Common Rail Next Generation Engines EDC 7 electronic engine control unit

A Injectors connector B Connector for power input and functions provided for in the application C Sensors connector The control unit is installed on flexible mounts to reduce vibration transmitted by the engine. It is installed over a fuel heat exchanger which limits the engine heat transmitted to the controller. The unit is supplied with power by a 20 A fuse. The main relay normally used to supply the system is located inside the control unit. 68

Common Rail Next Generation Engines Injectors connector (A) 12 16

11

1 Wire input side view ECU PIN 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Color key B black R red U blue W white P purple G green N brown Y yellow O orange 69 WIRE COLOR RU Red/Blue WP White/Purple WV White/Blue??? RW Red/White RG Red/Green UN Blue/Brown UG Blue/Green WR White/Red RY Red/Yellow W White UO Blue/Orange UY Blue/Yellow

5 FUNCTION

50350

Cylinder 2 injector Cylinder 3 injector Cylinder 4 injector Cylinder 2 injector Ground Ground Cylinder 1 injector Cylinder 6 injector Cylinder 5 injector Cylinder 3 injector Cylinder 1 injector Cylinder 4 injector Cylinder 6 injector Cylinder 5 injector

Common Rail Next Generation Engines Connector (B) for component power supplies and for the functions specified in the application

003210t

Wire input side view Pin CABLE FUNCTION ECU 1 8150 Direct positive from battery 2 3 4 7 8 9 12 13 14 15 16 19 20 27 28 ( ) () 0087 0000 8885 8150 7777 0000 8150 8150 0000 0000 0094 0150 8153 0156 5535 Negative for fuel filter heating / starter engine contactor Ground Positive for pre-post heating resistor Direct positive from battery Positive for blink code button / oil low pressure light/ pre-heating light/ conditioned air switch () / EDC unit Ground Direct positive from battery Direct positive from battery Ground Ground Negative for pre-post heating resistor Negative for start/stop from engine compartment () / accelerator pedal pressed () buttons Positive from key switch in start phase (+50) Positive from blink code button Positive for EDC diagnostics light

F4AE0684H E (O & K application) F4AE0684F (Fiat Hitachi application)

70

Common Rail Next Generation Engines Pin ECU 31 36 37 39 44 45 46 49 52 53 55 63 64 72 73 78 81 83

CABLE FUNCTION 2298 8837 8888 8051 9905 9906 5553 5584 6109 6108 5158 5503 0535 0159 0159 8162 0157 5157 Line K for 30-pin diagnosis connector (pin 2) Positive for fuel filter heater relay Positive for starter motor Positive from key switch (+15) / Line L for 30-pin diagnosis connector (pin 11) Positive from start from engine compartment button () Positive from stop from engine compartment button () Negative for pre-heating ON light Diagnosis connector (pin 28) CAN line, diagnosis connector (pin 22) CAN line, diagnosis connector (pin 21) Positive for accelerator pedal position sensors () / positive multiswitch () Negative for engine oil low pressure light Negative for EDC diagnosis light Negative from accelerator pressed switch ()/ multiswitch signal () Redundant negative from accelerator pressed switch () Negative for air conditioning control signal() (if equipped) Negative for accelerator pedal position sensor () / Ground multiswitch () Signal from accelerator pedal position sensor () / multiswitch signal ()

COLOR. CODE No.

1 Blue 2 White 3 Yellow 4 Grey 5 Orange 6 Violet 7 Red 8 Green 9 Pink 0 Brown

() ()

F4AE0684H E (O & K application)

F4AE0684F (Fiat Hitachi application)

71

Common Rail Next Generation Engines Sensors connector (C)

003211t

Wires input side view ECU PIN 2 4 5 7 9 10 12 17 18 19 20 21 23 24 25 27 28 29 30 31 32 33 34 35 36 WIRE COLOUR NW Brown/White NP Brown/Purple PY Purple/Yellow NY Brown/Yellow GY Green/Yellow YR Yellow/Red YN Yellow/Brown PN - Purple/Brown GN Green/Brown N Brown U Blue U Blue R Red GO Green/Orange NG Brown/Green UO Blue/Orange R Red PO Purple/Orange YU Yellow/Blue PG Purple/Green YO Yellow/Orange FUNCTION Negative for pressure regulator Positive for pressure regulator Positive for engine oil pressure/temperature sensor Positive for air pressure/temperature sensor Positive for rail pressure sensor Negative for fuel temperature sensor Negative for coolant temperature sensor Negative for engine oil temperature/pressure sensor Negative for rail pressure sensor Positive for air pressure/temperature sensor Camshaft sensor Crankshaft sensor Crankshaft sensor Rail pressure sensor signal Air pressure sensor signal Air temperature signal Camshaft sensor Engine oil temperature sensor signal Fuel temperature sensor positive Engine oil pressure sensor signal Coolant temperature sensor positive

72

Common Rail Next Generation Engines Key to electric/electronic components K1 = K2 = K3 = J1 J4 J7 = J8 = J9 = J10 = J11 = J12 = J13 = J14 = J15 = AVM= CAC = CD = IA = LC = PBC = SBPO = SDE = SPE = SVM = TL = MA = R1 = R2 = R3 = ( ) () Intake air pre-post heater relay Intermediate starter motor relay Fuel filter heater relay J2 J3 = Electro-injectors, cylinders 1, 2, 3 respectively J5 J6 = Electro-injectors, cylinders 4, 5, 6 respectively High pressure regulating solenoid valve on high pressure pump Crankshaft speed/timing shaft sensor Camshaft speed/timing sensor High pressure sensor on common rail Intake air pressure sensor Oil pressure sensor Engine cooling fluid temperature sensor Fuel temperature sensor Accelerator pedal Switch for starting from engine compartment () (if equipped) Air conditioning switch () (if equipped) 30-pin diagnosis switch? Bodybuilder system? CAN line Blink code button Low oil pressure light EDC diagnosis light Pre-heating light Switch for stopping from engine compartment () (if equipped) Torque limiter multiswitch () (if equipped) Engine starter EDC load simulation resistor Fuel heater grid Pre-post heater grid

F4AE0684H E (O &K applications) F4AE0684F (Fiat Hitachi application)

73

Common Rail Next Generation Engines A C connector diagram (all applications) ECM

Edit graphic Centralina = ECM, Connector A & Connector C & size

System power supply (+24 V). 74

Common Rail Next Generation Engines F4AE0684F (B) connector diagram (Fiat Hitachi application)??

Rotate 180o, Connector B & size

003213t

System power supply (+24 V). The power supplies for remote control switches K1, K2, K3, and for engine starter have appropriate protections implemented by the preparation personnel. 75

Common Rail Next Generation Engines F4AE0684H E (B) connector diagram (O & K applications)

003214t

System power supply (+24 V). The power supplies for remote control switches K1, K2, K3, and for engine starter have appropriate protections implemented by the preparation personnel.

76

Common Rail Next Generation Engines Crankshaft speed/timing sensor This is an inductive sensor located at the front left hand side of the engine. The crankshaft sensor sends signals to the engine controller as the engine rotates. The crankshaft sensor is connected to the control unit on pins 25C 24C. The sensor impedance is 900 .

CRANKSHAFT SPEED/TIMING SENSOR

50319

Camshaft speed/timing sensor This is an inductive sensor located at the rear left hand side of the engine. The camshaft timing sensor sends signals to the engine controller as the engine rotates. The signal generated by this sensor is utilized by the electronic control unit to control the injection timing. Although it is similar to the crankshaft sensor, these two devices are NOT interchangeable because of the different external shape. The timing sensor is connected to the control unit on pins 23C 30C. The sensor impedance is 900 .

CAMSHAFT TIMING SENSOR

50320
1 2 3

50342

50288

CONNECTOR C

WIRING DIAGRAM ECU pin Crankshaft sensor Camshaft sensor 24C 30C 25C 23C

Ref. 1 2 3 Signal Signal Shield

Description

77

Common Rail Next Generation Engines Intake air temperature-pressure sensor This component incorporates a temperature sensor and a pressure sensor. Mounted on the intake manifold, the sensor measures the temperature and boost pressure, 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 21C 29C 10C 28C. The power supply is 5 volt Voltage at the sensor output is proportional to the detected pressure or temperature. Pin 21C 29C Temperature Pin 10C 28C Pressure Engine oil temperature-pressure sensor This component is similar to the intake air temperature-pressure 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 19C - 33C - 9C - 35C. The sensor is supplied with 5 Volts. The pressure signal is transmitted to the EDC control unit which, in turn, sends a signal to 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 19C 33C Temperature Pin 9C 35C Pressure

50324

WIRING DIAGRAM ECU PIN OIL 19C 33C 9C 35C 78

50344

REF. 1 2 3 4 Ground

DESCRIPTION

AIR 21C 29C 10C 28C

NTC signal (temperature) +5 V power input Signal (pressure)

Common Rail Next Generation Engines Common rail fuel high pressure sensor Mounted on one end of the common rail, this sensor measures the internal fuel pressure and informs the control unit of the value (feedback). The injection pressure value is used by the controller to regulate the high pressure output flow from the pump and to determine the duration of the electrical injection command. This sensor is connected to the control unit on pins 20C 27C 12C. The power supply is 5 Volt.

002112t

Fuel pressure sensor connector Ref. 1 2 3 Description Ground Signal Power supply ECU pin 20C 27C 12C

79

Common Rail Next Generation Engines

Electro-injectors The electro-injectors are effectively N.C. solenoid valves. Each injector is connected to the EDC control unit on connector A. The resistance impedance of the coil of each injector is 0.56 - 0.57 . Ref. CONNECTOR 1 1 2 3 4 1 2 3 4 1 2 3 4 Description Cylinder 2 injector Cylinder 2 injector Cylinder 1 injector Cylinder 1 injector Cylinder 4 injector Cylinder 4 injector Cylinder 3 injector Cylinder 3 injector Cylinder 6 injector Cylinder 6 injector Cylinder 5 injector Cylinder 5 injector ECU pin 3A 6A 13 A 9A 5A 14 A 12 A 4A 10 A 15 A 16 A 11 A

CONNECTOR 2

CONNECTOR 3

50343

3
50349

80

Common Rail Next Generation Engines Intake air pre-post heater gridplate and relay The intake air pre-post heater gridplate is located on the intake manifold. The gridplate serves to heat the air in pre / post starting operations. This gridplate is powered by a relay on the left hand side of the chassis. The gridplate resistance impedance is approximately 0.5 .

003215t

GRIDPLATE HEATER

002371t

A. CONTROL RELAY The control relay is connected to the control unit on pins 4B 16B. The relay is tripped when either the water and/or fuel temperature is below 5 C (41oF). The relay resistance impedance is approximately 15 .

81

Common Rail Next Generation Engines Coolant temperature sensor This coolant temperature sensor is a variable resistance sensor able to read the coolant temperature and send this information to the control unit. The same signal is used by the control unit to drive an instrument panel gauge, if present. This sensor is connected to the control unit on pins 18C 36C. The resistance of the coolant temperature sensor at 20 C (68oF) is approximately 2.50 k.

003194t

A. Coolant temperature sensor

82

Common Rail Next Generation Engines

Fuel temperature sensor This sensor is identical to the coolant temperature sensor. This sensor measures the fuel temperature so that the controller can precisely inject fuel required. The fuel temperature sensor is connected to the control unit on pins 17C 34C. The sensor resistance impedance at 20 C (68oF) is approximately 2.50 k

1 2

50348

1. Fuel temperature sensor - 2. Filter heater The ECU activates the filter heater relay at fuel temperature 5 C (41oF).

50321 50322

NTC

FUEL TEMP SENSOR CONNECTOR

REF. 1 2

DESCRIPTION Ground Temperature signal 83

ECU PIN COOLANT FUEL 18C 17C 36C 34C

Common Rail Next Generation Engines High pressure pump pressure regulator solenoid valve

A. High pressure pump pressure regulator solenoid valve

000912t

The quantity of fuel supplied to the common rail by the high pressure pump is controlled by the high pressure regulator solenoid valve The high pressure regulator solenoid is managed by the EDC7 control unit. Delivery pressure to the rail is regulated between 250 and 1450 bar (3625 and 21030 psi) by the electronic control unit by controlling the pressure regulator solenoid valve. This high pressure regulator is a N.O.(normally open) solenoid valve. The solenoid is connected to the control unit on pins C5 - C7. The solenoid valve resistance impedance is approximately 3.2 .

84

Common Rail Next Generation Engines

DIAGNOSTIC METHODS
Currently the following diagnosis systems are available: BLINK CODE 30 pin diagnostics socket Dedicated instrumentation

BLINK CODE DIAGNOSIS

EDC state indicator. After turning the key to the on position, the EDC indicator light illuminates, after which, if no anomalies are detected, the indicator light must extinguish. Depending on the presence or absence of possible faults, the indicator light can assume the following states: EDC indicator light off 1. No fault - or 2. Slight fault no impairment of performance fault can be interpreted with BLINK CODE and diagnostic tools. EDC indicator light steadily illuminated 1. Serious fault performance impaired in certain cases fault can be interpreted with BLINK CODE or diagnostic tools. EDC indicator light flashing 1. Very serious fault performance impaired in many cases, otherwise engine cuts out fault can be interpreted with BLINK CODE or diagnostic tools. Blink code activation / interpretation The blink code is activated by pressing the BLINK CODE button. The BLINK CODE identifies one fault at a time without distinguishing between currently active faults and intermittent faults. To display all codes in the memory, the Blink Code button must be pressed several times. The code is composed of two digits and it is displayed by low speed flashes followed by faster flashes. If there are no faults present in the system, the EDC indicator light will not communicate any information, illuminating only once. Each time you turn the key to the on position the EDC light must illuminate; if it does not, check the wiring and the light bulb. IMPORTANT The control unit wiring can only be detached and reattached when the battery is disconnected. 85

Common Rail Next Generation Engines EDC SW 3.3_1 (F4AE0684F) Blink Code
Blink code 1.4 1.8 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 3.7 3.8 3.9 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 6.1 6.2 6.3 6.4 6.5 7.2* 7.6 Fault description VEHICLE Accelerator pedal signal EDC indicator light ENGINE 1 Coolant temperature sensor signal Turbocharger air temperature sensor signal Fuel temperature sensor signal Turbocharger pressure sensor signal Atmospheric pressure sensor signal Oil pressure sensor signal Oil temperature sensor signal Heated filter control relay Pre-post heating resistance control relay ENGINE 2 Battery voltage Pre-post heating indicator light Pre-post heating resistance gridplate 6 Cylinder INJECTORS Cylinder 1 injector solenoid valve Cylinder 2 injector solenoid valve Cylinder 3 injector solenoid valve Cylinder 4 injector solenoid valve Cylinder 5 injector solenoid valve Cylinder 6 injector solenoid valve Power stage 1 (cylinders 1 2 3) Power stage 2 (cylinders 4 5 6) ENGINE SPEED Crankshaft sensor signal Camshaft sensor signal Engine speed signal plausibility Engine overspeed Starter motor relay CHECK PANEL INTERFACES CAN line Oil pressure indicator light EDC Indicator light On Off On Off Off On Off On Off Off Off On Off Off On On On On On On On On On On On Flashing Off Off Off Power reduction 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0

* When CAN line is present on the electric system

Power reduction, based upon fault code: 0= No power reduction 1= performances comparable to equivalent engine without a turbocharger 2= 50% torque 3= limited engine speed 4= engine stop 86

Common Rail Next Generation Engines

Blink code 8.1 8.2 8.3 8.4 8.5 9.4 9.6 9.7

Fault description FUEL PRESSURE Fuel pressure control Fuel pressure signal Pressure regulator solenoid valve Monitoring of rail pressure relief valve Rail min/max pressure error CONTROL UNIT Main relay After-run interrupted repeatedly Sensors power supply

EDC Ind. light Flashing Flashing Flashing Flashing Flashing On On On

Power reduction 3 3 3 3 4 0 3 0

Power reduction: 0= No power reduction 1= performances compairable to equivalent engine without a turbocharger 2= 50% torque 3= limited engine speed 4= engine stop Power Reduction Code Torque Curves
Ft-Lb 664 590 516 443 369 295 221 148 74 0

torque

003216t

with torque curves

87

Common Rail Next Generation Engines Power Reduction Code Power Curves
HP

power

214 187 161 134 107 80 54 27 0

003217t

with power curves

Procedure for clearing the fault memory from the engine control unit using the Blink Code button: Turn the Key switch to the OFF position. Hold down the Blink Code button for between 4 and 8 seconds and, during this interval, switch on the key switch. Attention: do not switch the key on immediately after turning it off, wait about ten seconds while holding the Blink Code button before switching it ON again.

88

Common Rail Next Generation Engines

TROUBLESHOOTING SW 3.3_1
Troubleshooting information is given in two clearly distinguished sections: - the first, Fault Code Diagnostics, concerns faults that can be directly recognised by the EDC 7 engine control unit. These fault types are mainly of an electrical electronic nature; - the second Symptom Based Diagnostics, describes the possible faults that cannot be directly recognised by the electronic control unit. These faults are mainly of a mechanical hydraulic nature. - Troubleshooting is a supplementary activity that integrates rather than replaces fault diagnosis performed with the specific electronic diagnostic instruments. Notes for correct use. - If the fault is among those that can be recognised directly by the engine control unit, consult Troubleshooting section 1 for information and additional suggestions to assist in solution of the problem. - If there are no fault codes recorded and a problem persists, consult Symptom Based Troubleshooting section 2 and base your research on the symptoms reported by the customer.

89

Section 1

BLINK CODE NOTES Power loss. Fast idle speed with no change when pedal is pressed, or

EDC INDICATOR LIGHT

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

1.4

On

(*)

Common Rail Next Generation Engines

Accelerator pedal potentiometer shorted to positive or shorted to ground; accelerator pedal power supply voltage too high; faulty potentiometer.

FAULT (BLINK) CODE TROUBLESHOOTING

90

with accelerator pedal in rest position the engine runs at fast idle speed. Pressing the accelerator pedal causes the engine rpm to increase progressively and uncontrollably. When pedal is completely released engine speed decreases slowly and without control until reaching fast idle speed.

Read parameters with the diagnostic instrument to check the change from 0% to 100% of the potentiometer signal and ON-OFF status change of idle speed switch. If result is negative, use multitester to take a direct reading on the component connector to check for resistance changes when the potentiometer is activated and for ON-OFF status change of the idle speed switch. If the component is working correctly, check wiring and connections between the component and the EDC connector pins B50 B55 B73 B81 B83.

BLINK CODE NOTES Depending on the type of fault, the LED on the Blink Code button may have the same behaviour as the main indicator light, or it may function differently. (*) Check wiring and connections of indicator The indicator light never EDC indicator light on light with EDC connector illuminates when key switch pins B28 B64. dashboard is faulty or wiring is shorted to positive, is set to ON, or remains illuminated when key switch shorted to ground, or in is set to OFF. open circuit. Engine coolant temperature sensor short circuit to positive, short circuit to ground, or open circuit. Use multitester to take a direct reading on the sensor (R = approx. 2.5 kOhm at 20 C). If the sensor is working correctly, check wiring and connections between sensor and EDC connector pins C18 - C36. Take reading with multitester directly on sensor between pins 1 and 2 (R = approx. 2.5 kOhm at 20 C). If the sensor is working correctly check wiring and connections between sensor and EDC pins C21 C29. (*)

EDC INDICATOR LIGHT

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

1.8

Off

2.1

On

91
Air temperature sensor (integrated with air pressure sensor) on intake manifold is shorted to positive, shorted to ground, or in open circuit.

2.2

Off

Common Rail Next Generation Engines

BLINK CODE NOTES Fuel temperature sensor shorting to ground, shorting to positive, or open circuit. Take reading with multitester directly on sensor (R = approx. 2.5 kOhm at 20 C). If sensor is working correctly check wiring and connections between sensor and EDC connector pins C17 C34.

EDC INDICATOR LIGHT

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

2.3

Off

Common Rail Next Generation Engines

2.4

On

92
Atmospheric pressure sensor (integrated in control unit) shorting to ground, shorting to positive, or open circuit. Oil pressure sensor (incorporated in oil temperature sensor) shorting to ground, shorting to positive, or in open circuit.

Air pressure sensor (integrated with air temperature sensor) on intake manifold shorting to ground, open circuit, shorting to positive, or supplied with current outside the minimum or maximum limits. The sensor cannot be replaced individually.

Use multitester to check sensor power supply voltage. If voltage is approximately 5V, renew sensor. If voltage is too high or too low, check wiring and connections between sensor and EDC connector pins C10 C28. If engine/EDC control unit is given a paint coating, the sensors ability to detect atmospheric pressure may be impaired. Use multitester to check Only when the sensor is sensor power supply connected to the EDC voltage. control unit. If voltage is approximately 5V, renew sensor. If voltage is too high or too low, check wiring and connections between sensor and EDC connector pins C9 C35.

2.5

Off

2.6

On

BLINK CODE NOTES Oil temperature sensor (integrated with oil pressure sensor) shorting to ground, shorting to positive, or open circuit. If sensor is working correctly, check wiring and connections between sensor and EDC connector pins C19 C33. Fuel filter heater relay faulty. Take reading with Only when the sensor is multitester directly on the connected to the EDC sensor between pins 1 and control unit. 2 (R = approx. 2.5 kOhm at 20 C).

EDC INDICATOR LIGHT

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

2.7

Off

2.8.

Off

93
Pre-post heating resistance Possible starting difficulty in control relay faulty. very low ambient temperatures, smoking exhaust immediately after starting.

Active fault diagnosis with diagnostic instrument. If result is negative, renew relay and repeat active diagnosis. If fault persists, check wiring and connections between relay and EDC connector pins B2 B36. Active fault diagnosis with diagnostic instrument. If result is negative, use multitester to check relay (R = approx. 15 Ohm). If relay is working correctly, check wiring and connections between relay and EDC connector pins B4 B16.

Common Rail Next Generation Engines

2.9

Off

BLINK CODE NOTES Battery voltage signal is not Fast idle speed. plausible (too high or too low). Perform appropriate checks on batteries and charging system. Might not be a problem of excessively high or low voltage, but rather voltage If the batteries are in good that is read as being too condition and the charging high or low by the control circuit is working properly check unit. the efficiency of the chassis ground connections and ensure that connectors supplying power to the EDC control unit are free of signs of incrustation or oxidation.

EDC INDICATOR LIGHT TESTS OR RECOMMENDED ACTION

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

Common Rail Next Generation Engines

3.7

On

3.8 Preheating indicator light bulb is faulty or wiring shorting to positive, shorting to ground, or open circuit.

Off

94
Preheating is not working correctly. Possible starting difficulty with very low ambient temperature, smoke from exhaust immediately after starting.

Indicator light never illuminates or remains constantly illuminated even when the key switch is set to OFF. Possible starting difficulty (in the presence of very low ambient temperature) and smoking exhaust when starting because user is not provided with indications on preheating.

Active diagnosis with diagnostic instrument. If result is negative, renew the indicator light and repeat the active diagnosis procedure. If problem persists, check wiring and connections between the indicator light and EDC connector pin B46.

3.9

Off

Use multitester to check the continuity of the preheating resistance in the intake manifold (R = approx. 0.5 Ohm). If the component is working correctly, check wiring and connections between heating resistance and relative control relay.

BLINK CODE NOTES Electrical fault on injector no. 1. Engine running without one Check correct tightening of the cylinders. torque (1.5 0.25 Nm) of nuts responsible for fixing wires on injector solenoid valve.

EDC INDICATOR LIGHT In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electroinjector, resulting in Check injector coil operation of only half of the (R = approx. 0.56 0.57 total number of cylinders Ohm) and replace injector if and generation of error 5.7. coil is found to be faulty. If coil is working correctly check wiring and connections between the solenoid valve and EDC connector pins A9 - A13 by means of pins 3 and 4 of over-head connector 1.

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

5.1

On

95

Common Rail Next Generation Engines

BLINK CODE NOTES In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electroinjector, resulting in operation of only half of the total number of cylinders and generation of error 5.7. Electrical problem on injector no. 2. Engine runs without one of the cylinders. Check the correct tightening torque (1.5 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A3 A6 by means of pins 1 and 2 of over-head connector 1.

EDC INDICATOR LIGHT

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

Common Rail Next Generation Engines

5.2

On

96
Electrical problem on injector no. 3 Engine runs without one of the cylinders. Check the correct tightening torque (1.5 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A4 A12 by means of pins 3 and 4 of over-head connector 2. In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electroinjector, resulting in operation of only half of the total number of cylinders and generation of error 5.7.

5.3

On

BLINK CODE NOTES Electrical problem on injector no. 4. Engine runs without one of the cylinders. Check the correct tightening torque (1.5 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A5 A14 by means of pins 1 and 2 of over-head connector 2.

EDC INDICATOR LIGHT In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electroinjector, resulting in operation of only half of the total number of cylinders and generation of error 5.8.

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

5.4

On

97
Electrical problem on injector no. 5. Engine runs without one of the cylinders. Check the correct tightening torque (1.5 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A11 A16 by means of pins 3 and 4 of over-head connector 3. In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electroinjector, resulting in operation of only half of the total number of cylinders and generation of error 5.8.

5.5

On

Common Rail Next Generation Engines

BLINK CODE NOTES In some cases this problem could cause malfunctions of the power stage in the EDC control unit that supplies power to the electroinjector, resulting in operation of only half of the total number of cylinders and generation of error 5.8. Electrical problem on injector no. 6. Engine runs without one of the cylinders. Check the correct tightening torque (1.5 0.25 Nm) of the cable fixing nuts on the injector solenoid valve. Check condition of injector coil (R = approx. 0.56 0.57 Ohm) and replace injector if faulty. If coil is in good working order check wiring and connections between solenoid valve and EDC connector pins A10 A15 by means of pins 1 and 2 of over-head connector 3. Clear faults memory and restart engine. If the fault persists, make sure that it is not caused by injector failure (see note 5.X). The part cannot be replaced individually.

EDC INDICATOR LIGHT

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

Common Rail Next Generation Engines

5.6

On

98
Power stage 1 for supplying Engine runs on just 3 cylinders. power to electro-injectors 1-2-3. It may occur that the case of the electronic control unit is shorting with the battery positive (accidental connection made via a wrench or other metal object).

5.7

On

BLINK CODE NOTES This may occur if the external enclosure of the unit has been shorted with the battery + (accidental connection via wrench or other metal object). Clear faults memory and restart engine. If the fault persists, make sure that it is not caused by injector failure (see note 5.X). The part cannot be replaced individually.

EDC INDICATOR LIGHT TESTS OR RECOMMENDED ACTION

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

5.8

On

Power stage 2 supplying Engine runs on 3 cylinders. power to electroinjectors 4-5-6.

6.1

On

This failure is not detected with the engine off. The engine does not start because the starter motor is deactivated by the control unit.

Crankshaft sensor: The engine does not start. signal not present or not Slight reduction in power plausible. and increased noise as the control unit is unable to handle the advance and duration of the injection as therefore refers to a recovery map.

99

Check that the sensor is clean and correctly secured. Check that the phonic wheel is clean and that it works correctly. Check that the sensor works correctly (R 920 ). If the sensor works correctly, check the wiring between the sensor connector (wiring side) pin 1 and EDC connector pin C25; between sensor connector (wiring side) pin 2 and the EDC connector pin C24.

Common Rail Next Generation Engines

6.2

On

Camshaft sensor: signal Engine hard to start in any not present or not condition. plausible.

Check that the sensor is clean and correctly secured. Check that the phonic wheel is clean and that it works correctly. Check that the sensor works correctly (R 920 ). If the sensor works correctly, check the wiring between the sensor connector (wiring side) pin 1 and EDC connector pin C25; between sensor connector (wiring side) pin 2 and the EDC connector pin C24.

The failure is not detected with the engine off. If the camshaft signal is incorrect, the crankshaft phase sensor signal is used in its place. This error is always associated to 6.3.

BLINK CODE NOTES Engine speed reading is not plausible. Failure memory read: check the environmental conditions associated with this type of error. If the error was stored at an engine rate lower than 650 r.p.m., clear the failure memory and release the vehicle. On the contrary, check that the damper flywheel and phonic wheel on the crankshaft are working correctly and that the two sensors are clean and correctly secured.

EDC INDICATOR LIGHT TESTS OR RECOMMENDED ACTION

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application

Common Rail Next Generation Engines

6.3

On

100
Engine overspeed. Faulty starter motor relay. Engine fails to start or cuts out.

At times only error 6.3 is stored while in reality the camshaft signal is faulty. In this case perform the checks indicated to solve error 6.2. This error could be stored randomly if the engine is turned off using the pushbutton underneath the cabin. If the damper flywheel is deteriorated, it results as being locally deformed and, if the cover junction areas have started to give, traces of silicone will be noted in the surrounding area. Check that the phonic wheel is clean and that it rotates without axial

6.4

Flashing

Check for causes that could have resulted in a sudden loss of engine load with consequent overspeed, or (in the case of road vehicle applications) instruct the user on correct driving techniques. Use a multitester to check the Only when the starting of relay. the engine is handled by If the relay is in good working the EDC control unit. order, check the wiring and connections between the relay and EDC connector pin B27.

6.5

On

BLINK CODE NOTES (*) CAN line hardware fault. Possible malfunction or error signals in electronic control devices connected on CAN. (*) Check wiring, connections and burden resistor (120 ohm). On applications that do not use the CAN line, this is masked by a 120 Ohm resistor.

EDC INDICATOR LIGHT

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

7.2

Off

7.6

Off

Oil pressure indicator light Setting the key switch to ON the indicator light fails faulty, or wiring shorted to positive, shorted to ground, to illuminate, or in open circuit. or remains constantly lit.

Active fault diagnosis with diagnostic instrument. If result is negative, renew indicator light and repeat active diagnosis. If fault persists, check wiring and connections between indicator light and EDC connector pin B63 and check correct power supply to pressure gauge with integral indicator light.

Only when the low oil pressure signal and indicator light are not controlled by the EDC unit.

101

Common Rail Next Generation Engines

BLINK CODE NOTES Further details regarding checks to carry out on the fuel circuit are given in Troubleshooting Section 2. Fault in fuel pressure modulation (the control unit must modify the control signal to the pressure regulator excessively in order to modulate the calculated pressure in the rail). Check that there are no fuel leaks in the high pressure section between pump and rail or inside the cylinder head. In the event of an injector remaining occasionally jammed open, sudden and temporary performance impairment, with starting possible and good operation at low engine speeds and low loads, but problem occurring at high speeds and with high loads. Substantial power loss. Check to ensure that fuel is reaching the high pressure pump without obstruction (air hole in aspirated section, filter or prefilter clogged, pipes blocked, substantial fuel leakage).

EDC INDICATOR LIGHT

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

Common Rail Next Generation Engines

8.1

Flashing

102
Rail pressure sensor signal Substantial power loss shorted to positive, shorting to ground, or open circuit.

If a flow limiter valve has tripped, identify the malfunctioning injector and renew both injector and relative high pressure inlet connector.

8.2

Flashing

Read parameters with fault diagnosis instrument. Check wiring and connections between sensor and EDC connector pins C12 C20 C27. If all is in order, renew the sensor.

BLINK CODE NOTES Pressure regulator ground Significant power drop. fault, or shorting to positive, Code 8.1 could be present. or open circuit. Use multitester to check condition of pressure regulator solenoid valve. If component is functional, check wiring and connections between regulator and EDC connector pins C4 C5.

EDC INDICATOR LIGHT It is not possible to replace only the pressure regulator.

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

8.3

Flashing

8.4 Fault in operation of rail relief valve (only regards dual stage relief valves). Anomaly of pressure values Significant power drop. in rail Possible simultaneous signalling of codes 8.1 and (pressure has fallen to 8.4. minimum or exceeded maximum values).

Flashing

Significant power drop

Renew rail relief valve.

103

8.5

Flashing

Check to see whether fuel is reaching high pressure pump without obstructions (clogged air hole in aspirated section, filter, or prefilter, pipes blocked, ample leakage of fuel). Check that there are no fuel leaks in the high pressure section between pump and rail or inside the cylinder head.

Common Rail Next Generation Engines

BLINK CODE NOTES The main relay is incorporated in the EDC control unit and cannot be renewed separately. Main relay fails to disconnect. Control unit remains Try removing and then constantly powered and refitting the fuse (to reset EDC indicator light remains the control unit). On even with key switch set to Off. Battery discharges.

EDC INDICATOR LIGHT

POSSIBLE CAUSE (*) = if present in the application

POSSIBLE ASSOCIATED FAULTS (*) = if present in the application TESTS OR RECOMMENDED ACTION

9.4

On

Common Rail Next Generation Engines

9.6 Anomaly in check routine that control unit executes on system each time engine is stopped.

On

Substantial power reduction.

Warm up engine, bring it to slow idle speed and then perform correct shut-down.

104
Sensors power supply fault. Storage of error on all sensors supplied from the EDC control unit. Engine fails to start or cuts out, or starting is difficult and engine malfunctions. Check condition and correct installation of EDC sensors connector (C).

Error could be stored in memory also in case of engine operating in conditions other than those of the application (e.g. engine on test bench without inertial loads).

9.7

On

SIGNALLED FAULT Low fuel level in tank. Check fuel level in tank.

POSSIBLE CAUSE (*) = if present in the application RECOMMENDED TESTS OR ACTION NOTES

Poor performance under load demands.

Possible hunting and exhaust smoke.

Possible exhaust smoke derives from the fact that if insufficient fuel is supplied, the control unit attempts to compensate by extending the injectors energization time.

Possible error 8.1. Fuel lift pipe in tank partly clogged with debris or due to distortion caused by overheating. Check that the priming pump on the prefilter is working correctly. If the knob on the pump remains drawn to the bottom of the depression stroke, disassemble the fuel tank lift pipe and inspect it. If the lift pipe is in good condition, renew the prefilter.

Section 2 Symptom Based Troubleshooting Blink Codes Not Recorded

105

Common Rail Next Generation Engines

SIGNALLED FAULT (contd.) RECOMMENDED TESTS OR ACTION NOTES Air inlet upline from the fuel Check O-Rings and correct connection of feed gear pump. unions on pipelines between tank and feed pump (clips must be protruding and unions securely fastened). Leakage of fuel from unions or low pressure pipelines downline from the fuel feed pump. Check O-Rings and correct connection of unions on pipelines downline from feed pump (clips must be protruding and unions securely fastened). Visually check condition of low pressure pipelines. Unless the leak is copious, no performance anomalies will be noted. To check the condition of the O-Rings, extract the fuel return line from the tank, plug the end of the line hermetically, and activate the priming pump in order to pressurize the low pressure circuit

POSSIBLE CAUSE (*) = if present in the application

Poor performance under load demands.

Possible hunting and exhaust smoke.

Common Rail Next Generation Engines

Possible error 8.1

Excessive passage of fuel through the rail relief valve.

106
POSSIBLE CAUSE (*) = if present in the application Renew fuel filter.

Disconnect pipelines and visually check for significant passage of fuel through the relief valve: if fuel is present in substantial quantity, renew the valve.

SIGNALLED FAULT

RECOMMENDED TESTS OR ACTION

NOTES

Engine cuts out suddenly Clogged fuel filter. (with no prior uneven running) and fails to restart.

Remedy cause of fuel filter clogging (empty and clean tank and the part of the hydraulic circuit upline from the filter, refill tank with clean fuel).

SIGNALLED FAULT High pressure pump not working properly. After having excluded all other possible causes, renew high pressure pump.

POSSIBLE CAUSE (*) = if present in the application RECOMMENDED TESTS OR ACTION NOTES

Difficult starting and poor performance in all conditions.

SIGNALLED FAULT Injector with shutter or solenoid core (mechanical part) jammed open.

POSSIBLE CAUSE (*) = if present in the application RECOMMENDED TESTS OR ACTION Faulty injector can be easily identified by touch due to the absence of pulsing in the relative high pressure pipeline.

NOTES

Difficult starting, poor performance, and engine runs without one cylinder.

107

In the event of slight leakage, such as to prevent the mechanical operation of the injector but not sufficient to cause the flow limiter to operate, no error will be generated in the control unit.

Common Rail Next Generation Engines

If flow limiter operates, also error 8.1 will be generated.

SIGNALLED FAULT The injector that is not working can be identified by touch due to the absence of pulsing of the corresponding high pressure pipeline.

POSSIBLE CAUSE (*) = if present in the application RECOMMENDED TESTS OR ACTION NOTES

Common Rail Next Generation Engines

Starting the engine takes at Injector irreversibly jammed least 20 seconds with large open. quantities of white smoke from the exhaust and odour of fuel.

SIGNALLED FAULT

POSSIBLE CAUSE (*) = if present in the application

RECOMMENDED TESTS OR ACTION

NOTES It is very important, apart from correct tightening of the screws, to maintain the brackets in their original position.

108
POSSIBLE CAUSE (*) = if present in the application Injector jammed in closed position.

Rupture of high pressure pipeline from pump to rail.

Anomalous vibration Renew the pipeline, taking care to fully caused by loosening of pipe tighten the antivibration bracket screws. brackets.

SIGNALLED FAULT

RECOMMENDED TESTS OR ACTION Find the injector that is not working and renew the injector and relative high pressure inlet connector.

NOTES The injector that is not working can be identified by touch due to the absence of pulsing of the corresponding high pressure pipeline.

Engine runs without one of the cylinders though no fault is generated on the control unit.