Cylinder Cutout Cylinder Cutout

Introduction
The cylinder cutout tests are for the engines that are listed above. The cylinder cutout tests
have been
added to Version 3.2.1 of the Caterpillar Electronic Technician (ET). This is a special
upgrade to the
regular Version 3.2 release that was delivered in October 2000. The test is not currently
able to run on
793 truck engines if the engine is in chassis. Parasitic loads cause the test to abort
prematurely. The test
may be used if the engine is removed from the truck and the parasitic loads are reduced.
The test is useful for troubleshooting low power, rough operation, misfiring, and excessive
fuel
consumption. The test is designed to provide satisfactory results without externally loading
the engine.
The test provides a fast method and an effective method in order to diagnose cylinders
without the use of
a dynamometer. This makes the test well suited for use in the field. Proper use of the tests
will reduce
troubleshooting time and repair costs. The tests will also improve troubleshooting accuracy.
Do not perform any procedure in this Special Instruction until you read this information and
you
understand this information.
Test Overview
The diagnostic tests compare the performance between the cylinders. The tests can
determine if the
cylinders have a problem. ET will display an "OK" status or "Not OK" status for each
cylinder at the
end of the test.
There are five tests. One test was added for each of the following engines with standard
rotation 3508,
3512, and 3516. One test was added for 3512 and 3516 engines with reverse rotation. The
3508 engine
with reverse rotation uses the same test as the 3508 engine with standard rotation.
Description of the Test
The firing order is divided and the cylinders are put into cylinder groups. There are two
cylinder groups
for the 8 cylinder engine. The test for the 12 and 16 cylinder engines contain three cylinder
groups.
Refer to table 1. The tests for each engine configuration are slightly different. All of the
tests work in the
789B Off-HighwayTruck 7EK00001-UP (MACHINE) POWERED BY 3516
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same general manner.
The test sets desired engine speed to 1200 rpm or to the rated speed if the rated speed is
below 1200
rpm. One cylinder group is selected and the test cuts out the remaining cylinders. Next, the
test cuts out
each of the cylinders in the selected group by cutting out one cylinder at a time. Injection
duration is
then used to compare the performance of each cylinder to the other cylinders.
When one group is finished the test advances to the next group until all cylinders have been
tested. After
all cylinders have been tested, the entire test runs again and the results are averaged. After
the
completion of both test cycles an "OK" or a "Not OK" status is given for each cylinder.
This method of testing has several advantages. The multiple cylinder cutout test cuts out the
majority of
the cylinders by loading the engine internally. This eliminates the need to externally load
the engine.
Accurate testing of the engine can be completed with the engine in the chassis and on the
site.
In addition, when the engine is running on only a few cylinders it is possible to measure the
performance
of each cylinder with greater resolution.
Cylinders were placed into cylinder groups in a manner that provides uniform spacing in
the firing
order. This allows the engine to run as smoothly as possible on only a few cylinders.
Perfect spacing
between the firing of the cylinders is not possible for all of the engine configurations. The
specific
cylinders in each group of each test are shown in table 1.
The 3508 engine with standard rotation or reverse rotation allows the use of the same
cylinder cutout
test. The 12 and 16 cylinder engines require different tests for standard rotation or reverse
rotation. ET
will automatically detect the engine configuration. ET will then select the proper test for the
engine
configuration.
The first cylinder group on 16 cylinder engines contains 6 cylinders and the other two
groups contain 5
cylinders. The first cylinder group has lower numbers for the injection duration since the
group has an
extra cylinder. The cylinder-to-cylinder variation is calculated only within a cylinder group
and the
"OK" and the "Not OK" status will still be correct.
Table 1
Engine Configuration Cylinder Cutout Test
Cylinder Groups
3508 Standard and Reverse
Rotation 5 Cylinder 1-4-6-7, 2-3-5-8
3512 Standard Rotation 9 Cylinder 1-4-10-11, 2-5-7-12, 3-6-8-9
3512 Reverse Rotation 9 Cylinder 1-6-8-11, 4-5-7-10, 2-3-9-12
3516 Standard Rotation 12 Cylinder 1-6-8-9-13-16, 2-3-10-11-14, 4-5-7-
12-15
3516 Reverse Rotation 12 Cylinder 1-2-4-9-12-13, 3-6-8-11-16, 5-7-10-
14-15
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General Test Requirements
1. The engine must maintain engine speed of 1200 rpm or the rated speed if the rated speed
is below
1200 rpm within 125 rpm. An extremely rough running engine will need to be diagnosed
by
using other methods such as the manual single cylinder cutout test.
2. The engine coolant temperature must reach 68 C (154 F) to prevent cold mode and
other
characteristics of a cold engine from affecting the test results. If the engine will not warm
up, the
coolant temperature regulators may need to be replaced before the test is run.
3. No load should be placed on the engine. The test was designed in order to provide an
effective
means of troubleshooting the engine without a dynamometer. Since the test cuts out the
majority
of the cylinders the engine will not be able to carry much of an external load. Common
parasitic
loads are acceptable and the loads will not affect the test unless the loads change during the
test.
Higher loads will cause the test to abort if the engine is unable to maintain engine speed
within the
allowable test speed. In addition, higher loads may cause torsional damage to engine
components.
Beginning the Test
ET will set desired engine speed to 1200 rpm or to the rated speed if the rated speed is
below 1200 rpm.
ET will override the inputs of the throttle position sensor or other speed control devices in
order to set
the engine speed.
Ensure that running the engine at the test speed without throttle control will not have any
adverse
effects. Transmissions should be placed in Neutral. Vehicles should be placed in Park.
Parking brakes
should be applied. Generators should be off-line.
Note: Prematurely stopping the test or disconnecting ET during the test will return engine
speed control
to normal operation after a delay of several seconds. The engine speed may be low idle,
rated speed, or
any other speed, depending on the position of the throttle sensor or other speed control
devices.
Refer to ""Additional Information" " before using this test on engines that are used in the
following
applications:
789 Off Highway Trucks
1500 rpm and 1800 rpm Generator Set Engines
Machine engines that are installed on a dynamometer.
When the engine and related equipment is ready for testing begin the test.
1. Connect ET to the electronic control module.
2. Start the engine. Run the engine until the engine coolant temperature is at the normal
operating
temperature.
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3. Pull down the "Diagnostics" menu. Select "Diagnostic Tests" and then select "Cylinder
Cutout
Test". Refer to illustration 1.
4. ET will display the screen for the manual cylinder cutout test that is shown in illustration
2. Select
the "Start" button at the bottom of the screen in order to proceed to the multiple cylinder
cutout
test.
5. After selecting the "Start" button, ET will display a screen that lists the required test
conditions.
Select the "Continue" button at the bottom of the screen if the conditions have been met.
Illustration 1 g00775975
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6. ET will display a "Warning" dialog box. Read the warning and select "OK" if you are
ready to
continue.
7. The engine should now go to 1200 rpm or to the rated speed if the rated speed is below
1200 rpm
and ET will begin the cylinder cutout test.
8. The test runs two complete cycles and the results are averaged for consistency. Five
minutes are
required in order to complete the test for the 8 cylinder engine. Eleven minutes are required
in
order to complete the test for the 16 cylinder engine. If the test is completed successfully
ET will
display "Test Complete!" dialog box. Select "OK" in order to proceed to the test results.
9. ET will now display the "cylinder status" for each cylinder as "OK" or "Not OK".
10. Select the "Show Details" button in order to view the additional details of the test.
11. Print test results or save test results by selecting the "Print" button in the lower right
hand corner
of the screen.
Using Test Results
It is important to understand that this test evaluates the performance of the entire cylinder.
The results of
the test will not isolate a problem to the specific components that are within a cylinder. The
following
steps are recommended in order to repair a cylinder for a test result of "Not OK".
1. Check the following items: bridge adjustments, valve adjustments, the height of fuel
injector
timing, the part number of the fuel injector, the wiring harness for the fuel injector and
electrical
connections. Wear of valve train components can cause valve lash adjustments and height
adjustments for the fuel injector timing to be out of specification. Adjustments that are out
of
specification will cause a cylinder to be reported as "Not OK". New fuel injectors have a
trim
code that is printed on the top of the injector tappet. The trim code is four digits. The trim
code
must be programmed into the ET calibration screen. Earlier fuel injectors that do not have
trim
codes should be programmed to the default value of 1100. If any of the items are out of
specification, repair the condition and rerun the cylinder cutout test in order to confirm the
repair.
If the status of the cylinder is still "Not OK" then proceed to the next step.
2. Temporarily replace the fuel injector or exchange the fuel injector with a fuel injector in
a cylinder
that tested "OK".
3. Rerun the cylinder cutout test. If a fuel injector was exchanged from another cylinder and
the
problem follows the fuel injector, replace the fuel injector. If the problem stays with the
cylinder,
the fuel injector was not the cause of the problem. If the new fuel injector resolved the
problem
the repair is complete.
4. If the status of the cylinder is still "Not OK" the new fuel injector did not resolve the
problem. Do
not replace the fuel injector. Proceed to the next step.
5. Continue troubleshooting the other cylinder components such as pistons, valves, and
rings. Use
the techniques that exist in order to troubleshoot the problem.
Note: When fuel injectors are replaced, include the printed copies of the cylinder cutout
tests with any
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fuel injectors that are returned to the factory. There should be three cylinder cutout tests if
adjustments
for the top end were required for the repair. The first test is an initial test. The second is a
test after the
adjustments to the top end are made. The third test is run after the replacement of a fuel
injector in order
to confirm the repair. If multiple fuel injectors are replaced, mark the fuel injectors with the
appropriate
cylinder number. These steps help ensure a successful repair. The steps also help the
factory correlate
test results with test results from the failure analysis that is performed at the factory.
Interpreting Test Results
The test returns an "OK" or "Not OK" indication for each cylinder. The results are self-
explanatory and
the results are easily interpreted. The test also provides numbers that are for injection
duration. The
numbers for the injection duration are not easily interpreted. The numbers for the injection
duration are
provided at the completion of the test by selecting the "Show Details" button. The numbers
for the
injection duration are not normally required in order to perform a repair. A technician with
a thorough
understanding of the operation of the test would use the numbers for the injection duration.
The information that is listed in table 2 is an example of an engine repair. The information
contains
results of a cylinder cutout test. The information also contains interpretations of the
numbers for the
injection duration.
The test that is shown in table 2 was run with a faulty injector. The fuel injector in cylinder
7 has a low
rate of fuel delivery (28 percent). The test correctly identified cylinder 7 as "Not OK".
However, the
numbers for the injection duration may lead to a different diagnosis. For example, cylinder
5 is the
weakest cylinder in the column "Cycle 2" at 1565.54. The test identified cylinder 7 as the
weakest
cylinder. However, cylinder 5 has the lowest duration number.
In order to understand the test results that are listed in table 2, you must remember that the
8 cylinder
cutout test has two cylinder groups. Only the cylinders that are within a test group are
compared to each
other. The first group contains cylinders 1, 4, 6, and 7. The second group contains cylinders
2, 3, 5, and
Table 2
Test Before Repair
Cylinder Cycle 1 Cycle 2 Status
1 1653.37 1653.41 "OK"
2 1610.66 1598.56 "OK"
3 1600.46 1590.95 "OK"
4 1661.03 1651.35 "OK"
5 1569.08 1565.54 "OK"
6 1653.15 1641.71 "OK"
7 1589.64 1583.97 "Not OK"
8 1587.90 1592.06 "OK"
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8. Compare the results of cylinder 7 with the results that are from cylinders 1, 4, and 6.
Cylinder 7 is much lower than the other cylinders in this group. Therefore, ET determined
that cylinder
7 was "Not OK". The injection duration of cylinder 5 is slightly lower than the injection
duration of
cylinder 7. However, cylinder 7 is in a different group so a comparison of these two
cylinders is not
valid. Cylinder 5 is fairly close to the other cylinders in number 5 cylinder's own group.
This is the
reason that cylinder 5 tested "OK".
Notice that the injection duration for cylinders 1, 4, and 6 is high when the injection
duration is
compared to the other cylinders. Cylinders 1, 4, and 6 must work harder in order to
compensate for
cylinder 7. Cylinders 2, 3, 5, and 8 are not affected because the cylinders are in a different
cylinder
group and the group is not tested with cylinder 7.
The next test was run on the same engine after replacing the weak fuel injector in cylinder
7. The results
are shown in table 3.
After the repair of cylinder 7, ET will now indicate the status of the cylinders as "OK".
Cylinders 1, 4,
and 6 are not working hard in order to compensate for cylinder 7. This caused the numbers
for the
injection duration for 1, 4, and 6 to decrease from the initial test.
Cylinder 5 has the lowest number, but cylinder 5 is close enough to the other cylinders that
are in the
group in order to test "OK". When all of the cylinders test "OK", do not attempt to make
observations
about cylinder performance based on the minor variations in the numbers of injection
duration. These
minor differences are beyond the capabilities of the test. These minor differences are so
small that the
differences are insignificant. Therefore, do not assume that cylinder 5 is more powerful or
less powerful
than any of the other cylinders.
Testing Tips
Table 3
Test After Repair
Cylinder Cycle 1 Cycle 2 Status
1 1576.59 1573.18 "OK"
2 1590.13 1594.12 "OK"
3 1578.82 1573.88 "OK"
4 1579.76 1578.88 "OK"
5 1562.71 1558.12 "OK"
6 1572.12 1559.18 "OK"
7 1576.25 1570.00 "OK"
8 1576.50 1574.00 "OK"
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Use the following tips in order to improve the accuracy of the results of the cylinder test.
1. Run the test when the engine is at normal operating temperature. The test will run when
coolant
temperature is at least 68 C (154 F), but the results will be more consistent and accurate
at
normal operating temperature. If the engine will not warm up the coolant temperature
regulators
may be leaking excessively.
2. If the test produces results that are questionable for some reason, rerun the test. Test
results are
generally consistent and repeatable. There is a small amount of variation from one test to
another
test. A marginal cylinder may test "OK" one test and "Not OK" for another test. If test
results
differ the test that was conducted closest to the normal operating temperature is most
accurate.
3. Valid test results can not be obtained when accessories are cycling on and off during the
test. Turn
off the air conditioner. Make sure that other accessories such as cooling fans, air
compressors, and
power steering pumps are always on or always off and do not cycle during the test.
4. The test does not measure the power that is produced by the cylinders. The test only
measures the
percent of variance between cylinders in the same cylinder group.
5. The test indicates "Not OK" when the cylinder performance is weak. The weak cylinder
is
compared to the other cylinders that are in the same cylinder group. The test will indicate
"Not
OK" for a cylinder that is approximately 10 percent to 15 percent low on power.
6. Many customers may not notice a performance problem when only one cylinder is 10
percent to
15 percent low on power. This is especially true on engines with a large number of
cylinders.
Some applications are more sensitive to small drops in power.
7. Replacing a marginal fuel injector that tests "Not OK" may not always be in the
customer's best
interest. An example might be on an engine that has no performance complaint and the
engine is
near a scheduled maintenance interval. Use common sense.
8. The test does not currently detect high power cylinders. A "Not OK" indication is given
only for
low power cylinders.
9. ET will only compare the cylinders that are in the same cylinder group in order to
determine
whether a cylinder is "OK" or "Not OK". Cylinders in one cylinder group can not be
compared to
cylinders in a different cylinder group. This is especially true on the 16 cylinder test. The
three
cylinder groups do not contain the same number of cylinders. This results in a difference in
the
numbers of the injection duration for the first group when the numbers are compared to the
other
two groups. This situation does not affect the test results.
10. The test checks for cylinder-to-cylinder variation, but the test does not measure the
actual power.
It is possible that an engine could have an entire set of fuel injectors that are uniformly low
on
power and test "OK". Although this is possible, it is unlikely. Typically in a worn set of
fuel
injectors or a damaged set of fuel injectors, some fuel injectors will have more degradation
than
other fuel injectors. This will cause an increase in the variance. The test should be able to
find the
variance.
11. An extremely weak cylinder may obscure a weak cylinder that is in the same cylinder
group. If
this happens, the test will find the extremely weak cylinder first. Then when that cylinder is
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repaired and the test is rerun, the repaired cylinder will test "OK", but a different cylinder in
the
same group may then test "Not OK". If another cylinder tests "Not OK" after a repair,
verify that
the cylinder is in the cylinder group that was repaired. If the cylinder is in the same group,
then
the cylinder was probably weak and the cylinder was obscured by another weak cylinder. If
the
cylinder is in a different cylinder group, there has been a change. This could be the result of
a
marginal cylinder, a change in coolant temperature from one test to the next, accessory load
cycling, or other factors.
12. The results of the cylinder cutout test are used to supplement the processes of
troubleshooting and
service. The cylinder cutout test is used with other tests and other procedures in order to
guide a
technician to a fast, accurate repair.
Additional Information
Additional Test Procedures for 789 Off Highway Trucks
The steering pump will recharge the accumulators after every 30 to 40 seconds. This is due
to the
thermal bleed that is internal to the steering valve. The thermal bleed circulates warm oil
through the
valves in order to prevent thermal shock.
The charging of the accumulators creates a load change that affects the cylinder cutout test.
The
Personal injury can result from hydraulic oil pressure and hot oil.
Hydraulic oil pressure can remain in the hydraulic system after the
engine has been stopped. Serious injury can be caused if this pressure is
not released before any service is done on the hydraulic system.
Make sure all of the work tools have been lowered to the ground, and
the oil is cool before removing any components or lines. Remove the oil
filler cap only when the engine is stopped, and the filler cap is cool
enough to touch with your bare hand.
Personal injury or death can result from improperly checking for a
leak.
Always use a board or cardboard when checking for a leak. Escaping
air or fluid under pressure, even a pin-hole size leak, can penetrate
body tissue causing serious injury, and possible death.
If fluid is injected into your skin, it must be treated immediately by a
doctor familiar with this type of injury.
Engine(.S..EPgina 10 de 12
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following procedure will keep the steering pump on in order to prevent a load change.
1. Locate accumulator charging valve (1) .
(1) Accumulator charging valve
(2) Drain line
(3) Elbow
NOTICE
Care must be taken to ensure that fluids are contained during
performance of inspection, maintenance, testing, adjusting and repair
of the product. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop
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2. Disconnect drain line (2) from elbow (3) that is installed in the accumulator charging
valve.
3. Use 6V-9508 Face Seal Plug and 6V-8397 O-Ring Seal in order to plug the drain line
that is
disconnected from the accumulator charging valve.
4. Use 6V-9829 Cap As in order to cap the elbow.
5. Perform the cylinder cutout test.
6. After the cylinder cutout test, reconnect the drain line to the accumulator charging valve.
Note: If the warning light for the Steering Oil Temperature activates, stop the cylinder
cutout test and
reconnect the drain line. Allow the steering oil temperature to return to normal temperature
before you
attempt to rerun the cylinder cutout test.
Additional Test Procedures for 1500 rpm and 1800 rpm Generator Set
Engines
The operation of a 1500 rpm generator or 1800 rpm generator at the 1200 rpm test speed
may cause
some voltage regulators to deactivate during the test. This may cause a change in the engine
load which
will make the cylinder test invalid. If the voltage regulator deactivates during the test, stop
the test. Run
the test again while the voltage regulator is off. When all testing is complete reactivate the
voltage
regulator.
Additional Test Procedures for Running Machine Engines on a
Dynamometer
Diagnostic codes are frequently activated when an engine is removed from a machine for
dyno testing.
These diagnostic codes may prevent the cylinder cutout test from starting. Some machine
engines are
equipped with an ET Dyno Mode. This feature causes certain diagnostic codes to be
ignored. This
allows the dyno test to be run on the engine. If this feature is available, put the engine into
dyno mode
first and then begin the cylinder cutout test. Refer to the Service Magazine 13 November,
"Operational
Requirements Needed to Use Dyno Mode Tool in Caterpillar Electronic Technician" for
more
information about ET dyno mode.
Products Guide" for tools and supplies suitable to collect and contain
fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
Copyright 1993, 2004 Caterpillar Inc.
All Rights Reserved.
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