Delphi E3 Diesel Electronic Unit Injector

The Delphi E3 Diesel Electronic Unit Injector (EUI), was

introduced for the 2002 EGR equipped diesel engines onhighway heavy duty applications. A version of this injector
is available for cam-in block engines however the most
common configuration uses the engine's overhead
camshaft. What is unique about the Delphi's E3 EUI is its
dual control valve, 4-wire design which enables highspeed, ultra high pressure operation (as much as 2,500 bars
or ~37,000psi) with rate shaped injection capabilities. This
means the injector enables pilot, post and split injections as
well as ramped injection profiles.
Benefits
High speed dual valve operation for accurate control of injection events
High pressure injection for optimized combustion and reduced aftertreatment
Lightweight, compact design for enhanced efficiency (15lbs/6cylinder engine)
Multiple injection capability with programmable shot-to-shot injection control
Programmable variable nozzle opening and closing pressure
On board diagnostic and dynamic trimming capability
One million Km durability
40% fewer parts than previous unit injector (E1 7 E2)
Target emissions: Euro IV, V, and VI; US 07 and US 10 and beyond.

Applications
The Delphi E3 Diesel Electronic Unit Injector is suitable for nine to 16 liter heavy duty
diesel engines used for on- and off-highway applications. Detroit Diesel S60, Mercedes
MBE 4000, Volvo D11,13, 7 16, Mack MP-7, Caterpillar etc.. It helps meet 2007 and
2110 emission standards
Specifications
Plunger diameter range
Stroke range
Engine cylinder capacity
Peak pressure
Weight
Drive voltage

9 mm to 11 mm
Up to 18 mm
1.5 L to 2.6 L
2,500 bar
1.1 kg
50 V

Features
The Delphi E3 Diesel Electronic Unit Injector has two independent, fast response
precision actuators that can change the injection pressure level (up to 2500 bar) and
adjust fuel delivery timing and duration on a per shot basis.
Older EUI systems integrate a pump with each injector, traditionally mounting the spill
valve and control solenoid on the side of the injector body. This provides a highly
effective unit with excellent responsiveness, but the offset forging required makes it both
bulky and complicated to manufacture.

With the E3, launched in June 2000, Delphi the problems of cumbersome large injectors
by developing new technologies that allow the spill valve and control
solenoid to be integrated within the injector body, concentric with the pump
and nozzle mechanisms. This provides a very compact unit that, compared
with the previous generation EUI, is no larger than the conventional injector
body alone and uses 40 percent fewer components.
The shorter, more direct fuel path of the E1 allows more accurate fuel
metering, improved injector responsiveness and a peak injection pressure of
2,400 bar, up substantially compared with older injectors with no increase in
power consumption. Elimination of the offset forging considerably increases
opportunities for improved cylinder head and valve train layouts and
reduces the weight of each unit from 2.2kg to 1.1kg -- resulting in a
considerable saving on six- and eight-cylinder engines.
Older Forged injector body E1 & E2

Delphi E-3 in a
07 CAT and
Mack MP-7
Spill Valve Solenoid

Needle Valve Solenoid

Delphi's E3 injector builds on this technology platform by introducing an additional valve

in the injector body, just before the nozzle. This piezoelectric type valve is variously
called a Direct Operated Control Valve DOC or needle control valve NCV. This valve
is controlled by the engine management system and enables programmable injection
timing and pressure events. It also allows the engine management unit to change the
pressure at which the nozzle opens to provide variable injection rates, up to a maximum
of 1,400 bar over 20,305psi for each injection event. This means the fuel system allows
rising rates (increasing the fuel delivery rate through the injection event) and multiple
events offering the opportunity to introduce pilot, close-coupled pilot, main split and late
post events in addition to the main injection event.
Operation Overview
The E3 injector is designed as an inline concept. This injector features two solenoids. The
fuel metering unit or module is positioned under the plunger, so the overall envelope of
the E3 similar to previous injectors. The E3 has an inwardly opening of solenoid valve
which controls beginning of injection and end of injection. The solenoid valve closing
point defines the beginning of injection (BOI) and the solenoid valve opening point
defines the end of injection (EOI). Pressure is generated by the downward movement of
the plunger in combination with the closed solenoid valve. Fuel quantity is metered by
the length of time the solenoid valve remains closed.

1. Spring Chamber
2. Nozzle Spring
3. Capnut
4. Piston Pin
5. Seal
6. Piston Guide
7. Lower Insulating
Sleeve
8. Pin SVG

11. Header
12. Header Retaining Clip
13. Plunger Return Spring
14. Spring Carrier
15. Socket Retaining
Circlip
16. Thrust Pad

21. Guide
22. Armature
23. Shims
24. Stator

17. Plunger

27. Pin

18. Snap Ring

28. Guide
29. Nozzle
Assembly

9. Seal

19. Clip Support Washer

10. Seal Backing Plate

20. Seal

25. Spring
26. Armature

Fuel Flow
1. After entering the nut cavity, the fuel passes through a drilled passage into the module
and plunger area.
2. The plunger operates up and down in the body bore of the injector. The motion of the
injector rocker arm is transmitted to the plunger and follower that bears against the
follower spring.
3. As the piston moves approximately two-thirds of the way up in the cylinder on the
compression stroke, the injector cam lobe begins to lift causing the injector rocker arm to
push down on the follower and the plunger. Just before injection begins, the MCM sends
an electronic pulse which turns on the injector spill control valve solenoid. The energized
solenoid creates a magnetic force which closes the spill control valve and traps fuel under
the plunger and passages leading down to the needle valve. The fuel pressure increases as
the plunger continues its downward stroke.
4. This fuel pressure acts on the top of needle valve. This prevents the needle valve from
lifting from its seat and fuel pressure continues to build inside the injector. When the
needle control valve is energized, fuel pressure is removed from the top of the needle
valve. When fuel pressure is high enough to overcome the needle valve spring force
holding the needle on its seat, the needle valve moves up, allowing the high pressure fuel
to spray into the combustion chamber. The high pressure of the fuel passing through the
small holes in the nozzle creates a finely atomized spray for combustion within the
cylinder.
5. After the pulse width time has passed, the MCM turns off the current to the injector
solenoids. The de-energized solenoid allows a spring to open the spill control valve,
permitting the trapped fuel to spill down, dropping the pressure within the injector. When
the pressure is low enough the needle valve closes and ends injection.
Injector Response Time (IRT)
The beginning of injection and metering of the fuel in relation to the crankshaft position
are controlled by the MCM. Injection begins soon after the control valve is closed. The
valve closing point known as the injector response time is returned to the MCM. This
information is used to monitor and adjust injection timing, thus removing injector-toinjector variation influences on timing. The amount of fuel injected depends on the pulse
width stored in the calibration which determines how long the control valve remains
closed; the larger the pulse width the longer the valve is closed and the more fuel is
injected.
End of Injection
When the injector rocker arm has completed its downward travel the injector follower
spring returns it to the starting position. As the plunger moves up fuel enters the injector
pumping cavity for another injection cycle. The constant circulation of fuel through the
injector renews the fuel supply in the chamber and aids the cooling of the injector.

Operation
Spill Valve Solenoid (SVS)
The injector operates like a conventional EUI with a spill or poppet valve controlling the
spill valve connected to a pumping chamber. When this valve (Spill valve solenoid SVS)
is not energized or open, fuel cannot pressurize inside the pumping chamber and fuel
moves back and forth from the low-pressure fuel gallery surrounding the injector.
Energizing the normally open solenoid builds-up pressure in the pumping chamber.
Needle Valve Solenoid (NVS)
The needle or nozzle control valve (NCV) is also operated by a solenoid, usually a
piezoelectric type material rather than a coil for faster more precise operation. When
normally closed valve is not energized, it directs high pressure fuel from the plumping
chamber to a chamber above the needle valve. Fuel pressure above the nozzle valve along
with nozzle valve spring pressure hold the firmly valve onto its seat. ECM control of this
solenoid regulates the beginning and end of injection events, timing, and fuel
pressurization. Programmable control of nozzle opening during pressurization of fuel
(when the SCV is closed) allows for finer atomization of fuel with higher spray in
pressures particularly at the end of injection events. This means NOP values can be as
high as 20,000psi. Unlike older injectors which may open at 5,000-psi and close at 3,500psi with a typical nozzle differential ratio, E3 nozzle can open high and stay high through
out the injection event.
Diagrams From Sean Bennetts 3rd Ed Engines & Computerized Fuel
Management Systems

Pressurization
The SVC solenoid is energized and the pumping plunger is driven downwards by the
camshaft. The NCV valve is closed and no energized. Fuel pressure hydraulically forces
the needle valve against its seat.
Injection
Both solenoids are energized. Hydraulic pressure holding the nozzle valve on its seat is
vented when the NCV solenoid opens. This allows the needle valve to lift. Injection
pressurization, rate and timing are all electronically controlled.
Calibration Codes
When an injector does finally need replacing, Delphi's unique laser marking system
ensures that it can be replaced individually, rather than replacing all six or eight injectors
with matched units as is required with traditional EUI technology. This is achieved by
individually testing each injector at the Delphi factory and laser etching its performance
characteristics onto the terminal block. This data is then read into the engine management
unit, providing accurate fuelling and timing characteristics for each injector. The same
technique is used when the injector is initially installed in the engine at the factory,
greatly increasing the accuracy of fuel metering and simplifying production logistics.
On top of their injectors is a five letter code. This code is used by the ECM to calibrate
flow through the injector. Once again, each injector is tested after it is manufactured and
is measured against a nominal start of injection point, end of injection point and an idle
quality factor. The first two letters of the alpha code refer to the response time comparing
a nominal injector to the measured injectors start point. The second two letters in the
alpha code refer to the end of the injectors response time. The tolerance band for the
start and end of injection is 127mS (0.000127 seconds). The last letter in the alpha code
is a measured variance in idle performance. The injector is given one of three idle letters:
A, B or C to qualify idle performance.

The alpha codes used for both the start point and the end are not sequential, i.e. not AA
through to ZZ. The codes have been picked at random to minimize the probability of
intentionally over-fuelling the engine to enhance power output.
The code does not indicate that one injector is better than another. The code simply
provides the ECM with a mapping adjustment needed for that particular injector,
enabling very precise fuelling and smooth idle performance.
It is critical that the injector code is programmed into the ECM if an injector is replaced,
or reinstalled in another cylinder to prevent rough running, and other performance
complaints.