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GLOBAL SERVICE TRAINING

374F / 390F Hydraulic Excavator


LRC ENGINE AND SUPPORT SYSTEMS
MODULE 5 - TEXT REFERENCE

SERV1994

CAT, CATERPILLAR, their respective logos, ACERT, “Caterpillar Yellow” and the POWER EDGE
trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar
and may not be used without permission. © 2014 Caterpillar Inc. All Rights Reserved.
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SERV1994 - 05/14 -2- Module 5 - LRC Engine and Support Systems

TABLE OF CONTENTS
SAFETY BRIEFING��������������������������������������������������������������������������������������������������������������������� 3
PURPOSE����������������������������������������������������������������������������������������������������������������������������������� 4
REASON������������������������������������������������������������������������������������������������������������������������������������� 5
COMPETENCY STATEMENT����������������������������������������������������������������������������������������������������� 6
LEARNING OUTCOMES������������������������������������������������������������������������������������������������������������ 7
C15 AND C18 ACERT™ TECHNOLOGY LRC ENGINES���������������������������������������������������������� 8
ENGINE ELECTRICAL SYSTEM���������������������������������������������������������������������������������������������� 13
C15 / C18 LRC ENGINE - MAJOR COMPONENT IDENTIFICATION�������������������������������������� 19
C15 / C18 ENGINE SENSORS AND SERVICE POINTS��������������������������������������������������������� 23
374F / 390F HYDRAULIC EXCAVATOR COOLING SYSTEM�������������������������������������������������� 28
ENGINE COOLING SYSTEM COMPONENT IDENTIFICATION���������������������������������������������� 30
C15 / C18 ENGINE MEUI FUEL SYSTEM�������������������������������������������������������������������������������� 34
ENGINE FUEL SYSTEM COMPONENT IDENTIFICATION����������������������������������������������������� 36
ENGINE INTAKE AIR AND EXHAUST SYSTEM���������������������������������������������������������������������� 39
ENGINE INTAKE AIR AND EXHAUST SYSTEM COMPONENT IDENTIFICATION���������������� 40
PURPOSE REVIEW������������������������������������������������������������������������������������������������������������������ 44
REASON REVIEW�������������������������������������������������������������������������������������������������������������������� 45
COMPETENCY STATEMENT REVIEW������������������������������������������������������������������������������������ 46
LEARNING OUTCOMES REVIEW������������������������������������������������������������������������������������������� 47
MODULE CONCLUSION���������������������������������������������������������������������������������������������������������� 48

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SERV1994 - 05/14 -3- Module 5 - LRC Engine and Support Systems

SAFETY BRIEFING
• Emergency Phone Numbers
• First Aid Responders
• Location of Exits
• Location of Fire Extinguisher
• Room Alerts or Hazards
• Designated Location for Evacuation
• Storm Shelter
• Hazardous Material

Safely Home. Everyone. Every Day.™

3
SAFETY BRIEFING

Before beginning this module, the following topics will be reviewed:


• Emergency Phone Numbers
• First Aid Responders
• Location of Exits
• Location of Fire Extinguisher
• Room Alerts or Hazards
• Designated Location for Evacuation
• Storm Shelter
• Hazardous Material

Safely Home. Everyone. Every Day.™

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SERV1994 - 05/14 -4- Module 5 - LRC Engine and Support Systems

PURPOSE

This module is designed to ensure technicians can


locate, identify, and describe the function of all major
components and service points of the C15 and C18
LRC engines in the 374F/390F Hydraulic Excavators
and their supporting fuel, cooling, and air systems, and
to demonstrate knowledge of the operational strategies
used in these systems.

4
PURPOSE

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SERV1994 - 05/14 -5- Module 5 - LRC Engine and Support Systems

REASON

It is necessary for technicians to identify system


components and service points and demonstrate
knowledge of the C15 and C18 LRC engines in the
374F/390F Hydraulic Excavators and support systems
in order to troubleshoot engine and support systems
components. This will ensure customers experience
quick, accurate resolutions of engine or machine
performance problems.

5
REASON

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COMPETENCY STATEMENT

At the completion of this training session, participants


will be able to locate, identify, and describe the function
of all major components and service points of the C15
and C18 LRC engines and their support systems in the
374F/390F Hydraulic Excavators during lab exercises.
Participants will also be able to demonstrate knowledge
of basic engine operation and describe the flow of fuel,
coolant, and air through the related engine and support
systems during a classroom post-assessment with at
least 80% accuracy.

6
COMPETENCY STATEMENT

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LEARNING OUTCOMES

Upon completion of this 374F/390F Hydraulic


Excavator LRC Engine and Support Systems module,
participants will be able to:
• Locate, identify, and describe the functionality of
all C15 and C18 LRC engine and support systems
components.
• Describe the flow of fuel, coolant, and air through the
C15 and C18 LRC engines and support systems.

7
LEARNING OUTCOMES

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SERV1994 - 05/14 -8- Module 5 - LRC Engine and Support Systems

8
C15 AND C18 ACERT™ TECHNOLOGY LRC ENGINES

• Defines the determining factors The C15 and C18 ACERT® technology LRC engines are installed in the 374F and
for whether Tier II or Tier III 390F Hydraulic Excavators destined for Lesser Regulated Countries (LRC). The
LRC engines are installed in the Tier II and Tier III ACERT engines installed in these machines are determined by
machines the marketing area in which the machines are sold. The differences between the
Tier II and Tier III engine operation is contained in the engine software (Flash
• The C15 and C18 ACERT Files). The components used in the LRC Tier II and Tier III engines are the same.
technology LRC engines have
similar arrangements of engine The C15 and C18 engines used in the 374F and 390F Hydraulic Excavators are
components, but Flash Files are similar in their arrangements. A few component locations are different between
different between Tier II and the two machines, however, component functionality is the same. The differences
Tier III engines between these two engines will be discussed in detail later in this module.

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9
C15 Tier II and Tier III LRC Engines in the 374F Hydraulic Excavator

• Overview of the C15 ACERT The 374F Hydraulic Excavators for LRC regions are powered by Cat C15 ACERT
technology Tier II and Tier III Technology engines. The Tier II and Tier III electronic engines are identically
engine specifications and equipped, with the engine software being the only difference between them. The
features: engines are equipped with Mechanical Electronic Unit Injector (MEUI) fuel systems,
including a mechanical fuel transfer pump and six MEUI injectors. The Cat C15
-- 15.2 liter displacement engine is an in-line six-cylinder arrangement with a displacement of 15.2 liters.
-- In-line six-cylinder arrangement
-- Turbocharger with wastegate The engine is equipped with a standard wastegate controlled turbocharger. The
374F is also equipped with an Air to Air AfterCooler (ATAAC) intake air system.
-- ATAAC The engine is electronically controlled, using an air cooled ADEM 4 Engine ECM.
-- Air cooled ADEM 4 Engine ECM The C15 is rated at 367 net kW (492 net horsepower) at 1600 rpm.
-- Rated at 367 net kW (492 net
horsepower) at 1600 rpm Most maintenance and service points are located on top of the engine or on the
right side of the engine, which faces the front of the engine compartment. Access
to the starter, engine oil drain, and other lower engine service points is more easily
• Most maintenance and service
accomplished by removing the engine access panels beneath the upper structure.
points located on top or on the
right side of engine Engine oil and filter change intervals are set at 500 hours. However, engine load
factor, sulfur levels in the fuel, oil quality, and altitude may negatively impact the
• Engine oil and filter change oil change interval. Regular engine oil samplings (S•O•S) should be performed to
intervals are set at 500 hours confirm oil cleanliness.

• Fuel filter change intervals are Twin primary fuel filters, a secondary fuel filter, and a tertiary fuel filter ensure
set at 250 hours. delivery of clean fuel to the injectors. Fuel filter change intervals are set at 250
hours.

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SERV1994 - 05/14 -10- Module 5 - LRC Engine and Support Systems

A hydraulic cooling fan with reversing valve is standard on the 374F. The hydraulic
fan draws air through the radiator, the hydraulic oil cooler, the air conditioning
condenser, the fuel cooler, and the Air To Air AfterCooler (ATAAC).

Diesel Bio-Fuel, up to B20 (20% mixture), is approved for use in the engine.

The C15 engine specifications for the 374F Hydraulic Excavator are:
• Serial number prefix: TXY
• Maximum altitude: 3048 m (10,000 ft.) without derate
• Full Load power: 367 kW (492 horsepower) at 1600 rpm
• High Idle rpm: 1600 (in High HP mode)
• Low Idle rpm: 900

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SERV1994 - 05/14 -11- Module 5 - LRC Engine and Support Systems

11
C18 Tier II and Tier III LRC Engines in the 390F Hydraulic Excavator

• Overview of the C18 ACERT The 390F Hydraulic Excavators for LRC regions are powered by Cat C18 ACERT
technology Tier II and Tier III Technology engines. These Tier II and Tier III electronic engines are identically
engine specifications and equipped, with the engine software being the only difference between them. The
features: engine is equipped with a Mechanical Electronic Unit Injector (MEUI) fuel system,
including a mechanical fuel transfer pump and six MEUI injectors. The Cat C18
-- 18.1 liter displacement engine is an in-line six-cylinder arrangement with a displacement of 18.1 liters.
-- In-line six-cylinder arrangement
-- Turbocharger with wastegate The engine is equipped with a standard wastegate controlled turbocharger. The
-- ATAAC 390F is also equipped with an Air to Air AfterCooler (ATAAC) intake air system.
The engine is electronically controlled, using an air cooled ADEM 4 Engine ECM.
-- Air cooled ADEM 4 Engine ECM The C18 is rated at 408 net kW (547 net horsepower) at 1700 rpm.
-- Rated at 408 net kW (547 net
horsepower) at 1700 rpm Most maintenance and service points are located on top of the engine or on the
right side of the engine, which faces the front of the engine compartment. Access
• Most maintenance and service to the starter, engine oil drain, and other lower engine service points is more easily
points located on top or on the accomplished by removing the engine access panels beneath the upper structure.
right side of engine
Engine oil and filter change intervals are set at 500 hours. However, engine load
factor, sulfur levels in the fuel, oil quality, and altitude may negatively impact the
• Engine oil and filter change
oil change interval. Regular engine oil samplings (S•O•S) should be performed to
intervals are set at 500 hours confirm oil cleanliness.
• Fuel filter change intervals are Twin primary fuel filters, a secondary fuel filter, and a tertiary fuel filter ensure
set at 250 hours. delivery of clean fuel to the injectors. Fuel filter change intervals are set at 250
hours.
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SERV1994 - 05/14 -12- Module 5 - LRC Engine and Support Systems

A hydraulic cooling fan with reversing valve is standard on the 390F. The hydraulic
fan draws air through the radiator, the hydraulic oil cooler, the air conditioning
condenser, the fuel cooler, and the Air To Air AfterCooler (ATAAC).

Diesel Bio-Fuel, up to B20 (20% mixture), is approved for use in the engine.

The C18 engine specifications for the 390F Hydraulic Excavator are:
• Serial number prefix: TXW
• Max. altitude: 3048 m (10,000 ft.) without derate
• Full Load power: 408 kW (547 horsepower) at 1700 rpm
• High Idle rpm: 1700 (in High HP mode)
• Low Idle rpm: 900

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SERV1994 - 05/14 -13- Module 5 - LRC Engine and Support Systems

ELECTRONIC CONTROL SYSTEM


LRC MACHINES
(1) (2) (5)
Machine (3) (4) F-Series
Operator Controls
ECM ACS ACS Monitor
(Switches/Sensors)
ECM 1 ECM 2

(8) ACS CAN Data Link

(9) Machine CAN Data Link


(6)
Video
(12) Engine ECM Cameras
(7) CAN 2 (J1939) Data Link

(13) Cat Data Link

(11)
Switch (10)
Panel Machine
ECM Status
Inputs
(16)
Cat ET

(14) Gateway (15) Comm


Worldview ECM Adapter III

13
LRC ENGINE ELECTRICAL SYSTEM

• 374F and 390F electronic control The illustration above shows the machine electrical system with all the standard
system showing ECM and data ECMs installed on the 374F and 390F LRC Hydraulic Excavators and their
link connectivity connectivity with one another through Data Links. The Engine ECM (12)
communicates bidirectionally, via the CAN 2 (J1939) Data Link (7), with the
• Discussion covers F-Series Monitor (5), the Machine ECM (2), the ACS ECM 1 (3), the
communications between ECMs ACS ECM 2 (4), the Gateway Worldview ECM (14), and with Cat ET (16), via the
and other electronic components Comm Adapter III (15). The Engine ECM also communicates bidirectionally over
via the CAN and Cat Data Links the Cat Data Link (13) with the F-Series Monitor, the Machine ECM, and Cat ET.
Some engine strategies are tied to machine performance. Inputs from engine and
machine sensors that impact those strategies communicate their data between
ECMs through various data links, as shown. Back and forth communications and
sharing of data take place for numerous machine and engine components in order
to initiate engine and pump strategies that optimize horsepower and conserve fuel.
The F-Series Monitor is constantly updated with engine information from the
Engine ECM. The monitor keeps the operator informed with displays showing the
status of engine conditions such as engine speed, coolant temperature, and other
operating parameters.
The F-Series monitor warns the operator or technician of faults or conditions that
may damage the engine.

NOTE: Callouts on graphics not mentioned in the text are shown for
reference purposes only.

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C15 / C18 LRC ENGINE ELECTRICAL SYSTEM


Input Components
(5)
Other Devices

(7) (2) Key (1) Machine ECM


Switch Start Switch Engine ECM
Panel Gateway World View ECM
ECM
(3) CAN 2 (J1939) Data Link
Monitor

(6) Machine CAN Data Link (4) Cat Data Link


Cat ET

Engine Oil Pressure Sensor Ground Level Shutdown Switch

Primary Fuel Filter Pressure Sensor (post-filter)


TDC Service Probe Connector

Barometric Pressure Sensor


Secondary Fuel Filter Intlet Pressure Sensor

Coolant Temperature Sensor

Secondary Fuel Filter Outlet Pressure Sensor

Intake Manifold Air Temperature Sensor

Fuel Temperature Sensor

Water In Fuel Sensor

Coolant Level Switch


Air Inlet Temperature Sensor

Primary Speed/Timing Sensor


Air Filter Pressure (Restriction) Sensor

Intake Manifold Air Pressure Sensor Secondary Speed/Timing Sensor

14
• Discussion regarding engine The illustration above shows the direct and indirect input components to the Engine
input components to the Engine ECM (1) for the C15 and C18 LRC engines used in the 374F and 390F.
ECM
The Engine ECM can send and receive sensor signal information to and from
Other Devices (5) over the CAN 2 (J1939) Data Link (3) and the Cat Data Link (4).
Sensor data monitored by the Engine ECM is made available to the Monitor and
other ECMs on the machine via the CAN 2 Data Link. Engine speed is determined
by the PWM signal from the engine throttle dial position sensor (Engine Speed
Dial) contained in the Switch Panel ECM (7), which is communicated over the
Machine CAN Data Link (6).

The Engine ECM controls the engine output components based on the data from
the input components according to the strategies contained in the engine software.
The engine output components are discussed later in this presentation.

• Brief explanations of each Electrical input components:


electrical input component to the
Engine ECM • Key Start Switch: The Key ON input to the Engine ECM enables the ECM for
operation and is recognized by any ECM on the machine.
• Engine Oil Pressure Sensor: An input to the Engine ECM to supply an
informational warning for low oil pressure, engine derates for low oil pressure,
or logged events.
• Primary Fuel Filter Pressure Sensor (post-filter): Installed in the Primary
Fuel Filter 1 base and is used to monitor post-filter fuel pressure. The sensor
sends a signal to the Engine ECM, which uses this information to determine if
the filter is clogged and also for engine derates and logged events.

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SERV1994 - 05/14 -15- Module 5 - LRC Engine and Support Systems

• Fuel Temperature Sensor: Installed in the Secondary Fuel Filter base


and sends fuel temperature data to the Engine ECM. The ECM uses this
information for injection calculations and for engine derates and logged events.
• Barometric Pressure Sensor: Measures the ambient air pressure and is
used as a reference for air filter restriction. Also, the sensor is used to supply
information to the Engine ECM during operation at high altitudes. (This sensor
is also referred to as the Atmospheric Pressure Sensor.)
• Coolant Temperature Sensor: An input to the Engine ECM supplying
information on the temperature of the engine coolant. The ECM uses this
information for fan speed, high coolant temperature warnings, engine derates
for high coolant temperature, or logged events.
• Air Inlet Temperature Sensor: Supplies air temperature data at the air filter
to the Engine ECM. The signal from this sensor is used by the Engine ECM to
determine if ether injection is required or if the inlet air heater is needed, if the
machine is equipped with either of these attachments. The temperature signal
is also used in several starting and operational strategies. The ECM also uses
this information for engine derates and logged events.
• Air Filter Pressure (Restriction) Sensor: An input to the Engine ECM that
supplies data about the air pressure before the turbocharger. The signal from
this sensor is compared to the signal from the barometric pressure sensor by
the Engine ECM to determine air filter restriction. If the difference between
these two pressures becomes great enough, the Monitor will alert the operator
of a “Clogged Air Filter.” The ECM also uses this information for engine
derates and logged events.
• Intake Manifold Air Pressure Sensor: An input to the Engine ECM to supply
information about the air pressure inside the intake manifold.
• Ground Level Shutdown Switch: An input to the Engine ECM. This input
disables fuel injection when the engine is running or at engine start-up.
• TDC Service Probe Connector: Used for timing the engine using a timing
calibration probe and Cat ET.
• Secondary Fuel Filter Inlet Pressure Sensor: Installed in the inlet to the
Secondary Fuel Filter base and is used to monitor pre-filter fuel pressure. The
sensor sends a signal to the Engine ECM.
• Secondary Fuel Filter Outlet Pressure Sensor: Installed in the outlet of
the Secondary Fuel Filter base and is used to monitor post-filter fuel pressure.
The sensor sends a signal to the Engine ECM, which compares the signal to
the Inlet Pressure Sensor to determine if the filter is clogged.
• Intake Manifold Air Temperature Sensor: Supplies intake air (ATAAC)
temperature data at the intake manifold to the Engine ECM. The ECM uses
this information for engine operation strategies, engine derates, and logged
events.
• Coolant Level Switch: An input to the Engine ECM supplying information on
the level of engine coolant in the shunt (expansion or overflow) tank. If the
level is low, the Monitor will alert the operator of the condition.
• Primary Speed/Timing Sensor: Sends a signal to the Engine ECM in order
to determine the speed, the direction, and the timing of the engine during
normal operating conditions.

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• Secondary Speed/Timing Sensor: Sends a signal to the Engine ECM in


order to determine the speed, the direction, and the timing of the engine when
starting and during low idle conditions.
• Engine Oil Level Switch: Used to monitor the engine oil level. If the oil level
is low or if the machine is operating on an extreme slope, the monitor will alert
the operator of the condition.
• Water In Fuel Sensor: Located at the bottom of the Primary Fuel Filter 2
monitors for water being present in the fuel. The water will collect in the
sediment bowl at the bottom of the filter. The Monitor will notify the operator
”Water In Fuel” when a certain level of water is detected The water needs to
be drained on a daily basis, using the water and sediment drain valve.

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SERV1994 - 05/14 -17- Module 5 - LRC Engine and Support Systems

C15 / C18 LRC ENGINE ELECTRICAL SYSTEM


Output Components
(5)
Other Devices
(2) Key Machine ECM
Start Switch
(1)
Engine ECM Gateway WorldView ECM

(3) CAN 2 (J1939) Data Link Monitor

(4) Cat Data Link Cat ET

Fuel Injectors
Hydraulic Cooling Fan Pump Solenoid

Fan Reversing Solenoid

+5 Volt Supply Ether Start Aid Solenoid

+8 Volt Supply Priming Pump Relay


17
• Discussion regarding engine The illustration above shows the engine output components controlled by the
output components controlled by Engine ECM (1). The Engine ECM can send sensor signal information to Other
the Engine ECM Devices (5) over the Cat Data Link (4) or the CAN 2 (J1939) Data Link (3). The
status of the output components is monitored by the Engine ECM and is made
available to the monitor over the CAN 2 (J1939) Data Link or the Cat Data Link.
The Engine ECM can provide engine status data to any other ECM or to Cat ET
over the Cat Data Link or the CAN 2 (J1939) Data Link, however, the CAN 2 Data
Link is the primary communication path used by the ECM.

• Brief explanations of each Electrical output components:


electrical output component
controlled by the Engine ECM • Hydraulic Cooling Fan Pump Solenoid: Based on the input signals, the
Engine ECM ENERGIZES the cooling fan pump solenoid to control fan speed
in proportion to the determining temperature sensor inputs (hydraulic oil,
engine intake air, engine coolant) and the fan speed maps contained in the
Engine ECM software (Flash File). Hydraulic oil temperature data is monitored
by the Machine ECM and is communicated to the Engine ECM via the CAN 2
(J1939) Data Link or the Cat Data Link.

• Fuel Injectors: The injector solenoids are ENERGIZED by the Engine ECM to
operate the injectors, which control the amount and timing of the fuel supply to
the engine cylinders.

• Fan Reversing Solenoid: The Engine ECM ENERGIZES this


ON/OFF solenoid to reverse the flow of oil from the fan pump to the fan
motors, which reverses the direction of fan rotation when activated manually,
using the appropriate screens in the Monitor.
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SERV1994 - 05/14 -18- Module 5 - LRC Engine and Support Systems

• Ether Start Aid Solenoid: If equipped, the Engine ECM ENERGIZES the
ether aid solenoid to inject ether into the intake air at the air inlet manifold
according to the charge air temperature sensor input and the ether injection
map contained in the Engine ECM software (Flash File).

• Priming Pump Relay: The Engine ECM activates this relay to operate the
electric fuel priming pump when the machine key switch is first turned to the
ON position.

• +5 Volt Supply: The regulated 5 volt power supply for the sensor inputs to the
Engine ECM.

• +8 Volt Supply: The regulated 8 volt power supply for the sensor inputs to the
Engine ECM.

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4 3 2 1

5
12

6 11

7 10
9
8

19
C15 / C18 LRC ENGINE - MAJOR COMPONENT IDENTIFICATION
C15 Engine Right Side

• Location and identification of The right side of the C15 LRC engine faces the front of the machine. Major
major components on the right components and service points located on the right side of the engine are:
side of the C15 LRC engine
• Engine coolant S•O•S port (1)
• Water temperature regulator (thermostat) housing (2)
• Turbocharger (3), with wastegate
• Engine oil fill cap (4)
• Pump drive housing for fan pump and pilot oil pump (5)
• Lube line to fan pump drive (engine oil) (6)
• External engine oil cooler (7)
• Engine oil drain valve (8)
• Remote engine oil filter hose fittings (9)
• Jacket water pump (10)
• Alternator (11)
• Air conditioning compressor (12)

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4 3 2 1

10

6
7 8

20
C15 Engine Left Side

• Location and identification of The left side of the engine faces the rear of the machine. Major components and
major components on the left service points visible above on the left side of the engine include:
side of the C15 LRC engine
• Crankcase breather (1)

• Air inlet manifold (2)

• Engine oil level gauge (dipstick) (3)

• Fuel delivery manifold (4)

• Fuel transfer pump (5)

• Timing calibration TDC service probe port (6)

• Engine Oil Level Switch (7) (hidden beneath breather tube)

• Starter (8)

• Engine ECM (9)

• Fuel pressure regulator (10)

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3 2 1

4 14

13

5
12

6 11

7 10
8 9
21
C18 Engine Right Side

• Location and identification of The right side of the C18 LRC engine faces the front of the machine. Major
major components on the right components and service points located on the right side of the engine are:
side of the C18 LRC engine
• Water temperature regulator (thermostat) housing (1)
• Turbocharger (2), with wastegate
• Engine oil fill cap (3)
• Pump drive housing for fan pump and pilot oil pump (4)
• Lube line to fan pump drive (engine oil) (5)
• External engine oil cooler (6)
• Engine coolant S•O•S port (7)
• Engine oil drain valve (8)
• Engine oil filter (9)
• Engine oil S•O•S port (10)
• Engine oil level gauge (dipstick) (11)
• Jacket water pump (12)
• Alternator (13)
• Air conditioning compressor (14)

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3 2 1

9
4

5 7

6
22
C18 Engine Left Side

• Location and identification of The left side of the engine faces the rear of the machine. Major components and
major components on the left service points visible above on the left side of the engine include:
side of the C18 LRC engine
• Crankcase breather (1)

• Air inlet manifold (2)

• Fuel delivery manifold (3)

• Fuel transfer pump (4)

• Timing calibration TDC service probe port (5)

• Engine Oil Level Switch (6)

• Starter location (7)

• Engine ECM (8)

• Fuel pressure regulator (9)

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5 6 7 8 9

3
4
1
2

23
C15 / C18 ENGINE SENSORS AND SERVICE POINTS
Engine Left Side
• Location and identification of The location of electronic components and service points on the left side of the C15
electronic components and and C18 LRC engines in the 374F and 390F Hydraulic Excavators are identified
service points on the left side of above:
the C15 and C18 LRC engines
• Engine ECM (1): This ADEM 4 Engine ECM is air cooled.

• Engine Oil Pressure Sensor (2): Sends information to the Engine ECM
regarding the actual engine oil pressure in the oil galleries of the engine block.

• Barometric (Atmospheric) Pressure Sensor (3): Provides data to the


Engine ECM regarding the ambient air pressure and is used to determine fuel
dosing, fuel-to-air ratios, fan speeds, and other engine functions.

• TDC Service (Timing Calibration) Probe Port (4): Remove the plug to insert
the threaded TDC service probe for performing the engine timing calibration
routine using Cat ET.

• Fuel Delivery Manifold (5): The fuel line from the tertiary fuel filter is
connected here. Another fuel line from the manifold delivers the fuel to the
front of the cylinder head, where the fuel fills the fuel gallery for use by the fuel
injectors.

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SERV1994 - 05/14 -24- Module 5 - LRC Engine and Support Systems

• Intake Manifold Air (Boost) Pressure Sensor (6): The Engine ECM uses the
signal from this sensor and compares it to the atmospheric pressure sensor
signal to calculate “boost.”

• Intake Manifold Air Temperature Sensor (7): Informs the Engine ECM of the
temperature of the cooled charge air from the ATAAC and is used to calculate
engine mass air flow and for the engine cooling fan strategy.

• TDC Service Probe Connector (8): Connects the TDC service probe to
the engine electrical system when using Cat ET to perform the engine timing
calibration procedure.

• Fuel Pressure Regulator (9): A mechanical valve that maintains the fuel
pressure available to the fuel injectors in the fuel gallery.

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SERV1994 - 05/14 -25- Module 5 - LRC Engine and Support Systems

25
• Location, identification, and brief The image above shows the front timing gear cover (3) of the C15 and C18
explanation of the crank and cam engines. C15 and C18 engine speed and timing is electronically monitored using:
speed/timing sensors on the C15
and C18 LRC engines: • Crankshaft (Primary) Speed/Timing Sensor (1): A Hall Effect sensor that
reads the front crankshaft gear and sends data to the Engine ECM regarding
the crankshaft speed and position.
-- Crankshaft (Primary)
Speed/Timing Sensor (1) • Camshaft (Secondary) Speed/Timing Sensor (2): A Hall Effect sensor that
reads the camshaft gear and sends data to the Engine ECM regarding the
camshaft speed and position.
-- Camshaft (Secondary)
Speed/Timing Sensor (2)
If the crankshaft speed/timing sensor malfunctions, a fault code will be logged by
the Engine ECM. The Engine ECM will use the camshaft speed/timing sensor
to time the engine. The engine will have an extended starting period and will
run rough until the Engine ECM determines the proper firing order using only the
camshaft speed/timing sensor.

If the camshaft speed/timing sensor malfunctions, a fault code will also be logged
by the Engine ECM. The Engine ECM will then use the crankshaft speed/timing
sensor to calculate engine timing. The engine will take longer to start and will
run rough until the Engine ECM determines the proper firing order, using only the
crankshaft speed/timing sensor.

If both engine speed/timing sensors malfunction, the engine will not start or run.
During engine operation, the engine will shut down if the signals from both engine
speed/timing sensors are lost.

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SERV1994 - 05/14 -26- Module 5 - LRC Engine and Support Systems

26
374F Engine Oil Filter

• Location and identification of The engine oil filter (1) for the 374F is remotely mounted in the pump compartment,
374F engine oil filter and S•O•S at the right rear of the machine. The engine oil S•O•S test port (2) is installed in the
test port oil filter base.

NOTE: The engine oil filter for the 390F is mounted to the right side of the
engine and is easily accessible from the service platform. The engine oil
filter and S•O•S test port were shown earlier in this module, located in the
right side view of the engine.

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SERV1994 - 05/14 -27- Module 5 - LRC Engine and Support Systems

3
5
2

27
• Location and identification of Electronic components and engine service points located at the upper right, front of
electronic components and the C15 and C18 engines are shown above:
service points at the upper right,
front of the C15 and C18 LRC • Water Temperature Regulator (Thermostat) Housing (1): The housing
engines contains dual thermostats.

• Engine Coolant S•O•S Port (2): Engine coolant samples are taken at this
test port for the C15 in the 374F. This test port is located toward the rear of the
engine oil cooler on the C18 engine in the 390F.

• Coolant Return Line from Turbocharger (3): Directs engine coolant from the
turbocharger bearings into the inlet of the thermostat housing. Coolant is used
to prevent the turbocharger bearings from overheating.

• Coolant Temperature Sensor (4): An input to the Engine ECM supplying


information on the temperature of the engine coolant. The ECM uses this
information for fan speed, high coolant temperature warnings, engine derates
for high coolant temperature, or logged events.

• Vent Line Fitting (5): A cooling system vent is connected here and aids in
completely draining all coolant from the cooling system. There are multiple
vent lines connecting here and also with the top radiator tube and the coolant
shunt tank.

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SERV1994 - 05/14 -28- Module 5 - LRC Engine and Support Systems

374F / 390F HYDRAULIC EXCAVATOR COOLING SYSTEM


C15 & C18 LRC ENGINES AT OPERATING TEMPERATURE

(8)
Vent Lines (9)
(7) Shunt
Water Tank
Temperature
(6) Regulators
(10)
Cab Overflow
Heater Tube
≥ 92°C Hottest

(2)
(4) Jacket
Turbo Water (11) Air
(3) Pump Increasing
Bypass Conditioning
Condenser
87°C Coolant
Tube Temperature
Normal
Air
Flow
(13)
(5) External Cooling
≤ 81°C Coldest
Engine Oil Cooler Fans

(12)
Fuel
Cooler

(14)
Drain (1)
Valve Radiators

28
374F / 390F HYDRAULIC EXCAVATOR COOLING SYSTEM
Engine Cooling Circuit
• Explanation of coolant flow A schematic of the C15 and C18 LRC engine and the machine cooling system for
through the C15 and C18 cooling the 374F and 390F Hydraulic Excavators is shown above.
system circuits:
The twin hydraulic Cooling Fans (13) draw air inward through the twin
Radiators (1), twin oil-to-air type hydraulic oil coolers, and the Air to Air
-- Engine Cooling Circuit
AfterCooler (ATAAC), all of which are in-line. The fans also draw air through the
Air Conditioning Condenser (11) and the Fuel Cooler (12). The engine is situated
-- Cab Heating Circuit side-to-side in the machine, with the front of the engine facing the left side of the
machine. The fans are mounted inboard of the in-line cooler arrangement.

Coolant flows from the Jacket Water Pump (2) through the External Engine Oil
Cooler (5) and then into the engine block. Coolant flows through passages in the
engine block, then into the cylinder head. From the cylinder head, coolant flows to
the water temperature regulator housing, which contains two Water Temperature
Regulators (7) (thermostats) and either flows directly to the jacket water pump
through the external Bypass Tube (3) or to the radiator, depending on the
temperature of the coolant.

A small amount of coolant is directed to the Turbo (4). This coolant is used to cool
the turbocharger bearings and returns to the thermostat housing.

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SERV1994 - 05/14 -29- Module 5 - LRC Engine and Support Systems

When the engine is cold, the coolant flows directly to the jacket water pump through
the bypass tube. As the temperature of the coolant increases, the thermostats
open and the coolant begins to flow to the radiator. When the thermostats open
further, more coolant flows to the radiator. The opening temperature for the
thermostats is 81°- 84°C (178°-183°F). The thermostats should be completely
open at 92°C (198°F).

Hot coolant from the thermostats enters the radiator at the top tank and is cooled
as it flows downward through the radiator core. The cooled coolant is drawn from
the radiator and returns to the jacket water pump.

A coolant Shunt Tank (9) (expansion, or overflow tank) acts as a coolant reservoir.
The shunt tank is situated above the radiator. As the engine warms, the coolant
expands and collects in the shunt tank. When the engine cools, the coolant
contracts and is drawn from the shunt tank back into the radiator and the engine
through the hose connected to the jacket water pump or via one of the Vent
Lines (8).

Coolant should be added to the cooling system through the filler tube on top of
the shunt tank. The translucent shunt tank acts as a coolant reservoir and has
two level lines embossed on the side. The LOW level line serves as a gauge
for determining the coolant level when the engine is cold. The upper FULL line
denotes the coolant level when the engine is hot. A small Overflow Tube (10) is
connected to the filler tube and directs coolant onto the ground if the system is
overfilled and the coolant warms and expands.

The cooling system Drain Valve (14) is located on the bottom radiator hose. The
drain valve is used to drain coolant from the entire cooling system. When the drain
valve is opened, all the coolant from the entire cooling system can be drained into
a suitable container via a drain hose connected to the valve. The vent lines ensure
all hoses, tubes, coolers, and passages are drained.

The coolant S•O•S port is located on top of the thermostat housing on the 374F
and is located at the rear of the external engine oil cooler on the 390F. Coolant
samples may be taken at those locations. Refer to the operation and Maintenance
Manuals (OMMs) for sampling frequencies and coolant change frequencies.

Cab Heating Circuit


Coolant is used to heat the operator compartment, when requested. The heater
supply hose connects to outlet of the jacket water pump and directs warm coolant
to the Cab Heater (6) core. Coolant is returned to the system through a hose
connected to the jacket water pump inlet. These connection points ensure warm
coolant will constantly be circulated through the cab heater core once the engine
is at operating temperature and the cab heating function has been selected by the
operator.

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SERV1994 - 05/14 -30- Module 5 - LRC Engine and Support Systems

1 2 3 4

30
ENGINE COOLING SYSTEM COMPONENT IDENTIFICATION
374F and 390F Cooler and Radiator Cores

• Location and identification of The cooler compartment is located at the left rear of both machines. Major
electronic components cooling components, service, and maintenance points located here are:
system components in the cooler
compartments of the 374F and • Twin hydraulic oil cooler cores (1)
390F
• Air conditioning condenser (2)

• Twin radiator cores (3)

• Air To Air AfterCooler (ATAAC) (4)

• Fuel cooler core (5)

Twin hydraulic cooling fans are situated inboard of the cooler cores shown above
on both the 374F and the 390F. The fans draw outside air in through the cooler
cores. The cooling fan system includes a manually operated fan reversing feature,
which is standard equipment. The reversing fan helps purge dirt and dust from the
fins in the cooler cores by reversing the flow of air when activated.

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SERV1994 - 05/14 -31- Module 5 - LRC Engine and Support Systems

1
2

4 5

31
Coolant S•O•S Ports

• Location and identification of The coolant S•O•S port (1) on the C15 engine in the 374F is located above the
cooling system components and thermostat housing (2), at the right front corner of the engine.
service points on the C15 and
C18 engines: The coolant S•O•S port (4) on the C18 engine in the 390F is located rearward of
the engine oil cooler (5). Both ports are easily accessible from the service platform.
-- Coolant S•O•S port (1) on the
C15 engine The thermostat housing, engine oil cooler, and jacket water pump (3) are located in
the same places on both engines.
-- Thermostat housing (2) location
for the C15 and C18 engines

-- Jacket water pump (3) location


for the C15 and C18 engines

-- Coolant S•O•S port (4) on the


C18 engine

-- Engine oil cooler (5) location


for the C15 and C18 engines

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SERV1994 - 05/14 -32- Module 5 - LRC Engine and Support Systems

32
Radiator Bottom and Cooling System Drain Valve Access

• Location and identification of Removing the bottom access panel to the service opening (3) beneath the upper
radiator bottom and cooling structure at the left rear of the machines gains access to the following cooling
system drain valve for the 374F system service points and components below the left side of the engine
and 390F compartment for the 374F and the 390F:

• Radiator bottom tank (1) (two cores)

• Radiator bottom hoses (to jacket water pump) (2)

• Radiator and cooling system drain valve (3)

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SERV1994 - 05/14 -33- Module 5 - LRC Engine and Support Systems

3 2

5 1
6

33
Coolant Shunt Tank

• Location and identification of The image above shows the 374F engine compartment with the sheet metal
cooling system components and removed. The location of cooling system components identified above are in
service points on the 374F and similar locations on the 390F.
390F machines:
Coolant is added to the 374F cooling system through the filler tube (1) on top of the
-- Coolant shunt tank filler tube shunt tank (2). A spring-hinged door normally covers the tank filler cap.
and cap (1)
Also shown above are the top hoses (3) to the twin radiator cores. The twin
-- Coolant shunt tank (2) hydraulic cooling fans (4) are also shown.

-- Radiator top hoses (3) The vent lines (5) ensure no vacuums can exist in the cooling system so all coolant
can be drained from the cooling system, using the coolant drain valve beneath the
-- Twin hydraulic cooling fans (4) radiator.

-- Vent lines (5) The expansion tube (6) allows coolant from the shunt tank to enter the cooling
system and allows coolant from the engine to expand into the shunt tank.
-- Coolant expansion tube (6)

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SERV1994 - 05/14 -34- Module 5 - LRC Engine and Support Systems

C15 / C18 LRC ENGINE FUEL DELIVERY SYSTEM


NORMAL ENGINE OPERATION

(5) (2)
Electric Fuel Primary
Priming Pump Fuel Filter 2

(1)
Primary
Fuel Filter 1
(3)
Fuel
(6) Check Valve Tank
(4) Fuel
Manifold

(10) Fuel Injectors

(13) (11)
(9) (8) Fuel Fuel
Tertiary Secondary Delivery Pressure
Fuel Filter Fuel Filter Manifold Regulator

(12) Fuel
Cooler

(7)
Fuel Transfer
Pump

34
C15 / C18 ENGINE MEUI FUEL SYSTEM

• Detailed explanation of the fuel The fuel system for the C15 and C18 ACERT technology LRC engines are identical
flow through the C15 and C18 in operation. Both engines incorporate a MEUI fuel system. Under normal engine
engine MEUI fuel system operating conditions, fuel is drawn from the Fuel Tank (3) by the gear-type Fuel
Transfer Pump (4). The fuel flows from the tank in a parallel path through Primary
Fuel Filter 1 (1) and Primary Fuel Filter 2 (2), both of which are 4-micron filters. A
water separator is integrated into the bottom of both primary fuel filters. The two
parallel paths through the primary fuel filters is combined in the Fuel Manifold (4).
A Check Valve (6), beneath the fuel manifold, allows the transfer pump to draw fuel
from the fuel tank, bypassing the priming pump. The check valve also prevents
back flow when priming the fuel system.

The fuel transfer pump directs the fuel through the 4-micron Secondary Fuel
Filter (8) and then the 4-micron Tertiary Fuel Filter (9). Fuel is then sent to the Fuel
Delivery Manifold (13), which sends the fuel to the front of the cylinder head and
into the fuel gallery where it is available to each of the six MEUI Fuel Injectors (10).

Excess fuel not injected during engine operation leaves the cylinder head at the
rear and is directed to the fuel tank through the Fuel Pressure Regulator (11). The
fuel pressure regulator maintains a fuel pressure of approximately 558 kPa (81 psi).
The fuel pressure regulator is a check valve installed in a manifold at the upper left
rear of the engine.

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SERV1994 - 05/14 -35- Module 5 - LRC Engine and Support Systems

From the fuel pressure regulator, the excess fuel flow passes through the Fuel
Cooler (12) before returning to the fuel tank. The ratio of fuel between combustion
and fuel returned to tank is approximately 3:1 (i.e. four times the volume required
for combustion is supplied to the system for combustion and injector cooling
purposes).

Pressure sensors are installed in base of primary fuel filter 1 and in the secondary
fuel filter base and will alert the operator, via the monitor, of clogged fuel filters.
The warnings are specific as to whether the primary fuel filters or the secondary
fuel filter is clogged. These warnings indicates fuel flow is restricted and the
fuel filters should be replaced immediately. The recommended fuel filter change
frequency interval is 250 hours, under optimum conditions. Refer to the OMM for
information on changing fuel filters.

The Electric Fuel Priming Pump (5) is standard equipment on both machines. The
priming pump is capable of priming the entire fuel system by turning the machine
key start switch to the ON position, but without starting the engine. The priming
pump draws fuel through both primary fuel filters, the transfer pump, the secondary
fuel filter, and the tertiary fuel filter, to purge these components of air that may have
entered the system during servicing.

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SERV1994 - 05/14 -36- Module 5 - LRC Engine and Support Systems

3
1

36
ENGINE FUEL SYSTEM COMPONENT IDENTIFICATION

C15 / C18 Fuel Transfer Pump

• Location and identification of The gear-type fuel transfer pump (1) creates fuel flow to the MEUI fuel injectors.
the fuel transfer pump and brief The MEUI injectors mechanically create the required fuel injection pressure and the
explanation of pump components Engine ECM controls the timing of the injections. The fuel transfer pump is located
and operation on the C15 and at the front left of the engine, near the bottom. The fuel transfer pump is driven by
C18 engines: the front gear train.

-- Fuel transfer pump (1) Fuel is drawn from the fuel tank through the primary fuel filters by the fuel transfer
pump via a hose connected to the pump inlet (2). The fuel transfer pump directs
-- Fuel pump inlet (2) the fuel to the secondary fuel filter through a hose connected to the pump outlet (3).

-- Fuel pump outlet (3) The fuel transfer pump incorporates a bypass (one way check) valve. The bypass
valve allows fuel to flow around the transfer pump when priming the fuel system
(using the electric fuel priming pump). A relief valve is also installed in the fuel
transfer pump, which limits the maximum fuel pressure in the fuel system prior to
the fuel pressure regulator.

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SERV1994 - 05/14 -37- Module 5 - LRC Engine and Support Systems

11 10 9
12

1 2 3 4 5 6 7

37
Fuel Filters

• Location and identification All four fuel filters are located beneath a cover (removed above), just forward of the
of the fuel filters and related engine compartment and on the right side of the machine. The image above is that
components: of the fuel filters on a 390F Hydraulic Excavator. The fuel filters on the 374F are
located in the same place and arranged similarly.
-- Primary Fuel Filter 1 (1)
-- Primary Fuel Filter 2 (2) The primary fuel filters use replaceable 4-micron filter cartridges inside the filter
-- Water In Fuel Sensor (3) canister. Primary Fuel Filter 1 (1) and Primary Fuel Filter 2 (2) are the outboard
filters at this location. The Primary Fuel Filter Outlet Pressure Sensor (12) is
-- Fuel Manifold (4) installed in the filter base of primary fuel filter 1. If this sensor detects pressure
-- Check Valve (5) below a certain threshold, the operator will be warned of a Clogged Primary Fuel
Filter. A Water In Fuel Sensor (3) is installed in the bottom of primary fuel filter 2
-- Tertiary Fuel Filter (6) and detects water in the fuel.
-- Secondary Fuel Filter (7)
-- Secondary Fuel Filter Inlet The 4-micron Secondary Fuel Filter (7) is the inboard fuel filter. A Fuel
Pressure Sensor (8) Temperature Sensor (10) is installed in the secondary fuel filter base and informs
the Engine ECM of the temperature of the fuel, for use in injection calculations.
-- Secondary Fuel Filter Outlet The Secondary Fuel Filter Inlet Pressure Sensor (8) and the Secondary Fuel Filter
Pressure Sensor (9) Outlet Pressure Sensor (9) are also installed in the secondary fuel filter base. The
-- Fuel Temperature Sensor (10) Engine ECM compares the difference in pressures to determine if the secondary
fuel filter is clogged. The operator will be warned of a Clogged Secondary Fuel
-- Electric Fuel Priming Pump (11) Filter if the difference in pressures is too great, indicating a clogged filter.
-- Primary Fuel Filter Outlet
Pressure Sensor (12) The 4-micron Tertiary Fuel Filter (6) is located between the primary fuel filters and
the secondary fuel filter.
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SERV1994 - 05/14 -38- Module 5 - LRC Engine and Support Systems

The Electric Fuel Priming Pump (11) is standard equipment on both machines. The
priming pump is capable of priming the entire fuel system by turning the machine
key start switch to the ON position, but without starting the engine. The priming
pump draws fuel through both primary fuel filters, via the Fuel Manifold (5), then
sends the fuel through the transfer pump, the secondary fuel filter, and the tertiary
fuel filter, to purge these components of air that may have entered the system
during servicing. The Check Valve (5) is installed beneath the fuel manifold and
allows the transfer pump to draw fuel from the fuel tank, bypassing the priming
pump. The check valve also prevents back flow through the primary fuel filters
when priming the fuel system.

A fuel shutoff valve is installed on the fuel supply line to the primary fuel filter 1, but
is not visible. The shutoff valve is behind and beneath primary fuel filter 2 in the
image above.

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SERV1994 - 05/14 -39- Module 5 - LRC Engine and Support Systems

(11)
ENGINE INTAKE AIR Exhaust
AND EXHAUST SYSTEM
AIR FLOW

(9) Muffler
(5)
Combustion Air

(3) Turbocharger
(4) Wastegate

(1) Intake (8) Exhaust Manifold


Air Filter

(10) ACERT Engine


(2)
Dust
Collector (7)
(6) Air Inlet
Air To Air Manifold
AfterCooler
(ATAAC)
39
ENGINE INTAKE AIR AND EXHAUST SYSTEM
Engine Intake Air and Exhaust System Air Flow - Operation
• Detailed description of general The diagram above illustrates the flow of air through the intake air and exhaust
air flow through the C15 and systems of the C15 and C18 ACERT LRC engines, with the engine running at
C18 LRC engine intake air and normal operating temperature.
exhaust systems During engine operation, hot exhaust gases from the Exhaust Manifold (8) enter
the turbine section of the Turbocharger (3), causing the turbine wheel to rotate,
which causes the connected compressor wheel to rotate. The compressor wheel
draws outside air into and through the Intake Air Filter (1). This compressed
Combustion Air (5) is directed to the Air To Air AfterCooler (6), which cools the
charge air. The cooled charge air is then directed to the Air Inlet Manifold (7).
The air inlet manifold directs the cooled charge air into the engine intake manifold.
The intake manifold makes the cooled charge air available to be drawn into the
engine cylinders through the intake valves in the cylinder head. After combustion,
the exhaust gases are forced from the cylinders through the exhaust valves by the
pistons. The exhaust gases then enter the exhaust manifold, which directs the
gases into the turbine section of the turbocharger.
The turbocharger assembly uses a standard mechanical Wastegate (4). The
wastegate acts like a bypass valve for exhaust gases to the turbine, which limits
the turbocharger rpm. Limiting the turbine rpm also limits the compressor rpm,
thereby controlling boost pressure.
As the exhaust gases exit the turbocharger, they are directed through the exhaust
pipe to the Muffler (9), which quiets the release of Exhaust (11) that exits the
exhaust pipe atop the muffler.
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SERV1994 - 05/14 -40- Module 5 - LRC Engine and Support Systems

8
7
6
10

9
4
5

3
2

40
ENGINE INTAKE AIR AND EXHAUST SYSTEM COMPONENT IDENTIFICATION

• Identification of major intake air Major components of the engine intake air and exhaust system are shown above:
and exhaust components
• Intake air filter canister (1)

• Air inlet temperature sensor (2)

• Air filter pressure sensor (3)

• Intake air tube to turbocharger compressor (4)

• Turbocharger (5)

• Compressed air tube to ATAAC (6)

• ATAAC (7)

• Cooled intake (charge) air tube from the ATAAC to the inlet air manifold (8)

• Exhaust tube to muffler (9)

• Muffler (10)

NOTE: The image above shows the 374F engine compartment with sheet
metal removed. The components on the 390F are the same and in nearly
identical locations.

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SERV1994 - 05/14 -41- Module 5 - LRC Engine and Support Systems

3
41
Engine Air Filter

• Intake air and exhaust The intake (charge) air pre-filter (1) and the radial seal-type air filter canister (2) are
component location: located in the battery and air filter compartment on the left side of the machine and
to the rear of the operator’s compartment.
-- Pre-filter (1)
The dust collector (3) (not visible) at the bottom of the dust tube should be purged
-- Radial-type air filter canister (2) of dust each day.

-- Dust collector (3) (not visible) Other types of air filtration are available as options.

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SERV1994 - 05/14 -42- Module 5 - LRC Engine and Support Systems

10
9
11
12
13 8

14
7

5
4
3
2
1 42
High Efficiency Turbocharger
• Location and identification of The turbocharger on the LRC engines uses a standard mechanical wastegate (2)
components - turbocharger and to control the turbocharger rpm, thereby controlling boost pressure. Exhaust gases
related components: from the exhaust manifold cause the turbine section (13) to rotate. The exhaust
-- Coolant supply to bearings (1) gases pass through the turbine to the turbo exhaust outlet (14) to the muffler.
-- Wastegate (2) The rotation of the turbine causes the compressor wheel in the compressor
-- Return oil line from bearings (3) section (11) to rotate. Rotation of the compressor wheel draws air from the air
-- Wastegate actuator (4) cleaner through the intake air tube (7) and then into the compressor air inlet (8).
The compressor forces the compressed air through the compressor air outlet (9)
-- Oil supply to bearings (5) through a tube to the ATAAC.
-- Control pressure hose from
compressor to actuator (6) The speed of the turbocharger is controlled by a wastegate, which is operated by a
-- Intake air tube from air filter (7) wastegate actuator (4). The actuator is a piston-type mechanism that is operated
by air pressure from the compressor section of the turbo. Air pressure from the
-- Compressor air inlet (8)
compressor section is directed to the wastegate actuator through a small tube (6)
-- Compressed air outlet to to the actuator. As the compressed air pressure increases, the actuator linkage
ATAAC (9) opens the wastegate to allow some of the exhaust to bypass the turbine wheel,
-- Coolant return line (10) limiting the speed of the turbine, and therefore, the boost pressure.
-- Compressor section (11)
Engine oil is used to lubricate the bearings (12) between the turbine and
-- Turbocharger bearings (12) compressor sections. The engine oil is directed through the forward oil line (5) and
-- Turbine section (13) returns to the engine block through the rearward oil line (3).
-- Turbocharger exhaust
outlet (14)

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SERV1994 - 05/14 -43- Module 5 - LRC Engine and Support Systems

Engine coolant is used to keep the turbocharger bearings cool during engine
operation. Coolant to the bearings is supplied through the rear coolant line (1) and
is returned to the thermostat housing through the upper coolant line (10).

NOTE: The image above shows the C15 engine and turbocharger in the
374F. Component locations, identification, and their operation for the C18
engine in the 390F are the same.

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SERV1994 - 05/14 -44- Module 5 - LRC Engine and Support Systems

PURPOSE

This module was designed to ensure technicians can


locate, identify, and describe the function of all major
components and service points of the C15 and C18
LRC engines in the 374F/390F Hydraulic Excavators
and their supporting fuel, cooling, and air systems, and
to demonstrate knowledge of the operational strategies
used in these systems.

44
PURPOSE REVIEW

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SERV1994 - 05/14 -45- Module 5 - LRC Engine and Support Systems

REASON

This training was necessary for technicians to


identify system components and service points and
demonstrate knowledge of the C15 and C18 LRC
engines in the 374F/390F Hydraulic Excavators and
support systems in order to troubleshoot engine
and support systems components. This will ensure
customers experience quick, accurate resolutions of
engine or machine performance problems.

45
REASON REVIEW

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SERV1994 - 05/14 -46- Module 5 - LRC Engine and Support Systems

COMPETENCY STATEMENT

Participants are now able to locate, identify, and


describe the function of all major components and
service points of the C15 and C18 LRC engines
and support systems in the 374F/390F Hydraulic
Excavators. Participants have also demonstrated
knowledge of basic engine operation and described the
flow of fuel, coolant, and air through the related engine
and support systems during a classroom
post-assessment with at least 80% accuracy.

46
COMPETENCY STATEMENT REVIEW

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SERV1994 - 05/14 -47- Module 5 - LRC Engine and Support Systems

LEARNING OUTCOMES

This 374F and 390F Hydraulic Excavator LRC Engine


and Support Systems module has been completed and
participants are able to:
• Locate, identify, and describe the function of all
C15 and C18 LRC engine and support systems
components.
• Describe the flow of fuel, coolant, and air through
the C15 and C18 LRC engine and support systems.

47
LEARNING OUTCOMES REVIEW

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SERV1994 - 05/14 -48- Module 5 - LRC Engine and Support Systems

48
MODULE CONCLUSION

This concludes the 374F and 390F Hydraulic Excavator LRC Engine and Support
Systems module.
When used in conjunction with the System Operations Manuals, the Test and
Adjust Manuals, the Troubleshooting Manual, the Operation and Maintenance
Manuals (OMM), and other service publications, the information in this module
will aid the service technician in troubleshooting, testing, adjusting, and correcting
problems with the C15 and C18 Tier II and Tier III engines in these machines.

For service repairs, adjustments, and maintenance, always refer to the Operation
and Maintenance Manuals (OMM), Service Manuals, and other related service
publications.

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