Curso Cat C4.4-6.6 ACERT Technology STMG

C6.6 & C4.
4 with ACERT Technology
May 2005 - Page 1

Caterpillar Confidential: Green
Name Date
______________________________________ ______________________________________
Company ______________________________________ E-mail Tel. __________________________________ _____________________________
C6.6
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 obligations This 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
May 2005 - Page 2
C6.6
C6.6 & C4.4 ACERT Benefits

Installed Package
Engine Size Cooling Pack
Refinement
3 dBA Noise Reduction Quality of Noise Low Vibration
Cost of Ownership
Fuel Economy Service Period
Ratings
Environment
Emission compliant Filtration Power Torque
Product Functionality Electronic Functionality

Machine Integration Cold Start Fuel Compatibility PTO
May 2005 - Page 3

C6.6
Electronically assisted
To create.
Lower emmisions Better fuel consumption Versatile control
May 2005 - Page 4

C6.6
S/N Prefix Nomenclature
3054E
Ind. Mach. 304 CRX
3056E
356 CPT
3054C
334 CRS/G4D
C6.6
666 ???
C4.4
444 C4E
May 2005 - Page 5

C6.6
Tier 3 Dates and Ratings

January 2008 Emissions January 2007 Emissions January 2006 Emissions
260 330HP*
C6.6
120 250HP
C4.4
100HP
68 140HP
175HP
*Application Specific
May 2005 - Page 6

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
C6.6
Features
4 Valve Head ECM
Timing Cylinder Block Fuel System

May 2005 - Page 7
Crankshaft
C6.6
Engine Features
6.6 Litres
Same Bore/Stroke as 3054C 105mm/127mm New Block for 6 cyl Scalloped Ribs
Noise Attenuation
Closed Top Deck Parent Bore Oversized Piston Service Solution
May 2005 - Page 8

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. .
C6.6
Piston Design
Pistons
Two Types Gallery Cooled Non - Gallery Cooled Aluminium Quiescent Bowl Design New Ring Pack Improved Oil Control Graded Rods for Piston Protrusion Square Boss to the Front
May 2005 - Page 9
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.
C6.6
6 cyl. Connecting Rod

Connecting Rods
Fracture Split Removal from the Top Notches Bearing Alignment Not Interchangeable Top to Bottom 3 Lengths for Piston Protrusion Always use New Bolts Dimples for Orientation
May 2005 - Page 10
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 Manual The conrod and cap have dimples on them to identify correct orientation.
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10
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
May 2005 - Page 11
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 3054C The big end pins are 72mm an increase of 9mm over 3054C These 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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11
Thrust Bearing
Crank Thrust Bearing
#5 Main Fitted into the Block Faces the Crank Squared ends for proper installation Aluminium Base - Lead Free
May 2005 - Page 12

The crankshaft thrust washers are fitted either side of the No 5 main bearing position The 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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12
Isolated Sump
Sump connected to block via isolator plate. Gives benefits of noise reduction.
Isolator plate
May 2005 - Page 13

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Rear End Oil Seal Fitting
May 2005 - Page 14

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Main Bearing Caps

Bearing Caps
Installation Use Torque and Angle Method Details in D&A Manual
May 2005 - Page 15

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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15
Cylinder Head Details

4 Valve per Cylinder Centered Injector Non-Sleeved Injector Bores Service
Non-Serviceable Valve Guides and Seats
May 2005 - Page 16

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.
C6.6
16
Head Bolt Torque Sequence

11 10 6 2 8 12 13 9 5 1 4 14 7 3
May 2005 - Page 17

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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17
Head
Head
Multi-Layered-Steel (MLS) Head Gasket Fourteen - 16mm bolts Single Use Torque and Angle Tightening Method
May 2005 - Page 18

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Rocker Assembly
Bridge can be installed either way Single Bolt per Rocker Lever Lash settings the same for Inlet and Exhaust Injectors can be replaced without removing Rockers
(Short)
Inlet
(Long)
Exhaust
May 2005 - Page 19

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 Assembly Left Hand filter to Right Hand filter requires additional piping
Pressure Relief Valve
May 2005 - Page 20

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.
C6.6
20
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 Idler Hub Location
Integral front oil seal to ensure seal to crank alignment

May 2005 - Page 21
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.
C6.6
21
Timing Case
Timing Case Alignment Tool must be used
Allows Idler Gear and Hub to be installed as an assembly
Cam Gear Alignment
May 2005 - Page 22

Tool aligns the timing case. This allows the idler gear and hub to be fitted as an assembly
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22
Idler Gears
Two Types
Bronze Double Needle Dependant on PTO requirements.
May 2005 - Page 23

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Camshaft Thrust Washer

Two Different Camshaft Thrust Washers
One Notch PTO mounted RHS Greater than 35Nm Torque Two Notches All others
Notches
Two Notch Version

May 2005 - Page 24
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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24
Static Timing
Pinning the Crank to #1 TDC
Notch in Crank Service Tool Available Remember to Remove Pin
TDC access point
May 2005 - Page 25

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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25
Camshaft Timing
Camshaft Alignment Tool
Not a Tight Fit Ease of Assembly
May 2005 - Page 26

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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26
Crank Speed/Timing
New Sensor Located at Rear of Block Reads tooth wheel attached to the Crank
May 2005 - Page 27

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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27
Fuel System Overview

Caterpillar Fuel System using common rail technology
Low Pressure 300kPa (43 PSI) 20 Micron Primary Filter 2 Micron Secondary Filter Fuel Cooler Required on some arrangements High Pressure Up to 160 MPa (1600bar - 23,200 PSI)
Fluid penetration safety hazard.
Hardened Fuel Lines External Fuel Manifold

May 2005 - Page 28
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28
How small is a Micron?
May 2005 - Page 29

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29
Fuel System Handling IMPORTANT!

Cap all fuel passages Immediately after removal Do Not Blow Out or Wash Out any fuel passages Place removed parts in clean area Do Not pre-fill filters Remove packaging and protective caps immediately before installation Fuel Lines cannot be reused
May 2005 - Page 30

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30
Low Pressure Fuel System
May 2005 - Page 31

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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31
High Pressure Fuel System

Injectors
High pressure fuel rail
High pressure fuel pump
May 2005 - Page 32

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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32
Fuel Pump
Two Pumps
High Pressure Transfer
Lube Oil Feed
HP Pump Lubricated by Engine Oil

Longer Life
Pump Speed/Position Sensor
Transfer Pump
May 2005 - Page 33

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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33
High Pressure Fuel Pump

Fuel Leak off to Tank Fuel in to HP Pump From Secondary Filter To Fuel HP Manifold To Secondary Filter
Pump Speed/Position Sensor
From Primary Filter
May 2005 - Page 34

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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34
Fuel Pump
Stroke in phase with Injection Self Bleeding
Do Not Crack lines to bleed
Lock Pump BEFORE removal Replace HP Fuel Line when Pump is removed
Check Clips
Two Cams 2 or 3 lobes each Solenoid adjusts rail pressure and return to tank Needs to be Timed
Lock in Place BEFORE Removal
May 2005 - Page 35

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 revolution The solenoid valve determines fuel rail pressure and fuel returned to tank. Excess fuel is returned, via the pump leak off, to the fuel tank Fuel enters the HP pump and is directed via non return valves to the two plungers On 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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35
Fuel Pump Function

Pump Raises Pressure ECM tells Injector to Fire Rail Pressure Drops ECM Detects Pressure Drop
Sensed by Fuel Rail Pressure Sensor
ECM tells Pump Solenoid to Increase Volume

Also tells Pump Solenoid to Spill fuel once pressure is reached
Do it Again!
May 2005 - Page 36
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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36
Transfer Pump
Driven by High Pressure Pump Draws Fuel through Primary Filter Output Pressure
300 to 400 kPa 43 to 58 PSI
Transfer Pump Primed by Priming Pump

Hand or Electric No Lift Pump Required
May 2005 - Page 37
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 filter The pump then delivers the fuel, at between 300 400 kPa, to the secondary filter.
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37

Dos & Donts
Fuel Manifold Injector Lines
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
May 2005 - Page 38
Feed From High Pressure Pump
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 fitted DO 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. This protection should remain on the pipe until just before the moment of fitting.
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38

Dos & Donts
Fuel Manifold Injector Lines
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
Feed From High Pressure Pump
May 2005 - Page 39

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 fitted DO 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. This protection should remain on the pipe until just before the moment of fitting.
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39
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)
High Pressure Relief Valve
Returns fuel to Tank
May 2005 - Page 40

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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40
Fuel Return from Head

Excess Fuel Returned to Transfer Pump
Not High Pressure
Fuel Return from Head LIne
May 2005 - Page 41

The injector leak off is a gallery return from the injectors in the cylinder head.
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41
Injector Function
ECM Energizes Injector Valve Lifts Fuel Flows to Nozzle
Solenoid energized
Valve
To nozzle
May 2005 - Page 42

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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42
Injector Function
Injector De-energizes Valve Closes Unused fuel flows back to Transfer Pump via passage in the Head
Solenoid deenergized
May 2005 - Page 43

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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43
Fuel Injector Connections

Two Types
High Pressure Fuel Electrical Three Connectors thru Valve Cover Base
May 2005 - Page 44

High pressure and electrical connections to the injectors.
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44
Fuel Injector
Dos and Donts
Do Use Proper Torque on Electrical Connection Service 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
May 2005 - Page 45

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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45
Fuel Injector
Dos and Donts
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
May 2005 - Page 46

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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46
Cleanliness
Thoroughly clean equipment before disassembling Use only NEW protective caps to seal fuel connections Replace HP Fuel Lines if they have be loosened
May 2005 - Page 47

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47
Fuel Injection Serviceability

NEVER loosen high pressure pipes when engine is running! 23,000 PSI Use Electronic Service Tool to Troubleshoot Injector Problems Injectors 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.
May 2005 - Page 48

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Fuel Injection Serviceability

Transfer pump is a serviceable item, separate from High Pressure pump. Speed sensor is serviceable.
May 2005 - Page 49

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Smart Wastegate
On All Variable Speed Engines Controls Wastegate Actuator Optimizes Engine Performance Driven by PWM Signal from the ECM Service as an Assembly
12 or 24 volt
Smart Wastegate Controller
May 2005 - Page 50

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 Travel Refer to Service Manual for Adjustment Procedure
May 2005 - Page 51

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

Tells Solenoid How much Pressure To Pass Intake Manifold Pressure (Boost)
Looks at: Desired Speed Load Boost
Intake Manifold Pressure (Boost)
May 2005 - Page 52

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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Glow plugs
Installed on ALL Engines Improved
Sheathed Element
850 C in 4 Seconds Controlled by ECM

Via OEM Relay
1 - Early Glow plug 2 - Improved version.
May 2005 - Page 53

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Electronic Components
Intake Air Temperature Sensor Coolant Temperature Sensor Intake Manifold Pressure Sensor Fuel Rail Pressure Sensor ECM High Pressure Fuel Pump
Crank Speed/Position Sensor Oil Pressure Sensor
Pump/Cam Speed/Position Sensor
May 2005 - Page 54

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Engine Wiring Harness

Both Connectors and Harness are serviceable Pump Connector Serviced by Pigtail
May 2005 - Page 55

Harness serviceablity Entire 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 Dos and Donts
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
May 2005 - Page 56

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
ECM Cam Intake Air Crank Coolant Oil Smart Wastegate Solenoid Diagnostic Connector Pump
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 57

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ECM
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 58

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A4-E2 Fuel Cooled (ECM)

4mm Allen Key Fuel Flow in
J1 Customer Connector
Anti-Vibration Mounts
J2 Engine Connector
Fuel Flow out Ground Strap
May 2005 - Page 59

Earth strap and anti-vibration mounts are serviced separately. New anti-vibration mounts should be used when replacing the ECM. Note: Air cooled ECMs are also used.
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59
A4-E2 Electronic Control Module (ECM)

ECM Controls:
Fuel Pressure Speed Governing Air/Fuel Ratio Start/Stop Sequence Engine Protection Devices/ Diagnostics
May 2005 - Page 60

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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)
May 2005 - Page 61

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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
May 2005 - Page 62

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Temperature Sensors
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 63

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Temperature Sensors
Thermistor sensing devices
Resistance varies with temperature As temperature increases its resistance decreases
Passive Sensor
Does not need its own power supply
May 2005 - Page 64

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Temperature Sensors
Negative Temperature Coefficient (NTC)
2,500
Ohms (Resistance)
1000
20 C
Increasing Temperature
May 2005 - Page 65

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Temperature Sensors
Thermistor
Ground Pin No 2
Signal Pin No 1
May 2005 - Page 66

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Temperature Sensors
Engine Coolant Temperature Sensor
Used for engine protection, Warning/Derate/Shutdown
Intake Manifold Air Temperature Sensor

Used for engine protection, Warning/Derate Smoke limiting
Both Used for

Cold Start Strategy Data Link Information
May 2005 - Page 67

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Diagnostic Example
4.8 110-3 Signal shorted to a high voltage or Open Circuit Very cold Temp Warning Temp
VOLTS
Start Derate Temp Shutdown Temp
0.2
110-4 Signal shorted to a lower voltage Temperature
May 2005 - Page 68

Example given is engine coolant temperature sensor. Range, -40 to 150C Range, -40 to 300F Intake manifold temperature sensor has a different range and will give different diagnostic codes.
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Pressure Sensors
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 69

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Pressure Sensors
Intake Manifold Pressure Sensor
Oil Pressure Sensor Fuel Rail Pressure Sensor
May 2005 - Page 70

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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, -40 to +160C 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
May 2005 - Page 72

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 circuit Capacitive sensor Voltage output varies with pressure Sensor conditions the signal voltage output to the ECM Active Sensor (Needs a external power supply)
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Speed/Timing Sensors
Fuel Rail
6 EUI Injectors
Intake Air
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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.
May 2005 - Page 76

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
6 Between teeth
Wide tooth tells ECM Crank Position Teeth point to Nose of Crank Use proper thread lock adhesive when re-using screws
Dowel Hole
May 2005 - Page 77

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
May 2005 - Page 78

When the pump is renewed the feed pipe to the fuel rail must also be renewed.
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Hall Effect Sensor

Produces a conditioned square-wave signal
Old
New
Signal Output Waveform Crank Speed/Position Target
May 2005 - Page 79

Using a hall effect sensor gives a sharp, square wave form, giving more accurate positioning.
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Injectors
Fuel Rail
6 EUI Injectors
Intake Air
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Injector Wiring
Dos and Donts
Do make sure wires are properly routed Do make sure clips are used Clips are available in the Parts System Do use the proper Service Tool to torque Injector Connectors
Spring Clip Retainer
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High Pressure Pump

Fuel Rail
6 EUI Injectors
Intake Air
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Pump Solenoid Wiring
Service by pigtail
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Smart Wastegate Solenoid

Fuel Rail
6 EUI Injectors
Intake Air
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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
May 2005 - Page 86

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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 Splices Battery 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
May 2005 - Page 89

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 Sensor

Analog Pedal position/operator demand
5 wires
As the pedal is pressed

Voltage increases from 0.5v to 4.5v
Diagnostic Region
4.5v Voltage Output
0.5v
Diagnostic Region
Low Idle High Idle
May 2005 - Page 90

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 Sensor

Pulse Width Modulated (PWM) Three Wire
Power +8 Volts From ECM Ground From ECM Signal To ECM
No Validation Switch Needed
May 2005 - Page 91

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

8v
ON OFF ON OFF ON OFF
Pulse Width Increasing
Average voltage increasing
0v Time
May 2005 - Page 92

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/Off Set/Lower Raise/Resume Speed 1 Disengage Mode Mode 1 Mode 2 Throttle Throttle Select Shutdown Switch
May 2005 - Page 93
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ECM Outputs - Lamps

+Battery
5 Lamps
2 Recommended Warning Stop 3 Optional PTO Mode Wait to Start Low Oil Pressure
PTO Mode 61 61 STOP Lamp Warning Lamp 59 59 Wait to Start 63 63 Low Oil Pressure
62 62
ECM
60 J1 OEM 60
Connector
May 2005 - Page 94

ECM Output Numbers MIC Pin Numbers
7 8 9 10 11 12 13 14 66 65 64 63 67 54 62 53
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ECM Outputs - Relays

OEM Installed
See A&I Guide for Relay Specifications
Driven by ECM
Part of Cold Start Strategies
ECM J1 OEM Connector
To glow plug relay
40
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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
May 2005 - Page 96

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 mm (00 AWG) Starter Motor Stud, the first choice and directly back to battery Tapped Holes on Engine Block
Clean, Paint and dirt free 10 mm zinc plated screw/washer Tightened to 44 Nm Conductive grease can be used
May 2005 - Page 97
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Cylinder Block Grounding
2
Options for Ground Connection to Tapped Holes on Engine Block
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Battery Isolator Switches

Installed in location, not normally accessible Not to be used for normal Shutdown
Looses Diagnostic information
Disconnects battery during storage, transport and maintenance Improves 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 switch Removing power from ECM Ignition Switch Input
May 2005 - Page 99
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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 Strategy

Warning Lamp Shutdown Lamp Both On - Lamp Check for 2 Second at key On
Off On On Off Off F
Both OFF - No Faults Warning ON - Active Fault Warning ON / Shutdown Flashing - Engine Derate Warning Flashing / Shutdown OFF - Warning Warning Flashing / Shutdown Flashing - Derate Warning ON / Shutdown On - Shutdown
Off
F On
F On
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Engine Warning and Protection

Warn, Derate and Shutdown thresholds Read Only Screen
May 2005 - Page 102

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 based
Many functions, reading of temp, speed, pressures, switch positions, etc For Installation work and full diagnostics Configuration settings, Histograms, graphing, data log, etc Programming the ECM,(Reflashing, Configuration) Throttle Configuration, Analogue, PWM, MPTS, Variable Set Speed
May 2005 - Page 103

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 A B C D E F G H J Description Battery + Battery CAN screen PDL + PDL CAN CAN + Not connected 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 Codes Faults that have occurred and/or been repaired Active Events Codes Currently Active Events Logged Event Codes An engine history view
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Understanding Diagnostic Codes
110
CID
Circuit/Component Identifier 110 = Coolant Temperature Sensor
FMI
Failure Mode Identifier 3 = Voltage High
May 2005 - Page 106

FMI DESCRIPTIONS
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15-31 Data valid but above normal operating range Data valid but below normal operating range Data is erratic, intermittent or incorrect Voltage above normal, or shorted to high source Voltage below normal, or shorted to low source Current below normal or open circuit Current above normal or grounded circuit Mechanical system not responding or out of adjustment Abnormal frequency, pulse width or period Abnormal update rate Abnormal rate of change Failure code not identifiable Bad intelligent device or component Out of calibration Special instructions Not available at present, for future use.
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Active Diagnostic Fault Codes
May 2005 - Page 107

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
May 2005 - Page 108

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 Temperature High Intake Air Temperature Low Engine Oil Pressure Engine Over-speed High System Supply Voltage (12/24Volt)
Faults That Could cause Engine Damage
May 2005 - Page 109

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) 168 172 190 110 100 110 172 100 FMI 018 016 0 or 16 016 018 000 016 018 Meaning Low system voltage warning High engine inlet air temp de-rate Engine over-speed warning High engine coolant temp warning Low engine oil pressure warning High engine coolant temp de-rate High engine inlet air temp warning 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
May 2005 - Page 111

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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ET Diagnostic Test
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
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Injector Installation
Not Just a Mechanical Process
Physical installation Electronic Installation ET Required E-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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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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Electronic Issues
Remember to write down Injector Serial Number and Confirmation Code BEFORE you install the injector
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Installing the E-Trim File
Finding E-Trim File On CD with the replacement Injector On SIS Web
Connect Cat ET
Service>Calibrations>Injector Trim Calibrations
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Select Injector to be Programmed Click on Change button
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Find E-Trim File on your Computer Select it Click on Open button
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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
May 2005 - Page 123

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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 Everythings OK Similar to HD ACERT engines
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Throttle Characteristics
May 2005 - Page 125

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 wins Manual switched throttle selection Throttle one Throttle two
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Idle Validation Switch Operation

0% 10 20 30 40 50 60 70 80 90 100%
Switch Closed (on)
Switch Open (off)
Min Off Threshold
Max On Threshold
May 2005 - Page 126

Why do we need an idle validation switch? An Idle Validation Switch provides an extra level of safety. Its a throttle movement detector. A micro switch is configured to operate when the pedal is in its 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 its 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

0% 10 20 30 40 50 60 70 80 90 100%
Switch Closed (on)
Switch Open (off) Max On Threshold
Min Off Threshold
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

May 2005 - Page 127
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Idle Validation Switch (IVS)

0% 10 20 30 40 50 60 70 80 90 100%
Switch Closed (on)
Switch Open (off) Max On Threshold

Machine Interface Connection
37 37 0 Volts Not Used 22 36 0 Volts 12 Volts
Min Off Threshold
IVS
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Throttle Characteristics
Dia g. lim it
s. po
lim
its
ne zo ad De
Mechanical limits of pedal
Limits of potentiometer
May 2005 - Page 129

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 Data
Fueling/timing maps, cold start/governor strategies, set speed/mode switching, default values, etc
Configuration File Specific Customer Data

e.g. Configurable parameters, idle speed,droop, etc
May 2005 - Page 130
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Flashing the ECM

Where do I get the Data?
Extracted from Failed ECM SIS Web Flash File TMI Configuration Being Moved to SIS Web
May 2005 - Page 131

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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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Loading Data from a Failed ECM
May 2005 - Page 133

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Saving Data to PC
May 2005 - Page 134

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Retrieve Data from PC
May 2005 - Page 135

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Program Data From PC
May 2005 - Page 136

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Reprogramming (Flashing) an ECM
May 2005 - Page 137

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/FTS Interlock (Changing Flash File) No Passwords Required for: Throttles J1939 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 speeds Power 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)
46 39 MODE SWITCH 1 MODE SWITCH 2 10 POSITION ROTARY SWITCH 52 51 50 49
MODE SWITCH 1 MODE SWITCH 2
THROTTLE POSITION SWITCH 1 THROTTLE POSITION SWITCH 2 THROTTLE POSITION SWITCH 3 THROTTLE POSITION SWITCH 4
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Example of Multi-Position Throttle Switch operation

Throttle Switch Input 4 Open Open Open Open Open Open Open Open Closed Closed Throttle Switch Input 3 Open Open Open Open Closed Closed Closed Closed Open Open Throttle Switch Input 2 Open Open Closed Closed Open Open Closed Closed Open Open Throttle Switch Input 1 Open Closed Open Closed Open Closed Open Closed Open Closed Throttle Switch Position 1 2 3 4 5 6 7 8 9 10 Desired Engine Speed idle 1000 1200 1250 1400 1650 1670 2000 2100 2200
Valid Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
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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
Power Take Off (PTO)Variable Set Speed Control
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Power Take Off (PTO)Variable Set Speed Control

43 PWM THROTTLE SENSOR
SENSOR SUPPLY 8V
53
PWM THROTTLE SENSOR INPUT
ON / OFF SET / LOWER
33
SENSOR RETURN
52 RAISE / RESUME 38 51 50 SPEED 1 / SPEED2 nc no DISENGAGE SWITCH 49
PTO MODE - ON / OFF PTO MODE - SET/ LOWER PTO MODE - RAISE /RESUME PTO MODE - SPEED 1
PTO MODE - SPEED 2
44
PTO MODE - DISENGAGE (NC)
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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 ECMs) 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

May 2005 - Page 145
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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 operation A mode defines:
one of 2 ratings a droop value for each throttle input, 0 - 10%
Mode selection is controlled by 2 switched inputs
May 2005 - Page 146

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 to provide 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
46 39 MODE SWITCH 1 MODE SWITCH 2 10 POSITION ROTARY SWITCH 52 51 50 49
MODE SWITCH 1 MODE SWITCH 2
THROTTLE POSITION SWITCH 1 THROTTLE POSITION SWITCH 2 THROTTLE POSITION SWITCH 3 THROTTLE POSITION SWITCH 4
May 2005 - Page 147

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 Mode Mode Mode Selection Selection Selection Selection Switch Switch Switch Number Input 1 Input 2 Input 3 Open Open Open 0 Open Open Closed 1 Open Closed Open 2 Open Closed Closed 3 Closed Open Open 4 Closed Open Closed 5 Closed Closed Open 6 Closed Closed Closed 7
Valid Yes Yes Yes Yes Yes Yes Yes Yes
Rating Number 1 1 2 2 3 3 4 4
Throttle 1 Throttle 2 Droop Droop Percentage Percentage 10 5 10 5 10 5 2 0 5 2 5 2 5 2 2 0
Comms Throttle Droop Percentage 0 0 0 0 0 0 0 0
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J1939 Datalink
Advantages:
Uses less wiring Lower weight Lower cost Fewer connections Increased Reliability Easier to install Improved quality of signal Can transfer large amounts of Data
May 2005 - Page 149

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

Note. CAN wiring must be twisted Nodes
DCR
Address 249
GEM
Address 23
TSC1
Address 3
Data Bus 120 Ohm

ECM
DCR, Diagnostic Code Reader GEM, Generic Engine Monitor TSC, Torque Speed Control
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J1939 Datalink
Example of J1939 CAN Communications Transmission 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 correctly Do use 120 terminating resistors Do Make sure that no short circuits are present Do Check for possible electrical interference
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C6.6
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C6.6
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Curso Cat C4.4-6.6 ACERT Technology STMG

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C6.6 & C4.

4 with ACERT Technology

May 2005 - Page 1

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C6.6 & C4.4 ACERT Benefits

Product Functionality Electronic Functionality

May 2005 - Page 3

May 2005 - Page 4

S/N Prefix Nomenclature

May 2005 - Page 5

Tier 3 Dates and Ratings

May 2005 - Page 6

Timing Cylinder Block Fuel System

Closed Top Deck Parent Bore Oversized Piston Service Solution

May 2005 - Page 8

6 cyl. Connecting Rod

May 2005 - Page 12

May 2005 - Page 13

Rear End Oil Seal Fitting

May 2005 - Page 14

Main Bearing Caps

May 2005 - Page 15

Cylinder Head Details

May 2005 - Page 16

Head Bolt Torque Sequence

May 2005 - Page 17

May 2005 - Page 18

May 2005 - Page 19

6 cyl. Oil Pump

Pressure Relief Valve

May 2005 - Page 20

Integral front oil seal to ensure seal to crank alignment

Cam Gear Alignment

May 2005 - Page 22

May 2005 - Page 23

Camshaft Thrust Washer

Two Notch Version

TDC access point

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May 2005 - Page 26

May 2005 - Page 27

Fuel System Overview

Hardened Fuel Lines External Fuel Manifold

How small is a Micron?

May 2005 - Page 29

Fuel System Handling IMPORTANT!

May 2005 - Page 30

Low Pressure Fuel System

May 2005 - Page 31

High Pressure Fuel System

High pressure fuel rail

High pressure fuel pump

May 2005 - Page 32

HP Pump Lubricated by Engine Oil

Pump Speed/Position Sensor

May 2005 - Page 33

High Pressure Fuel Pump

Pump Speed/Position Sensor

From Primary Filter

May 2005 - Page 34

May 2005 - Page 35

Fuel Pump Function

ECM tells Pump Solenoid to Increase Volume

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