Product Training Notes

1300 Series Electronic Engine

 Course Content

•HEUI fuel/Oil system function and operation

•ECM management system

•Fault finding using the MPSI

•Fault finding using PC software

•Service and maintenance

1300 Series Electronic Engine
Agenda
Day 1
Morning.
•Introduction to the HEUI system.
(Engine type, Model, kVA,and Identification)
•HEUI fuel system.
•Injector removal, system drain down.
Afternoon.
•OIL system ,oil spec.
•Maintenance
•ECM inputs/outputs
(Senders and transducers location and function)
1300 Series Electronic Engine
Agenda
Day 2
Morning.
•How to read the Flashing lights.
•Function of the Hand held programmer.
•Fault finding with programmer only.
Afternoon.
•Faultfinding with the PC software.
•Round up Question and answer time.
•End.
Shaping the Future
• Optimised performance
characteristics

• Improved engine emissions

• Engine packaging

• New reliability and durability

features

• Expanded options range

• New service solutions

Engine Performance
• Efficient combustion system

• Fully optimised power, torque and fuel

curves for optimum performance

• No engine power loss due to high fuel

temperatures

• Improved transient conditions

• Unaided cold start of -20ºC

• Stabilised idle
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 7,6 Litre Turbocharged

WL 7,6 Litre Turbocharged / intercooled
WM 8,6 Litre Turbocharged
WN 8,6 Litre Turbocharged / intercooled
WP 7,6 Litre Turbocharged
WQ 7,6 Litre Turbocharged / intercooled
WR 8,6 Litre Turbocharged
WS 8,6 Litre 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 Model code letters
1296 Build list number
N Built in the USA
123456 Engine serial No.
B Year of Build code
1300 Series Electronic Engine General Data
Number of cylindrs……………………………………………………………………………6
Cylinder arrangement……………………………………………………………………In line
Cycle……………………………………………………………………………….Four Stroke
Introduction system……………………………...Turbocharged or Turbocharged /Intercooled
Combulsion system…………………………………………………………….Direct injection
Nominal bore:
- WK & WL………………………………………………………………109, 2mm (4.301 in)
- WM & WN……………………………………………………………...135, 9mm (5.350 in)
stroke:
- WK & WL……………………………………………………………….112,9mm (4.301 in)
- WM & WN………………………………………………………………135,9mm (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
- Exhaust……………………………………………………………………………45 Degrees
 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).

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. Heat 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.

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.
 FUEL SYSTEM

ydraulically Actuated

Lectronically controlled

nit

njector
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

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.
 FUEL SYSTEM

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

Injector Unit Top Section

Solenoid
Armature

Poppet
Wire to ECM
 FUEL SYSTEM

Injector Unit Mid Section

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

Fuel Port
Plunger Spill Port
 FUEL SYSTEM

Injector Unit Bottom Section

Spill Port closed

during injection

Nozzle Assembly

Needle
 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.
 FUEL SYSTEM

Injector Pilot Injection

Pilot Injection Main Injection

Delay Period
 FUEL SYSTEM

HEUI Injectors

Fuel Filter

Fuel Tank
Lift Pump
 OIL SYSTEM

Oil Sump

High Pressure Oil Supply Pump

Engine
Oil Pump (Rexroth pump)
High Pressure Oil Rail
To Engine
Lubrication System

HEUI Injectors
Oil Cooler and Filter
 OIL SYSTEM

ECM
ICP
sensor
High pressure oil feeding injectors

Rexroth
oil pump
IPR valve
ECM management system
 Engine Sensors
Camshaft Position Oil Pressure

Injection
Control
Pressure
Coolant
Temperature
Boost
Pressure

Oil Engine
Temperature Speed
 Cam position sensor

• 24 vanes Narrow
Vain
• 1 narrow vain

• Sends engine speed

• to ECM

• Sends engine position to

ECM
C.P.S
 Cam position sensor
Hall effect

Narrow vain

6
5
4
Volts
3
2
1
0

Degrees
Electronic Control
Module
ECM Stop / Start
Switch

HEUI Injectors Sensors

Temperature sensors
Thermistor sensors

• Oil temp

• Coolant temp

• Air temp
 Pressure sensors
Gives ECM information on:

• Oil pressure

• Injection control pressure

• Boost pressure

• Barometric pressure
Fault finding using the MPSI

Test bay
Hands On
 Fault finding using PC software

Test bay
Hands on

Part number 994 - 487 and 994 - 485

 Service and maintenance

Ref. User’s Handbook

1300 series Edi
Coolant specification

The quality of the coolant which is used can have a great effect on the efficiency and life of the
cooling system. The recommendations indicated below can help to maintain a good cooling
system and to protect it against frost and/or corrosion.
If the correct procedures are not used, Perkins cannot be held responsible for frost or corrosion
damage. 1 If it is possible, use clean soft water in the coolant.
2 If an antifreeze mixture, other than Perkins POWERPART, is used to prevent frost damage, it
must have an ethanediol base (ethylene glycol) with a corrosion inhibitor. It is recommended that
the corrosion inhibitor is of the sodium nitrite/sodium molybdate type. The antifreeze mixture
must be an efficient coolant at all ambient temperatures and it must provide protection against
corrosion. It must also have a specification at least as good as the requirements of either BS6580
or MOD AL39. Perkins POWERPART antifreeze exceeds the requirements of the above
standard.

The quality of the antifreeze coolant must be checked at least once a year, for example, at the
beginning of the cold period. The coolant must be renewed every two years.

The antifreeze mixture must consist of equal quantities of antifreeze and water. Concentrations of
more than 50% of antifreeze must not be used because these can affect adversely the performance
of the coolant.

3 When frost protection is not necessary, it is still an advantage to use an approved antifreeze
mixture because this gives a protection against corrosion and also raises the boiling point of the
coolant. If an approved antifreeze mixture is not available, add a correct mixture of corrosion
inhibitor to the water. All 1300 Series EDi engines are supplied with a coolant filter / conditioner
canister. Renew the coolant and the filter / conditioner canister in accordance with the
maintenance schedules on page 18. Test the level of coolant conditioner, and adjust if necessary
in accordance with the maintenance schedules on page
Fuel specification

Cetane num ber. 50 m inim um

Viscosity 2.0/4.5 centistokes at 40 0 C
Density 0,835/0,855 kg/litre
Sulphur 0.2% of m ass, m axim um
Distillation 85% at 350 0 C
Oil specification

When available

API CG-4, API CH-4 or ACEA E3

When NOT available

API CF-4 or ACEA E2

 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.
 Flashing Lights
To interrogate the ECM’s memory or identify a fault,
the self test button (Green) should be depressed.
The (Red) 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 ECM’s
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.
 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
Both red and amber lights are
Lamps momentarily on during the
output circuit continuity test.
red amber
F G Wilson Electrical DWG
F G Wilson Electrical DWG
Question and Answer time
“Give a man a fish and he will be fed for a day,
Teach a man how to fish and you will feed
him for life”

The End