Iveco Daily. Manual — part 407

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Base - May 2004

The fan is provided with an electromagnetic junction

monitored by the electronic centre pin A39 that activated

the junction remote control switch, to optimise water

cooling.
The electrical fan remote control switch is activated or

deactivated by the centre according to the temperature of:
- the coolant
- over supply air
- the fuel

Engine coolant temperature
Activated at over 96 °C and deactivated at under 84 °C
Over supply air temperature
Activated at over 75 °C and deactivated at under 65 °C
Fuel temperature
Activated at over 20 °C and deactivated at under 10 °C

ELECTROMAGNETIC JUNCTION TECHNICAL VIEW0 (F1A)

1. Coil

Figure 174

003328t

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Preheat plug electronic centre

(F1A/F1C engine)

EDC central unit effects the timing of the functioning of glow

plugs pre-heating central unit depending on engine

temperature, which, in turn, activates the glow plugs.
The preheat centre contains an intelligent" remote control

switch that sends a feed-back to the control centre for

information on any preheat centre defect or plug earth shirt

circuit.

Preheat centre pin-out
31 - Mass
86 - Start switch (+15)
ST - EDC electronic centre (pin B42)
DI - EDC electronic centre (pin B37)
30 - Battery positive (+30)
G1 - Preheat plugs
G2 - Preheat plugs
G3 - Preheat plugs
G4 - Preheat plugs

Preheat plugs

CONTROL VALUES
With constant di 11V power supply:
- maximum current absorbed

18 A

- in 5"

11 ± 1,5 A

- in 30"

6 ± 0.9 A

- temperature after 7"

850°C

- torque8-10 Nm

PREHEAT CENTRE

ELECTRICAL DIAGRM

PREHEAT PLUS

Figure 175

Figure 176

Figure 177

003332t

003331t

75579

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The system calculates injection on the basis of the

processing of the following parameters:
- Engine rpm
- Engine coolant fluid temperature
- Intake air capacity
- Battery voltage
- Fuel pressure
- Accelerator pedal position
Fuel pressure ranges from 400 to 1350 bars (1600 for F1

engines), according to engine rpm and load operating

conditions.
The lower pressure is compensated by longer injection

times and vice versa, always taking account of the loads

required.
Up to 2800 rpm pre-injection is also carried out in order to

reduce the typical noise of direct injection.
Pre-injection advance angles, the distance between

pre-injection and main injection and advance angles of main

injection vary according to the instantaneous engine

operating conditions.
System diagnosis is performed by means of diagnostic

instruments (no Blink Code is used).

Immobilizer recognition
When the control unit receives the signal of the key on

"MAR" it communicates with the immobilizer control unit

to enable starting.

Checking fuel temperature
With the fuel temperature greater than 75°C, detected by

the sensor on the fuel filter, the control unit operates the

pressure regulator to decrease the line pressure (injection

times are not changed). If the temperature exceeds 90°C,

the power is reduced to 60%.

Checking engine coolant temperature
The control unit, depending on the temperature:
- of the engine coolant, turbocharging air and fuel,

operates the electromagnetic fan (Baruffaldi) and

switches on the coolant temperature warning light.

Checking quantity of fuel injected
According to the signals from the sensors and the mapped

values, the control unit:
- operates the pressure regulator;
- varies the "pilot" injection time to 2200 rpm;
- varies the "main" injection time.
- Checking idling adjustment
The control unit processes the signals from the various

sensors and regulates the amount of fuel injected:
- it operates the pressure regulator;
- it varies the injection times of the electro-injectors.
Within certain thresholds the speed takes account of the

battery voltage.
Fuel cut-off in release phase
In the phase of releasing the throttle pedal the control unit

actuates the following logic elements:
- it cuts off supply to the electro-injectors;
- it partially reactivates supply to the electro-injectors

before reaching idling speed;

- it operates the fuel pressure regulator.
Checking cylinder balancing on idling
According to the signals received from the sensors, the

control unit controls the regularity of the torque at idling

speed:
- it varies the amount of fuel injected into the single

electro-injectors (injection time).

Checking regular engine rotation (anti-sawing)
It ensures regular engine rotation at a constant rate while

increasing revs.

The control unit processes the signals received from the

sensors and determines the amount of fuel to be injected via:
- the pressure regulator;
- the electro-injector opening time.
Checking smokiness at exhaust on acceleration
With heavy acceleration, on the basis of the signals received

from the air introduction meter and engine speed sensor, the

control unit determines the optimum amount of fuel to

inject:
- it operates the pressure regulator;
- it varies the electro-injector injection time.
Checking exhaust gas recirculation (E.G.R. if present)
Depending on the engine load and the signal from the

accelerator pedal sensor, the control unit limits the amount

of air taken in, actuating partial suction of the exhaust gases.

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Checking top speed limit
Depending on the number of revs, the control unit actuates

two action strategies:
- at 4250 rpm it cuts off the fuel, decreasing the

electro-injector opening time Over 5000 rpm it

deactivates the electro-injectors.

Checking regular rotation on acceleration
Regular progression is assured in all conditions by the

control of the pressure regulator and the electro-injector

opening time.

Preheat plug centre control (F1 Engine)
During:
- the start step
- the after start step
the injection centre times the heater starter (or preheat

plugs for the F1 Engine) according to engine temperature.

Checking activation of air-conditioning system
The control unit operates the air-conditioning compressor:
- switching it on/off when the relative switch is pressed;
- momentarily turning it off (approximately 6 sec.) if the

engine coolant reaches the set temperature.

Checking fuel pump
Irrespective of the speed, the control unit:
- supplies the auxiliary fuel pump with the key on MAR;
- cuts off auxiliary pump supply if the engine is not started

up within a few seconds.

Checking diesel warming
It times operation of diesel warming in relation to ambient

temperature.

Checking cylinder position
During each turn of the engine, the control unit recognizes

which cylinder is in the power stroke and operates the

injection sequence for the appropriate cylinder.

Checking pilot and main injection timing
According to the signals from the various sensors, including

the absolute pressure sensor built into the control unit, the

control unit determines the optimum point of injection

according to internal mapping.

Checking injection pressure closed cycle
Depending on the engine load, determined by processing the

signals from the various sensors, the control unit operates

the regulator to obtain optimum line pressure.

Fuel supply
The fuel supply is calculated in relation to:
- accelerator pedal position
- engine speed
- quantity of air introduced.
The outcome may be corrected in relation to:
- the water temperature.
Or to avoid:
- noise
- smoke
- overloading
- overheating
- turbine over-revving.
The delivery can be modified in the case of:
- action of external devices (ABS), ABD, EDB
- serious trouble decreasing the load or stopping the

engine.

After determining the mass of air introduced by measuring

its volume and temperature, the control unit calculates the

corresponding mass of fuel to inject into the relevant cylinder

(mg per delivery) also taking into account the temperature

of the diesel.

The mass of fuel calculated in this way is first converted into

volume (mm

3

per delivery) and then into degrees of throw,

or duration of injection.

Correcting flow rate according to water temperature
A cold engine meets with greater resistance during

operation: friction is high, the oil is still very viscous, and the

various clearances are not yet optimized.

In addition, the injected fuel tends to condense on the metal

surfaces that are still cold.

The fuel supply for a cold engine is therefore greater than for

a warm one.