D6CA H Guide

Powertec Engine
Powertec
Engine
(D6CA)
Published by
Chonan Technical Service Training Center

Powertec Engine
Preface
2

Powertec Engine
This training guide has been published to help all the service personnel of
HYUNDAI distributors, authorized HYUNDAI workshops and commercial
vehicle fleet companies are familiar with HYUNDAI vehicles.
The applicable vehicles are Heavy Duty Truck and Aero Bus equipped with
Powertec engine.
All the contents of this guide, including, drawings and specifications are the
latest available at the time of publication.
All the contents of this guide will be helpful when you provide efficient and
correct service on Powertec engine.
For detailed service specifications and service procedures, please refer to
the relevant shop manuals.
ⓒ2006. Hyundai Motor Company
All rights reserved.
This publication can be reproduced in whole or in part without the written consent of
HMC.

Powertec Engine
Contents
I. ENGINE MECHANICAL
1. General 9 5.1 Fuel circuit 25
1.1 Introduction 10 5.2 Fuel pump 25
1.2 Engine layout 10 5.3 Fuel filter 26
1.3 Engine specification 10 6. Electronic Unit Injector (EUI) 27
1.4 Tightening torque 11 6.1 Structure 27
1.5 Engine line-up 11 6.2 Operation principle 27
2. Main Moving Part 13 6.3 EUI replacement 30
2.1 Cylinder head 13 6.4 EUI Installation 30
2.2 Crank case and moving parts 15 6.5 Nozzle tube replacement 31
3. Lubrication System 17 6.6 Air bleeding on the fuel line 32
3.1 Engine oil circulation 17 6.7 Compression pressure test 33
3.2 Oil filter 19 7. Adjustment 35
4. Cooling System 21 7.1 Valve clearance 35
4.1 General 21 7.2
4 Injector pre-stroke 25
4.2 Fan and fan-clutch 22 7.3 Timing gear 26

Powertec Engine
4.3 Water pump and thermostat 23 8. Jake Brake 39

5. Fuel System 25 8.1 Structure and operation 39
8.2 Assembly and adjustment of brake valve
clearance 40
II. ENGINE MANAGEMENT SYSTEM
1. System Layout 45 3. Functions 71
1.1 ECM 45 3.1 Fuelling control 71
1.2 Input 45 3.2 Cold start 71
1.3 Output 47 3.3 Idle speed control 74
2. Components 48 3.4 Fuel limit arbitration 76
2.1 ECM 48 3.5 Auxiliary brake control 76
2.2 Sensors 49 3.6 Door/Safety switch 78
2.3 Switches 62 3.7 Engine speed signal 79
2.4 EUI (Electronic Unit Injector) 65 3.8 Overheat warning lamp 79
2.5 Lamps 66 3.9 Engine check lamp 80
2.6 Power relay 67 3.10 Fuel pressure derate protection 80
2.7 Air heater sub relay 67
2.8 Jake brake driving solenoid 68

Powertec Engine
I. ENGINE MECHANICAL

Powertec Engine

Powertec Engine
1. General
1.1 Introduction
According to the reinforcement of engine emission gas regulation and the value the
global environment highly, new technology engines are developing continuously. Recently
Hyundai-Motor Company had developed new heavy duty diesel engine controlled by the
Electronic Control Module(ECM). This training guide consists of Mechanical Structure and
Adjustment, Engine Management System and Troubleshooting.
The contents of this guide are focused on the essential points for the advanced
technicians having enough experiences for maintenance vehicle of HMC. So, please refer to
the maintenance manual for the detail features of parts, specification and maintenance
instructions.
Powertec engine performances and functions are cruise function, PTO control, maximum
speed limiting etc. This engine is equipped with the Electronic Unit Injectors(EUIs) which
develop high pressure and send pressurized fuel into
8 the each cylinder individually instead of
the mechanical fuel injection pump used in conventional diesel engine. Each EUI controls the

Powertec Engine
injecting time and amount of the fuel respectively based on the electrical signal send from the
ECM.
To increase the efficiency of the engine, the turbocharger intercooler is equipped.

Accepting the electrical controlling method, it is possible to make the lower air pollution, the
various output and the high fuel efficiency. And this engine can make various maximum
output from 320hp to 440hp according to the designed data in the EMS with same engine.
The features of this engine are ;

A. Electronic Diesel Control
- Injection amount and timing is controlled by computer
B. Easy Maintenance
- Self Diagnosis
C. Performance
- Maximum output power is 440 horse power
- Increased torque at medium speed range
D. Environmental
- Reduce emission gas and smoke
1.2 Engine layout

External View
Overflow Val
ve
Fuel
Filter
Fuel P
ump
E
CM 9
Engine Oil
Filter
Powertec Engine
1.3 Engine specifications
Item Description
Model Powertec
Displacement (cc) 12,920
Max. output power(ps/rpm) 440~320/1900
Cylinder I.D × Stroke 133×155
Max. Torque (kg·m/rpm) 200/1,400
Length(mm) 1520.3
Width(mm) 897.5
Weight (dry) 1195kg
Compression ratio 17
Ignition order 1-5-3-6-2-4
Coolant capacity(ℓ) 42
Oil capacity(ℓ) 30
Cooling type Water cooling
1.4 Tightening torque
Item Torque(kg.m)
Rocker cover cap nut 2.1
Cylinder head bolt 16 + 60˚+60˚
Crankshaft main bearing cap bolt 63
Connecting rod bearing cap nut 8
Piston oil jet check valve 3.5
Flywheel bolt 19+30˚
Timing gear flange bolt 10.2
Valve nut- intake and exhaust 6
Valve nut-injector 8.5
EUI wiring nut 0.2
Fuel injector clamp bolt-new tube 1.5+90˚+90˚+lose+1.5+60˚
Fuel injector clamp bolt-used tube 1.5+60˚
10

Powertec Engine
1.5 Engine line-up
Maximum
Model Output Power
Torque Applicable Vehicle
Name (ps)
(Kg.m)
Powertec
440 197 23t/24t Dump, 100t Tractor
440
Powertec
410 173 19t cargo, 90t Tractor, Aero EXP Bus
410
Powertec
380 160 15/23t Dump, 11.5/14t Cargo
380A
Powertec
380 148 39t Tractor, Aero Bus
380B
Powertec
310 140 Aero Space Bus
310
Memo :
11

Powertec Engine
2. Main Moving Part

2.1 Cylinder head
The Powertec engine is an in-line 6 cylinders diesel engine. The cylinder head is 1 piece
type and overhead camshaft type. Therefore, push rod or tappets are no need for this
engine; the camshaft directly drives the twin intake and exhaust valves of the engine and the
plunger in the EUI.
Cylinder head of Powertec engine
At each cylinder, 4 valves are installed so that total 24 valves are installed in the cylinder
head. And two springs are installed at the exhaust valve and one spring is installed at the
intake valve. Adopting twin valves and over-head camshaft type prevent engine from over-
running problem
Intake
Rocker arm and valves
Exhaust
12 Locker arm and valves

Cylinder head surface and valves

Powertec Engine
The EUI can be removed only after the rocker arm and rocker shaft assembly is
removed. When the “ rocker arm and the shaft assembly” is installed, it needs special tool or
holding all the rocker arms together by six assistances.
Cutaway of EUI installation
Special tool for rocker arm installation Installation of rocker arm assembly
The camshaft gear has a sensing plate. This plate has sensing projectors at interval of
60 degree. On the sensing plate, there is one additional sensing projector to detect the
position of the top dead center of cylinder number 1.
At the outer circumference of the flywheel, there are three slots at every 120-degree. On
those slots, there are no teeth so that the ECM can detect the position of piston using these
three portions.
Sense
plate
No.1 Cylinder TDC Sensing Crankshaft Position Sensor (CPS)

Slot
2.2 Crank case and moving parts 13

Powertec Engine
There are two kinds of piston in size, the A type and the B type. The piston type in size
should be same as the cylinder liner's. There is a mark indicating the assembling direction on
the piston head surface, and the combustion chamber is located at the center of piston head.
The injector is installed perpendicularly at the center of the combustion chamber on the
piston above the cylinder head.
Direction
Assemble piston and liner as follows Mark
Piston A with Liner A (Front)
Piston B with Liner B
After installing the piston, be sure that the oil jet is

aligned with piston cooling hole as shown in the figure
.
Measurement of piston and liner protrusion

Check 3~4 points and calculate the average value. Abnormal protrusion of piston
degrades the engine power.
Measure the cylinder liner protrusion. Smaller protrusion than the specification can
cause the incomplete sealing problem of cylinder head gasket.
Liner Protrusion : 0.04~0.09mm
14
Memo :

Powertec Engine
3. Lubricant System
3.1 Engine oil circulation
The proper operation of the diesel engine’s lubrication system is extremely
important. If an engine does not receive a proper supply of lubricating oil, it may be
damaged beyond repair. Lubrication system assists the engine in the following ways:
 Holds an adequate supply of oil for the engine
 Delivers oil to all necessary engine components
 Reduces friction between moving parts
 Absorbs and dissipates heat
 Cleans and flushes contaminations from moving parts
 Removes contaminants from the oil
 Seals the piston rings and cylinder walls
 Helps to reduce engine noise
Lubricating oil cools, cleans, seals and lubricates the engine. Without lubricating
oil, the engine could not function.
15

Powertec Engine
During engine running, oil from the oil pan is drawn to the oil pump through the
suction pick-up tube. The pump sends oil to the oil filter and then oil cooler. From the
oil cooler, oil travels to the galleries in the cylinder block. From the galleries, the oil
takes several paths. In turbocharged engine, some of the oil travels through a supply
line to the turbocharger. Oil from the turbocharger flows back through a return line into
the oil pan. Oil is also sent through drilled passages in the block to the main and
camshaft bearings. A small amount of oil is sent through the oil spray nozzle to cool
the pistons.
Oil also flows through a passage to supply pressurized lubrication to the rocker
arm shaft. Oil then flows through holes in the rocker arm shaft to lubricate the valve
system components in the cylinder head. Oil travels to other engine components,
such as air compressor, idle gear, and timing gear from various passages in the block
and related components
A pressure regulator valve controls the oil pressure as it flows through the pump.
If too much oil is pumped into the system, the pressure goes up and the valve will
open, allowing excess oil to return to the inlet oil passage. Once the lubricating oil has
traveled through the entire system, it returns to the engine oil pan.
An engines oil level can be checked using a dipstick. It is best to check oil level
when the engine is cold, because oil expands when the engine is hot. There must
always be enough oil in the engine to supply the oil pump under all operating
conditions.
Oil pressure regulating valve Oil Spray Nozzle
16

Powertec Engine
3.2. Oil filter

The engine oil filter has the separated bypass filter and the full flow filter. The system of
lubrication is similar to the other D6A series engines.
This engine is equipped with turbocharger. And it is recommended to use engine oil as
API CD or higher-grade engine oil must be used for the engine. The turbocharger system
helps to produce high torque from low speed to high speed. The waste gate actuator will be
opened thoroughly at approximately 1600RPM to protect the lubricant portion of the turbine
shaft. To protect the turbocharger, keep idle the engine for two or three minutes after starting
the engine or before stopping the engine after driving.
Especially, after replacing the engine oil or parking for a long time, quick acceleration
should be avoided.
Lubricant shortage problem Waste gate device
17

Powertec Engine
Memo :
18

Powertec Engine
4. Cooling System
4.1 General
Of the total heat created by burning fuel in the cylinder of an engine, only about one-third
is transformed into useful work. An equal amount is removed in the exhaust gases. This
leaves approximately 30-35% of the combustion heat in the engine. Since the temperature of
combustion itself is approximately twice that at which iron melts, without some means of
dissipating heat an engine would operate for a very limited time. This excess heat is
transferred from the engine through coolant, lubricating oil, air and fuel.
The main purpose of cooling system is to carry away excess heat in order to prevent the
engine’s metal from melting and the lubricating oil from breaking down. Heat dissipation
would be relatively simple if it were not essential that the cooling system maintain a relatively
uniform temperature at any engine speed, load, and varying ambient temperatures. At high
engine torque output and ambient temperature, the system operates at its maximum capacity
to maintain a temperature of approximately 82℃. It must also maintain this temperature while
the engine is idling in subzero temperatures.
In a diesel engine, fuel ignites when it is injected into the hot compressed air in a
cylinder. Correct engine temperature is critical for efficient diesel operation. Without a
properly maintained cooling system, diesel engine can easily run too cool in the winter. A
defective cooling system may appear operative, when in fact, it is allowing the temperature to
fall to 65℃ or less.
Such low temperatures can cause a number of problems, including:
 Engine oil turning to sludge.
 Deposit build-up in the cooling system, reducing coolant flow to the cylinder and
accelerating wear.
 Condensation in the lubrication system, contaminating the oil and inducing
premature wear.
 Poor combustion, causing horsepower and torque loss.
 Reduced oil viscosity, limiting ring and bearing lubrication.
 Lower combustion temperatures, which leaves unburned fuel in the cylinder,
causing carbon build-up, engine oil dilution, excessive exhaust smoke, and
excessive exhaust emissions.
To avoid these problems, which can lead to unscheduled downtime, reduced engine
durability, or possible mechanical failure, diesel engine technicians must be familiar with
cooling system operation and maintenance. Additional cooling system monitoring should be
done by the engine operators. Operators should monitor
19 the engine temperature gauge on a

Powertec Engine
regular basis. The data should be collected over several months and compared. Wide
variances in readings may indicate a cooling system problem.
4.2 Fan and fan-clutch

The fan clutch couples the fan to the drive pulley-usually on the water pump shaft. The
basic principle is that the clutch will slip at high speeds and therefore, will not turn at full
engine speed. On the Powertec engine, there is a temperature-controlled clutch. The
advantage of the temperature-controlled clutch is that it can sense when air is needed to cool
the system.
A silicon fluid couples the fan blade drive plate to a driven disk through a series of
annular grooves in both pieces. Fluid fills the grooves to drive the fan until differential torque
between the fan and drive disk makes the fluid shear or slip.
The temperature-controlled unit, however, has an additional bimetal element that senses
the air temperature behice the radiator. This element is clibrated to open and close a valve in
theclutch that dispenses the silicone in the groove area of the temperature-controlled unit
allows less slippage at higher engine speeds than does the speed-controlled unit. When the
fluid is returned to tis reservoir, the temperature-controlled unit permits the fan to free-wheel
until more cooling is needed. Testing has shown that maximum cooling is necessary lees
than 10% of the time. Therefore, the temperature controlled fan clutch can save fuel and
reduce noise 90% of the time.
Ball
bearing
Bi-metal
sensor
Fan clutch structure Cleaning the bimetal
20

Powertec Engine
4.3 Water pump and thermostat

The water pump is the heart of the
Thermostat
cooling system. It circulates coolant case
through the engine block, the cylinder
heads, the radiator, and the oil cooler.
The water pump on the Powertec engine
is centrifugal type and driven by belt.
Thermostat
Centrifugal pump is designed that
coolant drawn into the center of the
impeller is thrown at high velocity into the
surrounding casing. As the coolant hit the
casing, the velocity decreases and
pressure increases.
Water pump
The impeller is die cast and Torsion damper
machined to promote smooth coolant
flow. As the impeller casting erodes,
cavitations can occur, reducing pump
efficiency.
The rate of erosion depends on the pump materials. Aluminum wears much more quickly
than cast iron, so while a cast iron pump can be rebuilt, and aluminum pump must normally
be replaced.
The majority of coolant pump failures are caused by leaks in the system. When the
pump seal fails, coolant can seep out of the weep hole in the casting. The seals may simply
wear out due to abrasives in the cooling system. When a pump is operated without coolant,
the seals become red hot. If cold water is added to the pump too quickly, the hot seals will
crack. This change in temperature is known as thermal shock. Adding cold water to a hot
engine can also cause other parts, such as the cylinder heads, to crack. Other failures can be
attributed to bearing and shaft problems and occasionally, a cracked casting. Hubs and
impellers can also come loose, but they generally cause only minor pump damage.
A thermostat controls temperature by directing coolant in different branches of a cooling
circuit to maintain the required temperature.
21

Powertec Engine
Memo :
22

Powertec Engine
5. Fuel System
5.1 Fuel circuit
Over Flow Valve
OutI
n
Fuel
ECM Pump
E
CM Fuel
Filter
5.2 Fuel pump

The fuel from the fuel tank is drawn to
the fuel pump through hose and pipe. The
pump sends fuel to ECM case to cool the
ECM and then travels to fuel filter. From
the fuel filter, fuel travels to the fuel rail
which is built-in cylinder head. From the
fuel rail, the fuel is supplied to each
Electronic Unit Injector(EUI).
During engine idling, at 500 rpm, the
pressure of fuel is 4 bars approximately
and at 1800 rpm, fuel pressure reaches 7
bars.
The remained fuel after injection returns to
the fuel tank through the overflow valve of the
end of fuel rail. At this time, the opening pressure Fuel
of the over flow valve is 3.0 bar. If it is less than pump
the specified value, the engine output would be
lowered.
23

Powertec Engine
There are a relief valve and a check valve inside of the fuel pump to maintain the
pressure constantly in the stop status of the engine.
The circuit board of the ECM emits some

heat; the fuel flow over the ECM case absorbs
the board heat to prevent from raising the
temperature of the board.
Additionally, there is a small air port for
controlling the difference of the air pressure
between the outside and the inside of the
ECM case, be careful of the penetrating water
through the port when the cleaning is
performed with high pressed water. ECM and Fuel Flow
Way
5.3 Fuel filter
Two fuel filters are installed at the fuel A
B
line. The filter is to percolate the foreign matter C
of 5㎛, so that the filter should be the
authorized one to protect the inject unit.
At the upper part of the filter, fuel pressure
and temperature sensor which are integrated
as one part are installed. And also air bleeder A: Fuel pressure and temp
is installed on the fuel filter manifold. sensor
B: Feed pump C: Air bleeder
24

Powertec Engine
6. Electronic Unit Injector (EUI)

6.1 Structure
The fuel injection pump and injector are combined in a single unit. The unit
injectors are situated in the cylinder head above the combustion chamber; with the
pumping plungers driven by the engine camshaft via rocker arm. Fuel feed and spill
are through integral passages in the cylinder head. The EUI is divided into the 3 parts
mainly. As the pumping part, the control part, the nozzle part.
Part
Part
Control
Pumping
Part
Nozzle
6.2 Operational principle

6.2.1 Fuel Suction
When the locker arm is lifted up, plunger inside of the EUI moves upside. The fuel in the
fuel rail is filled into the chamber at the lower portion of the plunger through the spill valve.
At this moment solenoid has no electricity and spill valve is opened.
25

Powertec Engine
Camshaft
Solenoid
Sol
enoid
Pl
unger
Spill
Valve Plunger Fuel
Spill Valve
6.2.2 Fuel Compression

When the locker arm is pressed, the plunger is moved downward and the fuel is
compressed. However, at this time, solenoid has no electricity so that the spill valve is still
opened. High pressure cannot be developed and the fuel is return to the fuel rail again.
Camshaft
Solenoid
Sol
enoid
Pl
unger Spill
Valve
Plunger
Fuel
Spill Valve
6.2.3 Fuel Injection

When the solenoid on the EUI is energized, its armature is pulled upward, closing spill
valve. This traps fuel between the spill valve and descending plunger. This creates a rapid
rise in the pressure within the fuel supply chamber that leads to the nozzle. If fuel pressure
reaches up to 325 bar, needle in the nozzle part unseats. And then fuel is injected out to the
combustion chamber. The start and duration of injection are controlled by the signal from
ECM.
26

Powertec Engine
The longer the EUI solenoid is energized, the longer spill valve remains closed and the
greater the amount of fuel injected.
Camshaft
Solenoid
Plunger
Spill Valve
is closed
6.2.4 End of injection
When the ECM de-energizes the EUI solenoid, spring pressure opens the spill valve.
High-pressure fuel can now flow through the small return passage in the injector body.
Pressure is lost, and the force of the needle valve return spring forces the needle valve onto
its seat. This results in a clean, quick end to injection. Fuel pressure in the passage of the
EUI immediately flows into the fuel rail through the open spill valve.
Solenoid
Plunger
Fuel
Return
Spill Valve
27

Powertec Engine
6.3 EUI replacement

If a problem happens on the EUI, it can be replaced
like follows.
First, remove residual fuel pressure in the fuel rail
of cylinder head. To remove the residual fuel pressure,
install a hose to the air bleeder of the cylinder head as
dshown in the figure, and loosen the air bleeder to drain
fuel.
And then apply compressed air to the fuel inlet
port of fuel rail to drain out the remained fuel in the
rail. Next, remove the rocker shaft assembly. Lastly,
loose the injector clamp bolts and pull out the EUI
carefully not to damage the O-ring.
6.4 EUI installation

Install the EUI in the EUI mounting hole with the clamp carefully not to hurt the o-ring. Be
sure to tighten the clamp bolts with the specified tightening torque.
Tightening torque of injector clamping bolt: 1.5kg·m+60˚
(Without replacing the nozzle tube)
If the contact between nozzle and tube is not good, the compressed gas or the coolant
may be leaked. If the wiring clamping nut is not tighten as the specified tightening torque, it
will cause the poor engine performance by bad contacting or cracking screw terminal on the
solenoid of the EUI.
Injector clamp bolt

EUI wiring nut: 0.2kg·m
28

Powertec Engine
6.5 Nozzle tube replacement

6.5.1 Removal of Nozzle Tube
The coolant surrounds outside of nozzle
Nozzle
tube. And its end tip is exposed to combustion tube
chamber. When the coolant or gas leaks out from
the nozzle tube, it should be changed according
to the following orders.
First, drain out the coolant from the cylinder

head.
Nozzle
tube
Insert small roll tissue paper into the tube with

8mm depth to prevent the chip from entering into the
combustion chamber during making the screw
thread in side of the tube.
8mm
Depth
Make thread in the tube with 5mm depth. Using

a special tool, tighten as shown in the figure and pull
out the nozzle tube. At this time, be careful not to
drop down the tissue paper into the combustion
chamber.
Now, input a new nozzle tube to the port of the
injector.
The new nozzle tube needs new seat facing
process at the surface contacting with the EUI in
order to enhance the sealing performance against
the high pressure of the combustion gas.
29

Powertec Engine
6.5.2 Procedure of New Nozzle Tube Installation

1. Insert new nozzle tube in the cylinder head
by using SST.
2. Install Electronic Unit Injector
3. Tighten the clamp bolt with the torque of

1.5kg-m +90 degrees.
4. Wait 2 minutes
5. Tighten the clamp bolts 90 degrees more.
6. Wait 2 minutes again.
7. Loose the clamp bolt.
8. Tighten the clamp bolts with the

specified tightening torque of 1.5kg-m
+60 degrees.
Whenever new nozzle tube is installed

in the cylinder head, making new seat
facing process should be conducted.
If new seat facing process is omitted
when the new nozzle tube is replaced,
compressed gas or fuel leaking problems
can be occurred.
6.6 Air bleeding on the fuel line

If air is trapped in the fuel line, some
components such as EUI and etc. can be damaged.
Whenever a component of fuel system is replaced
from the engine, the air bleeding should be done
not to hurt the EUI assembly.
30

Powertec Engine
At first, bleed air in the fuel line from the fuel tank to
fuel filter through the air bleeder on the fuel filter
manifold.
Next, take out the air from the fuel filter to overflow
valve through air bleed of the cylinder head. After that
crank the engine for 10 seconds 2 or 3 times by the
starter motor.
At this moment disconnect both of crank and cam sensor connectors not to run the
engine.
Lastly run the engine with idle speed more than 10 minutes to bleed the air out
thoroughly before driving the vehicle.
6.7 Compression pressure test

Compression pressure on the Powertec engine is
not easy to check because many parts should be
removed to mounting the tester in the nozzle hole. If
Hi-scan pro is available, it is very easy to check the
compression pressure indirectly.
Hi-scan
Pro
31

Powertec Engine
Memo :
32

Powertec Engine
7. Adjustment
7.1 Valve clearance.
The method of the valve clearance
adjustment on Powertec engine is the
same as other diesel engines.
Intake valve : 0.37mm
Exhaust valve : 0.5mm.
The clearance is measured by the
gauge between the upper portion of the
valve bridge and the adjuster.
Procedure
1. Align the flywheel No.1 TDC mark with the point on the flywheel housing.
2. Check again whether the sensor plate adjustment hole on the camshaft gear aligns
with the hole of bearing cap.
3. Adjust half of total valves including with No.1 cylinder’s flowing the “Valve Adjustment
Table”.
4. Rotate the crankshaft one turn and align the timing mark again.
5. Adjust the remained valves including No.6 cylinder.
No.1 No.2 No.3 No.4 No.5 No.6

Cylinder No.
In Ex In Ex In Ex In Ex In Ex In Ex
No.1 Cyl. At TDC ○ ○ ○ ○ ○ ○
No. 6 Cyl. At TDC ○ ○ ○ ○ ○ ○
Cam gear at No.1 Cylinder TDC Flywheel Timing mark

compression and Point
33

Powertec Engine
7.2 Injector pre-stroke

To prevent the rocker arm from getting damage and noise during the compression stroke
of injector plunger, the plunger has 0.75mm pre-stroke from the contact.
The effective stroke is determined by the signal from ECM to open and close the spill
valve, so the strictly exact adjustment of the clearance is not needed.
But If the clearance is larger than 2.0 mm, it is out of the operating limit range, the
bottom of the plunger contacts the barrel side and it can be damaged.
7.2.1 How to adjust the injector clearance

1) Align 'the number one cylinder piston
TDC compression position setting hole' on
the camshaft gear with the alignment hole.
2) Adjust the correct TDC timing on the 0.75±0.15
mm
flywheel timing mark again.
Cam
3) Install the dial gauge at the No.3 Lift : 17mm
injector. Limit : 19mm
4) Adjust the rocker adjuster by tightening
the screw to press the plunger from 0 to
0.75mm.
5) And then adjust the No.5 injector in the
same manner.
6) Align the bottom B mark to the pointer
by the rotating the flywheel half turn.
7) Adjust the No.6 injector.
8) Rotate the crankshaft half turn again to
the no.1 and 6cylinder piston TDC position.
9) Adjust the No. 2 and 4 injectors.
10) Rotate the crankshaft half turn again
and adjust the No.1 injector.
Position of Piston 1 2 3 4 5 6
No. 1 Cylinder at TDC with compression ● ●
Turn 180(B mark) ●
34
Turn 180(No. 6 cyl. TDC with compression) ● ●

Powertec Engine
Turn 180(B mark) ●
7.2.2 Tightening the injector-wiring nut

Be sure to tighten the EUI wiring nut by using the proper torque wrench.
Under torque causes incomplete wiring contact and poor engine operation, or over
torque makes the EUI bolt broken.
0.2kg-
m(20kg-cm)
7.3 Timing gear

7.3 1 Alignment of Timing Gear
Camshaft gear
E
E
C
Air C
Compressor
B A
Crankshaft gear
35

Powertec Engine
Timing gear alignment
7.3.2 How to assemble the engine timing gear

The crankshaft timing is transmitted to the camshaft through the 4 idle gears. The tooth
numbers of the camshaft and the crank gear are the same, 49. The idler A and B set gear
reduce the velocity at 1/2.
At assembling, the other gears except the idle gear E should be assembled at first. And
then the idle gear E is assembled finally. When the No.1 cylinder piston is at the TDC
compression position, the small hole of the camshaft gear plate will be aligned with the hole
of the bearing cap.
When the TDC mark of the flywheel is aligned with the pointer of the flywheel housing,
the No.1 or No. 6 cylinder piston is at the TDC compression position. At this time, as like this
picture, if the crank gear and idle gear B are assembled with getting meet the no.1 stamped
gears each other, the idle gear E is inserted on the gear shaft very smoothly. But the
alignment phase of crank gear can not be seen without opening lower timing cover when the
only cylinder head is removed and installed on the block part.
The numbers of crank and camshaft gear teeth are the same and odd numbers
but one turn of crankshaft affects 1/2 turn of camshaft.
Assuming that the camshaft gear has same position but the crank gear moves
one turn, the timing gear E cannot be installed because half tooth overlaps. When the
idle gear E cannot be installed easily, it needs to rotate the crankshaft one turn more.
If the idle gear E is mounted on the idle gear shaft forcedly or stricken by a hammer, the
bushing metal in the idle gear can be damaged.
36

Powertec Engine
If all the timing gear are assembled correctly there is a

little clearance on the E gear.
8.Jake Brake System

8.1 Structure and operation
The Jake brake is a kind of the engine brake system. This brake device was designed
for exhausting the compressed air by opening the exhaust valve by the signal from the ECM
at the end of compression stroke. In general exhaust brake system, when the air is
compressed by the piston ascending, the braking force is made, But this compressed air
works to push down the piston to speed up the engine controversially just after the ATDC
point.
In the Jake brake system, when the piston reach at the position of 2mm of BTDC
position, the exhaust valve is opened and discharge the compressed air. In the explosion
stroke, the exhaust valve is closed during the descending operation so that the resistance
force against the piston motion.
Jake Brake is ON
37

Powertec Engine
Jake Brake is OFF

The each 3 set of Jake brake controls the two cylinders respectively.
When the shift is in1 step, the No.3 and No.4 cylinder are controlled. When the shift is in
2nd step, the No.1, 2, 5 and 6 cylinders are controlled. At the 3rd step, the all cylinders are
controlled.
The conditions of Jake brake do not operation.

* When the accelerator pedal is depressed: the accelerator switch is on
* When the ABS/ASR system is operated: the ABS/ASR switch is on
* When the automatic transmission shift lever is in the neutral position
* When the clutch pedal is depressed: the clutch switch is on
* When the PTO system is operated; the PTO switch is on.
* When the engine speed is lower than 850RPM,
To operate the Jake brake properly, the valve gap should be exactly adjusted.
8.2 Assembly and adjustment of brake valve clearance

Jake brake performance is sensitive according to the rocker clearance, so, it is carefully
treated to maintain the valve clearance exactly
1) Considering that the Jake brake assembly is pushed backward by the rocker arm
when the camshaft is operated, fit the assembling
38 bolt to the cylinder head with being
pushed the cylinder at the most backward position.

Powertec Engine
2) Be sure to tighten the assembling bolts with the tightening procedure and torque.
3) Adjust the clearance of exhaust valve. The clearance is 0.5mm.
4) Adjust the clearance between the swivel foot and the rocker arm. The clearance is
0.65mm.
5) Start and warm up the engine enough.
6) Check the clearance of the swivel foot once more, if need, adjust the clearance of it
again.
Nut
Lobo rash
0.65
mm Rocker Arm
Exhaust Valve 0.
5mm
Exhaust Cam
Swivel Foot
Adjustment of Jake Brake System
39

Powertec Engine
Memo :
40

Powertec Engine
II. ENGINE MANAGEMENT SYSTEM
41

Powertec Engine
42

Powertec Engine
1. System Layout
Powertec Engine is fully electronic controlled diesel engine. For controlling fuel injection
amount and timing, many electrical components equipped with this engine. Powertec
EMS(Engine Management System) which is for electronic engine control consists of three
section. The first is ECM – Engine Control Module, the second is Input side components, and
the last is output side components.
Figure 1.1 System Block Diagram
1.1 ECM
ECM is a controller that controls output side components depends on the signal from the
sensors and switches of input side. The controlling method follows the internal logic of ECM
that is designed after plenty of experiment.
1. 2 Input
One of the major reasons why now we change from conventional diesel engine to
electronic diesel engine is to reduce the harmful43
emission. To reduce the emission engine
should combust the fuel completely. For the complete combustion ECM need to know how

Powertec Engine
much air is supplied to the combustion chamber for preventing excessive fuel injection. Also,
it need engine speed signal and TDC signal to decide exact fuel injection timing. In addition,
as a compensation factor air density, fuel density and combustion chamber temperature
before warm-up.
In order to calculate the amount of the inlet air, the boost pressure and temperature
sensor is installed. Crankshaft position sensor is installed to detect engine speed and the
camshaft position sensor is installed to detect TDC of cylinder #1. The coolant temperature
sensor is installed to detect temperature of the cooling water and this value is used detecting
temperature inside combustion chamber at starting condition. To the compensation of the
fuel amount according to the atmospheric pressure – factor for air density, the built-in type air
pressure sensor is installed inside of the ECM. Fuel pressure and temperature sensor is
installed to compensate the fuel injection amount according to the fuel density.
Figure 1.2 Sensors on the Engine

In addition, pedal position sensor is installed to detect driver’s desire on the accelerator
pedal. Except those sensors, many switches and 44sensors are installed at vehicle side to
detect information that need to control additional functions.

Powertec Engine
Figure 1.3 Switches
1.3 Output
The most important output component is EUI-Electronic Unit Injector that is controlling
device of fuel injection amount and timing. The Electronic unit injectors are totally 6, each one
is installed at every 6 cylinders.(Figure 1.4) Additionally, various Indicating lamps, relays,
tachometer, jake brake solenoid valve and so on are included in the output side components.
.(Figure 1.5)
Figure 1.4 Electronic Unit Injectors Figure

45 1.5 Output Components

Powertec Engine
2. Components
2.1. ECM
The ECM is installed at the side of the engine. (Figure 2.1) ECM has two connectors.
One is the engine side connector and the other is vehicle side connector. (Figure 2.2) The
input and output terminals of the components installed at the Engine are connected to the
engine side connector and the input and output terminal of other components are connected
to the vehicle side connector.
Figure 2.1 Location of ECM Figure 2.2 ECM Connectors
Inside ECM, It has many electronic components so that it emits lots of heat. (Figure 2.3)
The fuel pipe is attached on the surface of the ECM. (Figure 2.4) The fuel is flown through
this pipe so that the ECM can be cooled.
Figure 2.3 Inside of ECM Figure 2.4 ECM Cooling Line
46

Powertec Engine
2.2. Sensors
2.2.1 Crankshaft position sensor
Crankshaft position sensor is located on the flywheel housing. (Figure 2.5) It detects the
engine speed and monitors piston location of each cylinder. Crankshaft position sensor is a
magnetic pick-up type. Internal structure of crankshaft position sensor is shown on the
Figure 2.6. There is a permanent magnet inside of the Crankshaft position sensor and the
magnet is wounded by a bundle of coils. The position of the Crankshaft is determined by the
electric power generated when the sensing teeth are passing through the magnetic field of
the permanent magnet.
Figure 2.5 Location Of Figure 2.6 Internal Structure Of Crankshaft

Position Sensor Crankshaft Position Sensor
The flywheel has slots at the outside of the flywheel to detect the position of the flywheel.
Among the total number of 60, at the positions corresponding to the No.1 and 6, No. 2
and 5, No. 3 and 4 cylinders TDC position, the three teeth are merged, and the angle
between the each tooth is 6 degree. So the total number of teeth is 54. (Figure 2.7)
47
Figure 2.7 Sensing Slots For Crankshaft Position Sensor
Powertec Engine
According to the sensor waveform, at the position no two teeth for detecting the cylinders
of No.1 and 6, No.2 and 5, No.3 and 4 of the flywheel, there are no waveform so that, using
this signal, the ECU can determine whether the cylinder is at the Top Dead Center or not to
detect the rotation number of the engine.
Figure 2.8 Crankshaft Position Sensor Waveform
The crankshaft position sensor connector comprises three terminals, totally. The first
terminal is for the sensor ground and the second terminal is for sending the alternative
waveform signal to the ECM and the third terminal is the shield terminal.
Figure 2.9 Crankshaft Position Sensor Connector
48

Powertec Engine
The Shield terminal is grounded to the ECM body. The Shield wire is surrounding the
sensor wires. The role of the Shield is to absorb and remove the Electric Noise come from
the outside.
Figure 2.10 Shield

2.2.2 Camshaft position sensor
The camshaft position sensor is installed at the camshaft gear side. (Figure 2.11) The
camshaft position sensor detects the signal of the camshaft position and sends it to the ECM.
This signal is the basic signal of the injection timing control based on the number 1 cylinder
TDC position.
Figure 2.11 Camshaft Position Sensor Location
The Camshaft position sensor is the same49component with the crankshaft position
sensor. Therefore, the camshaft position sensor is compatible with the crankshaft position

Powertec Engine
sensor. The sensing plate is attached on the camshaft gear to detect the position of number 1
cylinder TDC. (Figure 2.12) To detect the each TDC of 6 cylinders, the 6 of the Sensing poles
are extruded and, to detect the Number 1 TDC, there is an Additional sensing pole.
Figure 2.12
The connector comprised of three terminals same as the crankshaft position sensor. The
first terminal is for the signal and the second terminal is for ground and the third terminal is
the shield terminal. (Figure 2.13)
Figure 2.13
Testing the sensor waveform using the Hi-Scan Pro, then the waveform is like the
following Figure 2.14. When the alternative waveform output from the sensor is input to the
ECM, the ECM changes the analog signal from the sensor to the digital signal. In the
waveform, there are the two teeth having short interval, here, the later tooth is for indication
the Number 1 cylinder TDC.
50

Powertec Engine
Figure 2.14
At this time, when the voltage of the original signal is increased, the voltage of the modulated
signal will be dropped, and if the voltage of the original signal is decreased and passed to the
zero point then the voltage of the modulated signal will be up. This point is the Volt-up
angle, and the ECM is controlled based on these points. (Figure 2.15)
Volt-up angle
Figure 2.15
When the crankshaft position sensor is failed, then camshaft position sensor will perform
the detecting the engine speed instead of crankshaft position sensor. As well as, when the
camshaft position sensor is fail, the crankshaft position sensor will perform the role of the
camshaft position sensor. By these reasons, at least one of the two sensors is normal then
the engine will operate normally. However, the two sensors are malfunction then, the ECM
will stop the engine.
51

Powertec Engine
2.2.3 Boost pressure and temperature sensor

The boost pressure and temperature sensor locates at the intake manifold side. (Figure
2.17) It is one of the most important sensors for controlling fuel injection amount. By detecting
intake air pressure and temperature, ECM can calculate the mass of intake air. (Figure 2.18)
The ECM injects the exact fuel amount for the perfect combustion according to the detected
air amount so that powertec engine does not exhaust the black smoke as shown in the
conventional diesel engine.
Figure 2.17 Figure 2.18
The sensor connector comprises the four terminals. The three terminals among the 4
terminals are for pressure sensor and two terminals are for the temperature sensor. The one
is for common ground. The four terminals are directly connected to the ECM. (Figure 2.19)
52
Figure 2.19

Powertec Engine
Terminal no 1 is the boost air pressure signal, terminal no 2 is the boost pressure sensor
power, terminal no 3 is the intake air temperature sensor signal and terminal no 4 is the
common ground. (Figure 2.20)
Figure 2.20
The temperature sensor is the NTC (negative temperature coefficient) thermistor. The
NTC thermistor has the characteristic that the resistance is lowered according that the
temperature is increased. (Figure 2.21)
Figure 2.21
The 5 voltage applied to the No.3 terminal through the internal resistor of the ECM is
supplied to the temperature sensor, the ground is connected to the No. 4 terminal. By the
characteristic of the Negative Thermal Coefficient thermistor, when the temperature is
increased the output voltage at the No.3 terminal is decreased. (Figure 2.22)
53

Powertec Engine
Figure 2.22
The intake air pressure sensor comprises of the piezo element. The piezo element has
variable resistance character according to the pressure. For the pressure sensor, the power
is input to the No. 2 terminal, the ground is connected to the No. 4 terminal. Because the
internal resistance is changed according to the pressure, the output voltage of the No. 1
terminal will be changed. (Figure 2.23)
Figure54
2.23

Powertec Engine
As increasing the Intake air pressure, the signal voltage will go up, and as decreasing
the Intake air pressure, the signal voltage will go down. (Figure 2.24)
Figure 2.24
2.2.4 Coolant temperature sensor
The coolant temperature sensor is attached on the thermostat case. (Figure 2.25)
Figure 2.25
The coolant temperature sensor is the NTC thermistor type like the boost air temperature
sensor. The sensor terminals are composed total three terminals. No. 1 and No. 3 terminal
connected to the ECM and the No. 2 terminal is 55 connected to the temperature gauge. The
No.2 terminal is goes to the Body ground through NTC thermistor. (Figure 2.26)

Powertec Engine
Figure 2.26
ECM sends 5 volt current to the terminal number 3 through the internal resistance.
Supplied voltage of terminal No. 3 is dropped depends on the resistance value of thermistor.
Terminal No. 1 is the sensor ground. The negative current from terminal No.1 is grounded
trough the ECM. (Figure 2.27)
Figure 2.27
56

Powertec Engine
The voltage of the terminal No. 3 is high if the coolant temperature is high, and the
voltage is low if the coolant temperature is low. (Figure 2.28)
Figure 2.28
2.2.5 Atmospheric air pressure sensor

The Atmospheric air pressure sensor is built in the ECM. To measure the atmospheric air
pressure, there are two breathers at the bottom of the ECM. (Figure 2.29)
Figure 2.29
2.2.6 Fuel temperature and pressure sensor
The Fuel temperature and pressure sensor is installed at the Fuel filter side. (Figure
2.30) This sensor detects the temperature and the pressure of the diesel fuel. The ECM
compensates the fuel density by using the temperature
57 and the pressure to control the more
exact fuel injection amount.

Powertec Engine
The operating principle of this sensor is the same with that of the boost pressure and
temperature sensor. The connector comprises the 4 terminals. The temperature signal is
assigned to the No.1 and the pressure signal to the No.4 terminal. (Figure 2.31)
Figure 2.30 Figure 2.31

2.2.7 Pedal position sensor
The Pedal position sensor and the idle switches are included in the accelerator pedal
assembly. The Pedal position sensor is the potentiometer type. According to the pedal
position, the internal resistance is changed and the output voltage is changed.
The connector consists of the 6 terminals. (Figure 2.32)
Figure 2.32
 No.1 terminal is for the sensor power.
 No.2 terminal is for the sensor signal.
 No.3 terminal is for the sensor ground.
 No.4 terminal is for the switch ground. 58
 No.5 terminal is for the normally opened idle switch.

Powertec Engine
 No.6 terminal is for the normally closed idle switch.

The ECM supplies power of 5 volt to the No.1 terminal through the internal resistor. The
supplied power is grounded through the No.3 terminal. According to the pedal position, the
resistance between the No.1 terminal and the No.2 terminal is changed and the output
voltage from the No.2 terminal is also changed. The feature curve of the Pedal position
sensor is shown in the screen. When the Pedal is not pressed, the output is 0.5V. When the
pedal is pressed at 95%, the maximum voltage 3.8V is output. (Figure 2.33)
Figure 2.33
2.2.8 Vehicle speed sensor
The vehicle speed sensor is installed at the output side of the transmission. (Figure
2.34)
Figure 2.34
The vehicle speed sensor is the hall sensor type. At the No.2 terminal of the sensor
connector, the digital waveform of the vehicle speed
59 is input to the ECM. (Figure 2.35)
Based on this signal, the ECM controls the maximum vehicle speed.

Powertec Engine
Figure 2.35
2.3 Switches
As well as the sensors, the switches are the important input element. The switches are
divided into the positive signal type and the negative signal type.
At first, let’s look at the switches for the positive signal. As the Battery positive current is
waiting at the switch, when the switch is closed the current will be input to the ECM. In other
words, at the switch off state, the voltage of 0V, or at the switch on state, the battery positive
voltage is applied to the signal terminal. The ECM can know the switch state by the changing
of the voltage. (Figure 2.36)
Figure 2.36
The Positive signal type switch includes the 60
ignition switch, the Exhaust brake switch,
the Jake brake switch, the clutch pedal position switch, the Set/Increase switch, the

Powertec Engine
Resume/decrease switch, the Cruise switch, the Air parking brake switch and the Neutral
switch. (Figure 2.37)
Figure 2.37
Next, let’s look into the negative signal type switches. The ECM supplies the battery
positive voltage to the switch through the internal resistor. If the switch is closed then it is
grounded and the battery positive voltage is drop down to 0V, and the battery positive voltage
will be checked when the switch is open. (Figure 2.38)
61
Figure 2.38

Powertec Engine
The Negative signal type switch includes the Idle switch. The Idle switch is an important
signal for the driving the vehicle so that it comprises two switched doing the same role. The
one is the normally closed type and the other is the normally opened type. These two
switches are mechanically interlocked to operate simultaneously. In the Idle state, through
the normally closed type switch terminal, the 0V is applied to the signal terminal of ECM, and
trough the normally opened type switch terminal, the Battery positive voltage is input to the
ECM. (Figure 2.39)
62
Figure 2.39

Powertec Engine
2.4. EUI (Electronic Unit Injector)

Up to now, we have explored the input side components. Let’s look into the output side
components. The most important component among the output components is the EUI
(Electronic Unit Injector). EUI has a strong solenoid. (Figure 2.40)
Solenoid
Figure 2.40
The ECM operates the EUI Solenoid by using the driving power of 90V. At this time, the
ECM drives not 90V static voltage but the alternative waveform as shown on the Figure 2.41.
Figure63
2.41

Powertec Engine
The control terminal of EUI is directly connected to the each EUI at the ECM. The
ground line is come into the ECM with binding the 3 grounds of the EUI. (Figure 2.42)
Figure 2.42
2.5. Lamps
The lamps controlled by the ECM among the lamp of the Meter cluster are as follows;
 Engine check lamp
 Engine overheat lamp
 Engine brake lamp (Exhaust brake lamp, Jake brake lamp)
 Air preheating lamp
 Cruise lamp
The battery positive voltage is input to the lamp control terminal of the ECM through the
lamp. When the ECM connects the lamp control terminal to the ground, then the lamp is turn
on. (Figure 2.43)
Figure 64
2.43

Powertec Engine
2.6. Power relay

The power relay is an output component controlled by the ECM. The power relay
supplies main power to two power terminal of ECM. If the circuit of power relay has some
problem, the engine will not start.
The circuit of power relay is shown on the Figure 2.44. The power voltage for the
excitation coil inside of relay directly comes from the battery. After the excitation coil, the
positive current comes to the power relay control terminal of the ECM and stands by. When
the Ignition “on” signal is input to the ECM. The ECM will magnetize the excitation coil by
grounding the power relay control terminal. At this time, the power relay turns on and then the
battery positive current waiting at the switch terminal of the relay will be input to the two
power terminals of the ECM.
Figure 2.44
2.7 Air heater sub relay
Air preheating system is controlled by ETACS incase of Hyundai commercial vehicle
equip with conventional diesel engine. However, ECM controls the air heater at the vehicle
with powertec engine. ETACS controls air preheating relay directly, but the ECM controls air
heater sub relay to control the air preheating relay.
The circuit of preheating system is shown on the Figure 2.45. When the power relay is
turned on, the positive current is input to the ECM through the excitation coil of the air heater
sub relay. If the operating condition of the air heater is satisfied, then the ECM gives the
ground to the air heater sub relay control terminal. And then, the air heater sub relay coil is
energized. After that, the air heater sub relay is turned
65 on, and the positive current is supplied
to the air heater relay coil. The air heater relay will be turned on, and the power of the air

Powertec Engine
heater is supplied. At this time, the operating voltage for the air heater shall be input to the air
heater monitoring terminal.
Figure 2.45
2.8 Jake brake driving solenoid

Jake brake system is a third brake system such as exhaust brake, retarder and intarder.
Hyundai commercial vehicle with powertec engine is newly equipped with jake brake system.
To control jake brake system, ECM operates jake brake driving solenoid.
Let’s look at the jake brake driving circuit. (Figure 2.46)
66

Powertec Engine
Figure 2.46
The control solenoids of the No.3 and 4 cylinders are connected to the ECM directly, and
the control solenoids of the No.1 and 2 cylinder and control solenoid of the No.5 and 6
cylinders are connected to the ECM with being common. When the ECM supplies the battery
positive current, the Solenoids is driven. When the Jake brake switch is at the first step, the
power is supplied to the No.3 and 4 control terminals, When it is at the second step, the
power is supplied to the No.1, 2, 5 and 6 control terminals, and At the third step, all solenoids
are operated by supplying the power to the two terminal at the same time.
67

Powertec Engine
68

Powertec Engine
3. Functions
3.1 Fuelling control
The most important function controlled by the ECM is the fuelling control. Fuelling control
consists of fuel injection amount control and fuel injection timing control. The ECM decides
the fuel injection amount and the fuel injection timing by the ECM internal logic, depends on
the signals from the sensors and the switches. Engine speed, pedal position, boost pressure,
intake air temperature, fuel temperature, fuel pressure, vehicle speed, coolant temperature
and atmospheric air pressure are becoming factors for fuelling control. (Figure 3.1)
Figure 3.1
There is an only one kind of output device for fuelling control. That is EUI(Electronic Unit
Injector). The ECM controls the driving time for the EUI solenoid so that it controls the fuel
injection amount and the fuel injection timing.
3.2 Cold start
The main purpose of the cold start function is to minimize white smoke during the
starting of the engine and to heat the engine up to a normal operating temperature quickly. It
also ensures that the combustion will occur at the intended cranking angle position, and uses
air and coolant temperature to compensate for the combustion delay.
3.2.1 Preheat / Post-heat (Air preheating control)
The aim of this function is to warm up intake air during cold conditions before and after
cranking. During pre and post-heat the air preheater
69 is turned on to warm up incoming air in
the inlet manifold. Preheat is used before cranking. Post-heat is used immediately after

Powertec Engine
cranking. (Figure 3.2)
Figure 3.2
The period for which the preheat and post-heat shall be turned on, is a function of
coolant temperature. The period for the preheat and post-heat shall be independent each
other. The period for the preheat and post-heat are shown on the Figure 3.3.
Figure 3.3
3.2.2 Cranking without fuel

This function is to warm up the engine block by compressing the air in the cylinders. The
period for which the engine shall be cranked, without injecting fuel, shall be a function of the
coolant temperature. This period is defined in terms of the number of injections. (Figure 3.4)
70

Powertec Engine
Figure 3.4 Number of non injections = f (Coolant temperature)
3.2.3 Operating exhaust brake

The aim of this function is to enhance the warming up of the engine by restricting the
exhaust gases flowing out of the exhaust manifold. The output driver for the exhaust brake
shall be automatically turned on when the coolant temperature is less than an APV value and
vehicle speed is zero and either the engine speed is below an APV value or the engine is
being cranked. Hysteresis shall be applied to the temperature and speed thresholds.
3.2.4 Injection timing compensation

The purpose of this function is to ensure that the injection timing for cold start is adjusted
to compensate for injection delays. The cold start compensation angle shall be a function of
two separate inputs. One input being the coolant temperature and the other one being the
intake air temperature. The maximum angle offset shall then be taken from the two functions
and added to the cranking injection or normal injection timing.
71

Powertec Engine
Figure 3.5 Timing Compensation Diagram
3.3 Idle speed control

The aim of this function is to provide an idle governor with the following features:
 Default idle reference speed (500 RPM)

 Idle reference speed adjustable between 500 RPM and 800RPM
 Idle reference speed automatically adjusts for
1. Cold engine
2. Air conditioning
3. Low Battery Voltage
3.3.1 Manual adjustment of the idle reference speed

Under specific safe conditions it shall be possible for the vehicle driver to modify the idle
reference speed by fixed increments/decrements between defined upper and lower limits.
Using momentary set/inc, res/dec switches, it shall be possible for the operator to adjust the
idle reference speed up or down by pushing the appropriate switch. (Figure 3.6)
72
Figure 3.6

Powertec Engine
Idle speed adjustment shall only be allowed when the following conditions are satisfied:
 Vehicle is stationary.
 There is no pedal demand.
 Foot-brake is applied
 The system is in idle (not PTO enabled)
When the idle speed adjustment conditions are satisfied
Idle speed adjustment shall commence the first time the operator presses either the
set/inc or the res/dec switch. Pressing the set/inc switch shall then cause idle speed to be
increased by 25RPM. Pressing the res/dec switch shall then cause idle speed to be
decreased by 25RPM. It shall be possible to continue incrementing and decrementing, within
the fixed limits (500RPM ~ 800RPM) until the required idle speed is achieved. Each time a
switch is pressed a single increment or decrement shall occur.
When idle reference speed terminates the system shall continue to use the newly
trimmed idle reference speed, which shall be saved such that it is still available after key off
to be used after the next key on, and any subsequent key on until it is adjusted again.
3.3.2 Cold idle adjust (Warm up)

The aim of this function is to increase the rate at which the engine warms up after a cold
start.
Modified Idle reference speed = f(Coolant temperature). As defined as below. (Figure
3.7)
When the temperature is below -10℃, the cold idle reference speed shall be used.
When the temperature is between T1 and T2, a modified idle reference speed shall be
calculated.
When the temperature is at or above T2 the normal idle reference speed shall be used.
Idle RPM
Cold Idle RPM

800RPM
Normal Idle RPM

500RPM(Default)
Coolant Temp
T1= -10℃ T2=0℃
Figure 3.7 Cold Idle Speed

73 Modification

Powertec Engine
3.3.3 Air conditioning idle adjust

The aim of this function is to prevent the discharge of the battery when the air
conditioner is on in order to maintain a suitable power ratio for the alternator, when idling.
When the air conditioning is switched on, a modified idle reference speed is set to
700RPM.
3.3.4 Battery voltage idle adjust

The aim of this function is to increase the charging rate when the battery voltage
becomes low.
When the battery voltage falls below 20V, idle speed is up to 550RPM.
3.4 Fuel limit arbitration
The aim of this function is to determine the maximum fuel to be supplied to the engine in
order to reduce smoke, and limit the engine speed and power thus preventing damage due to
over-speed or overload.
Three regimes are used:
1) During compression testing the fuel limit is defined by a compression test value.
2) During cranking the fuel limit is defined by a cranking value.
3) Under normal control the fuel limit shall be the lowest of the following fuel limits:
 Compensated Maximum Torque Curve, de-rated for low fuel pressure, where
necessary
 High idle speed
 Smoke Fuel
 Absolute Maximum Fuel
3.5 Auxiliary brake control

The aim of this function is to slow down the vehicle by applying the engine brake or
exhaust brake, when no fuel is demanded. The application of the engine brake or exhaust
brake may be automatic (as in Cruise control and Road speed governing) or at the driver’s
request. It helps to prevent the brake pads from over heating and increases brake pad life.
Two types of control shall be provided.
 Jake brake control
 Exhaust brake control
3.5.1 Jake brake control 74

The aim of this function is to slow the vehicle down when no fuel is demanded. It

Powertec Engine
provides three levels of retarding force.

There are three levels of braking: high medium and low. Each level has its own
dedicated driver’s request switch. If more than one switch is activated, the highest wins.
The level of braking applied depends upon the level requested by the switches and the
level requested by the cruise control and Road speed governor function. Each of the three
sources can request high medium or low level of braking. The level applied is the highest of
the three possible demands as indicated in the Figure 3.8.
Driver engine braking demand
Resultant engine
Cruise engine braking demand Highest braking Demand
wins
RSG engine braking demand
Figure 3.8 Jake Braking level Arbitration
There are two Jake brake driver solenoids and used together or separately, these
provide the three levels of engine braking force, as follows:(Figure 3.9)
Demand Low solenoid Medium solenoid

Low ON OFF
Medium OFF ON
High ON ON
None OFF OFF
Figure 3.9 Jake Brake Solenoid Operation
Engine braking, as selected above, shall be applied, provided that all the following
conditions are met:
 Zero fuel demand.

 ABS/ASR must not be active(CAN BUS).
 ATM must not be shifting (CAN BUS)
 Foot clutch must be off (foot off the clutch)
 A gear must be engaged (Neutral switch
75 must be off).

Powertec Engine
 PTO Mode is not active.

 The fuel value is zero and has been zero for about 250 ms.
When the Jake brake is active, the Jake brake lamp shall be turned on.
3.5.2 Exhaust brake

The aim of this function is to slow the vehicle down when required during normal driving
and to provide a low level retarding force.
There are three possible sources of request for exhaust brake:
 Drivers request switch.

 Cruise control function.
 Road speed governing function
When there is a request from any one or more than one of the above sources then
exhaust braking shall be applied provided that all of the following conditions are satisfied:
 Driver request switch is on.

 Zero fuel demand.
 ABS/ASR is not active (CAN bus).
 ATM is not shifting (CAN BUS).
 PTO Mode is not active
 Foot clutch is off (foot off the clutch)
 A gear is engaged (Neutral switch is off).
3.6 Door/Safety switch

The aim of this function is to provide a safe operating condition when a safety switch is
activated.
There are two different regimes depending on the application. One is for a bus and the
other for a fuel tanker operating in PTO mode. In the bus application, opening a door
activates the switch. In the fuel tanker application there is an emergency switch to be
operated manually.
3.6.1 Bus door safety switch operation

When the safety switch is active, then the idle governor shall control the engine and no
other fuel shall be permitted. So the engine will keep
76 the idle speed regarding the signal from
accelerator pedal position sensor.

Powertec Engine
3.6.2 Fuel tanker safety switch operation

When the safety switch is active and PTO is active, then engine shall be shut down.
3.7 Engine speed signal (tachometer drive)

The aim of this function is to provide an engine speed signal to the tachometer.
The tachometer requires 3 pulses per engine rpm, which shall be provided for all
measurable engine speeds. The waveform shall be a square wave (50% duty cycle). The
frequency shall be proportional to engine speed.
Figure 3.10 Engine Speed Signal
3.8 Overheat warning lamp

The aim of this function is to warn the driver of high coolant temperature values.
When coolant temperature is greater than an 103℃, the high coolant temperature lamp
shall be turned on. Hysteresis shall be provided.
Figure 3.11 High Coolant

77Lamp Operation

Powertec Engine
3.9 Engine check lamp

The aim of this function is to indicate that the ECM is powered up. The driver is
discouraged from cranking engine while the lamp is on.
The engine lamp shall be turned on for 3 seconds when the ECM is powered up.
The lamp shall be turned off at the end of this period, or if cranking is initiated.
Figure 3.12 Engine Check Lamp
3.10 Fuel pressure derate protection

The aim of this function is to provide a reduced maximum fuel limit and to warn the
driver, when the fuel pressure falls below than 200kPa at idle or lower than 350kPa at
running condition. Low fuel pressure, usually caused by a blocked fuel filter inhibiting fuel
flow, results in an increase in fuel re-circulation. This in turn causes the fuel temperature to
increase locally, which can result in damage to the injectors.
When low fuel pressure is detected, reducing the maximum torque of the engine can
prevent damage. This is achieved by limiting the available fuel.
78

Powertec Engine
When the pressure is lower than the limit
Figure 3.13 Low Fuel Pressure Derate
79

D6CA H Guide

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Powertec Engine

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4.3 Water pump and thermostat 23 8. Jake Brake 39

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To increase the efficiency of the engine, the turbocharger intercooler is equipped.

The features of this engine are ;

1.2 Engine layout

1.3 Engine specifications

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1.5 Engine line-up

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2. Main Moving Part

Cylinder head of Powertec engine

Rocker arm and valves

12 Locker arm and valves

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Cutaway of EUI installation

No.1 Cylinder TDC Sensing Crankshaft Position Sensor (CPS)

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After installing the piston, be sure that the oil jet is

Measurement of piston and liner protrusion

Liner Protrusion : 0.04~0.09mm

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Oil pressure regulating valve Oil Spray Nozzle

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3.2. Oil filter

Lubricant shortage problem Waste gate device

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4.2 Fan and fan-clutch

Fan clutch structure Cleaning the bimetal

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4.3 Water pump and thermostat

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5.2 Fuel pump

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The circuit board of the ECM emits some

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6. Electronic Unit Injector (EUI)

6.2 Operational principle

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6.2.2 Fuel Compression

6.2.3 Fuel Injection

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6.3 EUI replacement

6.4 EUI installation

Injector clamp bolt

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6.5 Nozzle tube replacement

First, drain out the coolant from the cylinder

Insert small roll tissue paper into the tube with

Make thread in the tube with 5mm depth. Using

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