TABLE OF CONTENTS

TECH-COM 2004-3

NEF Engine

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
ENGINE IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ENGINE FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
NEF ENGINE DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
DEALER-CERTIFIED TECHNICIAN TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

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 INTRODUCTION
WHAT IS THE NEF ENGINE?
NEF stands for New Engine Family. The NEF engine
was designed to:
• Meet the ever-changing levels of emissions
legislation.
• Increase power and torque rise.
• Decrease sound levels.
• Improve starting ability.
The NEF engine is a joint venture with Iveco,
Cummins, and New Holland. You’ll find this engine
on many New Holland products.
3
When you complete this Tech-Com, you should be
familiar with:
• How the engines in the NEF product line are
identified.
• The NEF engine features, including the cylinder
block, cylinder head, mechanical fuel supply, and
electronic fuel supply.
• NEF engine diagnostics and troubleshooting.
You’ll find an introduction to the NEF engine in
Tech-Com 2004-1 “Tier 2 Engines.” Also refer to the
product-specific Repair Manuals for individual
specifications for each NEF engine.
 ENGINE IDENTIFICATION
NEF engines are available in a number of
configurations:

• 4-cylinder, 2 valves per cylinder, with mechanical

fuel injection
• 4-cylinder, 4 valves per cylinder, with an
electronic common rail fuel system
• 6-cylinder, 2 valves per cylinder, with mechanical
fuel injection
• 6-cylinder, 4 valves per cylinder, with an
electronic common rail fuel system

In addition, all of these configurations can be

combined with a structural or non-structural
crankcase. The engine identification number indi-
cates the number of valves per cylinder, type of
crankcase, number of cylinders, and type of fuel
system.

UNDERSTANDING THE ENGINE

IDENTIFICATION NUMBER
The engine identification number and serial number
can be located on top of the valve cover, on the side
of valve cover, on the rear engine support casting, or
even on the oil pan. Figure 1 shows an example of
the emissions control decal on a NEF engine. You
would find the engine identification number next to
“Engine Family” or “Model.”

The identification number consists of the following

digits, Figure 2.

4
 ENGINE IDENTIFICATION

F 4 A E 0 6 8 4 F D + 1

1= Common Rail 4 valve

2= Common Rail 2 valve
Engine family. 3= In--Line 4 valve
Includes 4 cyl & Approved 4= In--Line 2 valve
6 cyl in both 2 Engine Power 5= Rotary 4 valve
valve & 4 valves Rating 6= Rotary 2 valve
per cylinder,
mechanical and Cylinder orientation
common rail fuel 0 = 4 stroke vertical Emissions Level
systems D =Tier 2

No. Cylinders Application/Duty No.

4 = 4 cylinders
6 = 6 cylinders
Fuel/injection/induction
0 = Diesel injection --Nat Aspirated
5 = Diesel injection -- Turbo
8 = Diesel injection -- Turbo -- Aftercooler

Engine crankcase type: 0 = Different -- between the

Block type Bore No. Valves Displacement following specifications
A= Non-structural crankcase 102mm 4 valves 3.9 or 5.9 liter 1 = Truck
B= Non-structural crankcase 102mm 2 valves 3.9 or 5.9 Liter 2 = Bus
C= Structural crankcase 104mm 2 valves 4.5 or 6.8 Liter 3 = Railroad
D= Structural crankcase 104mm 4 valves 4.5 or 6.8 Liter 4 = M.T. Vehicles and Tractors
E= Structural crankcase 102mm 4 valves 3.9 or 5.9 Liter 5 = Gen set
F= Structural crankcase 102mm 2 valves 3.9 or 5.9 Liter 6 = Marine
G= Non-structural crankcase 104mm 2 valves 4.5 or 6.8 liter 7 = Industrial and fork lift truck
H= Non-structural crankcase 104mm 4 valves 4.5 or 6.8 Liter 8 = Cars and Similar
9 = Army

Y Y Y Y Y Y

Model Serial Number/Production Number

2
In the next section of this Tech-Com, we’ll take a
closer look at the engine features. To review before
going on, answer questions 1 -- 2 in the
Dealer-Certified Technician Test.

5
 ENGINE FEATURES
ENGINE DESIGN

Block Design
The block configurations are similar, but not
interchangeable, between the electronic and me-
chanically fueled engines.
The NEF engine block features:

• Parent bore design, which means the cylinder

sleeves are machined into the casting of the
cylinder block.

-- Bores can be machined 0.5mm oversize.

However, if this is done, all sleeves must be
bored oversize, Figure 3.

• Oil galleries and passages pressure lubricate the

crankshaft, connecting rods, camshaft, and
cylinder head. Bolt in place piston oil cooling jets
target oil to the underside of the piston crown to
carry away heat.

20044782

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 ENGINE FEATURES
• Cylinder block is cast and machined for the
integral oil cooler, as well as the water pump’s
spiral impeller, Figure 4.

-- The coolant flow from the water pump, 1, is

first directed through the oil cooler assembly,
then around the cylinders, into the cylinder
head. Coolant then exits the engine at the
thermostat housing, an integral part of the
cylinder head.

A = To the radiator
B = From the radiator

80734

7
 ENGINE FEATURES
Structural Crankcase
Some New Holland products contain NEF engines
with a structural crankcase, which means the engine
is required to support another key member, such as
an axle.

On these engines, the oil pan is a cast assembly and

structural part of the engine. The oil pump pick up
tube is cast into the oil pan assembly. Each side of the
oil pan has a cast-in pickup passage combining at the
center of the oil pan. There is a course wire screen
at the center of the oil pan to stop the passage of
large contamination. A single passage then ports the
oil to the inlet of the oil pump.

There are two drain plugs in the oil pan sump,

Figure 5, because the exterior shaft to the MFD runs
through the center of the oil pan. Two plugs are
needed to drain each side during normal oil drain
intervals.

The pan gasket and front cover gasket are made of

composite material with rubber beading.

50044758

8
 ENGINE FEATURES
Non-Structural Crankcase
Some New Holland products contain NEF engines 2
with a non-structural crankcase, which is not 1
required to support another key member of the
vehicle.

The oil pan and oil pump pick up tube, 1, Figure 6,

are separate components on non-structural engines.
A suction screen, 2, is located in the pick up tube to
stop the passage of large contamination.

20041038

6
The non-structural pans have one drain plug in the oil
pan sump, 1, Figure 7.

20032538

7
Crankshaft
The crankshaft, Figure 8, is forged and fully 2
counterweighted. The 6-cylinder crankshaft is sup-
ported in the cylinder block by seven main bearings.
Main bearing assembly number six incorporates the 1
thrust bearing to control crankshaft end play.

On the structural engine, the nose of the 6-cylinder

crankshaft is splined to drive the oil pump, 2.

The rear of the crankshaft employs a gear, 1, to drive

the camshaft and accessory drives, if fitted. All gears
are of the straight cut spur gear design. 003196t

The 4-cylinder crankshaft is supported in the block by 8

five main bearings. Main bearing assembly number
five incorporates the thrust bearing to control
crankshaft end play. The nose and the rear of the
crankshaft are configured the same as the 6-cylinder
crankshaft.

9
 ENGINE FEATURES
Dynamic Balancer
A gear driven and counterweighted dynamic balancer,
1, Figure 9, is used to smooth the firing impulses of
the 4-cylinder engine. The balancer is bolted to the
bottom of the cylinder block and is driven by the gear
at the rear of the crankshaft. The balancer must be
properly timed with a locking pin for installation into the
engine with the #1 cylinder at TDC.

80371

9
Connecting Rod
The connecting rod, Figure 10, is forged and has
one unique characteristic. At the crankshaft end, or
“big end,” of the connecting rod, the rod cap is parted
from the upper rod half by an innovative fracturing
process rather than machining. This improves
strength and provides better fit up. Rod and cap are
etched with matching numbers for identification. The
wrist pin end, or small end, of the rod is tapered to
allow more material to be added to the piston in the
area of the wrist pin to carry higher loads.

00880t

10
Piston
NEF engines feature a single piece, aluminum,
three-ring piston, Figure 11, with a Ni-resist insert
top ring groove. The piston is molybedum coated to
aid in break in. An arrow on top of the piston indicates
the direction of installation. If removed, the piston
must be properly installed relative to the notch in the
piston skirt, which provides clearance for the piston
oil cooling nozzle.

The top compression ring is keystone shaped. There

is no “top” or “bottom” identification mark. This ring is
fitted close to the piston crown for reduced dead 00881t
volume, which results in improved emissions.
11
The second compression ring is rectangular and
taper faced, with twist. The top of the ring is identified
by the word “Top.”

The oil control ring is a single piece with expander.

There is no “top” or “bottom” identification mark. Oil
removed by the oil ring is routed to slots over the wrist
pin bore for return to the crankcase.

The piston oil cooling nozzle directs oil flow into the
underside of the piston crown for heat removal.

10
 ENGINE FEATURES
Camshaft
The camshaft and injection pump drive are located at
the rear of engine. The camshaft, Figure 12, is
supported by seven bearing journals in the 6-cylinder
engine. The front and rear camshaft bearing journals
ride in bushings. The remaining camshaft journals
ride in the bearing surfaces machined into the block
casting. The camshaft is retained in position at the
rear of the engine using a bolt in thrust plate.

50044759

12

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 ENGINE FEATURES
The camshaft features a bolt-on cam gear,
Figure 13. Cam gears are normally press fit to the
camshaft. Cam gears are slotted at the rear face,
allowing rotation to be monitored by the camshaft
position sensor when using electronic fuel control.

The camshaft valve lifters are mechanical.

An accessory drive hole plug is mounted under the

fuel injection pump. Depending on your engine
configuration, it may be installed from the rear or from
the front.
80342
The rear gear case is sealed with a liquid gasket.
13
Positioning the gear train at the rear helps with noise 1. Bolts
reduction and reduces torsional vibration. It also 2. Cam gear
helps narrow the frontal area of the engine for 3. Camshaft
improved air flowing through the cooling system.

12
 ENGINE FEATURES
COOLING AND LUBRICATION
Structural Engine Gerotor-Type Oil Pump The oil pump housing has a built-in regulating valve,
NEF structural engines have a georotor-type oil 4, and a separate relief valve, 5.
pump, 1, Figure 14, and housing, 2, bolted to the
front of the engine. The center georotor gear is driven
by the crankshaft, 3.

4
5

Pressurized oil
Oil under gravity
80370

14

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 ENGINE FEATURES
Structural Gerotor Pump Oil Filter Mount
The NEF gerotor pump’s oil filter mount, 1,
Figure 15, is upside down for better clearance.
However, the filter is equipped with a check valve so
any oil remaining in the filter won’t spill during filter
change. The mount is designed to keep oil in the filter
so it doesn’t drain back when the engine is off.

The oil pressure relief is located in the front cover.

80311

15
Non-Structural Engine Gerotor-Type Oil Pump
Engines with non-structural crankcases have a
gerotor-type oil pump, 1, Figure 16, located in the
front housing of the engine block, under the cover.

The pump is gear driven off the front of the crankshaft

through an idler gear.

75811

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Non-Structural Gerotor Pump Oil Filter Mount
The gear pump’s oil filter, 1, Figure 17, is right-side
up. The oil pressure relief on NEF engines with gear
pumps is located in the filter mount.

NOTE: You cannot interchange oil filters between

the structural and non-structural engines.

10037084

17

14
 ENGINE FEATURES
Water Pump
The water pump, Figure 18, is integral to the block.
The water pump assembly includes a shaft seal and
impeller mounted to the engine with a two-bolt
flange. The remainder of the water pump assembly
is machined to the block.

18
Oil Cooler
The multiple plate-type oil cooler, 1, Figure 19,
provides critical heat removal from the engine. The 1
cooler assembly is bolted into the engine block,
sandwiched between the block and the oil filter
mounting base.

NOTE: The oil cooler is basically the same for the

structural and non-structural engine, but is not
interchangeable.

Next, a closer look at the NEF cylinder head. To

review before going on, try answering questions 3 - 20041045
8 in the Dealer-Certified Technician Test.
19

15
 CYLINDER HEAD
NEF engines can be configured with two or four
valves per cylinder, depending upon whether the fuel
system is mechanical or electronic. Figure 20 is the
cylinder head on a 4-valve per cylinder common rail
engine. The valve seats are inserts and can be
replaced as needed.

3 8

003199t

20
1. Exhaust manifold 6. Cold start seat
2. Electro-injectors 7. Electro-injector wiring housing
3. Electro injector relative wiring 8. Cylinder head
4. Thermostat 9. Fuel inlet connector
5. Intake manifold

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 CYLINDER HEAD
Intake, 1, Figure 21, and exhaust valves, 2, are
ground to the same angles as the seats, and are 2
recessed into the cylinder head for piston clearance.
The valve guides are cast into cylinder head. Valve
stem oil seals are used on both the intake and 1
exhaust valves.

Valves are actuated by adjustable rocker arms,

supported by individual rocker arm pedestal
assemblies. On a two-valve head, each rocker arm
activates one valve. On a four-valve head, a single
rocker arm activates two valves.
003232t
The seating area for the thermostat is an integral part
of the cylinder head. It is important to install the 21
thermostat assembly correctly.

The cylinder head gasket is a laminated type.

Different thickness gaskets are available for NEF
engines. See engine specific information for the
vehicle installed in for applications.

The torque plus angle method of tightening is used

to ensure even bolt torquing and uniform clamp load
when installing the head gasket.

INJECTORS

Mechanical Fuel System

The mechanical engine injection nozzles, Figure 22,
are out board of the rocker cover on the exhaust
manifold side of the engine. The nozzle bores have
a notch machined for correct positioning of the
injection nozzle.

80623

22

17
 CYLINDER HEAD
Electronic Common Rail Fuel System
The electronically controlled injection nozzles, 1,
Figure 23, are mounted under the rocker cover and
are centrally located between the intake and exhaust
valve assemblies on each cylinder. The nozzle tip is
sealed with a copper washer, 3. The upper nozzle
body employs an O-ring, 2, to keep nozzle return fuel
from leaking into the engine oil. Return fuel is ported
from the nozzle body to a common drilling in the
cylinder head. This fuel exits the cylinder head at the
rear.

A cross-feed tube ports high pressure fuel from the 80691

high pressure line to the injection nozzle. The
cross-feed tube has a tapered end that matches a 23
like taper in the nozzle body. The feed tube is held in
position by a machined notch in the cylinder head. A
gland nut threaded into the cylinder head forces the
feed tube to seal against the nozzle body.

An intermediate cover between the head and the

rocker cover carries wiring and connectors for the
electronic fuel injector.

The intake manifold is an integral part of the cylinder

head,

All NEF engines feature a closed crankcase

breather.

18
 CYLINDER HEAD
COLD STARTING AID
A cold starting aid, 2, Figure 24, is optional on some
engines. If equipped, the mechanical NEF engines
have a grid heater installed at the intake manifold, 1,
for improved startability.

Electronic engines have a grid heater built into the

intake manifold, 1.

Electrical NEF Engines

80385

Mechanical NEF Engines

24
In the next section of this Tech-Com, we’ll look at the
fuel supply features for both the Bosch VE
mechanical and Bosch Electronic Common Rail fuel
systems. Try answering questions 9 - 10 in the
Dealer-Certified Technican Test to review before
going on.

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 FUEL SUPPLY
MECHANICAL ENGINE
Two-valve per cylinder engines are equipped with
either a rotary, 1, Figure 25, or in-line fuel injection
pump, mounted at the left rear of engine.

A rotary pump employs a single rotating pumping

plunger for fuel delivery. A centrifugal governor linked
to a control sleeve meters fuel delivered by the
rotating plunger. An advance mechanism is used to
optimize injection timing through out the speed
range.

A special cold starting advance is used to advance 80749

the pump timing for cold start up. After the engine
coolant warms to about 160 degrees Fahrenheit, 25
injection timing is retarded to improve engine
emissions.

Acceleration smoke is controlled by the aneroid

(LDA) assembly fitted to the top of the injection pump.

The aneroid reduces the amount of fuel available to

be injected until adequate turbocharger boost is
available in the intake manifold, to provide an
acceptable air fuel ratio for a clean exhaust emission.
The rotary Bosch VE and in-line injection pumps are
locked timed for installation onto the engine at Top
Dead Center (TDC). A bolt, 1, Figure 26, at the rear
of the pump is turned into the pump housing
contacting the pump drive shaft, holding the pump in
the correct position for installation at TDC. After
installation, the bolt is backed out and the special
washer, 2, wired to the pump body is placed under
the head of the locking bolt to space the bolt away
from the pump drive shaft.

If the lock timing is released (lock timing position lost)

prior to installation, the plunger lift position can be 80636
recovered using Service Tool CAS 2458 (adapter)
and CAS 1745 (dial indicator). 26

NOTE: According to current emissions legislation, all

internal pump timing procedures must be carried out
by an authorized Bosch dealer.

20
 FUEL SUPPLY
Other fuel supply features include:

• High pressure lines to injectors.

• Bosch 17 mm (.68 in.) type injection nozzles with

gland-style retaining nut.

• Nozzle body employs an alignment ball to

properly position the nozzle in relationship to the
piston combustion chamber.

• Filtration with mechanical hand primer.

• A mechanical fuel supply pump operated by the

camshaft is used to supply the injection pump
with fuel at .21 – .48 bar (3 to 7 psi). The supply
pump incorporates a lever to mechanically
operate the pump for fuel system priming.

NOTE: During the hand priming process, if the

supply pump arm is on the high side of the camshaft
lobe, no fuel will be displaced. Maximum hand
priming can occur if the supply pump arm is on the
low side of the cam lobe.

ELECTRONIC/COMMON RAIL ENGINE

The fuel supply to the electronic engines is provided
by the Bosch high pressure common rail fuel system,
which is controlled by the Engine Control Unit (ECU).
The common rail system consists of the following
components:

• Pressure accumulator (common rail), Figure 27

BSF4471A

27
1. Common Rail
2. Fuel Inlet from High Pressure Pump
3. Pressure Sensor
4. Relief Valve

21
 FUEL SUPPLY
• Solenoid valve-controlled injectors in the cylin-
der head, 6, Figure 28
• Electronic Control Unit (ECU), 11
• Crankshaft speed sensor, 5
• Camshaft speed sensor, 8
• Fuel pressure sensor, 3 (cable shown)
• Coolant temperature sensor, 2
• Engine oil pressure and temperature sensor, 4
• Electro-injector, 6, (Electro-injector connection is
shown at 1)
• Air pressure-temperature (boost) sensor, 7
• Fuel heater and temp sensor, 9
Figure 28 also shows the pressure regulator wiring,
10.
In a common rail fuel system, the injection pressure
is generated independent of engine speed and
injected fuel quantity. Fuel is stored under pressure
in the high pressure accumulator, or common rail,
ready for injection. Individual high pressure lines
come off the common rail to each cylinder, and are
connected to the cross-feed tube that connects to
each injector nozzle. Fuel quantity and timing are
electronically controlled from the valve assembly
mounted on top of the injection nozzle. The degree
of acceleration determines the injected fuel quantity,
while the ECU determines the start of injection and
injection pressure.
The fuel system consists of a low pressure stage for
the low pressure delivery of fuel, and a high pressure
stage for high pressure delivery.

80375

28
1. Connection for electro-injectors 7. Air pressure temperature sensor
2. Engine coolant temperature sensor 8. Timing system phase sensor
3. Fuel pressure sensor cable 9. Fuel temperature sensor
4. Engine oil pressure and temperature sensor 10. Pressure regulator wiring
5. Crankshaft sensor 11. EDC7C control unit
6. Electro-injector

22
 FUEL SUPPLY
9
7
5 3
4
Low Pressure Delivery
The common rail low pressure fuel system consists
of the fuel tank with primary fuel filter, supply pump,
secondary fuel filter, and low pressure fuel lines.
The supply pump, Figure 29, draws fuel from the fuel
tank, 1, through the primary fuel filter, 2, to the inlet
of the supply pump, 3. Fuel from the supply pump
then enters the secondary filter, 4, under pressure to
feed the high pressure pump, 5.
Figure 30 also shows fuel supply components.
High Pressure Delivery
The high pressure system includes a high pressure
pump, 6, Figure 29, with pressure control valve, high
pressure fuel lines, 7, the common rail, 8, as the high
pressure accumulator, injectors, 9, and fuel return
lines, 10.
The high pressure pump pressurizes the fuel, then
feeds it by a single high pressure line to the common
rail. The injector nozzles open when the solenoid
valve is triggered and inject fuel directly into the
engine’s combustion chamber. Fuel pressure inside
the rail remains practically constant, even after an
injector has taken fuel from the rail for injection.
With a common rail fuel system, injection actually
takes place in three phases:
23
10
2
1
29
• Pilot injection. In this phase, a small amount of
fuel is injected into the cylinder to precondition
the combustion chamber. This reduces combus-
tion pressure rise and peaks, which reduces
combustion noise and fuel consumption. Pilot
injection can also reduce exhaust gas emissions.
• Main injection. The main injection phase is
responsible for the engine’s torque development.
• Secondary injection. This phase is timed to take
place during the exhaust cycle. Secondary
injection introduces a precisely metered quantity
of fuel to the exhaust gas, which can reduce
nitrous oxide (NOx) combustion, a gas that is
harmful to people and the environment.
The excess fuel needed to open the injector nozzles
flows back to the tank through a collector line. The
return fuel from the pressure control valve and the
low pressure stage also flows through this line with
the fuel used to lubricate the high pressure pump.
The fuel lines are made from steel tubing because
they must be able to withstand the maximum system
pressure, as well as high frequency pressure
fluctuations.
These electronic NEF engines also feature dual
filtration with an integral hand primer.
The next section of this Tech-Com is NEF engine
diagnostics. Questions 11 - 15 review this section on
the fuel system.
 FUEL SUPPLY

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1. Fuel outlet fitting to rail 6. Fuel outlet fitting to filter mounting
2. High pressure pump 7. Fuel inlet fitting from the cooler of the pack
3. Pressure regulator 8. Fuel outlet fitting from the mechanical pump to the filter
4. Drive gear 9. Mechanical supply pump
5. Fuel filter inlet fitting from filter

24
 NEF ENGINE DIAGNOSTICS
When diagnosing NEF engine concerns, you must
determine whether the problem is related to the
mechanical, fuel delivery, or electrical/electronic
system. Most engine concerns are identified by an
indicator light and/or audible alarm from the vehicle
operating system, by the operator noticing a change
in engine performance, or a change in the sound of
the engine.
NOTE: When diagnosing standard mechanical or
common rail engines, remember the term FACT is
applicable.
F -- Fuel
A -- Air
C -- Compression
T -- Timing
All these elements are necessary for the operation of
diesel engines.
ELECTRICAL/ELECTRONIC CONCERNS
Electrical and electronic concerns are a result of an
electrical or electronic component failure. These are
separated as follows:
• Electrical -- hard wiring (wiring harnesses),
switches, and sensors
• Electronic -- controllers or processors
NEF engines can be mechanically or electronically
controlled. Mechanically controlled engines will not
have a separate engine controller. However, they
may have controls (switches and sensors) that send
signals to controllers used by the vehicle to monitor
engine functions.
Electronic engines will have a separate engine
controller that monitors and controls engine
operation. This controller may also communicate
with other vehicle controllers in reporting engine
conditions to the operator.
It is important to isolate these two systems and
troubleshoot them independently. If the vehicle the
NEF engine is installed in is reporting a fault either by
a fault code, warning light, or audible alarm,
diagnostic procedures should progress from the
most likely points of failure to the least likely and are
prioritized as follows:
• Operating condition exists outside the parame-
ters identified for the switch or sensor reporting
the condition.
• Switch/sensor/part is bad or malfunctioning.
25
• Electrical harness and/or connector is bad or
defective.
• Electronic module (controller/processor) is bad
or defective.
When an operating condition exists outside the
parameters identified for the switch or sensor
reporting the condition, use direct reading devices
(such as pressure gauge, temperature gun, or
thermocouple) to verify the condition exists. For
example:
1. If the engine is reporting low engine oil pressure,
connect a direct reading gauge to the engine oil
system and verify the actual oil pressure and
compare results indicated by vehicle.
2. If the system is reporting correctly, see
“Mechanical Concerns” later in this manual.
3. If the oil pressure is okay using the direct gauge,
then verify circuit operation according to the
Repair Manual for the vehicle the NEF engine is
installed in.
You can use the latest Electronic Service Tool (EST)
to monitor and diagnose conditions on units
equipped with electronic engines or units installed in
vehicles that use the EST. Follow the EST
information for the vehicle along with any other
technical information available for the vehicle.
MECHANICAL CONCERNS
Mechanical concerns are those related to the major
engine components such as the block, crank,
pistons, valves, induction system, turbo charger, and
exhaust system. These are typically identified by a
unique sound or lack of performance from the
engine. Some conditions, such as high coolant
temperature or low engine oil pressure, are first
indicated by a warning light/gauge and/or audible
alarm.
Use basic engine troubleshooting techniques that
are standard to any engine type, following charts
where applicable, to diagnose these types of
concerns.
FUEL/INJECTION CONCERNS
Fuel/injection concerns are related to the fuel tank,
supply lines, fuel pump, filters, and injectors. With
today’s level of emission standards, it is essential
that fuel injection pump adjustments and internal
repairs be performed by authorized Bosch dealers.
Results from any adjustments must meet emission
regulations for the year, model, and make of engine.
 NEF ENGINE DIAGNOSTICS
Standard troubleshooting practices apply when
performing diagnostics on the fuel system for
mechanical engines.

For common rail engines, additional components

mentioned in the “Electronic/Common Rail Engine”
section of this Tech-Com are integral to the proper
operation of the engine. All components must work
in unison to meet the operating standards of today.

MEASURING BOOST
Typical boost pressures are identified in Table 1.

ENGINE FAMILY

Characteristics @ RPM Unit NEF 4V - CR NEF 4V - CR NEF 2V - CR (60 NEF 2V - CR (74 NEF 2V - CR
(101 kW) (173 kW) kW) kW) (138 kW)
Boost pressure 1000 kPa 34.10 40.10 N/A 43.8 36.1
1600 112.80 162.20 N/A 72.9 100.9
2000 120.70 158.70 N/A 85.1 117.8

USING EST ENGINE DIAGNOSTICS

Atlas is the engine diagnostic software used with the
NEF electronic engines. You must use the EST
Additional Tools screen to access the Atlas software.
Figure 31 is the Additional Tools icon. When you
click “Start the Engine Diagnostic Tool – NEF
(EDC7),” the EST will attempt to connect to the ECU.
Switch the ignition switch ON and click “Okay.”

31
The faults tab displays a fault count that includes all
faults currently stored in the ECU memory. The faults
stored in the ECU memory are separated into two
groups, Figure 32:

1. Active faults (ACTIVE)

2. Inactive faults (NOT ACTIVE).

The ECU maintains a listing of all faults that have

occurred until the listing is erased using the “Clear
Fault Memory” button.

• A fault is active if the condition that caused the

fault currently exists. Active faults are displayed 32
on the screen in red.
• A fault is inactive if the condition that caused the
fault is no longer present. Inactive faults are
displayed on the screen in black.

26
 NEF ENGINE DIAGNOSTICS
Operating Parameters
Figure 33 shows the operating parameters screen.
With the electronic engine, the right-hand side will be
completed with the appropriate sensor/sender value.

33
Mechanical engine parameters can be viewed on the
vehicle information screen, Figure 34, for units
compatible with EST.

34
Identification Screen
The identification screen, Figure 35, gives controller
information. When connected to the vehicle, the
individual information for the engine controller
installed will be displayed in the right-hand column.

35

27
 NEF ENGINE DIAGNOSTICS
FINDING TOP DEAD CENTER (TDC)

Mechanical Engines
To find TDC on a mechanical engine:
1. Remove the valve cover on the number 1
cylinder, Figure 36.

80593

36
2. Remove the starter motor and install special tool
380000988-01, 1, Figure 37. 3
3. Using a 1/2 inch drive ratchet, rotate the engine
using special tool number 380000732, 2, in the
direction of engine rotation (usually clockwise) 1
until the intake valve on the number 1 cylinder
closes. Continue rotating until the timing pin –
special tool number 380000988-02, 3, - engages
in the timing hole in the flywheel.

50044790

37

28
 NEF ENGINE DIAGNOSTICS
4. Verify the correct position by unscrewing the
retaining bolts, 2, Figure 38, and removing the
priming pump, 1, from the crankcase. Check
through the seat of the priming pump to be sure
the camshaft, 1, Figure 39, is at TDC, using the
reference marks, 2, on the shaft.

80684

38
5. If you cannot see the marks, 2, withdraw the pin
from the flywheel, and rotate the engine 360
degrees until the reference marks are visible,
then re-insert the pin to lock.

80685

39

29
 NEF ENGINE DIAGNOSTICS
On NEF mechanical engines equipped with the
factory-installed timing pin, you need only rotate the
engine until the pin drops into the corresponding hold
in the cam gear. The pin will only move about 1/4
inch. There is no concern about being 360 degrees
off since you are directly pinning the cam gear.
Removing this pin from the engine is NOT
recommended.

NOTE: If the pump is unlocked off of the engine and

the driveshaft is allowed to rotate, or the pump is
removed when the engine is not at TDC and the
engine is then rotated, you will need to contact an
authorized Bosch dealer.

ELECTRONIC ENGINES
On the electronic NEF engine, the camshaft speed
and timing sensor is a segment sensor and works
together with the crankshaft increment sensor. The
camshaft speed and timing sensor is used for engine
synchronization and TDC reference with regard to
camshaft position. This sensor is installed into the
rear engine cover plate at the rear left-hand side of
engine, Figure 40.

The ECM uses a signal generated from notches

machined into the back of the camshaft gear to
establish the position of the Number 1 cylinder on
starting. The 6-cylinder engine has 6 + 1 notches and
the 4-cylinder 4 + 1 notches. Therefore, TDC is not
a technician concern except during engine overhaul.

50044760

40

30
 NEF ENGINE DIAGNOSTICS
To find TDC on an electronic engine:

1. Find the notched tooth on the driving gear, 1,

Figure 41, mounted on the crankshaft, 2.
2. Find the timing marks on the camshaft gear.

80615

41
3. Line up the gears, 1 and 2, Figure 42, so the
timing marks, 3, on the camshaft gear teeth are
on either side of the notched tooth on the
crankshaft gear.

80341

42
The final section of this Tech-Com covers
troubleshooting. Try answering questions 16 - 22 to
review this section before going on.

31
 TROUBLESHOOTING
Engine concerns can usually be classified as one of
the following:

• Engine won’t start.

• Engine won’t start at low temperatures.

• Engine cuts out.

• Engine overheats.

• Engine operation is irregular and lacks power.

• Engine runs but knocks irregularly.

• Engine smokes abnormally, with black or dark

grey exhaust smoke.

• Engine smokes abnormally, with blue, grey-blue,

or grey, almost white, exhaust smoke.

The troubleshooting chart on the next page provides

the possible causes and solutions for these types of
concerns.

The Dealer-Certified Technician Test follows.

Questions 23 - 25 cover troubleshooting.

32
 TROUBLESHOOTING
TROUBLESHOOTING
PROBLEM POSSIBLE CAUSE REMEDY
The engine does not start Battery dead or faulty. Check and recharge battery. Replace
battery if necessary.
Connections to battery terminals Clean, examine and tighten the nuts
corroded or loose. on the battery terminals. Replace the
cable terminals and the nuts if
excessively corroded.
Incorrect timing of injection pump. Check and correctly time the injection
pump. See pump manufacturer or
authorized timing center.
Deposits or water in the fuel tank. Disconnect the hoses and clean them
using a jet of compressed air.
Dismantle and clean the injection
pump. Remove water from tank and
refuel. Drain fuel system.
No fuel in tank. Refuel.
No power supply. Overhaul or replace the fuel pump.
Air bubbles in the fuel lines or Check the hoses to ensure that air is
injection pump. in fact present and also check the fuel
pump. Eliminate the air from the
injection pump by unscrewing the cap
and working the fuel pump by hand.
Faulty starter motor. Repair or replace the starter motor.
Poor engine ground. Check engine controller ground
--electronic engines.
The engine does not start at low Fuel system clogged with paraffin Replace the fuel with fuel suitable
temperatures crystals forming due to the use of for use at low temperatures.
unsuitable fuel. Replace the fuel filters.
The engine cuts out Idle rpm too low. Adjust with adjustment screw.
Irregular flow of injection pump. Adjust flow. See pump manufacturer
or authorized timing center.
Impurities or water in the fuel lines. Disconnect the hoses and clean
them using a jet of compressed air.
Dismantle and clean the injection
pump. Remove water from fuel tank
and refuel. Drain fuel system.
Clogged fuel filter. Dismantle and replace if necessary.
Presence of air in the fuel and Check that the hoses are not
injection system. cracked or the unions loose. Replace
worn parts, remove the air from the
hoses and deaerate the injection
pump and fuel filter by unscrewing
the caps and working the primer
pump by hand.
Broken injection pump controls. Replace the faulty parts.
Abnormal clearance between cam- Adjust clearance by replacing shims.
shaft cams and tappets.
Burned, corroded or chalky valves. Replace the valves, rectify or replace
the cylinder head seatings.
Poor engine ground. Check engine controller ground
--electronic engines.

33
 TROUBLESHOOTING

PROBLEM POSSIBLE CAUSE REMEDY

The engine overheats Faulty water pump. Check the unit and replace if
necessary. Replace the gasket.

Malfunctioning thermostat. Replace the thermostat.

Restricted coolant openings in the Wash following the standards

cylinder head and cylinder groups. specified for the type of descaling
product used.

Water pump drive belt slack. Check and adjust the tightness of
the belt. On applications provided
with automatic tensioner, check
correct setting.

Coolant level too low. Add coolant. Radiator must be full

and recovery tank filled 1″ above
mark.

Incorrect engine timing. Check timing and tune correctly.

Incorrect calibration of injection Correct the delivery rate of the

pump. pump on a bench so that the
injection is at the specified rate. See
pump manufacturer or authorized
Air cleaner blocked. timing center.

Clean the air filter or replace if

necessary.

Engine operation is irregular and Incorrect timing of injection pump. Check timing and correctly set
lacks power pump.

Excessive piston wear. Check or replace injection pump.

Incorrect calibration of speed Check and correctly calibrate the

regulator. regulator. See pump manufacturer
or authorized timing center.

Faulty operation of injectors. Clean and completely overhaul the

injectors.

Impurities or water in the fuel and Carefully clean the system and
injection system. refuel. If necessary drain fuel
system.

Incorrect play between camshaft Check and correct play.

cams and tappets.

Faulty turbocharger. Replace complete unit.

Air cleaner blocked. Clean or replace air cleaner.

Faulty operation of L.D.A. device. L.D.A. device is part of injector

pump. See pump manufacturer or
authorized timing center.

Linkage between accelerator pedal Adjust so that the command lever

and regulation lever incorrectly can be moved to the full delivery
adjusted. position.

34
 TROUBLESHOOTING

PROBLEM POSSIBLE CAUSE REMEDY

Engine running with abnormal Faulty operation of injectors. Replace all injectors.
knocking
Fuel lines blocked. Dismantle the hoses, clean them
and replace those that are seriously
dented.

Incorrect set--up of injection pump. Correct the set--up of the pump so

that injection occurs at the specified
angle. See pump manufacturer or
authorized timing center.

Knocking of crankshaft causing Rectify the pins of the crankshaft

excessive play on one or more main and install smaller bearings.
or rod bearings or excessive play Replace the thrust half--rings.
on shoulders.

Crankshaft unbalanced. Check alignment of crankshaft.

Misalignment of rods. Replace the rods.

Noise from piston journals due to Replace the piston journal and/ or
excessive play of piston hubs and in the piston and rod bushing.
the rod bushing.

Loose bushings in the rod seatings. Replace with new bushings.

Noisy timing. Adjust the play between camshaft

cams and tappets and check that
there are no broken springs, that
there is no excessive play between
the valve stems and the valve
guides, tappets and seatings.

35
 TROUBLESHOOTING

PROBLEM POSSIBLE CAUSE REMEDY

The engine smokes abnormally. Excessive maximum pump output. Disconnect the pump and adjust
Black or dark grey smoke. delivery in accordance with the
data given in the calibration table.
See pump manufacturer or
authorized timing center.

There is an excessive delay on the Correct the set--up.

injection pump.

The injection pump has an exces- Correct the set--up.

sive advance.

The holes in the injectors (or some Replace the injectors with a series
of them) are partially or entirely of new injectors or clean and rectify
blocked. the original ones using suitable
equipment.

Air cleaner blocked or deteriorated. Clean or replace the filter element.

Loss of compression in the engine Overhaul the engine.

due to:
stuck or worn flexible rings;
worn cylinder liners;
valves deteriorated or badly
adjusted.

Injection hoses with an unsuitable Check conditions of the end

internal diameter, end of hoses or unions and where necessary
pinched due to repeated blocking. replace the hoses.

Blue, grey--blue, grey smoke tend- Excessive delay in injection pump. Correct the set--up of the pump.
ing to white See pump manufacturer or
authorized timing center.

Faulty injector. Replace the injector.

Leaking of oil from the piston rings Overhaul the engine.

caused by glued or worn rings or
wearing of cylinder liner walls.

Engine oil passing through the Recondition the cylinder head.

intake guides valves following
wearing of guides or valve stems.

Engine too cold (thermostat Replace the thermostat.

blocked or inefficient).

36
 DEALER-CERTIFIED TECHNICIAN TEST
Technicians enrolled in the Tech-Com program must use the test answer sheet included in this package.

1. The first two digits in the NEF engine identification number indicate the ___________.
A. power rating
B. type of fuel injection system
C. engine family
D. cylinder orientation

2. The last (11th) digit in the NEF engine identification is a 6. This tells you the engine has a __________.
A. common rail 4 valve fuel injection system
B. common rail 2 valve fuel injection system
C. in-line 2 valve fuel injection system
D. rotary 2 valve fuel injection system

3. What is the difference between a structural and non-structural crankcase?

A. A structural crankcase is found only on NEF common rail engines.
B. A non-structural crankcase is found only on NEF mechanical engines.
C. A structural crankcase must be able to support another key member, such as an axle.
A non-structural does not.
D. All of the above.

4. The exterior MFD shaft runs through the center of the oil pan on_____________ crankcases, so there are
two oil drain plugs.
A. structural
B. non-structural

5. Four-cylinder crankshafts are supported in the block by ________ main bearings.

A. 3
B. 4
C. 5
D. 6

6. What is the purpose of the dynamic balancer bolted to the bottom of the cylinder block?
A. It reinforces the structural crankcase.
B. It smoothes the firing impulses of the 4-cylinder engine.
C. It reduces torsional vibration and noise.
D. All of the above.

7. The _______ piston compression ring is keystone shaped.

A. top
B. second

8. The ________engine oil filter mount is upside down for better clearance.
A. structural
B. non-structural

37
 DEALER-CERTIFIED TECHNICIAN TEST
9. NEF engines with a mechanical fuel system have the injector nozzles mounted ____________.
A. under the rocker cover, between the intake and exhaust valve assemblies on each cylinder
B. out board of the rocker cover on the exhaust manifold side of the engine

10. The grid heater for cold starting is built into the intake manifold on all NEF engines. True or false?
A. True
B. False

11. An authorized Bosch dealer should carry out internal pump timing procedures. True or false?
A. True
B. False

12. If you are hand priming a mechanical NEF engine, the supply pump arm should be on the _________ side
of the cam lobe.
A. high
B. low

13. Electronic engines store fuel under pressure in the ___________ until it is ready for injection.
A. aneroid assembly on top of the injection pump
B. sump
C. cross-feed tube
D. common rail

14. The __________ determines the start of injection by the camshaft speed sensor, common rail pressure
sensor, and engine cranking speed on electronic engines.
A. ADIC
B. ECU
C. transmission controller
D. injection pump

15. On an electronic engine, the ________ injection phase introduces a precisely metered quantity of fuel to the
exhaust gas, which can reduce nitrous oxide (NOx) combustion.
A. pilot
B. main
C. secondary
D. primary

16. You are diagnosing an NEF engine concern indicated by a fault code. Which of the following would be your
first line of troubleshooting the potential cause?
A. Bad or defective electronic module.
B. Bad or defective switch/sensor/part.
C. Operating condition outside the parameters identified for the switch or sensor reporting the condition.
D. All of the above.

38
 DEALER-CERTIFIED TECHNICIAN TEST
17. NEF mechanical concerns are _________.
A. sometimes indicated by a warning light, gauge, and/or audible alarm
B. related to major engine components such as the block, pistons, or controllers
C. typically identified by a unique sound or problem with engine performance
D. all of the above

18. When diagnosing NEF electronic engine concerns with Atlas and the EST, the _________ screen shows the
sensor/sender values.
A. Operating Parameters
B. Faults
C. Identification
D. Additional Tools

19. If you are working on an NEF mechanical engine equipped with a factory-installed timing pin, you should not
remove the pin from the engine. True or false?
A. True
B. False

20. You have removed the injection pump from a mechanical NEF engine when the engine wasn’t at TDC. The
engine has been rotated. What can you do?
A. Reset the pump and lock it.
B. Put the pump back on the engine and find TDC.
C. Take the pump to an authorized Bosch dealer.
D. Any of the above options is acceptable.

21. On electronic NEF engines, TDC reference comes from _______.

A. the engine flywheel
B. a signal generated by the ECM
C. the crankshaft
D. the camshaft speed and timing sensor

22. To find TDC on an electronic engine, __________.

A. line up the gears so the timing marks on the camshaft gear teeth are on either side of the notched tooth
on the crankshaft gear
B. use the factory-installed timing pin
C. check through the seat of the priming pump to be sure the camshaft is at TDC using the reference marks
on the shaft
D. install a timing pin, tool number 380000988-02, and rotate the engine until the pin engages in the timing
hole in the flywheel

23. You are troubleshooting an NEF engine that doesn’t start when the outside temperature is low. Which of the
following is a likely cause?
A. New fuel pump is needed.
B. There is air in the fuel and injection system.
C. Fuel system is clogged with paraffin crystals that form when the fuel used is unsuitable for low
temperatures.
D. Thermostat is blocked.

39
 DEALER-CERTIFIED TECHNICIAN TEST
24. Dismantling the fuel lines, cleaning them, and replacing any that are extremely dented can correct an
__________ concern.
A. engine does not start
B. engine running with abnormal knocking
C. engine overheats
D. engine smokes

25. Which of the following must be performed by a New Holland dealer?

A. Injector replacement
B. Fuel pump overhaul
C. Injection pump lock timing
D. L.D.A. device repair

40
 RELEASES TO DATE
1990 1992
9001 Diesel Engine Low Power Diagnosis 9201 Discbine® Mower-Conditioner
and Troubleshooting Operation, Preventive Maintenance,
9002 Automatic Head Height and Terrain and Failure Analysis
Tracert Systems 9202 Separating the C-Series Tractor
9003 Understanding and Troubleshooting Loader Backhoe
the Skid-Steer Loader Operator 9203 Square Baler Knotter: Operation,
Restraint System Adjustment, and Troubleshooting
9004 The Bidirectionalt Tractor Hydrostatic 9204 Introduction to the PowerStart 40
Transmission System Series Tractors
9005 The Ultra-Commandt Powershift 9205 The PowerStart 40 Series Tractor
Transmission Engine
9006 The 30 Series 3-Cylinder 8 x 8 and 16 9206 Introduction to Forage Harvesters and
x 8 Synchromesh Transmissions Cutterhead Maintenance
9007 Rotary Feed and Flow Action Square 9207 PowerStart 16 x 16 Transmission
Balers 9208 Troubleshooting Large 4WD Electrical
9008 Hydrostatic Power Steering for 3230 Circuits
Through 4830 Series Tractors
9009 224 and 274 Self-Propelled
Commercial Mowers 1993
9301 Introduction to the Models 2450/2550
Self-Propelled Windrowers
1991
9302 The PowerStart 40 Series Hydraulics
9101 Metalert® II Electronic Metal Detector 9303 Bale Commandt Electrical Operation
System and Troubleshooting
9102 Tractor Air Conditioning 9304 The Lucas CAV Model DPS Rotary
9103 C Series Transmission: Electrical Fuel Injection Pump
Control Circuitry 9305 Skid-Steer Loader Final Drive
9104 15 Speed, 3 x 5, and 15 x 5 Large Troubleshooting and Repair
4WD Transmissions 9306 Model 2450/2550 Windrower
9105 Hydraulic and Hydrostatic Component Hydraulic/Hydrostatic System
Failure Analysis 9307 D-Series Tractor Loader Backhoe
9106 Model 5 and Model 10 Electronic Hydraulic System Troubleshooting
Scales 9308 Model 2120 Electronic Hydraulic
9107 Batteries Shuttle Shift Transmission
9108 Bale Commandt System for Model
650 and 660 Round Balers
9109 20 Series Compact Tractor System 1994
and Auxiliary Hydraulics 9401 Basic Hydraulics
9402 The New Generation Skid-Steer
Loaders
9403 LS Series Yard Tractors
9404 Introduction to the GENESISt 70
Series
9405 70 Series Electrical System and the
PDT
9406 Understanding the Metric System

41
 RELEASES TO DATE
1995 1998
9501 Optimizing Tractor Performance 9801 Intermediate Hydraulics
Through Ballasting and Tire Selection 9802 Customer Relations
9502 Pumps and Actuators 9803 Introduction to the TV140
9503 GENESISt 70 Series Hydraulics Bidirectionalt Tractor
9504 Air Conditioning R-134a 9804 Introduction to the TS Tractors
9505 Basic Electrical Diagnostics 9805 Troubleshooting
9506 Skid Steer Loader Steering, Neutral & 9806 60 Series Electrical
Final Drive 9807 Skid-Steer Loader Advanced
9507 600 Series Disc Mowers and 1411 Disc Warning System
Mower-Conditioners 9808 Introduction to the HW300 Series
Windrowers

1996 1999
9601 Haybine® Operation and Adjustment
9901 New Holland Worldwide Dealer
9602 Intermediate Electrical Diagnostics Standards: Customer Satisfaction
9603 Introduction to the GEMINIt 60 Series 9902 New Holland FWD Axles
9604 Bale Command Plust Operation and 9903 TV140 Electrical System
Calibration
9904 Introduction to the TN Family of
9605 Introduction to the 35 Series Tractors
9606 9030 Hydraulic and Electro-Hydraulic 9905 Crop Processing
Three-Point Hitch Systems 9906 Introduction to the TN Standard
9607 Metalert® III Tractors
9608 Skid-Steer Loader Electrical 9907 Connecting Hydraulic Applications to
CCLS Hydraulics
9908 Loadstar Attachments
1997
9701 Diesel Engine Theory and Timing
2000
9702 Introduction to “Boomert”: The 25
and 30 Series Class II Compact 2000-1 Understanding the Global Coding
Tractors System
9703 Understanding Disc Cutting 2000-2 Introduction to the FP230/240 Forage
9704 E-Series Backhoe Loader Hydraulics Harvesters
9705 60 Series Transmissions 2000-3 Introduction to the TC Class III
Compact Tractors
9706 Boomert 25 and 30 Series Compact
Tractor Electrical 2000-4 Introduction to the Model 1441/1442
Disc Cutters
9707 E-Series Transmission
2000-5 Introduction to the TM Tractors
9708 35 Series Hydraulics
2000-6 LS Skid Steer Neutral Adjustment
Procedures
2000-7 TM Tractors Power Command
Transmission
2000-8 The 21st Century Bidirectional TV140

42
 RELEASES TO DATE
2001
2001-1 The Product Automated Library (PAL) 2003
2001-2 Introduction to the MC Commercial 2003-1 Introduction to the TM II Tractors
Mowers 2003-2 Introduction to the BR Balers
2001-3 2300 Series Auger Headers Wobble 2003-3 Introduction to the HS Series Headers
Drive
2003-4 Introduction to the Cummins
2001-4 TN Series Electrical Power Shuttle Accumulator Pump System (CAPS)
Transmissions
2003-5 Flexi-Coil 40 Series and New Holland
2001-5 Introduction to the B27P and B37P SC Series Air Carts
Round Balers
2003-6 Introduction to the TG Series Tractors
2001-6 TS Tractors with Electroshift Left-Hand
Power Shuttle 2003-7 Introduction to the TS-A Series
2001-7 The 70A Series Tractors
2001-8 Timing Procedures for the Delphi
DP200 Series Fuel Injection Pump
2004
2004-1 Tier 2 Engines
2002 2004-2 Class IV Compact Tractors and EHSS
2002-1 Using the ASIST Knowledge Search 2004-3 NEF Engine
Feature
2002-2 TN Tractor Hydraulics
2002-3 Using the Portable Data Assistant
(PDA)
2002-4 TC Tractor Hydrostatic Transmission
2002-5 Introduction to the Cursor Engines
2002-6 70A Tractor Electro-Hydraulic Remote
Valves
2002-7 Introduction to the Electronic Service
Tool (EST)
2002-8 CV Joints

43
RELEASES TO DATE

44