Common Rail Next Generation Engines

EDC 7 electronic engine control unit

A – Injectors connector B – Connector for power input and functions provided for in the
application C – Sensors connector
The control unit is installed on flexible mounts to reduce vibration transmitted by the engine. It is
installed over a fuel heat exchanger which limits the engine heat transmitted to the controller.
The unit is supplied with power by a 20 A fuse. The main relay normally used to supply the system
is located inside the control unit.

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 Common Rail Next Generation Engines

Injectors connector (A)

12 16

6 11

1 5 50350

Wire input side view

ECU PIN WIRE COLOR
1 -
2 -
3 RU – Red/Blue
4 WP – White/Purple
5 WV – White/Blue???
6 RW – Red/White
7 -
8 -
9 RG – Red/Green
10 UN – Blue/Brown
11 UG – Blue/Green
12 WR – White/Red
13 RY – Red/Yellow
14 W – White
15 UO – Blue/Orange
16 UY – Blue/Yellow
FUNCTION
-
-
Cylinder 2 injector
Cylinder 3 injector
Cylinder 4 injector
Cylinder 2 injector
Ground
Ground
Cylinder 1 injector
Cylinder 6 injector
Cylinder 5 injector
Cylinder 3 injector
Cylinder 1 injector
Cylinder 4 injector
Cylinder 6 injector
Cylinder 5 injector

Color key
B black
R red
U blue
W white
P purple
G green
N brown
Y yellow
O orange

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Common Rail Next Generation Engines

Connector (B) for component power supplies and for the functions specified in the
application

003210t

Wire input side view

Pin
CABLE FUNCTION
ECU
1 8150 Direct positive from battery
2 0087 Negative for fuel filter heating / starter engine contactor
3 0000 Ground
4 8885 Positive for pre-post heating resistor
7 8150 Direct positive from battery
Positive for blink code button / oil low pressure light/ pre-heating light/
8 7777
conditioned air switch (•) / EDC unit
9 0000 Ground
12 8150 Direct positive from battery
13 8150 Direct positive from battery
14 0000 Ground
15 0000 Ground
16 0094 Negative for pre-post heating resistor
Negative for start/stop from engine compartment (••) / accelerator pedal
19 0150
pressed (••) buttons
20 8153 Positive from key switch in start phase (+50)
27 0156 Positive from blink code button
28 5535 Positive for EDC diagnostics light

(•) F4AE0684H − E (O & K application)

(••) F4AE0684F (Fiat Hitachi application)

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 Common Rail Next Generation Engines

Pin
CABLE FUNCTION
ECU
31 2298 Line K for 30-pin diagnosis connector (pin 2)
36 8837 Positive for fuel filter heater relay
37 8888 Positive for starter motor
Positive from key switch (+15) / Line L for 30-pin diagnosis connector
39 8051
(pin 11)
44 9905 Positive from start from engine compartment button (••)
45 9906 Positive from stop from engine compartment button (••)
46 5553 Negative for pre-heating ON light
49 5584 Diagnosis connector (pin 28)
52 6109 CAN line, diagnosis connector (pin 22)
53 6108 CAN line, diagnosis connector (pin 21)
55 5158 Positive for accelerator pedal position sensors (••) / positive multiswitch (•)
63 5503 Negative for engine oil low pressure light
64 0535 Negative for EDC diagnosis light
72 0159 Negative from accelerator pressed switch (••)/ multiswitch signal (•)
73 0159 Redundant negative from accelerator pressed switch (••)
78 8162 Negative for air conditioning control signal(•) (if equipped)
81 0157 Negative for accelerator pedal position sensor (••) / Ground multiswitch (•)
83 5157 Signal from accelerator pedal position sensor (••) / multiswitch signal (•)

COLOR. 1 – Blue 2 – White 3 – Yellow 4 – Grey 5 – Orange

CODE No. 6 – Violet 7 – Red 8 – Green 9 – Pink 0 – Brown

(•) F4AE0684H − E (O & K application)

(••) F4AE0684F (Fiat Hitachi application)

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Common Rail Next Generation Engines

Sensors connector (C)

003211t

Wires input side view

ECU PIN WIRE COLOUR FUNCTION
2 - -
4 - -
5 NW – Brown/White Negative for pressure regulator
7 NP – Brown/Purple Positive for pressure regulator
9 PY – Purple/Yellow Positive for engine oil pressure/temperature sensor
10 NY – Brown/Yellow Positive for air pressure/temperature sensor
12 GY – Green/Yellow Positive for rail pressure sensor
17 YR – Yellow/Red Negative for fuel temperature sensor
18 YN – Yellow/Brown Negative for coolant temperature sensor
19 PN - Purple/Brown Negative for engine oil temperature/pressure sensor
20 GN – Green/Brown Negative for rail pressure sensor
21 N – Brown Positive for air pressure/temperature sensor
23 U – Blue Camshaft sensor
24 U – Blue Crankshaft sensor
25 R – Red Crankshaft sensor
27 GO – Green/Orange Rail pressure sensor signal
28 NG – Brown/Green Air pressure sensor signal
29 UO – Blue/Orange Air temperature signal
30 R – Red Camshaft sensor
31 - -
32 - -
33 PO – Purple/Orange Engine oil temperature sensor signal
34 YU – Yellow/Blue Fuel temperature sensor positive
35 PG – Purple/Green Engine oil pressure sensor signal
36 YO – Yellow/Orange Coolant temperature sensor positive

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 Common Rail Next Generation Engines

Key to electric/electronic components

K1 = Intake air pre-post heater relay

K2 = Intermediate starter motor relay
K3 = Fuel filter heater relay
J1 – J2 – J3 = Electro-injectors, cylinders 1, 2, 3 respectively
J4 – J5 – J6 = Electro-injectors, cylinders 4, 5, 6 respectively
J7 = High pressure regulating solenoid valve on high pressure pump
J8 = Crankshaft speed/timing shaft sensor
J9 = Camshaft speed/timing sensor
J10 = High pressure sensor on common rail
J11 = Intake air pressure sensor
J12 = Oil pressure sensor
J13 = Engine cooling fluid temperature sensor
J14 = Fuel temperature sensor
J15 = Accelerator pedal
AVM= Switch for starting from engine compartment (••) (if equipped)
CAC = Air conditioning switch (•) (if equipped)
CD = 30-pin diagnosis switch?
IA = Bodybuilder system?
LC = CAN line
PBC = Blink code button
SBPO = Low oil pressure light
SDE = EDC diagnosis light
SPE = Pre-heating light
SVM = Switch for stopping from engine compartment (••) (if equipped)
TL = Torque limiter multiswitch (•) (if equipped)
MA = Engine starter
R1 = EDC load simulation resistor
R2 = Fuel heater grid
R3 = Pre-post heater grid

(•) F4AE0684H − E (O &K applications)

(••) F4AE0684F (Fiat Hitachi application)

73
Common Rail Next Generation Engines
Edit graphic –
Centralina = ECM,
A ÷ C connector diagram (all applications) Connector A &
Connector C & size
ECM

System power supply (+24 V).

74
 Common Rail Next Generation Engines
F4AE0684F (B) connector diagram (Fiat Hitachi application)??

Rotate 180o,
Connector B &
size

003213t

System power supply (+24 V). The power supplies for remote control switches K1, K2,
K3, and for engine starter have appropriate protections implemented by the preparation
personnel.
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Common Rail Next Generation Engines

F4AE0684H – E (B) connector diagram (O & K applications)

003214t

System power supply (+24 V). The power supplies for remote control switches K1, K2,
K3, and for engine starter have appropriate protections implemented by the
preparation personnel.

76
 Common Rail Next Generation Engines

Crankshaft speed/timing sensor

This is an inductive sensor located at the front left hand side of the engine. The crankshaft sensor
sends signals to the engine controller as the engine rotates.
The crankshaft sensor is connected to the control unit on pins 25C – 24C. The sensor impedance
is ∼ 900 Ω.

CRANKSHAFT SPEED/TIMING SENSOR

50319

Camshaft speed/timing sensor

This is an inductive sensor located at the rear left hand side of the engine. The camshaft timing
sensor sends signals to the engine controller as the engine rotates. The signal generated by this
sensor is utilized by the electronic control unit to control the injection timing.
Although it is similar to the crankshaft sensor, these two devices are NOT interchangeable because
of the different external shape.
The timing sensor is connected to the control unit on pins 23C – 30C. The sensor impedance
is ∼ 900 Ω.

CAMSHAFT TIMING SENSOR

50320
1 2 3

50342 50288

CONNECTOR C WIRING DIAGRAM

ECU pin
Ref. Description
Crankshaft sensor Camshaft sensor
1 Signal 24C 30C
2 Signal 25C 23C
3 Shield

77
Common Rail Next Generation Engines

Intake air temperature-pressure sensor

This component incorporates a temperature sensor and a pressure sensor.
Mounted on the intake manifold, the sensor measures the temperature and boost pressure, which
serves to make an accurate calculation of the quantity of fuel to be injected in each cycle.
The sensor is connected to the control unit on pins 21C – 29C – 10C – 28C.
The power supply is 5 volt
Voltage at the sensor output is proportional to the detected pressure or temperature.
Pin 21C – 29C Temperature
Pin 10C – 28C Pressure
Engine oil temperature-pressure sensor
This component is similar to the intake air temperature-pressure sensor.
The engine oil temperature-pressure sensor is installed on the engine oil filter support in a vertical
position. This sensor measures the engine oil temperature and pressure.
The sensor is connected to the control unit on pins 19C - 33C - 9C - 35C.
The sensor is supplied with 5 Volts. The pressure signal is transmitted to the EDC control unit
which, in turn, sends a signal to the instrument panel (gauge + low pressure warning light).
The oil temperature is not displayed on any gauges – this value is used exclusively by the control
unit.
Pin 19C – 33C Temperature
Pin 9C – 35C Pressure

50324 50344
WIRING DIAGRAM

ECU PIN
REF. DESCRIPTION
OIL AIR
1 Ground 19C 21C
2 NTC signal (temperature) 33C 29C
3 +5 V power input 9C 10C
4 Signal (pressure) 35C 28C

78
 Common Rail Next Generation Engines
Common rail fuel high pressure sensor
Mounted on one end of the common rail, this sensor measures the internal fuel pressure and
informs the control unit of the value (feedback).
The injection pressure value is used by the controller to regulate the high pressure output flow from
the pump and to determine the duration of the electrical injection command.
This sensor is connected to the control unit on pins 20C – 27C– 12C.
The power supply is 5 Volt.

2
1 3

002112t

Fuel pressure sensor connector

Ref. Description ECU pin

1 Ground 20C
2 Signal 27C
3 Power supply 12C

79
Common Rail Next Generation Engines

Electro-injectors
The electro-injectors are effectively N.C. solenoid valves.
Each injector is connected to the EDC control unit on connector A.
The resistance impedance of the coil of each injector is 0.56 - 0.57 Ω.

Ref. Description ECU pin

1 Cylinder 2 injector 3A
2 Cylinder 2 injector 6A
CONNECTOR 1
3 Cylinder 1 injector 13 A
4 Cylinder 1 injector 9A
1 Cylinder 4 injector 5A
2 Cylinder 4 injector 14 A
CONNECTOR 2
3 Cylinder 3 injector 12 A
4 Cylinder 3 injector 4A
1 Cylinder 6 injector 10 A
2 Cylinder 6 injector 15 A
CONNECTOR 3
3 Cylinder 5 injector 16 A
4 Cylinder 5 injector 11 A

1 2 3 50343

1 2 3 4 5 6

1 2 3
50349

80
 Common Rail Next Generation Engines
Intake air pre-post heater gridplate and relay
The intake air pre-post heater gridplate is located on the intake manifold.
The gridplate serves to heat the air in pre / post starting operations. This gridplate is powered by a
relay on the left hand side of the chassis.
The gridplate resistance impedance is approximately 0.5 Ω.

003215t

GRIDPLATE HEATER

002371t

A. CONTROL RELAY

The control relay is connected to the control unit on pins 4B – 16B.

The relay is tripped when either the water and/or fuel temperature is below 5 °C (41oF).
The relay resistance impedance is approximately 15 Ω.

81
Common Rail Next Generation Engines

Coolant temperature sensor

This coolant temperature sensor is a variable resistance sensor able to read the coolant
temperature and send this information to the control unit.
The same signal is used by the control unit to drive an instrument panel gauge, if present.
This sensor is connected to the control unit on pins 18C – 36C.
The resistance of the coolant temperature sensor at 20 °C (68oF) is approximately 2.50 kΩ.

003194t

A. Coolant temperature sensor

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 Common Rail Next Generation Engines

Fuel temperature sensor

This sensor is identical to the coolant temperature sensor.
This sensor measures the fuel temperature so that the controller can precisely inject fuel required.
The fuel temperature sensor is connected to the control unit on pins 17C – 34C.
The sensor resistance impedance at 20 °C (68oF) is approximately 2.50 kΩ

50348

1. Fuel temperature sensor - 2. Filter heater

The ECU activates the filter heater relay at fuel temperature ≤ 5 °C (41oF).

50321

50322 NTC

FUEL TEMP SENSOR CONNECTOR

ECU PIN
REF. DESCRIPTION
COOLANT FUEL
1 Ground 18C 17C
2 Temperature signal 36C 34C

83
Common Rail Next Generation Engines

High pressure pump – pressure regulator solenoid valve

000912t
A. High pressure pump pressure regulator solenoid valve

The quantity of fuel supplied to the common rail by the high pressure pump is controlled by the high
pressure regulator solenoid valve The high pressure regulator solenoid is managed by the EDC7
control unit.

Delivery pressure to the rail is regulated between 250 and 1450 bar (3625 and 21030 psi) by the
electronic control unit by controlling the pressure regulator solenoid valve.

This high pressure regulator is a N.O.(normally open) solenoid valve.

The solenoid is connected to the control unit on pins C5 - C7.

The solenoid valve resistance impedance is approximately 3.2 Ω.

84
 Common Rail Next Generation Engines

DIAGNOSTIC METHODS
Currently the following diagnosis systems are available:
− BLINK CODE – 30 pin diagnostics socket
− Dedicated instrumentation

BLINK CODE DIAGNOSIS

EDC state indicator.
After turning the key to the “on” position, the EDC indicator light illuminates, after which, if no
anomalies are detected, the indicator light must extinguish.
Depending on the presence or absence of possible faults, the indicator light can assume the
following states:

EDC indicator light off

1. No fault - or
2. Slight fault
no impairment of performance
fault can be interpreted with BLINK CODE and diagnostic tools.

EDC indicator light steadily illuminated

1. Serious fault
performance impaired in certain cases
fault can be interpreted with BLINK CODE or diagnostic tools.

EDC indicator light flashing

1. Very serious fault
performance impaired in many cases, otherwise engine cuts out
fault can be interpreted with BLINK CODE or diagnostic tools.

Blink code activation / interpretation

The blink code is activated by pressing the BLINK CODE button.
The BLINK CODE identifies one fault at a time without distinguishing between currently active
faults and intermittent faults. To display all codes in the memory, the Blink Code button must be
pressed several times.
The code is composed of two digits and it is displayed by low speed flashes followed by faster
flashes.
If there are no faults present in the system, the EDC indicator light will not communicate any
information, illuminating only once.
Each time you turn the key to the “on” position the EDC light must illuminate; if it does not, check
the wiring and the light bulb.

IMPORTANT
The control unit wiring can only be detached and reattached when the battery is disconnected.
85
Common Rail Next Generation Engines

EDC SW 3.3_1 (F4AE0684F) Blink Code

Blink EDC Indicator Power
Fault description
code light reduction
VEHICLE
1.4 Accelerator pedal signal On 3
1.8 EDC indicator light Off 0
ENGINE 1
2.1 Coolant temperature sensor signal On 0
2.2 Turbocharger air temperature sensor signal Off 0
2.3 Fuel temperature sensor signal Off 0
2.4 Turbocharger pressure sensor signal On 0
2.5 Atmospheric pressure sensor signal Off 0
2.6 Oil pressure sensor signal On 0
2.7 Oil temperature sensor signal Off 0
2.8 Heated filter control relay Off 0
2.9 Pre-post heating resistance control relay Off 0
ENGINE 2
3.7 Battery voltage On 0
3.8 Pre-post heating indicator light Off 0
3.9 Pre-post heating resistance gridplate Off 0
6 Cylinder INJECTORS
5.1 Cylinder 1 injector solenoid valve On 0
5.2 Cylinder 2 injector solenoid valve On 0
5.3 Cylinder 3 injector solenoid valve On 0
5.4 Cylinder 4 injector solenoid valve On 0
5.5 Cylinder 5 injector solenoid valve On 0
5.6 Cylinder 6 injector solenoid valve On 0
5.7 Power stage 1 (cylinders 1 – 2 – 3) On 0
5.8 Power stage 2 (cylinders 4 – 5 –6) On 0
ENGINE SPEED
6.1 Crankshaft sensor signal On 2
6.2 Camshaft sensor signal On 2
6.3 Engine speed signal plausibility On 0
6.4 Engine overspeed Flashing 0
6.5 Starter motor relay Off 0
CHECK PANEL INTERFACES
7.2* CAN line Off 0
7.6 Oil pressure indicator light Off 0
* When CAN line is present on the electric system
Power reduction, based upon fault code:
0= No power reduction
1= performances comparable to equivalent engine without a turbocharger
2= 50% torque
3= limited engine speed
4= engine stop

86
 Common Rail Next Generation Engines

Blink Power
Fault description EDC Ind. light
code reduction
FUEL PRESSURE
8.1 Fuel pressure control Flashing 3
8.2 Fuel pressure signal Flashing 3
8.3 Pressure regulator solenoid valve Flashing 3
8.4 Monitoring of rail pressure relief valve Flashing 3
8.5 Rail min/max pressure error Flashing 4
CONTROL UNIT
9.4 Main relay On 0
9.6 After-run interrupted repeatedly On 3
9.7 Sensors power supply On 0

Power reduction:
0= No power reduction
1= performances compairable to equivalent engine without a turbocharger
2= 50% torque
3= limited engine speed
4= engine stop
Power Reduction Code Torque Curves

Ft-Lb torque
664
590
516
443
369
295
221
148
74
0

003216t

with torque curves

87
Common Rail Next Generation Engines

Power Reduction Code Power Curves

HP
power
214
187
161
134
107
80
54
27
0

003217t

with power curves

Procedure for clearing the fault memory from the engine control unit using the Blink Code
button:
Turn the Key switch to the OFF position.
Hold down the Blink Code button for between 4 and 8 seconds and, during this interval, switch on
the key switch.

Attention: do not switch the key on immediately after turning it off, wait about ten seconds while
holding the Blink Code button before switching it ON again.

88
 Common Rail Next Generation Engines

TROUBLESHOOTING SW 3.3_1
Troubleshooting information is given in two clearly distinguished sections:
- the first, Fault Code Diagnostics, concerns faults that can be directly recognised by the EDC 7
engine control unit. These fault types are mainly of an electrical – electronic nature;
- the second Symptom Based Diagnostics, describes the possible faults that cannot be directly
recognised by the electronic control unit. These faults are mainly of a mechanical – hydraulic
nature.
- Troubleshooting is a supplementary activity that integrates rather than replaces fault diagnosis
performed with the specific electronic diagnostic instruments.

Notes for correct use.

- If the fault is among those that can be recognised directly by the engine control unit, consult
Troubleshooting section 1 for information and additional suggestions to assist in solution of the
problem.

- If there are no fault codes recorded and a problem persists, consult Symptom Based
Troubleshooting section 2 and base your research on the symptoms reported by the customer.

89
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
Section 1
application
1.4 On (*) Power loss. Read parameters with the
diagnostic instrument to
Accelerator pedal check the change from 0%
Fast idle speed with no
potentiometer shorted to to 100% of the
change when pedal is
positive or shorted to potentiometer signal and
pressed,
ground; accelerator pedal ON-OFF status change of
power supply voltage too idle speed switch.
or
high; faulty potentiometer. If result is negative, use
with accelerator pedal in multitester to take a direct
rest position the engine reading on the component
connector to check for
runs at fast idle speed.
resistance changes when
Pressing the accelerator
the potentiometer is
pedal causes the engine
Common Rail Next Generation Engines

activated and for ON-OFF

rpm to increase status change of the idle
progressively and speed switch.
uncontrollably. If the component is working
When pedal is completely correctly, check wiring and

90
released engine speed connections between the
decreases slowly and component and the EDC
without control until connector pins B50 – B55 –
reaching fast idle speed. B73 – B81 – B83.
FAULT (BLINK) CODE TROUBLESHOOTING
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
1.8 Off (*) (*) Check wiring and Depending on the type of
connections of indicator fault, the LED on the Blink
EDC indicator light on The indicator light never light with EDC connector Code button may have the
dashboard is faulty or illuminates when key switch pins B28 – B64. same behaviour as the
wiring is shorted to positive, is set to ON, or remains main indicator light, or it
shorted to ground, or in illuminated when key switch may function differently.
open circuit. is set to OFF.

2.1 On Engine coolant temperature Use multitester to take a

sensor short circuit to direct reading on the sensor
positive, short circuit to (R = approx. 2.5 kOhm at
ground, or open circuit. 20 °C).
If the sensor is working
correctly, check wiring and
connections between
sensor and EDC connector
pins C18 - C36.

91
2.2 Off Air temperature sensor Take reading with
(integrated with air pressure multitester directly on
sensor) on intake manifold sensor between pins 1 and
is shorted to positive, 2 (R = approx. 2.5 kOhm at
shorted to ground, or in 20 °C).
open circuit. If the sensor is working
correctly check wiring and
connections between
sensor and EDC pins C21 –
C29.
Common Rail Next Generation Engines
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
2.3 Off Fuel temperature sensor Take reading with
shorting to ground, shorting multitester directly on
to positive, or open circuit. sensor
(R = approx. 2.5 kOhm at
20 °C). If sensor is working
correctly check wiring and
connections between
sensor and EDC connector
pins C17 – C34.

2.4 On Air pressure sensor Use multitester to check

(integrated with air sensor power supply
temperature sensor) on voltage.
Common Rail Next Generation Engines

intake manifold shorting to If voltage is approximately

ground, open circuit, 5V, renew sensor. If voltage
shorting to positive, or is too high or too low, check
supplied with current wiring and connections

92
outside the minimum or between sensor and EDC
maximum limits. connector pins C10 – C28.

2.5 Off Atmospheric pressure The sensor cannot be If engine/EDC control unit is
sensor (integrated in control replaced individually. given a paint coating, the
unit) shorting to ground, sensor’s ability to detect
shorting to positive, or open atmospheric pressure may
circuit. be impaired.

2.6 On Oil pressure sensor Use multitester to check Only when the sensor is
(incorporated in oil sensor power supply connected to the EDC
temperature sensor) voltage. control unit.
shorting to ground, shorting If voltage is approximately
to positive, or in open 5V, renew sensor. If voltage
circuit. is too high or too low, check
wiring and connections
between sensor and EDC
connector pins C9 – C35.
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
2.7 Off Oil temperature sensor Take reading with Only when the sensor is
(integrated with oil pressure multitester directly on the connected to the EDC
sensor) shorting to ground, sensor between pins 1 and control unit.
shorting to positive, or open 2 (R = approx. 2.5 kOhm at
circuit. 20 °C).

If sensor is working
correctly, check wiring and
connections between
sensor and EDC connector
pins C19 – C33.

2.8. Off Fuel filter heater relay Active fault diagnosis with
faulty. diagnostic instrument.
If result is negative, renew
relay and repeat active
diagnosis.

93
If fault persists, check
wiring and connections
between relay and EDC
connector pins B2 – B36.

2.9 Off Pre-post heating resistance Possible starting difficulty in Active fault diagnosis with
control relay faulty. very low ambient diagnostic instrument.
temperatures, smoking
exhaust immediately after If result is negative, use
starting. multitester to check relay (R
= approx. 15 Ohm).

If relay is working correctly,

check wiring and
connections between relay
and EDC connector pins B4
– B16.
Common Rail Next Generation Engines
 POSSIBLE
EDC POSSIBLE CAUSE
BLINK ASSOCIATED FAULTS TESTS OR RECOMMENDED
INDICATOR (*) = if present in the NOTES
CODE (*) = if present in the ACTION
LIGHT application
application
3.7 On Battery voltage signal is not Fast idle speed. Perform appropriate checks on Might not be a problem of
plausible (too high or too batteries and charging system. excessively high or low
low). voltage, but rather voltage
If the batteries are in good that is read as being too
condition and the charging high or low by the control
circuit is working properly check unit.
the efficiency of the chassis
ground connections and ensure
that connectors supplying
power to the EDC control unit
are free of signs of incrustation
or oxidation.
Common Rail Next Generation Engines

3.8 Off Preheating indicator light Indicator light never Active diagnosis with diagnostic
bulb is faulty or wiring illuminates or remains instrument.
shorting to positive, constantly illuminated even If result is negative, renew the
shorting to ground, or open when the key switch is set indicator light and repeat the

94
circuit. to OFF. active diagnosis procedure.
Possible starting difficulty If problem persists, check
(in the presence of very low wiring and connections
ambient temperature) and between the indicator light and
smoking exhaust when EDC connector pin B46.
starting because user is not
provided with indications on
preheating.

3.9 Off Preheating is not working Possible starting difficulty
correctly. with very low ambient
temperature, smoke from
exhaust immediately after
starting.
Use multitester to check the
continuity of the preheating
resistance in the intake
manifold (R = approx. 0.5
Ohm).
If the component is working
correctly, check wiring and
connections between heating
resistance and relative control
relay.
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
5.1 On Electrical fault on injector Engine running without one Check correct tightening In some cases this problem
no. 1. of the cylinders. torque could cause malfunctions of
(1.5 ± 0.25 Nm) of nuts the power stage in the EDC
responsible for fixing wires control unit that supplies
on injector solenoid valve. power to the electro-
injector, resulting in
Check injector coil operation of only half of the
(R = approx. 0.56 – 0.57 total number of cylinders
Ohm) and replace injector if and generation of error 5.7.
coil is found to be faulty. If
coil is working correctly
check wiring and
connections between the
solenoid valve and EDC
connector pins A9 - A13 by
means of pins 3 and 4 of
over-head connector 1.

95
Common Rail Next Generation Engines
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
5.2 On Electrical problem on Engine runs without one of Check the correct In some cases this problem
injector no. 2. the cylinders. tightening torque (1.5 ± could cause malfunctions of
0.25 Nm) of the cable fixing the power stage in the EDC
nuts on the injector control unit that supplies
solenoid valve. power to the electro-
Check condition of injector injector, resulting in
coil (R = approx. 0.56 – operation of only half of the
0.57 Ohm) and replace total number of cylinders
injector if faulty. and generation of error 5.7.
If coil is in good working
order check wiring and
connections between
solenoid valve and EDC
Common Rail Next Generation Engines

connector pins A3 – A6 by
means of pins 1 and 2 of
over-head connector 1.

96
5.3 On Electrical problem on Engine runs without one of Check the correct In some cases this problem
injector no. 3 the cylinders. tightening torque (1.5 ± could cause malfunctions of
0.25 Nm) of the cable fixing the power stage in the EDC
nuts on the injector control unit that supplies
solenoid valve. power to the electro-
Check condition of injector injector, resulting in
coil (R = approx. 0.56 – operation of only half of the
0.57 Ohm) and replace total number of cylinders
injector if faulty. and generation of error 5.7.
If coil is in good working
order check wiring and
connections between
solenoid valve and EDC
connector pins A4 – A12 by
means of pins 3 and 4 of
over-head connector 2.
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
5.4 On Electrical problem on Engine runs without one of Check the correct In some cases this problem
injector no. 4. the cylinders. tightening torque (1.5 ± could cause malfunctions of
0.25 Nm) of the cable fixing the power stage in the EDC
nuts on the injector control unit that supplies
solenoid valve. power to the electro-
Check condition of injector injector, resulting in
coil (R = approx. 0.56 – operation of only half of the
0.57 Ohm) and replace total number of cylinders
injector if faulty. and generation of error 5.8.
If coil is in good working
order check wiring and
connections between
solenoid valve and EDC
connector pins A5 – A14 by
means of pins 1 and 2 of
over-head connector 2.

97
5.5 On Electrical problem on Engine runs without one of Check the correct In some cases this problem
injector no. 5. the cylinders. tightening torque (1.5 ± could cause malfunctions of
0.25 Nm) of the cable fixing the power stage in the EDC
nuts on the injector control unit that supplies
solenoid valve. power to the electro-
Check condition of injector injector, resulting in
coil (R = approx. 0.56 – operation of only half of the
0.57 Ohm) and replace total number of cylinders
injector if faulty. and generation of error 5.8.
If coil is in good working
order check wiring and
connections between
solenoid valve and EDC
connector pins A11 – A16
by means of pins 3 and 4 of
over-head connector 3.
Common Rail Next Generation Engines
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
5.6 On Electrical problem on Engine runs without one of Check the correct In some cases this problem
injector no. 6. the cylinders. tightening torque (1.5 ± could cause malfunctions of
0.25 Nm) of the cable fixing the power stage in the EDC
nuts on the injector control unit that supplies
solenoid valve. power to the electro-
Check condition of injector injector, resulting in
coil (R = approx. 0.56 – operation of only half of the
0.57 Ohm) and replace total number of cylinders
injector if faulty. and generation of error 5.8.
If coil is in good working
order check wiring and
connections between
solenoid valve and EDC
Common Rail Next Generation Engines

connector pins A10 – A15

by means of pins 1 and 2 of
over-head connector 3.

98
5.7 On Power stage 1 for supplying Engine runs on just 3 Clear faults memory and
power to electro-injectors cylinders. restart engine.
1-2-3. If the fault persists, make
sure that it is not caused by
injector failure (see note
5.X). The part cannot be
replaced individually.
It may occur that the case
of the electronic control unit
is shorting with the battery
positive (accidental
connection made via a
wrench or other metal
object).
 POSSIBLE
EDC POSSIBLE CAUSE
BLINK ASSOCIATED FAULTS TESTS OR RECOMMENDED
INDICATOR (*) = if present in the NOTES
CODE (*) = if present in the ACTION
LIGHT application
application
5.8 On Power stage 2 supplying Engine runs on 3 cylinders. Clear faults memory and restart This may occur if the
power to electro- engine. external enclosure of the
injectors If the fault persists, make sure that unit has been shorted with
4-5-6. it is not caused by injector failure the battery + (accidental
(see note 5.X). The part cannot be connection via wrench or
replaced individually. other metal object).

6.1 On Crankshaft sensor: The engine does not start.
signal not present or not Slight reduction in power
plausible. and increased noise as the
control unit is unable to
handle the advance and
duration of the injection as
therefore refers to a
recovery map.
Check that the sensor is clean and
correctly secured.
Check that the phonic wheel is
clean and that it works correctly.
Check that the sensor works
correctly (R ≅ 920 Ω).
If the sensor works correctly, check
the wiring between the sensor
This failure is not detected
with the engine off.
The engine does not start
because the starter motor is
deactivated by the control
unit.

99
connector (wiring side) pin 1 and
EDC connector pin C25; between
sensor connector (wiring side) pin
2 and the EDC connector pin C24.

6.2 On Camshaft sensor: signal Engine hard to start in any Check that the sensor is clean and
not present or not condition. correctly secured.
plausible. Check that the phonic wheel is
clean and that it works correctly.
Check that the sensor works
correctly (R ≅ 920 Ω).
If the sensor works correctly, check
the wiring between the sensor
connector (wiring side) pin 1 and
EDC connector pin C25; between
sensor connector (wiring side) pin
2 and the EDC connector pin C24.
The failure is not detected
with the engine off. If the
camshaft signal is incorrect,
the crankshaft phase
sensor signal is used in its
place.
This error is always
associated to 6.3.
Common Rail Next Generation Engines
 POSSIBLE
EDC POSSIBLE CAUSE
BLINK ASSOCIATED FAULTS TESTS OR
INDICATOR (*) = if present in the NOTES
CODE (*) = if present in the RECOMMENDED ACTION
LIGHT application
application
6.3 On Engine speed reading is not Failure memory read: check At times only error 6.3 is
plausible. the environmental conditions stored while in reality the
associated with this type of camshaft signal is faulty.
error. In this case perform the
If the error was stored at an checks indicated to solve
engine rate lower than 650 error 6.2.
r.p.m., clear the failure This error could be stored
memory and release the randomly if the engine is
vehicle. turned off using the push-
button underneath the
On the contrary, check that cabin.
the damper flywheel and If the damper flywheel is
phonic wheel on the deteriorated, it results as
Common Rail Next Generation Engines

crankshaft are working being locally deformed and,

correctly and that the two if the cover junction areas
sensors are clean and have started to give, traces
correctly secured. of silicone will be noted in

100
the surrounding area.
Check that the phonic
wheel is clean and that it
rotates without axial
6.4 Flashing Engine overspeed. Check for causes that could
have resulted in a sudden loss
of engine load with
consequent overspeed, or (in
the case of road vehicle
applications) instruct the user
on correct driving techniques.

6.5 On Faulty starter motor relay. Engine fails to start or cuts Use a multitester to check the Only when the starting of
out. relay. the engine is handled by
If the relay is in good working the EDC control unit.
order, check the wiring and
connections between the relay
and EDC connector pin B27.
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
7.2 Off (*) (*) Check wiring, connections On applications that do not
and burden resistor use the CAN line, this is
CAN line hardware fault. Possible malfunction or (120 ohm). masked by a 120 Ohm
error signals in electronic resistor.
control devices connected
on CAN.

7.6 Off Oil pressure indicator light Setting the key switch to Active fault diagnosis with Only when the low oil
faulty, or wiring shorted to ON the indicator light fails diagnostic instrument. pressure signal and
positive, shorted to ground, to illuminate, indicator light are not
or in open circuit. If result is negative, renew controlled by the EDC unit.
or indicator light and repeat
active diagnosis.
remains constantly lit.
If fault persists, check
wiring and connections

101
between indicator light and
EDC connector pin B63 and
check correct power supply
to pressure gauge with
integral indicator light.
Common Rail Next Generation Engines
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
8.1 Flashing Fault in fuel pressure Substantial power loss. Check to ensure that fuel is Further details regarding
modulation reaching the high pressure checks to carry out on the
In the event of an injector pump without obstruction fuel circuit are given in
(the control unit must remaining occasionally (air hole in aspirated Troubleshooting Section 2.
modify the control signal to jammed open, sudden and section, filter or prefilter
the pressure regulator temporary performance clogged, pipes blocked,
excessively in order to impairment, with starting substantial fuel leakage).
modulate the calculated possible and good
pressure in the rail). operation at low engine Check that there are no fuel
speeds and low loads, but leaks in the high pressure
section between pump and
problem occurring at high
rail or inside the cylinder
speeds and with high loads.
head.
Common Rail Next Generation Engines

If a flow limiter valve has

tripped, identify the
malfunctioning injector and
renew both injector and

102
relative high pressure inlet
connector.

8.2 Flashing Rail pressure sensor signal Substantial power loss Read parameters with fault
shorted to positive, shorting diagnosis instrument.
to ground, or open circuit.
Check wiring and
connections between
sensor and EDC connector
pins C12 – C20 – C27.

If all is in order, renew the

sensor.
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
8.3 Flashing Pressure regulator ground Significant power drop. Use multitester to check It is not possible to replace
fault, or shorting to positive, condition of pressure only the pressure regulator.
or open circuit. Code 8.1 could be present. regulator solenoid valve.
If component is functional,
check wiring and
connections between
regulator and EDC
connector pins
C4 – C5.

8.4 Flashing Fault in operation of rail Significant power drop Renew rail relief valve.
relief valve (only regards
dual stage relief valves).

103
8.5 Flashing Anomaly of pressure values Significant power drop. Check to see whether fuel
in rail is reaching high pressure
Possible simultaneous pump without obstructions
(pressure has fallen to signalling of codes 8.1 and (clogged air hole in
minimum or exceeded 8.4. aspirated section, filter, or
maximum values). prefilter, pipes blocked,
ample leakage of fuel).

Check that there are no fuel

leaks in the high pressure
section between pump and
rail or inside the cylinder
head.
Common Rail Next Generation Engines
 POSSIBLE
EDC POSSIBLE CAUSE TESTS OR
BLINK ASSOCIATED FAULTS
INDICATOR (*) = if present in the RECOMMENDED NOTES
CODE (*) = if present in the
LIGHT application ACTION
application
9.4 On Main relay fails to Control unit remains Try removing and then The main relay is
disconnect. constantly powered and refitting the fuse (to reset incorporated in the EDC
EDC indicator light remains the control unit). control unit and cannot be
On even with key switch set renewed separately.
to Off.

Battery discharges.

9.6 On Anomaly in check routine Substantial power Warm up engine, bring it to Error could be stored in
that control unit executes reduction. slow idle speed and then memory also in case of
Common Rail Next Generation Engines

on system each time perform correct shut-down. engine operating in

engine is stopped. conditions other than those
of the application (e.g.
engine on test bench

104
without inertial loads).

9.7 On Sensors power supply fault. Storage of error on all Check condition and correct
sensors supplied from the installation of EDC sensors
EDC control unit. connector (C).

Engine fails to start or cuts

out, or starting is difficult
and engine malfunctions.
 POSSIBLE CAUSE
SIGNALLED FAULT (*) = if present in the
application
Poor performance under Low fuel level in tank.
load demands.
Possible hunting and
exhaust smoke.
Possible error 8.1.
Fuel lift pipe in tank partly
clogged with debris or due
to distortion caused by
overheating.
105
RECOMMENDED TESTS OR ACTION NOTES
Check fuel level in tank. Possible exhaust smoke
derives from the fact that if
insufficient fuel is supplied,
the control unit attempts to
compensate by extending the
injectors energization time.
Check that the priming pump on the
prefilter is working correctly.
If the knob on the pump remains drawn
to the bottom of the depression stroke,
disassemble the fuel tank lift pipe and
inspect it. If the lift pipe is in good
condition, renew the prefilter.
Section 2 – Symptom Based Troubleshooting – Blink Codes Not Recorded
Common Rail Next Generation Engines

SIGNALLED FAULT
(cont’d.)
Poor performance under
load demands.
Possible hunting and
exhaust smoke.
Possible error 8.1
106
SIGNALLED FAULT
Engine cuts out suddenly
(with no prior uneven
running) and fails to restart.
POSSIBLE CAUSE
(*) = if present in the
application
Air inlet upline from the fuel Check O-Rings and correct connection of
feed gear pump.
Leakage of fuel from unions
or low pressure pipelines
downline from the fuel feed
pump.
Excessive passage of fuel
through the rail relief valve.
POSSIBLE CAUSE
(*) = if present in the
application
Clogged fuel filter.
RECOMMENDED TESTS OR ACTION
unions on pipelines between tank and
feed pump (clips must be protruding and
unions securely fastened).
Check O-Rings and correct connection of
unions on pipelines downline from feed
pump (clips must be protruding and
unions securely fastened).
Visually check condition of low pressure
pipelines.
Disconnect pipelines and visually check
for significant passage of fuel through the
relief valve: if fuel is present in
substantial quantity, renew the valve.
RECOMMENDED TESTS OR ACTION
Renew fuel filter.
NOTES
Unless the leak is copious, no
performance anomalies will
be noted.
To check the condition of the
O-Rings, extract the fuel
return line from the tank, plug
the end of the line
hermetically, and activate the
Common Rail Next Generation Engines
priming pump in order to
pressurize the low pressure
circuit
NOTES
Remedy cause of fuel filter
clogging (empty and clean
tank and the part of the
hydraulic circuit upline from
the filter, refill tank with clean
fuel).

SIGNALLED FAULT
Difficult starting and poor
performance in all
conditions.
SIGNALLED FAULT
Difficult starting, poor
performance, and engine
runs without one cylinder.
107
POSSIBLE CAUSE
(*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
application
High pressure pump not After having excluded all other possible
working properly. causes, renew high pressure pump.
POSSIBLE CAUSE
(*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
application
Injector with shutter or Faulty injector can be easily identified by In the event of slight leakage,
solenoid core (mechanical touch due to the absence of pulsing in such as to prevent the
part) jammed open. the relative high pressure pipeline. mechanical operation of the
injector but not sufficient to
cause the flow limiter to
operate, no error will be
generated in the control unit.
If flow limiter operates, also
error 8.1 will be generated.
Common Rail Next Generation Engines

SIGNALLED FAULT
Starting the engine takes at Injector irreversibly jammed
least 20 seconds with large open.
quantities of white smoke
from the exhaust and odour
of fuel.
SIGNALLED FAULT
Rupture of high pressure
108
pipeline from pump to rail.
SIGNALLED FAULT
Engine runs without one of
the cylinders though no
fault is generated on the
control unit.
POSSIBLE CAUSE
(*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
application
The injector that is not working can be
identified by touch due to the absence of
pulsing of the corresponding high
pressure pipeline.
Common Rail Next Generation Engines
POSSIBLE CAUSE
(*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
application
Anomalous vibration Renew the pipeline, taking care to fully It is very important, apart from
caused by loosening of pipe tighten the antivibration bracket screws. correct tightening of the screws,
brackets. to maintain the brackets in their
original position.
POSSIBLE CAUSE
(*) = if present in the RECOMMENDED TESTS OR ACTION NOTES
application
Injector jammed in closed Find the injector that is not working and The injector that is not working
position. renew the injector and relative high can be identified by touch due to
pressure inlet connector. the absence of pulsing of the
corresponding high pressure
pipeline.