New Holland 667TA/EEG, 667TA/EEC, 667TA/EBF, 667TA/EED, 667TA/EBJ, 667TA/EDJ. ENGINE REPAIR MANUAL (2006)

ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

VALVES AND VALVE SEATS

BS06K030

Figure 2-24

1. INTAKE VALVE

3. INTAKE SIDE

2. EXHAUST VALVE

4. EXHAUST SIDE

Valve seats have the following angles:

Exhaust valves- 45°

BS06K032

Figure 2-26

Intake valves- 60°

1. 7.042 TO 7.062MM (0.277 TO 0.278 IN)

NOTE: Exhaust valves

(2) have a distinctive

2. INTAKE VALVES

3. EXHAUST VALVES

indentation at the center of the head of the valve.

The cylinder head does not have guide inserts. The

valve guide is machined directly into the head

casting.

VALVE BRIDGES

BS06K031

Figure 2-25

Oil seals (1) installed on the valve stems.

BS06K033

Figure 2-27

1. JUMPER

2. RODS

NOTE: When installing the cylinder head, the

orientation of valve bridges must be positioned with

marks (1) towards exhaust manifold.

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

ENGINE HEAD MACHINING

BS06K034

Figure 2-28

BS06K037

Figure 2-30

Cylinder head nominal thickness (A) is 105 ±

0.25mm. (4.134 ± 0.0098 in.) and a maximum

ENGINES: 667TA/EED - 667TA/EBD

removal of material (B) must not exceed 0.13mm.

(0.0051 in.).

ENGINE FLYWHEEL

The flywheel (1) is not timed to the crankshaft and

does not have any stamping, notch or reference hole

for sensors or timing. Equal position of fastening bolt

holes (2) allows it to be installed in any position.

BS06K036

Figure 2-31

ENGINES: 667TA/EBF - 667TAEED

BS06K035

Figure 2-29

ENGINES: 667TA/EEG - 667TA/EEC

BS06K629

Figure 2-32

ENGINE: 667TA/EDJ

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CHAPTER 2 - 667TA ENGINE OVERHAUL

ENGINE LUBRICATION

BS06K039

Figure 2-34

1. TURBO OIL PRESSURE CONTROL VALVE

3. CARTRIDGE -TYPE OIL FILTER

5. OIL PUMP

2. BY-PASS VALVE

4. OIL / WATER COOLER

A. OIL PAN: 667TA/EED - 667TA/EBD

C. PRESSURIZED OIL PATH

B. OIL PAN:667TA/EEG -667TA/EEC -667TA/EBF - 667TA/EED - 667TA/EDJ

D. GRAVITY OIL RETURN PATH

Pressurized lubrication is with the following

components: Gerotor oil pump (5) housed in the front

of the engine block, driven by the spur tooth gear

force fitted on the crankshaft; water / oil cooler (4),

housed in the engine block, under the oil filter

support; by-pass valve (2) for clogged oil filter cut-off,

cartridge- type oil filter (3)

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CHAPTER 2 - 667TA ENGINE OVERHAUL

OIL COOLER

BS06K040

Figure 2-35

1. HEAT EXCHANGER BODY 3. WATER / OIL COOLER

5. OIL RETURN TO FILTER*

7. OIL FILTER

2. INNER GASKET

4. GASKET (BETWEEN COOLER AND ENGINE BLOCK) 6. OIL FLOW FROM FILTER*

* Only engines: 667TA/EEG - 667TA/EEC.

BY-PASS VALVE

OIL PRESSURE CONTROL VALVE

BS06K042

Figure 2-37

A. DIRECTION OF FLOW

Blow-by-max:

20cm³/min (.68oz/min) with 0.83 bar (12 psi)

pressure at 26.7° C (80° F) oil temperature.

BS06K041

Figure 2-36

1. 66MM (2.589 IN)

2. 41.25MM (1.624 IN)

3. 136.9 ± 10.5 N (30.8 ± 2.36 LBF)

Calibration at 100°C (212°F) oil temperature.

- minimum pressure 1.2 bar (17.4 psi).

- maximum pressure 3.8 bar (55.1 psi).

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Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

OIL PUMP

OIL PAN (SUMP) ENGINES: 667TA/EEG-

667TA/EEC- 667TA/EBF- 667TA/EED- 667TA/EDJ

BS06K045

Figure 2-40

OIL PAN GASKET INSTALLATION

BS06K043

Figure 2-38

OIL PUMP

BS06K046

Figure 2-41

BS06K044

STEEL OIL PAN (SUMP)

Figure 2-39

1.-Crankshaft with oil pump drive gear

CROSS SECTIONAL VIEW OF OIL PAN GASKET

The steel oil pan (sump) (1) is secured to the engine

block by an aluminium plate (3) and a rubber gasket

(2). See figure 2-41.

The C-section rubber gasket (2), installed on the

edge of the oil pan, enhances sealing properties and

also reduces noise levels.

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

ENGINE OIL VAPOR RECIRCULATION

BS06K048

Figure 2-43

1. PRE-SEPARATOR

3. BLOW-BY FILTER

A. OIL CONDENSATE

2. RECIRCULATION TO INTAKE

4. RETURN TO ENGINE

B. OIL VAPORS

BLOW-BY RECIRCULATION

In blow-by filter (3) a portion of the vapors partially

condense and return to the oil pan (sump) through

The rocker cover has a blow-by pre-separator (1),

line (4), while the remaining is recirculated to the

designed to increase the outlet velocity of blow-by oil

engine intake, by line (2).

vapor while condensing them partially. Condensed

oil returns to the oil pan (sump) while residual vapors

are collected and routed through the blow-by filter

(3).

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CHAPTER 2 - 667TA ENGINE OVERHAUL

WATER PUMP

BS06K052

Figure 2-47

BS06K050

Figure 2-45

THERMOSTAT

WATER PUMP

A. STROKE STARTS AT 96° C (204° F) ≥ 7.5MM (.30 IN).

Thermostat opening for engines:

667TA/EEG, EEC, EBF, EED, EBD= 79 to 83° C

(174 to 181° F).

667TA/EDJ= 83 to 98° C (181 to 208° F).

BS06K051

Figure 2-46

WATER PUMP CROSS SECTION

The water pump is housed in a cavity in the front of

the engine block, and is driven by a Poly-V belt. The

water pump is sealed to the block by a rubber ring.

The engine temperature is controlled by a

thermostat.

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CHAPTER 2 - 667TA ENGINE OVERHAUL

HIGH PRESSURE ELECTRONIC INJECTION SYSTEM (COMMON RAIL)

BS06K053

Figure 2-48

1. HARNESS TO INJECTORS

5. CRANKSHAFT SENSOR

9. CAMSHAFT SENSOR

2. ELECTRO- INJECTOR

6. EDC7UC31 CONTROL UNIT

10. FUEL PRESSURE SENSOR

3. COOLANT TEMP. SENSOR

7. PRESSURE REGULATOR

11. BOOST TEMP. PRESSURE SENSOR

4. ENGINE OIL AND PRESSURE SENSOR

8. FUEL HEATER AND TEMP. SENSOR

Extremely high injection pressures are necessary in

order to reduce PARTICULAR emissions.

The common rail system makes it possible to inject

fuel at pressures of up to 1450 - 1600 bar (21030 -

23206 psi), while the injection precision obtained by

EDC7UC31 electronic control of the system serves

to optimize operation of the engine while limiting

emissions and fuel consumption.

For engines more powerful than 152 kW (203 hp.),

the CRIN2 injectors have DLLA nozzles that work up

to a pressure of 1600 bar (23206 psi), while engines

less powerful than 152 kW (203 hp.) are fitted with

DSLA nozzles which work with pressures up to 1450

bar (21030 psi.)

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Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

EDC7UC31 -ELECTRONIC CONTROL

MAXIMUM ENGINE SPEED LIMITING

UNIT OPERATION

Depending on the application, the control unit

memory can contain appropriate engine speed limits.

ENGINE PREHEATING ELEMENT CONTROL

When the engine speed surpasses these limits, the

Pre-post heating is activated when even just one of

control unit activates power reduction by controlling

the water, air or fuel temperature sensors detects a

turn on time of the electro-injectors. In some

temperature of less than 5° C (41° F).

applications, the maximum limiting response consists

in stopping the engine.

PHASE RECOGNITION

CUT OFF

Signals transmitted by the camshaft and crankshaft

sensors determine the cylinder which fuel must be

Fuel cut-off release is managed by the control unit

injected.

with the following logical interventions:

• deactivation of the electro-injectors.

INJECTION CONTROL

• reactivation of electro-injectors immediately prior

Information transmitted by the sensors, the control

to arrival at idle speed.

unit determines and regulates pressure and modifies

• control of fuel pressure regulator.

the pre-injection and main injection mode.

SMOKE CONTROL UNDER ACCELERATION

INJECTION PRESSURE CLOSED LOOP

CONTROL

With intense load demands, signals received from

the boost temperature pressure sensor and the

Engine load, determined by processing of data

crankshaft sensor, the control unit manages the

transmitted by the various sensors, and the control

pressure regulator and modulates the activation time

unit. Governs the regulator to maintain injection

of the electro-injectors to prevent the emission of

pressure at constant optimal values.

smoke from the exhaust.

PILOT AND MAIN INJECTION ADVANCE

CONTROL

AFTER ENGINE SHUT DOWN

Signals transmitted by various sensors to the control

After the engine is stopped, the control unit

unit, determines the optimum injection point on the

microprocessor saves various parameters to the

basis of internal mapping.

EEPROM memory, including the fault log so that they

will be available the next time the engine is started.

IDLE SPEED CONTROL

CONTROL OF WORKING SPEED IN NORMAL

The control unit processes signals transmitted by the

OPERATING CONDITIONS

various sensors and adjusts the quantity of fuel

Each time work load varies, the control unit adjusts

injected.

torque to maintain the engine in maximum power

It also controls the pressure regulator and modulates

conditions. If the load causes a reduction in power,

injection duration of the electro-injectors. Within

the control unit increases torque i.e. it increases the

specific limits, the control unit also monitors battery

amount of fuel injected in order to restore the engine

voltage.

to maximum power.

OVERHEATING PROTECTION

If the water temperature reaches 110° C (230° F) the

control unit reduces engine performance.

When the temperature returns below 100° C (212° F)

the engine resumes normal operation. In some

applications, the intake manifold temperature is the

reference temperature.

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CHAPTER 2 - 667TA ENGINE OVERHAUL

RECOVER STRATEGIES

• Control of fuel leaks.

In the case of fuel supply problems, the system

controls the engine with suitable constant power

values obtained with a low number of rev and high

torque values in order to inject the maximum quantity

of fuel.

• Control of pressure in the rail.

When the pressure in the rail exceeds safety values,

the engine reduces power.

• Synchronism problems

In the case of synchronism problems, faulty rev

sensors, the system controls the engine by

increasing the number of revs in order to improve

interpretation of the signals.

• Power restrictions as operating temperature

increases.

When the temperature of the supercharging air rises

above 88° C (190° F), power reduction is started,

when a temperature of 120° C (248° F) is reached,

performance is further reduced and is comparable to

that of the same engine if it were aspirated.

• Reduction of power as reference temperature

varies

In normal operating conditions, the system knows the

supercharging air, oil and water temperatures.

If the temperature of the engine water is not

available, the system takes the temperature of the oil

as reference and when this reaches the threshold of

103° C (217° F), it starts to reduce the power

available. On reaching 113° C (235° F), power is

reduced to 50%.

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Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

FUEL SUPPLY SYSTEM

BS06K054

Figure 2-49

7. LOW PRESSURE GEAR TYPE

1. ELECTRO-INJECTOR 4. PRE-FILTER

B. LOW PRESSURE

CHARGE PUMP

5. COMMON RAIL PRESSURE RELIEF

2. COMMON RAIL

8. HIGH PRESSURE PUMP

C. FUEL RETURN

VALVE

6. BACK PRESSURE REGULATOR FOR

D. HIGH PRESSURE FROM

3. FUEL FILTER

A. HIGH PRESSURE

FUEL RETURN

PUMP TERMINAL

The common rail system has a high pressure pump

The high pressure circuit consists of the following

that constantly keeps the fuel supply at a very high

lines:

pressure, not dependent on the phase of the cylinder

• Line connecting the high pressure pump outlet to

that must receive the injection. The high pressure

the common rail.

fuel is stored in a pipeline (the common rail) that is

• Lines supplying the electro-injectors from the

shared by all electro- injectors.

common rail.

This means that there is always a supply of fuel

The low pressure circuit is composed of the following

available at the electro- injector inlet at the injection

lines:

pressure determined by the EDC7UC31 electronic

control unit.

• Fuel line from fuel tank to prefilter.

When the solenoid valve of an electro- injector is

• Lines supplying the mechanical supply pump

energized by the EDC7UC31 electronic control unit,

through the heat exchanger of the control unit, the

fuel taken directly from the common rail is injected

manual priming pump and the pre filter.

into the corresponding cylinder.

The fuel system is completed by the fuel return from

The fuel system is composed of a low pressure

the common rail, injectors and high pressure pump

circuit and a high pressure circuit.

cooling circuit.

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

FUEL SUPPLY SYSTEM DIAGRAM

BS06K055

Figure 2-50

17.

MECHANICAL ROTOR PUMP

1. HIGH PRESSURE PUMP

EDC7UC31 CONTROL UNIT HEAT EXCHANGER

BY-PASS CHECK VALVE

2. LOW PRESSURE REGULATOR VALVE

18.

ROTOR PUMP PRESSURE

10.

MANUAL PRIMING PUMP

ON HIGH PRESSURE PUMP

SAFETY BY-PASS

3. COMMON RAIL SAFETY RELIEF VALVE

11.

PRE-FILTER

DRAIN

4. BACK PRESSURE VALVE IN FUEL

12.

FUEL TANK

SUCTION

RETURN LINE FROM INJECTOR

5. COMMON RAIL

13.

GEAR CHARGE FEED PUMP

C. LOW PRESSURE

6. RAIL PRESSURE SENSOR

14.

FUEL FILTER

D. HIGH PRESSURE

7. ELECTRO-INJECTOR

15.

HIGH PRESSURE PUMP BY-PASS CHECK VALVE

8. HIGH PRESSURE PUMP AND INJECTOR

16.

RETURN LINE FROM HIGH PRESSURE PUMP

RETURN LINE

The supply pressure regulator controls the flow of

In parallel with the mechanical supply pump there are

fuel needed in the low pressure system. The high

two by-pass valves.

pressure pump supplies the common rail. This

Rotor pump pressure safety by-pass valve (18)

pressurization of fuel, improves energy efficiency and

makes it possible to have the fuel flow back from the

limits the heating of the fuel in the system.

mechanical pump outlet to its inlet, when the

The low pressure regulator valve (2) installed on the

pressure at the fuel filter inlet exceeds the

high pressure pump maintains the pressure at a

permissible limit. The rotor pump by-pass valve (17)

constant level of 5 bars (72 psi.).

makes it possible to fill the supply system via the

manual priming pump (10).

Low pressure regulator valve (2) operates to

increase fuel flow in the high pressure pump cooling

circuit through line (16) carrying fluid into and out of

line (8).

The common rail safety relief valve (3) installed in the

cylinder head. Controls the flow of fuel returning from

the electro-injectors at a pressure of 1.3 to 2 bars (19

to 29 psi.).

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Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

FUEL FILTER

D C

BS06K056

Figure 2-51

1. FUEL FILTER BRACKET

A. OUTLET CONNECTION TO HIGH PRESSURE PUMP

2. FUEL HEATER CONNECTOR

B. COMMON RAIL, CYLINDER HEAD INJECTORS DISCHARGE LINE INLET CONNECTION

3. ELECTRIC FUEL HEATER

C. CONNECTION TO HIGH PRESSURE PUMP DISCHARGE LINE

4. FUEL FILTER

D. INLET CONNECTION FROM FEED PUMP

5. FUEL TEMPERATURE SENSOR E. OUTLET CONNECTION TO FUEL TANK

The fuel filter is installed on the engine cylinder block

The heater is activated if the fuel temperature is less

in the circuit between supply pump and high pressure

than 0° C (32° F) and is heated until the fuel reaches

pump (CP3).

5° C (41° F). Fuel temperature is monitored by the

EDC7UC31 control unit.

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CHAPTER 2 - 667TA ENGINE OVERHAUL

MECHANICAL SUPPLY PUMP- NORMAL OPERATING CONDITION

BS06K057

Figure 2-52

1. PRESSURE SAFETY VALVE

A. FUEL INLET FROM TANK

2. PRIMING BY-PASS VALVE IN CLOSED POSITION

B. FUEL OUTLET TO FILTER

The charge gear pump, installed on the rear of the

The feed pump is driven by the high pressure pump

high pressure pump, draws fuel from the tank

shaft.

through the pre-filter and sends it through the main

In normal operating conditions the flow in the feed

fuel filter to the high pressure pump.

pump enters port (A), flows around the outside of the

gears and out through port (B).

MECHANICAL SUPPLY PUMP- OUTLET OVERPRESSURE CONDITION

BS06K058

Figure 2-53

1. PRESSURE SAFETY VALVE A. FUEL INLET FROM TANK

2. BY-PASS PORT

B. FUEL OUTLET TO FILTER

Pressure safety valve (1) opens when pump outlet

spring (1) allowing fuel to flow to the pump inlet

pressure (B), is excessive due to filter restriction or

through passage (2).

charge pressure regulator malfunction. The pressure

of the fuel would then overcome the force exerted by

87519804 NA

Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

HIGH PRESSURE PUMP TYPE CP3.3

BS06K060

Figure 2-55

HIGH PRESSURE PUMP

1. FUEL OUTLET CONNECTION TO RAIL

2. HIGH PRESSURE PUMP

3. HIGH PRESSURE REGULATOR

4. FUEL INLET CONNECTION FROM FILTER

5. FUEL DRAIN RETURN CONNECTION TO FILTER BRACKET

6. FUEL INLET CONNECTION FROM CONTROL UNIT HEAT EXCHANGER

7. FUEL OUTLET CONNECTION FROM MECHANICAL PUMP TO FILTER

8. MECHANICAL GEAR CHARGE PUMP

The high pressure pump has 3 radial plungers driven

On the rear of the high pressure pump is the

by the cam gear. The pump does not need to be

mechanical gear feed pump which is driven by the

timed.

high pressure pump shaft.

IMPORTANT: The high pressure pump unit can not be overhauled, there are no adjustments.

87519804 NA

Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

HIGH PRESSURE PUMP INSIDE STRUCTURE

BS06K161

Figure 2-59

BS06K160

Figure 2-57

BS06K159

Figure 2-60

BS06K158

Figure 2-58

1. CYLINDER

5. PISTON

2. THREE LOBE ELEMENT

6. PUMP SHAFT

3. CAP INTAKE VALVE

7. LOW PRESSURE FUEL INLET

4. BALL DELIVERY VALVE

8. PUMPING ELEMENTS SUPPLYING FUEL DUCTS

Pumping unit is composed of:

• Three pistons (5) which are actuated by a three

lobe element (2) on the pump shaft (6) When the

shaft

(6) rotates the three lobe element

(2)

actuates the piston (5) pumping high pressure fuel

past the ball delivery valve (4) to the common rail.

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CHAPTER 2 - 667TA ENGINE OVERHAUL

OPERATING PRINCIPAL

BS06K063

Figure 2-61

BS06K160

Figure 2-62

7. HIGH PRESSURE

1. OUTLET FOR RAIL DELIVERY LINE

3. HIGH PRESSURE PLUNGER

5. PLUNGER SUPPLY PASSAGE

REGULATOR

6. PRESSURE REGULATOR

2. RAIL DELIVERY VALVE

4. PUMP SHAFT

SUPPLY PASSAGE

High pressure plunger (3) rides on the cam installed

During the plunger compression phase the fuel

on the pump shaft (4). In the intake phase the

reaches sufficient pressure to open the common rail

plunger is supplied with fuel through the supply

delivery valve (2) and is forced through outlet (1) to

passage (5). The quantity of fuel to supply to the

the common rail.

plunger is determined by pressure regulator (7). The

pressure regulator controls high pressure pump

outlet flow based on PWM (pulse width modulated)

command received from the EDC7UC31 control unit.

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

BS06K064

BS06K065

Figure 2-64

Figure 2-63

1. INLET TO HIGH PRESSURE PLUNGERS

1. FUEL EXHAUST FLUE

2. PUMP LUBRICATION PASSAGES

2. FUEL EXHAUST FLOWING FROM PUMP WITH

CONNECTOR TO HIGH PRESSURE LINE FOR

3. INLET TO HIGH PRESSURE PLUNGERS

COMMON RAIL

4. MAIN PLUNGERS SUPPLY PASSAGE

3. FUEL EXHAUST GALLERY

5. HIGH PRESSURE REGULATOR VALVE

6. INLET TO HIGH PRESSURE PLUNGERS

The figure above shows the fuel flow under high

7. CHARGE PRESSURE REGULATOR DRAIN PASSAGE

pressure running through the exhaust galleries of the

8. CHARGE PRESSURE 5 BAR (72 PSI) REGULATOR VALVE

pumping elements.

9. FUEL DISCHARGE FROM HIGH PRESSURE REGULATOR

VALVE INLET

THEORY OF OPERATION

The figure above shows the low pressure fuel

The cylinder is filled through the cap intake valve

passages inside the pump. The figure shows the

only if the supply pressure is suitable to open the

main plungers supply passage (4), the individual

delivery valves set on the pumping elements about

plunger supply passages (1, 3, 6), the passages

2 bars (29 psi.).

utilized for lubrication of the pump (2), the high

pressure regulator (5), the 5 bar (72 psi) pressure

The amount of fuel supplying the high pressure pump

regulator valve (8) and the fuel discharge passage

is metered by the high pressure regulator. The high

(7).

pressure regulator is controlled by the EDC7UC31

control unit through a PWM (pulse width modulated)

The high pressure regulator (5) determines the

signal.

quantity of fuel which the high pressure plungers

deliver to the common rail. Excess fuel flows out

When fuel is sent to a pumping element, the

through passage (9).

corresponding piston is moving downwards (suction

stroke). When the piston stroke is reversed, the

The regulator valve (8), is designed to maintain a

intake valve closes and the fuel in the pumping

constant pressure of 5 bar (72 psi.) at the high

element chamber, is compressed into the rail.

pressure regulator inlet.

The generated pressure makes the exhaust valve

open and the compressed fuel reaches the high

pressure circuit.

The pumping element compresses the fuel till the top

dead center (delivery stroke) is reached. Afterwards,

the pressure decreases till the exhaust valve is

closed.

The pumping element piston goes back towards the

bottom dead center and the remaining fuel is

decompressed.

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ENGINE REPAIR MANUAL

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When the pumping element chamber pressure

The pump is lubricated and cooled by the fuel.

becomes less than the supply pressure, the intake

The pump replacement time on the engine is highly

valve is again opened and the cycle is repeated.

reduced in comparison with traditional injection

The rail delivery pressure is modulated between 250

pumps, because it does not require timing.

and 1600 bars (3625 to 23206 psi.) by the

IMPORTANT: If the line between the fuel filter and

EDC7UC31 control unit, through the pressure

high pressure pump is to be removed or replaced, be

regulator solenoid valve.

sure that components are absolutely clean.

COMMON RAIL

BS06K066

Figure 2-65

COMMON RAIL

A fuel rail pressure sensor (1) is screwed into the

The common rail volume is a high pressure fuel

common rail. The signal sent by this sensor to the

storage device. It has a small volume to allow a rapid

EDC7UC31 control unit, and is then feed back to the

pressurization at startup, at slow idle and in case of

common rail pressure sensor and corrected if

high flow rates.

necessary.

It has enough volume to minimize system spikes

caused by injector opening and closings and by the

high pressure pump operation. This function is

further enhanced by a calibrated orifice between the

high pressure pump and the common rail.

2-50

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

COMMON RAIL PRESSURE RELIEF VALVE

BS06K067

Figure 2-66

COMMON RAIL PRESSURE RELIEF VALVE

1. DIRECT TANK DISCHARGE

3. BODY

5. SMALL PISTON

2. STOP

4. SPRING

6. SEAT ON RAIL

A. NORMALLY, THE TAPERED PISTON (5) END STAYS CLOSED THE

DISCHARGE IS DIVERTED TO THE FUEL TANK.

B. IF 1750 BAR FUEL PRESSURE IS EXCEEDED IN THE RAIL, THE SMALL

PISTON MOVES AND THE EXCESS PRESSURE IS DISCHARGED INTO

THE FUEL TANK.

The common rail pressure relief valve is installed at

The relief valve enables engine operation at limited

one end of the common rail, it is designed to protect

performance, avoiding fuel overheating and

the systems components in case of excessive

safeguarding the system

increase of pressure buildup.

If the dual stage relief valve opening pressure is

The valve can be single stage (as the ones shown

reached, the EDC7UC31 control unit stops operation

above) or two stage with two working limits for

of the pressure regulator. The high pressure pump

pressure relief 1750 bar and 800 bar (25381 psi. and

will then operate at maximum delivery to the common

11603 psi.).

rail, and a failure code will be stored.

In the second case, when the pressure within the

high pressure system reaches 1750 bar (25381 psi.),

the valve is activated as a single stage one to

exhaust the fuel and consequently reduce the

pressure until reaching the proper pressure. Then it

reduces the pressure into the common rail to

approximately 800 bar (11603 psi.).

87519804 NA

Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

ELECTRO-INJECTOR

BS06K069

Figure 2-68

BS06K068

Figure 2-67

INJECTION START

INJECTOR IN REST POSITION

When coil (4) is energized, it makes ball shutter (6)

1. PRESSURE ROD

9. CONTROL VOLUME

move upwards. The control volume (9) fuel flows

2. PLUNGER

10. CONTROL DUCT

towards control fuel outlet (12) making a pressure

3. NOZZLE

11. SUPPLY DUCT

drop occur in control volume (9). Simultaneously the

4. COIL

12. CONTROL FUEL OUTLET

fuel pressure into pressure chamber (8) makes

5. PILOT VALVE

13. ELECTRIC CONNECTION

plunger (2) lift, causing injection of fuel into the

6. BALL SHUTTER

14. SPRING

cylinder.

15. HIGH PRESSURE FUEL

7. CONTROL AREA

INLET

8. PRESSURE CHAMBER

INJECTION END

When coil (4) is de-energized, shutter ball (6) goes

The injector is similar to the conventional injectors,

back to its closed position to restore a balance of

except for the absence of plunger return springs.

forces to make plunger (2) go back to its closed

The injector can be considered in terms of two basic

position and end the injection cycle.

parts:

IMPORTANT: The injector has no serviceable parts

• Actuator- spray nozzle composed of pressure rod

inside, so it is not repairable.

(1), plunger (2) and nozzle (3).

• Control solenoid valve composed of coil (4) and

pilot valve (5).

The solenoid valve controls spray nozzle plunger lift.

2-52

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

ELECTRO-INJECTOR

The injectors are Bosch CRIN 1 and CRIN 2. The jets

are installed according to power developed by the

engine.

BS06K070

Figure 2-69

1. JET

Pressures

Injectors

Jet

Engines

Minimal operating pressure

Nominal operating pressure

CRIN 1

not available

667TA/EEG - 667TA/EEC

not available

CRIN 2

DLLA 137 PV 3

667TA/EBF - 667TA/EBD

250 bar (3626 psi.)

1600 bar (23206 psi.)

CRIN 2

DSLA 143 PV 3

667TA/EED

250 bar (3626 psi.)

1400 bar (20305 psi.)

CRIN 2

not available

667TA/EDJ

250 bar (3626 psi.)

1400 bar (20305 psi.)

87519804 NA

Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

LOCATION OF THE MAIN ELECTRICAL COMPONENTS

BS06K072

Figure 2-71

1. COOLANT TEMPERATURE SENSOR

SOLENOID VALVE FOR PRESSURE REGULATOR

2. ELECTRO-INJECTOR

FUEL TEMPERATURE SENSOR

3. FUEL RAIL PRESSURE SENSOR

EDC7UC31 ELECTRONIC CONTROL UNIT

4. BOOST TEMPERATURE/PRESSURE SENSOR

10.

CRANKSHAFT SENSOR

5. STARTER MOTOR

11.

ENGINE OIL PRESSURE/TEMPERATURE SENSOR

6. CAMSHAFT SENSOR

12.

HEATING ELEMENT FOR PRE-POST HEATING

The engine is controlled by the EDC7UC31

electronic control module. The control module is

installed on flexible mounts to reduce vibration

transmitted by the engine. The fuel heat exchanger

removes heat from the controller due to the high

voltages needed for firing the injectors. It removes

the heat from the controller and loses it in the fuel

cooler. It also picks up some engine heat when it is

returned from the cylinder head. The unit is supplied

with a 20 amp fuse. The main relay used to supply

the power to the system is located inside the control

unit.

Through the engine control module, it is possible to

verify the correct operations of the engine and also

help troubleshoot problems with error codes

generated from the EDC7UC31 control module.

87519804 NA

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

CABLING CONNECTOR PINOUT ON ENGINE

BS06K074

Figure 2-73

CONNECTOR / CABLING DIAGRAM

A. CONNECTOR A (INJECTORS) EDC7UC31 ECU (POWER) 5. CAMSHAFT SENSOR

B. CONNECTOR B NOT SHOWN (SEE NOTE BELOW)

6. OIL PRESSURE AND TEMPERATURE SENSOR

C. CONNECTOR C (SENSORS) EDC7UC31 ECU (SIGNAL)

7. FUEL TEMPERATURE

1. INJECTORS FOR CYLINDERS 1-2

8. COOLANT TEMPERATURE SENSOR

2. INJECTORS FOR CYLINDERS 3-4

9. BOOST AIR TEMPERATURE AND PRESSURE SENSOR

3. INJECTORS FOR CYLINDERS 5-6

10. COMMON RAIL PRESSURE SENSOR

4. CRANKSHAFT SENSOR

11. FUEL HIGH PRESSURE REGULATOR SENSOR

NOTE: Connector B is not shown because it is specific to the machine application see the particular machine

schematic.

87519804 NA

Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

CONNECTOR (A) INJECTORS PINOUT DIAGRAM

CONNECTOR (C) SENSORS PINOUT DIAGRAM

EDC7UC31

FUNCTION

ECU PIN

Cylinder 5 injector

Not Used

Cylinder 6 injector

Not Used

Cylinder 4 injector

Not Used

Cylinder 1 injector

Not Used

Cylinder 3 injector

Not Used

Cylinder 2 injector

Not Used

not used

Not Used

not used

Not Used

High pressure regulator with fuel metering

Camshaft speed sensor - Signal

10.

High pressure regulator with fuel metering

10.

Camshaft speed sensor - Ground

11.

Cylinder 2 injector

11.

Not Used

12.

Cylinder 3 injector

12.

Common rail temperature and pressure

sensor - Ground

13.

Cylinder 1 injector

13.

Common rail temperature and pressure

14.

Cylinder 4 injector

sensor - Positive

15.

Cylinder 6 injector

14.

Common rail temperature and pressure

16.

Cylinder 5 injector

sensor - Signal

15.

Coolant temperature sensor - Signal

16.

Not Used

17.

Not Used

NOTE: Connector B is not shown because it is

specific to the machine application see the particular

18.

Fuel temperature sensor - Signal

machine schematic.

19.

Crankshaft speed sensor - Ground

20.

Not Used

21.

Not Used

22.

Not Used

23.

Crankshaft speed sensor - Signal

24.

Engine oil pressure and temperature sensor -

Ground

25.

Boost intake pressure sensor - Ground

26.

Coolant temperature sensor - Ground

27.

Oil pressure sensor - Signal

28.

Oil temperature sensor- Signal

29.

Not Used

30.

Not Used

31.

Not Used

32.

Engine oil pressure and temperature sensor -

Positive

33.

Boost intake pressure sensor - Positive

34.

Boost intake pressure sensor - Signal

35.

Fuel temperature sensor - Signal

36.

Boost intake temperature sensor - Signal

2-58

Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

CRANKSHAFT SENSOR

BS06K075

Figure 2-74

CRANKSHAFT SENSOR

The crankshaft sensor is an inductive sensor located

The crankshaft sensor is connected to the

at the front left hand side of the engine. The

EDC -7 control unit on pins 19C - 23C. The sensor

crankshaft sensor produces signals obtained from

impedance is approximately 900 ohms.

magnetic flux field through the openings in a phonic

wheel fitted on the crankshaft.

CAMSHAFT SENSOR

BS06K076

Figure 2-75

A. CAMSHAFT SENSOR

B. CONNECTOR

C. WIRING DIAGRAM

EDC7UC31 ECU

Reference

Description

Camshaft sensor

Timing sensor

Signal

19C

10C

Signal

23C

Shield

87519804 NA

Issued 11-06

Bur

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

BOOST TEMPERATURE - PRESSURE SENSOR

This component incorporates a temperature sensor

and a pressure sensor all in one unit.

Installed on the intake manifold, the sensor

measures the temperature and boost pressure,

which serves to make an accurate calculation of the

quantity of fuel to be injected in each cycle.

The sensor is connected to the EDC7UC31

electronic control unit on pins 25C - 36C - 33C - 34C.

The sensor is supplied with 5 volts.

Voltage at the sensor output is proportional to the

detected pressure or temperature.

• Pin 25C - 36C Temperature

• Pin 33C - 34C Pressure

BS06K077

Figure 2-76

ENGINE OIL TEMPERATURE - PRESSURE

SENSOR

PRESSURE - TEMPERATURE SENSOR

This component incorporates a temperature sensor

and a pressure sensor all in one unit.

The engine oil temperature-pressure sensor is

installed on the engine oil filter bracket in a vertical

position. This sensor measures the engine oil

temperature and pressure.

The sensor is connected to the EDC7UC31

electronic control unit on pins 24C - 28C - 32C - 27C.

The sensor is supplied with 5 volts. The pressure

signal is transmitted to the EDC7UC31 electronic

control unit which in turn, sends a signal to the

instrument panel gauge and low pressure warning

light.

The oil temperature is not displayed on any gauges

this value is used exclusively by the control unit.

BS06K078

Figure 2-77

Pin 24C - 28C Temperature

Pin 32C - 27C Pressure

EDC7UC31 Control unit pin number

Reference

Description

Oil

Air

Ground

24C

25C

EDC7UC31 control unit- Signal

28C

36C

(temperature)

+5 volt power supplied to sensor

32C

33C

Signal (pressure)

27C

34C

2-60

Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

COMMON RAIL FUEL PRESSURE SENSOR

BS06K079

Figure 2-78

COMMON RAIL FUEL PRESSURE SENSOR CONNECTOR

Reference

Description

EDC7UC31 control unit pin

Ground

12C

Signal

14C

Power supply

13C

The fuel rail pressure sensor is installed on one end

This sensor is connected to the EDC7UC31 control

of the common rail, this sensor measures the internal

unit on pins 12C - 14C - 13C.

fuel pressure and feeds back this information to the

The power supplied to sensor is 5 volts.

EDC7UC31 control unit.

The injection pressure value is used as a pressure

control feedback signal and to determine the duration

of the electrical pulse for the injection command.

87519804 NA

Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

ELECTRO-INJECTORS

BS06K080

Figure 2-79

INJECTOR WIRE HARNESS LAYOUT

BS06K081

Figure 2-80

INJECTOR WIRE HARNESS

The electro-injectors are a normally Closed (N.C.)

The impedance of the coil of each injector is 0.56 -

solenoid valve.

0.57 ohms.

Each injector is connected to the EDC7UC31 control

unit on connector A.

EDC7UC31 control

Reference

Description

unit pin

Cylinder 2 injector

11A

Cylinder 2 injector

CONNECTOR 1

Cylinder 1 injector

13A

Cylinder 1 injector

Cylinder 4 injector

14A

Cylinder 4 injector

CONNECTOR 2

Cylinder 3injector

12A

Cylinder 3 injector

Cylinder 6 injector

15A

Cylinder 6 injector

CONNECTOR 3

Cylinder 5 injector

16A

2-62

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

INTAKE AIR PRE-POST RESISTANCE HEATER

AND RELAY

BS06K083

Figure 2-82

GRID PLATE HEATER CONTROL RELAY

The control relay is connected to the EDC7UC31

control unit B connector.

BS06K082

Figure 2-81

The relay is tripped with water and or fuel

GRID PLATE HEATER

temperature below 5° C (41° F).

The pre-post grid plate heater is located on the

The relay impedance is approximately 15 ohms.

intake manifold.

The purpose of the grid plate heater is to heat the air

in pre-post heating operations. The grid plate heater

is powered by a relay on the chassis.

The impedance of the grid plate heater is

approximately 0.5 ohms.

WARNING: Starting fluids or aids, such as

ether, must not be used to help start this

engine. The use of these starting fluids or

aids will cause severe internal damage to the

engine and can also cause personal injury.

50-41

87519804 NA

Issued 11-06

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

COOLANT TEMPERATURE SENSOR

BS06K209

Figure 2-83

COOLANT TEMPERATURE SENSOR

The coolant temperature sensor is a variable

resistance sensor able to read the coolant

temperature in order to provide the EDC7UC31

control unit with an indication of the temperature

status of the engine.

The same signal is utilized by the control unit to drive

an instrument panel gauge, if present.

This sensor is connected to the EDC7UC31 control

unit on pins 15C - 26C.

The impedance of the coolant temperature sensor at

20° C (68° F) is approximately 2.5 k (2500) ohms.

2-64

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ENGINE REPAIR MANUAL

CHAPTER 2 - 667TA ENGINE OVERHAUL

FUEL TEMPERATURE SENSOR

This sensor detects the fuel temperature so the

EDC7UC31 control unit can precisely inject the fuel

required.

The fuel temperature sensor is connected to the

EDC7UC31 control unit on pins 35C - 18C.

The sensor impedance at 20° C (68° F) is

approximately 2.5 k (2500) ohms.

BS06K210

Figure 2-84

1. FUEL TEMPERATURE SENSOR

2. FILTER HEATER RELAY

BS06K211

Figure 2-85

FILTER HEATER RELAY

The EDC7UC31 control unit activates the filter heater relay when fuel temp drops below 5° C (41° F)

EDC7UC31 Control unit Pin

Reference

Description

Coolant

Fuel

Ground

15C

35C

Temperature Signal

26C

18C

87519804 NA

Issued 11-06

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2-65

New Holland 667TA/EEG, 667TA/EEC, 667TA/EBF, 667TA/EED, 667TA/EBJ, 667TA/EDJ. ENGINE REPAIR MANUAL (2006) - page 2