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SB210032 E-Tech Current-Controlled Rate Shaping (CCRS) Engine

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SB210032
Pub Type: BULLETIN
Number: SB210032
Date: 04/05/02
Model: E-TECH CCRS
Title: E-TECH CURRENT-CONTROLLED RATE SHAPING (CCRS) ENGINE

E-Tech Current-Controlled Rate Shaping (CCRS) Engine


(Does not apply to Mack Trucks Australia)
(Supersedes bulletin SB-210-032 dated 2/20/01)
With traditional direct-injection fuel systems, rate of fuel injection was a function
of the mechanics and hydraulics of the fuel system components. Development of
the E-Tech electronic unit pump (EUP) fuel system, however, allowed further
refinement of the fuel injection system, where electronics were used to control fuel
delivery and injection timing. With this system, however, the unit pump simply
functioned as an on/off device to inject a metered amount of fuel into the
combustion chamber at a specific time. Rate of injection was a function of the
hydraulics of the fuel system and was not electronically altered.
Continued development of the EUP fuel system has brought about the CurrentControlled Rate Shaping (CCRS) engine. The CCRS unit pumps utilize technology
where electrical current supplied by the engine electronic control unit (EECU) now
controls the rate of fuel injection. This technology allows the shape of the fuel
injection curve to be tailored, and provides improvements to exhaust emissions,
driveability and fuel economy. The following information provides a description of
the CCRS system components, and a comparison chart showing V-MAC III Step
7/7A and Step 8 CCRS components.
Electronic Unit Pumps
The CCRS unit pumps (part No. 313GC5230M) are designed to be used together
with the new CCRS camshaft which is also described in this bulletin. This unit
pump has a new fuel control valve system which can be precisely controlled to
shape the rate of injection. This is achieved by the application of a fuel control
valve "hold current" to the unit pump solenoid. The hold current signal is supplied
by the V-MAC III EECU, and is a function of the unit pump four-digit cal code.
When changing unit pumps, the four-digit cal code must be properly entered using
the V-MAC III Service Support Software. If the cal codes are not properly
entered, various aspects of engine performance may be affected.

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Fuel Injection Nozzles


The CCRS injection nozzles are of a new design. Diesel fuel injection nozzles
typically have a small amount of fuel that leaks past the pintle and into the nozzle
spring chamber. This nozzle fuel "leak-off" must be returned to the fuel tank, first
through drilled passages in the nozzle holder, cylinder head nozzle sleeve and
cylinder head, and then through a line from the cylinder head to the fuel pressure
regulating valve. The new CCRS nozzles do not require a fuel leak-off drilling. As a
result, the drillings in the nozzle holder, cylinder head nozzle sleeve, cylinder
head, along with the line from the cylinder head to the fuel pressure regulating
valve, have all been eliminated. It should be noted that, without a leak-off
passage in the nozzle holder, the nozzle will hydraulically lock when performing a
nozzle pop test unless the nozzle cap nut is loosened to bleed fuel that is trapped
in the spring chamber.
Fuel Pressure Regulating Valve

Fuel pressure regulating valve part No. 691GC227M2 was used from the March
2001 production introduction of the E-Tech CCRS engines. This valve has a 45degree angled body, no fuel return barb and is set to 70 psi. Beginning
approximately January 2002, the 691GC227M2 valve was replaced in production
by valve part No. 691GC228M2. This valve has a straight body, no fuel return barb
and the standard 70 psi pressure setting. The 691GC228M2 valve is installed
directly into the cylinder block fuel gallery outlet, and torqued to 35 lb-ft (48
Nm). On engines equipped with a WABCO air compressor, a 45-degree swivel
fitting (part No. 63AM31) is installed on the straight fuel pressure regulating valve
(part No. 691GC228M2), and the swivel-nut is torqued to 35 lb-ft (48 Nm).
Camshaft

The new CCRS camshaft (part No. 454GC5236A) has the same inlet and exhaust
lobe profiles and the 0.100-inch "brake-bump" as the previous production
camshaft. Inlet and exhaust valve lash settings remain at 0.016-inch (0.406 mm)
for the inlet valves, and 0.024-inch (0.610 mm) for the exhaust valves. The
engine brake slave piston lash setting has been changed from 0.015-inch (0.381
mm) to 0.017-inch (0.432 mm).
The CCRS camshaft uses only the straight camshaft key, and has a new unit pump
lobe profile. This camshaft must only be used with the CCRS unit pumps. For all
vintages of E-Tech engines, the correct combination of camshaft and unit pumps
must be used. The correct camshaft/unit pump combinations are as follows:
Engine

Camshaft/Unit Pump

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Camshaft Key

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SB210032 E-Tech Current-Controlled Rate Shaping (CCRS) Engine

E-Tech, Phase I

454GC5217 camshaft and


313GC5222M unit pumps

Straight key only

454GC5227C camshaft and


313GC5227M unit pumps

Straight and offset


keys depending upon
engine model. Refer
to bulletin SB-213018.

454GC5236A camshaft and


313GC5230M unit pumps

Straight key only

E-Tech, Phase II

E-Tech, CCRS

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Turbocharger
Schwitzer Turbochargers has been purchased by Borg-Warner Automotive
Systems and is now called BWTS (Borg-Warner Turbocharger Systems). The
following new part number BWTS turbochargers are used on CCRS engines:
Turbocharger Model Part No.

CCRS Engine Model

S300A

Maxicruise E7-310/330, E7330/350, E7-355/380, and all


engines 350 horsepower and
lower

631GC5164M (CX,
CH, RD6, RB, DM,
DMM)
631GC5164M2 (CL,
MR, LE)

S400S without
wastegate

631GC5153M4

E7-380/410, E7-400 and E7-427


engine models

631GC5163M5*

E7-460E and E7-460P engine


models used on CX, CH and CL
model chassis

S400S with wastegate

* Turbocharger part No. 631GC5163M was used from October 2001 through the
first quarter of 2002. During the second quarter of 2002, 631GC5163M was
terminated and replaced by part No. 631GC5163M5. These two turbochargers
(part Nos. 631GC5163M and 631GC5163M5) are physically the same, and are
interchangeable. For service replacement turbocharger information, refer to
service bulletin SB-214-019.

A new S400S (small-frame) turbocharger is used on all 400 horsepower and


higher engine models. On E7-460E and E7-460P engine models, the turbocharger
includes a wastegate to provide over-boost protection. The wastegate
turbocharger will provide improvements to engine performance, response, engine
braking and smoke control, as well as turbocharger durability.

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Barometric Pressure and Boost Pressure Sensors


On CCRS engines beginning with V-MAC III step 8 software, the system includes
a barometric pressure sensor located in the engine electronic control unit (EECU),
which continuously monitors ambient barometric pressure. On E-Tech E7-460
engines, the system also includes a boost pressure sensor located in the inlet
manifold. The boost pressure sensor continuously monitors inlet manifold pressure
and transmits the information to the EECU. The EECU uses data supplied by both
the boost pressure sensor and barometric pressure sensor for fault activation and
diagnostics. For more detailed information concerning wastegate turbochargers,
along with the barometric pressure and boost pressure sensors, refer to service
bulletin SB-214-017.

High-Temperature Resistant Center Exhaust Manifold


A center exhaust manifold resistant to high temperature was implemented into
production on E7-460 CCRS engines effective October 2001. The chemical
composition of the cast iron used in the manufacture of the center exhaust
manifold is now different from the standard manifolds to better withstand higher
exhaust temperatures and resist erosion and cracking. No changes were made to
the front and rear manifolds.
In addition to the high-temperature resistant center exhaust manifold, a new
turbocharger mounting gasket was also implemented into production. This gasket
is basically comprised of two gaskets with their flat sides placed together and spot
welded. More detailed information concerning the high temperature resistant
center exhaust manifold and new turbocharger mounting gasket is outlined in
service bulletin SB-214-018.
Piston
The piston rings and the cylinder sleeves are the same as those used on non-CCRS
engines. The steel piston crown, however, has been redesigned so that
compression ratio has been increased from 16.1:1 to 17.4:1. The increased
compression ratio contributes to improvements in exhaust emissions, fuel
economy, cold start and warm-up performance.

Cylinder Head
E-Tech CCRS engines do not have any fuel return from the injection nozzles. In
order to standardize cylinder head production, the first several months of CCRS

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engine production used the pre-CCRS cylinder heads. Effective late 2001, new
cylinder head part numbers were incorporated into CCRS engine production. These
final production versions of the CCRS cylinder heads do not have a return fuel
gallery in the cylinder head. The cylinder heads, however, continued to use the
part No. 12GC411 nozzle sleeve with a fuel return hole through January 2002.
Effective February 2002, nozzle sleeve part No. 12GC412 without a fuel return
hole was implemented into production. CCRS engines do not have the fuel return
interconnect tube between the two cylinder heads or the fuel return line from the
cylinder heads to the fuel pressure regulating valve. The pre-CCRS cylinder heads,
however, continue to be an acceptable replacement option for CCRS engines. If a
pre-CCRS cylinder head is used on a CCRS engine, the fuel return holes must be
plugged.

The CCRS cylinder head must not be used on a non-CCRS engine.

Nozzle sleeve part No. 12GC411 can be used in both pre-CCRS and CCRS cylinder
heads. Nozzle sleeve part No. 12GC412, however, can only be used in CCRS
cylinder heads, not pre-CCRS heads.

The following charts outline the pre-CCRS and CCRS cylinder head part numbers.
Pre-CCRS Cylinder Head Part Nos. (Used on CCRS engines from 3/01
through 11/01, acceptable replacement option for CCRS engines. If used
on a CCRS engine, the two fuel return ports on the top surface of the
head must be plugged with 1/8" NPT pipe plugs.)
Part No.

Description

732GB5359M

Cylinder head assembly without valves

732GB3491M

Cylinder head assembly including


valves

CCRS Cylinder Head Part Nos. (Effective 11/01)


Part No.

Description

732GB5361M*

Cylinder head assembly without valves

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SB210032 E-Tech Current-Controlled Rate Shaping (CCRS) Engine

732GB3492M*

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Cylinder head assembly including


valves

* Early cylinder heads will have nozzle sleeves with the fuel return hole.
Cylinder Block

A new cylinder sleeve stand-up height specification of 0.024"0.029" has been


implemented into production for the E-Tech CCRS E7-380/410, E7-427 and E7460 engines. For the remaining engine models, the stand-up height remains at
0.023"0.029". On the high horsepower engine models, the stand-up height low
limit specification has been raised by 0.001", while retaining the high limit. This
has been accomplished by using a new cylinder sleeve (part No. 509GC475) in the
three high horsepower engine models (E7-380/410, E7-427 and E7-460). The new
sleeve has a very slight dimensional difference in height from the 509GC463
cylinder sleeve. This ensures that the 0.024" minimum stand-up height is obtained
in production.
The cylinder block has not been changed. A new cylinder block assembly part
number is used for the high horsepower engines only because the block contains a
different part number cylinder sleeve.
Part No.

Description

239GB5539M

Cylinder block assembly, 0.023"0.029" (0.5840.737


mm) stand-up height, used in EM7-275, EM7-300, E7-300,
E7-310/330, E7-330/350, E7-355/380, E7-350, E7-400
engines

239GB5539M2

Cylinder block assembly, 0.024"0.029" (0.6100.737


mm) stand-up height, used in E7-380/410, E7-427, E7460P, E7-460E engines

509GC463

Cylinder sleeve, 0.023"0.029" (0.5840.737 mm) standup height, used in EM7-275, EM7-300, E7-300, E7310/330, E7-330/350, E7-355/380, E7-350, E7-400
engines

509GC475*

Cylinder sleeve, 0.024"0.029" (0.6100.737 mm) standup height, used in E7-380/410, E7-427, E7-460P, E7-460E
engines

* Cylinder sleeve part No. 509GC463 can be substituted for the 509GC475 sleeve
as long as the minimum 0.024" (0.610 mm) stand-up height is achieved (use of
shims is allowed to achieve the required stand-up height).

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Electronic Control Units (ECUs) and Datafiles

A chart containing information pertaining to vehicle electronic control unit (VECU),


engine electronic control unit (EECU) and datafile part numbers is included in this
service bulletin. The Step 8 VECU was phased into production during October
2000, and information on this change was outlined in service bulletin SB-221-027.
The Step 8 EECU (part No. 12MS518M) is effective with the implementation of
CCRS engine production (approximately March 2001). The EECU with the internal
barometric pressure sensor (part No. 12MS523M) began a production phase-in
during September 2001.
Miscellaneous Features and Changes
On all CCRS engines, throttle response at no-load has been reduced to minimize
visible smoke. Overall throttle response at load acceptance (zero boost-to-full
boost) remains unchanged.
The attached chart outlines component part number differences between preCCRS and CCRS engines.
Production Implementation

Production introduction dates for CCRS engines are as follows:

March 2001 Maxicruise E7-310/330, E7-330/350, E7-355/380, and all


engines 350 horsepower and lower

June 2001 E7-400

October 2001 E7-427, E7-460E, E7-460P

November 2001 Maxicruise E7-380/410


Non-CCRS/CCRS Engine Component Differences

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