The timing sensor generates signals obtained from a magnetic flux field closing through the holes in the timing gear on the cam-shaft. The signal generated by this sensor is utilized by the electronic control unit as an injection phase signal.
Although it is similar to the flywheel sensor, these two devices are NOT interchangeable because of the different external shape.
The timing sensor is connected to the control unit on pins 67A - 68A - 69A. The sensor impedance is900 .
Figure 6
50288 183652
Connector Wiring diagram
209186
Figure 7 Figure 8
Crankshaft rpm increment speed sensor
The crankshaft sensor produces signals obtained from a magnetic flux field closing through the openings in a phonic wheel fitted on the crankshaft.
The crankshaft sensor is connected to the control unit on pins 65A - 66A - 69A. The sensor impedance is900 .
Figure 9
50319
Figure 10 Figure 11
50288 183652
Connector Wiring diagram
CRANKSHAFT RPM INCREMENT SPEED SENSOR PIN OUT
Ref. Description ECU Pin
1 Ground 65A
2 NTC 66A
3 Shield 69A
Boost pressure and air temperature sensor
This component incorporates a temperature sensor and a pressure sensor.
Mounted on the intake manifold, the sensor measures the maximum flow rate of air supplied, which serves to make an accurate calculation of the quantity of fuel to be injected in each cycle.
The sensor is connected to the control unit on pins 90A - 37A - 07A - 86A.
The power supply is 5 Volt
Voltage at the sensor output is proportional to the detected pressure or temperature.
Pin 37A Temperature signal Pin 86A Pressure signal
227491 213601
Figure 12 Figure 13
SIGNAL EVALUATION WITH LOAD RESISTOR TO UH = 5.5 TO 16V
TECHNICAL DATA
Pressure range 50 to 400 kPa
Temperature range -40 to 130 ˚C
Supply voltage 4.75 to 5.25 V
BOOST PRESSURE AND AIR TEMPERATURE SENSOR PIN OUT
213602
Figure 14 Figure 15
Engine oil pressure and temperature sensor
The engine oil temperature-pressure sensor is installed on the engine oil filter support in a vertical position.
This sensor measures the engine oil temperature and pressure.
The sensor is connected to the control unit on pins 06A - 13A - 31A - 35A.
The sensor is supplied with 5 Volts. The signal detected is transmitted to the EDC control unit which, in turn, controls the relative device on the instrument panel (gauge + low pressure warning light).
The oil temperature is not displayed on any gauges - this value is used exclusively by the control unit.
Pin 13A Temperature signal Pin 35A Pressure signal
190518
Wiring diagram
PRESSURE SENSOR
3 4 2 1
ENGINE OIL PRESSURE AND TEMPERATURE SENSOR PIN OUT
Ref. Description ECU Pin
1 Ground 06A
2 NTC signal (temperature) 13A
3 +5 V power input 31A
4 Signal (pressure) 35A
Rail pressure sensor
Mounted on one end of the rail, this sensor measures the internal fuel pressure and informs the control unit of the value (feed-back).
The injection pressure value is used as a pressure control feedback signal and to determine the duration of the electrical injection command.
This sensor is connected to the control unit on pins 60A - 36A - 11A.
The power supply is 5 Volt.
Figure 16
201030
Coolant temperature sensor
It is a N.T.C. sensor located on the head water output manifold on the engine left side.
It determines the coolant temperature for the various control logics of operation of the engine when hot or cold and identifies the need to enrich the mixture when the engine is cold or reduce fuel injection when it is hot.
This sensor is connected to the control unit on pins 39A - 59A.
The impedance of the coolant temperature sensor at 20C is approximately 2.50 .
Figure 17
107798 213603
Figure 18
COOLANT TEMPERATURE SENSOR PIN OUT
Ref. Description ECU Pin
1 Ground 39A
2 NTC signal (temperature) 59A
213603
Fuel temperature sensor
This sensor is identical to the coolant temperature sensor.
It detects the fuel temperature thus enabling the ECU to determine the fuel density and volume and adjust the delivery.
The fuel temperature sensor is connected to the control unit on pins 12A - 59A.
The sensor impedance at 20C is approximately 2.50 .
107798
Connector
Figure 19 Figure 20
PRESSURE REGULATOR PIN OUT
Ref Description ECU Pin
1 Supply 58A
Pressure regulator - high pressure pump Pump with 3 radial pistons controlled by the timing gears, requiring no timing adjustment, with rotor type feed pump fitted to the back.
A. Connection between fuel discharge outlet and filter hou-sing
B. Connection for fuel inlet from control unit heat exchan-ger
C. Connection for fuel inlet from fuel filter
D. Connection between fuel outlet from feed pump and fil-ter
E. Connection between fuel outlet and rail 1. High-pressure pump
2. Feed pump
3. Pressure regulator (NO solenoid valve regulated by the control unit by means of PWM signal).
Situated at the inlet of the high pressure pump on the low pressure system, this device adjusts the quantity of fuel rea-ching the high pressure pump on the basis of the commands received from the electronic control unit.
It mainly consists of the following parts:
- tapered shutter;
- valve control pin;
- pre-load spring;
- coils.
In the absence of a control signal, the pressure regulator is normally open, and thus the high pressure pump is in maxi-mum delivery mode.
The ECU regulates a PWM control signal which reduces, to a greater or lesser extent, the section carrying fuel to the high pressure pump.
This component cannot be replaced individually and thus should not be dismantled.
The amount of fuel feeding the high pressure pump is metered by a proportional valve on the low pressure system -managed by the engine management control unit.
The delivery pressure to the rail is regulate between 250 and 1400 bar by the ECU acting on the pressure regulator sole-noid valve.
It is a N.O. solenoid valve.
Its resistance is approximately 3.2.
50336
Figure 22
Figure 23
000933t
Electro-injectors
The electro-injector essentially consists of two parts:
- an actuator - spray nozzle consisting of a pressure rod 1, a needle 2 and a nozzle 3;
- driving solenoid valve made up of coil 4 and pilot valve 5.
The solenoid valve checks the lift of the nozzle needle.
Beginning of injection
When the coil (4) is energised, it makes the shutter (6) move upwards.
The control volume fuel 9 flows back towards the backflow duct 12 resulting in a drop in pressure in the control volume 9.
At the same time, the fuel pressure in the pressure chamber 8 moves the needle 2 upwards resulting in the fuel being injected into the cylinder.
End of injection
When power to the coil 4 is cut off, the shutter 6 closes again so as to re-create a balance of forces which moves the needle 2 back into its closed position and stops the injection process.
This is an N.O. solenoid valve.
They are individually connected to the engine management control unit on connector A.
The resistance of the coil of each individual injector is 0.56 to 0.57.
ELECTRO-INJECTORS PIN OUT
Ref. Description Control unit pin
CONNECTOR 1
1 Cylinder 2 injector 02
2 Cylinder 2 injector 26
3 Cylinder 1 injector 73
4 Cylinder 1 injector 49
CONNECTOR 2
1 Cylinder 4 injector 50
2 Cylinder 4 injector 74
3 Cylinder 3 injector 25
4 Cylinder 3 injector 01
Wiring diagram
171595
Figure 24
Figure 25
171596
Connection connectors
221555
Figure 26
Motorized throttle valve actuator connector (Exhaust flap)
MOTORIZED THROTTLE VALVE ACTUATOR CONNECTOR PIN OUT
Ref. Description
1 V Bat
-2 Ground
-3 Can low 18A
4 Can high 17A
Tightening torque
Bleed screw 2 6 to 8 Nm
Filtering cartridge 3 18± 0.1 Nm
Sensor 4 0.8± 0.1 Nm
If the warning light lights up, take action immediately to remove the cause, as common rail system com-ponents deteriorate quickly if there is water or impurities in the fuel.
!
Fuel pre-filter
The water separation type fuel filter is mounted on the right hand side of the vehicle frame and has, on the cartridge base 3, a sensor 4 detecting the presence of water in the fuel.
The filter support houses a manual priming pup 5 and a screw 2 to bleed the air from the system.
The presence of condensate in the filter and the filter clogged condition are revealed by sensor 4 by turning on a single warn-ing light in the dash.
C. Remote control switch C
Figure 28
50325
Resistance control remote control switch
The remote control switch is connected to the EDC control unit.
It is activated when the temperature of the water or the diesel oil exceeds 5C.
The remote control switch coil resistance is about 15.
Electric starter motor
The starter motor runs the engine, gaining its inertia and friction, and bringing it to a certain number of revolutions such as to initiate the formation of the mixture required for combustion and then the autonomous movement of the engine.
The movement is transmitted by a DC electric motor, powered by the battery, via an engagement pinion which rotates the sprocket formed on the engine flywheel.
Due to a free wheel engagement, the pinion turns off when the main engine rotates faster than the starter motor.
A relay energized by the current of the starter motor engages the pinion by means of a fork.
The starter motor included is a translation type and starts by means of the pinion, with relay housed directly above the starter motor.
Ignition is usually controlled via the ignition switch on the control panel and provides a positive voltage to the relay located on the starter motor.
Specifications:
Figure 29
Figure 30 Figure 31
227488
227490 227489
WIRING DIAGRAM EW: Pull-in winding HW: Hold-on winding
Figure 32
227492
Alternator
It is frontally located on the right-hand side of the engine and is controlled by the auxiliary assembly belt.
Specifications:
Type: BOSCH NCB2
Nominal voltage: 28 V
Nominal rated current: 90 A @ 6.000 rpm
Stand-by current consumption: ≤ 1mA
Maximum continuous rotation velocity: ≤ 12,000 min-1
Operating temperature range: -40 ˚C to +110 ˚C
Direction of rotation: clockwise
Figure 33
215008 215010
Figure 34