QSD

•Sensor location
•Fuel System
•Wiring Harness
 Engine Orientation

Front

Right Left
Side Side

Back
 Left

Fuel
Temperature
Sensor
Throttle Position
Sensor

Water in Fuel
Sensor
 Left

Engine Sensor Harness Injector Control

Connector K (94 pin) Connector A (60 pins)

ECM

Vent To
Atmosphere
 Left

CDS
Diagnostic
Connector
 Left

Fuel Actuator
Valve

Fuel Temperature
Sensor
 1. Electrical Connector
2. Magnet Housing
Electronic Fuel Control 3. Bearing
Actuator 4. Armature with Tappet
5. Coil Windings
6. Cup
7. Residual Air Gap Washer
8. Magnetic Core
9. Oring
10. Plunger
11. Springs
12. Safety Elements
 Rear

Unswitched
Power
Connector

VIP Panel Extension

Harness Connection
 Right

Crankshaft Speed
Sensor
Overview of common rail systems

The demands placed on diesel engine fuel injection system are

continuously increasing.

 Higher Pressures
 Faster Switching Times

Have made diesel engines economical, clean, and powerful

The main advantage of the common rail system is its ability to
vary injection, pressure and timing over a broad scale.

This was achieved by separating pressure generation (in the

high pressure pump) from the fuel injection system (injectors)
 The common rail system helps to raise specific power outputs,
lower fuel consumption, reduce noise emissions and decrease
pollutants emissions.

 The key components of the common rail system are the

injectors. They are fitted with rapid action solenoid valves
which open and closes the nozzle. This permits control of the
injection process for each cylinder.
Fuel Connection Requirements
Primary Fuel Filter Requirements
Common Rail
1. Fuel Rail
2. Relief Valve
3. Return Line
4. Fuel Inlet
5. Rail Pressure Sensor
6. Fuel Line to Injectors
A Resting 1. Fuel Return

B Injector Opens 2. Solenoid Coil

C Injector Closes 3. Overstroke Spring

4. Solenoid Armature
5. Valve Ball
6. Valve Control Chamber
7. Nozzle Spring
8. Pressure Shoulder
9. Chamber Volume
10. Injection Orifice
11. Solenoid Valve Spring
12. Outlet Restrictor
13. High Pressure
Connection
14. Inlet Restriction
15. Valve Plunger
16. Nozzle Needle
 QSD Injector Cross Section

Unused Fuel Return To

Fuel Cooler and Filter
Solenoid plunger and needle are
fail-safe closed if electrical power
is lost.

Control Input
From ECM
High Pressure Fuel
From Common Rail

NOTE: CDS tool action required to set IMA injector codes when
injectors replaced as service action
Rail Pressure Relief Valve

1. Valve Insert
2. Valve Plunger
3. Low Pressure Section
4. Valve Holder
5. Spring
6. Diaphragm Disc
Rail Pressure Sensor

1. Electrical Connection
2. Evaluation Circuit
3. Steel Diaphragm with Deformation
Resistors
4. Pressure Connection
5. Mounting Thread
 1. Electrical Connector
2. Magnet Housing
Electronic Fuel Control 3. Bearing
Actuator 4. Armature with Tappet
5. Coil Windings
6. Cup
7. Residual Air Gap Washer
8. Magnetic Core
9. Oring
10. Plunger
11. Springs
12. Safety Elements
High Pressure Pump 1. Drive Shaft
2. Eccenter
3. Pump Element with Pump
Plunger
4. Inlet Valve
5. Outlet Valve
6. Fuel Inlet
 High
Low Pressure
Return Fuel System

Injector Drain

Fuel Cooler
Fuel Injector
Supply Line
Relief Valve Dump

Common Rail Common RailFuel Primer

Pump
Fuel Pressure
Sensor
Fuel
High
High Pressure
Pressure Temperature
Fuel Pump
Supply Line Sensor

Excess Fuel
Fuel Filter Fuel Inlet Line
Return
 QSD Common Rail Fuel System
Rail Pressure Sensor Fuel Rail

Fuel
Pump
Injector

Injector Drain

On-Engine
Filter/
Water
Separator

Fuel Cooler

EPS TPS EOPT

ECM

ESS IAPT ECT

 Low Pressure Stage

Consisting of supply system

components

Low
Pressure Fuel Tank
Fuel Line to
Gear Pump
Primary
Filter

Secondary QSD 2.0L Marine Engine

Filter
 High Pressure Common Rail High Pressure Relief Valve

High Pressure Fuel

Line to Rail
High Pressure Injectors
Connectors

Fuel Rail
H.P. Fuel Pressure
Pump Sensor
L.P. Fuel
Gear
Pump
Electronic Fuel
Control
Actuator

High Pressure Stage

Consisting of high pressure pump, fuel rail,

injectors, high pressure supply fuel lines

QSD 2.0L Marine Engine

 High Pressure Common Rail High Pressure Relief Valve

Overflow Injectors
Valve Return Stage

Fuel Rail
H.P. Fuel Pressure
Pump Sensor
Fuel
L.P. Fuel
Return
Gear
Pump
Electronic Fuel Fuel
Control Return
Actuator
Fuel Fuel
Cooler Return
Manifold
Fuel
Return

Fuel
Return
Fuel Tank

QSD 2.0L Marine Engine

 High Pressure Common Rail High Pressure Relief Valve

Overflow
Valve
Fuel Rail
Pressure
Return Stage Injectors

Sensor

H.P. Fuel Fuel

Pump Return
High Pressure Fuel
L.P. Fuel Connectors Return
Gear
Pump Fuel
Cooler
Electronic Fuel
Control Fuel
Actuator Return

Fuel
Return

Fuel
Low Return
Pressure Manifold
Fuel Line to
Gear Pump
Primary
Filter

Secondary QSD 2.8 & 4.2L Marine Engine

Filter
 High Pressure Common Rail High Pressure Relief Valve

High Pressure Fuel

Overflow Line to Rail
High Pressure Injectors
Valve Connectors

Fuel Rail
H.P. Fuel Pressure
Pump Sensor
Fuel
L.P. Fuel
Return
Gear
Pump
Electronic Fuel Fuel
Control Return
Actuator
Fuel Fuel
Cooler Return
Manifold
Fuel
Return

Fuel
Low Return
Pressure Fuel Tank
Fuel Line to
Gear Pump
Primary
Filter

Secondary QSD 2.0L Marine Engine

Filter
 High Pressure Common Rail High Pressure Relief Valve

High Pressure Fuel

Overflow Line to Rail
Fuel Rail Injectors
Valve Pressure
Sensor

H.P. Fuel Fuel

Pump Return
High Pressure Fuel
L.P. Fuel Connectors Return
Gear
Pump Fuel
Cooler
Electronic Fuel
Control Fuel
Actuator Return

Fuel
Return

Fuel
Low Return
Pressure Manifold
Fuel Line to
Gear Pump
Primary
Filter
Fuel Tank
Secondary QSD 2.8 & 4.2L Marine Engine
Filter
The injector solenoid valves control quantity and injection timing
The high side driver operates up to 90 volts and a capacitor
is used in the ECM to store the voltage.
The electrical system is 12 volts.
The ECM grounds the low side driver of the coil that was just
fired for 160 milliseconds, which saturates the coil but does
not inject fuel into the cylinder.
By cycling the coil in the injector, the ECM is able to boost
the voltage up to 90 volts. The ECM grounds the low side
driver to inject fuel into the cylinder.
 Bank 1,2,3 Bank 4,5,6

High Side Driver

When the
ECM
#1 injector
Low Side
fires, it
Firing Order Driver uses up to
1,5,3,6,2,4 90 volts to
inject fuel
into the
cylinder.

90 VDC

Cylinder 1 2 3 4 5 6
 Bank 1,2,3 Bank 4,5,6

High Side Driver

Then, while the

ECM
second injector bank
is firing injector #5, Low Side
the ECM is pulsing Driver
the #1 injector bank
for 160 milliseconds
to recharge the first 90 VDC
injector bank.

Cylinder 1 2 3 4 5 6
 Bank 1,2,3 Bank 4,5,6

High Side Driver

If an injector low
side driver circuit
ECM
fails, it will affect
Low Side
two cylinders Driver
because the ECM
will not be able to
recharge voltage 90 VDC
for the next
cylinder.

Cylinder 1 2 3 4 5 6
 Bank 1,2,3 Bank 4,5,6

High Side Driver If an injector

high side
ECM injector fails,
it will affect
Low Side all injectors
Firing Order Driver on that
1,5,3,6,2,4
bank.

90 VDC

Cylinder 1 2 3 4 5 6
 The high side driver operates at 90 volts !
Do not use a test lamp to check for voltage at these terminals
and DO NOT TOUCH during engine operation !!
Incorrect Installation

Correct Installation
 All injectors are supplied fuel from the same common fuel rail. Fuel pressure within the rail
varies between 250 bar [3626 psi] at idle and 1600 bar [23,206 psi] under heavy load.

H.P. Fuel Injectors

Pump
Rail Pressure
Sensor

Fuel
Rail

L.P. Fuel
Gear
Pump

ECM
Electronic Fuel
Control
Actuator
 Electronic Fuel Control Actuator

Initial Check:

Check the electronic fuel control actuator for an audible click

after a key-on-key-off cycle.

If no audible click is heard at key-off, measure the resistance

of the electronic fuel control actuator valve.
 Measure the resistance of the electronic fuel control actuator
valve. The maximum resistance is 3.5 ohms.

2.7Ω
OK

EFC Spec 2.6 – 3.5 ohms

.2Ω

Check for continuity:

Measure the resistance between the cylinder #1 Driver Pin
and the Cylinder #1 Return Pin on the injector solenoid.
Less than .295 Ohms? OK
More than .295 Ohms? Replace the injector
 Fuel System Trouble shooting

 Air in Fuel System

 Fuel Pump and EFC Actuator
 Excessive Rail Pressure
 High Pressure Common Rail High Pressure Relief Valve

High Pressure Fuel

Overflow Line to Rail
High Pressure Injectors
Valve Connectors

Fuel Rail
H.P. Fuel Pressure
Pump Sensor
Fuel
L.P. Fuel
Return
Gear
Pump
Electronic Fuel Fuel
Control Return
Actuator
Fuel Fuel
Cooler Return
Manifold
Fuel
Return

Fuel
Low Return
Pressure Fuel Tank
Fuel Line to
Gear Pump
Clear line Primary
Filter

Secondary QSD 2.0L Marine Engine

Filter
 High Pressure Common Rail High Pressure Relief Valve

High Pressure Fuel

Line to Rail
Overflow Injectors
Valve
Blocking High Pressure
Connector Connectors

H.P. Fuel
Pump

Measuring Fuel
L.P. Fuel Return
Gear Pump Container

Electronic Fuel
Control Actuator

Fuel Return
Fuel Manifold
Return Fuel
Cooler

Fuel
Low Pressure Return
Fuel Line to Fuel Tank
Gear Pump

Primary
Filter

Secondary QSD 2.0L Marine Engine

Filter
 High Pressure Common Rail High Pressure Relief Valve

High Pressure Fuel

Overflow Line to Rail
High Pressure Injectors
Valve Connectors

Fuel Rail
H.P. Fuel Pressure
Pump Sensor
Fuel
L.P. Fuel
Return
Gear
Pump
Electronic Fuel Fuel
Control Return
Actuator
Fuel Return
Fuel Manifold
Cooler
Blocking
Fuel Connector
Return

Fuel
Low Return
Pressure Fuel Tank
Fuel Line to
Gear Pump
Primary
Filter

Secondary QSD 2.0L Marine Engine

Filter
VIP Extension Harness
VIP Panel
Helm Harness
Extension Harness