oil under pressure the engine exhaust valves
actuators. The hydraulic piston inside each actuator
pushes the exhaust rocker against the cam and the
tappet bridge.
135
Oil drop
Pressurised oil
D
- to cylinders 1-2-3
C - to cylinder 4 C ngine bra e solenoid valve
D - to cylinders 5-6
136
ngine bra e c linder exhaust valve actuator
Piston actuator
Piston spring
137
xhaust engine bra e and VG boosting e ect
Crank angle
Pressure
138
VG urbo on V CO engines
SLIDINGVANEVGTturbo
Speed
urbine Sensor Compressor
Fresh ir
o e echanism
Shroud Plate
o le ing
Vehicle ir Pressure
through control valve
139
Sliding vane VG urbo on V CO engines
Minimal exhaust flow Medium exhaust flow Maximal exhaust flow

Low engine speed Medium engine speed High engine speed
VGT in rest position VGT half open VGT fully open
140
Sliding vane VG urbo on V CO engines
141
Disadvantage o an G s stem on
Vehicle installation impacts o

Vehicle installation impacts o
Cooled G at high loads
nternal G
G cooling up to 0 bigger
to 3 more heat to ater cooling radiator needed
the ater radiatior
p to 0 higher an po er
same po er or an needed
For the high speci ic ratings For the high speci ic ratings
urbocompound are used double stage urbo re uired ith a
second ater cooling circuit or
the charge air coolers lo
temperature circuit
urbocompound ith G don t
reach the level
142
SC – Selective Catal tic eduction
nta e ir
Humidit
Sensor
ir
Filter
Dosing
odule
Suppl
C
odule
DC
NOx
Temperature Sensor Temperature Sensor
Sensor
downstream upstream
Urea Level and
SC Temperature
Sensor
25 Tier IV : What, Why, How 24 uly 2013
143
SC – Selective Catal tic eduction
ncrease o conversion e icienc at lo uro

SCRhas still a temperatures, integration ith P ilter SC
very high
potential for ncrease o e icienc at high temperatures uro
futher NOx
reduction Closed loop control o urea dosing s stem uro
im is 9 e icienc P 010
144
Cursor Engine
Charging and starting system
Vandenbriele Geert
Originator engines
145
1 Volt or Volt po er suppl
• Power supply engines and vehicles

• Because of the SCR system and the EDC 7 controller all TIER 4
vehicles / engines have a 12V/24V transformer.
• Some harvesting machines start on 24V, while the machine has only
a 12V installation.
• Batteries
• The battery configuration depends on the vehicle
• Either one 12 Volt battery
• Either two 12 Volt batteries, because the vehicle has only a 24 Volt circuit.
• Either two 12 Volt batteries with an equalizer to charge both batteries till
the same level at the same speed. Vehicle has a 12 Volt circuit or both.
• By putting two 12 Volt batteries in series, the engine starts on 24 Volt. In
normal conditions are the batteries in parallel, what means 12 Volt. The
switch over is done by electronically control circuit that include also a 24
Volt output for engine management and the SCR system.
Seeworkshopmanualortrainingpresentationofspecifiedvehiclesformoreinformation
146
1 V1 0 alternator on Cursor 9
Manufacturer - IS RA
B+: Positive power output from the alternator
Rating - 1 V / 1 0
D+: Voltage supply regulator
W : AC output for recognizing the alternator speed
147
1 V1 alternator on Cursor 9 10
AC connector (W) R
Lamp L
B
B+
Manufacturer - LEECE NEVILLE

Rating - 1 V / 1
R
B+
148
1 V1 alternator on Cursor 13 F3 , F3C
Manufacturer - IS RA
Rating - 1 V / 1
149
V 00 alternator on Cursor 13 F3D
Manufacturer – Bosch
Rating - V / 00
150
Starting motor – F C Cursor
Manufacturer - DENSO
Type - 2280005641
Electrical system - V
Nominal output -
151
Starting motor speci ications F C Cursor
152
Starting motor – Cursor F3 engines
C SO 10 – F3 C SO 13 – F3 ,F3C
Manufacturer - DENSO Manufacturer - DENSO
Type - 2280007550 Type - 2280007550
Electrical system - V Electrical system - V
Nominal output - Nominal output -
153
Starting motor – Cursor F3 engines
Don’tdotheStalltestanymoreonengineswith
electronicmanagementtotestthestartingsystem!!!
UsetheDATARtesttool
C SO 13 – F3D
Manufacturer - DENSO
Type – 5-228000-290
Electrical system - V
Nominal output -
154
Cursor Engine
Maintenance
Vandenbriele Geert
Originator engines
155
aintenance chart Cursor

Cursor9
Oil change , L mbra aster Gold 1 0 ver 00 hours 300 hours ith high sul urcontent in
uel
Oil ilters ver 00 hours 300 hours ith high sul urcontent in
uel
Fuel ilters ver 300 hours or earlier i drop in per ormance
lo b ilter ver 00 hours, or hen red indicator pops out
Cursor10
Oil change 9L mbra aster Gold 1 0 ver 00 hours 300 hours ith high sul urcontent in
uel
Oil ilters ver 00 hours 300 hours ith high sul urcontent in
uel
Fuel ilters ver 300 hours or earlier i drop in per ormance
lo b ilter ver 00 hours, or hen red indicator pops out
Cursor13 & CD
Oil change 3 L mbra aster Gold 1 0 s Cursor 10
Oil ilters s Cursor 10
Fuel ilters s Cursor 10
lo b ilter s Cursor 10
156
Chec s & aintenance chart – F3 F3
157
Chec s & aintenance chart – F C
158
ngine oil and coolant speci ications
Engine oil : 15W40 API CI-4 ACEA E3 – 96

Engine oil TIER 4 : 15W40 API C -4 ACEA E7
Coolant: change every 2 year 1/1 mixture glycol water plus 5
conditioner (Note some antifreeze contains conditioner)
Cursor 9: F2CE9684AE
Cursor 10: F3AE0684N E001
Cursor 13: F3BE0684 E902
Cursor 13TCD: F3CE0684A E001
•Change the engine oil and oil filter every 600 Hours
(Severe conditions 300 Hours)
•Change the engine coolant every 2000 Hours or 2 years.
UseonlyLowSAPSengineoilforTIERIVengines
APICJ4oilisrecommendedforSCRapplicationsandrequiredforDPFapplications
159
Filters – Cursor 9
Fuel filter
Blow by-filter
Oil filter
Remark: the fuel pre-

filter with the wif-
sensor stays on the
same place
160
Filters – Cursor 10 & 13
Fuel filter
Blow by-filter
Fuel pre-filter with

WIF-sensor
Oil filters
161
lo b ilter on F3 Cursor
Change the blow-by filter

every 1200 Hours or when
the indicator at the left side
indicates an obstructed
blow-by filter.
162
lo b ilter on F C Cursor
Controle valve
Blow-by filter
Change the blow-by filter

every 600 Hours and
change the front blow-by
controle valve only when
misfunction.
163
High iltration oil ilters
This filters composed of inert inorganic fibers bound

with an exclusive resin to a structure with graded
holes, that permit much more thorough filtration as
they are able to hold back a greater amount of
particles of smaller dimensions than those held
back by conventional filters with a paper filtering
element.
External spiral windings produce a uniform use of
the element even in the worst conditions such as
cold starting with fluids with a high viscosity and
peaks of flow. In addition, it ensures uniform
distribution of the flow over the entire length of the
filtering element, with consequent optimization of
the loss of load and of its working life.
F2 – engine = 1 oil-filter cartridge

F3 – engine = 2 oil-filter cartridges
164
Fuel ilters
Maximum fuel system protection provides

increased reliability and long component life
• Premium fuel filtration system consists of

twin spin on filters
• Sensor to detect water in fuel. Alerts
operator with warning symbol
• Filter change warning
• Optional water separator filter (Separ) with
new mounting location
•Change the pre-filter every 300 -600 Hours

•Change the main filter every 600 Hours
165
ir ilters
• Air induction system consists of front grill

screen, primary secondary filter
• Self-aligning, self-centering primary
secondary filters create a better seal
• Exhaust aspirator removes 95 of all dust
from the engine induction airflow
extending air filter service life
Seespecificworkshopmanualforspecifedvehicleinformationabouttheairfilter
Don’t clean the main air

filter with compressed
air and be careful with
the inner filter . Don’t
use high air pressure
166
lternator drive belt ith tensioner
F3A – F3B engine
F2C engine
167
Fitting the non lexible multi V belt
1. Multi V-belt for coolant pump and

alternator
2. Automatic belt tensioner
3. Lifting lever for belt tensioner
4. Multi V-belt for AC compressor
5. Automatic belt tensioner
6. Pulling lever
168
Fitting the lexible V belt
Installation of a poly V-belt without a tensioner

called flexible belt:
Rotate the crankshaft in the direction of the

arrow () until the flexible belt (3) is correctly
positioned on the compressor pulley (5).
During the operation, keep tool (4) in contact
with the pulley and, at the same time, guide the
flexible poly V-belt (3) to prevent it beoming
twisted.
The flexible belt should be replaced with a new

one each time it is removed.
Installing a flexible belt without a drift tool (4)

will damage to internal cord of the belt.
169
eversible an
170
Cursor Engine
Common Rail fuel system

and fuel actuators
Vandenbriele Geert
Originator engines
171
Common ail Fuel n ection S stem La out
S C O
LO P SS
H GH P SS
172
Common ail Fuel n ection S stem La out
A Common Rail system consists of an electronic controller with sensors to calculate the amount of
fuel to be injected. Different actuators will be activated following the calculation. The most principal
actuators are the electronic injectors and the fuel pressure regulator on the high pressure pump that
regulates the pressure in the rail.
Fuel is drawn from the fuel tank by suction provided by the low pressure gear pump through the ECU
to provide cooling to the controller if necessary.
From there it is drawn into the low pressure gear pump where it is then fed through the 5 micron fuel
filter.
Once filtered the fuel flows into the high pressure pump where it is pumped at high pressure to the
common rail.
The PWM controlled pressure regulator on the HP pump maintains fuel in the rail at a
constant pressure according to engine load and signals from the various engine sensors.
The fuel pressure up to the pressure regulator is maintained at a constant 5 bar by means of a limiter
valve.
Once the high pressure fuel has reached the common rail it is available to each injector at a constant
pressure.
By using solenoid valves to control injection via the engine controller each cylinder can be injected
completely independently of camshaft position.
173
Flo o uel
H GH P SS C C
S PPL C C
174
lectronic in ector
1. Fuel return hole

2. Fuel supply
Each cylinder has an electronic injector controlled by an electronic unit.

The electronic injectors have a high pressure fuel supply from a common rail
and a leakage return to the cylinder head channel.
Injection happens when the injector solenoid is activated by the controller.
175
ain advantage o a Common rail
The Common Rail
In a common rail, that is an accumulator of fuel under High

Pressure, the high pressure does not depend any longer on
the engine speed. The High pressure is always available.
To reduce noise and emissions the rail pressure is low at

low engine load and high at high engine load. The amount of
fuel injected pro stroke can be dual injected: Pilot injection
and Main injection. The fuel injected during pilot injection
heats up, then starts to self combust at that moment the
main injection starts up and take further place. Main
injection fuel combusts directly.
176
ain requirement while working on Common rail
Human hair 80 m Maximumpurityisnecesarrywhileworkingon

HighPressurefuelsystems
Maximum size
of impurity
• Clean the work area before
disassembling fuel parts.
• Work with clean hands and clothes.
• Use plastic seal caps for the open
channels in fuel components.
Limits of human
• Put the components in a plastic sack.
visibility 30 m
• Never use cleaning rags that give off
lint.
177
Common Rail – Fuel supply components
178
High pressure pump Bosch CP3 – Cursor 9
Pressure regulator
Three piston high pressure

eccentric pump
The pressure regulator (normally-open) acts as a Fuel supply gear pump

throttling device, controlling effectively the rail
pressure (signal from control module) by regulating
the fuel quantity available to the high pressure
plungers.
179
High pressure pump Bosch CP3 – Cursor 9
In normal running, fuel is drawn in through the inlet port (A)

The gear pump pumps it out through the outlet port (B).
Pressure and spring hold the by-pass check ball on its seat.
Both check balls (1 2) remain on their seats
10
180
Fuel supply pump – Cursor 9
OVER - SUPPLY
Over – supply BYPASS
bypass
Bypass valve (1) is open
2
1
Bypass by bleeding
Bypass valve (2) is open
181
High pressure pump – Cursor 9
Legend
1 - To common rail
2 – High-pressure pump
3 - Pressure regulator (M-prop)
4 - From filter
5 - Return line
6 – From ECU
7 - To filter
8 – Fuel supply pump
NOTE: If the high pressure pump is

ever removed from the engine it is
important that the aluminium mounting
bracket is not removed from the engine
block. If it is removed, the backlash
between the pump drive gear and the
camshaft gear is effected.
182
High pressure pump – Components
1. Mechanical feed pump.
2. Fuel to main filter under low pressure.,

internal return from HP-pump
3. Return line connection from HP-pump.
4. Delivery check valve from individual

plunger.
5. By-pass valve on feed pump.
6. Pump shaft.
7. Fuel inlet from filter.
8. 5 bar (72.5 psi) limiter valve.
9. Pressure regulator.
13
183
High pressure pump – Operations
14
184
High pressure pump – Operations
Three radial pistons governed by the timing gear, with a gear-type supply pump built in. The pistons act
on the eccentric cam mounted on the pump shaft.
Intake phase - plunger is supplied with fuel through the supply passage. The quantity of fuel supplied is
determined by the pressure regulator, in relationship with the engine controller (ECM).
The pressure regulator (7) modulates the flow of fuel to the plunger on the basis of a PWM command
received from the ECM.
During the plunger compression phase, the fuel reaches sufficient pressure to open the common-rail
delivery check valve (2), and is forced through outlet (1) to the common-rail.
1 - Outlet for rail delivery line. 5 - Plunger supply passage.

2 - Rail delivery valve. 6 - Pressure regulator supply passage.
3 - Plunger. 7 - Pressure regulator.
4 - Pump shaft.
No pump timing required. The fuel pump provides fuel pressure only, and does not influence timing.
15
185
Low pressure fuel pasages
1 - 3 - 6 - Inlet to plunger. 7 - Regulator drain passage.

2 - Pump lubrication passages. 8 - 5 bar limiter valve.
4 - Main plungers supply passage. 9 - Fuel discharge from regulator inlet.
5 - Pressure regulator 10 - Fuel inlet connection from the filter.
16
186
Fuel supply – hydraulic diagram
5 6
4
Suction
7 High pressure
3
Return / low pressure
2 8
13
18
16 9 11
10
15 17
1
12
14
Fuel supply to HP-pump (low pressure)
187
Fuel supply – hydraulic diagram
• 1. High-pressure pump
• 2. Low pressure relief valve (5 bar )
• 3. Regulation valve of the injector return (1,3 2 bar)
• 4. Rail over pressure valve 185-1950 bar
• 5. High pressure rail
• 6. Rail pressure sensor
• 7. Injector
• 8. Return line LP check valve and pump lubrication
• 9. Engine Control Module cooler (if mounted on EDC 7 controller)
• 10. Manual feed pump
• 11. Fuel pre-filter in suction line
• 12. Fuel tank with suction line
• 13. Feed pump
• 14. Main filter 3 m
• 15. Flow regulation PWM valve to HP-pump (high pressure regulation)
• 16. Lubrication HP-pump
• 17. By-pass over supply
• 18. By-pass for bleeding.
188
Pressure regulator
Located at the high-pressure pump inlet, on low

pressure system, it modulates the amount of fuel for
high-pressure pump supply based on commands
received from ECU.
It mainly consists of parts below:
• Trapezoidal-section lock pin
• Valve control pin
• Pre-load valve
• Coils
When no control signal is present, the pressure
regulator is normally open, therefore the high-pressure
pump is in maximum delivery condition.
The ECU modulates a PWM control signal to extend or
reduce section of fuel supply line to high-pressure
pump.
189
Common Rail – Cursor 9
HP pipelines
HP supply pipeline
Injector
Rail pressure sensor

Two stage over-pressure valve 1900 bar
Incorporated in the valve-housing cover
23
190
Common Rail – Accumulator under High Pressure
Fuel pressure is increased at the plungers of the high pressure pump and delivered to the rail that acts
as an accumulator.
A pressure sensor in the rail provides the control module with the current status of pressure.
Pressure in rail varies depending on engine load.
High pressure pipes are all the same length, as with conventional fuel injection systems.
The rubber grommets on the high pressure pipes help reduce failure by adding weight to the pipe, and
thereby changing the frequency of vibration to a limit that avoids fracture.
Note: High pressure supply pipes are tuned to prevent vibration.
Never loosen or disconnect any fuel system components while cranking or with the engine running.
Always wait long enough to loosen the HP pipes after stopping the engine till the pressure
in the rail is 0 Bar. Use the EST to check the pressure in the rail before loosen the pipes
An over-pressure relief valve (dual stage) controls the maximum pressure and will limit pressure in the
event of pressure sensor failure or if the normally-open pressure regulating valve has no current to
operate the PWM control spool.
21
191
Pressure Regulator Limiter Valve –

Engine at a imum load
1. Coil 6. Fuel inlet from filter

2. Core 7. Fuel return from high-pressure pump
3. Pre-load spring 8. Cylinder for opening discharge port
4. Poppet 9. Fuel discharge
5. High-pressure feed pump 10. Fuel delivery
22
192
Pressure Regulator Limiter Valve –
Engine at Low Idle
1. Coil 6. Fuel inlet from filter

2. Core 7. Fuel return from high-pressure pump
3. Pre-load spring 8. Cylinder for opening discharge port
4. Poppet 9. Fuel discharge
5. High-pressure feed pump 10. Fuel delivery
23
193
Pressure Regulator Limiter Valve
Engine at low idle

Regulator coil is energized with a PWM signal and then the coil core is displaced against the preload
spring. The coil core movement causes the poppet to assume the ma imum closed position, and
therefore minimize the flow of fuel to the high pressure pump.
This limits the common-rail pressure to approx. 350 – 400 bar (5075 – 5800 psi).
The 5 bar limiter valve, responsible for controlling the opening and closing of the discharge port, will
be in its maximum opening position to allow excess fuel to decay through the discharge outlet.
Engine at ma imum load

Regulator coil is not energized, so core is at rest position due to the effect of the preload spring. The
poppet is in the maximum delivery position.
The rail pressure raises till its maximum value (1600 Bar -1900 Bar)
Regulator feeds the high pressure pump with the maximum available flow rate.
The 5 bar pressure limiter discharge passage is closed. A small flow of fuel to lubricate the pump is
allowed.
Lube orifice in the prop-valve

The lube orifice provides lubrifiction and cooling for the high pressure pump by the fuel and to
discharge excess fuel as the fuel regulating valve (Mprop) does not close completely - the orifice
keeps the rail pressure at a desired low value at zero injection when the engine decelerates.
194
High pressure pipes
NOTE: It is important to have the external high pressure pipe nuts tightened to the correct
torque. If over torqued the inner diameter of the pipe can get squeezed which will restrict the
flow of fuel and therefore effect engine performance.
195
Common Rail – Cursor 13
Relief valve andfuel returnpipe
196
Fuel return from the injectors
The injector leakage is collected in the cylinder head central fuel

return channel. At the end of the channel there is a fuel return
relief valve with an opening pressure of 1,5 bar.
Return to
cooler If the return pressure is out of specifications, the opening and
closing of the injector are involved. That means bad metering of
fuel and probably smoke at the exhaust pipe.
Return from
HP-pump
197
Fuel return – Cursor 9
Fuel cooler
Bleed screw on the

injectors return
channel
Cooling pipe
198
Bleeding – Cursor 9 and 13 (F3C)
Bleed screw at cylinder head
Bleed screw on filter
Breather points:
Loosen bleed screw on filter and operate the handpump.
Tighten bleed screw when the fuel is free from air.
Handpump Loosen bleed screw at the cylinder head.
Wait until there is no air.
Start the machine and run at low idle until the engine runs
smoothly.
Note: Before replacing the filter open the bleed plug to
release the pressure.
199
Testing the supply pressure – Cursor 9
With electric lift pump (if mounted) running only

Temperature 0.35 bar (5 psi)
sensor to be Cranking 1 bar (15 psi )
removed Engine running minimum 5 bar (72 psi )
200
Common Rail - Injector
Capacitors are used to get to 80 Volts to initially fire the

injectors.
Fuel metering is defined by the opening time of injector and
rail pressure.
Main injection delivery will vary depending on load and status

of the engine.
A pilot injection 300 s before the main injection takes place,

reducing noise and increasing combustion efficiency.
A zero delivery drain orifice exists within the CP3 pump so

as to discharge excess fuel as the fuel regulating valve
(Mprop) does not close completely - the orifice keeps the rail
pressure at a desired low value at zero injection when the
engine is motored downhill.
201
Common Rail – Injector Voltage supply
High side switch InjectorBank
The voltage supply to the injectors is

made by a High side switch (transistor)
Low side switches and supplies 3 injectors.
Each time that an injector has to inject, the

high side switch of the injector bank
switches on together with the specified low
side switch.
Ashortcircuitinoneinjectorcircuitwillswitchoffthe
entireinjectorbank
MostlytheECMwillstorealotoffaultcodes.Aswell
faultcodesoninjectorsfromtheotherinjectorbank
202
Electrical
HP fuel supply
return supply
Solenoid
E it orifice (2)
Inlet orifice (1)
Control
chambre Leakage
and control
chambre
Leakage return return
HP supply from rail
Injector no le
203
204
205
Main components are the nozzle and solenoid valve. Constantly supplied with fuel at injection pressure
from the common-rail, this varies depending on demand. Solenoid valve and therefore injector
operation is controlled by the ECM.
At rest with the coil de-energi ed, the ball valve (6) is in the closed position. Same pressure in both
pressure chamber (8) and control area (9), needle cannot be lifted.
Spring is only used to position the needle and control tolerances, and is not part of the closing
mechanism.
Coil energi ed, the ball (6) moves up
Fuel flows from the controlled area to the back-flow pipe, causing a drop in pressure above the rod. At
the same time, fuel in the pressure chamber (8) causes the needle to rise, allowing injection into the
engine cylinder.
Once injection quantity is met, (ECM - map) the ECM de-energizes the coil.
Ball valve (6) returns to the closed position, recreating the balance of forces and therefore the needle
closes, terminating the injection cycle. The difference in surface areas dictates a downward force.
A pilot injection (advance) takes place 300 micro-seconds before the main injection for a duration of
170 micro-seconds. The main injection varies to meet demand. Opening time is dependent on the
actual rail pressure.
Timing of injection is defined by actuation of injector by ECM. This leads to a quieter engine and
increased combustion performance.
High pressure pipes and transfer tube have to be changed after each removal.
206
Common Rail – Injector ball seat damage
Hardparticlescontainedinthefuelgreatlyincreasethe
wearoftheballseat,leadingtothecreationoferosionlines
whichcompletelybypasstheseat.
Thefinaleffectisaveryhighstaticbackleakflow.
Phase 3 : By – pass of
the seat – Widening of
the line
Phase 2 : Erosion of
the bottom of the
damages
Phase 1 :
damages on the
edge
207
E tract the injector with bracket and seal
Extract the injector (1) with the bracket (2) and cupper seal (3).
(if a cupper seal is mounted on the engine)
Renew the cupper seal each time to avoid cylinder compression leakage
208
Replacing injector holder case
Using the tool 380000370 (2)

remove any residues (1) left in
the groove of the cylinderhead.
Fasten extractor 380000123 (2)

Thread the case (2) with to case (3), by tightening the nut
tool 380000159 (1). (1), and pull out the case from
cylinder head.
209
Lubricate sealing rings (3) and

fit them to the case (4); fix tool Adjust the casing hole (3)with
380000156 (2) to the cylinder borer 380000164 (1) and guide
head by means of bracket A, bushing (2).
install the new case, tighten the
screw (1), upsetting the case
lower part
210
Check injector protrusion (2) with the dial gauge (1).

The protrusion must be 1.2 - 1.5 mm (0.047 - 0.059
in). F2C
Through miller (1) and special bushing (2), reame

the injector seat in the case (3), check the injector
protrusion from the cylinder head plane which
must be 1.2 to 1.5 mm.
211
Cursor Engine
Unit Injector fuel system

and fuel actuators
Vandenbriele Geert
Originator engines
212
he nit n ector
With the UIS, a separate Unit Injector (UI) for

each cylinder is installed directly in the
cylinder head. The engine camshaft provides
the mechanical build-up of pressure. Via
tappets or rocker arms it activates a small
piston inside the UI unit. The cam is shaped
in such a way that the desired high fuel
pressure is built up as quickly as possible in
the so-called plunger chamber below the
plunger. A fast-switching solenoid valve
determines start and end of injection while
the duration of triggering determines the
injected fuel quantity. Fitting in the cylinder
head obviates the need for high-pressure
lines which are required for traditional
distributor injection pumps.
213
Fuel lo suction
Hand pump
Breather
Pre-filter
Bleeding plug 3
2
Inspection cover
4 Fuel level sensor

5
1
6
7 8
Fuel cooler
214
leeding – Cursor 10 & 13
Bleed screw at cylinder head
Bleed screw on filter
Breather points:
Loosen bleed screw on filter and operate the handpump.
Tighten bleed screw when the fuel is free from air.
Handpump Loosen bleed screw at the cylinder head.
Wait until there is no air.
Start the machine and run at low idle until the engine runs
smoothly.
Note: Before replacing the filter open the bleed plug to
release the pressure.
215
n ection s stem – Cursor 10 & 13
1. Fuel pressure damper

2. Valve for return circuit, starts
opening at 3.5bar
3. Valve for return circuit, starts
opening at 0.2bar
Return circuit
Supply circuit
216
n ection s stem – Cursor 10 & 13
1. Temperature sensor
2. Bleed valve
3. Secondary fuel filter
4. By-pass valve (0.3-0.4bar)
5. Fuel supply pump
6. Integrated valve (3.5bar)
7. Pressure relief valve (5bar)
8. Fuel tank
9. Priming pump
10. Primary fuel filter
11. Check valve (opening 0.1bar)
12. Heater (if mounted)
13. Electronic control unit
14. Fuel return union with
built in valve (0.2bar)
15. Pump injectors
217
Fuel suction via the C cooler and uel ilter
218
Fuel channels in the c linder head –
Cursor 10 & 13
219
Fuel suppl pump – Cursor 10 & 13
A. Fuel inlet
B. Fuel delivery
C. By-pass nut
D. Fuel return from the pump-injectors
E. Pressure relief valve - opening
pressure 5-8bars
220
Fuel suppl pump – Cursor 10 & 13
Bypass valve 0.3-0.4bar
Return from cylinders

Integrated valve 3.5bar
Restriction 1mm
0.2bar
Safety valve 5 bar To tank Suction
0.3 – 0.4 bar bypass valve: permits fuel circuit filling with engine off (electric or manual pump )
5 bar safety valve: bypasses pump intake with pressure over 5 bar
3.5 bar integrated valve: maintains this maximum pressure level in the cylinder head
1 mm restriction: regulates fuel return flow to tank
0.2 bar valve: with engine off and valve closed, prevents fuel drain from cylinder head
221
Fuel pressure damper – Cursor 10&13
The function of the fuel pressure damper located

on the delivery pipe between the fuel filter and the
cylinder head is to attenuate the supply return
back pressure due to the increase of the injection
pressure.
222
nit in ectors – Cursor 10 & 13
Pumping element:
The pumping element is operated by a rocker arm
governed directly by the cam of the camshaft. The
pumping element is able to ensure a high delivery
pressure. The return stroke is made by means of a
return spring.
Solenoid valve
1
The solenoid, which is energized at each active phase
of the cycle, via a signal from the control unit, controls
a slide valve that shuts off the pumping element 2
delivery pipe. When the solenoid is not energized, the
valve is open, the fuel is pumped but it flows back into 3
the return pipe with the normal transfer pressure of
approximately 5 bars.
When the solenoid is energized, the valve shuts and
the fuel, not being able to flow back into the return
pipe, is pumped into the nozzle at high pressure, 1: Fuel/oil seal
causing the needle to lift. 2: Fuel/diesel seal
The amount of fuel injected depends on the length of 3: Fuel/exhaust gas seal
time the slide valve is closed and therefore on the time
for which the solenoid is energized.
223
nit in ectors osch 3 1 – Cursor 10 & 13
he V unit in ector
The injectors are the

evolution of the PDE 30
injectors with higher
pressure capability and
improved hydraulic
efficiency
224
nit in ectors osch 3 1 – Cursor 10 & 13
225
nit in ectors osch PD 30 – Cursor 9, 10 & 13
Maximum 1500 Bar
LP inlet and outlet channel

in c linder head
226
nit n ectors – Cursor 10 & 13
The solenoid remains open during pump descent . (injection duration, calculated by E.C.U.).
On completing injection, the solenoid closes, reopening communication with the cylinder head feed
passage. Fuel pressure in the pump drops suddenly and the nebuliser needle, under pressure from the
spring, closes (delivery end).
The instant of delivery start (injection advance) and delivery end (injection duration) are not fixed, but
calculated by the E.C.U and variable according to the various engine operating parameters (load, speed,
temperature, etc.).
227
nit n ectors – Filling
During the filling phase, the pumping element (2) moves to its
upper position. The highest cam position is passed and the
rocker roller gets closer to the cam basic circle. The fuel valve
(1) is open and the fuel can flow into the injector from the lower
channel (4) of the cylinder head. The filling phase continues
until the pumping element has reached its upper end of stoke
position.
1.Fuel valve
2.Pumping element
3.Fuel Discharge
4.Filling and flowing back channel
228
nit n ectors – n ection
The injection phase begins during the pumping element

descending phase and when the solenoid valve is energized
and the fuel valve (1) closes. Delivery start time, properly
processed by the electronic control unit, depends on engine
operating conditions. Through the rocker, the cam continues to
activate the pumping element (2) and the injection phase
continues as long as the fuel valve is closed (1).
229
nit n ectors – nd o n ection
Injection stops when the fuel valve (1) opens, during the
pumping element descending phase, following the solenoid
valve de- energizing.
The fuel flows back, through the open valve (1), the injector
holes and the channel (4), into the cylinder head. The
solenoid valve energized by the electronic control unit, is the
injection duration (Capacity) and depends on the engine
operating conditions.
230
nit n ectors – code
F3A-F3B- F3C UIN 3.1
F2B PDE30
For each injector replaced, hook up to the EST diagnostic station and, when asked by
the program, enter the IMA code punched on the injector () to reprogram the control
unit.
231
ngine management – Fuel dosing
Fuel dosing is calculated based on

• Engine load and load demand
(accelerator position, torque demand from transmission controller or ABS/ASR controller)
• Engine RPM and engine speed demand (vehicle speed demand)
• uantity of air intake (calculated from engine RPM, air temperature and intake manifold pressure)
Fuel deliver corrections based on

• Coolant temperature
When the engine is cold, it encounters greater operating resistance, mechanical friction is high and the
engine oil is still very viscous. Injected fuel also tends to condense on cold metal surfaces.
Fuel dosing is therefore greater than with a hot engine.
• Noise and emission levels
• Overload and overheating
• Derate functions
After determining the mass of air introduced by measuring its volume and temperature, the control unit
calculates the corresponding mass of fuel to be injected into the cylinder involved. Fuel temperature is
also taken into account, because the controller activates the injectors for a certain time. Cold fuel has a
greater mass then heated fuel.
232
ngine management – n ection lead
Injection lead or the start of fuel delivery expressed in degrees, can differ from one injection to the next,
even from one cylinder to another.
It is calculated according to engine load, for example, accelerator position, engine RPM and air intake.
Lead is corrected as re uired

• During acceleration
• According to coolant temperature
Lead is used to obtain

• Reduced emissions
• Noise abatement
• No overload
• Better vehicle acceleration
High injection lead is set at start, based on coolant temperature. Delivery start feedback is given by the
electro valve impedance variation.
n ection cut o
During deceleration of the engine there is a injection cut-off. The injection starts at new when a minimal
engine speed is reached to avoid engine-stop
233
emoving the unit in ector
1. Extract the pump injector by using tool

3 00001
2. Using part 3 of the special tool, hook it
around the bottom of the injector .
3. Install part of the tool over the stud on
part 3 with the legs resting on the cylinder
head.
4. Install the nut 1 onto the stud and tighten
with a wrench to extract the injector from
the cylinder head.
5. After removing the injectors, install the plugs
3 0000130 1 into the injector holes to keep
dirt and debris from entering the passage
ways in the cylinder head.
234
eplacing unit in ector case
380000159
+
380000160
Using the tool 380000370

(2) remove any residues (1)
left in the groove of the
cylinder head.
Thread the case (2) with Screw the extractor 380000123 (2) into the case (3).
tool 380000159 (1). Screw down the nut (1) and take the case out of the
cylinder head.
235
Lubricate the seals (3) and fit them on the case (4). Using the reamer 380000163 (1-2),
Using tool 380000157 (2) secured to the cylinder head rebore the hole in the case (3).
with bracket A, drive in the new case, screwing down
the screw (1) upsetting the bottom portion of the case.
236
Check injector protrusion (2) with the dial gauge (1).

The protrusion must be 1 1 to 1 mm
Using grinder 380000163 (1-2), reame the injector seat

in the case (3), check the injector protrusion from the
cylinder head plane which must be 1.14 to 1.4 mm.
237
Cursor Engine
Engine management
Vandenbriele Geert
Originator engines
238
ngine management – DC C31
he DC C31 electronic control unit manages the

ollo ing main unctions
• Fuel injection
• Accessory functions such as:
• Cruise control
• Speed limiter
• PTO
•Inlet manifold and fuel heater
• Selective Catalic Reduction system
• Self diagnosis
• Recovery
• Enables interfacing with other electronic systems
available on the vehicle for diagnostic purposes
Old Tier 2 engines had a fuel cooler built against back side of the
controller. Nowadays the controller is only cooled when necessary.
Sometimes the cooler is used as support for the controller .
239
ngine management – DC 1 CV 1
The EDC 17 CV41 electronic control module

manages the following main functions:
• Fuel injection
• Accessory functions
• Cruise control
• Speed limiter
• PTO
• Emission control
• etc.
• Self-diagnosis
• Recovery
• Enables interfacing with other electronic
systems available on the vehicle
Speci ications
Operating range : -40 and 80 °C (-40 - 176 °F)
Rated continuous temperature : 80 °C (176 °F)
Power supply: 12 / 24 V
Max power supply: 32 V
Min power supply : 7V
240
ngine management – Functional scheme
241
ngine management – Fuel mapping
Fuel dosing and in ection lead
Parameter values are temporary

stored in the ECM. The software of
the ECM calculates the fuel dosing
Injectiontime
or injection time and injection lead

from different sensor values called
parameters. For the calculation
many lock up tables are used. The
3D of the lock up table calls MAP .
After using many maps and
algorithmic calculations the injection
time (pre – and main injection ) and
the injection lead are set.
242
Fuel dosing is calculated based on
• Engine load and load demand

(accelerator position, torque demand from CCM UCM or transmission controller )
• Engine RPM and engine speed demand (vehicle speed demand)
• uantity of air intake (calculated from engine RPM, air temperature and intake manifold pressure)
During the starting phase fuel dosing is calculated based on

•Engine speed
•Coolant temperature
Engine speed, accelerator position and manifold absolute pressure are the main parameters for the
Fuel dosing
243
Fuel deliver corrections based on
• Coolant temperature
When the engine is cold, it encounters greater operating resistance, mechanical friction is high and
the engine oil is still very viscous. Fuel injected also tends to condense on cold metal surfaces.
Fuel dosing is therefore greater than with a hot engine.
• Noise, fumes, overloads
Behaviors that could lead to the above mentioned items are well known, so the control unit is
programmed with specific instructions to prevent them.
• Overheating
In the event of engine overheating, the control unit will De-rate the engine. This decreases the fuel
delivery proportional to the temperature reached by the coolant.
After determining the mass of air introduced by measuring its volume and temperature, the control unit
calculates the corresponding mass of fuel to be injected into the cylinder involved. It also takes into
account the temperature of the engine oil.
Fuel temperature is also taken into account, because the controller activate the injectors for a certain
time. Cold fuel has a greater mass then heated fuel. The injector activation time depends also on the rail
pressure. The higher the rail pressure, the higher the injected fuel mass in a certain time.
244
n ection strateg
Depending the calculated fuel quantity, the engine RPM and the engine temperature , the fuel quantity
is injected at once Only main injection or the fuel quantity can be injected in two parts Pre-injection
and main injection.
De rating
In the event of engine overheating, the control module will decrease the power of the engine
proportionally to the temperature reached by the coolant.
n ection cut o
During deceleration of the engine there is a injection cut-off. The injection starts at new when a
minimal engine speed is reached to avoid engine-stop
245
ngine management – ail pressure
ail Pressure depends on
• Engine RPM
•Calculated fuel quantity
•Load demands
• External device actuation
PTO, Hydraulic pump, etc ..
• Injection strategy
pre-injection with main injection or only main injection
• Speed reducer and braking
• Cruise control
• etc.
• Serious defects involving load reduction or engine stop
246
ngine management – n ection timing and lead
In general the injection time corresponds the injection quantity. Because of the self combustion
temperature and the fact that fuel combustion has to start at TDC, there is injection lead .
Injection lead or the start o uel deliver expressed in degrees, can differ from one injection to the
next, even from one cylinder to another.
It is calculated according to engine load, for example, accelerator position, engine RPM and air intake.
Lead is corrected as re uired

• During acceleration
• According to coolant temperature
Lead is used to obtain

• Reduced emissions
• Noise abatement
• No overload
• Better vehicle acceleration
High injection lead is set at start, based on coolant temperature. Delivery start feedback is given by the
electro valve impedance variation.
247
ngine management – ngine start
Cylinder 1 detection, flywheel and camshaft sensors synchronization takes place at first engine turns.
The accelerator pedal signal is ignored at start. Start delivery is exclusively based on coolant
temperature via a specific map. Minimal engine RPM and minimal battery voltage are also taken into
account.
After crank phase : The controller enables the accelerator pedal, when it detects flywheel acceleration
and an increase in engine speed. The after crank phase is between cranking and low idling.
arming p
When the engine is running after a cold start the fuel dosing and injection lead is adapted to the engine
temperature. Fast low idling is used in stead of normal low idling.
Pre and post heating
Pre-heating is activated when one of the three temperature sensors (coolant, air or fuel), records a
temperature below 10 C 0 F The pre-heat warning light goes on when the ignition key is turned to
the ON position and stays on for a variable period of time according to temperature, while the grid
heater raises the temperature of the air, then the light starts blinking to indicate that the engine can be
started. The warning light switches off after the engine is running, while the heater continues being fed
for a variable period of time to complete post heating The operation is cancelled to avoid draining the
batteries if the engine is not started within 20-25 seconds with the warning light blinking. The pre-heat
curve is also variable based on battery voltage.
When the ignition key is turned to the ON position, the warning light goes on for about 2 seconds for a
short test and then switches off when all reference temperatures are above 10 C 0 F The engine
can be started at this point.
248
ngine management – ter un
At each engine stop, with the ignition key off, the control unit still remains fed by the main relay for a few
seconds to enable the microprocessor to transfer data from the main volatile memory to a nonvolatile,
cancelable and re-writable (EEPROM) memory to make the information available for the next start (Run
up).
This data essentially consists of:
• Miscellaneous settings, such as engine idling, etc.
• Settings of some components
• Breakdown memory
The process lasts typically for 2 - 7 seconds according to the amount of data to be stored. After which the
ECU disconnect the main relay from the battery. This procedure must never be interrupted by cutting the
engine off from the battery or disconnecting the battery for at least 10 seconds after engine shutdown. In
this case, system operation is guaranteed until the fifth improper engine cutout. After this, an error is
stored in the breakdown memory and the engine operates at lower performance at the next start while
EDC warning light stays on.
epeated procedure interruptions could in act lead to control unit damage
The trigger point for the After run procedure are the return to the key off position of the ignition switch and
the end of the last control done by the engine controller. The engine controller always finishes its closed
loop controls before the after run procedure starts.
The trigger point for TIER IV engines is the switching off of the DCU (SCR pump stops to work)
249
ngine management – un p
When the ignition key is turned to the ON position, the control unit transfer data stored in the re-
writable (EEPROM) memory during the After Run, to the main volatile memory (working memory) and
diagnoses that data. The data consist of fixed reprogrammable data and rewritable data stored and
reworked at every engine stop
his re ritable data or adaptive data essentiall consists o
• Miscellaneous settings
• Engine idling
• Component settings
• Breakdown memory
Furthermore during the run up, the ECM will check the connections and the working of different
components when the warning light lights up for approximately 2 seconds. If there is a problem a fault
code will be set and probably the engine will start up in derate or won’t start at all. The warning light
will light up continuously.
After an emergency ECM stop, mostly because the battery voltage is too low , the ECM will do first a
special After Run procedure before the Run Up. As many improper engine cutouts can damage the
software in order that the first program step of the special After Run procedure won’t be found.
After a reprogramming of the ECM a part of the adaptive data is empty and/or the same for all the
engines. It takes some time for the engine to adapt this data to the specified engine features. The
engine will run improper the first 15 minutes after a reprogramming.
Some adaptive data is set with the EST, like the idling speed or the I A-code on the injectors.
250
ngine management – Other unctions
dle speed control

The control unit processes signals transmitted by the various sensors and adjust the quantity of fuel
injected.
It also controls the pressure regulator and modulates injection duration of the electro-injectors.
Within specific limits, the control unit also monitors battery voltage.
Control o or ing speed in normal operating conditions

Each time work load varies, the control unit adjusts torque so as to maintain the engine in maximum
power conditions. If the load causes a reduction in power, the control unit increases torque by
increasing the amount of fuel injected in order to restore the engine to maximum power.
ccessor unctions
Such as: PTO-functions, airco compressor, heating element
speed limiter, communication with other control units
251
ngine management – Other unctions
C linder balancing
individual cylinder balancing contributes to increasing comfort and operability. This function enables
individual personalized fuel delivery control and delivery start for each cylinder, to compensate for
injector hydraulic tolerances.
The flow differences between the various injectors cannot be evaluated directly by the control unit.
This information is provided by the entry of the codes for each injector, by means of the electronic
service tool.
S nchroni ation search

The control unit can recognize the to inject fuel into even in the absence of a signal from the camshaft
sensor. If this occurs with the engine running, the combustion sequence is already acquired, so the
control unit continues with the sequence it has already synchronized on. If it occurs with engine
stopped, the control unit actuates one electro valve.
If it occurs with the engine stopped, the control unit only actuates one electro valve. Injection occurs
inside the cylinder within a maximum of 2 shaft revolutions so the control unit is only required on the
firing sequence and start the engine.
Diagnosis and programming

Enables interfacing with other electronic systems available on the vehicle for diagnostic purposes.
252
ngine management DC – F , F3 , F3
1. Temperature and inlet manifold
absolute pressure
2. Inlet manifold heater
3. Unit Injector
4. Engine brake valve
5. Camshaft sensor
6. Fuel temperature sensor
7. Starter
8. Flywheel sensor
9. Electrovalve VGT turbo
10. Oil pressure and temperature sensor
11. Airco compressor
12. Cooling system temperature sensor
13. Controller EDC 7 UC.31
253
Sensors LHS – Cursor 10&13

Camshaft
sensor
Fuel temperature Coolant

sensor temperature
sensor
EDC 7 Controller
Manifold pressure
and temperature
sensor
254
Sensors HS – Cursor 10&13
Bulkhead connector Flywheel

for injectors sensor
Coolant
temperature
sensor
Oil temperature
pressure sensor
255
ngine management DC –F C
1 Fuel temperature sensor

Camsha t speed sensor
3 Starter motor
DC control unit
C Compressor
Oil pressure temperature sensor
ir pressure temperature sensor
lternator
9 nta e air heater
10 ul head connector or C
in ectors
11 Coolant temperature sensor
1 Fl heel speed sensor
13 Fuel ad ustment valve on the
high pressure uel pump.
256
Sensors LHS – Cursor 9 V
Fuel temperature
Boost temperature sensor
Camshaft and pressure sensor
sensor Clogged
filter switch
Oil temperature
Flywheel pressure sensor
sensor EDC 7 Controller
257
osch DC Controller
Sensor connector
Unit Injector or Common Rail

Injector connector
015 - Base unit connector
258
ase unit connector – Cursor 9 & 10, 13 CP
C pin Cable Function

(1) Free
(2) 7151 +30positive
(4) Free
(5) 0151 Ground
(6) 0151 Ground
(7) Free
(10) 0151 Ground
(11) 0151 Ground
(12) 0094 Prehaetingrealis (ground)
(13) tot(28) Free
(29) 5163 Diagnosis ECMsystem (power supplyswitch)
(30)tot(33) Free
(34) Groen CAN Lline(ECB)
(35) Wit CAN Hline(ECB)
(36)tot(39) Free
(40) +15positive
(41) Free
(42) SensorWaterInFuel (signal)
(43)tot(74) Free
(75) 9164 Prehaetingrelais (positive)
(76)tot(88) Free
(89) 2298 KlinediagnosisECM controller
259
ase unit connector – Cursor 13

ECUpin Wire Function
1 Free
2 7151 +30positive
3 7153 +30positive
4 Free
5and6 0151 Ground
7 Free
8 7151 +30positive
9 7151 +30positive
10 0151 Ground
11 0151 Ground
12 0094 Preheatingactuationenablerelayground
13to25 Free
26 5173 Ground
27 5174 Ground
28 0173 Ground
29 5163 EDCsystemdiagnosticswitchpowersupply(presetting)
30to33 Free
34 Green CAN Lline(ECB)
35 White CAN Hline(ECB)
36to39 Free
40 +15positive
41 Free
42 Waterinfueldetectionsensor(signal)
43to67 Free
68 8173 Ground
69to74 Free
75 9164 Preheatingactuationenablerelaypositive
76to88 Free
89 2298 EDCcontrolunitdiagnosis Kline
260
n ector connector – Cursor 9,10, 13 CP & 13
ECU Wirecolor Function

pin
(1) Purple(F3B free) Solenoidvalveforelectroniccylinder5injection
(2) Gray(F3B free) Solenoidvalveforelectroniccylinder6injection
(3) Blue Solenoidvalveforelectroniccylinder4injection
Black(F3B) Solenoid valveforelectroniccylinder456injection
(4) Red(F3B free) Solenoidvalveforelectroniccylinder1injection
(5) Pink(F3B free) Solenoidvalveforelectroniccylinder3injection
(6) Yellow Solenoidvalveforelectroniccylinder2injection
White(F3B) Solenoid valveforelectroniccylinder123injection
(7) Free
Orange(F3B) Ground
(8) Free
Brown(F3B) Ground
(9) Free Mprop valve for CP3 fuel dosing (only cursor 9)
(10) Free Mprop valve for CP3 fuel dosing (only cursor 9)
(11) Orange Solenoidvalveforelectroniccylinder2injection
Red(F3B) Solenoid valveforelectroniccylinder123injection
(12) Green Solenoidvalveforelectroniccylinder3injection
(13) White Solenoidvalveforelectroniccylinder1injection
(14) Black(F3B –Bleu) Solenoidvalveforelectroniccylinder4injection
(15) White(F3B –Gray) Solenoidvalveforelectroniccylinder6injection
(16) Brown(F3B Purple) Solenoidvalveforelectroniccylinder5injection
261
Sensor connector – Cursor 9

ECUpin Wirecolor Function
(1) to(8) Free
(9) White Camshaftspeedsensor
(10) Red Camshaftspeedsensor
(11) Free
(12) Pressuresensoronrail
(13) Pressuresensoronrail(ground)
(14) Pressuresensoronrail
(15) Pink Coolanttemperaturesensor
(16)and(17) Free
(18) Orange/Black Fueltemperaturesensor
(19) Black Flywheelspeedsensor
(20) to(22) Free
(23) White Flywheelspeedsensor
(24) Brown Engineoiltemperature/pressuresensor (ground)
(25) White Airtemperature/pressuresensor (ground)
(26) Yellow Coolanttemperaturesensor
(27) Orange/Black Engineoiltemperature/pressuresensor (temperature
signal)
(28) Blue Engineoiltemperature/pressuresensor (pressuresignal)
(29) to(31) Free
(32) Orange Engineoiltemperature/pressuresensor (power +5V)
(33) Red Airtemperature/pressuresensor(power+5V)
(34) Green Airtemperature/pressuresensor(pressuresignal)
(35) White/Red Fueltemperaturesensor
(36) Orange Airtemperature/pressuresensor(temperaturesignal)
262
Sensor connector – Cursor 10 &13 CP
C Pin ire Color Function

(1) to(8) Free
(9) White Camshaftspeedsensor
(10) Red Camshaftspeedsensor
(11) to(14) Free
(15) Pink Coolanttemperaturesensor
(16) Free
(17) Free
(18) Orange/Black Fueltemperaturesensor
(19) Black Flywheelspeedsensor
(20) to(22) Free
(23) White Flywheelspeedsensor
(24) Brown Engineoiltemperature/pressuresensor (ground)
(25) White Airtemperature/pressuresensor (ground)
(26) Yellow Coolanttemperaturesensor
(27) Orange/Black Engineoiltemperature/pressuresensor (temperaturesignal)
(28) Blue Engineoiltemperature/pressuresensor (pressuresignal)
(29) to(31) Free
(32) Orange Engineoiltemperature/pressuresensor (powersupply)
(33) Red Airtemperature/pressuresensor(powersupply)
(34) Green Airtemperature/pressuresensor(pressuresignal)
(35) White/Red Fueltemperaturesensor
(36) Orange Airtemperature/pressuresensor(temperaturesignal)
263
Sensor connector – Cursor 13

1 Brown Ground
2, 4to8 Free
3 Black Ground
9 White Camshaftsensor(powersupply)
10 Red Camshaftsensor(shieldedground)
11to14 Free
15 Pink Coolanttemperaturesensor(powersupply)
16and17 Free
18 Orange/Black Fueltemperaturesensor
19 Black Flywheelsensor(shieldedground)
20 Brown Ground
21 Free
22 Free
23 White Flywheelsensor(signal)
24 Brown Engineoiltemperature/pressuresensor(pressureground)
25 White Airtemperature/pressuresensor(pressureground)
26 Yellow Coolanttemperaturesensor(ground)
27 Orange/Black Engineoilpressure/temperaturesensor(temperaturesignal)
28 Blue Engineoilpressure/temperaturesensor(pressuresignal)
29 Free
30 White Ground
31 Free
32 Orange Engineoilpressure/temperaturesensor(powersupply)
33 Red Airtemperature/pressuresensor(powersupply)
34 Green Airtemperature/pressuresensor(pressuresignal)
35 White/Red Fueltemperaturesensor
36 Orange Airtemperature/pressuresensor(temperaturesignal)
264
ngine management –
nteraction ith other controllers
EDC 7
CAN messages
CAN messages CAN messages CAN messages
Data transfer, called CAN messages, between all the EST diagnostic connector
controllers of a vehicle. The messages can be:
demands , information about the state of the controller,
sensor values, diagnostic checks, etc, ..
265
ngine management –
nteraction ith other controllers
Vehicle
Controller
To reduce cables and connectors vehicle constructors

use less controllers. The strategy is to connect
physically a sensor or an actuator to the nearest CAN to
controller . ECM
Nowadays controllers are part of several functions like

transmission control, engine control, hydraulic control, CAN Hi
The SAE 1959 CAN bus is
etc .. To inform controllers CAN messages are sent.
CAN Lo have to be used for drive line
In the example above , the foot throttle sensor is messages. The CAN wires
connected to the vehicle controller. The vehicle are GREEN and YELLOW.
controller transforms the throttle potentiometer voltage
into a CAN message that is sent to the engine
controller.
266
ngine management – Vehicle controller
To reduce the number of cables and connectors going

in and out the cabin, a VEHICLE CONTROLLER is
used.
The vehicle controller is the main controller of the
vehicle. This controller takes part on the most
functions because the most driver controls like
handles, switches, throttles are located in the cab.
In CNH Agriculture the vehicle controller is named :

•CCM:
•UCM: Universal Control Module
267
ngine management – ngine protection
Engine management provides for engine protection by reducing the power output and/or
shutting down the engine before major damage occurs.
268
ngine management – ngine protection
269
Cursor Engine
Sensors
Vandenbriele Geert
Originator engines
270
Fl heel speed sensor
P
This induction type sensor is located on the rear timing
cover. The crankshaft generates signals from the
magnetic flow lines that close through the 54 or 58
holes in the crankshaft.
The control unit uses this signal to determinate the
crankshaft position. The different sections are used
for the injection start and the injection duration.
The sensor air gap is not adjustable.
271
Camsha t speed sensor
This induction type sensor located on the camshaft

generates signals obtained from the magnetic flow lines
that close through the six plus one phase teeth of a
sound wheel mounted on the camshaft.
The electronic center uses the signal generated by this
sensor as an injection step signal.
Though electrically identical to the engine speed sensor
mounted in the camshaft, it is NOT interchangeable
with it as its cable is shorter and it has a larger
diameter.
The sensor s air gap is NOT AD USTABLE
272
edundanc engine speed and position
P S
The crankshaft speed/position signal and the

camshaft speed/position signal are redundant. This
means that both signals can be used for engine
position and speed.
If the engine controller has only the information

from the camshaft speed sensor the working of the
engine will be more rude. The information of the
camshaft phonic wheel isn’t so precise.
For TIER IV engines the lack of the camshaft
speed information or a too big difference between
the crankshaft speed and the camshaft speed
leads to engine de-rate (less engine performance).
The lack of camshaft sensor information can lead
to a more difficult start of the engine.
273
ani old absolute pressure temperature sensor
This component incorporates a temperature sensor and a

pressure sensor. It is installed onto the intake manifold and
measures the maximum supplied air flow rate used to accurately
calculate the amount of fuel to be injected at every cycle.
The absolute pressure sensor uses a V supply and the output
voltage is proportional to the pressure or temperature measured
by the sensor.
During the Run-up of the ECM, the controller compares all the
absolute pressure sensors for atmospheric pressure.
The lack of manifold pressure information will lead to less

engine power
274
ail pressure sensor
Installed on one rail end, it measures the actual fuel

P pressure in order to determine injection pressure.
The injection pressure value is used for pressure check
and to determine the injection electric command duration.
It is supplied with V The pressure measurement is
based on the expansion of a steel diaphragm. The
pressure sensor generates an analogue output signal
which is proportional to the rail pressure.
Operating characteristics
Pressure range 0 00 bar

0 3 00 psi
Supply voltage V
275
ail pressure sensor
If the sensor detects 1700 bar for more than 1 second a

fault code is set Rail Pressure too High and the engine
switch off.
Within this second the ECM will stop the injection of fuel
so the rail pressure can raise more. to force the rail relief
valve to open.
Therailpressuresensorhastobechangedtogetherwiththe
rail.Therearenoseparatepartnumbersandthesensorcan
onlybeorderedtogetherwiththerail.
Neverloosenthepressuresensortoavoidfuelleakage.
276
Pedal and hand throttle sensor
The pedal and / or hand throttle sensor sends a signal

to the engine controller for a speed demand. Depending
on the engine software it can be a pure speed demand ,
a simulation of an all-speed mechanical governor or it
can be a simulation of the mechanical mini-maxi
governor.
The pedal and / or hand throttle sensor can be directly

connected to the engine controller or can be physical
connected to the vehicle controller like the CCM or the
UCM.
The vehicle controller sends with fixed time intervals a
CAN message about the throttle position information to
the engine controller.
Mostly the throttle sensor is a potentiometer working

with a supply voltage of 5 Volt.
The lack of throttle information will lead to a constant

engine speed.
277
Coolant temperature sensor
The NTC sensor located in the coolant circuit on the

cylinder head measures the coolant temperature for the
various operating conditions. It identifies fuel enrichment
for a cold engine and fuel reduction for a hot engine. The
signal is sent to the ECM control unit which, in turn,
controls the gauge and the high temperature warning
lights in the instrument cluster. The temperature signal is
only used by the ECM control unit
Sensor with Negative-temperature coefficient (NTC)
Sensor resistance is higher with colder temperatures.
The resistance range is shown below:
E ample:
• -10 °C (14 °F) 8100 - 10770 .

• +20 °C (68 °F) 2280 - 2720 .
• +80 °C (176 °F) 290 - 364 .
278
Fuel temperature sensor clogged filter switch
Fuel temperature sensor Fuel temperature sensor
The NTC sensor located in the low pressure

fuel circuit at the fuel filter measures the fuel
temperature for calculation of the fuel volume
to be injected. Various fuel temperature
means various volume for the same weight
of fuel.
Clogged filter switch

Clogged filter switch
This switch detects filter clogging once the

pressure is higher then 1.5 bar.
The lack of any temperature information will activate a

simulated temperature value that will be used by the
engine software. Sometimes the information of another
temperature sensor is used.
279
Oil absolute pressure temperature sensor
This component incorporates a temperature

sensor and a pressure sensor. It is installed onto
the engine oil filter base in a horizontal position or
in the engine oil circuit. It measures the engine oil
temperature and pressure. The signal is sent to
the ECM control unit which, in turn, controls the
gauge and the low pressure warning lights in the
instrument cluster. The temperature signal is only
used by the ECM control unit.
The sensor uses a 5 V supply and the output
voltage is proportional to the pressure or
temperature measured by the sensor.
Low oil pressure or high

oil temperature can switch
off the engine.
280
Atmospheric pressure sensor
The engine electronic control unit incorporates an

atmospheric pressure sensor .
This value is used for a better interpretation of the manifold

absolute pressure. When knowing the atmospheric
pressure turbo boost pressure is better detected.
On high altitude the boost pressure and the engine power

has to be lower to protect the turbo and to limit black
smoke.
During the Run-up of the ECM, the controller compares all

the absolute pressure sensors for atmospheric pressure.
Especially the manifold pressure is compared with the
atmospheric pressure of the controller atmospheric sensor.
A pressure difference more then 20,0 kPa (0,2 bae) for
more then 800 msec. will set a fault code.
281
Oil and coolant level sensor (optional)
Oil level indicator -

These sensors are used to indicate when the level of
the oil in the sump is too low.
Coolant level indicator
This sensor or switch is used to indicate when the

coolant level in the expansion tank is too low
The signal is sent to the engine control unit or the

vehicle controller which, in turn, controls the low level
warning lights in the instrument cluster. It’s possible
that engine derate will take place when a low level
occurs
282
Water In Fuel sensor (WIF)
Sensor supplies a low voltage level to the engine

controller if there is water in the filter and a high
voltage if there is no water.
For CNH engines water in fuel never leads to

engine derate.
The signal is sent to the engine control unit or the

which, in turn, controls the water in fuel warning lights in
the instrument cluster.
283
Information about starting
CNH engines detects starting by engine speed.

In general the engine controller starts to
activate fuel when 250 bar rail pressure is
reached and when the calculated engine
speed is more then 250-300 revs/min.
(ECM calculates the engine speed from
crankshaft sensor and camshaft sensor)
CNH does not use the ignition key connection
50 for mapping .
284
5 Volt supply to sensors
The engine electronic control unit has three 5 Volt supplies

for the analog sensors.
A correct voltage supply of 5 Volt is very important for the
analog 5 Volt sensors. To avoid supply voltage drop, the
Bosch EDC controller has three separate 5 Volt supplies
inside. For the same reason several sensor grounds are
connected to the controller.
285
Cursor Engine
Actuators for cold start

and electronic cooling fan
Vandenbriele Geert
Originator engines
286
Cold start heating grid
During winter time, the ECM provides to heat the air before intake air manifold
Inlet manifold
PTCairheater
WARNING
Do not use flammable gases or liquids to aid engine ignition.
These substances in contact with the heating element could easily
ignite and create situations of great danger.
287
Filter heater
Picture NEF
288
ngine bloc heater it
Installed in the engine block
Warms coolant in the engine block when the

engine is not operational
Requires external 120 Volt AC or 220 Volt

source
289
Engine
management
Diagnostic structure
Vandenbriele Geert
Originator engines
290
asic structure or diagnostics on electronical
s stems
Ask for costumer

complaints and verifivy Usage, general description and
the information utilization of the system
Fault codes
Diagnose H-menu’s
EST Service support systems
Datar & technical publications
Interpretation of the • ASIST
Diagnostic results • e-TIM
• EST
• Electric diagrams Dis- / re-assembly
Selection and application of instructions in
the correct repair method technical
publications
Reparation
Usage, working
Verify if the complaints
no fault codes
have disappeared
Delivery of repared vehicle to customer
291
Logical diagnose se uence ith S
The EST has a logical diagnose sequence

Please respect this sequence for efficient problem solving.
1. Inspection of the controller status

presence on the CAN network
2. Inspection of the fault codes
3. Identification of hardware and software
on controllers with fault codes
4. Monitor inspection of the parameters
5. Set outputs – Controller tests
6. Usage of technical information:
Troubleshoot problems ASIST
7. Usage of DATAR for particular
problems
292
Logical diagnose se uence ith S remar s
1. Inspection of the controller status presence on the CAN network

The non presence of a controller on the CAN network will result in a lot of fault
codes and costumer complaints. This has to be solved at first.
2. Inspection of the fault codes
For more than 65 of the electronic problems and a lot of mechanical problems
on a electronic system a fault code appears. Solving this (active) fault is mostly
solving the costumer’s complaint.
3. Identification of hardware and software on controllers with fault codes
Necessary for software issues and for searching in ASIST
293
Logical diagnose se uence ith S remar s
4. Monitor inspection of the parameters

Parameter values can confirm a fault code or can show you the supersede value
used by the controller software. A mal functioning of a system without fault codes
can be caused by a bad parameter value.
5. Set outputs – Controller tests
Activation on EST demand gives you the certainty that the particular actuator
circuit and functionality is O or NO
6. Usage of technical information: Troubleshoot problems ASIST
7. Usage of DATAR for particular problems
When the cause of a fault code or a bad parameter value is difficult to find, the
use of DATAR can be necessary.
294
Cursor Engine
EST and DATAR

Diagnostics
Vandenbriele Geert
Originator engines
295
S ngine diagnostic & do nload Cursor
4 5
296
1 denti ication code reading
297
Faults memor reading
298
3 Parameters reading
299
a Data reading in Programming enu
300
a Data reading in Programming enu
301
b Programming
302
b Programming blan C
303
b Programming blan C
304
ctive diagnosis n ector cut out
305
a n ector cut out
306
a n ector cut out
During the cut out test, this value (fuel delivery) has to be monitored. The
value should raise with the same amount for every cylinder.
Engine speed should return to the initial speed before the cut out.
Only idle speed is allowed for the test (min idle till maximum 1100 rev/min
307
Data stored
308

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What are the main characteristics of the Cursor engines?

What are the main characteristics of the Cursor engines?

How is the engine identification code structured?

How is the engine identification code structured?

Cursor Engine

Geert Vandenbriele - Originator engines

Copyright © 2012 CNH Belgium - All rights reserved.

The “CURSOR” Engine

- 3 engines / 6 cylinders in-line

Integrated inlet Wastegate turbo or

Extra fine fibre oil filters

Engine fitted EMC

Elastic oil sump fitting

The “CURSOR 9 - F2C” Engine

The CURSOR only with common rail !

Progressive production number

Gas emissions level A = TIER 4 D = TIER2 E-J = TIER3

Power level – engine torque

Use (4 = agriculture – moving)

Fuel supply + Injection (TCA, diesel direct injection) 9 = EGR

Stroke type and position (0 = 4-stroke, vertical)

Evolution of family for same displacement or otherwise

The engine code is punched in relief

Rocker cover label

CURSOR 9 8.7 L - F2C

CURSOR 10 10.3 L - F3A

CURSOR 13 12.8 L - F3B

CURSOR 13 TCD 12.8 L - F3C

Specifications (only as example)

Crankcase breather (Blow-by system) C9

Example: CURSOR 9 Expelled vapor to

Camshaft driven gear

5. Fixation screw Blow-by filter

The crankcase rotary filter is attached to

Example: CURSOR 13 Dual stage Turbo

The Crankcase Breather consists of a Rotary Filter

Technologies to reduce noise and

INCREASING ENGINE LIFE

• Crankshaft and camshaft journals and bearings sized according “robust

Wet cylinder liners are located in the upper block.

Wet cylinder liners

1. Thread setting: 170 - 225 Nm

Three thicknesses of brass lips available

Locking the cylinder liners

After removing the cylinder head or after

Front end Timing gear (rear)

Splitted crankcase on Cursor 10 and 13

One piece crankcase with strengthening plate

Main bearing caps fixed

Crankshaft half bearing

The thickness of the main half bearing changes

Color mark on the half bearing side

* Fitted in production only and not supplied as spares

More half bearing thickness classes are used in production

Simplified servicing procedures have been defined.

Half bearing selection procedure

The codes (diameters) for selecting main and

Code printed on crankcase for selecting main half bearings

For each bearing outside diameter a number 1,2 or 3

Number in crankcase determines class of main half bearing thickness (7 digits)