Cursor 13 PDF

Engines hardware Euro 5
Software Euro 3
NOTE for ASTRA
engines hardware and software Euro 3
Type of engine: F3BEE681_*B
IVECO Unetversity
Lungo Stura Lazio 15 / 19
10156 – Torino
Tel. 011.00.76279 – Fax 011.00.76237
1st Edition – 10 / 10
CONTENTS
Page
TECHNICAL CODING On road vehicles ..................................................................................... 3

TECHNICAL CODING Off road vehicles ..................................................................................... 4
MAIN FEATURES OF F2B (CURSOR 8) engine......................................................................... 5
MAIN FEATURES OF F3A (CURSOR 10) engine....................................................................... 8
MAIN FEATURES OF F3B (CURSOR 13) engine..................................................................... 11
MAIN NEW FEATURES ............................................................................................................ 14
F2B (CURSOR 8) ENGINE WALK AROUND ............................................................................ 15
F3A (CURSOR 10) ENGINE WALK AROUND .......................................................................... 20
F3B (CURSOR 13) ENGINE WALK AROUND .......................................................................... 25
DESCRIPTION OF MAIN ENGINE COMPONENTS ................................................................ 30
Engine block and cylinder liners ............................................................................................... 30
Cylinder head (F3A - F3B engines) ........................................................................................... 32
Crankshaft (F2B – F3A – F3B) engines ..................................................................................... 32
Connecting rods (F2B – F3A – F3B) engines ............................................................................ 33
Pistons (F2B – F3A – F3B) engines .......................................................................................... 34
Half-bearings ............................................................................................................................. 37
Crankshaft sealing rings (F2B – F3A – F3B) engines................................................................ 51
Camshaft (F2B engine).............................................................................................................. 52
Camshaft (F3A engines) ............................................................................................................ 53
Valve springs ............................................................................................................................. 54
Valve drive and pump injector drive (F2B – F3A – F3B engines) .............................................. 55
Valve drive (F2B – F3A – F3B) ................................................................................................. 56
Engine flywheel (F2B – F3A – F3B engines) ............................................................................. 57
Auxiliary drive ............................................................................................................................ 59
LUBRIFICATION ....................................................................................................................... 60
Lubrication circuit (F2B engine) ................................................................................................. 61
Lubrication circuit (F3A – F3B engines) ..................................................................................... 62
Course ME22 ETH – Ed.1 – 10/10 1

Engine oil lubrication diagram .................................................................................................... 64
ENGINE COOLING (F2B – F3A – F3B engines) ....................................................................... 70
Water pump................................................................................................................................ 71
Thermostat ................................................................................................................................. 72
Fan with electromagnetic coupling ............................................................................................. 73
TURBOCHARGING ................................................................................................................... 80
Variable geometry turbocharger (VGT) ...................................................................................... 81
ENGINE BRAKE ........................................................................................................................ 85
Conventional engine brake......................................................................................................... 85
ITB (Iveco Turbo Brake) ............................................................................................................ 86
FUEL SYSTEM .......................................................................................................................... 90
Injectors...................................................................................................................................... 92
Pressure damper........................................................................................................................ 96
Fuel filter .................................................................................................................................... 97
SETTINGS ................................................................................................................................. 98
DATA AND INSTALLATION CLEARANCES ........................................................................... 108
TIGHTENING TORQUES (F2B ENGINES) ............................................................................. 114
TIGHTENING TORQUES (F3A ENGINES) ............................................................................. 118
TIGHTENING TORQUES (F3B ENGINES) ............................................................................. 120
SPECIAL TOOLS (F2B – F3A – F3B engines) ........................................................................ 126
ENGINE ELECTRONIC SECTION........................................................................................... 127
2 Course ME22 ETH – Ed.1 – 10/10

TECHNICAL CODES
ON ROAD VEHICLES
TYPE SERIAL
NUMBER
F 3 B E 0 6 8 1 A ** B 0 0 1 -
Production serial number
No. of version within DB
Gaseous emissions level

B = Euro 3
Engine power and torque level
Application (1 truck, etc)
Fuel system + injection (TCA, diesel direction injection)
Number of
li d
Number of stroke and cylinder position (0 = 4 stroke, vertical without SCR post-treatment)
Engine
Development of range with same or different displacement
A 540 hp / 2400 Nm
Engine range description
F3B
E 480 hp / 2200 Nm
B 430 hp / 2100 Nm
F3A
D 400 hp / 1900 Nm
F2B A 352 hp / 1300 Nm

OFF ROAD VEHICLES
TYPE SERIAL
NUMBER
F 3 B E 0 6 8 1 V ** B 0 0 1 -
Production serial number
No. of version within DB
Gaseous emissions level

X = Euro 3
Engine power and torque level
Application (1 truck, etc)
Fuel system + injection (TCA, diesel direction injection)
Number of
li d
Number of stroke and cylinder position ((0 = 4 stroke, vertical without SCR post-treatment)
Engine
Development of range with same or different displacement
G 380 hp / 1800 Nm
Engine range description
V 420 hp / 1900 Nm
F3B
C 440 hp / 2100 Nm
E 480 hp / 2200 Nm

MAIN SPECIFICATIONS
F2B (CURSOR 8) ETH engine data
Type F2B
Cycle Diesel 4 stroke

Fuel system
Turbocharged with intercooler
Injection
Direct
Number of cylinders 6, in line
Bore mm 115
Stroke mm 125
Total displacement cm³ 7790
Compression ratio 16 : 1
Maximum power kW 259
(352)
(BHP)
2400
rpm
Maximum torque Nm 1280
(kgm) (131)
rpm 1080  1930
Minimum speed of
engine with no load 525  50
rpm
Maximum speed of
rpm

F2B
Type
TIMING GEAR
Begins before T.D.C. A 17°
Ends after B.D.C. B 31°
Begins before B.D.C. D 48°

Ends after T.D.C. C 9°
Operation
mm 0,35  0,45
X mm 0,35  0,45
FUEL SYSTEM By means of fuel pump - Filters

Injection With PDE30 electronically regulated
Bosch injectors. Injectors – pump driven by
overhead camshaft
Firing order 1–4–2–6–3–5
Injection pressure bars 1500

Type F2B
TURBOCHARGING
Turbocharger type:
HOLSET variable geometry
HE 431 V
LUBRICATION Forced by gear pump, pressure limiting

valve, oil filter
Oil pressure with engine warm
(100 °C  5 °C):
when idling bars 1,5
at maximum speed bars 5
COOLING Via centrifugal pump, adjustment thermostat,

radiator, viscostatic fan, heat exchanger
Coolant pump drive: Via belt
Thermostat: N. 1
opening starts:  85 °C
CAPACITIES
Total capacity 1st filling

litres 28
kg 25,2
Capacity:
- engine sump at min level.
litres 12,5
kg 11,2
Lubricants – engine sump at max. level
litres 23
kg 21
– circulating quantity that does not
return to sump
litres 5
kg 4,5
– quantity contained in cartridge filter (to be
added when cartridge filter is
changed).
litres
kg 2,5
2,3

F3A (CURSOR 10) ETH
engine data
Type F3AE0681B F3AE0681D
Fuel system Turbocharged with intercooler
Injection Direct
Bore mm 125
Stroke mm 140
Total cylinder capacity

3 10300
cm
Compression ratio 16,5 : 1

Maximum power kW 294 316
(400) (430)
(bhp)
rpm. 2100 2100
Maximum torque Nm 1900 1900
(kgm) (194) (194)
rpm. 1050  1550 1050  1590
Minimum speed of
engine with no load
rpm. 550  50
Maximum speed of
engine with no load
rpm. 2550  20

0,50 +/- 0,05
F3A (CURSOR 10) ETH engine data
Type F3A
TURBOCHARGING
Turbocharger type: HOLSET HE 531 V variable geometry

valve, oil filter
(100 °C  5 °C):

Thermostat: N. 1
opening starts:  84 °C ± 2°C
maximum opening: 94 °C ± 2°C
CAPACITIES

litres 32
kg 28,8
Capacity:
- engine sump at min level.
litres 17
Urania FE 5W30 kg 15,3
Urania LD 7 – engine sump at max. level
litres 25
kg 22,5
return to sump
litres 7
kg 6,3
changed).
litres
2,5
kg
2,3
10 Course ME22 ETH – Ed.1 – 10/10

F3BE0681G
F3BE0681C
F3BE0681A
F3BE0681V
F3BE0681E
Type

Fuel system
Turbocharged with intercooler
Injection
Direct
Bore mm 135
Stroke mm 150
Total displacement cm³ 12880
Compression ratio 16,5 : 1

Maximum power kW 279 309 324 353 397
(BHP) (380) (420) (440) (480) (540)
rpm 1900 1900 1900 1900 1900

Maximum torque Nm 1800 1900 2100 2200 2350
(kgm) (184) (194) (214) (224) (240)
rpm 9001500 9001500 9001470 15001900 10001600
Minimum speed of
rpm
Maximum speed of
rpm
Course ME22 ETH – Ed.1 – 10/10 11

0,60 +/- 0,05
Type F3B
TURBOCHARGING
Turbocharger type: HOLSET variable geometry HE 551 V

valve, oil filter
(100 °C  5 °C):

Thermostat: N. 1
opening starts:  84 °C ± 2°C
maximum opening: 94 °C ± 2°C
CAPACITIES

litres 35
kg 31,5
Capacity:
- engine sump at min level. 20
litres 18
Urania FE 5W30 kg
Urania LD 5 – engine sump at max. level 28
litres 25,2
Urania Turbo LD
kg
return to sump 7
litres 6,3
kg
cartridge).
litres 3
kg 2,7
Course ME22 ETH – Ed.1 – 10/10 13

MAIN NEW FEATURES
The Cursor – Euro 3 engines differ from Cursor - Euro 4/5 engines in the following main
components:
 camshaft with different pump injector drive cam profile (the same of oldest Euro3);
 EDC7 UC31 engine control unit calibration parameters;
 No SCR exhaust gas treatment system.
14 Course ME22 ETH – Ed.1 – 10/10

WALK-AROUND
F2B (CURSOR 8) ETH engine
Left side view
000551t
A Coolant temperature sensor (for gauge)

B Coolant temperature sensor (for EDC)
C Water return line from turbocharger
D Oil delivery line to turbocharger
E Turbocharger
F Exhaust manifold
G Cam cover with filter and blow-by valve
H Oil filter mount and heat exchanger
I Oil return line from turbocharger
J Water delivery line to turbocharger
K Proportional solenoid and VGT actuator drive
L Air filter for operating VGT
M Flywheel sensor
Course ME22 ETH – Ed.1 – 10/10 15

Right side view
000552t
A Cam cover with filter and blow-by valve

B Rocker cover
C Filter mount with fuel temperature sensor
D Sound absorbent panel
E Intake manifold with heater element and air sensors
F Fuel feed pump
G Starter motor
H Air compressor
I Electronic control unit
J A.C. compressor
16 Course ME22 ETH – Ed.1 – 10/10

Front view
0052128t
A Automatic belt tensioner

B Alternator
C Engine brake drive solenoid
D Fan pulley
E Thermostat housing
F Fixed pulley
G Water pump
H Water pump drive belt, fan pulley and alternator
I Air conditioner compressor drive belt
J Viscostatic damping flywheel
Course ME22 ETH – Ed.1 – 10/10 17

Rear view
000554t
A Turbocharger
B Blow – by valve
C Blow – by filter
D Flywheel
E Hole for inspecting flywheel positioning during adjustments
F Window for applying flywheel rotation tool
18 Course ME22 ETH – Ed.1 – 10/10

Top view
000555t
A Flywheel cover housing

B Exhaust manifold
C Turbocharger
D Filler fitting
E Power steering fluid reservoir
F Rocker cover
G Compressed air pipe
Course ME22 ETH – Ed.1 – 10/10 19

F3A (CURSOR 10) ETH engine
Front view
0053209t
1. PWM valve air filter – 2. Alternator – 3. Automatic belt tensioner – 4. Air conditioner
compressor – 5. Air conditioner compressor drive belt – 6. Viscostatic damping flywheel –
7. Fixed pulley – 8. Water pump – 9. VGT actuator – 10. Fan pulley – 11. Thermostat casing
20 Course ME22 ETH – Ed.1 – 10/10

Left side view
0052131t
1. Compressed air outlet – 2. Oil filters – 3. Oil return pipe from turbocharger – 4. Water oil heat
exchanger – 5. Oil pressure adjustment valve – 6. Exhaust gas outlet – 7. Cam cover –
8. Exhaust manifold – 9. Turbocharger –
10. VGT actuator
Course ME22 ETH – Ed.1 – 10/10 21

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

5. Blow-by filter – 6. Blow-by valve
22 Course ME22 ETH – Ed.1 – 10/10

Right side view
0053210t
1. Timing cover with blow-by filter and valve– 2. Compressor – 3. Starter motor – 4. Power
steering pump– 5. Feed pump – 6. Control unit EDC7 UC 31 – 7. Dipstick – 8. air conditioner
compressor – 9. Intake manifold – 10.PWM valve air cleaner – 11. Power steering fluid reservoir
– 12. Fuel filter with temperature sensor
Course ME22 ETH – Ed.1 – 10/10 23

Top view
0052134t
1. Exhaust manifold – 2. Fuel filler fitting – 3. Intake manifold – 4. Compressed air outlet –
5. Turbocharger – 6. Exhaust gas outlet
24 Course ME22 ETH – Ed.1 – 10/10

Front view
0053211t
1. PWM valve air filter – 2. Alternator – 3. Dipstick – 4. Automatic belt tensioner – 5. Air
conditioner compressor – 6. Air conditioner compressor drive belt – 7. Viscostatic damping
flywheel – 8. Fixed pulley – 9. Water pump – 10. Fan pulley - 11. VGT actuator –
12. Thermostat casing
Course ME22 ETH – Ed.1 – 10/10 25

Left side view
0052136t
1. Compressed air outlet – 2. Oil filters – 3. Oil return pipe from turbocharger – 4. Water oil heat
exchanger – 5. Oil pressure adjustment valve – 6. Exhaust gas outlet – 7. Cam cover –
8. Exhaust manifold – 9. Turbocharger – 10. VGT actuator
26 Course ME22 ETH – Ed.1 – 10/10

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

5. Blow-by filter – 6. Blow-by valve
Course ME22 ETH – Ed.1 – 10/10 27

Right side view
0053210t
1. Timing cover with blow-by filter and valve– 2. Compressor – 3. Starter motor – 4. Power
steering pump– 5. Feed pump – 6. Control unit EDC7 UC 31 – 7. Dipstick – 8. Air conditioner
compressor – 9. Intake manifold – 10.PWM valve air cleaner – 11. Power steering fluid reservoir
– 12. Fuel filter with temperature sensor
28 Course ME22 ETH – Ed.1 – 10/10

Top view
0052138t
1. Exhaust manifold – 2. Fuel filler fitting – 3. Intake manifold – 4. Compressed air outlet –
5. Turbocharger – 6. Exhaust gas outlet
Course ME22 ETH – Ed.1 – 10/10 29

DESCRIPTION OF THE MAIN COMPONENTS OF THE ENGINE
ENGINE BLOCK AND CYLINDER LINERS

The structure consists of an engine block and a stitched base. The seal between engine block
and base is guaranteed by a layer of sealant. The main journal seats are machined with both
parts of the engine block coupled.
000556t
The interchangeable, removable cylinder liners are wet-fitted in the engine block.
A water seal is achieved by means of 3 rubber rings fitted in the lower part of the cylinder
liners. Cylinder liner protrusion is adjustable by means of shims supplied as spares. The specific
method used to produce the liner internal finish and the undeformable structure of the means
that oil consumption is exceptionally low. The liner bore diameter is graded at source and falls
into one of two tolerance classes: class A and class B.
In the plant, each liner is matched with a piston of the corresponding class.
Only class A liners are available as spares.
45150
30 Course ME22 ETH – Ed.1 – 10/10

On the Cursor range, the bosses have been modified to support the new control unit.
0051572t
Course ME22 ETH – Ed.1 – 10/10 31

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

The crankshaft is in steel with built-in counterweights. The main journals and crankpins are
induction-hardened. The crankshaft is mounted on half-bearings, the last of which (next to the
flywheel) has built-in side shoulders.
The arrangement of the crankshaft throws determines a firing order different from that typical of
conventional IVECO 6 flat cylinder engines.
Firing order of Cursor engines: 1 – 4 – 2 – 6 – 3 – 5

The crankpins and half-bearings are graded into three thickness tolerance classes, with a
difference of one hundredth of a mm between the classes. During overhaul, select the class of
half-bearing to be fitted to each main journal and crankpin with care in order to contain the radial
clearance between specified limits.
This operation is described further on, in the relevant section.
32 Course ME22 ETH – Ed.1 – 10/10

000557t
A. Front stem – b. Timing drive gear (rear side)
The main and connecting rod bearings on F3A and F3B engines are reinforced mechanically by
distributing ceramic dust throughout the antifriction material for greater durability
CONNECTING RODS (F2B - F3A - F3B) ETH ENGINES

Stamped steel, cross-cut with broaching on the mating surfaces between rod and cap.
Weight category data, half-bearing seat diameter selection class and rod and cap matching
numbers are stamped on the connecting rod.
1. Letter indicating the weight class:

2. Number indicating the seat selection class
for half-bearings
3. Connecting rod - cap match numbers
47557
Course ME22 ETH – Ed.1 – 10/10 33

PISTONS (F2B - F3A - F3B) ETH ENGINES
The pistons are equipped with three piston rings: the first sealing ring is trapezoid, the second
sealing ring is lipped and the third is an oil scraper ring. The pistons are in ellipsoid aluminium
alloy, with a high swirl combustion chamber in the piston crown.
Reinforcement bush
for pin
000441t
The range is lubricated by new sprays located inside the pistons. These incorporate a valve that
only allows oil through above a threshold pressure of 1.7 bars.
When the pressure in the lubrication system is below this threshold, the valve cuts the
lubrication (cooling) in this area to save oil for lubrication in more critical areas of the engine
(gears, roller bearings).
In F3A and F3B engines, the bushes have been fitted inside the piston hubs so that they can
withstand the higher mechanical stress (see drawing above).
The pistons have been modified to take reduced height piston rings that control fuel
consumption and oil vapours.
109080
Cross section through valve built into piston oil sprays

Opening pressure = 1.7 bars
34 Course ME22 ETH – Ed.1 – 10/10

F2B ETH engine
109108
PISTON, PISTON RINGS AND PIN MAIN DATA

 The dimension is measured on a diameter of 111mm
X = 0.6 ± 0.15 mm
F3A ETH engine
109045
X = 0.8 ± 0.15 mm
Course ME22 ETH – Ed.1 – 10/10 35

F3B ETH engine
108837

 The dimension is measured on a diameter of 130 mm
X = 0.8 ± 0.10 mm
60615
1. Connecting rod-piston assembly – 2. Area where installation position symbol stamped and
grading class – 3. Connecting rod stamp area
In addition to the matched class A piston-liner set, a single class A piston is also available. This
may also be matched to liners of different class on engines fitted to the in-service fleet.
36 Course ME22 ETH – Ed.1 – 10/10

HALF-BEARINGS
To grade the bearings, look up the data stamped on the engine block, on the crankshaft and on
the connecting rods in the appropriate tables.
The stamped information shows the tolerance class determined by the machining on the
following diameters:
 engine block half-bearing seats
 main journals and crankpins
 connecting rod half-bearing seats.
The aim of this operation is to contain the crankshaft radial clearance within very tight limits to
reduce noise.
The arrows indicate the areas where the information is stamped.
47557
45150
000557t
Course ME22 ETH – Ed.1 – 10/10 37

This operation is used to identify the bearing half type to be fitted on each of the crankpins
(bearing halves may differ from one pin to another).
The bearing halves are classified according to their thickness into two tolerance classes,
marked by a spot of colour (red or green). Apart from the colour, they are also identified by a
different part number for the different tolerances classes and oversizes.
Both thickness classes differ from one another by 0.01 mm.
The following pages show the specifications of half-bearings available as spares, in the
standard size (STD) and in the three permitted oversizes (+0,127 + 0,254, + 0,508 mm) for
crankpins and main journals.
Preliminary measurement of data for selection
Half-bearing selection essentially consists of consulting the data stamped on the crankshaft,
engine block and connecting rod and looking them up in tables
Foreach crankpin, carry out the following operations:
Main journals
 determine the engine block seat diameter class;
 determine the main journal diameter class;
 use the table to calculate the class of the half bearing to be fitted
Crankpins
 determine the connecting rod seat diameter class;
 determine the main journal diameter class;
 use the table to calculate the class of the half bearing to be fitted
38 Course ME22 ETH – Ed.1 – 10/10

Connecting rod bearing half
STD. +0,127 +0,254 +0,508

red 2,000  2,010 2,127  2,137 2,254  2,264
green 2,011  2,020 2,138  2,147 2,265  2,274
F2B * yellow 2,021  2030
mm red/black 2,063  2,073
green/black 2,074  2,083
* yellow/black 2,084  2,093
STD. +0,127 +0,254 +0,508

red 1,970  1,980 2,097  2,107 2,224  2,234
green 1,981  1,990 2,108  2,117 2,235  2,244
F3A * yellow 1,991  2,000
mm red/black 2,033  2,043
* yellow/black 2,054 2,063
STD. +0,127 +0,254 +0,508

red 1,965  1,975 2,092  2,102 2,219  2,229
green 1,976  1,985 2,103  2,112 2,230  2,239
F3B * yellow
mm red/black 2,028  2,038

* yellow/black
000557t
* Half-bearings fitted only in production, not available as spares
Course ME22 ETH – Ed.1 – 10/10 39

Main bearing halves
STD. +0,127 +0,254 +0,508
red 3,000  3,010 - 3,127  3,137 3,254  3,264
green 3,011  3,020 - - -
F2B * yellow 3,021  3,030 - - -
mm red/black - 3,063  3,073 - -
green/black - 3,074  3,083 - -
* yellow/black - 3,084  3,093 - -
STD. +0,127 +0,254 +0,508

red 2,965  2,974 - 2,097  2,107 2,224  2,234
green 2,975  2,984 - 2,108  2,117 2,235  2,244
F3A * yellow 2,985  2,995 - - -
mm red/black - 3,028  3,037 - -
green/black - 3,038  3,047 - -
* yellow/black - 3,048  3,058 - -
STD. +0,127 +0,254 +0,508

red 3,110  3,120 - 3,237  3,247 3,364  3,374
green 3,121  3,130 - - -
F3B * yellow - - - -
mm red/black - 3,173  3,183 - -
green/black - 3,184  3,193 - -
* yellow/black - - - -
000557t
* Half-bearings fitted only in production, not available as spares
40 Course ME22 ETH – Ed.1 – 10/10

Selecting main bearing halves (journals with rated diameter)
determine the engine block seat diameter class
Two sets of numbers are marked on the front part of the engine block in the position indicated
(top figure):
 a four-figure number showing the matching number of the engine block with its base.
 the seven figures that follow, taken individually, represent the diameter class of each of
the engine block seats to which they refer ( lower side figure).
 each of these figures may be 1, 2 or 3. dia.
mm.
1 = 89,000 ÷ 89,009
F2B 2 = 89,010 ÷ 89,019
3 = 89,020 ÷ 89,030
1 = 99,000 ÷ 99,009
F3A 2 = 99,010 ÷ 99,019
3 = 99,020 ÷ 99,030
1 = 106,300 ÷ 106,309
F3B 2 = 106,310 ÷ 106,319
3 = 106,320 ÷ 106,330
002141t
Course ME22 ETH – Ed.1 – 10/10 41

Selecting main bearing halves (journals with rated diameter))
Determining the journal and pin diameter class
Three sets of figures are marked on the crankshaft in the arrowed position (top figure):
 the first 5-figure number represents the shaft serial number.
 a set of six figures beneath this number on the left refers to the crankpins and is
preceded by an isolated figure: the isolated figure indicates the journal/pin status
(1=STD. 2=-0.127). the other six figures. taken individually. represent the diameter class
of each of the crankpins referred to (bottom figure)
 the set of seven figures on the right refer to the main journals and is preceded by an
isolated figure: the isolated figure indicates the journal/pin status (1=STD. 2=-0.127). the
other seven figures. taken individually. represent the diameter class of each of the main
journals referred to (bottom figure)
CRANK
JOURN
000557t
42 Course ME22 ETH – Ed.1 – 10/10

F2B F3A F3B
1 = 72,915 ÷ 72,924 1 = 82,970 ÷ 82,979 1 = 89,970 ÷ 89,979
2 = 72,925 ÷ 72,934 2 = 82,980 ÷ 82,989 2 = 89,980 ÷ 89,989
3 = 72,935 ÷ 72,945 3 = 82,990 ÷ 83,000 3 = 89,990 ÷ 90,000
dia. mm. dia. mm. dia. mm.
CRANK
JOURN
000557t
F2B F3A F3B

1 = 82,910 ÷ 82,919 1 = 92,970 ÷ 92,979 1 = 99,970 ÷ 99,979
2 = 82,920 ÷ 82,929 2 = 92,980 ÷ 92,989 2 = 99,980 ÷ 99,989
3 = 82,930 ÷ 82,940 3 = 92,990 ÷ 93,000 3 = 99,990 ÷ 100,000
dia. mm. dia. mm. dia. mm.
Course ME22 ETH – Ed.1 – 10/10 43

Selecting main bearing halves (journals with rated diameter)
Choosing the half-bearings
After finding out the engine block seat diameter class and journal diameter class for each main
journal. look up these data in the table to find the type of bearing half to be fitted.
E.g : Assuming the figure '1' is shown on the front part of the engine block for the seat
category and the figure '2' is shown for the journal category, the half-bearing match will be
RED/RED.
STD.
1 2 3
1 green green green
green green green
2 red green green
red green green
3 red red green*
red red green*
* red for F2B engines
44 Course ME22 ETH – Ed.1 – 10/10

Selecting main bearing halves (ground journals)
Choosing the half-bearings
After finding out the engine block seat diameter class and journal diameter class for each main
journal. look up these data in the table to find the type of bearing half to be fitted.
E.g : Assuming the figure '1' is shown on the front part of the engine block for the seat
category and the figure '2' is shown for the journal category, the half-bearing match will be
RED/BLACKRED BLACK.
- 0,127
F2B F3A F3B

Red/black 3,063  3,073 3,028 3,037 3,173 3,183
Green/black 3,074  3,083 3.038  3,047 3,184  3,193
000556t
CATEGORY
1 2 3 F2B
82,784
green/black green/black green/black 82,793
92,843
1 F3A
92,852
green/black green/black green/black
99,843
F3B
99,852
82,794
red/black green/black green/black F2B
82,803
92,853
2 red/black green/black green/black
F3A
92,862
99,853
F3B
99,862
82,804
F2B
82,814
red/black red/black green/black 92,863
F3A
3 92,873
F3B
99,873
Course ME22 ETH – Ed.1 – 10/10 45

- 0,254
F2B F3A F3B

Red 3,127  3,137 3,092 3,102 3,237 3,247
CATEGORY 1 2 3
82,666
F2B
red red red 82,686
92,726
1 red red red
F3A
92,746
99,726
F3B
99,746
- 0,508
F2B F3A F3B

Red 3,254  3,264 3,219 3,229 3,364 3,374
CATEGORY 1 2 3
82,412
F2B
82,432
red red red
92,472
F3A
1 red red red
92,492
99,472
F3B
99,492
46 Course ME22 ETH – Ed.1 – 10/10

Selecting connecting rod bearing halves (crankpins with rated diameter)
Three markings are shown on the connecting rod body, in the position indicated “A”:
1: Letter indicating the weight category
CATEGO F2B F3A F3B

RY
A 2890  2920 g 4024  4,054 g 4741  4,780 g
B 2921  2,950 g 4055  4,185 g 4781  4,820 g
C 2951  2,980 g 4086  4,116 g 4821  4,860 g
2: Number indicating the big end bearing seat diameter grade
CATEGO F2B F3A F3B

RY
1 77,000  77.010 mm 87,000  87.010 mm 94,000  94.010 mm
2 77.011  77.020 mm 87.011  87.020 mm 94.011  94.020 mm
3 77.021  77.030 mm 87.021  87.030 mm 94.021  94.030 mm
3: Number identifying the cap – connecting rod match
VIEW FROM
47557
Course ME22 ETH – Ed.1 – 10/10 47

STD.
1 2 3
1 green green green
green green green
2 red green green
red green green
3 red red green*
red red green*
* red for F2B engines
48 Course ME22 ETH – Ed.1 – 10/10

Selecting connecting rod bearing halves (ground crankpins)
In this event, determine the tolerance range for the new crankpin diameter (for each undersize)
and fit the correct half-bearings after looking them up in the table.
- 0,127
F2B F3A F3B

Red/black 2,074  2,083 2,033 2,043 2,028 2,038
Green/black 2,063  2,073 2,044 2,053 2,039 2,048
CATEGORY
1 2 3 72,789
F2B
72,798
F3A
1 82,852
F3B
89,852
72,799
F2B
red/black green/black green/black 72,808
82,853
F3A
2 red/black green/black green/black
82,862
89,853
F3B
89,862
72,809
F2B
82,863
3 F3A
82,873
red/black red/black green/black
89,863
F3B
89,873
Course ME22 ETH – Ed.1 – 10/10 49

- 0,254
F2B F3A F3B

Red 2,127  2,137 2,097  2,107 2,092  2,102
Green 2,138  2,147 2,108  2,117 2,103  2,112
CATEGORY 1 2 3 72,671
F2B
72,680
82,726
F3A
82,735
red green green 89,726
F3B
89,735
1 red green green
72,681
F2B
72,691
82,736
F3A
red red green 82,746
89,736
2 red red green
F3B
89,746
- 0,508
F2B F3A F3B

Red 2,254  2,264 2,224 2,234 2,219 2,229
Green 2,265  2,274 2,235 2,244 2,230 2,239
CATEGORY 1 2 3
72,417
F2B
72,426
82,472
F3A
red green green 82,481
89,472
1 red green
F3B
89,481
green
72,427
F2B
72,437
82,482
F3A
red red green 82,492
89,482
2 red red
F3B
89,492
green
50 Course ME22 ETH – Ed.1 – 10/10

CRANKSHAFT SEALING RINGS (Engines F2B-F3A-F3B ETH)
The front and rear seals are Rotostat modular seals.
They consist of a strip ( C) fitted directly on the crankshaft, a sealing lip (B) and an outer case
(A) fitted in a seat in the front cover or a seat on the engine flywheel cover case.
This type of seal offers the advantage of creating a seal on the strip (point D), i.e. it is not
affected by the shaft’s radial oscillations.
Use special tools to remove and refit these seals.
000558t
A. Part fitted in cover – B. Sealing lip – C. Part fitted on shaft –

D. Axial seal area
45254
Course ME22 ETH – Ed.1 – 10/10 51

CAMSHAFT (Engines F2B ETH)
The camshaft turns on seven built-in mounts (without removable caps) built-into the cylinder
head and fitted with bushes.
3 drive cams are provided per cylinder:
A INTAKE VALVE DRIVE
I PUMP INJECTOR DRIVE
S EXHAUST VALVE DRIVE
0052129t
000561t
52 Course ME22 ETH – Ed.1 – 10/10

FRONT SIDE
781
VALVE SPRINGS
F2B engine
109107
F3A engine
109060
F3B engine
108842
54 Course ME22 ETH – Ed.1 – 10/10

VALVE DRIVE AND PUMP INJECTOR DRIVE (Engines F2B-F3A-F3B ETH)
These are the same throughout the CURSOR range, apart from the size.
A I S A I S A I S A I S A I S A I S
44925
000562t
A Rocker shaft
B Rocker shaft bolt
C Intake valve rockers
D Rocker for pump injector
E Exhaust valve rockers
F Valve
G Adjustment screw
H Bridge
Course ME22 ETH – Ed.1 – 10/10 55

TIMING DRIVE (Engines F2B-F3A-F3B ETH)
The camshaft is driven by a set of helical gears in a cascade located in the rear of the engine.
Upper intermediate gear (B) is fitted on an adjustable mount to ensure the correct clearance
with gear (A), whose position is affected by the cylinder head gasket thickness tolerances.
The centre of rotation of all the others is determined by machining.
The timing gears are not marked with notches or codes as on conventional engines because
the gear timing does not have to be adjusted in a conventional manner, only the timing between
the camshaft and crankshaft.
A CAMSHAFT gear
B Upper intermediate gear
C Lower intermediate gear
D Crankshaft gear
E Oil pump gear
000564t
1 Adjustable rod
2 Intermediate gear
3 Bolts
4 Oil pump
47597
56 Course ME22 ETH – Ed.1 – 10/10

FLYWHEEL (Engines F2B – F3A – F3B ETH)
A locating dowel is provided to ensure that the flywheel can be fitted in only one position on the
crankshaft.
The flywheel performs conventional tasks (balancing mass, ignition ring gear mount and clutch
surfaces) and also acts as a phonic wheel for the sensor connected to the electronic control
unit.
54 holes are present for this purpose. These are subdivided into 3 different sectors with 18
holes each
Each of these sectors is combined with a pair of crankpins (1 – 6, 2 – 5, 3 – 4).
The electronic system does not require specific marking on the holes, but some holes ( A, B, C,
D in the figure on the right) are notched to allow the repairing dealer to carrying out certain
adjustments and set the timing.
One hole in each sector (A, B, C, right-hand figure) is marked with a notch, another hole on one
of the sectors only (D, right-hand figure) is marked with two notches.
The EDC control unit reads the angular flywheel position at each moment by means of an
induction sensor (located at 1, left-hand figure) while the holes marked by the notches must
align alternately with the inspection hole (2, left-hand figure) on the flywheel cover during the
mechanical adjustment and timing setting.
Note: the figure shows the holes marked by notches on a Cursor 8 flywheel without PTO. The
holes marked on the various Cursor versions could differ from those shown in the figure.
The various alternatives are not shown here because it is not essential for the repairer to know
which holes are marked on each version, to count them or to remember them all. The repairer
only needs to make visual reference to the holes through the inspection window when carrying
out adjustments and timing, as will be explained during this course.
000565t
Course ME22 ETH – Ed.1 – 10/10 57

4-3 2-5
60668
1-6
DETAIL STAMPED ON FLYHWEEL PISTON POSITION
A = Hole on flywheel with 1 notch, corresponding to pistons 3-4 TDC.

B = Hole on flywheel with 1 notch, corresponding to pistons 1-6 TDC.
C = Hole on flywheel with 1 notch, corresponding to pistons 2-5 TDC.
D = Hole on flywheel with 2 notches, position corresponding to 54°.
58 Course ME22 ETH – Ed.1 – 10/10

AUXILIARY DRIVE
F2B ETH engines
102650
1. Alternator - 2. Climate control system compressor - 3. Electromagnetic coupling –

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

4. Water pump - 5. Crankshaft - 6. Flexible belt
Course ME22 ETH – Ed.1 – 10/10 59

LUBRICATION
The Cursor engine lubrication circuit includes a system for lowering oil temperature by means of
a heat exchanger.
The oil is pressurised by a gear pump located behind the flywheel and is sent directly to the
heat exchanger that is washed by the engine coolant and adjusts its temperature to an optimum
level.
This adjustment is possible by reducing the oil temperature (directing it all through the heat
exchanger) or increasing the temperature (directing it through the by-pass thermostatic valve).
The fluid is directed from the heat exchanger output to two filters and then again to the engine
block to lubricate the anti-friction components.
The lubrication system is equipped with a oil vapour (blow-by) recovery system consisting of a
condenser, a filter and a safety valve. This system is located in the upper part of the timing
system cover.
60 Course ME22 ETH – Ed.1 – 10/10

LUBRICATION CIRCUIT (F2B ETH engines)
Pressurised oil
Gravity-fed oil
DETAIL A
Pressurised oil
Gravity-fed oil
44918
Course ME22 ETH – Ed.1 – 10/10 61

LUBRICATION CIRCUIT (F3A-F3B ETH engines)
Pressurised oil
Gravity-fed oil
DETAIL A
Pressurised oil
Gravity-fed oil
60672
62 Course ME22 ETH – Ed.1 – 10/10

The lubrication circuit comprises nine more efficient pumps (see figure) that are specially
designed to meet the new engineering requirements.
The heat exchanger casing has also been altered to house the new oil pressure/temperature
sensor for the EDC7 UC 31.
Lastly, a valve (normally open when pressure is greater than 1.7 bars) has been added to cut
out the lubrication beneath the piston casing. As described in the "Piston" section, this allows oil
saving in the most critical areas of the engine when flow is reduced in the circuit.
Oil pump (F2B ETH engines)
0051579t
Oil pump (F3A - F3B ETH engines)
0051580t
Course ME22 ETH – Ed.1 – 10/10 63

ENGINE OIL LUBRICATION DIAGRAM
The hydraulic circuit shown below is intended solely as a guide and shows the lubrication of all
CURSOR engine ranges.
001340t
1. Delivery to turbocharger – 1a. Return from turbocharger- 2. Oil filter by-pass valve (2 bar) –
3. Thermostat – 4. Pressure relief valve (5 bar) – 5. Safety valve (10 bars) on oil pump – 6. Oil
pump – 7. Crankshaft– 8. Lubrication fittings for gear bearings – 9. Piston sprays – 10. Cylinder
head - 11. Engine brake solenoid
64 Course ME22 ETH – Ed.1 – 10/10

Oil temperature/pressure sensor on heat exchanger
The oil temperature and pressure sensor on the heat exchanger is located as shown in the
figure. This sensor generates a signal for the EDC7 UC31 control unit.
0051581t
Course ME22 ETH – Ed.1 – 10/10 65

Oil sump
The oil sump features a new type of fastening to the engine block, i.e. it is flexibly suspended.
Sump border (1) is enclosed in a thick C-section rubber seal (4). The whole unit is contained
within and supported by aluminium element (3) bolted to the engine block by means of bolts (2).
Though this solution requires fewer bolts than a conventional system, it nevertheless prevents
noise and improves the seal. Another benefit is that the seal need not be replaced whenever the
sump is removed.
Engines F2B Engines F3A-F3B
47573 60665
66 Course ME22 ETH – Ed.1 – 10/10

Oil filter
This new generation filter allows very thorough filtration because it is able to trap more smaller
particles than a conventional filter with a paper filter.
External coiled winding.The filter elements are closely enfolded in a coil in such a way that each
fold is firmly secured to the coil in relation to the other folds. This means that the filter septum is
used evenly even under heavy-duty conditions, e.g. cold starts with highly viscous fluids and
peak flows. This system also ensures that the flow is evenly distributed over the entire length of
the filter element, with a consequent optimisation of load loss and in-service durability.
Upstream mount: To optimise the filter element flow distribution and stiffness, the filter comes
with an exclusive mount that consists of a sturdy plastic mesh and high-strength synthetic
material.
Filter septum. Consists of inert, inorganic fibres bound with resin of exclusive manufacture to a
structure with graded holes. The septum is produced exclusively in accordance with particularly
tough quality control procedures.
Downstream mount.A filter mesh mount and a sturdy plastic mesh confer extra strength on the
septum. This is particularly advantageous during cold starts and long periods of service. The
filter performance remains constant and dependable throughout its service lifetime and from
one element to the next, irrespective of changes in service conditions.
Structural parts.The o-rings fitted to the filter element ensure an effective seal between
themselves and the container to rule out the risk of bypassing and maintain the filter
performance constant. The structure of the filter element is completed by corrosion-proof bases
and a sturdy inner metal core.
The adoption of these high-filtration devise, which have only been previously used in industrial
processes allows:
- engine component wear to be reduced in the long term;
- oil performance/specifications to be maintained and thus longer oil change intervals.
47447 87205
Course ME22 ETH – Ed.1 – 10/10 67

Detail of heat exchanger (F2B engines)
68 Course ME22 ETH – Ed.1 – 10/10

Detail of heat exchanger (F3A-F3B engines)
DEMONSTRATION FIGURE
78950
1. Oil temperature sensor- 2. Oil pressure sensor for pressure gauge - 3. Sending unit for low
pressure warning light bulb - 4. By-pass valve - 5. Thermostat valve.
NOTE: F3A engine= 9 elements; F3B engine= 11 elements.
Course ME22 ETH – Ed.1 – 10/10 69

ENGINE COOLING (Engines: F2B – F3A – F3B)
The engine cooling system is closed loop forced circulation type and may be connected to the
supplementary heater and intarder heat exchanger (if fitted).
It consists of the following main parts:
an expansion tank with two valves incorporated in the plug: an outlet valve and intake valve,
which govern system pressure;
- a coolant level sensor located at the base of the expansion tank with two insertion points;
- an engine cooling module to dissipate heat removed from the engine by the coolant in the
intercooler heat exchanger;
- a heat exchanger to cool lubrication fluid;
- a centrifugal water pump built into the crankcase;
- an electric fan consisting of a two-speed electromagnetic coupling managed electronically by
the vehicle Multiplex system;
- a 3-way thermostat that governs coolant circulation.
Water leaving the thermostat

Water circulating in the engine
Water entering the pump
92843
70 Course ME22 ETH – Ed.1 – 10/10

Water pump
On all engines, the water pump consists of: impeller, gasket bearing and drive pulley.
Cross-section through water pump (F2B engines)
44915
Cross-section through water pump (F3A - F3B engines)
60631
Course ME22 ETH – Ed.1 – 10/10 71

Thermostat
F2B engine operating diagram
ENGINE COLD
45357
ENGINE WARM
1. From head 45358

2. By – pass to pump
3. To heater
4. To radiator
5. To expansion tank
F3A - F3B engine operating diagram
ENGINE COLD
0052139t
ENGINE WARM
6. To expansion tank 0052140t

7. From engine
8. To by – pass
9. To radiator
72 Course ME22 ETH – Ed.1 – 10/10
FANS WITH ELECTROMAGNETIC COUPLING
0052306t
1. Pulley – 2. Fan hub – 3. Permanent magnets – 4. Blades – 5. Fan – 6. Shaft - 7. Return

spring – 8. Piston – 9. Floating ring – 10. Air supply duct -11. Coil
The fan offers two possible effective rotation speeds controlled by the Front Frame Computer by
exciting the air solenoid for the slow speed and coil (11) for the second speed. When neither the
first nor second speed is engaged, the fan turns slowly due to the friction (neutral position).
The following parameters/systems may require fan activation via the B.C. control unit:
 coolant temperature
 climate control system coolant temperature
 Intarder
Course ME22 ETH – Ed.1 – 10/10 73

VIEW OF DISCOSTATIC FAN
OPERATING TEMPERATURE: 79°C
VEICHLE EQUIPED WITH THE INTARDER
OPERATING TEMPERATURE: 84°C
VEICHLE EQUIPED WITHOUT INTARDER

Fan disengaged (neutral position)
8.5 bar
0052307t
When fan activation is not required for efficient engine operation, the Front Frame Computer
control unit drives the air solenoid to move piston (8). Piston (8) is displaced to move permanent
magnets (3) away from fan hub (2). The magnetic field generated by magnets (3) is insufficient
to drive fan hub (2).
The fan may turn slowly due to the friction present.
Course ME22 ETH – Ed.1 – 10/10 75

Fan with first speed engaged
0052308t
When first speed operation is required, the Front Frame Computer discharges air from duct (10)
through the air solenoid.
Piston (8) is displaced to move permanent magnets (3) away from fan hub (2). Piston
movement is generated by return spring (7) and blades (4).
Shaft rotation speed is equal to the speed of pulley (1) and the effect of the magnetic field
generated by magnets (3) causes fan hub (2) to turn to a top speed of 650 rpm.
For F2B engines, the first speed is always engaged because the air solenoid and the air
discharge system inside the unit are not present.
76 Course ME22 ETH – Ed.1 – 10/10

Fan with second speed engaged
0052309t
When the first speed is insufficient to cool the engine effectively, the Front Frame Computer
control unit governs activation of the second fan by exciting coil (11).
The magnetic field generated by the coil attracts floating ring (9) of fan hub (2) to pulley (1) until
both units are joined together.
In this situation, fan speed is equal to pulley speed.
Course ME22 ETH – Ed.1 – 10/10 77

Fan control diagram - Electromagnetic fan
Steering
Wheel
Interface
Solenoid
fan
Front Body
Frame Computer
Computer
Fan coil
Pressure
switch Climate control
climate control system
Sensor
EDC Temperature
Water
0052256t
Troubleshooting
Defect Cause
The fan always turns at first speed  Air supply pipe blocked
 Air supply pipe blocked
The fan does not turn faster than 650 rpm  The control unit outlet does not drive the
(first speed) coil
 Break in control unit/coil wiring
 Coil short-circuited
 Incorrect sliding of mechanical parts
The fan always turns at second speed  Control unit outlet always drives the coil
 Incorrect sliding of mechanical parts
78 Course ME22 ETH – Ed.1 – 10/10

Check fan wear
77469
In rest condition, gap X between pulley (1) and floating ring (2) (subject to wear) must be
between 0.5 and 1.2 mm.
Wear up to a maximum gap thickness of 2.5 mm is permitted.
Course ME22 ETH – Ed.1 – 10/10 79

TURBOCHARGING
The turbocharging system consists of:
 A fixed or variable geometry turbocharger (F2B engines);
 a variable geometry turbocharger (F3A - F3B engines);
 an air filter;
 an intercooler radiator
Engine exhaust gas

Intake air
Warm compressed air
Cooled compressed air
60675
TURBOXHARGING DIAGRAM (F3A engines)
Principle of operation
Irrespective of the turbocharger type, the basic concept is to use exhaust gas pressure (turbine)
to compress combustion air (compressor) entering the chambers. This solution increases the
engine's volumetric efficiency.
The operating principle of the variable geometry turbocharger is described below because it is
more complex and used on all ranges.
80 Course ME22 ETH – Ed.1 – 10/10
Turbocharger with wastegate
HOLSET HX 50W
The following diagram shows the principle of operation.
A) Exhaust gas input

A1) Maximum outflow cross-section (VGT fully open, high engine speeds)
A2) Outflow cross section reduced (average engine speeds)
A1) Minimum outflow cross-section (VGT fully closed, low engine speeds)
002863t
82 Course ME22 ETH – Ed.1 – 10/10

Actuator
The actuator piston connected to the control rod is controlled by compressed air taken in
through air intake 1 on the upper part of the actuator.
When the air pressure is adjusted, movement of the piston and turbine control rod is modulated.
During its movement, the piston gradually compresses outer spring 4 until the piston base
reaches disc 5 controlling inner spring 6.
As pressure increases further, the piston compresses the inner spring still further until it is at the
end of it travel.
The end stop is reached when disc 5 touches lower travel stop 9.
Use of the two springs allow the ratio between piston travel and pressure to be altered. About
85% of rod travel is countered by the outer spring while 15% is countered by the inner spring.
001228t
1. Air intake – 2. Gasket – 3. Piston – 4. Outer spring – 5. Inner spring control disc – 6. Inner
spring – 7. O – Ring – 8. Spring holder– 9. End stop – 10. Dust seal - 11. Control rod
Course ME22 ETH – Ed.1 – 10/10 83

VGT control diagram
0052917t
1. Service reservoir
2. Shut off solenoid
3. Air filter
4. VGT solenoid
5. Turbocharging pressure sensor (located upstream of compressor)
6. Turbine actuator
7. Turbine rpm sensor
8. EDC control unit
9. Body Computer
10. Switch
84 Course ME22 ETH – Ed.1 – 10/10

ENGINE BRAKE
CONVENTIONAL ENGINE BRAKE

In a conventional engine brake (with a throttle valve on the exhaust port), the braking action is
supplied exclusively by the counterpressure of the gases located inside the exhaust manifold
(normally approximately 4 - 5 bars)
It is not possible to achieve high braking torques with this solution because the resistant torque
due to turbo pressure generated during the compression stage (Fig. A) is almost completely
cancelled out by the drive torque (apart from small leaks due to friction and heat dissipation)
due to turbo pressure, which generates a driving force on the piston during the subsequent
expansion stage (Fig. B).
Prolonged use also gives rise to engine overheating because the working fluid remains the
same; no cool air is taken into the cylinders (to determine internal ventilation) apart from the
minimum amount permitted by the small quantity of exhaust gas that flows through the throttle
valve.
001412t
Course ME22 ETH – Ed.1 – 10/10 85

ITB ENGINE BRAKE (Iveco Turbo Brake)
The braking system on Cursor engines is completely different from a conventional system: the
ITB is technologically more advanced than systems used by other manufacturers, which lack a
VGT.
Towards the end of the compression stage (Fig. C), several degrees before reaching TDC, a
special device opens the exhaust valve slightly to evacuate the pressure that has built up in the
cylinder (Fig. D).
In this case, the braking torque generated by the compression stage is used, but without any
subsequent return thrust on the piston.
001413t
86 Course ME22 ETH – Ed.1 – 10/10

Principle of operation (ITB)
When the engine brake is operated, the hydraulic control mechanism cancels out the exhaust
valve clearance.
The relevant rocker is slightly raised at the correct stage of the cycle by the engine brake lift
ramp as a result of the specific exhaust cam profile.
The exhaust valves therefore open slightly near TDC at the end of the exhaust stage to
discharge compressed air into the combustion chamber.
A Engine brake released
B Engine brake applied
C Exhaust cam
(d = valve lift for engine brake)
0053204t
Course ME22 ETH – Ed.1 – 10/10 87

Exhaust cam movement
The two graphs show exhaust cam movements to describe what happens when the rocker is
lowered during engine brake operation.
In both graphs, the line represents the ideal line along which the rocker roller slides until it
meets the valve main riser or other protuberances; the degrees stand for degrees of crankshaft
rotation.
A Normal engine operation: the roller slides the line and only meets the main valve
riser.
A2 is normal operating clearance (0.40 ± 0.05 mm when cold for Cursor 8, 0.50  0.05
Cursor 10, 0.60  0.05 Cursor 13), measured exactly at the engine brake riser, i.e. at
TDC. The graph also clearly shows the reason why the clearance is not as set when it
is checked with the cam in other positions.
For example, the value at A1 is:
 about 1.7 mm when cold (Cursor 8);
 about 1.8 mm when cold (Cursor 10);
 about 1.9 mm when cold (Cursor 13).
000593t
88 Course ME22 ETH – Ed.1 – 10/10

Operating during engine braking: the rocker is lowered and the roller still slides along
which has, however changed position, and is also raised by the engine brake
riser and the main riser.
Course ME22 ETH – Ed.1 – 10/10 89

FUEL SYSTEM
The fuel feed circuit essentially consists of the following parts: fuel pump, filter, prefilter and 6
pump injectors driven by the camshaft via rockers. Everything is managed by the EDC
electronic control unit.
p= (2 ÷ 5) bar
p= (3,2 ÷ 3,8) bar
ENGINE FUEL DIAGRAM

1. Fuel filter – 2. Pressure damper – 3. Pressure regulator valve (opening starts at 5 bar) –
4. Fuel feed pump– 5. Fuel prefilter with manual priming pump – 6. Valve for recirculating fuel
from the injectors built into the fuel pump (opening starts 3.5 bars) – 7. EDC control unit – 8.
Heat exchanger for control unit – 9. Pressure relief valve for fuel return to tank – 10. Pump
injectors
A. Fuel intake from injectors – B. Fuel return to tank
The features on the Cursor EURO 3 range are the same of the Euro 4 range:
 Addition of a pressure damper to reduce pressure peaks in the delivery pipe to the
injectors;
 filter element volume increase;
 changes in the control unit intake, pump intake and cylinder head intake pipes.
90 Course ME22 ETH – Ed.1 – 10/10

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

front/side end
Take particular care that the fuel emerging from the bleed screw on the cylinder head
does not contaminate the fan, water pump and the alternator and air conditioner drive
belts. Risk of damage.
Course ME22 ETH – Ed.1 – 10/10 91

INJECTORS
The pump-injector mainly consists of three parts:
 Solenoid
 pump element
 nozzle
These three parts are NOT individually replaceable and NOT serviceable.
The pumping element is operated mechanically at each stroke by a rocker. It compresses the
fuel in the delivery chamber.
The nozzle is formed and operates in a similar way to conventional injectors. It is opened by fuel
under pressure and injects the finely atomised fuel into the combustion chamber.
A solenoid controlled directly by the electronic control unit determines the delivery method on
the basis of a control signal.
An injector casing houses the lower part of the pump-injector in the cylinder head.
F2B engines
The Cursor 8 Euro 3 range pump-injector is the same of that used in the Euro 4/5 range.
000578t
A. Solenoid – B. Pump element C. Nozzle
92 Course ME22 ETH – Ed.1 – 10/10

F3A-F3B engines
The Cursor ETH Euro 3 range injector is the same of that used in the Euro 4/5 range.
108843
Cross section through UIN3.1 injectors:

1. Fuel/oil sealing ring - 2. Fuel/diesel sealing ring – 3. Fuel/exhaust gas sealing ring
Because the injection pressure of the new UIN 3.1 pump injectors is higher, they spray the fuel
more finely into the exhaust chamber to improve combustion and thus reduce polluting exhaust
emissions.
Course ME22 ETH – Ed.1 – 10/10 93

NIMA code
OLD
NEW NIMA code

Replacing pump - injectors (F3A – F3B engines)
102935
Use tool 99342155 to remove the pump - injector from the cylinder head as follows:
 attach part (3) of tool 99342155 to the pump-injector (4);
 fit part (2) to part (3), resting part (2) on the cylinder head;
 tighten nut (1) and remove pump-injector (4) from the cylinder head.
Course ME22 ETH – Ed.1 – 10/10 95

FUEL FILTER (F3A - F3B Engines )
A larger cartridge filter has been introduced on F3A - F3B new Euro 3 engines.
0051576t
Course ME22 ETH – Ed.1 – 10/10 97

SETTINGS
Checking cylinder liner protrusion

Check protrusion by applying special tool (2) and tightening bolts (1) to a torque of 170 Nm
(F2B engines) or 225 Nm (F3A – F3B engines).
Use a dial gauge (3) to measure that the cylinder liner protrusion in relation to the cylinder head
support surface is 0.035 – 0.065 mm (F2B engines) or 0.045 – 0.075 (F3A – F3B engines).
Otherwise, replace the shim with another of appropriate thickness supplied as a spare part.
Always replace the o-ring water seals.
60520
98 Course ME22 ETH – Ed.1 – 10/10

Adjusting flywheel sensor seat plate position
The flywheel sensor seat takes the form

of a plate with slotted fastening holes.
If in doubt over the correct positioning or

if the flywheel cover casing or plate
requires removal, adjust the position as
follows:
Position the piston of cylinder no. 1

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

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

end of tool (1) fits exactly into the
underlying flywheel hole.
Tighten the bolts until the shear head

breaks off.
001339t
99 Course ME22 ETH – Ed.1 – 10/10

A B
0053205t 45376
C D
45269 45264
E1 E2
45260 73533
F G
45261 60575
Course ME22 ETH – Ed.1 – 10/10 100

Use tool 99360321 to turn the crankshaft clockwise (flywheel end) until the dial gauge
pointer reaches the minimum value, beyond which it cannot fall.
Zero the dial gauge.
Turn the crankshaft in its normal direction of rotation until the dial gauge shows the
correct lift value shown in the table.
Cursor 8 4.90  0.05 mm

Cursor 10 4.44  0.05 mm
Cursor 13 5.31  0.05 mm
106535
D) The camshaft timing is correct if the specified cam lift values (see table, point C)
correspond to the following conditions:
1. The hole with one notch (5) is visible from the inspection window.
2. Tool 99360612 (1) fits into hole (3) on flywheel (4) through engine rpm sensor seat
(2).
77259
If the camshaft timing is not correct, proceed as follows:

1) loosen bolts (2, Figure A) securing gear (1, Figure A) to the camshaft and make use of the
slots on the gear;
Course ME22 ETH – Ed.1 – 10/10 102

2) Adjust the flywheel to achieve the conditions indicated in under point D above, remembering
that the cam lift must remain unchanged.
3) Tighten bolts (2, Figure A) and repeat the check as described.
4) Tighten bolts (2) to the specified torque.
60575 77259
(FIGURE A) (FIGURE B)
103 Course ME22 ETH – Ed.1 – 10/10

Adjusting camshaft phonic wheel timing
Adjusting the camshaft phonic wheel timing allows the electronic control unit to detect the
cylinders in which the fuel injection is to take place via the sensor.
Proceed as follows:
1) Turn the crankshaft to move the piston of cylinder no. 1 to TDC during the compression
phase.
2) Turn it through approx. ¼ turn against its normal direction of rotation.
3) Turn the flywheel back in its normal direction of rotation until the hole marked with a double
notch (4) is visible through the inspection hole under the flywheel cover casing.
4) Insert tool 99360612 (5) in the flywheel sensor seat (6).
5) Fit tool 99360613 (2) on the tooth on the phonic wheel through the timing sensor seat (if tool
(2) is difficult to fit, loosen bolts (3) and adjust phonic wheel (1) until tool (2) fits over the
tooth correctly).
6) Tighten bolts (3).
77260
Course ME22 ETH – Ed.1 – 10/10 104

In other words, the phonic wheel of the camshaft is correctly timed when, with the flywheel at
an angle of 54° before TDC with piston no. 1 in the compression phase, the recognition tooth
of the phonic wheel aligns exactly with the position determined by tool 99360613.
If the phonic wheel timing is incorrect, align the 4 bolts securing it to the gear and correct its
angle using the slots.
105 Course ME22 ETH – Ed.1 – 10/10

Adjusting valve clearance and injector pump element position
The operations described must be carried out scrupulously to ensure the engine is not damaged
and operates normally.
44,936A
The figure represents the option chosen for Cursor 8 engines (pump-injector with non-coaxial
coil). The procedure described below applies to all Cursor engines.
Adjust the piston of the cylinder for which the clearance is to be adjusted to TDC at the end of
the compression stroke. The valves of this cylinder are closed while both valves of the
symmetrically opposite cylinder are open.
The symmetrical cylinder pairs are 1 – 6, 4 – 3 e 2 – 5.
To carry out these operations correctly, proceed as described below, using the information
given in the table overleaf.
Adjusting valve clearance

The specified clearance with the engine cold is:
F2B engines: 0.40 mm ± 0.05 mm (intake and exhaust);
F3A engines: 0.40 mm ± 0.05 mm (intake);
0.50 mm ± 0.05 mm (exhaust);
F3B engines: 0.40 mm ± 0.05 mm (intake);
0.60 mm ± 0.05 mm (exhaust);
Course ME22 ETH – Ed.1 – 10/10 106

Sequence:
1) move the crankshaft into position for the valves to be adjusted;
2) use a box wrench to loosen nut (1) securing the adjustment screw;
3) fit feeler gauge strip (3) between the washer of rocker (2) and the valve control bridge;
4) use an appropriate wrench to tighten or unscrew the adjustment bolt;
5) check that the feeler gauge strip ( 3) slides with slight friction;
6) tighten nut (1), holding the adjustment screw still;
Position the pump injector pump elements

Sequence:
1) move the crankshaft into position for the rocker to be adjusted;
2) use a box wrench to loosen the nut securing the adjustment screw on rocker (5) controlling
injection pump (6);
3) use an appropriate wrench (4) to tighten the adjustment screw so that the pump element is
in contact with the end stop;
4) use a torque wrench to tighten the adjustment bolt to a torque of 5Nm (0.5 kgm);
5) unscrew the adjustment screw through ½  ¾ turn;
6) tighten the nut retaining the adjustment screw;
FIRING ORDER 1 – 4 – 2 – 6 – 3 – 5
Adjust clearance of Adjust preload of

Start and turn Balance valves on
valves on cylinder injectors for
anticlockwise cylinder no.
no. cylinder no.
1 and 6 at TDC 6 1 5
120° 3 4 1
120° 5 2 4
120° 1 6 2
120° 4 3 6
120° 2 5 3
To carry out the above adjustment correctly, it is essential to carry out the sequence
shown in the table on the page alongside. At each rotation phase, check the accuracy
of the position by inserting pin 99360612 in the 11th hole of each of the three 18-hole
sectors.
107 Course ME22 ETH – Ed.1 – 10/10

DATA AND INSTALLATION CLEARANCES
Type F2B F3A F3B
mm
CYLINDER AND CRANKSHAFT ASSEMBLY
Cylinder liner seats:

upper 130,200  130,225 142,000  142,025 153,500 153,525

lower 128,510  128,535 140,000  140,025 152,000  152,025
Cylinder liners:
outer diameter:
upper 130,161  130,186 141,961  141,986 153,461  153,486
2
lower 128,475  128,500 139,890  139,915 151,890  151,915
length - - -
Cylinder liners–
engine block seats
upper 0,014  0,064 0,014  0,064 0,014  0,039
lower 0,010  0,060 0,085  0,135 0,085  0,135
Outer diameter 2 - - -
Cylinder liners:
A* 115,000  115,012 125,000  125,013 135,000  135,013
outer diameter  3
B* 115,010  115,022 125,011  125,024 135,011  135,024
Protrusion X 0,035  0,065 0,045  0,075 0,045  0,075
* Selection class
Pistons:
measurement height X 18 18 18
outer diameter  1 A* 114,871  114,883 124,861  124,873 134,861  134,873
outer diameter  1 B* 114,881  114,893 124,872  124,884 134,872  134,884
pin seat
*Supplied as spares 46,010  46,018 50,010  50,016 54,010  54,018
** Only production.
Piston – cylinder liners

A* - 0,127  0,152
0,117  0,141
B* - 0,127  0,152
* Selection class
Piston diameter 1 - - -
Piston protrusion X 0,32  0,69 0,23  0,53 0,12  0,42
Piston pin 3 45,994  46,000 49,994  50,000 53,994  54,000
Piston pin – piston seat 0,010  0,024 0,010  0,022 0,010  0,024
Course ME22 ETH – Ed.1 – 10/10 108

Type F2B F3A F3B
mm
FEDERAL MAHLE
MOGUL■ PISTON▲
1,583 1,583 
X1* 2,098  2,128* 2,427*
1,613
PISTONpin grooves X2 1,554  1,550  1,550  1,570 1,550  1,570
1,574 1,570
X3 4,020  4,040 5,020  5,040
4,02  4,04
* measured on  diameter of 111 * measured on  * measured on 
mm (F2B) 120mm 130mm
Piston rings:
trapezoid seal S1* 1,429  1,473 1,929  1,973 2,296  2,340
sealing lip S2 1,470  1,500 1,470  1,500 1,470  1,500
milled oil scraper with
slots and internal
spring S3
3,970  3,990 3,970  3,990 4,970  4,990
*meas. 2 mm from  ext. (F2B-
F3A)
*meas. 2.5 mm from  ext. (F3B)
1 0,247  0,311■ 0,125  0,199 0,087  0,131
1 0,111  0,175▲
Piston rings - grooves 0,054  0,104■ 0,050  0,100 0,050  0,100
2
0,050  0,100▲
2 0,030  0,070 0,030  0,070
0,030  0,065
3
APiston ring end opening
in cylinder liner:
X1 0,30  0,40 0,35  0,45 0,40  0,50
X2
X3 0,55  0,70 0,60  0,75 0,65  0,80
0,35  0,65 0,35  0,65 0,40  0,75
Small end bush seat
1 49,975  50,000 54,000  54,030 59,000 59,030
Connecting rod bearing
seat  2 Nominal 77,000  77,030 87,000  87,030 94,000  94,030
value
1 77,000  77,010 87,000  87,010 94,000  94,010
Selection categories  2 77,011  77,020 87,011  87,020 94,011  94,020
3 77,021  77,030 87,021  87,030 94,021  94,030
Connecting rod small end
bush diameter
outer 4 50,055  50,080 54,085  54,110 59,085  59,110
inner 3 46,015  46,030 50,019  50,035 54,019  54,035

Connecting rod bearing half S
Red 2,000  2,010 1,970  1,980 1,965  1,975
Green 2,011  2,020 1,981  1,990 1,976  1,985
Yellow
2,021  2,030 1,991  2,000 1,986  1,995
Connecting rod small end
bush - seat 0,055  0,105 0,055  0,110 0,055  0,110
Piston pin - bush 0,015  0,036 0,019  0,041 0,019  0,041
Connecting rod bearing half 0,127–0,254–0,508 0,127–0,254–0,508 0,127–0,254–0,508
Connecting rod weight

A 2865  2895 g 4024  4054 g 4741  4780 g
Category B 2896  2925 g 4055  4085 g 4781  4820 g
C 2926  2955 g 4086  4116 g 4821  4860 g
109 Course ME22 ETH – Ed.1 – 10/10

Type F2B F3A F3B
mm
Measurement height X 125 125 125

Maximum parallelism error
in connecting rod axes // 0,08 0,08 0,08
Main journals  1 Nominal value 82,910  82,940 92,970  93,000 99,970  100,000
1 82,910  82,919 92,970  92,979 99,970  99,979
Selection category 2 82,920  82,929 92,980  92,989 99,980  99,989
3 82,930  82,940 92,990  93,000 99,990  100,000
Crankpins  2 Nominal value 72,915  72,945 82,970  83,000 89,970  90,000

1
72,915  72,924 82,970  82,979 89,970  89,979
Selection category 2
72,925  72,934 82,980  82,989 89,980  89,989
3
72,935  72,945 82,990  83,000 89,990  90,000
Main bearing halves S1
Red 3,000  3,010 2,965  2,974 3,110  3,120
Green 3,011  3,020 2,975  2,984 3,121  3,130
Yellow 3,021  3,030 2,985  2,995 3,131  3,140
Connecting rod bearing halves S2

Red 2,000  2,010 1,970  1,980 1,965  1,975
Green 2,011  2,020 1,981  1,990 1,976  1,985
Yellow 2,021  2,030 1,991  2,000 1,986  1,995
Main journals  3 Nominal value 89,000  89,030 99,000  99,030 106,300  106,330
 1 89,000  89,009 99,000  99,009 106,300  106,309
Selection category 2  89,010  89,019 99,010  99,019 106,310  106,319
 3 89,020  89,030 99,020  99,030 106,320  106,330
STD, 0,040  0,098 0,060  0,108
Half-bearings - - 0,127 0,040  0,098 0,050  0,090 0,061  0,119
main journals -0,254, -0,508 0,040  0,110 0,060  0,130
STD, 0,035  0,093 0,050  0,108
Half-bearings – - 0.127 0,035  0,093 0,040  0,080 0,051  0,109
crankpins -0,254, -0,508 0,035  0,083 0,050  0,098
Main bearing halves 0,127 – 0,254 – 0,508 0,127 – 0,254 – 0,508 0,127 – 0,254 – 0,508
Connecting rod bearing half 0,127 – 0,254 – 0,508 0,127 – 0,254 – 0,508 0,127 – 0,254 – 0,508
Main journal for

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

shoulder X2 32,94  32,99 38,94  38,99 40,940  40,990
Thrust half-rings
(thickness) X3 3,38  3,43 3,38  3,43 3,380  3,430
Crankshaft shoulder 0,11  0,30 0,10  0,30 0,10  0,30

Parallelism  1–2 0,010 0,025 0,025

Concentricity 1–2 0,040 0,040 0,040
Course ME22 ETH – Ed.1 – 10/10 110

Type F2B F3A F3B
mm
CYLINDER HEAD – TIMING SYSTEM
Valve guide seats

on cylinder head
1 12,980  12,997 14,980  14,997 15,980  15,997
2 8,023  8,038 9,015  9,030 10,015  10,030

Valve guide
3 13,012  13,025 15,012  15,025 16,012  16,025
Valve guides and seats on head 0,015  0,045 0,015  0,045 0,015  0,045
Valve guide 0,2  0,4 0,2  0,4 -
Valves:
4 7,970  7,985 8,960  8,975 9,960  9,975
 60° 30’  7’ 30” 60° 30’  7’ 30” 60° 30’  7’ 30”
4 7,970  7,985 8,960  8,975 9,960  9,975
 45015' 45° 30’  7’ 30” 45° 30’  7’ 30”
Valve stem and associated guide 0,038  0,068 0,040  0,070 0,040  0,070
Seat on head for

valve seat:
1 41,985  42,020 44,185  44,220 49,185  49,220
1 40,985  41,020 42,985  43,020 46,985  47,020
Valve seat outer diameter

; valve seat angle
on cylinder head:
2 42,060  42,075 44,260  44,750 49,460  49,475
 60 0- 30' 60 0- 30' 60 0- 30'
2 41,060  41,075 43,060  43,075 47,260  47,275

 45 0- 30' 45 0- 30' 45 0- 30'
X 0,5  0,8 0,65  0,95 0,45  0,75

Recess
X 1,6  1,9 1,8  2,1 1,65  1,95
Between valve seat

0,040  0,090 0,040  0,090 0,040  0,090
and head
111 Course ME22 ETH – Ed.1 – 10/10

Type F2B F3A F3B
mm
Valve spring
height:
free spring H 80
66 76
under load of:
H1 62 (600N  33N)
H2 49.5 (540N  27N) 59 (775N  39N)
48.8 (1140N 
37.5 (966N  48N) 46 (1366N  68N)
57N)
Injector protrusion X 1,1 0,32  1,14 0,52  1,34
Seat for overhead camshaft

bushes
cylinders:
17  80,000  80,030 88,000  88,300 88,000  88,030
Camshaft mounting
journals:
17  75,924  75,940 82,950  82,968 82,950  82,968
Outer diameter of
camshaft bushes:
80,090  80,115 88,153  88,183 88,153  88,183


Bush inner
diameter 16  75,990  76,045
83,018  83,085 83,018  83,085
7  76,008  76,063
Bushes and seats in

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

journals 0,050  0,121 0,050  0,135 0,050  0,135
Effective cam lift:

8,07 9,30 9,231
7,63 9,458 9,5607
8,828 13,376 13,376
Rocker shaft
37,984  38,000 41,984  42,000 41,984  42,000
1
Course ME22 ETH – Ed.1 – 10/10 112

Type
F2B F3A F3B
mm
Seats for bushes in
rockers:
41,000  41,016 45,000  45,016 45,000  45,016
53,000  53,019 59,000  59,019 59,000  59,019
42,000  42,016 46,000  46,016 46,000  46,016
Rocker bush outer

diameter:
41,097  41,135 45,090  45,130 45,090  45,130
53,105  53,156 59,100  59,140 59,100  59,140
42,066  42,091 46,066  46,091 46,066  46,091
Rocker bush inner

diameter:
38,025  38,041 42,025  42,041 42,025  42,041
50,025  50,041 56,030  56,049 56,030  56,049
38,015  38,071 42,015  42,071 42,015  42,071
Bushes and seats:

0,081  0,135 0,074  0,130 0,074  0,130
0,086  0,156 0,081  0,140 0,081  0,140
0,050  0,091 0,050  0,091 0,050  0,091
Rocker and shaft seats
0,025  0,057 0,025  0,057 0,025  0,057
0,025  0,057 0,025  0,057 0,025  0,057
0,015  0,087 0,015  0,087 0,015  0,087
113 Course ME22 ETH – Ed.1 – 10/10

TIGHTENING TORQUES (F2B ENGINES)
PART TORQUE
Nm kgm
Bolts securing engine block base to engine block (see fig. 1) 
Outer bolts M 10 x 1.25 Stage one: pretightening; 25 2,5
Inner bolts M 16 x 2 Stage two: pretightening; 140 14,2
Inner bolts M 16 x 2 Stage three: angle tightening 60°
Inner bolts M 16 x 2 Stage four: angle tightening 60°
Outer bolts M 10 x 1.25 Stage five: angle tightening 90°
Piston cooling nozzle outlet M12 x 1.5 35 ± 2 3,5 ± 0,2
Bolts securing heat exchanger to engine block  (see fig. 5)
pretightening 11,5 ± 3,5 1,2 ± 0,3
tightening 19 ± 3 1,9 ± 0,3
Bolts securing spacer and oil sump (see fig. 6) 41,5 ± 3,5 4,2 ± 0,3
Bolts securing gear casing to engine block M 10 x 1.25 41,5 ± 3,5 41,5 ± 3,5
Bolts securing gear casing to engine block M 12 x 1.75 63 ± 7 6,4 ± 0,7
Bolts securing gear casing to engine block M 8 x 1.25 23,5 ± 1,5 2,4 ± 0,15
Cylinder head bolt: (see fig. 2) 
First stage Pretightening 50 5,1
Second stage Pretightening 100 10,2
Stage three Angle tightening 90°
Stage four Angle tightening 75°
Rocker shaft bolt 
Second stage Angle tightening 60°
Lock-nut for rocker adjustment screw  39 ± 5 4 ± 0,5
Bolts for injector brackets  36,5 3,7
Bolts securing thrust plates to head  : 20 ± 2 2 ± 0,2
Bolt for camshaft gear: 
Exhaust manifold bolts  (see fig. 3)
Pretightening 40 ± 5 4,1 ± 0,5
Tightening torque 70 ± 5 7,1 ± 0,5
Engine brake actuator cylinder bolts 19 ± 3 1,9 ± 0,3
Connecting rod cap bolts: 
Flywheel bolts:  M16 x 1.5 x 58
Flywheel bolts:  M16 x 1.5 x 110
Engine pulley bolts:
Damping flywheel bolts: 115 ± 15 11,7 ± 1,5
Intermediate gear pin bolts: 
First stage Pretightening 30 3
Starter motor bolt 44 ± 4 4,5 ± 0,4
Air compressor bolt 74 ± 8 7,5 ± 0,8
Air compressor drive gear nut 170 17,3
Bolts and nuts securing turbocharger  (see fig. 4)
Rocker cover bolts (see fig. 7) 8,5 ± 1,5 0,9 ± 0,1
Injector wiring nuts 1,62 ± 0,3 0,16 ± 0,03
 Before fitting, lubricate with MOLYCOTE oil
 Before fitting, lubricate with graphite oil
Course ME22 ETH – Ed.1 – 10/10 114

DIAGRAM SHOWING ENGINE BLOCK BASE BOLT TIGHTENING ORDER
Figure 1
Stage one:
outer bolt
FRONT
pretightening
SIDE (25 Nm)
44897
Stage two:
FRONT inner bolt
SIDE pretightening
(140 Nm)
44898
Stage three:
tightening of
FRONT inner bolts
SIDE through
60°
44898
Stage four:
tightening of
FRONT inner bolts
SIDE through
60°
44898
Stage five:
FRONT tightening of
SIDE outer bolts
through
90°
44899
115 Course ME22 ETH – Ed.1 – 10/10

DIAGRAM SHOWING TIGHTENING ORDER FOR CYLINDER HEAD BOLTS:
Figure 2
44900
DIAGRAM SHOWING TIGHTENING ORDER FOR EXHAUST MANIFOLD BOLTS

Figure 3
45359
DIAGRAM SHOWING TURBOCHARGER BOLT AND NUT TIGHTENING ORDER

Figure 4
45360
SEQUENCE: Pretightening 4 – 3 – 1 –2
Tightening 1 – 4 – 2 –3
Course ME22 ETH – Ed.1 – 10/10 116

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

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

Figure 7
45363
117 Course ME22 ETH – Ed.1 – 10/10

TIGHTENING TORQUES (F3A ENGINES)
PART TORQUE
Nm kgm
Outer bolts M12 x 1.75 Stage one: pretightening; 30 3
Outer bolts M 17 x 2 Stage two: pretightening; 120 12,2
Inner bolts Stage three: angle tightening 90°
Inner bolts Stage four: angle tightening 45°
Outer bolts Stage five: angle tightening 60°
Piston cooling nozzle fitting  35 ± 2 3,5 ± 0,2
Pretightening 11,5 1,15
Tightening torque 19 1,9
Bolts securing spacer and oil sump (see fig. 13)
Pretightening 38 3,8
Bolts securing gear casing to engine block M 12 x 1.75  63 ± 2 6,3 ± 0,2
Cylinder head bolt: (see Figure 9) 
Air compressor bolts 100 10,2
Lock-nut for rocker adjustment screw  39 ± 5 4 ± 0,5
Bolts for injector brackets  26 2,6
Bolts securing thrust plates to head  19 1,9
Bolt securing engine mounting bracket to cylinder head
Bolt securing engine mounting bracket to flywheel casing
Engine brake actuator cylinder bolts  19 1,9
Flywheel bolts: 
 Before tightening, lubricate with engine oil

Course ME22 ETH – Ed.1 – 10/10 118

TIGHTENING TORQUES (F3A ENGINES)
PART TORQUE
Nm kgm
Damping flywheel bolts: 
Bolt securing idler gear connecting rod 25 ± 5 2,5 ± 0,5
Oil pump bolts 25 ± 5 2,5 ± 0,5
Crankshaft seal cover bolts 25 ± 5 2,5 ± 0,5
Fuel filter/pump bolts 25 ± 5 2,5 ± 0,5
Pretightening 33,5 ± 7,5 3,4 ± 0,8
Water pump bolts 25 ± 2,5 2,5 ± 0,25
Bolts securing spacer/pulley to fan 30 ± 3 3 ± 0,3
Bolt securing automatic belt tensioner to air conditioner 26 ± 2 2,6 ± 0,2
Bolt securing automatic belt tensioner to engine block 50 ± 5 5,1 ± 0,5
Bolts securing fan mount to engine block 100 10,2
Starter motor bolts 74 ± 8 7,5 ± 0,8
Air heater bolts 37 ± 3 3,8
Air compressor bolt 74 ± 8 7,5 ± 0,8
Air compressor drive gear nut  170 ± 10 17,3 ± 1
Alternator bolt L=35 mm 30 ± 3 3 ± 0,3
L=60 mm 44 ± 4 4,5 ± 0,4
L=30 mm 25 ± 2,5 2,5 ± 0,25
Injector wiring nuts 1,62 ± 0,3 0,16 ± 0,03
 Before tightening, lubricate with engine oil

119 Course ME22 ETH – Ed.1 – 10/10

PART TORQUE
Nm kgm
Outer bolts M12 x 1.75 Stage one: pretightening; 30 3
Inner bolts M 18 x 2 Stage two: pretightening; 120 12,2
Inner bolts M 18 x 2 Stage three: angle tightening 60°
Inner bolts M 18 x 2 Stage four: angle tightening 55°
Outer bolts M12 x 1.75 Stage five: angle tightening 60°
Piston cooling nozzle fitting 35  2 3,5  0,2
Pretightening 11,5  3,5 1,15  0,35
Tightening torque 19  3 1,9  0,3
Bolts securing suction head to engine 24,5  2,5 2,5  0,25
block base
Bolts securing spacer and oil sump (see fig. 13)
Pretightening 38 3,9
Bolts securing gear casing to engine block M 12 x 1.75  63 6,4
Bolts securing control unit to engine block base  24  2,5 2,4  2,5
Cylinder head bolt: (see Figure 9) 
Lock-nut for rocker adjustment screw 39  0,5 3,9  0,5
Bolts for injector brackets  26 2,6
Bolts securing thrust plates to head 19  3 1,9  0,3
Bolt securing engine mounting bracket to cylinder head
 Before tightening, lubricate with UTDM oil

Course ME22 ETH – Ed.1 – 10/10 120

PART TORQUE
Nm kgm
Bolt securing engine mounting bracket to flywheel casing
Bolts securing phonic wheel to camshaft gear 8,5  1,5 0,85  0,15
Pretightening 40  5 40,1  0,5
Tightening torque 70  5 7,1  0,5
Engine brake actuator cylinder bolts 19 1,9
Flywheel bolts: 
Damping flywheel bolts: 
Bolts securing idler gear adjustment connecting rod 24,5  2,5 2,5  0,25
Oil pump bolts 24,5  2,5 2,5  0,25
Crankshaft seal cover bolts 24,5  2,5 2,5  0,25
Fuel filter/pump bolts 19 1,9
pretightening 35 3,6
tightening 46 4,7
Water pump bolts 25 2,5
Bolts securing fan hub to spacer 30 3
Bolts securing fan spacer to pulley 30 3
Bolts securing fan mount to engine block 100 10,2
Fixed tensioner bolt 10,5  0,5 1  0,05
Automatic belt tensioner bolt 50  5 5,1  0,5
Bolts securing fixed pulley for auxiliary drivebelt to engine block 105  5 10,5  0,5
Starter motor bolts 74  4 7,4  0,4
Air heater bolts 30  3 3  0,3
Air compressor bolts 74  4 7,5  0,4
Injector wiring nuts 1,64  0,28 0,164  0,028

121 Course ME22 ETH – Ed.1 – 10/10

PART TORQUE
Nm kgm
Air compressor drive gear nut 170  10 17  1,7
Alternator bolt: M10  1.5 L = 35 mm 44  4 4,5  0,4
M10  1.5 L = 60 mm 44  4 4,5  0,4
Power steering pump bolts 46,5  4,5 4,65  0,45
Air conditioner compressor/mount bolts 24,5  2,5 2,45  0,25
Guard bolts 24,5  2,5 2,45  0,25
Filter blocked sensor fastening 55  5 5,5  0,5
Fuel/water temperature sensor fastening 35 3,5
Thermometric sending unit/switch fastening 25 2,5
Air temperature sending unit fastening 35 3,5
Pulse sending unit fastening 82 0,8  0,2
Engine brake solenoid fastening 32 3,2

Course ME22 ETH – Ed.1 – 10/10 122

DIAGRAM SHOWING ENGINE BLOCK BASE BOLT TIGHTENING ORDER
Figure 8
Stage one:
FRONT SIDE external bolt
pretightening
60592
Stage two:
FRONT SIDE inner bolt
pretightening
:
60593
Stage three:
FRONT SIDE tightening of
inner bolts
through angle
60593
FRONT SIDE tage four:

tightening of
inner bolts
through angle
60593
Stage five:
FRONT SIDE tightening of
outer bolts
through angle
60594
123 Course ME22 ETH – Ed.1 – 10/10

DIAGRAM SHOWING TIGHTENING ORDER FOR CYLINDER HEAD BOLTS:
Figure 9
60580
DIAGRAM SHOWING TIGHTENING ORDER FOR EXHAUST MANIFOLD BOLTS

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

Figure 11
60582
SEQUENCE: Pretightening 4 – 3 – 1 –2
Tightening 1 – 4 – 2 –3
Course ME22 ETH – Ed.1 – 10/10 124

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

Figure 13
60583
1st stage from 1 to 16.

2nd stage from 17 to 32.
125 Course ME22 ETH – Ed.1 – 10/10

SPECIAL TOOLS FOR F2B – F3A – F3B ENGINES
DESCRIPTION MODEL
TOOL NO.
F2B F3A F3B
Telescopic rotary stand

99322230 (capacity 2000 daN, torque 375 X X X
daNm)
99340051 X
Tool for removing front
crankshaft seal
99340053 X X
99340052 X
Tool for removing rear crankshaft
seal
99340054 X X
99340205 Percussion extractor X X X
99342149 Extractor for injector sleeve X X X
Course ME22 ETH – Ed.1 – 10/10 126

SPECIAL TOOLS FOR F2B – F3A – F3B
TOOL NO. DESCRIPTION MODEL

F2B F3A F3B
99342155 Extractor for injectors X X
99346245 X
Tool for fitting front crankshaft
seal
99346250 X X
99346246 X
Tool for fitting rear crankshaft
seal
993462260 X X
Universal extractor for 5 to 70

99348004 X X X
mm bores
Socket wrench for bolts joining

X X
engine block to base
99350072
Socket wrench for idler gear
X
mount bolts
127 Course ME22 ETH – Ed.1 – 10/10

DESCRIPTION MODEL
TOOL NO.
F2B F3A F3B
Socket wrench for bolts joining

99350074 X
engine block to base
99360143 Drift for removing valve guides X
99360177 X
Plugs (6) protecting injector
seats
99360180 X X
Pliers for removing and refitting

99360184 X X X
piston rings (105-106 mm)
99360192 Chocks for flexible belt X X X
Course ME22 ETH – Ed.1 – 10/10 128

DESCRIPTION MODEL
TOOL NO.
F2B F3A F3B
Tool for removing and refitting

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

99360264 X
engine valves
99360288 X
Drift for removing valve guides
Installing tool for fitting seal to

99360292 X
valve guide
Drift for refitting valve guide (use

99360294 X
with 99360288)

99360295 X
with 99360481)

99360296 X
with 99360143)
129 Course ME22 ETH – Ed.1 – 10/10

DESCRIPTION MODEL
TOOL NO.
F2B F3A F3B
Tool for disassembling engine oil

99360314 X X X
filter
99360321 Tool for rotating engine flywheel X X X
99360325 Spacer (use with 99360321) X X
99360328 X
Installing tool for fitting seal to
valve guide
99360329 X
Compression tool for measuring

cylinder liner protrusion (use with
99360334 X X X
99370415 – 99395603 and
special plates)
Plate for compressing cylinder

99360335 X
liners (use with 99360334)
Course ME22 ETH – Ed.1 – 10/10 130

DESCRIPTION MODEL
TOOL NO.
F2B F3A F3B
99360336 Spacers (use with 99360334) X X
99360337 X
Plate for compressing cylinder
liners (use with 99360334 -
99360336)
99360338 X
99360351 Tool for retaining engine flywheel X X X
99360481 Drift for removing valve guides X
99360487 X
Drift for removing and refitting
camshaft bushes
99360499 X X
99360500 Crankshaft lifting tool X X X
131 Course ME22 ETH – Ed.1 – 10/10


F2B F3A F3B

99360551 X X X
flywheel
Tool for assembling and

99360553 installing rocker shaft (use with X X
99360144)
Tool for assembling and

99360558 X
installing rocker shaft
Rocker for lifting and transporting

99360585 X X X
engine
Device for fitting the piston into

99360605 the cylinder liner (60-125 mm) X X X
Course ME22 ETH – Ed.1 – 10/10 132

SPECIAL TOOLS FOR F2B – F3A – F3B

F2B F3A F3B
99360612 Engine TDC positioning tool X X X
Tool for adjusting phonic wheel

99360613 X X X
timing on camshaft
99360703 Cylinder liner retaining tool X X X
Tool for removing cylinder liners

99360706 X X X
(use with special rings)
Ring (115 mm) (use with

99360724 X
99360706)
99360726 X
99360706)

99360728 X
99360706)
Brackets for fastening engine to

99361035 X
rotary stand 99322230
133 Course ME22 ETH – Ed.1 – 10/10

DESCRIPTION MODEL
TOOL NO.
F2B F3A F3B
Brackets for fastening engine to

99361036 X X
rotary stand 99322230
99365054 X
Tool for refitting injector sleeve
99365056 X X
Dial gauge base for measuring

99370415 cylinder liner protrusion (use with X X X
99395603)
Tool for stamping engine

99378100 identification plates (use with X X X
specific drifts)
99378101
99378102
Drifts for stamping engine
99378103
identification plates (use with X X X
99378104
99378100)
99378105
99378106
Torque screwdriver for adjusting

99389834 X X X
injector solenoid connector nut
Course ME22 ETH – Ed.1 – 10/10 134

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

99390772 X X X
residues
Tool for tapping injector sleeve to

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

99394041 with 99394014 or 99394015) X X X
135 Course ME22 ETH – Ed.1 – 10/10

DESCRIPTION MODEL
TOOL NO.
F2B F3A F3B
Reamer for grinding lower part of

injector holder (use with X
99394014)
99394043
Reamer for grinding lower part of
injector holder (use with X X
99394015)
99395215
X
Gauge for measuring distance

99395218 between camshaft and idle gear X
centre lines.
99395219 X
Pair of measuring devices for

99395216 angular tightening with 1/2" and X X X
3/4" square attachment
99395603 Dial gauge (0 - 5 mm) X X X
9395687 Bore gauge (50 - 178 mm) X X X
99396033 X
Crankshaft front seal cover
locating ring
99396035 X X
Course ME22 ETH – Ed.1 – 10/10 136

ENGINE ELECTRONIC SECTION
CONTENTS
Page
INTRODUCTION ..................................................................................................................... 139

CAN LINE ASSEMBLY ............................................................................................................ 141
MAIN ELECTRICAL COMPONENTS ...................................................................................... 143
EDC7 UC31 CONTROL UNIT ................................................................................................. 144
EDC7 UC31 control unit component assembly........................................................................ 150
EDC7 UC31 electronic control unit pin out............................................................................... 151
INJECTION.............................................................................................................................. 159
Principle of operation ............................................................................................................... 161
Pump injector 78247 ................................................................................................................ 162
ENGINE BRAKE...................................................................................................................... 166
System components ................................................................................................................ 166
Engine brake solenoid 78050 ................................................................................................ 168
VARIABLE GEOMETRY TURBOCHARGER (VGT)................................................................ 169
VGT System components ........................................................................................................ 169
VGT solenoid ........................................................................................................................... 170
SENSORS ON EDC7 UC31 .................................................................................................... 171
ACCELERATOR POSITION SENSOR ON VCM .................................................................... 178
PRE-POST HEATING COIL .................................................................................................... 179
30-PIN DIAGNOSTIC COUPLING........................................................................................... 181
16 PIN COUPLING FOR OBD (On Board Diagnostic) ............................................................ 182
CIRCUIT CARDS..................................................................................................................... 183
Key to electrical/electronic components................................................................................... 183
Engine cooling (Stralis AS/AT/AD)........................................................................................... 184
“ECB” CAN line....................................................................................................................... 185
VCM control unit (Stralis AS/AT/AD)........................................................................................ 186
137 Course ME22 ETH – Ed.1 – 10/10

Course ME22 ETH – Ed.1 – 10/10 138
INTRODUCTION
This volume describes the electrical/electronic section of Cursor 8, 10 and 13 engines in the
Euro 3 range (Euro 4/5 without SCR system). This description is mainly based on Stralis AS and
Stralis AT/AD Euro 4 vehicle applications.
The differences of Euro 4/5 and Euro 3 engines are the SCR system aplication (present only for
Euro 4/5) and the engine map.
CAN line constituents
A B
73652/A
A. Sheath – B. Twisted wires
The wiring used for the various CAN lines present on the vehicle comes in the form of twisted
wires. This configuration has been chosen to eliminate electrical signal interference.
The sheaths are identified by different colours:
 BLACK VDB/SB
 YELLOW ECB
 GREEN ICB
 GREY BCB
 WHITE FMB
 BLUE IDB
139 Course ME22 ETH – Ed.1 – 10/10

Testing CAN line efficiency
The efficiency of the CAN lines on the vehicle is checked by measuring the resistances across
the pins of the various control units using a multimeter as described below.
Body Computer
7 12
J2
1 6
74206
 Pin 1 - 2 CAN ICB line

 Pin 3 - 4 VDB CAN line
 Pin 10 - 12 BCB CAN line
VCM control unit

 Pin 19 - 20 ECB CAN line
 Pin 37 - 38 FMB CAN LINE
 Pin 39 - 40 CAN ICB line
Readings to be taken during measurement
0Ω ~ 60 Ω ~ 120 Ω O.L.
CAN line short-circuited CAN line OK Heater coil line interrupted CAN line interrupted
Course ME22 ETH – Ed.1 – 10/10 140

Cursor 8 – 10 – 13 Euro 3 – STRALIS CAN LINE ASSEMBLY
SWI
DDM
RADIO IDB IC ICB BC PDM
BM
OBD II
Connector
VCM FMS
FMB Connector
E
C B
ECM MTCO/DTCO C CLIMATE
B
Diagnostic B
Connector EM ACC
AHT_A
VDB
FFC
INTARDER ABS ECAS
ALLISON RFC
EUROTRONIC II
AHT_W
0056331t
KEY:
BC Body Computer
DDM Driver Door Module
PDM Passenger Door Module
BM Bed Module
CLIMATE Climate control system
FFC Front Frame Computer control unit
RFC Rear Frame Computer
AHT-A Air heater, located to the right rear of the cab
AHT-W Water heater, located in the right front wheel arch, near the FFC
MTCO/DTCO Tachograph/Digital tachograph
VCM Vehicle Control Module
IC Cluster
ABS ABS control unit
INTARDER Intarder control unit
ECAS Air suspension control unit
EUROTRONIC II Eurotronic II automatic transmission control unit
ACC ACC (Adaptive Cruise Control) radar control unit
ECM Engine control unit (EDC7 UCI31)
OBD II Connector 16 pin coupling for OBD (on board diagnosis)
SWI Steering Wheel Interface control unit
EM Expansion Module
RADIO Radio
FMS Connector FMS connector (bodybuilders)
141 Course ME22 ETH – Ed.1 – 10/10

VDB (Vehicle Data Bus) communication line
Allows communication between the vehicle's various electronic systems. It is connected to the
following control units: Eurotronic gearbox, Intarder, EM, ABS, ECAS, Diagnostic connector,
VCM, Tachograph.
This line also communicates with the Cluster and Body Computer.
MTCO/DTCO
BC
Diagnostic
IC Connector
VDB
RETARDER EM ECAS ABS
VCM
EUROTRONIC II
0056332t
Specifications:
Data transmission speed 250,000 ( BITS/SEC)
Wiring colour black
Number of ECUs connected 3-8
BCB (Body Control Bus) communication line
Allows communication between the engine control units and sensors. It is connected to the
following control units: EDC , VCM, and OBD connector.
VCM
ECB
OBD II
Connector
EDC7
0056333t
Specifications:
Data transmission rate 250,000 (BITS/SEC)
Wiring colour Yellow
Number of ECUs connected 3÷8
Course ME22 ETH – Ed.1 – 10/10 142
MAIN ELECTRICAL COMPONENTS
116829
1. Air temperature/pressure sensor – 2. Boiler – 3. Injector – 4. Engine brake solenoid –

5. Timing rpm sensor – 6. Fuel temperature sensor – 7. Starter motor – 8. Engine rpm sensor –
9. VGT solenoid – 10. Engine oil temperature/pressure sensor – 11. Air conditioner compressor
– 12. Coolant temperature sensor – 13. EDC/ UC31 engine control unit.
143 Course ME22 ETH – Ed.1 – 10/10

EDC7 UC31 CONTROL UNIT
The EDC7UC31 electronic control unit manages the following main functions:
 fuel injection;
 turbine geometry modulation;
 engine brake activation;
 Self-diagnostics;
 Recovery
It also allows:
 interfacing with other on-board electronic systems;
 EOL programming;
 diagnostics.
Fuel metering
Fuel metering is calculated on the basis of:
 accelerator pedal position or user request;
 engine rpm;
 intake air quantity.
The result may be corrected on the basis of
 coolant temperature
or to prevent:
 noise;
 fumes;
 overloads;
 overheating;
 turbine over-revving.
Delivery may be altered in the case of:
 engine brake operation;
 action of external devices (ASR, speed limiter etc.);
 serious faults that involve a reduction in load or stalling of the engine.
After calculating the intake air mass by measuring volume and temperature, the control unit
calculates the corresponding mass of fuel to be injected in the relevant cylinder (mg. per
delivery stroke) taking into account also diesel temperature.
The fuel mass calculated in the this way is first converted into a volume (mm3 per delivery
stroke) and then in crank degrees, i.e. injection duration This duration is dependent on engine
speed. Fuel metering is mapped in the EDC7 UC31 control unit on the basis of torque demand
associated with accelerator pedal position. To obtain this torque, the control unit monitors the
engine rpm and the amount of air taken into the cylinders.
Course ME22 ETH – Ed.1 – 10/10 144

Correction of flow rate on the basis of coolant temperature
When cold, the engine encounters greater operating resistance: mechanical friction is high, the
oil is still very viscous, and the various clearances have not yet been optimised.
The injected fuel also tends to condense on the metal surfaces that are still cold.
When the engine is cold, the amount of fuel metered is therefore higher than when the engine is
warm.
Correction of the flow rate to prevent noise, fumes or overloads

The performance situations that could lead to the occurrence of the above problems are known.
The designer has therefore included special instructions in the control unit to prevent this: e.g.
to limit torque to reduce fumes The control unit manages fuel flow on the basis of the following
parameters:
 Engine speed;
 Turbo air pressure/flow.
De-rating
If the engine overheats, the injection is altered to reduce engine performance (torque). The four
graphs below shows the torque limitation trend plotted against coolant, oil, turbo air and fuel
temperature.
Torque reduction on the basis of coolant temperature

Torque percentage
Engine coolant temperature [ºC] 0054201t
Reduction in torque on the basis of oil temperature

Torque percentage
Oil temperature [ºC] 0054202t
Reduction in torque on the basis of turbo air
145 Course ME22 ETH – Ed.1 – 10/10

Torque percentage
0054203t
Temperature in intake manifold [ºC]
Reduction in torque on the basis of fuel temperature

Torque percentage
0054204t
Fuel temperature [ºC]
Course ME22 ETH – Ed.1 – 10/10 146

Turbine rpm adjustment
Turbine speed is adjusted continuously and may be corrected by modulating the geometry.
Electronic control of injection advance

The advance (moment when delivery starts, express in degrees) may differ from one injection to
the next and even from one cylinder to another. As with the flow rate, it is calculated on the
basis on engine load (accelerator position, engine rpm and intake air).
The advance is corrected as appropriate:
 during acceleration phases
 on the basis of coolant temperature
and to obtain:
 a reduction in emissions, noise and overload
 more effective vehicle acceleration
At start-up, a very high advance is set on the basis of coolant temperature.
Feed-back on the moment delivery starts is supplied by changes in injector solenoid
impedance.
Engine speed governor

The electronic speed governor displays both features of governors:
 minimum and maximum
 all speeds.
It remains stable at ranges where conventional mechanical governors become inaccurate.
Engine starting
When the engine is first cranked, the timing signals and cylinder no. 1 recognition signals are
synchronised (flywheel sensor and camshaft sensor). The accelerator pedal signals is ignored
upon start-up. Start-up output is set exclusively on the basis of engine temperature by means of
a special map. When the control unit detects an rpm number and flywheel acceleration that
suggests the engine has not started and is no longer cranked by the starter motor, it re-enables
the accelerator pedal.
Cold starts
When even one of the three temperature sensors (coolant, air or diesel) records a temperature
lower than 10°C, pre-post heating is activated.
When the ignition contact is turned on, the preheating warning light comes on and remains on
for a variable period according to the temperature (as the coil at the intake manifold heats the
air) before starting to flash. At this point the engine may be started.
When the engine is running, the warning light goes off while the coil continues to be supplied for
a certain period (variable), to perform the post heating function.
If, with the warning light flashing, the engine is not started within 20  25 seconds (disattention
time), the operation is cancelled in order not to take charge from the battery without any reason.
The preheating curve also varies according to battery voltage.
147 Course ME22 ETH – Ed.1 – 10/10

Warm starts
If the reference temperatures all exceed 10°C, when the ignition key is turned on, the warning
light comes on for 2 seconds for a short test and then goes out. At this point the engine may be
started.
Run up
When the ignition is turned on, the control unit transfers information stored when the engine was
shut down to its main memory (see: After run), and tests the system.
After Run
Whenever the engine is turned off by means of the ignition key, the control unit is supplied for a
few more seconds by the main relay.
This allows the microprocessor to transfer some data from the main menu (volatile) to a non-
volatile memory that can be deleted and rewritten (Eeprom) to make them available at the
subsequent start-up (see: Run up).
This data consists essentially of:
 various settings (engine idle, etc.)
 calibration of certain components
 fault memory.
The procedure lasts several seconds, typically 2 to 7 (depends on the quantity of data to be
saved). After this the ECU sends a control to the main relay and causes disconnection from the
battery.
ATTENTION!
It is very important that this procedure should not be interrupted, e.g. by disconnecting the
engine using the battery disconnector or disconnecting the battery disconnector until at least 10
seconds have elapsed from engine shut down.
If this happens, the system remains in operation until the fifth incorrect shutdown (even if it is
not consecutive). After this, an error is stored in the fault memory and the engine operates in
recovery mode at the next start-up while the EDC warning light stays on.
Repeated breaks in the procedure could cause damage to the control unit.
Cut - off
This function stops fuel delivery during deceleration, during engine braking etc.
Synchronization Search
If the camshaft sensor signal is not present, the control unit can still
identify the cylinders into which fuel should be injected.
If this occurs when the engine is already running, the combustion sequence has already been
downloaded and the control unit therefore continues following the sequence for which it has
been synchronised.
If it occurs with the engine off, the control unit energises a single solenoid. Within no more than
2 crankshaft revolutions, an injection will take place in that cylinder and then all the control unit
has to do is synchronise with the firing order and start the engine.
Course ME22 ETH – Ed.1 – 10/10 148

To reduce the number of connections, the length of the connection cables to the injectors and
hence the signal interference, the control unit is fitted directly to the engine via a heat exchanger
that allows it to be cooled while flexible blocks reduce vibrations transmitted by the engine.
The control unit is connected to the wiring by 3 connectors:
 connector "A" for injectors
 connector "B", frame side
 connector "C" for sensors
An internal environmental pressure sensor is used to improve injection system management.

Though the electronic control unit offers the possibility of an ASR warning light blink code
display for preliminary diagnostics, it is also equipped with a highly advanced self-diagnostic
system. This is able to detect and store permanent and intermittent faults arising in the system
during operation and adjust them to environmental conditions to ensure effective, dependable
repair operations.
Fuel metering
Because the ECU accurately monitors the fuel pressure in common rail systems (rail pressure),
a single map is required to determine injection duration.
The inputs are rail pressur (hPa) and injection output (mm³/injection).
The output is an injection time (µs) that may be obtained by means of a direct command from
the control unit.
Once the amount of fuel for injection and pre-injection has been defined, the control unit
recalculates the output for both at each cycle. This calculation is based on fuel density (set at
835mg/mm³)
149 Course ME22 ETH – Ed.1 – 10/10

EDC7 UC31 control unit component assembly
0056334t
Key
1) 85150 EDC7 UC31 control unit
2) 72021 30-pin coupling for electrical connection to tester on ground
3) 25222 Relay enabling thermal starter activation
4) 48035 Engine rpm sensor
5) 78248 Variable geometry turbine control solenoid
6) 48042 Engine rpm sensor on timing system
7) 48043 Turbocharger speed sensor
8) 42030/47032 Oil temperature and pressure sensor
9) 85156 Turbo air temperature and air pressure sensor for EDC.
10) 85153 Coolant temperature sensor for EDC
11) 47042 Fuel temperature sensor
12) 78247 Solenoid for electronic injection
13) 78050 Solenoid controlling engine brake
Course ME22 ETH – Ed.1 – 10/10 150
EDC7 UC31 electronic control unit pin out
0051261t
A — Injector connector B — Frame connector C — Sensor connector
N.B.: the EDC7 UC31 control unit is fitted directly on the engine via a heat exchange that allows
cooling. The control unit is fitted by means of flexible blocks to reduce vibrations from the
engine.
the EDC7 UC31 is protected by a fuse (30 A) located inside a supplementary fuse carrier box
(75000 - fuse n°3), located near the battery compartment.
The main relay normally used to supply the system is located inside the control unit.
151 Course ME22 ETH – Ed.1 – 10/10

Injector connector "A"
Wiring colour key 12 16

B black black
R red red
U blue blue
W white white
P purple purple
11
G green green 6
N brown brown
Y yellow yellow
O orange orange
E grey grey
K pink pink
1 5
0050710t
Wiring
Wiring
ECU colour Function Function
colour
PIN F3A / F3A / B F2B
F2B
B
1 - Free B Cylinder 5 electronic injection solenoid
Free Cylinder 6 electronic injection
2 - B
solenoid
Cylinder 4-5-6 electronic injection B Cylinder 4 electronic injection solenoid
3 B
solenoid
4 - Free W Cylinder 1 electronic injection solenoid
5 - Free G Cylinder 3 electronic injection solenoid
6 Y Cylinder 2 electronic injection solenoid R Cylinder 2 electronic injection solenoid
7 O Engine brake control solenoid O Engine brake control solenoid
8 N Engine brake control solenoid N Engine brake control solenoid
9 - Free
10 - Free
Cylinder 1-2-3 electronic injection Y Cylinder 2 electronic injection solenoid
11 R
solenoid
12 G Cylinder 3 electronic injection solenoid R Cylinder 3 electronic injection solenoid
13 W Cylinder 1 electronic injection solenoid R Cylinder 1 electronic injection solenoid
Cylinder 4 electronic injection solenoid U Cylinder 4 electronic injection
U
14 solenoid
Cylinder 6 electronic injection solenoid Cylinder 6 electronic injection
15 E G
solenoid
16 P Cylinder 5 electronic injection solenoid P Cylinder 5 electronic injection solenoid
Course ME22 ETH – Ed.1 – 10/10 152

Sensor Connector "C"
Wiring colour key 6 8 16 9 15 22
B black black
R red red
U blue blue
W white white
P purple purple
G green green 4
5
N brown brown
Y yellow yellow
O orange orange
E grey grey
K pink pink
1 3 23 30 36 29
0050712t
ECU Wiring
Function
PIN colour
1 N Variable geometry turbine control solenoid
2 - Free
3 B Variable geometry turbine control solenoid
4÷8 - Free
9 W Timing flywheel sensor
10 R Timing flywheel sensor
11 ÷ 14 - -
15 K Engine coolant temperature sensor
16 ÷ 17 - Free
Free
18 O/B Fuel temperature sensor
19 B Flywheel sensor
20 N Turbocharger speed sensor
21 ÷ 22 - Free
23 W Flywheel sensor
24 N Engine oil pressure/temperature sensor
25 W Air temperature/pressure sensor power supply
26 Y Engine coolant temperature sensor
27 O/B Oil temperature signal from engine oil pressure/temperature sensor
28 U Oil pressure signal from engine oil pressure/temperature sensor
29 - Free
30 W Turbocharger speed sensor
31 - Free
32 O Engine oil pressure/temperature sensor power supply
33 R Air temperature/pressure sensor power supply
34 G Air pressure signal from air pressure/temperature sensor
35 W/R Fuel temperature sensor
36 O Air temperature signal from air pressure/temperature sensor
153 Course ME22 ETH – Ed.1 – 10/10

Frame connector “B”
71 89 72 54 6 11
1
7
12
53 35 18 36 17
0050711t
Pin
Wire Function
ECU
2 7151 Positive +30
3 7151 Positive +30
5 0150 Earth
6 0150 Earth
8 7151 Positive +30
9 7151 Positive +30
10 0150 Earth
11 0150 Earth
12 0094 Earth enabling preheating activation
29 5163 EDC system diagnosis request switch power supply (wiring)
34 Gn/Ve ECB CAN L line
35 WS/BI ECB CAN H line
40 8015 +15
75 9164 Preheating relay excitation signal for EDC
85 0163 EDC diagnostic switch power supply
89 2298 EDC control unit K line
Course ME22 ETH – Ed.1 – 10/10 154

Component code list
Component code Description

85150 EDC7 UC31 control unit
78247 Electronic injection solenoid
78050 Solenoid controlling engine brake
78248 Variable geometry turbine control solenoid
48035 Engine rpm sensor
48042 Engine rpm sensor on timing system
48043 Turbocharger speed sensor
85156 Turbo air pressure and temperature sensor
42030 Sending unit for engine oil pressure gauge
47032 Sending unit for engine oil temperature signal temperature gauge
85153 Coolant temperature sensor
47042 Fuel temperature sensor
86116 Body Computer multiplex control unit
50005 Multiplex instrument module
86132 VCM (Vehicle Control Module)
25900 Master current switch
25222 Relay enabling glow plug activation
70603 Fuse holder with 6 fuses
25213 Relay for activating ignition-operated appliances by means of battery
72021 30-pin coupling for electrical connection to tester on ground
61121 Engine preheating coil
155 Course ME22 ETH – Ed.1 – 10/10

Control unit EDC7 UC31 connector A and C circuit diagram (Cursor F2B – Stralis AT/AD
engines)
0051662t
Course ME22 ETH – Ed.1 – 10/10 156

EDC7 UC31 control unit connectors A and C circuit diagram (Cursor F3A Stralis AT/AD
and Cursor F3A/F3B Stralis AS engines)
0051661t
157 Course ME22 ETH – Ed.1 – 10/10

EDC7 UC31 control unit connector B circuit diagram (Cursor F2B-F3A-F3B Stralis AT/AD
and Stralis AS engines)
0056335t
Course ME22 ETH – Ed.1 – 10/10 158

INJECTION
The injection system in Cursor Euro 3 engines contains pump injectors controlled by an over
head camshaft. The main electrical component of this system is control unit EDC7 UC31 plus
the pump injector, which comes in two versions:: the F2B Euro 3 (Cursor 8) are fitted with UIN2
type with a solenoid and pump element not in line while F3A/F3B Euro 3 engines are fitted with
UIN3.1 with coaxial pump element and solenoid.
When coaxial injectors are used (F3A-F3B engines), a preinjection is made to reduce noise,
while this solution is not provided for Cursor 8 engines.
In general, pre-injection includes a fuel output between 0 and 50 mg/cycle with engines speeds
from 550 rpm to 800 rpm.
A: injector current
B: injection pressure
injector current/pressure
Camshaft position
During cold starting and heating (engine temperature less than 60ºC), the injection may be
carried out earlier, depending on water, oil and intake air temperature values.
159 Course ME22 ETH – Ed.1 – 10/10

F2B engines F3A-F3B engines
0052247t 0052246t
Cursor 8 engines Cursor 10 &13

engines
I_MAX = 32 A
I min = 6 A I MAX = 32 A
Maximum working voltage: 45 V

Maximum working voltage: 25 V
The pump-injector mainly consists of three parts:

A) Solenoid;
B) Pump element;
C) Nozzle.
These three parts are NOT individually replaceable and NOT serviceable.
The pumping element is operated mechanically at each stroke by a rocker. It compresses the
fuel in the delivery chamber.
The nozzle is formed and operates in a similar way to conventional injectors. It is opened by fuel
under pressure and injects the finely atomised fuel into the combustion chamber.
A solenoid controlled directly by the electronic control unit determines the delivery method on
the basis of a control signal.
An injector casing houses the lower part of the pump injector in the cylinder head.
Course ME22 ETH – Ed.1 – 10/10 160

Principle of operation
Filling
000579t
Injection
000580
End of delivery and

return
000581
N.B.:
The figures are an approximate guide to the principle of operation.
The component design and diesel flow pathway are different in reality.
161 Course ME22 ETH – Ed.1 – 10/10

Pump injector 78247
The solenoid is N.O. type
Coil resistance is ~ 0.56 - 0.57 Ohm.
The electronic control unit can establish whether the injection took place correctly according to
the current taken up by the solenoid.
The unit is able to detect injector errors ONLY with the engine running or during start-up.
Cursor Euro 3 F2B engines

The injectors are connected to the control unit individually across pins:
A13 / A4 injector for cylinder 1
Cursor Euro 3 F3A-F3B engines

These are connected to the electronic control unit with a common positive to groups of three
injectors:
injector for cylinder 1 - 2 - 3 to pin A 11 injector for cylinder 4 - 5 - 6 to pin A3.
The injectors are connected to the control unit individually across pins:
Course ME22 ETH – Ed.1 – 10/10 162

The injectors are connected to the control unit by means of the 'ST-E' connector fitted to the
front part of the engine by means of a twisted cable (braided) to prevent any problems due to
electromagnetic interference.
NO joints or repairs must be made under any circumstances.
Connector ST – E pinout
CURSOR 8 CURSOR 10 - 13
PIN WIRE FUNCTION PIN EDC PIN WIRE FUNCTION PIN EDC
A RED Injector 1 power supply A13 A WHITE Injector 1 control A13
B WHITE Injector 1 control A4 B YELLOW Injector 2 control A6
C RED Injector 2 power supply A6 C - - -
D) YELLOW Injector 2 control A11 D) - - -
E) RED Injector 3 power supply A12 E) GREEN Injector 3 control A12
F GREEN Injector 3 control A5 F RED Power supply to cylinder 1 / 2 / 3 A11

injectors
G BLACK Injector 4 power supply A3 G BLUE Injector 4 control A14
H BLUE Injector 4 control A14 H PURPLE Injector 5 control A16
I BLACK Injector 5 power supply A1 I DARK

BROWN
Engine brake control solenoid A8
L PURPLE Injector 5 control A16 L ORANGE Engine brake solenoid power A7

supply
M BLACK Injector 6 power supply A2 M GREY Injector 6 control A15
N GREY Injector 6 control A15 N BLACK Power supply to cylinder 4 / 5 / 6 A3

injectors
163 Course ME22 ETH – Ed.1 – 10/10

CURSOR 8
0052248t
000688t
VIEW OF JUNCTION SIDE WITH ENGINE CABLE CONNECTOR
000689t
Course ME22 ETH – Ed.1 – 10/10 164

CURSOR 10 - 13
(Demonstration figure)
000690t
ST - E
000691t
VIEW OF JUNCTION SIDE WITH ENGINE CABLE CONNECTOR
000692t
165 Course ME22 ETH – Ed.1 – 10/10

ENGINE BRAKE
System components
0052251t
1. Engine brake solenoid - 2. Engine brake switch - 3. Duplex control valve (main/secondary
brake switch) - Switch for engine brake provision -
5. Body Controller – 6. Engine brake engagement warning light – 7. Instrument Cluster
Course ME22 ETH – Ed.1 – 10/10 166

The engine brake engagement request may be made from the driver's seat:
 by setting the right stalk to position 1 to 6 (in combination with intarder activation)
108401
Lever with Eurotronic gearboxes Lever with manual gearboxes
Position 0 - off
Position 1 - on
Position 2 - on
Position 3 - on
Position 4 - on
Position 5 - on
Position 6 - on
The intarder activation percentage (if relevant) varies according to the type of gearbox fitted to
the vehicle (Eurotronic or manual).
 upon release of the accelerator pedal with switch (1) on the right dashboard operated.
0052254t
167 Course ME22 ETH – Ed.1 – 10/10

Engine brake solenoid 78050
This is an NC on/off solenoid.
On the Cursor 8, it is located in the front part of the engine on the cylinder head.
On the Cursor 10 and 13, it is located beneath the cam cover.
The electronic control unit controls this solenoid to open up a passage to the engine oil to
operate the engine brake hydraulic cylinders. A dashboard warning is connected in parallel to
this solenoid to inform the driver that the operation has been carried out.
When this solenoid is supplied, the control unit also activates the VGT.
The engine brake is activatable ONLY if the engine rpm is > 1000 rpm.
It is connected to the EDC electronic control unit across pins A7 / A8.
Coil resistance is ~ 37 - 47 Ohm.
000595t 000596t
CURSOR 8 CURSOR 10-13
Course ME22 ETH – Ed.1 – 10/10 168

VARIABLE GEOMETRY TURBOCHARGER (VGT)
VGT System components
0052913t
A. Actuator - B. Turbine rpm sensor - C. Turbocharger - D. Solenoid for VGT actuator control
169 Course ME22 ETH – Ed.1 – 10/10

VGT solenoid
0052914t
This NC proportional solenoid is located on the left side of the engine block beneath the turbine
(Cursor 8) or on the front of the engine (Cursor 10 and Cursor 13).
The electronic control unit governs this solenoid via a PWM signal to modulate the turbine
actuator supply pressure. The actuator position changes to alter the cross-section of the
exhaust gas flow to the impeller vanes and thus modulate
In the EURO 3 range, the correct actuator position is indirectly determined by measuring the
pressure in the intake duct.
The VGT solenoid is connected to the electronic control unit across pins C3/C1.
Coil resistance is ~ 20 - 30 Ohm.
Course ME22 ETH – Ed.1 – 10/10 170

SENSORS ON EDC7 UC31
48035 Engine rpm sensor

This inductive sensor is located on the flywheel.
It generates signals obtained from magnetic flux lines that close across a slot in the flywheel
itself. Number of holes 54 (three sectors of 18 holes each)
The electronic control unit uses this signal to detect the different engine speeds and to govern
the electronic rev counter.
If this signal ceases, the rev counter will not operate.
The gap on this sensor is NOT ADJUSTABLE.
Specifications:
Supplier BOSCH
Tightening torque 8 ± 2 Nm
Resistance 880 ÷ 920 Ω
000605t
Connector Function
1 To pin C 23 of the EDC control unit
3 Shielding
171 Course ME22 ETH – Ed.1 – 10/10

48042 Engine rpm sensor on timing system
This inductive sensor is positioned on the camshaft.
It generates signals obtained from magnetic flux lines that close across the teeth of a phonic
wheel fitted to the camshaft. Number of teeth 6 plus 1 timing tooth.
The electronic control unit uses the signal generated by this sensor as an injection timing signal.
Although it is identical to the engine rpm sensor (48035) fitted to the flywheel in electrical terms
it is NOT interchangeable with the latter since it has a shorter cable and a larger diameter ridge.
Specifications:
Supplier BOSCH
Tightening torque 8 ± 2 Nm
Resistance 880 ÷ 920 Ω
000606t
Connector Function
3 Shielding
Course ME22 ETH – Ed.1 – 10/10 172

48043 Turbocharger rpm sensor
This inductive sensor is positioned on the camshaft.
It generates signals obtained from magnetic flux lines that close across a notch in the shaft
itself.
The electronic control unit uses the signal generated by this sensor to ensure the turbine rpm
does not exceed the maximum value.
The control unit modulates the variable geometry to adjust the rpm.
If the rpm number continues to increase to excessive values, the electronic control unit will
detect a fault.
The sensor is connected to the electronic control unit at pins C30 / C20.
The sensor resistance value is 400 Ohms.
0052257t
Connector Function Control unit pins

1 Speed signal 30C
2 Earth 20C
3 - -
173 Course ME22 ETH – Ed.1 – 10/10

85156 Air temperature/pressure sensor
This component includes a temperature sensor and a pressure sensor. It is fitted on the intake
manifold and measures intake air temperature and pressure.
The sensor accurately calculates the amount of fuel to be injected at each cycle. It is supplied at
5 volts. The output voltage is proportional to the pressure or temperature recorded by the
sensor.
0051212t
REF. DESCRIPTION CONTROL UNIT PINS
1 Earth 25C
2 NTC signal (temperature) 36C
3 + +5 V power supply 33C
4 Signal (pressure) 34C
Course ME22 ETH – Ed.1 – 10/10 174

42030 / 47032 Oil pressure/temperature sensor
The sensor is fitted to the engine oil filter bracket and measure the engine oil pressure and
temperature.
It is supplied at 5 Volts and is fitted to the control unit via the pins indicated below.
0052761t 0052762t
REF. DESCRIPTION CONTROL UNIT PINS
1 Earth 24C
2 NTC signal (temperature) 27C
3 + +5 V power supply 32C
4 Signal (pressure) 28C
175 Course ME22 ETH – Ed.1 – 10/10

85153 Engine motor/fan coolant temperature sensor
This NTC sensor is located on the water outlet manifold from the head on the left side of the
engine. It detects the coolant temperature for the different operating situations when the engine
is warm or cold and identifies the need for injection enrichment with the engine cold or the need
to reduce the amount of fuel with the engine warm.
The coolant temperature signal is used for the Cluster display and to control the fan.
Sensor resistance plotted against temperature:
- 10 °C 8.10 ÷ 10.77 kOhm
+ 20 °C 2.28 ÷ 2.72 kOhm
+ 80 °C 0.29 ÷ 0.364 kOhm
With temperature between 60 - 90 °C across pins C15 / C26, the voltage ranges from 0.6 - 2.4
V.
104266
Connector Function
Course ME22 ETH – Ed.1 – 10/10 176

47042 Fuel temperature sensor
This NTC sensor is located on the fuel filter on the left side of the engine. It detects the fuel
temperature to allow the electronic control unit to determine fuel density and volume by
correcting the output.
Sensor resistance plotted against temperature:
8530
Connector Function
Specifications:
Supplier BOSCH
Tightening torque max 35 Nm
104266
177 Course ME22 ETH – Ed.1 – 10/10

ACCELERATOR POSITION SENSOR ON VCM
85152 Accelerator pedal pressed switch position sensor

Accelerator pedal position sensor ( 85152 ) is potentiometric and incorporates a N.O. idle
switch. It sends a signal proportional to the pedal operating angle to the electronic control unit to
modulate the fuel output.
The control unit supplies this sensor at a voltage of 5 volts. The potentiometer resistance is ~
0.9 - 1 kOhm.
It is connected to the VCM control unit across pins:
X3 – 17 Accelerator pedal sensor power supply
X3 – 34 Signal from switch indicating engine idling
X3 – 35 Signal from accelerator pedal sensor
X3 – 52 Negative signal from EDC accelerator pedal first switch
X3 – 53 Negative signal from accelerator pedal to control unit
000600t
Course ME22 ETH – Ed.1 – 10/10 178

61121 PRE-POST HEATING COIL
This heater coilis located between the cylinder head and the intake manifold. It is used to heat
the air during pre/post-heating operations.
When the ignition is turned on, if only one of the temperature sensors, i.e. water, air, diesel,
registers a value below 10 C, the electronic control unit activates pre/post-heating and turns on
the relevant warning light on the dashboard for a period that varies depending on the
temperature.
Once this time has elapsed, the warning light begins to flash, informing the driver that the
engine can now be started.
When the engine is running, the warning light goes off while the coil continues to be supplied for
a certain period (variable), to perform the post heating function.
If, with the warning light flashing, the engine is not started within 20 – 25 seconds (disattention
time), the operation is cancelled in order not to take charge from the battery without any reason.
If the reference temperature exceeds 10 C, the warning light comes on for 2 seconds as a test
when the ignition is turned on and then goes off to indicate that the engine may be started.
The following graph shows the pre-post-heating times based on external temperature.
Activation times
Preheating before start-up [s]
Post-heating time [s]
Pre-heating
Ignition stage
heating
Post-heating
Temperature [ºC] 0054206t
179 Course ME22 ETH – Ed.1 – 10/10

Boiler positioning
106990
Pre/post heating coil / 0.7 Ohms
Course ME22 ETH – Ed.1 – 10/10 180

72021 30-POLE COUPLING FOR ELECTRICAL CONNECTION TO GROUND
TESTER
16 1 2
15 3
26 17 18
14 4
25 27 28 19
13 5
24 30 29 20
12 23 21 6
22 7
11
10 9 8
106397
Wiring
Pin Function System
code
1 --
2 2298 K line ECM
3 --
4 2299 K line ABS – EBS – ECAS
5 --
6 2293 K line INTARDER – DMI - EM
7 --
8 2995 K line E.C.U. MUX *# I BC3 #
9 --
10 2295 K line Supplementary heater - Climate
control
11 8876 Ignition-operated positive (+15)
12 2292 K line VCM
13 --
14 2294 K line Instrument Cluster
Tachograph
15 --
16 --
17 --
18 2297 K line Eurotronic - Allison gearboxes
19
20 3397 Enable Intarder
21 6108 CAN (white) CAN_H VDB line
22 6109 CAN (green) CAN_L VDB line
23 --
24 --
25 8050 Remote Cranking VCM
26 Ground Cranking VCM
27 7772 Battery positive (+30)
28
29 5542 Speed segnal Tachograph (pin B7)
30 0050 Ground
181 Course ME22 ETH – Ed.1 – 10/10
72069 16 PIN COUPLING FOR OBD (On Board Diagnostic)
113249
Wiring
Pin Function System
code
1
2
3
4 0000 Earth
5 0050 Signal earth
6 White CAN (white) ECB CAN line H line
7
8
9
10
11
12
13
14 Green CAN (green) ECB CAN L line
15
16 7721 Direct positive from battery (+Batt)
Course ME22 ETH – Ed.1 – 10/10 182

CIRCUIT DIAGRAMS
Key to electrical/electronic components
25213 Relay for activating ignition-operated appliances by means of +battery

42374 Switch on clutch for EDC
42608 Coolant pressure indicator switch unit 3
50005 Multiplex instrument module
52077 Switch for economy function
53501 Brake light switch
53507 Switch indicating crawler gears engaged
53565 Switch indicating brake pedal depressed
61126 Terminal resistance for can bus
70403 4-way fuse holder
72021 30-pin coupling for electrical connection to tester on ground
72069 16 pin coupling for OBD (on board diagnosis)
78016 Engine fan solenoid
78171 Splitter control solenoid
84019 Electromagnetic pulley
85150 EDC control unit
85152 Load sensor on accelerator for EDC
85161 Sensors for combustion air relative humidity and temperature with EDC
86116 Body Computer multiplex control unit
86117 Front frame computer multiplex control unit
86132 VCM (Vehicle Control Module)
183 Course ME22 ETH – Ed.1 – 10/10

Engine cooling (Stralis AS/AT/AD)
0056336t
Course ME22 ETH – Ed.1 – 10/10 184

CAN line “ECB”
0056337t
185 Course ME22 ETH – Ed.1 – 10/10

VCMCONTROL UNIT (Stralis AS/AT/AD)
0056338t
Course ME22 ETH – Ed.1 – 10/10 186

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Engines hardware Euro 5

TECHNICAL CODING On road vehicles ..................................................................................... 3

Course ME22 ETH – Ed.1 – 10/10 1

2 Course ME22 ETH – Ed.1 – 10/10

Production serial number

No. of version within DB

Gaseous emissions level

Engine power and torque level

Application (1 truck, etc)

Fuel system + injection (TCA, diesel direction injection)

Development of range with same or different displacement

F2B A 352 hp / 1300 Nm

Course ME22 ETH – Ed.1 – 10/10 3

Production serial number

No. of version within DB

Gaseous emissions level

Application (1 truck, etc)

Fuel system + injection (TCA, diesel direction injection)

Development of range with same or different displacement

4 Course ME22 ETH – Ed.1 – 10/10

F2B (CURSOR 8) ETH engine data

Cycle Diesel 4 stroke

Number of cylinders 6, in line

Total displacement cm³ 7790

rpm 1080  1930

Course ME22 ETH – Ed.1 – 10/10 5

Begins before B.D.C. D 48°

FUEL SYSTEM By means of fuel pump - Filters

Firing order 1–4–2–6–3–5

Injection pressure bars 1500

6 Course ME22 ETH – Ed.1 – 10/10

LUBRICATION Forced by gear pump, pressure limiting

at maximum speed bars 5

COOLING Via centrifugal pump, adjustment thermostat,

Total capacity 1st filling

Course ME22 ETH – Ed.1 – 10/10 7

Type F3AE0681B F3AE0681D

Cycle Diesel 4 stroke

Fuel system Turbocharged with intercooler

Number of cylinders 6, in line

Total cylinder capacity

Compression ratio 16,5 : 1

rpm. 1050  1550 1050  1590

8 Course ME22 ETH – Ed.1 – 10/10

LUBRICATION Forced by gear pump, pressure limiting

at maximum speed bars 5

COOLING Via centrifugal pump, adjustment thermostat,

Total capacity 1st filling

10 Course ME22 ETH – Ed.1 – 10/10

Cycle Diesel 4 stroke

Number of cylinders 6, in line

Total displacement cm³ 12880

Compression ratio 16,5 : 1

rpm 1900 1900 1900 1900 1900

Course ME22 ETH – Ed.1 – 10/10 11

LUBRICATION Forced by gear pump, pressure limiting

at maximum speed bars 5

COOLING Via centrifugal pump, adjustment thermostat,

Total capacity 1st filling

Course ME22 ETH – Ed.1 – 10/10 13

14 Course ME22 ETH – Ed.1 – 10/10

A Coolant temperature sensor (for gauge)