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Olympian Product

Entrenamiento

Motor Electronico Serie1300


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ENGINE IDENTIFICATION
The engines consist of a range of six cylinder in-line engines which are turbocharged or
turbocharged / intercooled. These engines have an electronic management system.
In these notes, we will refer to the different engines types by their code letters,
which are the first two letters of the engine number as indicated below.
CODE LETTERS

CAPACITY

ASPIRATION SYSTEM

WK
WL
WM
WN
WP
WQ
WR
WS

7,6 Litre
7,6 Litre
8,7 Litre
8,7 Litre
7,6 Litre
7,6 Litre
8,7 Litre
8,7 Litre

Turbocharged
Turbocharged / intercooled
Turbocharged
Turbocharged / intercooled
Turbocharged
Turbocharged / intercooled
Turbocharged
Turbocharged / intercooled

ENGINE NUMBERS
The engine number is stamped on the left side of the cylinder block, behind the
high pressure oil pump.
An example of the engine number is :
WK1296N123456B
WK
1296
N
123456
B

Model code letters


Build list number
Built in the USA
Engine serial No.
Year of Build code
2

1300 Series Electronic Engine General Data


Number of cylindrs6
Cylinder arrangementIn line
Cycle.Four Stroke
Introduction system...Turbocharged or Turbocharged /Intercooled
Combulsion system.Direct injection
Nominal bore:
- WK & WL109, 2mm (4.301 in)
- WM & WN...135, 9mm (5.350 in)
stroke:
- WK & WL.112,9mm (4.301 in)
- WM & WN135,9mm (4.590 in)
compression ratio...16.5:1
Cubic capacity:
-WK & WL.7,64 litres (466.4 cu in)
- WM & WN...8,71 litres (531.0 cu in)
Firing order..1,5,3,6,2,4
Valve tip clearances (cold):
- Inlet & exhaust.0,64mm (0.025 in)
Lubricating oil pressure (minimum):
- Idle..104 kpa (15 1bf sq in)
- Maximum no load engine speed & normal temp...276 kpa (40 1bf sq in)
Lubricating oil capacity :
Sump..22,7 litres (40.0 UK pints)
Filter...5,6 litres (9.9 UK pints)
Direction of rotation.Clockwise from the front
Valve seat angle:
- Inlet..30 Degrees
- Exhaust45 Degrees

Olympian 1300EDi Models


Model
D150P4
D200P4
D230P4

Engine
1306-E87T
1306-E87TA
1306-E87TA

Rating
(HP)
215
300
330

Build
List
WR
WS
WS

Engine Emissions
Compliant to EPA and EC Stage 1
emissions legislation
Excellent platform for stage 2
emissions legislation and beyond
No visible smoke
Up to 3.5 dBA quieter, which
equates to over a 50%
improvement in perceived noise

FUEL SYSTEM

ydraulically Actuated
Lectronically controlled

nit

njector
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FUEL SYSTEM
The 1300 series electronic engine uses injector units,
which are hydraulically actuated and electronically
controlled.
This offers vastly improved performance over
mechanical systems by controlling the following areas:
Rate Control
The rate of injection can be controlled to meet any engine condition, due to the
injector being hydraulically actuated rather than mechanically.
The rate of injection and injection pressure does not depend on engine speed.
Timing Control
Both start and end of injection is electronically controlled, unlike conventional
electronically controlled mechanically actuated unit injectors, the plunger does
not move until the solenoid is energised.
This means that plunger movement is not limited to the speed or duration of a
cam lobe.
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FUEL SYSTEM

Injector Unit
The injector uses the hydraulic
energy of the pressurised oil to
Electronic
cause injection.
Solenoid
The pressure of the incoming oil
controls the speed of the
intensifier piston and therefore,
the rate of injection. The amount
Intensifier
of fuel injected is determined by
Piston
the duration of the pulse from the
ECM and how long it keeps the
solenoid energised. As long as the
Check
solenoid is energised and the
Valve
poppet valve is off its seat, oil
continues to push down the
intensifier and plunger until the
intensifier reaches the bottom of
its bore.

Poppet
Valve

Nozzle
Assembly

FUEL SYSTEM

Injector Unit Top Section

Solenoid
Armature

Poppet

Wire to ECM

FUEL SYSTEM

Injector Unit Mid Section


Oil Outlet Port
An intensifier piston in the injector
unit multiplies hydraulic force on
the plunger.
By varying the hydraulic input
pressure, injection pressure can
be controlled in a range from Plunger
3,000 to 21,000 psi.

Oil Feed Port


Spill Port
Fuel Port

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FUEL SYSTEM

Injector Unit Bottom Section


Spill Port closed
during injection
Nozzle Assembly

Needle

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FUEL SYSTEM

Injector Unit Bottom Section


Each injection is made up
of two stages.
Pilot Injection
Main Injection

Injection Pressure can be as high


as 21,000 Psi.
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FUEL SYSTEM

Injector Pilot Injection

Main Injection

Pilot Injection
Delay Period

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14

15

16

17

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SYSTEM OPERATION
Engine oil is drawn from the sump by the engine oil
pump and flows through the oil cooler and filter to the
high pressure supply pump. The supply pump
pressurizes the oil to between 450 and 3,000 psi. Pump
outlet pressure is determined by the injection pressure
regulator valve (IPR) which dumps excess oil to drain.
The pressure maintained by the IPR is determined by a
variable electrical signal supplied by the Electronic
Control Module (ECM).

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SYSTEM OPERATION
High pressure oil is supplied to a pressure rail attached
to the cylinder head, and by drillings in the head is
available to all injectors. The energised solenoid lifts
the injector poppet valve off its seat. High pressure oil
from the rail then enters the injector causing injection
to occur.
Injection ends when the ECM switches off the current
to the solenoid. The poppet spring then causes the
poppet to close. As the poppet closes, the high pressure
supply oil from the rail is blocked and the intensifier
piston cavity is connected to drain through the
armature cavity.
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SYSTEM OPERATION
The plunger return spring then pushes the intensifier
and plunger back to their original position. The
upward movement of the plunger lifts the fill check
valve off its seat and draws fuel into the plunge cavity
for the next stroke.
Fuel is drawn from the fuel tank by a mechanical fuel
pump and flows through a filter to the pressure rail
attached to the cylinder head, via drillings in the head
to the injectors. Excess fuel flows back to the tank via a
spring loaded valve, which maintains a positive fuel
pressure in the pressure rail.

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FUEL SYSTEM

HEUI Injectors

Fuel Filter
Fuel Tank
Fuel Transfer Pump
(Lift Pump)

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FUEL FLOW
INJECTOR
FUEL
MANIFOLD

REGULATOR

RETURN
BLEEDER VALVE/TEST POINT
PRIMER PUMP
CHECK BALL
FUEL INLET
PUMP
STRAINER

NEGATIVE PRESSURE

FILTER

PRIMARY TRANSFER PRESSURE (UNFILTERED)


PRIMARY TRANSFER PRESSURE (FILTERED)
RETURN PRESSURE

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Bosch Lift Pump

Priming pump

OIL SYSTEM

Fuel Rail

20 Micron strainer
2 Micron
filter

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Fuel specification
Cetane num ber. 50 m inim um
0
Viscosity 2.0/4.5 centistokes at 40 C
Density 0,835/0,855 kg/litre
Sulphur
0.2% of m ass, m axim um
Distillation 85% at 350 0 C

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Drain Fuel gallery


Drain Oil Gallery
Disconnect Oil Deflection Guard/Wiring Support
Loosen Injector Support Bolt
Remove Injector
Fit new seals (allow 15 minutes for seals to
contract)
Fit Injector and Reassemble
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OIL SYSTEM
Oil Sump
Engine Oil
Pump
To Engine
Lubrication
System
Oil Cooler and Filter

High Pressure Oil


Supply Pump (Rexroth)
High Pressure Oil Rail
Injection pressure regulator valve
HEUI Injectors

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Oil Filter
Oil Cooler &
Thermostat

Engine Oil
Pump

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OIL SYSTEM

High Pressure
Oil Rail

Rexroth
Pump

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OIL SYSTEM

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OIL SYSTEM
High Pressure Oil Rail

Rexroth Pump

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ENGINE OIL
TEMPERATURE
SENSOR

FEED TO HIGH
PRESSURE PUMP

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Oil specification
When available
API CG-4 or API CH-4
When NOT available
API CF-4

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Service and maintenance

Ref. Users Handbook


1300 series Edi

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ECM management system

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Engine Sensors
Oil Pressure
Injection
Control
Pressure
Coolant
Temperature
Boost
Pressure

Oil
Temperature

Camshaft
Position

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Electronic Control
Module
ECM

HEUI Injectors

Stop / Start
Switch

Sensors

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Camshaft position sensor


Narrow
Vain

24 vanes
1 narrow vain
Sends engine speed
to ECM
Sends engine position to
ECM

C.P.S

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42

Cam position sensor


Hall effect
Narrow vain
6

Volts

5
4
3
2
1
0
Degrees
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OIL SYSTEM

ECM
ICP
sensor
High pressure oil feeding injectors

Rexroth
oil pump
IPR valve
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INJECTION CONTROL PRESSURE SYSTEM


CLOSED LOOP
CONTROL

ECM

INJECTION CONTROL
PRESSURE SENSOR

INJECTOR

REXROTH
HIGH
PRESSURE
PUMP

HOSE

RESERVOIR

HIGH PRESSURE MANIFOLD

INJECTION PRESSURE REGULATOR VALVE

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ICP

IPR

ECM

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Temperature sensors
Thermistor sensors
Oil temp
Coolant temp
Air temp
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Pressure sensors
Gives ECM information on:
Oil pressure
Injection control pressure
Boost pressure
Barometric pressure
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Flashing Lights
To interrogate the ECMs memory or identify a fault,
the self test button (Red) should be depressed.
The (Green) button should be momentarily depressed to initiate
the active and inactive fault tests.
If there are any active faults, the red lamp will flash once,
followed by the amber lamp flashing a numerical code.
If more than one active fault code is stored in the ECMs
memory, there will be a short pause after the first code and
then the next code will be indicated.
When all of the active codes have been indicated the red
light will flash twice and the inactive fault codes will be flashed.
At the end of the sequence the red light will flash three times to
signal the end of the test.
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Flashing Lights
Active Faults
=

111 (No Faults)

Each active fault will be proceeded


by a red flash.

Inactive Faults
=

111 (No Faults)

OCC test
Both red and amber lights are momentarily
on during the output circuit continuity test.

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Flashing Lights
It is possible to perform an output circuit continuity
test (OCC) with the the use of the red and green
push button on the top of the side panel by :
Pressing and holding both buttons for the
duration of the test.
Green

Red

Push Buttons

OCC test
Lamps
red

amber

Both red and amber lights are


momentarily on during the
output circuit continuity test.

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Olympian Electrical DWG

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Olympian Electrical DWG

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Fault finding using the MPSI

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Fault finding using PC software

Part number 994 - 487 and 994 - 485


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