ACERTTM Technology

for C7 and C9
On-Highway Engines

This presentation covers the new product introduction for the C7 and C9
on-highway engines using ACERT technology.
The presentation can be downloaded from the Service Training
Website.
Service Training website URL:
https://psmktg.cat.com/srvtrng/index.htm

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Topics Covered

General introduction

Iron changes

Electronic changes

We will first briefly describe ACERT technology in a general manner.

We will then talk about changes to the iron for the C7 and C9. Then we
will discuss what's different with the electronic control system on these
engines.

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ACERT:

Advanced
Combustion
Emissions
Reduction
Technology

ACERT stands for Advanced Combustion Emissions Reduction

Technology.

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Nomenclature
Lack of a hyphen in the model
designations indicates that the engine
uses ACERT Technology:
C7 (based upon 3126E)
C9 (based upon C-9 industrial / machine)
Other engines using ACERT Technology
will be covered in a separate NPI

To help set aside the engines that use ACERT technology, there is a
change to the model nomenclature. The model number is written with no
hyphen.
The C7 uses ACERT technology, but is based upon the now familiar
3126E. As you recall, the 3126B on-highway engine was renamed to
3126E in March of 2001 to recognize the product enhancements that
had been made. These included chrome ceramic structure rings,
tungsten coated HEUI injectors, and new CFFV/LEV (Clean Fuel Fleet
Vehicle/Low Emission Vehicle) ratings, and more. The C7 engine is the
next progression for this 7 liter engine.
Like the C7, the C9 is an in-line, 6 cylinder HEUI engine, turbocharged
and air to air aftercooled. The C9 on-highway engine with ACERT
technology is an updated version of the C-9 industrial / machine engine
originally released for the 2000 model year.
Heavy duty engines with ACERT technology will be covered in a
separate NPI presentation.

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What is ACERT Technology?

ACERT technology is a series of
evolutionary, incremental improvements
that provide a breakthrough engine
technology built on systems and
components that have been developed
by Cat with proven reliability.
John Campbell, director of on-highway engine products,
Caterpillar Power Systems Division

So, what is ACERT technology?

In a recent press announcement, John Campbell, director of on-highway
engine products -- Caterpillar Power Systems Division, described it this
way, ACERT technology is a series of evolutionary, incremental
improvements that provide a breakthrough engine technology built on
systems and components that have been developed by Cat with proven
reliability."
As technicians, trainers, technical communicators, or whatever engine
related job best describes each of us, it is reassuring to know that
although we are dealing with breakthrough technology, it is based on a
familiar platform.

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C7 and C9 Engines

C7

C9

As you can see, the C7 and C9 are similar in appearance, but the
commonality goes beyond that.

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C7 & C9 Commonality:

New injector
New HEUI pump
48 tooth timing strategy
Sensor strategy
ECM: ADEM III (with new software)
After treatment: oxi-cat

Both use an updated HEUI injector, a new unit injector hydraulic pump,
a 48 tooth timing strategy, common sensors, ADEM III ECM, and a
diesel oxidation catalyst aftertreatment device.
Each of these is covered later in the presentation.

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C7 Engine Specs:

Disp. = 439 cu in (7.2 liters)

Bore = 4.33 in (110 mm)

Stroke = 5.00 in (127 mm)

Dry wt. (approx) = 1295 lbs

Length = 42.5 in (1078 mm)

Width = 31.4 in (798 mm)

ATAAC

Planned ratings: 190-330 hp

These specifications are the same as for the previous 3126E.

Planned ratings for the C7 will range from 190 horsepower with 520 lb.
ft. torque, to 330 horsepower with 860 lb. ft. torque for fire truck, RV,
emergency, roadside recovery rating.

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New Design for C7

Aside from the updated fuel system and
control software, there are minimal iron
changes from the 3126E to the C7:
13% New Content
42 New Part Numbers

Aside from the updated, enhanced fuel system and control software,
there are minimal iron changes from the 3126E to the C7.
Because the C7 has a higher peak cylinder pressure than the 3126E,
the C7 requires a stronger iron chemistry for the block.
In all, there is approximately 13% new content when comparing the C7
to the 3126E.

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New Design for C7

Monosteel
pistons for
ratings
230 hp and up

One piece
aluminum
pistons for 190
& 210 hp ratings

In ratings of 230 horsepower and above, the C7 uses a monosteel

piston. The 3126B will continue to use the present steel articulated
pistons.
In the 190 and 210 horsepower ratings, the C7 ACERT uses one-piece
aluminum pistons that are similar in appearance to those used in the
3126B in the lower horsepower ratings. However, the C7 has a different
combustion crater design. The 3126B piston would interfere with the
new injector tip in the C7, if the wrong piston were used.

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New Design for C7

Cylinder head:
Injector bore
changed to match
new injector
Bolt pattern
changed for
isolated valve cover
base

The C7 cylinder head was modified to accept the new injectors. Also,
the bolt pattern was changed to accommodate the new valve cover
base. The base is fully isolated with ribbon seal and isolator bolts.

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New Design for C7

Valve cover

Valve cover base

The C7 uses a new, composite valve cover. It is semi-isolated, with

ribbon seal and shoulder bolts.

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New Design for C7

Side cover
breather

There is a side cover mounted breather, using a rubber coated steel

gasket for sealing.

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C9 Engine Specs:

Disp. = 537 cu in (8.8 liters)

Bore = 4.41 in (112 mm)
Stroke = 5.87 in (149 mm)
Dry wt. (approx) = 1500 lbs
Length = 42.4 in
Width = 32.8 in
Height = 37.6 in
ATAAC
Planned ratings: 275 to 400 hp
8% New content

These are the same specifications as the C-9 industrial engine.

Planned ratings for the C9 will range from 275 horsepower with
860 lb. ft. torque, to 400 horsepower with 1100 lb. ft. torque for the RV
(D tier) rating.

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C9 Block

No spacer plate - fewer
sealing joints for reduced
risk of leaks

Integral oil cooler for
reduced weight and
engine width

High coolant & oil flow for
long engine life

The C9 is a medium duty engine with heavy duty characteristics.

With no spacer deck, there are fewer sealing joints, thus reducing the
possibility of leaks. The integral oil cooler cast in the block reduces
weight and width of the engine and also eliminates external lines.
High coolant and oil flow provides long engine life.

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15

C9 Block

Stronger block to allow
increased cylinder
pressure

Strengthened flywheel
housing joint for longer
life

Serpentine heavy duty
design for lower noise

For the C9 engine with ACERT technology, the block uses iron
chemistry to allow higher cylinder pressure capability. Tensile strength
of the block is 220480 kPa (32,000 psi) which is the same as the 3176C
and 3196 industrial engine blocks.
The flywheel housing joint has been strengthened for longer life. The
housing joint is the same as used on the 3176C and 3196 industrial
engines.
The Cylinder block is a single piece, deep skirted, serpentine design,
shaped to increase stiffness and reduce weight and noise.

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C9 Mid-Supported
Wet Liner

Removable for excellent
rebuildability

Allows higher top piston
ring position for better fuel
consumption and emissions

Induction hardened, plateau
honed, high strength grey
iron increased life

The C9 has mid-supported wet liners for increased life and excellent
rebuildability. The mid-support feature allows a higher top ring position,
which improves fuel consumption and emissions.
The high strength, grey cast iron liner has an induction hardened
internal surface to provide extended wear life. Plateau honing provides
excellent oil control.

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17

C9 Cylinder Head

4 valve, cross flow head for
improved air flow, fuel
consumption and
emissions

Stiffer structure for
improved strength, sealing,
durability and reusability

6 bolt cylinder head to
block joint for improved
combustion gas sealing,
minimized bore / liner
distortion

The C9 cylinder head is a 4 valve, cross flow design for excellent

breathing capability which results in better fuel consumption and
emissions.
Robust design of cylinder head casting provides long life. A 6 bolt per
cylinder design provides better sealing and minimizes bore/liner
distortion.

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C9 Crankshaft

Forged steel

Induction hardened journals and fillets

Regrindable

The crankshaft is a single piece steel forging with induction hardened

journals and fillets. It is regrindable.

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C9 Connecting Rod

Heavy fractured rod design

Forged steel for Increased
Strength

Increased bearing surfaces
for increased bearing life

Removable through top of
cylinder for ease of service

Like the C7, the C9 uses a steel forged, fractured connecting rod. The
design allows the rod to be removed through top of cylinder for ease of
service. The fractured surfaces of the rod and cap should be handled
carefully to prevent damage when servicing.
This rod is not rebuildable in the event of a spun bearing. Replacement
is the only option after a bearing failure which has caused damage to
the bearing bore.
Normal reusability guidelines should be followed, if the rod is not
reusable, it is scrapped. This rod is a relatively low cost item. For this
reason, oversize bearings are not supplied and therefore rebuilding is
not an option.

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C9 Camshaft

Carburized and heat
treated steel for
durability

High position allows
use of short push
rods for Improved
overspeed capability

4 bearings

The camshaft is carburized and heat treated, and is supported in the

block by 4 aluminum bearings. The high position of the camshaft allows
for the use of shorter push rods for improved durability and overspeed
capability.
The C7 and C9 engines both use the same cam gear. As mentioned
earlier, they use a 48 tooth timing strategy. Actually, the strategy is
referred to as a "48 minus 1" tooth arrangement. The speed / timing
sensors read the spaces between the teeth. With a 48 tooth pattern,
one tooth is absent, to identify the Top Dead Center position.

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21

HEUI-B Fuel System

Hydraulically actuated electronically
controlled unit injectors

Injection pressure is independent of
engine speed

Variable injection rate shape

Provides maximum efficiency with
low emissions

Both the C7 and the C9 use the latest HEUI-B Fuel System. Like all
HEUI engines, the fuel system provides excellent performance since
the injection pressure is nearly independent of engine speed.
The HEUI-B system has enhanced, electronically controlled, injection
rate shaping capability. The proprietary design of this system allows
infinite fuel delivery strategies. Depending on engine operating speed
and load, the system uses a variety of shaped injection traces. This
results in reduced emissions at the point of combustion, while
preserving engine reliability and durability.

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22

Larger HEUI Pump

Larger
displacement
pump

Higher rail
pressure
capability

Larger reservoir

The C7 / C9 have a variable delivery HEUI Pump with an integrated

electro-hydraulic control valve. An earlier version of this pump is used
on the 3126E truck and C-9 industrial engines. The C7/C9 pump is
essentially a bored and stroked version of the earlier pump, capable of
10 ccs volumetric output per revolution versus the earlier pump's
capability of 8 ccs per revolution.
The C7/C9 pump has 28MPa (4060 psi) relief valve pressure vs.
26MPa (3770 psi) for the earlier pump. It also has a larger capacity
reservoir. Visually, this is the most distinctive feature. There are some
other internal differences that support this higher pressure and higher
displacement capability, but there is minimal new content due to design
carryover.

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HEUI Pump Drive

Two different
drive gears:

31 teeth for C9

36 teeth for C7

The C7 and C9 pumps operate at different drive speeds. This is

accomplished by using different front drive gears.
The C7 has a 36 tooth gear, providing a 1.38:1 ratio. The C9 has a 31
tooth gear, giving it a 1.61:1 drive ratio.
The C9 needs more oil flow, so the pump turns at a faster rpm on the
C9 engine. Also, the C9 has an iron mounting flange for increased
strength, while the C7 uses an aluminum mounting flange like on the
3126E.

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24

HEUI Pump

Variable
displacement
pump

Displacement
control vs.
pressure control

Increased
reliability

Because the pump has variable volume delivery, the system only
pressurizes the volume of oil that is needed for engine operation. This
results in a 1% to 5% bsfc improvement on the engine as compared to
the fixed volume per revolution pump used on the 3126B.
This pump uses a port-metering principle to regulate the volume of
pressurized actuation oil. This is similar to the sleeve metering method
used in earlier fuel systems. There is a fixed angle rotating drive plate.
The pump group does not rotate. We have over 20,000 endurance
hours on the C7/C9 pump, and over two years of field experience on
the pump used on the C-9 and 3126E.
Endurance testing was performed at 120% of rated conditions, with
cyclic and steady state testing at performed at 110 Degrees C.
Manufactured oil, simulating used engine oil, was used for durability
testing.

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25

Minimum Pressure

This slide shows port metering in low flow position. This will cause low
oil flow to the injectors, reducing the injection pressure.

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26

Maximum Pressure

Here we see port-metering in high flow position. This will cause high oil
flow to the injectors, increasing the injection pressure.

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27

Port-metering
Piston Motion
Full Effective Stroke

Sleeve Position
(controlled by
actuator)

Zero Effective Stroke

Effective stroke
begins at port closing

The sleeve position is controlled by the actuator. The piston is moved

into and out of the stationary barrel assembly by the rotating swash
plate.
Maximum volume is achieved when the sleeve is covering the bleed
port in the piston body during the full stroke of the piston into the barrel.
This is referred to as the full effective stroke.
Minimum volume is achieved when the sleeve is not covering the bleed
port in the piston body during the full stroke of the piston into the barrel.
This is referred to as the Zero effective stroke.

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28

Pump Operation

This slide is animated. The animation shows the oil flow through the
pump from minimum flow to maximum flow.
(Click on the image to start and stop the movie clip.)
The graphic demonstrates the following points:
Port metering
Control solenoid
Control actuation
Fixed swash plate

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Fuel Transfer Pump

The fuel transfer pump (FTP) is the
only serviceable component

FTP field service kit available
Align FTP shaft with HEUI pump
center shaft
Service instructions included with
kit

The fuel transfer pump is the only serviceable component. A field

service kit is available and must be used to prevent damage to the
HEUI pump when replacing the fuel transfer pump. A special bolt
replaces the upper L.H. bolt (as viewed from FTP end of pump) to hold
the HEUI pump together as the fuel transfer pump is removed.
Also be aware that there are special fasteners used here. The fasteners
accept:
Torx Plus T40 (OTC 6187 bit, or 6180 set)
Torx Plus T27 (OTC 6185 bit)

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30

IAP Diagnostic Test

There is a diagnostic test for the
HEUI pump in the Troubleshooting
Guide. Follow this if:
the engine will not start
actual rail pressure is not tracking
desired
the pump is suspect

There is a diagnostic test for the pump in the Troubleshooting Guide.

Follow this if:
the engine will not start
actual rail pressure is not tracking desired
the pump is suspect

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31

Aftertreatment

What does it look like?

What does it do?
Troubleshooting
How do we know if it is plugged?
What do we do about it?
Why do the OEMs carry the parts?

What does it look like?

What does it do?
Troubleshooting
How do we know if it is plugged?
What do we do about it?
Why do the OEMs carry the parts?

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Aftertreatment
What does it look like?

The aftertreatment device will look like a normal muffler. The difference
is within the can.

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33

Catalytic Converter Muffler

(CCM)
Diffuser Can

converter

Axial inlet

flow
Side inlet

The exhaust gas first enters the element through a diffuser can. This
spreads out the gases to use the entire converter instead of just a single
spot. After passing through the converter, the gas enters the muffling
element.

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34

Aftertreatment
Independent Catalytic Converter (ICC)
Converter
can
Inlet cone
(with diffuser)
converter

Exit
cone

If desired by an OEM, the vehicle could have a independent catalytic

converter and a separate muffler much like the arrangement on a car.

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35

Components of the
Aftertreatment
Key components:
substrate
catalyst coating

single channel
(cross section)

Substrate
(honeycomb)

Catalyst Coating

The catalytic element is a porous ceramic substrate with a precious metal

catalyst coating. Flow passes through the honeycomb design channels. The
cutaways here show the ceramic substrate (yellow) which is wash coated
(white) with a catalyst. As exhaust gases flow past the coating, a reaction
occurs that changes the chemical compounds in the exhaust gases.

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36

Diesel Oxidation Catalyst

Substrate (ceramic or metallic)

HC
CO
NOx
PM (soot+SOF+sulfates)
O2

Catalyst - Pt

Washcoat (Al2O 3)

CO2
H 2O
NOx
PM (soot+sulfates)
O2

Magnified pictorial of single channel in the converter

(~35,000 channels in 10.5 dia. converter)

Caterpillar Diesel Oxidation Catalyst (DOC):

This diagram represents a single channel in the converter. It shows the
ceramic substrate, wash coat, small particles of platinum in the wash
coat, and the compounds in the exhaust gas coming into and exiting the
converter.
Typically strategies to reduce NOx causes an increase in hydrocarbons.
The purpose of the DOC is to clean up the hydrocarbons.
Emissions from the engine include: hydrocarbons (HC), carbon
monoxide (CO), NOx , particulate matter (PM, consisting of soot + SOF +
sulfates), oxygen (O2). SOF, which stands for Soluble Organic
Fraction, is basically unburned fuel and oil.
As the exhaust flows through the channels of the substrate, the reaction
within the catalyst changes the hydrocarbons and carbon monoxide to
carbon dioxide and water. NOx is not affected by the converter.
However, due to ACERT Technology, the NOx is reduced at the point of
combustion.

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37

Diesel Oxidation Catalyst

Similar to, yet different from catalytic
converters used on automobiles

Diesel Oxidation Catalyst (DOC):
Cooler
Leaner exhaust
Different reactions

Precious metal based (Platinum)

The Caterpillar Diesel Oxidation Catalyst (DOC) is similar to, yet

different from, the catalytic converters used on automobiles. The Diesel
Oxidation Catalyst is designed to run cooler, work with leaner exhaust,
and have different catalytic reactions.
The Diesel Oxidation Catalyst is precious metal based, using platinum.

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38

Diesel Oxidation Catalyst

DOC History at Caterpillar
Oxicat in production since 1994
Over 50,000 units sold

Developed a low cost Oxicat in 2000 - 2001

for 3126B/E LEV application

At Caterpillar, this is a mature technology. It has been in production

since 1994, originally on the 3116 truck engines. Current development
optimizes size, precious metal loading, and other features.
Caterpillar developed a "low cost" Oxicat in 2000 - 2001 for use on the
3126B/E low emissions vehicle applications.
Heavy duty on-highway engines also began using aftertreatment
effective with the October, 2002 build. This continues with the heavy
duty on-highway engines using ACERT technology.

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39

Troubleshooting
Raw fuel and/or oil in the DOC will cause
problems:

Increased back pressure

Increased exhaust temperature

Deteriorated catalytic action

Raw fuel and/or oil in the DOC will cause problems:

Increased back pressure

Increased exhaust temperature

Deteriorated catalytic action

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Troubleshooting

Higher nominal back pressure

Check Systems Operation Test and Adjust for
maximum levels
To assess possible problem:
Measure high idle back pressure
Multiply by 1.8
Compare to maximum back pressure
specifications in SOTA

Engines equipped with catalytic converters will have higher nominal

back pressure. Check the Systems Operation Test and Adjust
Manual (SOTA) for maximum levels.
To assess possible problem:
Measure high idle back pressure
Multiply by 1.8
Compare to maximum back pressure specifications in the SOTA

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41

C7 C9 ACERT Technology
Electronic Engine Controls
Introduction
to C7 & C9
Electronics

INTRODUCTION TO C7 AND C9 ACERT TECHNOLOGY

ELECTRONIC ENGINE CONTROLS
This presentation will show the principle electronic differences between
the existing 3126E and the C7 with ACERT technology; also the C-9
and the C9 with ACERT technology. The 3126E and the C-9 have
been redesigned to meet the new U.S. Environmental Protection
Agency (EPA) Emissions Regulations for North America.
Key new electronic features include:
- C7 and C9 injector calibration procedure
- C7 Timing calibration procedure
- Smart Wastegate

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42

C7 C9
Class Prerequisites

Study references
3126B CD Cat HI300 Fuel System
_ RENR 1390-01

C-9 CD Cat HI300B Fuel System

_ RENR 1392

C-9 Training Manual Slide/Script on

the web at Service Training website
_ https://psmktg.cat.com/srvtrng/index.htm

Study references include:

3126B CD Cat HI300 Fuel System, RENR 1390-01
C-9 CD Cat HI300B Fuel System, RENR 1392
C-9 Training Manual Slide/Script on the web at Service Training website,
https://psmktg.cat.com/srvtrng/index.htm
Prerequisites
These are the prerequisites to study for the presentation. If these prerequisites are
completed, then this presentation will fill in the new content on the engine electronics.
The CDs offer a complete description of the existing 3126E and C-9 engine fuel
systems. There are many similarities between the existing and the new engines.
Prerequisite study references
3126B CD Cat HI300 Fuel System

RENR 1390-01

C-9 CD Cat HI300B Fuel System

RENR 1392

C-9 Training Manual Slide/Script on the web at this

Service Training website URL:

Class Intro.ppt

https://psmktg.cat.com/srvtrng/index.htm

43

C7 C9
Electronics Agenda

Calibrations

Smart Wastegate

Contacts for support

Topics
This presentation will cover the following topics:
Calibrations:
- Injector trim calibration
- Timing calibration
- Smart Wastegate
- Contact for Mossville support

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C7 and C9 Calibrations

Injector Trim Calibration

Timing Calibration

Calibrations
There are two calibration routines which will be covered in this
presentation:
- Injector trim calibration
- Speed timing sensor calibration

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45

Injector Trim Calibration

Injector Trim Calibration

The first of these system calibrations to be covered is injector trim calibration.
Injector trim calibration means that each injector will perform virtually identically within very
close limits throughout the operational envelope.
In order to reach the very finely required tolerances in injector performance and to meet
the EPA requirements, the injector must be calibrated. This calibration means that for
each point on the operational speed curve, each of the injectors must perform with
identical timing and fuel quantity. This degree of accuracy is only possible with a multiple
point calibration, which in turn is only possible with very sophisticated calibration data
uploaded to the ECM.
Software maps used to be in the ECM which would select the correct map using the trim
code from the face of the injector. This code was typically 4 or 6 digits.
Injector trim calibration on the C7 / C9 engines is very different from previous engines
requiring injector calibration. Firstly, the volume of information to be uploaded to the ECM
is far greater than before. This volume precludes the use of simple trim codes normally
stamped on the injector. The trim code if used, would contain hundreds of characters,
obviously not practical in this case.
In order to accommodate this volume of data, it is loaded into a trim file which is uploaded
to the engine ECM.

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46

Injector Trim File Downloads

Injectors calibrated using a file

Identified by injector serial No.
No trim codes on injector
Similar to flash program

Files available on SIS

Simple process as follows:

Downloading Injector Trim Files

Once again the injectors are calibrated using data in a file. The file is
identified by the injector serial number (seen on the following slides).
This process is not unlike the flash program process.
The files are stored and can be retrieved using SIS. The files are also
provided with the replacement injector on a CD.
The injector serial number must be obtained first in order to download
the file to the PC.

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47

Injector Serial Number

Used to identify
injector trim file
Confirmation
Code used to
check file
compatibility

Locate the injector serial number obtained from the injector as shown
above (arrow).
Also locate the "Injector Confirmation Code" to the right of the Serial
Number, in this case 4382.
The four digit random number is lasered on to the injector and included
in the trim file. This is a security measure to make sure the mechanic
actually has the injector in hand. Cat ET cross checks the injector serial
number and code in the trim file with what is typed in.

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48

SIS Web Main Menu with Injector Trim Files

On the SIS main menu, locate "Injector Trim Files" (arrow).

NOTE: If this item is not on the main menu, then the Dealer SIS
Coordinator should be contacted to have the SIS Web profile changed
to turn on the "Injector Trim Files".

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Injector Trim File Download Page

Follow the instructions on screen (left arrow) which says:

"Please enter valid search criteria to the right".
Follow the instruction on the right hand side, "Injector Trim File
Download", this contains the box for the serial number (right arrow).

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Injector Trim File Search Page

Injector Serial No. Entered

3B000108635C

Enter the serial number in the box (arrow).

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51

Search Performed

Click on the Search button, this will download the file. The file will
appear on the left hand side (arrow).
Click on this file name, this will bring up the "Save As" dialog box.
The file version number can be ignored when performing the calibration.
There is no need to perform an upgrade if the injector file is an earlier
version than the file in SIS. This information is used by the factory and
does not affect replacement or calibration of injectors.
Note: Currently only one file can be downloaded at a time.

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File Download Dialog Box

The File Download dialog box will appear.

Check the radio button: Save to Disk
Click the OK button

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53

Save As File Dialog Box

Using the Save AS dialog box:

Click on the folder (Injector Trim Files)
Click the Open button, (opens the folder) then:
Click the Save button in order to save the file to the PC
Once the files are collected, they can be downloaded to the the PC for
calibration.
Note: A folder called Injector Trim Files, was created to contain the
downloaded trim file.

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54

Calibrating the Injector

Calibrating the Injectors

Open Cat ET and select the following from the Service pull down menu:
Service / Calibrations / Injector Trim Calibration
Note 1: Both Dealer and Customer ET can be used to perform this
operation.
Note 2: No passwords are required to perform calibration.

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Select Injector & click the Change Button

Select the injector to program and click the Change button at the
bottom of the screen.
The "Open" dialog box will appear.

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Highlight the File to be Programmed to the Injector

Select (highlight) the file for calibration.

Note: The ET preferences menu allows the Injector Trim Files folder to
be automatically located in the same way as the Flash File folder is
located.

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Enter the Injector Confirmation Code

A prompt Indicates an Invalid Confirmation Code

Enter the Confirmation Code, this code was recorded from the injector
with the serial number. This code ensures that the correct and
compatible file is selected.
Cat ET determines if the Confirmation Code is valid. If not, Cat ET will
display an error message as shown on this slide.

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Emissions Warning
A Yes answer starts the programming

A prompt Indicates emissions could be affected.

If Yes is selected, ECM programming will start.

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Upon Completion, Serial Number Field has a Value

Upon successful completion, the Injector Serial Number field will have a
value.
Note: It the Serial Number field has not been programmed, there will be
an Active Fault displayed. The engine will run but with a warning light.

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C7 & C9 Timing Calibration

C9 No change from existing C-9

C7 Speed/Timing Cal. probe location
moves from flywheel to cylinder block like
C-9 & C9

C7 & C9 use a crankshaft slot for
calibration

Speed Timing Sensor Calibration

There is no change from the existing C-9 Speed/Timing Sensor
calibration to the new C9 calibration.
The C7 has a major change from the existing 3126E. The probe is
moved from the flywheel housing to the cylinder block.
This change improves the accuracy of the calibration by measuring the
angular position on the actual crankshaft. Accuracy is vital in order to
meet the new emissions requirements.

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C7 Timing Probe Installation

Position crankshaft at TDC

Rotate crankshaft 100 normal rotation

Install probe per Service Manual
_ (Previously 3126E probe installed in flywheel
housing)

C7 Timing Probe Installation

As previously mentioned, the C7 Timing Probe is installed in the cylinder
block like the C9.
The following procedure is used to install the probe:
Position crankshaft at TDC
Rotate crankshaft 100 in the normal rotation
Install probe IAW Service Manual
(The previous 3126E engine had the probe installed in the flywheel
housing.)
The Service Manual procedure should be the final authority for
installation.

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C7 Timing Probe Location

This view shows the C7 Timing Probe location on the block (arrow).
The probe location is behind the breather tube and below and left of the
ECM.

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C9 Timing Probe Installation

Position crankshaft at TDC

Rotate crankshaft normal rotation 85
Install probe per Service Manual
No change from existing C-9

C9 Timing Probe Installation

There is no change from the existing C-9 timing probe installation:
Position crankshaft at TDC
Rotate crankshaft in the normal rotation 85
(just less than a right angle)
Install probe IAW (in accordance with) the Service Manual

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Smart Wastegate

Smart Wastegate
The Smart Wastegate is similar to a mechanical Wastegate. The system also works
just like the October 2002 engine Smart Wastegate.
This control system is installed primarily for emissions reasons
The unit is electronically controlled by the ECM using a solenoid valve and is
operated mechanically using boost for actuation.
The Smart Wastegate control also modulates boost pressure to prevent cylinder
overpressure and turbo overspeed at high engine speed and load while still providing
enough cylinder cooling at peak torque.
This control also enhances high altitude performance by maintaining boost as the
vehicle gains altitude.
Boost pressure is modified by by-passing a portion of the engine exhaust around the
turbocharger. The amount of exhaust by-pass is determined by the position of the
Wastegate canister linkage. Wastegate canister position is dependent on the
pressure to the canister. This pressure is controlled by the Wastegate Solenoid.
This view shows the Wastegate Canister and the bleed orifice which is in the air line
tee.

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Wastegate Solenoid

The Wastegate Solenoid is controlled by the ECM and is used to

modulate the Wastegate position and therefore manifold pressure.

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Wastegate Solenoid

The Wastegate Solenoid is actually a modified hydraulic valve. The

solenoid operation is similar to the HEUI hydraulic pump control valve in
that it has a PWM signal from the ECM which controls the modulation of
the Wastegate by-pass valve.

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Wastegate Schematic

With the Smart Wastegate system, boost comes from the intake
manifold and passes through the Wastegate Solenoid control valve.
The Wastegate Solenoid is mounted on the inlet manifold. There is a
bleed orifice which allows the system to bleed pressure from the
Wastegate line.
The ECM reads engine speed, load and actual boost, compares these
parameters to the desired boost maps and closes the loop to drive
actual pressure to meet desired pressure.
Currently all C9 engines have the Smart Wastegate.
Only the high horsepower C7 engines have the Smart Wastegate.

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C7 and C9 ECMs

The (Version 9) ECMs on the C7 and C9 engines are new, and they are
identical.
These ECMs are not interchangeable with the earlier 3126E and C-9
(machine and industrial) ECMs.

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C7/C9
Support
Caterpillar On-Highway
Engine Call Center
Phone (800) 447-4986
E-mail Call_Cat@cat.com

For support, technicians are available at the Caterpillar On-Highway

Engine Call Center 24 hours a day, seven days a week to answer your
technical questions. Upon calling the 800 number shown on the slide, a
voice menu will direct you to the appropriate contact to handle your
situation.
You can also e-mail the call center at the address shown on the slide.
Contacts
This phone number should be used for technical assistance with the C7
and C9 engines.

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Any Questions?

Conclusion
ACERT stands for:
A

Advanced

Combustion

Emission

Reduction

Technology

ACERT technology takes us to the next generation of diesel engines

without the necessity of EGR and other maintenance intensive
accessories.
In brief, ACERT technology could be termed as sophisticated
simplicity. The problems of meeting the emissions standards are met
with sophisticated, intelligent software and cutting edge injectors using
the latest technology. This technology does not result in additional
sophistication in maintenance and repair.
QUESTIONS AND ANSWERS

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