Repair Manual of

D10 Engine
 CONTENTS
Chapter I The Working Principle of D10 Engine .................................................... 3
Section I Working Principle of Diesel Engine ......................................................................... 3
Section II Working Principle of Common Rail Engine............................................................ 5
Chapter II The Structure D10 Engine .................................................................... 6
Section I Structure of Common Rail Engine .......................................................................... 6
Section II Electronic Control System of Common-rail Engine ............................................... 9
Section III Main Parts of Fuel System ..................................................................................14
Chapter III Assembling of D10 Euro III Series Diesel Engine .............................. 27
Chapter IV Disassembling and Assembling of Fuel System ............................... 51
Chapter V Troubleshooting of D10 Engine .......................................................... 89
Section I Failure of Starting ..................................................................................................90
Section II Abnormal Sound from Engine ........................................................................... 100
Section III Premature Abrasion ..........................................................................................110
Section IV Too Low Pressure of Engine Oil .......................................................................112
Section V Mixture of Oil and Water ....................................................................................117
Section VI Power Deficiency ............................................................................................. 120
Section VII High Water Temperature in Engine ................................................................ 127
Section VIII Water Return of Engine ................................................................................. 131
Section IX Diesel on Oil Pan ............................................................................................. 133
Section X Black Smokes ................................................................................................... 134
Section XI White Smokes.................................................................................................. 137
Section XII Blue Smokes................................................................................................... 140
Section XIII Serious Consumption of Engine Oil .............................................................. 142
Appendix I Procedures for Flash Code Diagnosis of Malfunction Lamp ........... 144
Appendix II Flash code List for Malfunctions of High-pressure Common Rail
Diesel Engine .................................................................................................... 145
Appendix III Circuit Diagram of High-pressure Common Rail Fuel Injection
System Harness................................................................................................ 159

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 Chapter I The Working Principle of D10 Engine

Section I Working Principle of Diesel Engine

Engine is the power source of automobile, which changes the energy in certain form into
the mechanical energy. The engine for automobile is a device which converts the thermal
energy into the mechanical energy. As the combustion is carried out inside the engine (i.e.
in the cylinder), the engine is also called internal combustion engine.
As for combustion modes, there are two kinds of internal combustion engines, i.e. spark
ignition engine (gasoline engine) and compression ignition engine (diesel engine). For the
spark ignition engine, the gasoline and air are mixed at first, and then spark ignition is
carried out at the proper time; for the diesel engine, the diesel oil is injected into
combustion chamber in time and then mixed with air, so that the automatic combustion
can be carried out with the help of high temperature arising from compression.
With high performance on compression and power, the diesel engines are extensively
applied to heavy-duty trucks.

Fig. 1-1 D10 Series Engine

I. Terms:
1. Top Dead Center: The position where the piston top is located in cylinder when the
piston is set at the outmost position away from the slewing center of crankshaft, namely
when the piston is set at the highest position.
2. Bottom Dead Center: The position where the piston top is located in cylinder when the
piston is set at the nearest position away from the slewing center of crankshaft, namely
when the piston is set at the lowest position.
3. Stroke: It means the movement of piston from one dead center to the other dead
center for one time.
4. Stroke of Piston: It means the distance of piston movement from one dead center to
the other dead center. Usually, it is expressed as the letter “S”. During one circle of
rotation of crankshaft, the piston will reciprocate in the cylinder for 2 strokes.
5. Cylinder Capacity: It means the room formed by movement of piston from top dead
center to bottom dead center. The capacity of multi-cylinder engine is the capacity sum of
all cylinders. The engine capacity (also called displacement) indicates the capacity sum of

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all engine cylinders.
6. Capacity of Combustion Chamber: The room above piston top when the piston is
located at top dead center is called combustion chamber. The capacity of this room is
called capacity of combustion chamber.
7. Total Capacity of Cylinder: It means the room of all cylinders above piston top
(namely the capacity sum of cylinder and combustion chamber) when the piston is located
at bottom dead center.
8. Compression Ratio: It means the ratio of capacity sum of cylinders to capacity of
combustion chamber. It indicates the degree of gas compression in cylinder when the
piston is moving from bottom dead center to top dead center. At present, the prevalent
compression ratio of diesel engine is 16~21.
II. Working Cycle of Engine
The working course of engine is composed of 4 continuous
processes, namely intake stroke, compression stroke, expansion
stroke and exhaust stroke, and such a complete working course
is called as a working cycle. To make the engine run constantly,
the working cycle must be carried out repeatedly. During a
working cycle, if the crankshaft rotates for two circles and the
piston reciprocates for two times to cover four strokes, such an
engine is called four-stroke engine. While during one working
cycle, if the crankshaft rotates for one circle and the piston
reciprocates for one time to two strokes, such an engine is called
two-stroke engine. The working cycle of four-stroke engine is Fig. 1-2 Schematic Diagram of
Working Principle of Engine
shown as follows:
1. Intake Stroke: During it, the piston moves from top dead center to bottom dead center,
the capacity above the piston is increased, the pressure in cylinder becomes lower than
the atmospheric pressure and the pressed air is compressed into cylinder promptly. At the
same time, the intake valve is opened and the exhaust valve is closed. When the piston
arrives at the bottom dead center, the intake valve is closed and the air intake terminates.
2. Compression Stroke: When the piston arrives at the bottom dead center, the
crankshaft will continue rotating under the effect of inertia force of flywheel and the piston
can move upwards from bottom dead center. At the same time, the intake and exhaust
valves are closed and the air in cylinder is compressed into the combustion chamber.
When the piston arrives at the top dead center, the compression stroke completes. The air
pressure in cylinder will be about 2,800~2,600kpa.
3. Expansion Stroke: When the “compression stoke” finishes, the diesel oil is injected
into the cylinder by the injector, the compressed combustible air mixture burns
immediately, and the temperature as well as the pressure in cylinder increases sharply.
The piston is driven by the gas pressure to move downwards and make the crankshaft
rotate to carry out expansion through connecting rod. As the piston moves downwards,
the pressure and temperature of gas decrease. When the piston arrives at the bottom
dead center, the expansion stroke terminates.
4. Exhaust Stroke: During this course, the piston moves upwards from bottom dead
center, the exhaust valve is opened, and the waste gas is exhausted from cylinder under
the effect of residual pressure of itself and upward movement of piston. When the piston
arrives at the top dead center, the exhaust valve is closed and the exhaust stroke
terminates.
III. Expansion Sequence
When the crankshaft rotates for two circles, each cylinder will execute expansion for one
time. As D10 series diesel engine for heavy-duty truck has six cylinders. To secure the
stable operation of engine, the crankshaft has been specially designed and enables each
cylinder to execute expansion at different times. The expansion sequence of six-cylinder

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four-stoke engine is 1-5-3-6-2-4.

Section II Working Principle of Common Rail Engine

I. Definition of Common Rail Technology

The common rail technology refers to a fuel supply means, in which the generation course
of injection pressure and injection course are completely separated in the closed-loop
system consisting of the fuel supply pump, common rail component, and injector.
II. Features of Common Rail Electronically-controlled Fuel Injection Technology
It can not only help reach a relatively high injection pressure and achieve the control over
the injection pressure and fuel injection quantity but also enable the pilot injection and
sectional injection, which accordingly optimizes the fuel injection features, lowers the
diesel engine noise and greatly reduces the discharge of the harmful ingredients in the
exhaust gas. Its features are as follows:
1. Designed with advanced electronic control devices and high speed electromagnetic
switch valves, facilitating the control over the fuel injection course and providing many
controllable parameters, which benefit the whole course optimization of the combustion of
the diesel engine.
2. The common rail fuel supply method is applied, which brings small pressure fluctuation
of the fuel injection system, little interference between various injectors, relatively high
control precision in the injection pressure and precise control over the fuel injection
quantity.
3. The high speed electromagnetic switch valve with a high frequency can be controlled
flexibly, which enables a wide adjustable range of the injection pressure of the fuel
injection system and can also achieve the functions such as pilot injection more simply to
offer effective means to the optimization of the fuel injection law of the diesel engine,
improvement on the performance and reduction of the exhaust gas discharge.
4. The system structure can be transferred easily and is adaptable in a wide range,
especially it is able to well match with all the light, medium and heavy-duty diesel engines
nowadays, which shows a good prospect on the market.

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 Chapter II The Structure D10 Engine

Section I Structure of Common Rail Engine

The D10 Series diesel engine for heavy-duty truck can sufficiently meet the power
requirements of 91 Series truck of corresponding tonnage as well as the requirements of
other purposes such as engineering machinery. It is also featured by compact structure,
fine rigidity, reliable operation, long service life, good performance and well economical
efficiency.
The structure features of diesel engine are summarized as follows:
a. One cylinder head matches with one cylinder, which is good for reliable operation and
convenient removal.
b. The oil injection pump is set at the left side (seen from the free end of engine), which is
good for arrangement on vehicle.
c. The built-in oil cooler is applied, working safely and reliably.
d. All engines of this series are six-cylinder in-line engines, which are highly
interchangeable and convenient for complete vehicle assembly.
The engine for automobile is mainly composed of crank connecting rod mechanism,
distribution mechanism, fuel supply system, lubrication system, intake/exhaust system
and starting system.
I. Overview of Common Rail Engine
In terms of the D10 engine of Euro III manufactured by China National Heavy Duty Truck
Group Co., Ltd., with application of the most advanced design means and testing methods
in the world and supported by the huge database of RICARDO and experienced
designers, and with the help of the software such as three-dimensional finite element,
WAVE combustion analysis and CFD hydrodynamic calculation analysis and components
and parts testing equipment, the interior structures of important components and parts are
originally designed, the interior structures of the engine body and cylinder head are
improved qualitatively; on the basis of the WAVE combustion simulation, hydrodynamic
calculation and optimal supercharger match, the combustion chamber, atomization and
airflow are reasonably organized, the water flow and thermal load of the cylinder and
cylinder head are improved fundamentally, and the thermal load and mechanical load are
improved and its shockproof performance is greatly enhanced. The key components and
parts such as connecting rod, crankshaft, piston, piston ring, and bearing shell are
optimized in material selection and key structural size, and the thermal and mechanical
shock resistances are enhanced greatly, which underpins the reliability improving, noise
reducing and power promoting. The engine has a B10 service life not less than 12,000
hours, with a complete machine noise lower than 97 dB.
The application of generation 2 electronically-controlled common rail fuel injection system
and four-valve structure and its excellent combustion and air-inflation performance bring
the engine a very high dynamic behavior. With a constant engine displacement, the
maximum power of the engine can reach up to 294 kW, namely, 400 hp. The engine can
satisfy the discharge requirement of Euro IV if the common rail pressure is slightly
adjusted and necessary processing system is provided additionally while the installation
dimensions of the complete machine keep unchanged, which greatly facilitates the
matching of the main engine plants.
The structural features are summarized as follows:
New generation of electronically-controlled common rail fuel injection system of
Denso
Noise being lowered to less than 97 dB (A)

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Lowering the combustion noise: One of the reasons for selecting the common rail fuel
injection system is that the common rail system can do better in controlling the engine
noise; and the pilot injection is a very good means. The pilot injection fuel being injected
into the cylinder beforehand has adequate combustion readiness time, and the pilot
injection fuel has a very small quantity, which brings little premixed fuel gas in the
preliminary combustion. This greatly improves the generally inevitable and inherent
situation that the diesel engine has not only high preliminary combustion value and great
combustion noise. As a result, the pilot injection of the common rail fuel injection system
can obviously lower the combustion noise. In addition, the electronically-controlled
common rail system can precisely compensate the unbalance between the fuel injections
of various cylinders, which cannot be achieved by the mechanical pump and greatly
improve the shock situation of the engine as a result.
Enhancing shock absorbing behavior and reducing noise: The improved design of the
cylinder body and crankcase fully strengthens its rigidity; and through the
three-dimensional finite-element vibratory response analysis and actual testing, it
effectively reduces the vibration and noise of the cylinder body assembly, and noise
radiation. The noise reduction measures are fully weighed in designing the parts like
rocker arm bonnet.
Shock absorbing measures: The crankshaft vibration damper is redesigned through
analyzing the former torsional vibration system of the crankshaft.
JOCOBS Electronically-Controlled Brake System
The engine is provided with the exhaust type brake device of Jacobs (U.S.A), working with
the exhaust brake at the same time; when the engine speed reaches 2200r/min, a braking
power not less than 146 kW can be obtained which obviously enhances the brake power
of the vehicle and improves the vehicle security.
New generation of cold starting apparatuses
The electronic control system can automatically indicate whether the engine is in a
starting state, and automatically adjust the advance angle and fuel injection quantity in
accordance with the air and water temperature, and therefore, the cold starting
performance of the engine is obviously promoted.
The resistance air preheater can, under the control of the electronic control system,
perform the heating in advance before the engine starts, and automatically continues to
heat for some time in accordance with the engine speed after the engine runs, which not
only greatly enhance the cold starting performance of the engine but also obviously
reduce the phenomenon (inevitable for traditional diesel engines) in which the unburned
diesel gives out white smoke in case of low temperature start.
Excellent driving and controlling performance
The electronic control system can automatically adjust the fuel injection of the injection
nozzle according to the different working conditions such as engine starting, idle speed,
departure, acceleration, steady speed, neutral position, astern running, air conditioner
using, and power take off, and thus the driving and controlling performance is greatly
enhanced.
The electronic control system can, in accordance with the difference in the rotation speeds
of various cylinders in operation, automatically balance the fuel injection quantities of
various cylinders to make the rotation speeds of various cylinders in operation become
exactly the same so as to enable the engine to achieve a very steady idle speed.
CEVB Technology
As an auxiliary braking apparatus, the EVB system is an engine retarder and based on the
traditional exhaust auxiliary braking apparatus of the butterfly valve, and it can further
enhance the braking efficiency of the engine.

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 Fig. 2-1 Outside View of Common Rail Engine
II. Fundamental Structure of Common Rail Engine
1. Engine Body
Based on the wide type cylinder body of the original design of Steyr in compliance with
Euro II Emission Standard, the engine is greatly altered in order to further lower the engine
noise, and significantly improved to promote the thermal load of the engine. However, the
improvement is mainly embodied by the alteration to the casting blank, and what is related
to the machine tooling is altered little; and therefore, the cost of the cylinder body is
equivalent to that of the cylinder body in compliance with Euro II Emission Standard.

Fig. 2-2 Engine body, crankcase, and flywheel casing

Main parts: 1. Engine body 2. Crankcase 3. Flywheel casing 4. Cylinder casing 5. Cylinder head
stud 6. Rear oil seal 7. Fuel injection pump bracket 8. Thrust plate 9. Hexagon bolt 10. Main
bearing stud

The dry type cylinder casing is applied to the engine body, and it is transition fit between
the cylinder casing and the cylinder holes of the engine body. The thin-wall cylinder casing
is manufactured by abrasion-proof alloy cast iron, with a wall thickness of 2 mm; and the
testing of the cylinder casing demands the dedicated measuring unit. The internal surface
of the cylinder casing is covered by specially-made overlapping curves, and this brings
good effect on the acceleration of running-in and abrasion-proof performance.
The front end of the engine body is connected to the timing gear chamber while its rear

8
end is connected to the flywheel casing.
There is a conjunction surface for mounting the fuel injection pump bracket in the middle
of the left side of the engine body; after the said bracket is mounted, the components will
be processed, and the fuel supply pump bracket shall not be disassembled after the
components are processed so as not to make the installation precision of the fuel supply
pump be affected by the disassembly and reinstallation.
2. Crank-connecting Rod Mechanism
Crankshaft:
The crankshaft of the D10 series diesel engine is manufactured by steel die forging, with
42CrMo steel as its material. The crankshaft has 12 balancing weights, a main journal of
Ф100 mm and rod journal of Ф82 mm, and the width of each journal is 46 mm; and the
crankshaft goes through the treatment of tufftride and has a good fatigue strength and
abrasive resistance.
Crankshaft Vibration Damper:
The silicon oil damper (outside diameter, Φ280 mm) is adopted, with good reliability and
effect, and torsional-vibration amplitude is controlled within 0.2°.
Flywheel:
The SAE1 flywheel is adopted, the gear ring has 136 teeth, and the matched clutch
wearing-piece has a diameter of Φ430 mm. Be noticed that it is clearance fit between the
SAE1 flywheel and gear ring. (16-hole flywheel)
Piston:
The forced cooling type of built-in oil-cooled gallery piston is applied, the piston is
manufactured by MAHLE 142 with a higher thermal load resistance, and the small end of
connecting rod is of wedge structure, which enhances the piston strength accordingly. The
first ring groove is inset by cast iron, which is required to have a good sticking to the piston
only so as to guarantee a good adhesive strength and heat transfer effect. The piston has
two gas rings and one oil scraping ring; the first gas ring is the double ended trapezoidal
tubbish ring in the cast-iron inset ring groove, and the working surface is plated with
chromium-based ceramic, which benefits the running-in, anti-galling and antifriction effect.
The second gas ring is a surface-phosphatized complex-alloy tapered-face ring, with a
ring height of 3 mm, and the assembling clearance between the ring and ring groove is
0.08~0.115 mm. The third ring is a coil-spring-loaded alloy cast iron oil ring, with a ring
height of 4 mm, and the double-edged surface is plated with chromium, with a strong oil
scraping capability, and the clearance between the oil ring and ring groove is 0.04~0.075
mm. The piston pin hole has a diameter of Ф50 mm and the complex molded lines are
applied to the piston skirt to guarantee that the piston and the cylinder casing are well
contacted with each other, and there is a 0.02 mm-thick spray coating of graphite for the
skirt surface, which brings a good antifriction effect.
The compression height of piston is 80 mm, and the top land has a shallow ω-type
combustion chamber. The compression clearance after the piston is mounted in the
cylinder is 1 mm. The piston is cooled by engine oil via injection nozzle.
Piston Pin:
The round structure with a diameter of Ф50 mm is applied, and its internal and external
surfaces both go through the treatment of carburizing and quenching, with a case
hardness of 57~65HRC.
Connecting Rod:
It is forged by means of forging die and the connecting rod body is thickened to bear a
maximum combustion pressure of 160bar. The connecting rod is 219 mm long, its big end
is 46 mm wide, its small end is of wedge structure, and the thinnest part is about 29 mm.
The chamfer angle of the big end of the connecting rod is 45°, with application of zigzag

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positioning structure of 60°and two connecting-rod bolts of M14×1.5 for the connection,
and the screwing up of the connecting-rod bolts shall be in conformity to the requirements
of Rotation Angle Screwing Method.
The connecting-rod bolt has a performance grade of 12.9, 42CrAH being applied. The
rotation angle anti-loosening measures are applied to the connecting-rod bolts, and in
accordance with the requirements, the connecting-rod bolts are not allowed to be reused
or used beyond the limit so as to avoid fracture and collapse accidents of the machine.
The small end of the connecting rod is manufactured by steel-backed copper-aluminum
alloy, with a thickness of 2.5 mm; and its lubrication groove is T-shaped, with a big
pressure bearing surface.
The weight difference between the connecting rods in the same group in the installation is
not more than 29g.
Connecting Rod Bearing Shell:
The steel-backed unequal-thickness bearing shell with a new plating material (supplied by
Miba) is applied to the connecting rod bearing shell; the upper and lower bearing shells
use different material, the upper bearing shell is able to sustain a higher detonation
pressure, and the two shells shall not be misplaced in the assembly.
Main Bearing Shell:
The steel-backed equal-thickness bearing shell with a new plating material (supplied by
Miba) is applied to the main bearing shell and can sustain a higher detonation pressure.
The seven main bearing shells share the same width, and are all universal and
manufactured by the steel-backed tin-aluminum alloy, with a hardness of HV35~45.

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 Fig. 2-3 Main Moving Parts

1. Crankshaft 2. Crankshaft gear 3. Flat key 4, 5. Cylindrical pin 6. Flange 7. Shock absorber 8. Belt pulley 9. Hexagon bolt 10. Main bearing shell 11.
Thrust plate 12. Connecting bar 13. Connecting-rod bolt 14. Connecting rod bearing shell 15. Piston 16. Piston ring 17. Retaining ring 18. Piston pin 19.
Retaining ring 20. Bush 21. Flywheel 22. Flywheel ring gear
3. Valve Mechanism and Cylinder Head
Cylinder Head:
The special cylinder head for Euro III emission standard is applied, which is made from NiCr
pearlitic alloy cast iron. Each cylinder is provided with one cylinder head, and a double-valve
intake & exhaust and CEVB system is applied.
In order to prevent engine oil from coming into air passage through the gap of valve guide, a
sealing device is installed above the valve guide.
Each cylinder has four M16 king bolts and two M12 studs shared with adjacent cylinders. The
auxiliary nuts of studs are held down through the clamping blocks with V-shaped pressure surface.
The main bolts and auxiliary nuts are fastened by torque-angle tightening method.
Valves:
The intake valve is made from 21-4N material, with a head diameter of Ф46.2mm, and is
nitrificated completely.
The exhaust valve is made by frictional welding of two high-temperature resistance materials. The
valve surface is treated with bead welding of stellite alloy F (P37). The valve head has a diameter
of Ф40.6mm, and the valve stem is chrome plated at its surface.

Fig. 2-4 Cylinder and Valve System

1. Cylinder head 2. Fuel injector bush 3. Valve guide 4. Valve locking clamp 5. Valve spring 6. Upper seat
of valve spring 7, 8. Valve bridges 9, 10. Rocker arms of intake and exhaust valves 11, 12. Intake and
exhaust valves 13. Valve tappet 14. Valve push rod 15. Lower part of rocker arm bonnet 16. Seal ring of
upper part of rocker arm bonnet 17. Upper part of rocker arm bonnet 18. Valve rocker arm seat 19. Cup ring 20.
Camshaft 21. Hexagon socket head screw 22, 23. Valve clearance adjusting screw and nut

4. Overview of Fuel Supply System

The main components of the system are shown as follows, taking HPO fuel pump as an example.

Fig. 2-5 Common Rail Fuel Injection System

The Generation II electronic control common rail fuel injection system from DENSO Corporation
is applied, the maximum common rail pressure of which can reach 180 MPa. It can achieve 5
times of fuel injection within one second, and can adjust fuel injection quantity, times, common rail
pressure and advance angle flexibly and accurately based on rotation speed, fuel temperature,
load, water temperature, boost pressure, and the running status of engine and vehicle, so as to
achieve the best emission performance, noise level, power performance, economy, stability and
low-temperature starting performance of the engine, and the optimal maneuverability of the
vehicle. Now, D10 model is calibrated according to Euro III emission requirements, so only 140
MPa of the common rail pressure and two times of fuel injection (main injection and pre-injection)
are used. In this system, the fuel atomization is enough to meet the regulatory requirements on
particulates, while the accurate electronic control of advance angle plus pre-injection can well
meet the regulatory requirements on NOx. If the full common rail pressure (180 MPa) as well as
the pilot injection, post injection and later injection all are applied, with adjustment and
calbrication plus the post-exhaust treatment system, such a system is fully capable of meeting
Euro IV emission requirements that is to be implemented. And also, the system presents nice idle
performance, for its electronic control system can automatically balance the fuel injection quantity
of each cylinder depending on the difference of rotation speed for each cylinder in working so as
to make the rotation speed of all cylinders in working same with each other and thus achieve the
stable idle performance of engine.
The system mainly consists of fuel pump, common rail components, fuel injector assembly, ECU
control assembly and various sensors for different purposes.
1. HP0 fuel pump is applied. The lubricating oil required by the fuel pump comes from an oblique
oil hole at the left side of cylinder block, and the lubricating oil returns back to the crankcase viz
the lubricating oil pipeline.
2. In consideration of the reliability and service life of high-pressure common rail fuel injection
system, a primary filter is installed between the fuel tank and the fuel pump, which is not provided
along with the ex-factory engine while is provided by the complete vehicle assemblage plant.
3. The 670* fuel injector assembly is applied in this system. There are two kinds of QR code
identification on the fuel injector assembly, of which, one is machine-reading code and the other is
the one with 30 characters for manual reading.
For replacement of fuel injector assembly, the compensation valve QR of the new one should be
written into the ECU control assembly by personnel of an authorized service station.
(1) Fuel circuit system
The fuel pump is a “triple-cam” high-pressure plunger pump. As for the “triple-cam”, it refers to the
cam provided with three bumps for driving the fuel pumping plunger (generally, only one bump is
set on the cam). Thus, for each rotation circle of cam, three fuel pumping actions can be achieved
to enhance the fuel injection quantity by three times. In particular, during the start of diesel engine,
the increasing rate of oil pressure inside the common rail can be accelerated to facilitate the start
of diesel engine. The oil return valve is equipped on the high-pressure fuel pump and the oil return
process would be started when the pressure inside the pump body exceeds 225kPa. Fuel filter is
equipped with a limiting valve and the oil return process would be started when the fuel pressure
exceeds 319kPa. High-pressure fuel pump is composed of two plunger pumps and each pump
has a fuel-supply pressure regulating valve controlled by the ECU.
(2) Common rail system
Common rail is connected with the high-pressure oil pipe of each cylinder through the flow buffer
which is used to reduce the pressure fluctuation in the common rail and high-pressure oil pipe and
automatically cut off the oil supply to the injector when the oil flow is excessive (leakage). The
spring-type common-rail pressure controller installed at one end of the common rail would
automatically open to reduce the pressure when the common rail pressure achieves 140Mpa and
automatically close when the common rail pressure drops to 30Mpa. The fuel pressure sensor
installed on the common rail is pressure-sensitive resistance type and provides the feedback
signal of actual fuel pressure inside the common rail to the ECU.
(3) Fuel injector system
The high-pressure fuel in the common rail directly flows into the fuel return passage by which the
needle valve and electromagnetic valve at the lower part of injector control the control room at the
top of hydraulic piston which is equivalent to a ram. When the electromagnetic valve is cut off, the
combustion pressures inside the control room and the fuel chamber of needle body are equivalent.
The fuel pressure of upper part of hydraulic piston and the return spring force would get the
needle valve of injector closed, so that the injector does not spray. When the electromagnetic
valve is turned on, the fuel return passage of control room is open and the fuel pressure on the
upper part of hydraulic piston declines rapidly, so that high-pressure fuel inside the fuel chamber
of needle valve of injector to make the injector spray the fuel.
5. Lubrication System
(1) Oil pan:
The punched large-capacity oil pan has a deep flanging with the joint surface of crankshaft with a
large stiffness. The lower joint surface is pressed by 12 supporting blocks of oil pan and bolts M8,
coupled with concave oil pan flexible gasket, so the sealing performance is good, there is no oil
penetration and the noise of diesel engine is dramatically decreased. The whole series of oil pans
are basically identical.
(2) Engine oil cooler:
Plate-type oil cooler can improve oil cooling effect obviously. The structure of oil cooler has been
inspected with vibration test and can fully guarantee the safety and reliability. In order to prevent
the damage of engine due to the oil lack caused by the cooler blockage or the low oil temperature
and large viscosity during the cold-start process as well as the higher resistance of oil cooler, the
safety valve (bypass valve) of which opening pressure is 600 ± 50kPa is set in the oil circuit of
engine.
(3) Main oil passage pressure limiting valve:
The main oil passage pressure limiting valve is located at the right lower position of crankcase and
protrudes in the inner chamber of oil pan. It adjusts the gasket to ensure the opening pressure of
500 ± 50kPa. The valve has been corrected before the assembly, so the user can not change it
randomly.
(4) Engine oil filter:
The large-capacity oil filter can adapt to the more smoke of Euro III engine.
(5) Engine oil pump:
Oil pump is some kind of gear pump, and the number of teeth is 10. The thickness of single-stage
pump is 45mm. In addition to the dual-stage structure of road all-wheel drive vehicle, other vehicle
models are equipped with single-stage pump.

Oblique oil Crankshaft main bearing oil passage Auxiliary oil Cooling oil nozzle of piston
passage passage

Oblique oil

Internal chamber of
Main bearing Camshaft bearing Valve mechanism
Fuel injection

Camshaft of fuel
injection pump

passage
oipassage
pump

piston
Main oil passage Turbocharger
Connecting rod

Mid-gear
bearing

Engine oil cooler Oil pressure sensor

Bypass valve

Engine oil filter

Pressure limiting valve of

main oil passage
Pressure limiting valve of engine oil pump

Engine oil pump

Oil pan

Fig. 2-6 Lubrication System

6. Cooling System
(1) Water pump:
The water pump of D10 series of diesel engine is installed at the front of engine with the volute
casing cast as a whole above the timing gear chamber. The water out of volute casing directly
flows into the water chamber at the right side of body, and the coolant crosses over the oil cooler
and flows into the water interlayer of cylinder barrel through the passage hole at the right bottom
to cool the cylinder barrel and then flows into the water chamber of cylinder head through the
upper water hole to cool the cylinder head, and finally is discharged from the water outlet of
cylinder head into the water outlet pipe of which end is equipped with a thermostat. The
thermostat has two outlets, of which one leads to the water tank and the other leads to the inlet of
water pump (that is, the small cycle). When the coolant temperature is at 80±2℃, the thermostat
starts to open and fully open when the temperature reaches 95℃, and at this point, all of the
coolant is pumped into the body after being cooled by the radiator, but when the coolant
temperature is below 80±2℃, the thermostat would cut off above channel, so the coolant would
directly flow into the inlet of water pump to make the diesel engine warm up as soon as possible
and meet the required thermal conditions, so as to avoid the low-temperature wear and extend
diesel engine life. 120cm3 of Shell Roller Bearing Grease A shall be added into the oil chamber of
water pump and there is a need to add the grease regularly.
(2) Expansion Tank:
This part is assembled by the whole-vehicle factory, and the diesel engine is not equipped with
this part when it leaves the factory. Its role is to eliminate the steam from the low-pressure part of
cooling system so as to prevent the air resistance phenomenon and add the coolant. Pressure
inside the expansion tank shall be maintained at 50kPa and the location of expansion tank must
be 400mm higher than the diesel engine and radiator.
A variety of tank cap of cooling system shall be kept intact and closed. The cooling system to
maintain the internal pressure 50kPa will increase the cooling efficiency and prevent the boiling
phenomenon.
(3) Fan:
The circular plastic fan with 10 blades of which diameter is not less than Ф640mm is adopted.
The driving method of fan is divided into rigid drive and viscous drive (i.e., driven by silicon oil
clutch).
Viscous fan is controlled by a bimetal temperature sensing element according to the temperature,
so the energy-saving effect is obvious, and the more important is to ensure the good thermal state
of diesel engine, which is helpful to improve the engine operation and prolong the service life. The
main principle of such fan is that the driving wheel inside the clutch shell is driven by the diesel
engine, and the fan blades and the shell are connected together as a whole, and there is a certain
gap between the driving wheel and the shell, and when the gap is filled with the silicone oil of
tremendous viscosity, the driving wheel drives the shell to rotate, but when the gap is free of
silicone oil, the driving wheel would idle (in fact, it is capable of driving the fan to rotate at 25% of
nB). Bi-metal tactile rod is the valve which regulates the silicone oil to enter the work space, so
that the operation of fan is controlled under the temperature. When the front wind temperature of
fan is below 40℃, bi-metal tactile rod closes the valve of silicone oil silo, and at this time the
driving wheel basically does not pass the power and the driving wheel rotates at the 25% of nB,
and when the temperature is greater than 60℃, the valve of silicone oil silo is fully open and the
work space is filled with silicone oil, and at this time the rotation speed of fan is 95% of the speed
of driving wheel.
Attention shall be paid when using the viscous fan to that it is unallowable to lay down the fan
levelly after being removed, otherwise the silicone oil would leak from the mating clearance of
sensor shaft to lead to the failure of fan.
 Fig 2-7 Cooling water circulation of cooling system

1. Water valve 2. Heating radiator 3. Exhaust pipeline of radiator 4. Cooling water discharge pipeline of
engine 5. Water inlet pipe of heating radiator6. Water outlet pipe of heating radiator 7. Limiting valve of
expansion tank 8. Expansion tank 9. Thermostat 10. Water pump 11. Oil cooler

7. Turbocharging and Intercooling System

1) Turbocharger:
The D10 National III two-valve (common-rail) series engine uses a radial-flow exhaust-gas
turbocharger, which is provided with air bleed valve. This turbocharger can effectively improve the
vehicle performance under low or medium running speed and reduce the exhaust gas emission.
The engine oil used for lubricating and cooling turbocharger is guided out from main oil passage
of engine and directly returns to the lower part of crankcase.
The turbocharger works at a very high rotation speed that may reach 105,000r/min. So, after the
diesel engine starts up, loads shall not be added to the diesel engine unless an adequate time
(approximately 5 minutes, or slightly less in case of short shutdown) is given for the engine to idly
run. When the diesel engine runs at the high speed and under the heavy loads, it shall not be
immediately shut down. Instead, you shall gradually reduce the load and rotation speed of engine,
and make the engine idly run for 3~5 minutes. Or else, the turbocharger bearing will be damaged
and disabled. For a disassembled turbocharger, you shall add clean engine oil into its oil inlet
when reassembling it.
Fig. 2-8 Intake and Exhaust System of D10 Turbocharger
 Table 2-1 List of Special Parts for A7 Series Engine

1 气缸体 Cylinder body AZ1099010079

2 曲轴箱 Crankcase 1615000010369
3 进气管垫片 Gasket for intake pipe VG1500110024
4 进气管 Intake pipe VG1500119087
5 双头螺柱 Double-head stud Q1201030F3
6 六角螺母 Hexagonal nut Q340B10
7 波形弹性垫圈 Corrugated elastic washer Q41810
8 进气接管 Intake connecting pipe VG1095110100
9 第一、二缸排气歧管 Exhaust manifold for 1# and 2# cylinders VG15401101145
10 第三、四缸排气歧管 Exhaust manifold for 3# and 4# cylinders VG15401101146
11 第五、六缸排气歧管 Exhaust manifold for 5# and 6# cylinders VG15401101147
12 排气管密封环 Seal ring for exhaust pipe VG1540110005
13 排气管垫片 Gasket for exhaust pipe VG1560110111
14 排气管坚固螺栓 Fastening bolt for exhaust pipe VG1246110052
15 支架 Support VG1099110006
16 支架 Support VG1095110102
17 六角头螺栓 Hexagonal bolt Q150B0820
18 六角头螺栓 Hexagonal bolt VG1560110241
19 废气涡轮增压器 Exhaust-gas turbocharger VG1099110012
20 增压器垫片 Turbocharger gasket VG1540110017
21 增压器进油管 Oil inlet pipe for turbocharger VG1099110009
22 进油管法兰 Flange for oil inlet pipe VG1099110008
23 进油管垫片 Gasket for oil inlet pipe VG609E110050
24 内六角圆柱头螺钉 Inner hexagonal cylindrical-head bolt 90003862428
25 自锁垫圈 Self-locking washer VG188250083
26 增压器回油管总成 Oil return pipe assembly of turbocharger VG1099110011
27 回油管法兰垫片 Flange gasket for oil return pipe VG2600110048
28 回油管螺栓 Bolt for oil return pipe VG1460070014
29 密封圈 Seal ring VG190320035
30 夹子 Clamp VG1560110226
31 带纤维夹层橡胶软管 Rubber hose with fiber interlayer VG1540110034
32 软管卡箍 Hose clamp 90003989318
33 增压器联接弯管 Bent connecting pipe for turbocharger VG1095110101
34 增压器进气管 Intake pipe for turbocharger VG1099110003
35 前隔热罩 Front heat isolation cover VG1099110004
36 后隔热罩 Rear heat isolation cover VG1099110005
37 小垫圈 Small washer 190014320002
38 隔热罩螺栓 Bolts for heat isolation cover VG2600110963
 Section II Electronic Control System of Common-rail Engine

Engine ECU checks the status of the engine according to the signals from the sensors constantly
and then calculates the amount of fuel injection according to the engine state etc. to start the
actuator as well as keep the engine at the top condition. Injectors can be started by the charging
circuit inside the electronic drive unit (EDU) or the engine ECU. The actuator circuit is different
due to the specifications of different models. ECU also has a diagnostic function which can be
used to record the system failure.

I. Sensor
The sensors installed at the engine include: (provided by engine factory)
(1) Ne Sensor (rotation speed sensor): (installed on the flywheel shell)
Crankshaft position sensor is installed near to the crankshaft timing gear or flywheel. The sensor
unit is electromagnetic induction (MPU) type. When the engine speed pulse gear which is installed
on the crankshaft goes through the sensor part, the magnetic field of the coil inside the sensor
changes, which produces the AC voltage. Engine ECU would detect the AC voltage as the signal.
The pulse times of engine speed pulse unit depends on the specification of the vehicle installed
with the sensor.

Direct measurement on the sensor (40:41): 125 ± 17Ω (20℃)

(2) G Sensor (Cylinder detection sensor); (installed on the fuel pump)
The cylinder detection sensor of HP0 systems is installed on the fuel pump unit. The sensor unit is
magnetoresistive element (MRE) type. For the MRE sensor, when the pulse-generating device
gets through the sensor, the magnetic resistance changes and the voltage going through the
sensor also changes. The variation of enlarged voltage of the internal IC circuit is output to the
engine ECU. The pulse times of TDC pulse-generating device depends on the specification of the
vehicle installed with the sensor.

(3) Coolant Temp. Sensor: (installed on the water-out pipe)

Coolant temp. sensor is installed on the cylinder body to detect the coolant temperature. The
sensor is thermistor type.
(4) Intake Temp.Sensor; (installed on the air intake pipe)
Intake temp sensor detects the temperature of air which has gone through the turbocharger. The
sensor part for detecting the temperature contains a thermistor. The thermistor is used to detect
the intake air temperature, and its resistance value varies with temperature.

(5) Fuel Temp.Sensor; (installed on the oil-return connecting seat)

This is a thermistor type sensor and can detect the fuel temperature. In the HP0 system, the
sensor is installed in the overflow pipe of injector.
 ℃ -30 -10 0 30 50 80 100

Water temp sensor (KΩ) 25.4 9.1 5.7 1.6 0.8 0.3 0.18

Intake temp sensor (KΩ) 25.4 9.1 5.7 1.6 0.8 0.3 0.18

Fuel temp sensor (KΩ) 25.4 9.1 5.7 1.6 0.8 0.3 0.18

(6) Intake Press. Sensor; (installed on the intake pipe)

The sensor is the semiconductor type. It uses the piezoelectric effect that the change of the
pressure of silicon element inside the sensor would lead to the change of the resistance. When
the engine is idling, the intake pressure is same as the atmospheric pressure. In case of the large
power, intake pressure can reach more than 220Mpa.

(7) Rail Press. Sensor; (installed at the left side of common rail)
See the section of oil pump of fuel system for details.
(8) Oil Press. Sensor (electronic oil pressure sensor is optional)
(9) Diesel moisture alarm sensor (installed on the diesel prefilter) (optional)
The sensors installed on the vehicle include: (provided by whole-vehicle factory)
(1) Accel Pedal Sensors No.1 and 2
Accel pedal sensor converts the opening of accelerating pedal into the electronic signals, and
output it to the engine ECU. Such sensor is a non-contact type sensor. Connecting rod and
accelerator pedal are driving together, and the output terminal voltage would change according to
the rotation angle of connecting rod. In addition, since there are two sensor output systems, it will
produce a compensation output voltage.
 APP1 Opening of Accelerator 0% Opening of Accelerator 100%

(21:135) Voltage 0.75V Voltage 3.84V

Accelerating
Pedal
Opening of Accelerator 0% Opening of Accelerator 100%
APP2
Voltage 0.37V Voltage 1.92V

(2) Vehicle Speed Sensor; (installed at the output terminal of gearbox)

If the whole-vehicle factory decided to use the cruise and speed-limiting etc. functions, the signal
of speed sensor shall be input into the ECU (ECU27 pin).
The methods for inputting the speed sensor signal into the ECU include the following:
One is that a circuit of signal is directly connected to pin No.27 from the speed sensor, while the K
value of odometer of each vehicle model shall be provided to the engine factory (Pulse / km), K =
8,000 × I / (2ΠR × Y), of which: R: tyre radius; I: rear axle ratio; Y: 1st reduction ratio of gearbox
(e.g. 1.545).
The other is that a circuit of signal is connected to pin No.27 from the output terminal of speed
meter (C3 signal), and its K value is fixed, usually 4,000 /km.
(3) PTO Accel Sensor; (installed on the superstructure of engineering vehicle)
Actually, PTO refers to a kind of power take-off when the engine is idling and is composed of
power take-off switch (PTO-SW) and PTO potentiometers (AD10). During the operation, the
engine shall be at the idle state, that is, the engine shall be in the neutral gear and the clutch shall
be released. It is first necessary to close the PTO switch to get the ECU into PTO mode, and then
turn the PTO potentiometer, so ECU receives the varied voltage of potentiometer to increase the
idle speed of engine according to the calibrated MAP.
(4) Idle Speed Control Volume Sensor
The idle speed of engine can be manually regulated by manipulating control potentiometer of idle
speed volume (it is usually able to raise up 150rpm or so). Try not to adjust.
Idle speed is based on the water temperature: when the water temperature is -30℃, idle speed is
850rpm; water temperature is -20℃, the idle speed is 800rpm; water temperature is -10℃, idle
speed is 750rpm; water temperature is 0℃, idle speed is 700rpm; water temperature is 40℃
above, idle speed is 650rpm.
II. Switch
(1) Key SW;
(2) Starter SW;
(3) Exhaust Brake SW; (located at the left side of clutch pedal)
(4) Clutch SW;
(5) Brake SW;
(6) Neutral SW; (installed on the gearbox)
(7) Diag. SW;
(8) AC SW;
(9) Cruise Main SW;
(10) Cruise Set SW;
(11) Cruise Resume SW;
(12) Warm Up SW;
(13) Tractor SW;
(14) PTO SW;
(15) Engine Stop SW
(16) Reverse SW.
III. Relay
(1) Glow Relay;
(2) Main Relay;
(3) PCV Relay;
(4) Starter Relay;
(5) Exhaust brake relay;
(6) Bleeder relay1, bleeder relay2 (optional);
(7) Brake Relay (for acquiring the signal of brake indicator lamp).
IV. Actuator
PCV×2 2 pressure control electromagnetic valves of oil supply pump; (installed on the top of fuel
pump)
See the injection pump for details.
Injector×6 6 electromagnetic valves of injector; (installed at the rear of injector)
See the injector for details.
6 electromagnetic valves of bleeder brake device (optional for engine), DC24V, 0.78A/piece.
V. Indicator Lamp
(1) Exhaust Brake Lamp;
(2) Check Engine Lamp;
(3) Heater Lamp.
VI. Communications Data Connection
(1) CAN1 port is used for accessing the diagnostic tools and SOB data read-in;
(2) CAN2 port is used for the connection between the ECU sensor information and whole-vehicle
instrument;
(3) (SINK) TAC2 is the signal output of ECU rotation speed sensor.

Section III Main Parts of Fuel System

The main parts of fuel system are fuel pump, common rail components, fuel injector assembly,
ECU control assembly and various sensors.
I. Fuel Pump
Generally, the HP0 fuel pump is composed of the pressure transfer system in traditional in-line
(two-cylinder) pump, the PVC (pump control valve) controlling fuel displacement, the crankshaft
position sensor (G sensor) and the fuel inlet pump.

Appearance (Referential) Sectional Model

PCV (Pump Control Valve)

Fuel Outlet Valve Plunger

Overflow Valve

Crankshaf Position Sensor (G

Sensor)

Pulse of G Sensor Fuel Inlet Pump

Tappet
Cam × 3

The functions of parts of fuel supply pump are listed in the following table:

Part Function

It sucks the fuel from the fuel tank, and then supplies this
Overflow valve fuel to the pumping mechanism

Pump control valve (PCV) It regulates the fuel pressure in fuel pump.

Pumping mechanism It controls the fuel volume of fuel supply rail.

Cam It drives the tappet.

Tappet It transfers the reciprocating motion to the tappet.

Pumping mechanism Plunger It reciprocates to pump and compress the fuel.

Fuel outlet valve It stops the fuel sucked to fuel rail from reversely flowing.
 Crankshaft position sensor (G
sensor) It identifies cylinders of engine.

External Motor
To Pump Chamber

Suction Port Drain Port

From Fuel Tank

Internal Motor

1. Fuel Inlet Pump

The oil inlet pump (integrated in the fuel pump) sucks the fuel from the fuel tank, and then
supplies this fuel to the pump chamber via the fuel filter. There are two kinds of fuel inlet pumps,
i.e. trochoid pump and impeller pump. The functions of trochoid fuel inlet pump are specified
below. The camshaft drives the internal/external rotor of fuel inlet pump to rotate. According to the
space produced by motion of internal/external rotor, the fuel inlet pump inhales the fuel to the
suction port, and then pumps this fuel to the drain port.
2. Pump Control Valve (PCV)
The PCV regulates the pressure of fuel rail by adjusting the fuel discharge volume of fuel pump.
The fuel volume discharged to fuel rail by fuel pump is subject to the timing of electricity imposed
on PCV.
The fuel is inhaled to the fuel inlet pump from the fuel tank, and then transferred to the pumping
mechanism via the pump control valve (PCV). To regulate the pressure of fuel rail, the PCV adjust
the fuel volume sucked by pumping mechanism to the necessary discharge volume, and then
pumps the fuel to the fuel rail via the fuel outlet valve.
The working principle of PCV is shown in the following figure:
 Discharge Volume
Suction Stroke Compression Stroke

Cam Elevation

Preliminary
Open Valve Stroke
Working Principle of Close Valve
PCV

At the Time of Increased At the Time of Decreased

Discharge Volume Discharge Volume

Working Principle of Pump

Necessary Discharge Volume

Return for Pumping

From Fuel Tank

To Fuel Rail
Pumping Mechanism

Fuel Outlet Valve

Plunger

The action of PVC during each stroke is listed in the following table

Stroke Working Principle

(1) Suction During the falling stroke of plunger, the PCV opens, and the
Stroke (A) low-pressure fuel is inhaled to the plunger chamber via the PCV.

(2) Preliminary When the plunger comes into the rising stroke, the PCV is turned on
Stroke (B) but not energized. Meanwhile, the fuel inhaled via PCV, without
coming into the compression stroke (preliminary stroke), will return
through the PCV.

(3) Pumping Electric power is provided to turn off the PCV and close the fuel return
Stroke (C) passage when the timing is suitable for the discharge volume. At this
time, the pressure in plunger chamber rises. Therefore, the fuel flows
through the fuel outlet valve (reverse cutoff valve), and then is
pumped to the fuel rail. In details, after the PCV is turned off, the
elevation volume of plunger becomes the discharge volume, which
can be controlled by changing the closing timing of PVC so as to
govern the pressure of oil rail.

(4) Suction When the camshaft exceeds the maximum elevation, the plunger will
Stroke (A’) come into the falling stroke, and the pressure in plunger chamber will
reduce. At this time, the fuel outlet valve is closed, and fuel pumping
is stopped. Furthermore, the PCV will be de-energized and opened,
and the low-pressure fuel will be inhaled to the air chamber. In details,
the system will comes into the Mode A.

The execution circuit is shown in the following figure. The ignition switch turns on or off the PCV
relay to apply the electricity onto the PCV. According to the signals transmitted by each sensor,
the ECU controls the opening/closing timing of PCV, determines and ensures the target fuel
supply volume to provide the optimal fuel rail pressure.
 From PCV Relay

To Fuel Rail

PCV Relay Ignition Switch

Engine ECU

3. Pumping Mechanism
The camshaft is driven by the engine, and the cam pumps the fuel supplied by fuel inlet pump
through the driving effect of tappet on plunger. The discharge volume is controlled by the PCV.
The fuel is pumped to the cylinder from the fuel inlet pump, and then transferred to the fuel outlet
valve.

PCV (Pump Control

Valve) Fuel Outlet Valve

To Fuel Rail

Plunger

Camshaft

Cam (Triangular:
Fuel Inlet Pump Pulse of G Sensor
Six-cylinder)

4. Crankshaft Position Sensor

When the pulse producer device passes the crankshaft position sensor (TDC (G) Sensor), the
magnetic resistance will vary, and the voltage passing this sensor will also change. The change of
voltage will be amplified by the internal IC circuit and then output to the engine ECU. There is a
disk gear at the centre of camshaft for fuel pump. On this gear, a notch is made for each 60°, and
an additional notch is provided. Thus, once the engine (with six cylinders) rotates for two circles,
this gear will output seven pulses. With the engine rotation speed pulse and TDC pulse combined
beside the engine, the pulse behind the additional notch pulse can be identified as 1# cylinder.
 Cylinder Identification
Sensor (G Sensor)

G Pulse of 1# Cylinder
Standard G Pulse of 6# Cylinder
G Pulse
Identifying G Pulse of 1# Cylinder

Ne Pulse
Standard Engine Rotation Speed Pulse of 1# Cylinder Standard Engine Rotation Speed Pulse of 6# Cylinder

5. Air Bleeding of Fuel Circuit

Screw off the 10mm bolt, pump the manual fuel pump, and screw down the bolt when there is no
air at the bolt. You must remember that it is forbidden to bleed the air by screwing off the bolt for
fuel return valve (since it is very easy for the steel ball and spring in such a valve to fall off.)

Manual Fuel
Pump 10mm Bolt

Plunger Pump
Bolt for Fuel Return
Valve
Fuel Inlet
Tube of
Fuel Pump

G Sensor (Slave
NE Sensor)

Feeding Pump Drive Shaft

Cam

Note: After replacing the MANN HUMEL fuel filter, you must open the fuel inlet pipe of fuel pump
to bleed the air, and then screw off the 10mm bolt to bleed the air. Alternatively, you may fill the
prefilter with diesel oil and then conduct installation. Or else, it is very difficult to completely bleed
the air from the low-pressure fuel circuit, and this will disable the engine from starting up.
II. Common Fuel Rail
The fuel rail functions to distribute the fuel pressurized by fuel pump to the fuel injector of each
cylinder. The shape of fuel rail depends on vehicle type, and different parts are used for different
vehicle types. The parts included in fuel rail are fuel rail pressure sensor (Pc Sensor), pressure
limiter, possibly flow buffer and pressure relief valve (for some vehicle types).
Parts and their working principles are listed in the following table:

Part Function

It stores the pressurized fuel pumped from fuel pump, and then
Fuel Rail distribute the fuel to fuel injector of each cylinder.

It opens the valve to release the pressure, if the pressure in fuel rail is
Pressure Limiter abnormally high.

Fuel Rail Pressure

Sensor (Pc Sensor) It detects the pressure in fuel rail.

It lowers the fuel pressure pulse in fuel rail. If the fuel overflows, the
buffer will close the fuel passage to prevent the further fuel overflow.
Flow Buffer
Generally, such buffers are used together with engines for large
vehicles.
 Fuel Rail Flow Buffer

Fuel Rail Pressure Sensor (Pc

Pressure Limiter
Sensor)
1. Pressure Limiter
If the pressure in fuel rail becomes abnormally high, the pressure limiter will act (open); after the
pressure has fallen to the certain level, this limiter will reset (close), and the fuel released by
pressure limiter will return to the fuel tank.

Pressure Limiter

Closed
Abnormal High Pressure
Open Valve
Fuel Leakage Passage (to
Fuel Tank) in the Case of
Open Valve

Close Valve
Return

Pressure in Fuel Rail Open

The operating pressure of pressure limiter is subject to the vehicle type. The opening pressures
for valve and SINOTRUK engine are 140~230MPa and 160MPa respectively, and the minimum
pressure is 30MPa.
2. Fuel Rail Pressure Sensor
The fuel rail pressure sensor (Pc Sensor) is mounted on the fuel rail. It detects the fuel pressure
in fuel rail, and then sends the signals to the engine ECU. This sensor is a semiconducting one,
which utilizes the piezoelectric effect that the resistance changes when the pressure is imposed
on the silicon elements.
 Output Voltage — Common Rail
Pressure Characteristic
Sensor Circuit

Output Voltage
Fuel Rail Pressure

Common-rail Pressure Sensors (121 and 134): 650rpm 44MPa 1.72V

2,370rpm 103MPa 2.70V
3. Flow Buffer
The flow buffer can reduce the pressure pulse in pressurizing pipe and provide the fuel to the
injector by stable pressure. Besides, this buffer cuts off the fuel passage to prevent abnormal fuel
discharge when excessive fuel discharge (such as the fuel leakage in injection pipeline or fuel
injector) takes place.

Piston Seat

Spring

When the pressure pulse arises in the high-pressure pipe, the resistance produced by such a
pressure pulse during passing the measuring hole breaks the balance between fuel rail side and
fuel injector side, so that the piston will move to the fuel injector side to absorb the pressure pulse.
In the presence of normal pressure pulse, the fuel injection will stop as the fuel flow reduces.
When the fuel flow passing the measuring hole increases, the pressure between fuel rail and fuel
injector will gradually come into equilibrium. As a result, the piston, under the effect of spring
pressure, will be pushed back to the fuel rail side. However, if there is any abnormal flow
condition due to fuel leakage or similar causes on fuel injector side, the fuel having passed
through the measuring hole will lose balance. Therefore, the piston will be pushed to withstand
the seat, resulting in closing of fuel passage.

•Pressure Pulse Absorption Period •Fuel Cutoff Period

Piston Seat

Measuring Hole Spring

III. Fuel Injector

According to the signals given from ECU, the fuel injector injects the pressurized fuel in fuel rail
into the engine combustion chamber with the optimal injection timing, injection volume, injection
rate and injection mode. This fuel injector use the two-way valve (TWV) and measuring hole to
control the fuel injection. The TWV controls the beginning and ending of injection by means of
governing the pressure in control chamber, and the measuring hole controls the injection rate in
manner of limiting the opening speed of nozzle. The control piston opens and closes the valve by
controlling the pressure transferred from control chamber to nozzle needle. When the nozzle
needle valve opens, the nozzle will atomize the fuel and then inject it.
1. Working Principle

Fuel Rail Pressure

Sensor

Measuring Hole

Control Chamber

Fuel Rail

Control Valve

Fuel Pump
Nozzle Needle

Nozzle

To ensure the high pressure, the SINOTRUK engine is equipped with a Japanese G2 electronic
fuel injector, which has been improved in many aspects, such as pressure strength, sealing
performance and pressurized abrasion durability. Also, its operability under high speed has been
enhanced, so that more accurate injection control and multiple injections can be realized.
 To Fuel Tank Connector

High-pressure
Fuel (from Fuel
QR Code (□ 9.9mm) Rail)

ID Code

The multiple injection is applied to the high-pressure common rail technology for the purpose of
meeting Euro III Emission Standard. The multiple injection means that: the main injection is
divided into 1~5 times to reduce waste gas and noise emission, with the total injection volume
unchanged.
For Example, Five-time Injection Mode

Main Injection
Injection Volume

Piloted Injection Pre-lnjection Post-injection Subsequent

Post-injection

time

The fuel injector controls the fuel injection according to the fuel pressure in control chamber. The
TWV manages the fuel leakage in the control chamber, so as to adjust the fuel pressure in control
chamber. Different fuel injectors require different TWVs.

Stroke Working Principle

When the TWV is not energized, it cuts off the overflow passage of control
chamber, so that the fuel pressures in control chamber and that applied
onto the nozzle needle will be equal to the fuel rail pressure. When the
No Injection pressure imposed on control piston surface differs from the spring force of
nozzle, the nozzle needle will close to stop the fuel injection. The oil outlet
measuring hole will be directly closed under the effect of spring force so as
to cut off the overflow passage of control chamber.
 When the TWV is energized, it will be pulled up to open the overflow
passage of control chamber. With the overflow passage opened, the fuel
will flow out of control chamber, and the pressure will fall. Since the
pressure in control chamber falls, the pressure at nozzle needle
overcomes the downward force to push the nozzle needle upwards so as
to start the fuel injection. When the fuel overflow from the control chamber,
Injection
the fuel flow will be limited by the measuring hole and accordingly the
nozzle will gradually open. The injection rate will rise, as the nozzle opens.
With the current continuously imposed onto the TWV, the nozzle needle
will finally reach the maximum elevation and maximum injection rate. The
redundant fuel will return to the fuel tank via the passage as shown in the
figure.

When the energization ends, the TWV will fall to close the overflow
passage of control chamber. Consequently, the fuel pressure in control
Injection End
chamber will immediately become equal to the fuel rail pressure, and the
nozzle will directly close to stop the fuel injection.

Overflow
Passage To Fuel Tank

Electromagnetic Coil
Drive Current Drive Current
Drive Current

Fuel Outlet
Measuring Hole
FuelInlet Measuring Fuel Rail
Hole

Control Chamber
Control Chamber Control Chamber
Control Chamber Pressure Pressure
Control Piston Pressure

Nozzle injection Rate

Injection Rate
Injection Rate

No Injection Injection Injection End

2. Drive Circuit
A high voltage is set as executive voltage in order to improve the sensitivity of fuel injector and
quicken the magnetization of electromagnetic coil as well as the response of TWV. The charging
circuit in EDU or in ECU enhances the corresponding voltage of storage battery to 100V, which
will be imposed onto the fuel injector according to the signals given from ECU so as to drive the
fuel injector.
3. (QR) Code
The QR (Quick Response) codes are used to improve the correction precision. The QR codes
include the correction data of fuel injector, and such codes are written into the engine ECU. The
QR codes largely increase the numbers of correction points for fuel injection volume so as to
greatly improve the precision of fuel injection volume.
The QR Code is a kind of two-dimensional code developed by DENSO Corporation. These QR
codes include not only the correction data on fuel injection volume but also the part numbers and
product numbers, and these codes can be read at a very high speed.
• Correction Point for QR Code
QR Code (Example)
Pressure
Parameter
Fuel Injection Volume

ID Code
Drive Pulse Width TQ

The engine ECU identifies and corrects the fuel injector which has QR codes. Therefore, it is
required to register the ID codes of fuel injector into the engine ECU after you replace the old fuel
injector or engine ECU with a new one. See below for the replacement procedure of fuel injector
(you must register the ID code of new fuel injector into the engine ECU):
 Fuel Injector after
Replacement It is impossible for the engine ECU to identify the ID
code of new fuel injector.

It is required to register the ID codes of fuel injector into

the engine ECU
Engine ECU;

Fuel Injector on the

Side of Vehicle No ID code is stored in the engine ECU,
and the engine ECU can not identify the
fuel injector.

It is required to register the ID code of fuel injector into

the new engine ECU.
Engine ECU after
Replacement

If the engine ECU is replaced by a new one, you must register all ID codes of fuel injectors used
in the vehicle into the new engine ECU.
 Chapter III Assembling of D10 Euro III Series Diesel Engine

1. Cleaning of the Engine Body

Clean the engine body, especially clean the oil duct and water jacket with special brush, and blow
them clean with compressed air, and clean each surface. Wipe the cup plug hole with cloth. Daub
the camshaft, the cup plugs of the main and auxiliary oil duct with 271 sealing adhesive.

Knock it into the cup plug with the rapping bar, and get rid of the redundant sealing adhesive on
the surfaces. Knock reversely the cup plug of the auxiliary oil duct at the rear end face of engine
body. All the cup plugs should be flat, plain and 0.20~0.40 mm below the machining surface of
engine body. Sleeve the connecting swivel nut of the oil inlet pipe of supercharger with sealing
gasket, daub a little of thread sealant and tighten it into the screw hole of main oil duct at the rear
end face of engine body.

2. Assembling of the Cylinder Liner

Check the upper thrust port of cylinder liner bearing hole, trim the bur, wipe the cylinder liner
bearing hole and the upper thrust port etc. with cloth, and daub the cylinder liner bearing hole and
the outside wall of cylinder liner thinly with a bed of molybdenum disulfide (MoS2) power.
After putting the cylinder liner into the cylinder liner bearing hole and tuning it properly, press it
into the engine body slowly and smoothly without too much effort by hands or special tools. No
automatic falling in.

There must be no foreign

matters.

Check the cylinder liner after the pressing to make sure it is 0.05~0.10 mm above the surface of
engine body.

The cylinder liner is 0.05~0.10 mm above the

surface of engine body.

3. Reverse the cylinder body by a degree of 180o, disassemble the crankcase, knock the
positioning pin into the combination parts of oil nozzle, and fit the combination parts of oil nozzle
into the auxiliary oil duct of engine body by hollow bolt, red copper gasket or compounded gasket
and tighten it (tightening torque 40-50 N·m).

Oil nozzle

4. Daub some oil in the camshaft bores, wipe the camshafts and fit them into the engine body.
Before installing all the bearings completely, daub some cleaning oil on their journal.

Install the thrust plate of camshaft on the camshaft bearing at the front end face of engine body
with two 242-thread-glue-daubed bolts, and tighten it. The axial clearance of camshaft should be
0.102~0.305 mm. Turn the camshaft with hand to make sure there is no seizure.
5. Wipe the seven main bearing holes, install the main bearing shells, and daub some cleaning
oil on the round face inside the shells. Attention: do not install the shells mistakenly; the one
with the oil groove and oil hole is the upper one.

6. Daub some butter on the two pairs (upper and lower) of thrust plates, and install them on the
either side of the second main bearing hole respectively. Attention: the oil groove shall face
outwards. Sleeve two O-shaped rubber seal rings respectively at the ports of oil duct hole of
the second and third main bearings.
 Trim the bur out of the upper and lower joint surfaces of engine body with oil stone and wipe
it clean with cloth (degrease with 755 cleaning agent or industrial alcohol). Daub 510 surface
sealing adhesive moderately and evenly on the upper and lower joint surfaces of engine
body.

O-ring

7. Clean the crankshaft, especially the oil duct of camshaft which shall be cleaned with special
brush. Knock the six oil duct plugs in. Tap an opening around the hole with flat chisel for the
purpose of safety.

Oil duct plug

8. Install the crankshaft on the upper engine body, and daub some cleaning oil on the main
journal of crankshaft. Join the upper and the lower engine bodies together, knock the three
positioning pins in when the two parts well fit. Tap three openings evenly with chisel around
the pin holes for the purpose of safety.

定位肖
Positioning pin
9. Daub some cleaning oil on the rear end journal of crankshaft and then fit the rear oil seal.
(Take care of the lip).

10. Dip the 14 main bearing blots with oil and install them into the main bearing screw holes.
Tighten them evenly twice in turn from the center to the two ends. Tightening torque: the first
time, 80 N·m; the second time, 250 N·m. Turn the crankshaft with hand to make sure it is
flexible and without seizure. Ensure the axial clearance of crankshaft is 0.102~0.305 mm,
rotary torque≤50 N·m. Tighten the hexagonal bolts at both sides of the lower engine body.

Attention: the main bearing with a threaded-hole on the head should be installed to
the sixth main bearing at the side nearer to the high-pressure oil pump.

11. Heat the piston to the degree of 60~80℃, install the piston pin and the connecting rod.
Clamp them with the piston pin clip. Ensure that the connecting rod can sway smoothly
inside the piston; the oblique cutting port at the big end of connecting rod is backwardly
against the groove at the skirt of piston.
 The weight differences among the six connecting rod groups of piston at the same diesel
engine should not exceed 39 g. The weight grouping marks must be consistent, which marks
shall be capital English letter and carved at the side of the oblique cutting port on the big end
of connecting rod that is far away from the small end.

12. The joint at inner liner of the third oil ring is 180° off the opening of the oil ring. The inner
cutting surface of the first air ring, i.e. the one with the installation mark should be upwards.
The opening is more than 30° off the piston pin axis. The opening of the second piston ring
is 120°off the first air ring and 30°off the axis of piston pin at the other side. The opening of
the third piston ring is 60°off the first air ring and 30°off the center line of piston pin.

Install the piston ring. The joint at inner liner of the third oil ring is 180°off the opening of the
oil ring. The inner cutting surface of the first air ring, i.e. the one with the installation mark
should be upwards. The opening is more than 30°off the piston pin axis. The openings of the
third piston ring are 120°off each other. Remember: the first and second air rings shall have
their surface with the installation marks upwards (TOP).
Wipe the big end of connecting rod and the shell cover, install the connecting rod shell.

Spread some cleaning oil, wipe the cylinder liner, then daub some cleaning oil again and turn
the crankshaft to the corresponding location. Spread some cleaning oil on the connecting rod
journal of crankshaft, piston pin, piston ring, piston skirt and other friction surfaces. Install the
connecting rod group of piston into the cylinder liner with special tools.

Face the oblique cutting port at the big end of connecting rod towards the side of oil cooler,
and install the connecting rod shell cover in pairs with the same machining numbers. Do not
exchange them nor change their directions.
 The numbers must be consistent with

each other.

Dip the connecting rod bolt with oil, fit it in and tighten it twice: the first time, 120 N·m; the
second time, rotary angle 90°. The tightening torque should be in the range of 170~250 N·m
after tightening. Attention: the connecting rod bolt is only available for use once!

Check to ensure the opening gap among the big end of connecting rod of each cylinder and
the connecting rod journal are 0.15~0.35 mm. Turn the crankshaft to ensure there is no jams.

There must be backlash.

13. Daub the 4 cup plugs of tappet stem chamber with 271 sealing adhesive, knock them into the
hole of the 4 tappet stem chamber and wipe the unwanted sealing adhesive. With oil stone,
 trim and polish the two oil inlet/outlet surfaces integrated with the oil cooler core on the
engine body. Sleeve the two O-rings into the oil duct hole, fit and tighten the oil cooler core
with the M8×16 hexagon socket head cap bolt daubed with 242 thread sealant. Underlay the
oil cooler cover gasket, install the oil cooler cover. Fit the oil cooler safety valve and tighten it
(27~32 N·m).

14. Install the flywheel housing onto the engine body. Dip 13 M12×70 flywheel housing blots with
oil and tighten them twice, diagonally and evenly: the first time, 40 N·m; the second time, rotary
angle 120°. The after-tightening torque should lie in the range of 110~150 N·m.

15. Wipe the flywheel bearing hole, install the bearing retainer ring, knock the 6305 flywheel
bearing with the rapping bar from the joint surface between the flywheel and the crankshaft to
the flywheel bearing hole.
Fit the 2 M10×90 double-ended blots into the flywheel ring gear, install the flywheel ring gear
onto the flywheel, hoist the flywheel to align the positioning pin hole of flywheel with the
positioning pin of crankshaft, and then install the flywheel onto the crankshaft.

Dip the flywheel bolts with oil, and fit two ones first. Lay the technological positioning pin into
the upper hole of flywheel, and then tighten the flywheel bolts as required diagonally and
twice: the first time, 60 N·m; the second time, rotary angle 180°. The after-tightening torque
should lie in the range of 230~280 N·m.
Turn the flywheel to get the pistons of the first and the sixth cylinders at the upper dead point,
when the flywheel shall be at the zero position, i.e., it shall be the OT mark viewed downwards
from the mark inside the inspection hole of flywheel housing.

16. Clean and wipe the two front-end joint surfaces between the oil pump and the engine body.
Get the sealing gasket of oil pump daubed with butter and stick it to the right position at the front
end face of engine body. Insert the center pin of oil pump, align the position of the oil pump,
tighten the readied oil pump with bolt, and then remove the center pin. (50 N·m)
Trim and polish the rear end face of gear chamber and the front end face of engine body with oil
stone, rid the burs and wipe it clean. Knock the positioning pin of air compressor in at the rear end
face of gear chamber and spread a moderate quantity of 510 surface sealing adhesive evenly on
the two joint surfaces.

Face the marked surface of the middle idle gear outwards, install the idle gear shafts from inside
to outside, and put them into the gear chamber. Hoist the gear chamber to align, and then use 6
pieces of M10×75 bolts and 3 pieces of M10×25 bolts respectively that sleeved with spring
washer to fit the shafts onto the engine body (do not tighten them for the moment).

Install the oil pump idle gear into the gear chamber with the face protruding the high point inwards,
and knock the oil pump idle gear shaft in at the right position.
Install the baffle onto the middle gear. Pay attention to the mark and align it with the threaded hole.
Install the hexagonal-head bolt, tighten and paint-seal. Tighten symmetrically with a tightening
torque of 60±5 N·m, and turn with an angle of 90°±5°. Get the tightening torque limited in the
range of 100~125 N·m. Replace it if the value lies out of the range. The bolts may be reused for
three times.

Align the baffle with the threaded hole to install it. Daub 4 idle gear shafts with 242 thread sealant
and tighten them with a tightening torque of 90 N·m. Check the backlash of gear: the backlash
between the middle idle gear and timing gear should be 0.15~0.33 mm; the backlash between the
oil pump idle gear and timing gear should be 0.05~0.20 mm. And then tighten the 9 fastening
blots at the gear chamber diagonally and evenly.

17. Daub the cutting edge of front oil seal with butter and press it into front oil seal seat with
special tools. Install the front oil seal seat onto the gear chamber, get the bolts daubed with glue
and use the composite gasket. (Take care of the lip)
18. Knock the positioning pin into the camshaft and ensure the mark on the camshaft gear lies
between the two timing marks of the gear chamber. Move the camshaft to align the positioning pin
hole of camshaft gear with the positioning pin of camshaft. Install the camshaft gear with 4 pieces
of M8×20 and grade 10.9 camshaft gear bolts that daubed with 242 thread sealant. Tightening
torque: 32 N·m.

After installing, the right position shall be that the mark on the camshaft gear lies between the two
mark lines of the gear chamber. Check to see whether there is any backlash between the gears.

Two marks in

the gear

chamber

Mark in the

camshaft

gear

19. Installing of the Oil Injection Pump Bracket

(Tightening torque: 80 N·m.)

20. Installing of the Starter

21. Use 2 pieces of M10×25 bolts daubed with thread sealant to install the oil strainer and the
sealing gasket to the oil inlet of oil pump and tighten them. (Check carefully to see whether
there is any leakage.)

Get the thread part of the pressure limiting valve of main oil duct daubed with 242 thread
sealant, screw it into the threaded hole of the pressure limiting valve of main oil duct and
tighten it. (Tightening torque: 120 N·m)

22. Wipe the lower surface of engine body and sleeve the rubber sealing gasket onto the oil pan.
 Install the oil pan with 12 holding block and bolts and tighten them. Clean the oil drain plug
and the inside magnetic column, then fit and fasten the oil drain plug. (Tightening torque: 30
N·m)

23. Wipe the joint surface between the air compressor and the gear chamber, daub some 510
surface sealing adhesive, and turn the advance angle of engine to 11°, then install the
double-cylinder air compressor, as shown in the figure, with an angle of Euro Ⅱ67°.

Daub some 242 thread sealant on the thread of drive shaft and tighten it with the nut at a
tightening torque of 350 N·m. The gear backlash should be 0.05~0.20 mm.
24. Turn the engine body over by 180°to get its upper surface upwards. Measure to ensure the
projecting height of piston is -0.15~0.33 mm. Check the upper dead point of the first and the
sixth cylinders.

Clean the 12 tappet stems, blow them with compressed air and check to ensure it is clear inside
the oil hole. Daub some cleaning oil on the surface and then install the stems into the tappet
stem hole of the engine body.

25. Wipe the upper surfaces of engine body and piston with cloth and knock the 6 positioning pins
of the cylinder head and the 6 elastic positioning pins of the cylinder head in. Daub some 271 glue
at the short-threaded end of 21 auxiliary bolts of cylinder head and install the liner of cylinder
head.
26. Clean the cylinder head, blow it clean with compressed air, daub the molybdenum disulfide
(MoS2) lubricating grease evenly on the intake valve and exhaust valve shanks and then install
the cylinder head.

Put the bottom land of cylinder head downwards and horizontally, install the lower seat of cylinder
valve spring, the cylinder valve oil seal, the inner and outer springs and the upper seat of cylinder
valve spring in turn.
 Press the inner and outer springs down with special tools, install the valve lock between the
lower seat of cylinder valve spring and the cylinder valve spindle, and then slowly release the
spring. Check to see whether the valve lock has been installed properly.

27. Fit the 6 cylinder beds, wipe the bottom land of the assembled cylinder head subassemblies
and fit them in. Knock those not reaching the proper position with a mallet. Fit the clamping
blocks and compressing blocks into the auxiliary bolts of the cylinder head. Daub the
threaded parts of the 21 auxiliary nuts and the 24 king bolts of the cylinder head with oil and
screw them in. After that, tighten the king bolts and auxiliary nuts of the cylinder head based
on the sequence as shown in the figure:

Sequence to tighten the king bolts of cylinder head:

 Tighten all the bolts to 30 N·m;

(1) Tighten all the auxiliary nuts as sequenced in the figure to 90 N·m;

(2) Tighten all the king bolts as sequenced in the figure to 200 N·m;

(3) Turn all the auxiliary nuts as sequenced in the figure by an angle of 90°;

(4) Turn all the king bolts as sequenced in the figure by an angle of 90°;

(5) Turn all the auxiliary nuts again as sequenced in the figure by an angle of 90°;

(6) Turn all the king bolts again as sequenced in the figure by an angle of 90°.

The tightening torques of the king bolts and the auxiliary nuts are required to lie in the
range of 240~340 N·m and 120~160 N·m respectively. Removing the cylinder head or
loosening the cylinder head bolts in the thermal state are both prohibited for the sake of
preventing any deformation of cylinder head.
28. Clean the cylinder valve push rod and check to see whether the oil hole is clear. Put it into the
pull rod chamber, install the rocker arm seat, intake valve and exhaust valve rocker arms, then
adjust the clearance of the cylinder valves, and install the rocker arm housing and gasket.

29.Trim and polish the two joint surfaces between the oil filter seat and the engine body with oil
stone and wipe them, spread some 510 surface sealing adhesive evenly on them, and install the
oil filter assembly with 4 bolts daubed with 242 thread sealant and tighten them.

Put the red copper gasket of oil injector into the copper sleeve hole of oil injector horizontally,
sleeve the oil injector assembly with the oil injector seal ring and install it into the copper sleeve of
the oil injector. Install the oil injector pressure plate by tightening it with 12 hexagonal bolts at the
tightening torque of 20~25 N·m. Install the high-pressure oil pipe and the oil return pipe.
30. Install the water pump assembly, sealing gasket onto the upper water pump chamber of gear
chamber. (Be sure to clean the used sealing gasket when replacing the water pump)

Install the fixed plate of engine, tighten the fastening blot of water pump and install the water inlet
tube and gasket.

31. Install the damper and the crankshaft pulley into the crankshaft with 8 pieces of M10×70 bolts
that dipped with oil and tighten the bolts with a tightening torque of 65 N·m. Any diesel engine
application is prohibited in the event of no shock absorber available or defective shock absorber.
Otherwise it will make the timing gear get more of abrasion or even cause the fatigue fracture of
crankshaft.

32. Install the tension pulley and the fan belt, pull the fan belt with crowbar to the specified tension
force, tighten the tension pulley bolts, install the generator and its belt, and adjust the draw-in bolt
of generator to adjust the tightness of generator belt. Fasten the generator nuts and install the
starter.

Sleeve the oil-gas separator component with seal ring, daub some sealing adhesive, beat it into
the cylinder body and install the lifting eye screw, the thermostat, and the oil dipstick.

Check varieties of oil pipes, water pipes, air pipes to see whether they are installed correctly. Fill
some oil and have a try on a test stand.
 Chapter IV Disassembling and Assembling of Fuel System
Precautions in Disassembling and Assembling:
1. General Precautions in Disassembling and Assembling
(1) Make sure the negative terminal of battery is cut off before disassembly, and moreover note
that:
● The ignition switch and lighting switch must be turned off before disconnecting the negative
terminal.
● After disconnecting the negative terminal, the memories of clock, radio and diagnostic
functions will be deleted, so the content of memory should be checked in advance.
(2) Disassembling should never be done in the vicinity of naked fire. No smoking in
disassembling.
(3) Don’t place rubber or leather articles in the vicinity of diesel oil.
(4) Don’t change the fuel injection pipe and fuel injector in the cylinder, and don’t change the
combination of any assembly either.
(5) Make sure there is no fuel leakage after disassembling and assembling of fuel system.
(6) Note that the components should be free of fuel, or it could easily lead a malfunction or a fire
accident. If accidentally stained with fuel, it should be cleaned by spare cloth immediately.
(7) There should be not any dints or foreign matters on high-pressure nut base shown on the
configuration diagram on page 5, and no foreign matters is allowed in the pipeline, or it will
lead fuel leakage or serious influence on injection performance.
(8) Do tighten the fuel injection pipe, lower pressure pipe and fuel connecting pipe with the
required torque when installing them.
(9) Don’t move fuel pump with holding the prime pump, or it will lead the looseness of the prime
pump, and the fuel leakage or poor fuel suction after the fuel pump being installed on the
engine.
(10) Always operate carefully when disassembling the engine ECU, sensor and other electronic
components. Specifically:
● Don’t open the engine ECU shroud or housing. (Touching the IC terminals may cause harm
on them for static electricity)·
● Make sure the engine ECU, sensor and other electronic components are out of external
shocks. They should be replaced if inadvertently fallen off.
● Make sure the engine ECU, sensor and other electronic components are free of water when
cleaning the engine by stream.
● Don’t touch the connector terminal, or malfunctions may occur for static electricity or
deformation.
● Don’t disassemble the sensor or other components by impact wrench.
2. Precautions in Disassembling of the High Pressure Nut

(1) Fix the high pressure pipe with the brush part of a
cleaning brush, and then clean the expanded nut.

Aspirator
(2) Clean the components to be removed with an
aspirator.

(3) Keeping the high pressure pipe port and base in

contact with each other, move the nut and clean
the gap between port and base with an aspirator.
 Aspirator
(4) After removing the high pressure pipe and
cleaning the port and base with an aspirator,
wrap the high pressure pipe with a plastic bag.

3. Precautions in Assembling of High Pressure Nut

(1) Paint the thread of expanded nut with fuel

before installing the high pressure pipe.

(2) Press and fix the port and base of high

pressure pipe, tighten the expanded nut by
hand, and then tighten it according to the
required procedure and torque.
High pressure

nut
I. Operation before Disassembly
1. Turn off the Battery Power Supply
(1) There is a switch in front of battery box at the
right rear part of cab, which is the switch of the
battery power supply. power switch

(2) Turn the switch rightwards to turn off the battery

power supply.

power switch

2. Tilt the Cab

(1) Stretch your hand into the lower part of radiator
grid and pull the levers located at both sides (i.e.
Radiator grid
A shown in right figure) to open the radiator
grid.
IMPORTANT!!!!!
● Make sure there is nobody in and around the
cab before operation.
● Open the front grid before tilting the cab, or
it may impact the bumper and then be
damaged.
This part may hit each other, so it should be opened.

(2) Turn rightwards the fuel tank changeover pin on

the right rear operating panel in the cab till it
becomes in contact with the stop pin. (as shown
in the right figure)
Changeover

pin

Stop pin
(3) The fuel tank is equipped with a rocking lever.
Move the rocking lever up and down to lift up Reconfirm there is nobody around
the cab.
Warning!
Reconfirm there is nobody around the cab Rocking lever
(especially in front of the cab) before moving the
rocking lever.

(4) Keep on moving the rocking lever up and down

until the cab is lifted up completely.

(5) When the safety lever becomes completely

It must be confirmed that
vertical, the cab rises to its highest position.
the safety lever is
IMPORTANT!!!!! completely vertical.
Safety lever

● ·It must be confirmed that the safety lever

is completely vertical.

● Don’t touch the changeover pin or pull out

the rocking lever after the cab is lifted up. Pull down the

rocking lever

No operation
II. Disassembling and Assembling of the Fuel
Rail
【1】Disassembling of Fuel Rail
(1) Remove the connector of fuel rail pressure
sensor.

(2) Remove the jig of high pressure pipe.

High pressure

pipe

Jig

(3) Remove the expanded nuts (two pieces) at

the fuel rail side of high pressure pipe.
Fuel rail

High pressure

pipe

(4) Remove the expanded nut (two pieces) at the fuel High pressure pipe
pump side of high pressure pipe.

Fuel pump
Expanded nut
(5) Remove the high pressure pipe.
□Attention□
● Wrap the high pressure pipe with a plastic bag
to protect it from dust or foreign matters. It must be covered

with a plastic bag

● Wrap the fuel pump valve fixing seat with a plastic

bag to protect it from dust or foreign matters. Valve fixing seat

Fuel pump

Must be covered

with a plastic bag

Expanded nut

(6) Fix the flow buffer of fuel rail with a wrench as

Don’t hit the cylinder aside
shown in the right figure.
(7) Loosen the expanded nut completely and get
ready to remove the fuel rail from the high pressure
pipe. It needs to loosen 6 expanded nuts here.
Flow buffer
□Attention□
Fuel rail
● Make sure the tool does not hit the cylinder
aside.

(8) Remove the screw of pressure limiter; and first

remove the oil return pipe from the pressure limiter. Oil return pipe
Pressure limiter

□Attention□ Fuel rail

Screw
● No washer is allowed to be reused.
● Fix the pressure limiter and then loosen the screw as
shown in the right figure
(9) Remove the 2 fuel rail bolts, and then remove
the fuel rail body from the engine.
Fuel rail body

Fuel rail

□Attention□
● Hold the fuel rail body when moving it. Don’t
hold the fuel pressure sensor, pressure
limiter or flow buffer.
● Wrap the fuel rail with a plastic bag for
storage purpose to protect it from dust or
foreign matters.

The part that can’t be hold

2. Assembling of Fuel rail

(1) Install the fuel rail body to the engine.
Temporarily screw the fuel rail bolts.

(2) Temporarily screw the fuel tank expanded

nuts.
 Pressure limiter
Oil return pipe
(3) Install the oil return pipe to the pressure limiter.
Temporarily screw the screw.
□Attention□ Screw

New screw washer must be used here.

Fuel rail

(4) Install the high pressure pipe. Temporarily

screw the expanded nuts at the fuel rail side High pressure

and fuel pump side. pipe

□Attention□
Temporarily screw the expanded nuts. Fuel pump

(5) Screw down the high pressure pipe expanded

nuts (6 nuts at the flow buffer side) according to
the required torque.

Tightening torque: 40 N·m (407.9 kgf·cm, 29.5 ft·lbf) Don’t hit cylinder aside
High pressure

□Attention□ pipe

● The flow buffer must be fixed by a wrench as

shown in the right figure. Flow buffer

● Make sure the tool does not hit the cylinder

aside.
Fuel rail

(6) Screw down the high pressure pipe expanded

nuts (2 nuts at the fuel rail side) according to Fuel rail
the required torque.

Tightening torque: 40 N·m (407.9 kgf·cm, 29.5 ft·lbf)

High pressure pipe

 Fuel pump
(7) Screw down the high pressure pipe expanded
PVC valve fixing seat
nuts (2 nuts at the fuel pump side) according
to the required torque.

Tightening torque: 40 N·m (407.9 kgf·cm, 29.5

ft·lbf)

□Attention□
High pressure pipe

Fix and screw down the fuel pump valve fixing

seat as shown in the right figure.

(8) Install the high pressure pipe jig. High

pressure pipe

Jig

(9) Screw down the pressure limiter screw

according to the required torque. Pressure limiter
Oil return pipe
Tightening torque: 20 N·m (203.9 kgf·cm, 14.8
ft·lbf)

□Attention□

Fix the pressure limiter and then screw down

the screw as shown in the right figure.

(10) Screw down the fuel rail bolts according to

the required torque.

Tightening torque: 23 N·m (234.5 kgf·cmd, 17.0

ft·lbf)
 Fuel rail pressure sensor

(11) Connect the fuel rail pressure sensor

connector.

□Attention□

Finally, reconfirm if any expanded nut, screw or bolt

is not installed to the right position and any spare
part is missed in installation.

Reservoir tank
III. Disassembling and Assembling of Fuel
Bracket
Pump

【1】Disassembling of Fuel Pump

(1) Remove the bolts (3 pieces) used for fixing the Bolt
fluid reservoir tank assembly bracket, and move
the fluid reservoir tank to a place which doesn’t
influence operation.

□Attention□

Don’t remove any hose.

Bolt

(2) Remove the bolts (4 pieces) used for fixing the

air cleaner bracket.
Bracket

Bolt
 Harness
(3) Snip the TYRAP type cable clips (3 clips) used
for fixing the harness onto the air cleaner
bracket.

Cable clip

Hose clamp
Hose clamp
Air cleaner
(4) Loosen the hose clamps (2 pieces) on the air
cleaner intake hose and pull out the hose, then
remove the air cleaner together with its Air cleaner
bracket.
Air intake hose

Air intake hose

Cylinder head cover bolt

(5) Remove the bolts (6 pieces) on the No.1
cylinder head cover, and then remove the
cylinder head cover.

□Attention□
No.1 cylinder head cover
No rubber seal ring is allowed to be reused..

Inspection

cap

(6) Remove the timing inspection cap on the

flywheel casing. Oil pan

Flywheel casing body

(7) Put a queen-size slotted screwdriver into the Timing mark

inspection cap, and turn the flywheel to adjust

the timing mark to the position as shown in the
right figure.

(8) Confirm the opening status of No.1 cylinder

valve and then touch the rocker arms of intake and
exhaust valves. If it is in the active state (i.e. there is
a valve clearance), it means that the No. 1 cylinder
is at the compression top dead center. If it can not Rocker arm

move at all (i.e. there is no valve clearance), it

means the No.6 cylinder is at the compression top
head center; at that time, turn the flywheel by
another 360º to make the No.1 cylinder at
compression top dead center.

(9) Remove the expanded nuts (two pieces) at the

fuel rail side of high pressure pipe.

□Attention□
Fuel rail
Refer to the previous precautions for disassembling
and assembling of high pressure nut. Clean it as
you are operating.
High

pressure pipe

High pressure pipe

(10) Remove the expanded nuts (two pieces) at the

fuel pump side of high pressure pipe.

□Attention□ Fuel pump

Refer to the previous precautions for disassembling Expanded nut

and assembling of high pressure nut. Clean it as

you are operating.
 (11) Remove the high pressure pipe.

□Attention□

● Wrap the high pressure pipe with a plastic bag It must be covered
to protect it from dust or foreign matters. with plastic bag

● Wrap the fuel pump valve fixing seat with a PVC valve fixing seat

plastic bag to protect it from dust or foreign

Fuel pump
matters.

It must be covered

with plastic bag

(12) Remove the pump control valve (PVC)

connectors (2 pieces). Pump control valve (PVC)

Fuel pump

Fuel pump
(13) Remove the overflow screw used for fixing the oil
return pipe.

□Attention□
Oil return pipe

No washer is allowed to be reused.

Overflow screw
 Screw
(14) Remove the screw used for fixing the oil return
pipe at the engine side.

□Attention□ Fuel pump

No washer is allowed to be reused.

Oil return pipe

Screw

(15) Remove the oil return pipe. Overflow screw

Oil return pipe

(16) Remove the crankshaft position sensor (G

sensor) connector.
Fuel pump

Crankshaft position sensor

(G sensor) connector

Fuel pump
(17) Remove the screw of the fuel pump engine oil
hose (IN side), and then remove the engine oil
hose.

□Attention□
Engine oil
No washer is allowed to be reused.
hose(IN side)
Screw
(18) Remove the screws of the fuel pump engine Fuel pump
oil hose (OUT side), then remove the engine
oil hose.

□Attention□
Engine oil hose

No washer is allowed to be reused. (OUT side)

Screw

Fuel pump (fuel

inlet pump)
(19) Remove the screws of the fuel hose (IN side
of the fuel inlet pump), then remove the fuel
hose.

□Attention□

No washer is allowed to be reused.

Fuel hose (IN side of

fuel inlet pump)

Fuel hose (IN side of fuel

(20) Remove the screws of the fuel hose (IN side pump body)
of the fuel pump body), then remove the fuel
hose.
Fuel pump body

□Attention□ Screw

No washer is allowed to be reused.

(21) Remove the screws of the fuel hose (OUT

Fuel hose (OUT side of fuel
side of the fuel inlet pump), then remove the
fuel hose. inlet pump)

□Attention□ Screw

No washer is allowed to be reused. Fuel pump (fuel inlet pump)

 Coupling
(22) Mark on the coupling and coupling body (at
the fuel pump side) with a white mark pen.
Fuel pump

Coupling body Marking

Coupling body
(23) Remove the bolts (2 pieces) of the coupling
Bolt
body (at the fuel pump side), then detach the
coupling body.

Fuel pump

(24) Remove the bolts (4 pieces, including 2

pieces at the back as shown by the arrow in
the right figure) used for installing the fuel
pump, and then remove the fuel pump. Fuel pump

Mounting bolt

(25) Fix the fuel pump on the bench vice and fix
the coupling body with an adjustable wrench and
other tools, then remove the drive shaft cover
from the drive shaft.

Coupling body

□Attention□

Don’t fix the pump body onto the bench vice Drive shaft cover
directly.
(26) Pull out the coupling body from the fuel pump Fuel pump
Don’t knock
drive shaft with a gear puller.
Three-jaw puller

□Attention□

Don’t remove the coupling body by knocking it with

a hammer, which may lead harm on the fuel pump.

Coupling body

(27) The state of the fuel pump after being removed.

2. Assembling of Fuel Pump

(1) Install the coupling body to the fuel pump

drive shaft.

□Attention□

● Make sure there is a key on the drive shaft. Drive shaft

● The port of drive shaft should be free of dust Semicircular key Coupling body
and foreign matters.

(2) Fix the fuel pump on the bench vice and fix
the coupling body with an adjustable wrench
and other tools, then screw down the drive
shaft cover into the drive shaft.

Tightening torque: 137 N·m (1,397.0 kgf·cm, 101.1 Coupling body

ft·lbf)

□Attention□ Drive shaft cover

● Don’t install the coupling body by knocking it

with a hammer.

● Don’t fix the pump body onto the bench vice Fuel pump

Mounting bolt
 directly.

(3) Install the fuel pump to the engine, and then screw down the mounting bolt.

Tightening torque: 25 N·m (254.9 kgf·cm, 18.4 ft·lbf)

(4) Align the marks made when disassembling Coupling body

the coupling and coupling body with each
other, then screw down the bolts (2 bolts) and Bolt
Alignment
connect the coupling.

Tightening torque: 61 N·m (622.0 kgf·cm, 45.0

ft·lbf) Fuel pump

(5) Install the fuel pump engine oil hose (OUT Fuel pump
side).

Tightening torque: 27 N·m (275.3 kgf·cm, 19.9

ft·lbf)
Engine oil hose

□Attention□ (OUT side)

New screw washer must be used here.

Screw

Fuel pump
(6) Install the fuel pump engine oil hose (IN side).

Tightening torque: 10 N·m (102.0 kgf·cm, 7.4 ft·lbf)

□Attention□
Engine oil
New screw washer must be used here.
hose (IN side)
Screw

Fuel hose (OUT side of fuel inlet pump)

(7) Install the fuel hose (OUT side of fuel inlet
pump).

Screw

Fuel pump (fuel inlet pump)

Tightening torque: 17 N·m （173.4 kgf·cm, 12.5 ft·lbf）

□Attention□

New screw washer must be used here.

(8) Install the fuel hose (IN side of fuel pump Fuel hose (IN side of fuel
body).
pump body)

Tightening torque: 17 N·m (173.4 kgf·cm, 12.5

ft·lbf) Fuel pump body

□Attention□
Screw
New screw washer must be used here.

(9) Install the fuel hose (IN side of fuel inlet Fuel pump (fuel inlet
pump). pump)

Tightening torque: 17 N·m (173.4 kgf·cm, 12.5

ft·lbf)

□Attention□

New screw washer must be used here.

Fuel hose (IN side of

fuel inlet pump)

(10) Install the crankshaft position sensor (G

sensor) connector. Fuel pump

Crankshaft position sensor

(G sensor) connector

Screw

(11) Install the oil return pipe.

Tightening torque: Overflow screw

Oil return pipe

Overflow screw：18 N·m (183.6 kgf·cm, 13.3 ft·lbf)

Screw at the engine side:

18 N·m (183.6 kgf·cm, 13.3 ft·lbf)

□Attention□

New screw washer must be used here.

(12) Install the PVC connector.

Pump control valve (PVC)

Fuel pump

(13) Install the high pressure pipe, and

temporarily screw the expanded nuts at the Oil rail
fuel rail side and fuel pump side.

□Attention□ High pressure

pipe

Temporarily screw the expanded nut according to

the procedure stated in the previous precautions
for high pressure nut. Fuel pump

(14) Screw down the high pressure pipe

expanded nuts (2 pieces at the fuel rail side)
according to the required torque.
Fuel rail
Tightening torque: 40 N·m (407.9 kgf·cm, 29.5
ft·lbf)

High pressure

pipe

Fuel pump
Pump control valve(PVC)
(15) Screw down the high pressure pipe expanded
nuts (2 nuts at the fuel pump side) according to
the required torque.

High pressure pipe

Tightening torque: 40 N·m (407.9 kgf·cm, 29.5 ft·lbf)

□Attention□

Fix and screw down the fuel pump valve fixing seat as shown in the right figure.

(16) Install the high pressure pipe jig. High pressure

pipe

Jig

(17) Install the timing inspection cap.

Inspection

cap

Oil pan

Flywheel casing

(18) Install the cylinder head cover of the NO.1 Cylinder head

cylinder, and screw down the head cover bolt. cover bolt

Tightening torque: 23 N·m (234.5 kgf·cm, 17.0 ft·lbf)

□Attention□
No.1 cylinder

Replace the rubber seal ring with a new one and head cover

paint the surface with engine oil; moreover, check

the cylinder head cover for breakage in installation.

Hose clamp
Hose clamp
(19) Install the air cleaner, and connect the air Air cleaner
intake hoses (2 pieces), then screw down the
hose clamps.
Air

cleaner
Air intake hose

Air intake hose

 Bolt

(20) Screw down the bolts (4 pieces) on the air

Bracket
cleaner bracket.
Bolt

(21) Connect the harness to the air cleaner, Harness

and tie up the cable clips (3 pieces).

Cable clip

Fluid reservoir tank

Bracket

Bolt

(22) Install the reservoir tank assembly to its original

position and screw down the bolts.

□Attention□

Finally, reconfirm if any expanded nut, screw or

bolt is not installed to the right position and any spare part is missed in installation.

IV. Disassembling and Assembling of Fuel Fluid reservoir tank

Injector
Bracket
1. Disassembling of Fuel Injector
(1) Remove the bolts (3 pieces) used for fixing
the fluid reservoir tank assembly bracket,
and move the fluid reservoir tank assembly Bolt
to a place which doesn’t influence operation.
□Attention□
Don’t remove any hose.

Bolt

(2) Remove the bolts (4 pieces) used for fixing the

air cleaner bracket.
Bracket

Bolt

(3) Snip the TYRAP type cable clips (3 pieces) Harness

used for fixing the harness to the air cleaner
bracket.

Cable clip

Hose clamp
(4) Loosen the hose clamps (2 pieces) onto the air Hose clamp
cleaner intake hose, and pull out the hose, then Air cleaner
remove the air cleaner together with its bracket.

Air

cleaner
Air intake

Air intake hose

hose
 Cylinder head
(5) Remove the bolts (6 pieces) on each cylinder
cover bolt
head cover and then remove the cylinder head
cover.
□Attention□
No rubber seal ring is allowed to be reused..

(6) Remove the nuts (2 pieces) on the fuel injector,

and then remove the harness. Connecto

r
□Reference□
Fuel injector
The fuel injector should be marked in advance so that
it can be installed to its original position, although it
has no polarity.

(7) Remove the bolt (A) on the harness guide, and Harness
then loosen the bolt (B). Bolt A
guide Bolt B

Leakage pipe

(8) Move away the harness guide and remove the

screws on the leakage pipe, then remove the
leakage pipe. Screw

Harness
(9) Loosen the high pressure pipe expanded nut
completely and get ready to remove the fuel guide
rail from the high pressure pipe.
□Attention□ Removed state

● Don’t pull out the expanded nut from cylinder

Expanded nut
Fuel injector
 head.
● Refer to the previous precautions for disassembling and assembling of high pressure nut.
Clean it as you are operating.

(10) Remove the bolts on the fuel injector jig, and

Fuel injector
then remove the fuel injector jig.

Fuel injector jig

Tightening bolt

Fuel injector
(11) Remove the fuel injector.
□Attention□
No O-ring and fuel injector nozzle base is allowed
to be used.

□Attention□
● The removed fuel injector and jig should be Fuel injector Tightening bolt
placed separately by cylinder.
● Wrap the fuel injector with a plastic bag to
protect it from dust or foreign matters.

Fuel injector jig

2. Assembling of Fuel Injector
□Attention□
If the fuel injector has been replaced, the
adjustment quantity (ID code or QR code)
recorded in the fuel injector should be stored into
the engine ECU. Note that if the adjustment
quantity can not be stored into the engine ECU, it
may lead engine malfunction.

ID code QR code

(1) Install a new O-ring and a fuel injector

nozzle base to the fuel injector for
replacement purpose.
□Attention□
New O-ring
Paint it with engine
● Paint the O-ring with enough engine oil.
Don’t get the O-ring locked or broken when oil before installing

inserting it.
New fuel injector nozzle
● Don’t get the O-ring strained with foreign
matters, broken or deformed. base

(2) Put the fuel injector into the cylinder head

and install the fuel injector jig, then
temporarily screw the tightening bolt.
Fuel injector

Fuel injector jig

Tightening bolt

(3) Temporarily screw the high pressure pipe

expanded nuts to the fuel injector.
□Attention□
Refer to procedure stated in the previous Expanded nut
precautions for disassembling and assembling of
high pressure nut, and temporarily screw the
high pressure pipe expanded nuts.
Fuel injector
(4) Install the leakage pipe and temporarily screw Leakage pipe
the screw.
(5) Now confirm the installation state of fuel
injector.

Screw

Harness guide

(6) Check and make sure there are no problems in

installation, and then screw down the fuel
injector jig tightening bolt as required torque. Fuel injector

Tightening torque: 27 N·m (275.3 kgf·cm, 19.9

ft·lbf)

(7) Screw down the high pressure pipe expanded

nuts according to the required torque Expanded nut

Tightening torque: 40 N·m (407.9 kgf·cm, 29.5

ft·lbf)

(8) Screw down the leakage pipe bolt according to

the required torque. Cylinder head

cover bolt
Tightening torque: 14 N·m (142.8 kgf·cm, 10.3
ft·lbf)
(9) Install the harness guide to its original
position, screw down the bolt.
Bolt
Harness guide

(10) Fit the fuel injector harness through the

harness guide, and then install the connector
Connector
□Reference□
The fuel injector should be marked in advance so
Fuel injector
that it can be installed to its original position,
although it has no polarity.

Cylinder head
(11) Install the cylinder head cover, and then screw
cover bolt
down the head cover bolts.
Tightening torque: 23 N·m (234.5 kgf·cm, 17.0
ft·lbf)
□Attention□
Replace the rubber seal ring with a new one and
paint it with engine oil, then check for breakage
before installing the cylinder head cover.

Hose clamp
Hose clamp
Air cleaner

(12) Install the air cleaner and connect the air

intake hoses (2 pieces), then screw down the
Air
hose clamps.
cleaner
Air intake hose

Air intake hose

(13) Screw down the bolts (4 pieces) on the air Bolt

cleaner bracket.

Bracket

Bolt

Harness

(14)Connect the harness to the air cleaner bracket,

then tie up the cable clips (3 pieces).

Cable clip

Fluid reservoir tank

Bracket

(15) Install the fluid reservoir tank assembly to its

original position and screw down the bolts.

Bolt

□Attention□
Finally, reconfirm if any expanded nut, screw or bolt
is not installed to the right position and any spare
part is missed in installation.
V. Disassembling and Assembling of Engine ECU and All the Sensors

Throttle position sensor (installed on the Engine ECU (under the assistant

throttle pedal bracket) driver’s seat glove box)

Crankshaft position sensor Coolant temperature

(NE sensor) sensor

Fuel temperature sensor Air intake temperature sensor Air intake pressure sensor
(I). Disassembling and Assembling of Engine Inside the protective trim strip
ECU
□Warning! Hook

In order to avoid electric shock, check and

make sure the battery power supply is cut off
before disassembling the engine ECU.

1. Disassembling
Protective trim strip
(1) Remove the hooks (4 pieces) inside the
protective trim strip, then remove the
protective trim strip.

(2) Remove the glove box door.

Diagnosis connector

(3) Remove the bolts (6 bolts) used for fixing the

Bolt position
glove box interior trimmings, then remove
such interior trimmings.

Engine ECU

(4) Remove the engine ECU connector, and

remove the bolts used for mounting bracket,
then remove the engine ECU together with its
bracket.
(5) Remove the bolts on the bracket, then remove
the engine ECU. Bracket
Connector
2. Assembling
(1) Install the bracket to the engine ECU.
Engine ECU
(2) Install the engine ECU bracket to the car
body, then connect it with the connector.

Bracket
Connector

(3) Install the lower interior trimmings of the

glove box.

Bolt position

(4) Install the glove box door.

(5) Install the hooks into the protective trim strip,

then install the protective trim strip.
Inside the protective trim strip

Hook

Protective trim strip

(II). Throttle Position Sensor
(1) Install it onto the throttle pedal bracket.
Throttle pedal

bracket

Throttle position sensor Throttle pedal

(III) Disassembling and Assembling of Fuel

Temperature Sensor
1. Disassembling
Fuel temperature
(1) Remove the fuel injector. sensor
Connector
(2) Loosen the screws on the sensor body, then
remove the sensor.
□Attention□
No washer is allowed to be reused.
2. Assembling
(1) Install it in the reverse order with the
disassembling.
Tightening torque: 20 N·m (203.9 kgf·cm, 14.8 ft·lbf)
(IV). Disassembling and Assembling of Coolant
Temperature Sensor
Coolant
1. Disassembling
temperature
(2) Loosen the screws on the sensor body, then
sensor
remove the sensor.
□Attention□ Connector

(1) Remove the fuel injector.

No washer is allowed to be reused.
2. Assembling
(1) Install it in the reverse order with the disassembling.
Tightening torque: 29 N·m (295.7 kgf·cm, 21.4 ft·lbf)
(V). Disassembling and Assembling of Air Intake
Temperature Sensor Air intake

temperature
1. Disassembling
sensor
Connector
(1) Remove the fuel injector.
(2) Loosen the screws on the sensor body, then
 remove the sensor.
□Attention□
No washer is allowed to be reused.
2. Assembling
(1) Install it in the reverse order with the disassembling.
Tightening torque: 34 N·m (346.7 kgf·cm, 25.1 ft·lbf)

(VI). Disassembling and Assembling of Air Intake

Pressure Sensor
1. Disassembling
(1) Remove the hoses from the sensor. Air intake

pressure
(2) Remove the fuel injector. Hose
sensor
(3) Remove the mounting bolts, then remove the Connector (Inside)
sensor.
2. Assembling
(1) Install it in the reverse order with the disassembling.
Tightening torque: 5 N·m (51.0 kgf·cm, 3.7 ft·lbf)

Crankshaft position
(VII).Disassembling and Assembling of Crankshaft sensor (NE sensor)
Position Sensor
(NE Sensor)
1. Disassembling Connector

(1) Remove the fuel injector.

(2) Remove the mounting bolts, then remove the
sensor.
2. Assembling
(1) Install it in the reverse order with the disassembling.
Tightening torque: 8 N·m (81.6 kgf·cm, 5.9 ft·lbf)
VI. Operation after Disassembling and Assembling
1. Connect the Battery Power Supply
(1) Turn leftwards the battery power supply switch
(as shown in the right figure) to connect the
battery power supply.

Switch

Prime pump

Exhaust valve
2. Air Bleeding in Fuel System
(1) Loosen the exhaust valve, move the prime
pump of fuel pump until the fuel flows out of the
exhaust valve.
(2) After fuel is pumped out, close the exhaust
valve.
(3) Screw down the prime pump to its original
position. Prime pump

□Reference□
 If needed, the fuel prefilter should be replaced
before air bleeding for fuel pump by transferring
the fuel into the fuel pump through the prime Fuel
Main fuel
pump above the fuel prefilter. prefilter
filter
 don’t stop pumping before the fuel flowing out
from the fuel pump intake port.

(4) Start the engine repeatedly before it is started.

□Attention□
In order to ensure that no load is applied on the starter and the battery, the continuous
starting should be limited within 30 seconds, and restarting should begin after 20
seconds.
3. Check for Fuel Leakage
(1) Make sure there is no leakage in the fuel system after starting the engine.
4. Pull down the cab
(1) Turn rightwards the fuel tank changeover pin
on the operating panel at right rear part of cab
till it becomes in contact with the stop pin. (as
shown in the right figure)
□Danger!!!
Changeover pin
Make sure there is nobody around the cab
before moving the rocking lever.
Stop pin

Make sure there is nobody around the cab before

(2) The fuel tank is equipped with a rocking lever. moving the rocking lever.
Move the rocking lever up and down to lower
down the cab.
Rocking lever
□Warning□
Reconfirm there is nobody around the cab
before moving the rocking lever.
(3) Close the radiator grid.
 Chapter V Troubleshooting of D10 Engine

The cause of diesel engine malfunction is various. One cause can make the diesel engine show
various abnormal phenomena. Besides, one malfunction phenomenon may result from various
causes. Usually, the methods of watching, hearing, touching, smelling, etc. are used for check
and judgment of malfunctions, and they are executed from simple to complex as well as from
outside to inside. When doing troubleshooting, judge the property of the malfunction and
comprehensively analyze each phenomenon based on the features of the malfunction to find their
interrelations. Finally, find the real causes of the malfunction by checking from easy phenomenon
to difficult phenomenon and tracking down by following clues. And then suit the remedy to the
case and solve them by classification. For the causes of the malfunction that cannot be found
immediately, run the diesel engine in low speed to observe and analyze the malfunction to find
the causes on the premise that serious accidents may not happen. Do not remove blindly and
replace without consideration, which may result in complication of the problem.

We will describe some typical malfunctions together with common causes of the malfunction and
troubleshooting methods in the following text.
 Section I Failure of Starting

I. Fuel System
1. Malfunction phenomenon: Failure of starting, no response of the starter.

Cause: It is caused by too low environment temperature and dense engine oil viscosity, which
lead to the increase of resistance and reduction of rotation speed. Draw out the engine oil rule
and feel the engine oil viscosity with hands.

Troubleshooting: Bake the oil sump with fire. Increasing oil warm-up unit will be better.

2. Malfunction phenomenon: Failure of starting, normal operation of the starter, but no oil
in the high-pressure oil circuit.

Cause: Wrong diesel grade. Opening the diesel tank, you can find that the diesel surface is frozen
or with thick wax.

Troubleshooting: Replace it with low temperature diesel, clearly remove the wax in the oil circuit.

3. Malfunction phenomenon: Failure of starting, normal operation of the starter, oil out of
the high-pressure oil circuit and nearly to start.

Cause: There is air in the low-pressure fuel system.

Troubleshooting: Loosen the bolt on the oil return pipe of injection pump, press hand oil pump to
drain out air in the oil circuit and oil pump body. When there is no air bubble coming out of the
overflow diesel, the air is completely removed.
4. Malfunction phenomenon: Failure of starting, normal operation of starter, small quantity
of oil out of high-pressure oil circuit, without smoothness.

Cause: The diesel cleaner is blocked. Clean or replace the cleaner core;

Troubleshooting: Clean or replace diesel cleaner.

5. Malfunction phenomenon: Failure of starting, normal operation of starter, oil exists in

high-pressure oil circuit, and black smoke exists in exhaust pipe.

Cause: Seriously bad atomization of oil ejector. Make experiment on the experimental bench.

Troubleshooting: Clean or replace diesel injector.

6. Malfunction phenomenon: Failure of starting, normal operation of the starter, oil out of
the high-pressure oil circuit and nearly to start.

Cause: Insufficient starting oil quantity of injection pump. Make test on the bench.

Troubleshooting: Check it on the test bench and adjust the injection pump assembly, adjust
starting oil quantity. Or replace oil pump.

7. Malfunction phenomenon: Operation of the starter, low pressure of actual oil rail.

Cause: The air in the oil intake pipe is not completely removed. Especially for the new vehicle,
there is no diesel in it through rough filtration when the engine leaves the factory;

Troubleshooting: Use the method of direct connection to determine the place with air, and drain
out air.

8. Malfunction phenomenon: Normal operation of the starter, actual oil rail pressure lower
than the object pressure, delivering oil by hand oil pump, without smooth oil outlet.

Cause: The oil intake of diesel is not smooth, such as deflection of oil intake pipe and blocking of
oil tank screen.

Troubleshooting: Connect another oil pipe to the oil pump through direct connection and then
detect it.

9. Malfunction phenomenon: Normal starter, no oil rail pressure and no malfunction for
hand oil pump when delivering oil.

Cause: The PCV voltage is normal, fuel pumps PCV1 and PCV2 are not connected well and the
contact is bad, which lead to insufficient oil supply in a short time; or PCV solenoid valve of the oil
pump is damaged.

Troubleshooting: Replace oil pump or clean the joints with cleaning agent and then dry it. (if it is
possible, try it with the method of changing the oil pump)

10. Malfunction phenomenon: Normal starter, actual oil rail pressure higher than the object
pressure, with the close timing of 180.

Cause: The voltage of common rail sensor is about 4.6V, but it is not up to the alarm value of
4.88V. Because high rail pressure is tested by ECU, the fuel pump will not add oil supply quantity
to the common rail, which lead to the non-starting of the starter.

Troubleshooting: Pull out the rail pressure sensor, if it can start, it must be the damage of sensor,
just replace the oil rail; if it cannot start, it is probably the ECU program problem or harness
problem. Rewrite ECU program.

11. Malfunction phenomenon: Operation of the starter, but oil rail pressure is less than the
object pressure.

Cause: The oil ejectors of more than 2 cylinders leak oil, which lead to failure of the establishment
of rail pressure.

Troubleshooting: Check whether the head of the oil ejector is wet. If the starter is wet, the oil
injector is ineffective. Replace the oil injector.
II. Circuit Problems

1. Malfunction phenomenon: Failure of starting, with clatter sound when starting.

Cause: It may be caused by insufficient electricity of battery or looseness of joints, which lead to
incapacity of the starter and low rotation speed of diesel engine. Finally, the diesel engine cannot
start. Measure the positive and negative voltage of the battery with universal meter.

Troubleshooting: Charge the battery or fasten the joints.

2. Malfunction phenomenon: Failure of starting, no response when the starter is applied.

Cause: It may be caused by the damage of starter. Remove the starter and connect it to a new
battery, check whether it starts.

Troubleshooting: Do the replacement.

3. Malfunction phenomenon: Failure of starting, stopping running of the normal starter.

Cause: There are problems for the circuit in front of the starter, which are starter relay, main
engine relay, ECU, including harness short circuit and fuse in return. Test them with universal
meter.

Troubleshooting: Do the replacement.

Fuse and relay, their descriptions are in the instructions on the cover.
4. Malfunction phenomenon: Failure of starting, running of the starter, but without rail
pressure.
Cause: There are problems for the circuit in front of the PCV valve of oil pump, such as PCV relay,
fuse and diode.
Troubleshooting: Do the replacement.

5. Malfunction phenomenon: Failure of starting, operation of the starter, with normal oil rail
pressure and advance angle. No malfunctions for NE and G sensor phase.

Cause: Open-circuit between the oil ejector and ECU.

Troubleshooting: Check the circuit.

6. Malfunction phenomenon: Failure of starting, normal operation of the starter, with
normal oil rail pressure and advance angle. No problems for NE and G sensor phase,
normal oil ejector harness.

Cause: Malfunction from the shutdown switch of the engine.

Troubleshooting: Check the harness.

7. Malfunction phenomenon: Failure of starting, no response when the starter is applied.

Cause: Except for the causes from starter itself and the relay, it is caused by poor contact of key
switch. Measure it by directly connecting the battery to the relay.

Troubleshooting: Do the replacement.

III. Advance Angle

1. Malfunction phenomenon: Operation of starter, with normal oil rail pressure. Normal
circuit seems starting, with black smoke.

Cause: Running-off of mark for the coupling.

Troubleshooting: Turn the flywheel to align the mark.

2. Malfunction phenomenon: Operation of starter, with normal oil rail pressure. Normal
circuit seems starting.

Cause: The phases of NE and G sensor are wrong.

Troubleshooting: Realign the mark

3. Malfunction phenomenon: Starting by pulling out NE sensor, non-starting by inserting it.

Cause: Water leakage in the NE sensor.

Troubleshooting: Dry NE sensor with dryer, or replace it.

4. Malfunction phenomenon: Failure of starting after washing the vehicle, succeed in

starting after pulling out G sensor

Cause: Water leakage in G sensor.

Troubleshooting: Dry G sensor with dryer, or replace oil pump.

Ⅳ. Exhaust Butterfly Valves
1. Malfunction phenomenon: Failure of starting, normal operation of the starter, oil out of
the high-pressure oil circuit and nearly to start.

Cause: Exhaust butterfly valve is not closed normally, which lead to non-operation of oil cut-off
cylinder with throttle cable.

Troubleshooting: Do the replacement.

 Section II Abnormal Sound from Engine

I. Abnormal Sound from Connecting Rod Bearing Shell

When using main bearing shell and connecting rod bearing shell of D10 series diesel engine,
problems won’t occur if engine oil grade is correct, maintenance is regular and the operation is
proper. However, abnormal sound from connecting rod bearing shell also may be caused by
improper use and maintenance.

Malfunction phenomenon:

(1) When the engine accelerates suddenly, there is clear and continuous knock sound, and the
sound is clear, short and strong, it is stronger as the speeding up of the rotation speed of the
engine and the increase of the load;

(2) The sound hardly changes when the temperature of the engine changes;

(3) When the engine is running in idle and medium speed, the “cling-clang” sound can be heard;

(4) When doing oil cut-off test, the sound obviously decreases.

Cause:

(1) Poor lubrication. The matching clearance between the journal and bearing shell does not
conform to the standard. The engine oil grade is wrong. Common diesel engine oil is added,
which results in poor lubrication and faster wear of bearing shell, so as to burn the bearing shell.
Besides, large quantity of leakage of the engine oil from the pipeline leads to the burning of the
bearing shell.

(2) Wear of the inner hole of connecting rod big end, running-off of bearing shell, blocking of oil
hole, elliptical journal, bad connection of the bearing shell and journal.

(3) Quality or installation problems of the bearing shell lead to its deformation, which cause the
falling-off of alloy and the burning of the bearing shell.

Judgment of malfunction and troubleshooting:

(1) Oil cut-off test from one cylinder to another. When shaking throttle from idle speed to medium
speed, the sound increases as the speeding up of the rotation speed of the engine. When
shaking throttle slightly, “cling-clang” sound can be heard, and the sound is clear at the moment
of oil filling, while it decreases as the cut-off of the oil. At the moment of recovering oil supply, the
sound increases. It can be judged that it is the sound from connecting rod bearing shell when
hearing the above mentioned sound;

(2) When taking off the cover on the oil filling opening, strong “clang” sound can be heard.

(3) When the vehicle is running, and increasing throttling or shifting low speed gear to high speed
gear, “clang” sound can be heard from the engine.

Note: The above three situations show that the malfunction of burning of bearing shell, but the
crankshaft is not locked and it can rotate. If “chirp” sound is heard when the vehicle is running, the
bearing shell is burning-out because of shortage of lubrication, and the vehicle must be stopped
at once. Otherwise, if the crankshaft is locked, the repair will be more difficult and the cost will be
more expensive.

II. Abnormal Sound from Main Bearing Shell

The abnormal sound from D10 diesel engine occasionally is mainly judged by hearing the sound.

Malfunction phenomenon:

(1) When the engine speeds up suddenly, there is obviously heavy sound, and the engine body
shakes;

(2) The sound is stronger as the speeding up of the rotation speed of the engine and the increase
of the load. It is independent of the changing of the engine temperature;

(3) For the oil cut-off test, there is almost no change when cutting off oil in single cylinder, while
cutting off oil in the next two cylinders at the same time, the sound obviously decreases;

(4) The oil pressure of the engine obviously decreases.

Cause:

(1) The matching clearance between the main bearing shell and main journal is loosening
because of the wear of bearing shell;

(2) Poor lubrication;

(3) Large axial clearance of crankshaft, deformation of crankshaft, etc.

(4) Viewing from several damage examples of bearing shell of the engine, the burning of bearing
shell of the engine is mainly caused by wrong operation, including:

Wrong engine oil grade or running off of large quantity oil because of breakage of oil cleaner; the
burning of bearing shell because of the decrease of engine oil viscosity caused by long time
over-load operation which results in high oil temperature. In a word, the burning of bearing shell
hardly happens with proper use, maintenance and curing.

Judgment of malfunction and troubleshooting:

(1) When the engine runs in medium speed, shake throttle with hands and increase throttle test
again and again, the sound is heavy and stifling, and it increases as the increase of the rotation
speed of the engine; when filling oil by shaking throttle, the sound is clear and the engine is
shaking. These are the sound from main bearing shell of the crankshaft.

(2) The sound is clear when the engine runs in medium speed or idle speed, the engine body
shakes when running in high speed and the pressure of engine oil decreases obviously, which
show the malfunction of looseness of main bearing shell, falling-off and burning of alloy.

(3) When taking off the cover on the oil filling opening, there is no change when cutting off oil in
single cylinder, while cutting off oil in the next two cylinders, the sound decreases or disappears.

(4) Hearing the sound with sound probe, the sound from both sides of the block is fairly strong.

(5) When stepping the clutch pedal, the sound decreases or disappears. It is caused by
excessive axial clearance of the crankshaft.

Note: If there is sound from main bearing shell of the crankshaft, it must be repaired in time. If it
runs continuously, it will cause more serious malfunction, which can lead to more loss.

III. Abnormal Sound from Piston Pin

The D10 series engines have abnormal sound from piston pin when using. If abnormal sound
from the piston pin is serious, the piston pin bush may be damaged, which may increase the wear
of connecting rod bearing shell and connecting rod journal of the crankshaft. When the wear
comes up to the maximum, the piston pin or the top of the connecting rod may be broken, so as to
break the block. Therefore, this situation cannot be ignored.

Malfunction phenomenon:

The abnormal sound is from the top of the cylinder, and the sound likes collision sound of two
steel balls.
Generally, the sound doesn’t change after the temperature of the engine increases, the sound
from some engines even stronger. This is the main difference from the abnormal sound of piston
knock.

Cause:

(1) Excessive wear of piston pin and connecting rod bush, and serious looseness of matching. It
is mainly caused by poor lubrication. Because there are no oil holes on the connecting rod of D10
series engines, the lubrication of piston pin and bush depends on upward oil ejection of
lubricating nozzle through oil collecting groove of small end of connecting rod. Low pressure of
engine oil and improper ejection may cause improper lubrication of piston pin and connecting rod
bush. Besides, improper ejection may cause worse cooling of the piston and more serious wear
of piston pin and connecting rod bush. Deterioration or weakening of the engine oil may cause
more serious wear as well. Therefore, pay more attention to the quality of engine oil, and replace
oil or oil cleaner in periods. Check the oil level and the quality of oil before each dispatching.

(2) The connecting rod bush under repair, inaccurate size location and improper matching
between bush and connecting rod may also cause abnormal sound from piston pin. If it is under
repair, the installation must conform to the standard, and the connecting rod bush should be
pushed down under a certain pressure.

Judgment of malfunction:

(1) Make oil cut-off test from one cylinder to another. After cutting off the oil, the sound obviously
decreases or disappears. After recovering oil supply, the sound is louder. If the malfunction
develops to a certain degree, continuous and coherent double sound will appear. After cutting off
the oil, the sound not only decreases or disappears, but also becomes louder.

(2) Make throttle shaking test. When quickly shaking throttle, the abnormal sound is clear, and the
sound cycle changes as the variation of rotation speed of the engine.

Troubleshooting:

If the abnormal sound from piston pin is slight, it can run continuously; but if there is condition to
repair it, it will be better to replace it.

If the abnormal sound form piston pin is serious (the sound is very clear when running in high
speed and normal temperature), replace it at once.

The replacement of piston pin and connecting rod bush must be strictly in accordance with the
standard, and the clearance matching must be correct.

IV. Abnormal Sound from Camshaft

When repairing D10 series engine, improper assembling of camshaft may cause abnormal sound
from camshaft.
Malfunction phenomenon:

When running in low speed, there is rhythm “rattling” sound from the engine. The sound is clearer
when the engine runs in medium speed, while it disappears in high speed.

When making single cylinder oil cut-off test, the sound does not change.

If abnormal sound comes from camshaft, hear the sound with sound probe outside the block and
it is clear. When cutting off oil in single cylinder, the sound hardly changes.

Cause:

(1) When repairing the engine, the camshaft is not hung after being drawn out, and it is
horizontally placed or pressed by other weights, which causes the bending or distortion of the
camshaft. If bending or distortion is found, cold pressure correction must be done. Replace it if
the distortion is serious.

(2) Big and loose matching clearance between camshaft journal and bush. This is caused by
inaccurate measurement of camshaft journal when repairing. Draw out the camshaft to measure
again and match a new bush. Replace it if it is seriously worn.

(3) When replacing camshaft bush, poor quality of the bush, inaccurate processing precision,
improper and loose matching may lead to abnormal sound from camshaft. Select and match
another camshaft bush.

(4) Purchase qualified camshaft, and carefully check it when purchasing.

V. Abnormal Sound from Timing Gears

When abnormal sound from timing gears appears, wrong judgment and lingering repair may
cause the damage of a complete set of gear system of the engine.

Malfunction phenomenon:

(1) Clear gear meshing sound appears, and the sound is even. When the rotation speed of the
engine changes, serious “cackle” sound appears and it is the striking sound. This abnormal
sound is caused by out-of-tolerance of meshing clearance of the gear. Normal meshing clearance
of the gear for D10 series engine is 0.04~0.30mm. If the clearance is over the range, abnormal
sound will probably occur. In addition, when meshing the gear, check the reasons as soon as
possible after hearing the sound. The seriously worn gears must be replaced. And the gears to be
replaced had better be the one that can be meshed and driven with others.

(2) Clear meshing sound exists in the gear pair of the engine, and with rhythmed clash. The clash
becomes louder as the increase of rotation speed of engine. This phenomenon shows that the
gear meshing does not match. The engine gear from the same manufacturer is recommended.

(3) Appearance of long time “hoot” sound means that the meshing is too tight when the gear pair
is running, and it is also caused by using unqualified gears or gears from different manufacturer.

(4) If rhythm “clatter” sound appears in the gear chamber when the engine is running and the
sound is louder as the increase of the rotation speed, it must be the damage of timing mid-gear
bearing 6206C3. The machine must be stopped and repaired. Using common 206 bearing for
replacement is forbidden.

(5) Because of the damage of drive shaft bearing 6306C3 of injection pump and NU206BC3
bearings, the abnormal sound can also be sent out from gear chamber. This abnormal sound is
caused by the damage of bearing and the change of meshing clearance between drive gear of
injection pump and timing mid-gear, and sounds like “clatter”. The machine must be stopped and
repaired immediately to prevent the accident from expansion when encountering this situation.

Cause:

(1) The gear system of the engine is completely lubricated through splashing. If the speed is
accelerated immediately after starting the engine, the lubrication of gear system and bearing will
be insufficient. After a long time, they will be damaged because of wear. In particular, accelerating
after starting may cause dry wear of the bearing, so that the bearing can be easily damaged. The
correct operation method is that the engine runs by the driving of the starter in idle speed for
several circles to make the oil pressure arise, but the engine should not be started. Restart it after
stopping 3~5 minutes. After the engine starts, run about 5 minutes in idle speed, and then
accelerate it slowly.

(2) After repairing the engine, especially for the grinding of camshaft and crankshaft, the distance
between the central lines of camshaft and crankshaft has changed, which can easily cause the
change of meshing clearance, so as to damage the gear.

(3) Improper replacement method of crankshaft gear. For example, baking with oxyacetylene and
excessive heat leads to distortion as well as the distortion of ring flange, which cause the
displacement of crankshaft gear installation and improper meshing, so as to damage the gear.

(4) The looseness of fixing bolt of timing mid-gear bearing leads to the change of meshing
clearance and damage of bearing and gear.

(5) Abnormal sound may appear due to improper meshing because of excessive running-out of
gear journal end surface when installing the gear caused by the burning of bearing shell of engine
and camshaft and deviation of grinding process.

Judgment of malfunction and troubleshooting:

VI. Abnormal Sound from Damaged Mid-gear Bearing

Malfunction phenomenon:
Abnormal sound from damaged mid-gear bearing

Cause:

Abnormal sound from timing gear chamber and the damage of mid-gear are mostly caused by the
damage of mid-gear 6206C3 bearing and duplex bearing. Therefore, replacing the damaged
bearing as soon as possible can avoid serious accidents such as collision of teeth, collision with
cylinder head for the admission gear and piston motion.

Sound and symptom from damaged mid-gear bearing: The noise from gear chamber is harsh,
with disorder sound and “click” sound caused by the collision of gears, and black smoke comes
out of the engine, the engine is incapacity and there is clash from valve.

Malfunction diagnosis and troubleshooting:

(1) Sound method: The sound is clear when hearing it in front of cab and at the place of front tyre.
When opening the front cover, screwing off the cover of oil filing opening, changing the rotation
speed of the engine, the clash from mid-gear bearing is clearer in idle speed.

(2) Oil check method: Fill the oil box with the engine oil, check whether there are bright and hard
pieces (usually called bearing skin, it is chromium coating) or fragment from bearing bracket on
the oil drain plug (Note: pay attention to these things when daily replacing engine oil).

(3) Direct check method by disassembly and inspection: Open the aluminum cover plate of the
camshaft, turn the first cylinder to explosion upper dead point after the compression, remove the
camshaft gear and move mid-gear by screwdriver to check: if the gear can be moved from up to
down, it can be determined that the mid-gear is damaged.

(4) Normal sound is smooth, with slight “clatter, clatter” similar to water flowing sound, gentle and
steady, without harsh feeling. Small vibration from the engine,

(5) The looseness of M16 bolt of fastening middle shaft or breakage of middle shaft, and round
less of 40mm hole, out-of-tolerance of running-out and breakage of teeth of the gear can cause
clash, the clash for the above situations is only different from degrees. Therefore, it is more
correct and reliable to use method ① together with ② or ③ at the same time.

(6) Drivers or repairmen should know more about the normal running sound of the engine and its
vibration degree when running in normal after receiving a new vehicle. Thus, once abnormal
sound is sent out from the engine, it can be judged by sense, so that the vehicle can be checked
as early as possible and the malfunction and hidden trouble can be treated to prevent the collision
of teeth and the collision between the valve and piston.

VII. Incapacity, shaking and unstable operation of the engine, abnormal sound from
exhaust pipe

Malfunction phenomenon:

Incapacity, shaking and unstable operation of the engine, abnormal sound from exhaust pipe.

Cause:

Malfunction of injection pump and fuel supply system.

Troubleshooting:

If such situation occurs, turn the cab to the specified position, place the throttle in the position of
idle speed, touch high pressure fuel pipe with hand and test from one cylinder to another. If there
is no “pulsant” feeling for the high pressure fuel pipe of one cylinder, the plunger piston of
injection pump corresponding to this cylinder has problem and it does not supply oil. Loosen the
high pressure fuel pipe joints, check the fuel injection situation and hear the sound of the
operating engine. If the fuel injection quantity is less or without fuel injection, the operation
situation will hardly change after loosening the high pressure fuel pipe of the cylinder, which
shows no fuel supply pressure and no fuel supply in the fuel ejector of this cylinder.

VIII. Deflagration Sound from the Engine in Operation

Deflagration sound is sent out suddenly from D10 series engine when it is in operation. After the
malfunction appears, most drivers think that serious accident has happened and they will stop the
vehicle to repair.

Malfunction phenomenon:

The sound similar to the knock of metal,

The increase of rotation speed of the engine and the sound,

When the engine accelerates with no-load, the sound is clear and similar to the knock of steel
ball,

If these malfunctions appear, the sound decreases by reducing oil injection advance angle,

Cause:

Excessive oil supply advance angle. Because of the looseness of fixing bolt of coupling of
injection pump, the advance angle is excessive. It is recommended to correct and adjust the oil
supply advance angle when performing secondary maintenance.

Poor quality of fuel. Currently, there are too many gas stations, and the quality of fuel in some of
them is very poor.

Deflagration caused by high temperature of the engine because of long-term operation in high
speed and high temperature.

Deflagration caused by heavily accumulated carbon in the combustion chamber due to long-term
burning of fuel with poor quality.

The malfunction for deflagration is not serious. It can be avoided by adjusting fuel supply advance
angle in time and using fuel conforms to the national standard.

IX. Abnormal Sound from Valve

Cause:

1. Improper valve clearance. Excessive clearance may cause “rattling” sound and smaller
clearance may cause leakage sound. There is white smoke when discharging air. Readjust the
valve clearance to specified value
2. Breakage of valve spring. Spring grating can be heard when running in low speed, and
intermittent abnormal sound can be heard from air intake when running in high speed;

Wrong distribution timing and collision of piston and valve and valve breakage. It is more serious
when running in high speed, and there is obvious vibration on the cylinder head.

3. Breakage of valve

X. Abnormal Sound from Supercharger

Surging of supercharger compressor, block of air intake, unstable operation of diesel engine,
reduction of power, with black smoke when discharging air.
XI. There is air leakage sound when striking on cylinder liner. White smoke comes out of
the push pole hole of the cylinder that strikes when the above situation is serious;

XII. There are foreign matters in the cylinder, which cause clear clash;

XIII. Premature wear of cylinder sleeve or scoring of cylinder, with clear striking sound and
oil burning;
 Section III Premature Abrasion
Premature abrasion of cylinder sleeve in the operation of diesel engine, abrasion rate exceeding
the accepted standard, leads to the phenomenon of blow-by and oil blow-by, which seriously
reduces power and economical performance of diesel engine. The main causes are the
breakdown of air cleaner and bad sealing of inlet system which bring about entering of dust and
sand to cause abrasion.
Malfunction phenomenon: Premature abrasion of cylinder sleeve in operation of diesel engine,
the abrasion rate exceeding the accepted standard, leads to phenomenon of blow-by and oil
blow-by.
Cause I: Breaking of connecting rubber hose between air cleaner and inlet tube leading to loose
binding of both ends and inappropriate sealing and breaking of air cleaner core leading to
inappropriate sealing between core and shell brings about impure inlet causing abnormal
abrasion of cylinder sleeve and piston.
Troubleshooting: Find out malfunction position and then do the sealing with techniques.

Cause II: Check whether engine oil grade is used correctly and what the condition of its quality is;
Troubleshooting: Use the prescribed engine oil grade to ensure the quality of engine oil and
provide maintenance according to the user’s guide.

Cause III: Long-time operation of diesel engine under low temperature leads to bad atomization.
The incompletely-burnt diesel beads dilute engine oil, which makes difficulty in forming lubricating
oil film causing bad lubrication and abrasion. Low temperature and high pressure of cylinder wall
lead to forming of beads on cylinder wall from vapor in cylinder. Interaction between the beads
waste gas forms acid stuff on cylinder wall which brings about chemical corrosion of cylinder.
Troubleshooting: Do idle running before driving and start to drive the vehicle when water
temperature reaches 55℃.
Cause IV: During the period of running-in, running-in and maintenance are not offered according
to provision;
Troubleshooting: Running-in of diesel engine should be given in accordance with provision.

Cause V: Unqualified four-part kit

Troubleshooting: Use standard original spare parts of China National Heavy Duty Truck Group
CO., LTD.
 Section IV Too Low Pressure of Engine Oil
Malfunction phenomenon: The number shown on engine oil pressure gauge of engine is small
and engine is in condition of lower lubrication, which leads to bad lubrication. The main causes
are as followed:
Cause I: Check whether the engine oil grade used is correct.
Troubleshooting: Use standard engine oil grade and ensure its quality.

Cause II: Damages of engine oil pressure inductor and engine oil pressure gauge always present
false appearance of too low engine oil pressure.
Troubleshooting: Directly mount the mechanical pressure gauge on main oil duct for check.

Cause III: Check whether engine oil level is normal. If engine oil is too little and engine oil level is
too low, it is required to add engine oil timely.
Troubleshooting: Find out the cause of low engine oil level and check whether there is leakage,
sand inclusion of cylinder block, and etc. If the level is too low, it is required to add engine oil to an
appropriate level.
Cause IV: Engine oil is used for a long time, which brings about pollution and going bad of engine
oil as well as its viscosity reduction.
Troubleshooting: Replace engine oil timely according to provision.

Cause V: Check whether there is leakage in engine oil tube, such as breaking of gasket of engine
oil cooler core and oil strainer, breaking of internal and external oil tube, malposition and blockage
of gasket of engine oil pump and oil strainer and dropping of liner of engine oil pump or
breaking of shell.
Troubleshooting: Find out malfunction position and do repairing.

Cause VI: Excessively high temperature of engine oil leads to reduction of engine oil viscosity; A
large amount of diesel enters engine oil to dilute engine oil.
Troubleshooting: Check whether there is blockage in engine oil cooler. If there is, it is required
to do replacement. Find out the cause of mixing of engine oil and diesel and do repairing.

Cause VII: There is leakage in pressure limiting valve of main oil duct or breakdown of pressure
spring;
Troubleshooting: Replace the spare parts which have malfunction.

Cause VIII: Engine oil strainer fails to suck up oil because of its blockage which results from
distortion of oil pan.
Troubleshooting: Do the replacement the spare parts which have malfunction.

Cause IX: Seizure of engine oil pump gears and slipping of driver gears lead to failure of oil
supply.
Troubleshooting: Check and repair.

Cause X: The running-off of seized camshaft bearing leads to leakage of engine oil and reduction
of engine oil pressure.
Troubleshooting: Replace camshaft bearing and bushing.

Cause XI: Too wide gap of bearing shell due to serious abrasion of main bearing shell and
connecting-rod bearing shell, burning of bearing shell due to shortage of engine oil as well as
scoring of bearing shell due to dirty engine oil will bring about difficulty in forming of lubricating oil
film, which leads to leakage of engine oil and reduction of engine oil pressure;

Cause XII: Sealant used on joint surfaces of upper engine body and lower engine body is
excessively thick or the sealant is not the special sealant, which leads to too wide gap between
main bearing shells.
Troubleshooting: Check and repair.
 Section V Mixture of Oil and Water
Malfunction phenomenon: Entering of water into oil pan generally results from the causes
as follows:
Cause I: Water leakage of ￠40mm cup plug in the engine body makes cooling water flow into oil
pan.
Checking and troubleshooting: Take down cylinder head and look down from valve ram
chamber to find the place of scale crust which indicates the malfunction of corresponding cup
plug and then replace the cup plug.

Cause II: Damage of cylinder liner or stroke on cylinder liner

Troubleshooting: Replace the spare parts

Cause III: There is crack or sand hole on cylinder head and water leakage of cooling brass bush
of oil injector.
Troubleshooting: Do check and replacement.
Cause IV: Cooling water enters oil pan because of the crack on cylinder block.
Troubleshooting: Replace the failed spare parts and repair them.
Malfunction phenomenon: Entering of engine oil into water tank
Cause I: Damage of engine oil cooler core and breaking of its gasket
Troubleshooting: Do check and replacement.

Cause II: Inappropriate installation of O-ring

Troubleshooting: Check whether there is damage of O-ring before its installation and then
averagely press in the fuel oil.

Cause III: There is sand hole in main oil circuit of engine body. Engine oil enters Water circuit
because of higher pressure of engine oil than that of cooling water.
Troubleshooting: Replace the cylinder block
 Section VI Power Deficiency
Power deficiency of diesel engine means that diesel engine can’t reach the prescribed output
power, mainly including the factors as followed:
I. Problem of Oil Circuit
1. Malfunction phenomenon: Slow response of stepping on throttle pedal
Cause: Intake of low pressure fuel oil pipeline or its blockage
Troubleshooting: Check the low pressure oil circuit, oil tank, low pressure oil tube, fuel oil cleaner
and fuel oil pump, and observe whether there are oil marks which show the place of air intake.

2. Malfunction phenomenon: Power deficiency when vehicle climbs a gradient with black
smoke
Cause: The quality of diesel
Troubleshooting: Smell the diesel and observe its color. If there is any abnormity, it is required to
replace it.
3. Malfunction phenomenon: Power deficiency of heavy-duty vehicle with unstable
rotation speed.
Cause: Problem of oil outlet of fuel pump
Troubleshooting: Test the quantity of outlet of oil pump on experimental bench and test the
performance of speed adjustment. Adjust or replace the oil pump.
4. Malfunction phenomenon: Power deficiency of vehicle with black smoke.
Cause: Bad atomization of oil injector
Troubleshooting: Pull out the oil injector to see whether the head is wet. If it is wet, it indicates bad
atomization of oil injector. And it is required to repair or replace it on bench.
5. Inappropriate gap between valves and inappropriate sealing of valves leads to
incomplete burning of diesel, which needs adjustment and repair;

II. Problem of Intake and Exhaust System

1. Malfunction phenomenon: Power deficiency of vehicle with black smoke
Cause: Blockage of intake passage leads to shortage of air intake.
Troubleshooting: Check whether there is blockage of air cleaner or inlet pipeline which brings
about intake shortage of cylinder, whether there is leakage of inlet and exhaust pipeline which
leads to pressure shortage of supercharging system and reducing of efficiency of supercharger
that brings about intake shortage (put hands near the joint to feel whether there is wind blowing
off) and whether there are cracks on intercooler leading to gas leakage.

2. Malfunction: Power deficiency of vehicle

Cause: Check whether exhaust braking valve is incompletely open which leads to too high
exhaust back pressure;
Troubleshooting: Check whether exhaust butterfly valve is close and whether solenoid valve of
exhaust butterfly valve has malfunction. If it is, it needs replacement.

3. Malfunction phenomenon: Power deficiency of vehicle with black smoke, and no

blockage of air cleaner and no leakage of intake passage
Cause: Burning damage of spring seal ring of supercharger or floating bearing, leakage of joint of
volutes or blockage of pipeline, damage of inlet blade or human intervention of air outlet valve
make abnormal operation of supercharger which seriously affects the effect of air intake. It needs
replacement of the spare parts under the condition.

III. Crank Connecting Rod Structure

Malfunction phenomenon: Power deficiency of vehicle and outlet of waste gas and engine
oil from discharge port.
Cause: Breaking of piston ring because of abrasion, piston ring breach due to stroke and scuffing
of cylinder bore leads to shortage of air pressure.
Troubleshooting: Open the cylinder head to see whether there is serious carbon deposit. If it is
serious, it is required to reinstall the piston ring or replace it. Rotate flywheel to see whether there
is damage of cylinder sleeve due to pulling.
Ⅳ. Complete Vehicle System
1. Malfunction phenomenon: Power deficiency of vehicle climbing a gradient but no
difficulty in running on the even road.
Cause: Problem of complete vehicle adjustment. The highest rotation speed of no-load vehicle
doesn’t reach the peak only because the handle of oil pump doesn’t get the maximum place when
throttle peddle is stepped to the end.
Troubleshooting: Step on throttle pedal and pull oil pump handle to the maximum positions to see
whether their no-load rotation speeds are the same. If not, do the adjustment.
2. Malfunction phenomenon: Power deficiency of vehicle at intervals
Cause: Problem of complete vehicle adjustment like excessively large adjustable gap of clutch or
eccentric abrasion of pressure plate.
Troubleshooting: Take down clutch to observe its condition. It is required to adjust gaps or replace
clutch pressure plate.
Ⅴ. Circuit Problems
The diagnosis of power deficiency of high-pressure common rail engine should be done as the
breakdown occurs, otherwise the measured data is of no value.
Malfunction phenomenon: Slow vehicle speed and power deficiency
Cause: Problems of the oil circuit of engine or the sensor.

Troubleshooting:
1. Check whether there is malfunction code. If there is, find out the cause of the malfunction with
malfunction code sheet and then replace or adjust the spare parts.
2. Use diagnosis software to measure data of the engine with steps as followed:
Input user and password and then log on.

Click “Check of real-time data” for check.

Click and choose parameters,

Select the items individually, including rotation speed of engine, final quantity of fuel oil injection,
timing of fuel oil injection, vehicle speed, voltage 1 and 2 of accelerator pedal sensor, real and
ideal common rail pressure, compensation values of the first oil cylinder to the sixth oil cylinder
and intake pressure. Click “Enter” and return.

Click , and measuring should be done at the time of occurrence of malfunction.

Observe the data to judge the cause of the problem by comparing with the theoretical value.
Specific theoretical data is shown in the following table:

Parameter Theoretical value Need to check

Timing of oil injection 7 degrees of idle speed ECU problem

Same speed shown on

Vehicle speed Vehicle speed sensor
panel and not overspeed.

Accelerator pedal Whether it is stepped to the

0.78-3.8v
sensor 1 end or damaged

Accelerator pedal Whether it is stepped to the

0.36-1.92v
sensor 2 end or damaged

Practical and ideal rail Low pressure oil circuit and oil
Generally same
pressure pump

Compensation value of
Problem of accessories of oil
the first cylinder to the ≤±5
injector
sixth cylinder

Blockage or leakage of intake

Larger than the
Intake pressure passage or breakdown of
atmospheric pressure
sensor
 Section VII High Water Temperature in Engine
I. Water Circuit
1. Malfunction phenomenon: Quick rising of water temperature when vehicle is started
Cause: Check whether the cooling water in water tank is deficient.
Troubleshooting: Observe water level of expansion water tank and add water into it, but ensure
that cooling liquid is limited in the required quantity to avoid excessive cooling liquid. Observe
whether there is any part folded on the thick water tube under expansion water tank. If it is, it will
lead to failure of offering water from expansion water tank to cooling system.

2. Malfunction phenomenon: High water temperature when vehicle is in high speed with
abnormal noise
Cause: Too loose water pump belt slips
Troubleshooting: Adjust idle pulley to ensure tightness of belt.

3. Malfunction phenomenon: High water temperature of vehicle in high speed

Cause: Water leakage of water pump, no lubricating grease and coming-off water pump pulley
Troubleshooting: Judge the water leakage of water pump by checking whether there is smell of
antifreeze fluid or marks of antifreeze fluid near water pump when engine is working. Check the
condition of water pump rotation and then replace it.
4. Malfunction phenomenon: Unstable water temperature of vehicle
Cause: Seized thermostat
Troubleshooting: Pull out the thermostat core to check whether there is impurity on water-seal
ring and scoring on the outside of thermostat core. If there is, it is required to replace them. Check
whether there is leakage of wax in thermostat copper core. Put thermostat into hot water of 90℃
to see whether it normally opens. If not, it needs replacement. Check the matching surface of
water-seal ring and valve and use sand paper to polish the matching part for one minute.

Coolerstat

Housing shell

Water-seal ring

5. Malfunction phenomenon: High water temperature of vehicle especially when vehicle

climbs gradient
Cause: Blockage of water tank cooling tube or inappropriate fitting of water tank
Troubleshooting: Feel the temperature difference between upper part of water tank and water
outlet tube of water tank. Wash the water tank or replace it or replace a bigger one (maybe a
copper water tank).
II. Others
1. Malfunction phenomenon: Rapid rising of water temperature when vehicle is started
Cause: Blockage of Water circuit in cylinder head of cylinder block
Troubleshooting: For cylinder block, observe whether there is scale crust near water pore. If there
is not, it indicates the blockage of the water pore. Or do the test by feeding steel thread into the
water pore. Besides, water pressure test can be applied to cylinder head.
2. Malfunction phenomenon: High water temperature of vehicle with phenomenon of water
return
Cause: Damage of cylinder head gasket leads to entering of high temperature gas into cooling
Water circuit.
Troubleshooting: Observe that there is scale crust near cylinder head. It is required to replace
cylinder head gasket. (If there is occurrence of sinking of cylinder block, it is required to replace
cylinder block).

3. Malfunction phenomenon: High water temperature when vehicle is in high speed

Cause: Breakdown of fans
Troubleshooting: If it is rigid fan, damage of fan blade can be found; if it is silicone oil fan,
deficiency of rotation speed of fan can be found when engine works in high speed. And it is
required to replace it.

4. Malfunction phenomenon: High water temperature when vehicle is in high speed

Cause: Coverage of foreign matters in front of water tank leads to inappropriate radiating.
Troubleshooting: There are a lot of foreign matters, clay and impurity in front of water tank. Clear
them away and mount protecting net in front of water tank.

5.Malfunction phenomenon: High water temperature shown on gauge panel but normal
temperature of water tank by hands
Cause: Problem of water temperature sensor or problem of gauge panel of complete vehicle
Troubleshooting: Measure the electric resistance of water temperature sensor. If it is abnormal,
replace it; if it is normal, it indicates the problem of gauge panel of complete vehicle and harness,
do troubleshooting by universal meter.
 Section VIII Water Return of Engine
I. Cooling System
1. Malfunction phenomenon: Water return of expansion water tank and overflow of cooling water
Cause: Excessive water is added into expansion water tank
Troubleshooting: Drain excessive cooling water to ensure water in the water tank is limited in the
required scope of water level shown on water tank body.

2. Malfunction phenomenon: Water return of expansion water tank and loss of water tank cover
Cause: Water return results from deficiency of pressure in expansion water tank due to loss of
water tank cover.
Troubleshooting: Check whether the water tank cover is lost. If it is, replace it. Besides, observe
whether there is crack in water feeding port of water tank. If there is, replace it.

There may be
crack here.

3. Malfunction: Water return of expansion water tank and high water temperature of engine
Cause: Damage of water pump leads to inappropriate water circulation. A large amount of
entering of high temperature gas from lower water outlet port of expansion water tank into
expansion water tank brings about water return.
Troubleshooting: Check whether water pump normally works. If it doesn’t, replace it. (Set
three-way valve or one-way valve in the lower water tube of expansion water tank and between
water pump and intercooler to avoid entering of high temperature water into expansion water
tank). Pull out the thick tube under expansion water tank to check whether there is water flowing
out (be careful of hot water).
4. Malfunction phenomenon: Water return of expansion water tank with normal water temperature
Cause: Water return is false because thermostat exhaust pipe in expansion water tank is so long
that it goes under the water level.
Troubleshooting: Gradually reduce the water level in expansion water tank to see whether the
water return is solved.

II. Others
Malfunction phenomenon: Water return of expansion water tank, existence of scale crust
on cylinder head of cylinder block and abnormally high water temperature
Cause: Damage of cylinder head gasket
Troubleshooting: Pull out thermostat gas outlet to see whether there are bubbles and observe
whether there is scale crust on cylinder head of cylinder block. If there is, do replacement.
 Section IX Diesel on Oil Pan
Diesel exists in two places on oil pan which are injector and fuel pump.
I. Injector
Malfunction phenomenon: Existence of diesel on oil pan and abnormal idle running of
engine
Cause: Oil leakage of injector makes diesel enters oil pan from combustion chamber.
Troubleshooting: For the abnormal idle running, do the idle running by cutting fuel for cylinders
one by one. Or do the test for six injectors on bench. Do replacement.

II. Fuel Pump

Malfunction phenomenon: Existence of diesel on oil pan but normal idle running of engine
which can be found after a long time
Cause: Internal leakage of oil pump
Troubleshooting: Internal leakage of oil pump results from breakdown of seal ring of plunger
piston. Replace seal ring in heavy oil service station. If it doesn’t succeed, replace oil pump.
 Section X Black Smokes
Insufficient intake air or too much fuel supply is the main cause of black smokes. We will mainly
analyze the causes of black smokes from the following aspects:

Cause I：Check whether the air cleaner for blockage, the air intake connecting hose for
deformation and the air intake/exhaust pipe for leakage, for all these may lower the work
efficiency of supercharger and cause poor air intake.
Troubleshooting: First disassemble the air cleaner and clean it with the air gun puffing from the
inside to outside. Then check whether there is blowing at the joints from air cleaner to cylinder
head by placing hand on it. Fasten it if necessary.

Cause II: Burnt or damaged elastic seal ring of supercharger or floating bearing and the air
leakage of turbine casing joints or the blockage of pipe cause the supercharger work abnormally,
resulting in insufficient air intake.
Troubleshooting: Measure the axial and dial clearance of supercharger by feeler gauge and dial
gauge and check whether the results are beyond the standard values. For the supercharger with
serious problem, such as damaged blade or oil blow-by, replace it.
Cause III: Too big valve clearance causes insufficient air intake and incomplete exhaust. Poor
seal between valve and seat ring causes air leakage.
Troubleshooting: Re-adjust valve clearance and check whether there is carbon deposited on
the head of valve. Replace it if necessary.

Cause IV: Serious carbon deposit of piston ring causes poor seal. Serious abrasion of cylinder
sleeve causes under blow-by, insufficient pressure of cylinder and incomplete combustion.
Replace the piston ring and cylinder sleeve.
Troubleshooting: Open the cylinder head and re-install the four-part kit.
Cause V: For black smokes at idle speed, it may the cases that the fuel injection pump supplies
too much fuel.
Troubleshooting: Adjust it on the test bench or replace it.
Cause VI: Low injection pressure of injector nozzle, poor atomization or seized and dripping
nozzle tip makes the combustion not complete. Examine and repair it or replace it.
Troubleshooting: When the vehicle is shaking at idle speed, you can disassemble the fuel
injector and check whether the head is wet. Replace it if necessary. It’s better to detect it on the
test bench.

Cause VII: The diesel engine is running at an overload.

Troubleshooting: Get rid of the redundant goods.
Cause VIII: Too many gaskets at the bottom of fuel injector are mounted, making the injection of
fuel injector abnormal.
Troubleshooting: Use diagnostic tools to detect the final compensation value of fuel injector.
When the value is over ±5, maybe the number of gaskets of fuel injector mounted is too much or
not enough.
 Section XI White Smokes
When the diesel contains much water or some gas has been discharged without combustion, the
air exhaust will be white. The causes of white smokes are mainly regarding with the following
aspects:

Cause I: The quality of diesel is bad with much water in it;

Troubleshooting: Check the lower part of fuel primary filter and see whether there is much water
in it. Bleed the water. If much water is gathered soon, it’s the diesel’s fault. Replace it with
good-quality diesel and clean the oil circuit.

Cause II: The nozzle coupler is not in good seal with dripping happening. The injection pressure
is low and the atomization is not good. Examine and repair it.
Troubleshooting: If the vehicle is shaking at idle speed, remove the fuel injector and test it on
the bench.
Cause III: Check whether the air temperature or cooling water temperature is too low.
Troubleshooting: When the air temperature is low, the engine with white smokes is normal. We
can adopt the method of heating air intake passage.

Cause IV: The brass bush of fuel injector is not in good seal with water leaking into the cylinder.
Troubleshooting: In the expansion tank, maybe there is water return. Replace it if necessary.

Cause V: The scuffing of cylinder bore makes the pressure of cylinder poor and part of fuel not
burnt. The not-burnt fuel is discharged as oil mist.
Troubleshooting: Replace four-part kit.
Cause VI: The valve clearance is too small, so that the exhaust valve is opened too early.
Troubleshooting: Re-adjust the valve clearance.
 Section XII Blue Smokes

Cause I: In running-in period, the piston ring and cylinder sleeve are not in good running-in.
Troubleshooting: Usually this happens on a new car. Keep on running-in.

Cause II: The oil level of oil sump tank is too high, so that the crankcase is pressed higher and
the engine oil jumps up. The engine oil should be filled to the specified mark of oil level stick.
Troubleshooting: After the car has been stopped for five minutes, check the oil level of oil level
stick. Discharge the redundant engine oil.

Cause III: The gas-oil separator is blocked by the greasy dirt, which makes the crankcase be
pressed higher. Then the engine oil flows into cylinder and burns.
Troubleshooting: Clean the gas-oil separator by gasoline oil or replace it.
Cause IV: The engine is running at high speed immediately after star-up or shut down at high
speed which makes the supercharger in the condition of dry friction at 80,000-110,000 RPM,
causing the seal ring and floating bearing be burnt away and the oil return pipe be blocked, and
accordingly resulting in oil leakage of engine.
Troubleshooting: Measure the axial and dial clearance of supercharger by feeler gauge and dial
gauge and check whether the results are beyond the standard value. For the supercharger with
serious problem, such as damaged blade or oil blow-by, replace it.

Cause V: The piston ring is of wear, failure, seizure, contra-aperture or reversed installation.
Make the aperture of piston ring staggered or replace it. The first and second compression rings
shall be mounted with the side with installation mark upwards. Otherwise, the piston ring will not
be sealed but pump oil. Examine and repair it or change parts to rehabilitate it if necessary.
Troubleshooting: Re-install the four-part kit.

Cause VI: Excessive abrasion between the piston and cylinder sleeve. Replace the cylinder
sleeve.
Troubleshooting: There is dust entering into the air intake passage, leading to early
abrasion of engine.
Cause VII: The valve oil seal is damaged. The valve and guide tube are seriously worn out. The
engine oil flows into cylinder. Replace the valve, guide tube and valve oil seal.
Troubleshooting: The engine has no downward exhaust and the exhaust passage has no
Blue smokes
engine oil due to the valve oil seal. Replace it if necessary.
Cause VIII: As the air cleaner pipe is in serious blockage, the negative pressure of supercharger
compressor is strong, which makes engine oil be inhaled into supercharger.
Troubleshooting: The supercharger has been replaced for many times, but it still does not work.
In this case, clean the air cleaner or replace air cleaner core.

Section XIII Serious Consumption of Engine Oil

Serious consumption of engine oil is usually shown as oil dripping of exhaust pipe and engine oil
burning. Besides the causes listed for blue smokes, there are another two common causes as
follows:
Cause I: Check the joint of each engine oil tube and front/rear oil seal of crankshaft for leakage.
Troubleshooting: Generally, check whether there is greasy dirt.

Cause II: The piston ring of air compressor and cylinder sleeve are seriously worn out, which
causes engine oil discharged from the vent. Replace it to rehabilitate it if necessary.
Troubleshooting: Pull out the vent of air compressor to smell.
 Appendix I Procedures for Flash Code Diagnosis of Malfunction Lamp

1. Switch on ECU. If there is malfunction of system detected, the malfunction lamp will be on all
the time; if there is no malfunction, the malfunction lamp will be off.
2. Turn the diagnosis switch to the “diagnose” position. If no malfunction has been found, the
malfunction lamp will display 1-1 and become off (see fig. 1, Schematic Diagram of
Malfunction Lamp at the Circumstances No Malfunctions).

The state of Light on

Light on

Diagnosis Switch
“ON” The state of light off

Fig. 1 Schematic Diagram of Malfunction Lamp at the Circumstances of No Malfunctions

If there is malfunction of system, the malfunction lamp will flash as specified in the Flash Code
List for Malfunction Lamp. After the malfunction display, the malfunction lamp will be on all the
time.
For example, the output of flash code of malfunction lamp shown as 2-1 and 3-1:

Malfunction code
Malfunction 2-1 group Malfunction 3-1
The state of light
on
Light on

Diagnosis switch “ON”

The state of
light off

Flash code for malfunction is output by group in turn

Note:
TN 500ms

Thigh 500ms

Tlow 500ms

Tint 2000ms

Tintc 4000ms

Fig 2 Schematic Diagram of Output of Malfunction Codes Shown as 2-1 and 3-1
 Appendix II Flash code List for Malfunctions of High-pressure Common Rail
Diesel Engine

Flash Malfunction Meanings of Action of Malfunction

Malfunction Point
Code Code Code ECU Phenomenon
Short-circuit The gassing
to ground of Short-circuit to GND brake function of
1 P1683 Light off
exhaust brake of 37 OUT6 engine works
auxiliary output abnormally.
Short-circuit The gassing
to battery of Short-circuit to +B brake function of
1 P1684 Light on
exhaust brake of 37 OUT6 engine works
auxiliary output abnormally.
Deterioration of
output power
The data of QR The data of QR and exhaust
2 P1602 code have not Light on code have not been performance,
been put in. put in (all for zero). and increase of
engine noise and
white smokes
Deterioration of
The data of QR output power
code is wrong and exhaust
The data of QR
2 P0602 Light on (EEPROM) performance,
code is wrong.
KQRSW reads and increase of
0,1,2 engine noise and
white smokes
The data
The data definition Deterioration of
definition of QR
of QR code is output power
code is wrong
Light off, the wrong (such as and exhaust
(The
2 P1601 system has wrong order of 40, performance,
modification for
no action. 80, 120, 140) This and increase of
definition of QR
will not happen in engine noise and
code is not
batch production. white smokes
right).
Insufficient
Light on, output power,
Malfunction of Malfunction of
cruise stops, deterioration of
CPU. Monitor auxiliary CPU
PTO stops, exhaust
3 P0607 the malfunction (monitoring the
and fuel performance,
of integrated computer of main
limitation increase of
circuit. ECU)
70% noise, and
engine stall
Insufficient
Light on, output power,
CPU cruise stops, Malfunction of main deterioration of
malfunction, PTO stops, CPU (getting exhaust
3 P0606
malfunction of and fuel malfunction signal performance,
main CPU limitation from auxiliary ECU) increase of
70% noise, and
engine stall
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
Insufficient
Light on, output power,
cruise stops, ECU constantly deterioration of
Flash
PTO stops, applies circular exhaust
3 P0601 area-inspection
and fuel inspection for Flash performance,
and errors
limitation area increase of
70% noise, and
engine stall
After the key
Malfunction of
When the relay has switch is closed,
main relay. The
5 P0686 Light on no action, the the malfunction
relay is seized
voltage is over 16V lamp keeps
and closed.
lighting on.
Cooling water Light off, Cooling water
temperature cruise stops, temperature
6 P0217 exceeds the and fuel exceeds the upper Overheating
limit-the upper limitation
limit, 107℃.
limit. 70%
No obvious
Alarm when NE phenomenon
Light off,
Engine exceeds 3000; (once the
7 P0219 and cruise
exceeds limit when NE is below rotation speed of
stops
2800, call off alarm. engine is over
2900)
Short-circuit to GND
Error of CAN1
8 U0073 Light off of 157 CAN1H and
node
158 CAN1L
Short-circuit to GND
Error of CAN2
9 U1001 Light on of 95 CAN2H and
node
96 CAN2L
ABS is ABS is
Light on, and
9 U0121 disconnected disconnected from
cruise stops
from CAN BUS CAN BUS
CAN
CAN instrument is
instrument is Light on, and
9 U0155 disconnected from
disconnected cruise stops
CAN BUS
from CAN BUS
The
High single
phenomenon of
from water Light on, and Open-circuit of
11 P0118 noise and white
temperature cruise stops 155AD7 signal wire
smokes get
sensor
worse.
Light on, The
Low single
cruise stops, Short-circuit to phenomenon of
from water
11 P0117 and fuel 55A-GND5 of noise and white
temperature
limitation 155AD7 signal wire smokes get
sensor
70% worse.
G sensor has Light on, and Open-circuit of Unstable idle
12 P0342
no pulse. cruise stops 120G speed and
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
improper startup
(possible with
black smokes)
Unstable idle
Light on, speed, improper
NE sensor has cruise stops, Open-circuit of startup (possible
13 P0337
no pulse. and FCCB 40NE+ with black
stops smokes), and
engine stall.
Light on, Unstable idle
cruise stops, speed, improper
Simultaneous
NE and G have FCCB stops, startup (possible
13 P0385 open-circuit of
no pulse. PTO stops, with black
40NE+ and 120G
and exhaust smokes), and
brake stops engine stall.
High single
from oil Open-circuit of No obvious
14 P0183 Light on
temperature 162AD8 signal wire phenomenon
sensor
Low single
short-circuit to
from oil No obvious
14 P0182 Light on 55A-GND5 of
temperature phenomenon
162AD8 signal wire
sensor
Increases of
white smokes,
High signal poor output
from Short-circuit to 5V power,
15 P2229 atmospheric Light on of ECU inner signal deterioration of
pressure wire exhaust
sensor performance,
and poor engine
power at plateau.
Increases of
white smokes,
Low signal poor output
from short-circuit to GND power,
15 P2228 atmospheric Light on of ECU inner signal deterioration of
pressure wire exhaust
sensor performance,
and poor engine
power at plateau.
High signal
Deterioration of
from air intake Open-circuit of
16 P0113 Light on exhaust
temperature 32AD16 signal wire
performance
sensor
Low signal
Short-circuit to Deterioration of
from air intake
16 P0112 Light on 55A-GND5 of exhaust
temperature
32AD16 signal wire performance
sensor
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
High signal Light on,
Poor engine
from electronic cruise stops,
Short-circuit to 57 power, and
17 P0523 engine oil and fuel
A-VCC4 of 24 AD12 increases of fuel
pressure limitation
consumption
sensor 70%
Low signal Light on,
Poor engine
from electronic cruise stops,
Short-circuit of 24 power, and
17 P0522 engine oil and fuel
AD12 increases of fuel
pressure limitation
consumption
sensor 70%
Light on,
cruise stops,
Low engine oil Poor engine
PTO stops,
Low engine oil pressure power, and
17 P0524 fuel limitation
pressure (determined by increases of fuel
70%, and
MPOILTHL_D) consumption
pedal
limitation
Cruise function
could not be
used in vehicle.
High frequency 27VS1 input is
The speed
of signal from Light on, and greater than the
21 P0503 indicated by
vehicle speed cruise stops frequency of normal
vehicle
sensor VS sensor.
instrument is
different with the
actual speed.
It doenn’t
matter to have
Short-circuit or Open-circuit of this flash code
open-circuit of Light on, and 27VS1, and on trail-run
21 P0502
vehicle speed cruise stops short-circuit to GND bench (the
sensor input or +B bench is not
connected with
sensor)
It doesn' matter
to have this
Malfunction of
flash code on
signal from Light on, and Constant ON/OFF
21 P0501 trail-run bench
vehicle speed cruise stops of 27VS1 input
(the bench is
sensor
not connected
with sensor)
Poor driving
performance,
poor vehicle
Low signal
power, low
from Light on, and Open-circuit of
22 P0122 rotation speed of
accelerator cruise stops 21AD1 signal wire
engine,
pedal 1
non-availability
of exhaust brake
function
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
Poor driving
performance,
poor vehicle
High signal
Short-circuit to power, low
from Light on, and
22 P0123 125A-VCC2 of rotation speed of
accelerator cruise stops
21AD1 signal wire engine,
pedal 1
non-availability
of exhaust brake
function
Poor driving
performance,
poor vehicle
Low signal
power, low
from Light on, and Open-circuit of
22 P0222 rotation speed of
accelerator cruise stops 22AD2 signal wire
engine,
pedal 2
non-availability
of exhaust brake
function
Poor driving
performance,
poor vehicle
High signal
Short-circuit to power, low
from Light on, and
22 P0223 123A-VCC3 of rotation speed of
accelerator cruise stops
22AD2 signal wire engine,
pedal 2
non-availability
of exhaust brake
function
Poor driving
performance,
poor vehicle
power, low
22 P0121 rotation speed of
engine,
non-availability
of exhaust brake
function
Poor driving
performance,
poor vehicle
power, low
22 P0221 rotation speed of
engine,
non-availability
of exhaust brake
function
Poor driving
performance,
poor vehicle
22 P0120 power, low
rotation speed of
engine,
non-availability
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
of exhaust brake
function

Poor driving
performance,
poor vehicle
power, low
22 P0220 rotation speed of
engine,
non-availability
of exhaust brake
function
Poor driving
performance,
Ineffective poor vehicle
Simultaneous
signal of power, low
Light on, and open-circuit of
22 P2120 double rotation speed of
cruise stops 21AD1 and 22AD2
accelerator engine,
signal wire
pedal non-availability
of exhaust brake
function
Light off,
Low signal Open-circuit of Failure of PTO
23 P0228 and PTO
from PTO peal 23AD10 signal wire function
stops
Short-circuit to
High signal Light on, and Failure of PTO
23 P0227 65A-VCC5 of
from PTO peal PTO stops function
23AD10 signal wire
Short-circuit to Short-circuit to GND
ground of of 70 OUT19 and Poor cold start
25 P0541 Light on
preheating 71 OUT20 (while performance
relay output preheating)
Open-circuit of
Open-circuit of 70
preheating
OUT19 and 71 Poor cold start
25 P0542 relay output/ Light on
OUT20 or performance
short-circuit to
short-circuit to +B
battery
Inner voltage
High vehicle VBB>4V, i.e. Poor start-up
26 P0563 Light on
voltage system performance
voltage>32V
Inner voltage
Low vehicle VBB<1.9V, i.e. Poor start-up
26 P0562 Light off
voltage system performance
voltage<15V
Open-circuit of Exhaust brake
Open-circuit of
exhaust brake function could
28 P1681 Light on 36OUT5, and
output or not be used
short-circuit to GND
short-circuit to normally.
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
ground

Short-circuit to Exhaust brake

battery of Short-circuit to +B function could
28 P1682 Light on
exhaust brake of 36OUT5 not be used
output normally.
Poor output
High signal power, poor
Short-circuit to
from air intake Light on, and driving force of
37 P0238 57A-VCC4 of
pressure cruise stops engine, esp. in
128AD3 signal wire
sensor fully loaded
situation
Poor output
Low signal power, poor
from air intake Light on, and Open-circuit of driving force of
37 P0237
pressure cruise stops 128AD3 signal wire engine, esp. in
sensor fully loaded
situation
Poor output
Ineffective
128AD3 signal wire power, poor
performance of Light off,
is loaded with driving force of
37 P0236 air intake and cruise
variable 5V inner engine, esp. in
pressure stops
voltage. fully loaded
sensor
situation
Air intake Light off,
pressure cruise stops,
PIM>TBOPH (MAP)
39 P0234 sensor and fuel
over upper limit
exceeds upper limitation
limit 70%
Air intake Light off,
pressure cruise stops,
PIM<TBOPL (MAP)
39 P0299 sensor and fuel
over upper limit
exceeds lower limitation
limit 70%
Poor driving
Malfunction for performance (no
Light on, and Open-circuit of 77
41 P0704 circuit of clutch cruise and
cruise stops SW27 (VS>80km/h)
switch exhaust brake,
etc.)
Short-circuit to +B
Malfunction for of 79 cruise 2SW
Light on, Abnormal usage
43 P1565 circuit of cruise and 92 cruise 1SW
cruise stops of cruise
switch or being pressed for
a long time
High signal
Short-circuit to
from
44 P1143 Light off 65A-VCC5 of
potentiometer
30AD14 signal wire
at idle speed
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
Low signal
from Open-circuit of
44 P1142 Light off
potentiometer 30AD14 signal wire
at idle speed
Open-circuit of
Short-circuit to 48SW2 and
45 P0617 battery of Light on short-circuit to
startup switch power supply at pin
48
Engine
Abnormal
shutdown
46 P1530 Light on 50SW4 ON flameout of
switch is seized
engine
and closed.
Malfunction for Poor function of
circuit of Light on, and Open-circuit of 66 PTO, exhaust
47 P0850
neutral gear cruise stops SW9 (VS>80km/h) brake and cruise,
switch etc.
Open-circuit of Poor output
Light on,
fuel injector power,
cruise stops,
TWV1 output, deterioration of
FCCB stops, Open-circuit of 103
51 P0201 and exhaust
and fuel TWV1
disconnection performance,
limitation
of fuel injector and increase of
70%
coil engine noise
Open-circuit of Poor output
Light on,
fuel injector power,
cruise stops,
TWV5 output, deterioration of
FCCB stops, Open-circuit of 105
52 P0202 and exhaust
and fuel TWV5
disconnection performance,
limitation
of fuel injector and increase of
70%
coil engine noise
Open-circuit of Poor output
Light on,
fuel injector power,
cruise stops,
TWV3 output, deterioration of
FCCB stops, Open-circuit of 104
53 P0203 and exhaust
and fuel TWV3
disconnection performance,
limitation
of fuel injector and increase of
70%
coil engine noise
Open-circuit of Poor output
Light on,
fuel injector power,
cruise stops,
TWV6 output, deterioration of
FCCB stops, Open-circuit of 139
54 P0204 and exhaust
and fuel TWV6
disconnection performance,
limitation
of fuel injector and increase of
70%
coil engine noise
Open-circuit of Light on, Poor output
fuel injector cruise stops, Open-circuit of 137 power,
55 P0205 TWV2 output, FCCB stops, deterioration of
TWV2
and and fuel exhaust
disconnection limitation performance,
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
of fuel injector 70% and increase of
coil engine noise

Open-circuit of Poor output

Light on,
fuel injector power,
cruise stops,
TWV4 output, deterioration of
FCCB stops, Open-circuit of 138
56 P0206 and exhaust
and fuel TWV4
disconnection performance,
limitation
of fuel injector and increase of
70%
coil engine noise
Short-circuit to Poor output
Light on,
battery of fuel Short-circuit to +B power,
cruise stops,
injector COM1 / of 106, 107 fuel deterioration of
FCCB stops,
57 P2148 short-circuit to injector COM1 / exhaust
and fuel
battery of short-circuit to +B of performance,
limitation
TWV1, 3, and 5 103, 104 and 105 and increase of
50%
output engine noise
Short-circuit to Poor output
Light on,
ground of fuel Short-circuit to GND power,
cruise stops,
injector COM1 of 106, 107 fuel deterioration of
FCCB stops,
57 P2147 /short-circuit to injector COM1 / exhaust
and fuel
ground of short-circuit to GND performance,
limitation
TWV1, 3, and 5 of 103, 104, and105 and increase of
50%
output engine noise
Load Poor output
Light on,
open-circuit of Open-circuit of 106, power,
cruise stops,
fuel injector 107 fuel injector deterioration of
FCCB stops,
57 P2146 COM1 output COM1 / open-circuit exhaust
and fuel
/load of 103, 104, and performance,
limitation
open-circuit of 105 and increase of
50%
TWV1, 3, 5 engine noise
Short-circuit to Poor output
Light on,
battery of fuel Short-circuit to +B power,
cruise stops,
injector COM2 of 142, 143 fuel deterioration of
FCCB stops,
58 P2151 /short-circuit to injector COM2 / exhaust
and fuel
battery of short-circuit to +B of performance,
limitation
TWV2, 4, and 6 137, 138, and139 and increase of
50%
output engine noise
Short-circuit to Poor output
Light on, Short-circuit to GND
ground of fuel power,
cruise stops, of 142, 143 fuel
injector COM2 deterioration of
FCCB stops, injector COM2 /
58 P2150 /short-circuit to exhaust
and fuel short-circuit to GND
ground of performance,
limitation of 137, 138, and
TWV2, 4, and 6 and increase of
50% 139
output engine noise
Load Light on, Open-circuit of 142, Poor output
open-circuit of cruise stops, 143 fuel injector power,
58 P2149 fuel injector FCCB stops, COM2 /open-circuit deterioration of
COM2 output and fuel of 137, 138, and exhaust
/load limitation 139 performance,
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
open-circuit of 50% and increase of
TWV2, 4, and 6 engine noise

Light on,
Deterioration of
cruise stops,
output power
Malfunction for FCCB stops,
Inner malfunction of and exhaust
59 P0611 charging circuit fuel limitation
ECU performance,
of condenser 50% and
and increase of
pressure
engine noise
limitation-low
Light on,
Deterioration of
cruise stops,
output power
Malfunction for FCCB stops,
Inner malfunction of and exhaust
59 P0200 charging circuit fuel limitation
ECU performance,
of condenser 51% and
and increase of
pressure
engine noise
limitation-low
Engine shaking
at idle speed,
Fuel injector is poor engine
Light off,
Malfunction of damaged without power in fully
and system
61 P0301 Cylinder 1 fuel injection loaded situation,
without
system (determined by increases of fuel
action
FCCB) consumption
than normal
state
Light off,
Damper takes effect
1# flow damper and system
61 P0263 and fuel injector
takes effect. without
stops supplying.
action
Engine shaking
at idle speed,
Fuel injector is poor engine
Light off,
Malfunction of damaged without power in fully
and system
62 P0305 Cylinder 5 fuel injection loaded situation,
without
system (determined by increases of fuel
action
FCCB) consumption
than normal
state
Light off,
Damper takes effect
5# flow damper and system
62 P0266 and fuel injector
takes effect. without
stops supplying.
action
Light off, Engine shaking
and system Fuel injector is at idle speed,
Malfunction of without damaged without poor engine
63 P0303 Cylinder 3 fuel action injection power in fully
system (determined by loaded situation,
FCCB) increases of fuel
consumption
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
than normal
state

Light off,
Damper takes effect
3# flow damper and system
63 P0269 and fuel injector
takes effect. without
stops supplying.
action
Engine shaking
at idle speed,
Fuel injector is poor engine
Light off,
Malfunction of damaged without power in fully
and system
64 P0306 Cylinder 6 fuel injection loaded situation,
without
system (determined by increases of fuel
action
FCCB) consumption
than normal
state
Light off,
Damper takes effect
6# flow damper and system
64 P0272 and fuel injector
takes effect. without
stops supplying.
action
Engine shaking
at idle speed,
Fuel injector is poor engine
Light off,
Malfunction of damaged without power in fully
and system
65 P0302 Cylinder 2 fuel injection loaded situation,
without
system (determined by increases of fuel
action
FCCB) consumption
than normal
state
Light off,
Damper takes effect
2# flow damper and system
65 P0275 and fuel injector
takes effect. without
stops supplying.
action
Engine shaking
at idle speed,
Fuel injector is poor engine
Light off,
Malfunction of damaged without power in fully
and system
66 P0304 Cylinder 4 fuel injection loaded situation,
without
system (determined by increases of fuel
action
FCCB) consumption
than normal
state
Light off,
Damper takes effect
4# flow damper and system
66 P0278 and fuel injector
takes effect. without
stops supplying.
action
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
Poor output
power,
Light on,
deterioration of
High signal cruise stops, Simultaneous
exhaust
from common fuel limitation open-circuit of
67 P0193 performance
rail pressure 70%, and rail 121AD4 and
(with black
sensor pressure 132AD5 signal wire
smokes), and
limitation 80
increase of
engine noise
Poor output
power,
Light on,
Simultaneous deterioration of
Low signal cruise stops,
short-circuit to exhaust
from common fuel limitation
67 P0192 134A-GND1of performance
rail pressure 70%, and rail
121AD4 and (with black
sensor pressure
132AD5 signal wire smokes), and
limitation 80
increase of
engine noise
Poor output
power,
Signal from Light on,
deterioration of
common rail cruise stops, Sensor is damaged
exhaust
pressure fuel limitation and output voltage
67 P0191 performance
sensor keeps 70%, and rail remains
(with black
at intermediate pressure unchanged.
smokes), and
range. limitation 80
increase of
engine noise
Poor output
Light on,
power,
Common rail cruise stops,
Common rail deterioration of
pressure fuel limitation
68 P0088 pressure exceeds exhaust
exceeds upper 70%, and rail
191MPa performance,
limit. pressure
and white
limitation 80
smokes
Poor output
Light on,
power,
Common rail cruise stops,
Common rail deterioration of
pressure fuel limitation
69 P1089 pressure exceeds exhaust
exceeds upper 70%, and rail
180MPa performance,
limit. pressure
and white
limitation 80
smokes
Deterioration of
Short-circuit of Light on,
output power
PCV1 output, cruise stops,
Short-circuit to +B and exhaust
71 P0629 and and fuel
of 152, 153 PCV1 performance,
short-circuit to limitation
and increases of
battery 70%
fuel consumption
Open-circuit of Light on, Open-circuit of 152, Deterioration of
71 P0628 PCV1 output, cruise stops, 153 PCV1 or output power
and and fuel short-circuit to GND and exhaust
short-circuit to limitation performance,
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
ground 70% and increases of
fuel consumption
Poor output
Light on, power,
Short-circuit of
cruise stops, deterioration of
PCV2 output, Short-circuit to +B
72 P2634 and fuel exhaust
short-circuit to of 150, 151 PCV2
limitation performance,
battery
70% and increases of
fuel consumption
Poor output
Light on, power,
Open-circuit of
cruise stops, Open-circuit of 150, deterioration of
PCV2 output/
72 P2633 and fuel 151 PCV2 or exhaust
short-circuit to
limitation short-circuit to GND performance,
ground
70% and increases of
fuel consumption
Light on, Poor engine
cruise stops, output power
PTO stops, with difficulty in
Short-circuit to Simultaneous
FCCB stops, startup,
battery of short-circuit to +B of
73 P0629 fuel limitation increases of fuel
PCV1 and 152, 153, 150, 151 ,
50%, and consumption,
PCV2 PCV1 and PCV2
engine shuts and deterioration
down of exhaust
immediately. performance
Light on, poor engine
cruise stops, output power
Open-circuit of PTO stops, Simultaneous with difficulty in
PCV1 and FCCB stops, open-circuit of 152, startup,
73 P0628 PCV2 output/ fuel limitation 153, 150, 151, increases of fuel
short-circuit to 50%, and PCV1 and PCV2 or consumption,
ground engine shuts short-circuit to GND and deterioration
down of exhaust
immediately. performance
Poor output
Light on, power,
cruise stops, Mechanical deterioration of
Fuel supply
fuel limitation malfunction of exhaust
76 P2635 pump control is
70% and rail pump in overloaded performance,
overloaded
pressure state increase of
limitation 80 engine noise,
and engine stall
Poor output
Light on, power,
Fuel supply cruise stops, deterioration of
Exceeding rail
pump control fuel limitation exhaust
76 P1088 pressure
exceeds 70% and rail performance,
NPC>PFIN+15MPa
pressure pressure increase of
limitation 80 engine noise,
and engine stall
Flash Malfunction Meanings of Action of Malfunction
Malfunction Point
Code Code Code ECU Phenomenon
Poor output
Light on,
power,
cruise stops,
Fuel supply Pump control could deterioration of
fuel limitation
77 P1266 pump control not advance exhaust
70% and rail
without load pressure. performance,
pressure
and white
limitation 80
smokes
Poor output
Light on,
Fuel supply power,
cruise stops,
pump control Pump without deterioration of
fuel limitation
78 P0093 without load, pressure, including exhaust
70% and rail
including fuel fuel leakage performance,
pressure
leakage and white
limitation 80
smokes
Appendix III Circuit Diagram of High-pressure Common Rail Fuel Injection
System Harness
D10 ECU 电 D10 ECU
空气加热器 Air heater
路图 Circuit Diagram

预热指示灯 Preheating indicator lamp 排气制动指示灯 Exhaust brake indicator lamp

Dual-torque no-load
故障指示灯 Malfunction indicator lamp 双扭矩空车指示灯
indicator lamp

预热继电器 Preheating relay 主继电器 Main relay

起动继电器 Starter relay 起动马达 Starter motor

空档继电器 Neutral relay 转速传感器 Rotation speed sensor

Crankshaft position
判缸传感器 加速踏板信号 1 Accelerator pedal signal 1
sensor

加速踏板信号
Accelerator pedal signal 2 进气压力传感器 Intake pressure sensor
2

机油压力传感 Engine oil pressure

共轨压力传感器 Common rail pressure sensor
器 sensor

动力输出传感 Water outlet temperature

Power take-off sensor 出水温度传感器
器 sensor

燃油回油温度 Fuel oil return

进气温度传感器 Intake temperature sensor
传感器 temperature sensor

怠速量控制电 Idle control potential

车速传感器 Ground speed sensor
位器 device

制动开关 Brake switch 制动继电器 Braking relay

排气制动开关 Exhaust brake switch 发动机停止开关 Engine stop switch

离合器开关 Clutch switch (always

制动开关（常闭） Brake switch (always closed)
（常闭） closed)

空档开关（常 Neutral switch (always

动力输出开关 Power take-off switch
闭） closed)

空调开关 Air conditioning switch 巡航主开关（按钮） Cruise main switch (button)

巡航-、设置
Cruise-/set (button) 巡航+、复位（按钮） Cruise+/reset (button)
（按钮）
双扭矩开关 Dual torque switch 暖机开关（按钮） Warm-up switch(button)

倒档开关 Reversing switch 诊断开关 Diagnosis switch

拖挂车开关 Tractor-trailer switch 停止灯开关 Stop lamp switch

排气制动 Exhaust brake 排气制动继电器 Exhaust brake relay

泄气制动电磁 Gassing brake solenoid

（主继电器后） (After the main relay)
阀 valve

0.78A/只 0.78A/Piece 继电器1 Relay 1

24V 指示灯 24V Indicator lamp

诊断工具 Diagnosis tool
（装车上） (installed on the vehicle)

Rotation speed signal

转速信号输出 泄气制动 Gassing brake
output

燃油水分报警器传
Water-in-fuel alarm sensor
仪表等 Instrument and so on 感器（安装在粗滤
(installed on the primary filter)
上）
线束图号 Harness Diagram No.

插接器 Connector
Schematic Diagram of AMP Plug Harness
喷油器所有屏蔽层搭铁点。 The earthed contact of all shielding layers of fuel
injector.
用两根 0.75 平方毫米棕色电线
Using two 0.75mm2 brown wires which are compressed
合并压接 Φ6 的孔式金属端子 and connected with a Φ6 eyelet metal terminal.

孔位号 Hole position No.

线径 Wire diameter

ECU 管脚 ECU bayonet

孔位定义 Hole position definition

主继电器 Main relay

屏蔽层 Shielding layer

护套 Sleeve

PCV 继电器输出 PCV relay output

辅助制动继电器输出 Auxiliary brake relay output

备用 Standby

油水分离信号 Oil-water separating signal

油水分离 Oil water separation

喷油器地 Injector ground

插接器 Connector

CAN1 诊断口 CAN1 Diagnosis Port

插件 Connector

端子 Terminal
 Look
from
the
wire

incoming end
（Attention: there are figures on the connector if look from the wire outgoing end）

Schematic Diagram of Sinotruck Plug Harness

 红色 Red

标记 Mark

孔位号 Hole position No.

线径 Wire diameter

ECU 管脚 ECU bayonet

孔位定义 Hole position definition

主继电器 Main relay

喷油器屏蔽层 Shielding layer of fuel injector

经济运行指示灯 Fuel-saving operation indicator lamp

PCV 继电器输出 PCV relay output

辅助制动继电器输出 Auxiliary brake relay output

备用 Standby

Reference：
1. STERY EuroⅡ Engine Maintenance Manual , Power System Sales Center (Hangzhou) of
CHINA NATIONAL HEAVY DUTY TRUCK GROUP CO., LTD.
2. WD615 Series Diesel Engine Maintenance Training Manual, Hangzhou Automotive Engine
Factory of CHINA NATIONAL HEAVY DUTY TRUCK GROUP CO., LTD.
3. WD615 Series Engine Spare Parts Identification Diagram Volume, Technical Center of
CHINA NATIONAL HEAVY DUTY TRUCK GROUP CO., LTD.