ME22 ETH - GB

Engines hardware Euro 5
Software Euro 3
NOTE for ASTRA

engines hardware and software Euro 3
Type of engine: F3BEE681_*B
IVECO Unetversity
Lungo Stura Lazio 15 / 19
10156 Torino
Tel. 011.00.76279 Fax 011.00.76237
1st Edition 10 / 10
CONTENTS
Page
TECHNICAL CODING On road vehicles ..................................................................................... 3
TECHNICAL CODING Off road vehicles ..................................................................................... 4
MAIN FEATURES OF F2B (CURSOR 8) engine......................................................................... 5
MAIN FEATURES OF F3A (CURSOR 10) engine....................................................................... 8
MAIN FEATURES OF F3B (CURSOR 13) engine..................................................................... 11
MAIN NEW FEATURES ............................................................................................................ 14
F2B (CURSOR 8) ENGINE WALK AROUND ............................................................................ 15
F3A (CURSOR 10) ENGINE WALK AROUND .......................................................................... 20
F3B (CURSOR 13) ENGINE WALK AROUND .......................................................................... 25
DESCRIPTION OF MAIN ENGINE COMPONENTS ................................................................ 30
Engine block and cylinder liners ............................................................................................... 30
Cylinder head (F3A - F3B engines) ........................................................................................... 32
Crankshaft (F2B F3A F3B) engines ..................................................................................... 32
Connecting rods (F2B F3A F3B) engines ............................................................................ 33
Pistons (F2B F3A F3B) engines .......................................................................................... 34
Half-bearings ............................................................................................................................. 37
Crankshaft sealing rings (F2B F3A F3B) engines................................................................ 51
Camshaft (F2B engine).............................................................................................................. 52
Camshaft (F3A engines) ............................................................................................................ 53
Valve springs ............................................................................................................................. 54
Valve drive and pump injector drive (F2B F3A F3B engines) .............................................. 55
Valve drive (F2B F3A F3B) ................................................................................................. 56
Engine flywheel (F2B F3A F3B engines) ............................................................................. 57
Auxiliary drive ............................................................................................................................ 59
LUBRIFICATION ....................................................................................................................... 60
Lubrication circuit (F2B engine) ................................................................................................. 61
Lubrication circuit (F3A F3B engines) ..................................................................................... 62
Course ME22 ETH Ed.1 10/10
Engine oil lubrication diagram .................................................................................................... 64

ENGINE COOLING (F2B F3A F3B engines) ....................................................................... 70
Water pump................................................................................................................................ 71
Thermostat ................................................................................................................................. 72
Fan with electromagnetic coupling ............................................................................................. 73
TURBOCHARGING ................................................................................................................... 80
Variable geometry turbocharger (VGT) ...................................................................................... 81
ENGINE BRAKE ........................................................................................................................ 85
Conventional engine brake......................................................................................................... 85
ITB (Iveco Turbo Brake) ............................................................................................................ 86
FUEL SYSTEM .......................................................................................................................... 90
Injectors...................................................................................................................................... 92
Pressure damper........................................................................................................................ 96
Fuel filter .................................................................................................................................... 97
SETTINGS ................................................................................................................................. 98
DATA AND INSTALLATION CLEARANCES ........................................................................... 108
TIGHTENING TORQUES (F2B ENGINES) ............................................................................. 114
TIGHTENING TORQUES (F3A ENGINES) ............................................................................. 118
TIGHTENING TORQUES (F3B ENGINES) ............................................................................. 120
SPECIAL TOOLS (F2B F3A F3B engines) ........................................................................ 126
ENGINE ELECTRONIC SECTION........................................................................................... 127
TECHNICAL CODES
ON ROAD VEHICLES
SERIAL
NUMBER
TYPE
A ** B
Production serial number

No. of version within DB
Gaseous emissions level
B = Euro 3
Engine power and torque level
Application (1 truck, etc)
Fuel system + injection (TCA, diesel direction injection)
Number of
li d
Number of stroke and cylinder position (0 = 4 stroke, vertical without SCR post-treatment)
Engine
Development of range with same or different displacement
Engine range description
F3B
F3A
F2B
540 hp / 2400 Nm
480 hp / 2200 Nm
430 hp / 2100 Nm
400 hp / 1900 Nm
352 hp / 1300 Nm
OFF ROAD VEHICLES

SERIAL
NUMBER
TYPE
V ** B
Production serial number

No. of version within DB
Gaseous emissions level
X = Euro 3
Engine power and torque level
Application (1 truck, etc)
Fuel system + injection (TCA, diesel direction injection)
Number of
li d
Number of stroke and cylinder position ((0 = 4 stroke, vertical without SCR post-treatment)
Engine
Development of range with same or different displacement
Engine range description
F3B
380 hp / 1800 Nm
420 hp / 1900 Nm
440 hp / 2100 Nm
480 hp / 2200 Nm
MAIN SPECIFICATIONS
F2B (CURSOR 8) ETH engine data
Type
F2B
Cycle
Diesel 4 stroke
Fuel system
Turbocharged with intercooler
Injection
Direct
Number of cylinders
Bore
6, in line
115
mm
Stroke
125
mm
Total displacement cm
7790
Compression ratio
16 : 1
Maximum power
259
kW
(352)
(BHP)
2400
rpm
Maximum torque
Nm
1280
(kgm)
(131)
1080 1930
rpm
Minimum speed of
engine with no load
rpm
525 50
Maximum speed of
engine with no load
rpm
2760 20
F2B
Type
TIMING GEAR
Begins before T.D.C.
17
Ends after B.D.C.
31
Begins before B.D.C.
48
Ends after T.D.C.
Operation
mm
mm
0,35 0,45
0,35 0,45
By means of fuel pump - Filters
FUEL SYSTEM
Injection
Bosch
With PDE30 electronically regulated

injectors. Injectors pump driven by
overhead camshaft
142635
Firing order
Injection pressure
bars
1500
Type
F2B
TURBOCHARGING
Turbocharger type:
HOLSET variable geometry

HE 431 V
LUBRICATION
Forced by gear pump, pressure limiting

valve, oil filter
Oil pressure with engine warm

(100 C 5 C):
when idling
bars
1,5
at maximum speed
bars
5
Via centrifugal pump, adjustment thermostat,
radiator, viscostatic fan, heat exchanger
COOLING
Coolant pump drive:
Via belt
Thermostat:
N. 1
85 C
opening starts:
CAPACITIES
Total capacity 1st filling
litres
kg
28
25,2
litres
kg
12,5
11,2
litres
kg
23
21
Capacity:
- engine sump at min level.
Lubricants
engine sump at max. level
circulating quantity that does not

return to sump
litres
kg
quantity contained in cartridge filter (to be
added when cartridge filter is
changed).
litres
kg
5
4,5
2,5
2,3
F3A (CURSOR 10) ETH

engine data
Type
F3AE0681B
F3AE0681D
Diesel 4 stroke
Cycle
Fuel system
Direct
Injection
Number of cylinders
6, in line
Bore
mm
125
Stroke
mm
140
Total cylinder capacity

3
cm
10300
Compression ratio
16,5 : 1
Maximum power
kW
294
(400)
316
(430)
rpm.
2100
2100
Nm
(kgm)
1900
(194)
1900
(194)
1050 1550
1050 1590
(bhp)
Maximum torque
rpm.
Minimum speed of
engine with no load
rpm.
550 50
rpm.
2550 20
Maximum speed of
engine with no load
0,50 +/- 0,05
F3A (CURSOR 10) ETH engine data
Type
F3A
TURBOCHARGING
Turbocharger type:
HOLSET HE 531 V variable geometry
LUBRICATION

valve, oil filter

(100 C 5 C):
when idling
bars
1,5
at maximum speed
bars
5
COOLING
Coolant pump drive:
Via belt
N. 1
Thermostat:
84 C 2C
opening starts:
maximum opening:
94 C 2C
CAPACITIES
litres
kg
32
28,8
litres
kg
17
15,3
litres
kg
25
22,5
Capacity:
Urania FE 5W30
Urania LD 7

return to sump
litres
kg
changed).
litres
kg
10
7
6,3
2,5
2,3
Cycle
Diesel 4 stroke
Fuel system
Injection
Direct
Number of cylinders
6, in line
135
Bore mm
Stroke
150
mm
Total displacement cm
12880
Compression ratio
16,5 : 1
Maximum power
279
309
324
353
397
(380)
(420)
(440)
(480)
(540)
rpm
1900
1900
1900
1900
1900
Nm
1800
1900
2100
2200
2350
(kgm)
(184)
(194)
(214)
(224)
(240)
9001500
9001500
9001470
15001900
10001600
kW
(BHP)
Maximum torque
rpm
Minimum speed of
engine with no load
rpm
525 25
Maximum speed of
engine with no load
rpm
2250 20
F3BE0681A
F3BE0681E
F3BE0681C
Type
F3BE0681V
F3BE0681G
11
0,60 +/- 0,05

Type
F3B
TURBOCHARGING
Turbocharger type:
HOLSET variable geometry HE 551 V
LUBRICATION

valve, oil filter

(100 C 5 C):
when idling
bars
1,5
at maximum speed
bars
5
COOLING
Coolant pump drive:
Via belt
N. 1
Thermostat:
84 C 2C
opening starts:
maximum opening:
94 C 2C
CAPACITIES
litres
kg
Capacity:
Urania FE 5W30
Urania LD 5
Urania Turbo LD
litres
kg
litres
kg
return to sump
litres
kg
cartridge).
litres
kg
13
35
31,5
20
18
28
25,2
7
6,3
3
2,7
MAIN NEW FEATURES

The Cursor Euro 3 engines differ from Cursor - Euro 4/5 engines in the following main
components:
camshaft with different pump injector drive cam profile (the same of oldest Euro3);
EDC7 UC31 engine control unit calibration parameters;
No SCR exhaust gas treatment system.
14
WALK-AROUND
F2B (CURSOR 8) ETH engine
Left side view
000551t
Coolant temperature sensor (for gauge)
Coolant temperature sensor (for EDC)
Water return line from turbocharger
Oil delivery line to turbocharger
Turbocharger
Exhaust manifold
Cam cover with filter and blow-by valve
Oil filter mount and heat exchanger
Oil return line from turbocharger
Water delivery line to turbocharger
Proportional solenoid and VGT actuator drive
Air filter for operating VGT
Flywheel sensor
15

Right side view
000552t
Cam cover with filter and blow-by valve
Rocker cover
Filter mount with fuel temperature sensor
Sound absorbent panel
Intake manifold with heater element and air sensors
Fuel feed pump
Starter motor
Air compressor
Electronic control unit
A.C. compressor
16

Front view
0052128t
Automatic belt tensioner
Alternator
Engine brake drive solenoid
Fan pulley
Thermostat housing
Fixed pulley
Water pump
Water pump drive belt, fan pulley and alternator
Air conditioner compressor drive belt
Viscostatic damping flywheel
17

Rear view
000554t
Turbocharger
Blow by valve
Blow by filter
Flywheel
Hole for inspecting flywheel positioning during adjustments
Window for applying flywheel rotation tool
18

Top view
000555t
Flywheel cover housing
Exhaust manifold
Turbocharger
Filler fitting
Power steering fluid reservoir
Rocker cover
Compressed air pipe
19
F3A (CURSOR 10) ETH engine

Front view
0053209t
1. PWM valve air filter 2. Alternator 3. Automatic belt tensioner 4. Air conditioner
compressor 5. Air conditioner compressor drive belt 6. Viscostatic damping flywheel
7. Fixed pulley 8. Water pump 9. VGT actuator 10. Fan pulley 11. Thermostat casing
20

Left side view
0052131t
1. Compressed air outlet 2. Oil filters 3. Oil return pipe from turbocharger 4. Water oil heat
exchanger 5. Oil pressure adjustment valve 6. Exhaust gas outlet 7. Cam cover
8. Exhaust manifold 9. Turbocharger
10. VGT actuator
21

Rear view
0052132t
1. VGT actuator 2. Turbocharger 3. Oil filter 4. Flywheel

5. Blow-by filter 6. Blow-by valve
22

Right side view
0053210t
1. Timing cover with blow-by filter and valve 2. Compressor 3. Starter motor 4. Power
steering pump 5. Feed pump 6. Control unit EDC7 UC 31 7. Dipstick 8. air conditioner
compressor 9. Intake manifold 10.PWM valve air cleaner 11. Power steering fluid reservoir
12. Fuel filter with temperature sensor
23

Top view
0052134t
1. Exhaust manifold 2. Fuel filler fitting 3. Intake manifold 4. Compressed air outlet
5. Turbocharger 6. Exhaust gas outlet
24

Front view
0053211t
1. PWM valve air filter 2. Alternator 3. Dipstick 4. Automatic belt tensioner 5. Air
conditioner compressor 6. Air conditioner compressor drive belt 7. Viscostatic damping
flywheel 8. Fixed pulley 9. Water pump 10. Fan pulley - 11. VGT actuator
12. Thermostat casing
25

Left side view
0052136t
1. Compressed air outlet 2. Oil filters 3. Oil return pipe from turbocharger 4. Water oil heat
exchanger 5. Oil pressure adjustment valve 6. Exhaust gas outlet 7. Cam cover
8. Exhaust manifold 9. Turbocharger 10. VGT actuator
26

Rear view
0052137t
1. VGT actuator 2. Turbocharger 3. Oil filter 4. Flywheel

5. Blow-by filter 6. Blow-by valve
27

Right side view
0053210t
1. Timing cover with blow-by filter and valve 2. Compressor 3. Starter motor 4. Power
steering pump 5. Feed pump 6. Control unit EDC7 UC 31 7. Dipstick 8. Air conditioner
compressor 9. Intake manifold 10.PWM valve air cleaner 11. Power steering fluid reservoir
12. Fuel filter with temperature sensor
28

Top view
0052138t
1. Exhaust manifold 2. Fuel filler fitting 3. Intake manifold 4. Compressed air outlet
5. Turbocharger 6. Exhaust gas outlet
29
DESCRIPTION OF THE MAIN COMPONENTS OF THE ENGINE

ENGINE BLOCK AND CYLINDER LINERS
The structure consists of an engine block and a stitched base. The seal between engine block
and base is guaranteed by a layer of sealant. The main journal seats are machined with both
parts of the engine block coupled.
000556t
The interchangeable, removable cylinder liners are wet-fitted in the engine block.
A water seal is achieved by means of 3 rubber rings fitted in the lower part of the cylinder
liners. Cylinder liner protrusion is adjustable by means of shims supplied as spares. The specific
method used to produce the liner internal finish and the undeformable structure of the means
that oil consumption is exceptionally low. The liner bore diameter is graded at source and falls
into
one
of
two
tolerance
classes:
class
A
and
class
B.
In the plant, each liner is matched with a piston of the corresponding class.
Only class A liners are available as spares.
45150
30
On the Cursor range, the bosses have been modified to support the new control unit.
0051572t
31
CYLINDER HEAD (F3A - F3B) ETH engines

The cylinder head on F3A/F3B engines has been reinforced to support the higher internal
pressures.
A shield has been fitted on the head cover to reduce noise, particularly inside the cab.
0051573
1. Water/oil/diesel repellent black felt 2. Low density porous layer reinforced with fibre glass
(thickness 10 mm) 3. Carbon black felt
CRANKSHAFTAND (F2B - F3A - F3B) ETH ENGINES

The crankshaft is in steel with built-in counterweights. The main journals and crankpins are
induction-hardened. The crankshaft is mounted on half-bearings, the last of which (next to the
flywheel) has built-in side shoulders.
The arrangement of the crankshaft throws determines a firing order different from that typical of
conventional IVECO 6 flat cylinder engines.
Firing order of Cursor engines: 1 4 2 6 3 5
The crankpins and half-bearings are graded into three thickness tolerance classes, with a
difference of one hundredth of a mm between the classes. During overhaul, select the class of
half-bearing to be fitted to each main journal and crankpin with care in order to contain the radial
clearance between specified limits.
This operation is described further on, in the relevant section.
32
000557t
A. Front stem b. Timing drive gear (rear side)

The main and connecting rod bearings on F3A and F3B engines are reinforced mechanically by
distributing ceramic dust throughout the antifriction material for greater durability
CONNECTING RODS (F2B - F3A - F3B) ETH ENGINES
Stamped steel, cross-cut with broaching on the mating surfaces between rod and cap.
Weight category data, half-bearing seat diameter selection class and rod and cap matching
numbers are stamped on the connecting rod.
1. Letter indicating the weight class:

2. Number indicating the seat selection class
for half-bearings
3.
Connecting rod - cap match numbers
47557
33
PISTONS (F2B - F3A - F3B) ETH ENGINES

The pistons are equipped with three piston rings: the first sealing ring is trapezoid, the second
sealing ring is lipped and the third is an oil scraper ring. The pistons are in ellipsoid aluminium
alloy, with a high swirl combustion chamber in the piston crown.
Reinforcement bush
for pin
000441t
The range is lubricated by new sprays located inside the pistons. These incorporate a valve that
only allows oil through above a threshold pressure of 1.7 bars.
When the pressure in the lubrication system is below this threshold, the valve cuts the
lubrication (cooling) in this area to save oil for lubrication in more critical areas of the engine
(gears, roller bearings).
In F3A and F3B engines, the bushes have been fitted inside the piston hubs so that they can
withstand the higher mechanical stress (see drawing above).
The pistons have been modified to take reduced height piston rings that control fuel
consumption and oil vapours.
109080
Cross section through valve built into piston oil sprays

Opening pressure = 1.7 bars
34
F2B ETH engine
109108
PISTON, PISTON RINGS AND PIN MAIN DATA

The dimension is measured on a diameter of 111mm
X = 0.6 0.15 mm
F3A ETH engine
109045

X = 0.8 0.15 mm
35
F3B ETH engine
108837

The dimension is measured on a diameter of 130 mm
X = 0.8 0.10 mm
60615
1. Connecting rod-piston assembly 2. Area where installation position symbol stamped and
grading class 3. Connecting rod stamp area
In addition to the matched class A piston-liner set, a single class A piston is also available. This
may also be matched to liners of different class on engines fitted to the in-service fleet.
36
HALF-BEARINGS
To grade the bearings, look up the data stamped on the engine block, on the crankshaft and on
the connecting rods in the appropriate tables.
The stamped information shows the tolerance class determined by the machining on the
following diameters:
engine block half-bearing seats
main journals and crankpins
connecting rod half-bearing seats.
The aim of this operation is to contain the crankshaft radial clearance within very tight limits to
reduce noise.
The arrows indicate the areas where the information is stamped.
45150
47557
000557t
37
This operation is used to identify the bearing half type to be fitted on each of the crankpins
(bearing halves may differ from one pin to another).
The bearing halves are classified according to their thickness into two tolerance classes,
marked by a spot of colour (red or green). Apart from the colour, they are also identified by a
different part number for the different tolerances classes and oversizes.
Both thickness classes differ from one another by 0.01 mm.
The following pages show the specifications of half-bearings available as spares, in the
standard size (STD) and in the three permitted oversizes (+0,127 + 0,254, + 0,508 mm) for
crankpins and main journals.
Preliminary measurement of data for selection
Half-bearing selection essentially consists of consulting the data stamped on the crankshaft,
engine block and connecting rod and looking them up in tables
Foreach crankpin, carry out the following operations:
Main journals
determine the engine block seat diameter class;
determine the main journal diameter class;
use the table to calculate the class of the half bearing to be fitted
Crankpins
determine the connecting rod seat diameter class;
determine the main journal diameter class;
use the table to calculate the class of the half bearing to be fitted
38
Connecting rod bearing half

STD.
F2B *
mm
*
mm
*
mm
*
+0,508
2,000 2,010
2,127 2,137
2,254 2,264
green
2,011 2,020
2,138 2,147
2,265 2,274
yellow
2,021 2030
+0,254
+0,508
red/black
2,063 2,073
green/black
2,074 2,083
yellow/black
2,084 2,093
+0,127
red
1,970 1,980
2,097 2,107
2,224 2,234
green
1,981 1,990
2,108 2,117
2,235 2,244
yellow
1,991 2,000
+0,254
+0,508
red/black
2,033 2,043
green/black
2,044 2,053
yellow/black
2,054 2,063
STD.
F3B *
+0,254
red
STD.
F3A *
+0,127
+0,127
red
1,965 1,975
2,092 2,102
2,219 2,229
green
1,976 1,985
2,103 2,112
2,230 2,239
yellow
red/black
2,028 2,038
green/black
2,039 2,048
yellow/black
000557t
* Half-bearings fitted only in production, not available as spares
39
Main bearing halves
F2B *
mm
*
F3A *
mm
*
F3B *
mm
*
STD.
+0,127
+0,254
+0,508
red
3,000 3,010
3,127 3,137
3,254 3,264
green
3,011 3,020
yellow
3,021 3,030
red/black
3,063 3,073
green/black
3,074 3,083
yellow/black
3,084 3,093
STD.
+0,127
+0,254
+0,508
red
2,965 2,974
2,097 2,107
2,224 2,234
green
2,975 2,984
2,108 2,117
2,235 2,244
yellow
2,985 2,995
red/black
3,028 3,037
green/black
3,038 3,047
yellow/black
3,048 3,058
STD.
+0,127
+0,254
+0,508
red
3,110 3,120
3,237 3,247
3,364 3,374
green
3,121 3,130
yellow
red/black
3,173 3,183
green/black
3,184 3,193
yellow/black
000557t
* Half-bearings fitted only in production, not available as spares
40
Selecting main bearing halves (journals with rated diameter)

determine the engine block seat diameter class
Two sets of numbers are marked on the front part of the engine block in the position indicated
(top figure):
a four-figure number showing the matching number of the engine block with its base.
the seven figures that follow, taken individually, represent the diameter class of each of
the engine block seats to which they refer ( lower side figure).
each of these figures may be 1, 2 or 3.
dia.
mm.
1
F2B 2
3
1
F3A 2
3
1
F3B 2
3
89,000 89,009
=
=
89,010 89,019
89,020 89,030
99,000 99,009
=
=
99,010 99,019
99,020 99,030
106,300 106,309
=
=
106,310 106,319
106,320 106,330
002141t
41
Selecting main bearing halves (journals with rated diameter))

Determining the journal and pin diameter class
Three sets of figures are marked on the crankshaft in the arrowed position (top figure):
the first 5-figure number represents the shaft serial number.
a set of six figures beneath this number on the left refers to the crankpins and is
preceded by an isolated figure: the isolated figure indicates the journal/pin status
(1=STD. 2=-0.127). the other six figures. taken individually. represent the diameter class
of each of the crankpins referred to (bottom figure)
the set of seven figures on the right refer to the main journals and is preceded by an
isolated figure: the isolated figure indicates the journal/pin status (1=STD. 2=-0.127). the
other seven figures. taken individually. represent the diameter class of each of the main
journals referred to (bottom figure)
CRANK
JOURN
000557t
42
F2B
1 = 72,915 72,924
2 = 72,925 72,934
3 = 72,935 72,945
dia. mm.
F3B
F3A
1 = 82,970 82,979
2 = 82,980 82,989
3 = 82,990 83,000
dia. mm.
1 = 89,970 89,979
2 = 89,980 89,989
3 = 89,990 90,000
dia. mm.
CRANK
JOURN
000557t
F2B
1 = 82,910 82,919
2 = 82,920 82,929
3 = 82,930 82,940
dia. mm.
F3A
1 = 92,970 92,979
2 = 92,980 92,989
3 = 92,990 93,000
dia. mm.
43
F3B
1 = 99,970 99,979
2 = 99,980 99,989
3 = 99,990 100,000
dia. mm.
Selecting main bearing halves (journals with rated diameter)

Choosing the half-bearings
After finding out the engine block seat diameter class and journal diameter class for each main
journal. look up these data in the table to find the type of bearing half to be fitted.
E.g : Assuming the figure '1' is shown on the front part of the engine block for the seat
category and the figure '2' is shown for the journal category, the half-bearing match will be
RED/RED.
STD.
1
green
green
green
green
green
green
red
green
green
red
green
green
red
red
green*
red
red
green*
* red for F2B engines
44
Selecting main bearing halves (ground journals)

Choosing the half-bearings
After finding out the engine block seat diameter class and journal diameter class for each main
journal. look up these data in the table to find the type of bearing half to be fitted.
E.g : Assuming the figure '1' is shown on the front part of the engine block for the seat
category and the figure '2' is shown for the journal category, the half-bearing match will be
RED/BLACKRED BLACK.
- 0,127
F2B
F3A
F3B
Red/black
3,063 3,073
3,028 3,037
3,173 3,183
Green/black
3,074 3,083
3.038 3,047
3,184 3,193
000556t
CATEGORY
green/black
green/black
green/black
green/black
green/black
green/black
F2B
F3A
F3B
red/black
green/black
green/black
red/black
green/black
green/black
F2B
F3A
F3B
F2B
red/black
red/black
green/black
red/black
red/black
green/black
F3A
45
F3B
82,784
82,793
92,843
92,852
99,843
99,852
82,794
82,803
92,853
92,862
99,853
99,862
82,804
82,814
92,863
92,873
99,863
99,873
- 0,254
Red
F2B
F3A
F3B
3,127 3,137
3,092 3,102
3,237 3,247
CATEGORY
red
red
red
red
red
red
F2B
F3A
F3B
82,666
82,686
92,726
92,746
99,726
99,746
- 0,508
Red
F2B
F3A
F3B
3,254 3,264
3,219 3,229
3,364 3,374
CATEGORY
3
F2B
red
red
red
red
red
red
F3A
F3B
46
82,412
82,432
92,472
92,492
99,472
99,492
Selecting connecting rod bearing halves (crankpins with rated diameter)

Three markings are shown on the connecting rod body, in the position indicated A:
1: Letter indicating the weight category
CATEGO
RY
A
F2B
F3A
F3B
2890 2920 g
4024 4,054 g
4741 4,780 g
2921 2,950 g
4055 4,185 g
4781 4,820 g
2951 2,980 g
4086 4,116 g
4821 4,860 g
2: Number indicating the big end bearing seat diameter grade

CATEGO
RY
1
F2B
F3A
F3B
77,000 77.010 mm
87,000 87.010 mm
94,000 94.010 mm
77.011 77.020 mm
87.011 87.020 mm
94.011 94.020 mm
77.021 77.030 mm
87.021 87.030 mm
94.021 94.030 mm
3: Number identifying the cap connecting rod match
VIEW FROM
47557
47
STD.
1
green
green
green
green
green
green
red
green
green
red
green
green
red
red
green*
red
red
green*
* red for F2B engines
48
Selecting connecting rod bearing halves (ground crankpins)

In this event, determine the tolerance range for the new crankpin diameter (for each undersize)
and fit the correct half-bearings after looking them up in the table.
- 0,127
F2B
F3A
F3B
Red/black
2,074 2,083
2,033 2,043
2,028 2,038
Green/black
2,063 2,073
2,044 2,053
2,039 2,048
CATEGORY
green/black
green/black
green/black
green/black
green/black
green/black
F2B
F3A
F3B
F2B
red/black
green/black
green/black
red/black
green/black
green/black
F3A
F3B
red/black
red/black
green/black
red/black
red/black
green/black
F2B
F3A
F3B
49
72,789
72,798
82,843
82,852
89,843
89,852
72,799
72,808
82,853
82,862
89,853
89,862
72,809
72,818
82,863
82,873
89,863
89,873
- 0,254
F2B
F3A
F3B
Red
2,127 2,137
2,097 2,107
2,092 2,102
Green
2,138 2,147
2,108 2,117
2,103 2,112
CATEGORY
F2B
F3A
red
green
green
red
green
green
F3B
F2B
red
red
green
red
red
green
F3A
F3B
72,671
72,680
82,726
82,735
89,726
89,735
72,681
72,691
82,736
82,746
89,736
89,746
- 0,508
F2B
F3A
F3B
Red
2,254 2,264
2,224 2,234
2,219 2,229
Green
2,265 2,274
2,235 2,244
2,230 2,239
CATEGORY
3
F2B
red
green
green
red
green
green
F3A
F3B
F2B
red
red
green
red
red
green
50
F3A
F3B
72,417
72,426
82,472
82,481
89,472
89,481
72,427
72,437
82,482
82,492
89,482
89,492
CRANKSHAFT SEALING RINGS (Engines F2B-F3A-F3B ETH)

The front and rear seals are Rotostat modular seals.
They consist of a strip ( C) fitted directly on the crankshaft, a sealing lip (B) and an outer case
(A) fitted in a seat in the front cover or a seat on the engine flywheel cover case.
This type of seal offers the advantage of creating a seal on the strip (point D), i.e. it is not
affected by the shafts radial oscillations.
Use special tools to remove and refit these seals.
000558t
A. Part fitted in cover B. Sealing lip C. Part fitted on shaft

D. Axial seal area
45254
51
CAMSHAFT (Engines F2B ETH)

The camshaft turns on seven built-in mounts (without removable caps) built-into the cylinder
head and fitted with bushes.
3 drive cams are provided per cylinder:
A
INTAKE VALVE DRIVE
PUMP INJECTOR DRIVE
EXHAUST VALVE DRIVE
0052129t
000561t
52
FRONT SIDE
781
VALVE SPRINGS
F2B engine
109107
F3A engine
109060
F3B engine
108842
54
VALVE DRIVE AND PUMP INJECTOR DRIVE (Engines F2B-F3A-F3B ETH)

These are the same throughout the CURSOR range, apart from the size.
A
44925
000562t
A
B
C
D
E
F
G
H
Rocker shaft
Rocker shaft bolt
Intake valve rockers
Rocker for pump injector
Exhaust valve rockers
Valve
Adjustment screw
Bridge
55
TIMING DRIVE (Engines F2B-F3A-F3B ETH)

The camshaft is driven by a set of helical gears in a cascade located in the rear of the engine.
Upper intermediate gear (B) is fitted on an adjustable mount to ensure the correct clearance
with gear (A), whose position is affected by the cylinder head gasket thickness tolerances.
The centre of rotation of all the others is determined by machining.
The timing gears are not marked with notches or codes as on conventional engines because
the gear timing does not have to be adjusted in a conventional manner, only the timing between
the camshaft and crankshaft.
A
B
C
D
E
CAMSHAFT gear
Upper intermediate gear
Lower intermediate gear
Crankshaft gear
Oil pump gear
000564t
1
2
3
4
Adjustable rod
Intermediate gear
Bolts
Oil pump
47597
56
FLYWHEEL (Engines F2B F3A F3B ETH)

A locating dowel is provided to ensure that the flywheel can be fitted in only one position on the
crankshaft.
The flywheel performs conventional tasks (balancing mass, ignition ring gear mount and clutch
surfaces) and also acts as a phonic wheel for the sensor connected to the electronic control
unit.
54 holes are present for this purpose. These are subdivided into 3 different sectors with 18
holes
each
Each of these sectors is combined with a pair of crankpins (1 6, 2 5, 3 4).
The electronic system does not require specific marking on the holes, but some holes ( A, B, C,
D in the figure on the right) are notched to allow the repairing dealer to carrying out certain
adjustments and set the timing.
One hole in each sector (A, B, C, right-hand figure) is marked with a notch, another hole on one
of the sectors only (D, right-hand figure) is marked with two notches.
The EDC control unit reads the angular flywheel position at each moment by means of an
induction sensor (located at 1, left-hand figure) while the holes marked by the notches must
align alternately with the inspection hole (2, left-hand figure) on the flywheel cover during the
mechanical adjustment and timing setting.
Note: the figure shows the holes marked by notches on a Cursor 8 flywheel without PTO. The
holes marked on the various Cursor versions could differ from those shown in the figure.
The various alternatives are not shown here because it is not essential for the repairer to know
which holes are marked on each version, to count them or to remember them all. The repairer
only needs to make visual reference to the holes through the inspection window when carrying
out adjustments and timing, as will be explained during this course.
000565t
57
4-3
2-5
60668
1-6
DETAIL STAMPED ON FLYHWEEL PISTON POSITION
A = Hole on flywheel with 1 notch, corresponding to pistons 3-4 TDC.

B = Hole on flywheel with 1 notch, corresponding to pistons 1-6 TDC.
C = Hole on flywheel with 1 notch, corresponding to pistons 2-5 TDC.
D = Hole on flywheel with 2 notches, position corresponding to 54.
58
AUXILIARY DRIVE
F2B ETH engines
102650
1. Alternator - 2. Climate control system compressor - 3. Electromagnetic coupling

4. Water pump - 5. Crankshaft - 6. Flexible belt
F3A-F3B ETH engines
108845
1. Alternator - 2. Climate control system compressor - 3. Electromagnetic coupling

4. Water pump - 5. Crankshaft - 6. Flexible belt
59
LUBRICATION
The Cursor engine lubrication circuit includes a system for lowering oil temperature by means of
a heat exchanger.
The oil is pressurised by a gear pump located behind the flywheel and is sent directly to the
heat exchanger that is washed by the engine coolant and adjusts its temperature to an optimum
level.
This adjustment is possible by reducing the oil temperature (directing it all through the heat
exchanger) or increasing the temperature (directing it through the by-pass thermostatic valve).
The fluid is directed from the heat exchanger output to two filters and then again to the engine
block to lubricate the anti-friction components.
The lubrication system is equipped with a oil vapour (blow-by) recovery system consisting of a
condenser, a filter and a safety valve. This system is located in the upper part of the timing
system cover.
60
DETAIL A
Pressurised oil
Gravity-fed oil
Pressurised oil
Gravity-fed oil
LUBRICATION CIRCUIT (F2B ETH engines)
44918
61
DETAIL A
Pressurised oil
Gravity-fed oil
Pressurised oil
Gravity-fed oil
LUBRICATION CIRCUIT (F3A-F3B ETH engines)
60672
62
The lubrication circuit comprises nine more efficient pumps (see figure) that are specially
designed to meet the new engineering requirements.
The heat exchanger casing has also been altered to house the new oil pressure/temperature
sensor for the EDC7 UC 31.
Lastly, a valve (normally open when pressure is greater than 1.7 bars) has been added to cut
out the lubrication beneath the piston casing. As described in the "Piston" section, this allows oil
saving in the most critical areas of the engine when flow is reduced in the circuit.
Oil pump (F2B ETH engines)
0051579t
Oil pump (F3A - F3B ETH engines)
0051580t
63
ENGINE OIL LUBRICATION DIAGRAM

The hydraulic circuit shown below is intended solely as a guide and shows the lubrication of all
CURSOR engine ranges.
001340t
1. Delivery to turbocharger 1a. Return from turbocharger- 2. Oil filter by-pass valve (2 bar)
3. Thermostat 4. Pressure relief valve (5 bar) 5. Safety valve (10 bars) on oil pump 6. Oil
pump 7. Crankshaft 8. Lubrication fittings for gear bearings 9. Piston sprays 10. Cylinder
head - 11. Engine brake solenoid
64
Oil temperature/pressure sensor on heat exchanger

The oil temperature and pressure sensor on the heat exchanger is located as shown in the
figure. This sensor generates a signal for the EDC7 UC31 control unit.
0051581t
65
Oil sump
The oil sump features a new type of fastening to the engine block, i.e. it is flexibly suspended.
Sump border (1) is enclosed in a thick C-section rubber seal (4). The whole unit is contained
within and supported by aluminium element (3) bolted to the engine block by means of bolts (2).
Though this solution requires fewer bolts than a conventional system, it nevertheless prevents
noise and improves the seal. Another benefit is that the seal need not be replaced whenever the
sump is removed.
Engines F2B
Engines F3A-F3B
47573
60665
66
Oil filter
This new generation filter allows very thorough filtration because it is able to trap more smaller
particles than a conventional filter with a paper filter.
External coiled winding.The filter elements are closely enfolded in a coil in such a way that each
fold is firmly secured to the coil in relation to the other folds. This means that the filter septum is
used evenly even under heavy-duty conditions, e.g. cold starts with highly viscous fluids and
peak flows. This system also ensures that the flow is evenly distributed over the entire length of
the filter element, with a consequent optimisation of load loss and in-service durability.
Upstream mount: To optimise the filter element flow distribution and stiffness, the filter comes
with an exclusive mount that consists of a sturdy plastic mesh and high-strength synthetic
material.
Filter septum. Consists of inert, inorganic fibres bound with resin of exclusive manufacture to a
structure with graded holes. The septum is produced exclusively in accordance with particularly
tough quality control procedures.
Downstream mount.A filter mesh mount and a sturdy plastic mesh confer extra strength on the
septum. This is particularly advantageous during cold starts and long periods of service. The
filter performance remains constant and dependable throughout its service lifetime and from
one element to the next, irrespective of changes in service conditions.
Structural parts.The o-rings fitted to the filter element ensure an effective seal between
themselves and the container to rule out the risk of bypassing and maintain the filter
performance constant. The structure of the filter element is completed by corrosion-proof bases
and a sturdy inner metal core.
The adoption of these high-filtration devise, which have only been previously used in industrial
processes allows:
- engine component wear to be reduced in the long term;
- oil performance/specifications to be maintained and thus longer oil change intervals.
47447
87205
67
Detail of heat exchanger (F2B engines)
68
Detail of heat exchanger (F3A-F3B engines)

DEMONSTRATION FIGURE
78950
1. Oil temperature sensor- 2. Oil pressure sensor for pressure gauge - 3. Sending unit for low
pressure warning light bulb - 4. By-pass valve - 5. Thermostat valve.
NOTE: F3A engine= 9 elements; F3B engine= 11 elements.
69
ENGINE COOLING (Engines: F2B F3A F3B)

The engine cooling system is closed loop forced circulation type and may be connected to the
supplementary heater and intarder heat exchanger (if fitted).
It consists of the following main parts:
an expansion tank with two valves incorporated in the plug: an outlet valve and intake valve,
which govern system pressure;
- a coolant level sensor located at the base of the expansion tank with two insertion points;
- an engine cooling module to dissipate heat removed from the engine by the coolant in the
intercooler heat exchanger;
- a heat exchanger to cool lubrication fluid;
- a centrifugal water pump built into the crankcase;
- an electric fan consisting of a two-speed electromagnetic coupling managed electronically by
the vehicle Multiplex system;
- a 3-way thermostat that governs coolant circulation.
Water leaving the thermostat

Water circulating in the engine
Water entering the pump
92843
70
Water pump
On all engines, the water pump consists of: impeller, gasket bearing and drive pulley.
Cross-section through water pump (F2B engines)
44915
Cross-section through water pump (F3A - F3B engines)
60631
71
Thermostat
F2B engine operating diagram
ENGINE COLD
45357
ENGINE WARM
1.
2.
3.
4.
5.
From head
By pass to pump
To heater
To radiator
To expansion tank
45358
F3A - F3B engine operating diagram
ENGINE COLD
0052139t
ENGINE WARM
6.
7.
8.
9.
To expansion tank
From engine
To by pass
To radiator
0052140t
72
FANS WITH ELECTROMAGNETIC COUPLING
0052306t
1. Pulley 2. Fan hub 3. Permanent magnets 4. Blades 5. Fan 6. Shaft - 7. Return

spring 8. Piston 9. Floating ring 10. Air supply duct -11. Coil
The fan offers two possible effective rotation speeds controlled by the Front Frame Computer by
exciting the air solenoid for the slow speed and coil (11) for the second speed. When neither the
first nor second speed is engaged, the fan turns slowly due to the friction (neutral position).
The following parameters/systems may require fan activation via the B.C. control unit:
coolant temperature
climate control system coolant temperature
Intarder
73
VIEW OF DISCOSTATIC FAN
OPERATING TEMPERATURE: 79C

VEICHLE EQUIPED WITH THE INTARDER
OPERATING TEMPERATURE: 84C

VEICHLE EQUIPED WITHOUT INTARDER
Fan disengaged (neutral position)
8.5 bar
0052307t
When fan activation is not required for efficient engine operation, the Front Frame Computer
control unit drives the air solenoid to move piston (8). Piston (8) is displaced to move permanent
magnets (3) away from fan hub (2). The magnetic field generated by magnets (3) is insufficient
to drive fan hub (2).
The fan may turn slowly due to the friction present.
75
Fan with first speed engaged
0052308t
When first speed operation is required, the Front Frame Computer discharges air from duct (10)
through the air solenoid.
Piston (8) is displaced to move permanent magnets (3) away from fan hub (2). Piston
movement is generated by return spring (7) and blades (4).
Shaft rotation speed is equal to the speed of pulley (1) and the effect of the magnetic field
generated by magnets (3) causes fan hub (2) to turn to a top speed of 650 rpm.
For F2B engines, the first speed is always engaged because the air solenoid and the air
discharge system inside the unit are not present.
76
Fan with second speed engaged
0052309t
When the first speed is insufficient to cool the engine effectively, the Front Frame Computer
control unit governs activation of the second fan by exciting coil (11).
The magnetic field generated by the coil attracts floating ring (9) of fan hub (2) to pulley (1) until
both units are joined together.
In this situation, fan speed is equal to pulley speed.
77
Fan control diagram - Electromagnetic fan
Steering
Wheel
Interface
Solenoid
fan
Front
Frame
Computer
Body
Computer
Fan coil
Pressure
switch
climate control
Climate control
system
EDC
Sensor
Temperature
Water
0052256t
Troubleshooting
Defect
Cause
The fan always turns at first speed
Air supply pipe blocked
Air supply pipe blocked
The fan does not turn faster than 650 rpm

(first speed)
The fan always turns at second speed
The control unit outlet does not drive the

coil
Break in control unit/coil wiring
Coil short-circuited
Incorrect sliding of mechanical parts
Control unit outlet always drives the coil
Incorrect sliding of mechanical parts
78
Check fan wear
77469
In rest condition, gap X between pulley (1) and floating ring (2) (subject to wear) must be
between 0.5 and 1.2 mm.
Wear up to a maximum gap thickness of 2.5 mm is permitted.
79
TURBOCHARGING
The turbocharging system consists of:
A fixed or variable geometry turbocharger (F2B engines);
a variable geometry turbocharger (F3A - F3B engines);
an air filter;
an intercooler radiator
Engine exhaust gas

Intake air
Warm compressed air
Cooled compressed air
60675
TURBOXHARGING DIAGRAM (F3A engines)

Principle of operation
Irrespective of the turbocharger type, the basic concept is to use exhaust gas pressure (turbine)
to compress combustion air (compressor) entering the chambers. This solution increases the
engine's volumetric efficiency.
The operating principle of the variable geometry turbocharger is described below because it is
more complex and used on all ranges.
80
Turbocharger with wastegate

HOLSET HX 50W
The following diagram shows the principle of operation.

A)
Exhaust gas input
A1) Maximum outflow cross-section (VGT fully open, high engine speeds)
A2) Outflow cross section reduced (average engine speeds)
A1) Minimum outflow cross-section (VGT fully closed, low engine speeds)
002863t
82
Actuator
The actuator piston connected to the control rod is controlled by compressed air taken in
through air intake 1 on the upper part of the actuator.
When the air pressure is adjusted, movement of the piston and turbine control rod is modulated.
During its movement, the piston gradually compresses outer spring 4 until the piston base
reaches disc 5 controlling inner spring 6.
As pressure increases further, the piston compresses the inner spring still further until it is at the
end of it travel.
The end stop is reached when disc 5 touches lower travel stop 9.
Use of the two springs allow the ratio between piston travel and pressure to be altered. About
85% of rod travel is countered by the outer spring while 15% is countered by the inner spring.
001228t
1. Air intake 2. Gasket 3. Piston 4. Outer spring 5. Inner spring control disc 6. Inner
spring 7. O Ring 8. Spring holder 9. End stop 10. Dust seal - 11. Control rod
83
VGT control diagram
0052917t
1. Service reservoir
2. Shut off solenoid
3. Air filter
4. VGT solenoid
5. Turbocharging pressure sensor (located upstream of compressor)
6. Turbine actuator
7. Turbine rpm sensor
8. EDC control unit
9. Body Computer
10. Switch
84
ENGINE BRAKE
CONVENTIONAL ENGINE BRAKE
In a conventional engine brake (with a throttle valve on the exhaust port), the braking action is
supplied exclusively by the counterpressure of the gases located inside the exhaust manifold
(normally approximately 4 - 5 bars)
It is not possible to achieve high braking torques with this solution because the resistant torque
due to turbo pressure generated during the compression stage (Fig. A) is almost completely
cancelled out by the drive torque (apart from small leaks due to friction and heat dissipation)
due to turbo pressure, which generates a driving force on the piston during the subsequent
expansion stage (Fig. B).
Prolonged use also gives rise to engine overheating because the working fluid remains the
same; no cool air is taken into the cylinders (to determine internal ventilation) apart from the
minimum amount permitted by the small quantity of exhaust gas that flows through the throttle
valve.
001412t
85
ITB ENGINE BRAKE (Iveco Turbo Brake)

The braking system on Cursor engines is completely different from a conventional system: the
ITB is technologically more advanced than systems used by other manufacturers, which lack a
VGT.
Towards the end of the compression stage (Fig. C), several degrees before reaching TDC, a
special device opens the exhaust valve slightly to evacuate the pressure that has built up in the
cylinder (Fig. D).
In this case, the braking torque generated by the compression stage is used, but without any
subsequent return thrust on the piston.
001413t
86
Principle of operation (ITB)

When the engine brake is operated, the hydraulic control mechanism cancels out the exhaust
valve clearance.
The relevant rocker is slightly raised at the correct stage of the cycle by the engine brake lift
ramp as a result of the specific exhaust cam profile.
The exhaust valves therefore open slightly near TDC at the end of the exhaust stage to
discharge compressed air into the combustion chamber.
A Engine brake released
B Engine brake applied
C Exhaust cam
(d = valve lift for engine brake)
0053204t
87
Exhaust cam movement

The two graphs show exhaust cam movements to describe what happens when the rocker is
lowered during engine brake operation.
In both graphs, the line
represents the ideal line along which the rocker roller slides until it
meets the valve main riser or other protuberances; the degrees stand for degrees of crankshaft
rotation.
and only meets the main valve

Normal engine operation: the roller slides the line
riser.
A2 is normal operating clearance (0.40 0.05 mm when cold for Cursor 8, 0.50 0.05
Cursor 10, 0.60 0.05 Cursor 13), measured exactly at the engine brake riser, i.e. at
TDC. The graph also clearly shows the reason why the clearance is not as set when it
is checked with the cam in other positions.
For example, the value at A1 is:
about 1.7 mm when cold (Cursor 8);
about 1.8 mm when cold (Cursor 10);
about 1.9 mm when cold (Cursor 13).
000593t
88
Operating during engine braking: the rocker is lowered and the roller still slides along
which has, however changed position, and is also raised by the engine brake
riser and the main riser.
89
FUEL SYSTEM
The fuel feed circuit essentially consists of the following parts: fuel pump, filter, prefilter and 6
pump injectors driven by the camshaft via rockers. Everything is managed by the EDC
electronic control unit.
p= (2 5) bar
p= (3,2 3,8) bar
ENGINE FUEL DIAGRAM

1. Fuel filter 2. Pressure damper 3. Pressure regulator valve (opening starts at 5 bar)
4. Fuel feed pump 5. Fuel prefilter with manual priming pump 6. Valve for recirculating fuel
from the injectors built into the fuel pump (opening starts 3.5 bars) 7. EDC control unit 8.
Heat exchanger for control unit 9. Pressure relief valve for fuel return to tank 10. Pump
injectors
A. Fuel intake from injectors B. Fuel return to tank
The features on the Cursor EURO 3 range are the same of the Euro 4 range:
Addition of a pressure damper to reduce pressure peaks in the delivery pipe to the
injectors;
filter element volume increase;
changes in the control unit intake, pump intake and cylinder head intake pipes.
90
Bleeding air from the fuel circuit

Undo the bleed screws and connect pipes to drain off bleed residues into suitable containers:
1 = located on prefilter support (on frame);
2 = located on filter support (on engine);
5 = located on front portion of cylinder head.
Pump using hand pump (3), (3), located on the prefilter until fuel free of air emerges from screw
(1). Tighten screw (1) (1) and bleed the system via pump (3), (3) until fuel emerges from screw
(2) (3) on the filter mount. Tighten screw (2) and complete the bleed stage, continuing to pump
until fuel emerges from screw (5) located on the front part of the cylinder head. Tighten screw (5).
LD187
Prefilter
LD215
Filter
LD188
Cylinder head front or

front/side end
Take particular care that the fuel emerging from the bleed screw on the cylinder head
does not contaminate the fan, water pump and the alternator and air conditioner drive
belts. Risk of damage.
91
INJECTORS
The pump-injector mainly consists of three parts:
Solenoid
pump element
nozzle
These three parts are NOT individually replaceable and NOT serviceable.
The pumping element is operated mechanically at each stroke by a rocker. It compresses the
fuel in the delivery chamber.
The nozzle is formed and operates in a similar way to conventional injectors. It is opened by fuel
under pressure and injects the finely atomised fuel into the combustion chamber.
A solenoid controlled directly by the electronic control unit determines the delivery method on
the basis of a control signal.
An injector casing houses the lower part of the pump-injector in the cylinder head.
F2B engines
The Cursor 8 Euro 3 range pump-injector is the same of that used in the Euro 4/5 range.
000578t
A. Solenoid B. Pump element C. Nozzle
92
F3A-F3B engines
The Cursor ETH Euro 3 range injector is the same of that used in the Euro 4/5 range.
108843
Cross section through UIN3.1 injectors:

1. Fuel/oil sealing ring - 2. Fuel/diesel sealing ring 3. Fuel/exhaust gas sealing ring
Because the injection pressure of the new UIN 3.1 pump injectors is higher, they spray the fuel
more finely into the exhaust chamber to improve combustion and thus reduce polluting exhaust
emissions.
93
NIMA code
OLD
NEW NIMA code
Replacing pump - injectors (F3A F3B engines)
102935
Use tool 99342155 to remove the pump - injector from the cylinder head as follows:
attach part (3) of tool 99342155 to the pump-injector (4);
fit part (2) to part (3), resting part (2) on the cylinder head;
tighten nut (1) and remove pump-injector (4) from the cylinder head.
95
FUEL FILTER (F3A - F3B Engines )

A larger cartridge filter has been introduced on F3A - F3B new Euro 3 engines.
0051576t
97
SETTINGS
Checking cylinder liner protrusion
Check protrusion by applying special tool (2) and tightening bolts (1) to a torque of 170 Nm
(F2B engines) or 225 Nm (F3A F3B engines).
Use a dial gauge (3) to measure that the cylinder liner protrusion in relation to the cylinder head
support surface is 0.035 0.065 mm (F2B engines) or 0.045 0.075 (F3A F3B engines).
Otherwise, replace the shim with another of appropriate thickness supplied as a spare part.
Always replace the o-ring water seals.
60520
98
Adjusting flywheel sensor seat plate position
The flywheel sensor seat takes the form

of a plate with slotted fastening holes.
If in doubt over the correct positioning or
if the flywheel cover casing or plate
requires removal, adjust the position as
follows:
Position the piston of cylinder no. 1

exactly at TDC.
99360612
With the sensor plate bolts loosened,

insert tool 99360612 into the sensor seat.
Move the sensor plate slightly until the

end of tool (1) fits exactly into the
underlying flywheel hole.
Tighten the bolts until the shear head
breaks off.
001339t
99
0053205t
45376
45269
E1
45264
E2
45260
45261
73533
100
60575
Use tool 99360321 to turn the crankshaft clockwise (flywheel end) until the dial gauge
pointer reaches the minimum value, beyond which it cannot fall.
Zero the dial gauge.
Turn the crankshaft in its normal direction of rotation until the dial gauge shows the
correct lift value shown in the table.
Cursor 8
Cursor 10
Cursor 13
4.90 0.05 mm
4.44 0.05 mm
5.31 0.05 mm
106535
D) The camshaft timing is correct if the specified cam lift values (see table, point C)
correspond to the following conditions:
1. The hole with one notch (5) is visible from the inspection window.
2. Tool 99360612 (1) fits into hole (3) on flywheel (4) through engine rpm sensor seat
(2).
77259
If the camshaft timing is not correct, proceed as follows:

1) loosen bolts (2, Figure A) securing gear (1, Figure A) to the camshaft and make use of the
slots on the gear;
102
2) Adjust the flywheel to achieve the conditions indicated in under point D above, remembering
that the cam lift must remain unchanged.
3) Tighten bolts (2, Figure A) and repeat the check as described.
4) Tighten bolts (2) to the specified torque.
60575
77259
(FIGURE A)
(FIGURE B)
103
Adjusting camshaft phonic wheel timing

Adjusting the camshaft phonic wheel timing allows the electronic control unit to detect the
cylinders in which the fuel injection is to take place via the sensor.
Proceed as follows:
1) Turn the crankshaft to move the piston of cylinder no. 1 to TDC during the compression
phase.
2) Turn it through approx. turn against its normal direction of rotation.
3) Turn the flywheel back in its normal direction of rotation until the hole marked with a double
notch (4) is visible through the inspection hole under the flywheel cover casing.
4) Insert tool 99360612 (5) in the flywheel sensor seat (6).
5) Fit tool 99360613 (2) on the tooth on the phonic wheel through the timing sensor seat (if tool
(2) is difficult to fit, loosen bolts (3) and adjust phonic wheel (1) until tool (2) fits over the
tooth correctly).
6) Tighten bolts (3).
77260
104
In other words, the phonic wheel of the camshaft is correctly timed when, with the flywheel at
an angle of 54 before TDC with piston no. 1 in the compression phase, the recognition tooth
of the phonic wheel aligns exactly with the position determined by tool 99360613.
If the phonic wheel timing is incorrect, align the 4 bolts securing it to the gear and correct its
angle using the slots.
105
Adjusting valve clearance and injector pump element position

The operations described must be carried out scrupulously to ensure the engine is not damaged
and operates normally.
44,936A
The figure represents the option chosen for Cursor 8 engines (pump-injector with non-coaxial
coil). The procedure described below applies to all Cursor engines.
Adjust the piston of the cylinder for which the clearance is to be adjusted to TDC at the end of
the compression stroke. The valves of this cylinder are closed while both valves of the
symmetrically opposite cylinder are open.
The symmetrical cylinder pairs are 1 6, 4 3 e 2 5.
To carry out these operations correctly, proceed as described below, using the information
given in the table overleaf.
Adjusting valve clearance
The specified clearance with the engine cold is:
F2B engines:
0.40 mm 0.05 mm (intake and exhaust);
F3A engines:
0.40 mm 0.05 mm (intake);
0.50 mm 0.05 mm (exhaust);
F3B engines:
0.40 mm 0.05 mm (intake);
0.60 mm 0.05 mm (exhaust);
106
Sequence:
1) move the crankshaft into position for the valves to be adjusted;
2) use a box wrench to loosen nut (1) securing the adjustment screw;
3) fit feeler gauge strip (3) between the washer of rocker (2) and the valve control bridge;
4) use an appropriate wrench to tighten or unscrew the adjustment bolt;
5) check that the feeler gauge strip ( 3) slides with slight friction;
6) tighten nut (1), holding the adjustment screw still;
Position the pump injector pump elements
Sequence:
1) move the crankshaft into position for the rocker to be adjusted;
2) use a box wrench to loosen the nut securing the adjustment screw on rocker (5) controlling
injection pump (6);
3) use an appropriate wrench (4) to tighten the adjustment screw so that the pump element is
in contact with the end stop;
4) use a torque wrench to tighten the adjustment bolt to a torque of 5Nm (0.5 kgm);
5) unscrew the adjustment screw through turn;
6) tighten the nut retaining the adjustment screw;
FIRING ORDER 1 4 2 6 3 5
Start and turn
anticlockwise
Balance valves on
cylinder no.
Adjust clearance of
valves on cylinder
no.
Adjust preload of
injectors for
cylinder no.
1 and 6 at TDC
120
120
120
120
120
To carry out the above adjustment correctly, it is essential to carry out the sequence
shown in the table on the page alongside. At each rotation phase, check the accuracy
of the position by inserting pin 99360612 in the 11th hole of each of the three 18-hole
sectors.
107
DATA AND INSTALLATION CLEARANCES

F2B
Type
F3A
F3B
mm
CYLINDER AND CRANKSHAFT ASSEMBLY
Cylinder liner seats:
upper
130,200 130,225
142,000 142,025
153,500 153,525
lower
128,510 128,535
140,000 140,025
152,000 152,025
130,161 130,186
141,961 141,986
153,461 153,486
128,475 128,500
-
139,890 139,915
-
151,890 151,915
-
0,014 0,064
0,010 0,060
0,014 0,064
0,085 0,135
0,014 0,039
0,085 0,135
A*
115,000 115,012
125,000 125,013
135,000 135,013
B*
X
115,010 115,022
0,035 0,065
125,011 125,024
0,045 0,075
135,011 135,024
0,045 0,075
18
114,871 114,883
114,881 114,893
18
124,861 124,873
124,872 124,884
18
134,861 134,873
134,872 134,884
46,010 46,018
50,010 50,016
54,010 54,018
0,117 0,141
0,127 0,152
0,127 0,152
0,32 0,69
0,23 0,53
0,12 0,42
45,994 46,000
49,994 50,000
53,994 54,000
0,010 0,024
0,010 0,022
0,010 0,024
Cylinder liners:
outer diameter:
upper
2
lower
length
Cylinder liners
engine block seats
upper
lower
Outer diameter
Cylinder liners:
outer diameter 3
* Selection class
Protrusion
Pistons:
measurement height
outer diameter
outer diameter
pin seat
1 A*
1 B*
*Supplied as spares
** Only production.
Piston cylinder liners
A*
B*
* Selection class
Piston diameter
Piston protrusion
Piston pin
Piston pin piston seat
108
F2B
Type
F3A
F3B
mm
FEDERAL
MOGUL
1,583
MAHLE
PISTON
1,583
1,613
1,554
1,550
1,574
1,570
4,02 4,04
2,098 2,128*
2,427*
1,550 1,570
1,550 1,570
4,020 4,040
* measured on
120mm
5,020 5,040
* measured on
130mm
1,429 1,473
1,470 1,500
1,929 1,973
1,470 1,500
2,296 2,340
1,470 1,500
3,970 3,990
3,970 3,990
4,970 4,990
0,247 0,311
0,111 0,175
0,054 0,104
0,050 0,100
0,030 0,065
0,125 0,199
0,087 0,131
0,050 0,100
0,050 0,100
0,030 0,070
0,030 0,070
0,30 0,40
0,55 0,70
0,35 0,65
0,35 0,45
0,60 0,75
0,35 0,65
0,40 0,50
0,65 0,80
0,40 0,75
49,975 50,000
54,000 54,030
59,000 59,030
77,000 77,030
87,000 87,030
94,000 94,030
77,000 77,010
77,011 77,020
77,021 77,030
87,000 87,010
87,011 87,020
87,021 87,030
94,000 94,010
94,011 94,020
94,021 94,030
50,055 50,080
54,085 54,110
59,085 59,110
46,015 46,030
50,019 50,035
54,019 54,035
2,000 2,010
2,011 2,020
2,021 2,030
1,970 1,980
1,981 1,990
1,991 2,000
1,965 1,975
1,976 1,985
1,986 1,995
Connecting rod small end

bush - seat
0,055 0,105
0,055 0,110
0,055 0,110
Piston pin - bush
0,015 0,036
0,019 0,041
0,019 0,041
X1*
PISTONpin grooves
X2
X3
* measured on diameter of 111

mm (F2B)
Piston rings:
trapezoid seal
S1*
sealing lip
S2
milled oil scraper with
slots and internal
spring
S3
*meas. 2 mm from ext. (F2BF3A)

*meas. 2.5 mm from ext. (F3B)
1
1
Piston rings - grooves
2
2
3
APiston ring end opening
in cylinder liner:
X1
X2
X3
Small end bush seat
1
Connecting rod bearing
seat
2 Nominal
value
1
Selection categories 2
3
Connecting rod small end
bush diameter
outer
4
inner
3
Connecting rod bearing half S
Red
Green
Yellow

Connecting rod weight
A
Category
B
C
0,1270,2540,508
2865 2895 g
2896 2925 g
2926 2955 g
109
0,1270,2540,508 0,1270,2540,508
4024 4054 g
4055 4085 g
4086 4116 g
4741 4780 g
4781 4820 g
4821 4860 g
F2B
Type
F3A
F3B
mm
Measurement height
Maximum parallelism error
in connecting rod axes
125
125
125
//
0,08
0,08
0,08
1
2
3
82,910 82,940
82,910 82,919
82,920 82,929
82,930 82,940
92,970 93,000
92,970 92,979
92,980 92,989
92,990 93,000
99,970 100,000
99,970 99,979
99,980 99,989
99,990 100,000
72,915 72,945
72,915 72,924
72,925 72,934
72,935 72,945
82,970 83,000
82,970 82,979
82,980 82,989
82,990 83,000
89,970 90,000
89,970 89,979
89,980 89,989
89,990 90,000
3,000 3,010
3,011 3,020
3,021 3,030
2,965 2,974
2,975 2,984
2,985 2,995
3,110 3,120
3,121 3,130
3,131 3,140
2,000 2,010
2,011 2,020
2,021 2,030
1,970 1,980
1,981 1,990
1,991 2,000
1,965 1,975
1,976 1,985
1,986 1,995
89,000 89,030
89,000 89,009
89,010 89,019
89,020 89,030
99,000 99,030
99,000 99,009
99,010 99,019
99,020 99,030
106,300 106,330
106,300 106,309
106,310 106,319
106,320 106,330
Main journals 1 Nominal value

Selection category
Crankpins 2 Nominal value

1
2
3
Selection category
Main bearing halves

Red
Green
Yellow
S1
Connecting rod bearing halves

Red
Green
Yellow
S2
Main journals 3 Nominal value

Selection category
Half-bearings main journals
STD,
- 0,127
-0,254, -0,508
Half-bearings
crankpins
STD,
- 0.127
-0,254, -0,508
0,040 0,098
0,040 0,098
0,040 0,110
0,035 0,093
0,035 0,093
0,035 0,083
0,050 0,090
0,040 0,080
0,060 0,108
0,061 0,119
0,060 0,130
0,050 0,108
0,051 0,109
0,050 0,098
Main bearing halves
0,127 0,254 0,508
0,127 0,254 0,508 0,127 0,254 0,508
0,127 0,254 0,508
0,127 0,254 0,508 0,127 0,254 0,508
Main journal for

shoulder
X1
39,96 40,00
45,95 46,00
47,950 48,000
Main journal for

shoulder
X2
32,94 32,99
38,94 38,99
40,940 40,990
Thrust half-rings
(thickness)
X3
3,38 3,43
3,38 3,43
3,380 3,430
0,11 0,30
0,10 0,30
0,10 0,30
12
0,010
0,025
0,025
12
0,040
0,040
0,040
Crankshaft shoulder
Parallelism
Concentricity
110
Type
F2B
F3A
F3B
mm
CYLINDER HEAD TIMING SYSTEM
Valve guide seats
on cylinder head
12,980 12,997
14,980 14,997
15,980 15,997
8,023 8,038
9,015 9,030
10,015 10,030
13,012 13,025
15,012 15,025
16,012 16,025
0,015 0,045
0,015 0,045
0,015 0,045
0,2 0,4
0,2 0,4
7,970 7,985
60 30 7 30
8,960 8,975
60 30 7 30
9,960 9,975
60 30 7 30
7,970 7,985
45015'
8,960 8,975
45 30 7 30
9,960 9,975
45 30 7 30
0,038 0,068
0,040 0,070
0,040 0,070
41,985 42,020
44,185 44,220
49,185 49,220
40,985 41,020
42,985 43,020
46,985 47,020
42,060 42,075
60 0- 30'
44,260 44,750
60 0- 30'
49,460 49,475
60 0- 30'
41,060 41,075
45 0- 30'
43,060 43,075
45 0- 30'
47,260 47,275
45 0- 30'
0,5 0,8
0,65 0,95
0,45 0,75
1,6 1,9
1,8 2,1
1,65 1,95
0,040 0,090
0,040 0,090
0,040 0,090
Valve guide
Valve guides and seats on head

Valve guide
Valves:
Valve stem and associated guide

Seat on head for
valve seat:
Valve seat outer diameter

; valve seat angle
on cylinder head:
Recess
Between valve seat

and head
111
Type
F2B
F3A
F3B
mm
Valve spring
height:
free spring
66
80
76
under load of:

H1
H2
49.5 (540N 27N)

37.5 (966N 48N)
62 (600N 33N)
48.8 (1140N
57N)
59 (775N 39N)
46 (1366N 68N)
Injector protrusion
1,1
0,32 1,14
0,52 1,34
Seat for overhead camshaft

bushes
cylinders:
17
80,000 80,030
88,000 88,300
88,000 88,030
75,924 75,940
82,950 82,968
82,950 82,968
80,090 80,115
88,153 88,183
88,153 88,183
83,018 83,085
83,018 83,085
Camshaft mounting
journals:
17
Outer diameter of
camshaft bushes:
Bush inner
diameter
16
75,990 76,045
76,008 76,063
Bushes and seats in

cylinder head
0,060 0,115
0,123 0,183
0,123 0,183
Bearing bushes and

journals
0,050 0,121
0,050 0,135
0,050 0,135
8,07
9,30
9,231
7,63
9,458
9,5607
8,828
13,376
13,376
37,984 38,000
41,984 42,000
41,984 42,000
Effective cam lift:
Rocker shaft
112
Type
F2B
F3A
F3B
mm
Seats for bushes in
rockers:
41,000 41,016
45,000 45,016
45,000 45,016
53,000 53,019
59,000 59,019
59,000 59,019
42,000 42,016
46,000 46,016
46,000 46,016
41,097 41,135
45,090 45,130
45,090 45,130
53,105 53,156
59,100 59,140
59,100 59,140
42,066 42,091
46,066 46,091
46,066 46,091
38,025 38,041
42,025 42,041
42,025 42,041
50,025 50,041
56,030 56,049
56,030 56,049
38,015 38,071
42,015 42,071
42,015 42,071
0,081 0,135
0,074 0,130
0,074 0,130
0,086 0,156
0,081 0,140
0,081 0,140
0,050 0,091
0,050 0,091
0,050 0,091
0,025 0,057
0,025 0,057
0,025 0,057
0,025 0,057
0,025 0,057
0,025 0,057
0,015 0,087
0,015 0,087
0,015 0,087
Rocker bush outer

diameter:
Rocker bush inner

diameter:
Bushes and seats:
Rocker and shaft seats
113
TIGHTENING TORQUES (F2B ENGINES)

PART
Nm
Bolts securing engine block base to engine block (see fig. 1)
Outer bolts M 10 x 1.25
Stage one: pretightening;
Inner bolts M 16 x 2
Stage two: pretightening;
Stage three: angle tightening
Stage four: angle tightening
Outer bolts M 10 x 1.25
Stage five: angle tightening
Piston cooling nozzle outlet M12 x 1.5
Bolts securing heat exchanger to engine block (see fig. 5)
pretightening
tightening
Bolts securing spacer and oil sump (see fig. 6)
Bolts securing gear casing to engine block M 10 x 1.25
Cylinder head bolt: (see fig. 2)
First stage
Pretightening
Second stage
Pretightening
Stage three
Angle tightening
Stage four
Angle tightening
Rocker shaft bolt
First stage
Pretightening
Second stage
Angle tightening
Lock-nut for rocker adjustment screw
Bolts for injector brackets
Bolts securing thrust plates to head :
Bolt for camshaft gear:
First stage
Pretightening
Second stage
Angle tightening
Exhaust manifold bolts (see fig. 3)
Pretightening
Tightening torque
Engine brake actuator cylinder bolts
Connecting rod cap bolts:
First stage
Pretightening
Second stage
Angle tightening
M16 x 1.5 x 58
Flywheel bolts:
First stage
Pretightening
Second stage
Angle tightening
M16 x 1.5 x 110
Flywheel bolts:
First stage
Pretightening
Second stage
Angle tightening
Engine pulley bolts:
First stage
Pretightening
Second stage
Angle tightening
Damping flywheel bolts:
Intermediate gear pin bolts:
First stage
Pretightening
Second stage
Angle tightening
Starter motor bolt
Air compressor bolt
Air compressor drive gear nut
Bolts and nuts securing turbocharger (see fig. 4)
Pretightening
Tightening torque
Rocker cover bolts (see fig. 7)
Injector wiring nuts
25
140
2,5
14,2
60
60
90
35 2
3,5 0,2
11,5 3,5
19 3
41,5 3,5
41,5 3,5
63 7
23,5 1,5
1,2 0,3
1,9 0,3
4,2 0,3
41,5 3,5
6,4 0,7
2,4 0,15
50
100
5,1
10,2
90
75
40
4,1
60
39 5
36,5
4 0,5
3,7
20 2
2 0,2
50
5,1
50
40 5
70 5
19 3
4,1 0,5
7,1 0,5
1,9 0,3
50
5,1
40
100
10,2
60
100
10,2
120
70
7,1
50
115 15
11,7 1,5
30
3
90
Before fitting, lubricate with MOLYCOTE oil

Before fitting, lubricate with graphite oil
TORQUE
kgm
114
44 4
74 8
170
4,5 0,4
7,5 0,8
17,3
35 5
46 2
8,5 1,5
1,62 0,3
3,6 0,5
4,7 0,2
0,9 0,1
0,16 0,03
DIAGRAM SHOWING ENGINE BLOCK BASE BOLT TIGHTENING ORDER

Figure 1
Stage one:
outer bolt
pretightening
(25 Nm)
FRONT
SIDE
44897
Stage two:
inner bolt
pretightening
(140 Nm)
FRONT
SIDE
44898
Stage three:
tightening of
inner bolts
through
60
FRONT
SIDE
44898
Stage four:
tightening of
inner bolts
through
60
FRONT
SIDE
44898
Stage five:
tightening of
outer bolts
through
90
FRONT
SIDE
44899
115
DIAGRAM SHOWING TIGHTENING ORDER FOR CYLINDER HEAD BOLTS:

Figure 2
44900
DIAGRAM SHOWING TIGHTENING ORDER FOR EXHAUST MANIFOLD BOLTS

Figure 3
45359
DIAGRAM SHOWING TURBOCHARGER BOLT AND NUT TIGHTENING ORDER

Figure 4
45360
SEQUENCE:
Pretightening
Tightening
4 3 1 2
1 4 2 3
116
DIAGRAM SHOWING TIGHTENING ORDER FOR HEAT EXCHANGER BOLTS

Figure 5
45361
DIAGRAM SHOWING TIGHTENING ORDER FOR OIL SUMP BOLTS:

Figure 6
45362
DIAGRAM SHOWING TIGHTENING ORDER FOR ROCKER COVER BOLTS:

Figure 7
45363
117
TIGHTENING TORQUES (F3A ENGINES)

PART
Nm
Outer bolts M12 x 1.75
Outer bolts M 17 x 2
Inner bolts
Inner bolts
Outer bolts
Piston cooling nozzle fitting
Pretightening
Tightening torque
Pretightening
Tightening torque
Cylinder head bolt: (see Figure 9)
First stage
Second stage
Stage three
Stage four
Air compressor bolts
Rocker shaft bolt
First stage
Second stage
Pretightening
Pretightening
Angle tightening
Angle tightening
TORQUE
kgm
30
120
3
12,2
90
45
60
35 2
3,5 0,2
11,5
19
1,15
1,9
38
45
63 2
3,8
4,6
6,3 0,2
60
120
6,1
12,2
120
60
100
Pretightening
Angle tightening
10,2
80
8,1
60
39 5
4 0,5
26
2,6
Bolts securing thrust plates to head

Bolt securing engine mounting bracket to cylinder head
First stage
Pretightening
Second stage
Angle tightening
Bolt securing engine mounting bracket to flywheel casing
First stage
Pretightening
Second stage
Angle tightening
First stage
Pretightening
Second stage
Angle tightening
Pretightening
Tightening torque
19
1,9
120
100
60
6,1
60
40 5
45
19
Pretightening
Angle tightening
60
Pretightening
Angle tightening
120
40,1 0,5
4,6
1,9
6,1
60
12,2
90
Before tightening, lubricate with engine oil

10,2
60

First stage
Second stage
Flywheel bolts:
First stage
Second stage
12,2
45
118
TIGHTENING TORQUES (F3A ENGINES)

PART
Nm
First stage
Second stage
First stage
Second stage
Bolt securing idler gear connecting rod
Oil pump bolts
Crankshaft seal cover bolts
Fuel filter/pump bolts
Pretightening
Angle tightening
70
Pretightening
Angle tightening
30
7,1
50
3
90

Pretightening
Tightening torque
Water pump bolts
Bolts securing spacer/pulley to fan
Bolt securing automatic belt tensioner to air conditioner
Bolt securing automatic belt tensioner to engine block
Bolts securing fan mount to engine block
Starter motor bolts
Air heater bolts
Air compressor bolt
Alternator bolt
L=35 mm
L=60 mm
L=30 mm
TORQUE
kgm
25 5
25 5
25 5
25 5
2,5 0,5
2,5 0,5
2,5 0,5
2,5 0,5
33,5 7,5
46 2
25 2,5
30 3
26 2
50 5
100
74 8
37 3
74 8
170 10
3,4 0,8
4,7 0,2
2,5 0,25
3 0,3
2,6 0,2
5,1 0,5
10,2
7,5 0,8
3,8
7,5 0,8
17,3 1
30 3
44 4
25 2,5
3 0,3
4,5 0,4
2,5 0,25
1,62 0,3
0,16 0,03
Before tightening, lubricate with engine oil

119

PART
Nm
Piston cooling nozzle fitting
Pretightening
Tightening torque
Bolts securing suction head to engine
block base
Pretightening
Tightening torque
Bolts securing control unit to engine block base
Cylinder head bolt: (see Figure 9)
First stage
Pretightening
Second stage
Pretightening
Stage three
Angle tightening
Stage four
Angle tightening
Rocker shaft bolt
First stage
Pretightening
Second stage
Angle tightening
3
12,2
60
55
60
35 2
3,5 0,2
11,5 3,5
19 3
24,5 2,5
1,15 0,35
1,9 0,3
2,5 0,25
38
45
63
3,9
4,6
6,4
24 2,5
2,4 2,5
60
120
6,1
12,2
80
80,2
60
Bolt securing engine mounting bracket to cylinder head

First stage
Pretightening
Second stage
Angle tightening
39 0,5
26
3,9 0,5
2,6
19 3
1,9 0,3
120
12,2
45
Before tightening, lubricate with UTDM oil

30
120
90
65

Bolts securing thrust plates to head
TORQUE
kgm
120

PART
TORQUE
Nm
Bolt securing engine mounting bracket to flywheel casing

First stage
Pretightening
Second stage
Angle tightening
First stage
Pretightening
Second stage
Angle tightening
Bolts securing phonic wheel to camshaft gear
100
10,2
60
60
6
60

Pretightening
Tightening torque
First stage
Pretightening
Second stage
Angle tightening
Flywheel bolts:
First stage
Pretightening
Second stage
Angle tightening
First stage
Pretightening
Second stage
Angle tightening
First stage
Pretightening
Second stage
Angle tightening
Bolts securing idler gear adjustment connecting rod
Oil pump bolts
Crankshaft seal cover bolts
Fuel filter/pump bolts
pretightening
tightening
Water pump bolts
Bolts securing fan hub to spacer
Bolts securing fan spacer to pulley
Bolts securing fan mount to engine block
Fixed tensioner bolt
Automatic belt tensioner bolt
Bolts securing fixed pulley for auxiliary drivebelt to engine block
Starter motor bolts
Air heater bolts
Air compressor bolts
kgm
8,5 1,5
0,85 0,15
40 5
70 5
19
40,1 0,5
7,1 0,5
1,9
60
6,1
60
120
12,2
90
70
7,1
50
30
3
90
24,5 2,5
24,5 2,5
24,5 2,5
19
2,5 0,25
2,5 0,25
2,5 0,25
1,9
35
46
25
30
30
100
10,5 0,5
50 5
105 5
74 4
30 3
74 4
3,6
4,7
2,5
3
3
10,2
1 0,05
5,1 0,5
10,5 0,5
7,4 0,4
3 0,3
7,5 0,4
1,64 0,28
0,164 0,028

121

PART
Nm
170 10
44 4
44 4
46,5 4,5
24,5 2,5
24,5 2,5
55 5
35
25
35
82
32

Alternator bolt: M10 1.5
L = 35 mm
L = 60 mm
M10 1.5
Power steering pump bolts
Air conditioner compressor/mount bolts
Guard bolts
Filter blocked sensor fastening
Fuel/water temperature sensor fastening
Thermometric sending unit/switch fastening
Air temperature sending unit fastening
Pulse sending unit fastening
Engine brake solenoid fastening

TORQUE
kgm
122
17 1,7
4,5 0,4
4,5 0,4
4,65 0,45
2,45 0,25
2,45 0,25
5,5 0,5
3,5
2,5
3,5
0,8 0,2
3,2
DIAGRAM SHOWING ENGINE BLOCK BASE BOLT TIGHTENING ORDER

Figure 8
Stage one:
external bolt
pretightening
FRONT SIDE
60592
Stage two:
inner bolt
pretightening
FRONT SIDE
:
60593
Stage three:
tightening of
inner bolts
through angle
FRONT SIDE
60593
i
FRONT SIDE
tage four:
tightening of
inner bolts
through angle
60593
Stage five:
tightening of
outer bolts
through angle
FRONT SIDE
60594
123
DIAGRAM SHOWING TIGHTENING ORDER FOR CYLINDER HEAD BOLTS:

Figure 9
60580
DIAGRAM SHOWING TIGHTENING ORDER FOR EXHAUST MANIFOLD BOLTS

Figure 10
60581
60581
DIAGRAM SHOWING TURBOCHARGER BOLT AND NUT TIGHTENING ORDER

Figure 11
60582
SEQUENCE:
Pretightening 4 3 1 2
Tightening
1 4 2 3
124
DIAGRAM SHOWING TIGHTENING ORDER FOR HEAT EXCHANGER BOLTS

Figure 12
60666
DIAGRAM SHOWING TIGHTENING ORDER FOR OIL SUMP BOLTS:

Figure 13
60583
1st stage from 1 to 16.

2nd stage from 17 to 32.
125
SPECIAL TOOLS FOR F2B F3A F3B ENGINES
TOOL NO.
99322230
MODEL
DESCRIPTION
Telescopic rotary stand

(capacity 2000 daN, torque 375
daNm)
99340051
F2B
F3A
F3B
X
Tool for removing front
crankshaft seal
99340053
99340052
X
Tool for removing rear crankshaft
seal
99340054
99340205
Percussion extractor
99342149
Extractor for injector sleeve
126
SPECIAL TOOLS FOR F2B F3A F3B
TOOL NO.
MODEL
DESCRIPTION
F2B
99342155
Extractor for injectors
99346245
F3A
F3B
X
Tool for fitting front crankshaft
seal
99346250
99346246
X
Tool for fitting rear crankshaft
seal
993462260
99348004
Universal extractor for 5 to 70

mm bores
Socket wrench for bolts joining

engine block to base
99350072
Socket wrench for idler gear
mount bolts
127
TOOL NO.
MODEL
DESCRIPTION
F2B
99350074
Socket wrench for bolts joining

engine block to base
99360143
Drift for removing valve guides
99360177
F3A
F3B
X
Plugs (6) protecting injector
seats
99360180
99360184
Pliers for removing and refitting

piston rings (105-106 mm)
99360192
Chocks for flexible belt
128
TOOL NO.
MODEL
DESCRIPTION
F2B
99360261
Tool for removing and refitting

engine valves (use with special
plates)
99360262
F3A
F3B
X
Plate for removing and refitting
engine valves (use with
99360261)
99360263
99360264
99360288

engine valves
99360292
Installing tool for fitting seal to

valve guide
99360294
Drift for refitting valve guide (use

with 99360288)
99360295

with 99360481)
99360296

with 99360143)
129
TOOL NO.
MODEL
DESCRIPTION
F2B
F3A
F3B
99360314
Tool for disassembling engine oil

filter
99360321
Tool for rotating engine flywheel
99360325
Spacer (use with 99360321)
99360328
X
Installing tool for fitting seal to
valve guide
99360329
99360334
Compression tool for measuring

cylinder liner protrusion (use with
99370415 99395603 and
special plates)
99360335
Plate for compressing cylinder

liners (use with 99360334)
130
TOOL NO.
MODEL
DESCRIPTION
F2B
99360336
Spacers (use with 99360334)
99360337
F3A
F3B
X
Plate for compressing cylinder
liners (use with 99360334 99360336)
X
99360338
99360351
Tool for retaining engine flywheel
99360481
99360487
X
Drift for removing and refitting
camshaft bushes
99360499
99360500
Crankshaft lifting tool
131
TOOL NO.
MODEL
DESCRIPTION
F2B
F3A
F3B
99360551

flywheel
99360553
Tool for assembling and

installing rocker shaft (use with
99360144)
99360558
Tool for assembling and

installing rocker shaft
99360585
Rocker for lifting and transporting

engine
99360605
Device for fitting the piston into

the cylinder liner (60-125 mm)
132
SPECIAL TOOLS FOR F2B F3A F3B
TOOL NO.
MODEL
DESCRIPTION
F2B
F3A
F3B
99360612
Engine TDC positioning tool
99360613
Tool for adjusting phonic wheel

timing on camshaft
99360703
Cylinder liner retaining tool
99360706
Tool for removing cylinder liners

(use with special rings)
99360724
Ring (115 mm) (use with

99360706)
99360726

99360706)
99360728

99360706)
99361035
Brackets for fastening engine to

rotary stand 99322230
133
TOOL NO.
MODEL
DESCRIPTION
F2B
99361036
Brackets for fastening engine to

rotary stand 99322230
99365054
F3A
F3B
X
Tool for refitting injector sleeve
99365056
99370415
Dial gauge base for measuring

cylinder liner protrusion (use with
99395603)
99378100
Tool for stamping engine

identification plates (use with
specific drifts)
99378101
99378102
99378103
99378104
99378105
99378106
Drifts for stamping engine

identification plates (use with
99378100)
99389834
Torque screwdriver for adjusting

injector solenoid connector nut
134
TOOL NO.
MODEL
DESCRIPTION
F2B
99390310
99390311
F3A
X
Reamer for valve guides
99390330
99390772
F3B
Tool for removing injector sleeve

residues
Tool for tapping injector sleeve to

be removed
Tool for tapping injector sleeve to

be removed (use with 99390805)
Guide bush (use with 99390804)
99390804
99390805
99394014
X
Guide bush (use with 99394041
or 99394043)
99394015
99394041
Mill for grinding injector seat (use

with 99394014 or 99394015)
135
TOOL NO.
MODEL
DESCRIPTION
F2B
Reamer for grinding lower part of
injector holder (use with
99394014)
F3A
F3B
99394043
Reamer for grinding lower part of
injector holder (use with
99394015)
99395215
X
99395218
Gauge for measuring distance

between camshaft and idle gear
centre lines.
99395219
99395216
Pair of measuring devices for

angular tightening with 1/2" and
3/4" square attachment
99395603
Dial gauge (0 - 5 mm)
9395687
Bore gauge (50 - 178 mm)
99396033
X
Crankshaft front seal cover
locating ring
99396035
136
ENGINE ELECTRONIC SECTION

CONTENTS
Page
INTRODUCTION ..................................................................................................................... 139
CAN LINE ASSEMBLY ............................................................................................................ 141
MAIN ELECTRICAL COMPONENTS ...................................................................................... 143
EDC7 UC31 CONTROL UNIT ................................................................................................. 144
EDC7 UC31 control unit component assembly........................................................................ 150
EDC7 UC31 electronic control unit pin out............................................................................... 151
INJECTION.............................................................................................................................. 159
Principle of operation ............................................................................................................... 161
Pump injector 78247 ................................................................................................................ 162
ENGINE BRAKE...................................................................................................................... 166
System components ................................................................................................................ 166
Engine brake solenoid 78050 ................................................................................................ 168
VARIABLE GEOMETRY TURBOCHARGER (VGT)................................................................ 169
VGT System components ........................................................................................................ 169
VGT solenoid ........................................................................................................................... 170
SENSORS ON EDC7 UC31 .................................................................................................... 171
ACCELERATOR POSITION SENSOR ON VCM .................................................................... 178
PRE-POST HEATING COIL .................................................................................................... 179
30-PIN DIAGNOSTIC COUPLING........................................................................................... 181
16 PIN COUPLING FOR OBD (On Board Diagnostic) ............................................................ 182
CIRCUIT CARDS..................................................................................................................... 183
Key to electrical/electronic components................................................................................... 183
Engine cooling (Stralis AS/AT/AD)........................................................................................... 184
ECB CAN line....................................................................................................................... 185
VCM control unit (Stralis AS/AT/AD)........................................................................................ 186
137
138
INTRODUCTION
This volume describes the electrical/electronic section of Cursor 8, 10 and 13 engines in the
Euro 3 range (Euro 4/5 without SCR system). This description is mainly based on Stralis AS and
Stralis AT/AD Euro 4 vehicle applications.
The differences of Euro 4/5 and Euro 3 engines are the SCR system aplication (present only for
Euro 4/5) and the engine map.
CAN line constituents
B
73652/A
A. Sheath B. Twisted wires
The wiring used for the various CAN lines present on the vehicle comes in the form of twisted
wires. This configuration has been chosen to eliminate electrical signal interference.
The sheaths are identified by different colours:
BLACK
YELLOW
GREEN
GREY
WHITE
BLUE
VDB/SB
ECB
ICB
BCB
FMB
IDB
139
Testing CAN line efficiency

The efficiency of the CAN lines on the vehicle is checked by measuring the resistances across
the pins of the various control units using a multimeter as described below.
Body Computer
7
12
J2
1
74206
Pin 1 - 2
CAN ICB line
Pin 3 - 4
VDB CAN line
Pin 10 - 12
BCB CAN line
VCM control unit
Pin 19 - 20
ECB CAN line
Pin 37 - 38
FMB CAN LINE
Pin 39 - 40
CAN ICB line
Readings to be taken during measurement

0
CAN line short-circuited
~ 60
CAN line OK
~ 120
O.L.
Heater coil line interrupted CAN line interrupted
140
Cursor 8 10 13 Euro 3 STRALIS CAN LINE ASSEMBLY

SWI
DDM
RADIO
IDB
ICB
IC
BC
PDM
BM
OBD II
Connector
VCM
ECM
E
C
B
FMB
FMS
Connector
B
C
B
MTCO/DTCO
Diagnostic
Connector
EM
CLIMATE
ACC
AHT_A
VDB
FFC
ABS
INTARDER
ECAS
RFC
ALLISON
EUROTRONIC II
AHT_W
0056331t
KEY:
BC
DDM
PDM
BM
CLIMATE
FFC
RFC
AHT-A
AHT-W
MTCO/DTCO
VCM
IC
ABS
INTARDER
ECAS
EUROTRONIC II
ACC
ECM
OBD II Connector
SWI
EM
RADIO
FMS Connector
Body Computer
Driver Door Module
Passenger Door Module
Bed Module
Climate control system
Front Frame Computer control unit
Rear Frame Computer
Air heater, located to the right rear of the cab
Water heater, located in the right front wheel arch, near the FFC
Tachograph/Digital tachograph
Vehicle Control Module
Cluster
ABS control unit
Intarder control unit
Air suspension control unit
Eurotronic II automatic transmission control unit
ACC (Adaptive Cruise Control) radar control unit
Engine control unit (EDC7 UCI31)
16 pin coupling for OBD (on board diagnosis)
Steering Wheel Interface control unit
Expansion Module
Radio
FMS connector (bodybuilders)
141
VDB (Vehicle Data Bus) communication line

Allows communication between the vehicle's various electronic systems. It is connected to the
following control units: Eurotronic gearbox, Intarder, EM, ABS, ECAS, Diagnostic connector,
VCM, Tachograph.
This line also communicates with the Cluster and Body Computer.
MTCO/DTCO
BC
Diagnostic
Connector
IC
VDB
EM
RETARDER
ECAS
ABS
VCM
EUROTRONIC II
0056332t
Specifications:
Data transmission speed
Wiring colour
Number of ECUs connected
BCB (Body Control Bus) communication line
250,000 ( BITS/SEC)
black
3-8
Allows communication between the engine control units and sensors. It is connected to the
following control units: EDC , VCM, and OBD connector.
VCM
ECB
OBD II
Connector
EDC7
0056333t
Specifications:
Data transmission rate
Wiring colour
Number of ECUs connected
250,000 (BITS/SEC)
Yellow
38
142
MAIN ELECTRICAL COMPONENTS
116829
1. Air temperature/pressure sensor 2. Boiler 3. Injector 4. Engine brake solenoid

5. Timing rpm sensor 6. Fuel temperature sensor 7. Starter motor 8. Engine rpm sensor
9. VGT solenoid 10. Engine oil temperature/pressure sensor 11. Air conditioner compressor
12. Coolant temperature sensor 13. EDC/ UC31 engine control unit.
143
EDC7 UC31 CONTROL UNIT

The EDC7UC31 electronic control unit manages the following main functions:
fuel injection;
turbine geometry modulation;
engine brake activation;
Self-diagnostics;
Recovery
It also allows:
interfacing with other on-board electronic systems;
EOL programming;
diagnostics.
Fuel metering
Fuel metering is calculated on the basis of:
accelerator pedal position or user request;
engine rpm;
intake air quantity.
The result may be corrected on the basis of
coolant temperature
or to prevent:
noise;
fumes;
overloads;
overheating;
turbine over-revving.
Delivery may be altered in the case of:
engine brake operation;
action of external devices (ASR, speed limiter etc.);
serious faults that involve a reduction in load or stalling of the engine.
After calculating the intake air mass by measuring volume and temperature, the control unit
calculates the corresponding mass of fuel to be injected in the relevant cylinder (mg. per
delivery stroke) taking into account also diesel temperature.
The fuel mass calculated in the this way is first converted into a volume (mm3 per delivery
stroke) and then in crank degrees, i.e. injection duration This duration is dependent on engine
speed. Fuel metering is mapped in the EDC7 UC31 control unit on the basis of torque demand
associated with accelerator pedal position. To obtain this torque, the control unit monitors the
engine rpm and the amount of air taken into the cylinders.
144
Correction of flow rate on the basis of coolant temperature

When cold, the engine encounters greater operating resistance: mechanical friction is high, the
oil is still very viscous, and the various clearances have not yet been optimised.
The injected fuel also tends to condense on the metal surfaces that are still cold.
When the engine is cold, the amount of fuel metered is therefore higher than when the engine is
warm.
Correction of the flow rate to prevent noise, fumes or overloads
The performance situations that could lead to the occurrence of the above problems are known.
The designer has therefore included special instructions in the control unit to prevent this: e.g.
to limit torque to reduce fumes The control unit manages fuel flow on the basis of the following
parameters:
Engine speed;
Turbo air pressure/flow.
De-rating
If the engine overheats, the injection is altered to reduce engine performance (torque). The four
graphs below shows the torque limitation trend plotted against coolant, oil, turbo air and fuel
temperature.
Torque percentage
Torque reduction on the basis of coolant temperature
Engine coolant temperature [C]
0054201t
Torque percentage
Reduction in torque on the basis of oil temperature
Oil temperature [C]

Reduction in torque on the basis of turbo air
145
0054202t
Torque percentage
0054203t
Temperature in intake manifold [C]
Torque percentage
Reduction in torque on the basis of fuel temperature
0054204t
Fuel temperature [C]
146
Turbine rpm adjustment

Turbine speed is adjusted continuously and may be corrected by modulating the geometry.
Electronic control of injection advance
The advance (moment when delivery starts, express in degrees) may differ from one injection to
the next and even from one cylinder to another. As with the flow rate, it is calculated on the
basis on engine load (accelerator position, engine rpm and intake air).
The advance is corrected as appropriate:
during acceleration phases
on the basis of coolant temperature
and to obtain:
a reduction in emissions, noise and overload
more effective vehicle acceleration
At start-up, a very high advance is set on the basis of coolant temperature.

Feed-back on the moment delivery starts is supplied by changes in injector solenoid
impedance.
Engine speed governor
The electronic speed governor displays both features of governors:
minimum and maximum
all speeds.
It remains stable at ranges where conventional mechanical governors become inaccurate.
Engine starting
When the engine is first cranked, the timing signals and cylinder no. 1 recognition signals are
synchronised (flywheel sensor and camshaft sensor). The accelerator pedal signals is ignored
upon start-up. Start-up output is set exclusively on the basis of engine temperature by means of
a special map. When the control unit detects an rpm number and flywheel acceleration that
suggests the engine has not started and is no longer cranked by the starter motor, it re-enables
the accelerator pedal.
Cold starts
When even one of the three temperature sensors (coolant, air or diesel) records a temperature
lower than 10C, pre-post heating is activated.
When the ignition contact is turned on, the preheating warning light comes on and remains on
for a variable period according to the temperature (as the coil at the intake manifold heats the
air) before starting to flash. At this point the engine may be started.
When the engine is running, the warning light goes off while the coil continues to be supplied for
a certain period (variable), to perform the post heating function.
If, with the warning light flashing, the engine is not started within 20 25 seconds (disattention
time), the operation is cancelled in order not to take charge from the battery without any reason.
The preheating curve also varies according to battery voltage.
147
Warm starts
If the reference temperatures all exceed 10C, when the ignition key is turned on, the warning
light comes on for 2 seconds for a short test and then goes out. At this point the engine may be
started.
Run up
When the ignition is turned on, the control unit transfers information stored when the engine was
shut down to its main memory (see: After run), and tests the system.
After Run
Whenever the engine is turned off by means of the ignition key, the control unit is supplied for a
few more seconds by the main relay.
This allows the microprocessor to transfer some data from the main menu (volatile) to a nonvolatile memory that can be deleted and rewritten (Eeprom) to make them available at the
subsequent start-up (see: Run up).
This data consists essentially of:
various settings (engine idle, etc.)
calibration of certain components
fault memory.
The procedure lasts several seconds, typically 2 to 7 (depends on the quantity of data to be
saved). After this the ECU sends a control to the main relay and causes disconnection from the
battery.
ATTENTION!
It is very important that this procedure should not be interrupted, e.g. by disconnecting the
engine using the battery disconnector or disconnecting the battery disconnector until at least 10
seconds have elapsed from engine shut down.
If this happens, the system remains in operation until the fifth incorrect shutdown (even if it is
not consecutive). After this, an error is stored in the fault memory and the engine operates in
recovery mode at the next start-up while the EDC warning light stays on.
Repeated breaks in the procedure could cause damage to the control unit.
Cut - off
This function stops fuel delivery during deceleration, during engine braking etc.
Synchronization Search
If the camshaft sensor signal is not present, the control unit can still
identify the cylinders into which fuel should be injected.
If this occurs when the engine is already running, the combustion sequence has already been
downloaded and the control unit therefore continues following the sequence for which it has
been synchronised.
If it occurs with the engine off, the control unit energises a single solenoid. Within no more than
2 crankshaft revolutions, an injection will take place in that cylinder and then all the control unit
has to do is synchronise with the firing order and start the engine.
148
To reduce the number of connections, the length of the connection cables to the injectors and
hence the signal interference, the control unit is fitted directly to the engine via a heat exchanger
that allows it to be cooled while flexible blocks reduce vibrations transmitted by the engine.
The control unit is connected to the wiring by 3 connectors:
connector "A" for injectors
connector "B", frame side
connector "C" for sensors
An internal environmental pressure sensor is used to improve injection system management.

Though the electronic control unit offers the possibility of an ASR warning light blink code
display for preliminary diagnostics, it is also equipped with a highly advanced self-diagnostic
system. This is able to detect and store permanent and intermittent faults arising in the system
during operation and adjust them to environmental conditions to ensure effective, dependable
repair operations.
Fuel metering
Because the ECU accurately monitors the fuel pressure in common rail systems (rail pressure),
a single map is required to determine injection duration.
The inputs are rail pressur (hPa) and injection output (mm/injection).
The output is an injection time (s) that may be obtained by means of a direct command from
the control unit.
Once the amount of fuel for injection and pre-injection has been defined, the control unit
recalculates the output for both at each cycle. This calculation is based on fuel density (set at
835mg/mm)
149
EDC7 UC31 control unit component assembly
0056334t
Key
1)
2)
3)
4)
5)
6)
7)
8)
9)
10)
11)
12)
13)
85150
72021
25222
48035
78248
48042
48043
42030/47032
85156
85153
47042
78247
78050
EDC7 UC31 control unit

30-pin coupling for electrical connection to tester on ground
Relay enabling thermal starter activation

Engine rpm sensor
Variable geometry turbine control solenoid
Engine rpm sensor on timing system
Turbocharger speed sensor
Oil temperature and pressure sensor
Turbo air temperature and air pressure sensor for EDC.
Coolant temperature sensor for EDC
Fuel temperature sensor
Solenoid for electronic injection
Solenoid controlling engine brake
150
EDC7 UC31 electronic control unit pin out
0051261t
A Injector connector B Frame connector C Sensor connector
N.B.: the EDC7 UC31 control unit is fitted directly on the engine via a heat exchange that allows
cooling. The control unit is fitted by means of flexible blocks to reduce vibrations from the
engine.
the EDC7 UC31 is protected by a fuse (30 A) located inside a supplementary fuse carrier box
(75000 - fuse n3), located near the battery compartment.
The main relay normally used to supply the system is located inside the control unit.
151
Injector connector "A"

Wiring colour key
B
black
R
red
U
blue
W
white
P
purple
G
green
N
brown
Y
yellow
O
orange
E
grey
K
pink
black
red
blue
white
purple
green
brown
yellow
orange
grey
pink
12
16
11
5
0050710t
ECU
PIN
1
2
Wiring
colour
F3A /
B
Free
Free
-
4
5
6
7
8
9
10
Y
O
N
-
11
12
13
G
W
14
15
16
Wiring
colour
F2B
Function
F3A / B
Cylinder 4-5-6 electronic injection

solenoid
Free
Free
Cylinder 2 electronic injection solenoid
Engine brake control solenoid
Free
Free
Cylinder 1-2-3 electronic injection
solenoid
Cylinder 6 electronic injection

solenoid
W
G
R

O
N

R
R


solenoid
solenoid
Cylinder 5 electronic injection solenoid P
152
Function
F2B
Sensor Connector "C"

Wiring colour key
black
red
blue
white
purple
green
brown
yellow
orange
grey
pink
B
R
U
W
P
G
N
Y
O
E
K
black
red
blue
white
purple
green
brown
yellow
orange
grey
pink
16
15
22
23
30
36
29
4
5
0050712t
ECU
PIN
Wiring
colour
1
2
3
48
9
10
11 14
15
16 17
N
B
W
R
K
-
18
19
20
21 22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
O/B
B
N
W
N
W
Y
O/B
U
W
O
R
G
W/R
O
Function
Free
Free
Timing flywheel sensor
Timing flywheel sensor
Engine coolant temperature sensor
Free
Free
Flywheel sensor
Free
Flywheel sensor
Engine oil pressure/temperature sensor
Air temperature/pressure sensor power supply
Engine coolant temperature sensor
Oil temperature signal from engine oil pressure/temperature sensor
Oil pressure signal from engine oil pressure/temperature sensor
Free
Free
Engine oil pressure/temperature sensor power supply
Air temperature/pressure sensor power supply
Air pressure signal from air pressure/temperature sensor
Air temperature signal from air pressure/temperature sensor
153
Frame connector B
71
89
72
54
11
1
7
12
53
35
18
36
17
0050711t
Pin
ECU
Wire
2
3
5
6
8
9
10
11
12
29
34
35
40
75
85
89
7151
7151
0150
0150
7151
7151
0150
0150
0094
5163
Gn/Ve
WS/BI
8015
9164
0163
2298
Function
Positive +30
Positive +30
Earth
Earth
Positive +30
Positive +30
Earth
Earth
Earth enabling preheating activation
EDC system diagnosis request switch power supply (wiring)
ECB CAN L line
ECB CAN H line
+15
Preheating relay excitation signal for EDC
EDC diagnostic switch power supply
EDC control unit K line
154
Component code list

Component code
85150
78247
78050
78248
48035
48042
48043
85156
42030
47032
85153
47042
86116
50005
86132
25900
25222
70603
25213
72021
61121
Description
EDC7 UC31 control unit
Electronic injection solenoid
Solenoid controlling engine brake
Engine rpm sensor
Turbo air pressure and temperature sensor
Sending unit for engine oil pressure gauge
Sending unit for engine oil temperature signal temperature gauge
Coolant temperature sensor
Body Computer multiplex control unit
Multiplex instrument module
VCM (Vehicle Control Module)
Master current switch
Relay enabling glow plug activation
Fuse holder with 6 fuses
Relay for activating ignition-operated appliances by means of battery
Engine preheating coil
155
Control unit EDC7 UC31 connector A and C circuit diagram (Cursor F2B Stralis AT/AD
engines)
0051662t
156
EDC7 UC31 control unit connectors A and C circuit diagram (Cursor F3A Stralis AT/AD
and Cursor F3A/F3B Stralis AS engines)
0051661t
157
EDC7 UC31 control unit connector B circuit diagram (Cursor F2B-F3A-F3B Stralis AT/AD
and Stralis AS engines)
0056335t
158
INJECTION
The injection system in Cursor Euro 3 engines contains pump injectors controlled by an over
head camshaft. The main electrical component of this system is control unit EDC7 UC31 plus
the pump injector, which comes in two versions:: the F2B Euro 3 (Cursor 8) are fitted with UIN2
type with a solenoid and pump element not in line while F3A/F3B Euro 3 engines are fitted with
UIN3.1 with coaxial pump element and solenoid.
When coaxial injectors are used (F3A-F3B engines), a preinjection is made to reduce noise,
while this solution is not provided for Cursor 8 engines.
In general, pre-injection includes a fuel output between 0 and 50 mg/cycle with engines speeds
from 550 rpm to 800 rpm.
A: injector current
injector current/pressure
B: injection pressure
Camshaft position
During cold starting and heating (engine temperature less than 60C), the injection may be
carried out earlier, depending on water, oil and intake air temperature values.
159
F2B engines
F3A-F3B engines
0052247t
Cursor 8 engines
0052246t
Cursor 10 &13
engines
I_MAX = 32 A
I min = 6 A
I MAX = 32 A
Maximum working voltage: 45 V

Maximum working voltage: 25 V
The pump-injector mainly consists of three parts:
A) Solenoid;
B) Pump element;
C) Nozzle.
These three parts are NOT individually replaceable and NOT serviceable.
The pumping element is operated mechanically at each stroke by a rocker. It compresses the
fuel in the delivery chamber.
The nozzle is formed and operates in a similar way to conventional injectors. It is opened by fuel
under pressure and injects the finely atomised fuel into the combustion chamber.
A solenoid controlled directly by the electronic control unit determines the delivery method on
the basis of a control signal.
An injector casing houses the lower part of the pump injector in the cylinder head.
160
Principle of operation
Filling
000579t
Injection
000580
End of delivery and

return
000581
N.B.:
The figures are an approximate guide to the principle of operation.
The component design and diesel flow pathway are different in reality.
161
Pump injector 78247

The solenoid is N.O. type
Coil resistance is ~ 0.56 - 0.57 Ohm.
The electronic control unit can establish whether the injection took place correctly according to
the current taken up by the solenoid.
The unit is able to detect injector errors ONLY with the engine running or during start-up.
Cursor Euro 3 F2B engines
The injectors are connected to the control unit individually across pins:
A13 / A4 injector for cylinder 1
Cursor Euro 3 F3A-F3B engines
These are connected to the electronic control unit with a common positive to groups of three
injectors:
injector for cylinder 1 - 2 - 3 to pin A 11 injector for cylinder 4 - 5 - 6 to pin A3.
The injectors are connected to the control unit individually across pins:
162
The injectors are connected to the control unit by means of the 'ST-E' connector fitted to the
front part of the engine by means of a twisted cable (braided) to prevent any problems due to
electromagnetic interference.
NO joints or repairs must be made under any circumstances.
Connector ST E pinout
CURSOR 8
PIN
WIRE
RED
WHITE
RED
D)
YELLOW
E)
RED
FUNCTION
CURSOR 10 - 13
PIN EDC
PIN
WIRE
FUNCTION
PIN EDC
Injector 1 power supply
A13
WHITE
Injector 1 control
A13
Injector 1 control
A4
YELLOW
Injector 2 control
A6
A6
Injector 2 control
A11
D)
A12
E)
GREEN
GREEN
Injector 3 control
A5
RED
BLACK
A3
BLUE
Injector 4 control
A14
BLACK
PURPLE
BLACK
GREY
Injector 3 control
A12
Power supply to cylinder 1 / 2 / 3

injectors
A11
BLUE
Injector 4 control
A14
PURPLE
Injector 5 control
A16
A1
DARK
BROWN
A8
Injector 5 control
A16
ORANGE
Engine brake solenoid power

supply
A7
A2
GREY
Injector 6 control
A15
Injector 6 control
A15
BLACK
Power supply to cylinder 4 / 5 / 6

injectors
A3
163
CURSOR 8
0052248t
000688t
VIEW OF JUNCTION SIDE WITH ENGINE CABLE CONNECTOR
000689t
164
CURSOR 10 - 13
(Demonstration figure)
000690t
ST - E
000691t
VIEW OF JUNCTION SIDE WITH ENGINE CABLE CONNECTOR
000692t
165
ENGINE BRAKE
System components
0052251t
1. Engine brake solenoid - 2. Engine brake switch - 3. Duplex control valve (main/secondary
brake switch) - Switch for engine brake provision 5. Body Controller 6. Engine brake engagement warning light 7. Instrument Cluster
166
The engine brake engagement request may be made from the driver's seat:
by setting the right stalk to position 1 to 6 (in combination with intarder activation)
108401
Lever with Eurotronic gearboxes
Lever with manual gearboxes
Position 0 - off
Position 1 - on
Position 2 - on
Position 3 - on
Position 4 - on
Position 5 - on
Position 6 - on
The intarder activation percentage (if relevant) varies according to the type of gearbox fitted to
the vehicle (Eurotronic or manual).
upon release of the accelerator pedal with switch (1) on the right dashboard operated.
0052254t
167
Engine brake solenoid 78050

This is an NC on/off solenoid.
On the Cursor 8, it is located in the front part of the engine on the cylinder head.
On the Cursor 10 and 13, it is located beneath the cam cover.
The electronic control unit controls this solenoid to open up a passage to the engine oil to
operate the engine brake hydraulic cylinders. A dashboard warning is connected in parallel to
this solenoid to inform the driver that the operation has been carried out.
When this solenoid is supplied, the control unit also activates the VGT.
The engine brake is activatable ONLY if the engine rpm is > 1000 rpm.
It is connected to the EDC electronic control unit across pins A7 / A8.
Coil resistance is ~ 37 - 47 Ohm.
000595t
000596t
CURSOR 8
CURSOR 10-13
168
VARIABLE GEOMETRY TURBOCHARGER (VGT)

VGT System components
0052913t
A. Actuator - B. Turbine rpm sensor - C. Turbocharger - D. Solenoid for VGT actuator control
169
VGT solenoid
0052914t
This NC proportional solenoid is located on the left side of the engine block beneath the turbine
(Cursor 8) or on the front of the engine (Cursor 10 and Cursor 13).
The electronic control unit governs this solenoid via a PWM signal to modulate the turbine
actuator supply pressure. The actuator position changes to alter the cross-section of the
exhaust gas flow to the impeller vanes and thus modulate
In the EURO 3 range, the correct actuator position is indirectly determined by measuring the
pressure in the intake duct.
The VGT solenoid is connected to the electronic control unit across pins C3/C1.
Coil resistance is ~ 20 - 30 Ohm.
170
SENSORS ON EDC7 UC31

48035
Engine rpm sensor
This inductive sensor is located on the flywheel.

It generates signals obtained from magnetic flux lines that close across a slot in the flywheel
itself. Number of holes 54 (three sectors of 18 holes each)
The electronic control unit uses this signal to detect the different engine speeds and to govern
the electronic rev counter.
If this signal ceases, the rev counter will not operate.
The gap on this sensor is NOT ADJUSTABLE.
Specifications:
Supplier
BOSCH
Tightening torque
Resistance
8 2 Nm
880 920
000605t
Connector
1
2
3
Function
To pin C 23 of the EDC control unit
Shielding
171
48042
This inductive sensor is positioned on the camshaft.

It generates signals obtained from magnetic flux lines that close across the teeth of a phonic
wheel fitted to the camshaft. Number of teeth 6 plus 1 timing tooth.
The electronic control unit uses the signal generated by this sensor as an injection timing signal.
Although it is identical to the engine rpm sensor (48035) fitted to the flywheel in electrical terms
it is NOT interchangeable with the latter since it has a shorter cable and a larger diameter ridge.
Specifications:
Supplier
BOSCH
Tightening torque
Resistance
8 2 Nm
880 920
000606t
Connector
1
2
3
Function
Shielding
172
48043
Turbocharger rpm sensor
This inductive sensor is positioned on the camshaft.

It generates signals obtained from magnetic flux lines that close across a notch in the shaft
itself.
The electronic control unit uses the signal generated by this sensor to ensure the turbine rpm
does not exceed the maximum value.
The control unit modulates the variable geometry to adjust the rpm.
If the rpm number continues to increase to excessive values, the electronic control unit will
detect a fault.
The sensor is connected to the electronic control unit at pins C30 / C20.
The sensor resistance value is 400 Ohms.
0052257t
Connector
1
2
3
Function
Speed signal
Earth
-
Control unit pins

30C
20C
-
173
85156
Air temperature/pressure sensor
This component includes a temperature sensor and a pressure sensor. It is fitted on the intake
manifold and measures intake air temperature and pressure.
The sensor accurately calculates the amount of fuel to be injected at each cycle. It is supplied at
5 volts. The output voltage is proportional to the pressure or temperature recorded by the
sensor.
0051212t
REF.
1
2
3
4
DESCRIPTION
Earth
NTC signal (temperature)
+ +5 V power supply
Signal (pressure)
174
CONTROL UNIT PINS

25C
36C
33C
34C
42030 / 47032
Oil pressure/temperature sensor
The sensor is fitted to the engine oil filter bracket and measure the engine oil pressure and
temperature.
It is supplied at 5 Volts and is fitted to the control unit via the pins indicated below.
0052761t
REF.
1
2
3
4
DESCRIPTION
Earth
NTC signal (temperature)
+ +5 V power supply
Signal (pressure)
175
0052762t
CONTROL UNIT PINS

24C
27C
32C
28C
85153
Engine motor/fan coolant temperature sensor
This NTC sensor is located on the water outlet manifold from the head on the left side of the
engine. It detects the coolant temperature for the different operating situations when the engine
is warm or cold and identifies the need for injection enrichment with the engine cold or the need
to reduce the amount of fuel with the engine warm.
The coolant temperature signal is used for the Cluster display and to control the fan.
Sensor resistance plotted against temperature:
- 10 C
8.10 10.77 kOhm
+ 20 C
2.28 2.72 kOhm
+ 80 C
0.29 0.364 kOhm
With temperature between 60 - 90 C across pins C15 / C26, the voltage ranges from 0.6 - 2.4
V.
104266
Connector
2
3
Function
176
47042
This NTC sensor is located on the fuel filter on the left side of the engine. It detects the fuel
temperature to allow the electronic control unit to determine fuel density and volume by
correcting the output.
Sensor resistance plotted against temperature:
8530
Connector
2
3
Function
Specifications:
Supplier
Tightening torque
BOSCH
max 35 Nm
104266
177
ACCELERATOR POSITION SENSOR ON VCM

85152
Accelerator pedal pressed switch position sensor
Accelerator pedal position sensor ( 85152 ) is potentiometric and incorporates a N.O. idle
switch. It sends a signal proportional to the pedal operating angle to the electronic control unit to
modulate the fuel output.
The control unit supplies this sensor at a voltage of 5 volts. The potentiometer resistance is ~
0.9 - 1 kOhm.
It is connected to the VCM control unit across pins:
X3 17
Accelerator pedal sensor power supply
X3 34
Signal from switch indicating engine idling
X3 35
Signal from accelerator pedal sensor
X3 52
Negative signal from EDC accelerator pedal first switch
X3 53
Negative signal from accelerator pedal to control unit
000600t
178
61121
PRE-POST HEATING COIL
This heater coilis located between the cylinder head and the intake manifold. It is used to heat
the air during pre/post-heating operations.
When the ignition is turned on, if only one of the temperature sensors, i.e. water, air, diesel,
registers a value below 10 C, the electronic control unit activates pre/post-heating and turns on
the relevant warning light on the dashboard for a period that varies depending on the
temperature.
Once this time has elapsed, the warning light begins to flash, informing the driver that the
engine can now be started.
When the engine is running, the warning light goes off while the coil continues to be supplied for
a certain period (variable), to perform the post heating function.
If, with the warning light flashing, the engine is not started within 20 25 seconds (disattention
time), the operation is cancelled in order not to take charge from the battery without any reason.
If the reference temperature exceeds 10 C, the warning light comes on for 2 seconds as a test
when the ignition is turned on and then goes off to indicate that the engine may be started.
The following graph shows the pre-post-heating times based on external temperature.
Post-heating time [s]
Preheating before start-up [s]
Activation times
Temperature [C]
Pre-heating
Ignition stage
heating
Post-heating
0054206t
179
Boiler positioning
106990
Pre/post heating coil / 0.7 Ohms
180
72021 30-POLE COUPLING FOR ELECTRICAL CONNECTION TO GROUND

TESTER
16 1 2
15
3
26 17 18
4
14
19
27
25
28
13
5
24 30 29 20
12 23
6
21
22
7
11
10 9 8
106397
Pin
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Wiring
code
Function
2298
K line
2299
K line
2293
K line
2995
K line
2295
K line
8876
2292
K line
2294
K line
2297
K line
3397
6108
6109
Enable
CAN (white)
CAN (green)
8050
Remote Cranking
Ground Cranking
System
-ECM
-ABS EBS ECAS
-INTARDER DMI - EM
-E.C.U. MUX *# I BC3 #
-Supplementary heater - Climate
control
Ignition-operated positive (+15)
VCM
-Instrument Cluster
Tachograph
---Eurotronic - Allison gearboxes
Intarder
CAN_H VDB line
CAN_L VDB line
--VCM
VCM
Battery positive (+30)
7772
5542
0050
Speed segnal
Tachograph (pin B7)

Ground
181
72069 16 PIN COUPLING FOR OBD (On Board Diagnostic)
113249
Pin
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Wiring
code
Function
System
0000
0050
White
Earth
Signal earth
CAN (white)
ECB CAN line H line
Green
CAN (green)
ECB CAN L line
7721
Direct positive from battery (+Batt)
182
CIRCUIT DIAGRAMS
Key to electrical/electronic components
25213
42374
42608
50005
52077
53501
53507
53565
61126
70403
70601
70602
70604
70605
72021
72069
78016
78171
84019
85150
85152
85161
86116
86117
86132
Relay for activating ignition-operated appliances by means of +battery

Switch on clutch for EDC
Coolant pressure indicator switch unit 3
Multiplex instrument module
Switch for economy function
Brake light switch
Switch indicating crawler gears engaged
Switch indicating brake pedal depressed
Terminal resistance for can bus
4-way fuse holder
16 pin coupling for OBD (on board diagnosis)
Engine fan solenoid
Splitter control solenoid
Electromagnetic pulley
EDC control unit
Load sensor on accelerator for EDC
Sensors for combustion air relative humidity and temperature with EDC
Body Computer multiplex control unit
Front frame computer multiplex control unit
VCM (Vehicle Control Module)
183
Engine cooling (Stralis AS/AT/AD)
0056336t
184
CAN line ECB
0056337t
185
VCMCONTROL UNIT (Stralis AS/AT/AD)
0056338t
186

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Engines hardware Euro 5

NOTE for ASTRA

Course ME22 ETH Ed.1 10/10

Engine oil lubrication diagram .................................................................................................... 64

Course ME22 ETH Ed.1 10/10

Production serial number

Gaseous emissions level

Application (1 truck, etc)

Fuel system + injection (TCA, diesel direction injection)

Development of range with same or different displacement

Engine range description

Course ME22 ETH Ed.1 10/10

OFF ROAD VEHICLES

Production serial number

Gaseous emissions level

Application (1 truck, etc)

Fuel system + injection (TCA, diesel direction injection)

Development of range with same or different displacement

Engine range description

Course ME22 ETH Ed.1 10/10

Turbocharged with intercooler

Course ME22 ETH Ed.1 10/10

F2B (CURSOR 8) ETH engine data

Ends after B.D.C.

Begins before B.D.C.

Ends after T.D.C.

With PDE30 electronically regulated

Course ME22 ETH Ed.1 10/10

F2B (CURSOR 8) ETH engine data

HOLSET variable geometry

Forced by gear pump, pressure limiting

Oil pressure with engine warm

engine sump at max. level

circulating quantity that does not

Course ME22 ETH Ed.1 10/10

F3A (CURSOR 10) ETH

Turbocharged with intercooler

Total cylinder capacity

Course ME22 ETH Ed.1 10/10

0,50 +/- 0,05

F3A (CURSOR 10) ETH engine data

HOLSET HE 531 V variable geometry

Forced by gear pump, pressure limiting

Oil pressure with engine warm

engine sump at max. level

circulating quantity that does not

Course ME22 ETH Ed.1 10/10

Turbocharged with intercooler

Course ME22 ETH Ed.1 10/10

F3B (CURSOR 13) ETH engine data

0,60 +/- 0,05

F3B (CURSOR 13) ETH engine data

HOLSET variable geometry HE 551 V

Forced by gear pump, pressure limiting

Oil pressure with engine warm

Course ME22 ETH Ed.1 10/10

MAIN NEW FEATURES

EDC7 UC31 engine control unit calibration parameters;

No SCR exhaust gas treatment system.

Course ME22 ETH Ed.1 10/10

Coolant temperature sensor (for gauge)

Coolant temperature sensor (for EDC)

Water return line from turbocharger