Coursebook C7.1 Acert Ref 01.2

Caterpillar C7.
1 Acert
Pon Power BV.

Coursebook Caterpillar C7.1 ACERT
Index
Introduction to C7.1 ACERT Engines ....................................... 2

Tier Emission Standards ............................................................................ 4
ACERT™ Technology Evolution ................................................................. 6
Engine Time Line ....................................................................................... 8
Engine Overview ........................................................................................ 9
Specifications ........................................................................................... 13
Basic Engine ............................................................................................ 15
Special Tools ........................................................................................... 22
Lubrication System .................................................................. 25

Oil System................................................................................................ 27
Oil Circuit ................................................................................................. 28
Oil Filter(s) ............................................................................................... 31
Maintenance ............................................................................................ 32
Lubricant Viscosities for Ambient Temperature ....................................... 33
Scheduled Oil Sampling (SOS) ................................................................ 35
Oil Contamination .................................................................................... 39
Cooling System ........................................................................ 41

Cooling Circuits ........................................................................................ 43
Pumps ...................................................................................................... 47
Oil Cooler ................................................................................................. 50
JW Cooled Manifold and Turbo................................................................ 51
Temperature Regulation .......................................................................... 52
Expansion Tank & De-Aeration ................................................................ 53
Galvanic Corrosion (Bimetallic Corrosion) ............................................... 54
Coolant Recommendations ...................................................................... 62
Caterpillar ELC......................................................................................... 69
iii
Coursebook Caterpillar C7.1 ACERT
Fuel System .............................................................................. 70

Common Rail Fuel System ....................................................................... 72
Electric Transfer Pump & Secondary Filterbase ....................................... 77
Fuel Relief and Fuel Leak off lines ........................................................... 79
Leakage Detection ................................................................................... 80
Fuel Transfer Pump and Injection Pump .................................................. 81
Common Rail Manifold and Injectors ........................................................ 84
Service and Maintenance ......................................................................... 88
Inlet & Exhaust System............................................................ 92

Installation Prescriptions .......................................................................... 94
Intake and Exhaust flow - Single Turbo .................................................... 95
Intake and Exhaust flow – Twin Turbo ..................................................... 97
Wastegate Control.................................................................................... 99
Valve Mechanism ................................................................................... 100
Crankcase Breather ............................................................................... 109
Engine Electronics ..................................................................112

Input /Output Components ..................................................................... 114
ECM ....................................................................................................... 121
Power Supply ......................................................................................... 124
Sensors .................................................................................................. 125
Event Codes and Monitoring Parameters ............................................... 138
Connectors Ampseal 16 ......................................................................... 141
iv
Caterpillar C7.1 ACERT
Notes
C7.1 Acert Ref 01.2 1

Notes

Notes

Notes Tier Emissions

This chart plots the history of emissions reduction mandates for PM and
NOx from Tier 1/Stage I (grey square) to Tier 4 Final/Stage IV (yellow,
2014). These are the standards for diesel engines rated at greater than
560 kW (751 hp).
Prior to 2000, there was no emissions regulations.
 Tier 1 / Stage I emissions regulations started on
January 1, 1996 for diesel engines.
 Tier 2 / Stage II emissions regulations started on
 Tier 3 / Stage IIIA emissions regulations started on
 Tier 4 Interim / Stage IIIB emissions regulations start on
 Tier 4 Final / Stage IV emissions regulations start on
January 1, 2014.
Note: The particulate matter limits remain unchanged but the NOx reduces
by 80% from Tier 4 Interim and Tier 4 Final.

Notes Tier Emission Standards

Used abbreviations
 BSFC Brake Specific Fuel Consumption
 BSU Bosch Smoke Unit
 CCV Closed Crankcase Ventilation
 CEM Clean Emissions Module
 DEF Diesel Exhaust Fluid
 DPF Diesel Particulate Filter
 DOC Diesel Oxidation Catalyst
 EGR Exhaust Gas Restrictor
 EGR Exhaust Gas Recirculation
 HC Hydrocarbon
 HPCR High Pressure Common Rail
 IMO International Maritime Organization
 LH Left Hand
 MCS Marine Classification Society
 PM Particulate Matter (regulated emission)
 RH Right Hand
 TIER 4F Tier 4 Final
 TIER 4I Tier 4 Interim
 VGT Variable geometry turbo

Notes ACERT™
ACERT™ Technology is a breakthrough because it is a combination of
individual technologies married together that is very different from what
anyone else has to offer. ACERT is a unique Caterpillar patented
trademark with 247 innovations
ACERT Technology is primarily a combustion technology; therefore
there is no external plumbing to clutter cramped engine rooms. ACERT
Technology also avoids the complications and costs of urea-based
catalysts. ACERT consists of building blocks. How and which blocks are
used is depending on market specific, locale and international dements,
and also specific applications and power dements. The building blocks
that make up ACERT Technology fall into four categories:
Fuel Delivery
Multiple injection fuel delivery introduces fuel into the combustion
chamber in a series of precisely-timed “microbursts.” This allows control
over many more variables during the combustion process. The
combustion cycle can be tailored to deliver maximum power and
efficiency with minimum emissions for a wide range of engine speeds
and loads.

Notes Electronics
The Cat ADEM™ electronic controller acts as the brains of ACERT
Technology. Pioneered by Caterpillar almost 20 years ago, the ADEM
controller coordinates and enhances fuel delivery, air supply and other
engine functions to maximize overall performance and reduce emissions
output.
ACERT™
This slide recaps Caterpillars technology strategy on the journey from
Tier 1 through Tier 4 Final (Stage I through Stage IV).
As you can see, new technologies incorporated at each step in the
process—building on the successes achieved with previous-generation
engines.

Notes Engine Time Line

Marine Application Pleasure Craft and Commercial Vessels Description
The C7.1 gen set provides a product that meets current emissions
standards with a broader power range than the C6.6 generator set.
Packages are available with 60 Hz ratings of 118, 150, 175, 200 ekW
and 50 Hz ratings of 100, 118, 150 ekW.
The C7.1 gen set meets U.S. EPA Tier 3, IMO II, and EU CCNR Stage II
emissions regulations. Features Common Rail Fuel System Increased
power compared with current C6.6 gen set ratings EMCP 4.2 or MCS 3
control panels with RH, LH, Rear Facing options .

Notes Introduction C7.1 Generatorset

C7.1 ACERT radiator cooled generator set packages are available with
60 Hz ratings of 163, 138, 106 ekW and 50 Hz ratings of 143, 111, 92
ekW. These radiator cooled generator set packages meet US EPA Tier
3, IMO II *, and EU CCNR Stage II emissions standards. * The 92 ekW
and 111 ekW 50 Hz ratings and the 106 ekW 60 Hz rating are not
required to meet IMO II emissions standards. All C7.1 ACERT generator
set packages are available with Marine Classification Society type
approval from the factory.
Radiator cooled generator sets have a modular, tube and fin radiator
design for improved maintenance. The radiator is sized for up to 50
degrees centigrade ambient air temperature with a 30 degree tilt
capability and has a MCS approved zinc plated copper construction.
Marine Classification Society approved packages include the MCS3
control panel with integral Modbus card, J1939 communication, and
optional load sharing with Society approved Alarm & Protection system
that incorporates isolation valves.
Introduction C7.1 Propulsion Engine
Caterpillar Marine is pleased to announce the launch of the Cat® C7.1
high performance diesel engine for recreational applications. The new
propulsion engine is available in three ratings: 507 mhp (373 bkW), 456
mhp (336 bkW) and 406 mhp (298 bkW), all at 2900 rpm. All C7.1 power
ratings meet EPA Tier 3, IMO II, EU Recreational Craft Directive and EU
Stage IIIA regulations. The new platform will be available in March 2016.

Notes C7.1 Acert Overview

The C7.1 diesel engine is electronically controlled. The C7.1 engine has
an Electronic Control Module (ECM) that receives signals from the fuel
injection pump and other sensors in order to control the electronic unit
injector. The fuel injection pump supplies fuel to the high-pressure
manifold (Rail). The high-pressure manifold (rail) distributes fuel to the
electronic unit injectors.

Notes Types of Cooling Systems

Three types of cooling systems are available:
 Sea Water cooled
 Radiator cooled
 Keel cooled
The cooling system consists of the following components:
 Gear-driven centrifugal water pump
 Water temperature regulator which regulates the engine coolant
temperature
 Auxiliary gear-driven water pump
 Aftercooling
 Gear-driven rotor type oil pump
 Oil cooler
 HT and LT cooler depending on the cooling system

Notes

Notes Engine Specification

Cylinder arrangement In-line 6 cylinder
Type of combustion Direct injection
Displacement 7.01 L (427.78 cubic inch)
Bore x Stroke 105 x 135 mm (4.133 x 5.315 inch)
Compression ratio 16.5 : 1
Inlet System Turbo Aftercooled, 4 Valves/Cyl
Firing order 1, 5, 3, 6, 2, 4
When the crankshaft is viewed from the front of the engine, the
crankshaft rotates in the following direction: Clockwise
When the camshaft is viewed from the front of the engine, the camshaft
rotates in the following direction: Clockwise
The front of the engine is opposite the flywheel end. The left side and the
right side of the engine are viewed from the flywheel end. The No. 1
cylinder is the front cylinder.
Emission Compliance
IMO Tier II
International Maritime Organization
EPA Marine Tier 3
Environmental Protection Agency
CCNR Stage 2
Central Commission for the Navigation of the Rhine

Notes Cylinder and valve location

(A) Exhaust valve
(B) Inlet valve
The six cylinders are arranged in-line. The cylinder head assembly has
two inlet valves and two exhaust valves for each cylinder. The ports for
the exhaust valves are on the right side of the cylinder head. The ports
for the inlet valves are on the left side of the cylinder head. Each valve
has a single valve spring.
Each cylinder has a piston cooling jet that is installed in the cylinder
block. The piston cooling jet sprays engine oil onto the inner surface of
the piston in order to cool the piston.
The crankshaft has seven main bearing journals. End play is controlled
by thrust washers which are located on both sides of the number 6 main
bearing.
The crankshaft is a chromium molybdenum steel forging. The crankshaft
has seven main journals. Thrust washers are installed on both sides of
number six main bearing in order to control the end play of the
crankshaft. A gear at the front of the crankshaft drives the timing gears.
Lip type seals are used on both the front of the crankshaft and the rear of
the crankshaft. A timing ring is installed to the crankshaft. The timing ring
is used by the ECM in order to measure the engine speed and the
engine position.

Notes Basic Engine

Cylinder Block
The cast iron cylinder block for the C7.1 engine has six cylinders which
are arranged in-line. The cylinder block is made of cast iron. The
cylinder block provides support for the full length of the cylinder bores.
The cylinder bores are machined into the block. The cylinders are honed
to a specially controlled finish in order to ensure long life and low oil
consumption.
The cylinder block has seven main bearings which support the
crankshaft. Thrust washers are installed on both sides of number 6 main
bearing in order to control the end play of the crankshaft. The thrust
washers can only be installed one way.
The cylinder block has a bush that is installed for the front camshaft
journal. The other camshaft journals run directly in the cylinder block.
The engine has a cooling jet that is installed in the cylinder block for
each cylinder. The piston cooling jet sprays lubricating oil onto the inner
surface of the piston in order to cool the piston.
A Multi-Layered Steel (MLS) cylinder head gasket is used between the
engine block and the cylinder head in order to seal combustion gases,
water, and oil.

Notes Cylinder Head

The engine has a cast iron cylinder head. The inlet manifold is integral
within the cylinder head. There are two inlet valves and two exhaust
valves for each cylinder. Each pair of valves are connected by a valve
bridge that is controlled by a pushrod valve system. The ports for the
inlet valves are on the left side of the cylinder head. The ports for the
exhaust valves are on the right side of the cylinder head. The valve
stems move in valve guides that are pressed into the cylinder head.
There is a renewable stem seal (4) that fits over the top of the valve
guide. The valve seats are replaceable

Notes Basic Engine

Pistons
The pistons have two compression rings and an oil control ring. The
groove for the top ring has a hard metal insert in order to reduce wear of
the groove. The skirt has a layer of graphite in order to reduce the risk of
seizure when the engine is new. The correct piston height is important in
order to ensure that the piston does not contact the cylinder head. The
correct piston height also ensures the efficient combustion of fuel which
is necessary in order to conform to requirements for emissions.
The pistons have two compression rings and an oil control ring. The
groove for the top ring has a hard metal insert in order to reduce wear of
the groove. The piston skirt has a coating of graphite in order to reduce
the risk of seizure when the engine is new to reduce friction and improve
fuel economy.
The pistons have a Quiescent combustion chamber in the top of the
piston in order to provide an efficient mix of fuel and air. The piston pin is
off-centre in order to reduce the noise level. The position pin is retained
in the correct position by two circlips.

Notes (1) Top compression ring

The shape of the top compression ring has a Keystone. When installing
a new top compression ring, make sure that the word "TOP" is facing the
top of the piston. New top piston rings have a black identification mark.
(2) Intermediate compression ring
The shape of the intermediate compression ring has Internal bevel in the
bottom edge with a tapered face. When installing a new intermediate
compression ring, make sure that the word "TOP" is facing the top of the
piston. New intermediate rings have a blue identification mark.
(3) The oil control ring
When installing a new oil control ring, make sure that the word "TOP" is
facing the top of the piston. New oil control rings have a red identification
mark. The oil control ring is a two-piece ring that is spring loaded. A pin
is used in order to hold both ends of the spring of the oil control ring in
position. The ends of the spring of the oil control ring must be installed
opposite the end gap of the oil control ring.
The identification mark of all three rings must be on the left of the ring
end gap when the top piston ring is installed on an upright piston.

Notes Pistons (continued)
Note: Ensure that the ring end gaps of the piston rings are spaced 120
degrees from each other.
Basic Engine
The connecting rods are machined from forged steel. The connecting
rods have bearing caps that are fracture split. Two connecting rod
bearings are installed between the connecting rod and the bearing cap.
The bearing caps on fracture split connecting rods are retained with Torx
bolts.
Connecting rods with bearing caps that are fracture split have the
following characteristics:
 The splitting produces an accurately matched surface on each side
of the fracture for improved strength.
 The correct connecting rod must be installed with the correct bearing
cap. Each connecting rod and bearing cap have an unique serial
number. When a connecting rod is assembled the serial numbers for
the connecting rod and bearing cap must match.

Notes Basic Engine – Connecting Rod

Typical example unique number
(U) Day code
(V) Code for the connecting rod
(X) Code for the Connecting rod cap
(Y) Year code
(Z) Code for the grade of connecting rod
Note: The day code is from the first day in the year. For example, "001"
will be the first day of the appropriate year.
The mating surfaces of the connecting rod are produced by hydraulically
fracturing the forged connecting rod. Ensure that the correct cap for the
connecting rod is installed with the correct connecting rod. Ensure that
the serial numbers for both components match.

Notes Basic Engine - Front

The crankshaft oil seal is mounted in the cover of the timing case. The
timing case cover is made of sound-deadened steel, cast iron or
aluminum. The timing gears are stamped with timing marks in order to
ensure the correct assembly of the gears. When the number 1 piston is
at the top center position of the compression stroke, the marked teeth on
the idler gear will align with the marks that are on the fuel injection pump
gear, the camshaft gear, and the gear on the crankshaft. There are no
timing marks on the rear face of the timing case.
The crankshaft gear turns the idler gear which then turns the following
gears:
 The camshaft gear (1)
 The fuel injection pump gear (3)
 The water pump gear (not shown, driven by the fuel pump)
 The oil Pump gear (4)
The timing gears are made of steel. The crankshaft gear (6) drives an
upper idler gear (2) and a lower idler gear (5). The upper idler gear (2)
drives the camshaft gear (1) and the fuel injection pump gear (3). The
lower idler gear (5) drives the oil pump. The water pump drive gear is
driven by the fuel injection pump gear. The camshaft rotates at half the
engine speed. The fuel injection pump rotates at engine speed.

Notes Engine Turning Tool

There are two different two for rotating the engine. Which one used can
be determent by the ease of access to the front pulley or the starter
motor hole.

Notes Locking Pins

The locking 364-9107 is used to lock the fuel pump in the proper position
firing cylinder one. When the crankshaft in locked in position remove the
plug at lower front of the pump and install the timing pin. Know the pump
is locked in proper position. Do not put force on the pin, it will break
easily into two pieces.
NOTE:
REMOVE THE PIN DIRECT AFTER INSTALLATION OF THE FUEL
PUMP.

Notes Locking Pins

Locking pin 136-4632 with adapter 286-1966 is used to lock the
crankshaft in the proper position, top dead center first cylinder on
combustion. The pin and adapter must be installed in the hole at the
right side of the engine block (face to the flywheel). When installed push
the pin in and rotate the crankshaft slowly in normal direction until the
timing pin drops into the slot.
REMOVE THE TIMING PIN AFTER THE TIMING IS SET.
The tool is only to determine the top dead center position of cylinder one.
Do not use to blockade –or- hold the crankshaft in position.

Notes

Notes

Notes Oil System

The extra oil for the duplex system is: 1.5L in the filter and 0.25L for the
oil lines (2.0L Total).

Notes Oil Circuit

Oil pressure for the engine lubrication system is provided by an engine
mounted oil pump (6). The engine oil pump (6) is located on the bottom
of the cylinder block and within the oil pan (4). Lubricating oil from the oil
pan (4) flows through a strainer (5) and a pipe to the inlet side of the
engine oil pump (6). The engine oil pump (6) is driven from the
crankshaft through an idler gear.
The engine oil pump (6) has an inner rotor with six lobes. The inner rotor
is mounted to a shaft which also carries the drive gear. The engine oil
pump (6) also has an outer annulus with seven lobes. The axis of
rotation of the annulus is offset relative to the rotor. The volume between
the lobes of the rotor and the annulus increases on the right-hand side
when the rotor is rotated. The increasing space between the lobes of the
rotor and the annulus causes a reduction in pressure. This reduction in
oil pressure causes oil to flow from the oil pan (4), through the oil strainer
(5) and into the oil pump (6) .
The volume between the lobes of the rotor and annulus decreases on
the left-hand side when the rotor is rotated. The decreasing space
between the lobes of the rotor and annulus causes oil to be pressurized.
The increase in oil pressure causes oil to flow from the oil pump outlet
into the engine lubrication system.

Notes Oil Circuit (continued)

The oil flows from the oil pump (6) through holes in the cylinder block to
a plate type oil cooler (1). The plate type oil cooler (1) is located on the
left-hand side of the engine.
From the oil cooler (1), the oil returns throuh a drilling in the cylinder
block to the filter head.
The oil flows from the oil filter (3) through a passage to the oil gallery.
The oil gallery is drilled through the total length of the left side of the
cylinder block. If the oil filter (3) is on the right side of the engine, the oil
flows through a pipe assembly. The pipe assembly is mounted to the
lower face of the cylinder block.
Lubricating oil from the oil gallery flows through passages to the main
bearings of the crankshaft. The oil flows through the passages in the
crankshaft to the connecting rod bearing journals. The pistons and the
cylinder bores are lubricated by the lubricating oil.
Lubricating oil from the main bearings flows through passages in the
cylinder block to the journals of the camshaft. Then, the oil flows from
the second journal of the camshaft at a reduced pressure to the cylinder
head. The oil then flows into the rocker arm bushing of the rocker arm
levers. The valve stems, the valve springs and the valve lifters are
lubricated by the lubricating oil.

Notes Oil Circuit (continued)

The hub of the idler gear is lubricated by oil from the oil gallery. The
timing gears are lubricated by the lubricating oil.
The turbocharger is lubricated by oil via a drilled passage through the
cylinder block. An external line from the engine block supplies oil to the
turbocharger. The oil then flows through a line to the oil pan (4) .
Piston cooling jets (2) are installed in the engine. The piston cooling jets
(2) are supplied with the oil from the oil gallery. The piston cooling jets
(2) spray lubricating oil on the underside of the pistons in order to cool
the pistons.
Heat Rejection to the Oil
The heat rejection to the oil in a combustion engine is directly related to
the engine speed and load.
To make sure that the thermal load on the piston material stays at
acceptable levels and the piston doesn’t start to loose its fatigue
strength, piston cooling is a common feature on diesel engines. The
piston cooling is the biggest supplier of thermal energy (heat ) into the
oil. Other suppliers are friction between moving parts and the
turbocharger.

Notes Maintenance Oil and Filter Change

Note: Do not pre-fill the oil filters
Fill the oil pan with the correct amount of new engine lubricating oil.
Refer to this Operation and Maintenance Manual, "Refill Capacities" for
more information on refill capacities.
Start the engine and operate the engine at "no load" for 2 minutes.
Perform this procedure in order to ensure that the lubrication system has
oil and that the oil filters are filled. Inspect the oil filter for oil leaks.
Stop the engine and allow the oil to drain back to the oil pan for a
minimum of 10 minutes before checking the oil level.
Remove the engine oil level gauge in order to check the oil level.
Maintain the oil level between the "MIN" and "MAX" marks on the engine
oil level gauge.
The following actions can be carried out as part of the preventive
maintenance program.
Cut the oil filter open with a 175-7546 Oil Filter Cutter. Break apart the
pleats and inspect the oil filter for metal debris. An excessive amount of
metal debris in the oil filter may indicate early wear or a pending failure.
Use a magnet to differentiate between the ferrous metals and the
nonferrous metals that are found in the oil filter element. Ferrous metals
may indicate wear on the steel and cast iron parts of the engine.

Notes Maintenance Oil and Filter Change (continued)

Nonferrous metals may indicate wear on the aluminium parts, brass
parts, or bronze parts of the engine. Parts that may be affected include
the following items: main bearings, rod bearings, turbocharger bearings
and cylinder heads.
Due to normal wear and friction, it is not uncommon to find small
amounts of debris in the oil filter. Consult your Caterpillar dealer in order
to arrange for a further analysis if an excessive amount of debris is found
in the oil filter.

Notes Engines which are Certified to US Marine Environmental Protection

Agency (EPA) Tier 3 / IMO II Regulations
Caterpillar recommends the use of Cat DEO-ULS for engines that use
ultra-low sulphur diesel fuel (ULSD fuel) or sulphur-free diesel fuel. Cat
DEO-ULS has the proper amount of lubricity for engines using ULSD.
The use of engine oil that meets Cat Engine Crankcase Fluid
specifications (Cat ECF-3) specifications is acceptable.
Commercial Oil
Note: Non-Cat commercial oils are, as a group, second choice oils.
Within this grouping of second choice oils there are tiered levels of
performance. The three current Caterpillar ECF specifications are: Cat
ECF-1a, (API CH-4) Cat ECF-2 (API CI-4/API CI-4+) and Cat ECF-3
(API CJ-4).
Oils meeting specification ECF-1a or ECF-2 sulfated ash > 1.50% are not
allowed.

Notes Total Base Number (TBN) and Fuel Sulfur Levels

The use of Cat S·O·S Services oil analysis is recommended strongly for
determining oil life. The minimum required Total Base Number (TBN) for
oil depends on the fuel sulfur level. The TBN for new oil is typically
determined by the "ASTM D2896" procedure. For direct injection
engines that use distillate fuel, apply the guidelines given above.
Excessive piston deposits can be produced by oil with a high TBN
and/or high ash. These deposits can lead to a loss of control of the oil
consumption and to the polishing of the cylinder bore. There are many
factors that contribute to rapid TBN depletion, a not all inclusive list
follows:
 High sulfur fuel (The more fuel sulfur, the more rapid the TBN
depletion.)
 Faulty engine coolant regulators
 Light loads
 Short operation cycles
 Excessive idling
 Operating in applications where normal operating temperature is
seldom reached
 High humidity (allowing excessive condensation)
Note:
Bullets 2 through 7 above can contribute to excessive water in the
crankcase oil. The water combines with available sulfur to form sulfuric acid.

Notes API Classifications

API CH-4 introduced in 1998. For high-speed, four-stroke engines
designed to meet 1998 exhaust emission standards. CH-4 oils are
specifically compounded for use with diesel fuels ranging in sulfur
content up to 0.5% weight.
API CI-4 introduced in 2002. For high-speed, four-stroke engines
designed to meet 2004 exhaust emission standards implemented in
2002. CI-4 oils are formulated to sustain engine durability where exhaust
gas recirculation (EGR) is used and are intended for use with diesel
fuels ranging in sulfur content up to 0.5% weight.
API CJ-4 for high-speed four-stroke cycle diesel engines designed to
meet 2010 model year on-highway and Tier 4 non-road exhaust
emission standards as well as for previous model year diesel engines.
These oils are formulated for use in all applications with diesel fuels
ranging in sulfur content up to 500 ppm (0.05% by weight). However, the
use of these oils with greater than 15 ppm (0.0015% by weight) sulfur
fuel may impact exhaust after treatment system durability and/or drain
interval. When using CJ-4 oil with higher than 15 ppm sulfur fuel, consult
the engine manufacturer for service interval.
API CK-4 describes oils for use in high-speed four-stroke cycle diesel
engines designed to meet 2017 model year on-highway and Tier 4 non-
road exhaust emission standards as well as for previous model year
diesel engines. These oils are formulated for use in all applications with
diesel fuels ranging in sulfur content up to 500 ppm (0.05% by weight).
However, the use of these oils with greater than 15 ppm (0.0015% by
weight) sulfur fuel may impact exhaust after treatment system.

Notes Monitoring Quality

Monitoring lubrication quality can maximize the life of engine oil and
provide optimum protection for the internal engine components.
S•O•S
The Caterpillar tool for oil analysis is S•O•S, which is part of the S•O•S
services program. This program determines oil change intervals based
on condemning limits and trend analysis established for the engine. It
also looks for the presence of oil contaminants, which are used to
analyze the condition of the engine, indicate shortcomings in engine
maintenance and detect the first signs of excessive wear.
Sampling intervals differ for various engines and applications. Refer to
the Operation and Maintenance Manual for appropriate intervals or
contact your Cat dealer.
The S•O•S testing includes wear analysis, oil condition analysis and
additional chemical and physical tests. Contact your Cat dealer for
complete information and assistance on the S•O•S services program.

Notes Additives
Lubricating oil consists of a mixture of base oil fortified with certain
additives. The most common are detergents, oxidation inhibitors,
dispersants, alkalinity agents, anti-wear agents, pour-point dispersants
and viscosity improvers
 Detergents help clean the engine by reacting with oxidation products
to stop the formation of insoluble compounds
 Oxidation inhibitors help prevent increases in viscosity
 Dispersants help prevent sludge formation
 Alkalinity agents help neutralize acids
 Anti-wear agents reduce friction by forming a thin film on metal
surfaces
 Pour-point dispersants keep the oil fluid at low temperatures by
preventing the growth of wax crystals
 Viscosity improvers help prevent the oil from becoming too thin at
high temperatures.

Notes Why Manage Oil Change Intervals?

Oil performance is a very significant factor in the life cycle of an engine,
and ultimately impacts satisfaction with Caterpillar products.
Establishing optimal oil change intervals for engines in each particular
application or machine model requires several months of careful
monitoring with S•O•S fluid analysis.
A balanced approach to lubrication management must be taken to
ensure that costs are indeed minimized. Change oil too early and money
may be wasted by throwing away some of the useful life of the lubricant,
and from higher disposal costs. Change oil too late, and the risks of
incurring even greater costs are increased through shortened engine life.
The opportunity to optimize lubrication-related cost savings depends on
a number of factors. Many of these factors can be monitored with S•O•S
fluid analysis.
Aluminum
This can be a critical concern. Concentrations of aluminum suggest
bearing wear. Relatively small increases in the levels of this element
should receive immediate attention because, once rapid wear begins,
the crankshaft may produce large metal particles which will become
trapped in the oil filters.
Copper
A high concentration of copper indicates thrust washer or bushing wear.

Notes Iron
Iron can come from any number of sources. It can also appear as rust
after engine storage. Frequently, when accompanied by a loss of oil
control, increases in iron contamination indicate severe liner wear.
Silicon
Above normal readings of silicon can indicate a major problem. Oil
loaded with silicon becomes, in effect, a grinding compound which can
remove metal from any number of parts during operation.
Silicon, Chromium, Iron, Aluminum
A combination such as this signals dirt entry through the air induction
system, possibly causing ring and liner wear.
Silicon, Lead, Aluminum, Tin
This combination indicates dirt in the lower portion of the engine,
possibly leading to crankshaft and bearing wear.
Chromium, Molybdenum, Aluminum
This combination can lead to ring and piston wear, resulting in blowby,
increased oil consumption and oil degradation.
Soot
A high soot content is not usually the direct cause of failure. Solid
particles do not dissolve in the oil, causing the filters to become plugged
and depleting dispersant additives. Soot indicates a dirty air cleaner,
engine lug, excessive fuel delivery

Notes Water and Coolant

Corroded liners, leaky had gaskets, head cracks and water pump leaks
can allow water into the engine crankcase. This coolant contamination
can vary from minute amounts to large quantities. An oil sample may or
may not test positive for water, depending on the volume that entered
the engine. If the leak is small, the heat of engine operation may
evaporate the water, leaving traces of sodium (ELC or DEAC) and
potassium (ELC). In more severe cases (more than .5%), water can
cause the oil to emulsify and greatly reduce its lubricating and protection
properties. Ultimately, it can form sludge, block oil passages and clog
filters. In the worst cases, water can puddle on to pof a piston (hydro
lock) after shutdown, causing a hydraulic lock and catastrophic failure
upon the next start-up. No oil can combat a significant internal coolant
leak.
Water, as a by-product of combustion, can also find its way into the
Result Hydro lock crankcase past the piston rings. This is normal and high equality engine
oils, such as Caterpillar DEO, have additives to hold small amounts of
water in suspension. But just as with soot, oxidation, nitration and
sulfation, the ability of the oil to fight the effects of water is limited.
The classic signature of a significant coolant leak in engines using Cat
Diesel Engine Antifreeze Coolant (DEAC) is a positive reading for water
and glycol, plus an increase in copper, silicon and sodium.

Notes Water and Coolant (continued)

The copper leaches from the cooler core tubes into the oil as a result of
chemcial reaction between the copper tubes and ethylene glycol. Silicon
and sodium are carried in with the coolant.
For engines using Cat Extended Life Coolant (ELC), a coolant leak is
indicated by a positive test for water and glycol, accompanied by an
increase in copper, potassium and, possibly, sodium.

Notes Engine Cooling

Heat exchanger cooling is when a ‘fresh’ to ‘raw’ water heat exchanger
is mounted on the engine. The fresh water in the closed circuit is
thermostatically controlled which, when closed, a permanent bleed by-
passes the heat exchanger minimising the engines warm-up time but
maintains sufficient flow through the cylinder block and exhaust
manifold. When the engine has reached the correct working
temperature, the thermostat opens allowing the coolant over the heat
exchanger tubestack which is cooled by sea water.
Keel cooling or skin cooling is a closed circuit method of cooling both the
engine and charge air. In order to provide engine protection an
antifreeze mixture must be used for both the engine and charge air
cooling circuits. The nominal antifreeze mixture which should be used
depends on generatorset model:
 C7.1 ACERT – 20% Glycol In normal climates
 C7.1 ACERT – 50% Glycol In cold climates

Notes Cooling Circuit – Radiator

Notes Cooling Circuit – Radiator

Notes Cooling Circuit – Heat Exchange

During engine operation, fresh water pump draws engine coolant from
heat exchanger. The fresh water pump creates coolant flow through the
system. Fresh water pump forces the coolant through a passage in the
front of the timing case to the water jacket in the top left side of the
cylinder block. One-third of the coolant flows around the element of oil
cooler to the rear of the cylinder block. Two-thirds of the coolant is used
in order to cool the cylinder block. The coolant continues to the rear of
the cylinder block and the coolant is diverted to the following locations:
 Exhaust manifold
 Cylinder head
 Water cooled turbine housing
 Pre-heater (if equipped)
The coolant flows forward through the cylinder head and into water
thermostat. If the thermostat is closed, the coolant goes directly through
a bypass to the inlet side of fresh water pump. If the water temperature
regulator is open, the bypass is closed and the coolant flows to heat
exchanger in order to be cooled. After the coolant flows through the heat
exchanger, the coolant is mixed with coolant that is returning from
exhaust manifold and pre-heater (if equipped).

Notes Cooling Circuit – Keel Cooled

During engine operation, HT coolant pump draws engine coolant from
keel cooler. The HT coolant pump creates coolant flow through the
system. HT coolant pump forces the coolant through a passage in the
front of the timing case to the water jacket in the top left side of the
cylinder block. One-third of the coolant flows around the element of oil
cooler to the rear of the cylinder block. Two-thirds of the coolant is used
in order to cool the cylinder block. The coolant continues to the rear of
the cylinder block and the coolant is diverted to the following locations:
 Cylinder head
 Water cooled turbine housing
The coolant flows forward through the cylinder head and into thermostat.
If the thermostat is closed, the coolant goes directly through a bypass to
the inlet side of water pump. If the water temperature regulator is open,
the bypass is closed and the coolant flows to keel cooler in order to be
cooled. After the coolant flows through the keel cooler, the coolant is
mixed with coolant that is returning from exhaust manifold and turbo.
An LT water pump is also used in order to supply coolant flow to
aftercooler. The coolant flows through the aftercooler in order to cool the
hot inlet air. From the aftercooler, the coolant flows to a second keel
cooler in order to be cooled.

Notes Pumps - Jacket Water

Water Jacket The water jacket in an internal combustion engine is a
series of cavities and passages that carry coolant throughout the engine.
Heat is transferred from the engine to the coolant and carried away to a
radiator or similar device where the heat can be dissipated.
The jacket water, or coolant, also flows through the cylinder head to
remove more heat. In gas engines, the combustion chamber and spark
plug bosses are cooled by jacket water flowing through the cylinder
head.
Carefully sized passages in the cylinder head aid in regulating water flow
and help to maintain uniform temperature throughout the block.
Water jacket coolant is often circulated through aftercoolers and oil
coolers to collect heat and carry it away from the engine.

Notes Auxiliary Water Pump

Flexible impeller pumps are a type of rotary positive displacement pump
that has a rotating rubber impeller with vanes that bend and then
straighten as the impeller rotates to conform to the internal cam in the
pump casing.
Features & benefits:
 Economical option to move liquids containing some solids
 Smooth gentle, low shear pumping action
 Self-primes quickly from a dry or wet start

Notes Sea Water Circuit

During engine operation, raw water pump draws cool sea water into the
system. The raw water pump pumps the sea water to aftercooler. The
cool sea water flows through charge air cooler in order to cool the hot
inlet air. From the charge air cooler the sea water flows to heat
exchanger in order to cool the hot engine coolant. After leaving the heat
exchanger, the sea water is then discharged.
Raw Water Systems
The maximum pressure into the raw water pump should not exceed 15
kPa. Where possible mount the strainer so that the top is just above the
waterline to facilitate cleaning.
A completely separate sea water system should be provided for each
engine to prevent a blockage resulting in the need to shut down more
than one engine. A shared supply is not recommended.

Notes Oil Cooler

A basic explanation for how a heat exchanger functions is that one warm
and one cold medium flows close to each other, with a surface between
them. The warm medium transfers thermal energy to the cold medium.
This makes the cold medium warmer and the warm medium colder, and
therefore a heat exchange has been made. This is a method to
exchange heat between two mediums without mixing them. The heat
transfer in a heat exchanger depends on the following aspects:
 The type of heat exchanger, material and design.
 Thermal conductivity of the flowing mediums in the heat exchanger.
 Difference in temperature for the two mediums.
 Mass flow to the heat exchanger inlets.
 Turbulence or laminar flow in the mediums.
A plate heat exchanger transfer heat between two mediums through
indirect contact. It is an efficient heat exchanger that can withstand a
wide range of pressures and temperatures. The plate heat exchanger is
optimal for heat exchanging with low viscosity fluids. The oil cooler is
made of brazed plates to manage the pressure that might occur in the
system. Each medium in the plate heat exchanger flows in every other of
the thin gaps between the plates.

Notes JW Cooled Exhaust Manifold and Turbo

Jacket water flows from the rear of the cylinderhead into the exhaust
manifold to the front of the engine. At the front of the exhaust manifold it
returns though the front of the cylinderhead to the thermostat housing.
At the flange connection of the turbo a part of the water flows from the
rear coolant passing through the turbine housing. It returns to the front
passing into a external tube which passes the coolant around the
exhaust manifold into the front connection of the cylinderhead where it
comes together again with the water returning from the exhaust
manifold.

Notes Water Temperature Regulation

During engine operation, water pump draws engine coolant from
bypass/cooler. The water pump creates coolant flow through the system.
The water pump is installed on the front of the timing case. The water
pump is gear-driven by the fuel injection pump gear.
Water pump forces the coolant through a passage in the front of the
timing case to the water jacket in the top left side of the cylinder block.
One-third of the coolant flows around the element of oil cooler to the rear
of the cylinder block. Two-thirds of the coolant is used in order to cool
the cylinder block. The coolant continues to the rear of the cylinder block
and the coolant is diverted to the following locations:
 Cylinder head
The coolant flows forward through the cylinder head and into water
temperature regulator. If the water temperature regulator is closed, the
coolant goes directly through a bypass to the inlet side of water pump. If
the water temperature regulator is open, the bypass is closed and the
coolant flows to heat exchanger in order to be cooled. After the coolant
flows through the cooler, the coolant is mixed with coolant that is
returning from exhaust manifold.

Notes Water temperature regulator

 Opening temperature ... 80° to 84°C (151° to 176°F)
 Maximum open length of 11 mm (0.43307 inch) is achieved at the
following temperature. ... 94° C (201° F)
Water temperature regulator must be replaced if the travel length is not
achieved at specified temperature.

Notes Water temperature regulator

The thermostat is one unit with the housing. The flow through from
bottom to top is closed so coolant can only flow around the thermostat. If
the thermostat opens the valve is moving down and closes the smaller
diameter of the housing inside the cylinderhead. The opening between
top ring and valve lets flow through to the cooler, which return at the
suction side of the coolant pump.

Notes De-Aeration
Air in the engine coolant can cause the following problems:
 Air accelerates the corrosion within the engine water passages that
can lead to high water temperatures as silt deposits on the surface of
the cooler reducing the heat transfer.
 Air expands more than coolant when heated and may cause loss of
cooling and coolant from the engine system through the expansion
tank overflow.
 Air possible can collect in one area and cause a loss of coolant flow
around the cylinder block resulting in piston seizure and major
engine damage.
Caution: Care should be taken when filling the system and should be
done slowly to avoid air pockets.
Engine Bleed (Vents)
The engine bleed system provides a continuous flow of water through
the expansion tank as a method of removing air from the engine coolant.
Depending on the model of the engine there can be more bleed pipes
connected to the top of the expansion tank. Each bleed must be
separate connected to the expansion tank

Notes Galvanic Corrosion (Bimetallic Corrosion)

When a metal is immersed in a conducting liquid it takes up an electrode
potential (also known as the corrosion potential). This is determined by
the equilibrium between the anodic and cathodic reactions occurring on
the surface and it is usually measured with reference to a standard
electrode such as the saturated calomel electrode (SCE).
Bimetallic corrosion occurs when two metals, with different potentials,
are in electrical contact while immersed in an electrically conducting
corrosive liquid, Because the metals have different natural potentials in
the liquid, a current will flow from the anode (more electronegative) metal
to the cathode (more electropositive), which will increase the corrosion
on the anode see above.
This additional corrosion is bimetallic corrosion. It is also referred to as a
galvanic corrosion, dissimilar metal corrosion or contact corrosion.
In general, the reactions which occur are similar to those that would
occur on single, uncoupled metal, but the rate of attack is increased,
sometimes dramatically. With some metal combinations the change in
the electrode potential in the couple potential can induce corrosion which
would not have occured in the uncoupled state (e.g. pitting). In some
environments the change in potential of the cathode in the couple can
also introduce problems (e.g. hydrogen embrittlement).
The effect of coupling the two metals together increases the corrosion
rate of the anode and reduces or even suppresses corrosion of the
cathode. Hence, coupling a component to a sacrificial anode can
prevent corrosion, and this is the principle of cathodic protection, which
is discussed in a separate publication in this series. When a metal is
corroding two processes occur. One is the dissolution of metal at the
anode (e.g. iron): Fe -> Fe2+ + 2e

Notes This must be balanced by a cathodic reaction. Most practical cases of

bimetallic corrosion occur in solutions containing dissolved oxygen and
in most neutral and alkaline liquids the primary cathodic reaction is the
reduction of dissolved oxygen: O2 + 2H2O + 4e -> 4OH
In acid liquids the cathodic reaction is often the reduction of hydrogen
ions to hydrogen gas: 2H+ + 2e -> H2
Other Cathodic reactions can occur in deaerated environments and one
example is liquids containing hydrogen sulphide.
There is a range of partially oxidised sulphur species (e.g. thiosulphate,
dithionate etc.) and reduction of one or more of these species can be the
principle cathodic reaction in corrosion e.g. in sour process brines in the
oil and gas industry.
Under uncoupled corrosion the anodic and cathodic reactions occur at
small, local areas on the metal. In a bimetallic couple the cathodic
reaction is more, or totally, on the electropositive member of the couple
and the anodic reaction is mostly, or totally, on the electronegative
component of the couple.

Notes Definition of Galvanic and Electrolytic Corrosion.

Galvanic corrosion is caused when two different metals are immersed in
a conductive fluid such as seawater (called electrolyte), with a
connection between them, an electric current is generated in the same
way as a battery. Electrolytic corrosion (stray current corrosion) is
caused by a current from an external source such as the boats battery,
shore supply or even the engine itself.
Definition of Bonding
Note: Earthing and Grounding are different names for the same thing. It
is a way of preventing high voltages on machines. ‘Earthing’ is a more
commonly used term in Britain, Europe and most of the commonwealth
countries (IEC, IS), while ‘Grounding’ is a term used in North America
(NEC, IEEE, ANSI, UL).
Bonding
Bonding is joining two electrical conductors together. This is achieved by
connecting all the metal parts that are not supposed to be using current
during normal use, and bringing them to the same electrical state.
Electricity will not build up in a machine or between 2 different machines
that have the same electrical potential.
The current that causes electrolytic action is called ‘stray current’ which
can emanate from multiple sources. The batteries on board the vessel
where the negative terminal is earthed to the hull at a central earth
terminal can be a source.

Notes Bonding:
If other negative connections are made elsewhere on the vessel then the
resulting small differences in voltage between the earth terminals can
cause the same chemical action as in galvanic corrosion, but it must be
stressed that this is not GALVANIC CORROSION but stray current
known as electrolysis caused by an external electrical current.
The way to prevent electrolytic corrosion is to ensure a good electrical
installation and to bond the engine to the bonding system in the boat
which is providing a low resistance connection between all the metals in
contact with the sea water.
The bonding system should be connected to a zinc sacrificial anode that
is fixed to the outside of the hull below sea level. A typical layout is
shown in (A).
The bonding should consist of heavy stranded wire (not braiding or wire
with fine strands). It is an advantage if the wire is tinned. Insulation is
also an advantage and should preferably be green in colour.
Although the current carried by the bonding system will not normally
exceed 1 amp, the cable sizes should be generous.
Length of run to zinc anode
Suggested cable size
Up to 30 feet 7 strand / 0.185 mm (4 mm2)
30 - 40 feet 7 strand / 1.04 mm (6mm2)


An insulated conductor should be used on all bonding systems. The
bonding wire should be a minimum size of #8 American Wire Gauge
(AWG) and should be multi stranded.
As the bonding circuit may be exposed to sea water, soldered or brazed
connections are recommended. Each bonding circuit or connection to
sacrificial anode should have a good electrical connection (typical
resistance of <0.2 ohm).
On steel boats with anodes bolted or welded to the outside of the hull, it
is recommended to bond the engine’s bonding stud directly to the hull,
ensuring you have a direct connection to the vessel anodes.


C1.5 through C7.1 generator sets built in Wimborne are not shipped with
a bonding stud on the engine. These generator sets are designed to
ensure everything in the cooling system is electrically linked to the
neutral cable on the AC alternator. On these generator sets, the vessel
bonding wire can be attached to the neutral cable connection on the
generator end.

Notes Coolant Recommendations

In order to provide engine protection an antifreeze mixture must be used
for both the engine and charge air cooling circuits.
 A 20 percent glycol mix will give protection to −7° C (19.4° F)
 A 50 percent glycol mix will give protection to −37° C (−34.6° F)
EC-1
To help ensure expected performance, EC-1 coolants require the one
time maintenance addition of an extender at coolant service mid-life. Do
not use an extender with a coolant unless the extender has been
approved specifically for use by the coolant manufacturer.
Never operate an engine without water temperature regulators in the
cooling system. Water temperature regulators help to maintain the
engine coolant at the proper operating temperature.

Notes Tolyltriazole
Tolyltriazole (TTA) is widely used copper and high copper alloy
corrosion inhibitor. It is so effective that only 2 to 3 ppm of tolyltriazole is
sufficient to protect copper parts in cooling water systems like cooling
towers. It is also used extensively in automobile radiators and metal
working fluids. Tolyltriazole, is especially useful in systems where fluids
are in continuous contact with metals that require protection. Other
metals that can be protected include zinc, cobalt and silver. When
tolyltriazole is used in multi-metal systems with other corrosion inhibitors,
it will protect aluminum and steel.
S·O·S Services Coolant Analysis (Level 1)

A coolant analysis (Level 1) is a test of the properties of the coolant.
The following properties of the coolant are tested:
 Glycol concentration for freeze protection and boil protection
 Ability to protect from erosion and corrosion
 pH
 Conductivity
 Visual analysis
 Odor analysis

Notes S·O·S Services Coolant Analysis (Level 2)

A coolant analysis (Level 2) is a comprehensive chemical evaluation of
the coolant. This analysis is also a check of the overall condition of the
cooling system.
The S·O·S coolant analysis (Level 2) has the following features:
 Full coolant analysis (Level 1)
 Identification of metal corrosion and of contaminants
 Identification of build-up of the impurities that cause corrosion
 Identification of build-up of the impurities that cause scaling
 Determination of the possibility of electrolysis within the cooling
system of the engine
The results are reported, and appropriate recommendations are made.

Notes Water quality for use as coolant

Cat ELC is sold as a pre-mix and concentrate, Cat DEAC is sold as a
concentrate and requires water dilution before using.
Caterpillar recommends de-ionized or distilled water to maximize the
benefit of the various inhibitors in DEAC and to reduce the potential for
chemical incompatibility within the cooling system.
 Never use raw water
 Select the best quality water available
 Have the water tested by a laboratory
 NEVER USE WATER ALONE AS COOLANT
To prevent poor quality water from entering the cooling system,
deionised or distilled water should be used to mix with the coolant
concentrate. If deionised or distilled water is not available, tap water that
meets the following specifications should be used:
Chlorides ASTM D512b Less than 40 ppm
Sulphates ASTM D516a Less than 100 ppm
Hardness ASTM D1126 Less than 170 ppm
(Calcium/Magnesium)
Total Solids ASTM D2540B Less than 340 ppm
pH ASTM D1293 5.5 to 9.0

Notes Caterpillar Coolants

Cat offers extended life coolant which protects high-performing
equipment and helps support customer’s investments. Two options of
extended life coolant include Cat ELC which contains Glycol and Cat ELI
which is water based coolant that does not contain Glycol.
Cat ELC and ELI provide industry leading corrosion resistance and
longer engine life. This coolant uses Organic Acid Technology (OAT)
with additives extending the life of the coolant without the need for
supplemental coolant additive (SCA).
Cat DEAC offer conventional coolant proven technology which is an
option for customers looking for lower up-front cost. Although it is less
expensive up front, the over all lifetime cost is higher because DEAC
requires the need for SCA and frequent maintenance
Additives
Additives help to protect the metal surfaces of the cooling system and
can improve coolant performance. A lack of coolant additives, or
improper additives for the application can cause the following conditions
to occur:
 Corrosion
 Formation of mineral deposits

Notes Additives (continued)

 Rust
 Scale
 Pitting and erosion from cavitation of the cylinder liner
 Foaming of the coolant
Many additives are depleted during engine operation. These additives
must be replaced periodically. Additives that can be added:
 ELC Extender to Cat ELC (Extended Life Coolant)
 ELC Extender to Cat ELI (Extended Life Inhibitor)
 Cat SCA to Cat DEAC
 Cat SCA to Cat SCA in water finished coolant
Additives must be added at the proper concentration. Overconcentration
of additives can cause the inhibitors to drop out-of-solution. The deposits
can enable the following problems to occur:
 Formation of gel compounds
 Reduction of heat transfer
 Leakage of the water pump seal
 Plugging of radiators, coolers, and small passages

Notes Glycol
Glycol in the coolant helps to provide protection against the following
conditions:
 Boiling
 Freezing
 Water pump cavitation (ATAAC equipped engines)
For optimum performance, Cat recommends a 50 percent by volume of
glycol in the finished coolant (also referred to as 1:1 mixture).
Note: Use a mixture that will provide protection against the lowest
ambient temperature.
Most conventional heavy-duty coolant/antifreezes use ethylene glycol.
Propylene glycol may also be used. In a 50 percent by volume of glycol
in the finished coolant, ethylene and propylene glycol provide similar
protection against freezing and boiling
Do not use propylene glycol in concentrations that exceed 50% glycol
and 60% ethylene glycol because of the reduced heat transfer capability.
Use ethylene glycol in conditions that require additional protection
against boiling or freezing.
Ethylene glycol is a toxic chemical with a naturally sweet taste. In order
to avoid accidental excessive ingestion by humans or animals, coolants
may contain embittering agents that make the coolant taste bad.

Notes All Cat glycol containing coolants (Cat ELC, Cat DEAC, and Cat NGEC)
are embittered. Embittering agents have no beneficial or detrimental
effect on coolant performance or characteristics.
Cat ELC
When Cat ELC is compared to conventional coolants, the Cat ELC anti-
corrosion package is based on a different additive system. Cat ELC has
been formulated with the correct amounts of additives. Superior
corrosion protection is provided for all metals that are in engine cooling
systems.
Cat ELC extends the service life of the coolant to 12000 service hours or
6 years. Cat ELC does not require the frequent addition of the Cat ELC
Extender additive. An Extender is the only additional.
Cat ELC is available in a 1:1 premixed cooling solution with distilled
water. The premixed Cat ELC provides freeze protection to −37 °C (−34
°F). The premixed Cat ELC is recommended for the initial fill of the
cooling system. The premixed Cat ELC is also recommended for topping
off the cooling system.
Cat ELC Extender
Cat ELC Extender is added to the cooling system halfway through the
Cat ELC service life. Treat the cooling system with Cat ELC Extender at
6000 hours or one half of the coolant service life.

Notes

Notes

Notes Common Rail Fuel System

Information below is concerning the C9.3 common rail fuel system.
This basic schematic of the Common Rail fuel system shows a high
pressure pump, a high pressure fuel manifold (or “rail”) and an
electronically controlled injector for each cylinder. These are all
connected with high pressure lines.
The high pressure fuel pump is located in the same general location as
the previous HEUI pump and is roughly the same size and shape. This
pump draws fuel and brings it up to injection pressure. Fuel at injection
pressure is sent to the rail where it is made available to each of the
individual injectors. Each injector draws from the rail via a pipe. Since
the rail is charged with fuel at injection pressure at all times, the injectors
have the ability to draw on this fuel at any time. An ECU command to
each injector at the appropriate time causes it to open, and fuel is
injected into the cylinder. When the ECU turns off the signal to the
injector, fuel injection ceases.
Common rail will be used for the:
C3.4B, C4.4 ACERT, C6.6 ACERT, C7.1 ACERT and C9.3 ACERT

Notes

Notes C7.1 Fuel Circuit - Operation

During normal engine operation, fuel is drawn from the Fuel Tank
through the in-line 75-micron Screen-Type Fuel Filter by the Electric
Fuel Lift Pump. (The lift pump runs whenever the key start switch is set
to the ON position and also during the delayed engine shutdown
strategy.) The lift pump then directs the fuel to the 10-micron Primary
Fuel Filter and Water Separator.
After the fuel exits the primary fuel filter, the fuel flows to the 4-micron
Secondary Fuel Filter. The secondary fuel filter base contains an
Orificed Check Valve that OPENS when the fuel lift pump is operating
(key ON), but the engine is not running (during fuel system priming). Any
fuel relieved by this orificed check valve is directed through the Fuel
Cooler and returns to the fuel tank. From the secondary fuel filter, the
pressurized fuel flows to the Fuel Transfer Pump (FTP) Inlet Regulator.
The FTP inlet regulator limits the fuel pressure to approximately 370 kPa
(53.6 psi). Fuel that is relieved by the FTP inlet regulator is sent to a Tee
fitting and blends with the fuel from the outlet of the fuel cooler, then
returns to the fuel tank.
From the FTP inlet regulator, the pressurized fuel flows to the Fuel
Transfer Pump. The fuel transfer pump increases the fuel pressure to
approximately 800 kPa (116 psi) and sends the fuel directly to the Fuel
Injection Pump. The fuel injection pump is controlled by the Suction
Control Valve.

Notes C7.1 Fuel Circuit – Operation (continued)

The suction control valve limits the amount of fuel that flows to the fuel
injection pump, which regulates the fuel pressure to the Common Rail
Fuel Manifold to approximately 200 MPa (29,000 psi). Fuel that is
relieved by the suction control valve is sent through a hose to a Tee
fitting, which blends the relief fuel with other fuel directed to the inlet of
the fuel cooler. All fuel exiting the fuel cooler is returned to the fuel tank.
The Engine ECM monitors the Fuel Rail Pressure Sensor in order to
determine the current that must be sent to the proportional solenoid on
the suction control valve to maintain the proper fuel pressure to the fuel
manifold. The common rail fuel manifold ensures that high pressure fuel
is continuously available for the operation of all six Fuel Injectors. The
Engine ECM determines the correct timing and the correct amount of
fuel for each fuel injector to deliver into its cylinder, based on the inputs
from numerous sensors on the engine and from machine and operator
inputs.
A High Pressure Relief Valve is installed in the forward end of the
common rail fuel manifold. The relief valve only OPENS when fuel
pressure becomes too high. This relief fuel is also sent through a hose
that blends with other fuel directed to the inlet of the fuel cooler and is
returned to the fuel tank.

Notes C7.1 Fuel Circuit – Operation (continued)

Injector Leakage is collected in a fuel drain passage in the cylinder head.
This hot fuel is directed through a fuel line that is fitted to the rear of the
cylinder head and is blended with the relief fuel lines that direct all return
fuel to the inlet of the fuel cooler.
If the machine does not utilize a fuel cooler, relief fuel and injector
leakage are blended together at an Alternate Connection, to return the
fuel to the fuel tank.
Fuel Lifting Pump and Primary Fuel Filter
During normal engine operation, fuel is drawn from the Fuel Tank (1)
through the in-line 75-micron Screen-Type Fuel Filter (2) by the Electric
Fuel Lift Pump (3). The lift pump runs whenever the key start switch is
set to the ON position and also during the delayed engine shutdown
strategy.) The electric fuel lift pump (3) sends fuel through a hose to the
inlet of the 10-micron primary fuel filter and water separator. After
filtration here, the fuel flows through the primary fuel filter outlet and is
directed to the 4-micron secondary fuel filter (4)..
NOTE: Major fuel system components and service points not installed
on the core engine can be located in various compartments in the
engine room, depending on engine type/model.

Notes Secondary Fuel Filter and FTP Inlet Regulator

Shown above is the 4-micron secondary fuel filter and associated
components and fuel lines. Fuel from the primary fuel filter and water
separator is directed to the secondary fuel filter through a fuel line
connected to the filter base inlet .
After being filtered, the fuel exits through the filter base outlet and is
directed to the FTP inlet regulator. The FTP inlet regulator limits the fuel
pressure to the fuel transfer pump to approximately 370 kPa (53.6 psi).
Any fuel relieved by the FTP inlet regulator is directed through the near
fuel line (4) and is returned to the fuel tank. Filtered fuel from the
secondary fuel filter flows to the inlet of the fuel transfer pump through
the yellow fuel line .
When the fuel filters have been replaced and the key start switch is
turned to ON, the electric fuel lift pump will run for two minutes, to prime
the fuel system. An orificed check valve in the secondary fuel filter base
will OPEN during priming and the fuel is directed through the relief hose.
This relief fuel blends with other fuel relief lines and is returned to the
fuel tank.

Notes Overview Fuel System

Notes Fuel Leak off and Relief Lines

The leak off fuel from each injector passes into a drilling which runs
along the inside of the cylinder head. A pipe is connected to the rear of
the cylinder head in order to return the leak off fuel to the fuel tank.
Fuel is drawn from the fuel tank through a fuel strainer to an external
electric transfer pump. The fuel then flows to the 10 micron primary fuel
filter and a water separator. The fuel then flows to a 4 micron secondary
fuel filter.
The fuel flows from the secondary fuel filter to a pressure regulator. A
pressure regulator that is installed in the low-pressure fuel system
controls the fuel pressure to the fuel injection pump. When the pressure
reaches above 370 kPa (53.6 psi) the regulator opens and part of the
(filtered) fuel returns to the tank.

Notes Leakage Detection

The common rail is a double wall construction. Between the inner and
outer wall is a leak detection line connected what goes to the fuel leak
detector.
When the inner side is leaking fuel flows to the detector and fills up the
reservoir. With increase of the fuel level in the reservoir the float bowl
comes up and closes the contact for an alarm input.
Also the high pressure pump has a leak detection which is connected
with a T joint to the same leak detection.
So if this alarm goes of it must be found out which of the two is leaking
internally.

Notes Fuel Transfer Pump and High Pressure Fuel Injection Pump
 Fuel temperature sensor
 Suction control valve relief fitting
 Fuel pump suction control valve
 Fuel supply inlet from FTP inlet regulator
 High pressure fuel supply to fuel manifold
 Fuel transfer pump
 High pressure fuel injection pump
The fuel transfer pump and high pressure fuel injection pump are
contained in a single housing, located at the left front of the engine.
Fuel from the FTP inlet regulator enters the transfer pump inlet and is
further pressurized to approximately 800 kPa (116 psi) by the fuel
transfer pump.
The fuel from the transfer pump is directed to the high pressure fuel
injection pump through the inside of the pump housing. A check valve
doesn’t allow the fuel to flow back when pressure increase in the high
pressure pump. The U-shaped steel fuel lines connect the three high
pressure pumps with the outlet connected to the common rail. Also in
this a check valve prevents fuel flow back to the high pressure pump
from the common rail.

Notes Fuel Transfer Pump and High Pressure Fuel Injection Pump
The high pressure fuel injection pump INCREASES the fuel pressure to
approximately 200 MPa (29,000 psi) and delivers the fuel to the common
rail fuel manifold through the longer steel fuel line.
The fuel temperature sensor is installed in the fuel pump housing. The
Engine ECM monitors the signal from this sensor and uses the data to
determine the timing, quantity, and the pressure of the fuel for fuel
injection strategies.
The fuel pressure from the fuel injection pump is regulated with the
solenoid operated suction control valve. The suction control valve limits
the amount and pressure of fuel from the fuel transfer pump to the fuel
injection pump.
The Engine ECM uses the pressure sensor installed in the common rail
fuel manifold to determine the actual fuel injection pressure and the
amount of current to send to the suction control valve solenoid. The fuel
pressure can be adjusted by the ECM for varying strategies, if needed.
Any fuel relieved by the suction control valve is directed to the
secondary fuel filter outlet, through a fuel line connected to the fitting on
top of the pump.

Notes High Pressure Injection Pump

The fuel pump assembly consists of a low-pressure transfer pump and a
high-pressure fuel injection pump. The pump assembly is driven from a
gear in the front timing case at engine speed. The fuel injection pump
has three plungers that are driven by a pump camshaft. The fuel
injection pump delivers a volume of fuel three times for each revolution.
The stroke of the plungers are fixed.
The injector will use only part of the fuel that is delivered by each stroke
of the pistons in the pump. The suction control valve for the fuel injection
pump is controlled by the ECM. This maintains the fuel pressure in the
fuel manifold (rail) at the correct level. A feature of the fuel injection
pump allows fuel to return to the tank continuously.
The fuel injection pump has the following operation:
Generation of high-pressure fuel
The fuel output of the fuel injection pump is controlled by the ECM in
response to changes in the demand of fuel pressure.

Notes Common Rail Fuel Manifold and Fuel Injectors

High pressure fuel from the fuel injection pump is delivered to the
common rail fuel manifold through a hard steel fuel line. The common
rail fuel manifold is located on the left side of the engine, outboard of the
cylinder head.
A fuel rail high pressure relief valve is installed in the forward end of the
common rail fuel manifold. The relief valve will OPEN if the fuel pressure
becomes too high in the manifold. Any fuel relieved by this valve is
directed to the outlet passage of the secondary fuel filter.
A fuel rail pressure sensor is installed in the rear of the common rail fuel
manifold. The signal from this sensor is the feedback data used by the
Engine ECM to determine the amount of current to send to the fuel
injection pump suction control valve solenoid.
The common rail fuel manifold distributes high pressure fuel to each of
the six fuel injectors through the upper hard steel fuel lines.
Hot fuel that leaks from the injectors is directed through an internal
passage in the cylinder head and is directed into the injector leakage
fuel line at the rear of the head. This hot fuel is sent to the fuel cooler (if
equipped) and is returned to the fuel tank

Notes Removing and Installing Injector

Notes Injector Trim Code

Injector codes are codes that are 30 hexadecimal characters in length
that are supplied with each injector. The code is on a plate on the top of
the injector and a card is also included in the packaging for the injector.
The code is used by the Electronic Control Module (ECM) to balance the
performance of the injectors. The electronic service tool is used to load
the injector codes into the ECM.
The injector codes must be loaded into the ECM if any of the following
conditions occur:
 An electronic unit injector is replaced.
 The ECM is replaced.
 Diagnostic code 630-2 is active.
 Electronic unit injectors are exchanged between cylinders.
Diagnostic code 630-2 will also become active if the engine serial
number, FLS or FTS are not entered into the ECM.
If the ECM is replaced, the injector codes are normally transferred to the
new ECM as part of the "Copy Configuration" procedure. If the "Copy
Configuration" procedure fails, the injector codes must be loaded
manually

Notes Injector Trim Code

The trim code affects timing and fuel delivery throughout the ECM map.
To get the maximum benefit from this type of injector, you MUST upload
the trim code file to the ECM when you install the injector. Failure to do
so may result in poor engine performance, rough idle, poor fuel
economy, increased emissions, and could also result in engine damage.

Notes Cleanliness of Fuel System Components

Cleanliness of the Engine
It is important to maintain extreme cleanliness when working on the fuel
system, since even tiny particles can cause engine or fuel system
problems. The entire engine should be washed with a high-pressure
water system. Washing the engine will remove dirt and loose debris
before a repair on the fuel system is started. Ensure that no high-
pressure water is directed at the seals for the injectors or any electrical
connector.
Environment
When possible, the service area should be positively pressurized.
Ensure that the components are not exposed to contamination from
airborne dirt and debris. When a component is removed from the
system, the exposed fuel connections must be closed off immediately
with suitable sealing plugs. The sealing plugs should only be removed
when the component is reconnected. The sealing plugs must not be
reused. Dispose of the sealing plugs immediately after use.
New Components
All new fuel filters, high-pressure lines, tube assemblies, and
components are supplied with sealing plugs. These sealing plugs should
only be removed in order to install the new part.

Notes New Components (continued)

If the new component is not supplied with sealing plugs then the
component should not be used. The technician must wear suitable
rubber gloves.
High-pressure lines
High-pressure lines are not reusable. New high-pressure lines are
manufactured for installation in one position only. When a high-pressure
line is replaced, do not bend or distort the new line. Internal damage to
the pipe may cause metallic particles to be introduced to the fuel.
Notes
Do not loosen the high-pressure fuel lines in order to purge air from the
fuel system. This procedure is not required.
After the engine has stopped, wait for 10 minutes in order to allow the
fuel pressure to be purged from the high-pressure fuel lines before any
service or repair is performed on the engine fuel lines. If necessary,
perform minor adjustments. Repair any leaks from the low-pressure fuel
system and from the cooling, lubrication, or air systems. Replace any
high-pressure fuel line that has leaked.

Notes Priming Procedure

Use the following procedure in order to remove air from the fuel system:
Ensure that the fuel system is in working order. Check that the fuel
supply valve (if equipped) is in the "ON" position.
 Turn the key switch to the "RUN" position. The keyswitch will allow
the electric priming pump to operate. Operate the electric priming
pump for 2 minutes.
 Turn the key switch to the "OFF" position. The fuel system should
now be primed and the engine should be able to start.
Operate the engine starting motor and crank the engine. After the engine
has started, operate the engine at low idle for a minimum of 5 minutes.
Ensure that the fuel system is free from leaks. Operating the engine for
this period will help ensure that the fuel system is free of air. DO NOT
loosen the high-pressure fuel lines in order to purge air from the fuel
system. This procedure is not required.
After the engine has stopped, you must wait for 10 minutes in order to
allow the fuel pressure to be purged from the high-pressure fuel lines
before any service or repair is performed on the engine fuel lines. The 10
minute wait will also allow static charge to dissipate from the low-
pressure fuel system. If necessary, perform minor adjustments.

Notes Refer to the Operation and Maintenance Manual for details specific to
your marine engine.

Notes

Notes

Notes The genset room must be ventilated for two reasons:

 To supply the genset with air for combustion.
 To provide a flow of air through the genset room
To prevent an excessive temperature build up, which may cause
components such as the alternator to overheat.
With an effective ventilation system the genset air intake temperature will
be no more than 10°C higher than the outside air temperature.
This is in addition to the ventilation needs of the main propulsion engine
/ gensets. Operating in ambient temperatures above 50°C (122°F) there
will be a noticeable reduction in power.
The maximum engine compartment depression is 5 kPa to guarantee full
engine power.

Notes Engine Intake Air and Exhaust System

The C7.1 engine can be equipped with a single turbocharger or with twin
turbochargers, depending on the desired horsepower rating for the
engine application.
Single Turbocharger
The diagram above illustrates the flow of all air through the intake air,
exhaust, the C7.1 Tier 4 Final engine at normal operating temperature,
when equipped with a single turbocharger. When the engine is
operating, hot exhaust gases engine enter the Exhaust Manifold (10),
the hot exhaust is directed to the Turbocharger (13). The turbine wheel
causes the attached compressor wheel to also rotate. Rotation of the
turbo compressor wheel draws outside air into and through the Intake Air
Filter (1). The filtered and compressed intake (charge) air is forced from
the turbo compressor and flows to the AfterCooler (9). The exhaust
gases exit the turbocharger and are directed through the atmosphere.
Compressing the intake (charge) air causes it to become significantly
heated. The turbocharger forces the heated charge air through the
aftercooler, to cool down as it passes through the aftercooler core. The
cooled, more dense charge air is then directed to the Inlet Air Tube (5)
on the engine.
The single turbocharger utilizes a wastegate to control the turbocharger
speed and, therefore, boost pressure. The wastegate is operated by a
Wastegate Actuator (12).

Notes Single Turbocharger (continued)

The wastegate actuator is controlled by pressurized air from the solenoid
operated Turbo Wastegate Regulator (4). The turbo wastegate regulator
determines the pressure of the charge air sent to the actuator, and
therefore, the speed of the turbocharger. The Engine ECM supplies
current to the regulator solenoid, which controls the pressure to the
actuator.
As exhaust gases enter the turbine, the turbo compressor spins at a rate
determined by the flow of exhaust. If intake manifold air pressure
becomes too high for any given condition, the wastegate can be
OPENED, allowing some exhaust to bypass the turbine wheel, which
reduces the speed of the turbocharger turbine. The wastegate prevents
the turbine from spinning too fast and creating too much boost at higher
engine speeds.
The Engine ECM also monitors the signal from the intake manifold air
(boost) pressure sensor. The Engine ECM can make quick, precise
adjustments to the boost pressure and to the flow of cooled exhaust
gases by controlling the position of the turbo wastegate.

Notes Twin Turbochargers

As the engine is running, hot exhaust gases from the cylinders enter the
Exhaust Manifold (10), which directs most of the hot exhaust to the High
Pressure Turbocharger (6). The hot exhaust gases exiting the high
pressure turbocharger are directed to the exhaust inlet of the Low
Pressure Turbocharger (7).
At the same time, the rotation of the low pressure compressor wheel
draws outside air into and through the pre-filter and then the Intake Air
Filter (14). The filtered and compressed intake (charge) air is forced from
the low pressure compressor and flows through a tube to the inlet of the
high pressure turbocharger. The low pressure charge air is drawn into
the high pressure turbocharger, where it is further compressed.
Twin Turbochargers Operation
For engines equipped with two turbochargers arranged in series, air
flows from the air filter, through the intake air tube, then into the
compressor stage of the low pressure turbocharger
The low pressure turbocharger forces the intake air to the compressor
stage of the high pressure turbocharger. (The high pressure
turbocharger is smaller than the low pressure turbocharger.)

Notes Twin Turbochargers Operation (continued)

The high pressure turbocharger further compresses the air and the
intake air is passed through the aftercooler, where it is cooled before
entering the charge air inlet to the intake air tube.
Exhaust from the exhaust manifold passes to the turbine stage of the
high pressure turbocharger and directly on to the turbine stage of the low
pressure turbocharger.
An electronically controlled wastegate actuator is used to control the
turbocharger wastegate. The wastegate controls the speed of the high
pressure turbocharger, which affects the speed of the low pressure
turbocharger, as well. The bellows elbow connection , which connects
the high pressure turbine to the low pressure turbine, is a single use item
and must be replaced if disturbed. The turbochargers are not repairable
and must be replaced as an assembly
Turbocharger Wastegate Control
The C7.1 Tier 4 Final engine uses a wastegate to control the
turbocharger speed and therefore, the boost pressure. The C7.1
electronically controls the wastegate. The supply of intake manifold air
pressure to the wastegate actuator is modulated by the Engine ECM in
order to minimize emissions through more precise control of boost
pressure in the intake manifold.

Notes Turbocharger Wastegate Control (continued)

The Engine ECM software contains boost maps which determine the
required intake manifold pressure across all engine loads and speed
ranges. The ECM ENERGIZES the wastegate regulator solenoid based
on the actual intake manifold pressure, using a closed loop control
system.
The wastegate circuit includes an electronically controlled, solenoid
operated, turbo wastegate regulator which controls the air pressure, via
a supply line, to the wastegate actuator. The wastegate actuator is
located on the turbocharger. The wastegate regulator solenoid is located
at the charge air inlet of the inlet air tube. For example, when the intake
manifold (boost) pressure is too high, the turbocharger must rotate more
slowly to lower the boost pressure. The ECM responds by signalling the
wastegate regulator solenoid to send charge air inlet pressure to act on
the actuator, which mechanically OPENS the wastegate.
Opening the wastegate allows more exhaust gases to bypass the turbine
wheel, causing the turbocharger to slow down. The wastegate actuator
on the turbocharger is not separately serviceable, nor is there any
service adjustment for it.

Notes Valve Mechanism

The valve system components control the flow of inlet air into the
cylinders during engine operation. The valve system components also
control the flow of exhaust gases out of the cylinders during engine
operation.
The crankshaft gear drives the camshaft gear through an idler gear. The
camshaft (5) must be timed to the crankshaft in order to get the correct
relation between the piston movement and the valve movement.
The camshaft (5) has two camshaft lobes for each cylinder. The lobes
operate either a pair of inlet valves or a pair of exhaust valves. As the
camshaft turns, lobes on the camshaft cause the lifter (4) to move the
pushrod (3) up and down.
The lifter (4) incorporates a hydraulic lash adjuster which removes valve
lash from the valve mechanism. The lifter (4) uses engine lubricating oil
to compensate for wear of system components so that no service
adjustment of valve lash is needed.
The engine lubricating oil enters the lifter (4) through a non-return valve.
The engine lubricating oil increases the length of the lifter (4) until all
valve lash is removed. If the engine is stationary for a prolonged period
the valve springs will cause the lifter (4) to shorten so that when the
engine is started engine valve lash is present for the first few seconds.
C7.1 Acert Ref 01.2 100

Notes Valve Mechanism

After cranking restores oil pressure the lifter (4) increases in length and
removes the valve lash. When load is removed from a lifter (4) during
service work by the removal of the rocker shaft the lifter (4) increases in
length to the maximum extent. Refer to Systems Operation, Testing and
Adjusting, "Position the Valve Mechanism Before Maintenance
Procedures" for the correct procedure.
During reassembly of the rocker shaft the engine must be put into a safe
position to avoid engine damage. After load is imposed on the lifters by
reassembling the rocker assembly, the engine must be left in safe
position for a safe period until the lifters have reduced to the correct
length. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod
- Install" for the correct procedure.
Upward movement of the pushrod against rocker arm (2) results in a
downward movement that acts on the valve bridge (1). This action opens
a pair of valves (7) which compresses the valve springs (6). When the
camshaft (5) has rotated to the peak of the lobe, the valves are fully
open. When the camshaft (5) rotates further, the two valve springs (6)
under compression start to expand. The valve stems are under tension
of the springs. The stems are pushed upward in order to maintain
contact with the valve bridge (1). The continued rotation of the camshaft
causes the rocker arm (2), the pushrods (3) and the lifters (4) to move
downward until the lifter reaches the bottom of the lobe. The valves (7)
are now closed. The cycle is repeated for all the valves on each cylinder.
C7.1 Acert Ref 01.2 101

Notes Testing Valve Mechanism
Notes:
 It is strongly recommended that all lifters should be replaced when a
new camshaft is installed.
 Make a temporary identification marks on the components. These
must be reinstalled in the original location, do not interchange
components.
Finding Top Center Piston No. one
Rotate the crankshaft until the Hole (X) in the camshaft gear (1) aligns
with the hole in the front housing. Remove the plug (2) from the cylinder
block. Install Tooling (C) into the Hole (Y) in the cylinder block.
C7.1 Acert Ref 01.2 102

Notes C7.1 Hydraulic Lifter Operation

The Purpose of Hydraulic Valve Lifters
Many engines have hydraulic valve lifters in one form or another. The
most common type of engine that has them is your vehicle's engine.
They were created to get rid of the need for combustion engines to have
mechanical clearance in the engine's valve train. The reason that
clearance is required is to keep the valve from being held open and thus
destroyed as the valve train goes through its process of thermal
expansion. So, in effect, hydraulic valve lifters keep the valve healthy
and protected from an engine's normal thermal expansion process.
The basic operating principle behind hydraulic camshafts is truly old
school technology. In 1910, a French car builder near Le Mans, France
named Amedee Bollee invented the first self-adjusting valve tappets.
Bollee’s two-piece tappets consisted of an upper and lower piston held
slightly apart by a small spring. A port in the side of the lifter bore
allowed oil to enter the cavity between the two pistons.
Oil pressure pushed the upper piston up to remove slack between the
tappet and valve (this was a flathead engine where the tappets push up
directly against the inverted valves). There was no danger of oil pressure
pushing the valve open because the pressure exerted by the valve
spring holding the valve shut was far greater than the oil pressure inside
the tappet.
C7.1 Acert Ref 01.2 103


When the cam lobe raised the tappet, a one-way ball valve in the oil port
prevented the oil between the pistons from leaking out. The oil trapped
between the two pistons was incompressible, so the tappet acted like a
solid member to push the valve open.
Inside a Hydraulic Lifter
In a modern hydraulic lifter, a hardened steel push rod cup sits on top of
a plunger mounted inside the hollow lifter body. A lock ring in the top of
the lifter holds the assembly together. Under the plunger is a spring that
holds the plunger up so oil can fill the cavity between the plunger and
lifter body. A one-way check valve in the bottom of the plunger allows oil
to enter the plunger cavity but traps the oil inside when the lifter moves
up. This prevents the lifter from collapsing, which would not allow it to
open the valve fully.
The cam pushes on the hydraulic valve lifter's body in order to actually
open the valve. The spring holds the check ball in its place, and the
hydraulic valve lifter's motion opens the check ball cavity. leaving the
check ball behind, but only for a second or so. Then, the cam pushes the
hydraulic valve lifter body forward, and the push rod holds the plunger in
place while the check ball cavity gets smaller. The check ball is held in
place by the support spring, and oil pressure in the cavity forces the
check ball to move forward, and that closes the check ball cavity.
C7.1 Acert Ref 01.2 104


This traps oil in the check ball cavity and makes the plunger assembly
move with the hydraulic valve lifter body, and then that moves the push
rod and opens the hydraulic valve.
The oil pressure inside the check ball cavity prevents the spring inside
from compressing further. The cam then finishes its rotation, and the
spring makes the hydraulic valve lifter body go back to the rest position
on the base circle of the cam. The check ball isn't under a lot of pressure
then and is ready to be shoved into the spring by the oil pressure, which
lets in oil into the check ball cavity and starts the whole cycle again
The clearance between the plunger and lifter body is extremely tight,
typically 0.0002? or less. This is done to limit oil loss from inside the lifter
(called the “bleed down” rate) when the valve opens and closes. A small
amount of leakage (bleed down) must be allowed with each valve cycle
so the lifter can readjust itself to maintain zero valve lash.
C7.1 Acert Ref 01.2 105


Valvetrain clearances change with temperature as the engine heats up
and cools down, so the hydraulic lifters have to constantly compensate
for thermal expansion in the block, heads, pushrods, valves and other
valvetrain components. If this were not done, the lifters might retain too
much oil, pump up and overextend themselves, preventing the valves
from fully closing. This, in turn, can cause valve float, a loss of
compression, misfire, and possible valve damage if a valve remains
open long enough to hit a piston.
What Happens When Hydraulic Valve Lifters Aren't Working
Generally speaking, when hydraulic valve lifters aren't working properly,
you may hear a knocking noise when you start the engine. If this
happens every time you start the engine, then it can mean that the oil in
the engine is too heavy for the current temperatures, or that there is too
much varnish in the lifter. Another indication that the hydraulic valve
lifters aren't working is intermittent knocking, which can be caused by
leakage at the check ball seat, which can be due to varnish or just
particles getting in there that don't belong there.
C7.1 Acert Ref 01.2 106

Notes Checking Valve Lash

Too much valve lash can cause broken valve stems, springs, and spring
retainers. This will produce emissions in excess of the correct
specification.
The hydraulic lifter will compensate for all normal wear of the
components of the valve train. Too much valve lash can be an indication
of the following problems:
 Worn camshaft and valve lifters
 Worn rocker arms
 Bent pushrods
 Broken socket on the upper end of a pushrod
 Loose threaded insert on the rocker arm
 Issues with the hydraulic lifters
 If the camshaft and valve lifters show rapid wear, look for fuel in the
lubrication oil or dirty lubrication oil as a possible cause.
C7.1 Acert Ref 01.2 107

Notes Checking Valve Lash

 Put number one piston at the top center position. The number one
piston may be on compression stroke or exhaust stroke.
 Check the non operated rocker arms for engine valve lash. There
should be no engine valve lash.
If there is engine valve lash at any position the engine valve lash may be
caused by a normal leak-down of the hydraulic lifter.
 Push the affected rocker arm against the pushrod. Mount Tooling (C)
with the pointer that is touching the top face of the rocker arm (2) .
Monitor the rocker arm for movement. The rocker arm (2) should
rotate as the pushrod is pushed up by the recovery of the hydraulic
lifter. Once all motion has ceased test again for engine valve lash.
There should be no engine valve lash.
 Rotate the crankshaft 360° in a clockwise direction.
 Check the non operated rocker arms for engine valve lash. There
should be no engine valve lash. Repeat check procedure.
C7.1 Acert Ref 01.2 108

Notes Crankcase Ventilation Systems

Crankcase ventilation systems are designed to control the balance of air
pressure between the engine crankcase and atmospheric pressure while
processing the accompanying fumes.
Crankcase air pressures that are excessively above or below
atmospheric pressure can have negative affects on component life, the
lubricating oil system and overall engine emissions.
Blow-by
Crankcase emissions result from combustion byproducts and/or exhaust
fumes escaping around the piston rings and into the crankcase. These
escaping fumes are commonly called blow-by. If not controlled, the blow-
by can contaminate the lubricating oil and pressurize the crankcase,
possibly leading to an oil leak.
The overall volume of blow-by varies due to cylinder pressure, piston
ring pressure and component wear.
Venting the emissions to the atmosphere is a simple solution to release
the pressure and trapped fumes. Managing the emissions, however,
adds complexity to crankcase ventilation systems. Elements found in
blow-by can include wear particles, oil, fuel, gas and air. The specific
composition of the elements varies due to fuel type, engine type, engine
speed, load and maintenance history. Typically, blow-by is made up of
hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO2),
nitrogen oxides (NOX), water vapor and traces of sulfates and
aldehydes.
C7.1 Acert Ref 01.2 109

Notes Crankcase Breather

The engine crankcase breather is a filtered system. The crankcase
breather system consists of two main elements, a primary separator in
the valve mechanism cover and a filtered canister that is mounted on the
cylinder head. The gases exit the engine through the valve mechanism
cover. The gases then pass through the primary separator. The primary
separator removes most of the liquid oil from the gas. The liquid oil is
then returned to the engine.
The gas then passes through the filter element before exiting to
atmosphere in an open breather system or back to the induction system
in a closed breather system via the breather vent pipe.
Any liquid oil that is captured by the filter drains from the bottom of the
canister. The liquid oil is returned by the drain pipe that runs from the
bottom of the canister back to the crankcase. A valve connects the drain
pipe to the crankcase. This valve prevents the bypass of gas past the
filter and oil from passing up the drain pipe.
A pressure relief valve is located in the rear of the canister in the integral
mounting bracket. Under normal operation of the engine, this valve will
not operate. If part of the system becomes blocked the valve will open at
a pressure of 8.5 kPa (1.2 psi). The open valve will allow gas to bypass
the filter and the pipes for venting.
C7.1 Acert Ref 01.2 110

Notes Crankcase Breather (continued)

A general visual inspection should be made of the crankcase breather.
To indicate that the pressure relief valve for the crankcase breather has
been in operation, the following issues will be seen. These issues are
found behind the breather canister.
 Smearing of the oil
 Droplets of oil
 Wet patches of oil
C7.1 Acert Ref 01.2 111

Notes
C7.1 Acert Ref 01.2 112

Notes
C7.1 Acert Ref 01.2 113

Notes Engine Electrical System Input Components

The illustration shows the direct input components of the electrical
system for the C7.1 ACERT tier III engine. These electrical components
are installed on the engine, in the fuel system, the intake air and exhaust
system.
The Engine ECM is connected through the Cat Data Link and the CAN C
(J1939-3) Data Link with eventually other ECM’s, the Monitoring system
and Cat Electronic Technician (Cat ET™).
The engine electrical input components shown above are:
 Key Start Switch: The key ON input to the Engine ECM powers and
enables the Engine ECM for operation. The state of the key start
switch is monitored by the ECM.
 Throttle Position Sensor: Sends a Pulse Width Modulated (PWM)
signal to the Engine ECM, indicating desired engine speed. This
signal is used to INCREASE or DECREASE the fuel supply to the
injectors, changing engine rpm. Various input components and
strategies are used, depending on the machine application. The
throttle position sensor may be replaced by alternate electrical input
components in some machine applications.
 Engine Oil Pressure Sensor: Supplies an informational warning for
low engine oil pressure, engine derates for low engine oil pressure,
or logged events.
 Fuel Rail Pressure Sensor: Monitors the fuel pressure in the
C7.1 Acert Ref 01.2 114

Notes Engine Electrical System Input Components (continued)

common rail fuel manifold. The Engine ECM uses this data for
injection calculations, engine derates, and for logged events
 Fuel Temperature Sensor: Sends fuel temperature data to the
Engine ECM, to determine fuel injection calculations, engine derates,
and/or logged events.
 Engine Oil Level Switch (if equipped): Monitors the engine oil level in
the oil pan. If the oil level is low or if the machine is operating on an
extreme slope, the operator will be alerted to the condition.
 Barometric Pressure Sensor: Measures the ambient air
(atmospheric) pressure and is used as a reference for air filter
restriction and other pressure sensors on the engine.
 Coolant Temperature Sensor: Supplies information on the
temperature of the engine coolant. The ECM uses this information for
fan speed (if equipped with a demand fan), high coolant temperature
warnings, engine derates for high coolant temperature, or logged
events.
 Turbo Out Temperature Sensor: Monitors the exhaust temperature
after the turbocharger. The Engine ECM uses this data to determine
when fuel dosing is required.
 Air Inlet Temperature Sensor: Supplies air temperature data,
measured after the air filter. The signal from this sensor is used by
the Engine ECM
C7.1 Acert Ref 01.2 115


 Air Filter Restriction Pressure Sensor: Supplies information about the
air pressure after the air filter and 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 the two pressures becomes great enough,
the operator will be alerted by a Clogged Air Filter warning. The ECM
also uses this information for engine derates and logged events.
 Intake Manifold Air Pressure Sensor: Monitors the air pressure inside
the intake manifold. This sensor provides one of the inputs the
software in the Engine ECM needs to calculate mass air flow.
 Intake Manifold Air Temperature Sensor: Supplies air temperature
data measured at the engine intake manifold. The ECM uses this
information for engine operation strategies, engine derates, and
logged events. This sensor provides one of the inputs needed to
calculate mass air flow.
 Engine Speed 1 Sensor (Crankshaft): Sends a signal to the Engine
ECM in order to determine the speed and position of the engine
crankshaft during engine operation.
 Engine Speed 2 Sensor (Camshaft): Sends a signal to the Engine
ECM in order to determine the speed and position of the engine
camshaft during engine operation.
C7.1 Acert Ref 01.2 116


 Coolant Level Switch: Supplies information on the level of engine
coolant in the shunt tank. If the level is low, the monitor will alert the
operator of the condition. air from the ATAAC.
 Water In Fuel Switch (Probe): A probe-type switch used to detect
when the water level in the water separator/sediment bowl beneath
the primary fuel filter is high and needs to be drained. The switch is
grounded, creating a CLOSED circuit when water is detected. An
OPEN circuit is created when water is not present.
C7.1 Acert Ref 01.2 117

Notes Engine Electrical System Output Components

The illustration shows the output components that are controlled by the
Engine ECM for the C7.1 ACERT Tier III engine. Some strategies for
controlling output components are affected by information from Other
ECM’s and the Monitor System. That information is communicated to the
Engine ECM via CAN data links. Output components may also be able
to be overridden through the monitor system or Cat ET, via the
diagnostic port. The engine electrical output components shown above
are:
 Fuel Lift Pump Motor: The electric fuel lift pump runs constantly when
the Key Start Switch (4) is set to ON. The lift pump draws fuel from
the fuel tank and fills the primary fuel filter. The pump then pushes
the fuel to the secondary fuel filter, then to the Fuel Transfer Pump
(FTP) inlet regulator and the fuel transfer pump.
 Fuel Injectors: The solenoids on the fuel injectors are ENERGIZED
by the Engine ECM to supply high pressure fuel to each cylinder in
the engine at the correct times and in the correct amounts.
 Glow Plug Relay (if equipped): The glow plug relay is controlled by
the Engine ECM and supplies high current to the glow plugs, which
are used as a starting aid in low ambient conditions.
C7.1 Acert Ref 01.2 118

Notes
C7.1 Acert Ref 01.2 119

Notes Engine Electrical System Output Components (continued)

 Cooling Fan Control (if equipped): The Engine ECM regulates the
current to a demand fan control coil or solenoid to INCREASE or
DECREASE cooling fan speed in proportion to the determining
temperature sensor inputs (hydraulic oil, charge air temperature, and
coolant temperature), considering the fan speed maps contained in
the Engine ECM software (Flash File).
 Starter Relay: Activated to supply 24 volts to the starter motor
solenoid when the key start switch is turned to the START position.
 Fuel Injection Pump Control Valve: The Engine ECM energizes this
proportional high pressure fuel pump control solenoid in order to
control the fuel pressure delivered to the high pressure fuel manifold
(fuel rail). The solenoid controls the pump output pressure by
controlling the amount of fuel that enters the fuel injection pump.
 Turbo Wastegate Regulator Solenoid: Controls the wastegate
actuator, which regulates the air pressure to the wastegate in order
to control the boost pressure from the turbocharger.
 +5 Volt Supply: This is the regulated 5 volt supply for the sensor
inputs to the Engine ECM.
 +8 Volt Supply: This is the regulated 8 volt supply for the sensor
inputs to the Engine ECM.
C7.1 Acert Ref 01.2 120

Notes Electronic Controle Module

The A4E2v3 ECU is an electronic control device that governs engine
speed, torque output and manages the engine’s performance and
emissions via a number of sensors and actuators. The device is
assembled to a special mounting plate fitted to the engine. The location
is common on the C4.4 ACERT/C7.1 ACERT series engines, left hand
side close to the fuel rail. The device has two connection sockets, one
for the engine wire harness (E-C1) and the other for the customer
harness connection (F-C1). There are two ECU options, a fuel-cooled
version and an air-cooled version.
The Electronic Control Module functions as a governor and a computer
for the fuel system. The electronic system consists of the ECM, the
engine sensors, and inputs from the installation. The flash file is the
software for the computer. The flash file contains the operating maps.
The operating maps define the following characteristics of the engine:
 Engine rating
 Torque curves
 High and low idle speed (rpm)
 Emissions
 Injection timing
The ECM has an excellent record of reliability. Any problems in the
system are most likely to be the connectors and the wiring harness.
C7.1 Acert Ref 01.2 121

Notes Electronic Controle Module (continued)

The ECM should be the last item in troubleshooting the engine. The
software contains all the fuel setting information. The information
determines the engine performance.
Engine Speed; the electronic controls determine the injection timing, the
amount of fuel that is delivered to the cylinders. These decisions are
based on the actual conditions and the desired conditions at any given
time.
The ECM compares the desired engine speed to the actual engine
speed. The actual engine speed is determined through the crankshaft
speed/timing sensor and the camshaft speed/timing sensor. If the
desired engine speed is greater than the actual engine speed, the ECM
will instruct the electronic unit injector to inject more fuel in order to
increase engine speed.
Timing Considerations; once the ECM has determined the amount of
fuel that is required, the software must determine the timing of the fuel
injection. Fuel injection timing is determined by the ECM after
considering input from the following components:
 Engine coolant temperature sensor
 The sensor for the intake manifold air temperature
 The sensor for the intake manifold pressure
At start-up, the ECM determines the top center position of the number 1
cylinder from the secondary speed/timing sensor on the camshaft. The
ECM decides when fuel injection should occur
C7.1 Acert Ref 01.2 122

Notes Electronic Controle Module (continued)

relative to the top center position.
The ECM adjusts injection timing and fuel pressure for the best engine
performance, the best fuel economy, and the best control of exhaust
emissions. The actual timing can be viewed with an electronic service
tool. Also, the desired timing can be viewed with an electronic service
tool.
The programmable software inside the ECM sets certain limits on the
amount of fuel that can be injected.
The FRC Limit is a limit that is based on intake manifold air pressure and
engine rpm. The FRC Limit is used to control the air/fuel ratio in order to
control the engine's exhaust emissions. When the ECM senses a higher
intake manifold air pressure, the ECM increases the FRC Limit. When
the ECM increases the FRC Limit, the ECM allows more fuel into the
cylinder.
The Rated Fuel Limit is based on the power rating of the engine and on
the engine rpm. The Rated Fuel Limit enables the engine power and
torque outputs to conform to the power and torque curves of a specific
engine model. These limits are in the software and cannot be changed.
The ECM controls the following characteristics:
 Boost pressure
 Diagnostic Codes
C7.1 Acert Ref 01.2 123

Notes Battery (+) Connection

The ECU requires four unswitched battery positive inputs; the inputs
should be permanently connected to the battery. When the ignition
keyswitch is off, the ECU is in a sleep mode during which it draws a very
small residual current through the four battery connections. When the
ignition keyswitch is turned on the ECU will become active. It is
recommended, therefore, that the ignition keyswitch is turned to the off
position when connecting or disconnecting the ECU J1 connector, to
prevent large sparks which may cause damage to the pins.
The power supply to the ECU should be taken from the battery, not from
the starter motor terminals, to avoid unnecessary system noise and
voltage drops. Note that there are 4 ECU pins allocated for battery
positive. All four pins must be used.
The correct system voltage must be applied, as the following
components on the engine are system voltage sensitive:
 Glow Plugs
 Alternator
 Starter Motor
 Electric Prime Fuel Pump (where fitted)
Battery (-) Connection
The ECU requires five unswitched battery negative inputs; the inputs
should be permanently connected to the machine battery.
C7.1 Acert Ref 01.2 124

Notes Sensor Types

Analog Sensors produce a continuous output signal or voltage which is
generally proportional to the quantity being measured. Physical
quantities such as Temperature, Speed, Pressure, Displacement, Strain
etc are all analogue quantities as they tend to be continuous in nature
Typically used analog temperature sensors are thermistors.
There are different types of thermistors .Thermistor is
a thermally sensitive resistor that is used for detecting changes in
temperature. Thermistors are generally made from ceramic materials
such as oxides of nickel, manganese or cobalt coated in glass which
makes them easily damaged. Their main advantage over snap-action
types is their speed of response to any changes in temperature,
accuracy and repeatability.
Most types of thermistor’s have a Negative Temperature Coefficient of
resistance or (NTC), that is their resistance value goes DOWN with an
increase in the temperature, and of course there are some which have
a Positive Temperature Coefficient, (PTC), in that their resistance value
goes UP with an increase in temperature.
The analog sensors that are used to measure the amount of pressure
applied to a sensor are called as analog pressure sensors. Pressure
sensor will produce an analog output signal that is proportional to the
amount of applied pressure. These pressure sensors are used for
different types of applications such as piezoelectric plates or
piezoelectric sensors that are used for the generation of electric charge.
C7.1 Acert Ref 01.2 125

Notes Sensor Types

These piezoelectric sensors are one type of pressure sensors that can
produce an analog output voltage signal proportional to the pressure
applied to the piezoelectric sensor.
Digital Sensors
Electronic sensors or electrochemical sensors in which data conversion
and data transmission takes place digitally are called as digital sensors.
These digital sensors are replacing analog sensors as they are capable
of overcoming the drawbacks of analog sensors. The digital
sensor consists of majorly three components: senor, cable, and
transmitter. In digital sensors, the signal measured is directly converted
into digital signal output inside the digital sensor itself. And this digital
signal is transmitted through cable digitally.
Transducers
Electrical Transducers are used to convert energy of one kind into
energy of another kind, so for example, a microphone (input device)
converts sound waves into electrical signals for the amplifier to amplify
(a process), and a loudspeaker (output device) converts these electrical
signals back into sound waves and an example of this type of simple
Input/Output (I/O) system is given below.
C7.1 Acert Ref 01.2 126

Notes Sensors Analog Passive

The air inlet temperature sensor and the coolant temperature sensor are
passive sensors. Each sensor provides a temperature input to the ECM.
The ECM controls following operations:
 Fuel delivery
 Injection timing
The operating range for the sensors ... −40 °C to 150 °C (−40 °F to 302
°F). The operating range for the fuel temperature sensor ... −40° to
120°C (−40° to 248°F). The sensors are also used for engine monitoring.
The coolant temperature sensor measurement is used as an input to the
cold start strategy. The measurement is also used to select certain maps
at certain temperatures. The engine is considered warm at 65°C. The
fuel delivery characteristics will change depending on the engine
temperature. The sensor is also used for cold engine starting and for
detecting high coolant temperatures for raising an event. The range is -
40°C to +150°C.
If the sensor/circuit fails, a default value is used and a diagnostic code is
raised. The sensor reading of coolant temperature is also used to
determine the maximum fuel allowed during engine starting. It is
possible, if the coolant temperature exceeds the design limits, that the
engine will derate. In the event of a derate, a fault code will be generated
on the J1939 data link, or displayed on the service tool, and the warning
lamp will illuminate.
C7.1 Acert Ref 01.2 127

Notes Intake Manifold Temperature Sensor

This sensor measures the temperature inside the inlet air manifold. The
sensor is a 2 pin passive, with an operating range of -40°C to +150°C.
This is the sensor to which the engine is calibrated.
Diagnostic Code
When the ECM detects an electronic system problem, the ECM
generates a diagnostic code. Also, the ECM logs the diagnostic code in
order to indicate the time of the problem's occurrence. The ECM also
logs the number of occurrences of the problem. Diagnostic codes are
provided in order to indicate that the ECM has detected an electrical
problem or an electronic problem with the engine control system. In
some cases, the engine performance can be affected when the condition
that is causing the code exists.
If the operator indicates that a performance problem occurs, the
diagnostic code may indicate the cause of the problem. Use a laptop
computer to access the diagnostic codes. The problem should then be
corrected.
C7.1 Acert Ref 01.2 128

Notes Sensor Analog Active

Active sensors are typically three-wire sensors, but can be two- or four-
wire. Active sensors require ECU or battery power in order to function
and test. Active sensors fall into one of two categories:
 Analog: A signal that varies smoothly over time and in • proportion to
the measured parameter. These signals are typically DC voltage.
 Digital: Digital signals are usually associated with • computerized
electronic controls and measuring devices. The signal(s) will switch
between two distinct levels, such as 0 to +10 Volts, or more simply
stated as low and high. The internal electronics of a sensor
determine the amplitude or level.
Pin assignments for active sensors are as follows:
 A or 1 position: Power
 B or 2 position: Return/Ground
 C or 3 and 4 position: Signal
Analog sensors that have a DC output will have a typical operating
range of 0.2 volts to 4.8 volts. Voltage ranges may be different,
depending on application.
The intake manifold pressure sensor measures the air pressure inside
the intake manifold, after the turbo. The range is 39-400 Kpa absolute.
The sensor is used to determine atmospheric (barometric) pressure.
C7.1 Acert Ref 01.2 129

Notes Sensor Analog Active (continued)

During certain operating conditions, the ECU will take a snapshot of the
measured pressure to set the atmospheric pressure value. When the
engine is running, the sensor measurement is used as an input
parameter to calculate torque and air fuel ratio limits. This helps prevent
black smoke during transient engine conditions, mainly during
acceleration or upon sudden load application. If intake manifold pressure
is too low for the requested fuel, the fuel is limited to prevent the over-
fuel condition. The measurement will also be used to select certain
timing maps.
Intake manifold pressure is also used to control the turbo wastegate
regulator, if fitted. The turbo wastegate regulator control system
regulates intake manifold pressure to a desired value calibrated in the
software. To do this, the software needs to know the actual value of
intake manifold pressure, hence the need for the sensor measurement.
If the intake manifold pressure sensor/circuit fails, a low default value is
used in the software. The wastegate regulator control (if fitted) will go to
open loop, and the resultant intake manifold pressure will be low (as
determined by the wastegate hardware chosen). Therefore, fuel will be
limited under certain engine conditions, effectively providing a
fuel/torque derate. The fuel rail pressure sensor is used to measure the
fuel pressure in the high-pressure fuel rail.
C7.1 Acert Ref 01.2 130

Notes Sensor Analog Active (continued)

The fuel rail pressure measurement is used in conjunction with the high-
pressure fuel pump to maintain the desired fuel pressure in the fuel rail.
The fuel rail pressure sensor is used to measure the fuel pressure in the
high-pressure fuel rail. The fuel rail pressure measurement is used in
conjunction with the high-pressure fuel pump to maintain the desired fuel
pressure in the fuel rail. This pressure is determined by engine
calibrations to enable the engine to meet emissions and performance
objectives.
If the fuel rail pressure sensor/signal is faulted, a diagnostic code is set
with a warning, a default value is used and a 100% engine derate
results. The default value for fuel rail pressure will allow the engine to
run in a limp-home fashion whereby a known fuel rail pressure will be
controlled within reasonable engine conditions. Emissions compliance
cannot be guaranteed under this fault condition.
Oil Pressure Sensor - The oil pressure sensor measures the engine oil
pressure in Kpa. Oil pressure is used for engine protection, whereby if
insufficient oil pressure is measured for a given speed, an event for low
oil pressure would be raised.
The low oil pressure threshold is defined as a map against engine
speed. Currently, two levels of event are specified. Level 1 is the least
severe and raises a warning. Level 3 is the most severe and raises a
warning, which requests the engine be shutdown. Automatic engine
shutdown can be configured for certain applications, such as generator
sets to occur when a Level 3 event is raised.
C7.1 Acert Ref 01.2 131

Notes Sensor Analog Active – Pressure (continued)

If the oil pressure sensor fails, a diagnostic is raised and a default value
is used by the software, which has been chosen to be a healthy (high)
pressure value. It is not possible to raise an event while an oil pressure
diagnostic is present.
Sensors – Digital
A PWM signal is a square wave. A square wave signal is either full
voltage or no voltage — ON or OFF. The percent of time the signal is
ON versus the total time is called the duty cycle. Refer to the ECM
Interface
A TPS converts a physical position into a PWM signal. The TPS moves
between its minimum and maximum throttle positions, or low idle and
high idle positions. When the TPS is at low idle, the TPS generates a
PWM signal that is typically 10-15 percent duty cycle. When the TPS is
at high idle (maximum travel position), the TPS generates a PWM signal
that is typically 85-90 percent duty cycle.
The PWM input measures the frequency and duty cycle of a 500 Hz
PWM signal. The input is a single-ended digital input. The signal input is
to switch between 0 VDC (max 1.0 VDC) low state and 5 VDC (min 3.75
VDC, max 24 VDC) high state. The normal operating range for the 500
Hz PWM signal duty cycle is 5% to 95% and frequency is 150 Hz to
1000 Hz. Signal operation outside of this range will result in an abnormal
signal diagnostic code on the ECM.
C7.1 Acert Ref 01.2 132

Notes Sensors – Digital

 Exhaust Temperature Sensor
An optional exhaust temperature sensor allows the ECM to monitor the
exhaust temperature . The ECM also provides the temperature information
on the J1939 CAN data link for monitoring and display by off engine
devices. The ECM can protect the engine from excessive temperature by
taking the action configured in the Engine Monitoring System.
One parameter must be configured in Cat ET prior to using an exhaust
temperature sensor. In the configuration screen, Right and Left Exhaust
temperature sensor defaults to “not installed” and must be set to “installed”.
Exhaust temperature sensors are installed at the turbocharger inlet. Anti-
seize must be applied to the sensor threads prior to installation. The final
installation torque for this sensor is 45 Nm. Sensor should be connected to
the engine through the provided harness connection
C7.1 Acert Ref 01.2 133

Notes Sensors – Speed Timing

During normal operation, the secondary speed/timing sensor is used to
determine the cycle that the engine is on. When the timing has been
established, the primary speed/timing sensor is then used to determine
the engine speed and the angular position.
The loss of signal to the primary sensor and/or the secondary sensor will
result in one of the following faults:
 The engine will continue to run when only one sensor signal is
present from either the primary sensor or the secondary sensor.
 Loss of signal from the primary sensor and the secondary sensor
during operation of the engine will cause fuel injection to be
terminated and the engine will stop.
Magnetic sensors convert magnetic or magnetically encoded information
into electrical signals for processing by electronic circuits. They are solid
state devices and a popular choice of sensor for the electronics designer
due to their non-contact wear free operation, their low maintenance,
robust design and as sealed hall effect devices are immune to vibration,
dust and water.
C7.1 Acert Ref 01.2 134

Notes Active Speed/Timing Sensor

One of the main uses of magnetic sensors is for the sensing of position,
distance and speed like the angular position of the crank shaft for the
firing angle of the fuel injector/spark plug. One type of magnet sensor
whose output signal is a function of magnetic field density around it is
called the Hall Effect Sensor.
Hall Effect Sensors consist basically of a thin piece of semiconductor
material passing a continuous current through itself. When the device is
placed within a magnetic field, the magnetic flux lines exert a force on
the semiconductor material which deflects the charge carriers, electrons
and holes, to either side of the semiconductor slab
C7.1 Acert Ref 01.2 135


This movement of charge carriers is a result of the magnetic force they
experience passing through the semiconductor material. As these
electrons and holes move side wards a potential difference is produced
between the two sides of the semiconductor material by the build-up of
these charge carriers.
Just like moving your hand through a spurt of water from a tap. The flow
bends in the same direction of your hand movement
Digital output sensors on the other hand have a Schmitt-trigger with built
in hysteresis connected to the op-amp. When the magnetic flux passing
through the Hall sensor exceeds a pre-set value the output from the
device switches quickly between its “OFF” condition to an “ON” condition
without any type of contact bounce. This built-in hysteresis eliminates
any oscillation of the output signal as the sensor moves in and out of the
magnetic field. Then digital output sensors have just two states, “ON”
and “OFF”.
There are two basic types of digital Hall effect
sensor, Bipolar and Unipolar.
C7.1 Acert Ref 01.2 136


Bipolar sensors require a positive magnetic field (south pole) to operate
them and a negative field (north pole) to release them while unipolar
sensors require only a single magnetic south pole to both operate and
release them as they move in and out of the magnetic field.
Most Hall effect devices can not directly switch large electrical loads as
their output drive capabilities are very small around 10 to 20mA. For
large current loads an open-collector (current sinking) NPN Transistor is
added to the output.
Event Codes
Event Codes are used to indicate that the ECM has detected an
abnormal engine operating condition. The ECM will log the occurrence
of the event code. This does not indicate an electrical malfunction or an
electronic malfunction. If the temperature of the coolant in the engine is
higher than the permitted limit, then the ECM will detect the condition.
The ECM will then log an event code for the condition.
The following format is used for event codes:
XXXX-YY Description of the event
The "XXXX" represents a System Parameter Number for the event code.
The "-YY" represents FMI for the severity of the event. The FMI is
followed by a description of the event. Refer to the following example:
"110-15 Engine Coolant Temperature: High - Least Severe (1) “
C7.1 Acert Ref 01.2 137

Notes Event Codes (continued)

In this example, the number "-15" indicates the severity of the event. The
ECM has three levels of response to events:
Level (1) - This level can be referred to as the "Warning Level". This
condition represents a serious problem with engine operation. However,
this condition does not require the engine to derate or shut down. The
warning lamp will come on.
Level (2) - This level can be referred to as the "Derate Level". For this
condition, the ECM will derate the engine in order to help prevent
possible engine damage. The warning lamp will flash.
Level (3) - This level can be referred to as the "Shutdown Level". A
"Level 3" event code will be logged in the ECM and the engine will shut
down if the shutdown feature is enabled. The warning lamp will flash and
the shutdown lamp will come on.
C7.1 Acert Ref 01.2 138

Notes Logged Event Codes

When the ECM generates an event code, the ECM logs the code in
permanent memory. The ECM has an internal diagnostic clock. The
ECM will record the following information when an event code is
generated:
 The hour of the first occurrence of the code
 The hour of the last occurrence of the code
 The number of occurrences of the code
Logged events are listed in chronological order. The most recent event
code is listed first.
Clearing Event Codes
A code is cleared from memory when one of the following conditions
occur:
 The code does not recur for 100 hours.
 A new code is logged and there are already ten codes in memory. In
this case, the oldest code is cleared.
 The service technician manually clears the code.
 Always clear logged event codes after investigating and correcting
the fault which generated the code.
C7.1 Acert Ref 01.2 139

Notes Ampseal 16
Introduction
The plug and cap housing assemblies are available in 2 through 12
circuit versions and are intended for wire–to–wire applications.
A connector assembly consists of a plug assembly loaded with size 16
socket contacts, mated to a cap assembly loaded with size 16 pin
contacts. Circuit identification is marked on each housing. Four different
keying configurations are available (color and mechanical). An integral
connector position assurance (CPA) is designed on each cap assembly
and both assemblies have a terminal position assurance (TPA) feature
to lock the contacts in the housings. Sealing plugs are available for
unused circuits. Moisture resistance is provided through the use of wire
seals and a peripheral seal in the interface area.
C7.1 Acert Ref 01.2 140

Notes Ampseal 16
Contacts
The heavy duty stamped and formed (HDSF) size 16 pin and socket
contacts accept wire sizes 14 through 20 AWG . The connectors will
seal properly to wires having insulation diameters from 1.96–3.94 mm
[.077–.155 in.].
Ampseal Disassambly
Damaged or misplaced contacts can be removed and replaced as
follows:
 Slide the CPA toward the rear (wire end) of the cap assembly to
reveal the connector latch tip.
 Simultaneously depress the end of the connector latch and pull on
the rear of the plug assembly to separate the mated connector
assembly.
 Orient the contact/TPA removal tool pn147-6456 so that the slot in
the tool is facing the centerline of the TPA. Insert the removal tool
into the extraction slot in the plug or cap assembly TPA .
 Hook the removal tool firmly against the edge of the slot and pull on
the TPA until it is completely removed from the housing assembly.
Retain the TPA for use with the connector assembly after the
contacts are replaced
C7.1 Acert Ref 01.2 141

Notes Ampseal Disassambly (continued)

Insert the tip of the contact/TPA removal tool into the contact cavity and
deflect the contact retention finger. Gently pull the wire until the contact
is free from the housing. Repeat this procedure for the remaining
number of contacts to be removed.
Remove/Install Seal
The peripheral seal can be replaced when the connector is separated
for servicing. Proceed as follows:
 Separate the connector system and remove the TPA from the plug
assembly.
 The old seal may be removed by sliding it off the end of the plug
housing.
 The sealing surface of the plug housing should be cleaned to remove
any dirt, moisture, or debris that may be on the connector assembly.
 The new seal may be assembled to the plug assembly by sliding it
on the end of the plug housing. Care should be taken sure the seal
does not roll during this process
C7.1 Acert Ref 01.2 142

Notes
C7.1 Acert Ref 01.2 143

Coursebook C7.1 Acert Ref 01.2

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Coursebook C7.1 Acert Ref 01.2

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Caterpillar C7.

Pon Power BV.

Introduction to C7.1 ACERT Engines ....................................... 2

ACERT™ Technology Evolution ................................................................. 6

Engine Time Line ....................................................................................... 8

Engine Overview ........................................................................................ 9

Basic Engine ............................................................................................ 15

Special Tools ........................................................................................... 22

Lubrication System .................................................................. 25

Oil Circuit ................................................................................................. 28

Oil Filter(s) ............................................................................................... 31

Lubricant Viscosities for Ambient Temperature ....................................... 33

Scheduled Oil Sampling (SOS) ................................................................ 35

Oil Contamination .................................................................................... 39

Cooling System ........................................................................ 41

Oil Cooler ................................................................................................. 50

JW Cooled Manifold and Turbo................................................................ 51

Temperature Regulation .......................................................................... 52

Expansion Tank & De-Aeration ................................................................ 53

Galvanic Corrosion (Bimetallic Corrosion) ............................................... 54

Coolant Recommendations ...................................................................... 62

Fuel System .............................................................................. 70

Electric Transfer Pump & Secondary Filterbase ....................................... 77

Fuel Relief and Fuel Leak off lines ........................................................... 79

Leakage Detection ................................................................................... 80

Fuel Transfer Pump and Injection Pump .................................................. 81

Common Rail Manifold and Injectors ........................................................ 84

Service and Maintenance ......................................................................... 88

Inlet & Exhaust System............................................................ 92

Intake and Exhaust flow - Single Turbo .................................................... 95

Intake and Exhaust flow – Twin Turbo ..................................................... 97

Valve Mechanism ................................................................................... 100

Crankcase Breather ............................................................................... 109

Engine Electronics ..................................................................112

ECM ....................................................................................................... 121

Power Supply ......................................................................................... 124

Sensors .................................................................................................. 125

Event Codes and Monitoring Parameters ............................................... 138

Connectors Ampseal 16 ......................................................................... 141

C7.1 Acert Ref 01.2 1

C7.1 Acert Ref 01.2 2

C7.1 Acert Ref 01.2 3

Notes Tier Emissions

C7.1 Acert Ref 01.2 4

Notes Tier Emission Standards

C7.1 Acert Ref 01.2 5

C7.1 Acert Ref 01.2 6

C7.1 Acert Ref 01.2 7

Notes Engine Time Line

C7.1 Acert Ref 01.2 8

Notes Introduction C7.1 Generatorset

C7.1 Acert Ref 01.2 9

Notes C7.1 Acert Overview

C7.1 Acert Ref 01.2 10

Notes Types of Cooling Systems

C7.1 Acert Ref 01.2 11

C7.1 Acert Ref 01.2 12

Notes Engine Specification

C7.1 Acert Ref 01.2 13

Notes Cylinder and valve location

C7.1 Acert Ref 01.2 14

Notes Basic Engine

C7.1 Acert Ref 01.2 15

Notes Cylinder Head