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Product Training Notes

1300 Series Electronic Engine

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Course Content

•HEUI fuel/Oil system function and operation

•ECM management system

•Fault finding using the MPSI

•Fault finding using PC software

•Service and maintenance

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Shaping the Future

• Optimised performance characteristics

• Improved engine emissions

• Engine packaging

• New reliability and durability features

• Expanded options range

• New service solutions

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Engine Performance

• Efficient combustion system

• Fully optimised power, torque and fuel curves for optimum performance

• No engine power loss due to high fuel temperatures

• Improved transient conditions

• Unaided cold start of -20ºC

• Stabilised idle

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ENGINE IDENTIFICATION

The engines consist of a range of six cylinder in-line engines which areturbocharged or turbocharged / intercooled. These engines have an electronicmanagement system.In these notes, we will refer to the different engines types by their code letters,which are the first two letters of the engine number as indicated below.

CODE LETTERS CAPACITY ASPIRATION SYSTEM

WK 7,6 Litre TurbochargedWL 7,6 Litre Turbocharged / intercooledWM 8,6 Litre TurbochargedWN 8,6 Litre Turbocharged / intercooledWP 7,6 Litre TurbochargedWQ 7,6 Litre Turbocharged / intercooledWR 8,6 Litre TurbochargedWS 8,6 Litre Turbocharged / intercooled

ENGINE NUMBERS The engine number is stamped on the left side of the cylinder block, behind thehigh pressure oil pump.

An example of the engine number is :

WK1296N123456BWK Model code letters

1296 Build list number N Built in the USA 123456 Engine serial No.

B Year of Build code

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1300 Series Electronic Engine General Data Number of cylindrs……………………………………………………………………………6 Cylinder arrangement……………………………………………………………………In line Cycle……………………………………………………………………………….Four Stroke Introduction system……………………………...Turbocharged or Turbocharged /Intercooled Combulsion system…………………………………………………………….Direct injection Nominal bore: - WK & WL………………………………………………………………109, 2mm (4.301 in) - WM & WN……………………………………………………………...135, 9mm (5.350 in) stroke: - WK & WL……………………………………………………………….112,9mm (4.301 in) - WM & WN………………………………………………………………135,9mm (4.590 in) compression ratio………………………………………………………………………...16.5:1 Cubic capacity: -WK & WL…………………………………………………………….7,64 litres (466.4 cu in) - WM & WN…………………………………………………………...8,71 litres (531.0 cu in) Firing order…………………………………………………………………………..1,5,3,6,2,4 Valve tip clearances (cold): - Inlet & exhaust…………………………………………………………….0,64mm (0.025 in) Lubricating oil pressure (minimum): - Idle……………………………………………………………………..104 kpa (15 1bf sq in) - Maximum no load engine speed & normal temp……………………...276 kpa (40 1bf sq in) Lubricating oil capacity : Sump………………………………………………………………..22,7 litres (40.0 UK pints) Filter…………………………………………………………………...5,6 litres (9.9 UK pints) Direction of rotation………………………………………………….Clockwise from the front Valve seat angle: - Inlet………………………………………………………………………………..30 Degrees - Exhaust……………………………………………………………………………45 Degrees

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SYSTEM OPERATIONEngine oil is drawn from the sump by the engine oil pump and flows through the oil cooler andfilter to the high pressure supply pump. The supply pump pressurizes the oil to between 450and 3,000 psi. Pump outlet pressure is determined by the injection pressure regulator valve(IPR) which dumps excess oil to drain. The pressure maintained by the IPR is determined by avariable electrical signal supplied by the Electronic Control Module (ECM).

High pressure oil is supplied to a pressure rail attached to the cylinder head, and by drillings inthe head is available to all injectors. The energised solenoid lifts the injector poppet valve offits seat. Heat pressure oil from the rail then enters the injector causing injection to occur.

Injection ends when the ECM switches off the current to the solenoid. The poppet spring thencauses the poppet to close. As the poppet closes, the high pressure supply oil from the rail isblocked and the intensifier piston cavity is connected to drain through the armature cavity.

The plunger return spring then pushes the intensifier and plunger back to their originalposition. The upward movement of the plunger lifts the fill check valve off its seat and drawsfuel into the plunge cavity for the next stroke.

Fuel is drawn from the fuel tank by a mechanical fuel pump and flows through a filter to thepressure rail attached to the cylinder head, via drillings in the head to the injectors. Excess fuelflows back to the tank via a spring loaded valve, which maintains a positive fuel pressure in thepressure rail.

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ydraulically Actuated

Lectronically controlled

nit

njector

FUEL SYSTEM

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Engine Emissions

• Compliant to EPA and EC Stage 1 emissions legislation

• Excellent platform for stage 2 emissions legislation and beyond

• No visible smoke

• Up to 3.5 dBA quieter, which equates to over a 50%

improvement in perceived noise

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The 1300 series electronic engine uses injector units,which are hydraulically actuated and electronically controlled. This offers vastly improved performance over mechanical systems by controlling the following areas:

•Rate ControlThe rate of injection can be controlled to meet any engine condition, due to theinjector being hydraulically actuated rather than mechanically.The rate of injection and injection pressure does not depend on engine speed.

•Timing ControlBoth start and end of injection is electronically controlled, unlike conventionalelectronically controlled mechanically actuated unit injectors, the plunger does not move until the solenoid is energised.This means that plunger movement is not limited to the speed or duration of a cam lobe.

FUEL SYSTEM

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Injector UnitElectronicSolenoid

Poppet Valve

IntensifierPiston

CheckValve

NozzleAssembly

The injector uses the hydraulic energy of the pressurised oil to cause injection.The pressure of the incoming oil controls the speed of the intensifier piston and therefore, the rate of injection. The amountof fuel injected is determined by the duration of the pulse from the ECM and how long it keeps the solenoid energised. As long as the solenoid is energised and the poppet valve is off its seat, oil continues to push down the intensifier and plunger until the intensifier reaches the bottom of its bore.

FUEL SYSTEM

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Injector Unit Top Section

Wire to ECMPoppet

SolenoidArmature

FUEL SYSTEM

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Injector Unit Mid Section

Fuel Port

Oil Feed Port

Oil Outlet Port

Plunger Spill Port

An intensifier piston in the injectorunit multiplies hydraulic force on the plunger.By varying the hydraulic inputpressure, injection pressure can be controlled in a range from 3,000 to 21,000 psi.

FUEL SYSTEM

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Injector Unit Bottom Section

Needle

Nozzle Assembly

Spill Port closed during injection

FUEL SYSTEM

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Injector Unit Bottom Section

Each injection is made up of two stages.

• Pilot Injection• Main Injection

Injection Pressure can be as highas 21,000 Psi.

FUEL SYSTEM

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Injector Pilot Injection

Pilot Injection

Main Injection

Delay Period

FUEL SYSTEM

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FUEL SYSTEM

Lift Pump

HEUI Injectors

Fuel Filter

Fuel Tank

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Fuel specification

Cetane number. 50 minimumViscosity 2.0/4.5 centistokes at 400CDensity 0,835/0,855 kg/litreSulphur 0.2% of mass, maximumDistillation 85% at 3500C

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OIL SYSTEM

Oil Sump

HEUI Injectors

High Pressure Oil Rail

Oil Cooler and Filter

To Engine Lubrication System

Engine Oil Pump

High Pressure Oil Supply Pump

(Rexroth pump)

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Oil specification

When available

API CG-4, API CH-4 or ACEA E3

When NOT available

API CF-4 or ACEA E2

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OIL SYSTEM

Rexrothoil pump

IPR valve

ECM

High pressure oil feeding injectors

ICPsensor

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ECM management system

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Engine Sensors

Injection Control

Pressure

Camshaft Position

Boost Pressure

Oil Temperature

Oil Pressure

Coolant Temperature

Engine Speed

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Cam position sensor

• 24 vanes

• 1 narrow vain

• Sends engine speed• to ECM

• Sends engine position to ECM

NarrowVain

C.P.S

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Cam position sensor

Narrow vain

Volts

5

6

0

1

2

3

4

Degrees

Hall effect

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Electronic ControlModule

ECM

HEUI Injectors Sensors

Stop / Start Switch

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Temperature sensors

Thermistor sensors

• Oil temp

• Coolant temp

• Air temp

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Coolant specification

The quality of the coolant which is used can have a great effect on the efficiency and life of thecooling system. The recommendations indicated below can help to maintain a good coolingsystem and to protect it against frost and/or corrosion.

If the correct procedures are not used, Perkins cannot be held responsible for frost or corrosion

damage. 1 If it is possible, use clean soft water in the coolant.2 If an antifreeze mixture, other than Perkins POWERPART, is used to prevent frost damage, itmust have an ethanediol base (ethylene glycol) with a corrosion inhibitor. It is recommended thatthe corrosion inhibitor is of the sodium nitrite/sodium molybdate type. The antifreeze mixturemust be an efficient coolant at all ambient temperatures and it must provide protection againstcorrosion. It must also have a specification at least as good as the requirements of either BS6580or MOD AL39. Perkins POWERPART antifreeze exceeds the requirements of the abovestandard.

The quality of the antifreeze coolant must be checked at least once a year, for example, at thebeginning of the cold period. The coolant must be renewed every two years.

The antifreeze mixture must consist of equal quantities of antifreeze and water. Concentrations ofmore than 50% of antifreeze must not be used because these can affect adversely the performanceof the coolant.

3 When frost protection is not necessary, it is still an advantage to use an approved antifreezemixture because this gives a protection against corrosion and also raises the boiling point of thecoolant. If an approved antifreeze mixture is not available, add a correct mixture of corrosioninhibitor to the water. All 1300 Series EDi engines are supplied with a coolant filter / conditionercanister. Renew the coolant and the filter / conditioner canister in accordance with themaintenance schedules on page 18. Test the level of coolant conditioner, and adjust if necessaryin accordance with the maintenance schedules in the engine manual.

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Pressure sensors

Gives ECM information on:

• Oil pressure

• Injection control pressure

• Boost pressure

• Barometric pressure

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Fault finding using the MPSI

Test bay Hands On

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Fault finding using PC software

Part number 994 - 487 and 994 - 485

Test bayHands on

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Service and maintenance

Ref. User’s Handbook1300 series Edi

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Flashing Lights

= 111 (No Faults) Active Faults

Each active fault will be proceededby a red flash.

Inactive Faults

= 111 (No Faults)

OCC test

Both red and amber lights are momentarilyon during the output circuit continuity test.

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Flashing LightsTo interrogate the ECM’s memory or identify a fault, the self test button (Green) should be depressed.The (Red) button should be momentarily depressed to initiatethe active and inactive fault tests.If there are any active faults, the red lamp will flash once,followed by the amber lamp flashing a numerical code. If more than one active fault code is stored in the ECM’s memory, there will be a short pause after the first code and then the next code will be indicated.

When all of the active codes have been indicated the red light will flash twice and the inactive fault codes will be flashed.At the end of the sequence the red light will flash three times to signal the end of the test.

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Flashing Lights

OCC test

Both red and amber lights are momentarily on during the

output circuit continuity test.red amber

It is possible to perform an output circuit continuitytest (OCC) with the the use of the red and greenpush button on the top of the side panel by :

•Pressing and holding both buttons for the duration of the test.

Lamps

Green Red Push Buttons

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F G Wilson Electrical DWG

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F G Wilson Electrical DWG

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Question and Answer time

“Give a man a fish and he will be fed for a day,Teach a man how to fish and you will feed

him for life”

The End