DARIO MECHANICAL TECHNICAL

SERVICE
OFFER REPÜRÜCION CÜT MEU ENGINES! HEY! EU! TRANSMISSION
AND FINAL DRIVE HYDRAULIC AND PNEUMATIC MECHANIC ET.

RPM:#9434S8777 CEL9S29S0797 TACNA PERU

Systems Operation
C7 Engines for machines manufactured by Caterpillar

Fuel system

Illustration 1

Typical example

(1) Oil pump

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 SOLID CONVERTER PDF
(2) Electronic hydraulic unit injectors

(3) Oil filter

(4) Oil cooler

(5) High pressure oil

(6) Low pressure fuel line

(7) Connector for the injection actuation pressure control valve (IAPCV)

(8) Unit injector hydraulic pump

(9) Sensor for injection actuation pressure (IAP)

(10) Fuel filter

(11) Primary fuel filter and water separator

(12) Fuel tank

(13) Camshaft gear

(14) Speed/timing sensors

(15) Electronic Control Module (ECM)

(16) Battery

(17) Fuel pressure regulator

(18) Intake manifold pressure sensor

(19) Oil pressure sensor

(20) Coolant temperature sensor

(21) Intake air temperature sensor

(22) Atmospheric pressure sensor

(23) Air intake heater

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 Introduction
The operation of the electronic hydraulic unit injector fuel
system is completely different from any other mechanically
actuated fuel system. The Hydraulic Electronic Unit Injector
(HEUI) fuel system does not need to be adjusted at all. No
adjustments can be made to mechanical components.
Performance changes are made by installing different software
in the Electronic Control Module (ECM).

This fuel system consists of four basic components:

• HEUI
• ECM
• Unit injector hydraulic pump
• Fuel transfer pump

Note: The fuel transfer pump is a replaceable part. The internal

components of the HEUI fuel system are not replaceable. These
components must not be disassembled. The disassembly process
damages the components. If components have been
disassembled, Caterpillar may not allow a warranty claim or
Caterpillar may reduce this claim.

Component Description
Hydraulic electronic unit injector

See image

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 Illustration 2

The fuel system uses a hydraulically actuated electronic unit injector.

g00954881
All diesel engine fuel systems use a plunger and barrel to pump fuel under high pressure
into the combustion chamber. The HEUI uses high pressure engine oil to drive the plunger.

The HEUI uses engine lubricating oil that is pressurized from 6 MPa (875 psi) to 28 MPa
(4,050 psi) to pump fuel from the injector. High pressure oil is called injection actuation
pressure. The HEUI system operates in the same way as a hydraulic cylinder to multiply the
force of high pressure oil. This pressure multiplication is achieved by applying the force of
high pressure oil to a piston. The piston is approximately six times larger than the plunger.
The piston, which is driven by high-pressure engine lubricating oil, pushes the plunger. The
oil actuation pressure generates the injection pressure which is supplied by the unit injector.
The injection pressure is approximately six times higher than the oil drive pressure.

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Low oil actuation pressure results in low fuel injection pressure. High oil drive pressure
produces high fuel injection pressure.

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 ECM

The ECM is located on the left side of the engine. The ECM is a powerful computer that
provides complete electronic control of engine performance. The ECM uses engine
performance data gathered by various sensors. The ECM uses this data to make adjustments
to fuel delivery, injection pressure, and injection timing. The ECM contains programmed
performance maps (software) to define power, torque curves and rpm.

The ECM records engine performance faults. The ECM is also capable of automatically
operating several diagnostic tests when the ECM and Caterpillar Electronic Technician (ET)
are used together.

Unit injector hydraulic pump

See image

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 Illustration 3

Unit injector hydraulic pump with fuel transfer pump

See image
g00954883
Illustration 4 g01837260
Unit injector hydraulic pump without fuel transfer pump (if equipped)

The unit injector hydraulic pump is a variable delivery piston pump. The unit injector
hydraulic pump uses a portion of the engine's lubricating oil. The unit injector hydraulic
pump pressurizes the engine lubricating oil to the injection actuation pressure required to
drive the HEUI injectors.

Fuel transfer pump

See image

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 Illustration 5

(1) Unit injector hydraulic pump

(2) Mechanical fuel transfer pump

g01103032
The mechanical fuel transfer pump is mounted on the rear of the unit injector hydraulic
pump. The fuel transfer pump is the only replaceable part of the unit injector hydraulic
pump. The fuel transfer pump is used to draw fuel from the fuel tank. Additionally, the fuel
transfer pump is used to pressurize the fuel to 450 kPa (66 psi). The fuel transfer pump has
an internal relief valve to protect the system. Pressurized fuel is supplied to the injectors.

See image

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 g01837495
Illustration 6
(1) Electric fuel transfer pump (if equipped)

(2) Primary fuel filter base

The electric fuel transfer pump is mounted on top of the primary fuel filter and water
separator. The fuel transfer pump is the only replaceable part of the unit injector hydraulic
pump. The fuel transfer pump is used to draw fuel from the fuel tank. Additionally, the fuel
transfer pump is used to pressurize the fuel to 450 kPa (66 psi). The fuel transfer pump has
an internal relief valve to protect the system. Pressurized fuel is supplied to the injectors.

Injection actuation pressure (IAP) sensor

The IAP sensor monitors the injection actuation pressure. The IAP sensor sends a
continuous voltage signal back to the ECM. The ECM interprets this signal. The ECM
knows the injection actuation pressure at all times. The ECM analyzes the sensor voltage.
The ECM then adjusts the current to the solenoid.

HEUI fuel system

Low pressure fuel system

See image

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 g01103036
Illustration 7
(1) Unit injector hydraulic pump

(2) Fuel transfer pump

(3) Hydraulic electronic unit injector

(4) Secondary fuel filter

(5) Primary fuel filter and water separator

(6) Fuel tank

(7) Fuel pressure regulator

The low pressure fuel system serves two functions. The low pressure fuel system supplies
the fuel for combustion to the injectors. The low pressure fuel system also supplies excess
fuel flow to remove air from the system.

The low pressure fuel system consists of five basic components:

• Fuel tank
• Primary fuel filter/water separator
• Two micron secondary fuel filter
• Fuel transfer pump
• Fuel pressure regulator

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Fuel is drawn from the fuel tank and flows through a thirteen micron primary fuel
filter/water separator. The primary fuel filter/water separator removes large debris from the
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 fuel. The primary filter element also separates water from the fuel. Water collects in the
container at the bottom of the primary fuel filter/water separator.

Fuel flows from the primary fuel filter/water separator to the inlet side of the fuel transfer
pump. The inlet check valve on the inlet port of the fuel transfer pump opens to allow fuel
flow to the pump. After the fuel flow is stopped, this valve closes to prevent fuel from
exiting the intake port. Fuel flows from the pump inlet port to the outlet port. Pressurized
fuel flows from the pump outlet port to the two-micron secondary fuel filter. A two-micron
secondary fuel filter is standard on all Caterpillar engines. These fuel filters are highly
efficient. This filter removes very small abrasive contaminants from the fuel. The primary
fuel filter/water separator does not trap these small contaminants. Very small abrasive
particles in the fuel cause abrasive wear on unit injectors. The secondary fuel filter removes
particles two microns in size or larger. Regular use and maintenance of this two micron
filter provides a significant improvement in injector life.

Fuel flows from the two-micron secondary filter to the fuel supply line in the cylinder head.
The fuel supply line is a drilled hole that starts at the front of the cylinder head. The fuel
supply line extends to the rear of the cylinder head. This conduit connects to each unit
injector orifice to supply fuel to the unit injectors. Excess fuel exits through the rear of the
cylinder head. Fuel enters the fuel pressure regulator.

The fuel pressure regulator consists of an orifice and a spring-loaded check valve. The
orifice is a flow restriction that pressurizes the supply fuel. The spring-loaded check valve
opens at 35 kPa (5 psi) to allow fuel that has flowed through the orifice to return to the fuel
tank. When the engine is stopped, there is no fuel pressure acting on the check valve. When
there is no fuel pressure on the check valve, this valve closes. The check valve closes to
prevent fuel in the cylinder head from draining back into the fuel tank.

Injection drive system

Drive oil flow

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 Illustration 8

(1) Unit injector hydraulic pump

See image

g01103045
(8) Oil filter

(9) Oil cooler

(10) Engine oil pump

(11) High pressure oil

The injection drive system has two functions. The injection drive system supplies high-
pressure oil to drive the injectors. In addition, the injection actuation system regulates the
injection pressure produced by the unit injectors by changing the oil actuation pressure.

The injection drive system consists of four basic components:

• Engine oil pump

• Engine oil filter
• Unit injector hydraulic pump
• IAP Sensor

The engine oil pump pressurizes the oil drawn from the sump to the oil pressure of the
lubrication system. Oil flows from the engine oil pump through the engine oil cooler,
through the engine oil filter, and then to the main oil rail. A separate circuit from the main
oil line directs a portion of the lubricating oil to feed the unit injector hydraulic pump. A
steel pipe on the left side of the engine connects the main oil passage to the intake port of
the unit injector hydraulic pump. The connection point is the upper hole of the manifold on
the engine side cover.

Oil flows into the inlet port of the unit injector hydraulic pump and fills the pump reservoir.
The pump reservoir supplies oil to the unit injector hydraulic pump during start-up. In
addition, the pump reservoir supplies oil to the unit injector hydraulic pump until the engine

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 oil pump can build up pressure.

The oil in the pump reservoir is pressurized in the unit injector hydraulic pump and then
ejected from the pump outlet port under high pressure. The oil then flows from the outlet
port of the unit injector hydraulic pump to the high-pressure oil passage in the cylinder
head.

The drive oil under high pressure flows from the unit injector hydraulic pump, through the
cylinder head, to all injectors. The oil is contained in the high pressure oil passage until it is
used by the unit injectors. Oil used up by the unit injectors is expelled from under the valve
covers. This oil returns to the crankcase through the oil drain holes in the cylinder head.

Drive oil pressure control

See image

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 g01103053
Illustration 9
(12) Control valve solenoid

(13) Disc valve

(14) Induced

(15) Actuator spring

(16) Sliding sleeve

(17) Actuator piston

(18) Eccentric drive disc

(19) Idler wheel

(20) Spill hole

(21) Pump outlet holes

(22) Drive gear

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 (23) Check valve

(24) Piston

The unit injector hydraulic pump is a variable delivery piston pump. The variable piston
pump uses an angled drive disc that rotates. The pistons do not rotate. The pistons move in
relation to the angled control disc. The pistons move in sliding sleeves.

The gear train at the front of the engine drives the unit injector hydraulic pump. The drive
gear at the front of the pump turns the common shaft. The angled drive disc is mounted on
the common shaft. Rotation of the angled drive disc causes the pump piston to move in and
out of the sliding sleeves.

As the pistons move out of the sliding sleeves, oil is drawn into the pistons through the
passage in the control disc. Oil is forced out of the piston when the piston is pushed back
into the sliding sleeve and the bores are exposed.

By changing the relative position of the sliding sleeve to the spill hole, the volume of oil in
the piston changes. The location of the sliding sleeve changes continuously. The ECM
determines the location of the sliding sleeve. By changing the location of the sliding
sleeves, the pump flow changes. The result is the amount of oil that can be pressurized.

The injection drive system pressure is controlled by matching the pump output flow and
resulting pressure to the pressure demand for the injection drive system. The position of the
sliding sleeves is changed to control the output flow of the pump. Moving the sleeves to the
left covers covers the spill hole for a longer distance. This increases the effective pumping
stroke and the output flow of the pump. Moving the sleeves to the right covers covers the
spill holes for a shorter distance, which reduces the effective pumping stroke. This also
reduces the pump output flow.

The sliding sleeves are connected by an idler wheel. A sleeve is connected to an actuator
piston. As the actuator piston moves to the right or left, the idler and sleeves move the same
distance to the right or left.

The amount of current from the ECM to the solenoid determines the control pressure. A
small amount of the pump output flow passes through a small passage in the actuator piston.
This small amount comes out of an orifice and enters the control pressure cavity. A small
disc valve limits the pressure in this cavity. The opening of the poppet valve allows a
portion of the oil in the cavity to flow to the drain. A force keeps the poppet valve closed.
This force on the disc valve is created by a magnetic field acting on an armature. The
resistance of the

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 magnetic field determines the pressure required to withstand the force of the actuator
spring.

An increase in current to the solenoid causes an increase to the following elements:

• The strength of the magnetic field

• The force on the armature and the disc valve
• The control pressure that moves the actuator piston to a position that causes more
flow

A reduction in current to the solenoid causes a reduction in the following elements:

• The strength of the magnetic field

• The force on the armature and the disc valve
• The control pressure that moves the actuator piston to a position that causes less
flow

The ECM controls the actuation pressure. The ECM constantly changes current to the pump
control valve to control actuation pressure. Three components work together in a closed
loop circuit to control actuation pressure:

• ECM
• IAP Sensor
• Pump control valve

The closed loop circuit works as follows:

• The ECM determines a desired actuation pressure by collecting information from

sensor inputs and software maps.
• The ECM monitors the actual actuation pressure through a constant signal voltage
from the IAP sensor.
• The ECM constantly changes the control current to the pump control valve. This
changes the output flow of the pump.

There are two types of actuation pressure:

• Desired actuation pressure

• Actual actuation pressure

Target actuation pressure is the injection actuation pressure that the system requires to
achieve optimum engine performance. The performance maps in the ECM set the desired
actuation pressure. The ECM selects the desired actuation pressure. The selection is based
on signal inputs from many sensors. The ECM gets signal inputs from some of the
following sensors: throttle position sensor, boost pressure sensor, speed synchronization
sensors, and coolant temperature sensor. The desired actuation pressure changes constantly.
The change is based on various signal inputs. Varying engine speed and engine load also
cause a change in the desired drive pressure. The desired drive pressure is only stable under

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 steady state conditions (constant engine speed and load).

Actual actuation pressure is the actual pressure of the actuation oil system that is driving the
injectors. The ECM and pump pressure regulator constantly change the amount of pump
output flow. This constant change causes the actual actuation pressure to be equal to the
desired actuation pressure.

Pump control valve operation

The pump control valve has the following three stages:

• Valve operation (engine off)

• Valve operation (engine start)
• Valve operation (engine running)

Valve operation (engine off)

When the engine is off, there is no pump output pressure from the pump and there is no
current to the ECM control valve solenoid. The actuator spring pushes the actuator piston
fully to the left. The idler wheel, not shown, and sliding sleeves also move to the left. At
this point the pump is in the maximum output position.

Valve operation (engine start)

During engine start-up, an injection actuation pressure of approximately 6 MPa (870 psi) is
required to activate the unit injector. This low injection actuation pressure results in a low
fuel injection pressure of about 35 MPa (5,000 psi). This low fuel injection pressure helps
cold starting.

To start the engine quickly, the injection actuation pressure has to increase rapidly. Since
the unit injector hydraulic pump is being rotated at engine cranking speed, the pump flow is
very low. The ECM sends a strong current to the control valve solenoid to keep the poppet
valve closed. With the poppet valve in the closed position, all flow to the drain is blocked.
The hydraulic forces acting on each side of the actuating piston are equal. The actuator
spring holds the actuator to the left. The pump produces maximum flow until the desired
pressure of 6 MPa (875 psi) is reached. Now the ECM reduces current to the pressure
regulator solenoid to reduce control pressure. Reduced control pressure allows the actuator
piston to move to the right. This reduces the pump output flow to maintain the desired
pressure of 6 MPa (875 psi).

Note: If the engine is already warm, the pressure required to start the engine may be greater
than 6 MPa (875 psi). The desired actuation pressure values are stored in the ECM
performance maps. The desired drive pressure values vary with engine temperature.

Once the unit injectors begin to operate, the ECM controls the current to the control valve.
The ECM and control valve solenoid will maintain actuation pressure at 6 MPa (870 psi)
until the engine starts. The ECM monitors the actual actuation pressure through the IAP

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 sensor which is located in the high pressure oil manifold. To establish the desired actuation
pressure, the ECM monitors several electrical input signals and, based on this, sends a
predetermined current to the control valve solenoid. The ECM also compares the desired
actuation pressure with the actual actuation pressure in the high pressure oil rail. The ECM
adjusts current levels to the control valve solenoid to make the actual actuation pressure
equal to the desired actuation pressure.

Valve operation (engine running)

Once the engine starts, the ECM controls the current to the pump control valve to maintain
the desired actuation pressure. The IAP sensor monitors the actual actuation pressure in the
high-pressure oil passage in the cylinder head. The ECM compares the actual actuation
pressure to the desired actuation pressure 67 times per second. The ECM adjusts current
levels to the pump control valve when the actual actuation pressure and desired actuation
pressure do not match. These settings make the actual injection actuation pressure equal to
the desired injection actuation pressure.

Oil flow (engine running)

A small amount of pump output flow flows through the actuator piston and enters the
control pressure cavity. The control pressure increases and that increased pressure lifts the
poppet valve. The open disc valve allows flow to drain. The ECM changes the control
pressure by increasing or decreasing the current to the control valve solenoid and the
resulting force on the poppet valve.

The following items produce a closed loop system:

• ECM
• IAP
• Pressure regulator

This closed loop system provides infinitely variable control of pump output pressure. This
pump output pressure has a range from 6 MPa (875 psi) to 28 MPa (4,050 psi).

HEUI injector (components)

The HEUI Injector performs four functions. The HEUI injector pressurizes the supply fuel
from 450 kPa (66 psi) to 175 MPa (25,400 psi). The HEUI injector works like an atomizer
by pumping high pressure fuel through restrictor holes in the tip of the unit injector. The
HEUI injector delivers the correct amount of atomized fuel to the combustion chamber and
disperses this fuel evenly throughout the combustion chamber.

See image

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 g01103091
Illustration 10
HEUI injector cross section

(1) Solenoid

(2) Armature spring

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 (3) Induced

(4) Seat pin

(5) Spool spring

(6) Spool valve

(7) Check ball for intensifier piston

(8) Intensifier piston

(9) Return spring

(10) Plunger

(11) Canon

(12) Nozzle box

(13) Intake filler retention device

(14) Stop

(15) Nozzle spring

(16) Retaining piston

(17) Sleeve

(18) Reverse flow check valve

(19) Nozzle retention device

(20) Nozzle tip

See illustration 10. The HEUI injector consists of three main parts:

• Upper end or actuator (A)

• Intermediate point or pumping unit (B)
• Bottom end or nozzle assembly (C)

The upper end (A) consists of the following items:

• Solenoid (1)
• Armature spring (2)
• Induced (3)
• Seat pin (4)
• Spool spring (5)

• Spool valve (6)

• Check ball for intensifier piston (7)

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 The injector intermediate point (B) consists of the following items:

• Intensifier piston (8)

• Return spring (9)
• Plunger (10)
• Cannon (11)

The lower end of the injector (C) consists of the following items:

• Nozzle box (12)

• Intake filler retention device (13)
• Top (14)
• Nozzle spring (15)
• Retaining piston (16)
• Cuff (17)
• Reverse flow check valve (18)
• Nozzle retention device (19)
• Nozzle tip (20)

These components work together to produce different fuel injection rates. Fuel injection
rates are electronically controlled by performance software in the ECM.

HEUI Fuel Injector (Operation)

The HEUI injector operates on a fissure injection cycle. The crack injection cycle has five
injection phases:

• Preinjection
• Pilot injection
• Injection delay
• Main injection
• Stuffed

Preinjection

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 g01103150
Illustration 11
Cross section of pre-injection cycle

(2) Armature spring

(3) Induced

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 (4) Seat pin SOLID CONVERTER PDF

(5) Spool spring

(6) Spool valve

(8) Intensifier piston

(10) Plunger

(16) Retaining piston

(19) Nozzle retention device

See illustration 11. The injector is in the pre-injection phase when the engine is running and
the injector is between ignition cycles. The plunger (10) and intensifier piston (8) are at the
top of the piston bore. The cavity under the plunger is filled with fuel.

At the upper end, the armature spring (2) holds the armature (3) and the seat pin (4). High
pressure drive oil flows into the injector. The oil then flows around the seat pin to the top of
the retaining piston (16). This always provides a positive downward force on the nozzle
retainer (19) when fuel is not being injected.

The spool spring (5) holds the spool valve (6) at the top of the spool valve bore. In this
position, the spool valve blocks the drive oil from reaching the intensifier piston. The
actuating pressure is felt at the top and bottom of the spool and thus the hydraulic forces on
the spool are balanced. The force of the spool spring holds the spool valve in the up or
closed position.

Pilot injection

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 g01103154
Illustration 12
Cross section of the pilot injection cycle (1) Solenoid (3) Armature

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(6) Spool valve

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 (7) Check ball for intensifier piston
(4) Seat pin
(8) Intensifier piston

(10) Plunger

(15) Nozzle spring

(16) Retaining piston

(19) Nozzle retention device

(20) Nozzle tip

(21) Drainage

See illustration 12. Pilot injection occurs when the ECM sends a control current to the
solenoid (1). The current produces a magnetic field that lifts the armature (3) and the seat
pin (4). The seat pin has a lower seat and an upper seat. When the armature lifts the seat pin,
the upper seat blocks the flow of driving pressure to the detent. The lower seat opens. This
allows the drive oil on top of the check piston (16) to flow to the drain (21). The drive oil
that is trapped under the spool (6) also flows to the drain (21). The drive oil is drained
through a vent hole on the injector side.

The pressure drop under the spool causes a hydraulic difference acting on the spool. The
spool moves to the open position when hydraulic pressure acts on the top of the spool. This
hydraulic pressure forces the reel down. The downward movement of the spool stops when
the spool and pin force the intensifier piston check ball (7) onto the ball seat in the closed
position. This prevents all drive pressure from escaping from the intensifier piston cavity
(8). This drop in actuation pressure also removes the downward force on the check piston.

The drive oil now flows past the open spool and to the top of the intensifier piston. The
downward movement of the piston and plunger (10) pressurizes the fuel in the plunger
cavity toward the nozzle tip (20). Pilot injection begins when the injection pressure
increases to overcome the force of the nozzle spring (15) lifting the nozzle retaining device
(19).

Pilot injection continues if the following conditions exist:

• The solenoid is energized.

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 • The reel remains open.
• There is no actuation pressure on the top of the check piston.

Injection delay

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 Illustration 13

Cross section of injection delay

(1) Solenoid g01103158

(2) Armature spring

(3) Induced

(4) Seat pin

(5) Spool spring

(6) Spool valve

(8) Intensifier piston

(10) Plunger

(16) Retaining piston

(19) Nozzle retention device

See illustration 13. The injection delay begins when the control current to the solenoid (1)
stops and the solenoid is de-energized. A magnetic field holds the armature (3) in the
upward position. When the magnetic field is de-energized, the armature spring (2) pushes
the armature and seat pin (4) downward. The seat pin closes the lower seat and opens the
upper seat. This allows the actuating pressure to flow to the top of the check piston (16).
The hydraulic force on the retaining piston quickly overcomes the injection pressure, and
the nozzle retaining device (19) closes. The injection stops at this point.

The actuation pressure increases below the spool valve (6), which produces a balance of
hydraulic force at the top and bottom of the spool. The weak spool spring (5) now acts on
the spool. This closes the spool very slowly. As the spool remains open, actuating pressure
continues to flow past the spool, to the intensifier piston (8) and plunger (10). The injection
pressure in the nozzle and plunger cavity increases very rapidly when the nozzle retainer is
held in the closed position.

Main injection

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 g01103166
Illustration 14
Main injection cycle cross section

(1) Solenoid

(3) Induced

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 (4) Seat pin

(6) Spool valve

(7) Check ball for intensifier piston

(16) Retaining piston

(19) Nozzle retention device

(22) Drainage

See illustration 14. Main injection starts when solenoid (1) is re-energized. Instantly the
magnetic field is created, and the force of the magnetic field lifts the armature (3) and the
seat pin (4). The upper seat blocks the flow of drive pressure, and the upper seat opens the
check piston (16) and the bottom of the spool (6) to the drain (22). The hydraulic force
holding the nozzle retainer (19) closed is rapidly dissipated and the injection pressure opens
the nozzle retainer. This is the beginning of the main injection. There is also a difference in
the hydraulic forces on the reel. This difference forces the reel down. The check ball (7) of
the intensifier piston is held in the closed position when the spool is in this position. Main
injection continues if the solenoid remains energized.

Stuffed

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 g01103168
Illustration 15
Cross section of filling cycle

(1) Solenoid

(2) Armature spring

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 (3) Induced

(4) Seat pin

(5) Spool spring

(6) Spool valve

(7) Check ball for intensifier piston

(8) Intensifier piston

(9) Return spring

(10) Plunger

(16) Retaining piston

(18) Reverse flow check valve

(19) Nozzle retention device

(22) Drainage

See illustration 15. The filling cycle begins when the solenoid (1) is de-energized. The
armature (3) and the seat pin (4) are forced downward by the armature spring (2). The seat
pin closes the lower seat and opens the upper seat. The actuation pressure is restored to the
top of the check piston (16). This closes the nozzle retaining device (19) and the injection
ends. The actuating pressure is also felt below the valve spool (6). This restores hydraulic
balance to the reel. The valve spring (5) closes the spool slowly. This stops the flow of drive
oil to the intensifier piston (8).

As the spool is raised, the intensifier piston check ball (7) is no longer held closed. Oil in
the intensifier piston cavity lifts the retainer off the seat and flows to the drain (22) through
a vent hole on the injector side. The return spring (9) pushes the plunger (10) and the
intensifier piston upward. This pushes all the oil out of the intensifier piston cavity. The
check valve (18) for the fuel inlet moves away from the valve seat as the plunger is lifted.
This allows supply fuel to enter the plunger cavity. The filling cycle is complete when the
plunger and piston are at the top of the bore, and the plunger cavity is full of fuel.

Testing and Adjustments

C7 Engines for machines manufactured by Caterpillar

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Media Number -SSNR9939-20 Publication Date -01-12-2010 Update Date -11-08-2011

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 i05220275

Air in fuel - Test

SMCS - 1280-081

Ah WARNING
To avoid injury, wear safety glasses and a face shield whenever you use
compressed air.

Introduction
This procedure checks for air in the fuel. This procedure also helps to find the source of the
air entry.

Necessary tools
Table 1
Necessary tools
2P-8278 Tube Assembly

Test preparation
Check the fuel system for leaks. Make sure the fuel line connections are tight. Check the
fuel level in the fuel tank. Air can enter the fuel system from the suction side between the
fuel transfer pump and the fuel tank.

Test procedure
1. Install a 2P-8278 Tube Assembly (SIGHT GLASS) into the fuel return line. When
possible, install the sight gauge on a straight section of fuel line that is at least 304.8
mm (12 in) long. Do not install the sight glass near the following devices that
produce turbulence:
or Elbows
or Relief valves

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 o Check valves

Observe the fuel flow during engine start-up. Check for air bubbles in the fuel. If
there is no fuel in the sight glass, prime the fuel system. Refer to Testing and
Adjusting, "Fuel System - Prime" for more information. If the engine starts, check
for air in the fuel at different engine speeds. Whenever possible, operate the engine
under the conditions suspected of causing air to enter the fuel.

See image

Illustration 1 g01096678
2P-8278 Tube Assembly (SIGHT GLASS)

(1) A steady stream of small bubbles with a diameter of approximately 1.60 mm (0.063 in)
represents an acceptable amount of air in the fuel.

(2) Bubbles with a diameter of approximately 6.35 mm (0.250 in) are also acceptable.

if there are intervals of 2 to 3 seconds between bubbles.

(3) Excessive air bubbles in the fuel are not acceptable.

2. If excessive air is seen in the fuel return line sight glass, install a second sight glass
in the fuel transfer pump inlet. If a second sight glass is not available, move the sight
glass from the fuel return line and install it on the fuel transfer pump inlet. Observe
the fuel flow during engine start-up. Check for air bubbles in the fuel. If the engine
starts, check for air in the fuel at different engine speeds.

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 If excess air is not observed at the fuel transfer pump inlet, air is entering the system
after the fuel transfer pump. Go to Step 3 of the "Adjustment Procedure".

If excess air is observed at the fuel transfer pump inlet, air enters through the suction
side of the fuel system.

Adjustment procedure

ATTENTION
To avoid damage, do not use more than 55 kPa (8 psi) to pressurize the fuel
tank.

1. Pressurize the fuel tank to 35 kPa (5 psi). Do not use more than 55 kPa (8 psi) to
avoid damage to the fuel tank. Check for leaks in the fuel lines between the fuel tank
and the fuel transfer pump. Repair any leaks found. Check the fuel pressure to make
sure the fuel transfer pump is working properly. For information on how to check
fuel pressure, see Testing and Adjusting, "Fuel System Pressure - Test".

2. If the source of the air cannot be found, disconnect the supply line from the fuel tank
and connect an external fuel supply to the fuel transfer pump inlet. If this action
resolves the problem, repair the fuel tank or the tube that is mounted on the fuel
tank.

3. If the injector sleeve is worn or damaged, combustion gases may leak into the fuel
system. Also, combustion gas leaks may occur in the fuel system if the O-ring seals
on the injector sleeves are worn, damaged or missing.

Testing and Adjustments

C7 Engines for machines manufactured by Caterpillar

Media Number -SSNR9939-20 Publication Date -01-12-2010 Update Date -11-08-2011

i03275144

Fuel System - Inspect

SMCS - 1250-040

Initial inspection of the fuel system

A problem with the components that send fuel to the engine can cause low fuel pressure.
This may reduce engine performance.

1. Check the fuel level in the fuel tank. Inspect the fuel tank cap. Make sure the vent
opening in the fuel tank cap is not filled with dirt.

2. Check all fuel lines for leaks. Fuel lines must be free of restrictions or defective
bends. Check that the fuel return line is not collapsed.

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 3. Clean the screen inside the fuel transfer pump inlet connection.

4. Operate the hand priming pump (if equipped). If excessive resistance is felt, inspect
the fuel pressure regulating valve. Make sure the pressure regulator is properly
installed and working properly.

5. Install a new fuel filter.

6. Open the old filter with the Oil Filter Cutter 175-7546. Inspect the filter for
excessive contamination. Determine the source of the contamination. Make any
necessary repairs.

7. Replace the primary fuel filter (if equipped).

8. Operate the hand priming pump (if equipped). If uneven resistance is noticed, test to
see if there is air in the fuel. See Testing and Adjusting, "Air in Fuel - Test" for
more information.

9. Remove any air from the fuel system. Refer to Testing and Adjusting, "Fuel System
- Prime".

Inspection of the fuel system during engine operation

Too much or too little fuel for combustion can be the cause of a problem in the fuel system.
Finding the source of the problem can be difficult, especially when there is smoke coming
from the exhaust. Therefore, work is often performed on the fuel system when the problem
is actually elsewhere in the engine.

When you see smoke coming out of the exhaust, the problem may be caused by a damaged
unit injector. This unusual smoke may also be caused by one or more of the following
reasons:

• Insufficient air for good combustion

• High altitude overload
• Oil leaks into the combustion chamber
• Altitude
• Air intake and exhaust leaks

Note: Refer to Troubleshooting for more information on the fuel system.

Checking the operation of individual cylinders

Low temperature in an exhaust manifold port indicates that fuel is not reaching the cylinder.
This can occur due to a faulty injector. Too high a temperature in an exhaust manifold port
may indicate that too much fuel is reaching the cylinder. This can also occur due to a defect
in an injector.

Refer to Testing and Adjusting, "Exhaust Temperature - Test" for the procedure for
checking exhaust manifold port temperatures.

Testing and Adjustments

C7 Engines for machines manufactured by Caterpillar

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 Media Number -SSNR9939-20 Publication Date -01-12-2010 Update Date -11-08-2011

i03275160

Electronic Unit Injector - Test

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 SMCS - 1290-081

This procedure helps to identify the cause of injector misfiring. Perform this procedure only
after performing the cylinder deactivation test. Refer to Troubleshooting, "Injector Solenoid
Circuit - Test" for more information.

1. Check for air in the fuel, if this procedure has not already been performed. Refer to
Testing and Adjusting, "Air in Fuel - Test".

Ah WARNING
Danger of electric shock. The electronic unit injector system uses 90 to 120
volts.

2. Remove the valve cover and look for broken parts. Repair or replace any broken
parts found. Inspect all wiring to solenoids. Look for loose connections. Also check
for frayed or broken cables. Make sure the unit injector solenoid connector is
properly connected. Perform a pull test on each of the cables.

3. Check for signs of fuel leakage. Investigate the source of the fuel leak. Resolve the
cause of the fuel leak.

4. Check the valve lash adjustment for the suspect unit injector cylinder. Refer to
Testing and Adjusting, "Engine Valve Clearance - Inspect/Adjust".

5. Make sure the bolts holding the unit injector are tightened to the correct torque. To
check torque, loosen the bolts holding the unit injector. Tighten bolts to proper
torque. Refer to the Disassembly and Assembly Manual, "Unit Injector - Install".

6. Remove the suspect unit injector and inspect it for signs of coolant exposure.
Exposure to coolant causes rust to form on the injector. If the unit injector shows
signs of coolant exposure, remove and inspect the injector sleeve. Replace the
injector sleeve if damaged. Refer to the Disassembly and Assembly Manual, "Unit
Injector Sleeve - Install". Check the unit injector for excessive brown discoloration
extending beyond the tip of the injector. If excessive discoloration is found, check
the fuel quality. See Testing and Adjusting, "Fuel Quality - Test". Replace the seals
on the injector and reinstall the injector. See the

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Disassembly and Assembly Manual, "Unit Injector - Install". Inspect the injector for
soot deposits above the injector seat surface. Soot deposits indicate combustion gas
leakage. The source of the leak must be found and corrected. It will not be necessary
to replace the injector if the problem was a combustion gas leak.
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created using 7. If the problem is not resolved, replace the suspect injector with a new injector.
/product To
at
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 verify that the new injector is functioning properly, perform the cylinder
deactivation test. Use Caterpillar Electronic Technician (ET).

Testing and Adjustments

C7 Engines for machines manufactured by Caterpillar

Media Number -SSNR9939-20 Publication Date -01-12-2010 Update Date -11-08-2011

i04405317

Fuel System Pressure - Test

SMCS - 1250-081; 1256-081

Table 1
Necessary tools

Part number Name of the piece Cant.

Engine Pressure Group 1

1U-5470 OR 198-
EITHER
4240
Digital Pressure Gauge Group

3Y-2888 Connector 1

3J-1907 Ring seal 1

Note: Both the 5P-2720 Probe Adapter Group and the 164-2192 Probe Adapter Group
can be used with these tools. Use these additional tools to help install pressure probes in the
future.

Ah WARNING
Fuel that leaks or spills onto hot surfaces or electrical components can cause a
fire. Clean up fuel spills immediately.

ATTENTION
Keep all parts clean and free of contaminants.

Contaminants can cause accelerated wear and reduce component life.

ATTENTION
Ensure fluids are contained during product inspection, maintenance, testing,
adjustments, and repairs. Be prepared to catch the fluid in a suitable container
before opening a compartment or disassembling a component that contains
fluid.

For information on tools and supplies required to contain Caterpillar product

fluids, refer to Special Publication, NENG2500, "Caterpillar Dealer Service
Tool Catalog."
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 Dispose of all fluids according to local regulations and laws.

The 1U-5470 Engine Pressure Group or the 1984240 Digital Pressure Gauge Group can
be used to check engine fuel pressures.

Refer to Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure Group" for
instructions on using the 1U-5470 Engine Pressure Group. Refer to the Operation Manual,
NEHS0818, "Using the 198-4240 Digital Pressure Gauge Group" for instructions on using
the 198-4240 Digital Pressure Gauge Group.

See image

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 g01133823
Illustration 1
(1) Fuel port without filter

(2) Fuel port with filter

During normal operating and load conditions, fuel pressure should be within the following
range:

. 400 to 525 kPa (58 to 76 psi)

At low idle, the fuel pressure at the fuel filter inlet should be at the following value:

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 • 400 to 435 kPa (58 to 64 psi)

The fuel pressure to the fuel supply line should be the same amount if the pressure change
(delta P) at the filter is subtracted.

With a new filter, the pressure drop across the fuel filter is typically the following value:

• 35 kPa (5 psi)
As abrasive particles build up in the fuel filter, the pressure differential across the filter
increases. When a filter becomes clogged, fuel supply pressure can drop as low as 69 kPa
(10 psi) before the operator detects a significant loss of power. Low fuel pressure causes
cavitation and internal damage to unit injectors. The pressure differential across the fuel
filter must not exceed 69 kPa (10 psi).

Follow this procedure to check fuel pressure with filter:

1. Remove the fuel pressure tap cap (1).

2. Install the connector, seal and engine pressure test assembly to the fuel pressure tap
(1).

Troubleshooting and Troubleshooting

C7 Engine for 12K, 120K, 120K Series 2, 140K, 140K Series 2, and 160K Motor
Graders

Media number -KENR5407-04 Publication date -01-01-2011 Update date -03-01-2011

i04915552

The exhaust has excessive white smoke

SMCS - 1088-035; 1250-035

Note: When the engine is operating normally, some white smoke may be present during
cold start conditions. If white smoke persists, there may be a problem.

Probable causes
Cold mode

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 • Cold mode operation

Starting aids

• Jacket water heater

• Air intake heater
• Ether injection

Refrigerant

• Coolant temperature
• Coolant leak

Engine speed/timing

• Engine speed/timing sensor

Electronic Control Module (ECM)

• Flash file

Injector

• Injector

Fuel

• Fuel supply

Low compression

• Component wear

Recommended actions
Cold mode operation

Excessive white smoke emissions may occur during cold engine mode operation. During
cold mode engine operation, the ECM may modify the injection timing and deactivate some
engine cylinders. This will increase ease of starting and reduce warm-up time. Cold mode is
activated whenever the engine coolant temperature falls below a predetermined value. Cold
mode remains active until the engine has warmed up or a time limit has been exceeded.

Jacket water heater

If the application has a jacket water heater installed, check to see if the circuit is functioning
properly. Repair the jacket water heater circuit, if necessary.

Air intake heater

If the application has an air intake heater installed, make sure the heater is working properly.
Please refer to the specific test procedure for your application.
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 Ether injection

If the application has an ether injection system, make sure the ether can is not empty or low
on content. Replace the ether container if it is empty or low on content. If an electrical
problem is suspected with the ether injection system, refer to the test procedure specific to
your application.

Coolant temperature

Compare the coolant temperature from the Caterpillar Electronic Technician (ET) to the
coolant temperature obtained from the 6V-9130 Temperature Adapter (MULTIMETER).
Make sure the temperature readings are reasonable for current conditions.

Coolant leak

Check for an internal coolant leak at the cylinder or exhaust.

Engine speed/timing sensor

1. Check calibration of engine speed/timing sensors.

See Troubleshooting, "Synchronization - Calibrate".

2. Check that the crankshaft and camshaft drive gear timing are in the proper
orientation. Refer to the Disassembly and Assembly manual for information
regarding proper gear installation.

Flash file

Verify that the correct Flash file is installed in the ECM. Refer to Troubleshooting, "ECM
Software - Install".

Injector

1. Perform the "cylinder deactivation test" on Cat ET to try to isolate any cylinders that
may be misfiring. A misfiring cylinder may be related to a worn or faulty injector.
Refer to Troubleshooting, "Injector Solenoid - Test".

2. Disconnect each cylinder individually for a period of 30 to 60 seconds. Check that

the smoke subsides.

3. If Cat ET indicates a problem, remove the electronic unit injector from the suspect
cylinder. See Disarming and Arming.

Fuel supply

Check the fuel quality. Fuel with a low cetane rating may create white smoke. If necessary,
replace the fuel with one that has a higher cetane number.

Component wear

1. Check valve clearance and readjust if necessary. See Systems Operation/Testing and
Adjusting.

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 2. Possible causes of low compression are listed below:
o Bad piston
o Damaged piston rings
o Worn cylinder bores.
o Worn valves
o Cylinder head gasket damaged
o Damaged cylinder head

3. Make all necessary repairs. Make sure the repairs have eliminated the problem.

Troubleshooting and Troubleshooting

C7 Engine for 12K, 120K, 120K Series 2, 140K, 140K Series 2, and 160K Motor
Graders

Media number -KENR5407-04 Publication date -01-01-2011 Update date -03-01-2011

i03416631

Fuel consumption is excessive

SMCS - 1250-035

Probable causes
• Engine operation
• Fuel supply
• Engine speed/timing
• Unit injectors
• Air intake and exhaust system
• Accessory equipment

Recommended actions
Engine operation

Use Caterpillar Electronic Technician (ET) to view the "Current Totals" to check for
excessive idle time or high load factor that would indicate poor operating habits.

Note: Engine operation may also be affected by environmental conditions such as wind and
snow.

Fuel supply

Check the fuel level in the fuel tank. Ensure the proper fuel for the application is available.

Check for any of the following problems in the fuel lines: restrictions, crushing, and pinched
pipe. Repair or replace pipes.
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 1. Check the fuel tank for foreign objects that may block the fuel supply. Check for air
leaks in the fuel pump suction line. Prime the fuel system after performing one of the
following procedures:
o Replace fuel filters
o Work on the low pressure fuel supply circuit
o Replace fuel injectors

2. Cold weather adversely affects fuel characteristics. Refer to the Operation and
Maintenance Manual for information on how to improve fuel characteristics during
cold weather operation.

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 3. Check fuel pressure during engine operation. Check fuel pressure after fuel filter.
Refer to Systems Operation/Testing and AdjustingFuel System for correct pressure
values. If fuel pressure is low, replace fuel filters. If the fuel pressure is still low,
check the following items: fuel transfer pump, fuel transfer pump coupling, and fuel
pressure regulating valve.

Engine speed/timing

Perform an engine speed/timing sensor calibration. Refer to the calibration procedure in

Troubleshooting, "Synchronization - Calibrate".

Unit injectors

1. Check that the electronic control module (ECM) connectors J1/P1 and J2/P2 and the
unit injector connectors are installed correctly. Refer to Troubleshooting, "Electrical
Connectors - Inspect".

2. Perform the "Injector Solenoid Test" on Cat ET to determine if the ECM is

activating all of the injector solenoids.

3. Perform the "Cylinder Cut Test" on the Cat ET to identify any injectors that may be
misfiring. Refer to Troubleshooting, "Injector Solenoid - Test".

Air intake and exhaust system

1. Inspect for a restriction in the air filter. If the air filter shows signs of being clogged,
clean or replace the air filter.

2. Check for restrictions or leaks in the air intake and exhaust system. See the Systems
Operation/Testing and Adjustment manual.

Accessory equipment

Check all accessory equipment for problems that may cause excessive load on the engine.
Repair or replace all damaged components.

Troubleshooting and Troubleshooting

C7 Engine for 12K, 120K, 120K Series 2, 140K, 140K Series 2, and 160K Motor
Graders

Media number -KENR5407-04 Publication date -01-01-2011 Update date -03-01-2011

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i03073529

Injector Adjustment File - Install

SMCS - 1290-591; 7620-012

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 Caterpillar Electronic Technician (ET) is used to load injector settings files into the
Electronic Control Module (ECM).

Injector settings files must be loaded into the ECM if any of the following conditions occur:

• An injector is replaced.
• The ECM is replaced.
• "Injector Trim" is displayed under a 268-2 diagnostic code in Cat ET.
• Injectors can be interchanged between cylinders.

Exchange of injectors

Swapping injectors can help determine if a combustion problem is due to the injector or the
cylinder. If two injectors that are currently installed on the engine are swapped between
cylinders, the injector setting files can also be swapped between cylinders. Press the
"Exchange" button at the bottom of the "Injector Trim Calibration" screen in Cat ET. Select
the two injectors to be exchanged and press the "OK" button. The confidential mode of the
injectors being exchanged will increase by one unit.

Note: The serial number and injector confirmation code are located on the injector.
Cat ET may require injector confirmation code entry during this process. The Cat ET
will prompt you to enter the code, if necessary.

1. Record the serial number and injector confirmation code for each injector.

2. Click on "Service Software Files" in the Web SIS.

3. Enter the injector serial number in the search field.

4. Download the injector settings file to the personal computer. Repeat this procedure
for each injector as required.

5. Connect the Cat ET to the service tool connector. Refer to Troubleshooting,

"Electronic Service Tools".

6. Select the following menu options in Cat Electronic Technician:

o Service
o Calibrations
o Injector adjustment calibration

7. Select the appropriate cylinder.

8. Click the "Change" button.

9. Select the appropriate injector settings file on the personal computer.

10. Click the "Open" button.

11. If prompted by Cat ET, enter the injector confirmation code in the appropriate space.

12. Click the "OK" button.

The injector settings file is loaded into the ECM.

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 13. Repeat the procedure for each cylinder as required. If the injector settings file
download fails, confirm that the injector part number is correct. Repeat the above
test steps.

Feb 27 10:47:14 EST 2013

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