IMPACT 4.11.

00 07/08/2025

Chassis ID Path
21/Description, Design and function//Engine

Model Identity
FL 137352306

Publish date ID/Operation

08/06/2016

Engine

Contents
General
Engine
Lubrication and oil system
Fuel system
Inlet and exhaust system
Cooling system
Control system

General

Engine D7F

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The D7F engine model fulfills the Euro 5 emission requirements and conforms to the EEV standard (Enhanced
Environmental friendly Vehicle). The EEV standard has been introduced because emission levels lower than Euro 5
have been demanded by certain markets. The EEV standard has stricter particulate and smoke requirements than
Euro 5.

The engine is a straight, six cylinder, direct-injected diesel engine with turbocharger, charge air cooling and engine
management system (EMS).

The engine has, as an option, a compression brake JAK (Jacob's Engine Brake). The injectors are controlled by the
engine management system. The high fuel pressure for all the injectors is stored in the common rail.

Engine identification

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There are two identical labels for the identification of the engine and other engine data; one is riveted to the side of the
engine block and the other is glued to the valve cover. The engine serial number is found on the data label and not on
the engine.

The engine's complete designation (D7F 300) means:

D = Diesel
7 = Cylinder volume in litres
F = Generation
300 = Variant (output in horsepower)

Engine

Cylinder head

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The cylinder head is made from cast iron and cast in one piece.

The four valve technology, combined with a centrally-located injector has meant that the engine combustion chamber
cane be made completely symmetrical.

The cylinder head is secured by 22 bolts that are evenly distributed around each cylinder.

The thermostat housing is mounted directly in the cylinder head.

The fuel injector return channels are drilled along the length of the cylinder head and have a machined, circular space
around each injector.

The valve stem seals can be replaced.

The injectors are controlled by the engine electronic control unit. They are centrally positioned between the four valves
and are held in place by yokes.

The lower part of each injector is located in a copper sleeve. The copper sleeve is enlarged with a drift in the lower
part and sealed with a replaceable rubber ring at the upper end.

The core plugs (frost plugs) are pressed into the cylinder head.

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IMPACT 4.11.00 07/08/2025

As the D7F is a low emission engine, no machining can be carried out that changes the position of the injector in
relation to the combustion chamber, e.g. face grinding of the cylinder head or machining the seats for the copper
sleeves.

Cylinder block

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IMPACT 4.11.00 07/08/2025

The engine block is made from cast iron and cast in one piece. It is equipped with wet cylinder liners that are
replaceable.

All lubrication system channels are machined directly in the block. There are two longitudinal channels. On the left side
of the block, seen from the timing gear end at the rear, is the piston cooling channel, (which lead engine oil to the
piston cooling nozzles, one for each cylinder) and on the right side is the main lubrication channel. The ends of both
channels are plugged.

Engine oil is also led through channels to the crankshaft bearings, camshaft bearings, turbo, etc.

The oil filter and dipstick are mounted on the side of the cylinder block.

To achieve high stiffness and good sound absorption in the engine block, the block sides are curved around each
cylinder. The external stiffening ribs increase stiffness in the block which also has a sound deadening effect.

The engine block contains the bearings for the camshaft and crankshaft, and also precision-machined guides for the
valve tappets.

The oil filter and dipstick are mounted on the side of the cylinder block.

Oil sump

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The sump is bolted to the engine block base.

The sump is made from laminated metal. The seal is made from silicone. The oil sump is attached by 34 bolts.

Sealing union

The gasket between the cylinder head, block and liners is made of steel and has vulcanised rubber seals for the
coolant and oil channels. In the D7F, the pistons protrude above the upper block face — to different extents in different
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IMPACT 4.11.00 07/08/2025

blocks. Consequently, different blocks require different thicknesses of gaskets. There are two thicknesses of gaskets,
indicated by one or two holes in the gasket. One hole indicates the thinnest gasket, and two holes the thickest gasket.
The marking is next to the cylinder head's oil supply hole.

Cylinder head, positioning on the block

There are two cylindrical guide dowels on the block to help mounting and provide exact location of the cylinder head
on the block. There are two corresponding dowel holes in the cylinder head.

Piston, piston rings and connecting rod

The pistons are manufactured from a light metal alloy and have a combustion chamber recess that is slightly offset
from the centre of the crown.
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The piston has two compression rings and one oil scraper ring. The upper of the two compression rings is of
“Keystone” type and is located in a cast-in piston ring groove of cast iron.

The flywheel symbol on the piston crown indicates which way round to fit it.

All three piston rings are also marked to prevent installing them the wrong way round. The pistons are cooled by spray
from nozzles connected to the lubrication channel.

The connecting rods are forged and split at the bottom (the big end) by a method called fracture splitting. The piston
bushes are lubricated through drilled channels. The connecting rod and its bearing cap are alignment marked. These
numbers must be identical.

When assembling the piston and connecting rod it is important for them to face in the correct direction, to prevent
engine damage.

Cylinder liner

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The cylinder liners are made of cast iron alloy and can be replaced.

They are sealed against the engine block by two O-rings near the bottom. The O-rings are made of the same material
and have the same colour.

The upper liner edge against the engine block does not need a seal.

The piston bore is milled and honed. The second machining stage is called plate honing. The honing process creates
a cross hatch pattern and is performed in two steps. Thousands of small oil pockets are created in the cross hatch
pattern, which help to maintain a constant oil film on the walls of the cylinder.

Plate honing also shortens the engine running-in time.

Camshaft and valve mechanism

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The D7F engine has a four valve system and a low-position camshaft.

The camshaft runs in seven replaceable bearings. The camshaft is induction-hardened and has two cam lobes per
cylinder. In addition to the cam lobes for inlet and exhaust valves, there are two cam lobes for the high pressure
pumps. The camshaft and its gear wheel are a single unit, and the gear wheel has position markings to position it with
the crankshaft gear wheel. The camshaft is driven directly by the crankshaft, without any intermediate gears.

There are two cams between each bearing journal: the inlet cam and the exhaust cam. There is an exception for the
two unit pumps, where there are three cams: inlet cam, exhaust cam and high pressure pump cam.

The cams for the two high pressure pumps are offset by 60° to each other.

The rocker arms are driven by the camshaft via roller followers and tappets. The rocker arms have pressed-in bushes.
The rocker shaft runs in seven bearing journals bolted to the cylinder head. Between each journal are the rocker arms
for the exhaust and inlet valves, with a spring between each rocker arm. The spring is to keep the rocker arms located
properly. Each rocker arm has an adjustment screw to adjust the valve clearance.
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The engine can be equipped with a JAK exhaust brake. If the engine is equipped with JAK, bearing housings 2 and 5
have an extra hole.

Engine oil for rocker arm lubrication and JAK activation is supplied via the rocker arm shaft.

The valves are operated by a floating valve caliper. The valves are made to rotate by the valve spring twisting during
compression. Both inlet and exhaust valves have single springs. All the valve guides have seals to prevent
uncontrolled oil consumption and exhaust gas leakage.

The valve seats are made of high quality steel and can be replaced. The valve seats are installed by heat shrinking.

The valve calipers for inlet and exhaust valves differ and cannot be incorrectly positioned. The valve caliper has a lug
to activate the compression brake.

Crankshaft, vibration damper, flywheel

The crankshaft is forged and hardened. It runs in seven bearings, of which the second is also a thrust bearing. The
seals at the front and rear are of the lipped type, located in the combined timing gear and flywheel housing, and in the
oil pump cover. The flywheel is bolted onto the crankshaft, and its position is determined by a guide pin.

In addition to the ring gear there are also a number of milled grooves on the flywheel periphery for the fuel injection
system position and speed sensors.

The vibration damper is bolted to the front flange of the crankshaft. The damper is also used as a pulley for multi-V
drive belts. The vibration damper is of the hydraulic type and contains a damping body in the form of a steel ring inside
the damper, which is full of high viscosity silicon oil.

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The steel ring, which is not mechanically connected to the crankshaft, has a more even rotation than the pulsating
rotation of the crankshaft, and the different rotation speeds are equalised due to the silicon oil, which in turn dampens
the crankshaft vibrations.

Engine timing gears

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1. Crankshaft gear
2. Camshaft gear
3. Compressor drive
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4. Flywheel cover guide dowel

The engine timing gears are located next to the flywheel.

All the gear wheel teeth are straight cut and nitrite hardened.

The timing gear housing is of cast iron.

The crankshaft and camshaft gears are marked to ensure correct assembly. During repairs to the gears or shaft, both
are changed since they are pre-assembled in the factory. The gear and shaft cannot be ordered separately.

Sealing compound is used to seal between the engine block and the flywheel housing.

The timing gears are splash-lubricated.

Flywheel housing

Flywheel housing, engine driven power take-off

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The engine has two types of flywheel housing depending on whether it is equipped with an engine driven power take-
off or not. The cover for the engine driven power take-off has recesses for oil channels for lubricating the power take-
off's transmission.

Lubrication and oil system

All lubrication system channels are machined directly in the engine block. The main lubrication gallery is at the right
side of the engine block. The piston cooling gallery is on the left side. Engine oil is also led through channels to the
crankshaft bearings, camshaft bearings, turbo, etc. Piston cooling channels, one for each cylinder, lead engine oil to
the piston cooling nozzles.

At the rear end of the main lubrication gallery the oil is led up to the rocker arm shaft and the compression brake.

The engine has a pressurised lubrication system fed by an oil pump driven by the crankshaft. The oil pump is installed
at the front of the engine and draws oil from the sump, forcing it into the two longitudinal galleries. The pump is of the
internal gear type with constant displacement.

Lubrication system, principle

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1. Oil strainer
2. Oil pump
3. Safety valve
4. Oil cooler
5. Non-return valve
6. Bypass valve, oil cooler
7. Oil filter housing
8. Oil filter
9. Oil pressure sensor
10. By-pass valve, oil filter
11. Oil filter drain valve
12. Pressure reducing valve
13. Rocker shaft
14. Compression brake
15. Turbocharger
16. High pressure pump
17. Compressor
18. Camshaft lifter
19. Piston cooling nozzle

The oil pump draws oil from the sump through the strainer, and then forces the oil through the oil cooler where it is
cooled, before continuing to the full flow filter.

When the oil has a high viscosity, for example on cold starting, the by-pass valve opens to allow the oil to pass
through a channel bypassing the oil filter.

From the full-flow filter, oil is forced through the main gallery out to the camshaft and crankshaft bearings and also to
the compressor, valve mechanism and compression brake. Oil is also led from the main gallery to the piston cooling
channel and further to the piston cooling jets. The turbocharger is also lubricated via this channel.
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The oil flow is controlled by five valves:

(3) Safety valve, preventing excessive pressure in the system.

(6) By-pass valve for oil cooler. Opens when the oil has a high viscosity, for example on cold starting, for quicker
warming up of the engine oil.
(5) Lubrication system non-return valve, prevents the lubricating system from draining down when the engine stops.
(10) By-pass valve for blocked oil filter.
(12) Pressure reducing valve, controlling the pressure in the lubrication system.

There is also a draining valve (11) for draining the oil filter housing when e.g. replacing the filter. The piston cooling
has no regulation, i.e. piston cooling is performed continuously. The piston cooling nozzles are aligned so that the oil
spray strikes the underside of the piston crown.

The piston skirts have cut-outs for the piston cooling nozzles. The air compressor is lubricated via an external hose
from the main lubrication gallery.

The oil strainer contains a level sensor.

The safety valve opens at 10 bar and is integrated into the oil pump cover at the front of the engine.

There is a pressure reduction valve in the oil filter housing to regulate the system's oil pressure.

Oil cooler and oil filter

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1. Non-return valve for lubrication system

2. Pressure reducing valve that controls the system pressure
3. By-pass valve for oil cooler

A Oil hot in
B Oil cold out
C Water in
D Water out

The oil filter and oil cooler are installed together at the right side of the engine, where the oil cooler is located
underneath the oil filter housing.

Fuel system

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The D7F engine's fuel system meets the demands of the Euro 5 standard for exhaust emissions.

Achieving lower fuel consumption and reduced exhaust emissions places great demands on the engine and fuel
system. These demands are met by an injection system that controls the fuel at the injection valve exactly and works
at a very high injection pressure. At the same time, the injection volume must be adjusted very accurately as well as
the injection timing for both pre-injection and main injection. These demands are fulfilled by a common rail system.
Compared with other injection systems, the fuel in a common rail system is constantly under very high pressure and is
always ready for injection.

Common rail system

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1. Feed pump
2. Injector
3. Safety valve
4. Common rail
5. Fuel pressure sensor
6. Fuel filter
7. Fuel control valve
8. High pressure pumps
9. Pre-filter and water separator

Fuel is injected by the fuel injectors, one for each cylinder, fed from the common rail and injector delivery pipes. The
high pressure in the common rail is created by two high pressure pumps working alternately. The pressure in the
common rail, like the start and stop times of the fuel injection to each cylinder, is controlled electronically by the engine
control unit (EECU).

The advantage of this type of fuel system is the flexibility of control of both injection timing and injection volume. The
exact injection timing that a common rail system can achieve has been shown to give lower engine noise and lower NO
x
emissions.

The fuel system has the following advantages:

The fuel system is not dependant on engine speed or loading, which gives more flexible control of both injection
volume and injection timing.
High injection pressure and good fuel atomization are also possible at low engine speeds and loads.
The capacity to deliver short pre- and post injections is used to reduce NOx and noise.

Fuel system, diagram

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1. Hand pump unit

2. Thermostat valve
3. Pre-filter and water separator
4. Feed pump
5. Pre-heating (Optional equipment)
6. Fuel filter
7. Fuel pressure sensor
8. High pressure pumps
9. Fuel control valve
10. Common rail
11. Injector
12. Engine Electronic Control Unit (EECU)
13. Fuel pressure sensor
14. Safety valve
15. Injector pressure pipe

The gear-driven feed pump sucks fuel from the tank via the pre-filter and thermostatic valve and pumps it through the
main filter to the high pressure pumps. A PWM-controlled fuel control valve with solenoid valves controls the volume of
fuel fed to the high pressure pumps. The two high pressure pumps are driven from the camshaft and deliver three
pump strokes per camshaft rotation.

The fuel pressure sensor on the common rail monitors the fuel pressure. This signal is used by engine control unit to
control the pressure in the common rail by influencing the fuel control valve, excess fuel is returned to the fuel tank.

The common rail acts as a fuel accumulator. The fuel volume in the common rail also dampens the vibrations caused
by the high pressure pumps and the injection process. The fuel passes from the common rail via the delivery pipes to
the injectors.F

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The engine control unit (EECU) produces electric pulses that activate the unit injector solenoid valves in the correct
order and determines the start and stop for each injection for each cylinder. The common rail system can therefore
perform more than one injection per compression stroke and thereby provide a more exact control of the injection
compared to a conventional injection system.

Low pressure system

1. Filter holder
2. Thermostat valve
3. Hand pump
4. Pre-filter with water separator
5. Feed pump
6. Pump
7. By-pass valve
8. Bypass valve
9. Fuel filter with venting channel.
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10. Fuel control valve

11. Bypass valve
12. Proportional valve
13. Pressure equalising choke

The purpose of the low pressure system is to store and feed filtered fuel to the high pressure pumps. The low pressure
system also has a built-in water separator. It is important that the filter and water separator work correctly, otherwise
the engine’s fuel system can be seriously damaged. The fuel is fed via a gear wheel pump. The purpose of the fuel
control valve is to provide the correct fuel amount in relation to engine load and speed.

Hand pump with pre-filter

1. Filter holder
2. Water separator
3. Draining valve
4. Sensor for water separator/water indicator
5. Pre-filter
6. Thermostat valve
7. Hand pump

The filter holder contains a hand pump for priming the fuel system and a thermostatic valve to help warm up the fuel
more rapidly from cold starts.

The pre-filter and water separator are located below the hand pump unit.

The newer engines place greater demands on clean fuel and therefore require special filters that are made from
several layers of synthetic cellulose, where each layer has the ability to separate particles. This also makes the filter
more sensitive to paraffin wax precipitation.

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The thermostatic valve

The thermostatic valve helps warm up the fuel more rapidly from cold starts (below 15°C). The thermostatic valve is
closed when the fuel temperature is lower than 15°C, which causes the hot fuel to recirculate (80% to the fuel system
and 20% to the tank).

The thermostatic valve opens gradually with a fuel temperature between 15°C and 30°C.

When the fuel temperature exceeds 30°C, recirculation to the fuel system ceases and all fuel is returned to the tank.

Water separator

Any water in the fuel is separated by the filter, which as a repellent effect on water droplets that have another surface
tension than the fuel has. The separated water is collected in a holder below the filter. A sensor in the holder senses
the water level and indicates when it should be drained. Draining is performed manually by opening a drain valve.

Contaminants or water in the fuel can cause damage to the injection system, the most sensitive parts being the high
pressure pumps and injectors.

A worn injector will leak continuously, since the fuel pressure constantly presses on the needle.

The filling and evacuating chokes for the control chamber will also become worn, which effects the opening function
and injection timing.

Fuel pump

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The common rail system uses a gear-wheel pump to feed fuel to the high pressure pumps.

The gear wheel pump is driven by the timing gears. This drive system means that fuel is only supplied after the engine
has started. The fuel quantity depends on the engine speed.
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The pump has a built-in overflow valve, the purpose of which is to maintain pressure in the fuel system. The overflow
valve is not replaceable.

There is a by-pass valve on the pump to simplify priming of the fuel system.

The fuel pump is located on the right hand side of the flywheel housing, seen from the rear.

Fuel filter

1. Cover
2. O-ring
3. Fuel filter
4. Feed pressure sensor

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The fuel filter housing contains a filter, a heating element and two valves. There is a restriction in the filter that leads
air back to the tank. Under the filter, there is a valve that opens and drains automatically when the filter is lifted. The
feed pressure sensor is located on the fuel filter housing.

Fuel control valve

1. Fuel inlet
2. Fuel to high pressure pumps
3. Return fuel to tank
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IMPACT 4.11.00 07/08/2025

4. Bypass valve
5. Solenoid valve
6. Choke

The fuel control valve controls the fuel flow to the high pressure pumps. It supplies the correct amount of fuel to reach
or maintain the pressure in the common rail.

High pressure pump

The fuel system has two high pressure pumps driven by the camshaft. Three cam lobes provide six pump strokes per
camshaft revolution (three strokes per pump). The cam lobes are displaced by 60° in relation to each other to provide
an even flow of fuel.

The purpose of the high pressure pumps is to pressurise the fuel system. The high pressure and low pressure sides of
the high pressure pumps are hydraulically separated by an input/output valve (I/O valve). The valve separates the high
pressure side during suction.

Both the I/O valve and the pump piston are C2-treated to help resist seizure if the fuel quality is low.

Note: The high pressure pumps are very sensitive to contaminants. The I/O valve is sensitive to particles in the fuel.

Fuel pipe

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In a common rail system, the connections between the high pressure pumps and common rail and those between the
common rail and injectors function like the link between the injection pump and injectors.

The high pressure connections must have a secure seal against leakage at maximum pressure.

The following types of coupling are used:

Sealing cone and cap nut

Reinforced internal pipe coupling

All of the parts described previously use a sealing cone with unitary nut.

The advantages with this type of coupling are:

Simple connection to individual fuel injection systems

The sealing cone can be shaped by the surrounding material.

At the end of the common rail there is a compressed pipe sealing cone. The unitary nut presses the cone against the
high pressure connection to form a seal. Some versions have an additional pressure washer. This provides more even
pressure from the unitary nut to the sealing cone. The sealing cone diameter shall not be restricted so that it effects
the fuel supply.

The heavily reinforced internal seal is used on unit pumps and common rail system used on heavy vehicles.

With the internal attachment, it is not necessary to lead the fuel pipes round the cylinder head for connection to the
injectors. This gives shorter fuel pipes with the advantage of simpler installation and less space requirement.

The bolted union presses the delivery pipe directly against the injector. At the other end, the pipe is connected to the
injector delivery pipes via a sealing cone and unitary nut.

The common rail must withstand the maximum system pressure as well as pressure variations, which can be large.
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IMPACT 4.11.00 07/08/2025

Injector pressure pipe and injector

1. Screw union
2. Injector pressure pipe
3. Cap nut
4. Injector
5. Yoke
6. O-ring
7. Copper washer
8. Copper sleeve

The pressurised fuel passes through a union in the cylinder head, via the injector pressure pipe to the injector.

The injectors are centrally positioned between the four valves and are held in place by yokes. The lower part is
separated from the coolant jacket by a copper sleeve. The seal against the copper sleeve consists of a copper washer.

The injector opening times are controlled via electrical signals.

The lower part of the copper sleeve is enlarged with a drift and sealed with a O-ring at the upper part. The injector fuel
return channel is drilled longitudinally through the cylinder head. O-rings seal between the injectors and the return
channel.

Common rail

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IMPACT 4.11.00 07/08/2025

1. Common rail
2. Pressure sensor
3. Safety valve

The common rail's function is to store pressurised fuel for the unit injectors. There is a pressure sensor and a safety
valve fitted on the common rail. The safety valve protects the high-pressure side of the fuel system against
overpressure.

The high pressure pipes are connected between the common rail and the injector pressure pipes. These must not be
reused due to the risk of leakage.

The stored fuel volume in the common rail is calibrated and functions as a damper for the pressure variations that
occur from:

The pulsating pressure from the high pressure pumps.

The shorter, larger fuel flow to the injectors during injection.

A larger volume provides better damping but takes a longer time to build up pressure when starting the engine.

The PWM controlled fuel valve controls the high pressure supply to the common rail.

High pressure sensor

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IMPACT 4.11.00 07/08/2025

The high pressure sensor senses variations in the fuel pressure in the common rail. Signals from the sensor go to the
engine electronic control unit, (EECU). If any faults are detected, the control unit can order an increase of pressure in
the common rail so that the safety valve opens.

Safety valve

The safety valve is a mechanical safety system that protects the system against overpressure caused by a
malfunction. The safety valve is mounted on the common rail.

When necessary, the safety valve opens and the pressure is reduced depending on engine speed and load. The
engine will continue to run but with reduced output (limp home).

The safety valve will not open during normal driving conditions.

Injector

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IMPACT 4.11.00 07/08/2025

1. Control part with solenoid valve

2. Injector body
3. Injector holder
4. Inlet
5. Outlet
6. Push rod

The injectors are manufactured by Bosch and are sealed units that are not repairable. There are no spare parts.

The injector comprises an injector body, a nozzle holder with multi-hole nozzle and a control part with a solenoid valve.

The fuel for the engine comes from the injector and injection comprises three phases, pre-injection, main injection and
post-injection.
All injection phase are performed in the same way.
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IMPACT 4.11.00 07/08/2025

When the engine control unit (EECU) applies power to the solenoid valve, the control chamber is opened for return
fuel via a choke. The pressure in the chamber drops, the injector needle lifts and injection starts.

Since the choke for the output pressure has a greater diameter than that for the input pressure, the fuel in the control
chamber will be evacuated even if the chamber is always connected to the high pressure side via the choke.

When power is removed from the solenoid valve, the control valve will return to its seat. The control chamber will then
be filled again via the choke.

The pressure in the control chamber applies a force to the top of the injector needle, which is thus held closed. The
injector needle return spring also helps to keep the needle closed. The injection volume is determined by the pressure
in the common rail, the hydraulic flow past the injector needle and the pulse length from the engine control unit
(EECU).

Pre-injection

Low noise levels and low NOx emissions are best achieved with a common rail system that is capable of delivering
small fuel volumes for pre-injection over the whole load and speed range of the engine. The pre-injections are only a
few percent of the total injection volume.

Post-injection

Post-injection is used to reduce NOx emissions. The EECU receives information about the quantity of NOx emission
and calculates the amount of fuel to be post-injected.

Post-injection fuel volume is very small. The smallest amount of fuel that the injector can inject is limited. This means
that the control unit must calculate the timing at which the injector shall inject its smallest fuel volume. When this is
done, the fuel is injected at the next possible occasion.

Injection

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IMPACT 4.11.00 07/08/2025

1. Pin
2. Solenoid valve
3. Control valve
4. Choke outlet
5. Choke inlet
6. Needle
7. Multi-hole nozzle

The injector's electro-hydraulic design contains a small control valve with hydraulic balance. The injector needle works
by adjusting the pressure between the seat (lower side) and the upper side of the needle. The solenoid valve controls
a valve mounted on the upper side of the injector needle and controls the pressure on the upper side of the injector
needle via a control chamber (a chamber located on the opposite side of the injector needle).

The injection pressure is determined by the pressure in the delivery pipe. This pressure presses on the nozzle needle
lift area all the time.

In a common rail system, the nozzle needle is always subject to this high pressure. Injection starts as soon as the
nozzle needle starts to open. This makes the common rail system vulnerable if a fuel leak occurs. If the injector does
not seal properly, e.g. if a dirt particle gets stuck in the nozzle needle seat, fuel will leak into the combustion chamber
after injection. The leakage will lead to abnormal compression that can be perceived as the engine knocking.

In order to allow the injector needle opening to be freely adjustable (injection time), there is a solenoid valve that
controls the opening time. This is a two-way valve located between the low pressure side and the injector needle
control chamber.

The hydraulic balance above the injector needle is achieved by the two chokes in the hydraulic construction of the
injector. The control chamber is connected to the high pressure side via a small choke and to the low pressure side via
a somewhat larger choke.

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IMPACT 4.11.00 07/08/2025

A) When the EECU applies power to the solenoid valve, the control chamber is opened to the return line. The pressure
in the control chamber drops, the injector needle lifts, and injection begins. Since the choke for evacuation has a larger
diameter than the inlet, the fuel in the control chamber will be evacuated even if the chamber is always connected to
the high pressure supply.
B) When the power is removed from the solenoid valve, the control valve will return to its seat. The control chamber is
refilled via the choke on the inlet. The pressure in the control chamber presses on the upper side of the injector needle
via the control piston, which holds the needle closed. The return spring also helps to keep the needle closed. The
injection volume is determined by the pressure in the common rail, the hydraulic flow in the injector needle and the
pulse length from the engine control unit (EECU).

Priming the fuel system

In the fuel filter holder, there is a hand pump (1) and a thermostat valve (2). The hand pump is used for venting the
fuel system. When venting, the thermostat valve must be opened manually. The air-fuel mix is then pumped to the
tank instead of back into the system. The thermostat valve must be closed manually to allow the hand pump to be
closed.

Atomising jets

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IMPACT 4.11.00 07/08/2025

The common rail system works with a high fuel pressure.

If a leak occurs, atomised jets of fuel can arise that are invisible.

Warning
If such a jet hits a person the fluid is forced into the body. Apart from the physical damage that results, there can
be severe inflammation that in some cases leads to amputation, and in the worst case, death.

Inlet and exhaust system

Air intake and filter

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IMPACT 4.11.00 07/08/2025

The air intake and filter housing are made of plastic. The filter insert is manufactured of impregnated paper and has
fixed rubber seals at both ends. The seals also acts as guides for the filter insert. The change interval for the filter
insert depends on the operating conditions.

The filter must be changed when the warning lamp lights.

There is a combined sensor for air temperature and underpressure mounted on the section of pipe between the filter
housing and the turbocharger. The sensor sends a signal to a warning lamp on the instrument panel if the filter starts
to get blocked.

Charge air cooling and pre-heating

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IMPACT 4.11.00 07/08/2025

The engine is equipped with an air-to-air type of charge air cooler (intercooler). The charge air cooler is placed in front
of the coolant radiator and lowers the inlet air temperature by approx. 100 °C. The inlet air thus gets a greater density,
allowing more fuel to be injected. This results in higher engine power. The cooled air also reduces the stresses on
pistons and valves.

There is an electric pre-heater available as an option for markets with cold winters. The pre-heater element (1) is
switched on when the driver turns the key to the pre-heating position and a.o. the engine temperature is below –15 °C.
The pre-heating and after-heating times are controlled by the engine control unit. The diagram shows the connection
time in seconds, related to the engine temperature. The advantage is that it is easier to start the engine and the
amount of white smoke from the exhaust gases is reduced.

Exhaust manifold and turbocharger

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IMPACT 4.11.00 07/08/2025

The exhaust manifold is manufactured in three sections of heat-resistant cast steel. The joints are of sliding type with
tight sleeve seals. A graphite-coated sheet metal gasket is placed between the cylinder head and manifold flanges.

The turbocharger is of MWE design (Map Width Enhancement), which means that the air intake is divided into two
areas – an inner and an outer area – connected by a ring-shaped slot. This turbocharger design ensures efficiency at
both low and high speeds.

Exhaust shutter

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IMPACT 4.11.00 07/08/2025

The D7F engine has a compressed air driven exhaust shutter (1) located in the throttle housing (2).

The exhaust shutter is used as a heat retaining function when running at idle and as an engine brake – EPG (Exhaust
Pressure Governor).

The shutter can be opened and closed by a compressed air cylinder (3) supplied with compressed air via control valve
(4), which in turn is controlled by the engine control unit (EECU).

By-pass valve

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IMPACT 4.11.00 07/08/2025

The by-pass valve (1) is located in the turbo housing and has the task of reducing the turbocharger's speed at high
power outputs. If required, the by-pass valve opens so that parts of the exhaust gases are led out to the exhaust pipe
without passing the turbine wheel.

The actuator (2) regulates the by-pass valve's movement. The actuator is controlled by compressed air via the AVU
valve (3) which is supplied with compressed air from the vehicle's pneumatic system. A pressure sensor that
measures the charge air pressure is located in the inlet pipe. If the charge air pressure is not within the correct values,
the engine control unit sends a PWM signal (Pulse Width Modulated) to the AVU valve, which in turn controls the
actuator.

AVU valve

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IMPACT 4.11.00 07/08/2025

The turbocharger by-pass valve is controlled by compressed air taken from the vehicle's pneumatic system and is
regulated by an air valve called the AVU (Air Valve Unit) valve.

The AVU valve basically consists of a solenoid valve, an air valve and a circuit board. The valve regulates the
pressure variably and has a built-in reduction valve, which releases different pressures for the different braking powers.

During normal driving, the AVU valve is de-energised.

The AVU valve is controlled by the engine control unit (EECU). The AVU valve is supplied with air from the pneumatic
system via hose (1) and releases air to the turbocharger's actuator (by-pass valve) via hose (2).

Catalytic converter

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IMPACT 4.11.00 07/08/2025

To meet the emission demands of Euro 5, the engine is equipped with, in addition to the SCR catalytic converter which
is built into the silencer, a precatalyst placed directly after the throttle housing.

Engine brake
The engine has as standard an EPG engine brake. As a complement to the EPG engine brake, the engine can also be
equipped with a JAK compression brake (Jacob's Engine Brake).

The effect of the engine brake is set by the driver. The braking effect varies depending on the configuration of the
engine brake.

EPG engine brake

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IMPACT 4.11.00 07/08/2025

The EPG engine brake comprises an exhaust shutter (1) in the throttle housing (2) and a compressed air controlled
cylinder (3) fitted by the turbocharger. The compressed air is taken from the vehicle's pneumatic system and is
controlled by control valve (4) which in turn is controlled by engine control unit (EECU).

The purpose of the exhaust brake is to:

Bring the engine up to operating temperature faster on cold starting

Keep the engine warm at idle by creating back pressure in the exhaust manifold
Function as an exhaust brake when descending hills.

Compression brake JAK (Jacob's Engine Brake)

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IMPACT 4.11.00 07/08/2025

1. Control valve
2. Pressure piston
3. Solenoid valve
4. Adjustment screw, pressure piston
5. Non-return valve

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IMPACT 4.11.00 07/08/2025

With a compression brake, an energy-producing diesel engine is converted temporarily into an energy-absorbing air
compressor, which reduces the load on the service brakes. When the driver releases the accelerator, the kinetic
energy of the vehicle begins to be applied to the drive line and engine. The pistons continue to go up and down and
the intake air is compressed and expanded inside the cylinders. When activated, the compression brake opens the
exhaust valves and lets the compressed air into the exhaust manifold and is kept there by the closed exhaust shutter.
Part of the kinetic energy from the forward movement of the vehicle is absorbed by the piston, slowing the vehicle
down.

The compression brake in the D7F consists of a solenoid valve, a control valve and a pressure piston. These
components are located inside a housing that is mounted on top of the rocker arm bridge and can affect the exhaust
valves.

The compression brake never works on its own, always in combination with the exhaust brake. The compression
/exhaust brake is controlled via a stalk to the left of the steering wheel. The stalk has three or six positions, depending
on the gearbox.

1. Solenoid valve
2. Control valve
3. Pressure piston

A) When the compression brake is activated, a signal is sent from the EECU to the solenoid valve that closes the
outlet to the return line and allows the oil to pass to the control valve. The exhaust brake valve is also closed. The
control valve's piston is moved upwards and the non-return valve in the control valve is moved from the lowest to the
highest position, thereby allowing oil to pass to the pressure piston. The oil presses the piston outwards and when the
piston is pressed back by the exhaust valve's rocker movement, a high pressure is created which closes the non-
return valve in the control valve. When the pressure piston is moved downwards to press on the exhaust valve's rocker
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IMPACT 4.11.00 07/08/2025

arm, only one exhaust valve follows the movement and opens. This continues as long as the solenoid valve is
activated.
B) When the current to the solenoid valve is switched off, the control valve is moved downwards and allows oil to
return above the control valve. At the same time, oil is released in the return line below the solenoid valve. The
exhaust brake valve is also opened.

Crankcase ventilation

Engines have crankcase ventilation to prevent oil being ejected into the air. Crankcase ventilation consists of a
housing containing a filter, with connections to the oil sump and ventilation piping.

Air containing oil particles comes from the crankcase via the cylinder head. The air passes through the filter, while oil
particles are caught and run back to the sump via a return pipe.

Cooling system

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IMPACT 4.11.00 07/08/2025

The external components of the engine cooling system and coolant circulation are shown here. The rear part of the
coolant pump is machined directly into the engine block. The coolant thermostat housing is formed directly inside the
cylinder head.

Coolant is pumped by the coolant pump straight into the engine block distribution gallery in the right side of the block.
Some of the coolant is forced into the cylinder liner lower cooling jackets via holes. Most of the coolant is forced
upwards through the oil cooler and then further to the upper liner cooling jackets. Returning coolant from the liner
jackets also goes to the cylinder head through channels. All the coolant then flows through the thermostat to the
radiator or via the by-pass pipe back to the coolant pump. The route taken by the coolant depends on the engine
temperature. The air compressor is connected to the engine block and the cylinder head by external pipes and hoses.

The coolant filter bracket is bolted to the side cover of the cylinder block. The coolant circulation thermostat is of the
piston type and has a temperature sensitive wax body which controls its opening and closing.

Coolant fan

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IMPACT 4.11.00 07/08/2025

The cooling fan is of the viscose type controlled by a bi-metal plate on the front of the fan.

The parts of the fan are:

1. Viscous clutch
2. Fan shaft
3. Fan
4. Drive belt
5. Tension pulley

The drive plate is permanently connected to the fan shaft and rotates at the same rotational speed as the fan pulley.
The clutch housing is screwed to the fan and runs on the fan shaft, but is free to rotate relative to the shaft.

Control system

Engine control system

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51 / 53
IMPACT 4.11.00 07/08/2025

Engine control system sensors:

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52 / 53
IMPACT 4.11.00 07/08/2025

1. Coolant temperature sensor

2. Coolant level sensor
3. Charge air pressure and temperature sensor
4. Oil level and temperature sensor
5. Camshaft sensor, engine position
6. Air filter indicator sensor (not located on engine)
7. Fuel pressure sensor
8. Feed pressure sensor, fuel
9. Engine stop button
10. Oil pressure sensor
11. Speed sensor, flywheel
12. Sensor for water separator/water indicator

There are a large number of sensors on the engine. The main difference of the EMS2 system compared with earlier
engine management systems is that the new control unit is more powerful and has a greater capacity to process
information, so that more sensors can be connected to it. This means that the control unit can collect more
information, and thus be able to control the engine better and faster, and also distribute necessary information to other
associated control units in the electrical system. The new sensors that are connected to the control unit are for the
SCR system, which is not included here. These sensors are connected via the SCR control unit, which is a slave unit
to the engine electronic control unit.

The electronic control unit is cooled by a cooling coil (1) where fuel is used as the cooling medium. The electric
contacts EA (2) and EB (3) are connected in the centre of the control unit.

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