AGRICULTURAL EQUIPMENT SERVICE TRAINING

8800 SERIES
SUGAR CANE HARVESTER

SECTION 11 CNH (IVECO) 9L ENGINE

Form 5255 10/13/2014
CNI Industrial LLC  2015 Case Corporation
700 STATE STREET All Rights Reserved
RACINE, WI 53404 Printed in U.S.A.
U.S.A.
 TABLE OF CONTENTS

SUBJECT PAGE

Introduction --------------------------------------------------------------------------------------------------- 2
SPECIFICATION ------------------------------------------------------------------------------------------- 4
GENERAL INFORMATION ------------------------------------------------------------------------------- 5
ENGINE EXPECTATION ---------------------------------------------------------------------------------- 8
Selecting the Operating Mode --------------------------------------------------------------------------- 9
Engine Speed --------------------------------------------------------------------------------------------- 9
Intermediate Speed Setting --------------------------------------------------------------------------- 9
Power Curve ---------------------------------------------------------------------------------------------10
Smart Cruise ---------------------------------------------------------------------------------------------11
Engine Shut Down Sequence ---------------------------------------------------------------------------13
COMPONENTS AND LOCATION ----------------------------------------------------------------------- 14
ENGINE COMMUNICATIONS -------------------------------------------------------------------------- 21
Information Flow ----------------------------------------------------------------------------------------21
ENGINE COMMUNICATIONS -------------------------------------------------------------------------- 22
Right Hand Console, provides for operator inputs ----------------------------------------------22
SCM2 ------------------------------------------------------------------------------------------------------23
Engine Control Unit, (ECU) A-01 --------------------------------------------------------------------26
CRANKING ----------------------------------------------------------------------------------------------- 31
12/24 Volt Swap Relay -----------------------------------------------------------------------------------31
Fuses ------------------------------------------------------------------------------------------------------31
Starting -------------------------------------------------------------------------------------------------------32
Engine Control Unit (ECU)-------------------------------------------------------------------------------34
ENGINE MONITORING --------------------------------------------------------------------------------- 34
FUEL SYSTEM ------------------------------------------------------------------------------------------- 35
FUEL SYSTEM ------------------------------------------------------------------------------------------- 36
HOW TO MONITOR FOR POWER -------------------------------------------------------------------- 40
HOW TO MONITOR FOR POWER -------------------------------------------------------------------- 41
Step 1: Display Readouts ----------------------------------------------------------------------------41
Step 2: Fuel Supply ------------------------------------------------------------------------------------44
Step 3: Electronic Service Tool (EST)-------------------------------------------------------------46
Turbo Boost Pressure----------------------------------------------------------------------------------46
Fuel Rail Pressure --------------------------------------------------------------------------------------48
CURSOR 9 TIMING ------------------------------------------------------------------------------------- 49
CNH (IVECO) 9L ENGINE

INTRODUCTION

PURPOSE OF THE TRAINING MANUAL

This manual is your guide to the Engine Familiarization Training Program.

You will also be able to use it when you are working on these combines in the workshop or in
the field.

In writing this manual, we have assumed that you are familiar with the normal methods of
servicing agricultural equipment and that detailed explanations in the use of tools and test
equipment are not necessary. In the event of any difficulties, you should refer to the Service
Manual and to your Service Manager.

Use Of This Manual

The information contained in this manual is supplementary to material to be found in other
sources, it is not a replacement for them. You should always consult Service Manuals,
Service Bulletins, Operator’s Manuals and Parts Books when necessary.

This manual and training program has been designed to help you make required repairs. It
will also draw your attention to particular problems that you might encounter and the any
special procedures that you must follow.

There is plenty of space in this manual for you to add your own notes and observations.

Keep an eye out for symbols, which will alert you to special information.

Wait a Minute… This symbol will preface a frequently asked question.

REMEMBER: This symbol will preface tips to remember.

IMPORTANT: This symbol will preface a tip that you should definitely not
ignore.

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MAJOR CHANGES
2011
• The 5.5 kw starter is changed over to the 7.8kw starter to provide better cold weather
starting.

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SPECIFICATION

COMPONENT SUPPLY WORKING RESISTANCE:

VOLTAGE RANGE OHMS AT
70OF (21OC)
Fuel Temp. Sensor 5V 3.4V-75oF 2.2K-70oF
Fly Wheel RPM Sensor 880-920
Cam Position Sensor 880-920
Coolant Temp. Sensor 5V 0.6-2.4V 2.5K-70oF
Boost Air Temp. Sensor 5V 2.8-4.2V 2.5K-70oF
Boost Pressure Sensor
Oil Temp. Sensor 5V 2.8-4.2V 2.5K-70oF
Oil Pressure Sensor
Fuel Level Sensor 5V Empty: 315-345
Full: 5-10
Throttle Control 5V Low Idle: <0.72V 4K+-20%
High Idle: > 4.0V
Terminator - In ECU 120 Ohms
Engine Weight Approx. 2400 Lb.
Fuel Pressure Regulator PWM N.O. Valve 3.2 Ohms
Solenoid
Fuel Pressure Sensor 5V
Injector Solenoid 12-15 amps 0.5-0.6 Ohms
(engineering sees
injectors with 0.3-
0.8 as being
good)

Grid Heater Performance

32 F / 0o C
o
1.5 seconds
14oF / -10o C 5
5oF / -15o C 10
-4oF / -20o C 15
-9oF / -23o C 20

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GENERAL INFORMATION
The 8000 series cane harvesters utilizes an 9L (8.7L) engine built by Iveco to provide the
required power, performance, fuel economy, torque rise, and power growth that today’s
customers demand. The engine is a six cylinder turbo charged and air-to-air after cooled
diesel engine.

The engine uses an electronically controlled high pressure common rail fuel system, with a
cam shaft controlled EGR operation to meet current emission regulations. A high pressure
pump is used to charge and maintain pressure in the common rail, and solenoid operated
injections are used to determine timing and fuel metering to the engine. Any CaseIH
authorized servicing dealer must service the engine.

MAJOR FEATURES:
 Full-Authority electronic fuel injection engines using a turbo charged air to air
charge air cooler to provide the required performance.
 Four valves per cylinder increase the movement of air into the combustion chamber
and exiting into the exhaust, resulting in improved performance and efficiency.
 A rated speed and rated power at 2100 RPM improves fuel efficiency, reduces
noise and provides for overall reliability and durability of the engine.

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GENERAL INFORMATION
CURSOR 9 ENGINE
DESCRIPTION SPECIFICATIONS
Engine Model F2C0684 *B901
Displacement 8.7 L (530 in3) (Called “Cursor 9)
Bore X Stroke 4.6” X 5.3” (117mm X 135mm)
Firing Order 1-4-2-6-3-5
Rated Speed 2100 RPM
Power Rating 1800 RPM 1850 RPM 2100 RPM
High Power Curve 358HP (260 kW)
Low Power Curve 330 HP (243 kW)
Oil Pressure 72 PSI (5 bar) High Idle, 35 PSI (2.5 bar) Minimum
Thermostat Start to open 176o F (80o C) Full at 203o F (95oC)
ECU (Bosch) EDC7 UC31
System Type High Pressure Common Rail (CR)
Injector Type CRIN 3
Fuel Charge Pressure >72 PSI (>5 bar)@ full power
Current ECU Data Set

Normal fuel usage will vary with field condition, so it will not be possible to give a customer an
expected recommendation. It has been determined that usage around 1L/Ton of cane cut
would be a very good rate, but may go up from there.

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GENERAL INFORMATION

Engine Control Unit Module

The engine control unit is mounted on the right hand side of the engine (rear side). It
communicates with the rest of the combine’s controllers by way of the data bus. The
integrated engine control unit monitors engine performance parameters, such as oil pressure,
oil, fuel and air temperature, and uses that data to constantly optimize engine performance.

This data is constantly compared to normal parameters and alerts the operator if a problem is
detected. These faults are stored in memory and displayed on the display unit. If service is
needed, these fault codes guide the service technician through the repair process.

The system uses Bosch CRIN 3 injectors and a Bosch CP3.3 high-pressure fuel pump. The
control system provides variable timing, high-pressure fuel control and a constant engine
speed feature.

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ENGINE EXPECTATION
It is expected, in todays market and with the current level of fuel prices, that as much tonnage
of crop be cut while using the least amount of fuel. This reduces the overall operating
expense for the crop.

In most areas the expectation is to cut one ton of crop while using no more than one liter (1.05
qt) of fuel. To meet the challenge, the 8800 series cane harvester is equipped with a 9L
engine that provide power and performance, a unique software package that permits the
operator to fine tune the machine performance and fuel consumption to meet the crop’s
demand.

While using the cab display unit, the operator may selected one of the following operating
Power Curves by Navigating = Toolbox>Engine – Power Curve
• High Power Curve
• Low Power Curve
• Smart Cruise, High Power Curve
• Smart Cruise, Low Power Curve

Wait a Minute…Is this operation only available on the 2012 machines? NO the
current software may be loaded into any 8000 series sugar cane harvester.

REMEMBER: To make changes to the settings, the Power Curve password will be
required.

Other settings that will be used with this operation will be the “High Idle, Intermediate and Low
Idle engine speeds.

To start the setup, begin with by selecting the:

1. Intermediate RPM
2. Power Curve
3. Smart Cruise.

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SELECTING THE OPERATING MODE

ENGINE SPEED
Engine speed is controlled through the use of a momentary speed control switch (1) on the
right hand console. The system is set up to have three different engine speed settings:

Low Idle: The low idle speed is set by

the software at 800 RPM.
Intermediate: The intermediate speed
maybe changed using the
cab display. Normally
intermediate speed will be
approximately 1500 RPM.
The intermediate speed may momentarily be set
to any speed between low idle and high idle by
pressing the switch a second time while the
engine is accelerating or decelerating.

High Idle: The high idle will be one of three pre-programed speeds:
1800 RPM, 1850 RPM or 2100 RPM.

INTERMEDIATE SPEED SETTING

To modify the intermediate speed, using the cab display navigate:
BACK>TOOLBOX>ENGINE – Intermediate Speed.

The speed may be set between 1200 – 2000 RPM. Select a speed that permits good
performance during headland maneuvering, BUT still low enough to conserve fuel.

REMEMBER: Disengaging the harvesting unit may also provide fuel savings.

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SELECTING THE OPERATING MODE

POWER CURVE
The engine may be operated at one of two different power level. When the crop is of a
reduced tonnage, it may be advisable to reduce the power level setting. The Power Curve
may be set at two different levels:
• High Power: By selecting the High Power curve, the engine software will operate the
engine to supply up to 358 HP at 2100 RPM.
• Low Power: By selecting the Low Power curve, the engine software will operate the
engine to supply up to 330 HP at 2100 RPM.

If the Low setting is selected and the machine is overloaded, it will NOT revert back to the
High power setting. The operator may change between the two setting as often as condition
require.

REMEMBER: High idle will be set to 2100 RPM for either power curve.

POWER CURVE SETTING

The setting is password protected in the cab display unit. This prevents unauthorized
operators from overriding the settings. When new software is loaded into the cab display the
password will be reset to the letter “O”. The operator may leave the password as is, or change
it. If the password is forgotten, the cab display will need to be reloaded to set the password
back to the letter “O”.

Change Password
Using the cab display, navigate: BACK>TOOLBOX>ENGINE-Power Curve. The operator will
be required to enter the current password at this time. Once the password is entered correctly
and the enter button pressed, a message will be displayed instructing the operator that the
password was correct and that it could be changed if desired.

Change the setting

Once the password is approved, scroll down to the “Power Curve” box, which will now be
available. If the password is incorrect, the Power Curve box will display, but will not be
changeable. Under the power curve box select the “High” or “Low” power setting.

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SELECTING THE OPERATING MODE

SMART CRUISE
Smart cruise will provide additional flexibility of the “Power Curves”. In Smart cruise the
operator may select from two different operating modes:
• Smart High Power: By selecting the High Power curve, the engine software will
operate the engine to supply up to 358 HP at 2100 RPM.
• Smart Low Power: By selecting the Low Power curve, the engine software will
operate the engine to supply up to 330 HP at 2100 RPM.

The difference with Smart Cruise is that the engine will not always be operating at 2100 RPM.
High idle will vary between 1800, 1850 and 2100 RPM automatically, depending on conditions.

Also the intermediate speed may automatically be reduced to 1200 RPM under certain
conditions. These operation further increase fuel savings.

INPUTS
Below is a table of condition:

Smart Cruise Selected

CONDITION 1200 RPM 1800 RPM 1850 RPM 2100 RPM
Engine Load 0-85 % 85-100%
Reverse Harvester All Settings
0 - 4.4 mph 0 - 4.4 mph
0 – 7.2 Km/h 0 – 7.2 Km/h
Ground Speed
4.5 – 10 mph
7.3-16.3 Km/h
o o
Engine Air Intake With temperature above 158 F (70 C), progressively
Temperature increases speed to 2100 RPM by 167oF (75oC)
Longer than
Idle Operation
15 seconds

SMART CRUISE SETTING

The setting is password protected in the cab display unit. This prevents unauthorized
operators from overriding the settings.

Change the setting

Once the password is approved, scroll down to the “Power Curve” box, which will now be
available. If the password is incorrect, the Power Curve box will display, but will not be
changeable. Under the power curve box select the “Smart - High” or “Smart - Low” power
setting.
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General Information

ENGINE PROTECTION SYSTEM

The engine system’s electronic control provide for engine protection by reducing the power
output and/or shutting down the engine before major damage occurs. Areas that will influence
the engine protection system are:

Function Condition Action

(Torque Reduction)
Coolant Temperature >222oF / >106oC 0-50% Progressive
>232oF / >112oC 50%
Intake Air Temperature >175oF / >80oC 0-50% Progressive
>190oF / >90oC 50%
Engine Oil Temperature >222oF / >106oC 0-50% Progressive
>232oF / >112oC 50%
Fuel Temperature >256oF / >125oC 0-50% Progressive
>266oF / >130oC 50%
Low Temperature at Startup High Idle reduced
High Altitude <13 PSI / <0.9 bar Reduced
Data Bus communication 25%
down

THE FOLLOWING SENSOR FAILURES WILL ALSO CAUSE A TORQUE REDUCTION:

Function Action
• Ambient pressure sensor
• Engine speed sensor
• Fuel pressure sensor
• Fuel pressure monitoring – First Step ~20%
• Fuel pressure power stage actuator Torque Reduction
• Shut off self test failure

Power supply for sensors 20-40%

• Fuel pressure monitoring First Step High Idle Speed

• Fuel pressure power stage actuator Limited
• Fuel pressure sensor

• Fuel pressure monitoring Second Step Engine Shut-

• Monitoring of rail pressure relief valve Down
• Internal ECU monitoring defective

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ENGINE SHUT DOWN SEQUENCE

If the system limits are reached, the engine will be shut down for protection. The shutdown
sequence will normally be as follows:

Function Trigger Alarm Time To Time to Time to

Trigger Elevator Harvesting Engine
ON Time OFF OFF OFF
Oil Pressure 10 15 20
Coolant 10 15 Never
Temperature
Coolant Level 10 15 20
Fuel Temperature 10 15 Never
Rail Pressure Low 10 15 20
Rail Pressure High 10 15 20
Service Door 0.5 0.5 0.5
Hydraulic Level 0 0 5

If the machine must be moved, the system may be over ridden by holding down the throttle
switch while cranking the engine. This will give the unit approximately 30 seconds of operating
time.

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COMPONENTS AND LOCATION

OPERATOR CONTROL CENTER

1. Throttle Control

1. Air Filter Restriction Sensor, SW-030

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COMPONENTS AND LOCATION

ECU, MOD-006

1. Engine Harness Connection

2. ECU & Serial Number
3. Chassis Harness Connection
4. Fuel Supply to ECU Cooling

1. Engine Oil Pressure &

Temperature Sensor
2. Boost Pressure & Intake
Temperature
3. Grid Heater Relay
4. Power From Heater Relay to
Grid Heater
5. Power To Grid Heater Relay
6. ECU (Engine Control Unit)
7. Fuel Supply to ECU Cooling

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COMPONENTS AND LOCATION

1. Charge Pressure Test Port

2. Fuel to Filter
3. Fuel Filter
4. Fuel from Filter
5. High Pressure Outlet
6. Control Valve
7. Fuel Supply Line from ECU
plate
8. Fuel Return Line
9. Charge & High Pressure
Pump
10. Fuel Temperature Sensor

1. Filter Air Bleed

2. Engine Oil Dip Stick
3. High Pressure Line to
Common Rail
The filter base is also
equipped with a filter clog
sensor.

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COMPONENTS AND LOCATION

1. Cam Position Sensor

1. Engine ID Plate
2. Block Heater
3. Flywheel Position
Sensor

1 Emissions Level
2 Engine Family Information
3 Engine Pin Number

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COMPONENTS AND LOCATION

1. Injector Harness Connector

2. Coolant Temperature
Sensor

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COMPONENTS AND LOCATION

ECU (ENGINE CONTROL UNIT) NAME PLATE

1. Engine Type 4. ECU Type and Date Loaded

2. Engine Pin # 5. Iveco Part Number
3. Software Data Set #

ENGINE PLATE

1 – 3. Are for the European Emissions Certification

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COMPONENTS AND LOCATION

CRANKCASE BREATHER

1. Rear Cam Gear Cover 3. Filter Retaining Bolts

2. Crank Case Breather

The engine uses a crank case breather attached to the camshaft driven gear. It will filter out
the oil from the blow-by gasses; the vapor then flows down through the center of the camshaft
to the front of the engine and expelled. The filter must to be serviced every 500 hours.

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ENGINE COMMUNICATIONS
INFORMATION FLOW
Cab Display

Right Hand Console Low Speed

Throttle Control Set Point
Power Mode
RHM
Mod-11
Engine Speed
Oil Pressure
Oil Temperature
% of Power
Intake Air Temp.
Coolant Level, Coolant Temp.
CCM1
SW-029 Fuel Level
Mod-01

Fuel Filter Restriction

Air Filter Restriction,

SW-030 CCM2 Fuel Level Sensor,
MOD-02 SEN-008
Oil Pressure Sensor

Oil Temp. Sensor

Engine Speed
Flywheel RPM
Intake Air Temp.
Cam Position Sensor
% of Torque

Boost Pressure ECU Fuel Actuators (6)

MOD-06 Cold Weather Starting
Fuel Temp.

Coolant Temp. WIF Sensor

Intake Air Temp.

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ENGINE COMMUNICATIONS
INFORMATION FLOW
The engine communications, controls and monitoring functions are split between several
controllers. The engine control unit is in complete control of the engine performance, but
considers inputs from various other controls and sensors.

RIGHT HAND CONSOLE, PROVIDES FOR OPERATOR INPUTS

Throttle Control, 4
The Throttle Control is used by the operator to request a specific engine speed between 1000
- 2100 RPM. The control is a momentary switch that sends a signal to the RHM to INCREASE
or DECREASE the engine speed. When the RHM receives a signals it will place a message
on the data buss for the SCM2 to increment the speed UP or DOWN to the next preset level.

These increments may be present at different levels through the configuration; also, once the
switch has been pressed and WHILE the engine is increasing or decreasing and the switch is
pressed a second time; the engine will remain at the speed when the switch was pressed
again.

The sensor is provided a 12V supply at terminal 2 from the RHM. The sensor’s terminal 1 is
connected back to the RHM connector KN1-B10 for a speed INCREASE. The sensor’s
terminal 1 is connected back to the RHM connector KN1-B09 for a speed DECREASE.
Location: Located in the right hand console

SCM2
Coolant Level Sensor, SW-29
The coolant level sensor will monitor the coolant level in the overflow tank, if the sensor should
loose contact with coolant it will close. The switch directs a signal to the SCM2. Low coolant
level will signal a priority 2 alarm.

The switch is supplied 5 volts from the SCM2’s connector C201-21 to the sensor’s connector
C067-A. The switch is supplied a reference ground at connector C067-B back to the SCM2 at
C201-3.
Location: Located in the over flow tank

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ENGINE COMMUNICATIONS
SCM2
Air Filter Restriction, SW-030
The air filter restriction switch is used to monitor the condition of the air filter. Should the filter
become too restrictive approximately 60 mbar (24 inches of water) for efficient engine
performance the N/O switch will close, directing the circuit to the chassis ground.

A __V supply provided by the SCM2 connector C202-36 is directed to the filter switch SW-030
terminal C068-1 and a chassis ground is supplied to the switch at C068-2. As long as the filter
restriction is low and the switch is OPEN (N/O) the voltage on the signal wire will remain at
supply voltage.
Location: Located at the outlet of the air filter canister

Water In Fuel, SEN-001

The WIF sensor circuit monitors the level of water that has accumulated in the base of the pre-
filter. The sensor is supplied 12V at connector C165-3 and a chassis ground at connector
C165-2. When the water level in the pre-filter reaches the sensor contacts, the water will
provide an electrical connection across the contacts. This will direct the voltage signal that is
being directed out of the ECU connector C418-42 to the sensors terminal 1 to the chassis
ground.
Location: Located at the base of the water separator fuel filter

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ENGINE COMMUNICATIONS
The Fuel Level circuit is used to monitor the fuel that is left in the fuel tank. The working zones
are as listed:

Fuel Level Gauge, (located on the Cab display)

The fuel lever sensor monitors the fuel level and is broken down into
three zones.
Green Zone: between 20-100% (approximately >16 gal) of tank
capacity
Yellow Zone: between 10-19% (approximately <16 gal > 5 gal) of
tank capacity. Priority 1 alarm
Red Zone: first 9-0% (approximately <5 gal) of tank capacity.
Priority 2 alarm

Fuel Level Sensor, SEN-06

The fuel gauge does not provide a linear level

display on float position. The circuit provides
for three different zones.
Zones:

0: 315-345 Ohms
1: 185-225 Ohms
2: 108-128 Ohms
3. 5-10 Ohms

The resistance will progressively

increase/decrease as the float moves from
these points.
Terminals
1: Return
2: Signal

Location: Upper right hand side of the fuel tank.

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ENGINE COMMUNICATIONS
CCM2, CON’T
Engine Oil Pressure / Temperature, B-75

The Engine oil pressure sensor is used to monitor the engine oil pressure. If the engine oil
pressure should drop below 14 PSI (1 bar) for 3 seconds a priority 2 alarm will be activate. If
the pressure should remain below this setting for an additional 7 seconds a priority 3 alarm is
activated and the engine will shut down. If the engine is restarted and the pressure is still low
the engine will shut down in 30 seconds.

The Oil Temperature sensor is used to monitor the engine oil temperature. If the temperature
should climb above 258 deg F(126 deg C) for 3 seconds a priority 2 alarm will be activate.
When above 266 deg F (130 deg C) a warning message is activated and a priority 3 alarm is
activated and the engine will shut down. If the engine is restarted and the temperature is still
high the engine will shut down in 30 seconds.

The sensor is supplied 5V from the ECU connector X516 terminal 32 at the senor terminal 3.
The sensor is provided a reference ground at terminal 1 from the ECU connector X516
terminal 24.

Pressure
The ECU monitors the variable voltage signal from the sensor at connector X516 terminal
27.
Temperature
The ECU monitors the variable voltage signal from the sensor at connector X516 terminal
28.
Location: Above the engine oil cooler

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ENGINE COMMUNICATIONS

ENGINE CONTROL UNIT, (ECU) MOD-006

1. Engine Harness Connection

2. ECU & Serial Number
3. Chassis Harness Connection
4. Fuel Supply to ECU Cooling

The ECU monitors inputs that other controllers on the data bus, monitors engine operations,
place engine information on the data bus and control the engine fuel system.

The engine control unit determines and controls the timing and volume of fuel delivered to the
engine. A heat exchanger mounting pad cools the unit. The fuel from the electric transfer
pump flows through the heat exchanger, cooling the control unit.

Using the EASY program (in the EST) ECU software may be installed and/or updated; a
password may have to be requested using the ASSIST system before the software may be
loaded. The software in the control unit is capable of producing full rated horsepower; it is the
CCM2’s software that commands the ECU to use the standard power curve (Power Rise) or
the unloading power curve (Power Boost).

The ECU will provide fault codes that may assist the technicians with troubleshooting.

Fuel Temperature, B-36

The fuel temperature sensor B-36 is used to monitor the fuel temperature and to provide a
signal for the cold weather starting grid.

The ECU supplies a 5 volts from connector X516 terminal 35 (which is the signal wire) to the
sensor’s terminal 2. The sensor’s terminal 1 is connected back to a common ground at the
ECU terminal 17. As the fuel temperature increases, the resistance of the sensor decreases,
causing the supply voltage to decrease.
Location: Refer to previous component listing in this section

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ENGINE COMMUNICATIONS
ENGINE CONTROL UNIT, (ECU) A-01
Coolant Temperature, B-44
The Coolant Temperature sensor monitors the engine temperature. If the coolant temperature
should climb above 215oF (102oC) for 2 seconds a priority 2 alarm will be activated. If the
temperature climbs above 239oF (115oC) for warning message will be activated. If the
temperature stays above 239oF (115oC) for 2 seconds a priority 3 alarm will be activated and
the engine will shut down. If the engine is restarted and the temperature is still high the engine
will shut down in 30 seconds.

When the coolant temperature is above 215oF (102oC) the controller will reduce the fuel flow,
reducing the power output.

The ECU connector X516 terminal 15 supplies a 5V power supply to the temperature sensor
terminal 1. The sensor’s terminal 2 is connected back to the ECU terminal 26. As the
temperature of the coolant increases, the sensor’s resistance decreases, placing a larger
current draw on the supply from the ECU.
Location: See picture on page 11-10

Grid Heater, R-09

The Grid Heater is used to provide for cold weather starting. The grid heater will automatically
be activated when the key switch is placed in the RUN position; if a fuel, oil or coolant
temperature sensor reads less then 40oF (5oC). An audible alarm is given when the key
switch is turn to the RUN position and the grid heater is activated, a rapid pulsing audible
alarm is given with it is time to crank the engine.
Location: Located in side the intake manifold

Engine RPM, B-05

The engine RPM sensor (crankshaft sensor) is used to assist in determining engine timing and
provides an engine speed signal. If the sensor should fail the engine will run using the cam
sensor alone, but performance may be reduced.

The ECU connector X516 terminal 19 (which is the signal wire) supplies a 0.25V power supply
to the crankshaft sensor terminal 1. The sensor’s terminal 2 is provided a return ground to the
ECU connector X516 terminal 23. A signal is generated as the gear on the flywheel passes
the sensor.
Location: Located on the lower left center of the block (behind oil filter)

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ENGINE COMMUNICATIONS
ENGINE CONTROL UNIT, (ECU) A-01, CON’T

Engine Camshaft Position Sensor, B07

The camshaft sensor is used for engine timing and fuel injection. The signal is only picked up
after the engine has reached 50 RPM.

The engine cam gear sensor (B-07) is used by the ECU to monitor the engine speed and to
provide for cam position to determine fuel timing. Once engine RPM increases above 50
RPM, the ECU will permit the engine to start. If the sensor has failed, the ECU will use the
flywheel sensor to determine TDC; at which time a small amount of fuel will be injected into
number one cylinder and when it attempts to fire (learning compression stroke) the flywheel
sensor will pickup the increased RPM and let the engine start. Power will be reduced.

The ECU connector X516 terminal 9 (which is the signal wire) supplies a 0.25V power supply
to the cam sensor terminal 1. The sensor’s terminal 2 is provided a return back to the ECU
connector X516 terminal 10. As the cam gear passes the sensor, a signal is generated.
Location: Located on the right side of the cam gear housing

Engine Boost Pressure / Intake Temperature, B-41

The boost pressure sensor is used by the ECU to determine possible fuel delivery rates. As
boost pressure increases so may the fuel delivery rate for additional power. The boost
pressure reading will be displayed in “Absolute” pressure (PSIA) and not PSI, see explanation
later in this section.

The intake manifold temperature sensor (IMT) is used to monitor the efficiency of the Air-to-Air
cooler and to provide a signal for the cold weather starting grid. When the air temperature is
above 150oF (65oC) the controller will reduce the fuel flow, reducing the power output.

The sensor is supplied 5V from the ECU connector X516 terminal 33 at the senor terminal 3,
the sensor is provided a reference ground at terminal 1 from the ECU connector X516 terminal
25.
Pressure
The ECU monitors the variable voltage signal from the sensor at connector X516 terminal 34.
Temperature
The ECU monitors the variable voltage signal from the sensor at connector X516 terminal 36.
Location: In the intake manifold housing

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 CNH (IVECO) 9L ENGINE

ENGINE COMMUNICATIONS
Engine Control Unit, (ECU) A-01, con’t

Fuel Actuators 1-6, L-33-39, (Injector)

The fuel actuators (injector solenoids) are used to control the amount of fuel that is delivered
to the cylinders. The solenoids should be in the range of 0.5-0.6 ohms and may be checked at
the cylinder head connection. Engineering has reported that they have seen good injectors in
the range of 0.3-0.8 ohms. There is one actuator for each cylinder.
Location: Located in under the valve cover on the injector
Electrical Frame:

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CNH (IVECO) 9L ENGINE

ENGINE COMMUNICATIONS
ENGINE CONTROL UNIT, (ECU) MOD-006, CON’T

KEY SWITCH CONTROLS

Fuel Filter Clogged Sensor, S-76

The fuel filter clogged sensor S-76 is used to monitor the condition of the final filter; it will NOT
indicated if the water separator filter is plugged.

The CCM2 supplies 5 volts from connector X016 terminal J2-36 (which is the signal wire) to
the sensor’s terminal B. The sensor’s terminal A is connected back to a common ground at
the CCM2 connector CCM2 X016 terminal J2-14. If the switch closes for 5 seconds, an alarm
will be activated. The switch is a normally open switch, closing at a 22 psi differential
pressures.
Location: Engine Mounted Fuel Filter base

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CRANKING

12/24 VOLT SWAP RELAY

1. Front Battery B+ Charging Fuse

1. Negative Cable From Front Battery, 31A
2. Front Battery B- Charging Fuse
2. Positive Cable From Rear Battery, 30
3. Spare 80 amp Fuses (2)

The 12/24 volt relay is used to change the

battery connections from a parallel circuit to a
series circuit for starting.

FUSES
The unit incorporates two fuses to protect the system. If the contacts inside the relay fail to
activate in the correct sequence either battery could be short-circuited, if this should happen
one of the fuses would blow to protect the system.
Fuse 1: Fuse number one protects the B+ side of the circuit. It prevents 24V from
entering the main electrical system, directing it to the starter solenoid only.
If it fails the relay will close, BUT 24V will not be directed out terminal 50 to the
starter solenoid. The relay will click once.
Fuse 2: Fuse number two protects the B- side of the circuit. It prevents the front battery
from a direct short.
If it should fail the 12/24V relay will loose its ground through terminal 31, it will
only close momentarily. The relay will chatter.

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CNH (IVECO) 9L ENGINE

STARTING
REFERENCE SCHEMATIC FRAMES:
Frames: #1, 2,

KEY COMPONENTS IN CIRCUIT:

Batteries BAT-01 & BAT-02, Key Switch SW-02, Start Relay Rly-19, 12/24V Start Relay,
Starter, Engine Control Unit (ECU) MOD-06, Battery Disconnect Switch SW-01

REMEMBER: Before starting the engine certain conditions must be met:

• When turning the key switch, STOP in the RUN position until the backup alarm
has sounded, this will signal that the SCM2 controller is ready to start the
engine.
• The right hand serviced door switch must sense that the door is closes.
• The ground drive control valve sensors must be sensing NEUTRAL.

24V STARTING CIRCUIT OPERATION

Key Switch “OFF”
When the Key Switch is in the OFF position B+ power from fuse F-100 is directed to the ECU
connector C418 terminals 2,3 8 and 9 anytime the batteries are connected. This power will be
used by the ECU for operations and during the last few seconds of shut down to write
information from the volatile memory to the non-volatile memory.

Power is also directed to relay RLY19-3 from fuse F-06. The relay is provided a chassis
ground at terminal 2.

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STARTING
Key Switch “RUN”

REMEMBER The Battery Disconnect Switch SW-01 must be closed before

attempting to start the vehicle.

When the Key Switch is placed in the RUN position, power is directed out connector C40:

Terminal 2: to ECU connector C418-40 to power up the controller. When the

controller receives power at terminal 40 it will perform a self-test and power up the rest
of the controller.

Terminal 3: is used to power up the controllers and acc. relays.

SCM2: will be powered up. It will be the responsibility of the SCM2 to perform the
actual engine starting process.

REMEMBER The Grid Heating operation is automatically controlled by the ECU, the
operator should give the heating process at lest 15 seconds before attempting to crank the
engine.

Key Switch “Start”

Terminal 2 to the SCM2 connector C201-19, requesting that the engine be started.
The SCM2 will direct a voltage signal out connector C201-24 to relay RLY-19 terminal
1, causing the relay to close between terminal 3 and 5.

Terminal 5 from relay RLY-19 is directed to the12/24v relay at terminal 50A. With the
12/24v Relay activated, the 12V supply from the inside battery BAT-01 POS post at
terminal 30 is directed out terminal 31A to the NEG post of the outside battery BAT-02
to create 24V. The POS on the outside battery is connected to the Starter Solenoid B+
post. 24V power is also directed out terminal 50 to the Starter Solenoid terminal S to
activate the Solenoid, cranking the engine. The connection between 31A and 31 is
also opened.

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CNH (IVECO) 9L ENGINE

ENGINE CONTROL UNIT (ECU)

ENGINE MONITORING
The engine operation is monitored and controlled by the ECU and the CCM2; messages are
placed on the data bus for the Cab Display unit to display.

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 CNH (IVECO) 9L ENGINE

FUEL SYSTEM

1. Fuel from Tank 9. High Pressure to Common Rail

2. Water Separator Filter 10. Common Rail Pressure Sensor
3. Supply fuel to ECU Cooling Plate 11. Common Rail Relief
4. Supply from ECU plate to Charge 12. Injector
Pump
5. Charge pump to Final Filter 13. Return Passages
6. Clean fuel to High Pressure Pump 14. Return to Tank
7. Return from Charge Pump 15. Final Filter
8. CP 3.3 Fuel Pump

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FUEL SYSTEM

1. High Pressure Pump 10. Electric Transfer Pump and By-Pass

2. Charge Pump Relief 70 PSI (5 bar) 11. Water Separator Filter
3. Return Check 28 PSI (2 bar) 12. Fuel Tank
4. High Pressure Relief 13. Charge Pump
5. Common Rail (under valve cover) 14. Final Fuel Filter
6. Rail High Pressure Sensor 15. Pressure Regulating Solenoid
7. Injectors 16. Returns
8. Return lines 17. Electric Pump By-Pass Valve for Air
Bleeding
9. ECU Heat Exchanger Plate 18. Charge Pump Relief (filter by-pass)

This is a generic drawing of the fuel system; the unit may vary slightly from this layout.

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FUEL SYSTEM
KEY SWITCH IN THE “ON” POSITION, “ENGINE NOT RUNNING”
Fuel is feed to the charge pump by gravity, it will flow through the water separator filter (11)
and the ECU heat exchanger base (9). The heat exchanger provides cooling for the ECU.

KEY SWITCH IN THE “ON” POSITION, “ENGINE RUNNING”

The fuel pump (13) will direct its flow to the fuel filter (14), back seating the electric transfer
pump by-pass valve (17) and through the filter to the pressure regulating solenoid (15). The
charge pump should maintain approximately >75 PSI (5 bar) which is set by the charge relief
(2). The high pressure pump supply is metered by the pressure regulating solenoid (16) to
control the rail pressure. The high pressure pump’s outlet supplies the common rail (5) and
injectors. The high pressure system is protected by a relief valve (4) in case the pressure
regulating solenoid (15) should fail. The high pressure system should maintain a pressure
between 250 – 1800 bar. The injector and common rail return (8) is directed back to the fuel
cooler and fuel tank.

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FUEL SYSTEM
CHARGE PUMP

1. Charge Pump / Filter By-Pass A Supply Port

2. Electric Pump By-Pass B Outlet Port

HIGH PRESSURE PUMP

Case / Cooling Fuel Return

1. Pressure Regulating Solenoid

2. High Pressure Pump
3. High Pressure to Common Rail
4. Charge Pump
5. Charge Pump Outlet to Filter
6. Charge Pump Supply (from
ECU)
7. Pump Case/Cooling Return
8. Charge from Filter

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 CNH (IVECO) 9L ENGINE

FUEL SYSTEM
HIGH PRESSURE COMPONENTS

1. Rail Pressure Sensor 6. Cam Shaft

2. High Pressure Line to Injector #2 7. High Pressure Line from Pump
3. #3 Injector 8. High Pressure Common Rail
4. Intake Valve Rocker 9. Common Rail Relief Valve
5. Exhaust Valve Rocker 10. Common Rail Return Line

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CNH (IVECO) 9L ENGINE

HOW TO MONITOR FOR POWER

Use the Electronic Service tool (EST) and the cab display when monitoring the engine
performance for a power complaint.

ITEMS TO INVESTIGATE:
1. Is the machine equipped and adjusted properly for the crop being harvested?
2. What are the operating conditions: field, operator, expectations, comparing to?
3. What is the actual fuel consumption rate?
4. Does the exhaust show smoke?

The following items will require monitoring:

STEPS TO FOLLOW
1 Display
Battery Voltage Air Filter
Engine Load Engine Speed
Boost Air Temperature Boost Pressure
Atmospheric Pressure Fuel Temperature
Fuel Rate Coolant Temperature
Engine OverHeating Engine Derate Level
Engine Oil Pressure Engine Oil Temperature

2 Manual Gauges
Checking Fuel Pressure
Check Actual Boost Pressure

3 EST>EASY Tool
Battery Voltage Engine Revs
Advance Injection Ambient Pressure
Boost Air Temperature Boost Pressure
Coolant Temperature Fuel Temperature
Injected Fuel Quantity Engine Oil Temperature
Oil Pressure Total Engine Torque
Cylinder Air Mass Rail Pressure
Rail Pressure Set Point MPROP%

Using the EASY tool log the actual data using the graph option and attach the file to an assist
when requesting assistance.

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 CNH (IVECO) 9L ENGINE

HOW TO MONITOR FOR POWER

STEP 1: DISPLAY READOUTS
Navigate using MAIN>HARVESTER>ENGINE, most of the onboard engine monitoring system
can be found here.

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CNH (IVECO) 9L ENGINE

HOW TO MONITOR FOR POWER

STEP 1: DISPLAY READOUTS

ENGINE LOAD
Use the display RUN screen to monitor the engine power. This is an indication of the amount
of fuel delivered to the engine. A normal reading will be 100% before the engine speed begins
to drop below 2100 RPM, and when loaded should climb to approximately 105% when NOT
unloading. While unloading on the go the power % may increase to approximately 117% level.

ENGINE OIL PRESSURE

When engine oil pressure falls below a safe limit, normally around 14 PSI, the engine control
unit can reduce the fuel delivery.

ENGINE OIL TEMPERATURE

COOLANT TEMPERATURE
When coolant temperature increases above 102oC / 215oF the engine control unit can reduce
the fuel delivery.

BOOST PRESSURE
Boost Pressure is a measurement of the pressure that is being created by the turbo charger.
The ECU uses this information in determining fuel delivery. It has been experienced that an
injector can prevent the boost pressure from reaching the target pressure. Intake pressure
should increase to 50-52 PSI (3340-3580 mbar) when the engine is under full load.

INTAKE MANIFOLD TEMPERATURE

When air intake temperature increases above 65oC / 150oF the engine control unit can reduce
the fuel delivery. This would be an indication that the coolers require cleaning.

FUEL TEMPERATURE

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 CNH (IVECO) 9L ENGINE

HOW TO MONITOR FOR POWER

STEP 1, CON’T
ATMOSPHERIC PRESSURE
Atmospheric pressure is a measurement of the current atmosphere pressure. This will change
due to the altitude above sea leave. The ECU uses this information in determining fuel
delivery.

ENGINE AIR FILTER STATE

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CNH (IVECO) 9L ENGINE

HOW TO MONITOR FOR POWER

STEP 2: FUEL SUPPLY
For the engine to perform properly there must be an adequate supply of clean fuel. When fuel
starvation occurs engine horsepower may be reduced, the operator should use the cab display
to monitor the engine power.
• The % Engine Power on the display normally can build to around 107% when
normally harvesting, but during starvation will not normally exceed 100-102%
accompanied by a significant drop in engine rpm.
• Using the EST (Electronic Service Tool) monitor the Boost Pressure reading.
Under full load normal boost pressure will be in the 37-43 PSI (2.5-2.9 bar) range.
Low boost may be an indicator of restricted fuel. Be sure to read how to
understand the boost pressure readings later in this section.

Wait a Minute… What is the Engine Load display telling me? The reading is
an indication of the power being consumed compared to the rated power. (The length
of time the nozzles are injecting fuel into the cylinder by monitoring the solenoids duty
cycle.) This provides an indication of load.

REMEMBER: It is recommended to replace the chassis (water separator) fuel filter

after the combine has accumulated 10-15 engine hours of operation.

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FUEL SUPPLY
STEP 2: FUEL SUPPLY
FUEL SYSTEM RESTRICTION TEST
System restriction can be determined by the following test procedure. Use the following steps:

1. Relieve the fuel system pressure by

loosening the bleed screw.
2. Remove plug, item #1 (this is after the filter),
with a 7mm hex wrench and insert a 3/8” X
19 MBSPT (British Standard Pipe Taper) to
¼”X18 FNPT, CNH number “380002882”
adapter (Parker number 1/4X1/4F3HGS) for
the diagnostic coupler. A second gauge
could be placed in port #2 (before the filter),
to check the condition of the filter. The two
gauge readings must be within 20 PSI of
each other.
3. Connect a fuel pressure gauge 0-20 bar (0-
300 psi) to the diagnostic coupler.
4. Engine OFF, key ON, the electric fuel pump
will supply 0.62 bar (9 psi) to the fuel charge
pump.
5. Engine running, the charge pump pressure is
regulated to approximately 5 bar (72 psi).
Verify 5 bar (72psi) is maintained during full
load engine operation.

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HOW TO MONITOR FOR POWER

STEP 3: ELECTRONIC SERVICE TOOL (EST)
TURBO BOOST PRESSURE
Boost pressure may be monitored one of two different ways, on the EST parameter screen or
through the EASY parameter screens.

“EST” SCREEN
Boost Pressure is easiest monitored with the EST using the parameters found under
the CCM2. The EST reports the boost pressure in what is call "absolute pressure" it
includes the 14.7psi (1bar) of atmospheric pressure. Remember to reduce the reading
by 14.7 to get the actual boost increase reading.

“EASY” ENGINE PROGRAM

Boost Pressure may also be monitored using the EASY engine program. When
monitoring the boost pressure in the EASY program on the EST. it may be difficult to
understand what the displayed reading represents. The EST reports the boost
pressure in what is call "absolute pressure" it includes the 14.7psi (1bar) of
atmospheric pressure and is displayed in the measurement of mbar.

Wait a Minute… So how am I suppose to understand and use this reading for
proper diagnostic work?

FIRST THE DISPLAY

The EASY program displays the boost pressure in a measurement of mille-bar (mbar). One
mbar represents 0.001bar, so 1000mbar represents 1bar.
Example: A reading of 2675mbar will equal 2.675 bar.

WHAT IS A BAR
A bar is a measurement based off the atmospheric pressure. Atmospheric pressure is
normally 14.7 psi, so 1 bar equals 14.7psi.
Example: 2675mbar = 2.675 bar so 2.675 bar X 14.7 psi = 39.3 psi.

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 CNH (IVECO) 9L ENGINE

HOW TO MONITOR FOR POWER

STEP 3: ELECTRONIC SERVICE TOOL (EST)
TURBO BOOST PRESSURE, CON’T

FINAL READING
The measurement is displayed in ABSOLUTE PRESSURE, which means that it is including
the normal atmospheric pressure with the boosted pressure. For this reason, we will have to
reduce the displayed reading by one atmospheric pressure.
Example: 2675mbar = 2.675 bar 2.675 X 14.7 = 39.3 psi, (this is absolute
pressure) that must be reduced by one bar to get to actual boost pressure
2.675 bar – 1 bar = 1.675 bar actual boost
Actual boost = 1.675 bar X 14.7 psi = 24.6 psi

NORMAL BOOST PRESSURE

Normal ABSOLUTE boost pressure as displayed on the EST parameter list, remember to
reduce the reading by 14.7 psi.

Normal EST Parameter list PSI EASY mBar

Harvesting NOT unloading 39-41 2653-2789
Harvesting WHILE unloading 42-43 2857-2925

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CNH (IVECO) 9L ENGINE

HOW TO MONITOR FOR POWER

STEP 3: ELECTRONIC SERVICE TOOL (EST), CON’T
FUEL RAIL PRESSURE
One key item to monitor when it comes to engine performance is the “Commanded Rail
Pressure” and the “Actual Rail Pressure”. Anytime that the actual pressure is not within 200
psi (13.5 bar) of the commanded pressure a fault code will be generated. The actual pressure
is not such a concern as the relationship between the two.

A second key item is to monitor the duty cycle of the pressure regulator. The regulator is
supplied PWM and the duty cycle will vary depending on the engine load. Remember that the
regulator is a normal OPEN valve, to limit fuel pressure the valve must be closed; because of
this the duty cycle may be just the opposite as expected. The more fuel required to maintain
the pressure - the lower the duty cycle required.

Example: Common Duty Cycles

Low Idle 36-38%
High Idle 34-36%
High Load 29-31%

If a reading remains below ~27% for an extended period of time a fault code will be generated.

WHAT CAN CAUSE THE CONDITION

Pressure Below Commanded
This can be caused by a number of conditions, listed below is some of the common items to
check for. Don’t overlook the obvious item, fuel starvation.
• Fuel blockage anywhere between the tank and the charge pump
• Charge pump and/or relief
• Regulating solenoid
• Rail relief valve
• High pressure circuit leakage to the return circuit

Pressure Above Commanded

This is normally limited to sticking pressure regulating solenoid.

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 CNH (IVECO) 9L ENGINE

CURSOR 9 TIMING

Single Mark Double

A, B, C Mark D

Engine rotation is counter clockwise when looking at the flywheel.

Engine firing order is 1 - 4 - 2 - 6 - 3 - 5.

Note: The A, B, C, D are not marked on the flywheel. The Flywheel is marked with three
single marks and one double mark.

Reference Mark Engine position

A TDC: 3 & 4
B TDC: 1 & 6
C TDC: 2 & 5
D 54° BTDC 1 & 6

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CNH (IVECO) 9L ENGINE

CURSOR 9 TIMING
1. The following is a brief overview of the timing procedure due to the confusion in the
service manual. It has been put together by our engine-training group.

2. Rotate crankshaft until the "B" hole is at position "5" and pin the flywheel through the
sensor hole as shown above.

3. Remove the cover on the front (fan end) of the camshaft and position the camshaft as
shown above.

Phonic Wheel
hole &
Camshaft bolt
hole that are
in line must be
to left as
h
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 CNH (IVECO) 9L ENGINE

CURSOR 9 TIMING

4. Install the camshaft gear; verify the camshaft gear is orientated as shown above.
Position the camshaft gear so the slotted holes are close to centered. Install the four camshaft
gear retaining bolts and tighten (bolts do not need to be tightened to specified torque yet as a
final timing adjustment may be needed).

Install rocker arm assembly and tighten rocker arm assembly to specified torque.

Rotate engine clockwise until the "D" hole (the hole with two notches) passes the window (10°
to 20° past) in the bottom of the flywheel housing. Rotate the engine back counterclockwise
until the "D" hole is on the window and the timing pin will lock the flywheel through the sensor
hole. This removes the back lash from the gear train.

5. Install a dial indicator on the #3 exhaust valve rocker arm camshaft roller as shown.
Preload the dial indicator 6.0 mm. Rotate the engine clockwise until the dial indicator stops
moving (it will be necessary to lift up on the valve end of the rocker arm to take any clearance
or play out and to verify that you are on the inner base circle of the camshaft, the lowest point).

Zero the dial indicator at this point. On Tier III Cursor 9 engines rotate the engine
counterclockwise until the dial indicator reads 4.70 +/- 0.05 mm. On Tier IV Cursor 9 engines
rotate clockwise until the dial indicator reads 5.29 mm +- 0.05 mm. Check to see if the "D" hole
is in the window and that the timing pin will lock the flywheel. If the "D" hole is not centered in
the window and the flywheel cannot be locked, loosen the four bolts that retain the camshaft
gear and rotate the flywheel until the "D" hole is in the timing window and the flywheel can be
locked, tighten the four bolts that hold the camshaft gear to the camshaft. Now, verify the
timing by turning the engine clockwise 10° to 20° and then back counterclockwise until the "D"
hole is in the timing window and the timing pin will lock the flywheel. Verify the reading on the
dial indicator is 4.70 +/- 0.05 mm (Tier III), on Tier IV 5.29 mm +- 0.05 mm. Repeat the above
procedure if necessary to obtain the specified timing. Once timing is within the specified range
tighten the camshaft gear retaining bolt to specified torque.

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CNH (IVECO) 9L ENGINE

CURSOR 9 TIMING

6. While the flywheel is still locked in the "D" position time the phonic wheel.

Using the phonic wheel timing fork with the flywheel locked in the "D" position, install the
phonic wheel so the timing fork engages the phonic wheel tooth with the "^" mark. Tighten the
phonic wheel retaining bolts to the specified torque.

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CURSOR 9 TIMING

ADJUST THE VALVES

7. The valves can only be adjusted when the piston is at TDC firing. Rotate the engine
counterclockwise to the "B" hole (the first hole after the hole with the double mark). Use the
timing pin to lock the flywheel. You can now adjust the valves on cylinder #1. Use the
following chart to adjust the valves:

REFERENCE MARK CYLINDER

B 1
C 4
A 2
B 6
C 3
A 5

Specifications
ITEM SPECIFICATION
Camshaft Gear Retaining Bolts 25 Nm + 45°
Phonic Wheel Retaining Bolts M6 12 Nm
M6, 12.9 Hardness 20Nm
M8 20 Nm
Rocker Arm Shaft Retaining Bolts 110 Nm
Intake Valve Clearance 0.4 mm
Exhaust Valve Clearance 0.6 mm

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CURSOR 9 TIMING

Special Tools

380000150 Tool for pining flywheel

380000151 Tool for timing of phonic wheel on

timing gear

380000149 Tool for assembling and installing

rocker arm shaft

380002822 Engine turning tool

380003118 Engine turning tool Tier IV

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