Iveco Daily Euro 4. Manual - part 78

109126

Figure 334

Pump with three radial plungers, controlled by the timing belt
gear. It does not require timing.
The pump is lubricated and cooled by the fuel itself.
It differs from the CP3.2 high-pressure pump (Euro 3 version)
is that it does not feature the mechanic feed pump.

The high-pressure pump/feed pump assembly
cannot be overhauled; therefore, the fastening
screws shall not be removed or tampered with. The
only operation that can be carried out is the
replacement of the pressure regulator drive gear.

NOTE

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CP3.2 high-pressure pump

Figure 335

1. Solenoid — 2. Magnetic core — 3. Shutter cylinder —

4. Fuel inlet — 5. Fuel outlet.

When the engine control unit governs the pressure regulator
(via PWM signal), the solenoid (1) is energized that, in its turn,
generates the movement of the magnetic core (2). The shift
of the core causes the shutter cylinder (3) to move axially,
choking the flow of fuel.

75574

75575

1. Solenoid — 2. Magnetic core — 3. Pre-load spring —

4. Shutter cylinder.

When the solenoid (1) is not energized, the magnetic core is
pushed into the rest position by the pre-load spring (3). In this
condition, the shutter cylinder (4) is in such a position as to
offer the fuel the greatest section of passage.

Figure 336

Accurately clean high pressure pump.
Take off screws (2) and unthread pressure regulator (3) from
high pressure pump.

108359

Figure 337

Figure 338

Accurately clean the seat (

→) of pressure regulator and the

connection surface (

→) of the regulator.

88408

Mount new seal rings (1 and 2) on pressure regulator (3) and
lubricate the rings with vaseline.

771034

Pressure regulator

The fuel pressure regulator is mounted on the low-pressure
circuit of the CP3 pump. The pressure regulator modulates
the amount of fuel sent to the high-pressure circuit according
to the commands received directly from the engine control
unit. The pressure regulator is mainly composed of the
following components:
- connector
- casing
- solenoid
- pre-load spring
- shutter cylinder.
When there is no signal, the pressure regulator is normally
open, therefore with the pump providing maximum delivery.
The engine control unit, via the PWM (Pulse Width
Modulation) signal, modulates the change in fuel flow rate in
the high-pressure circuit by partially closing or opening the
sections of passage of the fuel in the low-pressure circuit.

Operation

Replacing pressure regulator

For cleaning, do not use a tool which could damage
the surfaces and pay attention that impurities are
not introduced into channels.

Figure 339

NOTE

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Figure 340

Mount pressure regulator (1) on high pressure pump (2).

108361

108362

Screw up screws (1) and tighten them at 6

÷ 7 Nm (0.6 ÷ 0.7

kgm) torque.

Figure 341

Mounting operation must be performed keeping
the regulator perpendicular to connection plane
without angling it, in order not to damage seal rings
(1-2, Figure 339).

Where pressure regulator is replaced on the engine
mounted on the vehicle, it is needed, after
replacement, to check that there are no fuel leaks
after an engine working period.

774510

Hydraulic accumulator (rail)

NOTE

108387

Figure 342

The hydraulic accumulator is fitted on the cylinder head on the
suction side.

With its volume of approximately 23 cm

it dampens the

pressure ripples of the fuel due to:

- the operation of the high-pressure pump;
- the opening of the electro-injectors.
On the hydraulic accumulator (1) there is the fuel pressure
sensor (2).
Fuel pressure sensor (2) is fitted on hydraulic accumulator (1).
Small valves (throttle valves) or control bushes (3), with ”j” =
0.85 mm, have been fitted to the fuel delivery couplings, which
control the fuel pressure waves generated by the
high-pressure pump. Their function is to protect the electric
injectors by reducing their wear in time.
Fuel pressure sensor (2) may affect the accuracy of the injector
minimum flow rate correction, since the minimum flow rate
depends both on the injection time and the actual pressure of
the hydraulic accumulator.
In case of replacement, the EDC control unit 16 correction
coefficients (ZFC) shall be set to zero.
The correction coefficients (ZCF) can be corrected by means
of the IVECO MODUS - E.A.SY. - IT 2000 diagnosis
instruments, by programming the control unit again and
performing the sensor replacement procedure, in accordance
with the instructions given by the diagnosis instruments.

NOTE

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The electro-injectors have high-pressure supply (up to 1600
bar) and recirculation at atmospheric pressure, necessary for
the diesel used to operate the pilot valve.
The temperature of the diesel put back into circulation by the
electro-injector can get very high (approximately 120

°C).

The head of the electro-injector has a fitting for the electrical
connector.
They are mounted on the cylinder head and operated by the
injection control unit.
The electric injector can be subdivided into two parts (see
SENZA CODICE):

The electro-injector can be divided into two parts:
- actuator/jet composed of pressure rod (1), pin (2) and

nozzle (3);

- control solenoid valve composed of coil (4) and pilot valve

(5).

75588

Figure 343

775010

ELECTRO-INJECTORS

Operation

Electro-injector operation can be broken down into three
phases:

- ”rest position”

The coil (4) is de-energised and the shutter (6) is in closed
position and does not allow the fuel to get in the cylinder,
Fc > Fa (Fc: due to the fuel pressure operating the rod (1)
control area (7). Fa: due to the line pressure operating in the
pressure chamber (8).

- ”start of injection”

The coil (4) is energized and causes the shutter (6) to rise.
The fuel of the control volume (9) flows off towards the
return manifold (10) causing a drop in pressure in the
control area (7).
At the same time, the line pressure through the fuel pipe
(12) exerts in the pressure chamber (8) a force equal to Fa
> Fc and thus makes the pin (2) lift and so the fuel gets in
the cylinders.

- ”end of injection”

The coil (4) is de-energized and makes the shutter (6) return
to its closed position. This recreates such a balance in the
forces as to make the pin (2) return to its closed position
and consequently end injection.

1 Pressure rod — 2 Pin — 3 Nozzle — 4 Coil — 5 Pilot valve —

6 Ball shutter — 7 Control area — 8. Pressure chamber -

9 Control volume — 10 Low-pressure fuel return —

11 Control pipe — 12. Feeding pipe - 13 Electrical

connection — 14 High-pressure fuel inlet fitting — 15 Spring.

50704

Figure 344

Figure 345

Electrical injectors are not assigned any more to classes Min (01)
- Med (02) - Max (03); therefore, flow rate deviations from design
values are detected, during final check step, by the manufacturer
on each single injector and printed with I.M.A. (Injector Menge
Abgleichung) [Injector Quantity Offset] code on injector magnet.
At engine production plant, I.M.A. code is read on line from an
automatic reading station, converted into bar code, printed on
engine identification label and applied on the engine itself.
At vehicles production plant, at line end, E.D.C. 16 central unit is
programmed automatically reading the engine identification label.

755010

Replacing an electrical injector

1. IMA Matrix code- 2. Bosch spare part no.-

3. IMA code in clear - 4. Iveco spare part no. - 5. Code -

6. Series no. - 7. Production date

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