2 Engine, Description

VOLVO CONSTRUCTION EQUIPMENT
SERVICE MANUAL
l60F/L70f/L90F
CONTENT
2 Engine
Descriptions
MORE CARE. BUILT IN.

Foreword
This booklet is part of a complete service manual. Read the fore‐
word in the service manual.
WARNING!
Always read the booklet Safety before proceeding.
VOE21A1002897
1
Content
20 GENERAL
200 General, engine installation and its function
Engine, description ..................................................................................... 6
D6E .......................................................................................................... 6
Engine protection — Software ................................................................. 7
Engine speed (engine speed for E-ECU) — Software ............................. 9
Motor On/Off — Software ........................................................................ 9
Automatic engine shutdown — Software ............................................... 10
Increased engine speed — Software ..................................................... 10
21 ENGINE
214 Valve mechanism
Exhaust Gas Recirculation (EGR) ............................................................ 12
Included components ............................................................................. 12
Function ................................................................................................. 13
Checking and adjusting ......................................................................... 15
Software ................................................................................................. 15
22 LUBRICATING SYSTEM
220 General, common info about 221 - 224
Lubricating system, description ................................................................ 17
Software, engine oil pressure ................................................................ 19
23 FUEL SYSTEM
230 General (common info about 233 - 238)
Fuel system, description ........................................................................... 20
D6E ........................................................................................................ 20
Software ................................................................................................. 21
233 Fuel pump; filter; strainer
Fuel feed pump, description ..................................................................... 22
Fuel filter, description ................................................................................ 22
Water in fuel — software ...................................................................... 22
237 Injector; delivery pipe
Injectors, description ................................................................................. 24
Software ................................................................................................. 25
Fuel rail, description .................................................................................. 25
Software ................................................................................................. 27
Fuel control valve (FCV), description ........................................................ 27
Software ................................................................................................. 27
High pressure fuel pump, description ....................................................... 27
25 INLET SYSTEM; EXHAUST SYSTEM

Intake and exhaust system, description .................................................... 29
Air filter pressure — Software ................................................................ 30
Temperature induction air — Software .................................................. 30
255 Turbo charger
Turbocharger, description ......................................................................... 31
Boost pressure — Software ................................................................... 33
Charge-air temperature — Software ...................................................... 33
256 Air cleaner with connections; air pre-heater
Air cleaner, description ............................................................................. 34
Preheating, description ............................................................................. 34
258 Charge air cooler with connections
Intercooler, description ............................................................................. 34
26 COOLING SYSTEM
3
Cooling system, description ...................................................................... 35
Software ................................................................................................. 37
263 Fan; fan shroud; fan coupling
Cooling fan, description ............................................................................ 38
Reversible cooling fan ........................................................................... 40
Software ................................................................................................. 42
27 ENGINE CONTROL
271 Revs control, foot oparated
Accelerator Pedal ..................................................................................... 50
272 Revs control, hand operated
Hand Throttle ............................................................................................ 51
Software ................................................................................................. 51
4
ENGINE WITH MOUNTING
AND EQUIPMENT
20 GENERAL
200 General, engine installation and its

function
5
Engine, description
Regarding: L60F, L70F, L90F
D6E
D6E is a straight six-cylinder, four-stroke, turbocharged diesel
engine with direct injection and intercooler, as well as wet,
replaceable cylinder liners. The engine is equipped to meet gov‐
erning legislation according to Tier 3/stage IIIA for exhaust emis‐
sions.
Engine D6E has a fuel system with Common Rail, which is con‐
trolled by the software in the engine's electronic control unit (E-
ECU).
The D6E uses V-ACT (Volvo Advanced Combustion Technol‐

ogy). Engine D6EV with ACT features split injection, optimized air
handling and, turbocharger with wastegate. Electronically con‐
trolled IEGR (Internal Exhaust Gas Recirculation) reduces NOX
contents and reduces emissions without the need for after-treat‐
ment of exhausts. All electronic functions in the engine are con‐
trolled by Volvo's latest engine management system, EMS2.
The cylinders are numbered in sequence, starting at the flywheel.

Ignition order: 1-5-3-6-2-4. The engine's rotational direction is
counter-clockwise, seen from the flywheel.
The engine's serial number is stamped on the name plate, on the

cylinder block's side and on the valve cover. The engine's model
designation and serial number must be indicated when ordering
spare parts.
6
Fig.1
Engine protection — Software

The function informs the operator and limits the engine's rpm and
torque as well as machine speed to prevent any engine damage.
Engine shut-off takes place first when speed is below 2 km/h (1.2
mph). This makes it possible to move the machine away from
hazardous situations before engine shut-off takes place.
The function is monitored by the engine control unit E-ECU and,

depending on which component is generating the alarm, then any
of the following functions is activated:
- reduction of engine's torque
- limitation of engine's rpm
- limitation of machine speed
- engine shut-down
See also 370, Wiring diagram 202, 370, Wiring diagram 203, 370,
Wiring diagram 204 and 370, Wiring diagram 206
7
Input signals Conditions for output functions Output functions
- Engine oil pressure, SE2203 - (Critical) Low engine oil pressure - Red central warning
- Warning — Low engine oil press.
- Warning — Stop vehicleTurn Off
Engine
- Reduction of engine's torque
- Low engine oil pressure - Amber central warning
- No or incorrect signal from the - Check — Engine failure
sensor
- Fuel control valve (FCV), - Electrical malfunction. - Red central warning
PWM2303 - Warning — Stop vehicleTurn Off
Engine
- Check — Injection system failure
- Reduces rail pressure with pres‐
sure relief valve (PRV)
- Rail pressure, SE2309 - No or incorrect signal from the - Red central warning
sensor - Warning — Stop vehicleTurn Off
Engine
- Limitation of engine rpm to 1100
rpm
- Reduces rail pressure with pres‐
sure relief valve (PRV)
- EGR-valve, MA2504 - Mechanical or electrical malfunc‐ - Amber central warning
tion - Check — Engine system failure
- Reduction of engine's torque by
max. 7% (to reduce the turbo's
rpm)
- Charge air temperature, SE2507 - (Critical) High charge-air tempera‐ - Red central warning
ture 92–100 °C (198–212 °F) - Warning — Stop vehicleTurn Off
Engine
- Warning — High charge-air temp.
engine
dependent on charge-air temper‐
ature and engine rpm
- High charge-air temperature > 92° - Amber central warning
C / No or incorrect signal from the - Check — High charge-air temp.
sensor engine
dependent on charge-air temper‐
ature and engine rpm
- Coolant level, SE2603 - (Critical) Low coolant level - Red central warning
- Warning — Coolant level low
- Low coolant level - Amber central warning
- Check — Coolant level lowCheck
at next stop
- Coolant temperature, SE2606 - (Critical) High coolant temperature - Red central warning
103–105 °C (217–221 °F) - Warning — Stop vehicleTurn Off
Engine
- Warning — High coolant temp.
engine
dependent on coolant tempera‐
ture and engine rpm
- High coolant temperature >100 °C - Amber central warning
(212 °F) - Check — High coolant temp.
engine
dependent on coolant tempera‐
ture and engine rpm
- Electrical malfunction. - Amber central warning
- Check — Engine failure
8
- Engine rpm flywheel, SE2701 - No or incorrect signal from the - Amber central warning
sensor - Check — Engine failure
- Reduction of engine's torque by
2% per second
- Max. torque engine 90%
- System error common rail - Defective functionality in the sys‐ - Red central warning
tem - Warning — Stop vehicleTurn Off
Engine
- Limitation of rail pressure to 80
MPa (800 bar), (11600 PSI)
rpm
- System error power and torque - Defective functionality in the sys‐ - Red central warning
output tem - Warning — Stop vehicleTurn Off
Engine
- Limitation of rail pressure to 80
MPa (800 bar), (11600 PSI)
rpm
- Pressure reducing valve (PRV) - Defective functionality in the sys‐ - Red central warning
rail pressure tem - Warning — Stop vehicleTurn Off
Engine
rpm
- Engine shut-off after 5 seconds if
speed is < 2 km/h (1.2 mph)
Engine speed (engine speed for E-ECU) — Software

This function monitors boost pressure and informs the operator if
there is a system malfunction.
Engine speed is used internally in the E-ECU for engine control

and as input signal for engine protection.
In case of engine speed sensor malfunction, the E-ECU uses

sensor SE2703 for camshaft speed instead.
See also 370, Wiring diagram 202

- Monitoring, SE2701 - System malfunction, signal missing or abnormal fre‐ - Amber central warning
quency - Check — Engine system
See Diagnostics failure
- Reduction of engine's
torque I (engine protection)
Motor On/Off — Software

Engine On/Off is used as a condition in software functions to
define when the engine is considered to be On and Off, respec‐
tively.
See also 370, Wiring diagram 201.
9
- Engine speed, - Engine speed < 50 rpm - Engine = Off
SE2704 - Engine speed > 600 rpm - Engine = On
Automatic engine shutdown — Software

The function control engine shut-off when the conditions accord‐
ing to the table have been fulfilled, and informs the operator that
the engine will be shut off within 1 minute. When the engine is
shut off the parking brake will also be applied.
The operator can interrupt engine shutdown by affecting the throt‐

tle pedal, hand throttle, or the gear selector.
See also 370, Wiring diagram 201, 370, Wiring diagram 205, 370,
Wiring diagram 404 and 370, Wiring diagram 408

- VCADS Pro parame‐ Overall conditions for the function 1 Activation of the function
ter FAU - VCADS Pro parameter FAU "On" automatic engine shut-off
- VCADS Pro parame‐ (4–50 min.)
- VCADS Pro parameter FAV "4–99 minutes"
ter FAV 2 When 1 minute remains of
- Directional gear in position N
- Directional gear, set time Check — Automat‐
- Accelerator pedal < 5%
SW4205 icEngine shutdown(a)
- Hand throttle not activated
- Throttle pedal, 3 Engine shutdown and park‐
- Engine On
SE2702 APS ing brake is applied
- Travel speed < 5 km/h (3 mph)
- Hand throttle, (MA5501 without voltage)
SE2701
- Engine On/Off
- Travel speed
a) is shown. Engine shutdown is interrupted in case of activation of throttle pedal, hand throttle, or if the gear selector is moved
to position F or R.
Increased engine speed — Software

The function prevents reduction of engine rpm in case of high
power usage.
When operating in forward or reverse, the engine speed > 850

rpm (L60–70) / 950 rpm (L90), the function is activated if the throt‐
tle pedal is let up quickly or the engine speed drops quickly.
If the engine speed is > 1150 rpm and the function is activated,
the engine speed will drop normally to 1150 rpm, then after the
time delay the controlled engine speed reduction is engaged.
When the engine speed drops to "increased engine speed" 850
rpm (L60–70) / 950 rpm (L90) (7), it will remain until the gear
selector is moved to Neutral position, and controlled engine speed
reduction takes place to lower idle speed.
See also 370, Wiring diagram 201 and 370, Wiring diagram 205.

- Throttle pedal, - VCADS Pro parameter, Increased engine speed acti‐ - The function Increased
SE2702 vated engine speed is activated
- Engine speed,
SE2704 Activation conditions:
- Gear selector
- Engine speed > 850 rpm (L60–70) / 950 rpm (L90)
- VCADS Pro parame‐
ter, Increased - Fast throttle pedal movement or fast engine speed
engine speed (HKS) reduction
- Gear selector Forward or Reverse
10
rpm
1
2
4 5
rampStartSpeed rpm
6 8
7
derivStart rpm
9
3
endRamp 10
s
V1048590
Fig.2 Function diagram

1 Throttle pedal movement
2 Normal engine speed reduction
3 Engine speed conditions, 850 rpm (L60–70) / 950 rpm (L90)
4 Start of controlled engine speed reduction, 1150 rpm
5 Time delay before controlled engine speed reduction is activated
6 Controlled engine speed reduction
7 Increased engine speed
8 Gear selector in Neutral position
9 Controlled engine speed reduction
10 Idle speed, 700 rpm
11
21 ENGINE
214 Valve mechanism

Exhaust Gas Recirculation (EGR)
A system for IEGR ( Internal Exhaust Gas Recirculation) is used

as part of V-ACT (Volvo Advanced Combustion Technology). On
D6E and D7E this takes place by an IEGR-opening piston, con‐
trolled by the lubrication oil's system pressure, acting on the
exhaust rocker arm which enables a second opening of the
exhaust valves. When activated, the secondary piston will give a
limited valve opening of the exhaust valves during the induction
phase, which leads exhausts back into the cylinder.
Included components
IEGR-unit
The hydraulic mechanism is housed in two interconnected IEGR-

units, located on the rocker arm holders. Lubrication oil is routed
from the cylinder head via the solenoid valve to the high-pressure
channel in the IEGR-unit through a channel in one of the rocker
arm holders.
Fig.3
1 IEGR-unit
Solenoid valve
The solenoid valve is located in the cylinder head on the flywheel
side and is activated by the EECU via the control system EMS 2.
When IEGR is not activated, the solenoid valve is closed and no
oil flow is allowed into the IEGR-unit. At activation of IEGR, the
solenoid valve opens the channel from the engine's lubrication
system to the IEGR-unit.
Fig.4
1 Solenoid valve
12
Control valve
The control valve is located in the IEGR-unit between the high-
pressure circuit and low-pressure circuit. When the low-pressure
circuit is supplied from the lubrication oil system, the control valve
is lifted and closes the high-pressure circuit. The ball in the control
valve enables filling of the high-pressure circuit when IEGR is
activated.
The lubrication oil is drained through the control valve.
Fig.5
1 Control valve
Main piston
The main piston is acted on by the adjusting screw on the inlet
valve's rocker arm, and affects the oil pressure in the IEGR-unit's
high-pressure channel. At the end of the IEGR-phase, a pressure
of 100 bar is generated in the high-pressure circuit.
Fig.6
1 Main piston
Servo piston
The servo piston is activated by the hydraulic pressure from the
main piston via a channel in the IEGR-unit when the IEGR-func‐
tion is active/on (solenoid valve in open position). Then the servo
piston opens the exhaust valves via the rocker arm an extra time
during the induction stroke.
Function
IEGR is activated by the system being supplied with full lubrica‐
tion oil system pressure via the solenoid valve. The solenoid valve
is activated by the E-ECU.
Fig.7 The control valve closes the high-pressure circuit and the ball
inside the valve enables filling of the system.
1 Servo piston
With the same movement as the inlet valve's rocker arm opens
the valve, the main piston is forced upward. The pressure in the
IEGR-unit's high-pressure channel (up to 100 bar) overcomes the
spring force in the servo piston. the servo piston forces down the
rocker arm, which results in the exhaust valve being open for a
short time at the end of the induction stroke. Exhausts from the
exhaust manifold are sucked into the cylinder by vacuum from the
other cylinders.
The breather hole between the low-pressure channel and the
high-pressure channel in the IEGR-unit enables longer exhaust
recirculation at high engine speed.
13
Fig.8 IEGR-system (inactive)
1 Servo piston
2 Control valve
3 Solenoid valve
4 2–5 Bar lubrication oil pressure
5 Breather hole
6 Oil channel, low-pressure
7 Oil channel, high-pressure
8 Main piston
9 Induction rocker arm
10 Exhaust rocker arm
14
Fig.9 IEGR-system activated
1 Servo piston
2 Control valve
3 Solenoid valve
4 2–5 Bar lubrication oil pressure
5 Breather hole
6 Oil channel, low-pressure
7 Oil channel, high-pressure
8 Main piston
9 Induction rocker arm
10 Exhaust rocker arm
Checking and adjusting

Checking and adjusting of the IEGR-opening piston's clearance
against the exhaust rocker arm should be done in connection with
checking and adjusting valves according to 214, Valves, adjust‐
ing.
Software
The function monitors the EGR valve for return of combustion
gases and informs the operator if the function is not ensured or if
The function is also used as input signal for Engine protection,

see Engine, description page 6.

- EGR-valve, MA2504 - Mechanical problem - Amber central warning
- Check — Engine system
failure
torque (engine protection)
- Monitoring, MA2504 - System error, signal outside limits - Amber central warning
See Diagnostics - Check — Engine system
failure
15
22 LUBRICATING SYSTEM
220 General, common info about 221 -

224
16
Lubricating system, description
The lube oil system is a forced-feed circulation system with lube

oil cooler and lube oil filter arranged in a full flow circuit.
The lube oil pump is a rotary pump integrated with the front cover.
The inner rotor is seated on and driven by a crankshaft drive.
A pressure regulating valve is mounted in the cylinder block.
Lubricating oil is delivered by the oil pump through the oil cooler
to the oil filter and on to the main oil gallery.
Oil exiting the oil cooler is regulated by the pressure regulating
valve before entering the oil filter or main gallery.
The oil filter is mounted on the oil cooler housing, which is located
on the engine block's right side. From the filter, the oil flows into
the main distribution channel that supplies oil to the engine's
crankshaft, camshaft, and rocker arms via tappets and push rods,
as well as the turbocharger.
The engine is also equipped with piston cooling nozzles that spray
oil on the underside of the pistons to maintain a stable operating
temperature.
17
V1041301
Fig.10 Lubrication system

1 Oil tray 7 Crankshaft bearing
2 Intake pipe 8 Con rod bearing
3 Lube oil pump 9 Camshaft bearing
3.1 Safety valve 10 Line to injection nozzle
4 Lube oil cooler 11 Injection nozzle for piston cooling
4.1 Return shutoff valve 12 Tappet with rocker arm pulse lubrication
4.2 By-pass valve 13 Stop rod, oil supply for rocker arm lubrication
4.3 By-pass valve (oil filter) 14 Rocker arm
4.4 Pressure control valve 15 Return line to oil tray
5 Exchangeable lube oil filter 16 Lube oil line to exhaust turbocharger
6 Main oil pipe 17 Exhaust turbocharger
6a IEGR Solenoid — on/off 18 Return line from exhaust turbocharger
18
Software, engine oil pressure
This function monitors engine oil pressure and informs the oper‐
ator if the pressure is too low or if system error occurs.
Engine oil pressure is also used as input signal for Engine pro‐
tection, see Engine, description page 6.

- Engine oil pressure, - Low engine oil pressure - Warning light
SE2203 - Red central warning
- Directional gear Warning limits for low engine oil pressure: - Warning — Low engine oil
< 50 kPa (0.5 bar) (7.3 psi) at engine speed 500 rpm press.
< 100 kPa (1 bar) (14.5 psi) at engine speed 1000 rpm - Reduction of engine's
< 150 kPa (1.5 bar) (21.8 psi) at engine speed 1300 torque (engine protection)
rpm
< 150 kPa (1.5 bar) (21.8 psi) at engine speed 1500
rpm
According to the above information and including: - Buzzer
- Directional gear in Forward or Reverse
- Monitoring, SE2203 - System error, signal outside limits - Amber central warning
See Diagnostics - Check — Engine failure
19
23 FUEL SYSTEM
230 General (common info about 233 -

238)
Fuel system, description
D6E
The D6E-engines for Tier 3/stage IIIA feature a system with pres‐
sure accumulators called fuel injection with Common rail.
The main advantage of the common-rail system is its ability to
vary injection pressure and timing over a broad scale. This is
made possible by separating the functions of pressure generation
and fuel injection.
The fuel delivery system is made up of a low pressure and high

pressure circuit.
The low-pressure circuit consists of a fuel tank, water trap, belt-
driven fuel feed pump, secondary fuel filter, and a fuel control
valve (FCV).
The high-pressure circuit consists of two high-pressure pumps
driven by the engine's camshaft, a fuel rail, high-pressure lines,
high-pressure sensor (for fuel in fuel rail ), and electronically con‐
trolled fuel injectors.
The low-pressure circuit's fuel feed pump pumps fuel from the
tank through the water trap's filter and in to the pump's inlet. Then
the fuel is forced from the pump through the secondary filter to
the fuel control valve (FCV), which is located between the high-
pressure pumps.
The high-pressure pumps work all the time and create the desired
injection pressure which is stored in the fuel rail.
The fuel control valve (FCV) is a PWM-controlled solenoid valve
which controls fuel volume to the high-pressure pumps. The fuel
control valve makes sure that the high-pressure pumps are filled
so that the pressure that has been indicated as distribution pres‐
sure is maintained.
High-pressure fuel from the fuel rail is available to the injectors at
all times. The electronically controlled fuel injectors control injec‐
tion timing and injection volume.
20
Injector
Pm in > 0,5 - 1,0 bar
Pm ax = 5 - 7 bar
Ps ys tem = 300 - 1600 bar

Pressure
Pback , m ax < 1,2 bar sensor
PRV
Prefilter with
Pressure sensor
water separator
Supply Main
pump filter
Thermostatic V1041209
Hand- valve
primer
ECU: Electronic Control Unit
FCV: Fuel Control Valve
PRV: Pressure relief valve
Fig.11 Fuel system
Software
The fuel control valve (PWM2303) and rail pressure (SE2309),
are used as input signal for Engine protection, see Engine,
description page 6.
Fuel level
This function monitors fuel level in the fuel tank and informs the
operator if the level is too low or if there is a system malfunction.
Fuel for approximately 1 hour of operation remains after low fuel

level is indicated.

- Monitoring, SE2303 - Low fuel level for > 60 seconds - Warning light — Fuel level
low
- No or incorrect signal - Amber central warning
See Diagnostics - Check — Fuel level low
233 Fuel pump; filter; strainer
21
Fuel feed pump, description
The feed pump is of the gear type and is driven by the same belt
as the coolant pump. There is a pressure relief valve integrated
in the pump, and its function is to maintain correct pressure to the
fuel system, e.g., in case of clogged fuel filter.
If the fuel lines have been run dry of fuel, the fuel system should
be filled and bled with the hand pump located on the primary filter
housing. The non-return valve (2) opens and allows fuel to circu‐
late in the entire circuit. In this way, the high-pressure pumps are
supplied with fuel free from air.
Fig.12
V1010832
Fig.13
Fuel filter, description

The fuel system is equipped with two fuel filters, a primary filter
(1) with water trap, and a secondary filter (4).
On the secondary filter side, there is a fuel pressure sensor that
measures the fuel feed pressure to the unit injectors. In the water
trap (3), there is a drain valve and a level sensor.
The filter insert consists of a folded filter made of special paper

with very good filtration capacity.
On the suction line in the fuel tank, there's also a fine filter (net
type) that separates any coarse solid impurities before the fuel is
drawn into the system.
Water in fuel — software

Fig.14
The function monitors fuel in the water trap and informs the oper‐
1 Primary filter
2 Hand pump
ator when water is detected.
3 Water trap
4 Secondary filter

- Sensor, SE2302 - Water in fuel - Amber central warning
- Check — Engine failure
22
237 Injector; delivery pipe
23
Injectors, description
Injection timing and the fuel amount to be injected is determined

by the control unit E-ECU, which gives signals to the electro-
magnetically controlled fuel valve in the injector's valve housing.
The duration of the injection time determines the amount of fuel
that is injected into the cylinder. The 'common rail' system enables
more than one injection during the piston's working phase, thus
giving flexible control of the combustion process.
The injection pressure is determined by the pressure in the rail
and can vary between 500 bar to 1400 bar (7252–20305 PSI).
The injector nozzles have six holes and are designed to give a
uniform spray pattern, despite the angled unit injector and injector
nozzle.
Fig.15
24
V1010841
Fig.16
Software
The function monitors the fuel injectors and informs the operator
if there is a system malfunction.

- Monitoring, injectors - Mechanical problem, system error, open circuit or - Amber central warning
MA2301-2306 short-circuiting MA2301-MA2306 (SID1–6) - Check — Engine failure
See Diagnostics - Reduction of engine's
torque
- Limitation of engine rpm to
1100 rpm
- Reduces rail pressure with
pressure relief valve (PRV)
Fuel rail, description

Fuel rail
The high-pressure accumulator consists of a fuel rail, also called

'rail'. It is made of forged steel. The stored volume is calibrated
and works like a damper for any pressure variations that occur
due to pulsating feed of the fuel pump to the high-pressure pump
or temporary, high fuel usage during injection through the injec‐
tors. The fuel rail is dimensioned to supply full fuel volume without
any noticeable pressure-drop.The fuel rail is equipped with a
pressure sensor and a relief valve.
If a malfunction is detected, the E-ECU can force the pressure

relief valve (PRV) to open by increasing the rail pressure. The rail
25
pressure sensor SE2309 measures the pressure in the rail and
delivers data to the E-ECU, which compares the actual pressure
with a reference value, which is dependent on engine speed and
injection volume. The pressure relief valve, installed on the rail,
limits the system pressure to avoid damage to the circuit.
The pressure relief valve is a mechanical safety device which

opens at 1950 (-100) bar and protects the system against exces‐
sive pressure caused by any problems or malfunctions. If the
valve is open, the rail pressure within the range 650 — 850 bar
(depending on engine speed and load). The engine continues to
run, but with lower performance (limp home). In normal operating
conditions, the pressure relief valve (PRV) does not open.
Fig.17
1 Fuel rail
2 Relief valve (PRV)
3 Rail pressure sensor SE2309
26
Software
Rail pressure (SE2309) is used as input signal for Engine pro‐
tection, see Engine, description page 6
Fuel control valve (FCV), description

The fuel control valve controls fuel flow to the high-pressure

pumps. It delivers the fuel volume needed to reach or maintain
the fuel pressure in the distribution pipe (the rail).
Software
Fuel control valve (PWM2303) is used as input signal for Engine
protection, see Engine, description page 6
Fig.18
1 Solenoid valve
2 Fuel inlet
3 Fuel to high-pressure pumps
4 Return fuel to tank
5 Overflow valve
High pressure fuel pump, description

27
The fuel system has two high-pressure pumps that are driven by
1 2 3 the camshaft via roller tappets. The function of the high-pressure
pumps is to pressurize the distribution pipe (the rail). The high-
pressure pumps' low-pressure side and high-pressure side are
hydraulically separate. Three camshaft cams give six pump
strokes per camshaft revolution (three strokes per pump).
4 5
Fig.19
1 Fuel control valve (FCV)
2 Fuel to high-pressure pump
3 Fuel to distribution delivery pipe (rail)
4 Roller tappet
5 Camshaft cam
28
25 INLET SYSTEM; EXHAUST
SYSTEM

258
Intake and exhaust system, description
Inlet system
The air is drawn in through the air cleaner (1) and flows to the
turbo (2). Then the air is cooled in the intercooler (charge-air
cooler) (3). Before the air finally is drawn into the cylinders via the
inlet valves (5), it passes the preheating coil (4). The preheating
coil, the function of which is to warm the induction air at engine
start, is engaged if needed with a switch in the cab. A small part
of the air that is drawn into the air cleaner passes directly to the
muffler where it is mixed with the exhausts.
V1048646
Fig.20 Inlet system (principle illustration)
29
Air filter pressure — Software
The function monitors the extent to which the air filter is blocked
and informs the operator when changing is required or if system
malfunction occurs.

- Air filter pressure, - High vacuum pressure (clogged filter) - Amber central warning
SE2502 - Check — Clogged air filter
engine
- Monitoring, SE2502 - No or incorrect signal. - Amber central warning
Temperature induction air — Software

The function monitors the temperature of the induction air and
informs the operator if system malfunction occurs.
The temperature is used internally in the E-ECU for engine con‐

trol.
Temperature induction air is also used as input signal for cooling

fan control, Cooling fan, description page 38.

- Monitoring, SE2501 - System error, signal outside limits - Amber central warning
See Diagnostics - Check — Engine system
failure
30
Exhaust system
The exhausts pass via the exhaust valves out in the exhaust
manifold (1) and then through the turbocharger (2) to the muffler
(3). In the muffler, the exhausts are mixed with air from the air
cleaner before passing out through the exhaust pipe.
For descriptions of each component, see:

Air cleaner, description page 34
3 1 Turbocharger, description page 31
Preheating, description page 34
Intercooler, description page 34
2
V1048647
Fig.21 Exhaust system (principle illustration)

255 Turbo charger
Turbocharger, description
The turbocharger is driven by the exhaust gasses, which pass

through the turbine housing on their way out into exhaust system
(1).
The exhaust gas flow causes the turbine rotor in the turbine hous‐
ing (2) to rotate. The compressor rotor is located on the same
shaft as the turbine rotor. The compressor rotor is located in a
housing (3) which is connected between the air cleaner and the
engine's induction manifold.
When the compressor rotor turns, air is sucked from air cleaner
(4). The air is compressed and forced into the engine cylinders
after having first been cooled while passing through the inter‐
cooler.
31
The turbocharger is equipped with a wastegate valve (5).
1 2 3 4 The waste-gate valve, which is controlled by the charge-air pres‐
sure, allows a small amount of the exhaust gasses to by-pass the
turbine rotor at high engine speeds (high charge-air pressure).
This design makes the turbocharger efficient at low engine
speeds.
V1011103
5
Fig.22 Turbocharger (principle diagram)
32
Boost pressure — Software
This function monitors boost pressure and informs the operator if
The boost pressure is used internally in the E-ECU for engine

control.

- Monitoring, SE2508 - System error, no signal or signal outside limit values. - Amber central warning
Charge-air temperature — Software

This function monitors charge-air temperature and informs the
operator if the temperature is too high or if there is a system mal‐
function.
Charge-air temperature is also used as an input signal for:

- Cooling fan control, see Cooling fan, description page 38.
- Engine protection, see Engine, description page 6

- Charge air tempera‐ - High charge-air temperature 90–100 °C (194–212 °F) - Red central warning
ture, SE2507 - Warning — Stop vehicle‐
Turn Off Engine
- Warning — High charge-air
temp. engine
torque dependent on
coolant temperature and
engine rpm
- Monitoring, SE2507 - High charge-air temperature / No signal or incorrect - Amber central warning
signal from the sensor - Check — High charge-air
See Diagnostics temp. engine
torque dependent on
charge-air temperature and
engine rpm.
256 Air cleaner with connections; air pre-

heater
33
Air cleaner, description
The air cleaner prevents dust and other contaminants from enter‐
ing the engine. The air passes through after having circulated in
the precleaner through the main filter and then the safety filter.
There is a combined pressure drop and air temperature sensor
at the inlet between the filter housing and the turbo. The pressure
drop function shows when the filter is starting to become clogged
by means of an indicator lamp on the driver display.
There is also a preheating coil located in the induction manifold.
Preheating, description
On the inlet side there is an electrical preheating element. The

element will be connected when the operator has turned the igni‐
tion key to running position and if the switch for preheating has
been depressed and if the coolant temperature is below +20 °C.
If the engine is started, the preheating ends. Additional preheating
will start after the engine has started, if required for temperature
reasons and if the operator initiates preheating. The pre- and
after-heating time is controlled by the engine control system. The
advantage is easier start and less white smoke in the exhaust.
The control light on the instrument panel lights up when the pre‐
heating coil is engaged.
V1010834
NOTE! The preheating coil must not be grounded.
Fig.23
258 Charge air cooler with connections

Intercooler, description
The engine is equipped with an intercooler which lowers the tem‐

perature of the air before it is forced into the engine cylinders.
Engine overcharging, or air forced into the cylinders by the tur‐

bocharger, raises air temperature. When the air is cooled after
the turbocharger, air volume is reduced and more air (oxygen)
can be forced into the cylinders.
The intercooler lowers the air temperature by approximately 100

°C (212 °F), which increases engine efficiency by approximately
10%. Engine torque is increased and fuel consumption is
decreased.
34
26 COOLING SYSTEM

269
Cooling system, description
Engine D6E is provided with a closed cooling system. The coolant

pump (4) delivers the coolant to the engine via the lubrication oil
cooler (5) and into the engine, around the cylinder liners (6) and
up to the cylinder head and through the thermostat housing (3).
The thermostat, which starts to open at 83°C, controls the coolant
flow out to the radiator or in by-pass flow into the engine again,
depending on the coolant temperature.
The coolant is cooled in the radiator (1) and is then transported
in coolant hoses to the heat exchanger for transmission oil (2) and
back to the engine again via the thermostat housing and on to the
coolant pump (4).
35
10
9
7
3
1
5
2
V1048620
4
Fig.24 Cooling system
1 Radiator 6 Cylinder liner

2 Transmission oil cooler 7 To heating coil
3 Thermostat 8 To expansion tank
4 Coolant pump 9 Expansion tank
5 Oil cooler 10 Heater
36
Software
Coolant temperature outlet radiator, SE2602, functions as input
signal for:
- Temperature control, see Cooling fan, description page 38
- Hydraulic pressure, see Cooling fan, description page 38
Coolant temperature engine, SE2606, functions as input signal

for:
- Temperature control, see Cooling fan, description page 38
Coolant level, SE2603, functions as input signal for:

263 Fan; fan shroud; fan coupling
37
Cooling fan, description
The cooling fan is driven by hydraulic oil from Pump 3, which also
supplies hydraulic oil to the brake pressure charging. The cooling
fan speed is controlled via the V-ECU, which receives signals
about how warm the different systems are (from, among others,
temperature sensor SE2602). If cooling, i.e. increased cooling fan
speed, is required, the V-ECU sends signal to PWM2601, which
is a proportional valve positioned in the central valve and which
makes sure that the required hydraulic oil flow is supplied to the
cooling fan.
When none of the temperature sensors requests increased cool‐

ing, the V-ECU will send sufficient voltage to PWM2601 to keep
the fan at the basic speed.
The signal to PWM2601 is controlled steplessly between 60 and

80 °C (140 and 176 °F) at SE2602. If any of the other temperature
sensors are nearing their alarm trigger limits, also these sensors
will be able to control PWM2601 via the V-ECU. PWM2601 is
never fully closed during normal operation.
To obtain an even cooling fan speed and sufficient cooling, the V-
ECU disregards the temperature sensor, which less than 8 min‐
utes after signal about max. cooling fan speed sends signal about
min. fan speed.
The V-ECU also disregards the temperature sensor, which less
than 1 minute after signal about min. cooling fan speed sends
signal about max. fan speed.
When the pressure test is activated using the display unit, the V-
ECU sends signal to PWM2601, causing PWM2601 to close. The
flow compensator will then be kept closed and Pump 3 supplies
maximum flow.
See also 370, Wiring diagram 201, Cooling system, description

page 35990, Hydraulic diagram, completeand 500, Braking sys‐
tem, description.
38
Fig.25
1 Central valve
2 Hydraulically powered cooling fan
3 Valve block for reversible cooling fan (1)
4 Hydraulic oil cooler
1. Optional equipment
39
Reversible cooling fan
The machine may be equipped with reversible cooling fan, which
prevents the radiator from being clogged up, as the cooling fan
then can suck or blow the air through the radiator. With the valve
block for the reversible cooling fan it is possible to determine
which port on the fan is pressure side respectively return side. In
this way the oil can flow in two directions through the fan motor.
The valve block for the reversible cooling fan consists of four
pressure-controlled directional valves and two solenoid valves:
- In energised position MA2601 drains all directional valves,
which causes the flow from Pump 3 to be conducted to tank.
- MA2602 controls the direction of flow to the fan
Fig.26
40
The reversible cooling fan works in three different phases:
1 Normal phase
The hydraulic oil enters the valve block via connection P. Part
of the flow is diverted via a restriction and via MA2601 to
MA2602. When MA2602 is not energised, a control pressure
is conducted to the back of directional valves 2 and 3, which
then are kept closed. The back of directional valves 1 and 4
are drained. The hydraulic oil from connection P opens direc‐
tional valve 4 and flows on through directional valve 3 to the
cooling fan. The return oil from the cooling fan opens direc‐
tional valve 1 and the hydraulic oil is conducted to the hydraulic
oil cooler and the hydraulic oil tank.
2 Retardation phase
The V-ECU lowers the voltage to PWM2601. The LS-pressure
and the flow reduce. MA2601 is energised and the back of all
directional valves is drained to tank. The hydraulic oil flow is
conducted directly to tank via the directional valves. Because
of the inertia of the cooling fan, the lowering of the speed takes
place slowly. The retardation phase continues until the cooling
fan speed is 100 rpm.
3 Reversing phase
MA2602 is energised and the control pressure is conducted to
the back of directional valves 1 and 4, which close. Directional
valves 2 and 3 are drained to tank. PWM2601 receives signal
from the V-ECU corresponding to max. speed. Oil from con‐
nection P opens directional valve 2 and the flow is conducted
on through the directional valve 1 to the cooling fan. The return
oil from the cooling fan opens directional valve 3 and the
hydraulic oil is conducted to the hydraulic oil cooler and the
hydraulic oil tank.
41
Software
Fan control
- VCADS Pro parame‐ - The input signal that requests the highest cooling fan - Requested cooling fan pres‐
ter GDW speed controls the requested cooling fan pressure sure
- Requested cooling - The maximum cooling fan pressure that can be
fan speed within requested is controlled by the current engine speed
selected speed - Engine On
range - Engine Off - Requested cooling fan
- Requested cooling speed = 0
fan speed with auxil‐
iary brake
- Requested cooling
fan speed with
reversible cooling
fan
- Requested cooling
fan speed with AC
- Requested cooling
fan speed during
sound test
- Engine speed,
SE2701
- Fan speed, SE2601
- Engine On/Off
The following applies in case of incorrect input signals:
Input signal Assumed value in case of a fault

Engine speed Sufficiently high to permit the requested cooling fan
speed
Requested cooling fan speed within selected speed range 2000 rpm
Requested cooling fan speed with auxiliary brake 0
Requested cooling fan speed with reversible cooling fan -
Requested cooling fan speed with AC 0
Requested cooling fan speed during sound test 0
Engine On/Off On
Fan speed, SE2601 Requested cooling fan speed
42
Temperature control
- Coolant tempera‐ - the cooling fan speed = maximum cooling fan speed - Requested cooling fan
ture, SE2602 within selected speed range x the cooling fan coeffi‐ speed within selected speed
- Transmission oil cient. range
temperature, - The cooling fan coefficient varies between 0 and 1
SE4903 depending on the values from the various sensors.
- Hydraulic oil temper‐ The highest cooling fan coefficient controls the
ature, SE9102 requested cooling fan speed.
- Axle oil temperature If the engine speed <800 rpm, the coefficient for the
front axle, SE5201 intercooler = 0
- Axle oil temperature
rear axle, SE5202
- Coolant temperature
engine, SE2606
- Charge air tempera‐
ture, SE2507
- Temperature induc‐
tion air, SE2501
- Engine On/Off
- Engine speed,
SE2701
The following applies in case of faulty input signals:

Maximum cooling fan speed 2000 rpm
Coolant temperature, coefficient 1
Transmission oil temperature, coefficient 0
Hydraulic oil temperature, coefficient 0
Axle oil temperature front axle, coefficient 0
Axle oil temperature rear axle, coefficient 0
Coolant temperature engine, coefficient 1
Charge air temperature, coefficient 1
Temperature induction air, SE2501 20 °C
Engine On/Off On
Engine speed, SE2701 800
If any of the temperature sensors is not connected, the tempera‐

ture is considered to be 0 °C
43
Cooling fan mode (reference)
- VCADS Pro parame‐ - VCADS Pro parameter GDR = A - Maximum cooling fan speed
ter GDR within selected speed range
- VCADS Pro parame‐ = VCADS Pro parameter
ter GDS GDS
- VCADS Pro parame‐ - Maximum cooling fan speed
ter GDT = VCADS Pro parameter
- VCADS Pro parame‐ GDU
ter GDU - VCADS Pro parameter GDR = B - Maximum cooling fan speed
within selected speed range
= VCADS Pro parameter
GDT
- Maximum cooling fan speed
GDU
- VCADS Pro parameter GDR=C - Maximum cooling fan speed
GDU
GDU
- VCADS Pro parameter GDR = 0 - Maximum cooling fan speed
incorrect
incorrect
- Check
Parameter error
In case of a fault with the input signals, Maximum cooling fan

speed is considered to be incorrect.
In case of a fault with the input signals, Maximum cooling fan
speed within selected speed range is considered to be incorrect.
Cooling fan, sound test

- Maximum cooling - Sound test requested via the display unit, which leads - Requested cooling fan
fan speed within to Sound test requested On speed for sound test = 70 %
selected speed of Maximum cooling fan
range speed within selected speed
- Sound test range
requested On/Off - Sound test requested Off - Requested cooling fan
speed for sound test = 0 %
of Maximum cooling fan
speed within selected speed
range
In case of a fault with the input signal Sound test requested, it is

considered to be Off.
In case of a fault with the input signal Maximum cooling fan speed
within selected speed range, Sound test requested is considered
to be Off.
44
Reversible cooling fan
- VCADS Pro parame‐ General conditions for the function:
ter GEI - VCADS Pro parameter GEI “ON”
- Engine On - Reversing sequence
ter GEJ
- Pressure test cooling fan pump requested Off according to VCADS Pro
- Sound test requested Off parameter GEJ starts
ter GEK
- Hydraulic oil temperature >0 according to selected inter‐
- Raised cooling fan speed with AC requested False val(a)
ter GEL
- VCADS Pro parame‐ - VCADS Pro parameter GEJ “OFF” - Reversing sequence does
ter GEM not start
- VCADS Pro parame‐ or
ter GEN - Ongoing reversing
- VCADS Pro parame‐ sequence is interrupted
ter GEO - The time (b), according to VCADS Pro parameter GEK - Reversing sequence
- Maximum cooling according to VCADS Pro
has passed
fan speed parameter GEJ is ended
or
- Pressure test cooling
- The time, according to VCADS Pro parameter GEL
fan pump requested
has passed
On/Off
or
- Sound test
- The time, according to VCADS Pro parameter GEN
requested On/Off
has passed
- Engine On/Off
- Reversible cooling
fan Manual reversing
On/Off
- Charge air tempera‐
ture, SE2507
- Hydraulic oil temper‐
ature, SE9102
- Cooling fan speed,
SE2601
- Control cooling fan,
PWM2601
- Requested cooling
fan speed with auxil‐
iary brake
- Raised cooling fan
speed with AC
requested
- Monitoring MA2601 - Faulty signal, see Diagnostics - Check
- Monitoring MA2602 Cool. fan reversal failure
a) If VCADS Pro parameter GEJ is changed during ongoing sequence, the sequence is completed before the new parameter
value is activated.
b) The time is only counted with Engine On. When Engine Off is changed to Engine On, the time is set to zero.
45
The following applies in case of faulty input signals:

VCADS Pro parameter GEI “OFF”
VCADS Pro parameter GEJ “OFF”
Pressure test cooling fan pump requested Off
Sound test requested Off
Raised cooling fan speed with AC requested False
Reversible cooling fan Manual reversing On/Off “OFF”
Charge air temperature, SE2507 <90 °C
Engine On/Off On
Cooling fan speed, SE2601 >100 rpm
Maximum cooling fan speed 2000 rpm
Requested cooling fan speed with auxiliary brake 0
Hydraulic oil temperature, SE9102 <0 °C
Control cooling fan, PWM2601 0
46
Hydraulic pressure, checking
- Pressure test cooling
fan pump requested - Position switch parking brake Released - Hydraulic valve brake pres‐
- Requested pressure sure charging On
for cooling fan - Requested brake charging pressure ≠ 0
or - Pressure control valve =
- Requested brake requested pressure
charging pressure - Requested attachment locking pressure ≠ 0
- Requested attach‐ or
ment locking pres‐ - Requested pressure for hydraulic oil warming ≠ 0
sure - Pressure test cooling fan pump requested On - Hydraulic valve brake pres‐
- Requested pressure or sure charging Off
for hydraulic oil - Requested pressure for cooling fan ≠ 0 - Pressure control valve =
warming requested pressure
- Engine On/Off (a)
- Atmospheric pres‐
sure (sensor posi‐
tioned in E-ECU)
- Coolant temperature
engine, SE2606
- Possible load at cur‐
rent engine speed
- Position switch park‐
ing brake
a) To avoid overloading the engine, brake pressure charging is delayed, when Engine changes over to On
The following applies in case of incorrect input signals:

Pressure test cooling fan pump requested Off
Requested pressure for cooling fan 180
Requested brake charging pressure 180
Requested attachment locking pressure 0
Requested pressure for hydraulic oil warming 0
Engine On/Off On
Atmospheric pressure (sensor positioned in E-ECU) 900
Coolant temperature engine, SE2602 40 °C
Possible load at current engine speed ≠0
Position switch parking brake released
47
Auxiliary brake (engine braking) (a)
- VCADS Pro parame‐ General conditions for the function:
ter HWT - VCADS Pro parameter HWT ≠ 0
- Maximum cooling
- Delay >1.2 - Requested cooling fan
fan speed
- Engine speed >1400 rpm speed with auxiliary brake =
- Delay
- Delay >1.2 Maximum cooling fan speed
- Directional status
- Gear selector posi‐ - Delay <1.2 - Requested cooling fan
ton - Engine speed <1400 rpm speed with auxiliary brake =
- Engine speed, 0
SE2701
a) The function prevents upshifting when the machine is driven downhill.
In case of a fault with any of the input signals, requested cooling

fan speed with auxiliary brake will be = 0.
48
27 ENGINE CONTROL
271 Revs control, foot oparated
49
Accelerator Pedal
The function transfers the throttle pedal's position to a throttle

application on the engine and engages the secondary function
'Limp Home' in case of a system error/malfunction.
Throttle pedal SE2702 consists of two sensors signals; position

primary and position secondary. position secondary works like a
back-up if the signal from position primary is incorrect.
NOTE! If hand throttle is installed, it will work even if there is a

system error/malfunction.

- Throttle pedal, - 3-100% - Desired throttle setting
SE2702 - throttle pedal applied
- Monitoring, SE2702 - System error, signal position primary outside limit val‐ - Limp Home — function
ues - Amber central warning
- Check — Accelerator failure
- Monitoring, SE2702 - System error, signal position primary and position - Limp Home — function
secondary outside limit values - Amber central warning
- Check — Acc. pedal sensor
272 Revs control, hand operated
50
Hand Throttle
Software
The function makes it possible to set a working rpm for the engine
and informs the operator if there is a system malfunction.
When starting the machine, the hand throttle is disengaged

regardless of the hand throttle's position. For re-engaging hand
throttle, the control is turned counter-clockwise to position 0 and
then to the desired rpm.
The hand throttle is disengaged when the brake pedal is applied

or if the hand throttle is turned counter-clockwise to position 0.

- VCADS Pro parame‐ Overall conditions for the function
ter FVL - VCADS Pro parameter FVL "1"
- Brake pedal applied,
SE5205
Engagement hand throttle - Hand throttle rpm range
800–2100 rpm
- Hand throttle posi‐ - Desired working rpm(a)
tion, R2701
- Brake pedal not applied < 0.5 MPa (5 bar) (72.5 psi)
Hand throttle is disengaged if any of the following con‐ - Disengaging hand throttle
ditions is fulfilled:
- Start of machine
- Desired working rpm = 0
- Brake pedal applied ≥ 0.5 MPa (5 bar) (72.5 psi)
- Incorrect input signal hand throttle
- Monitoring, R2701 - System malfunction, open circuit or short circuit - Amber central warning
See Diagnostics - Check — Hand throttle fail‐
ure
a) Mechanical stop counter-clockwise.
800-2100 rpm
% Pot.
0 30 100
Fig.27 Speed range
51
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To From
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Customer Support Division
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Sweden ....................................................................................
e-mail: servicemanuals@volvo.com
Concerns publication: ..........................................................................................................................................
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Ref. no. VOE 21 A 1002897 English
Printed in Sweden 2007-01 CST
Volvo, Eskilstuna

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VOLVO CONSTRUCTION EQUIPMENT

MORE CARE. BUILT IN.

25 INLET SYSTEM; EXHAUST SYSTEM

200 General, engine installation and its

The D6E uses V-ACT (Volvo Advanced Combustion Technol‐

The cylinders are numbered in sequence, starting at the flywheel.

The engine's serial number is stamped on the name plate, on the

Engine protection — Software

The function is monitored by the engine control unit E-ECU and,

Engine speed (engine speed for E-ECU) — Software

Engine speed is used internally in the E-ECU for engine control

In case of engine speed sensor malfunction, the E-ECU uses

See also 370, Wiring diagram 202

Input signals Conditions for output functions Output functions

Motor On/Off — Software

See also 370, Wiring diagram 201.

Automatic engine shutdown — Software

The operator can interrupt engine shutdown by affecting the throt‐

Input signals Conditions for output functions Output functions

Increased engine speed — Software

When operating in forward or reverse, the engine speed > 850

Input signals Conditions for output functions Output functions

Fig.2 Function diagram

214 Valve mechanism

A system for IEGR ( Internal Exhaust Gas Recirculation) is used

The hydraulic mechanism is housed in two interconnected IEGR-

Checking and adjusting

The function is also used as input signal for Engine protection,

Input signals Conditions for output functions Output functions

220 General, common info about 221 -

The lube oil system is a forced-feed circulation system with lube

Fig.10 Lubrication system

See also 370, Wiring diagram 203.

Input signals Conditions for output functions Output functions

230 General (common info about 233 -

The fuel delivery system is made up of a low pressure and high

Pm in > 0,5 - 1,0 bar

Ps ys tem = 300 - 1600 bar

Fig.11 Fuel system

Fuel for approximately 1 hour of operation remains after low fuel

See also 370, Wiring diagram 201.

Input signals Conditions for output functions Output functions

233 Fuel pump; filter; strainer

Fuel filter, description

The filter insert consists of a folded filter made of special paper

Water in fuel — software

Input signals Conditions for output functions Output functions

Injection timing and the fuel amount to be injected is determined

Input signals Conditions for output functions Output functions

Fuel rail, description

The high-pressure accumulator consists of a fuel rail, also called

If a malfunction is detected, the E-ECU can force the pressure

The pressure relief valve is a mechanical safety device which

Fuel control valve (FCV), description

The fuel control valve controls fuel flow to the high-pressure

High pressure fuel pump, description

250 General, common info about 251 -

Fig.20 Inlet system (principle illustration)

See also 370, Wiring diagram 202

Input signals Conditions for output functions Output functions

Temperature induction air — Software

The temperature is used internally in the E-ECU for engine con‐

Temperature induction air is also used as input signal for cooling

See also 370, Wiring diagram 202.