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Perkins
1106D and 1104D Electronic Engine
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Common Rail A&I Guide Page 1 of 19 19/10/2012
Perkins Confidentiality Green Issue 3.1
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1.0 Introduction
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The mechanical and electronic systems for the 1106D and 1104D engines are covered under
a separate A and I guide which can be found on Secured Internet
The Information in this document is the property of Caterpillar Inc. and/or its subsidiaries.
Without written permission, any copying, transmission to others, and any use except that for
which it is loaned is prohibited.
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Common Rail A&I Guide Page 3 of 19 19/10/2012
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Contact with high pressure fuel may cause fluid penetration and burn
hazards. High Pressure fuel spray may cause a fire hazard. Failure to
follow these inspection, maintenance and service instructions may
cause personal injury or death.
• After the engine has stopped, wait for a minimum of 60 seconds in order to allow the
fuel pressure to dissipate from the high pressure (HP) fuel lines before any service or
repair is performed on the fuel system.
• Inspect all lines and hoses for wear or for deterioration after the engine has stopped.
The hoses must be suitably restrained with sufficient clearance to other components.
• Make sure that all clamps, guards, and heat shields are installed correctly. This will
help to prevent vibration, chafing against other parts, and excessive heat, during
engine operation.
• Oil filters and fuel filters must be correctly installed. The filter housings must be
tightened to the correct torque. Refer to the Disassembly and Assembly manual for
more information.
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• Leaks can cause fires. All fuel spills must be cleaned up before further work is
undertaken on the engine.
• Care should always be taken when working with the High Pressure Fuel system.
The C6.6 and C4.4 ACERT engine is equipped with a two-filter, filtration system to
protect the system. A primary filter and water separator situated before the transfer
pump and a secondary filter located before the high pressure fuel pump. Both filters
are mandatory and must be supplied by Perkins.
The system is self-venting, and therefore you must not crack the injector HP pipes
during priming of the system.
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A transfer pump mounted directly to the high-pressure pump draws the fuel from the
tank to pressurise the system.
It is a performance requirement of the injectors for the fuel leak off from the injectors to
be fed to the pressure side of the transfer pump.
Between the transfer pump and the secondary filter, fuel is generally passed through a
gallery in the ECM to provide cooling.
An OEM supplied fuel cooler may be required. The fuel cooler can be positioned
between the Transfer pump outlet and ECM inlet, or alternatively in the fuel return line
to tank.
Leak off from the high-pressure pump, secondary fuel filter and fuel rail pressure relief
valve are fed back to tank via a non return valve.
Perkins primary filter and water separator is mandatory for all installations. The OEM
has the option to procure from Perkins the primary filter and water separator and
remote mount it in the application.
There is a Perkins supplied additional filter kit available that can be added as a field
service kit to improve filtration in heavy duty or arduous application. For engines or
machine working in Lesser Regulated Countries (LRC) or Territories with poor fuel
quality it is mandatory that the additional filter is fitted. If an additional filter is required
it is mandatory that the filter kit is supplied by Perkins. Please refer to Perkins Kit
U5MK1252 - Fuel Filter Kit and Leaflet 2180258 for details and fitting instructions.
If a fuel cooler is required it is the OEM’s responsibility to provide and install the fuel
cooler. Fuel cooler selection and specification is detailed in section 5.0.
The OEM must connect the above components to the engine using quick fit
connectors. They are not permitted to disturb the screw fittings already supplied on the
engine. More details about quick fit connectors are provided in Section 9.2.
The function of the primary filter is to protect the transfer pump from debris, and influence the
overall system filtration efficiency. The primary filter and water separator can be either
mounted on engine or supplied loose for installation at a non-standard location, either on the
engine, or off the engine in the OEM’s installation.
It is mandatory that the OEM uses the Perkins supplied Primary Filter and water separator.
Perkins supplied primary filter and water separator is 20 micron filter with 250ml water
capacity.
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A fuel cooler is required in certain applications if the temperature of the fuel entering the
engine is too high. Control of fuel temperature is required for a number of reasons:
Maintenance of ECM working temperature for durability
Protection of High Pressure Fuel Pump, fuel injectors and injector electronics
A fuel cooler will be required if the fuel temperature entering the engine (at the outlet to the
ECM) exceeds 90oC in a 46oC ambient.
The need for a fuel cooler is application dependent, and can only be determined through
testing the installation to ensure the fuel inlet temperature does not exceed the limit for the
engine. The following factors can significantly effect fuel temperature, and it is recommended
that a fuel cooler be used for the these conditions:
If the application has a plastic fuel tank
If the fuel tank is next to a heat source, ie hydraulic system
If the primary filter is next to a heat source
High engine bay temperatures
Low or no air flow over engine or fuel tank
The following test procedure details the preferred fuel system test method to ensure that
maximum fuel temperature at the outlet to ECM is NOT exceeded.
1. Install temperature probes at the following locations. The diagram in section 12.0
shows these locations on the engine. It is recommend that an 8-channel data-logger
be used with a minimum sample rate of 5 seconds
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2. Ensure that the fuel tank is sufficiently full to complete between 1 to 2 hours of
arduous testing (engine operating under the same conditions that would be used for
determining ambient capability) with an aim to finish the test on an almost empty tank.
An empty fuel tank is expected to provide the worst case for fuel temperature.
3. Ensure that all engine covers and side panels are fitted into place, cab heater is
switched off, air conditioning is switched on and 50% antifreeze is used. Test can be
completed with or without jacked open thermostats.
If temperature out of the ECM exceeds 90oC then the test must be
stopped.
ECM Outlet Temperature X2 + (0.586 x (Maximum working temperature 46oC – Ambient Temperature X1))
7.If the Maximum fuel temperature is above 90oC in a 46oC ambient then a fuel cooler
is required.
If a fuel cooler is required, this will be customer supplied. There are two possible positions for
the fuel cooler.
Option A – Return to tank line after the customer connection.
Option B – ECM inlet
If the fuel cooler is to be installed per Option B - ECM inlet, then the engine MUST be built in
the factory with quick fit connectors installed to allow the OEM to connect the fuel cooler.
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OEM must ensure that the plastic pipe linking the fuel cooler connections is removed only
when the fuel coolers is ready to be connected. It is not permitted to install the fuel cooler in
the following locations:
Do Not install the fuel cooler in any part of the system before the transfer pump.
Do Not break into the Engine supplied fuel system to install the fuel cooler.
The following aspects should be taken into account when installing the fuel cooler into the
application:
Fuel cooler should ideally be flexibly mounted to the machine chassis to prevent
fatigue damage from vibration.
If the Fuel Cooler is mounted off-engine then flexible pipes should be used to allow for
adequate engine movement.
For maximum efficiency, the fuel cooler should be mounted in a location that provides
adequate air flow over the cooler.
5.5 Fuel Cooler Specification
The following table gives the technical details for specifying a fuel cooler.
The fuel tank is an integral part to any fuel system and it is therefore important to make sure
the fuel tank design and material specification is to the correct standard in order to support
the integrity of the common rail fuel system. The following provides details of the mandatory
requirements and recommendations when designing the fuel tank.
The fuel tank MUST be designed using materials suitable for fuel oils.
The fuel tank MUST be designed using materials that do not corrode.
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It is recommended that the fuel tank include a sediment/water trap at the base of the
tank, that is accessible for periodic service.
The fuel feed line must be above the sediment trap to leave at least 3% to 5% of the
fuel in the tank.
The fuel return line to tank can be below or above the maximum fuel level in the tank.
If the fuel return to tank is below the maximum level it must be at least 150mm away
from the outlet from the tank. This is to avoid hot fuel being re-circulated into the
engine and allow any entrapped air to dissipate.
The fuel tank must be fitted with a 2 micron serviceable breather fitted to the tank.
It is not recommended to include a gauze on the fuel feed line inside the tank.
It is recommended that the fuel tank filler neck includes a serviceable mesh to prevent
debris from entering the tank during filling.
It is recommended that the fuel tank filler neck be located such that it is easy to clean
the area before removing the cap and so that debris will not enter the filler during the
machine refilling.
The manufacturing of the fuel tank should be to Perkins cleanliness standard detailed
in section 13.0.
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The Perkins supplied Primary filter contains a mechanical, hand operated priming pump.
Hand priming requires easy access to the primary filter. Time to prime for the Perkins
supplied mechanical pump is up to 1.5minutes of continuous pumping.
An engine mounted electrical priming pump is available. Alternatively OEM’s can supply their
own priming pump. The specification requirements that must be fulfilled by an OEM supplied
priming pump are shown in section 7.2.
Electric priming pumps can be engine or chassis mounted. Pumps can be specified in either
24v or 12v configuration.
It is recommended that the operating switch is mounted near the engine, and set to prime for
at least 1.5 minutes with the possibility of an override.
When priming the system after a filter change or first fill, no attempt should be made to
disconnect any of the low-pressure system. Both the low pressure and High Pressure (HP)
fuel systems are self-venting. Excess air will be vented during the priming process.
The HP system is sealed; no attempt must be made to break into the HP pipes. Excess air
will be automatically purged during priming.
All electric priming pumps must be fitted with a bypass one-way valve that complies with the
standard system specifications.
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The following table shows the technical requirements for customer supplied priming pumps.
Pressure
Under Bonnet Temperature -- 125°C for 30
minutes, 105° C
Return to Tank Temperature -- < 90°C Out of engine pre-cooler.
Dependent on application
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There are two connections to supply the fuel to and from the engines. The position of the
supply connections will be either on the primary filter (if supplied on engine) or the fuel
transfer pump if the OEM remote mounts the primary filter.
The return connection will be engine mounted after the non-return valve. The position on the
engine will be dependent on the filter option selected. All the connections supplied on the
engine are of the quick fit type.
Primary Filter Inlet - Factory Fitted primary filter 15.82mm Quick Fit Connector
Transfer Pump Inlet – For OEM mounted primary filter, 15.82mm Quick Fit Connector
The following are recommendations for the fuel lines to and from the engine.
The minimum inside diameter for the feed line is 13mm with a maximum 3m
length.
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The fuel lines should be adequately clipped to ensure that they do not rub or
touch other machine or engine components
All fuel lines must meet the cleanliness specification as detailed in section 13.0
Fuel outlet temperature measured at outlet from ECM – See section 5.2 for procedure
Air temperature 25mm above the centre of the ECM
The following diagram shows where the ECM temperatures should be measured
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The ECM Should be tested during the fuel cooling test as detailed in section 4.2. If an air
cooled ECM is used a heat soak test MUST be completed to check the rise in ambient. The
test is to be conducted as follows:
After completing the arduous test cycle the engine MUST be switched off
immediately. The ECM local ambient temperature must be recorded until the
temperature has started to decrease.
Do not remove the protective caps from the OEM connections points until final
assembly. Do not remove as part of the sub assembly.
All new components should remain bagged and capped until immediately before use.
Parts must be inspected prior to use. Ensure capping is intact and parts are clean and
undamaged. Reject any parts that do not conform.
Before attempting any work on the fuel system, the entire engine should be washed
with a high pressure water system in order to remove dirt and loose debris that might
contaminate the fuel system.
The technician must wear suitable latex gloves and protective clothing. The latex
gloves should be disposed of immediately after completion of the repair in order to
prevent contamination of the system.
High pressure lines are not reusable. New High Pressure lines are manufactured for
installation in only one unique location. When a high pressure line is replaced, do not
bend or distort the new line. Even if the high pressure line has been loosened, it needs
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to be replaced
All new fuel filters, high pressure lines, tube assemblies and components are supplied
with sealing caps. These sealing caps should only be removed immediately before
installing the new part. If the new component is not supplied capped and bagged then
the component should not be used.
When a component is removed from the system, the exposed fuel connections must
be closed immediately with new sealing caps. The sealing caps should only be
removed when the component is reconnected.
The sealing caps must not be reused. Dispose of the sealing caps immediately after
use. Contact your nearest dealer or distributor to obtain the correct sealing caps.
When possible, the service area should be positively pressurised in order to ensure
that the components are not exposed to contamination from airborne dirt and debris.
11.2 Mandatory parts that require replacement during fuel system servicing
The following items MUST be replaced, under the following circumstances when servicing
the engine, or are found to be damaged. They must not be repaired or reused.
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B – Per Passage
D – For Fuel System Components only –
No more than 10 abrasives greater than
40 micron in size per cleanliness patch
# Number of Particles
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