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ENGINE IDENTIFICATION
The engines consist of a range of six cylinder in-line engines which are turbocharged or
turbocharged / intercooled. These engines have an electronic management system.
In these notes, we will refer to the different engines types by their code letters,
which are the first two letters of the engine number as indicated below.
CODE LETTERS
CAPACITY
ASPIRATION SYSTEM
WK
WL
WM
WN
WP
WQ
WR
WS
7,6 Litre
7,6 Litre
8,7 Litre
8,7 Litre
7,6 Litre
7,6 Litre
8,7 Litre
8,7 Litre
Turbocharged
Turbocharged / intercooled
Turbocharged
Turbocharged / intercooled
Turbocharged
Turbocharged / intercooled
Turbocharged
Turbocharged / intercooled
ENGINE NUMBERS
The engine number is stamped on the left side of the cylinder block, behind the
high pressure oil pump.
An example of the engine number is :
WK1296N123456B
WK
1296
N
123456
B
Engine
1306-E87T
1306-E87TA
1306-E87TA
Rating
(HP)
215
300
330
Build
List
WR
WS
WS
Engine Emissions
Compliant to EPA and EC Stage 1
emissions legislation
Excellent platform for stage 2
emissions legislation and beyond
No visible smoke
Up to 3.5 dBA quieter, which
equates to over a 50%
improvement in perceived noise
FUEL SYSTEM
ydraulically Actuated
Lectronically controlled
nit
njector
6
FUEL SYSTEM
The 1300 series electronic engine uses injector units,
which are hydraulically actuated and electronically
controlled.
This offers vastly improved performance over
mechanical systems by controlling the following areas:
Rate Control
The rate of injection can be controlled to meet any engine condition, due to the
injector being hydraulically actuated rather than mechanically.
The rate of injection and injection pressure does not depend on engine speed.
Timing Control
Both start and end of injection is electronically controlled, unlike conventional
electronically controlled mechanically actuated unit injectors, the plunger does
not move until the solenoid is energised.
This means that plunger movement is not limited to the speed or duration of a
cam lobe.
7
FUEL SYSTEM
Injector Unit
The injector uses the hydraulic
energy of the pressurised oil to
Electronic
cause injection.
Solenoid
The pressure of the incoming oil
controls the speed of the
intensifier piston and therefore,
the rate of injection. The amount
Intensifier
of fuel injected is determined by
Piston
the duration of the pulse from the
ECM and how long it keeps the
solenoid energised. As long as the
Check
solenoid is energised and the
Valve
poppet valve is off its seat, oil
continues to push down the
intensifier and plunger until the
intensifier reaches the bottom of
its bore.
Poppet
Valve
Nozzle
Assembly
FUEL SYSTEM
Solenoid
Armature
Poppet
Wire to ECM
FUEL SYSTEM
10
FUEL SYSTEM
Needle
11
FUEL SYSTEM
FUEL SYSTEM
Main Injection
Pilot Injection
Delay Period
13
14
15
16
17
18
SYSTEM OPERATION
Engine oil is drawn from the sump by the engine oil
pump and flows through the oil cooler and filter to the
high pressure supply pump. The supply pump
pressurizes the oil to between 450 and 3,000 psi. Pump
outlet pressure is determined by the injection pressure
regulator valve (IPR) which dumps excess oil to drain.
The pressure maintained by the IPR is determined by a
variable electrical signal supplied by the Electronic
Control Module (ECM).
19
SYSTEM OPERATION
High pressure oil is supplied to a pressure rail attached
to the cylinder head, and by drillings in the head is
available to all injectors. The energised solenoid lifts
the injector poppet valve off its seat. High pressure oil
from the rail then enters the injector causing injection
to occur.
Injection ends when the ECM switches off the current
to the solenoid. The poppet spring then causes the
poppet to close. As the poppet closes, the high pressure
supply oil from the rail is blocked and the intensifier
piston cavity is connected to drain through the
armature cavity.
20
SYSTEM OPERATION
The plunger return spring then pushes the intensifier
and plunger back to their original position. The
upward movement of the plunger lifts the fill check
valve off its seat and draws fuel into the plunge cavity
for the next stroke.
Fuel is drawn from the fuel tank by a mechanical fuel
pump and flows through a filter to the pressure rail
attached to the cylinder head, via drillings in the head
to the injectors. Excess fuel flows back to the tank via a
spring loaded valve, which maintains a positive fuel
pressure in the pressure rail.
21
FUEL SYSTEM
HEUI Injectors
Fuel Filter
Fuel Tank
Fuel Transfer Pump
(Lift Pump)
22
FUEL FLOW
INJECTOR
FUEL
MANIFOLD
REGULATOR
RETURN
BLEEDER VALVE/TEST POINT
PRIMER PUMP
CHECK BALL
FUEL INLET
PUMP
STRAINER
NEGATIVE PRESSURE
FILTER
23
Priming pump
OIL SYSTEM
Fuel Rail
20 Micron strainer
2 Micron
filter
24
25
26
Fuel specification
Cetane num ber. 50 m inim um
0
Viscosity 2.0/4.5 centistokes at 40 C
Density 0,835/0,855 kg/litre
Sulphur
0.2% of m ass, m axim um
Distillation 85% at 350 0 C
27
OIL SYSTEM
Oil Sump
Engine Oil
Pump
To Engine
Lubrication
System
Oil Cooler and Filter
29
Oil Filter
Oil Cooler &
Thermostat
Engine Oil
Pump
30
OIL SYSTEM
High Pressure
Oil Rail
Rexroth
Pump
31
OIL SYSTEM
32
OIL SYSTEM
High Pressure Oil Rail
Rexroth Pump
33
34
ENGINE OIL
TEMPERATURE
SENSOR
FEED TO HIGH
PRESSURE PUMP
35
Oil specification
When available
API CG-4 or API CH-4
When NOT available
API CF-4
36
37
38
Engine Sensors
Oil Pressure
Injection
Control
Pressure
Coolant
Temperature
Boost
Pressure
Oil
Temperature
Camshaft
Position
39
Electronic Control
Module
ECM
HEUI Injectors
Stop / Start
Switch
Sensors
40
24 vanes
1 narrow vain
Sends engine speed
to ECM
Sends engine position to
ECM
C.P.S
41
42
Volts
5
4
3
2
1
0
Degrees
43
OIL SYSTEM
ECM
ICP
sensor
High pressure oil feeding injectors
Rexroth
oil pump
IPR valve
44
ECM
INJECTION CONTROL
PRESSURE SENSOR
INJECTOR
REXROTH
HIGH
PRESSURE
PUMP
HOSE
RESERVOIR
45
ICP
IPR
ECM
46
Temperature sensors
Thermistor sensors
Oil temp
Coolant temp
Air temp
47
Pressure sensors
Gives ECM information on:
Oil pressure
Injection control pressure
Boost pressure
Barometric pressure
48
Flashing Lights
To interrogate the ECMs memory or identify a fault,
the self test button (Red) should be depressed.
The (Green) button should be momentarily depressed to initiate
the active and inactive fault tests.
If there are any active faults, the red lamp will flash once,
followed by the amber lamp flashing a numerical code.
If more than one active fault code is stored in the ECMs
memory, there will be a short pause after the first code and
then the next code will be indicated.
When all of the active codes have been indicated the red
light will flash twice and the inactive fault codes will be flashed.
At the end of the sequence the red light will flash three times to
signal the end of the test.
49
Flashing Lights
Active Faults
=
Inactive Faults
=
OCC test
Both red and amber lights are momentarily
on during the output circuit continuity test.
50
Flashing Lights
It is possible to perform an output circuit continuity
test (OCC) with the the use of the red and green
push button on the top of the side panel by :
Pressing and holding both buttons for the
duration of the test.
Green
Red
Push Buttons
OCC test
Lamps
red
amber
51
52
53
54