Citea Lle Cm2150

WORKSHOP MANUAL
Citea LLE Main group 4

1113 DD039400
Citea LLE
Foreword This workshop manual contains all the relevant information to help when tracing and solving technical problems, when making adjustments and when carrying out repair work. The book contains diagrams, system descriptions, fault finding instructions and work instructions. It also contains safety regulations, which must be strictly observed. Experienced mechanics The technical information and the explanations of the repair work stated in this workshop manual have been compiled with the utmost care. Whilst compiling this workshop manual, it has been assumed that the mechanic has the necessary experience and has had the required education or training to be able to carry out the work in a responsible and safe manner. Vehicle type The information in this manual has been updated until the time of printing and only concerns the following vehicle series: - Citea LLE 120-225 ISB6.7 E5/EEV In this manual, this series of vehicles is referred to as: "Citea LLE". ISB6.7 indicates that the contents of this manual relate to the 6.7 litre ISB6.7 engine from Cummins. E5/EEV indicates that this manual contains guidelines for the engines which meet the Euro 5 and EEV emission requirements.
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CONTENTS
Technical information
Engine general information ...................... 1-1 General information ........................................ 1-1 Specifications and adjustment information ..... 1-3 Fuel system ................................................... 2-1 General information ........................................ 2-1 Tightening torques .......................................... 2-3 Intake/exhaust system.................................. 3-1 General information ........................................ 3-1 Tightening torques .......................................... 3-2 Throttle control ............................................. 4-1 General information ........................................ 4-1 Tightening torques .......................................... 4-3
Fuel return overflow valve .............................3-14 Inspection and adjustment ...........................4-1 Bleeding the fuel system .................................4-1 Removal and installation ..............................5-1 Removing and installing the battery terminal clamps .............................................................5-1 Removing and installing the AdBlue tank ........5-3 Removing and installing the fuel tank..............5-6 Removing and installing the AdBlue injector ...5-9 Removing and installing the fuel level sensor............................................................5-11 Removing and installing the AdBlue sensor ..5-14 Cleaning .........................................................6-1 Cleaning the fuel level sensor filter..................6-1 Cleaning the AdBlue injector ...........................6-3
Technical information
Traction problems......................................... 1-1 Traction problems ........................................... 1-1 Fuel system ................................................... 2-1 Introduction ..................................................... 2-1 Fault finding tables.......................................... 2-2 Intake/exhaust system.................................. 3-1 Introduction ..................................................... 3-1 Fault finding tables.......................................... 3-2 Throttle control ............................................. 4-1 Introduction ..................................................... 4-1 ISB6.7 fault finding table ................................. 4-2 Engine error codes ....................................... 5-1 General information ........................................ 5-1 Exhaust gas after-treatment system ........... 6-1 General information ........................................ 6-1 Fault finding tables.......................................... 6-1 Error codes ..................................................... 6-2 Safety instructions........................................ 1-1 General information ........................................ 1-1 Areas of risk .................................................... 1-2 General information...................................... 2-1 Location of the components............................ 2-1 System description.......................................... 2-3 Component description................................ 3-1 Fuel tank/AdBlue tank construction ................ 3-1 Fuel level sensor/suction unit.......................... 3-4 Fuel tank valve................................................ 3-5 Fuel tank cap .................................................. 3-6 AdBlue tank cap.............................................. 3-7 Preliminary fuel filter/water separator ............. 3-8 Fuel fine filter .................................................. 3-8 High-pressure pump ....................................... 3-9 Fuel pump regulator solenoid ....................... 3-11 Injector .......................................................... 3-12 Pressure limiting valve .................................. 3-14 DD039400
Intake/exhaust system
Safety instructions ........................................1-1 General information .........................................1-1 Areas of risk.....................................................1-2 General information ......................................2-1 Location of the components ............................2-1 System description ..........................................2-3 Inspection and adjustment ...........................3-1 Inspecting the air filter blockage indicator .......3-1 Checking the negative intake pressure ...........3-2 Inspecting the air intake system ......................3-3 Inspecting the exhaust system ........................3-5 Inspecting the exhaust gas back pressure ......3-7 Inspecting the exhaust gas after-treatment system ...........................................................3-10 Inspecting the catalytic converter in the event of error code 1664 ...............................3-13 Removal and installation ..............................4-1 Removing and installing the battery terminal clamps .............................................................4-1 Removing and installing the intercooler unit....4-2 Removing and installing the air filter element..4-3 Removing and installing the catalytic convertor/silencer ............................................4-6 Removing and installing the exhaust gas after-treatment systems air filter/oil separator .........................................................4-9 Removing and installing the AdBlue injector .4-11 Removing and installing the exhaust gas temperature sensor .......................................4-13 Removing and installing the NOx sensor ......4-15 Removing and installing the AdBlue dosing module...........................................................4-16 Cleaning .........................................................5-1 Cleaning the radiator, the oil cooler and the intercooler element ..........................................5-1 Cleaning the AdBlue injector ...........................5-4
CONTENTS
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Throttle control
Safety instructions........................................ 1-1 Safety instructions........................................... 1-1 General information...................................... 2-1 Location of the components............................ 2-1 System description.......................................... 2-2 Functional description of the throttle interlock. 2-4 Component description................................ 3-1 Engine electronic unit (ECM) .......................... 3-1 Accelerator pedal sensor ................................ 3-2 Inspection and adjustment .......................... 4-1 Adjusting the accelerator pedal....................... 4-1
Exhaust gas after-treatment

system
Safety instructions........................................ 1-1 Safety instructions........................................... 1-1 General information...................................... 2-1 Warning........................................................... 2-1 Location of the components............................ 2-2 System description.......................................... 2-3 Operation of the exhaust gas after-treatment system............................................................. 2-4 Component description................................ 3-1 Air supply ........................................................ 3-1 Air/oil separator............................................... 3-1 Dosing module ................................................ 3-1 Air supply ........................................................ 3-2 Electronic unit (ECM) ...................................... 3-2 AdBlue tank..................................................... 3-3 AdBlue temperature/level sensor.................... 3-4 AdBlue injector................................................ 3-5 Exhaust gas temperature sensor before the catalytic converter ........................................... 3-6 Exhaust gas temperature sensor after the catalytic converter ........................................... 3-6 NOx sensor after the catalytic converter......... 3-7 Description of the dosing module.................... 3-8 Catalytic converter........................................ 4-1 Catalytic converter .......................................... 4-2
Webasto water heater

Webasto water heater................................... 1-1
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Disclaimers 1113 VDL Bus & Coach bv, Valkenswaard, The Netherlands. In the interest of continuous product development VDL Bus & Coach reserves the right to change specifications or products at any time without prior notice. No part of this publication may be reproduced and/or published by printing, by photocopying, in digital format or in any way whatsoever without the prior consent in writing of VDL Bus & Coach. This manual shall be governed by and applied in accordance with the laws of the Netherlands. Any dispute here under shall be referred to the decision of the District Court of s-Hertogenbosch in the Netherlands Next remark is relevant if the text has been translated for your convenience from the English original into an other language. A translation, however, can have the consequence that differences of interpretation arise with respect to the content and meaning of the text. In all cases, therefore, the English version of this document will be regarded exclusively as the single and authentic source to establish the content and the meaning of the text in case of a dispute.
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TECHNICAL INFORMATION
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Engine general information
1.
1.1
ENGINE GENERAL INFORMATION

GENERAL INFORMATION
A COLD and WARM engine are defined as follows: COLD engine An engine which has cooled down for at least six hours after having been at the operating temperature. WARM engine An engine which has stood still for no more than thirty minutes after having been at the operating temperature. Engines direction of rotation The engines direction of rotation is clockwise, as viewed from the same side of the engine as the vibration damper. Engines first cylinder The engines first cylinder is the cylinder located on the same side as the engines vibration damper. Left-hand and right-hand side of the engine The right-hand side of the engine is the side where the electronic unit is located. The left-hand side of the engine is the side where the turbo compressor and the oil filter are located. Engine identification by means of the engine number For a description of the engine identification plate, see Group 2.
The engine number is located in two places on the engine:

ILAj0532
1. On the engine identification plate, which is fitted on the engines cylinder head cover.
ILAj0531
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2. Stamped on the engine block, on the oil cooler above the oil filter.
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ILAj0527
1-2
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1.2.1
SPECIFICATIONS AND ADJUSTMENT INFORMATION

ENGINE
Engine codes The ISB6.7 type number indicates: ISB Engine family 6.7 Euro emission
6 cylinder Euro 5/EEV
General specifications Manufacturer Type: Environmental standard Engine management system No. of cylinders and cylinder configuration Valves Bore x stroke Cylinder volume Compression ratio Idling engine speed Fuel injection Injection sequence Injection pressure Air intake system Emission after-treatment system
Cummins ISB 6.7 Euro 5 / EEV CM2150 6 in line, vertical 4 per cylinder 107 x 124 mm 6.7 litres 17.3 : 1 700 rpm High-pressure common rail, direct injection 1-5-3-6-2-4 500 - 1,800 bar Turbo intercooling SCR catalytic convertor (Selective Catalyst Reduction) with air-assisted Urea (AdBlue) dosing system Fluid Approx. 522 kg Approx. 500 1,800 bar
Cooling Weight Injection pressure
Type ISB6.7 1.2.2
Power hp (kW)/rpm) 225 (166) / 2,300
Torque (Nm/rpm) 850 / 1,100 - 1,700
VALVE CLEARANCE1 When checking and adjusting the valve clearance, the engines coolant temperature must not be greater than 60 C.
Check the valve clearance when the engine is cold Inlet 0.152 - 0.381 mm Outlet 0.381 - 0.762 mm Cold valve clearance adjustment measurement Inlet 0.254 mm Outlet 0.508 mm
1. See https://quickserve.cummins.com for the currently applicable adjustment sizes.
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Fuel system
2.
2.1
FUEL SYSTEM
GENERAL INFORMATION
Fuel system Idling engine speed Maximum governed engine speed Vehicle speed = 0 km/h Vehicle speed > 0 km/h
700 rpm
2,500 rpm 2,750 rpm
Fuel tank Contents Opening pressure of the pressure relief valve Fuel level sensor/suction unit Vacuum pressure valve Pressure relief valve
240 litres 0.34 bar
0.01 < P < 0.02 bar 0.16 < P < 0.20 bar
Fuel level sensor resistance value L = 495 mm Length H (mm) >426 426 405 384 363 342 321 300 279 258 237 216 195 174 153 132 111 90 69 Resistance (Ohm) 10 28 46 68 95 122 149 176 203 230 257 287 317 347 377 407 437 467 500
ILAh0615
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Fuel system
AdBlue level sensor
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0
Sensor type AdBlue level sensor type Level/Temperature Reed switch in combination with resistances NTC 3.3 kOhm ( 5%) at 25 C
AdBlue temperature sensor type AdBlue temperature sensor resistance value
ILAh0155
1 2 3 4 AdBlue level sensor resistance value L = 515 mm
Earth Signal Earth Signal
Length H (mm) >431 431 410 389 368 347 326 305 284 263 242 221 200 179 158 137 116 95 74 53 AdBlue tank Contents
Resistance (Ohm) 240 353 483 623 781 955 1,151 1,371 1626 1,927 2,275 2,705 3,215 3,835 4,655 5,755 7,255 9,405 12,805 19,005
ILAh0614
Approx. 26 litres
For other technical details about the fuel system see https:// quickserve.cummins.com. 2-2 DD039400
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Citea LLE 2.2 TIGHTENING TORQUES
Fuel system
The tightening torques stated in this chapter deviate from the standard tightening torques given in the standard tightening torques overview. The threaded connections which are not stated here must, therefore, be tightened to the torque given in the standard tightening torques overview. If any attachment aids (attachment nuts and bolts) are replaced, it is very important that the new attachment aids are exactly the same length and quality as those being replaced, unless otherwise stated.
Fuel filter Fuel filter
3/4 revolution after touching the sealing ring (34 Nm)
Fuel tank Drain plugs Top of plug Fuel tank valve Fuel tank valve attachment screws Clamping strap attachment nuts Fuel level sensor A. Water heater return B. Fuel tank supply C. Water heater supply D. Fuel tank return E. Fuel tank bleed valve Fuel level sensor assembly Compression force (downwards) Torque (30 clockwise)
50 7 Nm 50 7 Nm 25 Nm 4 Nm 30 Nm
2 - 3 Nm 20 Nm 2 - 3 Nm 20 Nm 2 - 3 Nm 30 - 40 kg Max. 50 Nm
ILAh0616
Exhaust gas after-treatment system Dosing module attachment bolt 30 Nm Dosing module inlet and outlet 12.5 Nm connection Air filter/oil separator 3/4 - 1 revolution after touching the sealing ring For other fuel system tightening torques, see https://quickserve.cummins.com.
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Fuel system
Battery terminal clamp
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A B C D
Battery terminal clampa +: Battery terminal clamp + Battery terminal clampa

a a
12 2 Nm 40 4 Nm 12 2 Nm 30 4 Nm
Battery terminal clamp -
a. To prevent corrosion, lubricate the outside of the connections with acidfree Vaseline.
ILAh0338
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3.
3.1
INTAKE/EXHAUST SYSTEM
GENERAL INFORMATION
Exhaust gas back pressure for a new vehicle (indicative) ISB6.7 Euro 5/EEV engines 200 mbar
K value for the soot emission The K value (m-1) for the soot measurement is stated in the top right-hand corner of the engines type plate.
ILAj0532
Engine type ISB6.7E5 ISB6.7 EEV
Layout 225B 225B
K value (m-1) 0.85 0.85
For other technical information about the intake/exhaust system, see QuickServe Online. See https://quickserve.cummins.com. Intake vacuum pressure At maximum loaded engine speed (clean air filter) At maximum loaded engine speed (contaminated air filter) 25 mbar 65 mbar
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Intake/exhaust system 3.2 TIGHTENING TORQUES
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Intake system
ILAj0835
Hose clamps A. Norma clamp Breeze Torca B. Norma clamp GBS C. Norma clamp TORRO D. Norma clamp GBS Air filter indicator hose nipple on the air filter housing
7.5 Nm (SW 11) 20 Nm (SW 13) 5 Nm (SW 7) 25 Nm (SW 17) Max. 0.2 Nm
3-2
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Exhaust system
A. B. C. D. E.
V-clamp AdBlue injector Exhaust pipe clamping straps IN/OUT temperature sensors NOx sensor
14 Nma 60 Nmb 14 Nma 30 Nmb 50 Nmb
a. Fit with heat-resistant grease, such as Loctite 8009. The grease must not contain any silicon.
For other tightening torques for the intake/exhaust system, see QuickServe Online. See https://quickserve.cummins.com.
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Throttle control
4.
4.1
4.1.1
THROTTLE CONTROL
GENERAL INFORMATION
ACCELERATOR PEDAL SENSOR (CM-2150)
ILAh0725
Connection on ECM J2/22 J2/25
Description
Measurement value on connection 0 0.5 - 0.6
Measurement unit VDC VDC
Explanation
Accelerator pedal sensor earth (B230), position sensor 2 Accelerator pedal sensor input signal (B230), position sensor 2
Idling, accelerator pedal not depressed (0%)
1.7 - 1.9 2.0 - 2.2 J2/26 Accelerator pedal sensor power supply (B230), position sensor 2 Accelerator pedal sensor power supply (B230), position sensor 1 Accelerator pedal sensor earth (B230), position sensor 1 Accelerator pedal sensor input signal (B230), position sensor 1 5
VDC VDC VDC
Full load (approx. 80%) Kickdown (100%) Open voltage with disconnected sensor connector Open voltage with disconnected sensor connector
J2/27
VDC
J2/28 J2/35
0 1.0 - 1.25
VDC VDC Idling, accelerator pedal not depressed (0%)
3.3 - 3.8 4.0 - 4.4
VDC VDC
Full load (approx. 80%) Kickdown (100%)
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ILAh0786
A032 B230
Engine's electronic unit (ECM) Accelerator pedal sensor
ILAh0723
A. B. C. D. E. F.
Position sensor 1 power supply (APS1) Position sensor 1 earth (GND1) Position sensor 2 output signal (VCC1) Position sensor 2 output signal (VCC2) Position sensor 2 earth (GND2) Position sensor 2 power supply (APS2)
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Throttle control
Accelerator pedal sensor Accelerator pedal sensor
9.5 Nm
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Traction problems
1.
1.1
1.1.1
TRACTION PROBLEMS
TRACTION PROBLEMS
LOSS OF PULLING FORCE
General information Is this symptom the result of a technical fault? External factors or improper use can also lead to this fault. It is important to get the correct image of the complaint by asking the customer or the driver for as much information as possible. Question Ask for a good description of the problem. What are the conditions under which the loss of pulling force is experienced (uphill, in rain, warm or cold engine, etc.)? Ask for reliable information concerning consumption during journeys. Ask for tachograph cards of journeys. Can the customer or driver to reproduce the problem? Has the customer or a third party made changes to the vehicle (for example, changes to the software, rear axle gear ratio, gearbox, tyre size, etc.)? Check The motor management and EAS for saved error codes and the correct software version. The vehicle specifications. Action: Carry out an acceleration test. Make a boost pressure curve.
Checking the boost pressure will, in general, only be of use if the vehicle has been driven at least 20,000 km.
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Traction problems
Discuss the results with the customer or the driver.
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If the acceleration time is not achieved, check the following possible causes. Possible cause Remedy Check whether the correct components have been fitted. This refers to the turbo compressor, the filters, etc. Check the alignment of the vehicle. Check the type and size of the tyres. See the fault finding table: Brakes drag, Disc brake construction in Group 6. Check the symptom with the diagnosis equipments conductor diagnosis. driveline, engine, engine behaviour. See the fault finding table: Loss of pulling force, Fuel system 1 - 1.1.1 Loss of pulling force (1 - 1). See the fault finding table: Loss of pulling force, Intake/ exhaust system 1 - 1.1.1 Loss of pulling force (1 - 1).
Incorrect type of components fitted. The vehicle is poorly aligned. The wrong tyres are used. The brakes drag. Fault in the electronic system. Fault in the fuel system. Fault in intake and/or exhaust system.
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Fuel system
2.
2.1
FUEL SYSTEM
INTRODUCTION
If there is a fault in the system, then, in most cases, this fault will be detected by the electronic unit in the form of an error code. This error code can be read with the aid of diagnosis equipment or a flash code. Possible causes of symptoms that are not detected by the electronic unit are given in the fault finding tables. Comment See https://quickserve.cummins.com for detailed fault finding tables and error code tables.
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Fuel system 2.2
2.2.1
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FAULT FINDING TABLES

THERE IS A FUEL LEAK. Possible cause Remedy Check for leaks. Check the contact surface between the fuel delivery pump and the high-pressure pump. If a leak is observed, then replace the high-pressure pump. Check the fuel pressure from the return circuit to the fuel tank if fuel comes out of the high-pressure pumps drain opening.
There is an external fuel system leak. The high-pressure pump is faulty.
There is an internal fuel system leak (dilution of the oil).
There are constrictions in the fuel return circuit to the fuel tank. Check the fuel pressure from the return circuit to the fuel tank. The fuel injector O-rings leak. The high-pressure pump is faulty (internal leak). After the pump has been replaced, check the fuel pressure of the return circuit to the fuel tank.
2.2.2
LOSS OF PULLING FORCE This general symptom can be explained based on one of these more detailed causes. Possible cause Remedy See the fault finding table: "The engine looses power during acceleration or when under a heavy load" (1 - 2.2.3 The engine looses power during acceleration or when under a heavy load (2 - 3)). See the fault finding table: "Reduced power at all engine speeds" 1 - 2.2.4 Reduced power at all engine speeds (2 - 4).
The engine looses power during acceleration or when under a heavy load
Reduced power at all engine speeds
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2.2.3 THE ENGINE LOOSES POWER DURING ACCELERATION OR WHEN UNDER A HEAVY LOAD Possible cause Fault in the fuel system.
Fuel system
Remedy Use the fault finding table: The engine looses power during acceleration or when under a heavy load.
Fault finding table: The engine looses power during acceleration or when under a heavy load. Step 1 2 3 4 Check Check the engine power. Check the pressure relief valve on the fuel rail. Check the fuel pressure on the inlet side of the fuel fine filter. Check the pressure drop across the fuel fine filter by checking the fuel pressure on the inlet side of the high-pressure pump. Check the vacuum pressure on the suction side of the fuel delivery pump. Check the fuel delivery for constrictions and blockages. Check for internal fuel leaks. Carry out an internal leak test. Check the flow of fuel through the high-pressure pump. Remedy OK: Problem solved. Not OK: Go to step 2. OK: Go to step 3. Not OK: replace the pressure relief valve. OK: Go to step 4. Not OK: Go to step 5. OK: Go to step 7. Not OK: Replace the fuel fine filter. OK: Go to step 7. Not OK: Go to step 6. OK: Replace the high-pressure pump and go to step 1. Not OK: Rectify the fuel delivery and go to step 1. 7 8 OK: Go to step 8. Not OK: Rectify the internal leak and go to step 1. OK: No problem in the fuel system. Not OK: Replace the high-pressure pump and go to step 1.
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Fuel system
2.2.4 REDUCED POWER AT ALL ENGINE SPEEDS Possible cause Poor fuel quality. Remedy
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Drain the fuel, rinse the fuel system, replace the fuel filters and fill the fuel tank with fuel. Check the mechanical connection of the sensor/accelerator pedal. Check the accelerator pedal sensor. Check the operation of the injector(s). Carry out the checks in the step-by-step table: Reduced engine power at all engine speeds.
The accelerator pedal sensor has a mechanical fault.
There is a mechanical fault with the injector(s). Fault in the fuel system.
Fault finding table: Reduced engine power at all engine speeds Step 1 2 3 Check Check the engine power. Check the fuel pressure on the inlet side of the fuel fine filter. Check the pressure drop across the fuel fine filter by checking the fuel pressure on the inlet side of the high-pressure pump. Check the vacuum pressure on the suction side of the fuel delivery pump. Check the fuel delivery for constrictions and blockages. Check for internal fuel leaks. Carry out an internal leak test. Check the flow of fuel through the high-pressure pump. Remedy OK: Problem solved. Not OK: Go to step 2. OK: Go to step 3. Not OK: Go to step 4. OK: Go to step 6. Not OK: Replace the fuel fine filter. OK: Go to step 6. Not OK: Go to step 5. OK: Replace the high-pressure pump and go to step 1. Not OK: Rectify the fuel delivery and go to step 1. 6 7 OK: Go to step 7. Not OK: Rectify the internal leak and go to step 1. OK: No problem in the fuel system. Not OK: Replace the high-pressure pump and go to step 1.
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2.2.5
HIGH FUEL CONSUMPTION Possible cause Remedy Drain the fuel, rinse the fuel system, replace the fuel filters and fill the fuel tank with fuel. Check for leaks. Check the operation of the injector(s).
Poor fuel quality. There is an internal or external fuel system leak. There is a mechanical fault with the injector(s).
2.2.6
THE STARTER TURNS THE ENGINE OVER BUT
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THE ENGINE DOES NOT START Possible cause No fuel delivery.
Fuel system
Remedy Check the fuel level. Check the lines for blockages and leaks. Check the drive of the fuel delivery pump.
The fuel fine filter/fuel coarse filter is blocked. When carrying out an engine test with the VDL Bus & Coach diagnosis equipment, communication with the VDL Bus & Coach diagnosis equipment was broken. There is a fault in the glow installation. There is air in the fuel system.
Replace the fuel fine filter/fuel coarse filter and clean the system. Remove the earth cable from the battery and refit it.
Check the glow installation. Check whether any air is drawn in. Pay particular attention to the suction line and the oil seal for the fuel delivery pump. Bleed the fuel system. Drain the fuel, rinse the fuel system, replace the fuel filters and fill the fuel tank with fuel. Carry out the checks in the step-by-step table: The starter turns the engine over but the engine does not start.
Poor fuel quality. Fault in the fuel system.
Fault finding table: The starter turns the engine over but the engine does not start. Step 1 2 Check Check whether the engine turns over and starts. Remedy OK: Problem solved. Not OK: Go to step 2. Check whether the value given by the rail pressure OK: Go to step 3. sensor is less than 30 bar when the contact switch is Not OK: Replace the rail pressure sensor and go to turned on and when the engine is not running. Use step 1. the VDL Bus & Coach diagnosis equipment for this. Check the rail pressure when starting. Use the VDL Bus & Coach diagnosis equipment. Check the fuel pressure on the inlet side of the fuel filter when starting the engine. Check the vacuum pressure on the suction side of the fuel delivery pump when starting the engine. Check the pressure drop across the fuel fine filter by checking the fuel pressure on the inlet side of the high-pressure pump when starting the engine. Check the fuel delivery for constrictions and blockages. Check for internal fuel leaks. Carry out an internal fuel leak test when starting the engine. Check the resistance of the fuel pump regulators solenoid valve. OK: Go to step 8. Not OK: Go to step 4. OK: Go to step 6. Not OK: Go to step 5. OK: Go to step 8. Not OK: Go to step 7. OK: Go to step 8. Not OK: Replace the fuel fine filter and go to step 1. OK: Replace the high-pressure pump and go to step 1. Not OK: Rectify the fuel delivery and go to step 1. 8 9 OK: Go to step 9. Not OK: Rectify the internal leak and go to step 1. OK: Go to step 10. Not OK: Replace the fuel pump regulator's solenoid valve and go to step 1.
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Fuel system
Fault finding table: The starter turns the engine over but the engine does not start. Step 10 Check Check the flow of fuel through the high-pressure pump. Remedy OK: Replace the fuel pump regulator's solenoid valve and go to step 1.
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Not OK: Replace the high-pressure pump and go to step 1.
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2.2.7 THE ENGINE IS DIFFICULT TO START Possible cause Poor fuel quality. There is air in the fuel system. The fuel fine filter/fuel coarse filter is blocked. The battery voltage is too low. There is a mechanical fault with the injector(s) or it/they is/are blocked. The fuel delivery pumps delivery is too small. There is an internal leak between the fuel delivery pipe and the injector. Fault in the fuel system. Fault finding table: The engine is difficult to start. Step 1 2 Check Check whether the engine turns over and starts. Remedy
Fuel system
Remedy Drain the fuel, rinse the fuel system, replace the fuel filters and fill the fuel tank with fuel. Check whether any air is drawn in. Bleed the fuel system. Replace the fuel fine filter/fuel coarse filter and clean the system. Charge the batteries. Check the operation of the injector(s). Check the fuel supply pump and, if necessary, replace it. Check the gallery pressure. Check the connection between the fuel delivery pipe and the injector for internal leaks. Carry out the checks in the step-by-step table: The engine is difficult to start.
OK: Problem solved. Not OK: Go to step 2.
Check whether the value given by the rail pressure OK: Go to step 3. sensor is less than 30 bar when the contact switch is Not OK: Replace the rail pressure sensor and go to turned on and when the engine is not running. Use step 1. the VDL Bus & Coach diagnosis equipment for this. Check the rail pressure when starting. Use the VDL Bus & Coach diagnosis equipment. Check the fuel pressure on the inlet side of the fuel filter when starting the engine. Check the vacuum pressure on the suction side of the fuel delivery pump when starting the engine. Check the pressure drop across the fuel fine filter by checking the fuel pressure on the inlet side of the high-pressure pump when starting the engine. Check the fuel delivery for constrictions and blockages. Check for internal fuel leaks. Carry out an internal fuel leak test. Check the resistance of the fuel pump regulators solenoid valve. Check the flow of fuel through the high-pressure pump. OK: Go to step 8. Not OK: Go to step 4. OK: Go to step 6. Not OK: Go to step 5. OK: Go to step 8. Not OK: Go to step 7. OK: Go to step 8. Not OK: Replace the fuel fine filter and go to step 1. OK: Replace the high-pressure pump and go to step 1. Not OK: Rectify the fuel delivery and go to step 1. OK: Go to step 9. Not OK: Rectify the internal leak and go to step 1. OK: Go to step 10. Not OK: Replace the fuel pump regulator's solenoid valve and go to step 1. OK: Replace the fuel pump regulator's solenoid valve and go to step 1. Not OK: Replace the high-pressure pump and go to step 1.
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Fuel system
2.2.8 THE ENGINE STALLS, BUT RUNS AGAIN AFTER IT HAS BEEN RESTARTED Possible cause There is air in the fuel system. Remedy
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Check whether any air is drawn in. Pay particular attention to the suction line and the oil seal for the fuel delivery pump. Bleed the fuel system.
2.2.9
THE ENGINE RUNS ERRATICALLY Possible cause Remedy Drain the fuel, rinse the fuel system, replace the fuel filters and fill the fuel tank with fuel. Check whether any air is drawn in. Pay particular attention to the suction line and the oil seal for the fuel delivery pump. Bleed the fuel system. Replace the fuel fine filter/fuel coarse filter and clean the system.
Poor fuel quality. There is air in the fuel system.
The fuel fine filter/fuel coarse filter is blocked.
The fuel rails pressure relief valve does not close prop- Check the pressure relief valve. erly. The fuel delivery pumps pressure is too low. The high-pressure pumps delivery is too low. There is a mechanical fault with the injector(s). There is a mechanical fault in one of the cylinders (valves, cylinder and piston). Check the low pressure fuel system. Check the fuel supply pump and, if necessary, replace it. Check the flow of fuel through the high-pressure pump. Check the operation of the injector(s). Carry out a cylinder cut-out test with the aid of the VDL Bus & Coach diagnosis equipment to determine the faulty cylinder and check the valves, the cylinder and the piston.
2.2.10 DIESEL KNOCK DURING ACCELERATION Possible cause There is air in the fuel system. Remedy Check whether any air is drawn in. Pay particular attention to the suction line and the oil seal for the fuel delivery pump. Bleed the fuel system. Drain the fuel, rinse the fuel system, replace the fuel filters and fill the fuel tank with fuel. Check the operation of the injector(s).
Poor fuel quality. Faulty injector(s).
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2.2.11 WHITE AND/OR BLUE SMOKE DEVELOPMENT Possible cause Poor fuel quality. There is air in the fuel system.
Fuel system
Remedy Drain the fuel, rinse the fuel system, replace the fuel filters and fill the fuel tank with fuel. Check whether any air is drawn in. Pay particular attention to the suction line and the oil seal for the fuel delivery pump. Bleed the fuel system. Replace the fuel filter and clean the system. Check the operation of the injector(s).
The fuel filter is blocked. There is a mechanical fault with the injector(s).
2.2.12 BLACK SMOKE DEVELOPMENT Possible cause The intake air boost pressure and temperature sensor gives incorrect values. There is a mechanical fault with the injector(s). Remedy Check the intake air boost pressure and temperature using the VDL Bus & Coach diagnosis equipment. Check the operation of the injector(s).
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3.
3.1
INTRODUCTION
If there is a fault in the system, then, in most cases, this fault will be detected by the electronic unit in the form of an error code. This error code can be read with the aid of diagnosis equipment or a flash code. Possible causes of symptoms that are not detected by the electronic unit are given in the fault finding tables. Comment See https://quickserve.cummins.com for detailed fault finding tables and error code tables.
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Intake/exhaust system 3.2
3.2.1
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LOSS OF PULLING FORCE
This general symptom can be explained based on one of these more detailed causes.
Possible cause Reduced power above a certain engine speed
Remedy See the fault finding table: "Reduced power above a certain engine speed" 1 - 3.2.3 Reduced power above a certain engine speed (3 - 2). See the fault finding table: "Reduced power at all engine speeds" 1 - 3.2.2 Reduced power at all engine speeds (3 - 2).
Reduced power at all engine speeds
3.2.2
REDUCED POWER AT ALL ENGINE SPEEDS Possible cause Remedy Replace the air filter. Pressure-test the intake system. Check the exhaust system for constrictions. Check the turbo compressor. Check the control of the wastegate.
The air filter is blocked. There is an air leak in the intake system. There is a constriction in the exhaust system. The turbo compressor is faulty. The wastegate is controlled incorrectly.
3.2.3
REDUCED POWER ABOVE A CERTAIN ENGINE SPEED Possible cause Remedy Check/replace the air filter element. Pressure-test the intake system. Check the exhaust system for constrictions.
The air filter element is partially blocked. There is an air leak in the intake system. There is a constriction in the exhaust system.
3.2.4
THE EXHAUST GAS BACK PRESSURE IS TOO HIGH Possible cause Remedy Check the silencer. Check the exhaust system for blockages and/or damage. Replace the silencer.
No original silencer fitted. The exhaust pipe has been squeezed closed or has been internally blocked by a loose part. The catalytic converter in the silencer is blocked.
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3.2.5 THE INLET VACUUM PRESSURE IS TOO HIGH. Possible cause The air filter element is blocked. The air filters air inlet is blocked.
Remedy Replace the air filter element. Check the filters air inlet.
3.2.6
RISING AND FALLING NOISES FROM THE TURBO COMPRESSOR Possible cause Remedy Check the air intake pressure. Check the air inlet and remove any blockages.
The air inlet to the turbo compressor is blocked.
The compressor side of the turbo compressor is contam- Clean the compressor side with a non-corrosive cleaning inated. product or a soft brush. Check the inlet side for carbon deposits or other contamination. There is a gas leak between the exhaust manifold and the turbo compressor. The turbo compressor is damaged. Check the seal between the exhaust manifold and the turbo compressor. Replace the turbo compressor and trace the cause.
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Throttle control
4.
4.1
THROTTLE CONTROL
INTRODUCTION
If there is a fault in the system, then, in most cases, this fault will be detected by the electronic unit in the form of an error code. This error code can be read with the aid of diagnosis equipment or a flash code. Possible causes of symptoms that are not detected by the electronic unit are given in the fault finding tables.
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Throttle control 4.2
4.2.1
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ISB6.7 FAULT FINDING TABLE

THE ENGINE ONLY IDLES AND DOES NOT REACT TO THE ACCELERATOR PEDAL Possible cause Remedy Check - The mechanical connection of the sensor/accelerator pedal. - The accelerator pedal sensor.
The accelerator pedal sensor is faulty.
4.2.2
GREATLY REDUCED POWER AT ALL ENGINE SPEEDS Possible cause Remedy Check - The accelerator pedal sensor. - The wiring. - The accelerator pedal sensor setting.
Accelerator pedal sensor, signal error/short circuit/break in connection.
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Engine error codes
5.
5.1
ENGINE ERROR CODES

GENERAL INFORMATION
If there is a fault in the system, then, in most cases, this fault will be detected by the electronic unit in the form of an error code. This error code can be read with the aid of diagnosis equipment or a flash code.
For an up-to-date overview of the error codes and fault diagnosis, please refer to https://insite.cummins.com/insite/ index.html or https://quickserve.cummins.com.
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Engine error codes
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Exhaust gas after-treatment system
6.
6.1
EXHAUST GAS AFTER-TREATMENT SYSTEM

GENERAL INFORMATION
If there is a fault in the system, then, in most cases, this fault will be detected by the electronic unit in the form of an error code. This error code can be read with the aid of diagnosis equipment or a flash code. In the fault finding tables, a description of the error code is given after the error code. For an up-to-date overview of the error codes and fault diagnosis, please refer to https://insite.cummins.com/insite/ index.html or https://quickserve.cummins.com.
6.2
6.2.1

THE ADBLUE INJECTOR FREQUENTLY GETS BLOCKED Remedy Check the systems cut-out time. Check the supply of air to the dosing module. Replace the dosing module.
Possible cause The electronic system cuts out too quickly. The air pressure is too low There is an internal fault in the dosing module.
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Exhaust gas after-treatment system 6.3
6.3.1
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ERROR CODES
EXHAUST GAS AFTER-TREATMENT SYSTEM FAULT FOR EURO 5/EEV (ECM-2150)
From serial number 966211000057912++, the dosing module has a preliminary filter. This preliminary filter is fitted on the dosing module's AdBlue inlet.
It is NOT permitted to clean the preliminary filter.
If the preliminary filter becomes blocked, it must be replaced with a new filter. VDL Bus & Coach no. 30032776. Possible cause The dosing modules preliminary filter is blocked As a result, error code 3548, 3738, 2272 or 2773 is given. Remedy Replace the preliminary filter and clean the system. Delete the error codes. Check the operation of the exhaust gas after-treatment system.
For an up-to-date overview of the error codes and fault diagnosis, please refer to https://insite.cummins.com/insite/ index.html or https://quickserve.cummins.com.
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Safety instructions
1.
1.1
SAFETY INSTRUCTIONS
GENERAL INFORMATION
The work described in this document may only be carried out by trained and competent personnel. Always observe the locally applicable legal safety and environmental regulations. Always observe the health and safety regulations. Observe all the warnings and safety instructions given in this document. Always first read and observe the instructions and warnings written on the labels and stickers which are placed on various vehicle components. Do not ignore them. They are there to ensure your health and safety! If these labels and stickers are damaged/illegible, they must be replaced. Wear clean, well fitting clothes and, if necessary, apply protective cream to unprotected parts of your body. Always wear safety goggles and safety shoes when carrying out work on the vehicle. Do not run the engine unnecessarily in an enclosed or unventilated area. In other words, make sure the exhaust fumes are properly extracted.
Comment: The engine stops automatically after a set time if the engine idles and the accelerator pedal is not depressed.
Remain a safe distance from rotating and/or moving components. To prevent the risk of fire, the engine and the area surrounding it must be free of highly inflammable liquids. If work is carried out on the engine encapsulation, then the engine compartment, the encapsulation and the engine should be cleaned, if necessary, because there is a risk of fire if the encapsulation, engine or engine compartment are dirty.
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Safety instructions 1.2
1.2.1
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AREAS OF RISK
MOVING PARTS
Remain a safe distance from rotating and/or moving components.
1.2.2
ELECTRICAL SHORT CIRCUIT
In order to prevent people from starting the engine when work is being carried out on the vehicle, always disconnect the batterys earth connection. Place a sign that reads DO NOT OPERATE on the dashboard.
To prevent damage to electrical components, never disconnect the battery terminal clamps whilst the engine is running. Turn off the contact switch and the main switch before disconnecting the connection between the battery terminal and the negative pole. Wait at least 80 seconds after turning off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. If the connection is disconnected too quickly, the AdBlue lines may become blocked.
1.2.3
VARIOUS LIQUIDS
Various types of oil and other lubricants used on the vehicle can harm your health. This also applies to engine coolant, screenwash fluid, coolant in air conditioning systems, battery acid and clutch fluid. Therefore, avoid internal and external bodily contact with these liquids.
To prevent skin injury and poisoning, avoid internal and external bodily contact with the various liquids. Always read the safety data sheet.
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1.2.4 FUEL Diesel is an extremely flammable liquid. It must not be exposed to a naked flame nor be brought into contact with hot components. The diesel fumes remaining in an empty fuel tank form an extremely explosive mixture.
Safety instructions
A certain quantity of fuel will be released when removing the fuel systems components. To keep this quantity of fuel to a minimum, unscrew the tank cap to allow any excess pressure to escape. Collect any fuel that escapes and remain aware of the fire risk.

Diesel is highly inflammable. Avoid a naked flame, heat sources or a lit cigarette close to the fuel system: FIRE RISK! Diesel is harmful to your health. Prevent diesel from coming into contact with skin, eyes or clothing. Do not inhale diesel fumes. If diesel is swallowed, contact a doctor immediately.
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Safety instructions
1.2.5 ADBLUE See the AdBlue safety data sheet for the properties, risks and safety information. Always wear gloves and safety goggles when working on the AdBlue unit/ exhaust gas after-treatment system.
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AdBlue is non-inflammable. If AdBlue is exposed to high temperatures, the solution breaks down into ammonia and carbon dioxide.
Although AdBlue is not poisonous and not harmful to the environment, collect AdBlue separately.
Avoid AdBlue coming into contact with painted components. Spilt AdBlue can be easily removed with water. If AdBlue dries, it leaves a white film, which can be removed with water.
AdBlue corrodes metals, such as copper and aluminium. Alloys, such as brass, can also be damaged.
If AdBlue comes into contact with the electrical installation (wiring harnesses and contacts), then the components concerned must be replaced. Do not allow AdBlue to come into contact with other chemicals. Carefully check the AdBlue lines for leaks. Avoid bodily contact with AdBlue. In the event of skin contact: rinse with plenty of water. In the event of contact with the eyes: rinse with plenty of water for at least 15 minutes and seek medical assistance. If swallowed: rinse your mouth with plenty of water. Do not induce vomiting. Seek medical assistance. In the event of inhalation: get some fresh air and take a rest. Seek medical assistance. If the AdBlue tank cap is opened at a high exterior temperature, then it is possible that ammonia fumes may escape. Ammonia has a strong, irritating smell and affects the eyes, skin and mucous membrane.
Therefore, turn your face away when removing the cap from the tank.
Refuelling with liquids other than AdBlue can cause problems with the exhaust gas after-treatment system and may cause the OBD symbol on the dashboard to light up.
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1.2.6 EXHAUST GASES
Safety instructions
Do not allow the engine to run in a confined or unventilated space. Make sure the exhaust fumes are properly extracted.
Exhaust gases contain carbon monoxide. Carbon monoxide is a deadly, colourless and odourless gas which, when inhaled, deprives the body of oxygen, leading to asphyxiation. Serious carbon monoxide poisoning can result in brain damage or even death.
Intake and exhaust systems There is a risk of being burnt, because a number of components, such as the exhaust pipe and the catalytic converter, are hot when the engine is running (or has been running). It can take some time for the hot components to cool down. A silencer with an integrated catalytic converter remains hot for longer than a silencer without a catalytic converter. Dust and materials that are released from a silencer when, for example, removing a silencer are harmful and must not be inhaled. The ceramic element of a silencer with a catalytic converter has a highly poisonous coating. It is not permitted to avoid the use of the exhaust gas aftertreatment system or to strip it of components. It is also not permitted to use a urea solution (AdBlue) that does not meet the required specifications or to use the vehicle or the device without a urea solution (AdBlue). The vehicle is equipped with a catalytic converter. The catalytic converter/exhaust system becomes very hot when the vehicle is being driven.
NEVER park or stop the vehicle on a surface that is easily inflammable. This will cause a fire risk.
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Safety instructions
1.2.7 CATALYTIC CONVERTER
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The catalytic converter contains vanadium pentoxide (see DNX (Denox catalyst) Safety data sheet).

2
See the product's safety data sheet for the properties, risks and safety information. The catalytic converter must be removed and disposed of in accordance with Directives 91/689/EC-160802 and the local, regional and national legislation. Always wear gloves and safety goggles when working on the catalytic converter. If the sleeve is damaged or if the catalytic converter has come loose, chemical dust can come out of the silencer. If this is the case, plug all of the catalytic converter's openings before removing the catalytic converter. It is not permitted to open the catalytic converter/exhaust silencer!
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General information
2.
2.1
GENERAL INFORMATION
LOCATION OF THE COMPONENTS
ILAj0895
1 2 3 4 5 6 7
Fuel tank Fuel delivery unit/level sensor AdBlue tank High-pressure pump Fuel fine filter Preliminary fuel filter/water separator Fuel tank bleed valve 2-1
DD039400
General information
Engine
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Fuel rail pressure sensor Fuel line to the fuel rail Fuel rail Return fuel overflow valve Overflow valve leak-off line
6 7 8 9 10
High-pressure pump Fuel line to the high-pressure pump Overflow valve leak-off line Fuel return line Fuel fine filter
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Citea LLE 2.2 SYSTEM DESCRIPTION
General information
ILAj0766
The fuel delivery pump (4a) draws the fuel from the fuel tank (1) through the water separator/coarse filter element (2b). The fuel delivery pump (4a) is fitted against the high-pressure pump (4c) and is driven by the camshaft gear. Fuel is pressed to the fuel fine filter (5) from the fuel delivery pump. After passing the filter, the fuel is fed into the high-pressure pump (4c) via the fuel pump regulator's solenoid (4b), which controls the quantity of fuel that flows to the high-pressure pump. Fuel that does not pass through the high-pressure pump returns to the delivery pump's supply via the circulation valve (4d) and some of it is used to lubricate the high-pressure pump. The high-pressure pump presses the fuel to the fuel rail (6) under high pressure. The fuel rail distributes the fuel amongst the injectors (7). The fuel rail (6) also functions as an accumulator to prevent large pressure fluctuations as a result of injector openings and pump pressure pulses. DD039400
1 2 2a. 2b. 5 4 4a. 4b. 4c. 4d. 5 6 6a. 6b. 7 8 9 10 11
Fuel tank Water separator/coarse filter Hand pump Water separator/coarse filter element Water heater Fuel pump Fuel delivery pump Fuel regulator solenoid High-pressure pump Circulation valve Fuel fine filter Fuel rail Rail pressure sensor Pressure relief valve Injection nozzles Pressure relief valve Quick-release connection Quick-release connection Check valve
2-3
General information
The pressure in the fuel rail is registered via the rail pressure sensor (6a). The electronic unit uses this information to control the high-pressure pump (by means of the fuel pump regulator's solenoid), so that the rail pressure can be kept at the desired level. The desired pressure is not constant, but depends on the operating conditions. A pressure relief valve (6b) is fitted at the end of the fuel rail and when the pressure in the fuel rail is too high (only in emergency situations), it allows the excess fuel to flow to the return line. This return line is connected to the fuel tank's (1) return line. The electronic unit calculates the injector's opening time, which depends on the actual rail pressure, to achieve the desired injection quantity. The injector leak-off ducts in the cylinder head are connected with the fuel tanks return line (1) via a pressure relief valve (8). This pressure relief valve prevents the injectors from becoming empty when the engine stops. If the system has been opened, the fuel system can be bled using the hand pump (2a) that is integrated in the water separator/coarse filter (2). Quick-release connections (9 and 10) are located in the fuel supply and return lines to and from the water heater (3). When the fuel lines are disconnected, they close off the fuel supply and return lines to prevent them from running empty. For further information about the fuel system, please refer to QuickServe Online. See https://quickserve.cummins.com.
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Component description
3.
3.1
COMPONENT DESCRIPTION
FUEL TANK/ADBLUE TANK CONSTRUCTION
ILAf0030
The vehicle has an AdBlue tank (5) and a fuel tank (1). The fuel tank (1) consists of the following: Fuel level gauge/suction unit. Fuel tank valve. Fuel cap.
1 2 3 4 5 6 7 8 9 10
Fuel tank Attachment strap Fuel tank cap Cowl water drainage AdBlue tank AdBlue tank cap AdBlue sensor Fuel level gauge/suction unit Plug Fuel tank valve
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There are two different types of fuel tank: 2-door model The fuel tank is made from aluminium. The tank has internal partitions to strengthen the tank and to prevent the fuel from splashing. The tank has a volume of 240 litres. The tank is fitted against the tank bracket by means of two attachment straps.
2
ILAf0031
3-door model The fuel tank is made from aluminium. The tank has internal partitions to strengthen the tank and to prevent the fuel from splashing. The tank has a volume of 236 litres.
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The AdBlue tank is made from plastic has has a volume of 26 litres. The tank can be equipped with an optional heating system. The AdBlue is then heated by the engines cooling system.
ILAf0032
1 2 3 4 A. B. C. D.
Tank cap AdBlue tank AdBlue sensor AdBlue heater Coolant IN Coolant OUT AdBlue supply AdBlue return
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Component description 3.2 FUEL LEVEL SENSOR/SUCTION UNIT
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The combined fuel level sensor/suction unit is located in the fuel tank. Fuel tanl level sensor (B286) The fuel level sensor measures the fuel level in the fuel tank. The level sensor consists of micro switches (reed switches) that are connected in parallel to the resistors. The number of resistors depends on the type of tank module. These micro switches are influenced by a magnetic field that is located outside of the sensor. A float is fitted around the sensor, which floats on the fuel and which has a permanent magnet. The permanent magnet ensures that one of the switches is closed. Depending on the closed switch, two or more resistors are connected in series, which causes the resistance value to change. The resistance value is sent to the VFC via IOU A011. The VFC then activates the display on the ICM on which the fuel level is displayed. Suction unit Fuel is fed to the engine from the fuel tank by the fuel delivery pump via the integrated filter and the delivery tube.
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Citea LLE 3.3 FUEL TANK VALVE
The fuel tank valve has a number of functions: To aerate and bleed the fuel tank. To prevent the spilling of fuel. Thermal bleeding. The fuel tank valve prevents there being a large positive pressure or negative pressure in the fuel tank. If the valve is blocked, a too large positive pressure or negative pressure will be created in the fuel tank. This will result in deformation of the tank. The thermal safety device in the fuel tank valve ensures that, if the fuel temperature exceeds 124 C, the fuel tank will be automatically bled.
No modifications may be made to the fuel tank installation. Altering the fuel tank installation without explicit permission from VDL Bus & Coach will lead to overfilling/fuel leaks.
ILAf0029
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Component description 3.4 FUEL TANK CAP
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The aluminium tank cap is a push open cap. Pushing the cap allows the locking hook (10) to be moved aside so that the cap can be opened. There is an antislosh plate in the neck of the fuel cowl.
ILAj0846
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Tank cap hinge pin Tank cap O-ring Filler pipe Seal Spring, lock Bleed/aeration valve Locking spring Spring; closing hook Locking hook Antislosh plate
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Citea LLE 3.5 ADBLUE TANK CAP
The AdBlue tanks cap is of the bayonet type and has an internal bleed valve.
Tank protection There is a magnetic adaptor in the AdBlue tanks filler neck. It is only possible to fill the AdBlue tank using the AdBlue fuel nozzle in combination with the magnetic adaptor. The magnetic switch in the fuel nozzles tube is opened by the magnetic field in the tank opening. This makes it impossible to fill the tank with another liquid. It is also not possible to fill the AdBlue tank with petrol or diesel because the fuel nozzle does not fit in the adaptor in the tank opening.
ILAf0034
1 2 3 4 5
Tank cap Adaptor Adaptor Magnet AdBlue tank
ILAf0035
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Component description 3.6 PRELIMINARY FUEL FILTER/WATER SEPARATOR
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The preliminary fuel filter/water separator is a filter with a filter fineness of 10 microns that filters out contamination and separates water from the fuel. Water in the fuel can cause corrosion to the fuel systems components. The fuel flows from the tank to the preliminary fuel filters inlet (A) and then through the filter element (1). The filter element separates water from the fuel and this then drips to the bottom of the filter. Dirt in the fuel is held by the filter element. The fuel flows from outlet (B) to the engine. After the filter element has been replaced, the system can be bled using the hand pump (4) and the bleed plug (6). A CAN message is sent by the engine ECU when the water level sensor (3) registers that the water level in the base cover is too high. The ICM ensures that the warning symbol is shown on the main display. By unscrewing the drain plug (2), the water can flow out of the filter element (1).

3.7
If the preliminary fuel filter/water separator is replaced, then the water level sensor must be fitted on to the new filter element.
ILAj0820
FUEL FINE FILTER
The fuel fine filter is a filter with a filter fineness of 3 microns. The fuel fine filter filters contamination out of the fuel. Dirt in the fuel system can cause damage and increases wear of the various components. The fuel filter is a disposable filter and must, therefore, never be cleaned and reused. The seal between the filter element and the filter head is made using a rubber ring. When a new fuel fine filter is fitted, the filter must not be filled with fuel. After being fitted, the filter must be pumped full using the hand pump on the preliminary fuel filter/water separator. This considerably reduces the risk of dirt getting into the fuel system.
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Citea LLE 3.8 HIGH-PRESSURE PUMP
The high-pressure pump is driven by the crankshaft by means of the camshaft gear. The pump shaft operates at a speed that is 1.33 times faster than that of the crankshaft. The pump shaft drives the delivery pump. The fuel that is taken by the gear from the suction side is pushed through the volume constriction by the gear at the outlet port. The delivery pump has two valves. The first valve (1) limits the pump pressure, for example, if the fine filter is blocked. The second valve (2) opens a bypass over the delivery pump when the hand pump is operated. The high-pressure pump's shaft has an eccentric disc. This eccentric disc drives the eccentric ring (4). The pump pistons (3) are driven by the eccentric ring and pushed back by the spring (2). The fuel is supplied via the connection (5) and then internally distributed amongst the three pump elements. Before the fuel is distributed amongst the pump elements, the flow of fuel is regulated by the fuel pump regulator's (6) solenoid. The fuel pump regulator's solenoid is controlled by the electronic unit based on the signal from the rail pressure sensor. In this way, there is a closed control circuit. The fuel pump regulator's solenoid is normally open and is activated by a duty cycle. A fixed value is used when the engine is started. If the measured pressure deviates from the desired (programmed) pressure, the duty cycle value is altered until the measured value and the desired value are the same. If this is not successful, the electronic unit will give a warning and save an error code. The fuel is supplied via the delivery pump's suction valve (9) during the downward stroke (left-hand diagram). During the delivery stroke (right-hand diagram), the valve is closed by the force of the spring (8) and the built-up fuel pressure. The fuel leaves the pump element via the delivery valve (10). The compressed fuel from the three pump elements is collected in the pump housing and leaves the pump via a joint highpressure connection. Fuel that leaks from the pump elements is removed via the return connection.
ILAj0767
ILAj0768
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The delivery pump has a higher capacity than the high-pressure pump. If only a small amount of fuel is taken from the rail, the fuel pump regulator's solenoid will be almost closed. The excess fuel that is delivered will cause an increase in pressure at the inlet of the fuel pump regulator's solenoid. This pressure is limited by the circulation valve (7). If the valve is open, the excess fuel is returned to the suction side of the delivery pump. A small part of the fuel is led to the highpressure pump's shaft and eccentric disc via a constriction for lubrication purposes. Any air bubbles will pass through the low pressure circuit with the fuel when bleeding the system using the hand pump. Fuel is pushed inwards at the port (5). The fuel pump regulator's solenoid is fully open when deactivated, so that the fuel can pass. The pump elements form a high resistance for the fuel, so that the fuel will escape via the lubrication constriction in the pump. As a result, the fuel and any air bubbles are led to the return line.
ILAj0769
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Citea LLE 3.9 FUEL PUMP REGULATOR SOLENOID
The capacity of the high-pressure pump is too great for normal operating conditions. This would lead to large quantities of fuel being pushed to the fuel rail under high pressure, which would then be immediately led to the return line via a pressure limiting valve on the fuel rail. This causes unnecessary heat production and a loss of power, because too much fuel with a large difference in pressure will flow. It has been decided to only press the quantity of fuel that is actually going to be used to the rail under high pressure. Therefore, a solenoid for the fuel pump regulator has been placed at the inlet port of the high-pressure pump. This solenoid is open when it is deactivated, so that the high-pressure pump elements can be filled in the normal way. If the fuel rail pressure becomes too high, for example because the rail uses less fuel, then the solenoid is activated by the electronic unit with a higher duty cycle, so that the piston is pushed against the force of the spring with a larger force and the valve's opening becomes slightly smaller. As a result, the fuel supply to the pump elements is reduced and the pump's delivery will decrease. This will then cause the fuel rail pressure to fall. If the rail pressure becomes too low, then the opposite applies. The flow is led to the coil (3) via the connector (1). The flow causes the core (2) and the piston (4) to be pushed away against the force of the spring (5). In this way, the fuel can flow from inlet (A) to outlet (B) in a controlled manner. Thanks to this valve, under normal circumstances, hardly any fuel flows away from the rail. This is beneficial to the yield and the development of heat.
ILAj0770
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Component description 3.10 INJECTOR
The injectors are opened and closed electronically. An injector is normally closed. This is due to the force of the spring (2) and the fuel rail pressure in chamber (C). The fuel is supplied via (A) from the fuel rail. The return fuel can flow back to the fuel tank via (B). When the coil (7) is activated, the anchor body (5) moves upwards. As a result, the pressure in chamber (C) falls somewhat and the injector needle (1) is pushed upwards by the rail pressure in chamber (D), so that the fuel can be injected.
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ILAj0771
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Fuel supply pipe
The fuel supply pipe (3) connects the injector line (2) with the injector (4) by means of a steel-on-steel press-in connection. This means that the head of the supply pipe seals on the socket in the injector supply line. There is an edge filter (1) in the fuel supply pipe. In the unlikely event that there is dirt in the fuel system, then the edge filter will break the dirt into very small particles because of the fuel pulses. This prevents the very small holes in the injectors from becoming blocked.
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The fuel supply pipe has a locking mechanism.
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The fuel supply pipe can only be fitted with the locking mechanism at the top as the bore in the cylinder head has a groove (1) at the top.
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Component description 3.11 PRESSURE LIMITING VALVE
A pressure limiting valve has been fitted to the fuel rail to allow the rail pressure to be limited to a safe value in emergencies. The pressure limiting valve is located at the end of the fuel rail. The fuel rail's control circuit is usually activated. The control circuit consists of the delivery pump, the fuel pump regulator's solenoid, the high-pressure pump, the fuel rail, the rail pressure sensor and the electronic unit. If there is a fault, then the rail pressure can no longer be controlled. It can then increase up to the activation pressure of the fuel rail's pressure limiting valve. This pressure is approximately 1,850 bar. In the open position, the pressure falls to a value of approximately 800 bar and all the excess fuel flows pressureless to the fuel tank via the fuel rails fuel return connection. This activation pressure is approximately 2,050 bar. In the open position, the pressure falls to a value of approximately 850 1,000 bar and all the excess fuel flows pressureless to the fuel tank via the fuel rails fuel return connection.
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3.12 FUEL RETURN OVERFLOW VALVE

The injectors are mounted in the cylinder head. The injectors do not have a separate return port. Instead, there is a longitudinal bore in the cylinder head which touches all the injector bores in all the cylinders at the same height as the return hole in the injectors. An overflow valve has been fitted at the end of the bore in order to prevent moisture from forming in the bore and to prevent the bore from running empty when the engine is turned off. The valve maintains a residual pressure with regard to the return pressure of 1.3 to 2.0 bar.
The return fuel flows back to the fuel tank from the overflow valve. For further information about the fuel system, please refer to QuickServe Online. See https://quickserve.cummins.com.
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Inspection and adjustment
4.
4.1
INSPECTION AND ADJUSTMENT

BLEEDING THE FUEL SYSTEM
Stop pumping as soon as a higher resistance is felt. Continuing to pump may cause internal damage to the fuel system.
When the hand pump is used, the fuel system is bled automatically. Any air will be returned to the tank via the return line. 1. Unscrew the hand pumps pressure cap (A) and pull out the pressure cap. 2. Use the hand pump until a higher resistance can be clearly felt. 3. Push the pressure cap back in and tighten it until the sealing ring touches. Next, rotate the pressure cap by hand a further turn. For details about checking and adjusting the fuel system, please refer to Quickservice Online. See https://quickserve.cummins.com.
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Removal and installation
5.
REMOVAL AND INSTALLATION

The battery terminal clamps must always be disconnected when removing and installing fuel system components.

5.1
REMOVING AND INSTALLING THE BATTERY TERMINAL CLAMPS

In order to prevent the tachograph from saving an error code, the driver's card must be replaced by the workshop card before the battery terminal clamp is disconnected from the negative pole. Do not place any tools or other materials on or near the batteries. This could shortcircuit the battery or may even cause the battery to explode. Always disconnect the connection between the battery terminal clamp and the negative pole when working on the vehicle.

To prevent damage to electronic components, never disconnect the battery terminal clamps when the engine is running. Turn off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole.

Wait at least 80 seconds after turning off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. The AdBlue lines may become blocked if the connection is disconnected too quickly. Avoid sparks and naked flames near the batteries.
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Battery acid is an aggressive liquid. In the event of skin contact: wash the affected area thoroughly with plenty of water. Contact a doctor if the affected area remains red or painful. Remove affected clothing and rinse with water. In the event of eye contact: wash for at least 15 minutes with plenty of water and contact a doctor. If swallowed: DO NOT induce vomiting, rinse your mouth, drink two glasses of water and visit a doctor. If inhaled: get some fresh air, take a rest and contact a doctor.
See 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1) for the battery terminal clamp tightening torques.
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See the AdBlue safety data sheet for the properties, risks and safety information.

Always wear gloves and safety goggles when working on the AdBlue unit/ exhaust gas after-treatment system. Do not allow AdBlue to come into contact with other chemicals. Avoid AdBlue coming into contact with painted components. Immediately rinse off AdBlue with clean water. To prevent damage to electronic components, never disconnect the battery terminal clamps when the engine is running. Turn off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. Wait at least 80 seconds after turning off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. If the connection is disconnected too quickly, then the AdBlue lines may become blocked.
Removing the AdBlue tank 1. To prevent dirt from entering, the outside of the AdBlue tank must first be cleaned. 2. Disconnect the earth cable from the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)). 3. If the AdBlue tank has a heating system, drain the cooling system (see Group 2).
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4. Mark the lines at the rear of the AdBlue tank. 5. Place a suitable container under the AdBlue tank. 6. Drain the AdBlue tank by disconnecting the line connected to the "AdBlue OUT" connection.
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The volume of the AdBlue tank is approx. 25 litres.
7. Disconnect the other lines from the AdBlue tank, plug them and tie them against the chassis. 8. Place suitable lifting equipment under the AdBlue tank.
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1 2 3 4 9. Remove the attachment bolts (8) which connect the AdBlue tank's bracket (3) to the chassis. 10. Remove the attachment bolt (2) which connects the bracket (3) against the tank frame (12). 11. Support the AdBlue tank. Remove the AdBlue tank's attachment bolts (4). 12. Remove the bracket (3), the vibration dampers (5 and 7) and the bush (6). 13. Carefully lower the AdBlue tank. 14. Disconnect the connector (11) on top of the AdBlue tank. Next, lower the tank further. 15. Remove the AdBlue tank (1).
AdBlue IN AdBlue OUT Coolant IN Coolant OUT
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Installing the AdBlue tank 1. Check the AdBlue tank for damage. 2. Fit the vibration dampers (5 and 7) and the bush (6) in the AdBlue tank (1). 3. Connect the level sensor's connector (11). 4. Hoist up the AdBlue tank and fit the AdBlue tank and the bracket (3) against the tank frame (12) with the bolts (4). 5. Fit the bracket (3) against the chassis bracket (10) using the attachment bolts (8). 6. Fit the bracket (3) to the tank frame (12) using the attachment bolt (2).
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7. Reconnect the AdBlue tank's lines. 8. Fill the AdBlue tank. 9. Fill the cooling system (only necessary if the AdBlue tank has a heating system) (see Group 2). 10. Check the tank and the tank connections for leaks. 11. Connect the earth cable to the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)).
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AdBlue IN AdBlue OUT Coolant IN Coolant OUT
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Removal and installation 5.3 REMOVING AND INSTALLING THE FUEL TANK
A quantity of fuel may be released when removing fuel lines/components. Collect the fuel and avoid the risk of fire. Plug the openings immediately. Always read the safety data sheet. Diesel is an inflammable liquid and must not be exposed to a naked flame or other heat sources. Collect any drained fuel in a suitable container. Diesel fumes that remain in an empty fuel tank form an extremely explosive mixture. Dirt in the system can cause serious damage to the fuel systems components. Prevent this by cleaning the components before disassembling them and by plugging all the openings. Diesel fuel is toxic and can, therefore, have a damaging effect on your health. Avoid any direct or indirect physical contact.
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Removing the fuel tank 1. To prevent dirt from entering, the outside of the fuel tank must first be cleaned. 2. Disconnect the earth cable from the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)). 3. Remove the AdBlue tank (see ). 4. Drain the fuel tank via the plug at the bottom of the tank.
The total volume of the fuel tank is 240 litres!
5. Open the fuel cowl and remove the attachment bolts (B2) which secure the fuel cowl to the bodywork. 6. Place suitable lifting equipment under the fuel tank. 7. Remove the attachment bolts (C) from the bracket on the side of the tank frame. 8. Remove the attachment bolts (A2) which secure the tank frame to the chassis. 9. Carefully lower the fuel tank slightly. 10. Make sure the fuel tank's bleed line is not touching anything. 11. Make sure the fuel cowl's leak-off line is not touching anything. 12. Disconnect the fuel level sensors connector. Next, lower the tank further. 13. Mark the lines connected to the fuel level sensor. 14. Disconnect the lines from the fuel level sensor or completely remove the fuel level sensor. Plug the lines and tie them against the chassis in a high location. 15. To remove the fuel level sensor, use a tightly fitting adjustable spanner to carefully rotate the fuel level sensors housing (2) anticlockwise by 30. Carefully remove the fuel level sensor from the fuel tank. 16. Remove the fuel tank together with the tank frame.
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A B C
2 x M10 1 x M10 3 x M10
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Installing the fuel tank 1. Check the fuel tank for damage. 2. Use suitable lifting equipment to install the fuel tank and the tank frame underneath the vehicle. 3. Connect the lines to the fuel level sensor. See 0 - 2.2 Tightening torques (2 - 3) for the maximum specified tightening torques for the line unions. Or Place the fuel level sensor in the fuel tank and use a tightly fitting adjustable spanner to rotate the gauge by 30 clockwise whilst applying a vertical force of 30 - 40 kg (maximum torque 50 Nm). 4. Connect the fuel level sensors connector. 5. Check whether none of the lines/hoses are touching anything and hoist the tank further upwards until the attachment bolts can be fitted. 6. First, fit attachment bolts A2 and C of the fuel tank frame and tighten them by hand. 7. Open the fuel cowl and fit the attachment bolts (B2). 8. Tighten the tank frames attachment bolts. 9. Fit the AdBlue tank (see 2 - 5.2 Removing and installing the AdBlue tank (5 - 3)). 10. Fill the fuel tank. 11. Bleed the fuel system (see 2 - 4.1 Bleeding the fuel system (4 - 1)). 12. Check the fuel tank and the hose connections for leaks. 13. Connect the earth cable to the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)).
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RISK OF BEING BURNT: The catalytic converter becomes very hot and cools down more slowly than a standard silencer. Always wear gloves and safety goggles when working on the AdBlue unit/ exhaust gas after-treatment system. See the AdBlue safety data sheet for the properties, risks and safety information. Do not allow AdBlue to come into contact with other chemicals.

Removing the AdBlue injector 1. Turn OFF the engine and the main switch. 2. Disconnect the earth cable from the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)). 3. Remove the AdBlue hose (1) from the AdBlue injector (2). 4. Unscrew the nut (3) from the AdBlue injector (2) and remove the injector from the exhaust pipe.
Handle the AdBlue injector with care. There is a ceramic insulator in the injector. To avoid damage, handle and assemble the AdBlue injector with care.
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Installing the AdBlue injector 1. Refit the AdBlue injector with the nut facing towards the exhaust pipe. Place the cam (1) on the AdBlue injector in the recess (2) in the exhaust pipe.
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2. Tighten the nut (3) to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)). 3. Fit the AdBlue hose (1) to the AdBlue injector (3). 4. Connect the earth cable to the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)).
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Always read the safety data sheet. A quantity of fuel may be released when removing fuel lines/components. Collect the fuel and avoid the risk of fire. Plug the openings immediately. Diesel is an inflammable liquid and must not be exposed to a naked flame or other heat sources. Collect any drained fuel in a suitable container. Diesel fumes that remain in an empty fuel tank form an extremely explosive mixture. Dirt in the system can cause serious damage to the fuel systems components. Prevent this by cleaning the components before disassembling them and by plugging all the openings. Diesel fuel is toxic and can, therefore, have a damaging effect on your health. Avoid any direct or indirect physical contact.

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Removing the fuel level sensor 1. Disconnect the earth cable from the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)). 2. Remove the fuel tank (see 2 - 5.3 Removing and installing the fuel tank (5 - 6)).
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First, clean the area surrounding the fuel gauge on the fuel tank.
3. Disconnect the fuel level sensors connector (1). 4. If necessary, disconnect the fuel lines from the fuel level sensor. 5. Use a tightly fitting adjustable spanner to carefully rotate the fuel level sensors housing (2) anticlockwise by 30. 6. Carefully remove the fuel level sensor from the fuel tank. 7. Rinse the sieve (4) in clean diesel and then blow it clean and dry with compressed air. 8. Replace the O-ring (3).
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Connector Fuel level sensor housing O-ring Sieve
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Installing the fuel level sensor 1. Place the fuel level sensor in the fuel tank and use a tightly fitting adjustable spanner to rotate the gauge by 30 clockwise whilst applying a vertical force of 30 - 40 kg (maximum torque 50 Nm). 2. Reconnect the fuel lines. See 0 - 2.2 Tightening torques (2 - 3) for the maximum specified tightening torques for the line unions. 3. Connect the fuel level sensors connector. 4. Refit the fuel tank (see 2 - 5.3 Removing and installing the fuel tank (5 - 6)). 5. Connect the earth cable to the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)).
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A B C D E.
Water heater fuel return Fuel tank supply Water heater fuel supply Fuel tank return Bleed opening
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Removal and installation 5.6 REMOVING AND INSTALLING THE ADBLUE SENSOR
Always wear gloves and safety goggles when working on the AdBlue unit/ exhaust gas after-treatment system. See the AdBlue safety data sheet for the properties, risks and safety information. Do not allow AdBlue to come into contact with other chemicals.
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Removing the AdBlue sensor 1. Disconnect the earth cable from the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)). 2. Remove the AdBlue tank (see 2 - 5.2 Removing and installing the AdBlue tank (5 - 3)). Comment First, clean the area on the AdBlue tank surrounding the AdBlue sensor! 3. Remove the AdBlue sensor's electrical connection (3). 4. Use a tightly fitting adjustable spanner to carefully rotate the AdBlue sensors housing anticlockwise by 30. 5. Carefully remove the AdBlue sensor (1) from the AdBlue tank. 6. Replace the O-ring (2).
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AdBlue sensor O-ring Electrical connection Float
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Installing the AdBlue sensor 1. Place the AdBlue sensor (1) back in the fuel tank, apply a vertical force and use a tightly fitting adjustable spanner to rotate the unit clockwise by 30. 2. Reconnect the electrical connection (3). 3. Fit the AdBlue tank (see 2 - 5.2 Removing and installing the AdBlue tank (5 - 3)). 4. Connect the earth cable to the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)).
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Cleaning
6.
6.1
CLEANING
CLEANING THE FUEL LEVEL SENSOR FILTER
Diesel is an inflammable liquid and must not be exposed to a naked flame or other heat sources. Collect any drained fuel in a suitable container. Diesel fumes that remain in an empty fuel tank form an extremely explosive mixture. Diesel fuel is toxic and can, therefore, have a damaging effect on your health. Avoid any direct or indirect physical contact. Always read the safety data sheet.

Removing the fuel level sensor 1. Disconnect the earth cable from the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)). 2. Remove the fuel tank (see 2 - 5.3 Removing and installing the fuel tank (5 - 6)).
First, clean the area surrounding the fuel gauge on the fuel tank.
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Cleaning
3. Disconnect the fuel level sensors connector (1). 4. If necessary, disconnect the fuel lines from the fuel level sensor. 5. Use a tightly fitting adjustable spanner to carefully rotate the fuel level sensors housing (2) anticlockwise by 30. 6. Carefully remove the fuel level sensor from the fuel tank. 7. Rinse the sieve (4) in clean diesel and then blow it clean and dry with compressed air.
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8. Replace the O-ring (3).
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1 2 3 4 Installing the fuel level sensor 1. Place the fuel level sensor in the fuel tank and use a tightly fitting adjustable spanner to rotate the gauge by 30 clockwise whilst applying a vertical force of 30 - 40 kg (maximum torque 50 Nm). 2. Reconnect the fuel lines. See 0 - 2.2 Tightening torques (2 - 3) for the maximum specified tightening torques for the line unions. 3. Connect the fuel level sensors connector. 4. Refit the fuel tank (see 2 - 5.3 Removing and installing the fuel tank (5 - 6)). 5. Connect the earth cable to the batteries (see 2 - 5.1 Removing and installing the battery terminal clamps (5 - 1)).
Connector Fuel level sensor housing O-ring Sieve
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A B C D E. 6-2
Water heater fuel return Fuel tank supply Water heater fuel supply Fuel tank return Bleed opening DD039400
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Always wear gloves and safety goggles when working on the AdBlue unit/ exhaust gas after-treatment system. See the AdBlue safety data sheet for the properties, risks and safety information. Do not allow AdBlue to come into contact with other chemicals.
Cleaning

Cleaning 1. The injector can be carefully cleaned by soaking it in lukewarm distilled water and then rinsing it. 2. Carefully blow the injector dry using compressed air.
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Inspection 1. Connect an air hose that has a pressure reducing valve to the injector. Set the pressure reducing valve to 0.7 bar. 2. Hang the injector in a container of distilled water and check whether air bubbles of the same size come out of all of the injector holes. 3. Carefully blow the injector dry using compressed air.
For cleaning the other parts of the fuel system, please refer to Quickserve Online. See https://quickserve.cummins.com.
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Cleaning
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Safety instructions
1.
1.1
SAFETY INSTRUCTIONS
GENERAL INFORMATION
The work described in this document may only be carried out by trained and competent personnel. Always observe the locally applicable legal safety and environmental regulations. Always observe the health and safety regulations. Observe all the warnings and safety instructions given in this document. Always first read and observe the instructions and warnings written on the labels and stickers which are placed on various vehicle components. Do not ignore them. They are there to ensure your health and safety! If these labels and stickers are damaged/illegible, they must be replaced. Wear clean, well fitting clothes and, if necessary, apply protective cream to unprotected parts of your body. Always wear safety goggles and safety shoes when carrying out work on the vehicle. Do not run the engine unnecessarily in an enclosed or unventilated area. In other words, make sure the exhaust fumes are properly extracted.
Comment: The engine stops automatically after a set time if the engine idles and the accelerator pedal is not depressed.
Remain a safe distance from rotating and/or moving components. To prevent the risk of fire, the engine and the area surrounding it must be free of highly inflammable liquids. If work is carried out on the engine encapsulation, then the engine compartment, the encapsulation and the engine should be cleaned, if necessary, because there is a risk of fire if the encapsulation, engine or engine compartment are dirty.
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Safety instructions 1.2
1.2.1
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AREAS OF RISK
MOVING PARTS
1.2.2
In order to prevent people from starting the engine when work is being carried out on the vehicle, always disconnect the batterys earth connection. Place a sign that reads DO NOT OPERATE on the dashboard.
To prevent damage to electrical components, never disconnect the battery terminal clamps whilst the engine is running. Turn off the contact switch and the main switch before disconnecting the connection between the battery terminal and the negative pole. Wait at least 80 seconds after turning off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. If the connection is disconnected too quickly, the AdBlue lines may become blocked.
1.2.3
VARIOUS LIQUIDS
Various types of oil and other lubricants used on the vehicle can harm your health. This also applies to engine coolant, screenwash fluid, coolant in air conditioning systems, battery acid and clutch fluid. Therefore, avoid internal and external bodily contact with these liquids.
To prevent skin injury and poisoning, avoid internal and external bodily contact with the various liquids. Always read the safety data sheet.
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1.2.4 FUEL Diesel is an extremely flammable liquid. It must not be exposed to a naked flame nor be brought into contact with hot components. The diesel fumes remaining in an empty fuel tank form an extremely explosive mixture.
Safety instructions
A certain quantity of fuel will be released when removing the fuel systems components. To keep this quantity of fuel to a minimum, unscrew the tank cap to allow any excess pressure to escape. Collect any fuel that escapes and remain aware of the fire risk.

Diesel is highly inflammable. Avoid a naked flame, heat sources or a lit cigarette close to the fuel system: FIRE RISK! Diesel is harmful to your health. Prevent diesel from coming into contact with skin, eyes or clothing. Do not inhale diesel fumes. If diesel is swallowed, contact a doctor immediately.
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Safety instructions
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Avoid AdBlue coming into contact with painted components. Spilt AdBlue can be easily removed with water. If AdBlue dries, it leaves a white film, which can be removed with water. AdBlue corrodes metals, such as copper and aluminium. Alloys, such as brass, can also be damaged. If AdBlue comes into contact with the electrical installation (wiring harnesses and contacts), then the components concerned must be replaced. Do not allow AdBlue to come into contact with other chemicals. Carefully check the AdBlue lines for leaks. Avoid bodily contact with AdBlue. In the event of skin contact: rinse with plenty of water. In the event of contact with the eyes: rinse with plenty of water for at least 15 minutes and seek medical assistance. If swallowed: rinse your mouth with plenty of water. Do not induce vomiting. Seek medical assistance. In the event of inhalation: get some fresh air and take a rest. Seek medical assistance. If the AdBlue tank cap is opened at a high exterior temperature, then it is possible that ammonia fumes may escape. Ammonia has a strong, irritating smell and affects the eyes, skin and mucous membrane.
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1.2.6 EXHAUST GASES
Safety instructions
Intake and exhaust systems There is a risk of being burnt, because a number of components, such as the exhaust pipe and the catalytic converter, are hot when the engine is running (or has been running). It can take some time for the hot components to cool down. A silencer with an integrated catalytic converter remains hot for longer than a silencer without a catalytic converter. Dust and materials that are released from a silencer when, for example, removing a silencer are harmful and must not be inhaled. The ceramic element of a silencer with a catalytic converter has a highly poisonous coating. It is not permitted to avoid the use of the exhaust gas aftertreatment system or to strip it of components. It is also not permitted to use a urea solution (AdBlue) that does not meet the required specifications or to use the vehicle or the device without a urea solution (AdBlue). The vehicle is equipped with a catalytic converter. The catalytic converter/exhaust system becomes very hot when driving.
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Safety instructions
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See the product's safety data sheet for the properties, risks and safety information. The catalytic converter/exhaust silencer must be removed and disposed of in accordance with Directives 91/689/EC160802 and the local, regional and national legislation. Always wear gloves and safety goggles when working on the catalytic converter/ exhaust silencer. If the sleeve is damaged or if the catalytic converter has come loose, chemical dust can come out of the exhaust silencer. If this is the case, plug all the openings in the catalytic converter/exhaust silencer before removing it. It is not permitted to open the catalytic converter/exhaust silencer!
See 3 - 4.4 Removing and installing the catalytic convertor/ silencer (4 - 6).
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General information
2.
2.1
2.1.1
GENERAL INFORMATION
AIR INTAKE SYSTEM
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The exhaust gases are led to the turbine housing via the engine's exhaust manifold. The exhaust gases drive the turbo's turbine wheel. The turbine wheel is connected to the compressor via a rigid shaft. The turbo's compressor draws in clean air via the air filter and compresses this air, which then flows to the intercooler under high pressure. The compressed air is cooled in the intercooler before it is sent to the inlet manifold. The compressed air is sent from here to the cylinders via the inlet manifold.
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Suction side of the turbo compressor Delivery side of the turbo compressor Intercooler IN Intercooler OUT Inlet manifold IN
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General information
2.1.2 EXHAUST SYSTEM
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NOx sensor Exhaust silencer with catalytic converter Exhaust gas temperature sensor after the catalytic converter Exhaust gas temperature sensor before the catalytic converter AdBlue injector Turbo compressor Flexible exhaust pipe Exhaust pipe
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2.2.1
General information
SYSTEM DESCRIPTION
TURBO COMPRESSOR WITH WASTEGATE
In order to allow the engine to react more quickly at low engine speeds, a turbo compressor is used, which provides a better degree of filling. Without taking measures, the turbo compressor would produce a boost pressure that is too high at the maximum engine speed. For this reason, a wastegate is used. The boost pressure is measured by a diaphragm box (1), which is located on the delivery side of the turbo compressor. The diaphragm is pushed backwards against the force of the spring by the boost pressure. The operating rod (2) that is connected to it is also pushed backwards. The operating rod operates a valve in the turbine housing (3).
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If the valve (1) is opened, some of the exhaust gases will pass directly to the exhaust and will not be used to drive the turbo compressor's turbine wheel (2). The valve in the turbine housing is opened when the set maximum pressure is reached.
For further information about the intake/ exhaust system, please refer to QuickServe Online. See https:// quickserve.cummins.com.
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General information
2.2.2 EXHAUST GASES
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A diesel engines combustion process produces the following substances, which are emitted via the exhaust as gases: Water vapour (H2O) Carbon dioxide (CO2) Hydrocarbons (CH) Carbon monoxide (CO) Sulphur oxide (SOx) Soot particles Nitrogen oxide (NOx)
If the combustion process is successfully completed (all the injected diesel is fully burnt), only water (H2O) and carbon dioxide (CO2) will be released. If all of the fuel is not fully burnt, then hydrocarbons (CH) and carbon monoxide (CO) will be produced. However, the quantities that are produced during the combustion in the diesel engine are so small that they play a minor role in the emission level. Sulphur oxide (SOx) is produced as a result of the sulphur that is present in the fuel. These quantities are small due to the low sulphur content of the diesel. The soot particles and the nitrogen oxides are the most critical for the exhaust gas emissions. The soot particles can be reduced to a low level by tuning the engine (for example, the injection time and the injection duration). Nitrogen and oxygen are present in air (80% nitrogen and 18% oxygen). Nitrogen oxides are produced when nitrogen combines with oxygen. This reaction takes place at the high pressure and high temperature that occur in the combustion chamber. Approximately 90% of nitrogen oxides is nitrogen oxide and 10% is nitrogen dioxide; together they are indicated as NOx. The EAS system is used in order to meet the strict emission requirements concerning nitrogen oxides.
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3.
3.1

INSPECTING THE AIR FILTER BLOCKAGE INDICATOR
General information The indicator indicates whether the air filter element needs to be replaced. When the air filter element is normal/clean, then the yellow piston is in the green area (between A and B). When the yellow piston is in the red area (above B), the air filter element is seriously contaminated and must be replaced. A dirty air filter element leads to increased fuel consumption and a loss of power.
It is not permitted to blow through or clean the air filter element with an air hose and to then reuse it.
Inspection 1. Check whether the yellow indicator (piston) has reached the maximum contamination limit. Note the level of contamination and compare this to the previous inspection. A sudden increase in the level of contamination can indicate a temporary blockage caused by snow or moisture. 2. Press the (yellow) reset button to check the operation of the indicator. Check the vacuum hose and its connection for faults. 3. Replace the air filter element if the indicator has reached the maximum contamination limit.
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A B
Normal, clean air filter Filter with maximum contamination. Replace the air filter. 3-1
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Inspection and adjustment 3.2 CHECKING THE NEGATIVE INTAKE PRESSURE
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1. Remove the negative pressure indicator's (1) air hose from the intake pipe connection (2). 2. Connect a pressure gauge with a maximum scale of -100 mbar (-10 kPa) to the negative pressure indicators connection point. 3. Measure the negative intake pressure at the maximum loaded engine speed and compare this reading with the specified value (see 0 - 3.1 General information (3 - 1)). 4. Fit the negative pressure indicator's (1) air hose to the intake pipe (2).
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Negative pressure indicator Air intake pipe Connection nipple M10 x 1
3-2
DD039400
4
Citea LLE 3.3 INSPECTING THE AIR INTAKE SYSTEM
Check the condition and the attachment of the air intake ducts, the hoses and the hose clips of the air intake system. If in doubt about whether the air intake system is airtight, which may be recognized by: The loss of power. High fuel consumption. Unusual sounds. Check the air intake system for leaks by carrying out a pressure test. Pressure-testing the air intake system
Plugs may spring off if they are not properly secured. For this reason and because of the risk of damage to the air intake system, the pressure must never be greater than 1.0 bar.
1. Disconnect the intake hose between the intercooler and the inlet manifold at the inlet manifold. 2. Fit the sealing cap ( 76 mm) (special tool VDL Bus & Coach no. 41329310 and 411329311) into the hose.
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3. Disconnect the hose between the air filter housing and the turbo compressor. 4. Fit the sealing cap ( 100 mm) (special tool VDL Bus & Coach no. 40694831) into the rubber suction hose. 5. Connect an air hose with a pressure regulating valve to the sealing cap (VDL Bus & Coach no. 41329310) with an air connection ( 76 mm) and pressurize the system to approximately 1.0 bar. 6. Use soapsuds to check the entire air intake system for air leaks. Check whether the pressure regulating valves pressure gauge drops. 7. Bleed the pressure reducing valve and check whether the pressure remains constant for some time.
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8. Refit the hoses for the intake system that were disconnected.
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Citea LLE 3.4 INSPECTING THE EXHAUST SYSTEM
Exhaust gases contain carbon monoxide. Carbon monoxide is a deadly, colourless and odourless gas which, when inhaled, deprives the body of oxygen, leading to asphyxiation. Serious carbon monoxide poisoning can result in brain damage or death. RISK OF BEING BURNT: The catalytic converter becomes very hot and cools down more slowly than a standard silencer. The most important component of the ceramic element of a silencer with a catalytic converter is vanadium. Vanadium is regarded as a heavy metal. If the sleeve is damaged or if the catalytic converter has come loose, chemical dust can come out of the exhaust silencer. If this is the case, plug all of the openings in the catalytic converter/exhaust silencer before removing it. The catalytic converter/exhaust silencer must not be opened.

Procedure 1. Check the attachment of the exhaust system for faults. 2. Visually check the exhaust system for leaks. 3. Check to make sure there can be no heat transfer (for example, as a result of the build-up of contamination) to components near the exhaust system, such as lines, etc. 4. Check whether all the heat shields and the insulation materials are present and undamaged. 5. Check the attachment of the temperature sensor(s), the NOx sensor and the AdBlue injector. General information The catalytic converter becomes very hot and cools down more slowly than a standard silencer. This causes the exhaust fumes that leave the silencer when, for example, the engine is idling after the vehicle has been driven to maintain a high temperature for longer. The exhaust fumes smell differently to exhaust fumes from an engine without exhaust fumes cleaning. The difference is more noticeable when the engine is cold. When pulling away when the engine is cold, a cloud of steam may form. This is more noticeable than for an engine without exhaust fumes cleaning. A steam cloud may form at temperatures up to +5 C. Steam may also form when starting the engine after a short break, but to a lesser extent than in the case of a cold start. DD039400 3-5
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Citea LLE
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Citea LLE 3.5 INSPECTING THE EXHAUST GAS BACK PRESSURE
Exhaust gases contain carbon monoxide. Carbon monoxide is a deadly, colourless and odourless gas which, when inhaled, deprives the body of oxygen, leading to asphyxiation. Serious carbon monoxide poisoning can result in brain damage or even death. RISK OF BEING BURNT: The catalytic converter becomes very hot and cools down more slowly than a standard silencer.

General information The exhaust gas back pressure must be checked: 1. During every service. 2. In the event of error codes or traction problems. The reason for this inspection is to prevent: 1. Engine damage as a result of a too high back pressure. 2. An exhaust pipe fire. 3.5.1 MEASURING THE EXHAUST GAS BACK PRESSURE ON THE FLEXIBLE EXHAUST PIPE
1. Check the error codes using the VDL Bus & Coach diagnosis tool. If there are error codes, then they must be rectified first. 2. Remove the plug (1) from the measuring point (M14 x 1.5 screw thread). 3. Connect a pressure gauge with a range of up to approx. 0.1 - 0.3 bar (10 - 30 kPa) to the measuring point.

To prevent strong vibrations of the gauges needle, a dampened gauge should be used.
4. Bring the engine to the operating temperature. To prevent damage to the measuring equipment, slowly increase the engine speed.
5. Measure the exhaust gas back pressure at the maximum loaded engine speed and compare the value to the maximum permitted value (see 0 - 3.1 General information (3 - 1)). 6. If the maximum permitted value is exceeded, then there is a constriction in the exhaust pipes or the catalytic converter is faulty. Check for the formation of crystals around the AdBlue injector (see 3 - 3.5.2 Inspection of the immediate surroundings of the AdBlue injector (3 - 9)). DD039400
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An exhaust gas back pressure which is too high will result in less acceleration and will, in time, cause engine and/or fire damage. 7. The operation of the catalytic converter is checked automatically by the catalytic converters inlet and exhaust temperature sensors. The following conditions must be met for this diagnosis to take place: The diagnosis only takes pace if the inlet and exhaust temperature sensors measure the temperature of the surrounding air and if the engine has been turned off for at least 8 hours. If the catalytic converters temperature is greater than 38 C or if the temperatures measured by the temperature sensors differ by more than 5.5 C, then the diagnosis is not carried out. If the diagnosis is carried out and there is a fault, the ECM activates the emission warning symbol on the instrument panels warning screen and the engine torque is reduced. An error code is saved.
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The most important component of the ceramic element of a silencer with a catalytic converter is vanadium. Vanadium is regarded as a heavy metal. If the sleeve is damaged or if the catalytic converter has come loose, chemical dust can come out of the silencer. If this is the case, plug all of the openings in the catalytic converter/exhaust silencer before removing it. The catalytic converter/exhaust silencer must not be opened.
Disassemble the catalytic converter/exhaust silencer. An exhaust gas back pressure which is too high can be caused by: Burnt exhaust gas particles, such as soot particles and/or ash (ash = burnt soot particles). A faulty catalytic converter stone. If yellow, powdery dust and/or honeycomb parts are observed, then the catalytic converter must be replaced.
A faulty catalytic converter stone can usually be recognized by the end of the exhaust pipe turning white.
3-8
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3.5.2 INSPECTION OF THE IMMEDIATE SURROUNDINGS OF THE ADBLUE INJECTOR
Crystals which form around the AdBlue nozzle can block most of the flow. This blockage will cause the back pressure in the exhaust system (catalytic converter) to be too high. Disassemble the flexible outlet part of the catalytic converter and check for the presence of crystals around the AdBlue nozzle (a slight deposit around the AdBlue nozzle is normal). AdBlue crystals can be removed by: Rinsing with warm water. Carefully tapping them with a hammer and vacuuming them. Vacuuming. Clean the AdBlue nozzle. (see 3 - 5.2 Cleaning the AdBlue injector (5 - 4)).
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Inspection and adjustment 3.6 INSPECTING THE EXHAUST GAS AFTER-TREATMENT SYSTEM
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The exhaust gas after-treatment system is checked by carrying out a dose module override test. The purpose of the test is to allow the dosing module to undergo the dosing phase and to check whether a specified quantity of AdBlue liquid is delivered within the specified time. Apart from checking the delivery, this test is also used to trace mechanical faults in the exhaust gas after-treatment system, such as in the dosing module and the AdBlue lines.

3
Exhaust gases contain carbon monoxide. Carbon monoxide is a deadly, colourless and odourless gas which, when inhaled, deprives the body of oxygen, leading to asphyxiation. Serious carbon monoxide poisoning can result in brain damage or death. RISK OF BEING BURNT: The catalytic converter becomes very hot and cools down more slowly than a standard silencer. See the AdBlue safety data sheet for the properties, risks and safety information. Always wear gloves and safety goggles when working on the AdBlue unit/ exhaust gas after-treatment system. Do not allow AdBlue to come into contact with other chemicals. Avoid AdBlue coming into contact with painted components. Immediately rinse off AdBlue with clean water.

Inspection 1. Check the AdBlue supply and return lines, the injector line and the dosing module for leaks. A white deposit indicates an AdBlue leak. Replace the component if there is a leak.
The dosing module cannot be repaired and the entire component must be replaced.
Dosing module override test All the error codes related to the exhaust gas after-treatment system must be rectified and removed before carrying out the dosing module override test. 1. Make sure the AdBlue tank is full. 2. Heat the AdBlue injector before starting the dosing module override test. To do so, allow the engine to idle for approx. 2 minutes with an increased engine speed. 3. Connect the VDL Bus & Coach diagnosis equipment. 3 - 10 DD039400
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4. Remove the AdBlue injector (see 3 - 4.6 Removing and installing the AdBlue injector (4 - 11)). Plug the opening (M35 x 1.5).

The AdBlue injector must be removed before starting the override test. This will avoid damage to the catalytic converter. The dosing module override test may only be carried out at the idling engine speed whilst the gearbox is in neutral.
5. Visually check the four injector holes for damage and blockages. If necessary, clean the injector (see 3 - 5.2 Cleaning the AdBlue injector (5 - 4)). 6. Place a measuring jug with a volume of 2.5 litres under the AdBlue injector mouth. Fill the measuring jug with 1 litre of water to prevent any spray. Dip the AdBlue injector mouth under the surface of the water. 7. Idle the engine. 8. Pressurize all the air circuits. 9. The dosing module override test must be carried out according to the instructions and conditions that are given on the diagnosis equipment. The dosing module override test is intended to check whether the dosing module goes through all the cycles. There is a total of three cycles: the pump cycle, the dose cycle and the cleaning cycle. During the pump cycle, check whether the AdBlue solution is correctly drawn out of the AdBlue tank when the pumping starts. The AdBlue solution must flow back to the AdBlue tank during the pump cycle.
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During the dosing cycle, check whether the AdBlue injector mouth injects the specified quantity of AdBlue in the set time. Engine numbers up to 21920728 Test duration: 10 minutes. Quantity of injected AdBlue: 900 - 1,100 ml Engine numbers from 21920728 Test duration: 6 minutes. Quantity of injected AdBlue: 50 - 150 ml For more information, see Service Bulletin TSB090063. During the cleaning cycle, the AdBlue solution is removed from the AdBlue circuit. Check whether all the lines are clean. 10. If the quantity of injected AdBlue solution deviates, then check the following: The air supply to the dosing module. Check again whether the pump cylce is correctly completed. Error code 1682 indicates that the pump cycle is not completed correctly. Carry out the override test again. If, after this, the maximum and minimum injected AdBlue solution values are not achieved, the dose pump must be replaced.
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Do not pour the measured quantity of AdBlue back into the AdBlue tank.
11. Turn OFF the engine. 12. Fit the AdBlue injector (see 4.6 Removing and installing the AdBlue injector (4 - 11)). 13. Delete the error code: Delete the error code. Delete the non-active error codes. 14. Remove the VDL Bus & Coach diagnosis tool.
3 - 12
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4
Citea LLE 3.7 INSPECTING THE CATALYTIC CONVERTER IN THE EVENT OF ERROR CODE 1664
If error code 1664 (catalytic converter missing) is given, either as an active or an inactive code, then the following must be carried out: Create a Cummins Insite work order and save it on your computer. Do NOT delete the error code. Under some circumstances, you will have to create a second work order. You cannot create this work order with a TexaTool. Measure the exhaust gas back pressure. If the exhaust gas back pressure is greater than 30 mbar in combination with error code 1664, then the silencer must be removed and visually checked. Check the exhaust silencer to see whether the catalytic converter is loose. Replace the exhaust silencer after consulting with the VDL Bus & Coach service department.
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3 - 13
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3 - 14
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4.
4.1
REMOVAL AND INSTALLATION

REMOVING AND INSTALLING THE BATTERY TERMINAL CLAMPS

In order to prevent the tachograph from saving an error code, the driver's card must be replaced by the workshop card before the battery terminal clamp is disconnected from the negative pole. Do not place any tools or other materials on or near the batteries. This could shortcircuit the battery or may even cause the battery to explode. Always disconnect the connection between the battery terminal clamp and the negative pole when working on the vehicle.
To prevent damage to electronic components, never disconnect the battery terminal clamps when the engine is running. Turn off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole.

Wait at least 80 seconds after turning off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. The AdBlue lines may become blocked if the connection is disconnected too quickly. Avoid sparks and naked flames near the batteries.
See 0 - 2.2 Tightening torques (2 - 3) for the battery terminal clamp tightening torques.
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4-1
Removal and installation 4.2 REMOVING AND INSTALLING THE INTERCOOLER UNIT
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Removal 1. Remove the cooling unit (see Group 2 "Removing and installing the cooling unit "). 2. Plug the inlet and outlet openings and the lines of the intercooler, radiator and oil cooler. 3. Disassemble the cooling unit and remove the intercooler unit. Installation

3
If the sealing strip and the rubber strips are NOT fitted in the correct position, then this may lead to the cooling unit becoming damaged and a loss of cooling capacity.
1. Put the cooling unit together, paying attention to the position of the inlet and outlet openings with regard to the frame. Fit sealing strip/rubber strips to the new components in the same place as for the old components. 2. Install the cooling unit (see Group 2 "Removing and installing the cooling unit ").
4-2
DD039400
4
Citea LLE 4.3 REMOVING AND INSTALLING THE AIR FILTER ELEMENT
Removing the air filter element 1. Loosen the retaining clips around the air filter cover. 2. Remove the cover.
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1 2 3 4 5 6 7 8 9
Retaining clip Air filter cover Air filter element Sealing valve Air filter housing Air filter housing inner tube Sealing rubber Sealing rubber Suction opening
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3. Carefully move the air filter backwards and forwards to remove the sealing rubber from the inner tube. Next, twist and pull the air filter out of the air filter housing. When removing the filter element, make sure it does not touch the inside of the filter housing.
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3
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4. Clean the inside of the air filter housing and the air filter cover. Prevent damage to the filter elements sealing surfaces. Make sure the inside of the filter housing is clean before a new filter is fitted. Dirt (contamination) that enters the engine via the inlet pipe will damage the engine. 5. Visually check the removed air filter for signs of a leak. Dust particles on the inside (the clean side) of the air filter indicate that the seal is damaged. 6. Clean the rubber sealing valve on the bottom of the air filter cover. Check the sealing valve for blockages and damage.
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Installing the air filter element

It is not permitted to clean or reuse the air filter.
1. Check whether the suction opening (9) is horizontal. 2. Check the new air filter element for damage. Pay special attention to the sealing rubbers. Never fit a damaged air filter element.
3. Fit the air filter element (3) in the air filter housing by hand. Only push the filter element by touching the filters outer circumference, NEVER by touching the inside. 4. NEVER use the cover to push the air filter into place, because this may damage the air filter housing, the cover and the retaining clips. This will invalidate the warranty. 5. Fit the air filter cover (2). It must be possible to fit it without the need for an excessive force. Use the retaining clips (1) to secure the filter element in place. 6. Reset the air filter indicator.
ILAj0878
DD039400
4-5
Removal and installation 4.4 REMOVING AND INSTALLING THE CATALYTIC CONVERTOR/SILENCER
Exhaust gases contain carbon monoxide. Carbon monoxide is a deadly, colourless and odourless gas which, when inhaled, deprives the body of oxygen, leading to asphyxiation. Serious carbon monoxide poisoning can result in brain damage or death. Inhalation of smoke and dust particles may have serious consequences for your health. Therefore, take the necessary precautions, such as wearing protective goggles and a dust mask. The catalytic converter (SCR unit) contains, amongst other things, vanadium pentoxide. See the product's safety data sheet for the properties, risks and safety information. The catalytic converter must be removed and disposed of in accordance with Directives 91/689/EC-160802 and the local, regional and national legislation. Always wear gloves and safety goggles when working on the catalytic converter/ exhaust silencer. If the sleeve is damaged or if the catalytic converter has come loose, chemical dust can escape from the exhaust silencer. If this is the case, plug all of the openings in the catalytic converter/exhaust silencer before removing it. It is not permitted to open the catalytic converter/exhaust silencer! Removing the catalytic converter/exhaust silencer 1. Disconnect the batteries' earth cable (see 3 - 4.1 Removing and installing the battery terminal clamps (4 - 1)). 2. Remove the exhaust clamp on the intake side (1) of the exhaust silencer and ensure that the flexible exhaust pipe does not touch anything. 3. Remove the IN exhaust gas temperature sensor (2). 4. Remove the OUT exhaust gas temperature sensor (3). 5. Remove the NOx sensor (4). 6. Securely support the exhaust silencer.
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3
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7. Remove the vibration damper bolts. 8. Remove the exhaust silencer/catalytic converter.
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Installing the catalytic converter/exhaust silencer

When installing the exhaust silencer, a thin layer of Loctite 8009 must be applied to all the attachment nuts and bolts. When installing the exhaust silencer, make sure all the parts are fitted free of tension. Pay particular attention to the wiring of the various sensors. Since the exhaust silencer moves, the wiring must not be too tight.
1. Check the exhaust silencer's vibrations damper. If necessary, replace it. 2. Securely support the exhaust silencer. 3. Fit the exhaust silencer underneath the vehicle. 4. Lightly lubricate the screw thread of the vibration dampers attachment bolts with Loctite 8009. 5. Fit the bolts in the vibration damper and tighten them to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)). Make sure the exhaust silencer is fitted free of tension. 6. Fit the NOx sensor (4) and tighten it to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)). 7. Fit the OUT exhaust gas temperature sensor (3) and tighten it to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)). 8. Fit the IN exhaust gas temperature sensor (2) and tighten it to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)). 9. Lightly lubricate the screw thread of the exhaust clamp (1) with Loctite 8009. 10. Use the exhaust clamp (1) to secure the flexible part of the exhaust. Tighten the clamp to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)). Make sure the parts are fitted free of tension.
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11. Connect the earth cable to the batteries (see 3 - 4.1 Removing and installing the battery terminal clamps (4 - 1)). 12. Start the vehicle and check whether the exhaust system is airtight.
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Citea LLE
4-8
DD039400
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Citea LLE 4.5 REMOVING AND INSTALLING THE EXHAUST GAS AFTER-TREATMENT SYSTEMS AIR FILTER/OIL SEPARATOR
The exhaust gas after-treatment system has a control system that is activated after the contact switch has been turned off. Wait until the control system has completed its cycle before starting work on the system. The system must be depressurized when removing the air filter/oil separator.

The air filter/oil separator must be replaced if the compressor is faulty.
A quantity of waste and water will be forced out of the filter element when removing the air filter/oil separator element. Make sure you are well protected. Wear safety goggles when removing the oil filter/oil separator element.
Removing the air filter/oil separator 1. Turn OFF the main switch. 2. Depressurize circuit 4 by blowing off the air reservoir of circuit 4 (4). 3. Unscrew the air filter/oil separator element one and a half revolutions to bleed the system. Only remove the air filter/oil separator element when all the pressure has been removed. The screw thread is long enough for all the pressure to be removed before the element comes free. 4. Remove the air filter/oil separator element.
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1 2 3 4 5
Circuit 1 (25 litres) Circuit 2 (20 litres) Regeneration reservoir (5 litres) Circuit 4 (20 litres) Circuit 4 pneumatic suspension ECAS (30 litres)
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Installing the air filter/oil separator element 1. Clean the filter heads sealing surface. 2. Lightly lubricate the sealing ring with clean oil. 3. Fit the air filter/oil separator element so that it touches the sealing ring. Rotate the air filter/oil separator element approximately 3/4 of a revolution further by hand. 4. Pressurize circuit 4 and check the air filter/oil separator element for air leaks. Air circuit test Test the air circuit by performing the air circuit test with the VDL Bus & Coach diagnosis tool. The air circuit test must be performed according to the instructions and conditions that are given on the diagnosis equipments display. The sensors pressure and the drop in pressure across the constriction must be within the limiting values. Explanation of the test The test consists of two different phases: 1. The air supply phase (approx. 35 seconds). 2. The control phase (approx. 40 seconds). This test is performed automatically, so the one phase follows the other. The test can be stopped at any time.
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The air supply must be at a pressure of more than 8 bar. The test can also be performed at lower pressures. In that case, however, the pressure values before and after the constriction will be unreliable.
Air supply phase The test starts with the air supply phase. The air pressure control valve is activated and the air pressure passes to the dosing valve via the constriction and the air supply line, and to the injector via the dosing valve and the dosing line. The pressure sensor values before and after the constriction are displayed during this phase. Control phase The last phase is started after the OK/Unknown button has been pressed. During this phase, the bleed valve is opened so that the system is depressurized. The control phase is always performed, even if the test is stopped.
4 - 10
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Citea LLE 4.6 REMOVING AND INSTALLING THE ADBLUE INJECTOR
RISK OF BEING BURNT: The catalytic converter becomes very hot and cools down more slowly than a standard silencer. See the AdBlue safety data sheet for the properties, risks and safety information. Always wear gloves and safety goggles when working on the AdBlue unit/ exhaust gas after-treatment system. Do not allow AdBlue to come into contact with other chemicals.

Removal 1. Turn off the engine and the main switch. 2. Leave the AdBlue hose (1) connected to the AdBlue injector (2). 3. Unscrew the nut (3) from the AdBlue injector (2) and remove the injector from the exhaust pipe.

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Installation 1. Refit the AdBlue injector with the nut facing towards the exhaust pipe. Place the cam (1) on the AdBlue injector in the recess (2) in the exhaust pipe.
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3
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2. Lightly lubricate the screw thread of the nut (2) with Loctite 8009. 3. Tighten the nut (2) to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)).
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DD039400
4
Citea LLE 4.7 REMOVING AND INSTALLING THE EXHAUST GAS TEMPERATURE SENSOR
The ceramic plate in the temperature sensor may get damaged during maintenance work. Test the temperature sensor if there is a fault. TEMPERATURE SENSOR IN (B246)

4.7.1
Removal 1. Disconnect the earth cable from the batteries (see 3 - 4.1 Removing and installing the battery terminal clamps (4 - 1)). 2. Disconnect the connector (TEMP IN B246) on the silencer. 3. Unscrew the cap nut and remove the exhaust gas temperature sensor (3).
ILAh0809
Installation 1. Lightly lubricate the cap nuts screw thread with Loctite 8009. 2. Fit the exhaust gas temperature sensor (3) and tighten it to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)). 3. Connect the connector (TEMP IN B246). 4. Connect the earth cable to the batteries (see 3 - 4.1 Removing and installing the battery terminal clamps (4 - 1)).
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4.7.2 TEMPERATURE SENSOR OUT (B247)
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Removal 1. Disconnect the earth cable from the batteries (see 3 - 4.1 Removing and installing the battery terminal clamps (4 - 1)). 2. Disconnect the connector (TEMP OUT B247) on the silencer. 3. Unscrew the cap nut and remove the exhaust gas temperature sensor (2).
ILAh0809
Installation 1. Lightly lubricate the cap nuts screw thread with Loctite 8009. 2. Fit the exhaust gas temperature sensor (2) and tighten it to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)). 3. Connect the connector (TEMP OUT, B247). 4. Connect the earth cable to the batteries (see 3 - 4.1 Removing and installing the battery terminal clamps (4 - 1)).
4 - 14
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4
Citea LLE 4.8 REMOVING AND INSTALLING THE NOX SENSOR
Removal 1. Disconnect the earth cable from the batteries (see 3 - 4.1 Removing and installing the battery terminal clamps (4 - 1)). 2. Disconnect the NOx connector from the electronic unit (2). 3. Disconnect the electronic unit (2).
Make sure the NOx sensor, the cable and the electronic unit rotate in the same direction.
4. Remove the NOx sensor (1).
ILAh0810
Installation

If the old NOx sensor is used, apply a small quantity of the specified assembly compound to the sensors screw thread. Make sure the NOx sensor, the cable and the electronic unit rotate in the same direction.
1. Fit the NOx sensor (1) and tighten it to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)). 2. Fit the electronic unit (2) and tighten the bolts (3) to the specified torque. 3. Connect the NOx connector to the electronic unit (2). 4. Connect the earth cable to the batteries (see 3 - 4.1 Removing and installing the battery terminal clamps (4 - 1)).
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Removal and installation 4.9 REMOVING AND INSTALLING THE ADBLUE DOSING MODULE
See the AdBlue safety data sheet for the properties, risks and safety information. Always wear gloves and safety goggles when working on the AdBlue unit/ exhaust gas after-treatment system. Do not allow AdBlue to come into contact with other chemicals.
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Removal 1. Disconnect the earth cable from the batteries (see 3 - 4.1 Removing and installing the battery terminal clamps (4 - 1)).
2. Remove the air filter/oil separator (see 3 - 4.5 Removing and installing the exhaust gas after-treatment systems air filter/oil separator (4 - 9)). 3. Place a container under the dosing module (2).
Clean the front of the dosing module to prevent dirt from getting into the lines and connections. Do not use a high-pressure hose or a steam cleaner to clean the dosing module.
4. Remove the connectors (1 and 3). 5. Mark the AdBlue lines. Remove the AdBlue lines (5, 6, and 7) by pressing both grey parts of the quick-release connection. Hold the lines upwards so that no AdBlue runs out. Plug the openings on the dosing module and the lines/ hoses immediately to prevent dirt from getting into the system. 6. Remove the air line (8) by pushing the black part towards the module and pulling the line out.
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7. Remove the attachment nuts and bolts and remove the AdBlue dosing module from the bracket.
The dosing module weighs approx. 5 kg.
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Installation 1. Check the lines and connectors for damage to the line connections and connector pins before installing the dosing module. 2. Fit the AdBlue dosing module to the bracket. 3. Tighten the dosing modules attachment nuts to the specified torque (see 0 - 3.2 Tightening torques (3 - 2)). 4. Fit the air line (8). 5. Fit the marked AdBlue lines (5, 6 and 7). 6. Connect the connectors (1 and 3). 7. Fit the air filter/oil separator (see 3 - 4.5 Removing and installing the exhaust gas after-treatment systems air filter/oil separator (4 - 9)). 8. Connect the earth cable to the batteries (see 3 - 4.1 Removing and installing the battery terminal clamps (4 - 1)). 9. Check the operation of the dosing module (see 3 - 3.6 Inspecting the exhaust gas after-treatment system (3 - 10)).
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4 - 18
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Cleaning
5.
5.1
CLEANING
CLEANING THE RADIATOR, THE OIL COOLER AND THE INTERCOOLER ELEMENT
Inhalation of dust may seriously harm your health. Therefore, take the necessary precautions, such as wearing dust goggles or a dust mask.
Cleaning the front grille 1. Remove the bolt (1) from the front grille (3). 2. Remove the attachment bracket (2). 3. Remove the front grille (3) from the cooling unit by first pulling the corner forwards (A) and then sliding the front grille downwards. 4. Use a hard brush to clean the front grille and blow it clean with compressed air.
ILAJ0849
Cleaning the radiator/oil cooler/intercooler element 1. Clean the radiator/intercooler element from the front with water. 2. Use a maximum water pressure of 2 bar. 3. Shine an inspection light through the front of the radiator/ intercooler. Look through the lamellae of the radiator/intercooler from the fan side to check whether the radiator is clean.
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Cleaning
4. If the radiator/oil coolers/intercooler element cannot be cleaned using a normal hose, then the radiator/oil coolers/intercooler must be disassembled.
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Avoid using a too high pressure, because this may damage the lamellae. A general car paint cleaner can be added to the water. Do not use any aggressive cleaning agents. Follow the manufacturers instructions when using cleaning products.
5.1.1
INSIDE OF THE RADIATOR
Advice If the specifications for the coolant and the additives are observed, then the inside of the radiator will only be polluted in exceptional circumstances. Light pollution Rinse with hot water. If necessary, add a mild cleaning agent. Surface contaminated with minerals, such as lime Fill the radiator with water and add a slightly alkaline cleaning agent for limestone, such as diluted acetic acid or a mild household cleaning product. Heavy pollution Heavy pollution on the inside is difficult to remove. The use of strong acids may cause serious damage to the radiator. If heavily polluted, the radiator should be cleaned by a specialized company.

After using a cleaning agent, rinse the radiator using plenty of water until all of the cleaning agent is removed. If the specifications for the coolant and the additives are observed, then the inside of the radiator will only be polluted in exceptional circumstances.
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5.1.2 INSIDE OF OIL COOLER/INTERCOOLER ELEMENT
Cleaning
Light pollution Rinse with hot water. If necessary, add a mild cleaning agent. Neutral to slightly alkaline cleaning agents and additives, such as wetting agents, improve the cleaning process. The temperature and concentration may be altered according to the manufacturers instructions. Heavy pollution Heavy pollution on the inside is difficult to remove. If heavily polluted, the radiator should be cleaned by a specialized company.
Before assembling the intercooler element, it is vitally important that the intercooler elements internal surface is free of liquids and cleaning agent residues.
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Cleaning 5.2 CLEANING THE ADBLUE INJECTOR
See the AdBlue safety data sheet for the properties, risks and safety information. Always wear gloves and safety goggles when working on the AdBlue unit/ exhaust gas after-treatment system. Do not allow AdBlue to come into contact with other chemicals.
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Cleaning 1. Remove the AdBlue injector (see 3 - 4.6 Removing and installing the AdBlue injector (4 - 11)). 2. The injector can be carefully cleaned by soaking it in lukewarm distilled water and then rinsing it.
3. Carefully blow the injector dry using compressed air.
ILAj0850
Inspection 1. Connect an air hose that has a pressure reducing valve to the injector. Set the pressure reducing valve to 0.7 bar. 2. Hang the injector in a container of distilled water and check whether air bubbles of the same size come out out of all the injector holes. 3. Carefully blow the injector dry using compressed air. 4. Fit the AdBlue injector (see 3 - 4.6 Removing and installing the AdBlue injector (4 - 11)).
ILAj0839
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THROTTLE CONTROL
THROTTLE CONTROL
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Safety instructions
1.
1.1
SAFETY INSTRUCTIONS
SAFETY INSTRUCTIONS
Exhaust gases Do not allow the engine to run in a confined or unventilated space. Make sure the exhaust fumes are properly extracted.
Moving parts Remain a safe distance from rotating and/or moving components. Electrical short circuit It is recommended to always disconnect the earth cable from the battery when carrying out work that does not require the vehicle to have an electrical power source.

DD039400
In order to prevent the DTCO-1381 tachograph from saving an error code, the driver's card must be replaced by the workshop card before the battery clamp and the negative pole are disconnected. Do not place any tools or other materials on or near the batteries. This could shortcircuit the battery or may even cause the battery to explode. Always disconnect the connection between the battery clamp and the negative pole when working on the vehicle. Turn off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. Wait at least 80 seconds after turning off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. If the connection is disconnected too quickly, the AdBlue injector may become blocked.
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THROTTLE CONTROL
Safety instructions
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To prevent damage to electronic components, never disconnect the battery terminal clamps when the engine is running. Avoid sparks and naked flames near the batteries.
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THROTTLE CONTROL
General information
2.
2.1
GENERAL INFORMATION
ILAj0902
EPC number A032 B230
Name Engine's electronic unit (ECM) Accelerator pedal sensor
Location Right-hand side against the engine block Under the accelerator pedal
Comment
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THROTTLE CONTROL
General information 2.2 SYSTEM DESCRIPTION
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The following are included in the throttle control system: Accelerator pedal sensor (B230) Engine's electronic unit (ECM) A032 Brake pedal sensor (B232)
ILAh0781
The ECM unit is the central control unit for the injection system. The unit requires various input signals to control the engine and vehicle functions and the various components are controlled via output signals. One of the input signals is the accelerator pedal sensor (B230). This signal is forwarded to the ECM (A032). The ECM unit then controls the engine functions. The ECM unit communicates with the other electronic systems in the vehicle via the VFC by means of CAN.
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The throttle control system has Throttle interlock. Throttle interlock consists of the "Antigas" and "Anti Double Pedalling" functions. Antigas Antigas is a function where, under certain conditions, the accelerator pedal signal is interrupted. Anti Double Pedalling Anti Double Pedalling is a function which deactivates the accelerator pedal at the moment the accelerator pedal and the brake pedal are depressed at the same time. Throttle interlock Throttle interlock can be turned on and off by means of a parameter.
THROTTLE CONTROL
General information
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THROTTLE CONTROL
General information 2.3 FUNCTIONAL DESCRIPTION OF THE THROTTLE INTERLOCK
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Signals Input signals for the throttle interlock: Voltage after main relay Voltage after contact relay Door_open signal Door_closed signal Ramp_out signal Ramp_in signal Accelerator pedal signal Driving height Gearbox in neutral Brake pedal Parametric input: Throttle interlock activated or not activated. Output signals are: Throttle interlock control.
Internal function signals are: Brake pedal threshold. 2.3.1 ANTIGAS CONDITIONS
Conditions for turning on the Antigas are: Voltage after the main relay present AND Voltage after the contact relay present AND Gearbox NOT in neutral OR Voltage after the main relay present AND Voltage after the contact relay present AND Engine temperature too high OR Oil pressure too low OR Air pressures too low OR Gearbox temperature too high OR Front door and/or one of the rear doors open OR Only for public transport vehicles: Voltage after the main relay present AND Voltage after the contact relay present AND Is activated after 30 sec. if the temperature of the engine or gearbox is too high or if the oil pressure is too low. OR Is activated after 30 sec. if the air pressures are too low at a speed of > 5 km/h. OR Is activated if the parking brake is not applied and the air pressures are too low at a speed of < 5 km/h.
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Conditions for turning off the Antigas are: Voltage after the main relay present AND Voltage after the contact relay present AND (Brake pedal NOT depressed) AND Gearbox in neutral OR Voltage after the main relay present AND Voltage after the contact relay present AND Vehicle at the driving height AND Door_closed signal active AND Ramps_in signal active AND (Brake pedal NOT depressed) AND Then: Accelerator pedal goes from not being depressed to being depressed OR Voltage after the main relay present AND Voltage after contact relay NOT present OR Voltage after main relay NOT present OR (If present) An emergency release mechanism removes ALL the above conditions.
THROTTLE CONTROL
General information
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General information
2.3.2 EPC K001 K002 SIGNAL DESCRIPTION Name Main relay Contact relay Description Voltage supply from the main relay Voltage supply from the contact relay Type Digital Digital Digital Active Relay turned on Relay turned on Output active.
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3174 (D975 Throttle interOutput of IOU which activates the CN5.16-17) lock control wire Digital Throttle interlock input of the ECM C874-1 (BBD1) C874-2 (BBD1) C874-4 (BBD1) Front door Door_open signal Front door Door_closed signal Front door Ramp_out signal Front door Ramp_in signal Middle door Door_open signal Middle door Door_closed signal Middle door Ramp_out signal Middle door Ramp_in signal Accelerator pedal potentiometer signal Accelerator pedal on idle signal Accelerator pedal off idle signal Status signal from the bodybuilder when the front door is open. Status signal from the bodybuilder when the front door is closed. Status signal from the bodybuilder when the front doors ramp is extended. Status signal from the bodybuilder when the front doors ramp is retracted. Status signal from the bodybuilder when the middle door is open. Status signal from the bodybuilder when the middle door is closed. Status signal from the bodybuilder when the middle ramp is extended. Status signal from the bodybuilder when the middle ramp is retracted. Signal from the accelerator pedal potentiometer, which is placed on J1939 EEC2 by the ECM. Signal from the accelerator pedal switch, which is placed on J1939 EEC2 by the ECM. Signal from the accelerator pedal switch, which is placed on J1939 EEC2 by the ECM.
Digital
Earth sent to IOU input.
Digital
Digital
C874-5 (BBD1) C875-1 (BBD2) C875-2 (BBD2) C875-4 (BBD2) C875-5 (BBD2) 3180
Digital
Digital
Digital
Digital
Digital
Analogue Accelerator pedal depressed (0.5 to 4.5 V). Digital Accelerator pedal not depressed is earth signal on ECM. Accelerator pedal depressed is earth signal on ECM.
3181
3182
Digital
F967 (D947 Brake pedal CN4.7) potentiometer J1939ETC2
Brake pedal signal based on Analogue Brake pedal depressed. which the threshold for depressing the brake pedal is determined CAN message
Gearbox in neu- Signal from the gearbox when the tral CAN mesgearbox is in neutral sage
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EPC Name Driving height Description Internal variable that indicates that the vehicle is at the driving height Type Internal variable
THROTTLE CONTROL
General information
Active Yellow warning light F3 is out Height sensors at calibrated value.
2.3.3
FUNCTIONAL DIAGRAMS
Throttle interlock functional diagram Start Antigas function
Anti Double Pedalling function Throttle interlock active = Antigas is active OR Anti Double Pedalling is active End Antigas functional description There is antigas if the contact switch has been turned on AND The temperature of the engine is too high. The engines oil pressure is too low. The air pressures are too low. The temperature of the gearbox is too high. The front door and/or one of the other doors is open. If the public transport parameter is active, then the following is also applicable: Antigas after 30 seconds if the temperature of the engine or gearbox is too high or if the oil pressure is too low. Antigas after 30 seconds if the air pressures are too low at V > 5 km/h Antigas with the parking brake disengaged and the air pressures too low at V < 5 km/h. Operating the emergency release mechanism (optional) removes all of the above conditions.
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General information
2.3.4 ANTIGAS FUNCTIONAL DIAGRAM Start No Front/middle/rear door open Yes Yes No Bus-stop brake applied? Yes Public transport parameter active? Yes Engine temperature/ oil pressure/air pressure/gearbox temperature/doors OK via parameters? No The air pressure is too low Yes Engine/gearbox temperature or oil pressure OK? No 30 sec. delay of signal No No Engine running No
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V = < 5 km/u Yes No Parking brake disengaged? Yes
Yes Emergency release is active? No
Antigas active No gas reduction No gas reduction
End
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2.3.5 ANTI DOUBLE PEDALLING FUNCTIONAL DIAGRAM Start Anti double pedalling activated No
THROTTLE CONTROL
General information
Anti double pedalling.active = No Yes Ignition Yes Calculate brake active No Anti double pedalling.active = No
not(Haltbrake valve) AND not(BrakeActive) OR gearbox_neutral Yes Anti double pedalling.active = No
No
BrakeActive AND not(Throttle_idle) Yes Antidoublepedalling.active = True
No
End
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General information
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3.
3.1
ENGINE ELECTRONIC UNIT (ECM)
The engines electronic unit (ECM) continuously processes all the input signals from the sensors, switches and other systems in the vehicle. All this data is compared to the saved values (tables and values) in the electronic unit. From these comparisons, the electronic unit calculates the ideal injection moment, the required quantity of fuel to be injected and the quantity of AdBlue to be dosed for the exhaust gas aftertreatment system. Injection quantity regulation The total quantity of fuel to be injected is determined by the following factors: The opening time of the injector(s). The pressure difference between the fuel rail and the cylinder. The injector's flow resistance. Desired rail pressures are programmed in the electronic unit for the occurring loads. As a result, the rail pressure varies between 500 bar and 1,800 bar. The rail pressure circuit ensures that the actual rail pressure is almost the same as the desired rail pressure. To do so, the rail pressure circuit uses the fuel pump regulator's solenoid and the rail pressure sensor. By using a 50 V power source in the electronic unit and an injector coil with a very low resistance, the current increases very quickly when the injector is turned on. This leads to the injector opening immediately, almost independently of the temperature. When the injector is open, the electronic unit switches over to a much lower current by means of a 24 V power source with a duty-cycle signal.
ILAh0727
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THROTTLE CONTROL
Component description 3.2
3.2.1
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ACCELERATOR PEDAL SENSOR

OPERATION
The accelerator pedal sensor (B230) which is connected to the electronic unit consists of two independent, linear Hall effect sensors. The sensor is a contactless sensor. Hall effect There are two independent Hall elements and a permanent magnet in the accelerator pedal sensor. The Hall element is placed in the permanent magnets magnetic field. When the accelerator pedal is depressed, the internal permanent magnet rotates in the sensor housing and the magnetic field's force is changed by the Hall element. The Hall transmitters output voltage is directly proportional to the magnetic fields force. In this way, the Hall elements output voltage is directly proportional to the position of the magnet and, therefore, to the position of the pedal. The Hall elements output voltage is extremely small (V) and requires additional electronics to achieve output voltage levels that can be used by linear sensors. Accelerator pedal sensor position 1 The output signal of position sensor 1, connected to connection point J2/35 of the electronic unit, is a linear voltage signal and is in a fixed relation to the position of the accelerator pedal. Position sensor 1 receives a supply voltage (J2/27) and an earth connection (J2/28) via the electronic unit. Position sensor 1 is the basis for determining the quantity of fuel to be injected. Accelerator pedal sensor position 2 The output signal of position sensor 2, connected to connection point J2/25 of the electronic unit, is a linear voltage signal and is in a fixed relation to the position of the accelerator pedal. Position sensor 2 receives a supply voltage (J2/26) and an earth connection (J2/22) via the electronic unit. The electronic unit compares the signal of position sensor 2 with the signal of position sensor 1 to determine whether the accelerator pedal is in the correct operating position. The supply voltage output signal of position sensor 1 is twice as large as that of position sensor 2. Kickdown switch The kickdown switch only forms a mechanical resistance when it is operated. The kickdown function is recognized because the value of the position sensor's output signal is greater than that of the inactivated kickdown switch.
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Influence of the output signal of accelerator pedal position sensor 1 on the system The basis for determining the quantity of fuel to be injected. The desired quantity of fuel to be injected is corrected by the smoke limit and maximum speed adjustment functions, as well as other functions, and is, therefore, not necessarily the same as the actual quantity of fuel to be injected. Influence of the output signal of accelerator pedal position sensor 2 on the system Comparison signal to determine whether the accelerator pedal works correctly. 3.2.2 CONTROL IF THE ACCELERATOR PEDAL SENSOR IS NOT FUNCTIONING
THROTTLE CONTROL
There are two position sensors in the accelerator pedal sensor. If one of the accelerator pedal position sensors no longer works, the vehicle can still be driven to a safe location. As soon as the accelerator pedal is slightly depressed, the position sensor which is still working sends a signal to the ECM electronic unit concerning the position of the accelerator pedal. The electronic unit activates the injectors so that the engine speed will gradually increase. In this situation, a greater quantity of fuel is gradually injected. The maximum quantity of injected fuel is limited. When the accelerator pedal is released, the engine speed falls to the idling speed. The rate at which the engine speed increases and falls is programmed in the electronic unit. Non-functioning accelerator pedal position sensor 1 If position sensor 1 does not work, an error code will be saved and a "red warning" will be given on the instrument panel (ICM). Non-functioning accelerator pedal position sensor 2 If position sensor 2 does not work, an error code will be saved and a "yellow warning" will be given on the instrument panel (ICM).
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THROTTLE CONTROL
4.
4.1

ADJUSTING THE ACCELERATOR PEDAL
The accelerator pedal must be adjusted using Insite, the Cummins diagnosis tool. 1. Connect the diagnosis equipment. 2. Use Insite to go to Accelerator_Pedal_or_Lever_Posisiton_Sensor_Signal _Voltage. The signal is expressed as a percentage of the supply voltage (5 V) in Volts. Adjusting the zero load 3. Check the distance (A) between the front of the accelerator pedal and the floor. Distance A (zero load) must be 145 mm. With the pedal in the zero load position, APS11 must be 1.1 V 0.15 V. 4. Check whether the pedal has a slight free stroke before the signal starts. 5. Adjust the angle of the pedal according to the table below by correcting the length of the push rod. Adjusting the accelerator pedals full-load stop (kickdown) 6. Now, depress the pedal (1) until the (kickdown) full-load stop (2) is just touched. APS11 must now be 3.65 V 0.1 V. If necessary, the kickdown stop can be screwed in or out to correct it. 7. Depress the pedal as far as possible through the sprung stop (full load/kickdown). APS11 must now be 4.2 V 0.15 V. A. B. C. D. Zero load height Stroke Kickdown range Kickdown
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After completing the adjustment, tighten all the bolts so that the adjustment cannot be changed.
ILAj0875
1. Accelerator Position Sensor 1
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APS1
Situation
Accelerator pedal percentage 0% 90 %
Voltage (APS1)
Adjust as follows
1 2 3
Zero load To the kickdown
1.10 0.15 Volt 3.65 0.10 Volt 4.20 0.15 Volt
Correct the length of the push rod Screw the kickdown stop in or out. N/A
Full load (kickdown) 100 %
Screen display in INSITE
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Safety instructions
1.
1.1
1.1.1
SAFETY INSTRUCTIONS
SAFETY INSTRUCTIONS
MOVING PARTS
1.1.2
It is recommended to always disconnect the earth cable from the battery when carrying out work that does not require the vehicle to have an electrical power source.

DD039400
In order to prevent the DTCO-1381 tachograph from saving an error code, the driver's card must be replaced by the workshop card before the battery clamp and the negative pole are disconnected.
Do not place any tools or other materials on or near the batteries. This could shortcircuit the battery or may even cause the battery to explode. Always disconnect the connection between the battery clamp and the negative pole when working on the vehicle. Turn off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. Wait at least 80 seconds after turning off the contact switch before disconnecting the connection between the battery terminal clamp and the negative pole. If the connection is disconnected too quickly, the AdBlue injector may become blocked. To prevent damage to electronic components, never disconnect the battery terminal clamps when the engine is running. Avoid sparks and naked flames near the batteries.
1-1

Safety instructions
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Avoid AdBlue coming into contact with painted components. Spilt AdBlue can be easily removed with water. If AdBlue dries, it leaves a white film, which can be removed with water. AdBlue corrodes metals, such as copper and aluminium. Alloys, such as brass, can also be damaged. If AdBlue comes into contact with the electrical installation (wiring harnesses and contacts), then the components concerned must be replaced. Do not allow AdBlue to come into contact with other chemicals. Carefully check the AdBlue lines for leaks. Avoid bodily contact with AdBlue. In the event of skin contact: rinse with plenty of water. In the event of contact with the eyes: rinse with plenty of water for at least 15 minutes and seek medical assistance. If swallowed: rinse your mouth with plenty of water. Do not induce vomiting. Seek medical assistance. In the event of inhalation: get some fresh air and take a rest. Seek medical assistance. If the AdBlue tank cap is opened at a high exterior temperature, then it is possible that ammonia fumes may escape. Ammonia has a strong, irritating smell and affects the eyes, skin and mucous membrane.
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1.1.4 EXHAUST GASES

Safety instructions
Intake and exhaust systems There is a risk of being burnt, because a number of components, such as the exhaust pipe and the catalytic converter, are hot when the engine is running (or has been running). It can take some time for the hot components to cool down. A silencer with an integrated catalytic converter remains hot for longer than a silencer without a catalytic converter. Dust and materials that are released from a silencer when, for example, removing a silencer are harmful and must not be inhaled. The ceramic element of a silencer with a catalytic converter has a highly poisonous coating. It is not permitted to avoid the use of the exhaust gas aftertreatment system or to strip it of components. It is also not permitted to use a urea solution (AdBlue) that does not meet the required specifications or to use the vehicle or the device without a urea solution (AdBlue). The vehicle is equipped with a catalytic converter. The catalytic converter/exhaust system becomes very hot when driving.
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Safety instructions
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See the product's safety data sheet for the properties, risks and safety information. The catalytic converter must be removed and disposed of in accordance with Directives 91/689/EC-160802 and the local, regional and national legislation. Always wear gloves and safety goggles when working on the catalytic converter. If the sleeve is damaged or if the catalytic converter has come loose, chemical dust can come out of the silencer. If this is the case, plug all of the catalytic converter's openings before removing the catalytic converter. It is not permitted to open the catalytic converter/exhaust silencer!
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General information
2.
2.1
GENERAL INFORMATION
WARNING
It is not permitted to avoid using the exhaust gas after-treatment system or to strip it of components. It is also not permitted to use a catalytic converter solution that does not meet the required specifications or to use the vehicle or the device without a catalytic converter solution.
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General information 2.2 LOCATION OF THE COMPONENTS
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ILAj0903
The exhaust gas after-treatment system consists of the following main components: 1 2 3 4 5 6 7 8 9 Silencer (catalytic convertor) Dosing module/electronic unit Air/oil separator AdBlue tank AdBlue level sensor AdBlue injector Exhaust gas temperature sensor before the catalytic converter Exhaust gas temperature sensor after the catalytic converter NOx sensor
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General information
The exhaust gas after-treatment system works according to the principle of selective catalytic reduction. The system converts the nitorgen oxides (Nox) produced by the engine (exhaust) into harmless nitrogen and water with the aid of urea (AdBlue). Liquid urea (AdBlue) is injected into the exhaust system by the dosing unit upstream of the catalytic converter. The quantity of urea that is injected by the pump is controlled by the ECM. The urea injection only begins when the temperature of the catalytic converter is greater than 200 C. The exhaust gas after-treatment system injects urea (AdBlue) into the exhaust system with the aid of air from the vehicles pneumatic air system, which causes the compressors operating cycle to increase. The system is controlled by the engines ECM and various parameters must be met before the injection can be started. The quantity of urea (AdBlue) that is used can differ for each application depending on the operating cycle and the engines operating conditions. There will be the sound of air and a click no more than 80 seconds after the vehicle has been turned off. This is normal and is caused by the exhaust gas after-treatment system being cleaned.
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General information 2.4 OPERATION OF THE EXHAUST GAS AFTER-TREATMENT SYSTEM
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General information
ILAj0914
A. B. C. C1. C2. C3. C4. C5. C6. C7. C8. C9. C10. C11. C12. C13. C14. C15. D. 2-4
Air supply Air/oil separator Dosing module Air storage valve Pressure limiting valve AdBlue control valve Constriction Mixing chamber Check valve Check valve Pressure switch Check valve AdBlue temperature sensor Heating element Electronic unit (A034) AdBlue pump (Y024) Check valve Sieve Electronic unit (A032) DD039400
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E. E1 E2 F. G. H. I. J. K.

General information
AdBlue tank module (B296) AdBlue level sensor AdBlue temperature sensor AdBlue tank AdBlue injector Exhaust gas temperature sensor before the catalytic converter (B246) Exhaust gas temperature sensor after the catalytic converter (B247) Catalytic converter NOx sensor after the catalytic converter (B318)
The system treats the exhaust gases so as to reduce the exhaust gas emissions. A quantity of AdBlue is injected before the catalytic converter to reduce the nitrogen oxides. The quantity of AdBlue to be injected depends on the engine speed, the torque provided by the engine and the temperature of the exhaust gas. The engines electronic unit (D) determines whether AdBlue must be injected and, if so, also determines the quantity to be injected. This information is sent to the dosing modules (C) electronic unit (C12) via the CAN network. The dosing module (C) converts these CAN messages into an actual quantity of AdBlue to be injected. To ensure that the AdBlue before the catalytic converter is well distributed, it is mixed beforehand in the mixing chamber (C5) with a certain volume of air. An injector (G) is located before the catalytic converter (J). This injects the AdBlue before the catalytic converter (J). The exhaust gas temperature sensors (H and I) are positioned before and after the catalytic convertor (J) in the silencer (1). These sensors forward the temperature of the exhaust gases to the engines electronic unit (D). When the temperature of the exhaust gases is less than 200 C, the electronic unit (D) does not tell the dosing module (C) to inject AdBlue. Below this temperature, hardly any reaction takes place in the catalytic convertor (I). AdBlue is also not injected if the temperature of the AdBlue is less than approx. -5 C. The engines (D) electronic unit monitors the quantity of NOx in the exhaust gases via the NOx sensor (K) after the catalytic convertor. The NOx emission is monitored as follows. If the NOx emission level is too high, the driver receives a warning on the instrument panel. The engine power can then be reduced. Air circuit The air supply (A), from circuit 4 of the pneumatic system, is connected to the air storage valve (C1) on the dosing module (C) via an air filter (B). The air pressure regulated by the pressure regulator (C2) is sent to the mixing chamber (C5) and DD039400 2-5

General information
the AdBlue control valve (C3) depending on the activation of the air supply valve. The air pressure then ensures that the AdBlue is transported to the AdBlue injector (G) and it improves the injection of AdBlue by the AdBlue injector. AdBlue circuit There is a combined AdBlue temperature/level sensor (E) in the AdBlue tank (F), which consists of an AdBlue level sensor (E1) and an AdBlue temperature sensor (E2). These sensors forward the AdBlue level and the AdBlue temperature to the electronic unit (D). Depending on the position of the AdBlue control valve (C3), the AdBlue pump (C13) pumps the AdBlue through the sieve (C15) (if present) back to the tank via the dosing module (C), or (together with air) to the AdBlue injector (G) via the mixing chamber (C5). An optional AdBlue temperature sensor (C10) in the EAS dosing modules housing forwards the AdBlue temperature to the electronic unit (C12). If the AdBlue temperature drops below a certain temperature, the electronic unit (C12) activates the optional AdBlue heating element (C11) in the dosing modules (C) housing.
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3.
3.1
AIR SUPPLY
The air supply comes from circuit 4 of the air supply system.
3.2
AIR/OIL SEPARATOR
The air from the air compressor is filtered by the air filter/oil separator before it enters the exhaust gas after-treatment systems dosing module. The air/oil separator filters any oil that may be present in the air. Oil particles in the air may affect the components and the seals in the exhaust gas after-treatment systems dosing module.
ILAi0021
3.3
DOSING MODULE
The dosing module consists of various parts. These parts are explained in 5 - 3.12 Description of the dosing module (3 - 8). The dosing module ensures that the correct quantity of AdBlue is sent to the AdBlue injector at the correct time.
ILAj0800
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Component description 3.4 AIR SUPPLY
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The air storage line is connected to the air supply valve fitted on the dosing module via the air/oil separator. The pressure regulated by the pressure regulator is sent to the mixing chamber and the AdBlue control valve depending on the activation of the air supply valve. The air pressure ensures that the AdBlue liquid goes to the AdBlue injector. The air pressure also ensures that the AdBlue is correctly atomized.
3.5
ELECTRONIC UNIT (ECM)
The ECM determines how much AdBlue is to be injected in the exhaust depending on the input signals and the operating conditions. Whether AdBlue is to be injected before the catalytic converter and how much is to be injected is partly determined by the following factors: The engine torque and engine speed. The exhaust gas temperature. The AdBlue level and temperature in the AdBlue tank. A certain quantity of AdBlue must be injected before the catalytic converter to reduce the nitrogen oxides. The quantity of nitrogen oxides that the engine emits for every engine speed is programmed in the electronic unit. The system may be equipped with tank heating as an optional extra. The tank heating consists of a tube in the AdBlue tank through which coolant passes. If the outside temperature falls below a certain value, then the ECM opens a valve. The AdBlue in the tank is then heated to the optimal temperature.
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The AdBlue tank is made from plastic and has a volume of 26 litres. The tank can be equipped with an optional heating system. The AdBlue is then heated by the engines cooling system.
5
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1 2 3 4 A. B. C. D.
Tank cap AdBlue tank AdBlue level sensor AdBlue heating Coolant IN Coolant OUT AdBlue supply AdBlue return
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Component description 3.7 ADBLUE TEMPERATURE/LEVEL SENSOR
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The AdBlue temperature/level sensor (B296) is a combined sensor. Temperature sensor The temperature sensor measures the temperature of the AdBlue liquid in the AdBlue tank. The temperature sensor is an NTC sensor (the resistance becomes less as the temperature increases) and is located at the end of the level sensor. Influence of temperature on the system: The exhaust gas after-treatment system does not start when the temperature of the AdBlue in the tank is less than -3 C. When the exhaust gas after-treatment system is operating, it is turned off when the temperature of the AdBlue in the AdBlue tank is less than -5 C. The system may be equipped with tank heating as an optional extra. In that case, the AdBlue is heated by coolant and the system will remain active. Level sensor The level sensor measures the AdBlue level in the AdBlue tank. The level sensor consists of micro switches (reed switches) that are connected in parallel to the Rfull-Rx resistors. The number of micro switches and resistors depends on the type of sensor. The micro switches are influenced by a magnetic field that is located outside of the sensor. A float is fitted around the sensor. This float has a permanent magnet and floats on the AdBlue liquid. One of the switches is closed by the permanent magnet. Depending on the closed switch, two or more resistors are switched in series, which changes the resistance value. The resistance value is converted by the electronic unit (ECM) into a CAN message for the VFC. The VFC activates the AdBlue gauge on the ICM.
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Citea LLE 3.8 ADBLUE INJECTOR

The AdBlue injector (2) is located in the exhaust pipe before the catalytic converter. The injector ensures the good injection and the good distribution of AdBlue in the exhaust gas flow.
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The injector body has a ceramic insulator inside it. This insulator prevents the AdBlue from crystallizing as a result of the heat of the exhaust before the AdBlue is atomized. The AdBlue injector has four holes for injecting the AdBlue. The mixture of AdBlue and air is evenly injected into the exhaust gas flow to produce a homogeneous mixture.
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Component description 3.9 EXHAUST GAS TEMPERATURE SENSOR BEFORE THE CATALYTIC CONVERTER
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The task of the exhaust gas temperature sensor (B246) is to measure the exhaust gas temperature before the catalytic converter. An NTC (Negative Temperature Sensor) temperature sensor is used to measure the temperature of the exhaust gas. The resistance falls as the temperature increases. Influence of the exhaust gas temperature before the catalytic converter on the system: Determines, in combination with the exhaust gas temperature after the catalytic converter, whether a catalytic converter is present.
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3.10 EXHAUST GAS TEMPERATURE SENSOR AFTER THE CATALYTIC CONVERTER

The task of the exhaust gas temperature sensor (B247) is to measure the exhaust gas temperature after the catalytic converter. An NTC (Negative Temperature Sensor) temperature sensor is used to measure the temperature of the exhaust gas. The resistance falls as the temperature increases. Influence of the exhaust gas temperature after the catalytic converter on the system: Determines whether AdBlue must be injected. Determines the quantity of AdBlue to be injected. Determines, in combination with the exhaust gas temperature before the catalytic converter, whether a catalytic converter is present.
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3.11 NOX SENSOR AFTER THE CATALYTIC CONVERTER

The NOx sensor (B318) consists of a ceramic sensor element and an electronic unit. The ceramic sensor element is located in the exhaust pipe after the catalytic converter and the electronic unit is located on the chassis. The NOx sensor measures the NOx concentration in the exhaust gas. The ECU digitally sends the measured NOx concentration to the ECM electronic unit via the CAN network. There is a heating element in the sensor. The NOx sensors electronic unit regulates the heating element's capacity. The sensor is heated in two phases. The first phase begins when the contact switch is turned on. The sensor is heated in stages to approx. 100 C and any condensation on the sensor then evaporates. The exhaust gas temperature increases when the engine is running. The ECM electronic unit sends a dew point message via the CAN network as soon as the average exhaust gas temperature before and after the catalytic converter is greater than 120 C. The NOx sensor receives this message and the heating element then begins the second phase and heats the sensor to the operating temperature of approx. 800 C. The sensor is heated to 800 C for as long as the NOx sensor receives this dew point message. If this message is not received, then the sensor temperature will fall to the standby temperature of 100 C. The NOx sensors electronic unit can also detect errors. These errors are sent to the ECM electronic unit via the CAN network. This unit saves the errors as error codes.
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Operating principle The ceramic sensor is made from zirkonium electrolyte. There are two cavities in the sensor. In the first cavity, a constant voltage is placed on the main pump electrodes which are made from zirkonium. The exhaust gas flows into the first cavity where the high temperature converts NO2 into NO + O2. The oxygen is pumped to the outside via the zirkonium electrolyte (A). Other exhaust gas elements, such as HC, CO and H2, also flow into the cavity. These elements oxidize at the pump electrode which is made from platinum (C). The remaining gas, which consists of NO and a small quantity of oxygen, flows to the second cavity, where all the oxygen is removed by the auxiliary pump (B). The NO is converted into N2 and O2 in the measurement pump (D). The measurement result of this converted oxygen in comparison to the ambient oxygen is the NOx concentration in the exhaust gases.
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Component description 3.12 DESCRIPTION OF THE DOSING MODULE
The dosing module measures the exact quantity of AdBlue to be injected in the exhaust pipe before the catalytic converter. The quantity of AdBlue to be injected is calculated by the ECM electronic unit. The ECM electronic unit communicates with the exhaust gas after-treatment systems dosing module via the CAN network. The following components are fitted in the exhaust gas aftertreatment systems dosing module:
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1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. A. B. C. D.
Air supply valve Pressure limiting valve AdBlue control valve Constriction Mixing chamber Check valve Check valve AdBlue pressure sensor Check valve AdBlue temperature sensor Heating element Electronic unit (A034) AdBlue pump Check valve Sieve1 Air supply AdBlue return AdBlue supply AdBlue injector
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1. The sieve is fitted in the dosing modules AdBlue supply connection. If this sieve is blocked, then the connection and the sieve must be replaced. It is not permitted to clean the sieve.
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Air supply valve

The air supply valve ensures that the air supply to the dosing module is turned on and off. The electronic unit activates the air supply valve. The valve and the pressure limiting valve are located in a single housing on the outside of the dosing module. The air supply valve cannot be removed from the dosing module as a separate component. Pressure limiting valve The pressure limiting valve limits the pressure in the dosing module to 4 bar. The pressure relief valve is located in the same housing as the air supply valve. AdBlue control valve The AdBlue control valve is located in the AdBlue circuit and determines whether the AdBlue must be pumped from the AdBlue tank to the mixing chamber or back to the tank. Constriction The constriction ensures that a constant volume of air flows to the mixing chamber and, therefore, also to the AdBlue injector. Mixing chamber AdBlue and air are mixed together in the mixing chamber. Mixing AdBlue and air together ensures an even atomization of AdBlue in the exhaust pipe. AdBlue pressure sensor The AdBlue pressure sensor registers whether the AdBlue circuit has been pressurized to the correct pressure. The switch is connected to the electronic unit. AdBlue temperature sensor The AdBlue temperature sensor measures the temperature of the AdBlue in the dosing module. The sensor is not located in the AdBlue circuit, but in the dosing modules metal housing. The sensors signal is an input signal for the electronic unit. The electronic unit will turn on the dosing modules heater to prevent freezing, depending on the measured temperature. Heating element There is a heating element located in the dosing modules housing. The heating element is not located in the AdBlue circuit, but in the dosing modules metal housing. This element prevents the AdBlue from freezing when the dosing module is in use.
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Air supply Air supply valve Air supply valve connector Dosing module connector Connection to the AdBlue injector AdBlue supply connection AdBlue return connection
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Electronic unit (A034) The electronic unit continuously processes the input signals from the various sensors and the information that is received via the CAN network. The electronic unit processes these signals and, depending on the programmed values that are saved in the various ignition maps, activates the air supply valve, the AdBlue pump and the heating element. The electronic unit can also recognize errors in the dosing module. These errors are sent to the ECM (A032) electronic unit via the CAN network. This unit saves these errors in the form of error codes and may give a warning on the ICM. AdBlue pump The AdBlue pump is a diaphragm pump that pumps the AdBlue under pressure to the mixing chamber. The AdBlue pump has a variable speed and is controlled by the electronic unit by means of a duty cycle. The pump speed depends on the quantity of AdBlue to be injected. There is a reference point on the drive wheel. After the pump has dosed AdBlue, the electronic unit will rotate the pump to the starting position. The diaphragm pump is then ready to dose AdBlue again. This ensures that the AdBlue can be dosed accurately.
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Catalytic converter
4.
CATALYTIC CONVERTER
Exhaust gases A diesel engines combustion process produces the following substances, which are emitted via the exhaust as gases: Water vapour (H2O) Carbon dioxide (CO2) Hydrocarbons (CH) Carbon monoxide (CO) Sulphur oxides (SOx) Soot particles (PM) Nitrogen oxides (NOx) If the combustion process is successfully completed (all the injected diesel is fully burnt), then only water (H2O) and carbon dioxide (CO2) will be emitted. If all of the fuel is not fully burnt, then hydrocarbons (CH) and carbon monoxide (CO) are produced. However, the quantities that are produced during the combustion in the diesel engine are so small that they play a minor role in the emission level. Sulphur oxide (SOx) is produced as a result of the sulphur that is present in the fuel. These quantities are small due to the low sulphur content of the diesel. The soot particles (PM) and the nitrogen oxides (NOx) are the most critical substances for the exhaust gas emissions. The soot particles can be reduced to a low level by tuning the engine (for example, the injection time, the injection duration and the after-injection). Nitrogen and oxygen are present in air (80% nitrogen and 18% oxygen). Nitrogen oxides are produced when nitrogen combines with oxygen. This reaction takes place at a high pressure and a high temperature, which occur in the combustion chamber. 90% of the nitrogen oxides is nitrogen monoxide and approximately 10% is nitrogen dioxide; together they are indicated as NOx. The exhaust gas after-treatment system is used in order to meet the strict emission requirements concerning nitrogen oxides.
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Catalytic converter 4.1 CATALYTIC CONVERTER
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The catalytic converter is of the SCR (Selective Catalytic Reduction) type and is integrated in the exhaust silencer. A catalytic converter starts a chemical reaction without being part of the reaction itself.
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Bodywork The catalytic converter is a cylindrical element with extremely narrow, continuous ducts that produce a very large surface area.
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A base material (2), which contains the active catalytic material (3), is applied to the element (1). This catalytic material is vanadium oxide. Since the base material has a very rough, porous surface, there is a very large active surface area along which the exhaust gas flows. Operation AdBlue is a solution consisting of 32.5% urea (NH2CONH2) and 67.5% water (H2O). After dosing before the catalytic converter, the AdBlue (NH2CONH2 + H2O) breaks down into ammonia (2NH3) and carbon monoxide (CO2). The vanadium in the catalytic converter has the property to attract ammonia (2NH3). The nitrogen oxides in the exhaust gases (NOx) consist of 90% nitrogen monoxide (NO) and 10% nitrogen dioxide (NO2). The exhaust gases are mixed with ammonia (2NH3) as they are led through the catalytic converter and, as a result, the nitrogen oxides are converted into nitrogen (N2) and water (H2O) at the end of the reaction.
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Catalytic converter
Reaction We can divide the chemical reactions into slow reactions and a fast reaction. Slow reactions 4NH3 + 4NO + O2 = 4N2 + 6H2O (nitrogen + water) 8NH3 + 6NO2 = 7N2 + 12H2O (nitrogen + water) Fast reaction 2NH2 + NO + NO2 = 2N2 + 3H2O (nitrogen + water)
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Catalytic converter
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WEBASTO WATER HEATER
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1.
For more information, please refer to document DD0422xx.
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Citea Lle Cm2150

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WORKSHOP MANUAL

Citea LLE Main group 4

Exhaust gas after-treatment

Webasto water heater

ENGINE GENERAL INFORMATION

The engine number is located in two places on the engine:

SPECIFICATIONS AND ADJUSTMENT INFORMATION

6 cylinder Euro 5/EEV

Cooling Weight Injection pressure

Type ISB6.7 1.2.2

Power hp (kW)/rpm) 225 (166) / 2,300

Torque (Nm/rpm) 850 / 1,100 - 1,700

1. See https://quickserve.cummins.com for the currently applicable adjustment sizes.

2,500 rpm 2,750 rpm

240 litres 0.34 bar

AdBlue temperature sensor type AdBlue temperature sensor resistance value

1 2 3 4 AdBlue level sensor resistance value L = 515 mm

Earth Signal Earth Signal

Fuel filter Fuel filter

3/4 revolution after touching the sealing ring (34 Nm)

Battery terminal clampa +: Battery terminal clamp + Battery terminal clampa

Battery terminal clamp -

Engine type ISB6.7E5 ISB6.7 EEV

Layout 225B 225B

K value (m-1) 0.85 0.85

14 Nma 60 Nmb 14 Nma 30 Nmb 50 Nmb

Connection on ECM J2/22 J2/25

Measurement value on connection 0 0.5 - 0.6

Measurement unit VDC VDC

Idling, accelerator pedal not depressed (0%)

VDC VDC VDC

VDC VDC Idling, accelerator pedal not depressed (0%)

3.3 - 3.8 4.0 - 4.4

Full load (approx. 80%) Kickdown (100%)

Engine's electronic unit (ECM) Accelerator pedal sensor

Accelerator pedal sensor Accelerator pedal sensor

FAULT FINDING TABLES

There is an external fuel system leak. The high-pressure pump is faulty.

There is an internal fuel system leak (dilution of the oil).

Reduced power at all engine speeds

The accelerator pedal sensor has a mechanical fault.

THE STARTER TURNS THE ENGINE OVER BUT

Poor fuel quality. Fault in the fuel system.

Not OK: Replace the high-pressure pump and go to step 1.

OK: Problem solved. Not OK: Go to step 2.

Poor fuel quality. There is air in the fuel system.

The fuel fine filter/fuel coarse filter is blocked.

Poor fuel quality. Faulty injector(s).

FAULT FINDING TABLES

Possible cause Reduced power above a certain engine speed

Reduced power at all engine speeds

The air inlet to the turbo compressor is blocked.

ISB6.7 FAULT FINDING TABLE

The accelerator pedal sensor is faulty.

Accelerator pedal sensor, signal error/short circuit/break in connection.

ENGINE ERROR CODES

EXHAUST GAS AFTER-TREATMENT SYSTEM

FAULT FINDING TABLES

It is NOT permitted to clean the preliminary filter.

Remain a safe distance from rotating and/or moving components.

ELECTRICAL SHORT CIRCUIT

1 2 2a. 2b. 5 4 4a. 4b. 4c. 4d. 5 6 6a. 6b. 7 8 9 10 11

Tank cap Adaptor Adaptor Magnet AdBlue tank

FUEL FINE FILTER