Post on 30-Oct-2014
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May 2005 - Page 1
Caterpillar Confidential: Green
C6.6 & C4.4 with ACERT®
Technology
Name ______________________________________
Date ______________________________________
Company ______________________________________
E-mail __________________________________
Tel. _____________________________
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Important
The product training information is distributed for informational purposes only. It is not to be construed as creating or becoming part of Cat contractual or warranty obligationsThis presentation must be printed in notes page format, with the speaker notes showing, which contain essential additional information. The appropriate service literature, should always be the final authority and source of information
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C6.6 & C4.4 ACERT Benefits
Refinement3 dBA Noise Reduction
Quality of NoiseLow Vibration
Installed PackageEngine Size
Cooling Pack
Product FunctionalityCold Start
Fuel CompatibilityPTO
EnvironmentEmission compliant
Filtration
Electronic FunctionalityMachine Integration
Cost of OwnershipFuel EconomyService Period
RatingsPowerTorque
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To create….– Lower emmisions– Better fuel consumption– Versatile control
Electronically assisted
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S/N Prefix Nomenclature
3054E 3056E 3054C C6.6 C4.4
Ind. 304 356 334 666 444
Mach. CRX CPT CRS/G4D ??? C4E
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Tier 3 Dates and RatingsJanuary 2008
Emissions
*Application Specific
260 – 330HP*
C6.6120 – 250HP
January 2006Emissions
175HP
C4.4 68 – 140HP
January 2007Emissions
100HP
•For ratings above 250hp see ERM for detail of applications and usage
•Ratings above 286hp/213kW are not currently planned with Stage 3a emissions certification•Revise the slide for USA APA
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Features4 Valve Head ECM
CrankshaftCylinder Block
Fuel System
Timing
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Engine Features
6.6 Litres– Same Bore/Stroke as
3054C105mm/127mm
– New Block for 6 cylScallopedRibs
Noise AttenuationClosed Top DeckParent BoreOversized Piston Service Solution
The 6 cylinder engine now has a capacity of 6.6 litres.The Bore and stroke of the engine is in line with 3054C at 127mm stroke and 105mm bore. The new six cylinder block, which is 10.5mm longer than the 1106C, has a scalloped crank case with extra ribbing These features give a more ridged structure with a lower noise attenuation. The block is of a closed top deck configuration with 120mm spaced, non siamese, bores.The production block is liner less and has a new standard of bore finish (TD522).Oversized pistons will be the service solution for overhaul. (0.5 – 1.0 mm) Will be available after 2007..
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Piston Design
Pistons– Two Types
Gallery CooledNon - Gallery Cooled
– Aluminium– Quiescent Bowl Design– New Ring Pack
Improved Oil Control– Graded Rods for Piston
Protrusion– Square Boss to the Front
Two types of piston are used, gallery cooled and non-gallery cooled.The squared boss on the inside of the piston is fitted facing towards the front of the engine. A new ring pack combined with the new bore finish (TD522) gives good oil control. Piston protrusion is controlled by use of graded rods.The piston is made of a low expansion aluminium incorporating a Quiescent bowl design.This design of combustion bowl allows the use of multiple injections.
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6 cyl. Connecting Rod
Connecting Rods– Fracture Split
Removal from the Top– Notches
Bearing AlignmentNot Interchangeable Top to Bottom
– 3 Lengths for Piston Protrusion
– Always use New Bolts– Dimples for Orientation
Dimple
Dimple Notch
There are three lengths of con rod to adjust the piston height.The con-rods are fracture split at an angle to facilitate their removal from the top end of the block.These fracture split con-rods have conjoined notches to locate the big end bearings shells. The bearing shells are therefore not interchangeable between cap and rod.It is recommended that the con-rod bolts are never reused.For torque method and load refer to the relevant workshop ManualThe conrod and cap have dimples on them to identify correct orientation.
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6 cyl. Crankshaft
Crankshaft– Balanced Steel Forging
Induction Hardened– Larger Mains Diameter
84mm, 8mm Increase– Larger Rod Diameter
72mm, 9mm Increase– 15mm Bearing Overlap Increase
Withstands Higher Torsional loads– Lead free Bearings– 100% Front PTO
The fully balanced crankshaft is a steel forging.For increased power and improved bearing life, the following improvements have been made -The main journals are now 84mm in diameter an increase of 8mm over 3054CThe big end pins are 72mm an increase of 9mm over 3054CThese increases in bearing diameters gives an increase of 15mm in bearing overlap over crankshafts on previous engines of this size.All bearing surfaces are induction hardened as are the fillet radii.All bearings are lead free.The crank nose has been re designed to allow `100% power take off.
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Thrust Bearing
Crank Thrust Bearing– #5 Main– Fitted into the Block
Faces the Crank– Squared ends for proper installation– Aluminium Base - Lead Free
The crankshaft thrust washers are fitted either side of the No 5 main bearing positionThe thrust washers are fitted into the block ensuring the bearing face is towards the crankshaft.The squared off ends fit into recesses in the main bearing saddle and bearing cap.The thrust washer bearing face is of a lead free aluminium base.The main bearing caps are tightened using the torque and angle method.Refer to relevant workshop manual for details of load and angle.
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Isolated Sump
Isolator plate
Sump connected to block via isolator plate.Gives benefits of noise reduction.
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Rear End Oil Seal Fitting
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Main Bearing Caps
Bearing Caps– Installation
Use Torque and Angle MethodDetails in D&A Manual
The main bearing caps are tightened using the torque and angle method.Refer to relevant workshop manual for details of load and angle.
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Cylinder Head Details
4 Valve per CylinderCentered InjectorNon-Sleeved Injector BoresService– Non-Serviceable Valve
Guides and Seats
This close up shows -4 valves per cylinder.
The central position for the injector. The rocker pedestal location bolt holes.The valve stem seals are of the same material and design as the 3054C but of a smaller diameter to suit the smaller valve stems.Seals are colour coded for inlet & exhaust.The head design does not use serviceable valve guides or seats.The head face cannot be machined.An adaptor is required to be used with current valve spring compressor.
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128 4
1
59
13
11
610 14
2
37
Head Bolt Torque Sequence
The tightening sequence is from the outside to the centre of the head, as shown above.The cylinder head and MLS head gasket are dowel located to the cylinder block. The head is tightened using the torque and angle method.Refer to the relevant workshop manual for the torque and angle recommendations.There are 14, 16mm bolts. The bolts are 118mm long.
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Head
Head– Multi-Layered-Steel (MLS)
Head Gasket– Fourteen - 16mm bolts
Single Use– Torque and Angle
Tightening Method
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Rocker Assembly
Bridge can be installed either waySingle Bolt per Rocker LeverLash settings the same for Inlet and ExhaustInjectors can be replaced without removing Rockers
Exhaust(Short)
Inlet(Long)
The close up of the rocker levers and valve operating bridge piece. The bridge pieces can be fitted either way round.The bridge piece has one elongated hole. This allows for a variance in valve positioning in the head.The rocker levers are located by a single bolt per rocker lever.The longer lever operates the inlet valves Valve clearances are set using a new method. Refer to the relevant manual. Valve clearances are the same for inlet and exhaust.Rockers need not be removed but can be manipulated to allow removal of injectors.
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6 cyl. Oil Pump
Serviced as AssemblyLeft Hand filter to Right Hand filter requires additional piping
PressureRelief Valve
To move the oil filter option from the LHS to the RHS of the engine requires extra piping to be introduced into the crankcase area.The oil flows to the cooler via internal galleries.From the cooler the oil passes to the lube oil filter and then on into the oil feed galleries.
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Timing Case
Timing Case– Increased Clearance for Idler
Hub access– PTFE Crank Seal with dust
seal– New Seal Recommended if
Timing Case is removed– Use “dummy” Sleeve when
front Pulley is Removed
Camshaft locating pin
boss
Integral front oil seal to ensure seal to crank
alignment
Idler Hub Location
Cam locating position will be on the right hand side of the gear viewed from the front.Idler hub location in timing case is larger for clearance of the hub and gear installation (an alignment tool is required to centralise the case).Front oil seal mounted in the timing case for exact alignment to crank.The front seal is of PTFE with dust seal.The seal is supplied with a fitting sleeve, which must remain in the seal until fitted.A dummy sleeve should be fitted in the seal when front pulley is removed. The correct installation tool must be used to ensure correct alignment.It is recommended that if the timing case is removed, a new oil seal is fitted.
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Timing Case
Timing Case Alignment Tool must be used– Allows Idler Gear and Hub to
be installed as an assembly
Cam Gear Alignment
•Tool aligns the timing case.•This allows the idler gear and hub to be fitted as an assembly
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Idler Gears
Two Types– Bronze – Double Needle– Dependant on PTO
requirements.
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Camshaft Thrust Washer
Two Different Camshaft Thrust Washers– One Notch
PTO mounted RHS Greater than 35Nm Torque
– Two NotchesAll others
Two Notch Version
Notches
There are two camshaft thrust washers available.One has two location notches, as shown, the other only has one.The one notch washer is used where there is a requirement for a PTO mounted on the RHS requiring in excess of 35Nm torque.
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TDC access point
Static Timing
Pinning the Crank to #1 TDC– Notch in Crank– Service Tool Available– Remember to Remove Pin
To facilitate setting the engine to an accurate, No I cylinder, TDC a timing pin is available.Remember to remove the pin and replace the blanking screw.
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Camshaft Timing
Camshaft Alignment Tool– Not a Tight Fit– Ease of Assembly
• Use the camshaft alignment tool to locate the camshaft. •The tool is only used to locate the gear and is therefore not a tight fit. •This allows the cam gear to move slightly when fitting the Idler gear easing the assembly.
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Crank Speed/Timing
New SensorLocated at Rear of BlockReads tooth wheel attached to the Crank
The toothed timing disc is of a pressed steel manufacture.The design is different to that used on the previous electronically controlled engines.
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Fuel System Overview
Caterpillar Fuel System using common rail technology– Low Pressure
300kPa (43 PSI)20 Micron Primary Filter2 Micron Secondary Filter Fuel Cooler Required on some arrangements
– High PressureUp to 160 MPa (1600bar - 23,200 PSI)
Fluid penetration safety hazard.Hardened Fuel LinesExternal Fuel Manifold
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How small is a Micron?
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Fuel System HandlingIMPORTANT!
Cap all fuel passages Immediately after removalDo Not “Blow Out” or “Wash Out” any fuel passagesPlace removed parts in clean areaDo Not pre-fill filtersRemove packaging and protective caps immediatelybefore installationFuel Lines cannot be reused
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Low Pressure Fuel System
The schematic above shows us the layout of the High pressure fuel system used by C4.4/C6.6 electronically controlled engines.
Fuel is placed through the primary filter, forwarded onto the transfer pump which moves fuel onwards into the cooling chamber of the ECM, (Where used).
For further and more substantial cleanliness, fuel is passed through a secondary filter and passed clean onto the High pressure pump.
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High Pressure Fuel SystemInjectors
High pressure fuel pump
High pressure
fuel rail
The pressure of fuel is raised and transferred into the High pressure fuel rail.
Finally each Electronically actuated injector is branched from the rail.
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Lube Oil Feed
Pump Speed/Position
Sensor
Fuel Pump
Two Pumps– High Pressure– Transfer
HP Pump Lubricated by Engine Oil– Longer Life
TransferPump
The fuel pump comprises of the transfer pump and high pressure pump in one unit. The high pressure fuel pump is lubricated by engine oil.This gives an extended pump life compared to pumps lubricated with fuel.The transfer pump does not require a lift pump but does require priming.The method of priming is either by hand pump incorporated into the primary filter head or by an electric priming pump.
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Fuel in to HP Pump From Secondary Filter
To Fuel HP Manifold
Pump Speed/Position Sensor
From Primary Filter
Fuel Leak off to Tank
To Secondary Filter
High Pressure Fuel Pump
The high pressure fuel pump is mounted on the LHS of the engine.The pump is locked, for timing purposes, prior to being fitted to the engine. (If the pump is not locked, it should be returned to the authorised outlet.)This ensures that the delivery strokes from the pump are in phase with the injector deliveries.Always refer to the manual for the correct removal and re-fitting procedure.The high pressure fuel system is self bleeding. Fuel lines must never be cracked to purge air.When the pump is replaced the feed pipe to the fuel manifold must also be replaced. Fuel is directed to the fuel manifold and from there to the injectors.
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Fuel PumpStroke in phase with InjectionSelf Bleeding– Do Not Crack lines to bleed
Lock Pump BEFORE removalReplace HP Fuel Line when Pump is removed– Check Clips
Two Cams – 2 or 3 lobes eachSolenoid adjusts rail pressure and return to tankNeeds to be Timed– Lock in Place BEFORE Removal
The 6 cylinder high pressure pump has two three lobe cams.The 4 has two two lobe cams.This enables it to deliver six pumping strokes per pump revolutionThe solenoid valve determines fuel rail pressure and fuel returned to tank. Excess fuel is returned, via the pump leak off, to the fuel tankFuel enters the HP pump and is directed via non return valves to the two plungersOn the delivery stroke of a plunger a percentage of the fuel is delivered to the fuel manifold, again via a non return valve.The volume of fuel delivered to the fuel manifold is dependant on the position of the solenoid valve.Fuel in excess of that required to maintain the desired pressure in the fuel manifold is re-circulated.Some re-circulation of fuel takes place within the pump, The remainder of the fuel is returned back to the fuel tank.
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Fuel Pump FunctionPump Raises PressureECM tells Injector to FireRail Pressure DropsECM Detects Pressure Drop–Sensed by Fuel Rail
Pressure SensorECM tells Pump Solenoid to Increase Volume–Also tells Pump Solenoid to
Spill fuel once pressure is reached
Do it Again!
As the injector solenoid is actuated a pressure drop occurs in the fuel manifold.This pressure drop is registered by the ECM from a signal sent by the pressure sensor in the fuel manifold.The ECM sends a requirement for an increase in delivery volume from the pump to return the rail pressure to the desired pressure.When the pressure sensor informs the ECM that the desired pressure is correct the ECM then causes the solenoid valve on the pump to reduce fuel volume.This cycle takes place every time an injection takes place.It is therefore important to phase the pump delivery to injection sequence and occurrence to ensure that fuel manifold pressure does not drop too much.
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Transfer Pump
Driven by High Pressure PumpDraws Fuel through Primary FilterOutput Pressure– 300 to 400 kPa– 43 to 58 PSI
Transfer Pump Primed by Priming Pump– Hand or Electric– No Lift Pump Required
The transfer pump is driven from the rear of the High Pressure Pump drive shaft.The pump has the capacity to create both negative and positive pressures.It draws the fuel (negative pressure)into the pump, via a 20 micron primary fuel filterThe pump then delivers the fuel, at between 300 – 400 kPa, to the secondary filter.
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Fuel Manifold
Feed From High Pressure Pump
Injector Lines
High Pressure Fuel System
Do’s & Don’ts– Do Check for leaks – Do Not Loosen HP Connection
with Engine Running– Do Replace HP Pipes After they
are Loosened– Do Replace ALL Hp Pipes if new
manifold is Installed– Do Not Force Pipes to Fit– Do Cap Manifold and Injector
Connections Immediately when HP Pipe is removed
High pressure pipe connections must never be loosened when the engine is running or being cranked. High fuel pressure is always present throughout the high pressure system when the engine is running or being cranked.All high pressure pipes must be replaced every time they are disturbed.All pipes must be renewed when a new fuel manifold is fittedDO NOT bend the pipe for any reason as it has been internally hardened. Any attempt to bend the pipe could rupture this process which could lead to a very high pressure leak. Do not fit a fuel pipe which is damaged in any way.New fuel pipes are supplied sealed in protective packaging. Thisprotection should remain on the pipe until just before the moment of fitting.
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High Pressure Fuel System
Do’s & Don’ts– Do Remove HP Cap just before
installation– Do Keep your Work Area Clean– Do Think about Cleanliness
when working on HP System– Do Make Sure all Clips and
Clamps are tight and in position
Fuel Manifold
Feed From High Pressure Pump
Injector Lines
High pressure pipe connections must never be loosened when the engine is running or being cranked. High fuel pressure is always present throughout the high pressure system when the engine is running or being cranked.All high pressure pipes must be replaced every time they are disturbed.All pipes must be renewed when a new fuel manifold is fittedDO NOT bend the pipe for any reason as it has been internally hardened. Any attempt to bend the pipe could rupture this process which could lead to a very high pressure leak. Do not fit a fuel pipe which is damaged in any way.New fuel pipes are supplied sealed in protective packaging. Thisprotection should remain on the pipe until just before the moment of fitting.
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High Pressure Relief Valve
Fuel Pressure Relief Valve
Protects System from Over-Pressure– Opens at Constant Pressure of
160 MPa (23,000 PSI)– Withstands Spikes to 190 Mpa
(27,500 PSI)Returns fuel to Tank
The primary function of the fuel pressure sensor is to constantly monitor rail pressure.If it detects rail pressure above 160 MPa diagnostic code 157-00 will be displayed and the engine will default to ‘limp home’ mode.The high pressure relief valve protects the high pressure fuel system from excessive pressures. The valve will operate with a constant pressure above 160 MPa.(1600 bar) but allow pressure spikes of up to 190MPa.(1900bar)The fuel passing the pressure valve will be returned to the tank and will be at a very high temperature. After rectifying the cause of excessive pressure it will then be necessary to replace the pressure valve.
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Fuel Return from Head LIne
Fuel Return from Head
Excess Fuel Returned to Transfer Pump– Not High Pressure
The injector leak off is a gallery return from the injectors in the cylinder head.
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To nozzle
Solenoid energized
Valve
Injector Function
ECM Energizes InjectorValve LiftsFuel Flows to Nozzle
When the solenoid is energised, start of injection, the valve lifts.The fuel manifold pressure now passes below the valve and down to the nozzle.When the solenoid is de-energised the valve closes removing fuel manifold pressure from the nozzle.The closing nozzle needle forces the fuel to pass the upper face of the valve into the leak off drilling in the injector body.The leak off fuel then passes via the gallery in the head to the return to the fuel tank.
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Solenoid de-energized
Injector Function
Injector De-energizesValve ClosesUnused fuel flows back to Transfer Pump via passage in the Head
When the solenoid is energised, start of injection, the valve lifts.The fuel manifold pressure now passes below the valve and down to the nozzle.When the solenoid is de-energised the valve closes removing fuel manifold pressure from the nozzle.The closing nozzle needle forces the fuel to pass the upper face of the valve into the leak off drilling in the injector body.The leak off fuel then passes via the gallery in the head to the return to the fuel tank.
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Fuel Injector Connections
Two Types– High Pressure Fuel– Electrical
Three Connectors thru Valve Cover Base
High pressure and electrical connections to the injectors.
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Fuel Injector
Do’s and Don’ts– Do Use Proper Torque on Electrical
ConnectionService Tool Available
– Do Finger Tighten all Clamps and HP Lines, First, then torque properly
– Do Cap the Injector Immediately After Removing HP Fuel Line
– Do Make Sure the O-Ring and Copper Washer are in place
Do Not Re-use O-Ring or Copper Washer
Electrical connections to the solenoid operated injectors can be easily damaged.Do not over-tighten. Use the correct tool and torque found in the manual.When replacing injectors, finger tighten the injector clamp, align the high pressure pipe and finger tighten the nut, tighten the injector clamp to its correct torque. Fully tighten the high pressure pipe nuts using the correct tooling and torque.DO NOT bend the pipes.Remember to ensure there is only one copper sealing washer on the injector nozzle.Replace the injector pipe, copper injector washer and ‘O’ ring when replacing the injector. The injector serial number and confirmation code will be used for trimming the injector. The 3d bar code in the center is used in production. More about injector trimming later on in the training.
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Fuel Injector
Do’s and Don’ts– Do Write down the Injector
Serial Number and Confirmation Code before you install the Injector
– Do use Cat ET to Program ECM with proper Injector Trim File
– Do Look for the Trim File CD in the Injector Box
Electrical connections to the solenoid operated injectors can be easily damaged.Do not over-tighten. Use the correct tool and torque found in the manual.When replacing injectors, finger tighten the injector clamp, align the high pressure pipe and finger tighten the nut, tighten the injector clamp to its correct torque. Fully tighten the high pressure pipe nuts using the correct tooling and torque.DO NOT bend the pipes.Remember to ensure there is only one copper sealing washer on the injector nozzle.Replace the injector pipe, copper injector washer and ‘O’ ring when replacing the injector. The injector serial number and confirmation code will be used for trimming the injector. The 3d bar code in the center is used in production. More about injector trimming later on in the training.
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Cleanliness
Thoroughly clean equipment before disassemblingUse only NEW protective caps to seal fuel connectionsReplace HP Fuel Lines if they have be loosened
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Fuel Injection Serviceability
NEVER loosen high pressure pipes when engine is running! 23,000 PSI Use Electronic Service Tool to Troubleshoot Injector ProblemsInjectors have no serviceable parts.– Warranty will only be paid with evidence of the
correct tests.Pump Solenoid is non serviceable. – If the solenoid is removed the whole pump
assembly must be replaced.
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Fuel Injection Serviceability
Transfer pump is a serviceable item, separate from High Pressure pump. Speed sensor is serviceable.
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Smart Wastegate
On All Variable Speed EnginesControls Wastegate ActuatorOptimizes Engine PerformanceDriven by PWM Signal from the ECMService as an Assembly– 12 or 24 volt
Smart WastegateController
A smart wastegate is fitted to all variable speed engines.
It controls the pressure applied to the mechanical wastegate actuator.
Smart wastegate gives flexibility to match boost pressure requirements at both part load and full load conditions over the entire operating range.
Optimised emissions for any torque curve.
Optimised engine performance at non emissions points – i.e. reduced exhaust temp.
The controller is serviceable only as an assembly, there are different part numbers depending supply voltage (12 & 24volts).
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Wastegate Actuator
1 mm Total TravelRefer to Service Manual for Adjustment Procedure
Care must be taken when setting up the Smart Wastegate actuator. The fitting of a new, adjusted or replacement actuator requires mandatory checking of settings as shown in the service manuals.
If the Wastegate does not operate at the correct pressure, it can effect the engine performance.
High pressure setting will result in engine de-rate.
Low pressure can cause black smoke and may also result in engine de-rate.
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Smart Wastegate Schematic
Intake Manifold Pressure(Boost)
Intake Manifold Pressure(Boost)
Looks at:Desired SpeedLoadBoost
Tells SolenoidHow much PressureTo Pass
With a normal Wastegate turbocharger as the exhaust gas volume and temperature increase so does the turbo boost pressure. At a predetermined pressure the boost air pressure over comes the spring load and the Wastegate valve (D) opens venting the gas into the exhaust outlet, thus controlling the turbo boost pressure.In the ‘Smart Wastegate’ the pressurised air passes to the Wastegate Actuator (C) via a control valve (B). This valve is normally open allowing the air to vent to atmosphere.The spring in the Wastegate Actuator (C) is of a lower compressive load than in the standard Wastegate, therefore it is possible to overcome the spring and open the Wastegate at a lower pressure output from the turbo.By operating under the control of the ECM (A), the boost pressure can be controlled throughout the operating range of the engine.
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1 - Early Glow plug2 - Improved version.
Glow plugs
Installed on ALL EnginesImproved– Sheathed Element
850 °C in 4 SecondsControlled by ECM– Via OEM Relay
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Electronic Components
Coolant Temperature
Sensor
High Pressure
Fuel Pump
Intake Air Temperature
Sensor
Intake Manifold Pressure Sensor
Fuel Rail PressureSensor
Oil Pressure Sensor
Crank Speed/Position
Sensor
Pump/Cam Speed/Position
Sensor
ECM
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Engine Wiring Harness
Both Connectors and Harness are serviceablePump Connector Serviced by Pigtail
Harness serviceablityEntire harness only needs to be replaced if ECM connector is broken.Individual connectors are available in the parts system.Pump connector is serviced by pig tail.Two general purpose connector kits are available. One for DT connectors and one for AMPSeal.All connectors use a common crimp tool.Connector seals are available as service items.The harness ties/clips are available.The three injector harnesses under valve cover are serviced separately as assemblies. It is essential these are properly secured.Reminder – Do not connect wiring to injector lines.
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Engine Wiring Harness
Harness Do’s and Don’ts– Do clip the harness– Do Not Force Connectors
Keyed to ensure Correct Connection– Do Not use “Electrical Grease”– Do make sure seals are in good condition
Diagnostic Connector– Cat Machine Engines - No– Industrial Engines - Yes
We have a very ‘Fault Tolerant’ extremely robust and reliable system. Inevitably after many years service, faults may occur.
Traditionally, if the problem is ‘Electrical’, wiring / connectors are most likely to be the cause.
Shorts / open circuits / high resistance connections, can be caused by any combination of corrosion / abrasion / burning / vibration / fatigue and ‘liquid ingress’.
Make sure all seals are correctly positioned. Blanking plugs must be fitted on any unused pins, to prevent any liquid ingress.
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On Engine Components
6 EUI Injectors
Oil
Fuel Rail
Intake Air
Crank
Pump
DiagnosticConnector
Cam
Intake Air
Coolant
Smart WastegateSolenoid
ECM
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ECM
6 EUI Injectors
Oil
Fuel Rail
Intake Air
Crank
Pump
DiagnosticConnector
Cam
Intake Air
Coolant
Smart WastegateSolenoid
ECM
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A4-E2 Fuel Cooled (ECM)
Anti-Vibration Mounts
J1 ‘Customer’Connector
Ground Strap
4mm Allen Key
J2 ‘Engine’Connector
Fuel Flow ‘out’
Fuel Flow ‘in’
Earth strap and anti-vibration mounts are serviced separately.New anti-vibration mounts should be used when replacing the ECM.Note: Air cooled ECM’s are also used.
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A4-E2 Electronic Control Module (ECM)
ECM Controls:– Fuel Pressure– Speed Governing– Air/Fuel Ratio– Start/Stop Sequence– Engine Protection
Devices/ Diagnostics
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A4-E2 ECM Voltages/Current
Nominal battery supply voltage 9-32 volts– Expected voltage range/current draw…
12V system / 9-16 volts / Max 30 Amps(8mA ‘Sleep’)24V system / 18-32 volts / Max 15 Amps(10mA ‘Sleep’)
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A4-E2 ECM
Do Use the proper tools to tighten the ECM Connector Screws– 6 Nm (4.4 lb-ft)
Do Use the ‘Test ECM’ Feature when troubleshooting the ECM
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Temperature Sensors
6 EUI Injectors
Oil
Fuel Rail
Intake Air
Crank
Pump
DiagnosticConnector
Cam
Intake Air
Coolant
Smart WastegateSolenoid
ECM
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Temperature Sensors
Thermistor sensing devices– Resistance varies with
temperature– As temperature increases its
resistance decreasesPassive Sensor– Does not need it’s own power
supply
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Temperature Sensors
Increasing Temperature
Ohm
s(R
esis
tanc
e)
1000
2,500
20 C
Negative Temperature Coefficient (NTC)
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Temperature Sensors
GroundPin No
2
SignalPin No 1
Thermistor
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Temperature Sensors
Engine Coolant Temperature Sensor – Used for engine protection,
Warning/Derate/ShutdownIntake Manifold Air Temperature Sensor– Used for engine protection, Warning/Derate– Smoke limiting
Both Used for– Cold Start Strategy– Data Link Information
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110-3 Signal shorted to a high voltage or Open Circuit
110-4 Signal shorted to a lower voltage
Diagnostic Example
VOLT
S
Temperature
0.2
4.8
Shutdown Temp
Very cold Temp
Start Derate Temp
Warning Temp
Example given is engine coolant temperature sensor.Range, -40 to 150CRange, -40 to 300FIntake manifold temperature sensor has a different range and will give different diagnostic codes.
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Pressure Sensors
6 EUI Injectors
Oil
Fuel Rail
Intake Air
Crank
Pump
DiagnosticConnector
Cam
Intake Air
Coolant
Smart WastegateSolenoid
ECM
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Pressure Sensors
Oil Pressure Sensor
Intake Manifold Pressure Sensor
Fuel Rail Pressure Sensor
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Fuel Rail Pressure Sensors
Fuel Rail Pressure Sensor – Determines Fuel Rail Pressure– Continuous Operating Pressure 200 Mpa– Maximum without damage, 260 Mpa
(burst at 320 Kpa)– Temperature Range, -40º to +160ºC – Sensor has M12 x 1.5 Thread– Requires Special ‘Crush’ Washer for Sealing– Ensure there is no Rail Pressure before removal– Serviced as a Kit with ‘Crush’ Washer
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IMA Pressure Sensors
Intake Manifold Air Pressure Sensor Measures Manifold Air Pressure– Used to calculate air/fuel ratio– Used for smoke limiting strategy– Measures atmospheric pressure on “key-on”– Serviced as a Kit with O-ring
Atmospheric pressure is measured when the ignition is first switched on.If the atmospheric pressure changes (I.e, if the engine moves uphill), the engine will not de-rate until switched off and on again.
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Oil Pressure Sensors
Engine Oil Pressure Sensor – Used for engine protection, Warning/Shutdown– Provides signal for pressure gauge, via the ECM– Serviced as a Kit with O-Ring
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Pressure Sensors
Integrated circuitCapacitive sensorVoltage outputvaries with pressureSensor conditions the signal voltage output to the ECMActive Sensor (Needs a external power supply)
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Speed/Timing Sensors
6 EUI Injectors
Oil
Fuel Rail
Intake Air
Crank
Pump
DiagnosticConnector
Cam
Intake Air
Coolant
Smart WastegateSolenoid
ECM
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Speed/Position Sensors
Two speed/position sensors– Crankshaft - Primary– High Pressure Fuel Pump - Secondary
Two Wire ‘Hall Effect’– Produce Conditioned Square Wave
Engine will Run if the Primary sensor fails – ‘Limp Home Mode’ - 1200 rpm Max
Engine will Not Shutdown if Secondary sensor Fails– Cannot be re-started if the engine is stopped.
The toothed timing disc is of a pressed steel manufacture.The design is different to that used on the previous electronically controlled engines, in that now a wide tooth is used as the reference point.
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Crank Speed/Timing
59 Teeth + 1 Wide tooth– 6º Between teeth
Wide tooth “tells” ECM Crank PositionTeeth point to Nose of CrankUse proper thread lock adhesive when re-using screws Dowel Hole
The timing disc has 59 + 1 wide tooth. This gives 6° between teeth except where the gap has not been cut.This larger tooth will generate a different signal in the speed sensor.To re-fit a new disc pass it carefully over the rear seal face and engage it on the location dowel.Ensure the teeth point toward the nose of the crankshaft.The timing disc is secured with three setscrews. If these are to be re-used, the correct thread lock should be used as specified in the manual.
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HP Pump Speed/Position Sensor
Speed / Timing Sensor Speed / Timing
Sensor ‘Target’ 36 Teeth
• When the pump is renewed the feed pipe to the fuel rail must also be renewed.
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Crank Speed/Position Target Signal Output Waveform
Hall Effect Sensor
Produces a conditioned square-wave signal
Old
New
Using a hall effect sensor gives a sharp, square wave form, giving more accurate positioning.
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Injectors
6 EUI Injectors
Oil
Fuel Rail
Intake Air
Crank
Pump
DiagnosticConnector
Cam
Intake Air
Coolant
Smart WastegateSolenoid
ECM
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Injector Wiring
Do’s and Don’ts– Do make sure wires are
properly routed– Do make sure clips are
usedClips are available in the Parts System
– Do use the proper Service Tool to torque Injector Connectors
Spring ClipRetainer
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High Pressure Pump
6 EUI Injectors
Oil
Fuel Rail
Intake Air
Crank
Pump
DiagnosticConnector
Cam
Intake Air
Coolant
Smart WastegateSolenoid
ECM
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Pump Solenoid Wiring
Service by pigtail
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Smart Wastegate Solenoid
6 EUI Injectors
Oil
Fuel Rail
Intake Air
Crank
Pump
DiagnosticConnector
Cam
Intake Air
Coolant
Smart WastegateSolenoid
ECM
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Wastegate Wiring
Long fly lead used.Clipped to air line around back of engine.Route correctly to avoid chafing.
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ECM J1 ‘Customer’ Connection
New Connector– Available from Cat
Parts System– New Removal Tool– Uses Standard Crimp
Tool
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OEM Connections
Inputs– Power– Throttles– Switches
Outputs– Lamps– Relay
Datalink– J1939
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ECM Inputs - Power
Ten Power Wires REQUIRED– 4 Plus Battery– 5 Minus Battery– 1 Ignition Switch
Beware of “In” Harness Power & Ground SplicesBattery Minus should go directly to the Battery– Do Not Connect to Battery via the Chassis
Use Correct Cable Size– Refer to A&I Guide for details.
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ECM Inputs - Throttles
Two Types– Analog
Require Validation Switch– PWM
Resistive track potentiometer type devices most common.‘Hall’ effect type recommended, (non contact, longer life)Provide linear voltage output (Approx 0.5v to 4.5v) Should have a throttle movement detector, or Idle Validation Switch (IVS) on all applications for throttle failure detection.
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Throttle Position SensorAnalog
Pedal position/operator demand– 5 wires
As the pedal is pressed – Voltage increases from 0.5v to 4.5v
Low Idle
High Idle
4.5v
0.5v
VoltageOutput
Diagnostic Region
Diagnostic Region
Analogue Throttle Position Sensor.The analogue pedal sends a voltage signal to the ECM depending on the pedal position. This voltage, as shown above, varies from 0.5v to 4.5v. The ECM then interprets this signal into a required engine speed. A comparison between actual engine speed and desired engine speed is made and the amount of fuel being delivered to the engine is adjusted to increase or decrease the RPM of the engine.
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Throttle Position SensorPulse Width Modulated (PWM)
Three Wire– Power +8 Volts
From ECM– Ground
From ECM– Signal
To ECMNo Validation Switch Needed
PWM Throttle Position Sensor.Throttle incorporates conditioning electronics to provide Pulse Width Modulation (PWM) signal output.More consistent than a analogue throttle type.No need for Idle Validation Switch.Only three wire connection.Uses sensor 8v reference voltage.Less susceptible to voltage supply Variations.Less susceptible to outside noise/interference.
The PWM pedal sends a signal to the ECM depending on the pedal position. This signal varies from 10% duty cycle to 90% duty cycle. The ECM then interprets this signal into a required engine speed. A comparison between actual engine speed and desired engine speed is made and the amount of fuel being delivered to the engine is adjusted to increase or decrease the RPM of the engine.
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Pulse Width Modulation
Pulse WidthIncreasing
Average voltage
increasing
ON OFF ON OFF ON OFF8v
0v
Time
PWM Signal.At engine idle, duty cycle = 10 - 22%.Average time on (Pulse Width) = average voltage.Pulse runs at 500Hz.
The position sensor generates a PWM signal which is a square wave. A square wave signal is either full voltage or no voltage − on or off. The percent of time the signal is on versus the time off is called the duty cycle. Duty cycle at low idle pedal position is 10% to 22%. Duty cycle at high idle pedal position is 75% to 90%. The pedal position sensor transmits the signal to the ECM at a constant frequency. This type of sensor provides a very accurate signal to the ECM with a smooth transition between acceleration and deceleration. The ECM determines if the sensor is faulty by monitoring the duty cycle. If the duty cycle is greater than 90% or less than 10%, the ECM will log an active fault.
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ECM Inputs - Switches
9 Switch Inputs– PTO
On/OffSet/LowerRaise/ResumeSpeed 1Disengage
– ModeMode 1Mode 2
– ThrottleThrottle Select
– Shutdown Switch
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ECM Outputs - Lamps
5 Lamps– 2 Recommended
WarningStop
– 3 OptionalPTO ModeWait to StartLow Oil Pressure
61
60
59
63
62
PTO Mode
STOP Lamp
Warning Lamp
Wait to Start
Low Oil Pressure
61
60
59
63
62
ECMJ1 OEM
Connector
+Battery
ECM Output Numbers 7 8 9 10 11 12 13 14MIC Pin Numbers 66 65 64 63 67 54 62 53
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ECM Outputs - Relays
OEM Installed– See A&I Guide for Relay
SpecificationsDriven by ECM– Part of Cold Start Strategies
40To glow plug relay
ECMJ1 OEM
Connector
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Grounding & Welding
Grounding– Always ensure the ground strap on the ECM– Prevent EMI, Electro Magnetic Interference
Welding– Refer to A&I, OM&M or Troubleshooting Guide for
details
Welding Precautions.Turn off engine with Ignition Key.Disconnect negative terminal from battery, open battery isolation switch. If welding on the machine, ensure the welding earth clamp is placed close to the welding point.Protect wiring harness against welding debris and ‘splatter’
Electrostatic Paint Spraying Precautions.Connect all 64 pins of the ECM directly to the spray booth ground.Connect the engine block to the ground at two points on bright metal.
Jump Starting Precautions.Jump starting an can cause higher voltages, make sure they do not exceed the ECM maximum.
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Cylinder Block Grounding
Engine Block must be properly grounded– Provide a good return path for Starter Motor,
Alternator, Start Aids…Ground Cables should be minimum, 67.4 mm² (00 AWG)Starter Motor Stud, the first choice and directly back to batteryTapped Holes on Engine Block– Clean, Paint and dirt free – 10 mm zinc plated screw/washer – Tightened to 44 Nm – Conductive grease can be used
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Cylinder Block Grounding
Options for Ground Connection toTapped Holes on Engine Block
1 2
3
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Battery Isolator Switches
Installed in location, not normally accessibleNot to be used for normal ‘Shutdown’– Looses Diagnostic information
Disconnects battery during storage, transport and maintenanceImproves Safety– Avoids battery discharge during storage– Protects ECM during welding
Automatic Isolators– Must be controlled by a timer to allow normal
‘shutdown’ by the ‘Ignition’ switchRemoving power from ECM Ignition Switch Input
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Warning & Diagnostic Lamps
Strategy Change from 3054/6E– Amber Diagnostic Lamp
Active Diagnostic Present– Red Warning Lamp
Derate or Shutdown
Lights Off : Everything is OK
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Warning Lamp StrategyWarningLamp
ShutdownLamp
Both On - Lamp Check for 2 Second at key “On”
Both OFF - No FaultsOff Off
Warning ON - Active FaultOn Off
Warning ON / Shutdown Flashing - Engine DerateOn F
Warning Flashing / Shutdown OFF - WarningF Off
F F Warning Flashing / Shutdown Flashing - Derate
On On Warning ON / Shutdown On - Shutdown
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Engine Warning and Protection
Warn, Derate and Shutdown thresholdsRead Only Screen
Monitoring System.This screen provides all the warning, derate and shutdown levels that are currently set within the ECM.NOTE: These cannot be altered. The only way to change the values is to alter the actual flash file program.
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Electronic Diagnostics
Electronic Technician (ET) PC basedMany functions, reading of temp, speed, pressures, switch positions, etcFor Installation work and full diagnosticsConfiguration settings, Histograms, graphing, data log, etcProgramming the ECM,(Reflashing, Configuration)Throttle Configuration, Analogue, PWM, MPTS, Variable Set Speed
Diagnostic Plug
A diagnostic plug is available on the engine harness (certain engines may not have this facility). This allows connection of diagnostic service tool to either the Cat Data Link (CDL) or the CAN J1939 The Diagnostic connector fitted to the engine harness is a 9 pin Deutsch. The pin allocations are as follows are as follows:
Pin DescriptionA Battery +B Battery -C CAN screenD PDL +E PDL -F CAN -G CAN +H Not connectedJ Not connected
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Diagnostic Fault Codes
Two Types of Codes– Faults– Events
Faults– Problems with Components
Events– The Parameter being Measured is Out of range
E.g. Oil Pressure, Coolant Temperature
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Diagnostic Fault Codes
4 Code Categories– Active Diagnostic Codes
Any fault that is currently on the engine.Usually an electrical problem, connections, etc
– Logged Diagnostic CodesFaults that have occurred and/or been repaired
– Active Events CodesCurrently Active Events
– Logged Event CodesAn engine history view
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110 3
CIDCircuit/Component
Identifier
110 = Coolant Temperature Sensor
Understanding Diagnostic Codes
FMIFailure Mode
Identifier
3 = Voltage High
FMI DESCRIPTIONS
0 Data valid but above normal operating range1 Data valid but below normal operating range2 Data is erratic, intermittent or incorrect3 Voltage above normal, or shorted to high source4 Voltage below normal, or shorted to low source5 Current below normal or open circuit6 Current above normal or grounded circuit7 Mechanical system not responding or out of adjustment8 Abnormal frequency, pulse width or period9 Abnormal update rate10 Abnormal rate of change11 Failure code not identifiable12 Bad intelligent device or component13 Out of calibration14 Special instructions15-31 Not available at present, for future use.
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Active Diagnostic Fault Codes
Active Codes.This screen shows all the active diagnostic codes currently on the engine. i.e. any current faults with the engine.These faults will appear and as the faults occur. There is no need to clear the faults manually as there will automatically disappear when the problem is rectified.
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Logged Diagnostic Fault Codes
Logged Codes.This screen shows a history of all the faults that have occurred on the engine. They are logged with how many times the fault has happened, the first time it happened and the last time it happens. These are all in ECM hours.
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Logged Event Codes
High Engine Coolant TemperatureHigh Intake Air TemperatureLow Engine Oil PressureEngine Over-speedHigh System Supply Voltage (12/24Volt)
Faults That Could cause Engine Damage
Event Codes for J1939.Events are not supported in J1939 as used on the Electronic Service Tool (EST). Rather than an ‘E’ code, we are transmitting them using a Suspect Parameter Numbers (SPN) and a Failure Mode Identifier (FMI)
Event Code
(SPN) FMI Meaning168 018 Low system voltage warning172 016 High engine inlet air temp de-rate190 0 or 16 Engine over-speed warning110 016 High engine coolant temp warning100 018 Low engine oil pressure warning110 000 High engine coolant temp de-rate172 016 High engine inlet air temp warning100 018 Low oil pressure
These Fault codes can only be removed/cleared with an Electronic Service Tool.
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Active Event Codes
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Logged Event Codes
Logged Events.These codes are generated when the engine has gone into a warning, de-rate or shutdown. They are logged in the same way as the logged diagnostic codes.
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New Diagnostics
1- 2 Injector Data Incorrect (CDL)1 - 7 Injector Not Responding (CDL)CID Can be 1 to 24 to Identify Cylinder (CDL)
651 - 2 Injector Data Incorrect (J1939)651 - 7 Injector Not Responding (J1939)CID 651 to 675 to Identify Cylinder (J1939)
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Diagnostic Test– Injector Solenoid Test
“Click” Test– Override Parameters– Cylinder Cutout Test
Major Test for finding “Good” or “Bad” Injectors– Wiggle Test– Fuel Rail Pressure Test– Smart Wastegate Click Test– Injector Verification Test
ET Diagnostic Test
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Injector Installation
Not Just a Mechanical Process– Physical installation– Electronic Installation
ET RequiredE-Trim File Required
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Injector Removal
Rocker Arm– Loosen Set Screw– Slide Rocker to get
access to Injector Hold Down Bolt
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Injector Installation
Mechanical Issues– Make Sure Copper
Washer is in Place– Make Sure the Old
Washer is not still in the Injector Hole
– Install Injector and Fuel Lines ‘finger tight’
Then tighten Injector Hold Down Bolt to the Proper Torque.
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Injector Installation
Electronic Issues– Remember to write
down Injector Serial Number and Confirmation Code BEFORE you install the injector
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Injector Installation
Installing the E-Trim File– Finding E-Trim File
On CD with the replacement InjectorOn SIS Web
Connect Cat ET– Service>Calibrations>Injector Trim Calibrations
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Injector Installation
Select Injector to be ProgrammedClick on ‘Change’ button
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Injector Installation
Find E-Trim File on your ComputerSelect itClick on ‘Open’ button
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Injector Installation
ET informs you that the file was successfully programmed into the ECM
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Injector Replacement
If Injector is being replaced because of– “Injector Data Incorrect”
Or– “Injector Not Responding” Diagnostics
Injector Verification Test must be run from Service Tool
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Troubleshooting Injectors
Using Injector Swap Feature– Part of the Injector Calibration Screen– Swaps E-Trim Files for you– Click on ‘Exchange’ Button– Use only as directed from Troubleshooting Guide
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C6.6 Quirks
Fuel System Optimization Routine– Runs every hundred hours or so– Audible changes when engine is running– NO performance or Power Changes– Everything’s OK– Similar to HD ACERT engines
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Throttle Characteristics
Throttle Configuration Screen (EST).This screen capture shows where we can change the type of throttle and program its characteristics. Access to this screen is through the electronic service tool and will require a factory password to make changes to it.
Speed Demand (throttle) options, decided by customer.Highest one winsManual switched throttle selectionThrottle oneThrottle two
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Idle Validation Switch Operation
Switch Open (off)
Max On Threshold
Min Off Threshold
Switch Closed (on)
0% 10 20 30 40 50 60 70 80 90 100%
Why do we need an idle validation switch?
An ‘Idle Validation Switch’ provides an extra level of safety. It’s a ‘throttle movement’ detector. A micro switch is configured to operate when the pedal is in it’s released position. If the idle validation switch tells the ECM that the pedal is released, but the voltage signal tells the ECM that there is a speed demand, then the ECM can detect that there must be a fault with the throttle sensor or it’s wiring.
How is the idle validation switch applied
A switch should be set up such that it closed (ON) when the pedal is released. It should open (OFF) when the pedal is depressed a little.
Like other components, there will be some variation due to manufacturing tolerances and wear of switches and switch mountings. We define 2 thresholds in the software, “Max ON” and “Min OFF”.
Operating the throttle, forward, Max On Threshold
If the ECM reads a value above this and the switch is still ON
(Closed) then it will register a fault
Releasing the throttle, returning, Min Off Threshold
If the ECM reads a value below this and the switch is still OFF
(Open) then it will register a fault
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Idle Validation Switch
Switch Open (off)
Max On Threshold
Min Off Threshold
Switch Closed (on)
0% 10 20 30 40 50 60 70 80 90 100%
Between Min OFF and Max ON Thresholds– When the ECM reads a raw signal higher than Min
OFF but lower than Max ON, it does not care what the switch position is. This zone is to allow for tolerance of components.
Typical Idle Validation Switch (IVS) settings
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Idle Validation Switch (IVS)
37 37
3622
Machine Interface Connection
0 Volts 12 Volts
Not Used
0 Volts
I V S
Switch Open (off)
Max On Threshold
Min Off Threshold
Switch Closed (on)
0% 10 20 30 40 50 60 70 80 90 100%
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Throttle Characteristics
Mechanical limits of pedal
Limits of potentiometer
Diag. li
mit
pos.
limits Deadzo
ne
Diagnostic Limits.
In an analogue throttle, if a we try to measure values too close to the supply voltage (5V) or to ground (0V) then it is possible that short circuit, open circuits or ‘noise’ events will be mistaken for valid signals.
In a PWM throttle, we cannot go as low as 0% or as high as 100% pulse width as both of these would be the same as no signal, or the full 8 volts.
If the ECM measures values close to 0% or 100% raw signal then it is considered as an sensor fault and a diagnostic code is sent or logged.
Example; 91-3, (Signal Voltage above normal or shorted to a higher voltage)
Example; 774-4, (Signal Voltage below normal or shorted to a lower voltage)
Position Limits.
A throttle pedal is designed so that when it is in the released position it will give a voltage output of approximately 1 volt. The sensor (potentiometer) used has a tolerance of 1% of full travel. The manufacturing tolerances of the pedal add a further 2% (of full travel) tolerance.
Pedals will be produced, therefore, which, when in the released position will give a voltage somewhere between 0.7 volts and 1.3 volt
For this pedal the ECM would be configured to give an initial lower position of 15% (equivalent to 1.3V) and a lower position limit of 10% (equivalent to 0.7V)
If a throttle pedal leaves the production line that gives an output of 1 volt, (when back). Then when the ignition is turned the ECM will see that this value is lower than the initial lower limit but greater than the lower position limit. It will now auto-calibrate to take 1volt to be the lower pedal position.
Dead Zone.
The lower Dead Zone will be a certain amount of throttle movement before the engine speed starts to rise.
The Dead Zone is defined as a percentage of the raw signal. If the throttle auto calibrates then the Dead Zone will also move.
Upper Diagnostic Limit, Initial Upper Position, Upper Position Limit and Upper Deadzone are defined in exactly the same way as the lower ones
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Flashing the ECM
Re-programming the ECM will be required – ECM has been replaced
or – Flash File needs to be updated
Two Types of Files– Flash File
Base Engine DataFueling/timing maps, cold start/governor strategies, set speed/mode switching, default values, etc
– Configuration FileSpecific Customer Data
e.g. Configurable parameters, idle speed,droop, etc
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Flashing the ECM
Where do I get the Data?– Extracted from
Failed ECM– SIS Web
Flash File– TMI
ConfigurationBeing Moved to SIS Web
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Extracting Data from ECM
Extracting the Data from a Failed ECM– If Failed ECM can Communicate– Downloads ALL data to PC for upload to new ECM
Service>Copy Configuration>Fleet Configuration
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Extracting Data from ECM
Loading Data from a Failed ECM
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Extracting Data from ECM
Saving Data to PC
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Extracting Data from ECM
Retrieve Data from PC
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Extracting Data from ECM
Program Data From PC
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Reprogramming (Flashing) an ECM
Flash Memory.To begin the Flash process first click on the Flash Memory icon.
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Factory Passwords
C6.6/4.4 Requires fewer Factory Password– Only
FLS/FTSInterlock (Changing Flash File)
– No Passwords Required for:ThrottlesJ1939 Communications (TSC 1)Highest Enabled Rating
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Factory Passwords
Password Input Screen will automatically appear when trying a Factory Password Protected Parameter change is attempted
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Additional Speed Demand Options
Multi-Position Throttle Switch - (MPTS) Up to 16 speedsPower Take Off, PTO, (Variable Set Speed, Cruise Control)Torque Speed Control (TSC) via J1939 communication throttle
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Multi-Position Throttle Switch (MPTS)
MODE SWITCH 1
MODE SWITCH 2
46 MODE SWITCH 1
39 MODE SWITCH 2
51 THROTTLE POSITION SWITCH 2
50 THROTTLE POSITION SWITCH 3
49 THROTTLE POSITION SWITCH 4
10POSITIONROTARYSWITCH
52 THROTTLE POSITION SWITCH 1
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Example of Multi-Position Throttle Switch operation
Throttle Switch Input
4
Throttle Switch Input
3
Throttle Switch Input
2
Throttle Switch Input
1
Throttle Switch
Position Valid
Desired Engine Speed
Open Open Open Open 1 Yes idle Open Open Open Closed 2 Yes 1000 Open Open Closed Open 3 Yes 1200 Open Open Closed Closed 4 Yes 1250 Open Closed Open Open 5 Yes 1400 Open Closed Open Closed 6 Yes 1650 Open Closed Closed Open 7 Yes 1670 Open Closed Closed Closed 8 Yes 2000
Closed Open Open Open 9 Yes 2100 Closed Open Open Closed 10 Yes 2200
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Power Take Off (PTO)VariableSet Speed Control
Not Available if using the Multi Position Switch (MPTS) option– Gives Variable Set Speed/Power Take Off,
Isochronous and droop control– Input Disable, provided for safety and protection
systems– Provides simple, Set Speed increase / decrease– Warning Lamp indication available– One Set Speed available– Pre-programmed speed
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Power Take Off (PTO)Variable Set Speed Control
SET / LOWER
PWMTHROTTLESENSOR
50 PTO MODE - SPEED 1
49 PTO MODE - SPEED 2
RAISE / RESUME
ON / OFF
SPEED 1 / SPEED2
44 PTO MODE - DISENGAGE (NC)DISENGAGE SWITCH
nc
no
43 SENSOR SUPPLY 8V
53 PWM THROTTLE SENSOR INPUT
51 PTO MODE - RAISE /RESUME
38 PTO MODE - SET/ LOWER
52 PTO MODE - ON / OFF
33 SENSOR RETURN
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Torque Speed Control (TSC1)
Controlled Via the Controller Area Network (CAN) link: – Use J1939 message Torque Speed Control 1 (TSC1)– This is a speed demand signal, also known as a
communications ‘comms' throttle – CAN is the communication network between
intelligent electronic devices ( several ECM’s) used on an machine application
– Uses a version of CAN that conforms to an international standard known as SAE J1939
Application control, monitoring and diagnostics is possible using SAE J1939
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Mode Selection
A mode defines a fuel limit map, a rated speed and a droop value for each throttle input This feature provides the ability to select up to four different modes of operationA mode defines:– one of 2 ratings – a droop value for each throttle input, 0 - 10%
Mode selection is controlled by 2 switched inputs
Mode Selection.Electronic control allows a signal mechanical specification to deliver different rating curves and droop characteristics. Each combinations of rating and droop is known as a mode. Each ECM may be configured to offer up to eight different operating modes.Torque/Fuel Limit Maps.A maximum of four of four pre defined torque/fuel limit (Rating) curves may be selected when ordering the engine and these will be embedded into the ECM.These curves may in multi-mode operation, be toggled toprovide different characteristics whilst the engine is running.Varying Droop.Speed droop is the rate at which an engine will increase in speed if the load is reduced for a given throttle setting. A drop slope of 10% would give a typical road driving feel. Some applications, however, require tighter governing with only small variations of speed against load. A droop of 2% may be suitable for a PTO mode, some applications may need isochronous governing where the droop is 0%. (variable set speed is Isochronous).
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Mode Selection Wiring
MODE SWITCH 1
MODE SWITCH 2
46 MODE SWITCH 1
39 MODE SWITCH 2
51 THROTTLE POSITION SWITCH 2
50 THROTTLE POSITION SWITCH 3
49 THROTTLE POSITION SWITCH 4
10POSITIONROTARYSWITCH
52 THROTTLE POSITION SWITCH 1
Mode Selection.
This feature provides the ability to select up to eight different modes of operation under operator control. A mode defines a fuel limit map, a rated speed and a droop value for each throttle input.
Different modes of operation may be used to aid particular working environments by offering characteristics suitable for the work in hand. Examples would be an economy mode, a ploughing mode or a PTO mode.
Up to three digital switch inputs may be used to determine which mode of operation is required. With three switches, a maximum of eight modes may be specified; with two switches, four modes; and with one switch, two modes. Each mode has a single defined fuel limit map, a rated speed and a individual droop values for throttle 1, throttle 2 and the comms throttle.
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Typical Mode Selection Examples
Mode Selection Switch Input 1
Mode Selection Switch Input 2
Mode Selection Switch Input 3
Mode Selection Number
Valid Rating Number
Throttle 1 Droop
Percentage
Throttle 2 Droop
Percentage
Comms Throttle Droop
Percentage Open Open Open 0 Yes 1 10 5 0 Open Open Closed 1 Yes 1 5 2 0 Open Closed Open 2 Yes 2 10 5 0 Open Closed Closed 3 Yes 2 5 2 0
Closed Open Open 4 Yes 3 10 5 0 Closed Open Closed 5 Yes 3 5 2 0 Closed Closed Open 6 Yes 4 2 2 0 Closed Closed Closed 7 Yes 4 0 0 0
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J1939 Datalink
Advantages:– Uses less wiring
Lower weightLower cost
– Fewer connectionsIncreased Reliability
– Easier to install– Improved quality of signal– Can transfer large amounts of Data
Types of messages.Commands (Torque Speed Control 1).Requests for data.
Types of addressing.Point to point.Broadcast.
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Example of J1939 Wiring
TSC1Address 3
DCRAddress 249
GEMAddress 23
ECM
120 Ohm
Note. CAN wiring must be twisted
DCR, Diagnostic Code ReaderGEM, Generic Engine MonitorTSC, Torque Speed Control
Nodes
Data Bus
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J1939 Datalink
Example of J1939 CAN CommunicationsTransmission ECM to engine ECM:
‘Requests’ an engine speed change for a period of time while transmission changes gear.
Engine ECM to machine ECM: ‘Broadcasts’ engine parameters (eg engine speed, oil pressure, coolant temp)
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J1939 Datalink Fault Finding
Do make sure “CAN high” and “CAN low” are wired correctlyDo use 120Ω terminating resistorsDo Make sure that no short circuits are presentDo Check for possible electrical interference
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