3126B Serial DCS02760 Arr 2077523 Repair Manual

1 3126B Industrial Engine DCS0000...
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Product: INDUSTRIAL ENGINE

Model: 3126B INDUSTRIAL ENGINE DCS02760
Configuration: 3126B Industrial Engine DCS00001-UP
Systems Operation
3126B Industrial Engine
Media Number -SENR9588-02 Publication Date -10/01/2003 Date Updated -10/29/2003
i02510807
Air Inlet and Exhaust System

SMCS - 1050
Illustration 1 g01139723
(1) Inlet valve
(2) Exhaust valve
(3) Cylinder head
(4) Exhaust manifold
(5) Aftercooler core
(6) Inlet manifold
(7) Air inlet
(8) Exhaust outlet
(9) Compressor side of the turbocharger
(10) Turbine side of the turbocharger

The components of the air inlet and exhaust system control the quality of the air that is available for combustion.
These components also control the amount of the air that is available for combustion. The components of the air
inlet and exhaust system are listed below:
• Air cleaner
• Turbocharger
• Aftercooler
• Cylinder head
• Valves and valve system components
• Piston and cylinder
• Exhaust manifold
Inlet air is pulled through the air cleaner. The inlet air is then compressed and heated by the compressor wheel of
turbocharger (9) to about 150 °C (300 °F). The inlet air is then pushed through air-to-air aftercooler core (5) and
the inlet air is moved to inlet manifold (6) . The temperature of the inlet air upon entering inlet manifold (6) is
about 43 °C (110 °F). Cooling of the inlet air increases the combustion efficiency. Increased combustion
efficiency helps to lower fuel consumption. Also, increased combustion efficiency helps to increase horsepower
output.
Aftercooler core (5) is a separate cooler core. Aftercooler core (5) is installed in front of the core (standard) of
the engine radiator on the machine. Air that is ambient temperature is moved across the aftercooler core by the
engine fan. This cools the turbocharged inlet air.
From aftercooler core (5) , the air is forced into the cylinder head in order to fill the inlet ports. Air flow from the
inlet port into the cylinder is controlled by inlet valves (1) .
There are two inlet valves (1) and one exhaust valve (2) for each cylinder. Inlet valves open when the piston
moves down on the inlet stroke. When the inlet valves open, cooled compressed air from the inlet port is pulled
into the cylinder. The inlet valves close and the piston begins to move up on the compression stroke. The air in
the cylinder is compressed. When the piston is near the top of the compression stroke, fuel is injected into the
cylinder. The fuel mixes with the air and combustion starts. During the power stroke, the combustion force
pushes the piston downward. After the power stroke is complete, the piston moves upward. This upward
movement is the exhaust stroke. During the exhaust stroke, the exhaust valve opens, and the exhaust gases are
pushed through the exhaust port into the exhaust manifold. After the piston completes the exhaust stroke, the
exhaust valve closes and the cycle starts again. The complete cycle consists of four stages:
• Inlet stroke
• Compression stroke
• Power stroke
• Exhaust stroke
Exhaust gases from exhaust manifold (4) enter the turbine side of turbocharger (10) in order to turn the turbine
wheel. The turbine wheel is connected to a shaft which drives the compressor wheel. Exhaust gases from the
turbocharger pass through the exhaust outlet pipe, the muffler and the exhaust stack.
Turbocharger
Turbocharger
(1) Air inlet
(2) Compressor housing
(3) Compressor wheel
(4) Bearing
(5) Oil Inlet port
(6) Bearing
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet

The turbocharger is installed on the center section of the exhaust manifold. All the exhaust gases from the engine
go through the turbocharger. The compressor side of the turbocharger is connected to the aftercooler by a pipe.
The exhaust gases go into turbine housing (7) through exhaust inlet (11) . The exhaust gases then push the blades
of turbine wheel (8) . The turbine wheel is connected by a shaft to compressor wheel (3) .
Clean air from the air cleaners is pulled through compressor housing air inlet (1) by the rotation of compressor
wheel (3) . The action of the compressor wheel blades causes a compression of the inlet air. This compression
gives the engine more power by allowing the engine to burn more air and more fuel during combustion.
When the load on the engine increases, more fuel is injected into the cylinders. The combustion of this additional
fuel produces more exhaust gases. The additional exhaust gases cause the turbine and the compressor wheels of
the turbocharger to turn faster. As the compressor wheel turns faster, more air is forced into the cylinders. The
increased flow of air gives the engine more power by allowing the engine to burn the additional fuel with greater
efficiency.
Turbocharger With Wastegate
(12) Actuating lever
(13) Canister
(14) Line (boost pressure)
When the engine is operating under conditions of low boost, a spring pushes on a diaphragm in canister (13) .
This action moves actuating lever (12) in order to close the valve of the wastegate. Closing the valve of the
wastegate allows the turbocharger to operate at maximum performance.
As the boost pressure through line (14) increases against the diaphragm in canister (13) , the valve of the
wastegate is opened. When the valve of the wastegate is opened, the rpm of the turbocharger is limited by
bypassing a portion of the exhaust gases. The exhaust gases are routed through the wastegate which bypasses the
turbine wheel of the turbocharger.
Note: The turbocharger with a wastegate is preset at the factory and no adjustment can be made.
Bearings (4) and (6) for the turbocharger use engine oil under pressure for lubrication. The oil comes in through
oil inlet port (5) . The oil then goes through passages in the center section in order to lubricate the bearings. Oil
from the turbocharger goes out through oil outlet port (10) in the bottom of the center section. The oil then goes
back to the engine lubrication system.
Valve System Components
Valve system components
(1) Rocker arms
(2) Bridge
(3) Spring
(4) Pushrods
(5) Exhaust valve
(6) Inlet valves
(7) Lifter
(8) Camshaft lobe
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 must be timed to the crankshaft
in order to get the correct relation between the piston movement and the valve movement.
The camshaft has two camshaft lobes for each cylinder. The lobes operate the inlet and exhaust valves. As the
camshaft turns, lobes on the camshaft cause lifters (7) to move pushrods (4) up and down. Upward movement of
the pushrods against rocker arms (1) results in downward movement (opening) of valves (5) and (6) .
Each cylinder has two inlet valves and one exhaust valve. Valve springs (3) close the valves when the lifters
move down.
Air Inlet Heater

The engines are equipped with an electric heater that is located behind the air inlet elbow. The electric heater has
two functions:
• Aid in starting
• Aid in white smoke cleanup during start-up
Under the proper conditions, the Electronic Control Module (ECM) turns on the electric heater. The following
conditions are evaluated prior to activating the electric heater:
• Jacket water coolant temperature
• Inlet manifold air temperature
• Ignition switch position
• Duration of time
The system is capable of delivering heat for 30 seconds prior to start-up and during cranking of the engine. After
the engine has started, the system is capable of delivering heat constantly for 7 minutes, or the system can cycle
the heat for 13 minutes. During the heating cycle, the heat is on for ten seconds and the heat is off for ten
seconds.
If the air inlet heater malfunctions, the engine will still start and the engine will still run. There may be a concern
regarding the amount of white smoke that is present. Also, there may be a concern regarding the need for an
alternative starting aid.
System Components
The system of the air inlet heater consists of the following basic components:
• Relay of the air inlet heater
• Heater element
• Coolant temperature sensor
• Inlet air temperature sensor
• ECM
• Indicator lamp
Location Of Components
(1) Relay of the air inlet heater
(2) Inlet air temperature sensor
(3) Ground strap (heater to engine)
(4) Air inlet heater
(5) Coolant temperature sensor
(6) ECM
The relay for the air inlet heater (1) is located on the mounting bracket for the fuel filter. The relay turns the 12 V
heater ON and OFF in response to signals from the ECM (6) .
The air inlet heater (4) is a component of the air inlet cover. The heater element has a ground strap (3) that must
be connected to the engine.
There are three conditions that would cause the air inlet heater to be activated:
• Powerup and Mode of Preheat
Regardless of temperature, the heater and the lamp of the heater should come on for two seconds when the ECM
is first powered (lamp check). When the sum of the coolant temperature plus the inlet manifold air temperature is
less than 25°C, the ECM will turn on the heater and the lamp for 30 seconds. This is a cycle of preheat.
The ECM will then turn off the heater and the lamp. When the operator attempts to start the engine prior to the
completion of preheat, the ECM proceeds into the mode of cranking for heater control.
• Mode of cranking
During engine cranking, when the sum of the coolant temperature plus the inlet manifold air temperature is less
than 25°C, the ECM will turn on the heater. The heater will remain on during engine cranking. If the engine fails
to start, the ECM reverts to preheat. Reverting to preheat will activate the heater for another 30 seconds.
• Running of the engine
After the engine has started, the same combination of inlet manifold air temperature and coolant temperature will
determine the state of the heater. The cycle has two strategies.
The two strategies are continuous and intermittent. During the continuous strategy, the heater will remain on for
a maximum of 7 minutes after starting. If the same conditions exist, the ECM will activate the intermittent
strategy. During the intermittent strategy, the heater is cycled for a maximum of 13 minutes. During this cycle,
the heater is turned on for 10 seconds and the heater is turned off for 10 seconds. After the 13 minute time limit,
the heater is shut off.
When one of the temperature sensors fails, the system will operate in the following manner:
When the coolant temperature sensor has an open circuit or a short circuit, the coolant temperature sensor has
failed. During this condition, the heater will be activated when the inlet manifold air temperature is less than 10 °
C (50 °F).
• Inlet air temperature sensor
When the inlet air temperature sensor has an open circuit or a short circuit, the inlet air temperature sensor has
failed. During this condition, the heater will be activated when the coolant temperature is less than 40 °C (104 °
F).
Under the proper condition, the heater will be reactivated. When the sum of the coolant temperature and the inlet
manifold air temperature has dropped below 25°C, the heater will be reactivated. This condition could exist after
a warm engine has cooled and the operator attempts to start the engine.
When the sum of the coolant temperature and the inlet manifold air temperature does not attain 35°C, the heater
will be activated. The heater can be activated no longer than 20 minutes (maximum). The ECM will turn off the
heater after the 20 minute time limit.
For additional information on the air inlet heater, refer to the Troubleshooting guide.
Copyright 1993 - 2018 Caterpillar Inc. Wed Jan 3 17:19:49 CST 2018
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Testing and Adjusting

i02494968
Turbocharger - Inspect
SMCS - 1052-040
Disconnect batteries before performance of any service work.
Hot engine components can cause injury from burns. Before

performing maintenance on the engine, allow the engine and the
components to cool.
Personal injury can result from rotating and moving parts.
Stay clear of all rotating and moving parts.
Never attempt adjustments while the machine is moving or the engine is

running unless otherwise specified.
The machine must be parked on a level surface and the engine stopped.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component life.
NOTICE
Care must be taken to ensure that fluids are contained during

performance of inspection, maintenance, testing, adjusting and repair
of the product. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Dealer Service

Tool Catalog" for tools and supplies suitable to collect and contain
fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
Before you begin inspection of the turbocharger, be sure that the inlet air restriction is within the specifications
for your engine. Be sure that the exhaust system restriction is within the specifications for your engine. Refer to
Systems Operation/Testing and Adjusting, "Air Inlet and Exhaust System - Inspect".
The condition of the turbocharger will have definite effects on engine performance. Use the following
inspections and procedures to determine the condition of the turbocharger.
• Inspection of the Compressor and the Compressor Housing
• Inspection of the Turbine Wheel and the Turbine Housing
• Inspection of the Wastegate
Inspection of the Compressor and the Compressor Housing

Remove air piping from the compressor inlet.
1. Inspect the compressor wheel for damage from a foreign object. If there is damage, determine the source
of the foreign object. As required, clean the inlet system and repair the intake system. Replace the
turbocharger. If there is no damage, go to Step 3.
2. Clean the compressor wheel and clean the compressor housing if you find buildup of foreign material. If
there is no buildup of foreign material, go to Step 3.
3. Turn the rotating assembly by hand. While you turn the assembly, push the assembly sideways . The
assembly should turn freely. The compressor wheel should not rub the compressor housing. Replace the
turbocharger if the compressor wheel rubs the compressor wheel housing. If there is no rubbing or
scraping, go to Step 4.
4. Inspect the compressor and the compressor wheel housing for oil leakage. An oil leak from the compressor
may deposit oil in the aftercooler. Drain and clean the aftercooler if you find oil in the aftercooler.
a. Check the oil level in the crankcase. If the oil level is too high, adjust the oil level.
b. Inspect the air cleaner element for restriction. If restriction is found, correct the problem.
c. Inspect the engine crankcase breather. Clean the engine crankcase breather or replace the engine
crankcase breather if the engine crankcase breather is plugged.
d. Remove the oil drain line of the turbocharger. Inspect the drain opening. Inspect the oil drain line.
Inspect the area between the bearings of the rotating assembly shaft. Look for oil sludge. Inspect the
oil drain hole for oil sludge. Inspect the oil drain line for oil sludge in the drain line. If necessary,
clean the rotating assembly shaft. If necessary, clean the oil drain hole. If necessary, clean the oil
drain line.
e. If Steps 4.a through 4.d did not reveal the source of the oil leakage, the turbocharger has internal
damage. Replace the turbocharger.
Inspection of the Turbine Wheel and the Turbine Housing

Remove the air piping from the turbine outlet casing.
1. Inspect the turbine for damage by a foreign object. If there is damage, determine the source of the foreign
object. Replace the turbocharger. If there is no damage, go to Step 2.
2. Inspect the turbine wheel for buildup of carbon and other foreign material. Inspect the turbine housing for
buildup of carbon and foreign material. Clean the turbine wheel and clean the turbine housing if you find
buildup of carbon or foreign material. If there is no buildup of carbon or foreign material, go to Step 3.
3. Turn the rotating assembly by hand. While you turn the assembly, push the assembly sideways. The
assembly should turn freely. The turbine wheel should not rub the turbine wheel housing. Replace the
turbocharger if the turbine wheel rubs the turbine wheel housing. If there is no rubbing or scraping, go to
Step 4.
4. Inspect the turbine and the turbine wheel housing for oil leakage. Inspect the turbine and the turbine wheel
housing for oil coking. Some oil coking may be cleaned. Heavy oil coking may require replacement of the
turbocharger. If the oil is coming from the turbocharger center housing go to Step 4.a. Otherwise go to
"Inspection of the Wastegate".
a. Remove the oil drain line of the turbocharger . Inspect the drain opening. Inspect the area between
the bearings of the rotating assembly shaft. Look for oil sludge. Inspect the oil drain hole for oil
sludge. Inspect the oil drain line for oil sludge. If necessary, clean the rotating assembly shaft. If
necessary, clean the drain opening. If necessary, clean the drain line.
b. If crankcase pressure is high, or if the oil drain is restricted, pressure in the center housing may be
greater than the pressure of the turbine housing. Oil flow may be forced in the wrong direction and
the oil may not drain. Check the crankcase pressure and correct any problems.
c. If the oil drain line is damaged, replace the oil drain line.
d. Check the routing of the oil drain line. Eliminate any sharp restrictive bends. Make sure that the oil
drain line is not too close to the engine exhaust manifold.
e. If Steps 4.a through 4.d did not reveal the source of the oil leakage, the turbocharger has internal
damage. Replace the turbocharger.
Inspection of the Wastegate

The turbocharger senses boost pressure which actuates the wastegate valve. The wastegate valve controls the
amount of exhaust gas that is allowed to bypass the turbine side of the turbocharger. Regulating the amount of
exhaust gas that enters the turbocharger regulates the rpm of the turbocharger.
Typical Example
(1) Actuating Rod
(2) Canister
(3) Line
When the engine operates in conditions of low boost (lug), a spring presses against a diaphragm in canister (2) .
This moves actuating rod (1) in order to close the wastegate valve. Then, the turbocharger can operate at
maximum performance.
As the boost pressure increases against the diaphragm in canister (2) , the wastegate valve opens. The rpm of the
turbocharger becomes limited. This limitation occurs because a portion of the exhaust gases bypass the turbine
wheel of the turbocharger.
The following levels of boost pressure indicate a problem with the wastegate valve:
• Too high at full load conditions
• Too low at all lug conditions
The Technical Marketing Information (TMI) provides the correct pressure for the inlet manifold.
To check the operation of the wastegate valve, verify the correct pressure for the wastegate valve. This can be
accomplished by referring to the letter designation that is stamped on the actuating lever of the wastegate valve.
This letter designation indicates a corresponding amount of pressure.
Note: Refer to Table 2 for the letter designation and the corresponding amounts of pressure.
Remove the air line, and slowly apply the corresponding amount of pressure to the canister. DO NOT EXCEED
200 kPa (29 psi).
When the external supply of air that is connected to line (3) reaches the corresponding pressure for the wastegate
valve, the actuating lever should move by 0.50 ± 0.25 mm (0.020 ± 0.010 inch). If the actuating lever does NOT
move by this amount, replace the turbine's housing assembly of the turbocharger. This housing assembly
includes the wastegate valve. If necessary, replace the complete turbocharger.
Note: The housing assembly for the wastegate turbine is preset at the factory and no adjustments can be made.
Table 1
Amount Of Pressure That Is Required To Check The Wastegate Valve
Letter Designation kPa psig
B (156) (23)
C (153) (22)
D (124) (18)
E (130) (19)
F (135) (20)
G (180) (26)
H (144) (21)
J (188) (27)
K 155 (23)
M (200) (29)
V (161) (23)
W (164) (24)
AG 148 (21)
The boost pressure controls the maximum rpm of the turbocharger, because the boost pressure controls the
position of the wastegate. The following factors also affect the maximum rpm of the turbocharger:
• Engine rating
• Horsepower demand on the engine
• High idle rpm
• Height above sea level for engine operation
• Inlet air restriction
• Exhaust system restriction
NOTICE
If the high idle rpm or the engine rating is higher than given in the
Technical Marketing Information (TMI) for the height above sea level
at which the engine is operated, there can be damage to engine or to
turbocharger parts. Damage will result when increased heat and/or
friction due to the higher engine output goes beyond the engine cooling
and lubrication system's abilities.
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i02277487
Inlet Manifold Pressure - Test

SMCS - 1058-081
The efficiency of an engine can be checked by making a comparison of the pressure in the inlet manifold with
the information given in the Technical Marketing Information (TMI). This test is used when there is a decrease
of horsepower from the engine, yet there is no real sign of a problem with the engine.
The correct pressure for the inlet manifold is listed in the TMI. Development of this information is performed
under the following conditions:
• 96 kPa (28.8 in Hg) dry barometric pressure
• 25 °C (77 °F) outside air temperature
• 35 API rated fuel
Any change from these conditions can change the pressure in the inlet manifold. The outside air may have a
higher temperature and a lower barometric pressure than the values that are given above. This will cause a lower
inlet manifold pressure measurement than the pressure in the TMI. Outside air that has both a lower temperature
and a higher barometric pressure will cause a higher inlet manifold pressure measurement.
A difference in fuel density will change horsepower (stall speed) and boost. If the fuel is rated above 35 API, the
pressure in the inlet manifold can be less than the pressure that appears in the TMI. If the fuel is rated below 35
API, the pressure in the inlet manifold can be more than the pressure that appears in the TMI. Be sure that the
air inlet or the exhaust does not have a restriction when you are making a check of the pressure.
Note: Caterpillar Electronic Technician (ET) may be used to check the pressure in the inlet manifold.
Table 1
Tools Needed
Part Number Part Description Qty
1U-5470 Engine Pressure Group
or or 1
198-4240 Digital Pressure Indicator
1U-5470 Engine Pressure Test Group
Refer to Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure Group " for the instructions that
are needed to use the 1U-5470 Engine Pressure Test Group. Refer to Operation Manual, NEHS0818, "Using the
198-4240 Digital Pressure Indicator " for the instructions that are needed to use the 198-4240 Digital Pressure
Indicator.
Pressure Test Location
(1) Plug
Use the following procedure in order to measure the inlet manifold pressure:
1. Remove plug (1) from the air inlet cover.
2. Connect the 1U-5470 Engine Pressure Group to the air inlet cover at the pressure test location.
Note: A tee fitting or some other plumbing component will be necessary to allow the boost pressure
sensor to be connected with a test location.
3. Record the value.
4. Compare the value that was recorded in Step 3 to the pressure that is given in the TMI.
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i03793914
Exhaust Temperature - Test

SMCS - 1088-081
Table 1
Tools Needed
Part Number Part Name Quantity
349-4200 Infrared Thermometer 1
When the engine runs at low idle, the temperature of an exhaust manifold port can indicate the condition of a
unit injector:
A low temperature indicates that no fuel is flowing to the cylinder. An inoperative unit injector pump could
cause this low temperature.
A very high temperature can indicate that too much fuel is flowing to the cylinder. A malfunctioning unit
injector could cause this very high temperature.
Use the 349-4200 Infrared Thermometer to check this exhaust temperature.
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i01465242
Aftercooler - Test
SMCS - 1063-081
Table 1
Tools Needed
1U-5470 Engine Pressure Group 1
FT-1984 Aftercooler Testing Group 1
FT-1438 Aftercooler (Dynamometer Test) 1
Visual Inspection
Inspect the following parts at each oil change:
• Air lines
• Hoses
• Gasket joints
Pressurized air can cause personal injury. When pressurized air is used
for cleaning, wear a protective face shield, protective clothing, and
protective shoes.
Ensure that the constant torque hose clamps are tightened to the correct torque. Check the truck manufacturer's
specifications for the correct torque. Check the welded joints for cracks. Ensure that the brackets are tightened in
the correct positions. Ensure that the brackets are in good condition. Use compressed air to clean any debris or
any dust from the aftercooler core assembly. Inspect the cooler core fins for the following conditions:
• Damage
• Debris
• Corrosion
Use a stainless steel brush to remove any corrosion. Ensure that you use soap and water.
Note: When parts of the air-to-air aftercooler system are repaired, a leak test is recommended. When parts of the
air-to-air aftercooler system are replaced, a leak test is recommended.
The use of winter fronts or shutters is discouraged with air-to-air aftercooled systems. Winter fronts can only be
used on certain truck models. On these trucks, tests have shown that the engine jacket water will overheat before
the inlet manifold air temperature is excessive. These trucks use sensors and indicators that are installed in order
to indicate engine operating conditions before excessive inlet manifold air temperatures are reached. Check with
the truck manufacturer about the use of both winter fronts and shutters.
Inlet Manifold Pressure

Normal inlet manifold pressure with high exhaust temperature can be caused by blockage of the fins of the
aftercooler core. Clean the fins of the aftercooler core. Refer to "Visual Inspection" for the cleaning procedure.
Low inlet manifold pressure and high exhaust manifold temperature can be caused by any of the following
conditions:
Plugged air cleaner - Clean the air cleaner or replace the air cleaner, as required. Refer to the Operation and
Maintenance Manual, "Engine Air Cleaner Element - Clean/Replace".
Blockage in the air lines - Blockage in the air lines between the air cleaner and the turbocharger must be
removed.
Aftercooler core leakage - Aftercooler core leakage should be pressure tested. Refer to "Aftercooler Core
Leakage" topic for the testing procedure.
Leakage of the induction system - Any leakage from the pressure side of the induction system should be
repaired.
Inlet manifold leak - An inlet manifold leak can be caused by the following conditions: loose fittings and plugs,
missing fittings and plugs, damaged fittings and plugs and leaking inlet manifold gasket.
Aftercooler Core Leakage

FT-1984 Aftercooler Testing Group
(1) Regulator and valve assembly
(2) Nipple
(3) Relief valve
(4) Tee
(5) Coupler
(6) Aftercooler
(7) Dust plug
(8) Dust plug
(9) Chain
A low power problem in the engine can be the result of aftercooler leakage. Aftercooler system leakage can
result in the following problems:
• Low power
• Low boost pressure
• Black smoke
• High exhaust temperature
NOTICE
Remove all air leaks from the system to prevent engine damage. In
some operating conditions, the engine can pull a manifold vacuum for
short periods of time. A leak in the aftercooler or air lines can let dirt
and other foreign material into the engine and cause rapid wear and/or
damage to engine parts.
A large leak of the aftercooler core can often be found by making a visual inspection. To check for smaller leaks,
use the following procedure:
1. Disconnect the air pipes from the inlet and outlet side of the aftercooler core.
Dust plug chains must be installed to the aftercooler core or to the

radiator brackets to prevent possible injury while you are testing. Do
not stand in front of the dust plugs while you are testing.
2. Install couplers (5) on each side of the aftercooler core. Also, install dust plugs (7) and (8). These items are
included with the FT-1984 Aftercooler Testing Group.
Note: Installation of additional hose clamps on the hump hoses is recommended in order to prevent the
hoses from bulging while the aftercooler core is being pressurized.
NOTICE
Do not use more than 240 kPa (35 psi) of air pressure or damage to the
aftercooler core can be the result.
3. Install the regulator and valve assembly (1) on the outlet side of the aftercooler core assembly. Also, attach
the air supply.
4. Open the air valve and pressurize the aftercooler to 205 kPa (30 psi). Shut off the air supply.
5. Inspect all connection points for air leakage.
6. The aftercooler system's pressure should not drop more than 35 kPa (5 psi) in 15 seconds.
7. If the pressure drop is more than the specified amount, use a solution of soap and water to check all areas
for leakage. Look for air bubbles that will identify possible leaks. Replace the aftercooler core, or repair
the aftercooler core, as needed.
To help prevent personal injury when the tooling is removed, relieve all
pressure in the system slowly by using an air regulator and a valve
assembly.
8. After the testing, remove the FT-1984 Aftercooler Testing Group. Reconnect the air pipes on both sides of
the aftercooler core assembly.
Air System Restriction

Pressure measurements should be taken at the inlet manifold (1) and at the turbocharger outlet (2) .
Use the differential pressure gauge of the 1U-5470 Engine Pressure Group. Use the following procedure in order
to measure the restriction of the aftercooler:
1. Connect the vacuum port of the differential pressure gauge to port (1) .
2. Connect the pressure port of the differential pressure gauge to port (2) .
3. Record the value.
The air lines and the cooler core must be inspected for internal restriction when both of the following conditions
are met:
• Air flow is at a maximum level.
• Total air pressure drop of the charged system exceeds 16.9 kPa (5 in Hg).
If a restriction is discovered, proceed with the following tasks, as required:
• Clean
• Repair
• Replacement
Turbocharger Failure
Personal injury can result from air pressure.
Personal injury can result without following proper procedure. When

using pressure air, wear a protective face shield and protective clothing.
Maximum air pressure at the nozzle must be less than 205 kPa (30 psi)
for cleaning purposes.
If a turbocharger failure occurs, remove the air-to-air aftercooler core. Internally flush the air-to-air aftercooler
core with a solvent that removes oil and other foreign substances. Shake the air-to-air aftercooler core in order to
eliminate any trapped debris. Wash the aftercooler with hot, soapy water. Thoroughly rinse the aftercooler with
clean water and blow dry the aftercooler with compressed air. Blow dry the assembly in the reverse direction of
normal air flow. To make sure that the whole system is clean, carefully inspect the system.
NOTICE
Do not use caustic cleaners to clean the air-to-air aftercooler core.

Caustic cleaners will attack the internal metals of the core and cause
leakage.
Dynamometer Test
In hot ambient temperatures, dynamometer tests for models with an air-to-air aftercooler can add a greater heat
load to the jacket water cooling system. Therefore, the jacket water cooling system's temperature must be
monitored. The following measurements may also need a power correction factor:
• Inlet air temperature
• Fuel API rating
• Fuel temperature
• Barometric pressure
With dynamometer tests for engines, use the FT-1438 Aftercooler (Dynamometer Test). This tool provides a
water cooled aftercooler in order to control the inlet air temperature to 43 °C (110 °F).
Shutdown SIS
Previous Screen

Troubleshooting
3126B Industrial Engines
i05451574
Engine Has Early Wear

SMCS - 1000-035
Probable Causes
• Incorrect maintenance intervals and/or incorrect oil
• Contaminated engine oil
• Low oil pressure
• Leaks in the air system
• Inspect the fuel filters for contamination.
Recommended Actions
Note: The procedures have been listed in order of probability. Complete the procedures in order.
Table 1
Troubleshooting Test Steps Values Results
Result: The engine oil was

changed at the interval that is
recommended by the engines
1. Incorrect Maintenance Intervals and/or Operation and Maintenance
Incorrect Oil Manual.
Maintenance
A. Use engine oil that is recommended and change the intervals Proceed to Test Step 2.
engine oil at the interval that is recommended by the
engines Operation and Maintenance Manual. Result: The engine oil was not
Operation and Maintenance
Manual.
Use at least the minimum grade of

Cat oil.
Change the engine oil at the

interval that is recommended.
Repair or replace any damaged
parts.
2. Contaminated Engine Oil

Result: The oil is contaminated.
A. Obtain an S-O-S oil analysis. The analysis will
contribute to a better understanding of oil
Determine the reason for any
contamination.
contamination of the engine oil and
make the necessary repairs. Drain
B. Check the oil filter bypass valve.
the crankcase and refill the
crankcase with clean engine oil.
If the oil filter bypass valve is open, the oil will not be
Contamination Install new engine oil filters. Refer
filtered. Check the oil filter bypass valve for a weak
to the engines Operation and
spring or for a broken spring. If the spring is broken,
Maintenance Manual.
replace the spring. Verify that the oil bypass valve is
operating correctly. Refer to the Disassembly and
Result: The oil is not
Assembly manual.
contaminated.
Refer to the Caterpillar guidelines for "Reusability and
Proceed to Test Step 3.
Salvage/Repair" for determining if the replacement of
parts is necessary in order to perform a quality repair.
3. Low Oil Pressure
A. Engine oil that is contaminated with another liquid

can cause low engine oil pressure. High engine oil
level can be an indication of contamination. Obtain an
analysis of the engine oil.
Result: The inlet tube has a
B. The inlet screen of the suction tube for the engine restriction.
oil pump can have a restriction. This restriction will
cause cavitation and a loss of engine oil pressure. Clear the obstruction. Verify the
Check the inlet screen on the suction tube and remove repair.
Restriction
any material that may be restricting engine oil flow.
Result: The inlet tube does not
When some components of the engine show wear in a have a restriction.
short time, the cause can be a restriction in a passage
for engine oil. An indicator for the engine oil pressure Proceed to Test Step 4.
may indicate sufficient pressure, but a component is
worn due to a lack of lubrication. In such a case, look
at the passage for the engine oil supply to the
component. Refer to Systems Operation/Testing and
Adjusting, "Lubrication System" for additional
information.
Result: There are no air leaks.

4. Leaks in Air System
A. A leak in the air intake system may allow unfiltered
Air leak
air into the engine. Inspect the air intake system for
Result: There are air leaks.
streaks which may indicate a leakage of unfiltered air.
Inspect all of the gaskets and the connections.
Repair any leaks.
Result: The fuel has

contamination.
5. Inspect the Fuel Filters for Contamination
Determine the cause of any
A. Remove the fuel filters. Inspect the fuel filters for contamination and make the
Fuel filters
contamination. Contaminants in the fuel such as necessary repairs.
hydrogen sulfide and sulfur can lead to the formation
of acids in the crankcase. Obtain a fuel analysis. Install new fuel filters. Refer to the
Manual.
Complete the procedure in the order in which the steps are listed.
The procedure corrected the issue. Return the engine to service.
The procedure did not correct the issue.
Contact your Cat dealer Technical Communicator (TC). For further assistance, your TC can confer with the
Dealer Solutions Network (DSN).
Shutdown SIS
Previous Screen

Troubleshooting
i05901433
Excessive Black Smoke

SMCS - 1088-035
Probable Causes
• Air inlet or exhaust system
• Engine speed/timing sensor
• Atmospheric pressure sensor
• Boost pressure sensor
• "Fuel Position" and/or "FRC Fuel Limit"
• Flash file
• Fuel quality
• Valve adjustment
Recommended Actions
Table 1
1. Air Inlet and Exhaust System Result: There are no restrictions or leaks
in the air inlet or exhaust system.
A. Check the air inlet system, air filter, air inlet
piping, and exhaust system for restrictions and/or Restrictions Proceed to Test Step 2.
leaks.
Result: There are restrictions and leaks
B. Ensure that the turbocharger is in working order. in the air inlet or exhaust system.
C. Repair any leaks that were found. Remove any Repair: Make the necessary repairs, and
refer to Systems Operation, Testing and

restrictions that were found and replace any Adjusting, "Engine Valve Lash -
damaged components that were found. Inspect/Adjust" for the correct
procedure.
Result: The timing sensor is operating

properly and the crankshaft and
camshaft drive gears are aligned.

2. Engine Speed/Timing
Result: The timing sensor is not
A. Check the calibration of the engine speed/timing
operating properly and the crankshaft
sensor. Refer to Troubleshooting, "Engine
Timing and camshaft drive gears are not aligned.
Speed/Timing Sensor - Calibrate".
Signal
Repair: Repair the timing sensor and
B. Verify that the crankshaft and the camshaft drive
properly align the crankshaft and
gears are set with the proper orientation. Refer to
camshaft drive gears. Refer to
the Disassembly and Assembly manual.
Troubleshooting, "Engine Speed/Timing
Sensor - Calibrate" for troubleshooting
information.
Verify that the repair eliminated the
problem.
Result: The atmospheric pressure sensor

is properly working and shows no signs
3. Atmospheric Pressure Sensor of debris, moisture, and ice.
A. Remove the atmospheric pressure sensor and Proceed to Test Step 4.

inspect the sensor.
Pressure
B. Check the Caterpillar Electronic Technician (ET) is not properly work and has either
Sensor
for active diagnostic codes on the sensor. If no debris, moisture, and/or ice on the
active diagnostic code exists, the sensor may be sensor.
used. The correct reading for the atmospheric
pressure is between 50 kPa (7.25 psi) and 100 kPa Repair: Remove the debris, moisture, or
(14.5 psi). ice from the sensor and reuse. If sensor
is not working properly replace the
sensor.
4. Boost Pressure Sensor, "Fuel Position", Result: The boost pressure sensor, "Fuel
and/or "FRC Fuel Limit" Position" and "FRC Fuel Limit" are OK.
A. Monitor the status of "Fuel Position" and "Rated Pressure Proceed to Test Step 5.
Fuel Limit" while the engine is operating under full Sensor
load. If "Fuel Position" equals "Rated Fuel Limit", Result: The boost pressure sensor, "Fuel
and "Fuel Position" is less than "FRC Fuel Limit" Position" and "FRC Fuel Limit" are not
the Electronic Control Module (ECM) is providing correct and properly working.
the correct control.
B. Monitor the status of "Boost Pressure" and

"Atmospheric Pressure" on Cat ET and verify that
there are no active codes for the boost pressure
sensor. When the engine is not running, "Boost
Repair: Perform the necessary repairs
Pressure" should be 0 kPa (0 psi).
and return to service.
Note: A problem with the "FRC Fuel Limit" will
only cause black smoke during acceleration. A
problem with the "FRC Fuel Limit" will not cause
black smoke during steady state operation.
Result: The correct flash file is installed.

5. Flash File
Result: The correct flash file is not
Flash File
installed.
A. Verify that the correct flash file is installed.
Repair: Install the correct flash file and
refer to Troubleshooting, "Flash
Programming" for information.
Result: The fuel quality is correct.
6. Fuel Quality Proceed to Test Step 7.
A. Verify that the fuel quality is correct. Fuel Result: The fuel quality is not correct.
Quality
Note: Cold weather adversely affects the Repair: Refer to the Operation and
characteristics of the fuel. Maintenance Manual for information on
improving the characteristics of the fuel
during cold-weather operation.
Result: The valve lash is set correctly.
STOP
Result: The valve lash is not set

7. Valve Adjustment
correctly.
Valve Lash
A. Check the valve lash.
Repair: Set the valve lash correctly and
refer to Systems Operation and Testing
and Adjusting, "Engine Valve Lash -
Inspect/Adjust" for the correct
procedure.
Shutdown SIS
Previous Screen

Troubleshooting
i02456160
Excessive White Smoke

SMCS - 1088-035
Note: Some white smoke may be present during cold start-up conditions when the engine is operating normally.
If the white smoke persists, there may be a problem.
Probable Causes
• Air inlet restriction
• Starting aids
• Water temperature regulators
• Engine speed/timing
• Unit injectors
• Flash file
• Fuel supply
• Component wear
• Cooling system
Recommended Actions
Air Inlet Restriction
Check the air inlet system for restrictions. Refer to Systems Operation/Testing and Adjusting.
Starting Aids
1. If the engine application is equipped with a jacket water heater, check for the proper operation of the
heater control and the heater element. If necessary, repair the jacket water heater.
2. Check for the proper operation of the air inlet heater. Check for the proper operation of the heater control,
the heater element, and the heater relay. If necessary, repair the air inlet heater.
If a problem with the operation of the air inlet heater circuit is suspected, refer to the diagnostic functional
test Troubleshooting, "Air Inlet Heater Circuit - Test".
Coolant Temperature Sensor

1. Use the Caterpillar Electronic Technician (ET) to verify that the engine has exited cold mode.
2. Ensure that the coolant temperature that is reported from Cat ET is reasonable. If this coolant temperature
is suspect, use a 6V-9130 Temperature Adapter (MULTIMETER) to confirm the accuracy.
Water Temperature Regulators

Check the water temperature regulators for correct operation. Refer to Systems Operation/Testing and Adjusting.
Engine Speed/Timing
1. Check the calibration of the engine speed/timing sensor. Refer to calibration procedures Troubleshooting,
"Engine Speed/Timing Sensor - Calibrate".
2. Verify that the crankshaft and camshaft drive gears are set with the proper orientation. Refer to the
Disassembly and Assembly.
Unit Injectors
Perform the "Cylinder Cutout Test" on Cat ET in order to check the unit injectors and the performance of each
cylinder. Refer to the diagnostic functional test Troubleshooting, "Injector Solenoid Circuit - Test".
Flash File
Verify that the latest version of the ECM flash file has been installed. Refer to system configuration parameters
Troubleshooting, "System Configuration Parameters".
Fuel Supply
1. Inspect the condition of the fuel system components. Inspect each component for leakage and damage.
2. Check the fuel pressure during engine cranking. Check the filtered fuel pressure. Refer to Systems
Operation/Testing and Adjusting for the correct pressure values. If the fuel pressure is low, replace the 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.
3. Check the fuel quality. Low cetane fuel can create white smoke. If necessary, replace the fuel with a
higher cetane fuel.
4. Cold weather adversely affects the characteristics of the fuel. Refer to the Operation and Maintenance
Manual for information on improving the characteristics of the fuel during cold weather operation.
Component Wear
Check the engine for the following problems: Excessive valve wear, piston wear, ring wear, liner wear and
reduced compression pressure.
Cooling System
Check for an internal coolant leak into the cylinder and/or the exhaust. Refer to Systems Operation/Testing and
Adjusting.
Shutdown SIS
Previous Screen

Troubleshooting
i02332993
Exhaust Temperature Is Too High

SMCS - 1088-035-TA
Probable Causes
• Diagnostic codes
• Electrical connectors
• Air inlet and exhaust system
Recommended Actions
Diagnostic Codes
Connect the Caterpillar Electronic Technician (ET) and check for active diagnostic codes. Troubleshoot any
active diagnostic codes before continuing with this procedure.
Electrical Connectors
Check for correct installation of the J2/P2 Electronic Control Module (ECM) connector and of the J300/P300
connector that is for the injectors. Refer to Troubleshooting, "Electrical Connectors - Inspect" for more
information.

1. Check the air inlet manifold pressure. Check for air inlet restrictions and/or leaks. Refer to Systems
Operation/Testing and Adjusting, "Air Inlet and Exhaust System" for more information.
2. Check for leaks between the exhaust manifold and the turbocharger. Check for exhaust restrictions. Refer
to Systems Operation/Testing and Adjusting, "Air Inlet and Exhaust System" for more information.
Shutdown SIS
Previous Screen

Troubleshooting
i02111236
Low Power/Poor or No Response to Throttle

SMCS - 1000-035
Probable Causes
• Event codes
• Engine rating
• Programmable parameters
• Starting aids
• Active engine derate
• PTO enable switch
• Intermediate speed switch
• Throttle signal
• Circuit for electronic unit injectors
• Low injection actuation pressure
• Fuel supply
• Turbocharger outlet pressure sensor (intake manifold air), rated fuel position and/or FRC fuel position

Recommended Actions
Note: If the problem only occurs under certain conditions, test the engine under those conditions. Examples of
certain conditions are high engine speed, full load and engine operating temperature. Troubleshooting the
symptoms under other conditions can give misleading results.
Diagnostic Codes and Event Codes

Certain diagnostic codes and/or event codes may cause poor performance. Connect the Caterpillar Electronic
Technician (ET) and check for active codes and for logged codes. Troubleshoot any codes that are present before
continuing with this procedure.
Engine Rating
Verify that the correct engine rating is being used for the application.
Programmable Parameters
Check the following parameters on Cat ET:
• Verify that the injector codes are programmed.
• "Throttle position sensor"
• "Desired speed input configuration"
• "Direct fuel control mode"
Determine the type of throttle that is used in the application. Program the parameters to match the type of throttle
that is used. Refer to Troubleshooting, "Throttle Position Sensor Circuit - Test" for more information.
Note: If the parameters are not programmed correctly, then the engine will have poor performance.
Starting Aids
Cold Mode
Use the electronic service tool to verify that the engine has exited cold mode. If the engine is operating in cold
mode, an indicator will be displayed on the top of any of the status screens on the electronic service tool. Cold
mode operation may slow throttle response.
Air Inlet Heater
Ensure that the air inlet heater is operating correctly. For additional information on the air inlet heater, refer to
Troubleshooting, "Air Inlet Heater Circuit - Test".
Active Engine Derate

If an active derate occurs, the warning lamp will flash. "Engine Derate" will appear in the first engine status box
on any Cat ET status screen. Verify that the set points for "Derate" that are in the programmable monitoring
system have been programmed to the values that are correct. An SPN-FMI code will appear for an active derate
on a J1939 receiving device that will display SPN diagnostic codes.
Electrical Connections to the ECM

Check the associated wiring for damage, for abrasion, for corrosion or for incorrect attachment on the following
connectors: Electronic Control Module (ECM) connectors, customer connector and throttle position sensor
connector. Refer to Troubleshooting, "Electrical Connectors - Inspect" for additional information.
PTO Enable Switch

Connect Cat ET and verify that the PTO enable switch is not engaged. Remove the wire for the PTO enable
switch and cycle the power to the ECM. Verify that the problem is still present. If the problem is still present,
reattach the wires and continue to next step. If the problem is resolved, refer to Troubleshooting, "PTO Ramp
Up/Down Switch Circuit-Test".
Intermediate Speed Switch

Connect Cat ET and verify that the intermediate speed switch is not engaged. Remove J1:45 (intermediate
speed) and cycle power to the ECM. Verify that the problem is still present. If the problem is still present,
reattach the wires and continue to next step. If the problem is resolved, refer to Troubleshooting, "Switch
Circuits - Test".
Throttle Signal
Connect Cat ET to the service tool connector. View the status for the throttle position on the status screen.
Operate the throttle from the low idle position to the high idle position. The status should be 0 percent at low idle
and the status should be 100 percent at high idle. If the status cannot operate in the full range, refer to
Troubleshooting, "Throttle Position Sensor - Calibrate".
Diagnostic codes that are related to the J1939 data link will prevent correct operation of the throttle if the throttle
position is transmitted over the data link. If there is a problem with the data link, the engine will remain at low
idle until the data link is repaired.
Circuit for the Electronic Unit Injector

Inspect the J2/P2 ECM connector and the J300/P300 unit injector connector for proper connections. Refer to
Troubleshooting, " Electrical Connectors - Inspect". Connect Cat ET and cut out each cylinder in order to isolate
the misfiring cylinder or cylinders. If the results are inconclusive, shut off half of the cylinders and repeat the
cylinder cutout test on the active cylinders in order to locate those cylinders that are malfunctioning. Refer to
Troubleshooting, "Injector Solenoid Circuit - Test".
Low Injection Actuation Pressure

1. Check the engine oil level. Engine oil is used to activate the high pressure hydraulic pump.
2. Ensure that the engine oil meets the recommendations of the Operation and Maintenance Manual.
3. Crank the engine and monitor the injection actuation pressure and the output of the injection actuation
pressure control valve. The high pressure oil system is operating properly if the pressure output is a
minimum of 6 MPa (870 psi).
4. Connect Cat ET and check for the CID 164-11 diagnostic code.
If this diagnostic code has been logged recently, refer to Troubleshooting, "Injector Actuation Pressure
System-Test".
Fuel Supply
Check for a problem with the fuel supply and verify the fuel pressure. Verify that the fuel pressure sensor is
installed. For further information, refer to Testing and Adjusting, "Fuel System".
Turbocharger Outlet Pressure Sensor (Intake Manifold Air), Rated Fuel Position and/or
FRC Fuel Position
1. With the engine at full load, monitor "Fuel Position" and "Rated Fuel Limit" on the status screen. If "Fuel
Position" does not equal "Rated Fuel Limit", then check air inlet manifold pressure.
2. Verify that there are no active diagnostic codes that are associated with the turbocharger outlet pressure
sensor (intake manifold air) or with the atmospheric pressure sensor.
3. Monitor air inlet manifold pressure and atmospheric pressure for normal operation on the status screen.
Note: Atmospheric pressure is not a default parameter on the status screen. A new parameter screen must be set
up in order to monitor the atmospheric pressure sensor.

Check the air inlet and exhaust systems for restrictions and for leaks. Refer to the Operation and Maintenance
Manual for more information. Look for an indication of the warning lamp or restriction indicators that are
tripped if the filters are equipped with these devices. These indicators are associated with plugged filters.
Replace the plugged air filters or clean the plugged air filters per the guidelines for theOperation and
Maintenance Manual. Repair any leaks that are found in the system.
Shutdown SIS
Previous Screen

Troubleshooting
i02450055
E025 High Inlet Air Temperature Derate

SMCS - 1050-038-TA
Conditions Which Generate This Code:
The Electronic Control Module (ECM) detects inlet air temperature that exceeds the trip point temperature.
Information on default settings and ranges for this event can be found in Troubleshooting, "Event Codes".
System Response:
The ECM will log the event.
• The engine power is derated.
There may be a problem with the engine.
Test Step 1. Check the Engine's Air Inlet and Exhaust Systems
A. Check for a restriction in the air inlet system. A restriction of the air that is coming into the engine can
cause high cylinder temperatures. High cylinder temperatures cause higher than normal temperatures in
the cooling system.
B. Check for a restriction in the exhaust system. A restriction of the air that is coming out of the engine can
cause high cylinder temperatures.
Results:
Continue to the next test step.
Test Step 2. Check for an Extreme Operating Environment
A. Consider high ambient temperatures. When ambient temperatures are too high for the rating of the cooling
system, there is not enough of a temperature difference between the ambient air and coolant temperatures.
B. Consider high altitude operation. The cooling capability of the cooling system is reduced at higher
altitudes. A pressurized cooling system that is large enough to keep the coolant from boiling must be used.
C. The engine may be running in the lug condition. When the load that is applied to the engine is too large,
the engine will run in the lug condition. When the engine is running in the lug condition, engine rpm does
not increase with an increase of fuel. This lower engine rpm causes a reduction in coolant flow through the
system.
Expected Result:
A thorough inspection of the engine revealed a problem.
Results:
• OK - There is a problem with the engine.
Repair: Repair the problem. Ensure that the repair eliminates the problem.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02450081
E027 High Inlet Air Temperature Warning

SMCS - 1050-038-TA
The Electronic Control Module (ECM) detects inlet air temperature that exceeds the trip point temperature.
Information on default settings and ranges for this event can be found in Troubleshooting, "Event Codes".
System Response:
• There are no performance effects.
the cooling system.
Results:
system.
Expected Result:
Results:
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02371088
Air Shutoff System - Test

SMCS - 1078-038
System Operation Description:
The Electronic Control Module (ECM) has the ability to stop the engine by shutting off the inlet air supply in an
emergency situation. The ECM activates a relay which energizes the air shutoff solenoid. The solenoid trips the
air shutoff valve.
There are two conditions which can cause the ECM to activate the air shutoff relay. The first condition occurs
when the ECM detects an engine overspeed. The relay will be energized until the ECM detects an engine speed
of 0 rpm. The second condition occurs when a test of the air shutoff relay is made. The overspeed verify switch
is activated. When the engine speed reaches 75 percent of the programmed overspeed setpoint, the ECM will
activate the air shutoff relay. Again, this is used for testing purposes.
The air shutoff valve must be manually reset to the OPEN position.
Schematic for the air shutoff system

Terminal locations for ECM connector
Test Step 1. Check the Electrical Connectors and the Wiring
A. Verify that the air shutoff valves are set to the Open position.
B. Thoroughly inspect the ECM connector J1/P1, and the customer connector. Refer to the diagnostic
functional test Troubleshooting, "Electrical Connectors - Inspect" for details.
C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the
circuit for the remote shutdown switch.
D. Check the ECM connector (allen head screw) for the proper torque. Refer to the diagnostic functional test
Troubleshooting, "Electrical Connectors - Inspect" for details.
E. Check the customer connector (allen head screw) for the proper torque. Refer to the diagnostic functional
test Troubleshooting, "Electrical Connectors - Inspect" for details.
F. Check the harness and the wiring for abrasion and for pinch points from the air shutoff solenoid to the
ECM.
Refer to Illustration 1 for terminal locations for the ECM.
Expected Result:
All connectors, pins, and sockets are completely coupled and/or inserted, and the harness and wiring are free of
corrosion, of abrasion and of pinch points.
Results:
• OK - The connectors and wiring are OK. Proceed to Test Step 2.
• Not OK - The connectors and/or wiring are not OK.
Repair: Repair the wiring and connectors or replace the wiring or the connectors. Ensure that all of the
seals are properly connected. Verify that the repair eliminates the problem.
STOP
Test Step 2. Test for Voltage from the Normally Open Contacts of the Air Shutoff Relay
A. Place the engine control in the OFF/RESET mode.
B. Remove the wire from the normally open contacts of the air shutoff relay that goes to the air shutoff
solenoid.
C. Connect the test lamp at the normally open contact of the air shutoff relay that goes to the air shutoff
solenoid. Connect the other lead of the test lamp to engine ground.
D. Place the engine control in the ON mode and start the engine.
E. Activate the overspeed verify switch.
F. Increase the engine speed past 75 percent of the programmed overspeed setpoint, and monitor the test
lamp.
G. Place the engine control in the OFF/RESET mode.
H. Replace all wires to the normal configuration.
Expected Result:
The test lamp illuminates and stays illuminated.
Results:
• OK - The test lamp illuminated. The air shutoff relay is operating correctly. Proceed to Test Step 3.
• Not OK - The test lamp did not illuminate. Proceed to Test Step 4.
Test Step 3. Test for Voltage at the Air Shutoff Solenoid
B. Disconnect the wires that are connected to the coil of the air shutoff solenoid.
C. Connect a test lamp at the air shutoff solenoid between the wire from the normally open contact of the air
shutoff relay and engine ground.

F. Increase the engine speed past 75 percent of the programmed overspeed setpoint and monitor the test
lamp.
Expected Result:
Results:
• OK - The test lamp illuminated. The voltage is present at the air shutoff solenoid.
Repair: Verify the continuity of the wire from the air shutoff solenoid to the negative battery before
proceeding. Replace the air shutoff solenoid. Ensure that the problem is no longer present.
STOP
• Not OK - The test lamp did not illuminate. System voltage was not available at the air shutoff solenoid.
Repair: The problem is in the wiring between the air shutoff solenoid and the air shutoff relay. Repair the
connectors or wiring and/or replace the connectors or wiring. Verify that the repair eliminates the problem.
STOP
Test Step 4. Test for Voltage at the Coil of the Air Shutoff Relay
B. Disconnect the wire that carries the drive signal from the ECM to the air shutoff relay. Disconnect the wire
at the coil of the air shutoff relay.
C. Connect the test lamp between the wire and engine ground.
F. Increase the engine speed past 75 percent of the programmed overspeed setpoint and monitor the test
lamp.
Expected Result:
Results:
• OK - The test lamp illuminated. Verify the continuity of the wire from the coil of the air shutoff relay to
the ECM connector P1:67 before proceeding. Proceed to Test Step 6.
• Not OK - The test lamp did not illuminate. The voltage from the ECM was not present at the coil of the
air shutoff relay. Proceed to Test Step 5.
Test Step 5. Short the Overspeed Verify Switch at the ECM
B. Disconnect ECM connector P1.

C. Remove the wire in P1-54 (overspeed verify swtich) from ECM connector P1. Install a wire jumper with
socket terminals on each end of the wire jumper into P1-54.
D. Insert one end of the wire jumper into the socket for P1-54 (overspeed verify swtich).
E. Connect the wire jumper to engine ground.
F. Remove P1-11 (air shutoff solenoid) from ECM connector P1. Install a wire jumper with socket terminals
on each end of the wire jumper into P1-11.
G. Insert one end of the wire jumper into the socket for P1-11 (air shutoff solenoid).
H. Connect one lead of the test lamp to the other end of the jumper wire in P1-11 (air shutoff solenoid).
I. Connect the other lead of the test lamp to negative battery.
J. Place the engine control in the ON mode and start the engine.
K. Activate the overspeed verify switch.
L. Increase the engine speed past 75 percent of the programmed overspeed setpoint and monitor the test
lamp.
Expected Result:
Results:
• OK - The test lamp illuminated.
Repair: Verify the continuity of the wire for the overspeed verify switch to the negative battery. Close the
overspeed verify switch and measure the continuity from P1-54 to the negative battery. If the wire does
not have continuity to the negative battery, repair the wire and/or replace the overspeed verify switch.If the
wire for the overspeed verify switch has continuity to the negative battery, there is a problem in the wiring
between P1-11 and the air shutoff relay. Repair the circuit connectors or wiring and/or replace the circuit
connectors or wiring. Verify that the repair eliminated the problem.
STOP
• Not OK - The test lamp did not illuminate.
Repair: Perform the following repair:
1. Temporarily connect a test ECM.
2. Remove all jumpers and reconnect all connectors.
3. Recheck the system for active diagnostic codes.
4. Repeat the test step.
5. If the problem is resolved with the test ECM, reconnect the suspect ECM.
6. If the problem returns with the suspect ECM, replace the ECM.
7. Verify that the repair eliminates the problem.

STOP
Test Step 6. Test the Diode for Current Flow in One Direction
A. Disconnect the wires from the air shutoff relay.
B. Remove the diode from the air shutoff relay.
C. Put the digital voltmeter (DVM) in "Diode Check".
D. Place the red lead of the DVM on the diode at location (A). Place the black lead of the DVM on the diode
at location (B). Refer to illustration 3 for locations.
E. Measure the voltage drop across the diode.
Expected Result:
The voltage drop across the diode is less than 1.0 volt.
Results:
• OK - The voltage drop across the diode is less than 1.0 volt. Proceed to Test Step 7.
• Not OK - The voltage drop across the diode is greater than 1.0 volt.
Repair: Replace the diode. Verify that the repair eliminates the problem.
STOP
Test Step 7. Test the Diode for Current Flow in the Opposite Direction
A. Place the red lead of the DVM on the diode at location (B). Place the black lead of the DVM on the diode
at location (A). Refer to illustration 3 for locations.
B. Measure the voltage drop across the diode.
Expected Result:
The voltage drop across the diode is an OL.
Results:
• OK - The voltage drop across the diode is an OL. Proceed to Test Step 8.
• Not OK - The voltage drop across the diode is less than 1.0 volt.
Repair: Replace the diode. Verify that the repair eliminates the problem.
STOP
Test Step 8. Check the Voltage from the Keyswitch to the Normally Open Contacts of the Air Shutoff
Relay
B. Disconnect the wire to the normally open contacts of the air shutoff relay from the keyswitch.
C. Connect the test lamp between the wire and engine ground.
D. Place the engine control in the ON mode.
Expected Result:
Results:
• OK - The test lamp illuminated.
Repair: Replace the air shutoff relay. Verify that the repair eliminates the problem.
STOP
• Not OK - The test lamp did not illuminate. Proceed to Test Step 9.
Test Step 9. Check the Voltage from the Keyswitch to the Air Shutoff Relay
B. Remove the wire from terminal R of the keyswitch.
C. Place the engine control in the ON mode.
D. Measure the voltage between terminal B of the keyswitch and engine ground.
E. Measure the voltage between terminal R of the keyswitch and engine ground.
F. Place the engine control in the OFF/RESET mode.
Expected Result:
Voltage is present on terminal B and terminal R at the keyswitch.
Results:
• OK - Voltage is present on terminal B and terminal R at the keyswitch.

Repair: If voltage is present on terminal R, repair the wire between the keyswitch and the air shutoff
relay. Verify that the breaker is not tripped. Return all wiring to the original configuration. Verify that the
problem is eliminated.
STOP
• Not OK - Voltage is not present on terminal B at the keyswitch.
Repair: If voltage is not present on terminal B, repair the wire between the +Battery and the keyswitch.
Verify that the breaker is not tripped. Verify that the battery disconnect switch is operating correctly.
Check the battery's no-load voltage. Return all wiring to the original configuration. Verify that the
STOP
• Not OK - Voltage is not present on terminal R at the keyswitch.
Repair: If voltage is present on terminal B of the keyswitch but not present on terminal R, replace the
keyswitch. Return all wiring to the original configuration. Verify that the problem is eliminated.
STOP
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Disassembly and Assembly

i01978190
Exhaust Manifold - Remove and Install

SMCS - 1059-010
Removal Procedure
Start By:
A. Remove the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Remove".
1. Remove bolts (1), locks (3), exhaust manifold (2), and the gaskets from the cylinder head assembly.
Installation Procedure
Table 1
Required Tools
Tool Part Number Part Description Qty
A 2P-2333 High Temperature Sealer 1
B 5P-3931 Anti-Seize Compound 1
NOTICE
Excessive use of sealant can cause damage to components.
To avoid component damage use only the amount of sealant necessary

for the application.
Note: Apply Tooling (A) to the outside diameter of the male ends of exhaust manifold (2) if exhaust
manifold (2) is disassembled. Assemble exhaust manifold (2) and remove the excess sealer from the joints.
1. Apply Tooling (B) to the threads of bolts (1). Position the gaskets and exhaust manifold (2) on the cylinder
head assembly. Install locks (3) and bolts (1) .
2. Tighten bolt (1) through bolt (12) in a numerical sequence. Tighten bolts to 4 ± 1 N·m (35 ± 9 lb in).
3. Tighten bolt (1) through bolt (12) in a numerical sequence 45 ± 5 N·m (33 ± 4 lb ft).
Note: Prior to starting or running the engine, allow the sealant in the exhaust manifold joints to air dry for
24 hours.
End By: Install the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Install".
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Media Number -SEBU7457-01 Publication Date -06/01/2001 Date Updated -10/09/2001
i01206505
Standard Torque for Worm Drive Band Hose Clamps

SMCS - 7553; 7554
Table 1
Width of Clamp Initial Installation Torque On New Hose
7.9 mm (0.31 inch) 0.9 ± 0.2 N·m (8 ± 2 lb in)
13.5 mm (0.53 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
15.9 mm (0.63 inch) 7.5 ± 0.5 N·m (65 ± 4 lb in)

Width of Clamp Reassembly or Retightening Torque
7.9 mm (0.31 inch) 0.7 ± 0.2 N·m (6 ± 2 lb in)
13.5 mm (0.53 inch) 3.0 ± 0.5 N·m (27 ± 4 lb in)

15.9 mm (0.63 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
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i06243587
Hose Clamps
SMCS - 7553; 7554
Worm Drive Band Type Clamps
Table 1
Width (A) of Clamp Torque for New Hose
7.5 mm (0.3 inch) or greater 1.4 ± 0.3 N·m (12 ± 3 lb in)
12 mm (0.5 inch) or greater 4.5 ± 0.7 N·m (40 ± 6 lb in)
14 mm (0.6 inch) or greater 7.5 ± 1 N·m (66 ± 9 lb in)
Width (A) of Clamp Torque for Reused Hose(1)

(1)
Use this value when the hose is reused. The clamp may be new or reused.
Constant Torque Hose Clamps

Use a constant torque hose clamp in place of any worm drive band type clamp. Ensure that the constant torque
hose clamp is the same size as the worm drive band type clamp. Due to extreme temperature changes, the hose
will heat set. Heat setting can cause worm drive band type clamps to loosen. Loose hose clamps can result in
leaks. There have been reports of component failures that have been caused by worm drive band type clamps
that have loosened. The constant torque hose clamp will help prevent these failures.
(1) Constant Torque Hose Clamp (Belleville Washer)
(2) Constant Torque Hose Clamp (Tee bolt and Spring)
Use a torque wrench for proper installation of all constant torque hose clamps. There are two types of constant
torque hose clamps: Belleville washer (1) and Tee bolt and spring (2)
When the constant torque hose clamp (Belleville washer) (1) is assembled correctly, the Belleville washers (1A)
are nearly collapsed flat. The proper torque for screw (1B) is based on the diameter (B) of the clamp. Refer to
the following table for the correct torque.
Table 2
Diameter (B) Standard Torque
Up to 50.8 mm (2 inch) 7.5 ± 1 N·m (65 ± 10 lb in)
Greater than 50.8 mm (2 inch) 11 ± 1 N·m (95 ± 10 lb in)
The correct torque for the constant torque hose clamp (tee bolt and spring) (2) is 7.5 ± 1 N·m (65 ± 10 lb in).
Wave Liner Clamps

The wave liner worm drive clamp is a clamp with a special liner. this liner has a "v grove" that causes greater
pressure points on the hose. This greater compression will offer better sealing capability at the hose connection.
Table 3
14 mm (0.6 inch) or greater 7.5 ± 1 N·m (66.4 ± 8.9 lb in)
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Specifications
i00874567
Air Inlet Elbow

SMCS - 1071
(1) Air Inlet Elbow
Apply 1U-8846 Liquid Gasket to the face of the elbow and spread the sealant uniformly. The elbow must be
assembled and tightened within ten minutes.
(2) Tighten the bolts to the following torque. ... 30 ± 7 N·m (22 ± 5 lb ft)
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Specifications
i02457521
Exhaust Elbow
SMCS - 1061
Typical example of an exhaust elbow
(1) Tighten the nut for the clamp to the following torque. ... 12 ± 4 N·m (9 ± 3 lb ft)
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Specifications
i01675931
Exhaust Manifold
SMCS - 1059
NOTICE

Use the following procedure during assembly of the three-piece exhaust manifold to the cylinder block.
1. Mounting surfaces should be clean, and dry. In addition, mounting surfaces should be free of any other
foreign matter.
2. Apply 2P-2333 High Temperature Sealer to the outside diameter of the male ends of the exhaust manifold.
Do not apply the sealer at the tip of the male ends. Remove any excess sealer from the assembled joint.
Three-piece exhaust manifold

Typical example
3. Apply 5P-3931 Anti-Seize Compound to the threads of bolt (1) through bolt (12) .
4. Tighten bolt (1) through bolt (12) in a numerical sequence.
Tighten the bolts to the following torque. ... 4 ± 1 N·m (35 ± 9 lb in)
5. Tighten bolt (1) through bolt (12) in a numerical sequence.
Tighten the bolts to the following torque. ... 45 ± 5 N·m (33 ± 4 lb ft)
6. Lock the tabs and bend the tabs (13) over the flat of the bolt heads.
7. Tighten the studs (14) to a torque of 35 ± 5 N·m (26 ± 4 lb ft).
Note: Prior to starting or running the engine, allow the sealant in the exhaust manifold joints to air dry for 24
hours.
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i01978190
Exhaust Manifold - Remove and Install

SMCS - 1059-010
Removal Procedure
Start By:
A. Remove the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Remove".
1. Remove bolts (1), locks (3), exhaust manifold (2), and the gaskets from the cylinder head assembly.
Table 1
Required Tools
A 2P-2333 High Temperature Sealer 1
B 5P-3931 Anti-Seize Compound 1
NOTICE

Note: Apply Tooling (A) to the outside diameter of the male ends of exhaust manifold (2) if exhaust
manifold (2) is disassembled. Assemble exhaust manifold (2) and remove the excess sealer from the joints.
1. Apply Tooling (B) to the threads of bolts (1). Position the gaskets and exhaust manifold (2) on the cylinder
head assembly. Install locks (3) and bolts (1) .
2. Tighten bolt (1) through bolt (12) in a numerical sequence. Tighten bolts to 4 ± 1 N·m (35 ± 9 lb in).
3. Tighten bolt (1) through bolt (12) in a numerical sequence 45 ± 5 N·m (33 ± 4 lb ft).
Note: Prior to starting or running the engine, allow the sealant in the exhaust manifold joints to air dry for
24 hours.
End By: Install the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Install".
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Specifications
i02273794
Turbocharger
SMCS - 1052
(1) Stud
Apply 5P-3931 Anti-Seize Compound to the studs.
The turbocharger is secured to the exhaust manifold with the 3E-8017 Locknut. Tighten the 3E-8017 Locknut to
the following torque. ... 54 ± 5 N·m (40 ± 4 lb ft)
(2) Exhaust inlet
(3) Exhaust outlet
(4) Air inlet

Use the following procedure to install the band clamps to hold the cartridge to the compressor housing:
1. Tighten the clamps to a torque of 10.17 ± 0.70 N·m (90 ± 6 lb in).
2. Tap lightly around the circumference of the clamp.
3. Tighten the clamps again. Tighten the clamps to a torque of 10.17 ± 0.70 N·m (90 ± 6 lb in).
Note: Put clean engine oil in the oil inlet of the turbocharger after assembly or before installation. This will
provide lubrication during start-up and during storage.
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i01978008
Turbocharger - Remove
SMCS - 1052-011
Removal Procedure
NOTICE
NOTICE

containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop

Products Guide" for tools and supplies suitable to collect and contain

1. Disconnect hose assembly (1) .
2. Disconnect tube assembly (2) .

3. Remove nuts (3) and turbocharger (4) .
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i01978052
Turbocharger - Disassemble
SMCS - 1052-015
Disassembly Procedure
NOTICE
NOTICE

containing fluids.


1. Place alignment marks on the two housings and the cartridge assembly for the correct alignment during
assembly.
2. Disconnect hose (4) from compressor housing (3) .
3. Remove waste gate (5) from turbine housing (1).
4. Remove turbine housing (1) .
5. Remove compressor housing (3) from cartridge assembly (2) .
Copyright 1993 - 2018 Caterpillar Inc. Thu Jan 4 00:04:57 CST 2018
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i01978165
Turbocharger - Assemble
SMCS - 1052-016
Assembly Procedure
NOTICE
1. Position compressor housing (3) on cartridge assembly (2) and align the marks on the components.
2. Position turbine housing (1) on cartridge assembly (2) and align the marks on the components.
3. Install waste gate (5) .
4. Connect hose (4) to compressor housing (3) .
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i01978169
Turbocharger - Install
SMCS - 1052-012
Table 1
Required Tools
A 5P-3931 Anti-Seize Compound 1
NOTICE
1. Apply Tooling (A) on the threads of the mounting studs for the turbocharger.
2. Position the turbocharger gasket and turbocharger (4) on the exhaust manifold. Install nuts (3) .
3. Tighten the locknuts that fasten the turbocharger to the exhaust manifold.
Tighten the locknut with the Spiralock thread to the following torque: ... 54 ± 5 N·m (40 ± 4 lb ft)
Tighten the standard locknut to the following torque: ... 70 ± 5 N·m (50 ± 4 lb ft)
4. Connect tube assembly (2) .
5. Connect hose assembly (1) .
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Systems Operation
i01457465
Basic Engine
SMCS - 1200
Cylinder Block And Head

The cylinder block has seven main bearings. The main bearing caps are fastened to the cylinder block with two
bolts per cap.
Removal of the oil pan allows access to the crankshaft, the main bearing caps, the piston cooling jets, and the oil
pump.
The camshaft is accessible through the covers on the left side of the cylinder block. These side covers support
the pushrod lifters. The camshaft is supported by bearings that are pressed into the cylinder block. There are
seven camshaft bearings.
The cylinder head is separated from the cylinder block by a nonasbestos fiber gasket with a steel backing.
Coolant flows out of the cylinder block through gasket openings and into the cylinder head. This gasket also
seals the oil supply and drain passages between the cylinder block and the cylinder head.
The air inlet ports are on the left side of the cylinder head, while the exhaust ports are located on the right side of
the cylinder head. There are two inlet valves and one exhaust valve for each cylinder. Replaceable valve guides
are pressed into the cylinder head. The hydraulically actuated electronically controlled unit injector is located
between the three valves. Fuel is injected directly into the cylinders at very high pressure. A pushrod valve
system controls the valves.
Piston, Rings And Connecting Rods

One-piece aluminum pistons are used in most applications. Engines with higher cylinder pressures require two-
piece pistons. Refer to the Parts Manual in order to obtain information about the type of pistons that are used in a
specific engine.
One-Piece Pistons
The one-piece aluminum pistons have an iron band for the compression ring. This helps to reduce wear on the
compression ring groove. The one-piece piston has three rings:
• Compression ring
• Intermediate ring
• Oil ring
All of the rings are located above the piston pin bore. The compression ring is a Keystone ring. Keystone rings
have a tapered shape. The action of the ring in the piston groove that is tapered helps prevent seizure of the rings.
Seizure of the rings is caused by deposits of carbon. The intermediate ring is rectangular with a sharp lower
edge. The oil ring is a standard type of ring or a conventional type of ring. Oil returns to the crankcase through
holes in the oil ring groove.
Oil from the piston cooling jets sprays the underside of the pistons. The spray lubricates the pistons and the spray
cools the pistons. The spray also improves the piston's life and the spray also improves the ring's life.
The connecting rod has a taper on the pin bore end. This taper gives the connecting rod and the piston more
strength. The additional strength is concentrated in the areas with the most load. Two bolts hold the connecting
rod cap to the connecting rod. This design keeps the connecting rod width to a minimum, so that the connecting
rod can be removed through the cylinder.
Two-Piece Pistons
The two-piece articulated piston consists of an alloy forged steel crown that is connected to an aluminum skirt by
the piston pin. The two-piece articulated piston has three rings:
• Compression ring
• Intermediate ring
• Oil ring
All of the rings are located above the piston pin bore. The compression ring is a Keystone ring. Keystone rings
have a tapered shape. The action of the ring in the piston groove that is tapered helps prevent seizure of the rings.
Seizure of the rings is caused by deposits of carbon. The intermediate ring is rectangular with a sharp lower
edge. The oil ring is a standard type of ring or a conventional type of ring. Oil returns to the crankcase through
holes in the oil ring groove.
Oil from the piston cooling jets sprays the underside of the pistons. The spray lubricates the pistons and the spray
cools the pistons. The spray also improves the piston's life and the spray also improves the ring's life.
The connecting rod has a taper on the pin bore end. This taper gives the connecting rod and the piston more
strength. The additional strength is concentrated in the areas with the most load. Two bolts hold the connecting
rod cap to the connecting rod. This design keeps the connecting rod width to a minimum, so that the connecting
rod can be removed through the cylinder.
Crankshaft
The crankshaft changes the combustion forces in the cylinder into usable rotating torque which powers the
equipment. A vibration damper is used at the front of the crankshaft to reduce torsional vibrations (twist on the
crankshaft) that can cause damage to the engine.
The crankshaft drives a group of gears on the front of the engine. The gear group drives the following devices:
• Oil pump
• Camshaft
• Hydraulic oil pump
• Gear-driven air compressor
• Power steering pump
In addition, belt pulleys on the front of the crankshaft drive the following components:
• Radiator fan
• Water pump
• Alternator
• Refrigerant compressor
Hydrodynamic seals are used at both ends of the crankshaft to control oil leakage. The hydrodynamic grooves in
the seal lip move lubrication oil back into the crankcase as the crankshaft turns. The front seal is located in the
front housing. The rear seal is installed in the flywheel housing.
Schematic Of Oil Passages In Crankshaft
(1) Oil gallery
(2) Main bearings
(3) Connecting rod bearings
Pressure oil is supplied to all main bearings through drilled holes in the webs of the cylinder block. The oil then
flows through drilled holes in the crankshaft in order to provide oil to the connecting rod bearings. The
crankshaft is held in place by seven main bearings. A thrust bearing next to the rear main bearing controls the
end play of the crankshaft.
Vibration Damper
The force from combustion in the cylinders will cause the crankshaft to twist. This is called torsional vibration.
If the vibration is too great, the crankshaft will be damaged. The vibration damper limits the torsional vibrations
to an acceptable amount in order to prevent damage to the crankshaft.
Viscous Vibration Damper
Cross Section Of Viscous Vibration Damper
(1) Crankshaft. (2) Weight. (3) Case.
The viscous vibration damper is installed on the front of crankshaft (1). The viscous vibration damper has a
weight (2) in a case (3). The space between the weight and the case is filled with a viscous fluid. The weight
moves in the case in order to limit the torsional vibration.
Camshaft
The camshaft is located in the upper left side of the cylinder block. The camshaft is driven by gears at the front
of the engine. Seven bearings support the camshaft. A thrust plate is mounted between the camshaft drive gear
and a shoulder of the camshaft in order to control the end play of the camshaft.
The camshaft is driven by an idler gear which is driven by the crankshaft gear. The camshaft rotates in the same
direction as the crankshaft. The crankshaft rotates in the counterclockwise direction when the engine is viewed
from the flywheel end of the engine. There are timing marks on the crankshaft gear, the idler gear, and the
camshaft gear in order to ensure the correct camshaft timing to the crankshaft for proper valve operation.
As the camshaft turns, each lobe moves a lifter assembly. There are two lifter assemblies for each cylinder. Each
lifter assembly moves a pushrod. Each pushrod moves a valve (exhaust) or a set of valves (inlet). The camshaft
must be in time with the crankshaft. The relation of the camshaft lobes to the crankshaft position causes the
valves in each cylinder to operate at the correct time.
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i02276920
Finding Top Center Position for No. 1 Piston

SMCS - 1105-531
Table 1
Required Tools
Tool Part Number Description Qty
A 136-4632 Timing Pin 1
B 139-7063 Timing Pin Adapter 1
C 5P-7305 Engine Turning Tool 1
9U-6943
D or Housing As 1
9U-7336
E 178-8615 Engine Turning Tool 1
Timing hole location (typical example)

Note: The hole for the timing pin may be in either of the following locations:
• Right front face of the flywheel housing
• Left front face of the flywheel housing
1. Remove plug (1) from flywheel housing (2). Insert Tooling (A) through the timing hole in the flywheel
housing.
Note: If necessary, use Tooling (B) to adapt the timing pin to a larger timing hole.
2. Carefully thread the pin assembly into the flywheel housing. Release the lock that is on the handle of the
tool in order to allow the pin to locate the timing hole that is in the flywheel.
3. Use Tooling (C), Tooling (D), and a ratchet in order to turn the engine in the direction of normal engine
rotation. Normal engine rotation is counterclockwise, as the engine is viewed from the flywheel end.
Note: Tooling (E) can be used to turn the crankshaft from the front of the engine.
4. Slowly turn the flywheel until Tooling (A) engages with the hole that is in the flywheel.
If the flywheel has been turned beyond the point of engagement, use the following procedure to readjust
the flywheel and try again:
a. Retract the pin for Tooling (A) and lock the tool in the retracted position.
b. Turn the flywheel in the direction that is opposite of normal engine rotation. Rotate the engine past
the timing hole by at least 30 degrees.
c. Unlock Tooling (A) in order to locate the timing hole that is in the flywheel. Turn the flywheel in
the direction of normal engine rotation until the timing pin engages into the timing hole that is in the
flywheel.
5. Use the following procedure in order to determine the stroke position of the no. 1 piston:
a. Remove the valve mechanism cover.
b. Check the positions of the inlet valves and the exhaust valve for the no. 1 piston.
The no. 1 piston will be in the compression stroke if the following conditions are satisfied:
■ No. 1 piston's inlet valves and the exhaust valve is fully closed.
■ No. 1 piston's rocker arms can be moved by hand.
If these conditions are not met, use the same conditions to check the stroke position of the no. 6
piston. If the no. 6 piston is in the compression stroke, you must rotate the flywheel for an additional
360 degrees in order to place the no. 1 piston in the compression stroke.
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i03984931
Engine Crankcase Pressure (Blowby) - Test

SMCS - 1215; 1317
Table 1
Tools Needed
348-5430 Multi-Tool Gp 1
Damaged pistons or damaged rings can cause too much pressure in the crankcase. This condition will cause the
engine to run rough. There will be more than the normal amount of fumes (blowby) rising from the crankcase
breather. The breather can then become restricted in a short time. This condition can cause oil leakage at gaskets
and seals that would not normally have leakage. Blowby can also be caused by worn valve guides or by a failed
turbocharger seal.
Note: The Caterpillar Electronic Technician (ET) can be used to measure crankcase pressure.
348-5430 Multi-Tool Gp
The 348-5430 Multi-Tool Gp is used to check the amount of blowby. Refer to Tool Operating Manual,
NEHS1087, " 348-5430 Multi-Tool Gp" for the test procedure for checking the blowby.
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i04698835
Compression - Test
SMCS - 1215
An engine that runs roughly can have a leak at the valves. An engine that runs roughly can also have valves that
need an adjustment. Remove the head and inspect the valves and valve seats. This action is necessary to find
those small defects that would not normally cause problems. Repairs of these problems are normally performed
when you are reconditioning the engine.
This Caterpillar engine uses Keystone piston rings. Keystone piston rings are designed to expand during the
compression stroke of the engine. At engine cranking speed, the Keystone piston rings do not fully expand. This
results in unstable readings for cylinder compression. As a result Caterpillar does not recommend performing
compression tests on engines that use Keystone piston rings.
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i02634218
Engine Valve Lash - Inspect/Adjust

SMCS - 1102-025
To prevent possible injury, do not use the starter to turn the flywheel.
Hot engine components can cause burns. Allow additional time for the
engine to cool before measuring valve clearance.
This engine uses high voltage to control the fuel injectors.
Disconnect electronic fuel injector enable circuit connector to prevent

personal injury.
Do not come in contact with the fuel injector terminals while the engine
is running.
Note: Valve lash is measured between the rocker arm and the bridge for the inlet valves. Valve lash is measured
between the rocker arm and the valve stem for the exhaust valve. All of the clearance measurements and the
adjustments must be made with the engine stopped. The valves must be fully closed.
Valve Lash Check

An adjustment is not necessary if the measurement of the valve lash is in the acceptable range. Adjust the valve
lash while the engine is stopped. The range is specified in Table 1.
Table 1
Inlet Valves Exhaust Valves
Valve Lash Check (Stopped 0.38 ± 0.08 mm (0.015 ± 0.003

0.64 ± 0.08 mm (0.025 ± 0.003
Engine) inch)
inch)
TC Compression Stroke 1-2-4 1-3-5
TC Exhaust Stroke (1) 3-5-6 2-4-6
Firing Order 1-5-3-6-2-4 (2)
(1)
360° from TC compression stroke
(2)
The No. 1 cylinder is at the front of the engine.
If the measurement is not within this range adjustment is necessary. See Testing And Adjusting, "Valve Lash
And Valve Bridge Adjustment".
Cylinder and Valve Location
(A) Exhaust valve
(B) Inlet valves
Valve Lash and Valve Bridge Adjustment

(1) Exhaust rocker arm
(2) Inlet valve bridge
(3) Rocker arm adjustment screw locknut for the exhaust rocker arm
(4) Rocker arm adjustment screw for the exhaust rocker arm
Table 2
Valve Lash
Valves Dimension of Gauge
Inlet
0.38 ± 0.08 mm (0.015 ± 0.003 inch)
Exhaust
0.64 ± 0.08 mm (0.025 ± 0.003 inch)
Adjust the valve lash while the engine is stopped.
1. Put the No. 1 piston at the top center position on the compression stroke. Refer to Testing and Adjusting,
"Finding Top Center Position for No. 1 Piston".
Table 3
TC Compression Stroke
Valve lash 0.38 ± 0.08 mm (0.015 ± 0.003 0.64 ± 0.08 mm (0.025 ± 0.003
inch) inch)
Cylinders 1-2-4 1-3-5
2. Adjust the valve lash according to Table 3.
a. Lightly tap the rocker arm at the top of the adjustment screw with a soft mallet. This will ensure that
the lifter roller seats against the camshaft's base circle.
b. Loosen the adjustment locknut.
c. Place the appropriate feeler gauge between rocker arm and the valve bridge. Then, turn the
adjustment screw in a clockwise direction. Slide the feeler gauge between the rocker arm and the
valve bridge. Continue turning the adjustment screw until a slight drag is felt on the feeler gauge.
Remove the feeler gauge.
d. Tighten the adjustment locknut to a torque of 30 ± 7 N·m (22 ± 5 lb ft). Do not allow the adjustment
screw to turn while you are tightening the adjustment locknut. Recheck the valve lash after
tightening the adjustment locknut.
3. Remove the timing bolt and turn the flywheel by 360 degrees in the direction of engine rotation. This will
put the No. 6 piston at the top center position on the compression stroke. Install the timing bolt in the
flywheel.
Table 4
TC Exhaust Stroke (3)
Valve lash 0.38 ± 0.08 mm (0.015 ± 0.003 inch) 0.64 ± 0.08 mm (0.025 ± 0.003 inch)
Cylinders 3-5-6 2-4-6

(3)
Position for No. 1 cylinder
4. Adjust the valve lash according to Table 4.
a. Lightly tap the rocker arm at the top of the adjustment screw with a soft mallet. This will ensure that
the lifter roller seats against the camshaft's base circle.
b. Loosen the adjustment locknut.
c. Place the appropriate feeler gauge between rocker arm and the valve bridge. Then, turn the
adjustment screw in a clockwise direction. Slide the feeler gauge between the rocker arm and the
valve bridge. Continue turning the adjustment screw until a slight drag is felt on the feeler gauge.
Remove the feeler gauge.
d. Tighten the adjustment locknut to a torque of 30 ± 7 N·m (22 ± 5 lb ft). Do not allow the adjustment
screw to turn while you are tightening the adjustment locknut. Recheck the valve lash after
tightening the adjustment locknut.
5. Remove the timing bolt from the flywheel after all adjustments to the valve lash have been made. Reinstall
the timing cover.
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i01126690
Excessive Bearing Wear - Inspect

SMCS - 1203-040; 1211-040; 1219-040
When some components of the engine show bearing wear in a short time, the cause can be a restriction in an oil
passage.
An engine oil pressure indicator may show that there is enough oil pressure, but a component is worn due to a
lack of lubrication. In such a case, look at the passage for the oil supply to the component. A restriction in an oil
supply passage will not allow enough lubrication to reach a component. This will result in early wear.
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i01432013
Piston Ring Groove - Inspect

SMCS - 1214-040
The 186-0190 Piston Ring Groove Gauge Gp is available to check the top ring groove in the piston. Refer to the
instruction card with the tool for the correct use of the 186-0190 Piston Ring Groove Gauge Gp.
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i01284815
Connecting Rod Bearings - Inspect

SMCS - 1219-040
The connecting rod bearings fit tightly in the bore in the rod. If the bearing joints are fretted, check the bore size.
This can be an indication of wear because of a loose fit.
Connecting rod bearings are available with 0.25 mm (0.010 inch) and 0.50 mm (0.020 inch) smaller inside
diameter than the original size bearings. These bearings are for crankshafts that have been ground.
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i02927590
Main Bearings - Inspect

SMCS - 1203-040
Main bearings are available with 0.25 mm (0.010 inch) and a 0.50 mm (0.020 inch) smaller inside diameter than
the original size bearings. These bearings are for crankshafts that have been ground.
Main bearings are also available with a larger outside diameter than the original size bearings. These bearings
are used for the cylinder blocks with the main bearing bore that is made larger than the bore's original size. The
size that is available has a 0.50 mm (0.020 inch) outside diameter that is larger than the original size bearings.
Refer to Special Instruction, SMHS7606, "Use of 1P-4000 Line Boring Tool Group" for the instructions that are
needed to use the 1P-4000 Line Boring Tool Group. The 1P-4000 Line Boring Tool Group is used in order to
check the alignment of the main bearing bores. The 1P-3537 Dial Bore Gauge Group can be used to check the
size of the bore. Refer to Instruction Manual, GMG00981, " 1P-3537 Dial Bore Gauge Group" for the
instructions that are needed to use the 1P-3537 Dial Bore Gauge Group.
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i02487145
Cylinder Block - Inspect

SMCS - 1201-040
Table 1
Required Tools
1P-3537 Dial Bore Gauge Group 1
1P-3537 Dial Bore Gauge Group
If the main bearing caps are installed without bearings, the bore in the block for the main bearings can be
checked. Tighten the nuts on the bearing caps to the torque that is given in Specifications, "Cylinder Block".
Alignment error in the bores must not be more than 0.08 mm (0.003 inch).
The 1P-3537 Dial Bore Gauge Group can be used to check the size of the bore.
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i02281052
Flywheel - Inspect
SMCS - 1156-040
Table 1
Tools Needed
8T-5096 Dial Indicator Gp 1
Face Runout (axial eccentricity) of the Flywheel

Checking face runout of the flywheel
1. Refer to Illustration 1 and install the dial indicator. Always put a force on the crankshaft in the same
direction before the dial indicator is read. This will remove any crankshaft end clearance.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial indicator.
4. Take the measurements at all four points. The difference between the lower measurements and the higher
measurements that are performed at all four points must not be more than 0.15 mm (0.006 inch), which is
the maximum permissible face runout (axial eccentricity) of the flywheel.
Bore Runout (radial eccentricity) of the Flywheel

Checking bore runout of the flywheel
(1) 7H-1945 Holding Rod
(2) 7H-1645 Holding Rod
(3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment
1. Install 7H-1942 Dial Indicator (3). Make an adjustment of 7H-1940 Universal Attachment (4) so the dial
indicator makes contact on the flywheel.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial indicator.
4. Take the measurements at all four points. The difference between the lower measurements and the higher
measurements that are performed at all four points must not be more than 0.15 mm (0.006 inch), which is
the maximum permissible face runout (radial eccentricity) of the flywheel.
Flywheel clutch pilot bearing bore
5. To find the runout (eccentricity) of the pilot bearing bore, use the preceding procedure.
6. The runout (eccentricity) of the bore for the pilot bearing in the flywheel must not exceed 0.13 mm (0.005
inch).
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i03991089
Flywheel Housing - Inspect

SMCS - 1157-040
Table 1
Tools Needed
8T-5096 Dial Indicator Gp 1
Face Runout (Axial Eccentricity) of the Flywheel Housing
8T-5096 Dial Indicator
If you use any other method except the method that is given here, remember that the bearing clearance must be
removed in order to receive the correct measurements.
1. Fasten a dial indicator to the flywheel so the anvil of the dial indicator will contact the face of the flywheel
housing.
2. Put a force on the crankshaft toward the rear before the dial indicator is read at each point.
Checking face runout of the flywheel housing
3. Turn the flywheel while the dial indicator is set at 0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B, C, and D).
4. The difference between the lower measurements and the higher measurements that are performed at all
four points must not be more than 0.30 mm (0.012 inch), which is the maximum permissible face runout
(axial eccentricity) of the flywheel housing.
Bore Runout (Radial Eccentricity) of the Flywheel Housing

8T-5096 Dial Indicator
1. Fasten a dial indicator to the flywheel so the anvil of the dial indicator will contact the bore of the flywheel
housing.
Checking bore runout of the flywheel housing
2. While the dial indicator is in the position at location (C), adjust the dial indicator to 0.0 mm (0.00 inch).
Push the crankshaft upward against the top of the bearing. Refer to Illustration 5. Write the measurement
for bearing clearance on line 1 in column (C).
Note: Write the measurements for the dial indicator with the correct notations. This notation is necessary
for making the calculations in the chart correctly.
3. Divide the measurement from Step 2 by two. Write this number on line 1 in columns (B) and (D).
4. Turn the flywheel in order to put the dial indicator at position (A). Adjust the dial indicator to 0.0 mm
(0.00 inch).
5. Turn the flywheel counterclockwise in order to put the dial indicator at position (B). Write the
measurements in the chart.
6. Turn the flywheel counterclockwise in order to put the dial indicator at position (C). Write the
measurement in the chart.
7. Turn the flywheel counterclockwise in order to put the dial indicator at position (D). Write the
measurement in the chart.
8. Add the lines together in each column.
9. Subtract the smaller number from the larger number in column B and column D. Place this number on line
III. The result is the horizontal eccentricity (out of round). Line III in column C is the vertical eccentricity.
Graph for total eccentricity
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value
10. Find the intersection of the eccentricity lines (vertical and horizontal) in Illustration 6.
11. If the point of the intersection is in the ACCEPTABLE range, the bore is in alignment. If the point of
intersection is in the NOT ACCEPTABLE range, the flywheel housing must be changed.
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i02716835
Vibration Damper - Check

SMCS - 1205-535
Rubber Vibration Damper (If Equipped)
Vibration damper and pulley
(1) Adapter
(2) Rubber
(3) Damper assembly
(4) Bolt
(5) Crankshaft pulley
The vibration damper is installed on the front of crankshaft. The space in the damper assembly (3) is filled with
rubber (2). The vibration damper limits the torsional vibration.
Replace the damper if any of the following conditions exist:
• The damper is dented or cracked.
• The paint on the damper is discolored from heat.
• There is a large amount of gear train wear that is not caused by lack of oil.
• Analysis of the oil has revealed that the front main bearing is badly worn.
• The engine has had a failure because of a broken crankshaft.
Viscous Vibration Damper (If Equipped)
Viscous vibration damper
(6) Pulley
(7) Weight
(8) Case
Damage to the vibration damper or failure of the vibration damper will increase vibrations. This will result in
damage to the crankshaft.
Replace the damper if any of the following conditions exist:
• The damper is dented, cracked, or fluid is leaking from the damper.

• The paint on the damper is discolored from excessive heat.
• The damper is bent.
• The bolt holes are worn or there is a loose fit for the bolts.
• The engine has had a crankshaft failure due to torsional forces.
NOTICE
Inspect the viscous vibration damper for signs of leaking and for signs
of damage to the case. Either of these conditions can cause the weight
to contact the case. This contact can affect damper operation.
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i01660532
Belt Tension Chart

SMCS - 1357
Note: Do not use the belt tension charts for belts with tensioners that are spring loaded.
Table 1
Belt Tension Chart
Gauge Reading Kent-Moore Gauge Numbers
Size of Width of Belt
Belt Belt Tension Belt Tension Number of the Number of the
"Initial" (1) "Used" (2) (3) Old Gauge New Gauge
3/8 10.72 mm 534 ± 111 N (120 400 ± 22 N (90 ± BT-33-97 BT 3397

(0.422 inch) ± 25 lb) 5 lb)
1/2 13.89 mm 578 ± 111 N (130 445 ± 44 N (100 ± BT-33-97 BT 3397

(0.547 Inch) ± 25 lb) 10 lb)
5V 15.88 mm 712 ± 111 N (160 445 ± 44 N (100 ± BT-33-72C BT 3372C

(0.626 Inch) ± 25 lb) 10 lb)
11/16 17.48 mm 712 ± 111 N (160 445 ± 44 N (100 ± BT-33-72C BT 3372C

(0.688 Inch) ± 25 lb) 10 lb)
3/4 19.05 mm 712 ± 111 N (160 445 ± 44 N (100 ± BT-33-72C BT 3372C

(0.750 Inch) ± 25 lb) 10 lb)
15/16 23.83 mm 712 ± 111 N (160 445 ± 44 N (100 ± BT-33-77 BT 3372C

(0.938 Inch) ± 25 lb) 10 lb)
8PK 27.82 mm 1068 ± 111 N (240 890 ± 44 N (200 ± BT-33-109 BT 33109

(1.095 inch) ± 25 lb) 10 lb)
6PK 20.94 mm 801 ± 111 N (180 667 ± 44 N (150 ± BT-33-109 BT 33109

(0.824 Inch) ± 25 lb) 10 lb)
Measure the tension of the belt that is farthest from the engine.
(1)
Belt tension "Initial" is for a new belt.
(2)
Belt tension "Used" is for a belt that has operated for 30 minutes or more of operation at the rated speed.
(3)
If a belt falls below the "Used" belt tension, the belt should be tightened again to the high side of the "Used" belt tension.
Table 2
DAYCO Supplied Belts Only
Belt Tension Belt Tension
Size of Belt
"Initial" "Used" (4)
0.380 (V-Belt)
623 ± 22 N (140 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.440 (V-Belt)
667 ± 22 N (150 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.500 (V-Belt)
712 ± 22 N (160 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.600 (V-Belt)
779 ± 22 N (175 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.660 (V-Belt)
890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.790 (V-Belt)
890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
4 - RIB PVK
623 ± 22 N (140 ± 5 lb) 267 - 445 N (90 ± 5 lb)
5 - RIB PVK
779 ± 22 N (175 ± 5 lb) 334 - 556 N (100 ± 5 lb)
6 - RIB PVK
934 ± 22 N (210 ± 5 lb) 400 - 667 N (130 ± 5 lb)
8 - RIB PVK
1157 ± 22 N (260 ± 5 lb) 534 - 890 N (180 ± 5 lb)
10 - RIB PVK
1557 ± 22 N (350 ± 5 lb) 667 - 1112 N (230 ± 5 lb)
12 - RIB PVK
1869 ± 22 N (420 ± 5 lb) 800 - 1335 N (270 ± 5 lb)
15 - RIB PVK
2336 ± 22 N (525 ± 5 lb) 1000 - 1669 N (350 ± 5 lb)
(4)
If a belt falls below the "Used" belt tension, the belt should be tightened again to the "Initial" belt tension.
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Troubleshooting
i05451574

SMCS - 1000-035
Probable Causes
Recommended Actions
Table 1

Maintenance
Manual.

Cat oil.

parts.

contamination.
Maintenance Manual.
Assembly manual.
contaminated.
3. Low Oil Pressure

Restriction
information.

Air leak
Repair any leaks.

contamination.
Fuel filters
Manual.
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Troubleshooting
i05921864
Noise Coming from Cylinder

SMCS - 1000-035
Probable Causes
• Fuel quality
• Unit injectors
• Valve lash
• Cylinder head and related components
Recommended Actions
Table 1
Troubleshooting Test Step Values Results
1. Check for Active Codes and Logged

Codes
Result: A code is active or logged.
A. Establish communication between Cat
Electronic Technician (ET) and the Repair: Troubleshoot any codes before
Electronic Control Module (ECM). continuing with this procedure.
B. Certain event codes may derate engine Codes Verify that the repair eliminated the problem.
power. Monitor the diagnostic codes on Cat
ET. Check for active diagnostic codes and Result: A code is not active or logged.
logged codes (intermittent problems).
Note: Wait at least 30 seconds in order for
diagnostic codes to become active.
2. Fuel Supply
Refer to System Operation/Testing and

Adjusting "Fuel System - Inspect" for
additional information.
A. Visually check the fuel level in the fuel

tank. Do not rely on the fuel gauge only.
B. Ensure that the vent in the fuel cap is not

filled with debris.
C. Ensure that the fuel supply valve (if Result: The fuel system is NOT OK.
equipped) is in the full OPEN position.
Cold weather adversely affects the
characteristics of the fuel. Refer to the Fuel System Repair: Repair or replace damaged fuel
engines Operation and Maintenance Manual system components.
for information on improving the
characteristics of the fuel during cold-weather Verify that the repair eliminated the problem.
operation.
D. Check the fuel quality. Refer to Systems

Operation/Testing and Adjusting, "Fuel
Quality - Test" for the proper procedure.
Check the fuel tank for debris or foreign
objects which may block the fuel supply.
E. Check the filtered fuel pressure while the

engine is being cranked. Refer to
Troubleshooting, "Fuel Pressure Is Low" for
the proper testing procedure.
3. Unit Injectors
Result: The tests were successful.
A. Perform the "Injector Solenoid Test" on
Proceed Test Step 4.
Cat ET in order to determine if all of the
injector solenoids are being energized by the
Result: The tests were NOT successful.
ECM.
Repair: Remove the suspect injector, and
B. Perform the "Cylinder Cutout Test" in Fuel
install a new electronic unit injector. Refer to
order to identify any injectors that might be Injectors
misfiring.
Ensure that the repairs have determined the
Note: Refer to the procedure in Special
problem. Refer to Troubleshooting"Injector
Instruction, "Procedure for Troubleshooting
Solenoid - Test" and Troubleshooting,
and Cleaning the Oil Rail System for the
"Injection Actuation Pressure - Test".
Hydraulic Electronic Unit Injector".
Result: The valve lash and components are

OK.
4. Check the Valve Lash
A. Inspect the valve train for sufficient
lubrication. Result: The valve lash and components are
Valve Lash NOT OK.
B. Check for damage to valve train
components which may cause excessive Repair: Reset the valve lash. Refer to
valve lash. Systems Operation/ Testing and Adjusting,
"Valve Lash - Adjust"for additional
information.
5. Cylinder and Related Components

Result: The engine components and/or
A. Check for signs of damage and/or wear to camshaft has damage and/or wear.
the valves, cylinder head gaskets, and other Engine
head components. Components Repair: Repair or replace damaged
components.
B. Inspect the condition of the camshaft.
If the procedure did not correct the issue, contact your Cat dealer Technical Communicator (TC). For further
assistance, your TC can confer with the Dealer Solutions Network (DSN).
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Specifications
i00879407
Engine to Transmission Adapter

SMCS - 1001
Typical example
(1) Crankshaft
(2) Flywheel assembly
(3) Hub
(4) Flex plate
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Specifications
i02309950
Air Compressor - Bendix Tu-Flo Air Compressors

SMCS - 1803
(1) Air compressor
(2) Nut
Perform the following steps in order to properly tighten the nut:
1. Tighten the nut (2) to a torque of 170 ± 15 N·m (125 ± 11 lb ft).
2. Use a soft faced hammer and a 213-3530 Socket and tap the gear one time. Tighten the nut (2) to a torque
of 170 ± 15 N·m (125 ± 11 lb ft).
3. Use a soft faced hammer and a 213-3530 Socket and tap the gear one time. Tighten the nut (2) to a torque
of 170 ± 15 N·m (125 ± 11 lb ft).
(3) Gear
(4) Bolt
Tighten the bolt that holds the air compressor line on engines that are equipped with this hose assembly. Tighten
the bolt to the following torque. ... 30 ± 7 N·m (22 ± 5 lb ft)
Use the following procedure to mount the air compressor.
1. Install two bolts (A) and tighten the bolts to a torque of 100 ± 20 N·m (75 ± 15 lb ft).
2. Install the four bolts (B) and (C) finger tight.
3. Tighten two bolts (B) to a torque of 60 ± 12 N·m (44 ± 8 lb ft).
4. Tighten two bolts (C) to a torque of 60 ± 12 N·m (44 ± 8 lb ft).
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i02889233
Air Compressor - Remove and Install

SMCS - 1803-010
Removal Procedure
Table 1
Required Tools
A 138-7573 Link Bracket 1
Do not disconnect the air lines until the air pressure in the system is at
zero. If hose is disconnected under pressure it can cause personal
injury.
NOTICE
NOTICE

containing fluids.

1. Remove the air pressure from the air tank and drain the coolant from the cooling system.
2. Disconnect hose assembly (1) and hose assembly (3) from the air compressor.
3. Disconnect hose assembly (2) and hose assembly (4) from the air compressor.
4. Attach Tooling (A) and a suitable lifting device to the air compressor. The weight of the air compressor is
approximately 23 kg (51 lb).
5. Remove the mounting bracket for the air compressor by using the following procedure:
a. Remove bolts (5) that fasten the mounting bracket to the air compressor.
b. Remove bolts (6) that fasten the mounting bracket to the cylinder block. Remove the mounting
bracket for the air compressor.
6. Remove bolts (7) , air compressor (8) , and the integral seal from the timing gear housing.
Table 2
Required Tools
B 9S-3263 Thread Lock Compound 1
NOTICE

1. Install Tooling (A) and a suitable lifting device to the air compressor. The weight of the air compressor is
2. Inspect the condition of the integral seal. Replace the integral seal, if necessary. Install the integral seal
between air compressor (8) and the timing gear housing.
3. Position air compressor (8) in the front housing. Ensure that the drive gear engages correctly with the gear
in the front housing.
4. Apply Tooling (B) to the threads of bolts (7) . Install bolts (7) . Tighten bolts (7) to a torque of 100 ± 20
N·m (75 ± 15 lb ft).
5. Install the mounting bracket for the air compressor by using the following procedure:
a. Position the bracket for the air compressor and install bolts (5) and bolts (6) finger tight.
NOTICE
A loose compressor bracket can lead to a broken front cover and can
cause damage to the front gear train of the engine.
b. Tighten bolts (5) to a torque of 60 ± 12 N·m (44 ± 9 lb ft). Tighten bolts (6) to a torque of 60 ± 12
N·m (44 ± 9 lb ft). Remove the suitable lifting device and Tooling (A) .
6. Connect hose assembly (4) to the air compressor. Connect the clip that holds hose assembly (4) to the air
compressor, if necessary. Tighten the bolt that holds the clip for the oil hose assembly to a torque of 28 ± 7
N·m (21 ± 5 lb ft).
7. Connect hose assembly (1) and hose assembly (3) to the air compressor.
8. Connect hose assembly (2) to the air compressor.
9. Fill the cooling system with coolant to the correct level. Refer to the Operation and Maintenance Manual
for the correct filling procedure.
Copyright 1993 - 2018 Caterpillar Inc. Fri Jan 5 00:01:28 CST 2018
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i05024711
Air Compressor Drive Gear - Remove and Install

SMCS - 1803-010
Removal Procedure
Table 1
Required Tools
A 1P-2320 Combination Puller 1
B 9S-1730 Socket 1
Start By:
A. Remove the air compressor.
NOTICE

1. Temporarily install air compressor (1) with bolts (2) . Remove cover plate (3) .
2. Loosen nut (2) . Remove bolts (2) and remove air compressor (1) .
3. Remove nut (4) .

4. Use Tooling (A) in order to remove gear (5) .
1. Clean the inside diameter of gear (5) and the shaft. Lube the washer and the shaft thread with engine oil.
Position drive gear (5) on the air compressor, and install the washer and nut (4) . Tighten nut (4) hand
tight.
2. Install air compressor (1) and bolts (2) . Keep the engine from turning and tighten nut (4) to a torque of
170 ± 15 N·m (125 ± 11 lb ft)
3. Install Tooling (B) onto nut (4) and tap one time a hammer.
4. Keep the engine from turning and tighten nut (4) to a torque of170 ± 15 N·m (125 ± 11 lb ft)
5. Install cover plate (3) .
End By: Install the air compressor.
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Specifications
i05892923
Belt Tension Chart

SMCS - 1357
Table 1
Specification for the 7N-9693 Tension Chart
Item Qty Part Specification Description
The new belt tension chart has been standardized. The belt tension chart eliminates
confusion about the correct belt tension to use. Studies were completed with different
belt suppliers and the information that was gathered from the studies was developed
into a new belt tension for each belt size.
The chart does not apply to belts that use a spring loaded tensioner.
For more accurate results, a Clavis frequency gauge should be used in order to measure
the natural frequency of the belt. By the use of a formula, the natural frequency is
converted into the belt tension force. If the Clavis frequency gauge cannot be used, then
- - -
use the appropriate Kent-Moore belt tension gauge to measure the belt tension force.
When matched sets of belts are used, check the tension of all the belts in order to verify
that the lowest belt is in the acceptable tolerance range. Variations in tension between
the belts can vary by as much as 65 lbs.
In order to determine the tension of a "banded" belt, refer to the chart above. Multiply
the tension value of the belt by the number of belts that are banded together.Two 1/2
inch belts would require a used belt tension equal to twice the value of the used belt
tension for one 1/2 inch belt (2 X 80 = 160 lb).
Table 2
Field Service Tension
Belt Tension Chart
Check
SAE or RMA Width of Belt Setting Tension of Setting Tension of Reset Belt Tension if
Belt Size ( Reference) New Belt Used(2) Belts Tension Falls Below
IN MM IN MM LB N LB N LB N
3/8
10A 0.42 10.72 145±10 645±44 115±10 510±44 70±10 311±44
(0.380)
7/16
11A 0.46 11.68 155±10 689±44 125±10 560±10 75±10 333±44
(0.440)
1/2
13A 0.55 13.89 165±10 734±44 130±10 580±10 80±10 356±44
(0.500)
5V/5VX 5V 0.63 15.88 180±10 801±44 145±10 645±10 85±10 378±44
11/16
15A 0.69 17.48 180±10 801±44 145±10 645±10 85±10 378±44
(0.600)
3/4
17A 0.75 19.05 205±10 912±44 165±10 730±44 95±10 422±44
(0.660)
7/8
20A 0.88 22.23 205±10 912±44 165±10 730±44 95±10 422±44
(0.790)
15/16 N/A 0.98 23.83 205±10 912±44 165±10 730±44 95±10 422±44
4K 4PK 0.54 13.72 145±10 645±44 115±10 510±44 60±10 267±44
6K 6PK 0.82 20.94 215±10 956±44 170±10 755±10 90±10 400±44
8K 8PK 1.1 27.82 285±10 1179±44 230±10 1025±10 115±10 511±44
10K 10PK 1.38 35.05 355±10 1579±44 285±10 1270±10 145±10 645±44
12K 12PK 1.66 42.16 425±10 1891±44 340±10 1510±10 175±10 778±44
14K 14PK 1.94 49.28 495±10 2202±44 395±10 1755±10 205±10 912±44
15K 15PK 2.08 52.83 530±10 2358±44 425±10 1890±44 215±10 956±44
(2)
Belt tension with less than 10 hours of operation
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Specifications
i04375223
Belt Tensioner
SMCS - 1358
Table 1
Specifications for 135-2151 Belt Tensioner Gp
Item Qty Part
Specification Description
A - - Minimum limited travel is 71 degrees.

Spring torque at assembly is 14.1 ± 1.7 N·m (124.8 ± 15.0 lb in) at 25 degrees from
1 - -
the free arm position.
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i01984226
Idler Pulley - Remove and Install

SMCS - 1358-010
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i01984267
Belt Tightener - Remove

SMCS - 1358-011
Removal Procedure
1. Remove bolts (1) .
2. Remove water pump belt tightener (2) .
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i01984307
Belt Tightener - Disassemble

SMCS - 1358-015
Table 1
Required Tools
A 1P-1855 Retaining Ring Pliers 1
B 1P-0510 Driver Gp 1
Start By:
A. Remove the water pump belt tightener. Refer to Disassembly and Assembly, "Belt Tightener - Remove".
1. Use Tooling (A) to remove retaining ring (3). Remove pulley (2) .
2. Use Tooling (B) to remove bearings (1) .
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i01984343
Belt Tightener - Assemble

SMCS - 1358-016
Assembly Procedure
Table 1
Required Tools
B 1P-0510 Driver Gp 1
C 9S-3263 Thread Lock Compound 1
1. Apply Tooling (C) in the bearing bore of the pulley and on the outside diameter of bearings (1). Install
bearings (1) in the pulley with Tooling (B). Ensure that bearings (1) are centered in the pulley.
2. Install pulley (2) on the idler plate assembly. Install retaining ring (3) with Tooling (A) .
End By: Install the water pump belt tightener. Refer to Disassembly and Assembly, "Belt Tightener - Install".
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i01984369
Belt Tightener - Install

SMCS - 1358-012
1. Position belt tightener (2) on the engine.
2. Install bolts (1) .
3. Adjust the tension of the V-belt. Refer to Operation and Maintenance Manual for adjustment.
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Specifications
i02767981
Camshaft
SMCS - 1210
(1) Thrust washer
(2) Camshaft journal
(3) Inlet lobe
(4) Exhaust lobe
(1) New thrust washer thickness ... 4.70 ± 0.03 mm (0.185 ± 0.001 inch)
End play of a new camshaft ... 0.13 ± 0.08 mm (0.005 ± 0.003 inch)
Maximum permissible end play of a worn camshaft ... 0.46 mm (0.018 inch)
(2) Diameter of the camshaft journals ... 65.126 ± 0.013 mm (2.5640 ± 0.0005 inch)
(A) Distance between the shoulder of the camshaft and the shoulder of the gear
Total distance ... 4.83 ± 0.05 mm (0.190 ± 0.002 inch)
(B) Camshaft lobe lift
Specified camshaft lobe lift (B)
Exhaust lobe ... 7.35 mm (0.289 inch)

Inlet lobe ... 9.36 mm (0.369 inch)
To find the lobe lift, use the procedure that follows:
1. Measure the camshaft lobe height (C) .
2. Measure the base circle (D) .
3. Subtract the base circle that is found in Step 2 from the lobe height that is found in Step 1. The difference
is the actual camshaft lobe lift (B) .
Maximum permissible difference between actual lobe lift and the specified lobe lift of a new camshaft ... ± 0.10
mm (0.004 inch)
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i01983169
Camshaft - Remove
SMCS - 1210-011
Removal Procedure
Start By:
A. Remove the rocker arms and the pushrods. Refer to Disassembly and Assembly, "Rocker Shaft and
Pushrod - Remove".
B. Remove the unit injector hydraulic pump. Refer to Disassembly and Assembly, "Unit Injector Hydraulic
Pump - Remove".
NOTICE
NOTICE

containing fluids.


1. Remove the front cover.
2. Turn the crankshaft to top center compression stroke for the No. 1 piston. Install the timing bolt in the
flywheel. This is for timing during installation.
3. Ensure that the timing marks on camshaft drive gear (1), the idler gear, and the crankshaft gear are
aligned.
4. Wire the valve lifters away from the camshaft.
5. Remove bolts (2) and camshaft retainer plate (3) .

6. Remove camshaft (4) from the cylinder block.
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i01983200
Camshaft - Install
SMCS - 1210-012
NOTICE
1. Carefully install camshaft (4) in the cylinder block.
NOTICE
When installing the camshaft, make sure the number one cylinder is at
top center of the compression stroke with the timing bolt installed in
the flywheel. The camshaft timing is very important. The timing mark
on the camshaft drive gear must line up with the timing mark on the
idler gear. Refer to the Specifications Manual for more information.
2. Ensure that the timing marks on the camshaft drive gear (1), the idler gear, and the crankshaft gear are
aligned.
3. Lower the valve lifters onto the camshaft.
4. Install camshaft retainer plate (3) and bolts (2) on camshaft gear (1) .
5. Install the front cover.
End By:
a. Install the unit injector hydraulic pump. Refer to Disassembly and Assembly, "Unit Injector Hydraulic
Pump - Install".
b. Install the rocker arms and the pushrods. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod
- Install".
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i01983227
Camshaft Gear - Remove and Install

SMCS - 1210-010
Removal Procedure
Start By:
A. Remove the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove".
1. Wrap the camshaft with a protective covering in order to prevent damage to the camshaft.
NOTICE
Do not allow the camshaft to fall to the floor when pressing it from the
drive gear. Also make sure that the camshaft lobes do not catch on the
press plates.
2. Place camshaft (2) and camshaft gear (1) in a suitable press. Press camshaft (2) from camshaft gear (1) .
3. If necessary, remove the key (3) from the camshaft.
1. Raise the temperature of camshaft gear (1) .
2. Align key (3) in the camshaft with the groove (keyway) in the camshaft gear.
3. Install camshaft gear (1) on the end of camshaft (2) .
End By: Install the camshaft. Refer to Disassembly and Assembly, "Camshaft - Install".
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i02183087
Camshaft Bearings - Remove and Install

SMCS - 1211-010
Removal Procedure
Table 1
Required Tools
A 8S-2241 Camshaft Bearing Tool Group 1
Start By:
NOTICE
NOTICE

containing fluids.

Note: Note the oil hole orientation in each camshaft bearing prior to removal for assembly purposes.
1. Use Tooling (A) to remove the camshaft bearings from the cylinder block.
Table 2
Required Tools
NOTICE

1. Use Tooling (A) to install all of the camshaft bearings except for the front bearing. Orient oil hole (1) in
each bearing so that oil hole (1) is located at the top of the bore.
2. Use Tooling (A) to install the front camshaft bearing. Align oil hole (1) in the front camshaft bearing with
the oil hole in the cylinder block. Locate joint (2) in the front camshaft bearing in the proper position.
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Specifications
i02463213
Rear Seal Carrier - If Equipped

SMCS - 1161
(1) Apply 230-6262 Sealant to the joint face of the seal carrier. Spread the liquid gasket uniformly on the joint
face. The seal carrier must be assembled and tightened to the cylinder block within ten minutes.
(2) Apply 9S-3263 Thread Lock Compound to the threads of the eight bolts.
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i01987820
Crankshaft Rear Seal Carrier - Remove and Install

SMCS - 1161-010
Removal Procedure
Start By:
A. Remove the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing - Remove and
Install".
NOTICE

2. Remove rear seal carrier (2) .
Table 1
Required Tools
A 138-8440 Component Cleaner
B 169-5464 Quick Cure Primer
C 1U-8846 Gasket Sealant
D 9S-3263 Thread Lock Compound
NOTICE

1. Clean the joint face of rear seal carrier (2) and the cylinder block with Tooling (A) .
2. Apply Tooling (B) to the joint face of rear seal carrier (2). Allow the primer to air dry for three to five
minutes.
Note: Tooling (C) is used on the joint face of rear seal carrier (2). Do not allow the sealant to get into the
oil passage in the mounting face of the cylinder block.
3. Apply Tooling (C) to the joint face of rear seal carrier (2). Spread the sealant uniformly. Rear seal carrier
(2) must be installed within ten minutes of application of the sealant.
4. Position rear seal carrier (2) on the dowels in the rear of the cylinder block.
5. Apply Tooling (D) on the threads of bolts (1). Install bolts (1) that hold rear seal carrier (2) to the cylinder
block.
End By: Install the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing - Remove and
Install".
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Specifications
i02309233
Refrigerant Compressor
SMCS - 1802
Use the following procedure to install the refrigerant compressor:
1. Install all bolts hand tight.
2. Tighten the top bolt (1).

Tighten the bolt to the following torque. ... 55 ± 10 N·m (40 ± 7 lb ft)
3. Tighten the two lower bolts (4).
4. Tighten the remaining two bolts (2) and (3).
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Specifications
i02778318
Crankshaft
SMCS - 1201
(A) Crankshaft end play ... 0.07 to 0.32 mm (0.003 to 0.013 inch)
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Specifications
i03110055
Crankshaft Seals
SMCS - 1160; 1161
Note: For the complete procedure on removing and installing the crankshaft seals, refer to Disassembly and
Assembly.
Front Crankshaft Seal

Note: The front crankshaft seal and the crankshaft seal excluder are serviced separately.
(1) Install the front crankshaft seal. Ensure that the front face of the crankshaft seal is 2.5 mm (0.10 inch) from
the front housing (3).
(2) Before installing the crankshaft seal excluder onto the crankshaft, lubricate the inside diameter of the
crankshaft seal excluder sparingly with liquid soap.
Note: The shipping sleeve (5) must not be removed prior to the installation of the front crankshaft seal. If the
shipping sleeve has been removed prior to installation of the front crankshaft seal, the front crankshaft seal
should not be used.
Install the front crankshaft seal (1) in the front housing. Remove the shipping sleeve (5). Install the crankshaft
pulley (4).
Rear Crankshaft Seal

(6) Install the rear crankshaft seal into the carrier housing or the flywheel housing (7). After installation of the
rear crankshaft seal, ensure that the rear face of the seal is 15.4 ± 0.5 mm (0.61 ± 0.02 inch) from the rear face of
the engine block (8).
Use the correct type of seal for your application.
Note: The wear sleeve (9) must not be removed from the rear crankshaft seal at any time. If the wear sleeve is
removed from the rear crankshaft seal, the rear crankshaft seal should not be used.
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Specifications
i01135341
Connecting Rod Bearing Journal

SMCS - 1202; 1219; 1225
Table 1
Diameter Of Crankshaft Journal (Bearing Surface) For Connecting Rod Bearings
Original Size Journal 70.000 ± 0.020 mm (2.7559 ± 0.0008 inch)
Undersize Journal
69.750 ± 0.020 mm (2.7461 ± 0.0008 inch)
0.25 mm (0.010 inch)
Undersize Journal
69.500 ± 0.020 mm (2.7362 ± 0.0008 inch)
0.50 mm (0.020 inch)
Clearance between bearing and new journal ... 0.053 to 0.155 mm (0.0021 to 0.0061 inch)
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Specifications
i01135346
Main Bearing Journal

SMCS - 1202; 1203
Table 1
Diameter Of Crankshaft Journal (Bearing Surface) For Main Bearings
Undersize Journal 0.25 mm (0.010 inch) 89.750 ± 0.020 mm (3.5335 ± 0.0008 inch)
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i01980554
Crankshaft Rear Seal - Remove

SMCS - 1161-011
Removal Procedure
Table 1
Required Tools
A 1U-8145 Drill Bit 1
B 1U-7600 Slide Hammer Puller Gp 1
C 4C-4869 Distorter Ring 1
D 5P-7312 Seal Distorter 1
Start By:
A. Remove the flywheel. Refer to Disassembly and Assembly, "Flywheel - Remove".
NOTICE
1. Use Tooling (A) to drill three evenly spaced holes in the crankshaft rear seal.
2. Carefully remove crankshaft rear seal (1) by alternating the position of Tooling (B) from hole to hole. This
will allow crankshaft rear seal (1) to be removed evenly without damage to the rear flange surface of the
crankshaft.
Note: New engines from the factory do not have a wear sleeve. Engines with seals that have been replaced
will be equipped with a wear sleeve. If the crankshaft of the engine is equipped with a wear sleeve, refer to
Disassembly and Assembly, "Crankshaft Wear Sleeve (Rear) - Remove" in order to remove the wear
sleeve.
3. Use Tooling (C) and Tooling (D) to remove the wear sleeve (if equipped).
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i01980581
Crankshaft Rear Seal - Install

SMCS - 1161-012
Table 1
Required Tools
E 1U-7598 Seal Installer Gp 1
NOTICE
Note: Replacement rear seals are supplied with a wear sleeve. This wear sleeve must be installed with the rear
seal. New engines from the factory do not have a wear sleeve. Do not install the rear seal if any of the following
conditions exist:
• The crankshaft rear seal has been separated from the wear sleeve.
• The rear seal group appears to be damaged.
• The crankshaft rear seal has been lubricated. The seal is designed to be installed dry.
1. Ensure that the rear of the crankshaft is thoroughly clean and dry prior to the installation of the crankshaft
rear seal.
Typical example
2. Use Tooling (E) to install crankshaft rear seal (1) .
End By: Install the flywheel. Refer to Disassembly and Assembly, "Flywheel - Install".
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i01982085
Crankshaft Front Seal - Remove

SMCS - 1160-011
Removal Procedure
Table 1
Required Tools
A 1U-7600 Slide Hammer Puller 1
B 1U-8145 Drill Bit 1
Start By:
A. Remove the vibration damper and the pulley. Refer to Disassembly and Assembly, "Vibration Damper and
Pulley - Remove and Install".
NOTICE

1. Use Tooling (B) and carefully drill three evenly spaced holes in crankshaft front seal (1) .
2. Alternate between the drilled holes and use Tooling (A) to remove crankshaft front seal (1) .
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i01982092
Crankshaft Front Seal - Install

SMCS - 1160-012
Table 1
Required Tools
C 1U-7430 Front Seal Installer 1
NOTICE

1. Use Tooling (C) to install crankshaft front seal (1) .
Note: The crankshaft seal is designed to be installed dry.
End By: Install the vibration damper and the pulley. Refer to Disassembly and Assembly, "Vibration Damper
and Pulley - Remove and Install".
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i01983695
Crankshaft Main Bearings - Remove

SMCS - 1203-011
Removal Procedure
Table 1
Required Tools
A 2P-5518 Main Bearing Tool 1
Start By:
A. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Remove".
NOTICE

1. Remove bolts (1). Remove crankshaft main bearing cap (2) .
2. Remove the lower half of the crankshaft main bearing from crankshaft main bearing cap (2) .
NOTICE
If the crankshaft is turned in the wrong direction, the tab of the

crankshaft main bearing will be pushed between the crankshaft and
the cylinder block. this can cause damage to either or both the
crankshaft and the cylinder block.
3. Install Tooling (A) .
4. Turn the crankshaft in order to remove the upper half of the crankshaft main bearing.
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i01983718
Crankshaft Main Bearings - Install

SMCS - 1203-012
Table 1
Required Tools
B 6V-4876 Lubricant 1
C 8T-5096 Dial Indicator Group 1
NOTICE
Note: Place clean engine oil on the crankshaft main bearings prior to assembly. Ensure that the tabs on the back
side of the crankshaft main bearings fit in the grooves of the crankshaft main bearing caps and the cylinder
block.
1. Use Tooling (A) and install the upper halves of the crankshaft main bearings in the cylinder block. Do not
put oil on the back of the crankshaft main bearing.
2. Install the lower halves of the crankshaft main bearings in crankshaft main bearing caps (2). Do not put oil
on the back of the crankshaft main bearing.
NOTICE
Crankshaft main bearing caps should be installed with the part

number toward the right side of the engine. Crankshaft main bearing
caps are to be identified by stamped numbers 1 through 7 located on
the bottom surface. The thrust plate is used on the number 6
crankshaft main bearing only.
3. Position crankshaft main bearing caps (2) on the cylinder block. Apply Tooling (B) on the bolt threads and
on the washer face. Install bolts (1) .
4. Tighten bolts (1) to a torque of 54 ± 7 N·m (40 ± 5 lb ft). Tighten each bolt (1) for an additional 90 ± 5
degrees (1/4 turn).
5. Check the end play of the crankshaft with Tooling (C). The end play must be 0.07 to 0.32 mm (0.003 to
0.013 inch).
End By: Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Install".
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i02374826
Crankshaft - Remove
SMCS - 1202-011
Removal Procedure
Start By:
A. Remove the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing - Remove and
Install".
B. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Remove".
C. Remove the front housing. Refer to Disassembly and Assembly, "Housing (Front) - Remove".
NOTICE

1. Remove main bearing caps (2) .
2. Remove connecting rod caps (3) .

3. Put identification marks on the gear train for installation purposes. Attach a suitable lifting device to each
end of crankshaft (1) . Carefully remove crankshaft (1) from the cylinder block. The weight of crankshaft
(1) is approximately 60 kg (132 lb).
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i02374834
Crankshaft - Install
SMCS - 1202-012
Table 1
Required Tools
A 8T-5096 Dial Indicator Group 1
NOTICE
NOTICE
Ensure that the crankshaft main bearing tabs engage with the grooves
in the block and the crankshaft main bearing cap.
Note: The number six main bearing is the thrust bearing.
1. Clean the bearing surfaces in the cylinder block for the main bearings. Apply clean engine oil on the upper
main bearing. Do not put engine oil on the back side of the bearing surfaces. Install the upper main bearing
in the cylinder block. Ensure that the tab on the back side of the bearing engages with the groove in the
cylinder block.
2. Put clean engine oil on the journals of the crankshaft bearing. Attach a suitable lifting device to crankshaft
(1) . The weight of crankshaft (1) is approximately 60 kg (132 lb). Carefully install the crankshaft in the
cylinder block.
3. Clean the bearing surface of the main bearing caps. Install the lower main bearing in the crankshaft main
bearing caps. Ensure that the tab on the back side of the bearing engages with the groove in the main
bearing cap. Apply clean engine oil on the lower main bearing. Do not put engine oil on the back side of
the bearing surfaces.
4. Install crankshaft main bearing caps with the part numbers toward the right hand side of the cylinder
block. The numbers should start at the front of the engine. Place clean engine oil or Molylube on the bolt
threads and the washers.
5. Install the bolts for main bearing caps (2) . Tighten the bolts to a torque of 54 ± 7 N·m (40 ± 5 lb ft).
6. Turn the bolts for an additional 90 ± 5 degrees (1/4 turn).
7. Install connecting rod caps (3) . Refer to Disassembly and Assembly, "Pistons and Connecting Rods -
Install".
8. Check the end play of crankshaft (1) with Tooling (A) . The end play must be 0.07 to 0.32 mm (0.003 to
0.013 inch).
End By:
a. Install the front housing. Refer to Disassembly and Assembly, "Housing (Front) - Install".
b. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Install".
c. Install the flywheel housing. Refer to Disassembly and Assembly, "Flywheel Housing - Remove and
Install".
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i01984006
Crankshaft Gear - Remove and Install

SMCS - 1204-010
Removal Procedure
Table 1
Required Tools
8B-7551 Bearing Puller 1
8B-7549 Puller Leg 2
3H-0465 Push-Puller Plate 4
A 6B-6682 Full Nut 2
8B-7560 Step Plate 1
1P-0820 Hydraulic Puller 1
9U-6600 Hand Hydraulic Pump 1
Start By:
A. Remove the crankshaft. Refer to Disassembly and Assembly, "Crankshaft - Remove".
NOTICE

1. Use Tooling (A) in order to remove crankshaft gear (3) from crankshaft (1) .
2. Remove woodruff key (2) .
NOTICE

1. Position woodruff key (2) in crankshaft (1) .
Hot oil and hot components can cause personal injury. Do not allow hot
oil or hot components to contact the skin.
2. Raise the temperature of crankshaft gear (3). Install crankshaft gear (3) on crankshaft (1) .
End By: Install the crankshaft. Refer to Disassembly and Assembly, "Crankshaft - Install".
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i05977048
Bearing Clearance - Check

SMCS - 1203-535; 1219-535
Measurement Procedure
Table 1
Required Tools
Plastic Gauge (Green)
198-9142 0.025 to 0.076 mm 1
(0.001 to 0.003 inch)
Plastic Gauge (Red)
198-9143 0.051 to 0.152 mm 1
(0.002 to 0.006 inch)
A
Plastic Gauge (Blue)
198-9144 0.102 to 0.229 mm 1
(0.004 to 0.009 inch)
Plastic Gauge (Yellow)
198-9145 0.230 to 0.510 mm 1
(0.009 to 0.020 inch)
Note: Plastic gauge may not be necessary when the engine is in the chassis.
NOTICE

Note: Cat does not recommend the checking of the actual bearing clearances particularly on small engines. This
is because of the possibility of obtaining inaccurate results and the possibility of damaging the bearing or the
journal surfaces. Each Cat engine bearing is quality checked for specific wall thickness.
Note: The measurements should be within specifications and the correct bearings should be used. If the
crankshaft journals and the bores for the block and the rods were measured during disassembly, no further
checks are necessary. However, if the technician still wants to measure the bearing clearances, Tooling (A) is an
acceptable method. Tooling (A) is less accurate on journals with small diameters if clearances are less than
0.10 mm (0.004 inch).
NOTICE
Lead wire, shim stock or a dial bore gauge can damage the bearing
surfaces.
The technician must be very careful to use Tooling (A) correctly. The following points must be remembered:
• Ensure that the backs of the bearings and the bores are clean and dry.
• Ensure that the bearing locking tabs are properly seated in the tab grooves.
• The crankshaft must be free of oil at the contact points of Tooling (A).
1. Put a piece of Tooling (A) on the crown of the bearing that is in the cap.
Note: Do not allow Tooling (A) to extend over the edge of the bearing.
2. Use the correct torque-turn specifications in order to install the bearing cap. Do not use an impact wrench.
Be careful not to dislodge the bearing when the cap is installed.
Note: Do not turn the crankshaft when Tooling (A) is installed.
3. Carefully remove the cap, but do not remove Tooling (A). Measure the width of Tooling (A) while
Tooling (A) is in the bearing cap or on the crankshaft journal. Refer to Illustration 1.
Typical Example
4. Remove all of Tooling (A) before you install the bearing cap.
Note: When Tooling (A) is used, the readings can sometimes be unclear. For example, all parts of Tooling
(A) are not the same width. Measure the major width in order to ensure that the parts are within the
specification range. Refer to Specifications Manual, "Connecting Rod Bearing Journal" and Specifications
Manual, "Main Bearing Journal" for the correct clearances.
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Specifications
i03021214
Cylinder Block Cover Group

SMCS - 1201
Left side view of engine
(3) Cover
(2) Install the gasket so that the bead is facing the cover.
Note: Apply 1U-8846 Gasket Sealant to the gasket surface that is on the cover. Spread the sealant uniformly on
the face of the cover and around the bolt holes. The cover must be installed and tightened within ten minutes.
(4) Use 12 spacers along the bottom row of bolts for each of the cover.
(5) Install the sleeve in six locations (1).
Tighten the bolt 1 through 8 on each cover in a numerical sequence that is shown in Illustration 2 to standard
torque.
Again, tighten the bolt 1 through 8 on each cover in a numerical sequence that is shown in Illustration 2 to
standard torque.
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Specifications
i02777619
Cylinder Block
SMCS - 1201
(1) Installation depth of the cup plug from the block face to the top edge of the plug. ... 1.25 ± 0.25 mm (0.049 ±
0.010 inch)
View A-A
(2) Location of the joint for the six camshaft bearings
(B) Bore diameters in the cylinder block for all camshaft bearings except the front bearing ... 69.000 ± 0.038 mm
(2.7165 ± 0.0015 inch)
(C) Bore diameter in the cylinder block for the front camshaft bearing ... 70.000 ± 0.025 mm (2.7559 ± 0.0010
inch)
(D) Distance from the centerline of the crankshaft bore to the top surface of the cylinder block ... 322.00 mm
(12.68 inch)
(3) Location of the joint for the front camshaft bearing
(4) Front camshaft bearing oil hole
Note: The front camshaft bearing is installed with the bearing oil hole in alignment with the oil hole in the
cylinder block and bearing joint (3) in the position that is shown.
(E) Bearing cap
Width of the main bearing cap ... 159.995 mm (6.2990 inch)

Width of the cylinder block for the main bearing ... 160.000 + 0.018 - 0.023 mm (6.2992 + 0.0007 -
0.0009 inch)
(F) Distance from the centerline of the crankshaft bore to the pan rail ... 110.00 mm (4.331 inch)
(G) Bore in the cylinder block for the seven main bearings ... 95.000 ± 0.013 mm (3.7402 ± 0.0005 inch)
(5) Location of the sequence number for the bearing cap
(6) Main bearing cap bolts

Install the bearing caps with the sequence number to the right. The order is 1 through 7 (front to rear).
1. Apply "SAE 30" engine oil to the bolt threads (6) and face of the washers.
2. Tighten bolts (6) on each bearing cap.
Tighten to the following torque. ... 54 ± 7 N·m (40 ± 5 lb ft)
3. Tighten bolts (12) on each bearing cap again.
Tighten the bolts by another one quarter of a turn. ... 90 ± 5 degrees
Note: Additional information on reconditioning procedures can be ordered. Refer to the following documents:
Guideline For Reusable Parts And Salvage Operations, SEBF8192, "Specifications and Salvage for Cylinder
Blocks on 3114, 3116, 3126 and 3126B Engines"
Guideline For Reusable Parts And Salvage Operations, SEBF8261, "Installing a 7C-6208 Cylinder Sleeve in
3114 and 3116 Engines and a 107-7604 Cylinder Sleeve in 3126 Engines"
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Specifications
i01135346
Main Bearing Journal

SMCS - 1202; 1203
Table 1
Diameter Of Crankshaft Journal (Bearing Surface) For Main Bearings
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Specifications
i02210314
Piston Cooling Jet

SMCS - 1331
(1) Piston cooling jet
The piston cooling jets must be checked for the location of the stream of oil. Insert a drill rod with a diameter of
1.90 mm (0.075 inch) into the orifice. This drill rod simulates the stream of oil under normal operating pressure.
The drill rod must pass through a circle with a diameter of 5.0 mm (0.20 inch) at point (A) .
Use the following dimensions in order to locate point (A) .
Dimension (B) ... 17.0 mm (0.67 inch)

Dimension (C) ... 33.0 mm (1.30 inch)
Dimension (D) ... 50.0 mm (1.97 inch)
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Specifications
i01234648
Piston Cooling Jet

SMCS - 1331
Two-Piece Articulated Piston


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i02183087

SMCS - 1211-010
Removal Procedure
Table 1
Required Tools
Start By:
NOTICE
NOTICE

containing fluids.

Table 2
Required Tools
NOTICE

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i02372739
Piston Cooling Jets - Remove and Install

SMCS - 1331-010
Removal Procedure
Start By:
A. Remove the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove and Install".
NOTICE
NOTICE

containing fluids.


1. Remove bolt (2) and piston cooling jet (1) from each cylinder.
NOTICE

1. Position piston cooling jet (1) in the cylinder block. Install bolt (2) . Tighten the bolt to a torque of 28 ± 7
N·m (21 ± 5 lb ft).
End By: Install the engine oil pan. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove and Install".
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i01983695
Crankshaft Main Bearings - Remove

SMCS - 1203-011
Removal Procedure
Table 1
Required Tools
Start By:
NOTICE

1. Remove bolts (1). Remove crankshaft main bearing cap (2) .
2. Remove the lower half of the crankshaft main bearing from crankshaft main bearing cap (2) .
NOTICE
If the crankshaft is turned in the wrong direction, the tab of the

crankshaft main bearing will be pushed between the crankshaft and
the cylinder block. this can cause damage to either or both the
crankshaft and the cylinder block.
3. Install Tooling (A) .
4. Turn the crankshaft in order to remove the upper half of the crankshaft main bearing.
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i01983718
Crankshaft Main Bearings - Install

SMCS - 1203-012
Table 1
Required Tools
B 6V-4876 Lubricant 1
C 8T-5096 Dial Indicator Group 1
NOTICE
Note: Place clean engine oil on the crankshaft main bearings prior to assembly. Ensure that the tabs on the back
side of the crankshaft main bearings fit in the grooves of the crankshaft main bearing caps and the cylinder
block.
1. Use Tooling (A) and install the upper halves of the crankshaft main bearings in the cylinder block. Do not
put oil on the back of the crankshaft main bearing.
2. Install the lower halves of the crankshaft main bearings in crankshaft main bearing caps (2). Do not put oil
on the back of the crankshaft main bearing.
NOTICE
Crankshaft main bearing caps should be installed with the part

number toward the right side of the engine. Crankshaft main bearing
caps are to be identified by stamped numbers 1 through 7 located on
the bottom surface. The thrust plate is used on the number 6
crankshaft main bearing only.
3. Position crankshaft main bearing caps (2) on the cylinder block. Apply Tooling (B) on the bolt threads and
on the washer face. Install bolts (1) .
4. Tighten bolts (1) to a torque of 54 ± 7 N·m (40 ± 5 lb ft). Tighten each bolt (1) for an additional 90 ± 5
degrees (1/4 turn).
5. Check the end play of the crankshaft with Tooling (C). The end play must be 0.07 to 0.32 mm (0.003 to
0.013 inch).
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i05977048

SMCS - 1203-535; 1219-535
Table 1
Required Tools
198-9142 0.025 to 0.076 mm 1
(0.001 to 0.003 inch)
Plastic Gauge (Red)
198-9143 0.051 to 0.152 mm 1
(0.002 to 0.006 inch)
A
198-9144 0.102 to 0.229 mm 1
(0.004 to 0.009 inch)
198-9145 0.230 to 0.510 mm 1
(0.009 to 0.020 inch)
NOTICE

0.10 mm (0.004 inch).
NOTICE
surfaces.
Typical Example
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Specifications
i02273377
Cylinder Head Valves

SMCS - 1105
Note: The inlet and exhaust valve stems must be coated with engine oil prior to installation in the cylinder head.
Note: The tips of the inlet and exhaust valves must be coated with 8T-2998 Lubricant. The lubricant must be
applied after assembly of the retainer.
(1) Exhaust valve
(2) Inlet valve
(3) 137-6718 Spring for exhaust valve
Free length ... 92.08 mm (3.625 inch)

Assembled length ... 80.27 mm (3.160 inch)
Load at assembled length ... 662 ± 33 N (150 ± 7 lb)
Minimum operating length ... 66.27 mm (2.609 inch)
Load at minimum operating length ... 1445 ± 58 N (325 ± 13 lb)
(4) 140-6188 Spring for inlet valve


Load at assembled length ... 302.5 ± 18 N (68 ± 4 lb)
Minimum operating length ... 46.4 mm (1.83 inch)
Load at minimum operating length ... 898.5 ± 36 N (200 ± 8 lb)
(5) Height to the top of the valve guides
Inlet valves ... 23.00 ± 0.50 mm (0.906 ± 0.020 inch)

Exhaust valves ... 17.80 ± 0.50 mm (0.701 ± 0.020 inch)
Diameter of inlet valve guide ... 13.030 ± 0.008 mm (0.5130 ± 0.0003 inch)
Diameter of exhaust valve guide ... 16.000 ± 0.008 mm (0.6299 ± 0.0003 inch)
Note: Install the valve guide from the spring side of the cylinder head.
Note: Assemble the valve guide. Seat the seal against the top of the valve guide.
(6) Valve stem diameter ( new)

Exhaust valve ... 9.441 ± 0.010 mm (0.3717 ± 0.0004 inch)
The cylinder head valves can be reused if the minimum dimensions for the valve stems are met.
Minimum diameter of a valve stem ( worn)
Inlet valve ... 7.965 mm (0.3136 inch)

Exhaust valve ... 9.408 mm (0.3704 inch)
After installation into the cylinder head, the valve guide bore is the following value.
Diameter of the valve guide bore ( new)
Inlet valve ... 8.072 ± 0.013 mm (0.3178 ± 0.0005 inch)

The valve guide can be reused. The valve guide bore must not be larger than the following value.
Maximum diameter of a valve guide bore ( worn)

(7) Diameter of the valve head

(8) Angle of the valve faces
Inlet valve ... 29.75 ± 0.25 degrees

Exhaust valve ... 45.00 ± 0.25 degrees
(9) Diameter of the valve seat inserts

Diameter of the bore in cylinder head for the valve seat insert
Bore diameter

Note: The valve seat insert must be shrunk by reduced temperature before the valve seat insert is installed in the
head.
(10) Angle of the valve seat inserts
Inlet valve ... 30.25 ± 0.25 degrees

Exhaust valve ... 45.5 ± 0.25 degrees
(11) Depth of the bore in the head for the valve seat insert ... 10.00 ± 0.05 mm (0.394 ± 0.002 inch)
(12) Outside diameter of the seating face of the valve seat insert

Note: Do not reuse the valve seat inserts if the outside diameter of the valve seat insert is larger than the
specified value.
(13) The valve lips can be reused if the minimum dimensions for the valve lips are met.

(14) Distance from the head of the valve to the cylinder head face. The valve must be closed.
Inlet valve
Maximum permissible distance ... 1.71 mm (0.067 inch)

Minimum permissible distance ... 1.09 mm (0.043 inch)
Exhaust valve
Maximum permissible distance ... 1.71 mm (0.067 inch)

Minimum permissible distance ... 1.09 mm (0.043 inch)
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Specifications
i02209307
Cylinder Head
SMCS - 1100
S/N - 7151-UP
S/N - DCS1-UP
(1) Large bolts
(2) Small bolts
Use the following procedure to install bolts (1) and (2) :
1. Apply engine oil to the threads of the bolts.
2. Tighten the large bolts (1) in a numerical sequence.

3. Tighten the large bolts (1) in a numerical sequence.
4. Tighten the large bolts (1) again in a numerical sequence.
5. Tighten the small bolts (2) in a numerical sequence.
Front and rear views of the cylinder head
(3) The installation depth of the cup plug is measured from the face of the cylinder head to the top edge of the
plug. Depth of installation ... 1.25 ± 0.25 mm (0.049 ± 0.010 inch)
(4) Apply 9S-3263 Thread Lock Compound to the first three threads of the plugs. Tighten the plugs to the
following torque. ... 184 ± 18 N·m (136 ± 13 lb ft)
(5) Height of new cylinder head ... 158 ± 0.15 mm (6.220 ± 0.006 inch)
Cross section view of the cylinder head
The view is rotated 15.5 degrees in a counterclockwise direction.
(6) Apply 9S-3263 Thread Lock Compound to the cylinder head at location (A).
Location of the 154-8025 Socket Setscrew (Orifice)
(7) Tighten a new 154-8025 Socket Setscrew (Orifice) that has the dry Loctite to a torque of 47 ± 9 N·m (35 ± 7
lb ft).
The new 154-8025 Socket Setscrew (Orifice) and the former 142-7290 Socket Setscrew may be reused. Apply
154-9731 Thread Lock Compound to the threads of the socket setscrew (orifice). Tighten the socket setscrew
(orifice) to a torque of 47 ± 9 N·m (35 ± 7 lb ft).
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i04466734
Unit Injector Sleeve - Remove

SMCS - 1713-011
Removal Procedure
Table 1
Required Tools
A 151-4832 Injector Sleeve Tool 1
Start By:
A. Remove the unit injectors. Refer to Disassembly and Assembly, "Unit Injector - Remove".
NOTICE

1. Install Tooling (A) into unit injector sleeve (1) .
2. Use Tooling (A) in order to remove unit injector sleeve (1) from the cylinder head.
3. Remove O-ring seals (2) from unit injector sleeve (1) .
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i04819446
Unit Injector Sleeve - Install

SMCS - 1713-012
Table 1
Required Tools
B 221-9777 Sleeve Installer Tool 1
NOTICE

1. Install two new O-ring seals (2) on unit injector sleeve (1) .
2. Place unit injector sleeve (1) on Tooling (B) .

3. Lubricate the new O-ring seals with clean engine oil.
4. Apply Tooling (C) to the base of the injector sleeve bore that is indicated by Dimension (A) .
5. Use Tooling (B) and a hammer to install the unit injector sleeve in the cylinder head.
End By: Install the unit injectors. Refer to Disassembly and Assembly, "Unit Injector - Install".
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i02374873
Inlet and Exhaust Valves - Remove and Install

SMCS - 1105-010
Removal Procedure
Table 1
Required Tools
A 5S-1330 Valve Spring Compressor 1
Start By:
A. Remove the cylinder head assembly. Refer to Disassembly and Assembly, "Cylinder Head - Remove".
NOTICE

Personal injury can result from being struck by parts propelled by a

released spring force.
Make sure to wear all necessary protective equipment.
Follow the recommended procedure and use all recommended tooling to

release the spring force.
1. Use Tooling (A) to compress valve spring (4) . Remove retainer lock (6) .
2. Remove Tooling (A) . Remove spring retainer (5) , valve spring (4) , and washer (3) .
3. Remove valve seal (1) and valve (2) .
4. Repeat Steps 1 through 3 in order to remove the remaining inlet valves and exhaust valves.
Table 2
Required Tools
A 5S-1330 Valve Spring Compressor 1
NOTICE
The valve spring keepers can be thrown from the valve when the valve
spring compressor is released. Ensure that the valve spring keepers are
properly installed on the valve stem. To help prevent personal injury,
keep away from the front of the valve spring keepers and valve springs
during the installation of the valves.
1. Lubricate valve (2) with clean engine oil. Install valve (2) in the cylinder head assembly. Install new valve
seal (1) onto the valve guide.
2. Place the following items on the valve stem: washer (3) , valve spring (4) and spring retainer (5) .
Note: A small amount of grease can be used to hold the retainer locks in position during installation.
3. Use Tooling (A) to compress valve spring (4) . Install retainer lock (6) .
4. Repeat Steps 1 through 3 in order to install the remaining inlet valves and exhaust valves.
End By: Install the cylinder head assembly. Refer to Disassembly and Assembly, "Cylinder Head - Install".
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i01979506
Inlet and Exhaust Valve Guides - Remove and Install

SMCS - 1104-010
Removal Procedure
Table 1
Required Tools
A 1U-7793 Valve Guide Driver 1
B 9U-6895 Valve Guide Driver 1
Start By:
A. Remove the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and Exhaust Valves -
Remove and Install".
NOTICE

1. Use Tooling (A) to remove inlet valve guides (2) from the cylinder head assembly. Use Tooling (B) to
remove exhaust valve guides (1) from the cylinder head assembly.
Table 2
Required Tools
A 1U-7793 Valve Guide Driver 1
B 9U-6895 Valve Guide Driver 1
C 1U-7792 Guide Collar 1
D 149-4008 Guide Collar 1
NOTICE

1. Position inlet valve guide (2) and tap on the top of inlet valve guide (2) .
2. Use Tooling (A) and Tooling (C) to install inlet valve guide (2). Install inlet valve guides (2) until the
protrusion is 23.0 ± 0.5 mm (0.90 ± 0.02 inch) above the cylinder head assembly.
3. Use Tooling (B) and Tooling (D) to install exhaust valve guide (1). Install exhaust valve guide (1) until the
protrusion is 17.8 ± 0.5 mm (0.70 ± 0.02 inch) above the cylinder head assembly.
End By: Install the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and Exhaust Valves -
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i02368759
Inlet and Exhaust Valve Seat Inserts - Remove and Install

SMCS - 1103-010
Removal Procedure
Table 1
Required Tools
A (1) 6V-4194 Valve Seat Extractor 1
B (1) 165-5647 Valve Seat Extractor 1
C (1) 6V-4804 Handle 1
D (1) 6V-4192 Shaft 1
E (1) 6V-4199 Lifting Bracket 1
(1)
Part of the 166-7441 Valve Seat Extractor Tool Group
Start By:
A. Remove the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and Exhaust Valves -
NOTICE

Note: Replace Tooling (A) with Tooling (B) for the removal of the inlet valve seat insert.
1. Install Tooling (A) in the exhaust valve seat insert.
2. Install Tooling (C) and Tooling (D) in Tooling (A) . Hand tighten Tooling (D) . Tooling (A) will expand
below the edge of valve seat insert (1) .
3. Install Tooling (E) on the cylinder head under Tooling (C) . Hold Tooling (D) while you turn Tooling (C) .
Remove valve seat (1) .
Table 2
Required Tools
F 149-6115 Installer 1
NOTICE

Note: Do not machine the prefinished valve seat inserts in order to correct the valve stem projection. An
excessive valve stem projection indicates that the valve seat insert is not seated or material was not
cleaned from the bottom of the counterbore.
1. Turn Tooling (F) upside-down and use Tooling (F) and a press to install valve seat inserts (1) in the
cylinder head assembly.
End By: Install the inlet and exhaust valves. Refer to Disassembly and Assembly, "Inlet and Exhaust Valves -
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i01982634
Cylinder Head - Remove

SMCS - 1100-011
Removal Procedure
Start By:
A. Remove the fan drive. Refer to Disassembly and Assembly, "Fan Drive - Remove".
B. Remove the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Remove".
C. Remove the unit injectors. Refer to Disassembly and Assembly, "Unit Injector - Remove".
NOTICE
NOTICE

containing fluids.


1. Attach a suitable lifting device to the cylinder head.
2. Remove bolts (1) and (2). Carefully remove cylinder head (3) from the cylinder block. The weight of the
cylinder head is approximately 85 kg (187 lb).
3. Remove cylinder head gasket (4) .
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i01982699
Cylinder Head - Install

SMCS - 1100-012
Table 1
Required Tools
A 6V-4876 Lubricant 1
NOTICE

1. Install a new cylinder head gasket (4) .
2. Attach a suitable lifting device to cylinder head (3). The weight of the cylinder head is approximately 85
kg (187 lb). Position cylinder head (3) onto the dowels in the cylinder block.
3. Lubricate the cylinder head bolts (1) and (2) and the washers with Tooling (A). Install cylinder head bolts
(1) and (2) .
4. Tighten the cylinder head bolts according to the following procedure:
a. Tighten bolt (1) through bolt (14) in a numerical sequence to a torque of 300 ± 15 N·m (221 ± 11 lb
ft).
b. Loosen bolt (1) through bolt (14) until the washers are loose under the bolt heads.
c. Tighten bolt (1) through bolt (14) again in a numerical sequence to a torque of 130 ± 15 N·m (95 ±
11 lb ft).
d. Again tighten bolt (1) through bolt (14) in a numerical sequence to a torque of 130 ± 15 N·m (95 ±
11 lb ft).
e. Turn bolt (1) through bolt (14) in a numerical sequence for an additional 90° (1/4 turn).
f. Tighten bolt (15) through bolt (20) in a numerical sequence to a torque of 55 ± 7 N·m (41 ± 5 lb ft).
End By:
a. Install the unit injectors. Refer to Disassembly and Assembly, "Unit Injector - Install".
b. Install the turbocharger. Refer to Disassembly and Assembly, "Turbocharger - Install".
c. Install the fan drive. Refer to Disassembly and Assembly, "Fan Drive - Install".
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i02183087

SMCS - 1211-010
Removal Procedure
Table 1
Required Tools
Start By:
NOTICE
NOTICE

containing fluids.

Table 2
Required Tools
NOTICE

Copyright 1993 - 2018 Caterpillar Inc. Sat Jan 6 00:00:16 CST 2018
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Specifications
i01456995
Vibration Damper
SMCS - 1205
Typical example
(1) Damper assembly
(2) Pulley
(3) Bolts
Torque for bolts ... 200 ± 25 N·m (150 ± 18 lb ft)
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i01982013
Vibration Damper and Pulley - Remove and Install

SMCS - 1205-010
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Specifications
i02105157
Fan Drive
SMCS - 1359
(1) Apply 10 grams (0.35 ounce) of 2S-3230 Bearing Lubricant.
(2) Apply 4C-4030 Thread Lock Compound to the threads of the bolt and tighten the bolt to the following
torque. ... 115 N·m (85 lb ft)
(5) Hand pack the bearing cup and the cone halves with a liberal amount of 2S-3230 Bearing Lubricant prior to
assembly. Apply 5 grams (0.18 ounce) of 2S-3230 Bearing Lubricant.
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Specifications
i01405290
Flywheel
SMCS - 1156
Note: Refer to System Operation, Testing and Adjusting for the correct method of inspecting the flywheel.
(1) Bolt
(2) Ring gear
(3) Spring pin
(4) Shoulder
The following instructions should be used during installation of the ring gear:
1. Install the flywheel ring gear. Face the "part number" on the ring gear (2) toward the engine block. The
flywheel ring gear must be installed against the shoulder (4). The flywheel ring gear can be heated for
installation. See table 1. Do not use a torch.
Table 1
Maximum Temperature
Part Number Maximum Temperature
6I-2997 Flywheel Ring Gear

320 °C (608 °F)
1W-1064 Flywheel Ring Gear

204 °C (400 °F)
2. Press the spring pin (3) into the crankshaft before assembling the flywheel to the crankshaft. Check the
distance from the face of the crankshaft to the end of the pin (3) .
Distance ... 11.0 ± 1.0 mm (.43 ± .04 inch)
3. Tighten the bolts (1) that hold the flywheel to the crankshaft.
Tighten to the following torque. ... 120 ± 20 N·m (90 ± 15 lb ft)
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Specifications
i03089705
Flywheel Housing
SMCS - 1157
(1) Sealing surface

Note: Refer to Systems Operation/Testing and Adjusting for the correct method of inspecting the flywheel
housing.
Apply 1U-8846 Gasket Sealant to all of the sealing surfaces of the flywheel housing. The flywheel housing must
be assembled and tightened to the block within ten minutes.
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Specifications
i00879407
Engine to Transmission Adapter

SMCS - 1001
Typical example
(1) Crankshaft
(2) Flywheel assembly
(3) Hub
(4) Flex plate
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i01980480
Flywheel - Remove and Install

SMCS - 1156-010
Removal Procedure
Table 1
Required Tools
B FT2712 Guide Stud 2
1. Install Tooling (A) on the flywheel. Fasten a suitable lifting device to the flywheel. The weight of
flywheel (1) is approximately 23 kg (50 lb).
2. Remove two bolts and install Tooling (B). Remove the remaining bolts.
3. Remove flywheel (1) .
4. Place the flywheel on a wood block. Use a hammer and a punch in order to remove the flywheel ring gear.
Table 2
Required Tools
B FT2712 Guide Stud 2
1. Raise the temperature of the flywheel ring gear. Do not use a torch to heat the flywheel ring gear. Position
the flywheel ring gear on the flywheel with the part number toward the crankshaft.
2. Use a suitable lifting device to position flywheel (1) on Tooling (B). The weight of flywheel (1) is
3. Apply Tooling (C) to the threads of the bolts. Install the bolts. Remove Tooling (B) and install the
remaining bolts.
4. Tighten the bolts evenly to a torque of 120 ± 20 N·m (90 ± 15 lb ft).
5. Check the flywheel runout. Refer to Testing and Adjusting, "Flywheel - Inspect" for the correct procedure.
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Specifications
i02231565
Gear Group (Front)

SMCS - 1206
(1) Camshaft idler gear
Distance between the front of the bearing face and the front of the gear face (B) ... 0.40 ± 0.25 mm (0.016 ±
0.010 inch)
Diameter of new shaft (A) ... 80.00 ± 0.013 mm (3.1496 ± 0.0005 inch)
(2) Camshaft gear
(3) Tighten the bolts of the camshaft idler gear to the following torque. ... 70 ± 15 N·m (50 ± 11 lb ft)
(4) Align the timing marks on the camshaft idler gear (1) with the holes on the camshaft (2) and the crankshaft
gear (5).
(5) Crankshaft gear
(6) Oil pump drive gear
(7) Apply 9S-3263 Thread Lock Compound to the threads of the oil pump idler gear bolt. Tighten the bolt to the
following torque. ... 70 ± 15 N·m (50 ± 11 lb ft)
(8) Oil pump idler gear
Distance between the rear of the bearing face and the rear of the gear face (C) ... 0.75 ± 0.25 mm (0.030 ± 0.010
inch)
Diameter of new shaft (D) ... 28.644 ± 0.013 mm (1.1277 ± 0.0005 inch)
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i02375078
Camshaft Idler Gear - Remove and Install

SMCS - 1206-010
Removal Procedure
Table 1
Required Tools
A 1P-0520 Driver Gp 1
Start By:
A. Remove the front housing. Refer to Disassembly and Assembly, "Housing (Front) - Remove".
NOTICE
NOTICE

containing fluids.

1. Rotate the crankshaft until the number one piston is at the top center position. Timing mark (4) for
camshaft idler gear (2) should be in line with timing mark (5) for crankshaft drive gear (6) .
2. Remove the bolts that fasten plate (1) to idler shaft (3) . Remove plate (1) .
3. Slide camshaft idler gear (2) from idler shaft (3) .
4. Use Tooling (A) and a suitable press to remove the bearing from camshaft idler gear (2) .
5. Remove the bolt and idler shaft (3) from the cylinder block.
Table 2
Required Tools
A 1P-0520 Driver Gp 1
NOTICE
1. Position idler shaft (3) on the cylinder block. Install the bolt that holds idler shaft (3) to the cylinder block.
Tighten the bolt to a torque of 70 ± 15 N·m (51 ± 11 lb ft).
2. Use Tooling (A) and a suitable press to install the bearing in camshaft idler gear (2) . Install the bearing
until the bearing is 0.40 ± 0.25 mm (0.016 ± 0.010 inch) below the front face of camshaft idler gear (2) .
3. Install camshaft idler gear (2) on idler shaft (3) . Align timing mark (4) for camshaft idler gear (2) with
timing mark (5) for crankshaft drive gear (6) .
4. Position plate (1) and install the bolts. Tighten the bolts to a torque of 70 ± 15 N·m (51 ± 11 lb ft).
End By: Install the front housing. Refer to Disassembly and Assembly, "Housing (Front) - Install".
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Specifications
i03089705
Flywheel Housing
SMCS - 1157
(1) Sealing surface

Note: Refer to Systems Operation/Testing and Adjusting for the correct method of inspecting the flywheel
housing.
Apply 1U-8846 Gasket Sealant to all of the sealing surfaces of the flywheel housing. The flywheel housing must
be assembled and tightened to the block within ten minutes.
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i01981940
Flywheel Housing - Remove and Install

SMCS - 1157-010
Removal Procedure
Table 1
Required Tools
Start By:
A. Remove the flywheel. Refer to Disassembly and Assembly, "Flywheel - Remove".
NOTICE
NOTICE

containing fluids.

1. Fasten Tooling (A) and a suitable lifting device to flywheel housing (1) .
2. Remove bolts (2) and bolt (3) that fastens the flywheel housing to the cylinder block.
3. Remove bolts (4). Remove flywheel housing (1). The weight of flywheel housing (1) is approximately 25
kg (55 lb).
Table 2
Required Tools

B 1U-8846 Gasket Sealant 1
NOTICE
1. Apply Tooling (B) to the entire mounting face of the flywheel housing prior to installation.
2. Fasten Tooling (A) and a suitable lifting device to flywheel housing (1). The weight of flywheel housing
(1) is approximately 25 kg (55 lb). Position flywheel housing (1) on the cylinder block. Install bolts (4) .
3. Install bolts (2) and bolt (3) .
End By: Install the flywheel. Refer to Disassembly and Assembly, "Flywheel - Install".
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Specifications
i03110055
Crankshaft Seals
SMCS - 1160; 1161
Note: For the complete procedure on removing and installing the crankshaft seals, refer to Disassembly and
Assembly.
Front Crankshaft Seal

Note: The front crankshaft seal and the crankshaft seal excluder are serviced separately.
(1) Install the front crankshaft seal. Ensure that the front face of the crankshaft seal is 2.5 mm (0.10 inch) from
the front housing (3).
(2) Before installing the crankshaft seal excluder onto the crankshaft, lubricate the inside diameter of the
crankshaft seal excluder sparingly with liquid soap.
Note: The shipping sleeve (5) must not be removed prior to the installation of the front crankshaft seal. If the
shipping sleeve has been removed prior to installation of the front crankshaft seal, the front crankshaft seal
should not be used.
Install the front crankshaft seal (1) in the front housing. Remove the shipping sleeve (5). Install the crankshaft
pulley (4).
Rear Crankshaft Seal

(6) Install the rear crankshaft seal into the carrier housing or the flywheel housing (7). After installation of the
rear crankshaft seal, ensure that the rear face of the seal is 15.4 ± 0.5 mm (0.61 ± 0.02 inch) from the rear face of
the engine block (8).
Use the correct type of seal for your application.
Note: The wear sleeve (9) must not be removed from the rear crankshaft seal at any time. If the wear sleeve is
removed from the rear crankshaft seal, the rear crankshaft seal should not be used.
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Specifications
i01428466
Front Housing and Covers

SMCS - 1162; 1166
Typical example
Apply 1U-8846 Liquid Gasket to the front housing sealing surfaces before you assemble the front housing to the
cylinder block. The front housing must be assembled and the front housing must be tightened to the cylinder
block within ten minutes.
(1) Cylinder Block
(2) Front housing
(3) Bolts (X) ... 50.0 mm (1.97 inch)
(4) Bolts (Y) ... 20.0 mm (.79 inch)
(5) Front housing cover
(6) Apply 9S-3263 Thread Lock Compound to the serrations of the studs before installation.
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i01983906
Housing (Front) - Remove

SMCS - 1151-011
Removal Procedure
Start By:
A. Remove the crankshaft front seal. Refer to Disassembly and Assembly, "Crankshaft Front Seal - Remove".
B. Remove the camshaft. Refer to Disassembly and Assembly, "Camshaft - Remove".
NOTICE

containing fluids.


1. Remove front engine support (1) .

2. Remove belt tightener (2) .
3. Remove front housing (3) .
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i01983976
Housing (Front) - Install

SMCS - 1151-012
Table 1
Required Tools
A 8T-9011 Component Cleaner 1
B 4C-9500 Quick Cure Primer 1
C 1U-8846 Gasket Sealant 1
1. Clean the joint face on front housing (3) with Tooling (A) .
2. Apply Tooling (B) to the joint face. Allow the primer to dry for at least three to five minutes.
Note: Do not allow Tooling (C) to seal the main oil passage on front housing (3) .
3. Apply Tooling (C) to the joint face. Spread the sealant uniformly. Front housing (3) must be installed
within ten minutes of applying the sealant.
4. Install front housing (3) on the cylinder block.
5. Install belt tightener (2) .

6. Install front engine support (1) .
End By:
a. Install the camshaft. Refer to Disassembly and Assembly, "Camshaft - Install".

b. Install the crankshaft front seal. Refer to Disassembly and Assembly, "Crankshaft Front Seal - Install".
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Specifications
i02266459
Engine Oil Pan

SMCS - 1302
(A) Front
(B) Rear
Apply 1U-8846 Gasket Sealant to four areas on the sealing surface of the oil pan. The areas are marked location
(Y). The areas are at the corners of the oil pan in the following locations:
• connecting joint of the front housing and the front of the cylinder block
• connecting joint of the flywheel housing and the rear of the cylinder block
Use the following procedure to tighten the bolts for the oil pan.
Tighten four bolts (X) .
Start with bolt (Z) and tighten all remaining bolts in a counterclockwise sequence.
Start again with bolt (Z) and tighten all remaining bolts in a counterclockwise sequence.
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i02997599
Engine Oil Pan - Remove and Install

SMCS - 1302-010
Removal Procedure
Hot oil and components can cause personal injury.
Do not allow hot oil or components to contact skin.
NOTICE
NOTICE

containing fluids.

1. Drain the engine oil into a suitable container for storage or disposal. Refer to the Operation and
Maintenance Manual.
Note: Do not pry or gouge the sealing surface of the engine oil pan. Use a rubber mallet to tap lightly on
the engine oil pan, if it is necessary.
2. Remove bolts (2) . Remove engine oil pan (1) and the gasket.
NOTICE
Note: Do not put liquid gasket material on the oil pan gasket or on the gasket surface of the engine oil pan.
1. Place a new gasket and engine oil pan (1) on the cylinder block.
2. Install bolts (2) for engine oil pan (1) . Tighten Bolts (X) . Tighten the bolts to a torque of 31 ± 3 N·m (23
± 2 lb ft).
3. Start at Position (Z) and tighten the remaining bolts in a counterclockwise direction. Tighten the remaining
bolts to a torque of 31 ± 3 N·m (23 ± 2 lb ft).
4. Start at Position (Z) and tighten the bolts again in a counterclockwise direction. Tighten the bolts to a
torque of 31 ± 3 N·m (23 ± 2 lb ft).
5. Fill the engine with oil to the correct level. Refer to the Operation and Maintenance Manual for the correct
filling procedure.
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Specifications
i01135341
Connecting Rod Bearing Journal

SMCS - 1202; 1219; 1225
Table 1
Diameter Of Crankshaft Journal (Bearing Surface) For Connecting Rod Bearings
Undersize Journal
69.750 ± 0.020 mm (2.7461 ± 0.0008 inch)
0.25 mm (0.010 inch)
Undersize Journal
69.500 ± 0.020 mm (2.7362 ± 0.0008 inch)
0.50 mm (0.020 inch)
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Specifications
i00670926
Connecting Rod
SMCS - 1218
Note: The connecting rod must be heated for the installation of the piston pin bearing. Do not use a torch.
The connecting rod may be heated from 175 to 260°C (347 to 500°F) for the installation of the piston pin
bearing.
Length (A) is the maximum distance for heating the connecting rod. ... 75 ± 5 mm (3.0 ± .2 inch)
The bearing joint (B) must be at 12.0 ± 5 degrees above the centerline.
(1) Bore size
Bore in the connecting rod for the piston pin bearing ... 43.191 ± 0.013 mm (1.7004 ± .0005 inch)
Bore in the bearing for the piston pin ... 40.028 ± 0.008 mm (1.5759 ± 0.0003 inch)
(2) Distance between the center of the bearings ... 200.00 mm (7.874 inch)
(3) Location for the etched cylinder numbers on the rod and the cap after assembly
Note: Etch the cylinder number on the connecting rod and the cap in this location (3). Mark the connecting rod
and the cap with a number 1 through 6. Mark the numbers on the same side of the connecting rod as the bearing
retainer notch.
(4) Connecting rod bolts
(5) Bore in the connecting rod for the bearing for the crankshaft connecting rod journal ... 75.000 ± 0.013 mm
(2.9527 ± .0005 inch)
Tighten the connecting rod bolts. Use the instructions that follow:
1. Before installing the connecting rod bolts (4), lubricate the bolt threads and the seating faces of the caps
with engine oil.
2. Install the connecting rod bolts (4) .
Tighten each nut to the following torque. ... 54 ± 7 N·m (40 ± 5 lb ft)
3. Put an alignment mark on the cap and the nut.
4. Tighten each nut for an additional 60 ± 5 degrees (1/6 of a turn).
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Specifications
i02274328
Piston and Rings

SMCS - 1214; 1215
(1) Crown assembly
Top Ring and Intermediate Ring

(2) The top ring has the mark "UP-1".
Install the piston ring with the side marked "UP-1" toward the top of the piston. The colored stripe faces to the
right of the ring end gap.
The ends of the piston ring have a clearance when the piston ring is installed in a cylinder with a specific bore
size.
Cylinder bore size ... 110.025 mm (4.3317 inch)
Clearance ... 0.40 ± 0.10 mm (0.016 ± 0.004 inch)
The piston ring has an increase in clearance for each 0.03 mm (0.001 inch) increase in the cylinder liner bore.
Increase ... 0.09 mm (0.004 inch)
(3) The intermediate ring has the mark "UP-2".
right of the piston ring end gap.
Thickness of the new piston ring ... 2.980 ± 0.010 mm (0.1173 ± 0.0004 inch)
size.
The intermediate piston ring has an increase in clearance for each 0.03 mm (.001 inch) increase in the cylinder
liner bore.
Oil Control Ring

(4) The oil control piston ring has a spring that is installed with the ring. The gap in the spring should be a
distance of 180 degrees from the ring end gap when the oil control piston ring is assembled. The light green
colored portion of the spring must be visible at the ring end gap.
Width of the groove in a new piston for the oil control piston ring ... 4.041 ± 0.013 mm (0.1591 ± 0.0005 inch)
Clearance between the oil groove and the oil control piston ring ... 0.033 ± 0.079 mm (0.0013 ± 0.0031 inch)
The ends of the oil control piston ring have a clearance when the ring is installed in a cylinder with a specific
bore size.
The oil control piston ring has an increase in clearance for each 0.03 mm (0.001 inch) increase in the cylinder
liner bore.
After the piston rings have been installed, rotate the piston rings so that the end gaps are 120 degrees from each
other.
(5) Piston skirt
Lubricate the entire piston in zone (A) prior to assembly into the cylinder block. Use clean engine oil.
Piston Pin Bore

(6) Piston pin
Piston pin bore diameter that is in the crown assembly ... 40.031 ± 0.007 mm (1.5760 ± 0.0003 inch)
Piston pin bore diameter that is in the piston skirt ... 40.020 ± 0.008 mm (1.5756 ± 0.0003 inch)
Piston pin diameter ... 39.993 ± 0.005 mm (1.5745 ± 0.0002 inch)
Length of piston pin ... 89.95 ± 0.15 mm (3.541 ± 0.006 inch)
Thoroughly lubricate the piston pin with clean engine oil prior to assembly.
(7) Connecting rod
Note: Install the rod and piston group in the engine with the part number to the rear of the engine. The rear of the
engine is the flywheel end of the engine. Lubricate the rod and piston group with clean engine oil before you
insert the rod and piston group into the block.
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Specifications
i02466545
Piston and Rings

SMCS - 1214; 1215
One-Piece Aluminum Piston
(1) Piston body assembly
Lubricate the entire piston in zone (A) prior to assembly into the cylinder block. Use clean engine oil.
Top Ring and Intermediate Ring

(2) The top ring has the mark "UP-1".
right of the ring end gap.
size.
The piston ring has an increase in clearance for each 0.03 mm (0.001 inch) increase in the cylinder liner bore.
(3) The intermediate ring has the mark "UP-2".
right of the piston ring end gap.
size.
The intermediate piston ring has an increase in clearance for each 0.03 mm (0.001 inch) increase in the cylinder
liner bore.
Oil Control Ring

(4) The oil control piston ring has a spring that is installed with the ring. The gap in the spring should be a
distance of 180 degrees from the ring end gap when the oil control piston ring is assembled. The light green
colored portion of the spring must be visible at the ring end gap.
The ends of the oil control piston ring have a clearance when the ring is installed in a cylinder with a specific
bore size.
The oil control piston ring has an increase in clearance for each 0.03 mm (0.001 inch) increase in the cylinder
liner bore.
After the piston rings have been installed, rotate the piston rings so that the end gaps are 120 degrees from each
other.
Piston Pin Bore

(5) Piston pin
Piston pin diameter ... 39.993 ± 0.005 mm (1.5745 ± 0.0002 inch)

Length of piston pin ... 89.95 ± 0.15 mm (3.541 ± 0.006 inch)
Thoroughly lubricate the piston pin with clean engine oil prior to assembly.
(6) Connecting rod
Note: Assemble the rod and piston group with the marking "front" on the piston body in the opposite direction
of the part number on the rod assembly. Install the rod and piston group in the engine with the part number on
the rod assembly to the rear of the engine. The rear of the engine is the flywheel end of the engine. Lubricate the
rod and piston group with clean engine oil before you insert the rod and piston group into the block.
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Specifications
i02210314
Piston Cooling Jet

SMCS - 1331

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Specifications
i01234648
Piston Cooling Jet

SMCS - 1331


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i02372739
Piston Cooling Jets - Remove and Install

SMCS - 1331-010
Removal Procedure
Start By:
NOTICE
NOTICE

containing fluids.


1. Remove bolt (2) and piston cooling jet (1) from each cylinder.
NOTICE

1. Position piston cooling jet (1) in the cylinder block. Install bolt (2) . Tighten the bolt to a torque of 28 ± 7
N·m (21 ± 5 lb ft).
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i02180392
Pistons and Connecting Rods - Remove

SMCS - 1225-011
Removal Procedure
Start By:
A. Remove the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Remove".
B. Remove the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Remove".
C. Remove the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets - Remove and
Install".
NOTICE
NOTICE
The joint between the connecting rod and the connecting rod cap is
produced by fracturing. The connecting rod assembly must be handled
with care in order to avoid damage to the mating surfaces. The
connecting rod assembly must be replaced if any damage occurs to the
mating surfaces. New connecting rod assemblies come with the
connecting rod caps bolted on the connecting rod.
Use only a soft jawed vise to hold the connecting rod assembly when
removing the connecting rod cap bolts. Use only a soft faced hammer
to tap the connecting rod cap when separating the connecting rod cap
from the connecting rod.
Failure to use a soft jawed vise and a soft faced hammer may result in
damage to the connecting rod assembly.
1. Turn the crankshaft until the connecting rod caps are at the bottom center.
2. Inspect connecting rod (1) and connecting rod cap (3) for the proper identification mark. The connecting
rod and the connecting rod cap should have an etched number on the side that is toward the right side of
the engine. The number should match the cylinder number. Mark the connecting rod and the connecting
rod cap, if necessary. Do not etch new markings on connecting rod or rod cap.
3. Remove connecting rod bolts (2) and connecting rod cap (3) .
4. Remove the lower half of connecting rod bearing (5) from connecting rod cap (3) .
5. Push the piston and the connecting rod away from the crankshaft. Remove the upper half of connecting
rod bearing (4) from connecting rod (1) .
6. Remove the piston and connecting rod (1) from the cylinder block.
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i01983492
Pistons and Connecting Rods - Disassemble

SMCS - 1225-015
Table 1
Required Tools
A 1U-6683 Ring Expander 1
B 1P-1861 Retaining Ring Pliers 1
Start By:
A. Remove the pistons and the connecting rods. Refer to Disassembly and Assembly, "Pistons and
Connecting Rods - Remove".
NOTICE

1. Use Tooling (B) to remove retaining ring (2). Remove piston pin (4) and separate piston (1) from
connecting rod (3) .
2. Use Tooling (A) to remove piston rings (5) .
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i01983502
Pistons and Connecting Rods - Assemble

SMCS - 1225-016
Assembly Procedure
Table 1
Required Tools
A 1U-6683 Ring Expander 1
NOTICE
NOTICE
Verify correct assembly of the pistons and the connecting rods. Ensure
that the etched numbers on the rod and the rod cap are in the correct
positions. The etched number on the rod and the rod cap correspond to
the cylinder in which it should be installed.
1. Check the clearance between the ends of piston rings (5). Refer to the Specifications Manual, "Pistons and
Rings".
Note: The oil ring must be installed over the spring with the end gap 180 degrees from the oil ring spring
joint.
2. Install the oil control piston ring with Tooling (A). The ends of the spring should be rotated 180 degrees
from the ring end gap.
3. Install the intermediate piston ring with the side marked "UP-2" toward the top of the piston. Use Tooling
(A) in order to install the intermediate piston ring.
4. Install the top piston ring with the side marked "UP-1" toward the top of the piston. Use Tooling (A) in
order to install the top piston ring.
5. Replace rod bearing (6) by pressing a new bearing into the connecting rod. Refer to Special Instruction,
SEHS7295 for the correct tooling and the correct installation procedure.
6. The piston is a two-piece assembly. This piston consists of piston crown (7) and piston skirt (8). Bearing
(9) is nonserviceable.
NOTICE
An improperly installed retainer ring could cause the piston and

connecting rod to come apart during engine operation. This action can
result in a broken Piston Skirt and major engine damage.
7. Position piston (1) on connecting rod (3). Coat pin (4) with clean engine oil and install pin (4). Ensure that
the retainer rings are in the grooves of piston (1) .
End By: Install the pistons and the connecting rods. Refer to Disassembly and Assembly, "Pistons and
Connecting Rods - Install".
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i02372770
Pistons and Connecting Rods - Install

SMCS - 1225-012
Table 1
Required Tools
A 173-5529 Piston Ring Compressor 1
B 4C-5593 Anti-Seize Compound 1
NOTICE
NOTICE
The joint between the connecting rod and the connecting rod cap is
produced by fracturing. The connecting rod assembly must be handled
with care in order to avoid damage to the mating surfaces. The
connecting rod assembly must be replaced if any damage occurs to the
mating surfaces. New connecting rod assemblies come with the
connecting rod caps bolted on the connecting rod.
Use only a soft jawed vise to hold the connecting rod assembly when
removing the connecting rod cap bolts. Use only a soft faced hammer
to tap the connecting rod cap when separating the connecting rod cap
from the connecting rod.
Failure to use a soft jawed vise and a soft faced hammer may result in
damage to the connecting rod assembly.
NOTICE
Always use new connecting rod bolts during the installation of

connecting rod assemblies that have fractured joints. Never reuse
connecting rod bolts during the reassembly of fractured joint
connecting rods.
Reusing connecting rods bolts during reassembly of fractured joint

connecting rods may result in engine damage.
1. Ensure that the fractured joints of the connecting rod are clean prior to installation. Use compressed air or
a wire brush to clean the joints.
2. Apply clean engine oil to the pistons, the piston rings, and the cylinder bore.
3. Position the piston rings so that the end gaps are located 120 degrees from each other. Install Tooling (A)
in order to compress the piston rings.
4. With the number one crankshaft throw at the bottom center, install the piston and connecting rod in the
engine. Ensure that the proper piston and connecting rod are in the corresponding cylinder with the
bearing retainer notch toward the right side of the engine. The etched number on the connecting rod must
be positioned on the right side of the engine.
5. Line up the piston and the connecting rod with the crankshaft. Use a soft faced hammer and tap the piston
into the cylinder bore until Tooling (A) comes off of the piston.
6. Before connecting rod (1) comes in contact with the crankshaft, install the upper half of connecting rod
bearing (4) . Ensure that the bearing tab engages with the slot in connecting rod (1) .
7. Apply clean engine oil to the surface of the upper half of connecting rod bearing (4) . Use a soft faced
hammer in order to tap the piston into the cylinder bore while you guide connecting rod (1) onto the
crankshaft.
8. Place the lower half of connecting rod bearing (5) in corresponding connecting rod cap (3) . Ensure that
the bearing tab engages with the groove in connecting rod cap (3) .
9. Apply clean engine oil to the surface of the lower half of connecting rod bearing (5) . Install connecting
rod cap (3) on connecting rod (1) . Ensure that the number on connecting rod cap (3) matches the number
on connecting rod (1) . Ensure that the numbers are on the same side.
10. Apply Tooling (B) to the new connecting rod bolts.
11. Install new connecting rod bolts (2) . Tighten connecting rod bolts (2) to a torque of 70 ± 5 N·m (52 ± 4 lb
ft).
12. Place an index mark on each connecting rod bolt. Tighten each connecting rod bolt (2) for an additional
120 ± 5 degrees (1/3 turn).
End By:
a. Install the piston cooling jets. Refer to Disassembly and Assembly, "Piston Cooling Jets - Remove and
Install".
b. Install the engine oil pump. Refer to Disassembly and Assembly, "Engine Oil Pump - Install".
c. Install the cylinder head. Refer to Disassembly and Assembly, "Cylinder Head - Install".
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i05977048

SMCS - 1203-535; 1219-535
Table 1
Required Tools
198-9142 0.025 to 0.076 mm 1
(0.001 to 0.003 inch)
Plastic Gauge (Red)
198-9143 0.051 to 0.152 mm 1
(0.002 to 0.006 inch)
A
198-9144 0.102 to 0.229 mm 1
(0.004 to 0.009 inch)
198-9145 0.230 to 0.510 mm 1
(0.009 to 0.020 inch)
NOTICE

0.10 mm (0.004 inch).
NOTICE
surfaces.
Typical Example
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i01982013
Vibration Damper and Pulley - Remove and Install

SMCS - 1205-010
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i01984226
Idler Pulley - Remove and Install

SMCS - 1358-010
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Specifications
i05892923
Belt Tension Chart

SMCS - 1357
Table 1
Specification for the 7N-9693 Tension Chart
The new belt tension chart has been standardized. The belt tension chart eliminates
confusion about the correct belt tension to use. Studies were completed with different
belt suppliers and the information that was gathered from the studies was developed
into a new belt tension for each belt size.
The chart does not apply to belts that use a spring loaded tensioner.
For more accurate results, a Clavis frequency gauge should be used in order to measure
the natural frequency of the belt. By the use of a formula, the natural frequency is
converted into the belt tension force. If the Clavis frequency gauge cannot be used, then
- - -
use the appropriate Kent-Moore belt tension gauge to measure the belt tension force.
When matched sets of belts are used, check the tension of all the belts in order to verify
that the lowest belt is in the acceptable tolerance range. Variations in tension between
the belts can vary by as much as 65 lbs.
In order to determine the tension of a "banded" belt, refer to the chart above. Multiply
the tension value of the belt by the number of belts that are banded together.Two 1/2
inch belts would require a used belt tension equal to twice the value of the used belt
tension for one 1/2 inch belt (2 X 80 = 160 lb).
Table 2
Field Service Tension
Belt Tension Chart
Check
SAE or RMA Width of Belt Setting Tension of Setting Tension of Reset Belt Tension if
Belt Size ( Reference) New Belt Used(2) Belts Tension Falls Below
IN MM IN MM LB N LB N LB N
3/8
10A 0.42 10.72 145±10 645±44 115±10 510±44 70±10 311±44
(0.380)
7/16
11A 0.46 11.68 155±10 689±44 125±10 560±10 75±10 333±44
(0.440)
1/2
13A 0.55 13.89 165±10 734±44 130±10 580±10 80±10 356±44
(0.500)
5V/5VX 5V 0.63 15.88 180±10 801±44 145±10 645±10 85±10 378±44
11/16
15A 0.69 17.48 180±10 801±44 145±10 645±10 85±10 378±44
(0.600)
3/4
17A 0.75 19.05 205±10 912±44 165±10 730±44 95±10 422±44
(0.660)
7/8
20A 0.88 22.23 205±10 912±44 165±10 730±44 95±10 422±44
(0.790)
15/16 N/A 0.98 23.83 205±10 912±44 165±10 730±44 95±10 422±44
4K 4PK 0.54 13.72 145±10 645±44 115±10 510±44 60±10 267±44
6K 6PK 0.82 20.94 215±10 956±44 170±10 755±10 90±10 400±44
8K 8PK 1.1 27.82 285±10 1179±44 230±10 1025±10 115±10 511±44
10K 10PK 1.38 35.05 355±10 1579±44 285±10 1270±10 145±10 645±44
12K 12PK 1.66 42.16 425±10 1891±44 340±10 1510±10 175±10 778±44
14K 14PK 1.94 49.28 495±10 2202±44 395±10 1755±10 205±10 912±44
15K 15PK 2.08 52.83 530±10 2358±44 425±10 1890±44 215±10 956±44
(2)
Belt tension with less than 10 hours of operation
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Specifications
i02702692
Valve Rocker Arms, Lifters, and Bridges

SMCS - 1102; 1121; 1209
(1) Valve rocker arm assembly
Bore in the rocker arm for the shaft ( new) ... 21.548 ± 0.013 mm (0.8483 ± 0.0005 inch)
Diameter of the rocker arm shaft ( new) ... 21.500 ± 0.013 mm (0.8465 ± 0.0005 inch)
(2) Tighten the locknut to the following torque. ... 30 ± 7 N·m (22 ± 5 lb ft)
(A) Valve lash

Exhaust valves ... 0.64 ± 0.08 mm (0.0252 ± 0.003 inch)
(4) Lifter assembly
Bore in the lifter arm for the shaft ( new) ... 15.670 ± 0.013 mm (0.6169 ± 0.0005 inch)
Diameter of shaft ( new) ... 15.620 ± 0.018 mm (0.6150 ± 0.0007 inch)
View A-A
(5) The lifter group must be installed with the oil holes in the shaft, as shown.
(6) Apply 9S-3263 Thread Lock Compound . Tighten the bolts that are shown above in a numerical sequence to
the following torque. ... 13 ± 3 N·m (10 ± 2 lb ft)
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Specifications
i02454802
Valve Mechanism Cover

SMCS - 1107
Tighten the bolts in a numerical sequence to the following torque. ... 9 ± 3 N·m (80 ± 27 lb in)
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i02370572
Valve Mechanism Cover - Remove and Install

SMCS - 1107-010
Removal Procedure
NOTICE
1. Remove bolts (2) and valve mechanism cover (1) .
2. Remove the seal from valve mechanism cover (1) .
NOTICE
1. Install the seal in valve mechanism cover (1) .
2. Position valve mechanism cover (1) on the engine and install bolts (2) . Tighten the bolts in a numerical
sequence.
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i01982239
Valve Mechanism Cover Base - Remove and Install

SMCS - 1120-010
Removal Procedure
Start By:
A. Remove the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism Cover -
NOTICE
1. Disconnect the harness assembly from the valve mechanism cover base.
2. Disconnect harness assemblies (1) from each of the unit injectors.
3. Remove valve mechanism cover base (2) .
1. Position valve mechanism cover base (2) on the cylinder head. Install the bolts and tighten the bolts in a
numerical sequence to a torque of 12 ± 3 N·m (106 ± 27 lb in).
2. Connect harness assemblies (1) to each of the unit injectors.
3. Connect the harness assembly to the valve mechanism cover base.
End By: Install the valve mechanism cover. Refer to Disassembly and Assembly, "Valve Mechanism Cover -
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i03826352
Rocker Shaft and Pushrod - Remove

SMCS - 1102-011; 1208-011
Removal Procedure
Start By:
NOTICE
1. Put identification marks on each rocker arm in order to identify the proper location in the engine for
installation.
2. Loosen all rocker arm adjustment screws (4) in order to release the tension on the rocker shaft.
3. Remove bolts (1) , bolts (2) , and rocker shaft (3) .

4. Remove inlet valve bridges (5) and pushrods (6) .
Note: Mark the orientation of valve bridge (5) for installation purposes.
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i02370700
Rocker Shaft - Disassemble

SMCS - 1102-015
Table 1
Required Tools
Start By:
A. Remove the rocker shaft. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod - Remove".
NOTICE

Personal injury can result from parts and/or covers under spring
pressure.
Spring force will be released when covers are removed.
Be prepared to hold spring loaded covers as the bolts are loosened.
Note: Place an identification mark on each of the components of the rocker shaft for installation purposes.
1. Use Tooling (A) to remove retaining ring (1) .
2. Remove stand (2) , inlet rocker arm (3) , exhaust rocker arm (4) , stand (5) , and spring (6) from the rocker
shaft.
3. Remove the plug from the rocker shaft.
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i02370921
Rocker Shaft - Assemble

SMCS - 1102-016
Assembly Procedure
Table 1
Required Tools
NOTICE
1. Install the plug in the rocker shaft. Install the plug to a depth of 1.25 ± 0.25 mm (0.049 ± 0.010 inch).
2. Lubricate all of the components of the rocker shaft with clean engine oil.
Improper assembly of parts that are spring loaded can cause bodily
injury.
To prevent possible injury, follow the established assembly procedure

and wear protective equipment.
3. Install spring (6) , stand (5) , exhaust rocker arm (4) , inlet rocker arm (3) , and stand (2) on the rocker
shaft.
4. Use Tooling (A) to install retaining ring (1) .
End By: Install the rocker shaft. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod - Install".
Copyright 1993 - 2018 Caterpillar Inc. Sun Jan 7 00:01:08 CST 2018
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i03826509
Rocker Shaft and Pushrod - Install

SMCS - 1102-012; 1208-012
Table 1
Required Tools
A 8T-2998 Lubricant 1
NOTICE

1. Apply Tooling (A) to both ends of pushrods (6) .
2. Install pushrods (6) and valve bridges (5) .
Note: Install valve bridge (5) . Note the marks.

3. Position rocker shaft (3) . Install bolts (1) and (2) . Finger tighten bolts (1) and (2) . Tighten bolts (2) to a
torque of 100 ± 20 N·m (74 ± 15 lb ft). Tighten bolts (1) to a torque of 28 ± 7 N·m (21 ± 5 lb ft).
4. Apply Tooling (A) to each of the button faces of the rocker arms.
Note: Verify that the pushrods are seated into the followers and the rockers.
5. Adjust the valve lash of the rocker arm. Refer to the Systems Operation/Testing and Adjusting.
Shutdown SIS
Previous Screen


i01982727
Lifter Group - Remove and Install

SMCS - 1209-010
Removal Procedure
Start By:
A. Remove the fuel filter base. Refer to Disassembly and Assembly, "Fuel Filter Base - Remove and Install".
B. Remove the rocker arms and pushrods. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod -
Remove".
C. Remove the unit injector hydraulic pump. Refer to Disassembly and Assembly, "Unit Injector Hydraulic
Pump - Remove".
D. Remove the air compressor. Refer to Disassembly and Assembly, "Air Compressor - Remove and Install".
E. Remove the engine control module (ECM). Refer to Disassembly and Assembly, "Engine Control Module
- Remove and Install".
NOTICE
NOTICE

containing fluids.

1. Position engine speed/timing sensors (1) out of the way.
2. Remove side covers (2) .

3. Remove bolts (3) and the dowels that hold the lifter arms (4) and the lifter shaft (5) to each side cover.
Remove gasket (6) .
Table 1
Required Tools
A 9S-3263 Thread Lock Compound 1
NOTICE

1. Install gasket (6) .
2. Install lifter arms (4) on lifter shaft (5) .
3. Position lifter shaft (5) and the dowels on the side cover. Ensure that the oil holes in the lifter shaft are
facing the side cover. Apply Tooling (A) on the threads of bolts (3). Install bolts (3). Tighten bolts (3) to a
torque of 13 ± 3 N·m (10 ± 2 lb ft). Tighten the center bolts. Then tighten the bolts on the end.
4. Lubricate the lifters with clean engine oil.
5. Apply Tooling (B) to the sealing surfaces of the side cover. The side covers must be installed on the
cylinder block within 10 minutes of applying the sealant.
6. Position the gaskets and side covers (2) on the cylinder block. Install the bolts.
7. Install engine speed/timing sensors (1) .
End By:
a. Install the engine control module (ECM). Refer to Disassembly and Assembly, "Engine Control Module -
b. Install the air compressor. Refer to Disassembly and Assembly, "Air Compressor - Remove and Install".
c. Install the unit injector hydraulic pump. Refer to Disassembly and Assembly, "Unit Injector Hydraulic
Pump - Install".
d. Install the rocker arms and pushrods. Refer to Disassembly and Assembly, "Rocker Shaft and Pushrod -
Install".
e. Install the fuel filter base. Refer to Disassembly and Assembly, "Fuel Filter Base - Remove and Install".
Shutdown SIS
Previous Screen

Systems Operation
i02276477
Cooling System
SMCS - 1350
This engine has a pressure type cooling system that is equipped with a shunt line.
A pressure type cooling system offers two advantages:
• The cooling system can operate safely at a temperature that is higher than the normal boiling point of
water.
• The cooling system prevents cavitation in the water pump.
Cavitation is the sudden formation of low pressure bubbles in liquids by mechanical forces. The formation of air
or steam pockets is more difficult within a pressure type cooling system.
The shunt line prevents cavitation by the water pump. The shunt line provides a constant flow of coolant to the
water pump.
Note: In air-to-air aftercooled systems, a coolant mixture with a minimum of 30 percent ethylene glycol base
antifreeze must be used for efficient water pump performance. This mixture keeps the cavitation temperature
range of the coolant high enough for efficient performance. Refer to the Operation and Maintenance Manual for
additional information on the coolant.
Cooling System Schematic
(1) Cylinder head
(2) Water temperature regulator housing
(3) Expansion tank
(4) Bypass hose
(5) Cylinder block
(6) Oil cooler
(7) Water pump
(8) Radiator
(9) Shunt line (expansion tank to water pump)
Water pump (7) is located on the right side of the cylinder block. The water pump is belt driven from the
crankshaft pulley. Coolant can enter the water pump in three places:
• the inlet at the bottom of the water pump
• the bypass hose (4) into the top of the water pump
• the shunt line (9) into the top of the water pump
Coolant from the bottom of the radiator is pulled into the bottom inlet of the pump by impeller rotation. The
coolant exits the back of the pump directly into the oil cooler cavity of the block.
All of the coolant passes through the core of the oil cooler and the coolant enters the internal water manifold of
the cylinder block. The manifold disperses the coolant to water jackets around the cylinder walls.
Water lines group
(1) Cylinder head
(4) Bypass hose
(7) Water pump
(10) Outlet to radiator
(11) Water temperature regulator
(12) Air vent valve in thermostat
From the cylinder block, the coolant flows into passages in the cylinder head. The passages send the flow around
the unit injector sleeves and the inlet and the exhaust passages. The coolant now enters water temperature
regulator housing (2) at the front right side of the cylinder head.
Water temperature regulator (11) controls the direction of flow. When the coolant temperature is below the
normal operating temperature, the water temperature regulator is closed. The coolant is directed through bypass
hose (4) and into the top inlet of the water pump. When the coolant temperature reaches the normal operating
temperature, water temperature regulator (11) opens. When the water temperature regulator is open, the bypass is
closed. Most of the coolant goes through outlet (10) to the radiator for cooling. The remainder flows through
bypass hose (4) and into the water pump.
Note: Some coolant systems may contain two water temperature regulators.
The shunt line (9) extends from the top of the water pump to an expansion tank. The shunt line must be routed
properly in order to avoid trapping any air. By providing a constant flow of coolant to the water pump, the shunt
line keeps the water pump from cavitation.
Note: Water temperature regulator (11) is an important part of the cooling system. The water temperature
regulator divides coolant flow between the radiator and the bypass in order to maintain the normal operating
temperature. If the water temperature regulator is not installed in the system, there is no mechanical control, and
most of the coolant will travel the path of least resistance through the bypass. This will cause the engine to
overheat in hot weather and the engine will not reach normal operating temperature in cold weather.
Note: Air vent valve (12) will allow the air to escape past the water temperature regulator from the cooling
system while the radiator is being filled. During normal operation, the air vent valve will be closed in order to
prevent coolant flow past the water temperature regulator.
Coolant For Air Compressor (If Equipped)

Coolant lines for air compressor
(1) Coolant supply line
(2) Coolant return line
(3) Air compressor
If the engine is equipped with an air compressor, coolant is supplied from the water temperature regulator
housing to air compressor (3) through coolant supply line (1). The coolant is circulated through the air
compressor and the coolant is returned to the cooling system through coolant return line (2) into the cylinder
head.
Coolant Conditioner (If Equipped)

Some conditions of operation can cause pitting. This pitting is caused by corrosion or by cavitation erosion. A
corrosion inhibitor is a chemical that provides a reduction in pitting. The addition of a corrosion inhibitor can
keep this type of damage to a minimum.
The coolant conditioner element is a spin-on element that is similar to the fuel filter and to the oil filter elements.
The coolant conditioner element attaches to the coolant conditioner base that is mounted on the front of the
engine. Coolant flows from the water pump to the coolant conditioner base and back to the cylinder block.
Coolant constantly flows through the coolant conditioner element when the valves are in the OPEN position.
The element has a specific amount of inhibitor for acceptable cooling system protection. As the coolant flows
through the element, the corrosion inhibitor goes into the solution. The corrosion inhibitor is a dry solution, so
the inhibitor dissolves. The corrosion inhibitor then mixes to the correct concentration. Two basic types of
elements are used for the cooling system. The two elements are the precharge elements and the maintenance
elements. Each type of element has a specific use. The elements must be used correctly in order to get the
necessary concentration for cooling system protection. The elements also contain a filter. After the coolant
conditioner is dissolved, the elements should remain in the system so that coolant will flow through the filters.
The precharge element contains more than the normal amount of inhibitor. The precharge element is used when
a system is first filled with new coolant. This element must add enough inhibitor in order to bring the complete
cooling system up to the correct concentration.
The maintenance elements have a normal amount of inhibitor. The maintenance elements are installed at the first
change interval. A sufficient amount of inhibitor is provided by the maintenance elements in order to maintain
the corrosion protection at an acceptable level. After the first change interval, only maintenance elements are
installed. In order to provide the cooling system with protection, maintenance elements are installed at specific
intervals.
Shutdown SIS
Previous Screen


i01389751
Cooling System - Check - Overheating

SMCS - 1350-535
Above normal coolant temperatures can be caused by many conditions. Use the following procedure to
determine the cause of above normal coolant temperatures:
Personal injury can result from escaping fluid under pressure.
If a pressure indication is shown on the indicator, push the release valve

in order to relieve pressure before removing any hose from the radiator.
1. Check the coolant level in the cooling system. Refer to Operation and Maintenance Manual, "Cooling
System Coolant Level - Check". If the coolant level is too low, air will get into the cooling system. Air in
the cooling system will cause a reduction in coolant flow and bubbles in the coolant. Air bubbles cause a
reduction in the cooling of engine parts.
2. Check the quality of the coolant. The coolant should have the following properties:
◦ Color that is similar to new coolant
◦ Odor that is similar to new coolant
◦ Free from dirt and debris
If the coolant does not have these properties, drain the system and flush the system. Refill the cooling
system with the correct mixture of water, antifreeze, and coolant conditioner. Refer to Operation and
Maintenance Manual, "General Coolant Information".
3. Check the coolant mixture of antifreeze and water. The mixture should be approximately 50 percent water
and 50 percent antifreeze with 3 to 6 percent coolant conditioner. Refer to Operation and Maintenance
Manual, "General Coolant Information". If the coolant mixture is incorrect, drain the cooling system and
flush the cooling system. Refill the cooling system with the correct mixture of water, antifreeze, and
coolant conditioner.
4. Check for air in the cooling system. Air can enter the cooling system in different ways. The following
items are some of the most common causes for air in the cooling system:
◦ Filling the cooling system incorrectly
◦ Combustion gas leakage into the cooling system
◦ Loose hose clamp
Combustion gas can get into the system through the following conditions: inside cracks, damaged cylinder
head and damaged cylinder head gasket. A loose hose clamp can allow air into the cooling system during
the cooldown period. Air in the cooling system causes a reduction in the cooling capacity of the coolant.
5. Check the fan drive system. A fan drive system that is not turning at the correct speed can cause improper
air speed across the radiator core. The lack of proper air flow across the radiator core can cause the coolant
not to cool to the proper temperature differential.
6. Check the water temperature gauge. A water temperature gauge which does not work correctly will not
show the correct temperature. Refer to Testing and Adjusting, "Cooling System - Test".
7. Check the sending unit. In some conditions, the temperature sensor in the engine sends signals to a
sending unit. The sending unit converts these signals to an electrical impulse which is used by a mounted
gauge. If the sending unit malfunctions, the gauge can show an incorrect reading. Also if the electric wire
breaks or if the electric wire shorts out, the gauge can show an incorrect reading.
8. Check the radiator.
a. Check the radiator for a restriction to coolant flow. Check the radiator for debris, for dirt, or for
deposits on the inside of the radiator core. Debris, dirt, or deposits will restrict the flow of coolant
through the radiator.
b. Check for debris or for damage between the fins of the radiator core. Debris between the fins of the
radiator core restricts air flow through the radiator core. Refer to Testing and Adjusting, "Cooling
System - Inspect".
c. Check for missing radiator baffles or for damaged radiator baffles. Radiator baffles prevent
recirculation of air around the sides of the radiator. A missing radiator baffle or a damaged radiator
baffle raises the temperature of the air that goes through the radiator.
d. Ensure that the radiator size is according to the OEM specifications. An undersized radiator does not
have enough area for the effective release of heat. This may cause the engine to run at a temperature
that is higher than normal. The normal temperature is dependent on the ambient temperature.
9. Check the filler cap. A pressure drop in the radiator can cause the boiling point to be lower. This can cause
the cooling system to boil. Refer to Testing and Adjusting, "Cooling System - Test".
10. Check the fan and/or the fan shroud.
a. Ensure that the fan is installed correctly. Improper installation of the fan can cause engine
overheating.
b. The fan must be large enough to send air through most of the area of the radiator core. Ensure that
the size of the fan and the position of the fan are according to the OEM specifications.
c. The fan shroud and the radiator baffling must be the proper size. The fan shroud and the radiator
baffling must be positioned correctly. The size of the fan shroud and the position of the fan shroud
should meet the OEM specifications. The size of the radiator baffling and the position of the radiator
baffling should meet the OEM specifications.
11. Check for loose drive belts.
a. A loose fan drive belt will cause a reduction in the air flow across the radiator. Check the fan drive
belt for proper belt tension. Adjust the tension of the fan drive belt, if necessary. Refer to Operation
and Maintenance Manual, "Belt - Inspect".
b. A loose water pump drive belt will cause a reduction in coolant flow through the radiator. Check the
water pump drive belt for proper belt tension. Adjust the tension of the water pump drive belt, if
necessary. Refer to Operation and Maintenance Manual, "Belt - Inspect".
12. Check the cooling system hoses and clamps. Damaged hoses with leaks can normally be seen. Hoses that
have no visual leaks can soften during operation. The soft areas of the hose can become kinked or crushed
during operation. These areas of the hose can cause a restriction in the coolant flow. Hoses can become
soft. Also, hoses can get cracks after a period of time. The inside of a hose can deteriorate, and the loose
particles of the hose can cause a restriction of the coolant flow. Refer to Operation and Maintenance
Manual, "Hoses and Clamps - Inspect/Replace".
13. Check for a restriction in the air inlet system. A restriction of the air that is coming into the engine can
cause high cylinder temperatures. High cylinder temperatures can cause higher than normal temperatures
in the cooling system. Refer to Testing and Adjusting, "Air Inlet and Exhaust System - Inspect".
a. If the measured restriction is higher than the maximum permissible restriction, remove the foreign
material from the engine air cleaner element or install a new engine air cleaner element. Refer to
Operation and Maintenance Manual, "Engine Air Cleaner Element - Clean/Replace".
b. Check the air inlet system for a restriction again.
c. If the measured restriction is still higher than the maximum permissible restriction, check the air
inlet piping for a restriction.
14. Check for a restriction in the exhaust system. A restriction of the air that is coming out of the engine can
a. Make a visual inspection of the exhaust system. Check for damage to exhaust piping. Also, check
for a damaged muffler. If no damage is found, check the exhaust system for a restriction. Refer to
Testing and Adjusting, "Air Inlet and Exhaust System - Inspect".
b. If the measured restriction is higher than the maximum permissible restriction, there is a restriction
in the exhaust system. Repair the exhaust system, as required.
c. Ensure that the exhaust gas is not being drawn into the cooling air inlet.
15. Check the shunt line. The shunt line must be submerged in the expansion tank. A restriction of the shunt
line from the radiator top tank to the engine water pump inlet will cause a reduction in water pump
efficiency. A reduction in water pump efficiency will result in low coolant flow and overheating.
16. Check the water temperature regulator. A water temperature regulator that does not open, or a water
temperature regulator that only opens part of the way can cause overheating. Refer to Testing and
Adjusting, "Water Temperature Regulator - Test".
17. Check the water pump. A water pump with a damaged impeller does not pump enough coolant for correct
engine cooling. Remove the water pump and check for damage to the impeller. Refer to Testing and
Adjusting, "Water Pump - Test".
18. Check the air flow through the engine compartment. The air flow through the radiator comes out of the
engine compartment. Ensure that the filters, the air conditioner, and similar items are not installed in a way
that prevents the free flow of air through the engine compartment.
19. Check the aftercooler. A restriction of air flow through the air to air aftercooler (if equipped) can cause
overheating. Check for debris or deposits which would prevent the free flow of air through the aftercooler.
Refer to Testing and Adjusting, "Aftercooler - Test".
20. Consider high outside temperatures. When outside temperatures are too high for the rating of the cooling
system, there is not enough of a temperature difference between the outside air and coolant temperatures.
21. Consider high altitude operation. The cooling capacity of the cooling system goes down as the engine is
operated at higher altitudes. A pressurized cooling system that is large enough to keep the coolant from
boiling must be used.
22. The engine may be running in the lug condition. When the load that is applied to the engine is too large,
not increase with an increase of fuel. This lower engine rpm causes a reduction in air flow through the
radiator. This lower engine rpm also causes a reduction in coolant flow through the system. This
combination of less air and less coolant flow during high input of fuel will cause above normal heating.
Shutdown SIS
Previous Screen


i02594381
Cooling System - Inspect

SMCS - 1350-040
Cooling systems that are not regularly inspected are the cause for increased engine temperatures. Make a visual
inspection of the cooling system before any tests are performed.

1. Check the coolant level in the cooling system. Refer to Operation and Maintenance Manual, "Cooling
System Coolant Level - Check".
2. Check the quality of the coolant. The coolant should have the following properties:
◦ Color that is similar to new coolant
◦ Odor that is similar to new coolant
◦ Free from dirt and debris
If the coolant does not have these properties, drain the system and flush the system. Refill the cooling
system with the correct mixture of water, antifreeze, and coolant conditioner. Refer to the Operation and
Maintenance Manual for your engine in order to obtain coolant recommendations.
3. Look for leaks in the system.
Note: A small amount of coolant leakage across the surface of the water pump seals is normal. This
leakage is required in order to provide lubrication for this type of seal. A hole is provided in the water
pump housing in order to allow this coolant/seal lubricant to drain from the pump housing. Intermittent
leakage of small amounts of coolant from this hole is not an indication of water pump seal failure.
4. Ensure that the air flow through the radiator does not have a restriction. Look for bent core fins between
the folded cores of the radiator. Also, look for debris between the folded cores of the radiator.
5. Inspect the drive belts for the fan.
6. Check for damage to the fan blades.
7. Look for air or combustion gas in the cooling system.
8. Inspect the filler cap, and check the surface that seals the filler cap. This surface must be clean.
Shutdown SIS
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i05167674
Cooling System - Test

SMCS - 1350-081; 1350-040
This engine has a pressurized cooling system. A pressurized cooling system has two advantages. The cooling
system can be operated in a safe manner at a temperature higher than the normal boiling point (steam) of water.
This type of system prevents cavitation in the water pump. Cavitation is the forming of low-pressure bubbles in
liquids that are caused by mechanical forces. The formation of an air pocket or a steam pocket in this type of
cooling system is difficult.
Boiling point of water
Temperature and pressure work together. When a diagnosis is made of a cooling system problem, temperature
and pressure must be checked. Cooling system pressure affects the cooling system temperature. For an example,
refer to Illustration 1.The illustration shows the effect of pressure on the boiling point (steam) of water and also
shows the effect of height above sea level.
Personal injury can result from hot coolant, steam and alkali.
At operating temperature, engine coolant is hot and under pressure.

The radiator and all lines to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only when engine is stopped
and radiator cap is cool enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid contact with skin

and eyes.
The coolant level must be to the correct level in order to check the coolant system. The engine must be cold and
the engine must not be running.
After the engine is cool, loosen the pressure cap in order to relieve the pressure out of the cooling system. Then
remove the pressure cap.
The level of the coolant should not be more than 13 mm (0.5 inch) from the bottom of the filler pipe. If the
cooling system is equipped with a sight glass, the coolant should be to the proper level in the sight glass.
Test Tools For Cooling System

Table 1
Tools Needed
259-6237 Coolant Tester Gp 1
245-5829 Coolant/Battery Tester Gp 1
Making contact with a running engine can cause burns from hot parts
and can cause injury from rotating parts.
When working on an engine that is running, avoid contact with hot

parts and rotating parts.
The 348-5430 Multi-Tool Gp is used in the diagnosis of overheating conditions and in the diagnosis of
overcooling conditions. This group can be used to check temperatures in several different parts of the cooling
system. Refer to Tool Operating Manual, NEHS1087, " 348-5430 Multi-Tool Gp " for the testing procedure.
The 348-5430 Multi-Tool Gp is used to check the air flow through the radiator core. Refer to Tool Operating
Manual, NEHS1087 for the test procedure for checking the air flow through the radiator core.
The 348-5430 Multi-Tool Gp is used to check the fan speed. Refer to Tool Operating Manual, NEHS1087 for
the testing procedure.
The 348-5430 Multi-Tool Gp can measure engine rpm from a magnetic pickup. The magnetic pickup is located
in the flywheel housing. Refer to Tool Operating Manual, NEHS1087 for the testing procedure.
The 348-5430 Multi-Tool Gp is also a photo-tachometer that is held by hand for general use. The multi-tool can
measure the engine speed by placing a piece of reflective tape on the crankshaft pulley.
9S-8140 Pressurizing Pump
The 9S-8140 Pressurizing Pump is used to test the filler caps. This pressurizing pump is also used to pressure
test the cooling system for leaks.
245-5829 Coolant/Battery Tester Gp
Check the coolant frequently in cold weather for the proper glycol concentration. Use the 245-5829
Coolant/Battery Tester Gp in order to ensure adequate freeze protection. The tester gives immediate, accurate
readings. The tester can be used for antifreeze and coolants that contain ethylene or propylene glycol.
Making the Correct Antifreeze Mixtures

Refer to the Operation and Maintenance Manual for the correct coolant recommendations for your individual
application.
Checking the Filler Cap

Table 2
Tools Needed
9S-8140 Pressurizing Pump 1
One cause for a pressure loss in the cooling system can be a damaged seal on the radiator filler cap.
Typical schematic of filler cap
(1) Sealing surface of both filler cap and radiator


and eyes.
To check for the amount of pressure that opens the filler cap, use the following procedure:
1. After the engine cools, carefully loosen the filler cap. Slowly release the pressure from the cooling system.
Then, remove the filler cap.
Carefully inspect the filler cap. Look for any damage to the seals and to the sealing surface. Inspect the
following components for any foreign substances:
◦ Filler cap
◦ Seal
◦ Surface for seal
Remove any deposits that are found on these items, and remove any material that is found on these items.
2. Install the filler cap on the 9S-8140 Pressurizing Pump .
3. Look at the gauge for the exact pressure that opens the filler cap.
4. Compare the gauge reading with the opening pressure that is listed on the filler cap.
5. If the filler cap is damaged, replace the filler cap.
Testing The Radiator And Cooling System For Leaks

Table 3
Tools Needed
9S-8140 Pressurizing Pump 1
Use the following procedure in order to check the cooling system for leaks:


and eyes.
1. After the engine is cool, loosen the filler cap slowly and allow pressure out of the cooling system. Then
remove the filler cap from the radiator.
2. Ensure that the coolant level is above the top of the radiator core.
3. Install the 9S-8140 Pressurizing Pump onto the radiator.
4. Take the pressure reading on the gauge to 20 kPa (3 psi) more than the pressure on the filler cap.
5. Check the radiator for leakage on the outside.
6. Check all connection points for leakage, and check the hoses for leakage.
The cooling system does not have leakage only if the following conditions exist:
• You do not observe any outside leakage.
• The reading remains steady after 5 minutes.
The inside of the cooling system has leakage only if the following conditions exist:
• The reading on the gauge goes down.
• You do not observe any outside leakage.
Note: Refer to Troubleshooting, "Coolant Level is Low" for additional information.
Make any repairs, as required.
Test For The Water Temperature Gauge

Table 4
Tools Needed


Check the accuracy of the water temperature indicator or water temperature sensor if you find either of the
following conditions:
• The engine runs at a temperature that is too hot, but a normal temperature is indicated. A loss of coolant is
found.
• The engine runs at a normal temperature, but a hot temperature is indicated. No loss of coolant is found.
Caterpillar Electronic Technician (ET) can also be used to read the coolant temperature of the engine.
Test location
(2) Plug
Remove the plug (2) from one of ports in the water manifold. Install the thermometer in the open port:
Use the 348-5430 Multi-Tool Gp to make this check. Refer to Tool Operating Manual, NEHS1087 for the
testing procedure.
Start the engine. Run the engine until the temperature reaches the desired range according to the test
thermometer. If necessary, place a cover over part of the radiator in order to cause a restriction of the air flow.
The reading on the water temperature indicator should agree with the test thermometer within the tolerance range
of the water temperature indicator.
Shutdown SIS
Previous Screen


i05183360
Water Temperature Regulator - Test

SMCS - 1355-081
Introduction
This procedure is intended to give information on testing the water temperature regulator.
Test Procedure

1. Remove the water temperature regulator from the engine.
2. Heat water in a pan until the temperature of the water is equal to the fully open temperature of the water
temperature regulator. Refer to Specifications, "Water Temperature Regulator" for the fully open
temperature of the water temperature regulator. Stir the water in the pan. This will distribute the
temperature throughout the pan.
3. Hang the water temperature regulator in the pan of water. The water temperature regulator must be below
the surface of the water. The water temperature regulator must be away from the sides and the bottom of
the pan.
4. Keep the water at the correct temperature for ten minutes.
5. After ten minutes, remove the water temperature regulator. Immediately measure the opening of the water
temperature regulator. Refer to Specifications, "Water Temperature Regulator" for the minimum opening
distance of the water temperature regulator at the fully open temperature.
If the distance is less than the amount listed in the manual, replace the water temperature regulator.
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i01283699
Water Temperature Regulator - Test

SMCS - 1355-081
S/N - 7151-UP
S/N - DCS1-UP

Note: An option is available for both single regulators and dual regulators. For dual regulators, both of
these types of regulators must be installed. You must install both of these types of regulators, or the
engine's performance will be adversely affected.
1. Remove the water temperature regulator(s) from the engine.
2. Heat water in a pan until the temperature is 97 °C (207 °F). Stir the water in the pan. This allows the
temperature to radiate throughout the pan.
3. Hang the water temperature regulator(s) in the pan of water. The water temperature regulator must be
below the surface of the water. The water temperature regulator must be away from the sides and the
bottom of the pan.
4. Keep the water at the correct temperature for ten minutes.
5. After ten minutes, remove the water temperature regulator(s). The water temperature regulator(s) should
have opened. Perform an immediate check of the distance for the openings on the water temperature
regulator(s).
Refer to the Specifications, "Water Temperature Regulator" for more information about the minimum
distance for openings on the water temperature regulator(s).
If the distance is less than the amount listed in the manual, replace the water temperature regulator.
Shutdown SIS
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i02925344
Water Pump - Test

SMCS - 1361-040; 1361-081
Table 1
Required Tools
6V-7775 Air Pressure Gauge 1
8J-7844 Adapter Fitting 1
3K-0360 O-Ring Seal 1
5P-2725 Probe Seal Adapter 1
(1)
164-2192 Probe Adapter Gp 1
5P-4487 Adapter 1
5P-2720 Probe Adapter Gp 1
(1)
If port (1) is used, two tools are required.
Pressure test ports for the water pump (Typical example)
(1) Port (engine diagnosis)
(2) Port (alternate heater supply)
(3) Port (heater return line)

The pressure rise is the difference between inlet pressure and outlet pressure. The pressure rise indicates if the
water pump operates correctly. Port (1) and Port (2) represent the water pump outlet pressure. Port (3) represents
the water pump inlet pressure.
To measure the pressure rise, compare inlet pressure with outlet pressure. Calculate the difference between the
pressure of the inlet port and the outlet ports. The pressure rise must add up to a minimum of 80 kPa (12 psi)
under both of the following conditions:
• The engine is at operating temperature.
• The engine operates at full load condition.

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Troubleshooting
i05988360
Coolant in Engine Oil

SMCS - 1348-035; 1395-035
Probable Causes
• Water pump
• Engine oil cooler core
• Water-cooled turbocharger
• Cylinder head gasket
• Cylinder head
• Cylinder liner
• Cylinder block
Recommended Actions
Table 1
Result : The water pump is leaking.

1. Water pump
Repair: Replace the water pump. Refer to the
Disassembly and Assembly manual for more
A. Check the weep hole in the water
Water pump information.
pump for blockage.
Result : The water pump is not leaking.
B. Check the water pump seals.
Result: No leak is found in the oil cooler core.
2. Check for leaks in the oil cooler core. Oil cooler core Result: There is a leak found in the oil cooler
core.
Repair: Replace the oil cooler core.
Result: The turbocharger is not cracked.

3. If the engine is equipped with a
water-cooled turbocharger, inspect the Turbocharger Result: The turbocharger is cracked.
turbocharger for cracks.
Repair: Replace the turbocharger. Refer to
the Disassembly and Assembly Manual for
more information.
Result: Cylinder liner projection is OK.
4. Check the cylinder liner projection. Liner projection Result: Cylinder liner projection is NOT OK.
Repair: Install a new cylinder head gasket

and new water seals in the spacer plate. Refer
to the Disassembly and Assembly manual.
Result: There are no cracks in the cylinder

head.

5. Check for cracks in the cylinder Cracks in
head. cylinder head Result: There are cracks in the cylinder head.
Repair: Repair the cylinder head and/or

replace the cylinder head. Refer to the
Disassembly and Assembly manual.

liners.
Cracks in
6. Check for cracked cylinder liners.
cylinder liners Proceed to Test Step 7.
Result: There are cracks in the cylinder liners.

Repair: Replace any cracked cylinder liners.

Refer to the Disassembly and Assembly
manual.
Result: The cylinder block is not cracked.
STOP
Cracks in Result: The cylinder block is cracked.

7. Inspect the cylinder block for cracks.
cylinder block.
Repair: Repair the cylinder block or replace
the cylinder block.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i05451344
Coolant Temperature Is Too High

SMCS - 1395-035
Probable Causes
• Low coolant level
• Air in coolant
• Water pump
• Environmental conditions
• Shunt line restriction
• Radiator or heat exchanger
• Water temperature regulator
• Engine coolant flow
• Exhaust restriction
• Excessive load
• Combustion gas in the coolant
Recommended Repairs
Low Coolant Level
Pressurized System: Hot coolant can cause serious burns. To open the
cooling system filler cap, stop the engine and wait until the cooling
system components are cool. Loosen the cooling system pressure cap
slowly in order to relieve the pressure.
Table 1
1. Check for leaks in the cooling system.

Result: There are no leaks in the
Note: Low coolant level can be the result of cooling system.
overheating rather than the cause.
A. Run the engine to operating temperature.
Coolant level
Result: A leak in the cooling system
B. Inspect the cooling system for leaks. was found.
Note: Check for the presence of coolant in the Add coolant, if necessary. If leaking is
engine oil. This would indicate an internal coolant found, make the necessary repairs.
leak.
2. Air can enter the cooling system if the

pressure cap is not operating properly. Check
the operation of the pressure cap. Result: The operation of the pressure
cap is OK.
Note: If the coolant has been changed recently, Proceed to Test Step 3.
ensure that the air has been purged from the cooling Pressure cap
system. Refer to Systems Operation/Testing and Result: The operation of the pressure
Adjusting. cap is NOT OK.
Note: The supply pressure to the water pump must Replace the pressure cap, if necessary.
be sufficient in order to prevent cavitation. Measure
the supply pressure at the inlet to the water pump.
Result: The water pump is operating

properly.

3. The engine will overheat if the water pump is
not operating properly. Measure the coolant Water pump
Result: The water pump is not
pressure at the outlet of the water pump.
operating properly.
Replace the water pump. Refer to the

Result: The shunt line does not have a

restriction in the line.

4. Check the shunt line for a restriction in the
Shunt line
line. Result: The shunt line has a restriction
in the line.
Remove the restriction or replace the

shunt line.
Result: The fins of the radiator does

not have any obstructions.
Proceed to Test Step 6

5. If the engine is equipped with a radiator,
Radiator
check the fins of the radiator for obstructions. Result: The fins of the radiator are
obstructed.
If the radiator fins are obstructed, clean

the fins.
Result: The water temperature regular

is operating correctly.

Water
6. Check the water temperature regulator for
temperature Result: The water temperature
proper operation.
regulator regulator is not operating correctly.
Replace the water temperature

regulator. Refer to the Disassembly and
Assembly Manual.
Result: The temperature is reasonable.
7. Compare the reading for the coolant Proceed to Test Step 8.

temperature from the Caterpillar Electronic
Technician (ET) to the reading for the coolant Result: The temperature is not
Coolant
temperature from a mechanical gauge. The reasonable.
temperature
temperature should rise steadily as the engine is
sensor
warmed. Ensure that the temperature is If the reading on Cat ET for the coolant
reasonable. Refer to Systems Operation/Testing temperature is not reasonable,
and Adjusting. troubleshoot the circuit and the coolant
temperature sensor. Refer to the
diagnostic functional test
Troubleshooting, "Engine Temperature
Sensor Open or Short Circuit - Test".
Result: The back pressure does not

exceed the specifications of the engine.
STOP
8. Check the back pressure of the exhaust Result: the back pressure exceeds the
Back
system. Refer to the engine's Technical specifications for the engine.
pressure
Marketing Information.
Determine the cause of the excessive
back pressure. Make the necessary
repairs.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i06552547
Fuel in Cooling System

SMCS - 1350-035
Probable Causes
• Injector sleeve or injector sleeve seal
Recommended Actions
At operating temperature, engine coolant is hot and under pressure. The

radiator and all lines to heaters or the engine contain hot coolant or

and eyes.
Table 1
1. Check the Injector Sleeves and the Injector Sleeve Seals Result: The
Injector
injector sleeves
Sleeves and
A. Remove the valve mechanism covers. and the injector
the Injector
sleeve seals are
B. Remove the fuel injectors from the cylinder head. Refer to the
Disassembly and Assembly manual for details.
C. Pressurize the cooling system in order to identify the injector sleeve that
is leaking. Closely inspect the sealing joint around the top of the injector OK.
sleeve. Small amounts of coolant will be dripping from the injector sleeve
that is leaking. Return the unit
to service.
Note: Do not allow the pressure on the cooling system to exceed
103 kPa (15 psi) during the test. Damage to the cooling system may Result: The
result from applying excessive pressure. injector sleeves
and the injector
Sleeve Seals
D. Remove the injector sleeve that is leaking. Carefully inspect the sleeve sleeve seals are
for damage. If there are visible signs of damage to the injector sleeve, NOT OK.
replace the sleeve. Replace the O-ring seals for the injector sleeve and
reinstall the sleeve. Replace any damaged components. Repair: Replace
the injector
Note: Coolant may also be contaminating the fuel system. After the engine sleeves and
is shutdown, the retention of pressure in the cooling system may cause the injector sleeve
transfer of coolant into the fuel system. Visually inspect the fuel tank for seals.
coolant. The contamination of coolant in the fuel system may cause damage
to injectors and other fuel system components. Ensure that all of the fuel
system components are in good repair prior to returning the engine to
service.
Shutdown SIS
Previous Screen

Troubleshooting
i02449991
E015 High Engine Coolant Temperature Derate

SMCS - 1395-038-TA
The Electronic Control Module (ECM) detects engine coolant temperature that exceeds the trip point
temperature. Information on default settings and ranges for this event can be found in Troubleshooting, "Event
Codes".
System Response:
Test Step 1. Check the Engine's Cooling System
A. Verify that the cooling system is filled to the proper level. If the coolant level is too low, air will get into
the cooling system. Air in the cooling system will cause a reduction in coolant flow.
B. Check the radiator. If the engine is equipped with a SCAC cooling system or a heat exchanger, check for a
restriction to coolant flow in the system.
a. Check for debris or damage between the fins of the radiator core. Debris between the fins of the
radiator core restricts air flow through the radiator core.
b. Check internally for debris, dirt, or deposits on the radiator core. Debris, dirt, or deposits will restrict
the flow of coolant through the radiator.
C. Check the mixture of antifreeze and water. Ensure that the recommendations in the Operation and
Maintenance Manual are followed.
D. Check the water temperature regulators. A water temperature regulator that does not open, or a water
temperature regulator that only opens part of the way can cause overheating.
E. Check the water pump. A water pump with a damaged impeller does not pump enough coolant. Remove
the water pump and check for damage to the impeller.
F. If the cooling system for this application is equipped with a fan, check the operation of the fan. A fan that
is not turning at the correct speed can cause improper air speed across the radiator core. The lack of proper
air flow across the radiator core can cause the coolant not to cool to the proper temperature differential.
G. Check for air in the cooling system. Air can enter the cooling system in different ways. The most common
causes of air in the cooling system are the incorrect filling of the cooling system and combustion gas
leakage into the cooling system. Combustion gas can get into the system through inside cracks, a damaged
cylinder head, or a damaged cylinder head gasket.
H. Check the cooling system hoses and clamps. Damaged hoses with leaks can normally be seen. Hoses that
during operation. These areas of the hose can restrict the coolant flow. Hoses become soft and/or get
cracks after a period of time. The inside of a hose can deteriorate, and the loose particles of the hose can
restrict the coolant flow.
I. If the cooling system for this application is equipped with an expansion tank, check the shunt line for the
expansion tank. The shunt line must be submerged in the expansion tank. A restriction of the shunt line
from the expansion tank to the inlet of the jacket water pump will cause a reduction in water pump
efficiency. A reduction in water pump efficiency will result in low coolant flow.
J. If the cooling system for this application is equipped with an aftercooler, check the aftercooler. A
restriction of air flow through the air to air aftercooler can cause overheating. Check for debris or deposits
which would prevent the free flow of air through the aftercooler.
Results:
the cooling system.
Results:
system.
Expected Result:

Results:
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02450007
E016 High Engine Coolant Temperature Shutdown

SMCS - 1395-038-TA
Codes".
System Response:
• The engine is shutdown.
Results:
the cooling system.
Results:
system.
Expected Result:

Results:
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02450016
E017 High Engine Coolant Temperature Warning

SMCS - 1395-038-TA
Codes".
System Response:
Results:
the cooling system.
Results:
system.
Expected Result:

Results:
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02450190
E057 Low Engine Coolant Level Derate

SMCS - 1395-038-LO
The Electronic Control Module (ECM) detects a low coolant level. Information on default settings and ranges
for this event can be found in Troubleshooting, "Event Codes".
System Response:
• The coolant level is most likely low.
• There may be a problem with the coolant level sensor.
Test Step 1. Check the Coolant Level
A. Stop the engine.
B. Allow the engine to cool. Check the coolant level. Refer to the Operation and Maintenance Manual for the
proper procedure.
Note: The coolant level sensor should be completely immersed in coolant.

Note: If the coolant has been changed recently, ensure that the air has been purged from the cooling
system. Refer to Systems Operation/Testing and Adjusting, "Cooling System" for additional information.
Expected Result:
The coolant level is low.
Results:
• OK - The coolant level is low.
Repair: Check the cooling system for leaks. Repair any problems that are found. Refill the cooling system
to the proper level.
STOP
• Not OK - The coolant level is not low.
Repair: There may be a problem with the coolant level sensor. Refer to the diagnostic functional test
Troubleshooting, "Coolant Level Sensor Circuit - Test" in order to verify that the coolant level sensor is
operating correctly.There may be an intermittent problem. Monitor the operation of the engine and repair
any problems.Ensure that the repair eliminates the original problem.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02450199
E058 Low Engine Coolant Level Shutdown

SMCS - 1395-038-LO
System Response:
• The engine is shut down.
A. Stop the engine.
proper procedure.
Expected Result:
Results:
STOP
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02450212
E059 Low Engine Coolant Level Warning

SMCS - 1395-038-LO
System Response:
Possible Performance Effect:
Troubleshooting
• The coolant level is most likely low.
• There may be a problem with the coolant level sensor.
A. Stop the engine.

proper procedure.
Expected Result:
Results:
STOP
STOP
Shutdown SIS
Previous Screen

Specifications
i02454319
Engine Oil Cooler Bypass Valve

SMCS - 1314
Typical example
(1) The oil cooler bypass valve will open at the following pressure. ... 125 ± 30 kPa (18 ± 4.5 psi)
9L-9188 Spring specifications for the oil cooler bypass valve
Outside diameter ... 11.2 mm (.44 inch)

Load at assembled length ... 15.6 ± 1.3 N (3.50 ± 0.30 lb)
Shutdown SIS
Previous Screen


i02958037
Engine Oil Cooler - Remove

SMCS - 1378-011
Removal Procedure
Start By:
A. Remove the engine oil filter base. Refer to Disassembly and Assembly, "Engine Oil Filter Base -
Remove".

Remove cooling system pressure cap slowly to relieve pressure only

when engine is stopped and cooling system pressure cap is cool enough
to touch with your bare hand.
Do not attempt to tighten hose connections when the coolant is hot, the
hose can come off causing burns.
Cooling System Coolant Additive contains alkali. Avoid contact with

skin and eyes.
NOTICE

NOTICE

containing fluids.

1. Remove engine oil cooler (1) and the gasket from the cylinder block.
2. Remove O-ring seals (2) from the cylinder block.
Shutdown SIS
Previous Screen


i01979965
Engine Oil Cooler - Install

SMCS - 1378-012
NOTICE

1. Install O-ring seals (2) in the cylinder block.
2. Put the gasket and engine oil cooler (1) in the cylinder block.
End By: Install the engine oil filter base. Refer to Disassembly and Assembly, "Engine Oil Filter Base - Install".
Shutdown SIS
Previous Screen

Specifications
i02105157
Fan Drive
SMCS - 1359
(2) Apply 4C-4030 Thread Lock Compound to the threads of the bolt and tighten the bolt to the following
torque. ... 115 N·m (85 lb ft)
(5) Hand pack the bearing cup and the cone halves with a liberal amount of 2S-3230 Bearing Lubricant prior to
assembly. Apply 5 grams (0.18 ounce) of 2S-3230 Bearing Lubricant.
Shutdown SIS
Previous Screen


i01206505

SMCS - 7553; 7554
Table 1
7.9 mm (0.31 inch) 0.9 ± 0.2 N·m (8 ± 2 lb in)
13.5 mm (0.53 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
15.9 mm (0.63 inch) 7.5 ± 0.5 N·m (65 ± 4 lb in)

7.9 mm (0.31 inch) 0.7 ± 0.2 N·m (6 ± 2 lb in)
13.5 mm (0.53 inch) 3.0 ± 0.5 N·m (27 ± 4 lb in)

15.9 mm (0.63 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
Shutdown SIS
Previous Screen


i06243587
Hose Clamps
SMCS - 7553; 7554
Table 1

(1)

Table 2
Wave Liner Clamps

Table 3
Shutdown SIS
Previous Screen

Specifications
i02738850
Water Temperature Regulator

SMCS - 1355
Start to open temperature of the water temperature regulator ... 78 to 83 °C (172 to 181 °F)
Fully open temperature of the water temperature regulator ... 94 °C (201 °F)
(A) Closed dimension of the water temperature regulator ... 30.5 ± 0.5 mm (1.20 ± 0.02 inch)
(B) Minimum stroke of the water temperature regulator at fully open temperature ... 8.75 mm (0.345 inch)
Shutdown SIS
Previous Screen

Specifications
i02843440

SMCS - 1355
(1) Apply 4C-9509 Wicking Sealant to the retainer tab all around.
Start to open temperature ... 86 to 89 °C (187 to 192 °F)
Fully open temperature ... 97 °C (207 °F)
(B) Minimum stroke at fully open temperature ... 8 mm (0.3 inch)
Shutdown SIS
Previous Screen


i01981565
Water Temperature Regulator Housing - Remove and Install

SMCS - 1393-010
Removal Procedure



skin and eyes.
NOTICE

NOTICE

containing fluids.

1. Drain the coolant from the cooling system into a suitable container for storage or disposal.
3. Remove water temperature regulator housing (2) .
NOTICE

1. Position a new gasket and water temperature regulator housing (2) on the cylinder block.
Shutdown SIS
Previous Screen


i04035991
Water Temperature Regulator - Remove and Install

SMCS - 1355-010
Removal Procedure



skin and eyes.
NOTICE

NOTICE

performance of inspection, maintenance, testing, adjusting, and repair
containing fluids.
Refer to Special Publication, NENG2500, "Dealer Service Tool

Catalog" for tools and supplies suitable to collect and contain fluids on
Cat products.
2. Remove cover (1) from water temperature regulator housing (2) .

Note: Record the quantity of water temperature regulators that were removed.
3. Remove water temperature regulators (3) from water temperature regulator housing (2) .
NOTICE

Note: Install the correct quantity of water temperature regulators that were recorded in the removal
procedure. Refer to the parts manual for the correct quantity of water temperature regulators for your
machine or engine.
1. Position water temperature regulators (3) in water temperature regulator housing (2) .
2. Install a new gasket and cover (1) .
Shutdown SIS
Previous Screen

Specifications
i03037228
Water Pump
SMCS - 1361
(A) Operating height of the water pump seal assembly ... 12.83 ± 0.13 mm (0.505 ± 0.005 inch)
(B) Clearance between the pump impeller and the pump housing ... 0.75 ± 0.25 mm (0.030 ± 0.010 inch)
(C) Distance from the front face of the pulley to the face of the pump housing ... 103.8 ± 0.3 mm (4.09 ± 0.01
inch)
Shutdown SIS
Previous Screen


i01981201
Water Pump - Remove

SMCS - 1361-011
Removal Procedure



skin and eyes.
NOTICE

NOTICE

containing fluids.

1. Drain the coolant from the cooling system. Refer to the Operation and Maintenance Manual, "Cooling
System Coolant - Change".
2. Remove water pump V-belt (1) .
3. Disconnect hose (3) .

4. Disconnect hose assembly (2) .
5. Remove bolts (5). Remove water pump (4) .
Shutdown SIS
Previous Screen


i01981274
Water Pump - Disassemble

SMCS - 1361-015
Table 1
Required Tools
A 1P-0510 Driver Group 1
Start By:
A. Remove the water pump. Refer to Disassembly and Assembly, "Water Pump - Remove".
NOTICE

containing fluids.


1. Remove rear cover (1) .
2. Use Tooling (A) in order to remove the shaft.
3. Remove impeller (2) .

4. Use Tooling (A) to remove seal (3) and water pump housing (4) .
5. Remove the shaft and the bearing from pulley (5) with a press.
Shutdown SIS
Previous Screen


i01981342
Water Pump - Assemble

SMCS - 1361-016
Assembly Procedure
Table 1
Required Tools
B 5P-9722 Seal Driver 1
NOTICE

1. Install the shaft and the bearing into pulley (5) with a press. Install the shaft until the shaft is flush with the
end of pulley (5) .
2. Press the shaft, the bearing, and pulley (5) as a unit into water pump housing (4). The distance between the
front of pulley (5) and the machined surface of water pump housing (4) must be 103.8 ± 0.3 mm (4.09 ±
0.01 inch).
3. Install seal (3) in water pump housing (4) with Tooling (B) .
Typical example
4. Install impeller (2) on the shaft of the water pump with a press. Install the impeller until the distance
between the impeller and the machined surface of the water pump is 0.75 ± 0.25 mm (0.030 ± 0.010 inch).
End By: Install the water pump. Refer to Disassembly and Assembly, "Water Pump - Install".
Shutdown SIS
Previous Screen


i01981458
Water Pump - Install

SMCS - 1361-012
NOTICE

1. Position water pump (4). Install bolts (5) .
2. Connect hose assembly (2) .
3. Connect hose (3) .
4. Install water pump V-belt (1) .
5. Fill the cooling system with coolant to the correct level. Refer to the Operation and Maintenance Manual,
"Cooling System Coolant - Change".
Shutdown SIS
Previous Screen

Specifications
i02738850

SMCS - 1355
Start to open temperature of the water temperature regulator ... 78 to 83 °C (172 to 181 °F)
Fully open temperature of the water temperature regulator ... 94 °C (201 °F)
(B) Minimum stroke of the water temperature regulator at fully open temperature ... 8.75 mm (0.345 inch)
Shutdown SIS
Previous Screen

Specifications
i02843440

SMCS - 1355
(1) Apply 4C-9509 Wicking Sealant to the retainer tab all around.
Start to open temperature ... 86 to 89 °C (187 to 192 °F)
Fully open temperature ... 97 °C (207 °F)
(B) Minimum stroke at fully open temperature ... 8 mm (0.3 inch)
Shutdown SIS
Previous Screen


i01981565
Water Temperature Regulator Housing - Remove and Install

SMCS - 1393-010
Removal Procedure



skin and eyes.
NOTICE

NOTICE

containing fluids.

3. Remove water temperature regulator housing (2) .
NOTICE

1. Position a new gasket and water temperature regulator housing (2) on the cylinder block.
Shutdown SIS
Previous Screen


i04035991
Water Temperature Regulator - Remove and Install

SMCS - 1355-010
Removal Procedure



skin and eyes.
NOTICE

NOTICE

performance of inspection, maintenance, testing, adjusting, and repair
containing fluids.
Refer to Special Publication, NENG2500, "Dealer Service Tool

Catalog" for tools and supplies suitable to collect and contain fluids on
Cat products.
2. Remove cover (1) from water temperature regulator housing (2) .

Note: Record the quantity of water temperature regulators that were removed.
3. Remove water temperature regulators (3) from water temperature regulator housing (2) .
NOTICE

Note: Install the correct quantity of water temperature regulators that were recorded in the removal
procedure. Refer to the parts manual for the correct quantity of water temperature regulators for your
machine or engine.
1. Position water temperature regulators (3) in water temperature regulator housing (2) .
Shutdown SIS
Previous Screen

Systems Operation
i01469221
Glossary of Electronic Control Terms

SMCS - 1900
Active Diagnostic Code - An Active Diagnostic Code describes a condition that is currently present in order to
alert the operator or the service technician of an abnormal parameter of engine operation. Refer to a Diagnostic
Fault Code.
Aftermarket Device - An aftermarket device is a device or an accessory that is installed by the customer after
the engine is delivered.
Air-To-Air Aftercooler - An air-to-air aftercooler is a device that is used on turbocharged engines in order to
cool inlet air that has undergone compression. The inlet air is cooled after the inlet air passes through the
turbocharger. The inlet air is passed through an aftercooler (heat exchanger) that uses ambient air for cooling.
The inlet air that has been cooled advances to the inlet manifold.
Alternating Current (AC) - Alternating Current is an electric current that reverses direction at a regular interval
that is reoccurring.
American Wire Gauge (AWG) - AWG is a measure of the diameter of electrical wire. AWG is also a measure
of the current carrying capacity of electrical wire. When the AWG number is smaller, the diameter of the wire is
larger. When the AWG number is larger, the diameter of the wire is smaller.
Analog Sensors - Analog sensors produce a DC output signal. The sensors are used in order to detect a change
in temperature or pressure. The change is converted by the sensor to an electrical signal.
Analog Sensor Return - The common line (ground) for the analog sensor from the ECM is used as a ground for
the analog sensors.
Analog Sensor Supply - The +5 VDC supply from the ECM is used in order to power the analog sensors.
Atmospheric Pressure Sensor - The atmospheric pressure sensor measures barometric pressure. The sensor
sends a signal to the electronic control module (ECM). The signal is used in engine control and in engine
operation.
Auxiliary Pressure Sensor - This sensor is an additional pressure sensor that is installed by the engine owner.
Auxiliary Temperature Sensor - This sensor is an additional temperature sensor that is installed by the engine
owner.
Before Top Center (BTC) - BTC is the 180 degrees of crankshaft rotation before the piston reaches the top
center position in the normal direction of rotation.
Boost - The difference between the turbocharger outlet pressure and the atmospheric pressure is commonly
referred to as boost.
Boost Pressure Sensor - The boost pressure sensor measures inlet manifold air pressure. The boost pressure
sensor sends a signal to the Electronic Control Module (ECM).
Bypass Circuit - A bypass circuit is a circuit that is used as a substitute circuit for an existing circuit. A bypass
circuit is typically used as a test circuit.
Calibration - Calibration is an electronic adjustment of a sensor signal.
Camshaft Position Sensor - The camshaft position sensor measures the camshaft position, the direction of
rotation, and the engine speed. The sensor sends the signals to the ECM. The term "Engine Speed/Timing sensor
(camshaft)" will be used for the remainder of this publication.
CAT Data Link (CDL) - The CAT Data Link (CDL) is a serial communications system that is used for
communication with other microprocessor based devices. The CDL is a proprietary Data Link that is used for
Caterpillar equipment. The panel for the electronic monitoring system utilizes the CDL for communication. The
CDL is also used for communication with ET.
Code - Refer to the Diagnostic Fault Code and the Diagnostic Event Code.
Cold Mode - Cold mode is a mode for cold starting and for cold engine operation that includes timing that is
retarded and low idle that is raised. This mode is used for engine protection, reduced smoke emissions and faster
warm up time.
Component Identifier (CID) - The CID is a number that identifies the specific component of the electronic
control system that has experienced a diagnostic code. This is part of the CDL.
Communication Adapter Tool - The communication adapter provides a communication link between the ECM
and an Electronic Service Tool.
Control Area Network (CAN) Data Link - The CAN Data Link is a serial communications port that is used for
communication with other microprocessor based devices. The CAN data link is a standard in reference to J1939.
Coolant Level Sensor - This OEM installed sensor detects the absence or presence of coolant at the probe. The
sensor then sends a signal to the ECM.
Coolant Temperature Sensor - This sensor detects the engine coolant temperature for Cold Mode operation
and the Programmable Monitoring System. The Programmable Monitoring System must be enabled for the
coolant temperature sensor to be used for monitoring purposes.
Crankshaft Position Sensor - The crankshaft position sensor measures the crankshaft position, the direction of
rotation, and the engine speed. The sensor sends the signals to the ECM. The term "Engine Speed/Timing sensor
(crankshaft)" will be used for the remainder of this publication.
Customer Specified Parameter - A Customer Specified Parameter is a value that can be set and changed by the
customer. The parameters can be protected by Customer Passwords.
Desired Engine Speed - The desired engine speed is input to the electronic governor within the ECM. The
electronic governor uses the signal from the Throttle Position Sensor, the Engine Speed Sensor, and the
Customer Parameters in order to determine desired speed.
Diagnostic Event Code - These codes indicate an event that describes an abnormal engine condition such as a
High Coolant Temperature. These codes are not necessarily an indication of problems within the Electronic
System.
Diagnostic Fault Code - A Diagnostic Fault Code is sometimes referred to as a "fault code". These codes
indicate an electronic system malfunction or abnormal operating conditions.
Diagnostic Flash Code - The Diagnostic Flash Codes are flashed on the Diagnostic Lamp. These flash codes
indicate a malfunction in the electronic system or an event that is detected by the ECM.
Diagnostic Lamp - The diagnostic lamp is used to warn the operator of the presence of an active diagnostic
code.
Digital Sensors - Digital sensors produce an ON or OFF type of signal. Some sensors vary the ON or OFF time
which is referred to as PWM Pulse Width Modulated.
Digital Sensor Return - The common line (ground) from the ECM is used as a ground for the digital sensors.
Digital Sensor Supply - The supply from the ECM is used in order to power the digital sensors.
Direct Current (DC) - Direct current is the type of current that flows consistently in only one direction.
DT, DT Connector, or Deutsch DT - This is a type of connector that is used on CAT machines and truck
engines. The connectors are manufactured by Deutsch.
Duty Cycle - Refer to Pulse Width Modulation.
Electronic Control Module (ECM) - The ECM is the engine's control computer. The ECM provides power to
the electronics. The ECM monitors data that is input from the engine's sensors. The ECM acts as a governor in
order to control engine speed. Refer to "Engine Control Module".
Electronic Monitoring System - The panel for the Electronic Monitoring System (EMS) is a modular electronic
display. The EMS can communicate with the ECM via the CAT Data Link.
Electronic Technician (ET) - ET is a service tool that uses a software program in order to run on a personal
computer (PC). This program has replaced the ECAP tool.
Electronically Controlled Unit Injector - The Electronically Controlled Unit Injector is an injection pump
which is a mechanically actuated, electronically controlled unit injector. This unit combines the pumping,
electronic fuel metering and injecting elements in a single unit.
Engine Oil Pressure Sensor - This sensor measures engine oil pressure and the sensor sends a signal to the
ECM.
EPROM - An EPROM is a type of computer memory chip. An EPROM is a computer memory chip that has an
Erasable Programmable Read Only Memory.
Estimated Dynamic Timing - The estimated dynamic timing is the estimate that is provided by the ECM of the
actual injection timing.
Ether Relay - The ether relay is used in order to actuate the ether injection system. The relay is controlled by the
ECM.
Event - Events indicate an event that describes an abnormal engine condition. These codes are not necessarily an
indication of problems within the electronic system.
Failure Mode Identifier (FMI) - This Identifier indicates the type of failure that has been experienced by the
component. The FMI has been adopted from the SAE practice of "J1587" diagnostics. The FMI follows the CID
in the descriptions of the Fault Code. The descriptions for the FMI's are shown in the following list:
• 0 The data is valid but the data is above the normal operational range
• 1 The data is valid but the data is below the normal operational range
• 2 The data is erratic, intermittent, or incorrect.
• 3 The voltage is above normal or the voltage is shorted high
• 4 The voltage is below normal or the voltage is shorted low
• 5 The current is below normal or the circuit is open
• 6 The current is above normal or the circuit is grounded
• 7 The mechanical system is not responding properly
• 8 Abnormal frequency, pulse width, or period
• 9 Abnormal update
• 10 Abnormal rate of change
• 11 The failure mode is not identifiable
• 12 Damaged device or component
• 13 The device or the component is not calibrated
• 14 and 15 These locations are reserved for a future assignment
Flash Code (FC) - The Flash Codes are proprietary Caterpillar code numbers that are flashed on the diagnostic
lamp. The Flash Codes are flashed on the Diagnostic Lamp. These flash codes indicate a malfunction in the
electronic system or an event that is detected by the ECM.
Flash Programming - Flash programming is the method of programming or updating an ECM with an
Electronic Service Tool over the data link instead of replacing components. Flash Programming installs the
specific Personality Module that is used to control the engine. The Personality Module contains specific
performance maps and features for a selected rating.
Fuel Position - This is an internal signal within the ECM. The signal comes from the Electronic Governor and
the signal then goes to the Fuel Injection Control. The information that is gathered is based on the Desired
engine speed, the FRC Limit, the Rated Fuel Limit, and the actual engine speed.
Fuel Ratio Control (FRC) - The FRC is a limit that is based on the control of the fuel to air ratio. The FRC is
used for purposes of emission control. When the ECM senses a higher boost pressure (more air into the
cylinder), the FRC increases the FRC Limit (more fuel into the cylinder).
Fuel Temperature Sensor - This sensor detects the fuel temperature. The ECM monitors the fuel temperature
and the ECM adjusts the calculated fuel rate accordingly.
Full Load Setting (FLS) - The FLS is the number that represents the fuel system adjustment. This adjustment is
made at the factory in order to help ensure the maximum fuel delivery of the fuel system. The correct value for
this parameter is stamped on the engine information ratings plate. This parameter must be programmed. If the
parameters are not programmed, the diagnostic code that is 268-02 Check Programmable Parameters will be
active.
Full Torque Setting (FTS) - The FTS is similar to the Full Load Setting. This parameter must be programmed.
If the parameters are not programmed the diagnostic code that is 268-02 Check Programmable Parameters will
be active.
Harness - The Harness is the bundle of wiring (loom) that connects all components of the Electronic System.
Hertz (Hz) - Hertz is the measure of electrical frequency in cycles per second.
High Pressure Oil Manifold - The high pressure oil manifold is an oil gallery that is added to the cylinder head
in order to supply the unit injectors with high pressure oil.
High Pressure Oil Pump - The high pressure oil pump or high efficiency pump (HEP) is an axial piston pump
that is driven by gears. The high pressure oil pump is used to raise the engine oil pressure in order to activate the
unit injectors. The amount of oil pressure that is required to activate the unit injectors is called the actuation
pressure.
Histogram - The histogram is a bar graph which may indicate the relative frequency of vehicle operation in
specific operating ranges. A histogram can be used to show many relationships.
Hydraulically Actuated Electronically Controlled Unit Injector (HEUI) - The HEUI is an injection pump
which is a hydraulically actuated, electronically controlled unit injector. This injector uses hydraulic forces to
produce the high injection pressure. This unit combines the pumping, electronic fuel metering, and injecting
elements in a single unit.
Injection Actuation Pressure Control Valve - This is a dump valve that is controlled by an electrical signal
that maintains high pressure for the high pressure oil manifold. The ECM controls the pressure in the high
pressure oil manifold by inputs from the other sensors. The control valve regulates the high pressure oil to the
hydraulic electronic unit injector through the high pressure oil manifold. Proper fuel injection pressure is
necessary for desired engine operation.
Injection Actuation Pressure Sensor - An electrical sensor on the high pressure oil manifold converts oil
pressure into an electrical signal for the ECM.
Injector Codes - The Injector Codes or injector trim codes are numeric codes or alphanumeric codes that are
etched or stamped on individual injectors. These codes are used to fine tune the fuel delivery.
Inlet Air Temperature Sensor - This sensor detects the inlet air temperature. The ECM monitors the inlet air
temperature and other data in order to adjust injection timing and other performance functions.
J1939 CAN Data Link - This data link is an SAE diagnostic communications data link that is used to
communicate between the electronic engine and the instrument clusters.
Keyswitch Input - When the input receives switched plus battery, the ECM is powered up.
Logged Diagnostic Codes - Logged diagnostic codes are codes which are stored in memory. These codes are
meant to be an indicator of possible causes for intermittent problems. Refer to the Diagnostic Fault Code for
more information.
Maintenance Clear Switch - The maintenance clear switch is required to reset the "PM1 Interval" diagnostic
after maintenance on the engine is performed. This reset is necessary for the maintenance indicator to function.
Maintenance Overdue Lamp - This lamp will turn ON when the preventive Maintenance interval occurs such
as "PM1 Interval".
Mechanically Actuated Electronically Controlled Unit Injector (MEUI) - The MEUI is an injection pump
which is a mechanically actuated, electronically controlled unit injector. Mechanical forces that are produced
from the camshaft are used to produce the high injection pressures. This unit combines the pumping, electronic
fuel metering, and injecting elements in a single unit.
Oil Pressure Sensor - This sensor measures engine oil pressure and the sensor signals the ECM.
Open Circuit - An open circuit is a condition that is caused by an open switch, or an electrical wire or a
connection is broken. When this condition exists, the signal or the supply voltage can no longer reach the
intended destination.
Original Equipment Manufacturer (OEM) - The OEM is the manufacturer of a vehicle that uses a Caterpillar
engine for the power source.
Overspeed Verify - This feature is used to test the Overspeed Shutoff Circuit. The shutoff circuit is tripped at
75% of the Overspeed Shutoff Limit.
Parameter - A parameter is a value or a limit that is programmable. This helps determine specific characteristics
or behaviors of the engine and/or vehicle.
Passive Magnetic Speed Sensor - This sensor is a speed sensor that does not require a power and a ground
connection. The sensor produces a signal that is based on the change in magnetic flux of a ferrous metal gear
near the sensing tip.
Password - A password is a group of numeric characters or a group of alphanumeric characters that is designed
to restrict access to parameters. The electronic system requires correct passwords in order to change Customer
Specified Parameters (Customer Passwords) or certain engine specifications (Factory Passwords). Passwords are
also required to clear certain diagnostic codes.
Personality Module or Ratings Personality Module - This module is attached to the inside of the ECM. The
module contains all the instructions (software) for the ECM and the module contains the performance maps for a
specific horsepower family.
Power Cycled - Power cycled happens when power to the ECM is cycled: on, off and on. Power cycled refers to
the action of cycling the keyswitch from any position to the OFF position, and to the START/RUN position.
Power Take-Off (PTO) - The PTO operates with the ramp up/ramp down switch and the dedicated PTO On/Off
switch. This mode permits the setting of constant engine speeds with the switches.
Powered Down - Powered down occurs when power is removed from the ECM. Powered down refers to the
action of cycling the keyswitch from any position to the OFF/RESET position.
Powered Up - Powered up occurs when power is applied to the ECM. Powered up refers to the action of cycling
the keyswitch from the OFF/RESET position to the START position.
Primary Engine Speed/Timing Sensor (Crankshaft) - This sensor provides a variable amplitude and Pulse
Width Modulated Signal to the ECM. The ECM interprets this signal as the crankshaft position and the engine
speed.
Programmable Monitoring System - The Programmable Monitoring System is the part of the Caterpillar
Electronic Engine Control that monitors Coolant Temperature, Oil Pressure, Inlet Manifold Air Temperature and
Coolant Level. The Programmable Monitoring System is a programmable system that allows the ECM to take
actions if an engine parameter is out of range. The actions are Warning, Derate and Shutdown. The monitoring
alerts the operator of detected problems. Coolant Temperature, Coolant Level, Inlet Air Temperature, and Oil
Pressure Sensors are supplied by Caterpillar and monitored by the ECM. Aftermarket engine monitoring systems
do not interface with the Caterpillar Electronic Engine Control.
PTO Configuration - This is a programmable parameter that determines the best use of the ECM input and the
ECM output for PTO applications.
Pulse Width Modulation (PWM) - The PWM is a signal that consists of pulses that are of variable width.
These pulses occur at fixed intervals. The ratio of "TIME ON" versus total "TIME OFF" can be varied. This
ratio is also referred to as a duty cycle.
Rated Fuel Limit - This term indicates the maximum allowable fuel position (longest injection pulse). This
position will produce rated power for this engine configuration.
Reference Voltage - The Reference Voltage is a regulated voltage and a steady voltage that is supplied by the
ECM to a sensor. The reference voltage is used by the sensor to generate a signal voltage.
Remote Shutdown - The ECM disables the fuel injection signal when the Remote Shutdown Switch is closed.
This causes the ECM to shut down the engine. However, the ECM remains active. The air shutoff solenoid is not
activated when the remote shutdown switch is activated.
Secondary Engine Speed/Timing Sensor (Camshaft) - This sensor provides a variable amplitude and Pulse
Width Modulated Signal to the ECM. The ECM interprets this signal as the camshaft position and the engine
speed.
Sensor - The sensor is a device that is used to detect a change in pressure, temperature, or mechanical
movement. The information that is detected is converted into an electrical signal.
Short Circuit - A short circuit is a condition that has an electrical circuit that is inadvertently connected to an
undesirable point. An example of a short circuit is a wire which rubs against the engine block and this rubbing
eventually wears off the wire insulation. Electrical contact with the engine block is made and a short circuit
results.
Signal - The signal is a voltage or a waveform that is used in order to transmit information typically from a
sensor to the ECM.
Speed Burp - A Speed Burp is a sudden, brief, unwanted change in the engine rpm.
Starting Aid Switch - This switch is used for injection of a starting aid in cold weather. An example of a
starting aid is ether.
Static Timing - Static timing is the basis for correct fuel timing and valve mechanism operation. Static timing is
determined by the timing ring and the alignment of the rear gear group.
Subsystem - A Subsystem that is used in this application is a part of the Electronic System that relates to a
particular function. An example of a subsystem is the throttle subsystem.
Supply Voltage - The Supply Voltage is a constant voltage that is supplied to a component in order to provide
electrical power that is required for the component to operate. The power may be generated by the ECM or the
power may be battery voltage that is supplied by the vehicle wiring.
Suspect Parameter Number (SPN) - The SPN is a three digit code which is assigned to each component in
order to identify data via the data link to the ECM. This is used on the diagnostics for the CAN data link.
System Configuration Parameters - System Configuration Parameters are Parameters that affect the power
rating family or emissions.
T-Harness - The T-Harness is a test harness that is designed to connect into the vehicle harness or the engine
harness. This connection allows a normal circuit operation and the connection simultaneously provides a
breakout T in order to measure the signals.
Terminating Resistor - This is used to terminate the J1939 CAN Data Link. Refer to the installation
procedures.
Throttle Position - The Throttle Position is the interpretation by the ECM of the signal from the Throttle
Position Sensor.
Throttle Position Sensor - The throttle position sensor is an electronic sensor that is connected to the throttle
lever. The throttle position sensor sends a Pulse Width Modulated Signal to the ECM.
Timing Calibration - The timing calibration is the adjustment of an electrical signal as a means of correcting
the timing error between the crankshaft and the crankshaft position sensor.
Total Tattletale - The Total Tattletale is the total number of changes to all the Customer Specified Parameters
that are stored in the ECM.
Trip Recorder - The Trip Recorder is an after market device that is dedicated to recording the parameters of the
engine and the parameters of the operating engine during the engine service. The Trip Recorder is also used to
analyze the operating habits and the logs of the operator.
Turbocharger Inlet Pressure Sensor - This analog sensor measures the pressure of the inlet air to the
turbocharger compressor.
Turbocharger Outlet Pressure Sensor - This analog sensor measures the pressure of the air at the outlet of the
turbocharger compressor. The turbocharger outlet pressure is used to calculate boost pressure.
Copyright 1993 - 2018 Caterpillar Inc. Mon Jan 8 15:13:13 CST 2018
Shutdown SIS
Previous Screen

Systems Operation
i01464290
Electronic Control System Components

SMCS - 1900
Electronic Control System Components (left side view)
(1) Grommet for injector harness

(2) Injection Actuation Pressure Sensor
(3) Air Inlet Heater Relay (Option 1)
(4) Oil Temperature Sensor
(5) Inlet Air Temperature Sensor
(6) Atmospheric Pressure Sensor
(7) Turbocharger Outlet Pressure Sensor
(8) Air Inlet Heater Relay (Option 2)
(9) Injection Actuation Pressure Control Valve
(10) Engine Speed-Timing Sensors
(11) Coolant Temperature Sensor
(12) Oil Pressure Sensor (Option 1)
(13) Oil Pressure Sensor (Option 2)
(14) Fuel Pressure Sensor (Option 1)
(15) Fuel Pressure Sensor (Option 2)
(16) Electronic Control Module
(17) Engine Harness Connector J2/P2
The electronic control system is integrally designed into the engine's fuel system and the engine's air inlet and
exhaust system in order to electronically control the fuel delivery and the injection timing. The electronic control
system provides increased timing control and fuel air ratio control in comparison to conventional mechanical
engines. Injection timing is achieved by the precise control of the injector firing time. Engine rpm is controlled
by adjusting the injection duration. The Electronic Control Module (ECM) energizes the unit injector solenoids
in order to start the injection of fuel. Also, the Electronic Control Module (ECM) de-energizes the unit injector
solenoids in order to stop the injection of fuel.
Refer to Systems Operation/Testing And Adjusting, "HEUI Injector Operation" for a complete explanation of
the fuel injection process.
The engine uses the following three types of electronic components:
• Input component
• Control component
• Output component
An input component is one that sends an electrical signal to the ECM of the system. The signal that is sent varies
in either of the following ways:
• Voltage
• Frequency
• Pulse width
The variation of the signal is in response to a change in some specific system of the machine. Some specific
examples of an input component are the engine speed-timing sensors and the coolant temperature sensor. The
ECM interprets the signal from the input component as information about the condition, environment, or
operation of the engine.
A control component (ECM) receives the input signals from the input components. Electronic circuits inside the
control component evaluate the signals from the input components. These electronic circuits also supply
electrical energy to the output components of the system. The electrical energy that is supplied to the output
components is based on predetermined combinations of input signal values.
An output component is one that is operated by a control module. The output component receives electrical
energy from the control group. The output component uses that electrical energy in one of two ways. The output
component can use that electrical energy in order to perform work. The output component can use that electrical
energy in order to provide information.
As an example, a moving solenoid plunger will perform work. By performing work, the component has
functioned in order to regulate the machine.
As an example, a dash panel light or an alarm will provide information to the operator of the machine.
These electronic components provide the ability to electronically control the engine operation. Engines with
electronic controls offer the following advantages:
• Improvement in performance
• Improvement in fuel consumption
• Reduction in emissions levels
Table 1
Electrical Connectors And Functions
J/P Number Function
J1/P1 ECM Connector (70 pin, OEM Harness Connector)
J2/P2 ECM Connector (70 pin, Engine Harness Connector)
J61 Customer Connector
J63 Engine Service Tool Connector
J100/P100 Coolant Temperature Sensor Connector (2 pin)
J103/P103 Inlet Manifold Air Temperature Sensor Connector (2 Pin)
J200/P200 Turbocharger Outlet Pressure Sensor Connector (3 pin)
J201/P201 Engine Oil Pressure Sensor
J203/P203 Atmospheric Pressure Sensor Connector (3 pin)
J204/P204 Injection Actuation Pressure Sensor Connector (3 pin)
J209/P209 Fuel Pressure Sensor
J300/P300 Unit Injector Connector (12 pin)
J301/P301 No. 1 Unit Injector Connector (2 pin)

J400/P400 Engine Timing Calibration Probe (2 pin)
J401/P401 Primary Engine Speed-Timing Sensor Connector (2 pin)
J402/P402 Secondary Engine Speed-Timing Sensor Connector (2 pin)
J403/P403 Throttle Position Connector (3 pin)
J500/P500 Injection Actuation Pressure Control Valve Connector (2 pin)
J501/P501 Air Inlet Heater Relay Connector (2 pin)
J800/P800 Coolant Level Sensor
Table 2
Diagnostic Flash Codes
Flash Code CID-FMI SPN-FMI
Description of Code
164-02 164-02 Injection Actuation Pressure Sensor Loss of signal

15 164-03 164-03 Injection Actuation Pressure open/short to +batt
164-04 164-04 Injection Actuation Pressure open/short to ground
17 164-00 164-00 High Injector Actuation Pressure
Injection Actuation Pressure Control Valve Operator open/short
18 042-11 N/A
262-03 620-03 5 Volt Sensor DC Power Supply short to +batt

262-04 620-04 5 Volt Sensor DC Power Supply short to ground
21
263-03 678-03 Digital Sensor Supply short to +batt
263-04 678-04 Digital Sensor Supply short to ground
100-03 100-03 Engine Oil Pressure Sensor open/short to +batt
24
100-04 100-04 Engine Oil Pressure Sensor open/short to ground
273-00 102-00 Turbo Outlet Pressure above Normal
25
273-03 102-03 Turbo Outlet Pressure open/short to +batt
273-04 102-04 Turbocharger Outlet Pressure short to ground

274-03 108-03 Atmospheric Pressure Sensor Open open/short to +batt
26
274-04 108-04 Atmospheric Pressure Sensor short to ground
110-03 110-03 Engine Coolant Temperature open/short to +batt
27
110-04 110-04 Engine Coolant Temperature short to ground
28 91-13 91-13 Throttle Position calibration required
32 91-08 91-08 Throttle Position signal abnormal
320-02 190-02 Speed/Timing Sensor Loss of Signal
320-11 190-11 Speed/Timing Sensor mechanical failure
34
342-02 723-02 Loss of Secondary Engine Speed signal
342-11 723-11 Secondary Engine Speed Sensor mechanical failure
094-03 094-03 Fuel Pressure open/short to +batt
094-04 094-04 Fuel Pressure open/short to ground
37
175-03 175-03 Engine Oil Temp open/short to +batt
175-04 175-04 Engine Oil Temp open/short to ground
172-03 172-03 Intake Manifold Air Temp open/short to +batt
38
172-04 172-04 Intake Manifold Air Temp short to ground
39 164-11 164-11 Injection Actuation Pressure Sensor mechanical failure
42 261-13 228-13 Engine Timing Calibration Required
51 168-02 168-02 System Voltage intermittent/erratic
53 254-12 N/A Electronic Control Module Error
253-02 234-02 Personality Module mismatch
56
268-02 1111-02 Check Programmable Parameters
58 247-09 639-09 J1939 Data Link Fault
001-11 651-11 Injector Cylinder #1 mechanical failure
72
73
74
Table 3
Diagnostic Flash Codes
Flash Code EID-FMI SPN-FMI Description of Code
35 004 190-16 Engine Overspeed Warning
46 100 100-01 Low Engine Oil Pressure Warning
46 039 100-17 Low Engine Oil Pressure Derate
46 040 100-18 Low Engine Oil Pressure Shutdown
61 017 110-00 High Coolant Temperature Warning
61 015 110-15 High Coolant Temperature Derate
61 016 110-16 High Coolant Temperature Shutdown
62 059 111-01 Low Engine Coolant Level Warning
62 057 111-17 Low Engine Coolant Level Derate
62 058 111-18 Low Engine Coolant Level Shutdown
Shutdown SIS
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Systems Operation
i02276597
Electrical System
SMCS - 1400; 1550; 1900
Grounding Practices
Proper grounding for the machine electrical system and the engine electrical system is necessary for proper
machine performance and reliability. Improper grounding will result in unreliable electrical circuit paths and
uncontrolled electrical circuit paths.
Uncontrolled engine electrical circuit paths can result in damage to main bearings, crankshaft bearing journal
surfaces, and aluminum components.
Uncontrolled electrical circuit paths can cause electrical noise which may degrade the machine and radio
performance.
To ensure proper functioning of the machine and engine electrical systems, an engine-to-frame ground strap with
a direct path to the battery must be used. This may be provided by a starting motor ground, by a frame to starting
motor ground, or by a direct frame to engine ground. An engine-to-frame ground strap must be used in order to
connect the grounding stud of the engine to the frame of the machine and to the negative battery post.
Typical example
Grounding Stud To Battery Ground ("-")

Typical example
Alternate Grounding Stud To Battery Ground ("-")
The engine must have a wire ground to the battery.
Ground wires or ground straps should be combined at ground studs that are only for ground use. The engine
grounds should be inspected after every 250 hours of machine operation. All of the grounds should be tight and
free of corrosion.
The engine alternator should be battery ground with a wire size that is capable of managing the full charging
current of the alternator.
NOTICE
When boost starting an engine, the instructions in Systems Operation,

"Engine Starting" should be followed in order to properly start the
engine.
This engine may be equipped with a 12 volt starting system or a 24 volt

starting system. Only equal voltage for boost starting should be used.
The use of a higher voltage will damage the electrical system.
The Electronic Control Module (ECM) must be disconnected at the

"J1/P1" and "J2/P2" locations before welding on the vehicle.
Engine Electrical System

The electrical system has three separate circuits:
• Charging circuit
• Starting circuit
• Low amperage circuit
Some of the electrical system components are used in more than one circuit. The following components are used
in each of the three circuits:
• Battery
• Circuit breaker
• Ammeter
• Battery cables
The charging circuit is in operation when the engine is running. An alternator generates electricity for the
charging circuit. A voltage regulator in the circuit controls the electrical output in order to keep the battery at full
charge.
NOTICE
The disconnect switch, if equipped, must be in the ON position in order

to let the electrical system function. There will be damage to some of
the charging circuit components if the engine is running with the
disconnect switch in the OFF position.
If the machine has a disconnect switch, the starting circuit can operate only after the disconnect switch is put in
the ON position.
The starting circuit is in operation only when the start switch is activated.
Both the low amperage circuit and the charging circuit are connected to the same side of the ammeter. The
starting circuit is connected to the opposite side of the ammeter.
NOTICE
Never operate the alternator without the battery in the circuit. Making
or breaking an alternator connection with heavy load on the circuit can
cause damage to the regulator.
Charging System Components

Alternator
Alternator components
(1) Brush holder
(2) Rear frame
(3) Rotor
(4) Stator
(5) Drive end frame
(6) Fan assembly

(7) Slip rings
(8) Rectifier
The alternator has three-phase, full-wave, rectified output. The alternator uses brushes to generate electricity.
The alternator is an electrical component and a mechanical component that is driven by a belt from engine
rotation. The alternator is used to charge the storage battery during engine operation. The alternator is cooled by
a fan that is a part of the alternator. The fan pulls air through holes in the back of the alternator. The air exits the
front of the alternator and the air cools the alternator in the process.
The alternator converts mechanical energy and magnetic energy into alternating current (AC) and voltage. This
process is done by rotating an electromagnetic field (rotor) that is direct current (DC) inside a three-phase stator.
The alternating current and the voltage that is generated by the stator are changed to direct current. This change
is accomplished by a system that uses three-phase, full-wave, rectified outputs. The three-phase, full-wave,
rectified outputs have been converted by six rectifier diodes that are made of silicon. The alternator also has a
diode trio. A diode trio is an assembly that is made up of three exciter diodes. The diode trio rectifies field
current that is needed to start the charging process. Direct current flows to the alternator output terminal.
A solid-state regulator is installed in the back of the alternator. Two brushes conduct the current through two slip
rings to the field coil on the rotor.
A capacitor is mounted in the back of the alternator. The capacitor protects the rectifier from high voltages. The
capacitor also suppresses radio noise sources.
The voltage regulator is a solid-state electronic switch that controls the alternator output. The voltage regulator
limits the alternator voltage to a preset value by controlling the field current. The voltage regulator feels the
voltage in the system. The voltage regulator switches ON and OFF many times per second in order to control the
field current for the alternator. The alternator uses the field current in order to generate the required voltage
output.
Note: Refer to Service Manual, SENR3862 for detailed service information for the Delco Remy 27 SI Series
Alternator.
Note: If the alternator is connected to an engine component, the ground strap must connect that engine
component to the frame or to the battery ground.
Starting System Components

Starting Solenoid
A solenoid is a magnetic switch that does two basic operations:
• The solenoid closes the high current starting motor circuit with a low current start switch circuit.
• The solenoid engages the starter motor pinion with the ring gear.
Solenoid
The solenoid has windings (one set or two sets) around a hollow cylinder. There is a plunger that is spring
loaded on the inside of the cylinder. The plunger can move forward and backward. When the start switch is
closed and electricity is sent through the windings, a magnetic field is created. The magnetic field pulls the
plunger forward in the cylinder. This moves the shift lever in order to engage the pinion drive gear with the ring
gear. The front end of the plunger then makes contact across the battery and the motor terminals of the solenoid.
After the contact is made, the starting motor begins to turn the flywheel of the engine.
When the start switch is opened, current will no longer flow through the windings. The spring now pushes the
plunger back to the original position. At the same time, the spring moves the pinion gear away from the
flywheel.
When two sets of solenoid windings are used, the windings are called the hold-in windings and the pull-in
windings. Both sets of windings have the same number of turns around the cylinder, but the pull-in windings use
a wire with a larger diameter. The wire with a larger diameter produces a greater magnetic field. When the start
switch is closed, part of the current flows from the battery through the hold-in windings. The rest of the current
flows through the pull-in windings to the motor terminal. The current then flows through the motor to ground.
The solenoid is fully activated when the connection across the battery and the motor terminal is complete. When
the solenoid is fully activated, the current is shut off through the pull-in windings. At this point, only the smaller
hold-in windings are in operation. The hold-in windings operate for the duration of time that is required in order
to start the engine. The solenoid will now draw less current from the battery, and the heat that is generated by the
solenoid will be kept at an acceptable level.
Starting Motor
Starting Motor
(1) Brush assembly
(2) Field windings
(3) Solenoid
(4) Clutch
(5) Pinion
(6) Armature
The starting motor is used to turn the engine flywheel at a rate that will allow the engine to start running.
Note: Some starting motors have ground straps that connect the starting motor to the frame, but many of these
starting motors are not grounded to the engine. These starting motors have electrical insulation systems. For this
reason, the ground strap that connects the starting motor to the frame may not be an acceptable engine ground.
Starting motors that were installed as original equipment are grounded to the engine. These starting motors have
a ground wire from the starting motor to the negative terminal of the battery. When a starting motor must be
changed, consult an authorized dealer for the proper grounding practices for that starting motor.
The starting motor has a solenoid. When the ignition switch is turned to the START position, the starting motor
solenoid will be activated electrically. The solenoid plunger will now move a mechanical linkage. The
mechanical linkage will push the starter motor pinion in order to engage with the flywheel ring gear. The starter
motor pinion will engage with the ring gear before the electric contacts in the solenoid close the circuit between
the battery and the starting motor. When the circuit between the battery and the starting motor is complete, the
pinion will turn the engine flywheel. A clutch gives protection for the starting motor so that the engine cannot
turn the starting motor too fast.
When the ignition switch is released from the START position, the starting motor solenoid is deactivated. The
starting motor solenoid is deactivated when current no longer flows through the windings. The spring now
pushes the plunger back to the original position. At the same time, the spring moves the pinion gear away from
the flywheel ring gear.
Shutdown SIS
Previous Screen


i04035670
Battery - Test
SMCS - 1401-081
Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be clean, and both components must be tight.
Never disconnect any charging unit circuit or battery circuit cable from
the battery when the charging unit is operated. A spark can cause an
explosion from the flammable vapor mixture of hydrogen and oxygen
that is released from the electrolyte through the battery outlets. Injury
to personnel can be the result.
The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of the
charge in the battery.
NOTICE
The charging unit will be damaged if the connections between the

battery and the charging unit are broken while the battery is being
charged. Damage occurs because the load from the battery is lost and
because there is an increase in charging voltage. High voltage will
damage the charging unit, the regulator, and other electrical
components.
177-2330 Battery Analyzer
Refer to Operating Manual, NEHS0764, "Using the 177-2330 Battery Analyzer" for detailed instruction on the
use of the 177-2330 Battery Analyzer
4C-4911 Battery Load Tester
Refer to Operating Manual, SEHS9249, "Use of 4C-4911 Battery Load Tester for 6, 8, and 12 V Lead Acid
Batteries" for detailed instruction on the use of the 4C-4911 Battery Load Tester.
Use the 4C-4911 Battery Load Tester or the 177-2330 Battery Analyzer in order to test a battery that does not
maintain a charge when the battery is active. The 4C-4911 Battery Load Tester and the 177-2330 Battery
Analyzer are portable units. The 4C-4911 Battery Load Tester or the 177-2330 Battery Analyzer can be used
under field conditions and under high temperatures.
Refer to Special Instruction, SEHS7633, "Battery Test Procedure" for the correct procedures to use when the
battery is tested . This publication also contains the specifications to use when the battery is tested.
Shutdown SIS
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i01660532
Belt Tension Chart

SMCS - 1357
Note: Do not use the belt tension charts for belts with tensioners that are spring loaded.
Table 1
Belt Tension Chart
Gauge Reading Kent-Moore Gauge Numbers
Size of Width of Belt
Belt Belt Tension Belt Tension Number of the Number of the
"Initial" (1) "Used" (2) (3) Old Gauge New Gauge
3/8 10.72 mm 534 ± 111 N (120 400 ± 22 N (90 ± BT-33-97 BT 3397

(0.422 inch) ± 25 lb) 5 lb)
1/2 13.89 mm 578 ± 111 N (130 445 ± 44 N (100 ± BT-33-97 BT 3397

(0.547 Inch) ± 25 lb) 10 lb)
5V 15.88 mm 712 ± 111 N (160 445 ± 44 N (100 ± BT-33-72C BT 3372C

(0.626 Inch) ± 25 lb) 10 lb)
11/16 17.48 mm 712 ± 111 N (160 445 ± 44 N (100 ± BT-33-72C BT 3372C

(0.688 Inch) ± 25 lb) 10 lb)
3/4 19.05 mm 712 ± 111 N (160 445 ± 44 N (100 ± BT-33-72C BT 3372C

(0.750 Inch) ± 25 lb) 10 lb)
15/16 23.83 mm 712 ± 111 N (160 445 ± 44 N (100 ± BT-33-77 BT 3372C

(0.938 Inch) ± 25 lb) 10 lb)
8PK 27.82 mm 1068 ± 111 N (240 890 ± 44 N (200 ± BT-33-109 BT 33109

(1.095 inch) ± 25 lb) 10 lb)
6PK 20.94 mm 801 ± 111 N (180 667 ± 44 N (150 ± BT-33-109 BT 33109

(0.824 Inch) ± 25 lb) 10 lb)
Measure the tension of the belt that is farthest from the engine.
(1)
Belt tension "Initial" is for a new belt.
(2)
Belt tension "Used" is for a belt that has operated for 30 minutes or more of operation at the rated speed.
(3)
If a belt falls below the "Used" belt tension, the belt should be tightened again to the high side of the "Used" belt tension.
Table 2
DAYCO Supplied Belts Only
Belt Tension Belt Tension
Size of Belt
"Initial" "Used" (4)
0.380 (V-Belt)
623 ± 22 N (140 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.440 (V-Belt)
667 ± 22 N (150 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.500 (V-Belt)
712 ± 22 N (160 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.600 (V-Belt)
779 ± 22 N (175 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.660 (V-Belt)
890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.790 (V-Belt)
890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
4 - RIB PVK
623 ± 22 N (140 ± 5 lb) 267 - 445 N (90 ± 5 lb)
5 - RIB PVK
779 ± 22 N (175 ± 5 lb) 334 - 556 N (100 ± 5 lb)
6 - RIB PVK
934 ± 22 N (210 ± 5 lb) 400 - 667 N (130 ± 5 lb)
8 - RIB PVK
1157 ± 22 N (260 ± 5 lb) 534 - 890 N (180 ± 5 lb)
10 - RIB PVK
1557 ± 22 N (350 ± 5 lb) 667 - 1112 N (230 ± 5 lb)
12 - RIB PVK
1869 ± 22 N (420 ± 5 lb) 800 - 1335 N (270 ± 5 lb)
15 - RIB PVK
2336 ± 22 N (525 ± 5 lb) 1000 - 1669 N (350 ± 5 lb)
(4)
If a belt falls below the "Used" belt tension, the belt should be tightened again to the "Initial" belt tension.
Shutdown SIS
Previous Screen


i03301942
Charging System - Test

SMCS - 1406-081
The condition of charge in the battery at each regular inspection will show if the charging system is operating
correctly. An adjustment is necessary when the battery is constantly in a low condition of charge or a large
amount of water is needed. A large amount of water would be more than one ounce of water per a cell per a
week or per every 100 service hours.
When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and
components that are a permanent part of the system. Off-engine testing or bench testing will give a test of the
charging unit and voltage regulator operation. This testing will give an indication of needed repair. After repairs
are made, perform a test in order to prove that the units have been repaired to the original condition of operation.
See Special Instruction, REHS0354, "Charging System Troubleshooting" for the correct procedures to use to test
the charging system. This publication also contains the specifications to use when you test the charging system.
Test Tools For The Charging System

Table 1
Tools Needed
225-8266 Ammeter Tool Gp 1
237-5130 Digital Multimeter Gp
or or 1
146-4080 Digital Multimeter Gp
225-8266 Ammeter Tool Gp

225-8266 Ammeter Tool Gp
The 225-8266 Ammeter Tool Gp is completely portable. This ammeter is a self-contained instrument that
measures electrical currents without breaking the circuit and without disturbing the conductor's insulation.
The ammeter contains a digital display that is used to monitor current directly within a range between 1 ampere
and 1200 amperes. If an optional 6V-6014 Cable is connected between this ammeter and a digital multimeter,
current readings can be viewed directly from the display of the multimeter. The multimeter should be used under
only one condition:
• the readings are less than 1 ampere.
A lever opens the ammeter's jaws over a conductor. The conductor's diameter can not be larger than 19 mm
(0.75 inch).
The spring loaded jaws close around the conductor for measuring the current. A trigger switch controls the
ammeter. The trigger switch can be locked into the ON position or into the OFF position.
After the trigger has been working and the trigger is turned to the OFF position, the reading appears in the digital
display for five seconds. This accurately measures currents in areas with a limited access. For example, these
areas include areas that are beyond the operator's sight. For DC operation, an ammeter contains a zero control,
and batteries inside the handle supply the power.
237-5130 Digital Multimeter Gp or 146-4080 Digital Multimeter Gp

237-5130 Digital Multimeter Gp or 146-4080 Digital Multimeter Gp
The 237-5130 Digital Multimeter Gp and the 146-4080 Digital Multimeter Gp are portable hand-held service
tools with a digital display. These multimeters are built with extra protection against damage in field
applications. Both multimeters are equipped with seven functions and 29 ranges. The 237-5130 Digital
Multimeter Gp and the 146-4080 Digital Multimeter Gp have an instant ohms indicator. This indicator permits
checking continuity for a fast inspection of the circuits. These multimeters can also be used for troubleshooting
capacitors that have small values.
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i01334314
Coolant Temperature Switch - Test

SMCS - 1906-081
This procedure tests the coolant temperature switch for correct operation. Perform this procedure when the
engine is running.
1. Use the 6V-7070 Digital Multimeter to measure the resistance of the coolant temperature switch. When
the temperature of the coolant is 50 °C (122 °F) or less, disconnect the wire connector from the coolant
temperature switch.
2. Place one lead of the multimeter on the connector of the coolant temperature switch. Place the other lead
of the multimeter on a ground for the coolant temperature switch.
Measure the resistance. The resistance should be 360.0 ± 0.2 ohms.
3. Repeat the previous step when the temperature of the coolant is approximately 120 °C (248 °F). The
resistance should not be less than 39 ohms.
4. If the resistance through the coolant temperature switch is not within the given resistances, replace the
coolant temperature switch.
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i02483828
Electric Starting System - Test

SMCS - 1450-081
Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be clean, and both components must be tight. The battery must
be fully charged. If the on-engine test shows a defect in a component, remove the component for more testing.
The starting system consists of the following components:
• Keyswitch
• Starting motor solenoid
• Starting motor
Table 1
Tools Needed
Part Number Part Name QTY
237-5130
or Digital Multimeter 1
146-4080
237-5130 Digital Multimeter or the 146-4080 Digital Multimeter
The 237-5130 Digital Multimeter Gp and the 146-4080 Digital Multimeter Gp are portable hand-held service
tools with a digital display. These multimeters are built with extra protection against damage in field
applications. Both multimeters are equipped with 7 functions and 29 ranges. The 237-5130 Digital Multimeter
Gp and the 146-4080 Digital Multimeter Gp have an instant ohms indicator. This indicator permits checking
continuity for a fast inspection of the circuits. These multimeters can also be used for troubleshooting capacitors
that have small values.
Note: Refer to Special Instruction, SEHS7734 for complete information for the use of the 237-5130 Digital
Multimeter . Refer to Operation Manual, NEHS0678 for complete information for the use of the 146-4080
Digital Multimeter .
Use the multimeter in the DCV range to find starting system components which do not function.
Move the start control switch in order to activate the starting solenoids. The starting solenoid's operation can be
heard as the pinions of the starting motors are engaged with the ring gear on the engine flywheel.
If a solenoid for a starting motor will not operate, it is possible that the current from the battery did not reach the
solenoid. Fasten one lead of the multimeter to the terminal connection for the battery cable on the solenoid.
Touch the other lead to a good ground. A zero reading indicates that there is a broken circuit from the battery.
More testing is necessary when there is a voltage reading on the multimeter.
The solenoid operation also closes the electric circuit to the motor. Connect one lead of the multimeter to the
terminal connection of the solenoid that is fastened to the motor. Touch the other lead to a good ground. Activate
the starting solenoid and look at the multimeter. A reading of the battery voltage shows that the problem is in the
motor. The motor must be removed for further testing. A zero reading on the multimeter shows that the solenoid
contacts do not close. This is an indication of the need for repair to the solenoid or an adjustment to be made to
the pinion clearance for the starting motor.
Perform a test. Fasten one multimeter lead to the terminal connection for the small wire at the solenoid and
fasten the other lead to the ground. Look at the multimeter and activate the starting solenoid. A voltage reading
shows that the problem is in the solenoid. A zero reading indicates that the problem is in the start switch or the
wires for the start switch.
Fasten one multimeter lead to the start switch at the terminal connection for the wire from the battery. Fasten the
other lead to a good ground. A zero reading indicates a broken circuit from the battery. Make a check of the
circuit breaker and wiring. If there is a voltage reading, the problem is in the start switch or in the wires for the
start switch.
Starting motors that operate too slowly can have an overload because of too much friction in the engine that is
being started. Slow operation of the starting motors can also be caused by a short circuit, loose connections
and/or dirt in the motors.
Shutdown SIS
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i01456881
Engine Oil Pressure Sensor - Test

SMCS - 1924-081
Refer to the Troubleshooting, SENR9591, "Analog Sensor Supply Circuit - Test" for information on checking
the engine oil pressure sensor.
Shutdown SIS
Previous Screen


i02932989
Pinion Clearance - Adjust

SMCS - 1454-025
Electric Starting Motor

When the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be made with
the starting motor removed.
Connection for checking pinion clearance
(1) Ground terminal
(2) Switch terminal
(3) Connector to the motor
1. Install the solenoid without connector (3) from the MOTOR connections (terminal) on the solenoid to the
motor.
2. Connect a battery, that has the same voltage as the solenoid, to the "SW" terminal (2).
3. Connect the other side of the battery to connector (3).
4. For a moment, connect a wire from the solenoid connection (terminal), which is marked "MOTOR", to the
ground connection (terminal). The pinion will shift to the crank position and the pinion will stay there until
the battery is disconnected.
(4) Shaft nut
(5) Pinion
(A) Pinion clearance
5. Push the pinion toward the end with the commutator in order to remove free movement.
6. Pinion clearance (A) must be 9.1 mm (0.36 inch).
7. In order to adjust the pinion clearance, remove the plug and turn the shaft nut (4).
8. After the adjustment is completed, install the plug over the nut (4) and install the connector (3) between
the MOTOR terminal on the solenoid and the starting motor.
Shutdown SIS
Previous Screen

Troubleshooting
i02439954
System Overview
SMCS - 1900
System Operation
The engine utilizes a Hydraulic Electronic Unit Injector (HEUI) fuel system. A solenoid on each injector meters
the amount of fuel that is delivered by the injector. An axial piston pump that is referred to as the unit injector
hydraulic pump pressurizes oil in order to activate the injector. An Electronic Control Module (ECM) sends a
signal to the injection actuation pressure control valve in order to control injection pressure. Another electrical
signal is sent to each injector solenoid in order to inject fuel.
Electronic Controls
The electronic system for the engine consists of the ECM, the wiring harness, the engine sensors, the switches,
the injection actuation pressure control valve, the unit injector hydraulic pump, the HEUI injectors and the
interface for a particular application. The ECM is the computer. 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:
• Horsepower
• Torque curves
The ECM determines the timing and the amount of fuel that is delivered to the cylinders. This determination is
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
via a signal from the engine speed/timing sensor. If the desired engine speed is greater than the actual engine
speed, the ECM injects more fuel in order to increase the actual engine speed.
Fuel Injection
The ECM controls the amount of fuel that is injected by varying the signals to the injectors. The injectors will
pump fuel only if the injector solenoid is energized. The ECM sends a high voltage signal to the solenoid. This
high voltage signal energizes the solenoid. By controlling the timing and the duration of the high voltage signal,
the ECM can control injection timing and the amount of fuel that is injected.
The ECM limits engine power during cold mode operation and the ECM modifies injection timing during cold
mode operation. Cold mode operation provides the following benefits:
• Increased cold weather starting capability
• Reduced warm-up time
• Reduced white smoke
Cold mode is activated whenever the engine coolant temperature falls below 18 °C (64 °F). Cold mode remains
active until the engine coolant temperature rises above 20 °C (68 °F) or until the engine has been running for 14
minutes.
The flash file inside the ECM sets certain limits on the amount of fuel that can be injected. The "FRC Fuel
Limit" is used to control the air/fuel ratio for control of emissions. The "FRC Fuel Limit" is a limit that is based
on the turbocharger outlet pressure. A higher turbocharger outlet pressure indicates that there is more air in the
cylinder. When the ECM senses a higher turbocharger outlet pressure, the ECM increases the "FRC Fuel Limit".
When the ECM increases the "FRC Fuel Limit", the ECM allows more fuel into the cylinder. The "FRC Fuel
Limit" is programmed into the flash file at the factory. The "FRC Fuel Limit" cannot be changed.
The "Rated Fuel Limit" is a limit that is based on the power rating of the engine and on the engine speed. The
"Rated Fuel Limit" is similar to the rack stops and the torque spring on a mechanically governed engine. The
"Rated Fuel Limit" provides the power curves and the torque curves for a specific engine family and for a
specific engine rating. The "Rated Fuel Limit" is programmed into the flash file at the factory. The "Rated Fuel
Limit" cannot be changed.
Once the ECM determines the amount of fuel that is required, the ECM must determine the timing of the fuel
injection. The ECM determines the top center position of each cylinder from the engine speed/timing sensor's
signal. The ECM calculates when fuel injection should occur relative to the top center position. The ECM also
provides the signal to the injector at the desired time. The ECM adjusts timing for optimum engine performance,
optimum fuel economy, and optimum control of white smoke.
Injection Actuation Pressure Control System

The injection actuation pressure control valve (IAPCV) that is internal to the unit injector hydraulic pump is a
precision displacement control actuator. This actuator changes the pump outlet flow that is based on the control
current that is supplied by the ECM. The variable displacement unit injector hydraulic pump pressurizes only the
amount of high pressure oil that is needed by the injectors.
Starting Aids
The following devices (if equipped) are used in order to improve the starting of the engine in cold weather
conditions.
• Air inlet heater
• Ether injection
The ECM controls the air inlet heater. The ether injection system can be controlled by the ECM or by the
operator.
Certain parameters that affect the engine operation may be changed with electronic service tools. The parameters
are stored in the ECM, and the parameters are protected from unauthorized changes by passwords.
Passwords
Several system configuration parameters and most logged events are protected by passwords. Refer to
programming parameters Troubleshooting, "Customer Passwords" and refer to programming parameters
Troubleshooting, "Factory Passwords".
Shutdown SIS
Previous Screen

Troubleshooting
i01579875
Component Diagram
SMCS - 1408
Components for the 3126B engine
Shutdown SIS
Previous Screen

Troubleshooting
i06050957
Electronic Service Tools

SMCS - 0785
Service Tools
Most of the tools that are listed in Table 1 are required to enable a service technician to perform the test
procedures in this manual. Some of the devices may be specific to the type of Electronic Control Module (ECM)
that is being used.
Table 1
Service Tools
Part
Description
Number
349-4200 Thermometer
360-0774 Refractometer
431-7087 Tool Gp (REFRACTOMETER (DEF))
N/A 4 mm Allen Wrench
1U-5805 Wire Removal Tool (14-GA, GREEN)
6V-2197 Magnetic Transducer As (TIMING CALIBRATION)
121-9588 Wire Removal Tool (16-GA, BLUE)
147-6456 Wedge Removal Tool
151-6320 Wire Removal Tool (14-GA TO 18-GA, RED)
1U-5804 Crimp Tool (12−AWG TO 18−AWG)
6V-2197 Transducer
7X-1171 Transducer Adapter
7X-1695 Cable As
146-4080 Digital Multimeter Gp (RS232)
7X-1710 Multimeter Probes
326-4904 Adapter Cable As (3-PIN BREAKOUT)
Adapter Cable As (40-PIN BREAKOUT)
7X-1715
Harness (40-PIN)
134-5195
(For ADEM 2 ECM (two 40-pin connectors))
Adapter Cable As (70-PIN BREAKOUT)
208-0059 (For ADEM 3 ECM (two 70-pin connectors) and for ADEM 4 ECM (one 70-pin connector and
one 120-pin connector))
The 257-8718 Adapter Cable As is not applicable with Tier IV Engines.
(For ADEM 4 ECM (one 70-pin connector and one 120-pin connector))
N/A Torque Wrench (capable of applying 1.5 N·m (13.3 lb in))
Repair Kits for Connectors
362-3555 Connector Repair Kit (AMPSEAL)
175-3700 Connector Repair Kit (Deutsch connector )
Bypass Harnesses for the ECM
Power Cable
129-2018
(Stand alone cable for ADEM 2 ECM)
Wiring Harness (ECM BYPASS)
217-0113 (The bypass harness connects to the battery. The bypass harness is used with the following
harnesses for different types of electronic control modules.)
Harness (ENGINE ECM BYPASS)
328-2292
(For ADEM 3 ECM and ADEM 4 ECM)
Harness (ENGINE ECM BYPASS)
277-4734
(For A4:E2 ECM (Two 64-pin connectors))
276-7273 Sensor Test Box (1)
(1)
Instrument used to test Cylinder Position sensors.
Two short jumper wires may be needed to check the continuity of some wiring harness circuits by shorting two
adjacent terminals together in a connector. A long extension wire may also be needed to check the continuity of
some wiring harness circuits.
Except for harness tests, the use of certain test equipment is not recommended for use on modern Caterpillar
electrical circuits. Such testers include the following examples: the 8T-0500 Continuity Tester and 5P-7277
Voltage Tester.
Note: A procedure has been developed to test "In Cylinder" Position Sensors. Reference Special Instruction
REHS7338, "Procedure to Test the Position Sensor of a Hydraulic Cylinder".
Optional Service Tools

Table 2 lists the optional service tools that may be needed during testing or repair.
Table 2
Optional Service Tools
Part Number Description
or or
4C-4075 Crimp Tool (4−AWG TO 10−AWG)
4C-4911(1) Battery Load Tester
5P-7277 Voltage Tester
6V-9130(2) Temperature Adapter (MULTIMETER)
8T-5319 Connector Tool Group
349-4199 AC/DC Current Probe
8T-8726 Adapter Cable As
177-2330 Battery Analyzer (DIGITAL)
190-8900 Connector Repair Kit
225-5985 Parallel Port Cable (COMMUNICATION ADAPTER)
391-8170 EMISSIONS ANALYZER TOOL GP (Bluetooth Module)
393-0673 EMISSIONS ANALYZER TOOL GP
(1)
Refer to Special Instructions, SEHS9249, "Use of 4C-4911 Battery Load Tester for 6, 8, and 12 v Lead Acid Batteries" and Special
Instructions, SEHS7633, "Battery Test Procedure".
(2)
Refer to Special Instructions, SEHS8382, "Use of the 6V-9130 Temperature Adapter Group".
Cat Electronic Technician (ET)

Cat ET can be used by the technician to help perform the following procedures:
• Diagnostic testing
• Calibrations
• Flash programming
• Configuration of the ECM

• Print various reports
Cat ET can display the following information:
• Status parameters
• Event codes
• ECM settings
• Engine configuration
Always use the latest revision of Cat ET. The media is available on CD and the media can also be downloaded
from various Caterpillar web sites.
Table 3
Software, JEBD3003, "CATERPILLAR ELECTRONIC TECHNICIAN"
Once you have downloaded Cat ET onto your PC, you will need a license from your Caterpillar dealer in order
to use the software. Various licenses are available for different users with different requirements. Consult your
Caterpillar dealer.
Note: For more information regarding the use of Cat ET and PC requirements, refer to the documentation that
accompanies your Cat ET program software.
Connecting Cat ET
Connecting the Communication Adapter
Table 4 lists the standard hardware that is required in order to connect Cat ET.
Note: The 275-5120 Communication Adapter Gp was canceled and replaced by the 317-7484 Communication
Adapter Gp. However, the 275-5120 Communication Adapter Gp can still be used.
Table 4
Standard Hardware for Connecting with Cat ET
N/A Personal Computer (PC)
317-7484 Communication Adapter Gp
317-7492 Radio Kit (NACD only)
349-1206 Radio Kit (EAME only)
Components of the 317-7484 Communication Adapter Gp
317-7485 Communication Adapter (3)
370-4617 Cable As (USB)
327-8981 Cable As (DATA LINK)

Components of the 317-7492 Radio Kit
317-7493 Wireless Communication Radio
317-7496 Computer Cable As
317-7510 Radio Cable Assembly
326-9606 Antenna (2)
Components of the 349-1206 Radio Kit
348-9250 Communication Radio Gp
317-7496 Computer Cable As
317-7510 Radio Cable Assembly
326-9606 Antenna (2)
Tool Operating Manual & Software CD ROM, NETG5057, "Communication Adapter 3"
Follow the instructions for the communication adapter. Use the following procedure in order to connect Cat ET
and the communication adapter to a PC.
1. Remove the electrical power from the ECM.

(1) PC
(2) 353-5083 Cable As (USB)
(3) 317-7485 Communication Adapter (3)
(4) 327-8981 Cable As (DATA LINK)
2. Connect cables (2) and (4) to communication adapter (3).
Note: The communication adapter will power up when the adapter is connected to a PC or to an ECM that
is powered up.
3. Connect cable (2) to the USB port of the PC.
4. Connect cable (4) to a service tool connector.
5. Restore electrical power to the ECM. Verify that the "POWER" indicator on the communication adapter is
illuminated. Make sure that the PC is powered up.
6. Establish communication between Cat ET and the ECM. If Cat ET indicates that there is more than one
ECM, select the engine ECM.
7. If Cat ET and the communication adapter do not communicate with the ECM, refer to Troubleshooting,
"Electronic Service Tool Will Not Communicate with ECM".
Refer to Troubleshooting, "Electronic Service Tool Does Not Communicate" if any of the following
conditions exist:
◦ Cat ET displays a message that refers to a communication problem.
◦ Cat ET displays "Error #142 The interface hardware is not responding".
◦ Cat ET displays a message that indicates that the firmware in the communications adapter is old.
Dual Data Link Communications (If so equipped)
When the connection of the communication adapter is complete, observe the communication adapter and Cat
ET. Certain applications require that dual data link communications be established in order to perform various
test procedures. These tests will be listed in the "Diagnostic Tests" menu, some tests may not be available
(grayed out). If there are diagnostic tests that are unavailable in Cat ET, ensure that your service tool is
communicating in dual data link mode.
Use the following indicators to confirm that Cat ET is communicating on dual data links:
• "J1939" indicator is flashing
• "Cat Data Link" indicator is flashing
• Cat ET is not displaying "Service tool support is limited"
Refer to Troubleshooting, "Electronic Service Tool Does Not Communicate" if the "J1939" indicator and the
"Cat Data Link" indicator are not flashing. Both indicators will be flashing during dual data link communications
with the ECM.
Communicating with the Wireless Communication Adapter (If so equipped)
Table 6 lists the optional hardware that is needed in order to connect Cat ET by using a wireless connection.
Note: Some applications cannot use a wireless connection. Also, a dual data link cannot be used with a wireless
connection.
Table 5
Optional Hardware for the Use of Cat ET
(1) Personal computer (PC)
(5) 261-4867 Card (PCMCIA)
(6) 239-9955 Communication Radio Gp
(7) 259-3183 Data Link Cable As
Note: Items (5), (6), and (7) are part of the 261-3363 Wireless Communication Adapter Gp.
Note: The 261-3363 Wireless Communication Adapter Gp was canceled and replaced by the 349-1206 Radio
Kit. However, the 261-3363 Wireless Communication Adapter Gp can still be used.
Use the following procedure in order to connect the wireless communication adapter for use with Cat ET.
2. Ensure that the computer has been correctly configured for the 261-4867 Card. Verify that the PC card is
installed in the computer PCMCIA expansion slot.
3. Connect cable (9) between communication radio (8) and the service tool connector.
4. Restore the electrical power to the ECM. If Cat ET and the communication radio do not communicate with
the ECM, refer to Troubleshooting, "Electronic Service Tool Will Not Communicate with ECM".
Communicating with the Wireless Communication Adapter (If so equipped)
Table 6 lists the optional hardware that is needed in order to connect Cat ET by using a wireless connection.
Note: Some applications cannot use a wireless connection. Also, a dual data link cannot be used with a wireless
connection.
Although changes can be made to the internal settings of the W-CA3 wirelessly. Caterpillar recommends that the
radio is connected to a PC via 317-7496 Computer Cable As (USB)Cable Assembly (8) and 317-7510 Radio
Cable Assembly (9).
Table 6
Optional Hardware for the Use of Cat ET
(8) 317-7496 Computer Cable As (USB)
(9) 317-7510 Radio Cable AssemblyC
(9) 317-7510 Radio Cable Assembly
(10) W-CA3
Note: Items (8), (9), and (10) are part of the 349-1206 Radio Kit.
Use the following procedure in order to connect the wireless communication adapter for use with Cat ET.
2. Ensure that the computer has been correctly configured for the 802.11a or 802.11b/g enabled wireless
card. Verify that the PC wireless is installed and working correctly.
3. Connect cable (9) between communication radio (8) and the service tool connector.
4. Restore the electrical power to the ECM. If Cat ET and the communication radio do not communicate with
the ECM, refer to Troubleshooting, "Electronic Service Tool Will Not Communicate with ECM".
PL1000E Communication ECM (If so equipped)
The PL1000E is an ECM that provides the customer with the ability to integrate Caterpillar engines into specific
applications. The PL1000E enables communication from a J1939 data link to a device that utilizes a MODBUS
communication protocol. A PC with the latest version of Cat ET installed can be connected to the PL1000E
through the RS232 serial port of the PC. The PL1000E contains an embedded communications adapter that will
allow Cat ET to communicate with the engine over the J1939 data link.
Refer to System Operation/Troubleshooting/Test and Adjust, RENR8091, "PL1000E Communication ECM" for
additional information.
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Troubleshooting
i02119135
Replacing the ECM

SMCS - 1901-510
NOTICE

containing fluids.

NOTICE
The Electronic Control Module (ECM) contains no moving parts. Replacement of the ECM can be costly.
Replacement can also be a time consuming task. Follow the troubleshooting procedures in this manual in order
to be sure that replacing the ECM will correct the problem. Verify that the suspect ECM is the cause of the
problem.
Note: Ensure that the ECM is receiving power and that the ECM is properly wired to the negative battery circuit
before a replacement of the ECM is attempted. Refer to Troubleshooting, "Electrical Power Supply Circuit -
Test".
A test ECM can be used to determine if the ECM is faulty. Install a test ECM in place of the suspect ECM. Flash
program the correct personality module (flash file) into the test ECM. Program the parameters for normal
operation. The parameters must match the parameters in the suspect ECM. Refer to the following test steps for
details. If the test ECM resolves the problem, reconnect the suspect ECM. Verify that the problem returns. If the
problem returns, replace the ECM.
Note: When a new ECM is not available, you may need to remove an ECM from an engine that is not in service.
Ensure that the replacement ECM and the personality module interlock code match the suspect ECM. Be sure to
record the parameters from the replacement ECM on the "Parameters Worksheet". Use the "Copy
Configuration/ECM Replacement" feature that is found under the "Service" menu on the Caterpillar Electronic
Technician (ET).
NOTICE
If the personality module and engine application are not matched,

engine damage may result.
Perform the following procedure in order to replace the ECM.
1. Connect Cat ET to the service tool connector for the engine.
2. Print the parameters from the "Configuration" screen on Cat ET. If a printer is unavailable, record all of
the parameters. Record any logged diagnostic codes and logged event codes for your records.
3. Use the "Copy Configuration/ECM Replacement" feature that is found under the "Service" menu on Cat
ET. Select "Load from ECM" in order to copy the configuration from the suspect ECM.
Note: If the "Copy Configuration" process fails and the parameters were not obtained in Step 2, the
parameters must be obtained elsewhere. Some parameters are stamped on the engine information plate, but
most parameters must be obtained from the factory.
4. Remove the ECM.
a. Place the engine control in the OFF/RESET mode.
b. Disconnect the ECM connectors J1/P1 and J2/P2.
c. Remove the mounting bolts from the ECM.
d. Disconnect the ECM ground strap from the engine.
5. Install the replacement ECM.
a. Use the old mounting hardware to install the replacement ECM. The mounting hardware must be
free of damage.
b. Ensure that the ECM mounting hardware is installed correctly. The fuel lines should not be putting
tension on the ECM. The rubber grommets are used to protect the ECM from excessive vibration.
The ECM should be able to drift in the rubber grommets. If the ECM cannot be moved slightly in
the grommets, check that the fuel lines are not pulling the ECM against one side of the grommets.
c. Install the ECM ground strap on the engine.
d. Reconnect ECM connectors J1/P1 and J2/P2. Tighten the allen head screws on the connectors to the
proper torque.
6. Flash program the personality module into the ECM. Refer to Troubleshooting, "Flash Programming" for
the correct procedure.
7. Use Cat ET to match the engine application and the personality module interlock code if the replacement
ECM was used for a different application.
8. Configure the ECM.
a. If the "Copy Configuration" process from Step 3 was successful, return to the "Copy
Configuration/ECM Replacement" screen on Cat ET and select "Program ECM". Proceed to Step 9.
b. If the "Copy Configuration" process was unsuccessful, program the ECM parameters. The
parameters should match the parameters from Step 2.
Note: If the "Copy Configuration" process fails and the parameters were not obtained in Step 2, the
parameters must be obtained elsewhere. Some parameters are stamped on the engine information
plate, but most parameters must be obtained from the factory.
c. If necessary, program the engine monitoring system.
9. Calibrate the injection timing. Refer to Troubleshooting, "Engine Speed/Timing Sensor - Calibrate".
10. Check for diagnostic codes and for event codes.
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Troubleshooting
i02378227
Self-Diagnostics
SMCS - 1901
The Electronic Control Module (ECM) has the ability to detect problems with the electronic system and with
engine operation. When a problem is detected, a code is generated. An alarm may also be generated. There are
two types of codes:
• Diagnostic
• Event
Diagnostic Code - When a problem with the electronic system is detected, the ECM generates a diagnostic code.
This indicates the specific problem with the circuitry.
Diagnostic codes can have two different states:
• Active
• Logged
Active Code
An active diagnostic code indicates that an active problem has been detected. Active codes require immediate
attention. Always service active codes prior to servicing logged codes.
Logged Code
Every generated code is stored in the permanent memory of the ECM. The codes are logged.
Logged codes may not indicate that a repair is needed. The problem may have been temporary. The problem
may have been resolved since the logging of the code. If the system is powered, it is possible to generate an
active diagnostic code whenever a component is disconnected. When the component is reconnected, the code is
no longer active. Logged codes may be useful to help troubleshoot intermittent problems. Logged codes can also
be used to review the performance of the engine and of the electronic system.
Event Code
An event code is generated by the detection of an abnormal engine operating condition. For example, an event
code will be generated if the oil pressure is too low. In this case, the event code indicates the symptom of a
problem.
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Troubleshooting
i01579893
Sensors and Electrical Connectors

SMCS - 1900-NS; 7553-WW
Sensor locations
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Troubleshooting
i02088628
Electrical Connectors and Functions

SMCS - 7553-WW
Table 1
Connector Function
J1/P1 ECM Connector
J2/P2 ECM Connector
J61/P61 Customer Connector
J63/P63 Caterpillar Supplied Engine Service Tool Connector
J66/P66 Customer Supplied Service Tool Connector
J100/P100 Engine Coolant Temperature Sensor
J101/P101 Engine Oil Temperature Sensor
J103/P103 Intake Manifold Air Temperature Sensor
J142/P142 Auxiliary Temperature Sensor
J200/P200 Turbocharger Outlet Pressure Sensor (Intake Manifold Air)
J201/P201 Engine Oil Pressure Sensor
J203/P203 Atmospheric Pressure Sensor
J204/P204 Injection Actuation Pressure Sensor
J209/P209 Fuel Pressure Sensor
J220/P220 Auxiliary Pressure Sensor
J300/P300 Injector Solenoid Harness
P400 Timing Calibration Probe
J401/P401 Primary Engine Speed/Timing Sensor

J402/P402 Secondary Engine Speed/Timing Sensor
J403/P403 Throttle Position Sensor
J500/P500 Injection Actuation Pressure Control Valve
P501 Air Inlet Heater Relay
J800/P800 Coolant Level Sensor
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Troubleshooting
i02433503
Engine Wiring Information

SMCS - 1408
The wiring schematics are revised periodically. The wiring schematics will change as updates are made to the
engine's harness. For the most current information, always check the revision number of the schematic. Use the
schematic with the latest revision number.
Harness Wire Identification

Caterpillar identifies all wires with eleven solid colors. The circuit number is stamped on the wire at a 25 mm
(1 inch) spacing. Table 1 lists the wire colors and the color codes.
Table 1
Color Codes for the Harness Wire
Color Code Color Color Code Color
BK Black GN Green
BR Brown BU Blue
RD Red PU Purple
OR Orange GY Gray
YL Yellow WH White
PK Pink
For example, a wire identification of A701-GY(Grey) on the schematic would signify a gray wire with the
circuit number A701. A701-GY(Grey) identifies the power circuit for the No. 1 Injector solenoid.
Another wire identification on the schematic is the size of the wire. The size of the wire will follow the wire
color. Wire size or gauge is referred to as AWG (American Wire Gauge). AWG is a description of the diameter
of the wire.
For example, a code of 150-OR(Orange) on the schematic would indicate that the orange wire in circuit 150 is a
14 AWG wire.
If the gauge of the wire is not listed, the wire is 16 AWG.
Conversion of AWG Numbers to Metric Measurements

Table 2 shows the various AWG numbers that are used for the wires. The metric equivalent for the diameter of
each AWG number are also shown.
Table 2
Metric Equivalents for AWG Numbers
AWG Number Diameter (mm) AWG Number Diameter (mm)
20 0.8 14 1.6
18 1.0 12 2.0
16 1.3 4 3.2
Welding on Applications that are Equipped with an Electronic Control Module (ECM)
Proper welding procedures are necessary in order to avoid damage to the engine's electronic control module,
sensors, and associated components. Remove the component that requires welding. When welding on an
application that is equipped with an ECM and removal of the component is not possible, the following procedure
must be followed. This procedure provides the minimum amount of risk to the electronic components.
NOTICE
Do not ground the welder to electrical components such as the ECM or

sensors. Improper grounding can cause damage to the drive train
bearings, hydraulic components, electrical components, and other
components.
Clamp the ground cable from the welder to the component that will be
welded. Place the clamp as close as possible to the weld. This will help
reduce the possibility of damage.
1. Stop the engine. Remove the electrical power from the ECM.
2. Disconnect the negative battery cable from the battery. If a battery disconnect switch is installed, open the
switch.
Service welding guide (typical diagram)
3. Connect the welding ground cable as close as possible to the area that will be welded. Components which
may be damaged by welding include bearings, hydraulic components, and electrical/electronic
components.
4. Protect the wiring harness from welding debris and spatter.
5. Weld the materials by using standard welding methods.
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Troubleshooting
i03312021
Programming Parameters
SMCS - 1901
The electronic service tool can be used to view certain parameters that can affect the operation of the engine. The
electronic service tool can also be used to change certain parameters. The parameters are stored in the Electronic
Control Module (ECM). Some of the parameters are protected from unauthorized changes by passwords.
Parameters that can be changed have a tattletale number. The tattletale number shows if a parameter has been
changed.
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Troubleshooting
i03502923
Customer Passwords
SMCS - 0785
Customer passwords may be used to protect customer parameters from being changed. Caterpillar Electronic
Technician (ET) can be used to change certain parameters. There are some parameters that cannot be changed
and there are some applications that do not allow any changes to the programmable monitoring system. The
passwords are programmed into the Electronic Control Module (ECM) with the Cat ET. One password may be
programmed or both passwords may be programmed. If customer passwords are not programmed, customer
parameters may be changed by anyone.
To obtain customer passwords, contact the owner of the engine. If the owner has forgotten the customer
passwords, customer passwords may be read by using Cat ET. Factory passwords are required in order to read
customer passwords.
Use the following procedure in order to read customer passwords with Cat ET:
1. Select the "Information" menu. Then select "Passwords".
2. When the "Factory Password" screen appears, record the information that is listed on the "Factory
Passwords Worksheet". Refer to programming parameters Troubleshooting, "Factory Passwords
Worksheet" for additional information.
3. Obtain the factory passwords. The information that is recorded on the "Factory Passwords Worksheet"
must be provided. When you obtain the factory passwords, a permanent record of your access is generated
at Caterpillar.
4. From the "Factory Password" screen, enter the factory passwords.
5. When the "Read Customer Passwords" screen appears, record the customer passwords. The customer
passwords may then be used to change parameters that are customer programmable.
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Troubleshooting
i02170317
Factory Passwords
SMCS - 0785
NOTICE
Operating the engine with a Personality Module not designed for that
engine will damage the engine. Be sure the Personality Module is
correct for your engine.
Note: Factory passwords are provided only to Caterpillar dealers.
Factory passwords are required to perform each of the following functions:
• Program a new Electronic Control Module (ECM).
When an ECM is replaced, the system configuration parameters must be programmed into the new ECM.
A new ECM will allow these parameters to be programmed once without factory passwords. After the
initial programming, some parameters are protected by factory passwords.
• Clear event codes.
Most event codes require the use of factory passwords to clear the code once the code has been logged.
Clear these codes only when you are certain that the problem has been corrected.
• Unlock parameters.
If a parameter has been locked out, factory passwords are required to unlock the parameter. Refer to
Troubleshooting, "System Configuration Parameters" for additional information.
Since factory passwords contain alphabetic characters, the Caterpillar Electronic Technician (ET) must be used
to perform these functions. In order to obtain factory passwords, proceed as if you already have the password. If
factory passwords are needed, Cat ET will request the factory passwords and Cat ET will display the information
that is required to obtain the passwords. For the worksheet that is used for acquiring factory passwords, refer to
Troubleshooting, "Factory Passwords Worksheet".
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Troubleshooting
i02170328
Factory Passwords Worksheet

SMCS - 0785
Note: A mistake in recording these parameters will result in incorrect passwords.
Table 1
Factory Passwords Worksheet
Dealer Code
Customer's Name
Address
Telephone Number
Information From the Engine Information Plate
Engine Serial Number
Full Load Setting
Full Torque Setting
Information From the Vehicle Odometer
Engine's Miles (km)
Information From the "Factory Password Entry Screen" on the Caterpillar Electronic Technician (ET)
Electronic Service Tool Serial Number

Engine Serial Number
ECM Serial Number
Total Tattletale
Reason Code
From Interlock (1)
To Interlock (1)
Factory Passwords
Factory Password (No. 1)
Factory Password (No. 2)
(1)
This parameter is required when the engine is being rerated. This parameter is displayed only when the engine is being rerated.
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Troubleshooting
i02419726
Flash Programming
SMCS - 1901-591
Flash Programming - This is a method of programming or updating the flash file in an engine's Electronic
Control Module (ECM).
Caterpillar Electronic Technician (ET) is used to flash program a file into the memory of the engine's ECM.
If you do not have the flash file, use the "Flash File Search" tool on the Service Technician Workbench (STW)
to obtain the flash file for your engine. Alternatively, use the "Service Software Files" feature on SIS Web to
obtain the flash file for your engine. You must have the engine serial number in order to search for the flash file.
After locating the correct flash file, download the flash file to your PC. Write down the name of the flash file for
future reference.
Programming a Flash File

1. Establish communication between Cat ET and the engine's ECM.
2. Select "WinFlash" from the "Utilities" menu on Cat ET.
Note: If "WinFlash" will not communicate with the ECM, refer to troubleshooting without a diagnostic
code Troubleshooting, "Electronic Service Tool Will Not Communicate with ECM".
3. Program the flash file into the ECM.
a. Select the engine ECM under the "Detected ECMs".
b. Press the "Browse" button in order to select the name of the flash file that will be programmed into
the ECM.
c. When the correct flash file is selected, press the "Open" button.
d. Verify that the "File Values" match the application. If the "File Values" do not match the
application, obtain the correct flash file.
e. When the correct flash file is selected, press the "Begin Flash" button.
f. Cat ET will indicate when flash programming has been successfully completed.
4. Start the engine and check for proper operation. Repair any active diagnostic or event codes.
"WinFlash" Error Messages

If you receive any error messages during flash programming, click on the "Cancel" button in order to stop the
process. Access the information about the "ECM Summary" under the "Information" menu. Make sure that you
are flashing the correct file for your engine.
Shutdown SIS
Previous Screen

Troubleshooting
i02449780
System Configuration Parameters

SMCS - 1901
System configuration parameters affect the emissions and the power of the engine. Default values for the
parameters are programmed at the factory. Some parameters may be changed by the customer in order to suit the
needs of the specific application.
Parameter Descriptions
"Equipment ID"
"Equipment ID" allows the customer to enter a description into the Electronic Control Module (ECM) in order to
identify the installation. A maximum of 17 characters may be entered in the field. This parameter is only for
reference by the customer. This parameter is not required.
"Engine Serial Number"

Program the "Engine Serial Number" to match the engine serial number that is stamped on the engine
information plate. If the ECM is replaced, the engine serial number from the engine information plate must be
programmed into the new ECM.
"Rating Number"
The "Rating Number" corresponds to the selected set of performance maps for the application. This selected set
of performance maps comes out of several unique sets of maps that are resident in the flash file. The dealer
and/or the OEM will need to select the appropriate rating tier, if more than one rating tier is present.
Note: Factory passwords are required in order to change the "Rating Number".
"Top Engine Limit" (TEL)

"TEL" is a customer programmable parameter that defines the maximum allowable engine speed for maximum
power. "TEL" can be programmed up to the maximum rated engine speed. "TEL" is defined along the engine's
lug curve.
"Engine Accel. Rate"

"Engine Accel. Rate" determines the rate of change of the engine speed (acceleration or deceleration) during
PTO operation. This rate of change is also used to achieve intermediate engine speed.
"Low Idle Speed"

"Low Idle Speed" is the minimum allowable operating speed for the engine. This parameter can be programmed
between 600 and 1400 rpm.
"PTO Mode"
"PTO Mode" allows the ECM to be programmed to either one of the two PTO configurations that are available.
"Ramp Up/Ramp Down" - When "PTO Mode" is programmed to "Ramp Up/Ramp Down", the ECM allows
PTO operation with traditional features.
"Set/Resume" - When "PTO Mode" is programmed to "Set/Resume", the ECM allows PTO operation with
enhanced features.
"High Idle Speed"
"High Idle Speed" is the maximum no-load engine speed when the throttle or the PTO switch is in the maximum
position.
Note: "High Idle Speed" cannot be programmed lower than "TEL".
"Intermediate Engine Speed"

"Intermediate Engine Speed" defines the speed for the engine when the intermediate engine speed switch is
activated. This parameter can be programmed to any engine speed between "Low Idle Speed" and "TEL".
Engine speed will increase or engine speed will decrease at the rate that is defined by the programmed value for
"Engine Accel. Rate".
"Maximum Engine Torque Limit"

"Engine Torque Limit" can be used to limit torque output to the programmed value when the torque limit switch
is activated.
"FLS" (Full Load Setting)

"FLS" is a number that represents the adjustment to the fuel system that was made at the factory in order to fine
tune the fuel system. The correct value for this parameter is stamped on the engine information plate. Factory
passwords are required in order to change this parameter.
"FTS" (Full Torque Setting)

"FTS" is similar to "FLS". Factory passwords are required in order to change this parameter.
"Air Shutoff"
"Air Shutoff" allows the ECM to be programmed for operation of an air shutoff system. If this parameter is
programmed to "Installed", the ECM will activate the air shutoff solenoid in the event of an engine overspeed
condition.
Note: If an engine overspeed occurs and "Air Shutoff" is programmed to "Enabled", the switched power to the
ECM must be cycled and the air shutoff solenoid must be manually reset before the engine will restart.
"Maintenance Indicator Mode"

The ECM records data that is related to equipment maintenance. The ECM will activate the maintenance
indicator lamp when scheduled maintenance is due. The maintenance indicator lamp can be reset by actuating
the maintenance clear switch. The maintenance interval may be based on operating hours or on fuel
consumption. The ECM provides information that pertains to maintenance intervals and the last maintenance
that was performed.
"PM1 Interval"
"PM1 Interval" allows the customer to define the maintenance interval if "Maintenance Indicator Mode" is
programmed to one of the manual options. Refer to the engine's Operation and Maintenance Manual for more
information.
"Throttle Position Sensor"

Program the "Throttle Position Sensor" to "Installed" if a throttle position sensor is used for desired speed
control. Otherwise program this parameter to "Not Installed".
"Coolant Level Sensor"

Program the "Coolant Level Sensor" to "Installed" if a coolant level sensor is installed. Otherwise program this
parameter to "Not Installed".
"Auxiliary Pressure Sensor Enable"

Program "Auxiliary Pressure Sensor Enable" to "On" if an auxiliary pressure sensor is installed. This will allow
the display for the Engine Monitoring System (EMS) to monitor the pressure of another system. Program this
parameter to "Off" if an auxiliary pressure sensor is not installed.
"Auxiliary Temperature Sensor Enable"

Program "Auxiliary Temperature Enable" to "On" if an auxiliary temperature sensor is installed. This will allow
the display for the EMS to monitor the temperature of another system. Program this parameter to "Off" if an
auxiliary temperature sensor is not installed.

Table 1
Available Range or Options Required
Parameter Default
Password
ECM Identification Parameters
"Equipment ID" 17 alphanumeric characters blank None
"Engine Serial Number" 0XX00000 or XXXX00000 blank None
"ECM Serial Number" Read Only (1)
"Personality Module Part

Read Only (1)
Number"
"Software Gp Release Date" Software Dependent Read Only (1)
Selected Engine Rating
"Rating Number" Software Dependent Customer
"Rated Power" Software Dependent Read Only (1)
"Rated Peak Torque" Software Dependent Read Only (1)
"Top Engine Speed Range" Software Dependent Read Only (1)
"Test Spec" Software Dependent Read Only (1)
"Top Engine Limit" Software Dependent Customer
"Engine Accel. Rate" 50 to 1000 50 None
"Low Idle Speed" 600 to 1400 700 None
"Ramp Up/Ramp Down" or "Ramp Up/Ramp
"PTO Mode" None
"Set/Resume" Down"
"High Idle Speed" 1800 to 2310 2310 Customer
Programmed "Low Idle" to
"Intermediate Engine Speed" 1100 None
"TEL"
"Engine Power Trim" -3% to 3% 0 None
"Engine Torque Limit" Software Dependent None
"Customer Password #1" 8 alphanumeric characters Blank Customer (2)
"Customer Password #2" 8 alphanumeric characters Blank Customer (2)
"FLS" (Full Load Setting) -128 to 127 0 Factory
"FTS" (Full Torque Setting) -128 to 127 0 Factory
"Air Shutoff" "Enabled" or "Disabled" "Disabled" None
"Off"
"Auto Fuel"
"Auto Hours" "Off" None
"Man Fuel"
"Man Hours"
100 to 750 Hours 250 Hours
or or
"PM1 Interval" None
3785 to 28390 L (1000 to 7500 9463 L (2500 US
US gal) gal)
"Installed"
"Throttle Position Sensor" "Not Installed" None
"Not Installed"
"Installed"
"Coolant Level Sensor" Blank None
"Not Installed"
"Auxiliary Pressure Sensor
"Off" or "On" "Off" None
Enable"
"Auxiliary Temperature Sensor
"Off" or "On" "Off" None
Enable"
"Last Tool to change Customer
Read Only (1)
Parameters"
"Last Tool to change System
Read Only (1)
Parameters"
"Total Tattletale" Read Only (1)
(1)
The parameter can be viewed only. No changes are allowed.
(2)
Factory passwords are required in order to reprogram the customer passwords.
Parameters Worksheet
Note: A mistake in recording this information will result in incorrect passwords.
Table 2
Engine Parameters
ECM Identification Parameters
"Equipment ID"
"ECM Serial Number"
"Personality Module Part Number"
"Software Gp Release Date"
Selected Engine Rating
"Rating Number"
"Rated Power"
"Rated Peak Torque"
"Top Engine Speed Range"

"Test Spec"
"Top Engine Limit"
"Engine Acceleration Rate"
"Low Idle Speed"
"PTO Mode"
"High Idle Speed"
"Intermediate Engine Speed"
"Engine Torque Limit"
"Customer Password #1"
"Customer Password #2"
"FLS"
"FTS"
"Air Shutoff"
"PM1 Interval"
"Throttle Position Sensor"
"Coolant Level Sensor"
"Auxiliary Pressure Sensor Enable"
"Auxiliary Temperature Sensor Enable"

"Last Tool to change Customer Parameters"
"Last Tool to change System Parameters"
"Total Tattletale"
Information from Engine Information Plate
"FLS"
"FTS"
Injector Codes
Injector Code (1)
Injector Code (2)
Injector Code (3)
Injector Code (4)
Injector Code (5)
Injector Code (6)
Note: Compare the FLS and the FTS from the ECM with the values that are listed on the engine information
plate. Only change the FLS and the FTS because of a mechanical change in the engine. The use of the wrong
parameters will cause damage to the engine. The use of the wrong parameters may also void the Caterpillar
warranty.
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Troubleshooting
i02121176
Alternator - Charging Problem

SMCS - 1405-035
The connection of any electrical equipment and the disconnection of any

electrical equipment may cause an explosion hazard which may result
in injury or death. Do not connect any electrical equipment or
disconnect any electrical equipment in an explosive atmosphere.
Refer to Special Instruction, REHS0354, "Charging System Troubleshooting" for the proper testing procedures.
Probable Causes
• Alternator drive belts
• Charging circuit
• Regulator
• Alternator
Recommended Actions
Alternator Drive Belts
1. Inspect the condition of the alternator drive belts. If the alternator drive belts are worn or damaged, replace
the belts.
2. Check the tension on the alternator drive belts. Adjust the tension, if necessary.
Charging Circuit
Inspect the battery cables, wiring, and connections in the charging circuit. Clean all connections and tighten all
connections. Replace any faulty parts.
Alternator or Regulator
Verify that the alternator or the regulator is operating correctly. Refer to Special Instruction, REHS0354,
"Charging System Troubleshooting" for the proper testing procedures. Repair the alternator or replace the
alternator, as needed.
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Troubleshooting
i05450990
Battery
SMCS - 1401-035
Refer to Special Instruction, SEHS7633, "Battery Test Procedure" for the proper testing procedures.
Probable Causes
• Worn battery
• Switched battery circuit
Recommended Actions
Table 1
Result: The battery is able to hold

a charge.

1. Verify that the battery is no longer able to hold a
Battery
charge.
Result: The battery is unable to
hold a charge.
Replace the battery
Result: The switch has not been

2. Verify that a switched battery circuit drained the left in the ON position.
Switch
battery by being left in the ON position.
STOP
Result: The switch has been left in

the ON position.
Charge the battery.
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Troubleshooting
i02119241
Can Not Reach Top Engine RPM

SMCS - 1915-035
Note: If this problem occurs only under load, refer to Troubleshooting, "Low Power/Poor or No Response to
Throttle".
Probable Causes
• Cold mode
• Active engine derates
• Throttle signal from the throttle position sensor
• Turbocharger outlet pressure sensor (intake manifold air), Rated fuel position and/or FRC fuel position
• Fuel supply
• Accessory equipment
Recommended Actions
Cold Mode
Use Caterpillar Electronic Technician (ET) in order to determine the status of cold mode. Cold mode operation
may cause the engine to run rough and the engine power may be limited. Cold mode is displayed in the second
engine status box on any Cat ET status screen. The engine will remain in cold mode for the following conditions.
• Coolant temperature is below 18 °C (64 °F).
• The engine is not cranking.
• The engine has been running less than 14 minutes.


Throttle Signal from the Throttle Position Sensor

Verify that the "Top Engine Limit" and "High Idle" are programmed to the values that are correct. Monitor the
parameters for the throttle on Cat ET. Refer to table 1 for the values of the parameters.
Table 1
Throttle Parameters "Desired Engine Speed" "Throttle Position"
"Low Idle" Programmed to "low idle" 0%
"High Idle" Programmed to "high idle" 100%
The "Desired Engine Speed" and the "Throttle Position" should increase linearly. Both parameters should
increase steadily to the programmed "High Idle". The desired engine speed and the throttle position should
decrease linearly. Both parameters should decrease steadily to the programmed "Low Idle". Refer to
Troubleshooting, "Throttle Position Sensor Circuit - Test" for additional information.
FRC Fuel Position
1. During operation at full load, monitor "Fuel Position" and "Rated Fuel Limit" on the Cat ET status screen.
If "Fuel Position" does not equal "Rated Fuel Limit" then check the air inlet manifold pressure.
3. Monitor turbocharger outlet pressure on the Cat ET status screen and atmospheric pressure for normal
operation.
Note: Atmospheric pressure is not a default parameter on a Cat ET status screen. A new parameter screen must
be set up in order to monitor the atmospheric pressure sensor.
Fuel Supply
1. Check for active event codes. The following event codes may be active: EID 095 Flash Code 63 fuel filter
restriction warning and EID 096 Flash Code 63 high fuel pressure.
2. Check the fuel lines for the following problems: restrictions, collapsed lines and pinched lines. If problems
are found with the fuel lines, repair the lines and/or replace the lines.
3. Check the fuel tank for foreign objects which may block the fuel supply.
4. Check for air in the low pressure fuel supply system if any of the following procedures have been
performed:
◦ Replacement of the fuel filters

◦ Service on the low pressure fuel supply circuit
◦ Replacement of unit injectors
5. Purge air from the low pressure fuel supply circuit. Refer to Operation and Maintenance Manual, "Fuel
System - Prime" for the correct procedure.
Note: A sight glass in the low pressure supply line is helpful in diagnosing air in the fuel.
6. Check fuel quality. In temperatures below 0 °C (32 °F), check for solidified fuel (wax). Refer to Special
Instruction, SEBD0717, "Diesel Fuels And Your Engine".
7. Check the fuel pressure during engine cranking. Check the fuel pressure on the outlet side of the fuel filter.
If the fuel pressure is low, replace the 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.

1. Clean plugged air filters or replace plugged air filters. Refer to the Operation and Maintenance Manual.
2. Check the air inlet and exhaust system for restrictions and/or leaks. Refer to Testing and Adjusting, "Air
Inlet and Exhaust System".
Accessory Equipment
Check all accessory equipment for problems that may create excessive load on the engine. Repair any damaged
components or replace any damaged components.
Shutdown SIS
Previous Screen

Troubleshooting
i06020107
ECM Will Not Accept Factory Passwords

SMCS - 1901-035
Probable Causes
One of the following items may not be recorded correctly on the Cat® Electronic Technician (ET):
• Passwords
• Serial numbers
• Total tattletale
• Reason code
Recommended Actions
Note: The procedures have been listed in order of probability. Complete the procedures in the order of the listed
test steps.
Table 1
Troubleshooting Test Steps Values Steps
Result: Factory passwords were not accepted in Cat ET.

1. Check Factory Password
Repair: Check every character in each password and remove
A. Verify that the correct the electrical power from the engine for 30 seconds and then
passwords were entered. Factory retry.
Password
B. Verify that Cat ET is Use Cat ET to verify that the following information has been
displaying the "Enter Factory entered correctly: Engine Serial Number, Serial Number for
Passwords" dialog box. the Electrical Control Module, Serial Number for Cat ET,
Total Tattletale, and Reason Code.
For additional information, refer to Troubleshooting, "Factory Passwords".
If the procedure did not correct the issues, contact your Cat dealer Technical Communicator (TC). For further
Shutdown SIS
Previous Screen

Troubleshooting
i05856448
Electronic Service Tool Will Not Communicate with ECM

SMCS - 0785-035; 1901-035
Probable Causes
• Configuration for the communications adapter
• Communication adapter and/or cables
• Electrical power supply to the service tool connector
• Caterpillar Electronic Technician (ET) and related hardware
• Electrical power supply to the Electronic Control Module (ECM)
• Flash file
• Cat Data Link
Recommended Actions
Table 1
Result: Engine starts, but the ECM will not

communicate with Cat ET. Proceed to Test Step 2.
Communication
1. Engine Start Up Result:Engine will not start Refer to
problem
Troubleshootings, "Engine Cranks but Will Not
Start".
Result: Engine will not crank. Refer to

Troubleshooting, "Engine Will Not Crank".
Result: The incorrect "Communications Interface

2. Configuration for the
Device" is not selected.
communications adapter
Repair: Select the correct "Communications
A. Access "Preferences" under the
Interface Device".
"Utilities" menu on Cat ET.
Result: The correct "Communication Interface
B. Verify that the correct
Device" is selected.
"Communications Interface
Device" is selected.
Result: The incorrect port was selected.
Cat ET
C. Verify that the correct port is
Repair: Select the correct port for the
selected for use by the
communication adapter.
communication adapter.
The correct port was selected. Proceed to Test Step 3.
Note: The most commonly used
port is "COM 1".
Note: The most commonly used port is "COM 1".
D. Check for any hardware that is
Result: If any devices are configured to use the same
utilizing the same port as the
port, exit or close the software programs for that
communications adapter.
device.
Result: Connectors are installed incorrectly.
A. Refer to the diagnostic functional test

3. Check for correct installation Troubleshooting, "Electrical Connectors - Inspect"
of the J1/P1, and J2/P2 ECM
ECM
connectors and of the service Repair: Correct the installation issue. Return to
tool connector. service.
Result: Connectors are installed correctly. Proceed

to Test Step 4.
Result: If the firmware and driver files do not match,

4. Check that the Version of the
the communication adapter will not communicate
Firmware and driver files for
with Cat ET.
the Communication Adapter has
the Most Current Files that are
Repair: Disconnect the communication adapter and
Available.
Firmware the cable from the service tool connector.
Reconnector the communication adapter to the
A. Verify that the correct cable is
service tool connector.
being used between the
communication adapter and the
Result: Refer to electronic troubleshooting
service tool connector.
Troubleshooting, "Electronic Service Tools".
Result: Communication Adapter is not receiving

power, and the display on the Communication
Adapter is blank.
5. Check the Electrical Power to
the Communication Adapter Repair: Inspect the wiring and fuses. Determine the
cause of the missing voltage and Make the necessary
Electrical power
A. Check for battery voltage at the repairs.
service tool connector between
terminals A and B. Repair: Battery voltage is present at terminals A and
B.
Result: Connected Cat ET and other hardware to

another engine and still have problem.
6. Connect Cat ET to a different Repair: Inspect Cat ET and related hardware to

engine in order to eliminate Cat determine the cause of the problem.
Cat ET
ET and the related hardware as
the problem. Result: Connected Cat ET and other hardware to
another engine and is working.
Proceed To Test Step 7.
Result:Battery voltage is not present at ECM.
Note: If the ECM is not receiving battery voltage, the

ECM will not Communicate.
Repair: Inspect the wiring and fuses. Determine the

cause of the missing voltage. Make the necessary
repairs.
7. Check power to the ECM. ECM
Refer to the diagnostic functional test
Troubleshooting, "Electrical Power Supply Circuit -
Test. "
Result: ECM is receiving battery voltage.
Result: Flash file is not installed properly in the

8. Ensure that the correct flash ECM.
file is properly installed in the Flash File
ECM Note: A new ECM is not programmed to any
specific engine until a flash file has been installed.
The engine will not start and the engine will not
communicate with Cat ET until the flash file has
been downloaded. Refer to programming parameters

Troubleshooting, "Flash Programming".
Repair: Download the correct flash file and install

properly to the ECM.
Result: The flash file is correct and properly

installed in the ECM.
9. Troubleshoot the Cat Data Result: Refer to the diagnostic functional test
Cat Data Link
Link for possible problems. Troubleshooting, "Cat Data Link Circuit - Test".
Shutdown SIS
Previous Screen

Troubleshooting
i05858228
Engine Cranks but Will Not Start

SMCS - 1000-035
Probable Causes
• Event codes
• Flash file
• Power supply for the Electronic Control Module (ECM)
• Starting aids (if applicable)
• Engine shutdown switches (if applicable)
• Crank without inject (if applicable)
• Air shutoff system (if applicable)
• Fuel supply
• Unit injectors
• Combustion
Recommended Actions
Table 1
Results: Active codes were found when

connected to Cat ET.
Repair: Troubleshoot any codes that

present before continuing with this
procedure.
1. Certain diagnostic codes and/or event
codes may prevent the engine from Result: No active codes were found when
starting Diagnostic connected to Cat ET.
Codes
A. Connect the Cat® Electronic Technician Proceed to Test Step 2.
(ET) and check for active codes and/or for
logged codes. Note: If Cat ET will not communicate with
the ECM, the problem is most likely with
the electrical power supply to the ECM.
Troubleshooting, "Electrical power Supply
Circuit - Test".
Result: Faults were found when testing the

starting motor and associated circuit
components.
Repair: Refer to the Systems Operation and

2. Test the operation of the starting motor
Starting Circuit the Testing and Adjusting manual.
and associated circuit components
Result: No faults were found when testing
the starting motor and associated circuit
components.
Result: Flash file is not installed properly

3. Ensure that correct flash file is on the ECM.
properly installed on the ECM
Repair: Download the correct flash file and
Note: A new ECM is not programmed to install properly to the ECM.
Flash File
any specific engine until a flash file has
been installed. The engine will not start and Result: The correct flash file is properly
will not communicate with Cat ET until the installed on the ECM.
flash file has been downloaded.
4. Starting Aids (If Applicable) Result: The starting aid is operating

Starting Aids correctly.
A. Inspect that the air inlet heater is are Operational
programmed to the On position. Proceed to Test Step 5.
B. Inspect that the ether injection system is Result: The air inlet heater is programmed
to the Off position.
Repair: Reprogram the air inlet heater to

the On position.

Troubleshooting, "Air Inlet Heater Circuit -
Test"
programmed to "On".
Result: The ether injection system is
programmed to "Off".
Repair: Reprogram the ether injection

system to "On".

Troubleshooting, "Ether Injection System -
Test".
5. Engine Shutdown Switches (If

Result: The switches are in the OFF
Applicable)
position.
A. The engine shutdown switches must be in
the OFF position.
Switches are in
the OFF Result: The switches are not in the OFF
Note: If Cat ET will not communicate with
position position.
Repair: Turn the switches to the OFF
position. STOP. Verify that the repair
Troubleshooting, "Electrical Power Supply
eliminated the problem.
Circuit - Test".
Result: The crank without inject circuit is

not active.
6. Crank Without Inject (If Applicable) Proceed to Test Step 7.

Inject Circuit
A. Ensure the crank without inject circuit is Result: The crank without inject circuit is
not active. active.
Repair: Proceed to Troubleshooting ,

"Crank Without Inject Circuit - Test".
7. Air Shutoff System (If Applicable) Result: The air shutoff system is operating
properly.
Air Shutoff
A. Check the operation of the air shutoff
system. Proceed to Test Step 8.
Result: The air shutoff system is not

operating properly. Refer to

Troubleshooting, "Air Shutoff - Test" for
troubleshooting information. Verify that the
repair eliminated the problem.
8. Engine Speed/Timing Result: Cat ET status screen indicates the

correct engine rpm.
A. Crank the engine and observe that the
engine speed on the Cat ET status screen is Proceed to Test Step 9.
not zero rpm.
Result: Cat ET status screen shows zero
Note: Upon initial cranking, the status for engine rpm.
engine speed may indicate that the engine
speed signal is abnormal. This message will Repair: Refer to the diagnostic functional
be replaced with an engine speed once the test Troubleshooting, "Engine
ECM is able to calculate a speed from the Speed/Timing Sensor Circuit - Test".
signal.
Speed/Timing Result: The gear was properly oriented and
B. Inspect that the timing reference gear is installed correctly on the engine.
installed correctly and not installed
backwards, preventing the engine from Proceed to Test Step 9.
starting.
Result: The timing reference gear was not
C. Check for proper orientation between the properly oriented and not installed correctly.
crankshaft and camshaft drive gears.
Repair: Correct the orientation and/or
Notice: Do not crank the engine replace the drive gear, if necessary.
continuously for more than 30 seconds.
Allow the starting motor to cool for 2 Refer to the Disassembly and Assembly
minutes before cranking the engine again. manual.
9. Fuel Supply Pressure

Result: The low-pressure fuel system is
operating properly.
A. Visually check the fuel level. Do not rely
on the fuel gauge only. If necessary, add
fuel. If the engine has been run out of fuel,
purge the air from the fuel system.
Result: The fuel supply is not operating
properly.
B. Check the fuel lines for the following
problems: Low-Pressure Repair: If the fuel pressure is low, replace
Fuel System the fuel filters. If the fuel pressure is still
- Restrictions
low, check the following items:
- Collapsed Lines
-Fuel Transfer Pump
- Pinched Lines
-Fuel Transfer Pump Coupling
- Loose Connections
Fuel Pressure Regulating Valve
C. Check the fuel tank for foreign objects
which may block the fuel supply.
D. Prime the fuel system if any of the

following procedures have been performed:
- Replacement of the fuel filters
- Service on the low-pressure fuel supply

circuit
- Replacement of unit injectors
E. Check the fuel quality.

characteristics of the fuel. Refer to the
problem.
Operation and Maintenance Manual for
information on improving the characteristics
of the fuel during cold-weather operation.
F. Check the fuel pressure after the fuel

filter while the engine is being cranked.
Ensure that the fuel is stable. Refer to the
Systems Operation/Testing and Adjusting
for the procedure to check the fuel pressure
manually.
Note: Do not crank the engine continuously

for more than 30 seconds. Allow the starting
motor to cool for 2 minutes before cranking
the engine again.
10. Electronic Unit Injectors

ECM.
Remove the suspect injector, and install a
B. Perform the "Cylinder Cutout Test" in
Fuel Injectors new electronic unit injector. Refer to
order to identify any injectors that might be
misfiring.
problem. Refer to Troubleshooting,
"Injector Solenoid - Test" and
Troubleshooting, "Injection Actuation
Hydraulic Electronic Unit Injector"Verify
Pressure - Test".
that the Repair eliminates the problem. .
11. Combustion Problems Cylinder Result: Problems that contribute to poor

Combustion combustion have been identified.
A. Check for mechanical problems that may
Repair: Perform the necessary repairs.

contribute to poor combustion. problem.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i05859665
Engine Misfires, Runs Rough or Is Unstable

SMCS - 1000-035
Note: If the symptom is intermittent and the symptom cannot be repeated, refer to troubleshooting without a
diagnostic code Troubleshooting, "Intermittent Low Power or Power Cutout". If the symptom is consistent and
the symptom can be repeated, continue with this procedure.
Probable Causes
• Fuel supply Air inlet and exhaust system
• Throttle signal
• Cold mode
• Injection actuation pressure
• Unit injectors
Recommended Actions
Note: If the symptom only occurs under certain operating conditions (high idle, full load, engine operating
temperature, etc.), test the engine under those conditions. Troubleshooting the symptom under other conditions
can give misleading results.
Table 1
1. Active Codes and Logged Codes Codes Result: There are active codes.
A. Establish communication between Cat Electronic Repair: Troubleshoot any

Technician (ET) and the Electronic Control Module

(ECM).
active diagnostic codes before
B. Monitor the diagnostic codes on Cat ET. Check for
active diagnostic codes.
There are no active codes
Note: Wait at least 30 seconds in order for diagnostic codes
to become active.
Result: There is no problem in

the connectors and/or wiring.
2. Check the condition of the connectors at the ECM.
A. Check for the correct installations of the J2/P2 ECM
Electrical Result: There is a problem in
connectors.
Connectors the connectors and/or wiring.
B. Check the J300/P300 injector solenoid harness
Repair: Refer to the diagnostic
connector.
functional test Troubleshooting,
"Electrical Connectors -
Inspect".
3. Fuel Quality
A. Check the fuel lines for the following problems:

Result: The fuel system is
- Restrictions operating properly.
- Collapsed Lines Proceed to Test Step 4.

Fuel
- Pinched Lines Results: The fuel system is not
operating properly.
B. Check the fuel tank for debris or foreign objects which
may block the fuel supply. Repair: Make the necessary
repairs.
C. Check for air in the low-pressure fuel supply circuit.
Refer to Systems Operation/Testing and Adjusting.
Result: There are restrictions in

4. Restriction in the Air Inlet and Exhaust System the air inlet or exhaust system.
A. Check the air filter restriction indicator, if equipped. Repair: Make the necessary
Clean plugged air filter or replace plugged air filters. Refer repairs. Verify that the repair
Restrictions eliminated the problem.
to the Operation and Maintenance Manual.
B. Check the air inlet and exhaust system for restrictions Refer to Systems
and/or leaks. Operation/Testing and
Adjusting.
Result: There are no

restrictions in the air inlet or

exhaust system.
Result: The throttle signal is

stable and 0 percent at low idle
and 100 percent at high idle.

5. Throttle Signal
Throttle Result: The throttle signal is
A. Monitor the status for "Throttle Position" on Cat ET.
Signal not stable.
B. Verify that the status for "Throttle Position" is stable and
Repair: Make the necessary
that the engine is able to reach high idle speed.
repair. Refer to the appropriate
circuit test.
Verify that the repair eliminated
the problem.
Result: The engine is operating

6. Cold Mode Operation
in cold mode.
During cold mode operation, condensation maybe be
Repair: This is normal
present and is normal.
operation. Return the engine to
Cold Mode service.
A. Cold mode is activated whenever the engine coolant
temperature falls below a predetermined value. Monitor the
Result: The engine is not
status screen on Cat ET in order to verify that the engine
operating in cold mode.
has exited cold mode. Observe the reading for coolant
temperature on Cat ET.
Injection Actuation Pressure

Note: Refer to the procedure in Special Instruction, REHS3819, "Procedure for Troubleshooting and Cleaning
the Oil Rail System for the Hydraulic Electronic Unit Injector". Verify that the repair eliminates the problem.
Unit Injectors
Note: Refer to procedure in Special Instruction, REHS3819, "Procedure for Troubleshooting and Cleaning the
Oil Rail System for the Hydraulic Electronic Unit Injector". Verify that the repair eliminates the problem.
Shutdown SIS
Previous Screen

Troubleshooting
i02214238
Engine Will Not Crank

SMCS - 1000-035
Probable Causes
• Batteries
• Battery cables
• Starting motor
• Flywheel ring gear
• Transmission
• Engine accessories
• Hydraulic cylinder lock
• Internal engine problem
Recommended Actions
Batteries and/or Battery Cables
1. Inspect the main power switch, battery posts, and battery cables for loose connections and for corrosion. If
the battery cables are corroded, remove the battery cables and clean the battery cables. Tighten any loose
connections.
2. Inspect the batteries.
a. Charge the batteries. Refer to Special Instruction, SEHS7633, "Battery Test Procedure".
b. Load test the batteries. Refer to Special Instruction, SEHS9249, "Use of 4C-4911 Battery Load
Tester for 6, 8 and 12 Volt Lead Acid Batteries".
Starting Motor Solenoid or Starting Circuit

1. Test the operation of the starting motor solenoid.
2. Check the wiring to the starting motor solenoid.
Starting Motor or Flywheel Ring Gear

1. Test the operation of the starting motor.
2. Inspect the starter motor pinion and the flywheel ring gear for damage.
Transmission or Engine Accessories

1. Ensure free movement of the driveline.
2. Ensure that the timing pin was not left in the flywheel housing.
3. Remove any engine accessories that may lock up the engine and inspect any engine accessories that may
lock up the engine.
The following list illustrates examples of engine accessories that may lock up the engine:
◦ Hydraulic pump that is driven from the rear gear group
◦ Air compressor
◦ Engine oil pump
◦ Other components that are driven by the engine
Hydraulic Cylinder Lock

Check for fluid in the cylinders (hydraulic cylinder lock) by removing the individual unit injectors.
Note: Drain the fuel from the cylinder head. Fuel will flow from the cylinder head into the cylinders when the
unit injector is removed.
Internal Engine Problem

Disassemble the engine. Refer to the Disassembly and Assembly manual. Inspect the internal components for the
• Seizure
• Broken components
• Bent components
Shutdown SIS
Previous Screen

Troubleshooting
i05901433

SMCS - 1088-035
Probable Causes
• Flash file
• Fuel quality
Recommended Actions
Table 1
leaks.

procedure.


Signal
information.
problem.


inspect the sensor.
Pressure
Sensor
sensor.


5. Flash File
Flash File
installed.
Quality
STOP

7. Valve Adjustment
correctly.
Valve Lash
procedure.
Shutdown SIS
Previous Screen

Troubleshooting
i02456160

SMCS - 1088-035
Probable Causes
• Starting aids
• Unit injectors
• Flash file
• Fuel supply
• Component wear
• Cooling system
Recommended Actions
Starting Aids


Engine Speed/Timing
Unit Injectors
Flash File
Fuel Supply
higher cetane fuel.
Component Wear
Cooling System
Adjusting.
Shutdown SIS
Previous Screen

Troubleshooting
i02119590
Intermittent Engine Shutdown

SMCS - 1000-035
Note: Use this procedure only if the engine shut down completely and it was necessary to restart the engine.
Probable Causes
• Selected engine rating parameters
• The connectors on the Electronic Control Module (ECM)
• Electronic unit injector connector
• Faulty remote shutdown
• Fuel supply
• Faulty overspeed verify switch
Note: If the problem only occurs under certain conditions such as high engine speed, full load or engine
operating temperature, then perform the test under those operating conditions.
Recommended Actions
Selected Engine Rating Parameters
The engine may be shut down due to low pressure levels or other factors. Connect Caterpillar Electronic
Technician (ET) and check for active shutdowns or diagnostic codes.
If a shutdown is active, "injection disabled" will appear in the third box of engine status on anyCat ET status
screen.
An engine shutdown event will appear on a CAN J1939 device if the device is capable of displaying diagnostic
codes.

1. Check the associated wiring for the following conditions: damage, abrasion and corrosion. Inspect the
following connectors: ECM connector, customer connector and engine speed/timing sensor connector.
Refer to Troubleshooting, "Electrical Connectors - Inspect" for additional information.
2. Check Cat ET for the CID 168-FMI 02 diagnostic code.
Check the battery connection at the customer connector and the ECM connector. Refer to the electrical
schematic. Perform a pull test on the associated wiring. Refer to Troubleshooting, " Electrical Connectors-
Inspect".
3. The problem may occur when the engine is warmed up. Then as the engine cools, the problem may
disappear. The circuit breakers may be exceeding the trip point because of the overheating. Check the
circuit breakers. Reset the circuit breakers.
4. Aftermarket engine protection devices usually interrupt power to the ECM. Check for correct installation
and operation of aftermarket engine protection devices. It may be necessary to bypass aftermarket devices
in order to continue testing.
Electronic Unit Injector Connector

Check the unit injector connectors and associated wiring for the following conditions: damage, abrasion,
corrosion and incorrect attachment. Refer to Troubleshooting, "Electrical Connectors-Inspect" for additional
information.

4. Connect the electronic service tool and check for the CID 164-FMI 11 diagnostic code.
If this diagnostic code has been logged recently, refer to Troubleshooting, "Injection Actuation Pressure
System-Test".
Diagnostic Codes
The ECM detects an engine speed that is greater than 2500 rpm. Check Cat ET for diagnostic codes.
Refer to the appropriate functional test.
Fuel Supply
installed. Refer to Testing and Adjusting, "Fuel System" for additional information.
Remote Shutdown Switch

Access the Cat ET screen that displays the Remote Shutdown Switch status. The remote shutdown switch status
on Cat ET is called "User Shutdown".
Table 1
"User Shutdown Status" Switch Status Measured Voltage at P61:27
ON Negative battery <0.9 VDC
OFF Open Circuit >10 VDC
If the voltage is not in the proper range, refer to Troubleshooting, "Remote Shutdown Switch Circuit - Test".
Faulty Overspeed Verify Switch

If any overspeed verify condition has occurred, the air shutoff solenoid(s) must be reset manually. Remove the
wire for the overspeed verify switch and test the shutoff again. If the problem goes away, there is a problem in
the circuit for the overspeed verify switch. Refer to Troubleshooting, "Overspeed Verify Switch Circuit - Test".
Shutdown SIS
Previous Screen

Troubleshooting
i02119623
Intermittent Low Power or Power Cutout

SMCS - 1000-035
Note: Use this procedure only if the engine does not shut down completely.
Probable Causes
• Fuel supply
Recommended Actions
If an active derate occurs, the warning lamp will flash. "Engine Derate" will also appear in the first engine status
box on any status screen of Caterpillar Electronic Technician (ET). Verify that the set points for "Derate" that are
in the programmable monitoring system have been programmed to the values that are correct. An SPN-FMI code
will appear for an active derate on a J1939 receiving device that will display SPN diagnostic codes.

parameters for the throttle on the Cat ET. Refer to table 1 for the values of the parameters.
Table 1
increase steadily to the programmed "High Idle". The "Desired Engine Speed" and the "Throttle Position" should
1. Use Cat ET to check for the CID 168-FMI 02 diagnostic code.
If this diagnostic code is logged, refer to Troubleshooting, "Electrical Power Supply Circuit - Test".
2. Inspect the battery wires from the Electronic Control Module (ECM) back to the battery compartment.
Refer to the Electrical System Schematic. Inspect the wires and the power relay. Check the power and
ground connections to the ECM. Refer to Troubleshooting, "Electrical Power Supply" for more
information.

System-Test".
Fuel Supply
performed:
Note: A sight glass in the low pressure supply line is helpful in diagnosing air in the fuel. Refer to Testing
and Adjusting for more information.
NOTICE
Do not crank the engine continuously for more than 30 seconds. Allow
the starting motor to cool for two minutes before cranking the engine
again.
4. Purge air from the low pressure fuel supply circuit. Refer to the Operation and Maintenance Manual, "Fuel
6. Check the fuel pressure after the fuel filter while the engine is being cranked. Refer to Testing and
Adjusting for the correct pressure values. If the fuel pressure is low, replace the 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. Refer to Testing and Adjusting for more information.
Shutdown SIS
Previous Screen

Troubleshooting
i02111236

SMCS - 1000-035
Probable Causes
• Event codes
• Engine rating
• Starting aids
• Throttle signal
• Fuel supply

Recommended Actions

Engine Rating
Starting Aids
Cold Mode
Air Inlet Heater


PTO Enable Switch


Circuits - Test".
Throttle Signal


System-Test".
Fuel Supply
FRC Fuel Position

Shutdown SIS
Previous Screen

Troubleshooting
i02111247
Poor Acceleration or Response

SMCS - 1000-035
Probable Causes
• Engine "derated"
• Starting aids
• Personality module (flash file)
• Throttle position sensor
• Circuit for the electronic unit injector
• Fuel supply
Recommended Actions
Engine "Derated"
Use Caterpillar Electronic Technician (ET) to check for logged engine derates and/or for active engine derates.
A derate status flag will appear on Cat ET if an engine derate is active. The engine may be derated due to one of
the following conditions: high altitude, dirty air filters and other factors.
Starting Aids
Cold Mode
Use Cat ET to verify that the engine has exited cold mode. Cold mode operation may slow throttle response.
Air Inlet Heater (If Equipped)
Ensure that the air inlet heater is programmed to "On". Ensure that the air inlet heater is functioning properly.
Refer to Troubleshooting, "Air Inlet Heater Circuit - Test" for additional information.
Oil Grade Plugs (If Equipped)
Ensure that the correct oil grade plug is installed. Refer to Operation and Maintenance Manual for additional
information.
Personality Module (Flash File)

Verify that the correct personality module (flash file) is installed.
Throttle Position Sensor

Monitor "Throttle Status" on Cat ET. Verify that the throttle position is stable and that the engine is able to reach
high idle rpm. Refer to Troubleshooting, "Throttle Position Sensor Circuit - Test" for the proper troubleshooting
procedure.
Check for correct installation of the J1/P1 and J2/P2 connectors on the Electronic Control Module (ECM) and on
the unit injector connectors. Refer to Troubleshooting, "Electrical Connectors - Inspect".
Circuit for Electronic Unit Injector

1. Use Cat ET to determine if there are any active diagnostic codes for the unit injectors.
Table 1
Diagnostic Codes for Injectors
Cylinder Number Flash Code CID-FMI SPN-FMI
1 72 1-11 651-11
2 72 2-11 652-11
3 73 3-11 653-11
4 73 4-11 654-11
5 74 5-11 655-11
6 74 6-11 656-11
2. Perform the injector solenoid test on Cat ET in order to determine if all of the injector solenoids are being
energized by the ECM.
3. Perform the cylinder cutout test on Cat ET in order to identify any injectors that might be misfiring. Refer
to Troubleshooting, "Injector Solenoid Circuit - Test" for the proper procedure.
FRC Fuel Position
1. When the engine is operating under a full load, monitor "Fuel Position" and "Rated Fuel Limit" on the Cat
ET status screen. If "Fuel Position" does not equal "Rated Fuel Limit" then check air inlet manifold
pressure.
3. Monitor air inlet manifold pressure and atmospheric pressure for normal operation on the Cat ET status
screen.

1. Check for an air filter restriction indicator. Clean plugged air filters or replace plugged air filters. Refer to
the Operation and Maintenance Manual.
2. Check the air inlet and exhaust system for restrictions and/or for leaks. Refer to Testing and Adjusting,
"Air Inlet and Exhaust System" for more information.
Fuel Supply
performed:
and Adjusting, "Fuel System" for more information.
NOTICE
again.
System-Prime".
Adjusting, "Fuel System" for the correct pressure values. If the fuel pressure is low, replace the 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. Refer to Testing and Adjusting for more information.
Shutdown SIS
Previous Screen

Troubleshooting
i02090189
Flash Codes
SMCS - 1900
Flash codes are used to represent diagnostic codes in the electronic system in order to alert the operator that a
problem exists. The flash codes are a two digit number. A series of flashes represents the flash code on the
diagnostic lamp.
EXAMPLE
Note: Flash Code 27 would flash on the diagnostic lamp in the following manner.
• Two short flashes
• Hesitation
• Seven short flashes
Note: Flash codes can represent more than one diagnostic code. Make a note of all of the diagnostic codes that
are represented by a particular flash code.
After the diagnostic codes have been determined, refer to Troubleshooting, "Table of Contents" in order to
determine the page that represents the diagnostic code.
Table 1
Cross Reference for Flash Codes
Flash Code CID/FMI Code SPN/FMI Code
Description of Code
164-02 164-02 Injector Actuation Pressure Signal erratic

15 164-03 164-03 Injector Actuation Pressure voltage high
164-04 164-04 Injector Actuation Pressure voltage low
17 164-00 164-00 High Injector Actuation Pressure
18 042-11 N/A Injection Actuation Control Valve open/short
262-03 620-03 5 Volt Sensor DC Power Supply short to +batt

262-04 620-04 5 Volt Sensor DC Power Supply short to ground
21
263-03 678-03 Digital Sensor Supply short to +batt
263-04 678-04 Digital Sensor Supply short to ground
100-03 100-03 Engine Oil Pressure open/short to +batt
24
100-04 100-04 Engine Oil Pressure short to ground
273-03 102-03 Turbo Outlet Pressure open/short to +batt
25
273-04 102-04 Turbo Outlet Pressure short to ground
274-03 108-03 Atmospheric Pressure open/short to +batt
26
274-04 108-04 Atmospheric Pressure short to ground
110-03 110-03 Engine Coolant Temperature open/short to +batt
27
110-04 110-04 Engine Coolant Temperature short to ground
28 91-13 91-13 Throttle Position calibration required
32 91-08 91-08 Throttle Position signal abnormal
320-02 190-02 Speed/Timing Sensor Loss of Signal
320-11 190-11 Speed/Timing Sensor mechanical failure
34 342-02 723-02 Loss of Secondary Engine Speed signal
Secondary Engine Speed Sensor mechanical failure
342-11 723-11
94-03 94-03 Fuel Pressure open/short to +batt

94-04 94-04 Fuel Pressure short to ground
37
175-03 175-03 Engine Oil Temperature open/short to +batt
175-04 175-04 Engine Oil Temperature open/short to ground
172-03 172-03 Intake Manifold Air Temp open/short to +batt
38
172-04 172-04 Intake Manifold Air Temp short to ground
39 164-11 164-11 Injector Actuation Press Sensor fault
42 261-13 228-13 Engine Timing calibration required
617-05 729-05 Air Inlet Heater Relay open/current below normal
49 Air Inlet Heater Relay grounded/current above
617-06 729-06
normal
51 168-02 168-02 System Voltage intermittent/erratic
53 254-12 N/A Electronic Control Module Error

253-02 234-02 Personality Module mismatch
56
268-02 1111-02 Check Programmable Parameters
58 247-09 639-09 J1939 Data Link communications
1-11 651-11 Injector Cylinder #1 fault
72
73
74
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Previous Screen

Troubleshooting
i02124825
Diagnostic Codes
SMCS - 1900
Diagnostic Codes
Diagnostic codes are used by the electronic system in order to alert the operator that a problem exists. A
diagnostic code also indicates the nature of the problem to the service technician.
Diagnostic codes may be viewed by using the Caterpillar Electronic Technician (ET). The Component Identifier
(CID) identifies a specific component in the system that is described by the diagnostic code. The Failure Mode
Identifier (FMI) indicates the failure mode.
The code number will direct you to a procedure in Troubleshooting, "Troubleshooting With A Diagnostic Code".
Do not confuse diagnostic codes with diagnostic events. Events can be logged in the Electronic Control Module
(ECM). An example is a low oil pressure event. An event is generated when the engine oil pressure is low but
not out of the range for the sensor. This does not indicate a problem with the sensor. This event indicates a
problem with the engine oil pressure.
If a receiving device for a J1939 data link is used, diagnostic codes will be displayed with a SPN-FMI code. To
cross reference the CID-FMI codes and the SPN-FMI codes, refer to Troubleshooting, "Flash Codes".
Active Diagnostic Codes

An active diagnostic code represents a problem with the electronic control system. Correct the cause of the
diagnostic code as soon as possible. When an active diagnostic code is generated, a diagnostic lamp will indicate
the diagnostic code. If the condition that generates the diagnostic code occurs only for a brief moment, the
message will disappear and the diagnostic code will be logged in the memory of the ECM.
Logged Diagnostic Codes

When the ECM generates a diagnostic code, the ECM logs the code in permanent memory. The ECM has a
diagnostic clock that is internal. This clock records the hour of the first occurrence, the hour of the last
occurrence, and the number of occurrences of the code. The timing of the code and the frequency of the code can
be helpful for investigating intermittent problems.
Note: Cat ET can be used in order to retrieve logged codes and Cat ET can be used in order to erase logged
codes. Logged diagnostic codes will automatically be deleted if no additional occurrences are recorded in 100
hours. Be aware of the following information when logged diagnostic codes are investigated.
• Some diagnostic codes may log occurrences that did not result in operator complaints. A diagnostic code
is logged at a specific time. This time should correlate to a complaint. A repair may not be necessary if
there is no correlation.
• The most likely cause of an intermittent problem is a faulty connection or damaged wiring. The next most
likely cause of an intermittent failure is a component failure such as a sensor or a switch. The least likely
cause of an intermittent problem is a failure of the ECM.
• Diagnostic codes that are logged repeatedly may indicate a problem that needs special investigation.
• The code number will direct you to a procedure in the troubleshooting manual.
Note: Always clear logged diagnostic codes after investigating and correcting the problem which generated the
code.
Output voltage from a typical analog temperature sensor
Illustration 1 indicates the signal range for a typical analog sensor. Diagnostic codes will be generated if the
output signal for the sensor is below 0.2 VDC or above 4.8 VDC.
Shutdown SIS
Previous Screen

Troubleshooting
i02417388
CID 0091 FMI 08 Throttle Position signal abnormal

SMCS - 1913-038
The Electronic Control Module (ECM) detects an incorrect frequency on the throttle signal.
System Response:
The code is logged. The ECM flags the throttle position as invalid data and a default value of zero percent is
used.
• The engine speed is limited to low idle.
Troubleshooting:
Test Step 1.
Results:
• OK - STOP
Copyright 1993 - 2018 Caterpillar Inc. Tue Jan 9 00:00:04 CST 2018
Shutdown SIS
Previous Screen

Troubleshooting
i02426246
CID 0091 FMI 13 Throttle Position calibration required

SMCS - 1913-038
The duty cycle of the signal from the throttle that is connected to the primary throttle input is incorrect.
System Response:
The Electronic Control Module (ECM) will log the diagnostic code. The ECM flags the throttle position as
invalid data and a default value of zero percent is used.
• The engine speed is limited to low idle.
Test Step 1. Perform the following diagnostic procedure: Throttle Position Sensor - Calibrate
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02405106
CID 0094 FMI 03 Fuel Pressure open/short to +batt

SMCS - 1718-038
The signal voltage from the fuel pressure sensor is above normal.
System Response:
The Electronic Control Module (ECM) will log the diagnostic code. The ECM flags fuel pressure as invalid data
and a default value is used.
Test Step 1. Perform the following diagnostic procedure: Analog Sensor Open or Short Circuit - Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02405124
CID 0094 FMI 04 Fuel Pressure short to ground

SMCS - 1718-038
The signal voltage from the fuel pressure sensor is below normal.
System Response:
The Electronic Control Module (ECM) will log the diagnostic code. The ECM flags fuel pressure as invalid data
and a default value is used.
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02405129
CID 0100 FMI 03 Engine Oil Pressure open/short to +batt

SMCS - 1924-038
The Electronic Control Module (ECM) detects a signal voltage from the engine oil pressure sensor that is above
normal.
System Response:
The ECM will set engine oil pressure to a default value. The parameters for the low oil pressure will be disabled
in the monitoring system.
None
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02405205
CID 0100 FMI 04 Engine Oil Pressure short to ground

SMCS - 1924-038
The Electronic Control Module (ECM) detects signal voltage from the engine oil pressure sensor that is below
normal.
System Response:
The ECM will log the diagnostic code and the ECMflags engine oil pressure as invalid data and a default value
is used.
None
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02427669
CID 0110 FMI 03 Engine Coolant Temperature open/short to +batt

SMCS - 1906-038
The signal voltage from the engine coolant temperature sensor is above normal.
System Response:
The Electronic Control Module (ECM) will log the diagnostic code. The ECM flags coolant temperature as
invalid data and a default value is used. The engine will not go into cold mode.
• The engine may misfire.
• The engine may experience reduced speed (rpm) and/or low power.
Test Step 1. Perform the following diagnostic procedure: Engine Temperature Sensor Open or Short Circuit -
Test
Results:
• OK - STOP
Shutdown SIS
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Troubleshooting
i02427678
CID 0110 FMI 04 Engine Coolant Temperature short to ground

SMCS - 1906-038
The signal voltage from the engine coolant temperature sensor is below normal.
System Response:
The Electronic Control Module (ECM) will log the diagnostic code. The ECM flags coolant temperature as
invalid data and a default value is used. The engine will not go into cold mode.
• The engine may misfire.
• The engine may experience reduced speed (rpm) and/or low power.
Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02090401
CID 0164 FMI 00 High Injector Actuation Pressure

SMCS - 1925-038
The Electronic Control Module (ECM) detected an injection actuation pressure above 24000 kPa (3500 psi).
Note: The diagnostic code indicates a mechanical problem. The ECM and the electronic control system are
operating correctly.
System Response:
The ECM limits power output to 89.5 kW (120.0 hp).
The engine may be low on power.
Note: The problem may only exist at operating temperature.
Test Step 1. Perform the following diagnostic procedure: Injection Actuation Pressure System - Test
Results:
• OK - STOP
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Troubleshooting
i02468990
CID 0164 FMI 02 Injector Actuation Pressure signal erratic

SMCS - 1925-038
The Electronic Control Module (ECM) detects the following conditions:
If the engine is not running, the following conditions must be met.
• The actual injection actuation pressure remains above 3 MPa (435 psi) for at least three seconds.
• Cold mode is not active.
If the engine is running, the following conditions must be met.
• The actual injection actuation pressure and the desired injection actuation pressure differ by more than 2
MPa (290 psi) for at least ten seconds.
• The change in injection actuation pressure was not consistent with the change in the current to the control
valve.
• Cold mode is not active.
System Response:
The ECM will log the diagnostic code. The status of "Injection Actuation Pressure" on Caterpillar Electronic
Technician (ET) will revert to a default value.
• The engine may experience low power.
Test Step 1. Perform the following diagnostic procedure: Injection Actuation Pressure Sensor - Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02427705
CID 0164 FMI 03 Injector Actuation Pressure voltage high

SMCS - 1925-038
The signal from the injection actuation pressure sensor is above normal. Cold mode is not active.
System Response:
The Electronic Control Module (ECM) will log the diagnostic code. The ECM will flag injection actuation
pressure as invalid data and a default value is used. The ECM will set the current for the control valve to a fixed
value.
• The engine may experience poor idle quality.
Test Step 1. Perform the following diagnostic procedure: Engine Pressure Sensor Open or Short Circuit -
Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02405445
CID 0164 FMI 04 Injector Actuation Pressure voltage low

SMCS - 1925-038
The signal from the injection actuation pressure sensor is below normal.
System Response:
The ECM will log the diagnostic code. The ECM will flag injection actuation pressure as invalid data and a
default value will be used. The ECM will set the current for the control valve to a fixed value.
• Low power
• Poor idle quality
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02120334
CID 0164 FMI 11 Injector Actuation Pressure system fault

SMCS - 1925-038
The Electronic Control Module (ECM) detects one of the following conditions:
• The actual injection actuation pressure and the desired injection actuation pressure differ by more than 3
MPa (435 psi).
• The current to the injection actuation pressure control valve is at either the maximum output or the
minimum output for an excessive period of time.
Note: The diagnostic code indicates a mechanical problem. The ECM and the electronic control system are
operating correctly.
System Response:
The ECM will log the diagnostic code. The diagnostic code may be viewed on a display module or on the
Caterpillar Electronic Technician (ET).
• Low power
• Unstable idle
• Difficult to start at normal operating temperatures
• Easy to start below normal operating temperatures
Note: The problem may only exist at operating temperature. Air may be trapped in the injection actuation system
if the system has been serviced recently. Start the engine and run the engine at 1500 rpm for a few minutes in
order to remove the trapped air.
Test Step 1. Perform the following diagnostic procedure: Injection Actuation Pressure - Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02458713
CID 0168 FMI 02 System Voltage intermittent/erratic

SMCS - 1401-038
While the engine is running, the battery voltage drops below 9 VDC intermittently, or the battery voltage drops
below 9 VDC three times in a seven second period.
System Response:
The Electronic Control Module (ECM) will log the diagnostic code.
• The engine may misfire and/or shutdown
Troubleshooting:
Test Step 1.
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02378820
CID 0172 FMI 03 Intake Manifold Air Temp open/short to +batt

SMCS - 1921-038
MID 036 CID 0172 FMI 03
The signal voltage from the inlet air temperature sensor exceeds 4.9 VDC for eight seconds.
System Response:
The Electronic Control Module (ECM) logs the diagnostic code. The ECM flags Inlet air temperature as invalid
data and a default temperature of 85 °C (185 °F) is used.
• Low power
Troubleshooting:
Test Step 1. Perform the following diagnostic procedure: "Engine Temperature Sensor Open or Short Circuit
- Test"
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02378836
CID 0172 FMI 04 Intake Manifold Air Temp short to ground

SMCS - 1921-038
MID 036 CID 0172 FMI 04
The signal voltage from the inlet air temperature sensor dropped below 0.2 VDC for eight seconds.
System Response:
The Electronic Control Module (ECM) will log the diagnostic code. The ECM flags Inlet air temperature as
invalid data and a default value of 85 °C (185 °F) is used.
• Low power
Troubleshooting:
Test Step 1. Perform the following diagnostic procedure: "Engine Temperature Sensor Open or Short Circuit
- Test"
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02120339
CID 0175 FMI 03 Engine Oil Temperature open/short to +batt

SMCS - 1929-038
The Electronic Control Module (ECM) has been powered for at least two seconds.
The ECM reads signal voltage that is above 4.92 VDC for eight seconds.
System Response:
Caterpillar Electronic Technician (ET). The ECM flags engine oil temperature as invalid data. The ECM sets the
engine oil temperature to the same value as the coolant temperature. If the coolant temperature sensor has failed,
one of the following values is used:
• If the engine is running, the engine oil temperature is set to 65 °C (149 °F).
• If the engine is not running, the engine oil temperature is set to −10 °C (14 °F).
• None
Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02120341
CID 0175 FMI 04 Engine Oil Temperature short to ground

SMCS - 1929-038
The Electronic Control Module (ECM) has been powered for at least two seconds.
The ECM reads signal voltage that is below 0.2 VDC for eight seconds.
System Response:
Caterpillar Electronic Technician (ET). The ECM flags engine oil temperature as invalid data. The ECM sets the
engine oil temperature to the same value as the coolant temperature. If the coolant temperature sensor has failed,
one of the following values is used:
• If the engine is running, the engine oil temperature is set to 65 °C (149 °F).
• If the engine is not running, the engine oil temperature is set to −10 °C (14 °F).
• None
Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02490447
CID 0247 FMI 09 J1939 Data Link communications

SMCS - 1901-038
The Electronic Control Module (ECM) has detected a loss of communications with the J1939 data link.
Ensure that all flash files in the control system are current.
System Response:
The ECM will log the diagnostic code.
• The engine may not operate properly and/or the equipment may not have engine speed control.
Troubleshooting
Test Step 1.
Results:
• OK -
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02428636
CID 0253 FMI 02 Personality Module mismatch

SMCS - 1902-038
The flash file that is used for replacement is for a different engine family or for a different engine application.
System Response:
Caterpillar Electronic Technician (ET) will not be able to clear the code.
• The fuel injection system is disabled and the engine will not start.
Troubleshooting
Test Step 1. Check the Part Number of the Flash File
A. Restore the electrical power to the Electronic Control Module (ECM).
B. Verify that the part number for the flash file agrees with the latest update that is available on Service
Technician Workbench (STW), or on SIS Web.
Expected Result:
The correct flash file is installed in the ECM.
Results:
• OK - The correct flash file is installed in the ECM.
Repair: The engine will not start until the 253-02 diagnostic code is cleared. Clearing this code requires
factory passwords.Acquire factory passwords. Clear the 253-02 diagnostic code. Return the engine to
service.
STOP
• Not OK - The correct flash file is not installed in the ECM.

Repair: Flash program the ECM with the correct flash file. Refer to programming parameters
Troubleshooting, "Flash Programming". Verify that the problem is resolved.
STOP
Shutdown SIS
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Troubleshooting
i02125661
CID 0254 FMI 12 Electronic Control Module Error

SMCS - 1901-038
The Electronic Control Module (ECM) has detected an internal fault.
System Response:
• Engine power and engine performance may be affected.
• Any normal ECM function may be affected.
• Engine shutdown
Test Step 1.
Replace the ECM. Ensure that the new ECM serial number ends with the same two characters as the old ECM
serial number. Refer to Troubleshooting, "Replacing the ECM" before replacing the ECM.
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02348802
CID 0261 FMI 13 Engine Timing Calibration required

SMCS - 1912-038
The timing has not been calibrated since the Electronic Control Module (ECM) was installed or the calibration is
incorrect.
System Response:
The ECM uses default timing.
• Engine misfires
• Low power
• Reduced engine speed
• White exhaust smoke
• Increased exhaust emissions
Test Step 1. Perform the following diagnostic procedure: Engine Speed/Timing Sensor - Calibrate
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02405468
CID 0262 FMI 03 5 Volt Sensor DC Power Supply short to +batt

SMCS - 5574-038
The Electronic Control Module (ECM) detects a signal voltage from the analog sensor supply that is above
normal.
System Response:
The ECM will set all sensors that are connected to the analog sensor supply to a default value. The Caterpillar
Electronic Technician (ET) will display the default value of all sensors that are connected to the analog sensor
supply.
The following parameters will be disabled in the monitoring system.
• High intake manifold air temperature
• Low engine oil pressure
• Low fuel pressure
• High fuel pressure
None
Test Step 1. Perform the following diagnostic procedure: Analog Sensor Supply Circuit - Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02405473
CID 0262 FMI 04 5 Volt Sensor DC Power Supply short to ground

SMCS - 5574-038
The Electronic Control Module (ECM) detects a signal voltage that is below normal.
System Response:
The ECM will set all sensors that are connected to the analog sensor supply to a default value. The Caterpillar
Electronic Technician (ET) will display the default value of all sensors that are connected to the analog sensor
supply.
The following parameters will be disabled in the monitoring system.
• High intake manifold air temperature
• Low engine oil pressure
• Low fuel pressure
• High fuel pressure
None
Test Step 1. Perform the following diagnostic procedure: Analog Sensor Supply Circuit - Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02461066
CID 0263 FMI 03 Digital Sensor Supply short to +batt

SMCS - 5574-038
The Electronic Control Module (ECM) detects supply voltage that is above normal.
System Response:
The ECM will log the diagnostic code. The ECM flags all digital sensors as invalid data and all digital sensors
are set to the respective default values.
Troubleshooting:
Test Step 1.
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02461080
CID 0263 FMI 04 Digital Sensor Supply short to ground

SMCS - 5574-038
The Electronic Control Module (ECM) detects supply voltage that is below normal.
System Response:
The ECM will log the diagnostic code. The ECM flags all digital sensors as invalid data and all digital sensors
are set to the respective default values.
Troubleshooting:
Test Step 1.
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02713570
CID 0268 FMI 02 Check Programmable Parameters

SMCS - 1901-038
The Electronic Control Module (ECM) detects that one or more of the programmable parameters have not been
programmed.
System Response:
The diagnostic code is not logged. Any unprogrammed parameters are set to the default value. Engine
performance may be affected. This is dependent on the unprogrammed parameters.
• Low power
Troubleshooting:
Test Step 1.
Use Caterpillar Electronic Technician (ET) to reprogram the system configuration parameters. Refer to
Troubleshooting, "System Configuration Parameters" for additional information.
Results:
• A 0268-2 code is active -
Repair: Identify the condition that is displayed beneath the code:
If a programmable parameter is displayed, program that parameter with the correct value.
If "Injector Code" is displayed, load the missing injector trim file into the ECM.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02090781
CID 0273 FMI 03 Turbo Outlet Pressure open/short to +batt

SMCS - 1917-038
The Electronic Control Module (ECM) detects a signal voltage from the turbocharger outlet pressure sensor that
is greater than 4.8 volts.
System Response:
The ECM will set the turbocharger outlet pressure to a default value.
None
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02090864
CID 0273 FMI 04 Turbo Outlet Pressure short to ground

SMCS - 1917-038
The Electronic Control Module (ECM) detects a signal voltage from the turbocharger outlet pressure sensor that
is less than 0.2 volts.
System Response:
The ECM will set turbocharger outlet pressure to a default value.
None
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02090872
CID 0274 FMI 03 Atmospheric Pressure open/short to +batt

SMCS - 1923-038
The Electronic Control Module (ECM) detects a signal voltage from the atmospheric pressure sensor that is
greater than 4.8 volts.
System Response:
The ECM will set atmospheric pressure to a default value. The parameters for the atmospheric pressure will be
disabled in the monitoring system.
None
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02090879
CID 0274 FMI 04 Atmospheric Pressure short to ground

SMCS - 1923-038
The Electronic Control Module (ECM) detects a signal voltage from the atmospheric pressure sensor that is less
than 0.2 volts.
System Response:
The ECM will set atmospheric pressure to a default value. The parameters for the atmospheric pressure will be
disabled in the monitoring system.
None
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02090882
CID 0320 FMI 02 Speed/Timing Sensor Loss of Signal

SMCS - 1912-038
The signal for the primary engine speed/timing sensor (crankshaft) is intermittent or lost for less than one
second.
System Response:
The Electronic Control Module (ECM) will log the diagnostic code. The ECM will use the secondary engine
speed/timing sensor in order to determine engine speed.
The engine may misfire or the engine may run rough during starting. There may be a slight change in engine
response when the ECM is switched to the secondary engine speed/timing sensor.
Test Step 1. Perform the following diagnostic procedure: Engine Speed/Timing Sensor Circuit - Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02090892
CID 0320 FMI 11 Speed/Timing Sensor mechanical failure

SMCS - 1912-038
The signal for the primary engine speed/timing sensor is lost for more than one second.
System Response:
The engine may misfire or the engine may run rough during starting. There should not be a noticeable change in
engine response unless the signal for the secondary engine speed/timing sensor is also lost. This loss will shut
down the engine.
Test Step 1. Perform the following diagnostic procedure: Engine Speed/Timing Sensor Circuit - Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02571960
CID 0342 FMI 02 Loss of Secondary Engine Speed signal

SMCS - 1907-038
The signal from the secondary engine speed/timing sensor is intermittent or lost for less than one second.
System Response:
There should not be a noticeable change in engine response unless the signal for the primary engine speed/timing
sensor is lost. The loss of signals from both speed/timing sensors will shut down the engine.
The engine may misfire or the engine may run rough during starting.
Troubleshooting:
Test Step 1.
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02120367
CID 0342 FMI 11 Secondary Engine Speed Sensor mechanical failure

SMCS - 1907-038
MID 036 CID 0342 FMI 11
The signal for the secondary speed/timing sensor is intermittent or lost.
System Response:
There should not be a noticeable change in engine response unless the signal for the primary sensor is also lost.
The loss of both sensors will shut down the engine.
Troubleshooting:
Test Step 1. Perform the following diagnostic procedure: "Engine Speed/Timing Sensor Circuit - Test"
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02424828
CID 0617 FMI 05 Air Inlet Heater Relay open/current below normal
SMCS - 4493-038
The Electronic Control Module (ECM) detects an open circuit while attempting to energize the air inlet heater
relay.
System Response:
The ECM logs the diagnostic code. The air inlet heater will be disabled or the air inlet heater will run
continuously.
• The engine may experience hard starting and/or the engine may emit excessive white smoke.
Test Step 1. Perform the following diagnostic procedure: Air Inlet Heater Circuit - Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02473227
CID 0617 FMI 06 Air Inlet Heater Relay grounded/current above

norm
SMCS - 4493-038
The Electronic Control Module (ECM) detects excessive current while attempting to energize the air inlet heater
relay.
System Response:
The ECM logs the diagnostic code. The air inlet heater will be disabled.
• The engine may experience hard starting and/or the engine may emit excessive white smoke.
Test Step 1. Perform the following diagnostic procedure: Air Inlet Heater Circuit - Test
Results:
• OK - STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02449778
Event Codes
SMCS - 1901
Event codes alert the operator that an abnormal engine operating condition such as low oil pressure or high
coolant temperature has been detected. When the event code is generated, this indicates that an event has taken
place.
Cross-Reference Tables
Table 1
Cross-Reference for Event Codes
Flash Codes EID/FMI Codes SPN/FMI Codes Description of Code
35 004 0190-16 Engine Overspeed Shutdown
63 005 0094-15 Fuel Filter Restriction Derate
63 006 0094-16 Fuel Filter Restriction Shutdown
61 015 0110-16 High Engine Coolant Temperature Derate
61 016 0110-00 High Engine Coolant Temperature Shutdown
61 017 0110-15 High Engine Coolant Temperature Warning
64 025 0172-16 High Inlet Air Temperature Derate
64 027 0172-15 High Inlet Air Temperature Warning
46 039 0100-18 Low Engine Oil Pressure Derate
46 040 0100-01 Low Engine Oil Pressure Shutdown
62 057 0111-18 Low Engine Coolant Level Derate
62 058 0111-01 Low Engine Coolant Level Shutdown
62 059 0111-17 Low Engine Coolant Level Warning
63 095 0094-00 Fuel Filter Restriction Warning

63 096 0094-00 High Fuel Pressure
46 100 0100-17 Low Engine Oil Pressure Warning
35 190 0190-00 Engine Overspeed Warning
1835-15 High Auxiliary Pressure Warning
443 (1) 1835-16 High Auxiliary Pressure Derate
1835-00 High Auxiliary Pressure Shutdown
N/A
1836-15 High Auxiliary Temperature Warning
445 (1) 1836-16 High Auxiliary Temperature Derate
1836-00 High Auxiliary Temperature Shutdown
(1)
Caterpillar Electronic Technician (ET) will display the number 1, 2, or 3 after the event code in order to designate a warning, a
derate, or a shutdown.
Active of Event Codes

An event code represents a problem with engine operation. Correct the problem as soon as possible.
Event codes are listed in ascending numerical order. The code with the lowest number is listed first.
Illustration 1 is an example of the operating range of a temperature sensor. Do not use the Illustration to
troubleshoot temperature sensors.
Example of the typical operating range of a temperature sensor
(1) This area represents the normal operating range of the parameter. The normal output voltage of the sensor is between 0.2 VDC and
4.2 VDC.
(2) In this area, the temperature above 107 °C (225 °F) is higher than normal. The output voltage of the sensor will generate an event
code. The sensor does not have an electronic problem.
(3) In these areas, the output voltage of the sensor is too high or too low. The voltage is outside of the normal range. The electronic
problem will generate a diagnostic code. Refer to Troubleshooting, "Troubleshooting with a Diagnostic Code" for additional
information on diagnostic codes.
Events are represented in two formats. In the first format, the "E" means that the code is an event code. The
"XXX" represents a numeric identifier for the event code. This is followed by a description of the code. If a
warning, a derate, or a shutdown is applicable, the numeric identifiers are different. Refer to the following
example:
• E004 Engine Overspeed Shutdown
In the second format, the "E" means that the code is an event code. The "XXX-X" represents a numeric identifier
for the event code. The fourth "X" identifies the event as a warning, a derate, or a shutdown. This is followed by
a description of the code. Refer to the following example:
• E360-1 Low Oil Pressure Warning
• E360-2 Low Oil Pressure Derate
• E360-3 Low Oil Pressure Shutdown
The definition for a warning, a derate, and a shutdown are defined below:
Warning - This condition represents a serious problem with engine operation. However, this condition does not
require a derate or a shutdown.
Derate - For this condition, the Electronic Control Module (ECM) reduces the engine's power in order to help
prevent possible engine damage.
Shutdown - For this condition, the ECM shuts down the engine in order to help prevent possible engine damage.
Logged Event Codes

When the ECM generates an event code the ECM logs the code into 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.
This information can be helpful for troubleshooting intermittent problems. Logged codes can also be used to
review the performance of the engine.
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 problem which generated the code.
Troubleshooting
For basic troubleshooting of the engine, perform the following steps in order to diagnose a malfunction:
1. Obtain the following information about the complaint:
◦ The event and the time of the event
◦ Determine the conditions for the event. The conditions will include the engine rpm and the load.
◦ Determine if there are any systems that were installed by the dealer or by the customer that could
cause the event.
◦ Determine whether any additional events occurred.
2. Verify that the complaint is not due to normal engine operation. Verify that the complaint is not due to
error of the operator.
3. Narrow the probable cause. Consider the operator information, the conditions of operation, and the history
of the engine.
4. Perform a visual inspection. Inspect the following items:
◦ Coolant level
◦ Fuel supply
◦ Oil level
◦ Wiring
◦ Connectors
Be sure to check the connectors. This is very important for problems that are intermittent. Refer to
Troubleshooting, "Electrical Connectors - Inspect".
If these steps do not resolve the problem, identify the procedures in this manual that best describe the event.
Check each probable cause according to the tests that are recommended.
Trip Points for the Monitoring System

The monitoring system determines the level of action that is taken by the ECM in response to a condition that
can damage the engine. When any of these conditions occur, the appropriate event code will trip.
Table 2 contains the conditions that are monitored and the default trip points for each condition. Each condition
has an associated parameter. The settings for each parameter can be viewed with the Caterpillar Electronic
Technician (ET). The trip points for each of the parameters are not adjustable.
Table 2
Settings for the Monitoring System
Event Default Time Delay in
Parameter Action Set Points
Code Value Seconds
Default
Range Range Default
Shutdown
E004
Engine Overspeed
On None 0.6 1800 to 3100 3100
Warning
E190
E005 Derate
Shutdown Off
Fuel Filter E006 Maps are not programmable. (2)
None 10
Restriction
Warning
E095 On
High Fuel Warning Maps are not programmable. (2)

E096 On None 2
Pressure
E015 Derate On 86 to 106 °C (187 106 °C

0 to to 191 °F) (191 °F)
High Engine 120
Shutdown
Coolant E016 Off 4 87 to 107 °C (189 107 °C
Temperature to 193 °F) (193 °F)
Warning Always
E017 None 85 to 105 °C (185 105 °C
On
to 189 °F) (189 °F)
0 to
E025 Derate 79 °C (174
120
High Intake Air °F)
On 4 None
Temperature
Warning
E027 None 75 °C (167
°F)
E039 Derate On 2
Shutdown
Low Engine Oil E040 Off 10 Maps are not
None
Pressure programmable. (3) (4)
Warning
E100 On 2
E057 Derate Off

Shutdown Coolant level falls
Low Engine E058 Off 0 to
5 below acceptable None
Coolant Level 120
level.
Warning
E059 On
High Auxiliary E443-1 Warning 0 to 54

On 4
Pressure 1500 kPa
E443-2 Derate Off

(215 psi)
Shutdown 0 to 3150 kPa (0
E443-3 Off to 455 psi)
E445-1 Warning
On 105 °C
(189 °F)
High Auxiliary 0 to 54
E445-2 Derate Off 4 0 to 120 °C (32 to 106 °C
Temperature
248 °F) (191 °F)
Shutdown
E445-3 Off 107 °C
(193 °F)
(2)
The maps may be different. The maps depend on the model of the engine.
(3)
Refer to Illustration 2 for oil pressure map limits.
(4)
Values for the oil pressure maps may change. Ensure that your ECM flash file is the most current version.
Oil pressure map limits

Shutdown SIS
Previous Screen

Troubleshooting
i02121721
Air Inlet Heater Circuit - Test

SMCS - 1090-038
The air inlet heater is used to improve the engine's ability to start when the engine is cold. A reduction of white
smoke is also a benefit of the air inlet heater.
The Electronic Control Module (ECM) controls the operation of the air inlet heater and the ECM controls the
operation of the lamp for the air inlet heater through the air inlet heater relay.
The operation of the air inlet heater is determined by three different cycle times:
• "Power Up/Preheat Cycle"
• "Cranking"
• "Engine Started"
"ECM Powerup and Preheat Cycle"
The ECM will turn the heater ON for 30 seconds if the coolant temperature is less than 49 °C (120 °F). The
heater will turn OFF when the cycle is complete.
The ECM will control the air inlet heater for the cranking cycle if the operator starts the engine before the end of
the heating cycle.
"Cranking Cycle"
When the engine is cranking, the heater will turn ON. The heater will remain in the ON position if the coolant
temperature is less than 49 °C (120 °F). The heater will activate again for 30 seconds if the engine fails to start.
The preheat cycle is restarted.
"Engine Start Cycle"
The operation of the air inlet heater is determined by the coolant temperature after the engine has started. If the
coolant temperature is 49 °C (120 °F) or less, the engine start cycle begins. The engine start cycle has two
segments:
• Continuous mode
• On/off cycling mode
The continuous mode lasts for a maximum of five minutes. The on/off cycling mode can last for a maximum of
15 minutes. The air inlet heater is turned ON and the air inlet heater is turned OFF for ten seconds during the
on/off cycling mode. The air inlet heater will turn OFF when the coolant temperature exceeds 49 °C (120 °F).
Schematic for air inlet heater

Terminal locations for the ECM
Chart for operation of the air inlet heater
Test Step 1. Inspect Electrical Connectors And Wiring.

A. Thoroughly inspect the J501/P501 inlet air heater relay connector and inspect the J2/P2 ECM connector.
Inspect the terminal connections on the air inlet heater relay and the air inlet heater. Refer to
Troubleshooting, "Electrical Connectors-Inspect" for details.
B. Perform a 45 N (10 lb) pull test on each of the wires in the connectors that are associated with the air inlet
heater. Refer to illustration 1 for pin locations.
C. Check the ECM connector (allen head screw) for the proper torque of 6.0 N·m (55 lb in).
D. Check the harness and wiring for abrasion and for pinch points from the sensors back to the ECM.
Expected Result:
All connectors, pins and sockets are completely coupled and/or inserted. The harness and wiring are free of
corrosion, of abrasion or of pinch points.
Results:
• OK - Proceed to Test Step 2.
• Not OK -
Repair: Perform the following repair:Repair the connectors or wiring and/or replace the connectors or
wiring. Ensure that all of the seals are properly in place and ensure that the connectors are completely
coupled.Verify that the repair eliminates the problem.
STOP
Test Step 2. The Powerup Test for the Air Inlet Heater
B. Connect the Caterpillar Electronic Technician (ET) to the service tool connector.
D. Go to the "Air Inlet Heater Override" in the "Override Parameters" in the "Diagnostic Tests" under the
"Diagnostics" menu on Cat ET.
E. Start the test and listen for a click from the air inlet heater relay.
Note: The air inlet heater relay is located on the front left side of the engine.
Note: Do not leave the "Air Inlet Heater Override" ON. Avoid unnecessary cycling of the air inlet heater
in order to prevent the battery from discharging. The "Air Inlet Heater Override" has a one minute timer in
order to disable the test when the time expires.
Expected Result:
Result 1 The relay is active.
Result 2 The relay is active but the air inlet heater is suspected of having a problem.
Result 3 The relay does not activate.
Results:
• RESULT 1 - The lamp and the relay are functioning normally.STOP
• RESULT 2 - There may be a problem with the air inlet heater. Proceed to Test Step 3.
• RESULT 3 - There is a problem with the relay circuit. Proceed to Test Step 4.
Test Step 3. Check the Voltage at the Relay Contacts for the Air Inlet Heater
Connections for the test lamp
B. Disconnect the wire from the relay terminal of the air inlet heater to the air inlet heater.
C. Fabricate two jumper wires with Deutsch sockets on one end and Deutsch pins on the other end. Strip a
small amount of insulation from the middle of one jumper wire.
D. Disconnect J501/P501 and insert the jumper wires in the electrical connectors.
E. Connect a voltage test lamp from the disconnected relay terminal to the jumper wire that is connected to
J501 and P501 terminals.
F. Place the engine control in the ON mode.
G. Go to the "Air Inlet Heater Override" on Cat ET.
H. Start the test and watch the voltage test lamp.

Note: Do not leave the "Air Inlet Heater Override" On. Avoid unnecessary cycling of the air inlet heater in
order to prevent the battery from discharging. The "Air Inlet Heater Override" has a one minute timer in
Expected Result:
The test lamp turned ON and the test lamp turned OFF with the "Air Inlet Heater Override".
Results:
• OK - The air inlet heater relay and the +Battery connection to the air inlet heater relay are OK. Leave the
wire disconnected from the relay terminal. Proceed to Test Step 5.
• Not OK - The test lamp does not turn ON. Reconnect the wire from the air inlet heater to the terminal on
the air inlet heater relay. Proceed to Test Step 6.
• NO - The test lamp turns ON. The test lamp stays in the ON position. Reconnect the wire from the air inlet
heater to the terminal on the air inlet heater relay. Proceed to Test Step 6.
Test Step 4. Check the Voltage at the Air Inlet Heater Relay
B. Disconnect the J501/P501 air inlet heater relay connector.
C. Connect a voltage test lamp to the two terminals on the engine harness side of the P501 air inlet heater
relay connector.

E. Go to the "Air Inlet Heater Override" on Cat ET.
F. Start the test and watch the voltage test lamp.
Expected Result:
The test lamp turns ON and the test lamp turns OFF with the "Air Inlet Heater Override".
Results:
• OK - The ECM and the wiring to the P501 connector are OK.
Repair: Replace the air inlet heater and rerun the test. Verify that the repair eliminates the problem.
STOP
• Not OK - The P501 connector is not receiving the correct voltage. Proceed to Test Step 7.
Test Step 5. Check the Wiring for the Air Inlet Heater
B. Disconnect both wires from the air inlet heater.
C. Use a multimeter to measure the resistance between the two ends of the wire that connects the air inlet
heater to the air inlet heater relay.
D. Measure the resistance from the engine ground stud to the other end of the wire for the air inlet heater that
connects to the ground stud.
Expected Result:
The measured resistance is less then 20 Ohms.
Results:
• OK - There is a problem with the air inlet heater.
Repair: Replace the air inlet heater. Verify that the problem is resolved.
STOP
• Not OK - There is a problem with the wiring for the air inlet heater.
Repair: Repair the damaged wire. Verify that the problem is resolved.
STOP
Test Step 6. Check the Relay Contact at the +Battery Terminal Connection
Connections for the test lamp
B. Connect one lead of a voltage test lamp to the terminal for the relay contact.
C. Connect the other end of the voltage test lamp to the engine ground stud.
Expected Result:
The test lamp comes on when the engine control is in the ON mode.
Results:
• OK - There is a problem with the wiring between the air inlet heater relay and the J501/ connector.
Repair: Repair the wiring or replace the wiring from P2:12 Air Inlet Heater to J501:2. Verify that the
problem has been resolved.
STOP
• Not OK - There may be a problem with the circuit protection.
Repair: Inspect the circuit protection for the air inlet heater and the air inlet heater wiring. Replace the
circuit breaker. Verify that the problem has been resolved.
STOP
Test Step 7. Check Battery Voltage to the Air Inlet Heater Relay
B. Disconnect the J501/P501 air inlet heater relay connector.

C. Connect a voltage test lamp from P501:1 to the engine ground stud.
Expected Result:
The voltage test lamp comes on and the voltage test lamp stays on when the engine control is in the ON mode.
Results:
• OK - The air inlet heater relay is receiving +Battery voltage. Proceed to Test Step 8.
• Not OK - There appears to be a problem with the wiring.
Repair: Repair the wiring or replace the wiring from the negative battery to P501:1. Verify that the
problem is resolved.
STOP
Test Step 8. Check the ECM
B. Disconnect the J2/P2 ECM connector. Connect a 140-2266 Cable (Seventy-Pin Breakout) to the J2 ECM
connector only.
C. Connect a voltage test lamp from terminal 9 to terminal 12. Refer to Illustration 2.
E. Go to the "Air Inlet Heater Override" on Cat ET.
F. Start the test and watch the voltage test lamp.
Note: When the J2/P2 ECM connector is disconnected and the keyswitch is in the ON position, open
circuit diagnostic codes will be active or logged for all of the engine sensors. This is normal.
Expected Result:
The test lamp turned ON and the test lamp turned OFF with the "Air Inlet Heater Override".
Results:
• OK - The ECM appears to be OK.
Repair: Repair the wiring between the P501 connector and the P2 ECM connector. Verify that the
problem has been resolved.
STOP
• Not OK - There may be a problem with the ECM. Proceed to Test Step 9.
Test Step 9. Test the Battery Voltage to the ECM

Connections for Breakout T
B. Install a 140-2266 Cable (Seventy-Pin Breakout) between the J1 and P1 ECM connectors.
D. Measure the voltage between the terminal 52 (unswitched +Battery) of the breakout harness and the
terminal 65 (-Battery) of the breakout harness.
E. Measure the voltage between the terminal 53 (unswitched +Battery) of the breakout harness and the
terminal 63 (-Battery) of the breakout harness.
Expected Result:
The voltage is between 11.0 VDC and 13.5 VDC for a 12 volt system and the voltage is between 22.0 VDC and
27.0 VDC for a 24 volt system when the engine control is in the ON mode.
Results:
• OK - The ECM is receiving the correct voltage, but the lamp is not turning ON.
Repair: Replace the ECM. Verify that the problem is resolved.
STOP
• Not OK - The problem is in the wiring.
Repair: Repair the wiring or replace the wiring.Send the vehicle to the OEM dealer for repair. Verify that
the problem has been resolved.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02405480
Analog Sensor Open or Short Circuit - Test

SMCS - 5574-038
Use this procedure to troubleshoot the system when there is an active diagnostic code or when a diagnostic code
can easily be activated. This procedure covers open circuit diagnostic codes and short circuit diagnostic codes
that are associated with the following sensors:
• Auxiliary pressure sensor
• Engine oil pressure sensor
• Fuel pressure sensor
• Injection actuation pressure sensor
• Turbocharger outlet pressure sensor
The troubleshooting procedures for the diagnostic codes of each pressure sensor are identical. The Electronic
Control Module (ECM) sends a 5 Volt supply to terminal A of each sensor. The sensor common connection is
connected to terminal B of each sensor. The signal voltage from terminal C of each sensor is sent to the
appropriate terminal on the ECM.
Schematic for analog sensors
Test Step 1. Verify all Active Diagnostic Codes
A. Restore the electrical power to the (engine) ECM. Wait at least 30 seconds for activation of the diagnostic
codes.
B. Verify if any of the following diagnostic codes are active:
◦ 94-03
◦ 94-04
◦ 100-03
◦ 100-04
◦ 164-03
◦ 164-04
◦ 273-03
◦ 273-04
◦ 274-03
◦ 274-04
Note: The following diagnostic codes should not be active.
◦ 262-03
◦ 262-04
Expected Result:
One or more of the preceding diagnostic codes are active.
Results:
• OK - One or more of the preceding diagnostic codes are active. Proceed to Test Step 2.
• Not OK - None of the preceding diagnostic codes are active.
Repair: If the preceding codes are logged but not active and the engine is not running properly, refer to
Troubleshooting, "Troubleshooting without a Diagnostic Code". If the engine is running properly at this
time, an intermittent condition may be causing the logged codes. Refer to Troubleshooting, "Electrical
Connectors - Inspect".
STOP
Test Step 2. Inspect Electrical Connectors and Wiring

Terminal locations for analog sensors
Terminal locations for P61 Customer Connector
A. Remove the electrical power to the (engine) ECM.
B. Thoroughly inspect the J1/P1 ECM connector and the J2/P2 ECM connector. Thoroughly inspect the
connectors for each analog sensor.
Refer to Troubleshooting, "Electrical Connectors - Inspect" for details.
C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector and the sensor connectors that
are associated with the active diagnostic code.
D. Check the ECM connector (allen head screw) for the proper torque of 6.0 N·m (55 lb in).
E. Check the J61/P61 customer connector (allen head screw) for the proper torque of 2.25 ± 0.25 N·m (20 ±
2 lb in).
F. Check the harness and wiring for abrasions and for pinch points from the sensors back to the ECM.
Expected Result:
All connectors, pins, and sockets are completely coupled and/or inserted. The harness and wiring are free of
corrosion, of abrasion, and of pinch points.
Results:
• OK - The harness and wiring are OK. Proceed to Test Step 3.
• Not OK - The harness and/or wiring are damaged.
Repair: Repair the connectors or wiring and/or replace the connectors or wiring. Ensure that all of the
seals are properly in place and ensure that the connectors are completely coupled.Verify that the repair
eliminates the problem.Clear all logged diagnostic codes.
STOP
Test Step 3. Determine the type of Diagnostic Code that is Active
A. Restore the electrical power to the (engine) ECM. Wait at least 30 seconds for activation of the diagnostic
codes.
B. Monitor the "Active Diagnostic Code " screen on the electronic service tool. Record any active diagnostic
codes.
C. Determine if the problem is related to an open circuit diagnostic code (03) or a short circuit diagnostic
code (04).
Expected Result:
A short circuit diagnostic code (04) is active.
Results:
• OK - A short circuit diagnostic code (04) is active at this time. Proceed to Test Step 4.
• Not OK - An open circuit diagnostic code (03) is active at this time. Proceed to Test Step 5.
Test Step 4. Disconnect the Sensor in Order to Create an Open Circuit
B. Disconnect the sensor connector of the sensor with the short circuit diagnostic code (04).
C. Restore the electrical power to the (engine) ECM. Wait at least 30 seconds for activation of the diagnostic
codes.
D. Access the "Active Diagnostic Code" screen on the electronic service tool. Check for an active open
circuit diagnostic code (03).
Expected Result:
An open circuit diagnostic code (03) for the disconnected sensor is now active.
Results:
• OK - A short circuit diagnostic code (04) was active before disconnecting the sensor. An open circuit
diagnostic code (03) became active after disconnecting the sensor.
Repair: If the ECM detects the open circuit, the wiring between the sensor and the ECM is OK and the
ECM is functioning correctly. Install a new sensor. Clear the logged diagnostic codes.
STOP
• Not OK - There is a short circuit between the sensor harness connector and the ECM. Leave the sensor
disconnected.
Repair: If the active short circuit diagnostic code (04) is for the auxiliary sensor the harness between J1
and P61 may be at fault. Verify that there are no shorts in this harness.

Test Step 5. Measure the Sensor Supply Voltage
Terminals for pressure sensors
B. Disconnect the sensor from the engine harness.
C. Restore the electrical power to the (engine) ECM.
D. Measure the voltage from terminal "A" (Analog Sensor Power +5V) to terminal "B" (Analog Sensor
Common) on the engine harness side of the connector.
Expected Result:
The voltage between terminal "A" and terminal "B" measures 4.5 to 5.5 VDC.
Results:
• OK - The sensor supply voltage is correct. Proceed to Test Step 6.
• Not OK - The sensor supply voltage is out of the specified range.
Repair: Perform the diagnostic functional test Troubleshooting, "Analog Sensor Supply Circuit - Test".
STOP
Test Step 6. Create A Short Circuit Between The Signal And The Common Terminals At The Engine
Harness Connector.
Terminal locations for analog sensor connector
A. Fabricate a jumper wire 150 mm (6 inch) long. Crimp a Deutsch terminal to both ends of the wire.
B. Restore the electrical power to the (engine) ECM.
C. Monitor the "Active Diagnostic Code" screen before installing the jumper wire and after installing the
jumper wire.
D. Install the jumper on the engine harness connector. Install one end of the jumper at the sensor signal (pin
"C"). Install the other end of the jumper at the common connection for the analog sensor (pin "B"). Wait at
least 15 seconds for activation of the short circuit diagnostic code.
Refer to Illustration 5.
Expected Result:
A short circuit diagnostic code is active when the jumper is installed. An open circuit diagnostic code is active
when the jumper is removed.
Results:
• OK - The engine harness and the ECM are OK.
1. Temporarily connect the suspect sensor.
2. If the diagnostic code remains active, replace the sensor.

3. Ensure that the diagnostic code is no longer active.
STOP
• Not OK - The open circuit diagnostic code remains active when the jumper is installed. The most probable
location for the open is the sensor signal wire in the engine harness between the ECM and the sensor.
Remove the jumper.
Repair: If the active open circuit diagnostic code (03) is for the auxiliary sensor the harness between J1
and P61 may be at fault. Verify that there are no opens in this harness.
Proceed to test step 7.
Test Step 7. Check the Operation of the ECM by Creating Open and Short Circuits at the ECM
Connector
B. Disconnect the J1/P1 or the J2/P2 ECM connector. Thoroughly inspect both halves of the connectors for
signs of corrosion or of moisture.
C. Remove the signal wire for the suspect sensor from either the J1/P1 or the J2/P2 ECM connector.
D. Reconnect the ECM connector.
E. Monitor the "Active Diagnostic Code" screen on the electronic service tool. Wait at least 15 seconds for
activation of the code.
An open circuit diagnostic code (03) should be active for the suspect sensor.
F. Remove the electrical power to the (engine) ECM.
G. Fabricate a jumper wire approximately 150 mm (6 inch) long. Crimp a Deutsch socket on one end of the
wire. Install an alligator clamp on the other end of the wire.
H. Insert the socket end of the jumper wire in the terminal for the suspect sensor signal. Connect the alligator
clamp to the ECM ground strap.
I. Restore the electrical power to the (engine) ECM. Monitor the "Active Diagnostic Code" screen on the
electronic service tool. Wait at least 15 seconds for activation of the code.
A short circuit diagnostic code (04) should be active when the jumper wire is installed.
Expected Result:
An open circuit diagnostic code (03) is active when the sensor's signal wire is disconnected. A short circuit
diagnostic code (04) is active when the jumper wire is installed.
Results:
• OK - The ECM is operating properly.
Repair: Replace the sensor signal wire. Verify that the repair eliminates the problem.
STOP
• Not OK - The ECM is not responding properly.
1. Temporarily connect a spare ECM.
2. Remove all jumpers and replace all connectors.
5. If the problem is resolved with the spare ECM, reconnect the suspect ECM.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02122056
Analog Sensor Supply Circuit - Test

SMCS - 5574-038
Use this procedure to troubleshoot the system when one of the following diagnostic codes is active or easily
repeated:
• 262-03
• 262-04
Also, use this procedure to troubleshoot the system when you have been directed here by another
troubleshooting procedure.
The Electronic Control Module (ECM) supplies a regulated voltage of 5.0 ± 0.5 VDC to the following sensors:
• Injection actuation pressure sensor
• Fuel pressure sensor
• Engine oil pressure sensor
• Auxiliary pressure sensor

Schematic for analog sensors

Terminal locations for ECM connector J2/P2
Terminal locations for ECM connector J1/P1

B. Thoroughly inspect the J1/P1 ECM connector and the J2/P2 ECM connector. Thoroughly inspect the
connectors for each analog sensor.
Refer to the diagnostic functional test Troubleshooting, "Electrical Connectors - Inspect" for details.
C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connectors that are associated with the
analog sensor supply:
E. Check the harness and wiring for abrasion and for pinch points from the sensors back to the ECM.
Expected Result:
All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of
Results:
• OK - The harness and connectors appear to be OK. Proceed to Test Step 2.
eliminates the problem.
STOP
Test Step 2. Check for Active Diagnostic Codes
A. Connect CaterpillarElectronic Technician (ET) to the service tool connector.
B. Place the engine control in the ON mode.
C. Monitor the active diagnostic code screen on the electronic service tool. Check and record any active
diagnostic codes.
Note: Wait at least 15 seconds in order for the diagnostic codes to become active.
Expected Result:
One of the following diagnostic codes is active:
• 262-03
• 262-04
Results:
• OK - A 262-03 diagnostic code is active. Proceed to Test Step 3.

Test Step 3. Check the Voltage on the +5 V Supply Wire
B. Disconnect all of the following analog sensors at the sensor connector one at a time:
◦ Fuel pressure sensor J209/P209
◦ Engine oil pressure sensor J201/P201
◦ Atmospheric pressure sensor J203/P203
◦ Turbocharger outlet pressure sensor J200/P200
◦ Injection actuation pressure sensor J204/P204
◦ Auxiliary pressure sensor J220/P220
D. Measure the voltage between pin A and pin B at the sensor connectors.
Expected Result:
The voltage is 5.0 ± 0.2 VDC.
Results:
• OK - The voltage is correct.
Repair: Replace all wires to the original configuration. Clear all diagnostic codes. Check for active
diagnostic codes. If the problem is intermittent, refer to the diagnostic functional test Troubleshooting,
"Electrical Connectors - Inspect".
STOP
• Not OK - The voltage is incorrect. Proceed to Test Step 5.
Test Step 4. Disconnect the +5 V Pressure Sensors while you Monitor the Active Diagnostic Codes
A. Monitor the active diagnostic code screen on CatET. Check and record any active diagnostic codes.
B. Disconnect the following sensors one at a time:
◦ Fuel pressure sensor J209/P209
◦ Engine oil pressure sensor J201/P201
◦ Atmospheric pressure sensor J203/P203
◦ Turbocharger outlet pressure sensor J200/P200
◦ Injection actuation pressure sensor J204/P204

◦ Auxiliary pressure sensor J220/P220
C. Wait for 15 seconds after each pressure sensor is disconnected. Check for an active diagnostic code.
Expected Result:
The 262-04 diagnostic code deactivates.
Results:
• OK - The 262-04 diagnostic code deactivates. The diagnostic code is not active after a specific sensor is
disconnected.
Repair: Reconnect the sensor that is suspected of causing the problem. If the problem returns after the
reconnection of the sensor, disconnect the sensor. If the problem disappears after the disconnection of the
sensor, replace the sensor. Replace all wires to the original configuration. Clear all diagnostic codes.
Verify that the repair eliminates the problem.
STOP
• Not OK - The 262-04 diagnostic code stays active. Leave the sensors disconnected. Proceed to Test Step
5.
Test Step 5. Check the +5 V Supply Wire for a Short to Engine Ground or a Short to another Wire in the
Harness
B. Disconnect the J2/P2 ECM connector. Disconnect the J1/P1 ECM connector.
C. Leave the analog sensors disconnected at the sensor connectors.
Note: Wiggle the harness during the following measurements in order to reveal any intermittent short
condition.
D. Measure the resistance from the ECM connector P2:2 (+5 V Supply) to every pin on ECM connector P2.
a. Measure the resistance from the ECM connector P2:2 to the ECM ground strap.
E. Measure the resistance from the ECM connector P1:2 (+5 V Supply) to every pin on ECM connector P1.
a. Measure the resistance from the ECM connector P1:2 to the ECM ground strap.
Expected Result:
Each resistance measurement is more than 20,000 Ohms.
Results:
• OK - The resistance check does not indicate a short in the engine harness or a short to engine ground.
• Not OK - A resistance measurement is less than 20,000 Ohms. The +5 V supply wire is shorted in the
engine harness or the +5 V supply wire is shorted to engine ground.
Repair: Repair the wire or replace the wire. Clear all logged diagnostic codes. Replace all wires to the
original configuration. Verify that the repair eliminates the problem.
STOP
Test Step 6. Check the +5 V Supply at the ECM
A. Remove the wire G828-WH from ECM connector P2:2 (+5 V Supply). Install a wire jumper with socket
terminals on both ends into P2:2.
a. Reconnect ECM connector J2/P2.
B. Remove the wire 125-OR from ECM connector P1:2 (+5 V Supply). Install a wire jumper with socket
terminals on both ends into P1:2.
D. Measure the voltage between the wire jumper in P1:2 and the engine ground.
E. Measure the voltage between the wire jumper in P2:2 and the engine ground.
G. Replace all wires to the original configuration.
Expected Result:
Results:
Repair: Clear all diagnostic codes. Check for active diagnostic codes. If the problem is intermittent, refer
to the diagnostic functional test Troubleshooting, "Electrical Connectors - Inspect".
STOP
• Not OK - The voltage is incorrect.
Repair: Replace the ECM. Refer to the diagnostic procedure Troubleshooting, "Replacing the ECM".
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02371246
Auxiliary Temperature Sensor Circuit - Test

SMCS - 5574-038-TA
The digital sensors receive a regulated voltage supply of 8 ± 0.4 VDC from the Electronic Control Module
(ECM).
Note: Refer to Troubleshooting, "Digital Sensor Supply Circuit - Test" if the ECM has detected a problem with
the digital sensor supply voltage.
The ECM performs an automatic calibration of these sensors whenever the ECM is powered and the engine is
off for at least five seconds.
Verify that the auxiliary temperature sensor has been programmed to "Enabled" on the configuration screen of
the Caterpillar Electronic Technician (ET). If the auxiliary temperature is not programmed, Cat ET will display
"Unavailable" on the status screen.
Schematic for auxiliary temperature sensor

B. Thoroughly inspect the J1/P1 ECM connector, the customer connector, and the sensor connector that is in
the circuit. Refer to Troubleshooting, "Electrical Connectors - Inspect" for details.
C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector, in the customer connector, and
in the sensor connector that is associated with the auxiliary temperature sensor circuit.
D. Check the ECM Connector (allen head screw) for the proper torque. Refer to Troubleshooting, "Electrical
Connectors - Inspect" for details.
E. Check the customer connector (allen head screw) for the proper torque. Refer to Troubleshooting,
"Electrical Connectors - Inspect" for details.
Expected Result:
Results:
• Not OK - There is a problem in the connectors and/or wiring.
seals are properly connected. Verify that the repair eliminates the problem.Verify that the repair eliminates
the problem.
STOP
Test Step 2. Check the Sensor Supply Voltage at the Sensor Connector
A. Disconnect the suspect sensor.
C. Use a multimeter to measure the voltage across terminal A (+8V Digital) and terminal B (Digital Return)
at the harness side of the connector for the auxiliary temperature sensor.
D. Place the engine control in the OFF/RESET mode.
Expected Result:
The digital sensor supply voltage is 8.0 ± 0.4 VDC.
Results:
• OK - The supply voltage is reaching the sensor. Proceed to Test Step 3.
• Not OK - The digital sensor supply voltage is not reaching the sensor.
Repair: Refer to Troubleshooting, "Digital Sensor Supply Circuit - Test" for the appropriate
troubleshooting procedure.
STOP
Test Step 3. Check for Opens in the Wiring
P1/J1 schematic
P61/J61 Schematic
A. Disconnect the following connectors.
◦ P142/J142 (auxiliary temperature sensor)
◦ J1/P1 (ECM connector)
◦ J61/P61 (customer connector)
B. Measure the resistance between the following terminals.
◦ P1-4 to J61-8
◦ P1-5 to J61-9
◦ P1-68 to J61-11
◦ P61-8 to P142-A
◦ P61-9 to P142-B
◦ P61-11 to P142-C
Expected Result:
The resistance through the signal wire is less than 5 Ohms.
Results:
• OK - The resistance through the signal wire is less than 5 Ohms. Proceed to Test Step 4.
• Not OK - The resistance through the signal wire is more than 5 Ohms. There is an open circuit or
excessive resistance in the signal circuit of the harness.
Repair: Repair the circuit.Verify that the repair eliminates the problem.
STOP
Test Step 4. Check for Shorts in the Wiring
A. Reconnect the customer connector J61/P61.
B. Check the resistance between the following terminals of ECM connector P1 and every pin in ECM
connector P1. Check the resistance between the following terminals of ECM connector P1 and every pin
on ECM connector P1.
◦ P1-4
◦ P1-5
◦ P1-68
Expected Result:
The resistance is greater than 20,000 Ohms for each measurement.
Results:
• OK - The resistance is greater than 20,000 Ohms for each measurement. The signal wire is good. Proceed
to Test Step 5.
• Not OK - The resistance is less than 20,000 Ohms for each measurement. The signal wire is shorted.
STOP
Test Step 5. Install a New Sensor
A. Temporarily install a new sensor.
B. Reconnect any connectors that have been disconnected in the troubleshooting process.
D. Check for diagnostic codes on Cat ET.
E. Place the engine control in the OFF/RESET mode.
Expected Result:
There are no active diagnostic codes for the suspect sensor.
Results:
• OK - Installing a new sensor fixed the problem.
Repair: Permanently install the new sensor.Verify that the repair eliminates the problem.
STOP
• Not OK - Installing the new sensor did not fix the problem. The signal wire is good and the sensor is
receiving the proper supply voltage.
Repair: Verify your results before replacing the ECM. Refer to Troubleshooting, "Replacing the ECM"
before you replace the ECM.Verify that the repair eliminates the problem.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02371282
CAN Data Link Circuit - Test

SMCS - 1901-038
The test steps that are described in this test can help solve the following problems.
• Faulty connectors
• Terminating resistors
• Short circuits
• Open circuits
• Faulty J1939 display
The CAN data link is used to communicate information from the Electronic Control Module (ECM) in order to
share engine information and diagnostics for the electronic system.
Table 1
Parameters for Data Link Broadcast
Resolution
Bytes (Offset) Byte Order in Transmission
Parameter PGN Message Rate
61443 1%/bit
Percent Load 1 3 50 ms
(0%)
65263 4 kPa/bit
Oil Pressure 1 4 500 ms
(0 kPa)
65271 0.05 V/bit
Battery Voltage 2 5, 6 1.0 s
(0 V)
65270 2 kPa/bit
Boost Pressure 1 2 500 ms
(0 kPa)
65262 1 °C/bit
Coolant Temperature 1 1 1.0 s
(-40 °C)
65263 4 kPa/bit
Fuel Pressure 1 1 500 ms
(0 kPa)
65262 1 °C/bit
Fuel Temperature 1 2 1.0 s
(-40 °C)
65266 0.05L/hr/bit
Fuel Rate 2 1, 2 100 ms
(0Lhr)
61444 0.125 rpm/bit
Engine Speed 2 4, 5 15 ms
(0 rpm)
Inlet Manifold 65270 1 °C/bit
1 3 500 ms
Temperature (-40 °C)
Auxiliary Temperature 65164 1 °C/bit
1 1 1.0 s
(−40 °C)
65164 16 kPa/bit
Auxiliary Pressure 1 3 1.0 s
(0 kPa)
65253 0.05 hr/bit
Engine Hours 4 1, 2, 3, 4 50 ms
(0 hr)
Schematic for the CAN data link

Test Step 1. Inspect the Electrical Connectors and the Wiring
B. Thoroughly inspect the J1/P1 ECM connector. Thoroughly inspect the connectors for each analog sensor.
Refer to Troubleshooting, "Electrical Connectors - Inspect" for details.
C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connectors that are associated with the
analog sensor supply:
D. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, "Electrical
E. Check the harness and wiring for abrasion and for pinch points from the sensors back to the ECM.
Expected Result:
All connectors, pins and sockets are completely coupled and/or inserted. The harness and wiring are free of
Results:
• OK - The harness and wiring appear to be OK. Proceed to Test Step 2.
• Not OK - There is a problem in the wiring harness.
seals are properly in place and ensure that the connectors are completely coupled. Refer to the diagnostic
functional test Troubleshooting, "Electrical Connectors - Inspect".Verify that the repair eliminates the
problem.
STOP
Test Step 2. Verify the Proper Installation of the Data Link Circuit
A. Disconnect the J1939 display.
B. Disconnect J1/P1 ECM connector and measure the resistance between P1-50 (CAN Data Link +) and P1-
34 (CAN Data Link -).
Expected Result:
The resistance is between 57 and 63 Ohms.
Results:
• OK - The resistance is within the range. Proceed to Test Step 5.
• Not OK - The range of the resistance is 114 Ohms to 126 Ohms. A terminating resistor is missing.
Repair: Verify that two terminating resistors exist on the data link. One resistor must be located on each
end of the data link. The engine is shipped with one terminating resistor that is installed between the ECM
and the customer connector.Refer to the Electrical Schematic in order to determine the missing
resistor.Verify that the repair eliminates the problem.
STOP
• Not OK - Resistance is less than 57 Ohms. Proceed to Test Step 3.
• Not OK - Resistance is greater than 126 Ohms. Proceed to Test Step 4.
Test Step 3. Check for a Short Circuit
A. Disconnect the J1/P1 ECM connector.
B. Remove the terminating resistors from the CAN Data Link.
C. If a J1939 display is installed, disconnect the display.
D. Measure the resistance from the following pins to every pin on ECM connector P1 and to engine ground.
◦ P1-50 (CAN Data Link +)
◦ P1-34 (CAN Data Link -)
◦ P1-42 (CAN Data Link Shield)
Expected Result:
The resistance is greater than 20,000 Ohms.
Results:
• OK - There are no shorts. Proceed to Test Step 4.
• Not OK - A short exists in the wiring harness.
Repair: Make the necessary repairs.Verify that the repair eliminates the problem.
STOP
Test Step 4. Check for an Open Circuit
A. Make sure that all connections remain disconnected.
B. Fabricate a jumper wire. Use the jumper wire in order to short pin G to pin F on the service tool connector.
C. Measure the resistance between P1-50 (CAN Data Link +) and P1-34 (CAN Data Link -) at the ECM
connector.
D. Remove the wire short.
Expected Result:
The resistance is less than 5 Ohms.
Results:
• OK - There is not an open circuit. Proceed to Test Step 5.
• Not OK - An open circuit exists in the wiring harness.
Repair: Make the necessary repairs.Verify that the repair eliminates the problem.
STOP
Test Step 5. Check the J1939 Display
A. Connect the J1939 display to another engine.
B. If the J1939 display operates properly on a different engine, there may be a problem with the ECM.
C. If the J1939 display does not function properly on the different engine, replace the J1939 display.
Expected Result:
The J1939 display operates properly.
Results:
• OK - The J1939 display operates properly on another engine.
Repair: The problem may be intermittent. If the problem is intermittent, refer to the diagnostic functional
test Troubleshooting, "Electrical Connectors - Inspect".
STOP
• Not OK - The J1939 display does not operate properly on another engine.
Repair: Replace the J1939 display. Verify that the repair corrects the problem.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02351698
Cat Data Link Circuit - Test

SMCS - 1901-038
Note: This procedure checks for an open circuit or for a short circuit in the Cat Data Link. If you are
experiencing problems with communications between the Caterpillar Electronic Technician (ET) and the
Electronic Control Module (ECM), refer to Troubleshooting, "Electronic Service Tool Will Not Communicate
with ECM" before you use this procedure.
The Cat Data Link is the standard data link that is used by the ECM to communicate with Cat ET. The ECM
communicates with Cat ET in order to share status information and diagnostic information. Cat ET can also be
used to configure the ECM parameters. This information will not be available if communication fails between
the ECM and Cat ET.
Schematic for the Cat Data Link
A. Turn the keyswitch to the OFF position.
Engine view (typical example)
(1) J1/P1 ECM connectors

Engine view (typical example)
(2) P61 customer connector
(3) P63 service tool connector
B. Thoroughly inspect connectors (1), (2), and (3). Refer to Troubleshooting, "Electrical Connectors -
Inspect".
P1 terminals that are associated with the Cat Data Link
(P1-8) Cat Data Link +
(P1-9) Cat Data Link −

J61 and P61 terminals that are associated with the Cat Data Link
(6) Cat Data Link −
(7) Cat Data Link +
C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the Cat Data Link.
D. Check the allen head screw on each ECM connector for the proper torque. Also, check the allen head
screw on the customer connector for the proper torque. Refer to Troubleshooting, "Electrical Connectors -
Inspect" for the correct torque values.
Expected Result:
All connectors, pins, and sockets are completely inserted and coupled. The harness and wiring are free of
Results:
• OK - The harness and the connectors appear to be OK. Proceed to Test Step 2.
• Not OK - The connectors and/or the wiring are not OK.
Repair: Repair the connectors and/or the wiring. Replace parts, if necessary. Ensure that all of the seals
are properly in place and ensure that the connectors are completely coupled. Verify that the original
STOP
Test Step 2. Check for a Short Circuit
A. Disconnect the J1 connector.
B. Disconnect Cat ET from the service tool connector.
C. Measure the resistance between the points that are listed in Table 1. Be sure to wiggle the wires in the
harnesses as you make each resistance measurement.
Table 1
Resistance Measurements for the Cat Data Link
Connector and Terminal Terminal
All of the other terminals on the P1 connector
P1-8 (Cat Data Link +)
Ground stud
All of the other terminals on the P1 connector
P1-9 (Cat Data Link -)
Ground stud
Expected Result:
Each check of the resistance indicates an open circuit.
Results:
• OK - Each check of the resistance indicates an open circuit. Proceed to Test Step 3.
• Not OK - At least one check of the resistance does not indicate an open circuit. There is a short circuit in
the harness or in a connector.
Repair: Repair the connectors and/or the wiring. Replace parts, if necessary. Verify that the original
STOP
Test Step 3. Check for an Open Circuit
A. Fabricate a jumper wire. Use the jumper wire in order to create a short circuit between terminals J63-D
(Cat Data Link +) and J63-E (Cat Data Link −).
B. Measure the resistance between P1-8 (Cat Data Link +) and P1-9 (Cat Data Link −).
Expected Result:
Each check of the resistance is less than ten Ohms.
Results:
• OK - Each check of the resistance is less than ten Ohms.
Repair: Perform the following procedure:
1. Connect the J1/P1 connectors. Connect Cat ET to the service tool connector.
2. Check the Cat Data Link for proper operation. If the data link does not operate correctly, there may
be a problem with the ECM.
Temporarily install a new ECM. Check the Cat Data Link again. If the new ECM solves the
problem, install the original ECM and verify that the original problem returns. If the new ECM
operates correctly and the original ECM does not operate correctly, replace the original ECM.
Verify that the problem is resolved.
STOP
• Not OK - At least one check of the resistance is greater than ten Ohms. There is an open circuit or
excessive resistance in the harness. There may be a problem with a connector.
Repair: Repair the wiring and/or the connectors. Replace parts, if necessary. Verify that the original
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i03793049
Coolant Level Sensor Circuit - Test

SMCS - 5574-038-CLT
The coolant level sensor provides a means of monitoring the engine coolant level in order to warn the operator in
the event that the coolant level is low. The coolant level sensor is usually located in the top tank of the radiator.
The sensor should be immersed in coolant at all times.
Verify that the coolant level has been programmed to "Enabled" on the configuration screen for the Caterpillar
Electronic Technician (ET). If the coolant level is not programmed, Cat ET will display "Unavailable" on Cat
ET.
Schematic for coolant level sensor

P1 ECM connector
(P1-4) 8 V Sensor supply
(P1-5) Digital sensor return
(P1-46) Coolant level sensor

Terminal locations for the analog sensors at the machine interface connector (16 and 20 cylinder engines)
(8) 8 V Supply
(9) Digital return
(36) Coolant level sensor
B. Thoroughly inspect the ECM connector, the customer connector, and the connector for the coolant level
sensor that is in the circuit. Refer to Troubleshooting, "Electrical Connectors - Inspect" for details.
C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector, the customer connector, and
the sensor connector that is associated with the circuit for the coolant level sensor.
D. Check the ECM Connector (allen head screw) for the proper torque. Refer to Troubleshooting, "Electrical
E. Check the customer connector (allen head screw) for the proper torque. Refer to Troubleshooting,
Expected Result:
Results:
• Not OK - There is a problem with the connectors and/or with the wiring.
seals are properly connected. Verify that the repair eliminates the problem.Verify that the repair eliminates
the problem.
STOP
Test Step 2. Verify that the Coolant Level Sensor is Installed
A. Locate the coolant level sensor on the engine. Verify that a coolant level sensor is installed on the engine.
Expected Result:
The coolant level sensor is installed.
Results:
• OK - The coolant level sensor is installed. Proceed to Test Step 3.
• Not OK - The coolant level sensor is not installed.
Repair: Change the parameter for the coolant level sensor to "Not Installed". Verify that the repair
STOP
A. Stop the engine.

B. After allowing the engine to cool, check the coolant level. Refer to the Operation and Maintenance Manual
for the proper procedure to check the coolant level.
Expected Result:
The coolant is at the proper level.
Results:
• OK - The coolant is at the proper level. Proceed to Test Step 4.
• Not OK - The coolant level is low.
Repair: Add coolant according to the procedure in the Operation and Maintenance Manual.Verify that the
repair eliminates the problem. Identify the source of the coolant leak and fix the problem.
STOP
Test Step 4. Monitor the Status of "Coolant Level" on Cat ET
A. Connect Cat ET to the service tool connector.
B. Place the engine control in the ON mode and monitor the status of "Coolant Level" on Cat ET.
C. Place the engine control in the OFF/RESET mode.
Expected Result:
The status is "OK".
Results:
• OK - The status is "OK". Proceed to Test Step 5.
• Not OK - The status is "Low". Proceed to Test Step 6.
Test Step 5. Disconnect the Coolant Level Sensor and Monitor the Status of "Coolant Level" on Cat ET
A. Disconnect the J800/P800 coolant level sensor connector.
B. Place the engine control in the ON mode and monitor the status of "Coolant Level" on Cat ET.
Expected Result:
The status indicates "Low" when the sensor is disconnected.
Results:
• OK - The status is "Low" when the sensor is disconnected.
Repair: If a diagnostic code is active for the coolant level sensor, replace the coolant level sensor.Verify
that the repair eliminates the problem.
STOP
• Not OK - The status is "OK" when the sensor is disconnected. Proceed to Test Step 7.
Test Step 6. Jumper the Harness and Monitor the Status of "Coolant Level" on Cat ET
A. Disconnect the J800/P800 coolant level sensor connector.
B. Install a jumper wire between P800-B (Analog Sensor Return) and P800-C (Signal).
Refer to Illustration 1 for terminal locations.
C. Place the engine control in the ON mode and monitor the status of "Coolant Level" on Cat ET.
E. Remove the jumper wire.
Expected Result:
The status indicates "OK" when the jumper wire is installed.
Results:
• OK - The ECM and the wiring to the coolant level sensor are OK.
Repair: Replace the coolant level sensor.Verify that the repair eliminates the problem.
STOP
• Not OK - Shorting the circuit does not affect the status on Cat ET. Proceed to Test Step 7.
Test Step 7. Check for Opens in the Wiring
A. Ensure that the engine control is in the OFF/RESET mode.
B. Disconnect the J1/P1 (ECM connector) and disconnect the J61/P61 (Customer connector). The J800/P800
(coolant level sensor connector) should already be disconnected.
C. Measure the resistance between the following terminals:
Refer to Illustrations 2 and 3 for terminal locations.
◦ P1-4 to J61-8
◦ P1-5 to J61-9
◦ P1-46 to J61-36
◦ P61-8 to P800-A
◦ P61-9 to P800-B
◦ P61-36 to P800-C
Expected Result:
The resistance is less than 5 Ohms for each measurement.
Results:
• OK - The resistance is less than five Ohms for each measurement. Proceed to Test Step 8.
• Not OK - The resistance is more than five Ohms for a measurement. There is an open circuit or excessive
resistance in the harness or the connectors.
STOP
Test Step 8. Check for Shorts in the Wiring
A. Reconnect the customer connector J61/P61.
B. The following connectors should already be disconnected and the engine control should be in the OFF
mode.
◦ J1/P1 (ECM connector)
◦ J800/P800 (coolant level sensor connector)
C. Measure the resistance between the following terminals and every pin on ECM connector P1. Measure the
resistance between the following terminals and every pin on ECM connector P1.
Refer to Illustrations 2 and 3 for terminal locations.
◦ P1-4
◦ P1-5
◦ P1-46
Expected Result:
The resistance is greater than 20,000 Ohms for each measurement.
Results:
• OK - The resistance is greater than 20,000 Ohms for each measurement. There are no short circuits in the
harness. Proceed to Test Step 9.
• Not OK - The resistance is less than 20,000 Ohms for a measurement. There is a short circuit in the
harness.
STOP
Test Step 9. Short the Signal at the ECM
A. The J800/P800 coolant level sensor connector should already be disconnected.
B. Disconnect ECM connector P1. Remove wire E452-WH from ECM connector P1-46. Install a wire
jumper into the socket P1-46.
C. Install a jumper wire between the wire jumper in P1-46 (coolant level sensor signal) and engine ground.
Refer to Illustration 2 for terminal locations.

D. Reconnect ECM connector P1.
E. Place the engine control in the ON mode and monitor the status of "Coolant Level" on Cat ET.
F. Monitor the status of "Coolant Level" on Cat ET while the jumper wire is installed.
G. Monitor the status of "Coolant Level" on Cat ET while the jumper wire is not installed.
Expected Result:
The status of the switch is "Low" when the jumper wire is not grounded. The status of the switch is "OK" when
the jumper wire is connected to ground.
Results:
• OK - The ECM is properly reading the switch input.
Repair: Refer to Troubleshooting, "Electrical Connectors - Inspect" if the problem is intermittent.
STOP
• Not OK - The ECM is not reading the switch input.
Repair: Verify your results.Temporarily replace the ECM. If the new ECM fixes the problem,
permanently install the new ECM.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02371318
Diagnostic Lamp Circuit - Test

SMCS - 7431-038-NQ
The diagnostic lamp is used to inform the operator of diagnostic codes or event codes that are active.
Schematic for the diagnostic lamp
The Electronic Control Module (ECM) provides a path to ground for the diagnostic lamp. When the ECM
connects the diagnostic lamp to ground the diagnostic lamp will turn on.
Terminal locations for the customer connector
Test Step 1. Check for Normal Operation of the Diagnostic Lamp
A. Place the engine control in the ON mode while you monitor the diagnostic lamp.
Expected Result:
The diagnostic lamp turns on for five seconds. Then, the diagnostic lamp turns off. If a diagnostic code is active,
the diagnostic lamp will flash.
Results:
• Yes - The diagnostic lamp appears to be operating correctly at this time.STOP
• No - The diagnostic lamp is not operating correctly. Proceed to Test Step 2.
A. Place the engine control in the OFF/RESET mode and thoroughly inspect the J61/P61 customer connector,
and J1/P1 ECM connector. Refer to Troubleshooting, "Electrical Connectors - Inspect" for details.
B. Perform a 45 N (10 lb) pull test on each of the wires in the circuit that is associated with the diagnostic
lamp.
C. Check the J61/P61 customer connector (allen head screw) for the proper torque. Refer to Troubleshooting,
D. Check the ECM connector J1/P1 (allen head screw) for the proper torque. Refer to Troubleshooting,
E. Check the harness and wiring for abrasions and for pinch points from the battery to the ECM.
Expected Result:
Results:
• Not OK - There is a problem with the connectors and/or with the wiring.
STOP
Test Step 3. Test the Diagnostic Lamp Circuit at the ECM Connector
Terminal locations for the diagnostic lamp

A. Disconnect ECM connector J1/P1.
B. Remove wire F404-RD from ECM connector P1-28.
C. Connect a wire jumper between wire F404-RD and engine ground.
D. Place the engine control in the ON mode and observe the diagnostic lamp.
Expected Result:
The diagnostic lamp turns on while the jumper is connected to wire F404-RD. Also, the diagnostic lamp turns
off when the jumper is removed from wire F404-RD.
Results:
• OK - The circuit for the diagnostic lamp is functioning properly. Proceed to Test Step 6.
• Not OK - The diagnostic lamp did not turn on. The diagnostic lamp circuit is not functioning properly.
Test Step 4. Test the Diagnostic Lamp Circuit at the Diagnostic Lamp
A. Remove wire F404-RD from the diagnostic lamp.
B. Connect a wire jumper between the diagnostic lamp and engine ground.
C. Place the engine control in the ON mode and observe the diagnostic lamp.
Expected Result:
The diagnostic lamp turns on while the jumper is connected. Also, the diagnostic lamp turns off when the jumper
is removed.
Results:
• OK - The circuit for the diagnostic lamp is functioning properly.
Repair: Repair the wire F404-RD between the diagnostic lamp and the ECM connector P1-28.
STOP
• Not OK - The diagnostic lamp did not turn on. The diagnostic lamp circuit is not functioning properly.
Test Step 5. Check the Voltage from the Keyswitch to the Diagnostic Lamp
B. Remove the wire from the terminal R of the keyswitch.
D. Measure the voltage on terminal B of the keyswitch to engine ground.
E. Measure the voltage on terminal R of the keyswitch to engine ground.

Expected Result:
Results:
Repair: If voltage is present on terminal R, repair the wire between the keyswitch and the diagnostic
lamp. Verify that the breaker is not tripped. Return all wiring to the original configuration. Verify that the
STOP
Verify that the breaker is not tripped. Check the battery's no-load voltage. Return all wiring to the original
configuration. Verify that the problem is eliminated.
STOP
STOP
Test Step 6. Check ECM Operation of the Diagnostic Lamp.
A. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire.
B. Insert the jumper into P1-28.
C. Reconnect ECM Connector J1/P1.
D. Connect one probe of a voltage test lamp to the wire jumper in P1-28.
E. Connect the other probe of the voltage test lamp to +Battery.
Expected Result:
The test lamp turns ON for five seconds. Then, the test lamp turns OFF.
Results:
• OK - The ECM is operating correctly. The circuit appears to be operating correctly.
STOP
• Not OK - The ECM is not operating correctly. Temporarily connect a test ECM. Check the operation of
the diagnostic lamp when the test ECM is installed. If the problem is resolved with the test ECM, then
reconnect the suspect ECM. If the problem returns with the suspect ECM, then replace the ECM.STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02371341
Digital Sensor Supply Circuit - Test

SMCS - 5574-038
The digital sensor supply provides power to all digital sensors. The coolant level sensor and the auxiliary
temperature sensor are digital sensors.
The digital sensor supply is output short circuit protected. A short circuit to the battery should not cause
permanent damage to the circuit inside the Electronic Control Module (ECM). The digital sensors are not
protected from overvoltage.
Verify that the auxiliary temperature has been programmed to "Enabled" on the configuration screen of the
Caterpillar Electronic Technician (ET). If the auxiliary temperature is not programmed to "Enabled", Cat ET will
display "Unavailable" on the Cat ET status screen.
Schematic for the digital sensor supply
Terminal locations for the digital sensor supply
A. Verify that the auxiliary temperature has been programmed to "Enabled" on the Cat ET configuration
screen.
B. Place the engine control in the OFF/RESET mode and thoroughly inspect the J61/P61 customer connector,
C. Perform a 45 N (10 lb) pull test on each of the wires in the circuit that is associated with the digital sensor
supply.
D. Check the J61/P61 customer connector (allen head screw) for the proper torque. Refer to Troubleshooting,
E. Check the ECM connector J1/P1 (allen head screw) for the proper torque. Refer to Troubleshooting,
F. Check the harness and wiring for abrasions and for pinch points from the battery to the ECM.
Expected Result:
Results:
• Not OK - There is a problem in the connectors and/or the wiring.
STOP
A. Place the engine control in the ON mode.
B. Monitor the active diagnostic code screen on the electronic service tool. Check and record any active
diagnostic codes.
Expected Result:
One of the following diagnostic codes is active:
• 263-03
• 263-04
Results:
Test Step 3. Check the Voltage on the +8 V Supply Wire
B. Disconnect all of the following digital sensors at the sensor connector:
◦ Coolant level sensor J800/P800
◦ Auxiliary temperature sensor J142/P142
D. Measure the voltage between pin A and pin B at the sensor connectors.
Expected Result:
Results:
Repair: Replace all wires to the original configuration. Clear all diagnostic codes. Check for active
diagnostic codes. If the problem is intermittent, refer to the diagnostic functional test Troubleshooting,
STOP
• Not OK - The voltage is incorrect. Proceed to Test Step 5.
Test Step 4. Disconnect the +8 V Sensors while you Monitor the Active Diagnostic Codes
A. Monitor the active diagnostic code screen on Cat ET. Check and record any active diagnostic codes.
B. Disconnect the following sensors one at a time:
◦ Coolant level sensor J800/P800
◦ Auxiliary temperature sensor J142/P142
C. Wait for 15 seconds after each sensor is disconnected. Check for an active diagnostic code on the
electronic service tool.
Expected Result:
The 263-04 diagnostic code deactivates.
Results:
• OK - The 263-04 diagnostic code deactivates. The diagnostic code is not active after a specific sensor is
disconnected.
Repair: Reconnect the sensor that is suspected of causing the problem. If the problem returns after the
reconnection of the sensor, disconnect the sensor. If the problem disappears after the disconnection of the
sensor, replace the sensor. Replace all wires to the original configuration. Clear all diagnostic codes.
STOP
• Not OK - The 263-04 diagnostic code stays active. Leave the sensors disconnected. Proceed to Test Step
5.
Test Step 5. Check the +8 V Supply Wire for a Short to Engine Ground or a Short to another Wire in the
Harness
B. Disconnect the J1/P1 ECM connector.
C. Leave the digital sensors disconnected at the sensor connectors.
condition.
D. Measure the resistance from the ECM connector P1-4 (+8 V Supply) to every pin on ECM connector P1.
a. Measure the resistance from the ECM connector P1-4 to the ECM ground strap.
Expected Result:
Results:
• Not OK - A resistance measurement is less than 20,000 Ohms. The +8 V supply wire is shorted in the
engine harness or the +8 V supply wire is shorted to engine ground.
Repair: Repair the wire or replace the wire. Clear all logged diagnostic codes. Replace all wires to the
STOP
Test Step 6. Check the +8 V Supply and the Sensor Common for an Open Circuit
A. Install a wire jumper between pin P1-4 (+8 V Supply) and pin P1-3 (Sensor Common).
condition.
B. Record the resistance at the connector for the coolant level sensor between pin A and pin B.
C. Install the wire jumper between pin P1-4 (+8 V Supply) and pin P1-5 (Sensor Common).
condition.
D. Record the resistance at the connector for the auxiliary temperature sensor between pin A and pin B.
E. Remove the wire jumpers.
Expected Result:
The resistance is less than 5 Ohms for each measurement.
Results:
• OK - The resistance check does not indicate an open circuit in the engine harness. Proceed to Test Step 7.
• Not OK - A resistance measurement is greater than 5 Ohms. The +8 V supply wire or the sensor common
has excessive resistance.
Repair: Repair the wires or replace the wires. Clear all logged diagnostic codes. Replace all wires to the
STOP
Test Step 7. Check the +8 V Supply at the ECM
A. Remove the wire 167-OR from ECM connector P1-4 (+8 V Supply). Install a wire jumper with socket
terminals on both ends into P1-4.
C. Measure the voltage between the wire jumper in P1-4 and the engine ground.
E. Replace all wires to the original configuration.
Expected Result:
Results:
Repair: Clear all diagnostic codes. Check for active diagnostic codes. If the problem is intermittent, refer
to the diagnostic functional test Troubleshooting, "Electrical Connectors - Inspect".
STOP
• Not OK - The voltage is incorrect.
Repair: Replace the ECM. Refer to the diagnostic procedure Troubleshooting, "Replacing the ECM".
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i06561606
ECM/Personality Module - Test

SMCS - 1902-038
The Electronic Control Module (ECM) is the computer that controls the Caterpillar engine. The flash file
contains the software that controls the operation of the ECM.
The flash file is the instructions that are used by the ECM to control the engine. For this reason, updating the
flash file to a different version may affect some engine functions.
This procedure covers the following diagnostic codes:
• 253-02 Personality Module mismatch
• 268-02 Check Programmable Parameters
Also, use this procedure to troubleshoot the following conditions:
• The integrity of the customer parameters or the system parameters in the Electronic Control Module
(ECM) is questionable.
• The data for the engine lifetime totals is questionable.

ECM
(1) J2/P2 connectors
Table 1
1. Inspect the Electrical

Connectors and the Wiring
Result: The harnesses and the connectors appear to be
A. Remove the electrical power OK.
from the ECM.
B. Thoroughly inspect connectors
(1) and (2). Inspect the battery Electrical Result: The wiring and/or a connector are not OK.
connections. Refer to the Connectors
diagnostic functional test and Wiring Repair: Repair the wiring and/or the connectors.
Troubleshooting, "Electrical Replace parts, if necessary. Ensure that all of the seals
Connectors - Inspect". are properly in place and ensure that the connectors
arecompletely coupled.
C. Check the allen head screw on
each ECM connector for the STOP
proper torque. Refer to the
diagnostic functional test
Troubleshooting, "Electrical
Connectors - Inspect".
D. Check the harnesses and the

wiring for abrasion and for pinch
points.
2. Check For Diagnostic Codes
A. Connect the Cat™ Electronic

Technician (ET) to the service tool
connector. Refer to electronic
troubleshooting Troubleshooting,
"Electronic Service Tools". Repair: A 253-02 diagnostic code is active.
B. Restore the electrical power to Proceed to Test Step 3.
the ECM.
Result: A 268-02 diagnostic code is active.
C. Observe the "Active Diagnostic
Diagnostic" screen on Cat ET. Codes
Wait at least 30 seconds so that
any codes may become active. Result: The configuration parameters are scrambled.
Look for these codes:
&bullet; 253-02
&bullet; 268-02
D. Verify that the engine's

configuration parameters are not
scrambled.
Result: The correct flash file is installed in the ECM.
Repair: The engine will not start until the 253-02

diagnostic code is cleared. Clearing this code requires
factory passwords.
3. Check the Part Number of the Acquire factory passwords. Clear the 253-02 diagnostic
Flash File code. Return the engine to service.
Flash File
A. Verify that the flash file agrees STOP
with the original engine
arrangement. Result: The correct flash file is not installed in the
ECM.
Repair: Program the correct flash file into the ECM.

Refer to programming parameters Troubleshooting,
"Flash Programming". Verify that the problem is
resolved.
STOP
Result: The configuration parameters and the injector

trim files are correct.
Repair: Clear the diagnostic code and return the engine

to service.
STOP
Result: The configuration parameters and/or the injector

4. Determine the Parameters trim files are not correct.
that Require Programming
Repair: The 268-02 diagnostic code cannot be cleared
A. Verify that the configuration until all of the parameters and/or all of the injector trim
parameters are correct for the files are programmed with the correct values. The engine
engine's application. Refer to may use a default torque map or the ECM may limit the
Troubleshooting, "System engine to low idle until this diagnostic code is cleared.
Parameters
Configuration Parameters".
Try to program the configuration parameters and/or try
B. Verify that the injector trim to program the injector trim files. Refer to system
files are correct for the engine's configuration parameters Troubleshooting and/or refer to
application. Refer to programming programming parameters Troubleshooting, "Injector
parameters Troubleshooting, Trim File".
"Injector Trim File".
If the programming is successful, clear the code and
return the engine to service.
If the parameters cannot be programmed, replace the

ECM. Refer to electronic troubleshooting
Troubleshooting, "Replacing the ECM". Clear the
diagnostic code and return the engine to service.
STOP
Result: The parameters and totals are correct.
Return the engine to service.
5. Review the Parameters and STOP

Data
Parameters Result: The parameters and/or the totals are incorrect.
A. Review the system and Data
configuration parameters and the Repair: Try to program the suspect parameter or
engine lifetime totals. parameters. Refer to system configuration
parametersTroubleshooting.
If the programming is successful, clear the code and

return the engine to service.
If the parameters cannot be programmed, replace the

ECM. Refer to electronic troubleshooting

Troubleshooting, "Replacing the ECM". Clear the
diagnostic code and return the engine to service.
STOP
Test Step 1.
Results:
• The procedure corrected the issue. -
STOP
• The procedure did not correct the issue. -
Repair: Contact your Cat dealer Technical Communicator (TC). For further assistance, your TC can
confer with the Dealer Solutions Network (DSN).
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i06595732
Electrical Connectors - Inspect

SMCS - 7553-040-WW
Most electrical problems are caused by poor connections. The following procedure will assist in detecting
problems with connectors and with wiring. If a problem is found correct the condition and verifies that the
Intermittent electrical problems are sometimes resolved by disconnecting and reconnecting connectors. It is very
important to check for diagnostic codes immediately before disconnecting a connector. Also check for diagnostic
codes after reconnecting the connector. If the status of a diagnostic code is changed due to disconnecting and
reconnecting a connector, there are several possible reasons. The likely reasons are loose terminals, improperly
crimped terminals, moisture, corrosion, and inadequate mating of a connection.
Follow these guidelines:
• Always use a 1U-5804 Crimp Tool to service Deutsch HD and DT connectors. Never solder the terminals
onto the wires. Refer to "SEHS9615, ServicingDeutschHDand DT Style Connectors".
• Always use a 147-6456 Wedge Removal Tool to remove wedges from DT connectors. Never use a
screwdriver to pry a wedge from a connector.
• Always use a breakout harness for a voltmeter probe or a test light. Never break the insulation of a wire in
order to access to a circuit for measurements.
• If a wire is cut, always install a new terminal for the repair.
The connection of any electrical equipment and the disconnection of any

electrical equipment may cause an explosion hazard which may result in
injury or death. Do not connect any electrical equipment or disconnect
any electrical equipment in an explosive atmosphere.
Leaky seal at the connector (typical example)
Diagram for the installation of a connector plug (typical example)
(1) Electronic Control Module (ECM) connector
(2) Correctly inserted plug
(3) Incorrectly inserted plug
Seal for a three-pin connector (typical example)
Seal for ECM connector (typical example)
Table 1
1. Check Connectors for Moisture and Corrosion Result: The harness wiring,
connectors, and seals are in good
A. Inspect all wiring harnesses. Ensure that the routing condition.
of the wiring harness allows the wires to enter the face
of each connector at a perpendicular angle. Otherwise, Proceed to Test Step 2.
the wire will deform the seal bore. Refer to Illustration
1. This will create a path for the entrance of moisture. Result: A problem has been found
Verify that the seals for the wires are sealing correctly. with the harness or the connectors.
Connectors
B. Ensure that the sealing plugs are in place. If any of Repair: Repair the connectors or the
the plugs are missing, replace the plug. Ensure that the wiring, as required. Ensure that all of
plugs are inserted correctly into the connector. Refer to the seals are properly in place.
Illustration 2. Ensure that the connectors have been
reattached.
C. Disconnect the suspect connector and inspect the
connector seal. Ensure that the seals are in good If corrosion is evident on the pins,
condition. If necessary, replace the connector. sockets or the connector, use only
denatured alcohol to remove the
D. Thoroughly inspect the connectors for evidence of corrosion. Use a cotton swab or a soft
moisture entry.
Note: It is normal to see some minor seal abrasion on

connector seals. Minor seal abrasion will not allow the
entry of moisture.
If moisture or corrosion is evident in the connector, the

source of the moisture entry must be found and the
source of the moisture entry must be repaired. If the brush to remove the corrosion.
source of the moisture entry is not repaired, the
problem will recur. Simply drying the connector will If moisture was found in the
not fix the problem. Check the following items for the connectors, run the engine for several
possible moisture entry path: minutes and check again for
moisture. If moisture reappears, the
• Missing seals moisture is wicking into the
connector. Even if the moisture entry
• Improperly installed seals path is repaired, it may be necessary
to replace the wires.
• Nicks in exposed insulation
Verify that the repair eliminates the
• Improperly mated connectors problem.
Moisture can also travel to a connector through the STOP

inside of a wire. If moisture is found in a connector,
thoroughly check the connector's harness for damage.
Also check other connectors that share the harness for
moisture.
Note: The ECM is a sealed unit. If moisture is found in

an ECM connector, the ECM is not the source of the
moisture. Do not replace the ECM.
2. Check the Wires for Damage to the Insulation
A. Carefully inspect each wire for signs of abrasion, of

nicks, and of cuts.
Result: The harness is OK.
Inspect the wires for the following conditions:
• Exposed insulation
Result: There is damage to the
• Rubbing of a wire against the engine harness.
Wiring
• Rubbing of a wire against a sharp point Repair: Repair the wires or replace
the wires, as required. Verify that the
B. Check all of the wiring harness fasteners in order to repair eliminates the problem.
verify that the harness is properly secured. Also check
all of the fasteners in order to verify that the harness is STOP
not compressed. Pull back the harness sleeves in order
to check for a flattened portion of wire. A fastener that
has been overtightened flattens the harness. This
damages the wires that are inside the harness.
Result: The terminals are OK.
3. Inspect the Connector Terminals Proceed to Test Step 4.
A. Visually inspect each terminal in the connector. Result: The terminals of the
Connector
Verify that the terminals are not damaged. Verify that connector are damaged.
Terminals
the terminals are properly aligned in the connector and
verify that the terminals are properly located in the Repair: Repair the terminals and/or
connector. replace the terminals, as required.
STOP
Receptacle lock wedge (typical example)
Table 2
4. Perform a Pull Test on Each Wire Terminal Connection Result: All terminals pass the
pull test.
A. Ensure that the locking wedge for the connector is installed
properly. Terminals cannot be retained inside the connector if Proceed to Test Step 5.
the locking wedge is not installed properly.
45 N Result: A wire has been pulled
B. Perform the 45 N (10 lb) pull test on each wire. Each (10 lb) from a terminal or a terminal
terminal and each connector should easily withstand 45 N has been pulled from the
(10 lb) of tension and each wire should remain in the connector connector.
body. This test checks whether the wire was properly crimped in
the terminal and whether the terminal was properly inserted into Repair: Use the 1U-5804
the connector. Crimp Tool to replace the
terminal. Replace damaged
connectors, as required. Verify

that the repair eliminates the
problem.
STOP
Diagram for testing pin retention (typical example)
Table 3
Result: The terminals are OK.

5. Check Individual Pin Retention into the
Socket
Result: Terminals are damaged.
A. Verify that the sockets provide good retention Pin Retention
Repair: Use the 1U-5804 Crimp
for the pins. Insert a new pin into each socket one
Tool to replace the damaged
at a time in order to check for a good grip on the
terminals. Verify that the repair
pin by the socket.
STOP
6. Check the Locking Mechanism of the Result: The connectors are in good
Connectors Locking repair.
Mechanism of
A. Ensure that the connectors lock properly. After the Connectors Proceed to Test Step 7.
locking the connectors, ensure that the two halves
cannot be pulled apart. Result: The connector's locking
mechanism is damaged or missing.
Repair: Repair the connector or

B. Verify that the latch tab of the connector is replace the connector, as required.
properly latched. Also verify that the latch tab of Verify that the repair eliminates the
the connector returns to the locked position. problem.
STOP
Allen head screw for the 120 pin ECM connector (typical example)
Allen head screw for the 40 pin customer connector and the 70 pin customer connector (typical example)
Table 4
7. Check the Allen Head Screws on the Allen Result: The ECM connectors and the
Connectors Head customer connector is properly
Screws connected.
Note: Visually inspect the allen head screws for the
ECM connectors. Ensure that the threads on each Proceed to Test Step 8.
allen head screw are not damaged.
A. Connect the ECM connectors.
1. Torque the allen head bolt for the 120 pin ECM
connector to 7.0 ± 0.5 N·m (60 ± 4 lb in). Result: The allen head screws for the
ECM connector or the customer
2. Torque the allen head screw for the 70 pin ECM connector is damaged.
connector to 6.0 + 1.5 - 0.5 N·m (55 + 13 - 4 lb in).
Repair: Repair the connector or replace
3. Torque the allen head screw for the 40 pin ECM the connector, as required. Verify that
connector to 2.25 ± 0.25 N·m (20 ± 2 lb in). the repair eliminates the problem.
B. Connect the customer connector. STOP
1. Torque the allen head screw for the 40 pin

customer connector and the 70 pin customer
connector to 2.25 ± 0.25 N·m (20 ± 2 lb in).
8. Perform the "Wiggle Test" On Cat™ ET. Result: No intermittent problems were
found. The harness and connectors
A. Select the "Wiggle Test" from the diagnostic tests appear to be OK.
on Cat ET.
Return the unit to service.
B. Choose the appropriate group of parameters to
monitor. Wiggle Result: At least one intermittent
Test problem was indicated.
C. Press the "Start" button. Wiggle the wiring
harness in order to reproduce intermittent problems. Repair: Repair the harness or the
connector. Verify that the repair
Note: If an intermittent problem exists, the status eliminates the problem.
will be highlighted and an audible beep will be
heard. STOP
Test Step 1.
The procedure corrected the issue. Return to service.
Results:
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02371498
Electrical Power Supply Circuit - Test

SMCS - 1401-038
Use this procedure to troubleshoot any suspect problems with the electrical supply for the Electronic Control
Module (ECM).
Also, use this procedure to troubleshoot the 168-02 System Voltage intermittent/erratic.
This procedure tests whether proper voltage is being supplied to the ECM.
Unswitched battery voltage is supplied through the customer connector to the ECM at P1-48, P1-52, and P1-53.
The negative battery is supplied to the ECM at P1-61, P1-63, and P1-65. The ECM receives the input from the
keyswitch at P1-70 when the keyswitch is in the ON position or in the START position. When the ECM detects
battery voltage at this input, the ECM will power up. When battery voltage is removed from this input, the ECM
will power down.
The cause of an intermittent power supply to the ECM can occur on either the positive side or on the negative
side of the battery circuit. Both sides are routed from the ECM to the battery. The three connections for the
unswitched +Battery should be routed through a dedicated protective device (circuit breaker).
The engine ECM requires the keyswitch to be in the ON position in order to maintain communications with the
electronic service tool.
For intermittent problems such as intermittent shutdowns that could be caused by engine wiring, temporarily
bypassing the engine wiring may be an effective means of determining the root cause. If the symptoms disappear
with the bypass wiring, the engine wiring is the cause of the problem. A means of bypassing engine wiring is
explained in this test procedure.
Schematic for ECM battery circuit
A. Turn the keyswitch to the OFF position.

Left side engine view (typical example)
(1) J1/P1 ECM connector

(2) P61 Customer connector
B. Thoroughly inspect connectors (1) and (2). Also inspect the connections for the battery to the ECM.
Inspect the connections from the keyswitch to the ECM. Refer to the diagnostic functional test
P1 terminals that are associated with the electrical power supply
(P1-48) Unswitched +Battery
(P1-61) −Battery
(P1-63) −Battery
(P1-65) −Battery
(P1-70) Switched +Battery (keyswitch)

J61 and P61 terminals that are associated with the electrical power supply
(1) +Battery
(26) Switched +Battery (keyswitch)
(31) +Battery
(32) +Battery
C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the electrical power supply.
D. Check the allen head screw on the ECM connector for the proper torque. Refer to the diagnostic functional
test Troubleshooting, "Electrical Connectors - Inspect" for the correct torque values.
E. Check the harness and wiring for abrasions and for pinch points from the battery to the ECM. Also, check
the harness and wiring for abrasions and for pinch points from the keyswitch to the ECM.
Expected Result:
Results:
• Not OK - There is a problem with the connectors or wiring.
seals are properly in place and ensure that the connectors are completely coupled.
STOP
Test Step 2. Check the Battery Voltage at the ECM
B. Turn the keyswitch to the ON position.
C. Measure the voltage between P1-48 Unswitched +Battery and P1-61 -Battery.
D. Measure the voltage between P1-52 Unswitched +Battery and P1-63 -Battery.
E. Measure the voltage between P1-53 Unswitched +Battery and P1-65 -Battery.
F. Measure the voltage between P1-70 Switched +Battery (keyswitch) and P1-63 -Battery.
Expected Result:
The measured voltage is between 11.0 VDC and 13.5 VDC for a 12 volt system and between 22.0 VDC and 27.0
VDC for a 24 volt system with no suspected intermittent problems at this time.
Results:
• OK - The ECM is receiving the correct voltage.
Repair: If an intermittent condition is suspected, refer to Troubleshooting, "Electrical Connectors -

Inspect".
STOP
• Not OK - The battery voltage is not within specifications. Proceed to Test Step 3.
• Not OK - The voltage at the keyswitch is not within specifications.
Repair: Trace the wiring for the keyswitch from the ECM through the keyswitch circuit to the batteries.
Find the problem and repair the problem. Check the circuit protection for the circuit and for the wiring.
Verify that the repairs eliminate the problem.
STOP
Test Step 3. Check the Batteries
A. Measure no-load battery voltage at the battery posts.
B. Load test the batteries. Use the 4C-4911 Battery Load Tester. Refer to Special Instruction, SEHS9249,
"Use of 4C-4911 Battery Load Tester for 6, 8 and 12 Volt Lead Acid Batteries" and Special Instruction,
SEHS7633, "Battery Test Procedure".
Expected Result:
The batteries pass the load test. The measured voltage is the minimum specification for a 12V or 24V system.
Results:
• OK - The batteries are OK.
Repair: Check the wiring between the batteries and the ECM for shorts.Check the connectors between the
batteries and the ECM for moisture and/or corrosion.Repair the wiring and/or the connectors.Verify that
the repair eliminates the problem.
STOP
• Not OK - The battery voltage is low or the battery did not pass the load test.
Repair: Recharge or replace the faulty batteries. Verify that the repair eliminates the problem.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02391422
Engine Speed/Timing Sensor Circuit - Test

SMCS - 1912-038
Use this procedure to troubleshoot any suspect problems with the following sensors:
• Primary engine speed/timing sensor
• Secondary engine speed/timing sensor
• 190-02 Loss of Engine Speed Signal
• 190-11 Engine Speed Sensor mechanical failure
• 342-02 Loss of Secondary Engine Speed signal
• 342-11 Secondary Engine Speed Sensor mechanical failure
The engine uses two engine speed/timing sensors. The primary engine speed/timing sensor and the secondary
engine speed/timing sensor are used to detect the reference for engine speed and for engine timing from a unique
pattern in the timing reference ring. The timing reference ring is located on the back of the camshaft gear. To
determine rpm, the Electronic Control Module (ECM) counts the time between pulses that is created by the
sensor as the gear rotates.
Under normal operation, the secondary engine speed/timing sensor is used to determine timing for starting
purposes. The secondary engine speed/timing sensor is used to determine when the piston in the No. 1 cylinder is
at the top of the compression stroke. When the timing has been established, the primary engine speed/timing
sensor is then used to monitor engine speed.
When the timing has been established, the ECM triggers each injector in the correct firing order at the correct
time. The actual timing and duration of each injection is based on engine rpm and on load.
If the engine is running and the signal from one sensor is lost, no change in engine performance will be noticed.
If the engine is running and the signals from both sensors are lost, fuel injection will be terminated and the
engine will be shut down by the ECM.
The engine will start when only one sensor signal is present. The engine will not start if the signals from both
sensors are lost.
Both sensors are magnetic sensors. The two sensors are not interchangeable.
If a replacement of the ECM is required, the ECM parameters and the timing calibration can be transferred from
the suspect ECM to the replacement ECM. This feature requires the Caterpillar Electronic Technician (ET) and
this feature is only possible if the existing ECM can communicate with Cat ET. Use the "Copy Configuration -
ECM Replacement" feature on Cat ET.
Complete all of the following tasks when you install a speed/timing sensor:
• Ensure that an O-ring is installed on the sensor. If the O-ring is damaged or missing, replace the O-ring.
• Lubricate the O-ring with oil.
• Ensure that the sensor is fully seated into the engine before tightening the bracket bolt.
• Ensure that the electrical connector is latched.
• Ensure that the harness is properly secured, and ensure that each tie-wrap is placed in the correct location.
Schematic for the engine speed/timing sensors
Test Step 1. Check for Diagnostic Codes
A. Connect Cat ET to the service tool connector. Refer to Troubleshooting, "Electronic Service Tools".
B. Restore electrical power to the engine ECM.
C. Start the engine and run the engine until the engine is at the normal operating temperature.
Note: If the engine will not start, monitor the engine rpm on Cat ET while the engine is being cranked. Cat
ET may need to be powered from another battery while the engine is being cranked.
D. Wait at least 30 seconds for activation of the diagnostic codes. Look for these codes on Cat ET:
◦ 190-02
◦ 190-11
◦ 342-02
◦ 342-11
Expected Result:
One or both of the diagnostic codes that are listed above are logged or active.
Note: If the engine will not start and Cat ET displayed 0 rpm during cranking, select "No Engine rpm".
Results:
• No Engine rpm - Engine rpm is not indicated on Cat ET. Proceed to Test Step 2.
• Active or logged code - There is an active diagnostic code or a logged diagnostic code for an engine
speed/timing sensor. Proceed to Test Step 4.
• No codes - Neither code is active or logged.
Repair: Refer to the appropriate symptoms in Troubleshooting, "Troubleshooting Without a Diagnostic

Code".
STOP
Test Step 2. Check the Installation of the Sensor Assembly
A. Remove electrical power from the engine ECM.
Left side view
(1) Engine
(2) Mounting flange
(3) Bracket
B. Visually inspect the sensor assembly without removing the sensor assembly from the engine. Flanges (2)
must be flush against engine (1) in order to ensure proper operation.
Inspect bracket (3). Verify that the bracket securely holds the flanges of the sensors flush against the
engine.
Verify that the bracket is not bent. If the bracket is bent or if an obstruction is preventing the sensor
assembly from being installed correctly, the engine will not start.
Note: The bracket cannot be replaced separately.
C. Remove the sensor assembly from the engine.
Exploded view of the engine speed/timing sensors
(4) O-ring seals

D. Ensure that one O-ring (4) is installed on each sensor. Check the O-rings for damage. Replace the O-rings,
if necessary.
Results:
• OK - The sensor assembly's components are OK.
Repair: Perform the following procedure in order to properly install the sensor assembly:
1. Lubricate each O-ring with engine oil.
2. Fully seat the sensor assembly in the engine.
Note: If the sensor assembly will not fully seat into the engine, replace the sensor assembly.
3. Tighten the bracket bolt.
4. Connect the sensor's electrical connectors. Verify that the connectors are latched on both sides.
5. Ensure that the harness is properly secured, and that the tie-wraps are placed in the correct location.
• Not OK - At least one of the sensor assembly's components is not OK.
Repair: Obtain a new sensor assembly. Perform the following procedure in order to properly install the
sensor assembly:
1. Lubricate each O-ring with engine oil.
2. Fully seat the sensor assembly in the engine.
Note: If the sensor assembly will not fully seat into the engine, replace the sensor assembly.
3. Tighten the bracket bolt.
4. Connect the sensor's electrical connectors. Verify that the connectors are latched on both sides.
5. Ensure that the harness is properly secured, and that the tie-wraps are placed in the correct location.
Verify that the problem is resolved.
STOP

(5) J401/P401 connector for the primary engine speed/timing sensor
(6) J402/P402 connector for the secondary engine speed/timing sensor
A. Thoroughly inspect connectors (5), (6), and (7). Refer to Troubleshooting, "Electrical Connectors -
Inspect".
Left side view
(P2-48) Primary engine speed/timing sensor +
(P2-49) Primary engine speed/timing sensor -
(P2-58) Secondary engine speed/timing sensor +
(P2-59) Secondary engine speed/timing sensor -
B. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the engine speed/timing
sensors.
C. Check the allen head screw on each ECM connector for the proper torque. Refer to Troubleshooting,
"Electrical Connectors - Inspect" for the correct torque values.
D. Check the harness and the wiring for abrasion and for pinch points from each sensor back to the ECM.
Expected Result:
All of the connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are
free of corrosion, of abrasion and of pinch points.
Results:
• OK - The harness and connectors appear to be OK. Proceed to Test Step 4.
Repair: Repair the wiring and/or the connectors. Replace parts, if necessary. Ensure that all of the seals
are properly in place and ensure that the connectors are completely coupled. Verify that the repair
STOP
Test Step 4. Measure the Sensor Resistance through the Engine Harness
B. If you are troubleshooting a problem with the primary engine speed/timing sensor, perform the following
procedure:
a. Measure the sensor's resistance between P2-48 (primary engine speed/timing +) and P2-49 (primary
engine speed/timing -).
b. Check for an intermittent open circuit or for a short circuit by moving the harness while you take the
resistance measurement. Pull the wires that are directly behind the sensor or shake the wires that are
directly behind the sensor.
Resistance ... 75 to 230 Ohms
C. If you are troubleshooting a problem with the secondary engine speed/timing sensor, perform the
following procedure:
a. Measure the sensor's resistance between P2-58 (secondary engine speed/timing +) and P2-59
(secondary engine speed/timing -).
b. Check for an intermittent open circuit or for a short circuit by moving the harness while you take the
resistance measurement. Pull the wires that are directly behind the sensor or shake the wires that are
directly behind the sensor.
Resistance ... 600 to 1800 Ohms
Expected Result:
The resistance measurement is within the specifications.
Results:
• OK - The resistance measurement is within the specifications.

Repair: The sensors and the harness are OK. Replace the ECM. Refer to Troubleshooting, "Replacing the
ECM" for detailed instructions.
STOP
• Not OK - The readings are not within the specifications. The sensor resistance is not within the acceptable
range when the sensor resistance is measured through the engine harness. Proceed to Test Step 5.
Test Step 5. Measure the Resistance of the Sensor
A. Disconnect the harness connector for the suspect sensor.
B. Thoroughly inspect the sensor's connectors. Refer to Troubleshooting, "Electrical Connectors - Inspect".
C. Measure the sensor's resistance between terminals A and B.
Expected Result:
For the primary engine speed/timing sensor, the resistance measurement is between 75 and 230 Ohms. For the
secondary engine speed/timing sensor, the resistance measurement is between 600 and 1800 Ohms.
Results:
• OK - The reading is within the specification. There is a problem with the wiring between the engine
speed/timing sensor and the ECM. There may be a problem with a connector.
Repair: Repair the wiring and/or the connector. Replace parts, if necessary. Verify that the problem is
resolved.
STOP
• Not OK - The reading is not within the specification. There is an electrical problem with the engine
speed/timing sensor.
Repair: Perform the following procedure in order to check and install the new sensor assembly:
1. Before you install the new sensor assembly, measure the resistance of the new sensors.
If the resistance measurements of the new sensors are within the specifications, install the new
sensor assembly in the engine according to the following procedure:
a. Loosen the bolt and remove the bolt that holds the sensor to the engine.
b. Ensure that an O-ring is installed on the new sensor assembly. Verify that the O-ring is free of
damage.
c. Seat the sensor and tighten the bolt.
If the sensor will not seat, replace the sensor.
d. Ensure that the harness is secured in the proper location.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02405491
Engine Temperature Sensor Open or Short Circuit - Test

SMCS - 5574-038-TA
Use this procedure to troubleshoot the system only when there is an active diagnostic code or when a diagnostic
code can easily be activated. This procedure covers open circuit diagnostic codes and short circuit diagnostic
codes that are associated with the following sensors:
• Oil temperature sensor
• Intake manifold air temperature sensor
• 110-03 Engine Coolant Temperature open/short to +batt
• 110-04 Engine Coolant Temperature short to ground
• 172-03 Intake Manifold Air Temp open/short to +batt
• 172-04 Intake Manifold Air Temp short to ground
• 175-03 Engine Oil Temperature open/short to +batt
• 175-04 Engine Oil Temperature short to ground
The troubleshooting procedures for the diagnostic codes of each temperature sensor are identical. The
temperature sensors are passive sensors that have two terminals. The temperature sensors do not require supply
voltage from the Electronic Control Module (ECM).
Sensor locations (typical example)

Schematic
Test Step 1. Verify all Active Diagnostic Codes
A. Connect Caterpillar Electronic Technician (ET) to the service tool connector.
B. Place the engine control in the ON mode. Wait at least 15 seconds for activation of the diagnostic codes.
C. Monitor the "Active Diagnostic Codes" screen on Cat ET.
Expected Result:
There is an active diagnostic code for one or more of the temperature sensors.
Results:
• Yes - There is an active diagnostic code for one or more of the temperature sensors. Proceed to Test Step
2.
• No - There are no active diagnostic codes for the temperature sensors.
Repair: If there are logged diagnostic codes for one or more of the temperature sensors and the engine is
not running properly, refer to Troubleshooting, "Troubleshooting without a Diagnostic Code". If the
engine is running properly at this time, an intermittent condition may be causing logged codes. Refer to
STOP

P2 ECM connector
B. Thoroughly inspect the J2/P2 ECM connector, the suspect sensor connector, and any other connectors in
the circuit. Refer to Troubleshooting, "Electrical Connectors - Inspect" for details.
C. Perform a 45 N (10 lb) pull test on each of the wires in the sensor connector and the ECM connector that
are associated with the active diagnostic code.
D. Verify that the latch tab of the connector is properly latched.
E. Check the ECM connector (allen head screw) for the proper torque. Refer to Troubleshooting, "Electrical
F. Check the harness and wiring for abrasions and for pinch points from the sensor to the ECM.
Expected Result:
Results:
• OK - The harness and/or wiring are OK. Proceed to Test Step 3.
• Not OK - There is a problem with the harness and/or wiring.

STOP
Test Step 3. Verify that the Diagnostic Code is Still Active
A. Place the engine control in the ON mode. Wait at least 15 seconds for activation of the diagnostic code.
B. Access the "Active Diagnostic Codes" screen on Cat ET and check for active diagnostic codes.
C. Determine if the problem is related to an open circuit diagnostic code 03 or to a short circuit diagnostic
code 04.
Expected Result:
No active codes are present.
Results:
• OK - No active codes are present. The problem seems to be resolved.
Repair: Carefully reinspect the connectors and wiring. Refer to Troubleshooting, "Electrical Connectors -
Inspect" for additional information.
STOP
• Not OK - A short circuit diagnostic code 04 is active at this time. Proceed to Test Step 4.
• Not OK - An open circuit diagnostic code 03 is active at this time. Proceed to Test Step 5.
Test Step 4. Disconnect the Sensor in Order to Create an Open Circuit
B. Disconnect the connector to the sensor with the short circuit diagnostic code 04.
C. Place the engine control in the ON mode. Wait at least 15 seconds for activation of the diagnostic codes.
D. Access the "Active Diagnostic Codes" screen on Cat ET and check for an active open circuit diagnostic
code 03 for the suspect sensor.
E. Place the engine control in the OFF/RESET mode.
Expected Result:
An open circuit diagnostic code 03 is now active for the disconnected sensor.
Results:
• OK - A short circuit diagnostic code 04 was active before disconnecting the sensor. An open circuit
diagnostic code 03 became active after disconnecting the sensor.
Repair: Temporarily connect a new sensor to the harness, but do not install the new sensor in the engine.
Check for a short circuit diagnostic code 04 while the new sensor is connected. If the short circuit
diagnostic code 04 is not present, permanently install a new sensor. Clear any logged diagnostic
codes.Verify that the repair eliminates the problem.
STOP
• Not OK - The short circuit diagnostic code 04 is active. There is probably a short circuit between the
sensor harness connector and the ECM. Disconnect the sensor. Proceed to Test Step 6.
Test Step 5. Short the Sensor Connector
B. Unplug the suspect sensor.
C. Install a jumper wire between the terminals on the plug for the suspect sensor.
E. Wait at least 15 seconds for activation of the short circuit diagnostic code 04.
Note: Monitor the "Active Diagnostic Codes" screen on Cat ET before installing the jumper wire and after
installing the jumper wire.
F. Remove the jumper wire.
Expected Result:
A short circuit diagnostic code 04 is active when the jumper wire is installed. An open circuit diagnostic code 03
is active when the jumper wire is removed.
Results:
• OK - The engine harness and the ECM are OK.
1. Temporarily reconnect the suspect sensor.
2. If the diagnostic code 03 is active, replace the sensor.
4. Clear all logged diagnostic codes.
STOP
• Not OK - The open circuit diagnostic code 03 remains active with the jumper in place. There appears to
be an open circuit between the ECM and the sensor. Proceed to Test Step 6.
Test Step 6. Check the Operation of the ECM by Creating Open and Short Circuits at the ECM
Connector
A. Check the operation of the ECM by creating an open at the ECM.
a. Place the engine control in the OFF/RESET mode.

b. Disconnect the P2 ECM connector. Thoroughly inspect both halves of the connector for signs of
corrosion and/or for moisture.
c. Remove the signal wire and the return wire for the suspect sensor from the P2 ECM connector.
Reconnect the P2 connector.
Note: Active open circuit diagnostic codes 03 will be generated for any other temperature sensors
that share the return for the suspect sensor.
d. Place the engine control in the ON mode. Monitor the "Active Diagnostic Code" screen on Cat ET.
Wait at least 15 seconds for activation of the code.
An open circuit diagnostic code 03 should be active for the suspect sensor. Note the sensor that has
the open circuit diagnostic code.
e. Place the engine control in the OFF/RESET mode.
B. Check the operation of the ECM by creating a short at the ECM.
a. Install a jumper wire between the terminal for the suspect sensor signal and the return for the
suspect sensor.
b. Place the engine control in the ON mode.
c. Monitor the "Active Diagnostic Code" screen on Cat ET. Wait at least 15 seconds for activation of
the code.
A short circuit diagnostic code 04 should be active for the suspect sensor. Note the sensor that has
the short circuit diagnostic code.
d. Place the engine control in the OFF/RESET mode.
e. Remove the wire jumper and reconnect ECM connector J2/P2.
Expected Result:
An open circuit diagnostic code 03 is active when the sensor wires are removed from the ECM connector. A
short circuit diagnostic code 04 is active when the jumper wire is installed across the wires for the sensor.
Results:
• OK - The ECM is working properly. The problem is in the wiring between the ECM and the suspect
sensor.
Repair: If the code is active for more than one sensor, the problem is most likely in the return wire for the
sensor. Repair the return wire for the sensor.If the code is active for one sensor, the problem is most likely
in the signal wire for the sensor. Repair the signal wire for the sensor.
STOP
• Not OK - One of the following conditions exists: The open circuit diagnostic code 03 is not active when
the harness is disconnected. The short circuit diagnostic code 04 is not active when the jumper wire is
installed.
1. Temporarily connect a spare ECM.

2. Remove all jumper wires and reconnect all connectors and wires.
4. Repeat this test step.
5. If the problem is resolved with the spare ECM, reconnect the suspect ECM.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i04471469
Injection Actuation Pressure Sensor - Test

SMCS - 1925-038
Use the following information to troubleshoot the system when the following diagnostic code is active:
• 164-02 Injector Actuation Pressure signal erratic
Note: This procedure can be used to check the accuracy of the injection actuation pressure sensor against a
pressure gauge.
The injection actuation pressure sensor measures the pressure of the oil in the high-pressure oil manifold. The
high-pressure oil in the manifold is used to actuate the injectors and the high-pressure oil is used to control the
fuel injection pressure. The fuel injection pressure is based on inputs from the sensors. The inputs are used by
the Electronic Control Module (ECM) for calculating the fuel injection pressure. The ECM uses the signal from
the injection actuation pressure sensor to calculate the control signal for the injection actuation pressure control
valve.
Schematic for the injection actuation pressure sensor
A. Connect the Caterpillar Electronic Technician (ET) to the service tool connector. Refer to
B. Restore the electrical power to the (engine) ECM.
C. Observe the "Active Diagnostic" screen on Cat ET. Wait at least 30 seconds so that any codes may
become active. Look for an active 164-02 diagnostic code.
Note: If a 164-03 Injector Actuation Pressure voltage high or a 164-04 Injector Actuation Pressure voltage
low is active, refer to Troubleshooting, "Analog Sensor Open or Short Circuit - Test".
Expected Result:
The 164-02 diagnostic code is active.
Results:
• Active code - The 164-02 diagnostic code is active. Proceed to Test Step 3.
• No active code - The 164-02 diagnostic code is not active. Proceed to Test Step 2.
Test Step 2. Try to Start the Engine
Try to start the engine.
Expected Result:
The engine starts.
Results:
• OK - The engine starts. There are no active codes for the injection actuation pressure sensor and the
engine starts.
Repair: There may be an intermittent problem in a harness that is causing the code to be logged. Refer to
STOP
• Not OK - The engine does not start.
Repair: Refer to Troubleshooting, "Engine Cranks but Will Not Start".
STOP
Note: Intermittent problems are normally caused by dirty connections or by corroded connections. Intermittent
problems can also be caused by a loose crimp or improper mating of connector terminals.
A. Remove the electrical power from the(engine) ECM.

Left side engine view (typical component locations)
(1) Injection Actuation Pressure Control Valve (IAPCV)
(2) Injection actuation pressure sensor
(4) Pressure port for high-pressure oil supply
(5) Low-pressure oil line
B. Thoroughly inspect the connectors for sensors (1) and (2) . Also, thoroughly inspect connectors (3) . Refer
to Troubleshooting, "Electrical Connectors - Inspect".
P2 terminals that are associated with the injection actuation pressure sensor
(P2-2) +5 VDC
(P2-3) Return
(P2-27) Injection actuation pressure sensor

Connectors for the injection actuation pressure sensor
(A) +5 V Supply
(B) Return
(C) Signal
C. Perform a 45 N (10 lb) pull test on each of the wires that are associated with the injection actuation
pressure sensor.
D. Check the torque of the allen head screws for the ECM connectors. Refer to Troubleshooting, "Electrical
Connectors - Inspect" for the correct torque values.
E. Check the harness and wiring for abrasion and for pinch points from the sensor back to the ECM.
Expected Result:
All connectors, pins, and sockets are coupled and/or inserted. The harness and wiring are free of corrosion, of
abrasion, and of pinch points.
Results:
• Not OK - There is a problem in the wiring and/or a connector.
Repair: Repair the wiring and/or the connector. Replace parts, if necessary. Ensure that all of the seals are
properly in place and ensure that the connectors are coupled. Verify that the problem is resolved.
STOP
Test Step 4. Check the Status of the Sensor
A. Restore the electrical power to the (engine) ECM.

B. Check the value of the "Injection Actuation Pressure" on Cat ET.
Note: If a 164-03 code is active or a 164-04 code is active, the status for the injection actuation pressure
will default to 17500 kPa (2538 psi).
Expected Result:
The value of the "Injection Actuation Pressure" is 0 kPa (0 psi).
Results:
• OK - The status for the injection actuation pressure is 0 kPa (0 psi). Proceed to Test Step 6.
• Not OK - The status for the injection actuation pressure is above 0 kPa (0 psi). Proceed to Test Step 5.
Test Step 5. Check the Voltage Supply to the Injection Actuation Pressure Sensor
A. Remove the electrical power from the (engine) ECM.
B. Disconnect the injection actuation pressure sensor at the harness connector.
C. Restore the electrical power to the (engine) ECM.
D. Measure the voltage between terminals A and B on the harness side of the connector for the injection
actuation pressure sensor.
Expected Result:
The voltage reading is 5.0 ± 0.2 VDC.
Results:
• OK - The voltage is within the specified range. The sensor is receiving supply voltage. Proceed to Test
Step 6.
• Not OK - The voltage is not within the specified range.
Repair: Refer to Troubleshooting, "Analog Sensor Supply Circuit - Test".
STOP
Test Step 6. Compare the Sensor Output to a Pressure Gauge
Hot oil and hot components can cause personal injury. Do not allow hot
oil or hot components to contact the skin.
A. Remove the electrical power from the (engine) ECM.
B. Install a 8T-0852 Pressure Gauge . Install the gauge in one of the unused oil ports in the high-pressure oil
rail on the left side of the cylinder head.
C. Start the engine.
D. Go to the "Injection Actuation Pressure Test" on the diagnostic menu of Cat ET.
E. Start the "Injection Actuation Pressure Test".
F. Refer to Table 1. Observe the value of the "Injection Actuation Pressure" on Cat ET. Vary the engine
speed in order to obtain each "Injection Actuation Pressure" value that is listed in the Table. For each
pressure value, observe the reading on the pressure gauge.
Table 1
Pressure Reading from Service Tool Range of Readings from Pressure Gauge
6000 kPa (870 psi) 4000-7800 kPa (580-1130 psi)
10000 kPa (1450 psi) 8000-11800 kPa (1160-1710 psi)
15000 kPa (2175 psi) 13000-16800 kPa (1885-2435 psi)
23000 kPa (3336 psi) 21000-24800 kPa (3045-3595 psi)
Expected Result:
Each value on the pressure gauge is within the specification.
Results:
• OK - Each value on the pressure gauge is within the specification. The injection actuation pressure sensor
and the ECM are working properly.
Repair: The problem appears to be resolved. The original diagnostic code was probably caused by an
intermittent problem in an electrical connector. If the code continues to be logged, refer to
STOP
• Not OK - At least one of the values on the pressure gauge is not within the specification.
Repair: Install a new injection actuation pressure sensor and repeat the test.If the new sensor corrects the
problem, leave the new sensor in place.If the new sensor does not correct the problem, the pressure gauge
is faulty. Obtain a new pressure gauge and repeat the test.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02371674
Maintenance Due Lamp Circuit - Test

SMCS - 7431-038
The maintenance due lamp is a maintenance indicator that is based on the PM levels that are programmed into
the Electronic Control Module (ECM). The lamp will turn ON when the programmed interval is met.
Schematic for the maintenance due lamp
The ECM provides a path to ground for the lamp. When the ECM connects the lamp to ground the lamp will turn
on.
Terminal locations for the customer connector
Test Step 1. Check for Normal Operation of the Maintenance Due Lamp
A. Monitor the maintenance due lamp.
a. Place the engine control in the ON mode. The lamp should turn on for five seconds. Then, the lamp
should turn off.
Expected Result:
The maintenance due lamp turns on and the maintenance due lamp turns off per the above description.
Results:
• OK - The maintenance due lamp appears to operating correctly at this time.STOP
• Not OK - The maintenance due lamp is not functioning correctly. Proceed to Test Step 2.

A. Place the engine control in the OFF/RESET mode and thoroughly inspect the J61/P61 customer connector
B. Perform a 45 N (10 lb) pull test on each of the wires in the customer connector and the ECM connector
that are associated with the maintenance due lamp.
D. Check the ECM connector J1/P1 for the proper torque. Refer to Troubleshooting, "Electrical Connectors -
Inspect" for details.
Results:
STOP
Test Step 3. Test the Lamp Circuit
Terminal locations for the maintenance due lamp
A. Disconnect ECM engine harness connector J1/P1.

B. Remove wire F424-YL from ECM connector P1-30.
C. Connect a wire jumper between wire F424-YL and engine ground.
D. Place the engine control in the ON mode and observe the lamp.
Expected Result:
The maintenance due lamp turns on while the jumper is connected to wire F424-YL. Also, the maintenance due
lamp turns off when the jumper is removed from wire F424-YL.
Results:
• OK - The maintenance due lamp circuit is functioning properly. Proceed to Test Step 6.
• Not OK - The lamp did not turn on. The lamp circuit is not functioning properly. Proceed to Test Step 4.
Test Step 4. Test the Lamp Circuit at the Lamp
A. Remove wire F424-YL from the lamp.
B. Connect a wire jumper between the lamp and engine ground.
C. Place the engine control in the ON mode and observe the lamp.
Expected Result:
The lamp turns on while the jumper is connected. Also, the lamp turns off when the jumper is removed.
Results:
• OK - The circuit for the lamp is functioning properly.
Repair: Repair the wire F424-YL between the lamp and the ECM connector P1-30.
STOP
• Not OK - The lamp did not turn on. The lamp circuit is not functioning properly. Proceed to Test Step 5.
Test Step 5. Check the Voltage from the Keyswitch to the Maintenance Due Lamp
Expected Result:
Results:
Repair: If voltage is present on terminal R, repair the wire between the keyswitch and the maintenance
due lamp. Verify that the breaker is not tripped. Return all wiring to the original configuration. Verify that
the problem is eliminated.
STOP
STOP
STOP
Test Step 6. Check ECM Operation of the Maintenance Due Lamp
A. Fabricate a jumper wire 100 mm (4 inch) long.
B. Insert the jumper into P1-30 maintenance due lamp.
G. The test lamp should turn ON for five seconds.
H. Place the engine control in the OFF/RESET mode.
Expected Result:
Results:
STOP
• Not OK - The ECM is not sinking the current.

Repair: Temporarily connect a test ECM. Check the operation of the maintenance due lamp when the test
ECM is installed. If the problem is resolved with the test ECM, then reconnect the suspect ECM. If the
problem returns with the suspect ECM, then replace the ECM.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02371688
PTO Ramp Up/Down Switch Circuit - Test

SMCS - 7332-038
Table 1
Parameter Alternative Default
"PTO mode" "PTO mode 2" "PTO mode 1"
"Engine accel. rate" 50 to 1000 rpm/sec 50 rpm/sec
PTO Mode 1
PTO mode 1 uses the following switch inputs:
• "PTO Enable"
• "Ramp Up"
• "Ramp Down"
If the PTO enable switch is in the ON position, the throttle position sensor is disabled and the desired engine
speed is controlled by the PTO ramp up/down switch. The ramp up input and the ramp down input cannot be
connected to the -Battery at the same time. If this occurs, the Electronic Control Module (ECM) will generate a
diagnostic code and the ECM will make no adjustments to the desired engine speed when the unit is in the PTO
mode.
Note: The ECM will use the selected speed that is higher when the ECM chooses between the throttle input or
the PTO input. When the switch is toggled, the engine will respond according to the PTO rpm ramp rate that is
programmed. When the switch is opened, the engine will maintain the current desired engine rpm. "Opened" in
this case means that the switch is in the center position.
PTO Mode 2
PTO mode 2 uses the following switch inputs:
• "PTO Enable"
• "Set (Ramp up)"
• "Resume (Ramp down)"
• "PTO Interrupt"
"Set (ramp up)"
• If the input is momentarily connected to -Battery, the desired engine speed will be set to the current engine
speed.
• If the input is connected to -Battery and held in that position, the desired engine speed will increase at the
PTO ramp rate that is programmed.
• If this input is connected momentarily to -Battery and after the desired engine speed has been set, the
desired engine speed will increase by 20 rpm.
"Resume (ramp down)"
• If this input is momentarily connected to -Battery, the desired engine speed will be set to the last known
value that was used during operation of the PTO.
• If this input is connected to -Battery and held in that position, the desired engine speed will decrease at the
rate that is programmed for "Engine Accel. Rate".
• After the desired engine speed is set, momentarily connecting this input to -Battery will decrease the
engine speed in increments of 20 rpm.
Schematic for PTO switches in PTO mode 1 "Ramp Up/Ramp Down"

Schematic for PTO switches in PTO mode 2 "Set/Resume"
Terminal locations for customer connector

that are associated with the suspect switch circuits.
Check the ECM connector J1/P1 for the proper torque. Refer to Troubleshooting, "Electrical Connectors -
D. Check the harness and wiring for abrasions and for pinch points from the battery to the ECM.
Expected Result:
Results:
• Not OK - There is a problem with the connectors and/or wiring.

seals are properly connected. Verify that the repair eliminates the problem.
STOP
Test Step 2. Check the Switch Circuit at the J61/P61 Customer Connector
Table 2
Pin Locations for Switch
Name of Switch J61 Connection J1 Connection
PTO ramp up switch 30 58
PTO ramp down switch 39 60
A. Disconnect the J61 customer connector.
B. Connect a voltage test lamp between the suspect switch circuit and the +Battery. Use Table 2 for pin
locations. Also, refer to Illustration 1 for the schematic.
C. Operate the suspect switch and observe the voltage test lamp.
Expected Result:
The voltage test lamp turns ON when the switch is closed. The voltage test lamp turns OFF when the switch is
opened.
Results:
• OK - The switch is operating correctly. Proceed to Test Step 3.
• Not OK - There is a problem with the suspect switch and/or the wiring.
STOP
Test Step 3. Check the Switch Circuit at the J1/P1 ECM Connector
A. Reconnect the J61 customer connector.
B. Disconnect the P1 ECM connector.
C. Connect a voltage test lamp between the suspect switch circuit and the +Battery. Use Table 2 for pin
locations.
D. Operate the suspect switch and observe the voltage test lamp.
Expected Result:
The voltage test lamp turns ON when the switch is closed. The voltage test lamp turns OFF when the switch is
opened.
Results:
• OK - The switch circuit is operating correctly. The problem may be in the ECM.
STOP
• Not OK - There is a problem in the wiring between ECM connector P1 and the customer connector J61.
Repair: Repair the wiring and/or replace the wiring. Verify that the repair eliminates the problem.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02371717
Switch Circuits - Test

SMCS - 1435-038
Use the following diagnostic procedures in order to diagnose problems with the switch circuits and repair the
switch circuits that are shown in Table 1.
that are associated with the suspect switch circuits.
Check the ECM connector J1/P1 for the proper torque. Refer to Troubleshooting, "Electrical Connectors -
D. Check the harness and wiring for abrasions and for pinch points from the battery to the ECM.
Expected Result:
Results:
• OK - The wiring and connectors are OK. Proceed to Test Step 2.
• Not OK - Repair the wiring and connectors or replace the wiring or the connectors. Ensure that all of the
seals are properly connected. Verify that the repair eliminates the problem.STOP
Test Step 2. Check the Circuit for a Short to Engine Ground or a Short to another Wire in the Harness
Table 1
Pin Locations for Switch
Name of Switch J61/P61 Connection P1 Connection
Starting aid override switch 38 22
Maintenance clear switch 12 23
Torque limit switch 2 40
Remote shutdown switch 27 44
Intermediate speed switch 28 45
Overspeed verify switch 40 54
PTO interrupt switch 19 41
PTO enable switch 29 56
PTO ramp up switch 30 58
PTO ramp down switch 39 60
Typical schematic
B. Determine the correct P1 pin number for the suspect switch. Refer to Table 1 for pin locations.
condition.
C. Measure the resistance from ECM connector P1 to every pin on ECM connector P1.
a. Measure the resistance from ECM connector P1 to the ECM ground strap.
Expected Result:
Results:
• Not OK - A resistance measurement is less than 20,000 Ohms. The wire for the suspect switch is shorted
in the engine harness or the wire for the suspect switch is shorted to engine ground.
Repair: Repair the wire or replace the wire. Replace all wires to the original configuration. Verify that the
repair eliminates the problem.
STOP
Test Step 3. Check the Circuit for an Open
A. Determine the correct P1 pin number for the suspect switch. Refer to Table 1 for pin locations.
B. Connect a wire jumper between the ECM connector P1 and engine ground.
condition.
C. Measure the resistance from the suspect switch to engine ground. Take the measurement from the side of
the switch that is connected to the customer connector.
D. Remove the wire jumper from ECM connector P1.
Expected Result:
The resistance is less than 5 Ohms.
Results:
• OK - The resistance check does not indicate an open circuit in the engine harness. The wires between the
ECM connector P1 and the suspect switch are OK. Proceed to Test Step 4.
• Not OK - A resistance measurement is greater than 5 Ohms. The measurement indicates excessive
resistance in the circuit or an open in the circuit.
Repair: Repair the wires or replace the wires. Inspect the customer connector for damage. Replace all
wires to the original configuration. Verify that the repair eliminates the problem.
STOP
Test Step 4. Check the Switch for Proper Operation
A. Turn the suspect switch to the open position or the OFF position.
Note: Wiggle the harness during the following measurements in order to reveal any intermittent
short condition.
a. Measure the resistance from the suspect switch to the −Battery. Take the measurement from the side
of the switch that is connected to the customer connector.
b. Record the resistance measurement.
B. Turn the suspect switch to the closed position or the ON position.
Note: Wiggle the harness during the following measurements in order to reveal any intermittent
short condition.
a. Measure the resistance from the suspect switch to the −Battery. Take the measurement from the side
of the switch that is connected to the customer connector.
b. Record the resistance measurement.
Expected Result:
The resistance measures more than 20,000 Ohms when the suspect switch is in the open position (OFF position).
The resistance measures less than 5 Ohms when the suspect switch is in the closed position (ON position).
Results:
• OK - The resistance checks are correct. The switch is operating correctly. Proceed to Test Step 5.
• Not OK - A resistance check is not correct. The suspect switch is not operating correctly.
Repair: Verify that the wire from the switch to the −Battery has continuity to the −Battery. If the wire to
the −Battery is OK, replace the suspect switch. Replace all wires to the original configuration. Verify that
the repair eliminates the problem.
STOP
Test Step 5. Check the Switch Circuit at the J1/P1 ECM Connector
A. Determine the correct P1 pin number for the suspect switch. Refer to Table 1 for pin locations.
B. Remove the wire for the suspect switch at ECM connector P1. Install a wire jumper with sockets on both
ends into the socket for the suspect switch.
C. Reconnect ECM connector J1/P1.
D. Connect a wire jumper between the wire jumper that was installed for the suspect switch and the −Battery.
E. Connect the Caterpillar Electronic Technician (ET) to the service tool connector.
G. Monitor the switch input on the Cat ET.
H. Place the engine control in the OFF/RESET mode.
Expected Result:
The circuit operates correctly.
Results:
• OK - The circuit operates correctly.
Repair: The problem may be intermittent. If the problem is intermittent, perform the diagnostic functional
STOP
• Not OK - The circuit does not operate correctly.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i06561812
Throttle Position Sensor Circuit - Test

SMCS - 1913-038
The throttle position sensor eliminates the mechanical throttle and governor linkages. The sensor that is installed
depends on the engine's configuration.
Electronic throttle position sensor
Throttle position sensor with a lever
Throttle position sensor with a knob
Refer to Illustration 4. The sensor creates a Pulse Width Modulated (PWM) signal. The duty cycle varies with
the throttle position. The signal has a low duty cycle when the throttle is at low idle. The signal has a high duty
cycle when the throttle is at high idle. The Electronic Control Module (ECM) processes the signal in order to
control the engine speed.
Duty cycle versus throttle position
The signal from the throttle position sensor has a specific frequency. The frequency of the signal must be
between 150 Hz and 1050 Hz or the ECM will activate a 091-08 diagnostic code.
Schematic for the throttle position sensor
Left side view
Left side view
P1 terminal that is associated with the throttle position sensor
(P1-66) Throttle position
J61 and P61 terminal that is associated with the throttle position
(10) Throttle position
Table 1
1. Inspect the Electrical Connectors and Result: The wiring and the connectors are OK.
the Wiring
A. Turn the keyswitch to the OFF position. Electrical
Connectors Result: There is a problem with the wiring
B. Thoroughly inspect connectors (1) and and Wiring and/or the connectors.
(2). Inspect the connections on the throttle
position sensor. Refer to Troubleshooting, Repair: Repair the wiring and/or the
"Electrical Connectors - Inspect". connectors. Replace parts, if necessary. Ensure
that all of the seals are properly connected.
C. Perform a 45 N (10 lb) pull test on each

of the wires that are associated with the
throttle position sensor.
D. Check the allen head screw on each

ECM connector for the proper torque.
Refer to Troubleshooting, "Electrical
Connectors - Inspect" for the correct
torque values.
E. Check the allen head screw on the
customer connector for the proper torque. STOP
Refer to Troubleshooting, "Electrical
Connectors - Inspect" for the correct
torque value.
F. Check the harness and wiring for

abrasions and for pinch points from the
throttle position sensor to the ECM and
from the throttle position sensor to the
battery.
Result: The supply voltage is at least 11 VDC

for a 12 volt system. The supply voltage is at
least 22 VDC for a 24 volt system. The supply
voltage is reaching the sensor.
2. Check for Supply Voltage at the Proceed to Test Step 3.

Result: The supply voltage is incorrect.
A. Disconnect the P403 connector.
Supply Repair: The configuration of the wiring
B. Turn the keyswitch to the ON position. Voltage between the +Battery and the throttle position
The engine should be OFF. sensor depends on the engine's configuration.
The problem could be in the wiring or in a
C. Measure the voltage between terminals connector. There may be a problem with the
P403-A and P403-B. battery.
Perform the necessary repairs. Verify that the

STOP
3. Check the Signal Wire for a Short Result: Each resistance measurement indicates
Circuit an open circuit.
A. Turn the keyswitch to the OFF position. Short Circuit Proceed to Test Step 5.
B. Disconnect the P1 connector. Result: At least one resistance measurement

does not indicate an open circuit. There is a
Note: Be sure to wiggle the harnesses problem with the signal wire for the throttle
position sensor.
during the following measurements. Be
sure to wiggle each harness near each
Repair: The problem could be in the wiring or
connector.
in a connector. Repair the wiring and/or the
connector, when possible. Replace parts, if
C. Measure the resistance between
necessary. Verify that the problem is resolved.
terminal P1-66 and all of the other
terminals in the P1 connector.
STOP
Result: The resistance measurement is less

than ten Ohms.
4. Check the Signal Wire for an Open Connect the P403 connector. Proceed to Test
Circuit Step 5.
Note: Be sure to wiggle the harnesses Result: The resistance measurement is greater
during the following measurement. Be sure than ten Ohms. There is a problem with the
Open Circuit
to wiggle each harness near each signal wire.
connector.
Repair: The problem could be in the wiring or
A. Measure the resistance between in a connector. Repair the wiring and/or the
terminal P1-66 and terminal P403-C. connector, when possible. Replace parts, if
necessary. Verify that the problem is resolved.
STOP
5. Check the Frequency of the Throttle Result: The frequency of the signal remains
Position Signal at the ECM between 150 Hz and 1050 Hz as you move the
throttle. A 091-08 diagnostic code is not
A. Connect the Cat™ Electronic activated.
Technician (ET) to the service tool
connector. Refer to Troubleshooting, Repair: Perform the following procedure:
"Electronic Service Tools".
1. Turn the keyswitch to the off position.
B. Connect a 208-0059 Adapter Cable As
(70-PIN BREAKOUT) between the P1 2. Remove the 208-0059 Adapter Cable As (70-
connector and the J1 connector. Throttle PIN BREAKOUT).
Position
C. Connect a multimeter between Signal 3. Connect the J1/P1 connectors.
terminals 66 and 5 on the breakout t.
4. Turn the keyswitch to the ON position.
D. Turn the keyswitch to the ON position.
5. Operate the throttle throughout the entire
E. Measure the frequency of the throttle range.
position signal. Slowly move the throttle
from low idle to high idle and back to low If the problem does not recur, the problem is
idle while you measure the frequency of resolved. The original problem was probably
the signal. caused by a poor electrical connection. Return
the engine to service.
F. Observe the "Active Diagnostic" screen
on CatET. Slowly move the throttle from STOP
Result: The frequency of the signal is

incorrect. A 091-08 diagnostic code is
activated.
1. Turn the keyswitch to the off position.
the low idle position to the high idle 2. Replace the throttle position sensor. Check
position. Look for a 091-08 diagnostic for a 091-08 diagnostic code again.
code while you move the throttle.
If the diagnostic code does not recur, the
problem is resolved. Return the engine to
service.
If the diagnostic code recurs, replace the ECM.

Refer to Troubleshooting, "Replacing the
ECM". Verify that the problem is resolved.
STOP
Test Step 1.
Results:
• The procedure corrected the issue. -
STOP
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02371983
Warning Lamp Circuit - Test

SMCS - 7431-038
The warning lamp is a maintenance indicator that is based on the PM levels that are programmed into the
Electronic Control Module (ECM). The lamp will turn on when the programmed interval is met.
Schematic for the warning lamp
The ECM provides a path to ground for the lamp. When the ECM connects the lamp to ground the lamp will turn
on.
Terminal locations for customer connector
Test Step 1. Check for Normal Operation of the Warning Lamp
A. Monitor the warning lamp.
a. Place the engine control in the ON mode and observe the lamp. The lamp should turn on for five
seconds. Then, the lamp should turn off.
Note: The lamp will turn off only if a "Warning", "Derate", or a "Shutdown" condition does not
exist.
Expected Result:
The warning lamp turns on and the warning lamp turns off.
Results:
• Yes - The warning lamp appears to be operating correctly at this time.STOP

• No - The warning lamp did not work properly. Proceed to Test Step 2.
B. Perform a 45 N (10 lb) pull test on each of the connector wires in the circuit that are associated with the
maintenance overdue lamp.
D. Check the ECM connector J1/P1 for the proper torque. Refer to Troubleshooting, "Electrical Connectors -
Expected Result:
Results:
STOP
Test Step 3. Test the Lamp Circuit

Terminal locations for the warning lamp
A. Disconnect ECM engine harness connector J1/P1.
B. Remove wire F420-GN from ECM connector P1-29.
C. Connect a wire jumper between wire F420-GN and engine ground.
D. Place the engine control in the ON mode and observe the lamp.
Expected Result:
The warning lamp turns on while the jumper is connected to wire F420-GN. Also, the warning lamp turns off
when the jumper is removed from wire F420-GN.
Results:
• OK - The circuit for the warning lamp is functioning properly. Proceed to Test Step 6.
• Not OK - The warning lamp did not turn on. The warning lamp circuit is not functioning properly.
Test Step 4. Test the Lamp Circuit at the Warning Lamp
B. Remove wire F420-GN from the lamp.
C. Connect a wire jumper between the warning lamp and engine ground.
D. Place the engine control in the ON mode and observe the warning lamp.
Expected Result:
The warning lamp turns on while the jumper is connected. Also, the warning lamp turns off when the jumper is
removed.
Results:
• OK - The circuit for the warning lamp is functioning properly.
Repair: Repair the wire F420-GN between the warning lamp and the ECM connector P1-29.
STOP
• Not OK - The warning lamp did not turn on. The warning lamp circuit is not functioning properly. If
voltage is present on the battery side of the warning lamp, replace the lamp. If voltage is not present on the
battery side of the warning lamp, proceed to Test Step 4.
Test Step 5. Check the Voltage from the Keyswitch to the Warning Lamp
Expected Result:
Results:
Repair: If voltage is present on terminal R, repair the wire between the keyswitch and the warning lamp.
Verify that the breaker is not tripped. Return all wiring to the original configuration. Verify that the
STOP
STOP
STOP
Test Step 6. Check ECM Operation of the Warning Lamp

A. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire.
B. Insert the jumper into P1-29 Warning Lamp.
G. The test lamp should turn ON.
Expected Result:
Results:
STOP
• Not OK - Temporarily connect a test ECM. Check the operation of the warning lamp when the test ECM
is installed. If the problem is resolved with the test ECM, then reconnect the suspect ECM. If the problem
returns with the suspect ECM, then replace the ECM.STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02393286
Engine Speed/Timing Sensor - Calibrate

SMCS - 1912-524
Use this procedure if a 261-13 Engine Timing Calibration required is active.
Also use this procedure if any of the following conditions exist:
• The Electronic Control Module (ECM) has been replaced.
• The front gear group has been serviced.
The ECM has the ability to calibrate the mechanical differences between the Top Center (TC) of the No. 1 piston
and the orientation of the camshaft. A magnetic transducer can be installed into the flywheel housing that will
signal the orientation of the flywheel to the ECM. This signal identifies the TC of the No. 1 piston. The ECM
also uses the signal that is detected from the speed/timing sensor. This signal identifies the actual orientation of
the camshaft.
The signal from the transducer is generated as the flywheel's timing pin hole rotates past the tip of the
transducer. The signal from the engine speed/timing sensor is generated by teeth that are machined into the back
side of the camshaft gear.
The two signals are used to calculate a timing offset that is stored in the ECM memory. This timing offset is
applied to fuel injection timing for the engine.
Note: A timing calibration will not increase the available engine power.
Table 1
Required Special Tools
7X-1171 Transducer Adapter
6V-2197 Transducer
7X-1695 Cable As
170-3519 Harness
A. Remove electrical power from the ECM.
B. Connect the Caterpillar Electronic Technician (ET) to the service tool connector. Refer to
C. Restore electrical power to the ECM.
D. Check for any active diagnostic codes.
Expected Result:
No active diagnostic codes are present.
Results:
• OK - No active diagnostic codes are present. If a timing calibration is necessary due to service to the ECM
or to the front gear train, proceed to Test Step 2.
• Not OK - 261-13 Engine Timing Calibration required is the only active diagnostic code that is present.
• Not OK - There are active diagnostic codes. A 261-13 is not one of the active diagnostic codes.
Repair: Troubleshoot the active diagnostic codes. Make the necessary repairs.
STOP
• Not OK - A 261-13 and other active diagnostic codes are present.
Repair: Make the necessary repairs in order to resolve the active diagnostic codes. The 261-13 Engine
Timing Calibration required may remain active while the repairs are made.
Repeat Test Step 1.
Test Step 2. Install the Transducer Adapter
A. Remove electrical power from the ECM.

Flywheel and flywheel housing (typical example)
(1) Timing calibration plug
(2) Timing pin hole
B. Remove timing calibration plug (1) from either side of the flywheel housing.
C. Use a flashlight to examine the flywheel through the timing calibration port that is in the flywheel housing.
Ensure that timing pin hole (2) that is machined into the flywheel is not aligned with the hole that is in the
flywheel housing. If necessary, rotate the crankshaft in order to cause the misalignment of the holes.
D. Install the 7X-1171 Transducer Adapter into the timing calibration port that is in the flywheel housing.
Results:
Test Step 3. Install the Transducer
NOTICE
Do not install the timing calibration probe over the timing pin hole in
the flywheel. Damage to the timing calibration probe will result if the
probe is installed over the timing pin hole.
A. Apply clean engine oil to a 2D-6392 O-Ring Seal. Install the O-ring seal on the end of the 6V-2197
Transducer .
B. Insert the 6V-2197 Transducer through the transducer adapter. Insert the transducer until contact is made
with the surface of the flywheel. Pull the transducer 1.0 mm (0.04 inch) away from the flywheel.
C. Tighten the nut on the transducer adapter.
D. Connect the 7X-1695 Cable As from the engine timing calibration probe to the P40 TC probe connector.
Note: Some engines may not have a P400 timing calibration probe connector as part of the engine harness.
A 170-3519 Harness may be required. Refer to the appropriate Schematic for the engine that is being
serviced for the pin-outs to use for this harness.
Results:
Test Step 4. Calibrate the Engine Speed/Timing Sensor
A. Start the engine. Run the engine until the engine has exited cold mode operation.
B. After the engine has warmed up, access the "Timing Calibration" screen on Cat ET. Access the following
display screens in order:
◦ "Service"
◦ "Calibrations"
◦ "Timing Calibration"
C. To calibrate the timing to the correct setting, set the engine speed to 1100 ± 50 rpm and select "Continue"
on Cat ET. Wait until Cat ET indicates that the timing is calibrated.
D. Press the "Continue" button on Cat ET. Wait until Cat ET indicates that the ECM has calculated the timing
reference.
Note: If Cat ET displays "Calibration Unsuccessful", the electronic injection timing has not been
calibrated.
Expected Result:
The timing calibration was successful.
Results:
• OK - The timing calibration was successful.

1. Set the engine speed to low idle.
Note: Disconnect the 7X-1695 Cable As before you exit the "Timing Calibration" screen.
Otherwise, diagnostic codes may be activated.
2. Disconnect the 7X-1695 Cable As .
3. Exit the "Timing Calibration" screen on Cat ET.
4. Remove electrical power from the ECM.
5. Remove the transducer and remove the adapter.
6. Install the plug into the timing calibration port.
7. Return the engine to service.
STOP
• Not OK - The timing calibration was unsuccessful.
Repair: The following conditions can cause the timing calibration to fail:
◦ If the crankshaft and camshaft gears have been reassembled incorrectly, the timing will not
calibrate.
◦ Verify that the timing calibration probe is installed correctly.
◦ Verify that the engine speed is correct and that the engine speed is stable. If the engine speed is
unstable, refer to Troubleshooting, "Engine Misfires, Runs Rough or Is Unstable".
◦ There may be a problem with the transducer or with the cables. Obtain a new transducer and/or a
new cable and repeat the timing calibration.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02124811
Throttle Position Sensor - Calibrate

SMCS - 1913-524
The throttle linkage should operate without binding or without excessive drag. When the throttle position sensor
is not connected to the throttle, the throttle should return to low idle within one second. The calibration of the
throttle position sensor requires the use of Caterpillar Electronic Technician (ET).
Test Step 1. Check and Adjust the Throttle Linkage.
A. Inspect the throttle linkage for components with the following conditions:
◦ Loose
◦ Bent
◦ Broken
◦ Missing
◦ Worn
B. Place the engine control in the OFF/RESET mode.
C. Connect Cat ET to the service tool connector.
D. Place the engine control in the ON mode. Do not start the engine.
E. Observe the indication for the duty cycle on the "Monitor Throttle Position Sensor Signal" screen of Cat
ET.
F. Place the throttle lever in the position for low idle. Adjust the throttle linkage. Adjust the low idle set
screw.
Expected Result:
When the throttle is in low idle, the duty cycle is 5 to 10 percent. After the adjustment is completed, the duty
cycle increases when the throttle lever is moved from the low idle position.
Results:
• OK - Proceed to test step 2.
• Not OK - There is a problem with the throttle position sensor.
Repair: Refer to Troubleshooting, "Throttle Postion Sensor Circuit -Test".
STOP
Test Step 2. Adjust the Throttle Linkage.
A. Place the throttle lever in the position of high idle. Adjust the throttle linkage. Adjust the high idle set
screw.
Expected Result:
When the throttle is in high idle, the duty cycle is 90 to 95 percent. When the adjustment of the high idle is made
on some types of linkage, the adjustment may change the low idle position. Repeat the adjustment for low idle in
order to verify that the low idle is correctly adjusted.
Results:
• OK - The calibration was completed and verified.STOP
• Not OK - The calibration was not completed and verified. There is a problem with the throttle position
sensor.
Repair: Refer to Troubleshooting, "Throttle Position Sensor Circuit - Test".
STOP
Shutdown SIS
Previous Screen

Specifications
i01428502
Alternator and Regulator

SMCS - 1405; 1410
Note: Load the battery with a carbon pile 4C-4911 Battery Load Tester in order to get the maximum alternator
output.
9W-3034 Alternator
Polarity ... Negative ground

The rotation of the alternator is viewed from the pulley. ... Clockwise
The minimum full load current at 5000 rpm is the following value. ... 47 Amp
The minimum full load current at 1500 rpm is the following value. ... 13.5 Amp
Output voltage ... 28.0 ± 1.0 V
(1) Tighten the shaft nut to the following torque. ... 50 ± 5 N·m (37 ± 4 lb ft)
(2) Tighten the screw to the following torque. ... 3.6 ± 0.8 N·m (32 ± 7.0 lb in)
(3) Tighten the nut to the following torque. ... 7.75 ± 0.75 N·m (69± 6.0 lb in)
(4) Regulator
Voltage setting ... No adjustment

Permissible voltage range ... 27 to 29 V
107-7977 Alternator

Rotation of the alternator is viewed from the pulley. ... Clockwise

(2) Tighten the screw to the following torque. ... 6.2 ± 0.6 N·m (55 ± 5 lb in)
(3) Tighten the nut to the following torque. ... 7.1 ± 0.9 N·m (63 ± 8 lb in)
(4) Regulator

5N-5692 Alternator

Rotation of the alternator is viewed from the pulley. ... Clockwise
Note: This alternator can rotate clockwise or counterclockwise.
Note: Typically, low speed tests call for a minimum speed of 1500 rpm. The low speed test for this alternator is
2000 rpm.
(2) Tighten the screw to the following torque. ... 2.2 ± .25 N·m (19.47 ± 2.21 lb in)
(3) Tighten the nut to the following torque. ... 6.2 ± .6 N·m (54.87 ± 5.31 lb in)
(4) Regulator

Shutdown SIS
Previous Screen


i02024038
Electronic Control Module - Remove and Install

SMCS - 1901-010
Shutdown SIS
Previous Screen

Specifications
i02477340
Electronic Control Wiring Group

SMCS - 1408
Typical Example
(1) Tighten the nuts for the magnetic switch assembly to the following torque. ... 6 ± .5 N·m (55 ± 4 lb in)
(2) Tighten the nut to the following torque. ... 6 ± 1 N·m (55 ± 9 lb in)
Shutdown SIS
Previous Screen

Specifications
i02477424
Air Inlet Heater

SMCS - 1090
Section view of the air inlet heater
(1) Air inlet heater
(2) Tighten the nuts to the following torque. ... 7.8 ± 1 N·m (70 ± 9 lb in)
Note: During assembly of the air inlet heater to the inlet manifold and the air inlet elbow, clean the air inlet
heater's joint faces with solvent. Apply 4C-9500 Quick Cure Primer to the joint faces. Allow the primer to air
dry for a minimum of three to five minutes. Apply 8C-8422 Sealant to the joint face and spread the gasket maker
uniformly. The heater must be assembled and tightened within ten minutes.
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i01978223
Air Inlet Heater - Remove and Install

SMCS - 1090-010
Removal Procedure
Typical example
1. Disconnect harness assembly (1) .
2. Disconnect cable assembly (4) .
3. Position the cover for air inlet heater (2) out of the way.
4. Remove air inlet heater (3) .
Table 1
Required Tools
A 4C-9500 Quick Cure Primer 1
Typical example
1. Clean the joint face on air inlet heater (3) with solvent. Apply Tooling (A) on the joint face. Allow the
primer to air dry for a minimum of three to five minutes.
2. Apply Tooling (B) to the joint face of air inlet heater (3) and on the joint face of air inlet elbow (2). Air
inlet heater (3) and the cover for air inlet heater (2) must be installed within ten minutes of application of
the sealant.
3. Position air inlet heater (3) and the cover for air inlet heater (2) on the air inlet cover.
4. Connect cable assembly (4) to the solenoid of the air inlet heater. Tighten the nut to a torque of 6 ± 0.5
N·m (53 ± 4 lb in).
5. Connect harness assembly (1) .

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Specifications
i00878152
Engine Oil Pressure

SMCS - 1924
Left side view
Follow all of the steps in this procedure to obtain a usable oil pressure reading.
1. Be sure that the engine is filled to the correct level with SAE 10W-30 oil. The engine oil pressure graph
will not be accurate if incorrect viscosity oil is used.
2. Remove oil gallery plug (1). Connect the 1U-5470 Engine Pressure Group to the main oil manifold. Use
the opening for the oil gallery plug to make the connection.
3. Run the engine. Allow the engine oil temperature to rise to 99°C (210°F).
Note: A 3°C (5°F) increase in engine oil temperature gives a 7 kPa (1 psi) decrease in engine oil pressure.
Note: Make sure that the engine oil does not rise above a temperature of 115°C (239°F).
4. Keep the engine oil temperature consistent with the engine at the engine's rated rpm and read the pressure
gauge.
5. Use the engine rpm and the oil pressure to locate an intersection on the engine oil pressure graph.
6. The results should be within the acceptable area of the graph. If the results are not acceptable, find the
cause of the problem and correct the problem. Engine failure or a reduction in engine life can be the result
of continued operation with oil pressure that is outside of the acceptable range.
Note: Keep a record of engine oil pressure at regular intervals. The records can indicate possible engine
problems or damage. A sudden increase or a sudden decrease of 70 kPa (10 psi) in oil pressure should be
inspected, even within the acceptable range of the engine oil pressure graph.
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Specifications
i02870347

SMCS - 1906
Typical example
(2) Plug
(1) Final installation torque ... 20 ± 3 N·m (15 ± 2 lb ft)
Operating voltage ... 4.75 to 8.50 Volts
Output type ... Analog

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Specifications
i04385518
Fuel Pressure Sensor

SMCS - 1718
Typical example
Table 1
Specification for the 194-6725 Pressure Sensor Gp, and 320-3060 Pressure Sensor
Torque to
1 1 - 10 ± 2 N·m (90 ± 18 lb in).
Operating voltage is 5.00 ± 0.25 VDC.
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Specifications
i02848617
Injection Actuation Pressure Sensor

SMCS - 1925
(1) Connector plug assembly
(2) Final installation torque for the pressure sensor group ... 20 ± 2 N·m (15 ± 1 lb ft)
Operating voltage ... 5.00 ± 0.25 VDC
Operating temperature ... −40 to 120 °C (−40 to 248 °F)
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Specifications
i03002717
Engine Oil Pressure Sensor - If Equipped

SMCS - 1924
Typical example
(1) Sensor assembly
Tighten the sensor assembly to the following torque. ... 10 ± 2 N·m (90 ± 18 lb in)
(2) Port fitting
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Specifications
i01428683
Engine Oil Temperature Sensor

SMCS - 1929
(1) Sensor assembly
Tighten the sensor assembly to the following torque. ... 20 ± 3 N·m (15 ± 2 lb ft)
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Specifications
i01161328
Atmospheric Pressure Sensor - If Equipped

SMCS - 1923
Typical example
(1) Sensor assembly
(2) Plug
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Specifications
i04390246
Inlet Air Temperature Sensor

SMCS - 1921
Table 1
Specification for 130-9811 Temperature Sensor Gp
Torque to 20 ± 5 N·m (177 ± 44 lb in).
1 1 130-9811 Temperature Sensor Gp
Output type is Passive.
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Specifications
i03001811
Turbocharger Outlet Pressure Sensor

SMCS - 1917
(1) Sensor assembly
(2) Plug
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Specifications
i02307203
Speed/Timing Sensor
SMCS - 1907; 1912
(1) Bolt
(2) Sensor
(3) Flange
Note: The sensors must be replaced as a pair.
1. Seat both sensors to the sensor's flanges before tightening the bolt to the bracket.
2. Torque the bolt (1) to 28 ± 7 N·m (21 ± 5 lb ft).
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i01978837
Air Inlet Heater Solenoid - Remove and Install

SMCS - 1090-010
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Specifications
i01374901
Electric Starting Motor

SMCS - 1453
106-8557 Electric Starting Motor Gp
When the electric starting motor is viewed from the drive end, the motor rotates in the following direction. ...
Clockwise
No load conditions at 25°C (77°F)
Speed ... 6800 RPM minimum

Current ... 155 amp maximum
Voltage ... 23 V
(1) Tighten the nut on the battery terminal to the following torque. ... 30.5 ± 3.5 N·m (22 ± 3 lb ft)
(2) Tighten the ground terminal to the following torque. ... 30.5 ± 3.5 N·m (22 ± 3 lb ft)
(3) Tighten the nut on the switch terminal to the following torque. ... 2.25 ± 0.25 N·m (20 ± 2 lb in)
Note: The switch terminal must be insulated with heat shrink tubing. Do not use molded terminals.
(4) Tighten the nut on the motor terminal to the following torque. ... 30.5 ± 3.5 N·m (22 ± 3 lb ft)
(5) Tighten the nut on the motor frame terminal to the following torque. ... 25 ± 7 N·m (18 ± 5 lb ft)
Solenoid
Current draw at 24 V and 25°C (77°F)
Pull-in windings ... 64 amp at 24 V

Hold-in windings ... 10 amp at 24 V
Mounting Position
(A) The electric starting motor must be engine mounted with the start solenoid: ... 15° minimum above
horizontal
(B) Allowable range
106-8559 Electric Starting Motor Gp

Typical example
Typical solenoid connections
When the electric starting motor is viewed from the drive end, the motor rotates in the following direction. ...
Clockwise
No load conditions at 25°C (77°F)
Speed ... 8450 ± 1250 RPM

Current ... 65 ± 15 amp
Voltage ... 23 V
(1) Tighten the nut on the battery terminal to the following torque. ... 30.5 ± 3.5 N·m (22 ± 3 lb ft)
(2) Tighten the ground terminal to the following torque. ... 30.5 ± 3.5 N·m (22 ± 3 lb ft)
(4) Tighten the nut on the switch terminal to the following torque. ... 2.25 ± 0.25 N·m (20 ± 2 lb in)
(5) Tighten the nut on the motor terminal to the following torque. ... 14.7 ± 3.4 N·m (11 ± 3 lb ft)
Note: The internal torx screw must be held during tightening or loosening of the motor terminal nut.
(6) Tighten the nut on the motor frame terminal to the following torque. ... 8 ± 3 N·m (71 ± 27 lb in)
Solenoid
Current draw at 20 V and 25°C (77°F)
Pull-in windings ... 56.5 ± 4.5 amp at 20 V

Hold-in windings ... 14.6 amp at 20 V
Mounting Position
(A) The electric starting motor must be engine mounted with the start solenoid: ... 15° minimum above
horizontal
(B) Allowable range
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i05296779
Electric Starting Motor - Remove and Install

SMCS - 1453-010
Removal Procedure
Personal injury can result from failure to disconnect the battery.
First, disconnect the negative battery cable. Then, disconnect the

positive battery cable.
A positive power lead can cause sparks if the battery is not

disconnected. Sparks can possibly result in battery explosion or fire.
1. Disconnect cable strap (1).

2. Place an index mark on all of the harness assemblies. Disconnect the harness assemblies from electric
starting motor (2).
3. Fasten a suitable lifting device to electric starting motor (4). The weight of electric starting motor (4) is
4. Remove bolts (3).
5. Remove electric starting motor (4) and the gasket from the flywheel housing.
1. Install electric starting motor (4) in reverse order of removal.
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Specifications
i01427186
Magnetic Switch
SMCS - 7499
(1) Magnetic switch
Maximum coil voltage at 25 °C (77 °F)
Pull-in ... 8 volts

Hold-in ... 4 volts
Resistance at 20 °C (68 °F) ... 7.2 ± 0.7 ohms
(2) Nuts
Tighten the nuts to the following torque: ... 4 ± 0.5 N·m (35 ± 4.0 lb in)
Configuration of the contacts ... Normally open
Current with resistive load of the contacts ... 100 amp maximum
Voltage drop of the contacts ... 0.2 volt maximum
Note: The magnetic switch must be isolated from engine vibration.
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Specifications
i02477340
Electronic Control Wiring Group

SMCS - 1408
Typical Example
(1) Tighten the nuts for the magnetic switch assembly to the following torque. ... 6 ± .5 N·m (55 ± 4 lb in)
(2) Tighten the nut to the following torque. ... 6 ± 1 N·m (55 ± 9 lb in)
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Systems Operation
i02098497
Engine Design
SMCS - 1000
Cylinder And Valve Location
(A) Exhaust valve.
(B) Inlet valve.
Bore ... 110 mm (4.3 inch)
Stroke ... 127 mm (5.0 inch)
Displacement ... 7.25 L (442 cu in)
Number of cylinders ... 6

Cylinder arrangement ... In-line
Valves per cylinder ... 3
In order to check the engine valve lash setting, the engine must be cold and the engine must be stopped. Engine
valve lash settings
Inlet ... 0.38 ± 0.08 mm (0.015 ± 0.003 inch)

Exhaust ... 0.64 ± 0.08 mm (0.025 ± 0.003 inch)
Type of combustion ... Direct Injection
Firing Order ... 1 - 5 - 3 - 6 - 2 - 4
The crankshaft rotation is viewed from the flywheel end of the engine. Crankshaft rotation ... counterclockwise
Note: The front end of the engine is opposite the flywheel end of the engine. The left side of the engine and the
right side of the engine are viewed from the flywheel end of the engine. The number one cylinder is the front
cylinder.
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Systems Operation
i01464260
General Information
SMCS - 1000
Right side view
(1) Lifting eye

(2) Engine crankcase breather
(3) Turbocharger
(4) Oil filler
(6) Belt tensioner (if equipped)
(7) Water drain plug
(8) Crankshaft vibration damper
(9) Oil filter
(10) Jacket water pump
Left side view
(11) Oil filler
(12) Lifting eye
(13) Fuel filter
(14) Fuel priming pump (if equipped)

(15) Oil level gauge (typical example)
(16) Electronic Control Module (ECM)
(17) Customer Connector
(18) Air compressor
(19) Cylinder head grounding stud
(20) Oil drain plug
These engines are in-line six cylinder arrangements. The engine has a firing order of "1-5-3-6-2-4". The engine's
rotation is counterclockwise when the engine is viewed from the flywheel end of the engine. The engine utilizes
a turbocharger and an air-to-air aftercooler. The engines have a bore of 110 mm (4.3 inch) and a stroke of 127
mm (5.0 inch). The displacement is 7.25 L (442 cubic inch).
These engines use the hydraulic electronic unit injector (HEUI) for fuel injection. The HEUI eliminates many of
the mechanical components that are used in a pump-and-line system. The HEUI provides increased control of
the timing and increased control of the fuel air mixture. The timing advance is achieved by precise control of the
unit injector timing. Engine rpm is controlled by adjusting the injection duration. A special pulse wheel provides
information to the Electronic Control Module (ECM) for detection of cylinder position and engine rpm.
The engine has built-in diagnostics in order to ensure that all of the components are operating properly. In the
event of a system component failure, the operator will be alerted to the condition via the diagnostic lamp that is
located on the control panel. An electronic service tool can be used to read the numerical code of the faulty
component or condition. Intermittent faults are logged and stored in memory.
Starting The Engine

The engine's ECM will automatically provide the correct amount of fuel in order to start the engine. Do not hold
the throttle open while the engine is cranking. If the engine fails to start in twenty seconds, release the starting
switch. Allow the starting motor to cool for two minutes before using the starting motor again.
NOTICE
Excessive ether (starting fluid) can cause piston and ring damage. Use
ether for cold weather starting purposes only.
Cold Mode Operation

The ECM will set the cold start strategy when the coolant temperature is below 18 °C (64 °F).
Under these conditions, low idle rpm will be increased to 1000 rpm. The engine's power will also be limited.
Cold mode operation will be deactivated after any one of the following conditions:
• The coolant temperature is above 18 °C (64 °F).
• Fourteen minutes of running

After disabling, cold mode operation may ramp slowly back to 1000 rpm if the temperature conditions still exist.
Cold mode operation varies the fuel injection amount for white smoke cleanup. Cold mode operation also varies
the timing for white smoke cleanup. The engine operating temperature is usually reached before the walk-around
inspection is completed.
After the cold mode is completed, the engine should be operated at low rpm until normal operating temperature
is reached. The engine will reach normal operating temperature faster when the engine is operated at low rpm
and low power demand.
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i03993369
Engine Speed - Check

SMCS - 1000
Table 1
Tools Needed
Note: Caterpillar Electronic Technician (ET) can also be used.
You can observe the engine rpm, which is displayed on the status screen of Cat ET.
The 348-5430 Multi-Tool Gp can measure engine rpm from a magnetic pickup. This magnetic pickup is located
in the flywheel housing. Refer to Tool Operating Manual, NEHS1087 for the testing procedure.
The 348-5430 Multi-Tool Gp is also a photo-tachometer that is held by hand for general use. The multi-tool can
measure the engine speed by placing a piece of reflective tape on the crankshaft pulley. Refer to Tool Operating
Manual, NEHS1087 for the testing procedure.
Note: The measurement of engine rpm can be set with the Cat ET. Refer to the Troubleshooting manual.
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Troubleshooting
i05858228

SMCS - 1000-035
Probable Causes
• Event codes
• Flash file
• Fuel supply
• Unit injectors
• Combustion
Recommended Actions
Table 1


procedure.
Codes
Circuit - Test".

components.

components.

Flash File


the On position.

Test"
programmed to "On".

system to "On".

Test".

Applicable)
position.
the OFF position.
Switches are in
position position.
Circuit - Test".

not active.

Inject Circuit
not active. active.

properly.
Air Shutoff



correct engine rpm.
not zero rpm.
signal.
starting.

operating properly.
properly.
- Restrictions
- Collapsed Lines
-Fuel Transfer Pump
- Pinched Lines
- Loose Connections


circuit

problem.

manually.

the engine again.

ECM.
misfiring.
Pressure - Test".


STOP
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Troubleshooting
i05859665

SMCS - 1000-035
Probable Causes
• Throttle signal
• Cold mode
• Unit injectors
Recommended Actions
Table 1


(ECM).
to become active.

connectors.
connector.
Inspect".
3. Fuel Quality


Fuel
operating properly.
repairs.

Adjusting.


exhaust system.


5. Throttle Signal
Signal not stable.
circuit test.
the problem.

in cold mode.
Cold Mode service.

Unit Injectors
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Troubleshooting
i05451609
Engine Stalls at Low RPM

SMCS - 1915-035
Note: Refer to Troubleshooting, "Cat ET Service Features" for information about service features.
Probable Causes
• Unit injectors
• Fuel supply
• Air supply
• Engine idle
Recommended Actions
Table 1
Result: The J1/P1 and

1. Unit Injectors J2/P2 connectors have been
installed correctly.
A. Check for correct installation of the J1/P1 and J2/P2
connectors for the Electronic Control Module (ECM). Unit Result: The J300/P300
Injectors connectors have been
B. Check for correct installation of the J300/P300 connectors installed correctly.
for the unit injectors. Refer to the diagnostic functional test
Troubleshooting, "Electrical Connectors - Inspect". Proceed to Test Step 2.
Result: The connectors

have not been installed

properly.
Repair the connectors.
Result: The fuel lines are

OK.
Result: The fuel lines are

2. Fuel Supply
NOT OK.
A. Check the fuel pressure. Refer to Systems Operation/Testing
Replace or repair the fuel
and Adjusting.
lines.
B. Check the fuel lines for the following problems: restrictions,
Result: The fuel tank does
collapsed lines and pinched lines.
not have a blockage of the
fuel supply.
C. Check the fuel tank for foreign objects which may block the
fuel supply.
Result: The fuel tank has a
Fuel Supply
blockage of the fuel tank.
Note: A sight glass in the low-pressure supply line is helpful in
diagnosing air in the fuel. Refer to Systems Operation/Testing
Repair the blockage in the
and Adjusting.
fuel tank.
D. Cold weather adversely affects the characteristics of the
Result: The fuel pressure is
fuel. Refer to the Operation and Maintenance Manual.
OK.
E. Check the fuel pressure after the fuel filter while the engine
is being cranked. For the correct pressure values, refer to the
Systems Operation/Testing and Adjusting manual.
Result: The fuel pressure is
NOT OK.
Make the necessary repairs.
Result: The are no

restrictions in the air inlet
system.
3. Air Supply Proceed to Test Step 4.

Air inlet
A. Check for restrictions in the air inlet system. Refer to system Result: There are
Systems Operation/Testing and Adjusting. restrictions in the air inlet
system.
Repair the restrictions in the

air inlet system.
4. Engine Idle Parameters Result: The low engine idle

parameters are OK.
A. Check the parameter for the low engine idle (if applicable). Result: The low engine idle
Refer to Troubleshooting, "System Configuration Parameters". parameters are NOT OK.
Repair the low engine idle

parameters.
Result: An engine
5. Engine Accessories
accessory is creating an
Engine
excessive load.
A. Inspect any engine accessories and the transmission (if accessories
applicable).
Repair the engine accessory.
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Troubleshooting
i05451717
Engine Vibration
SMCS - 1000-035
Probable Causes
• Vibration damper
• Engine supports
• Driven equipment
• Engine misfiring or running rough
Recommended Actions
Table 1
Result: The vibration damper has not

been damaged.
1. Vibration Damper Proceed to Test Step 2.
A. Check the vibration damper for damage. Damage to Result: The vibration damper has
vibration damper been damaged.
B. Inspect the mounting bolts for damage
and/or for wear. Replace the vibration damper.
Replace any damaged bolts. Refer to
the Disassembly and Assembly
manual.
2. Engine Supports Loose or broken Results: Mounts and brackets are not
mounts damaged.
A. Inspect the mounts and the brackets while
you run the engine through the speed range. Proceed to Test Step 3.
Results: Mounts and brackets are

Look for mounts and brackets that are loose damaged.
and/or broken.
Tighten all of the mounting bolts.
Install new components, if necessary.
Result: Driven equipment is OK.
STOP
3. Driven Equipment
Alignment and
balance of driven Result: Driven equipment is NOT
Check the alignment and the balance of the
equipment OK.
driven equipment.
Repair or replace the faulty driven
equipment.
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Troubleshooting
i02214238
Engine Will Not Crank

SMCS - 1000-035
Probable Causes
• Batteries
• Battery cables
• Starting motor
• Flywheel ring gear
• Transmission
• Engine accessories
• Hydraulic cylinder lock
• Internal engine problem
Recommended Actions
Batteries and/or Battery Cables
1. Inspect the main power switch, battery posts, and battery cables for loose connections and for corrosion. If
the battery cables are corroded, remove the battery cables and clean the battery cables. Tighten any loose
connections.
2. Inspect the batteries.
a. Charge the batteries. Refer to Special Instruction, SEHS7633, "Battery Test Procedure".
b. Load test the batteries. Refer to Special Instruction, SEHS9249, "Use of 4C-4911 Battery Load
Tester for 6, 8 and 12 Volt Lead Acid Batteries".
Starting Motor Solenoid or Starting Circuit

1. Test the operation of the starting motor solenoid.
2. Check the wiring to the starting motor solenoid.
Starting Motor or Flywheel Ring Gear

1. Test the operation of the starting motor.
2. Inspect the starter motor pinion and the flywheel ring gear for damage.
Transmission or Engine Accessories

1. Ensure free movement of the driveline.
2. Ensure that the timing pin was not left in the flywheel housing.
3. Remove any engine accessories that may lock up the engine and inspect any engine accessories that may
lock up the engine.
The following list illustrates examples of engine accessories that may lock up the engine:
◦ Hydraulic pump that is driven from the rear gear group
◦ Air compressor
◦ Engine oil pump
◦ Other components that are driven by the engine
Hydraulic Cylinder Lock

Check for fluid in the cylinders (hydraulic cylinder lock) by removing the individual unit injectors.
Note: Drain the fuel from the cylinder head. Fuel will flow from the cylinder head into the cylinders when the
unit injector is removed.
Internal Engine Problem

Disassemble the engine. Refer to the Disassembly and Assembly manual. Inspect the internal components for the
• Seizure
• Broken components
• Bent components
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Troubleshooting
i05901433

SMCS - 1088-035
Probable Causes
• Flash file
• Fuel quality
Recommended Actions
Table 1
leaks.

procedure.


Signal
information.
problem.


inspect the sensor.
Pressure
Sensor
sensor.


5. Flash File
Flash File
installed.
Quality
STOP

7. Valve Adjustment
correctly.
Valve Lash
procedure.
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Troubleshooting
i02456160

SMCS - 1088-035
Probable Causes
• Starting aids
• Unit injectors
• Flash file
• Fuel supply
• Component wear
• Cooling system
Recommended Actions
Starting Aids


Engine Speed/Timing
Unit Injectors
Flash File
Fuel Supply
higher cetane fuel.
Component Wear
Cooling System
Adjusting.
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Troubleshooting
i05917899
Low Engine Oil Pressure

SMCS - 1348-035-LP
NOTICE
Do not operate engine with low oil pressure. Engine damage will result.
If measured engine oil pressure is low, discontinue engine operation
until the problem is corrected.
Probable Causes
• Engine oil level
• Engine oil filters and oil filter bypass valve
• Engine oil pump
• Engine oil cooler
• Fuel dilution
• Engine wear
Recommended Actions
Table 1
Result: The oil level is correct.

1. Engine Oil Level Level
Result: The oil level is not

correct.
A. Inspect the engine oil level.
Repair: If engine oil is low, add
engine oil. Refer to the Operation
and Maintenance Manual.
Result: The engine is up to date

with service and the operation of
the oil filter bypass valve is
working correctly.

2. Engine Oil filters and Oil Filter Bypass Valve
Result: The engine is not up to
A. Check the service records of the engine for information
date with service and the oil filter
that is related to the last oil change. Oil Filter
bypass valve is not properly
operating.
B. Check the operation of the oil filter bypass valve.
Result: Perform an oil change on
the engine with new filters and
clean the bypass valve and the
housing. If necessary, install new
parts.
Result: There is no blockage of

the inlet screen and the engine oil
pump components do not have
excessive wear.
3. Engine Oil Pump
A. Check for blockage of the inlet screen for the engine oil
pump. Result: There is blockage of the
Oil Pump
inlet screen and/or the engine oil
B. Check the components of the engine oil pump for pump components have
excessive wear. excessive wear.
Repair: Remove blockage from

the inlet screen and repair the oil
pump or replace the oil pump.
Result: There is no debris or

4. Oil Cooler restrictions in the oil cooler.
A. Check the inlet side of the oil cooler for debris or Restriction Proceed to Test Step 5.
blockage.
Result: There is debris or
restrictions in the oil cooler.
Repair: Clean or replace the oil

cooler.
If the problem is not resolved,

proceed to Test Step 5.
Result: There is no presence of

fuel in the oil.
5. Fuel Dilution
A. Check for presence of fuel in the lubricating oil.
Fuel
Result: There is presence of fuel
Dilution
Refer to the troubleshooting without a diagnostic code in the oil.
procedure Troubleshooting, "Fuel Dilution of Engine Oil".
repairs and return to service.
6. Engine Wear
A. Inspect the camshaft and/or camshaft bearings for Result: There is excessive wear
excessive wear. on the camshaft, camshaft
bearings, and/or crankshaft,
B. Inspect the crankshaft and/or crankshaft bearings. crankshaft bearings.
Engine
Wear
Excessive wear to discrete components may be an Repair: Repair or replace the
indication of a blocked oil passage. Use an oil pressure damaged components and return
gauge to check the oil pressure at the main oil gallery. This to service.
will help determine if the excessive wear is from low
system pressure or from passages that are blocked.
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Troubleshooting
i02111236

SMCS - 1000-035
Probable Causes
• Event codes
• Engine rating
• Starting aids
• Throttle signal
• Fuel supply

Recommended Actions

Engine Rating
Starting Aids
Cold Mode
Air Inlet Heater


PTO Enable Switch


Circuits - Test".
Throttle Signal


System-Test".
Fuel Supply
FRC Fuel Position

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Troubleshooting
i02111247

SMCS - 1000-035
Probable Causes
• Starting aids
• Fuel supply
Recommended Actions
Engine "Derated"
Starting Aids
Cold Mode
information.


procedure.

Table 1
1 72 1-11 651-11
2 72 2-11 652-11
3 73 3-11 653-11
4 73 4-11 654-11
5 74 5-11 655-11
6 74 6-11 656-11
FRC Fuel Position
pressure.
screen.

Fuel Supply
performed:
NOTICE
again.
System-Prime".
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Troubleshooting
i02449881
E004 Engine Overspeed Shutdown

SMCS - 7427-038
The Electronic Control Module (ECM) detects an engine overspeed condition. Information on default settings
and ranges for this event can be found in Troubleshooting, "Event Codes".
System Response:
The operator may be operating the engine incorrectly.
Test Step 1. Interview the Operator
Determine the events that caused the overspeed of the engine. Make corrections in order to prevent the
overspeed from recurring.
Results:
• OK - STOP
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Troubleshooting
i02450231
E190 Engine Overspeed Warning

SMCS - 7427-038
The Electronic Control Module (ECM) detects an engine overspeed condition. Information on default settings
and ranges for this event can be found in Troubleshooting, "Event Codes".
System Response:
The operator may be operating the engine incorrectly.
Test Step 1. Interview the Operator
Determine the events that caused the overspeed of the engine. Make corrections in order to prevent the
overspeed from recurring.
Results:
• OK - STOP
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i02357647
General Information
SMCS - 7553
Mismatched or incorrect fasteners can result in damage or malfunction,

or personal injury.
Take care to avoid mixing metric dimensioned fasteners and inch

dimensioned fasteners.
Introduction to Torque
"Torque" is measured in terms of force and distance. Force is the amount of pushing or pulling applied at the end
of the lever. Distance is the length of the lever that is being used. Torque values are given in the following units:
NEWTON meters (N·m), pound inches (lb in) and pound feet (lb ft)
This manual is intended to provide the operator with a reference. This manual will provide the standard torque
settings for the following: bolts, nuts, plugs, fittings and clamps.
Exceptions to these torques are given in the Service Manual, if necessary.
Be sure to use a torque wrench that has the proper range. Torque wrenches must be used properly in order to
ensure that the correct torque is applied. Always use a smooth pull for torque wrenches. Do not jerk a torque
wrench. Do not use adapters that change the length of the torque wrench. For the correct use of your torque
wrench, refer to the instructions that were packaged with your torque wrench. For more information on the
correct use of torque wrenches, refer to Special Publication, SEBV0516, "An Introduction to Torque".
Prior to installation of any hardware, ensure that components are in near new condition. Bolts and threads must
not be worn or damaged. Threads must not have burrs or nicks. Hardware must be free of rust and corrosion.
Clean reused fasteners with a noncorrosive cleaner. Lightly lubricate the threads of reused fasteners. Lightly
lubricate the mating surface of the head of reused fasteners. Other applications for lubricating fasteners may also
be specified in the Service Manual. The Service Manual may also specify the use of sealants and compounds.
Note: Do not use sealants that are not specified in the Service Manual. Do not use compounds that are not
specified in the Service Manual. Clean old compound from the bolt and from the hole before installation.
Torque-Turn
The torque-turn method is used when precise control over clamping force is required. There is an initial torque
and an additional turn. The initial torque is required to bring all parts of the joint into contact. The additional turn
provides the desired clamping force. Ensure that all fasteners have been torqued before you perform the
additional turns. Turn the fastener according to the specified amount. The specified amount will normally be
equal to or greater than 90°. The specified amount will normally be in 30° increments. Turns of 120° or 180° are
preferred. Turns of 120° or 180° are easily measured by the points of the hex head of the fastener. Lubrication
may be specified in order to reduce the effort that is required for the final turn. The use of the torque-turn method
will allow the following:
• Increase the life of the fastener.
• Maximize the potential clamping force of a fastener.
Typical applications are the following:
• Track bolts
• Sprocket bolts
• Connecting rod bolts
• Engine Cylinder Heads
• Drive Shaft bolts
Note: Too much tension on the bolt will cause the bolt to be stretched beyond the point of yield. The bolt will be
permanently stretched. The bolt will loosen the grip on the parts that are being fastened. If the bolt is tightened
again, the bolt will break. Do not reuse bolts that have been permanently stretched.
Torque Sequence
Unless the bolt tightening sequence is specified by the Service Manual, the fasteners should be tightened in a
cross pattern. Use Step 1 through Step 5 unless the tightening sequence is specified:
1. Hand tighten all fasteners. Larger fasteners may require the use of a small hand wrench.
2. Torque all fasteners to 40% of full torque.
4. Torque all fasteners to full torque by using a cross pattern. Large flanges may require additional passes.
5. Apply at least one final full torque to all fasteners in a clockwise direction until all torque is uniform.
Large flanges may require additional passes.
Note: Final torque may be a turn.

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i06242141
English (SAE) Fasteners

SMCS - 7553
English (SAE) Nuts and Bolts
Table 1
Thread Size
Torque
Inch
1/4 12 ± 3 N·m (105 ± 27 lb in)
5/16 25 ± 6 N·m (220 ± 53 lb in)
3/8 47 ± 9 N·m (35 ± 7 lb ft)
7/16 70 ± 15 N·m (50 ± 11 lb ft)
1/2 105 ± 20 N·m (75 ± 15 lb ft)
9/16 160 ± 30 N·m (120 ± 22 lb ft)
5/8 215 ± 40 N·m (160 ± 30 lb ft)
3/4 370 ± 50 N·m (275 ± 37 lb ft)
7/8 620 ± 80 N·m (460 ± 60 lb ft)

1 900 ± 100 N·m (660 ± 75 lb ft)
1 1/8 1300 ± 150 N·m (960 ± 110 lb ft)
1 1/4 1800 ± 200 N·m (1320 ± 150 lb ft)
1 3/8 2400 ± 300 N·m (1780 ± 220 lb ft)
1 1/2 3100 ± 350 N·m (2280 ± 260 lb ft)
English (SAE) Machine Screws
Table 2
Thread Size
Torque
No.
No. 4 (.112) 0.50 ± 0.10 N·m (4.4 ± 0.9 lb in)
No. 5 (.125) 0.70 ± 0.15 N·m (6.2 ± 1.3 lb in)
No. 6 (.138) 0.90 ± 0.20 N·m (8.0 ± 1.8 lb in)
No. 8 (.164) 1.70 ± 0.40 N·m (15.0 ± 3.5 lb in)
No. 10 (.190) 2.30 ± 0.50 N·m (20.4 ± 4.4 lb in)
No 12 (.216) 3.40 ± 0.70 N·m (30.1 ± 6.2 lb in)
Hex Button Head Screw and Set Screws

Table 3
Thread Size
Torque
inch
# 4 & #5 .6 ± .1 N·m (5 ± 0.9 lb in)
#6 & #8 2 ± .3 N·m (18 ± 3 lb in)
#10 & #12 4 ± .5 N·m (35 ± 4 lb in)
1/4 6 ± 1 N·m (55 ± 9 lb in)
5/16 13 ± 3 N·m (115 ± 27 lb in)
3/8 25 ± 6 N·m (220 ± 53 lb in)
7/16 40 ± 8 N·m (20 ± 6 lb ft)
1/2 60 ± 12 N·m (44 ± 9 lb ft)
9/16 85 ± 15 N·m (65 ± 11 lb ft)
5/8 115 ± 20 N·m (85 ± 15 lb ft)
3/4 200 ± 40 N·m (150 ± 30 lb ft)
7/8 325 ± 40 N·m (240 ± 30 lb ft)
1 500 ± 65 N·m (370 ± 48 lb ft)
1 1/8 700 ± 90 N·m (520 ± 65 lb ft)
1 1/4 1000 ± 125 N·m (740 ± 90 lb ft)
1 3/8 1300 ± 150 N·m (960 ± 110 lb ft)
1 1/2 1700 ± 200 N·m (1260 ± 150 lb ft)
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i06242090
Metric (ISO) Fasteners

SMCS - 7553
Metric (ISO) Nuts and Bolts
Note: The following table has the recommended standard torque values for metric nuts and bolts for use on all
Caterpillar equipment and Mitsubishi engines.
Table 1
Thread Size
Torque
mm
M6 12 ± 3 N·m (105 ± 27 lb in)
M8 28 ± 7 N·m (250 ± 62 lb in)
M10 55 ± 10 N·m (41 ± 7 lb ft)
M12 100 ± 20 N·m (75 ± 15 lb ft)
M14 160 ± 30 N·m (120 ± 22 lb ft)
M16 240 ± 40 N·m (175 ± 30 lb ft)
M20 460 ± 60 N·m (340 ± 44 lb ft)

M24 800 ± 100 N·m (590 ± 75 lb ft)
M30 1600 ± 200 N·m (1180 ± 150 lb ft)
M36 2800 ± 350 N·m (2060 ± 260 lb ft)
Note: The following table has the recommended standard torque values for metric nuts and bolts for use on
Perkins engines.
Table 2
Thread Size
Torque
mm
M6 5 N·m (44 lb in)
M8 22 N·m (195 lb in)
M10 44 N·m (32 lb ft)
M12 78 N·m (60 lb ft)
M14 124 N·m (90 lb ft)
M16 177 N·m (130 lb ft)
M18 200 N·m (150 lb ft)
M20 400 N·m (300 lb ft)
M24 790 N·m (580 lb ft)
Note: The difference between Caterpillar standard torque values and Perkins standard torque values are due to
different classes of fasteners. Caterpillar uses class 10.9 fasteners. Perkins uses class 8.8 fasteners. The different
class of fasteners have different tensile strengths.
Metric (ISO) Machine Screws
Table 3
Thread Size
Torque
mm
M2.5 0.40 ± 0.10 N·m (3.5 ± 0.9 lb in)
M3 0.70 ± 0.15 N·m (6.2 ± 1.3 lb in)
M4 1.70 ± 0.40 N·m (15.1 ± 3.5 lb in)
M5 3.30 ± 0.70 N·m (29.2 ± 6.2 lb in)
Table 4
Thread Size
Torque
mm
M3 .6 ± .1 N·m (5 ± 0.9 lb in)
M4 2 ± .3 N·m (18 ± 3 lb in)
M5 4 ± .5 N·m (35 ± 4 lb in)
M6 6 ± 1 N·m (55 ± 9 lb in)
M8 15 ± 2 N·m (135 ± 18 lb in)
M10 30 ± 7 N·m (265 ± 62 lb in)
M12 50 ± 10 N·m (37 ± 7 lb ft)
M14 80 ± 15 N·m (60 ± 11 lb ft)
M16 125 ± 20 N·m (90 ± 15 lb ft)
M20 250 ± 40 N·m (185 ± 30 lb ft)
M24 425 ± 50 N·m (310 ± 37 lb ft)
M30 850 ± 100 N·m (620 ± 75 lb ft)
M36 1500 ± 200 N·m (1100 ± 150 lb ft)
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i01206505

SMCS - 7553; 7554
Table 1
7.9 mm (0.31 inch) 0.9 ± 0.2 N·m (8 ± 2 lb in)
13.5 mm (0.53 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
15.9 mm (0.63 inch) 7.5 ± 0.5 N·m (65 ± 4 lb in)

7.9 mm (0.31 inch) 0.7 ± 0.2 N·m (6 ± 2 lb in)
13.5 mm (0.53 inch) 3.0 ± 0.5 N·m (27 ± 4 lb in)

15.9 mm (0.63 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
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i06243587
Hose Clamps
SMCS - 7553; 7554
Table 1

(1)

Table 2
Wave Liner Clamps

Table 3
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Specifications
i02929935
Engine Design
SMCS - 1201
(A) Exhaust valve
(B) Inlet valve
Bore ... 110.0 mm (4.33 inch)
Stroke ... 127.0 mm (5.00 inch)
Displacement ... 7.2 L (439 cu in)
Number of cylinders ... 6
Cylinder arrangement ... In-line
Valves per cylinder ... 3

Type of combustion ... Direct injection
Note: The front end of the engine is opposite of the flywheel end of the engine. The left side of the engine and
the right side of the engine are viewed from the flywheel end of the engine. The no. 1 cylinder is the front
cylinder.
Crankshaft rotation (view from the flywheel end) ... Counterclockwise
Valve lash with engine stopped (cold)
Inlet ... 0.38 ± 0.08 mm (0.015 ± 0.003 inch)

Exhaust ... 0.64 ± 0.08 mm (0.025 ± 0.003 inch)
Firing order ... 1, 5, 3, 6, 2, 4
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Systems Operation
i01382643
Fuel System
SMCS - 1250
Introduction
HEUI Component Diagram
(1) Hydraulic pump. (2) Oil flow to engine. (3) Engine oil pump. (4) Injectors. (5) Oil filter. (6) Oil cooler. (7) IAP control valve. (8)
IAP sensor. (9) Fuel supply rail. (10) Fuel transfer pump. (11) Secondary fuel filter. (12) Fuel tank. (13) Fuel pressure regulator. (14)
Primary fuel filter/water separator. (15) Back of cam gear. (16) Speed/timing sensors. (17) Turbocharger inlet pressure sensor. (18)
Throttle position sensor. (19) Batteries. (20) ECM. (21) Coolant temperature sensor. (22) Engine oil temperature sensor. (23) Data
link. (24) Inlet air temperature sensor. (25) Fuel pressure sensor. (26) Oil pressure sensor. (27) Turbocharger outlet pressure sensor.
(28) Atmospheric pressure sensor.
This engine is equipped with hydraulic electronic unit injectors (HEUI). The operation of the HEUI fuel system
is completely different from the operation of other fuel systems that are mechanically actuated. The HEUI fuel
system is completely free of adjustment. Adjustments to the components that are mechanical can not be made.
Changes in performance are made by installing different software in Electronic Control Module (ECM) (20) .
This fuel system consists of six basic components:
• Hydraulic Pump (1)
• Hydraulic Electronic Unit Injector (HEUI) (4)
• Injection Actuation Pressure Control Valve (7)
• Injection Actuation Pressure Sensor (8)
• Fuel Transfer Pump (10)
• Electronic Control Module (ECM) (20)
Note: The components of the HEUI fuel system are not serviceable. These fuel system components must not be
disassembled. Disassembly will damage the components. If the components have been disassembled, Caterpillar
may not allow a warranty claim or Caterpillar may reduce the warranty claim.
Component Description
Hydraulic Pump
Hydraulic pump (1) (high pressure oil pump) is located at the left front corner of the engine. The hydraulic pump
is a piston pump that has a fixed displacement. The hydraulic pump uses an axial piston. The hydraulic pump
uses a portion of the engine lubrication oil. The hydraulic pump pressurizes the engine lubrication oil to the
injection actuation pressure that is required in order to power the HEUI injectors.
Hydraulic Electronic Unit Injector

The HEUI fuel system utilizes a hydraulically actuated electronically controlled unit injector (4) .
All fuel systems for diesel engines use a plunger and barrel in order to pump fuel under high pressure into the
combustion chamber. This fuel is pumped into the combustion chamber in precise amounts in order to control
engine performance. The HEUI uses engine oil under high pressure in order to power the plunger. All other fuel
systems use a fuel injection pump camshaft lobe in order to power the plunger. Because the HEUI is much
different, a technician must use different troubleshooting methods.
The HEUI uses engine lubrication oil that is pressurized from 6 MPa (870 psi) to 24 MPa (3500 psi) in order to
pump fuel from the injector. The HEUI operates in the same way as a hydraulic cylinder in order to multiply the
force of the high pressure oil. By multiplying the force of the high pressure oil, the HEUI can produce injection
pressures that are very high. This multiplication of pressure is achieved by applying the force of the high
pressure oil to a piston. The piston is larger than the plunger by approximately six times. The piston that is
powered by engine lubrication oil under high pressure pushes on the plunger. This engine lubrication oil under
high pressure is called the actuation pressure of the oil. The actuation pressure of the oil generates the injection
pressure that is delivered by the unit injector. Injection pressure is greater than actuation pressure of the oil by
approximately six times.
Low actuation pressure of the oil results in low injection pressure of the fuel. During conditions of low speed
such as idle and start, low injection pressure is utilized.
High actuation pressure of the oil results in high injection pressure of the fuel. During conditions of high speed
such as high idle and acceleration, high injection pressure is utilized.
There are many other operating conditions when the injection pressure is between the minimum and the
maximum. Regardless of the speed of the engine, the HEUI fuel system provides infinite control of injection
pressure.
Injection Actuation Pressure Control Valve (IAP Control Valve)

Injection actuation pressure control valve (7) (IAP Control Valve) is located on the side of hydraulic pump (1).
Under most conditions, the pump is producing excess oil flow. The IAP Control Valve discharges excess pump
flow to the drain in order to control injection actuation pressure to the desired level. The IAP Control Valve is a
valve of high precision that controls the actual actuation pressure. The performance maps of ECM (20) contain a
desired actuation pressure for every engine operating condition. The ECM sends a control current to the IAP
Control Valve. The control current should make the actual actuation pressure equal to the desired actuation
pressure.
IAP Control Valve (7) is an actuator. The IAP Control Valve converts an electrical signal from ECM (20) to the
mechanical control of a spool valve in order to control pump outlet pressure.
Injection Actuation Pressure Sensor (IAP)

IAP Sensor (8) is installed in the high pressure oil manifold. The high pressure oil manifold supplies actuation
oil in order to power the unit injectors. The IAP Sensor monitors injection actuation pressure. The IAP Sensor
sends a continuous voltage signal back to ECM (20). The ECM interprets the signal. The ECM is aware of the
injection actuation pressure at all times.
Fuel Transfer Pump

Fuel transfer pump (10) is mounted on the back of hydraulic pump (1). The fuel transfer pump is used in order to
draw fuel from fuel tank (12). Also, the fuel transfer pump is used in order to pressurize the fuel to 450 kPa (65
psi). The pressurized fuel is supplied to injectors (4) .
Fuel transfer pump (10) is a simple gear pump. Fuel transfer pump (10) contains an integral pressure relief valve.
Fuel pressure is typically limited between 400 kPa (60 psi) and 830 kPa (120 psi). Excess fuel flows from the
pressure relief valve through an internal passage to the inlet side of the pump. The pressure relief valve is on the
outlet side of the pump.
Electronic Control Module (ECM)

Electronic Control Module (ECM) (20) is located on the left side of the engine. The ECM is a powerful
computer that provides total electronic control of engine performance. The ECM uses data from engine
performance that is gathered by several sensors. Then, the ECM uses this data in order to make adjustments to
the fuel delivery, injection pressure and injection timing. The ECM contains programmed performance maps
(software) in order to define horsepower, torque curves and rpm. This software is commonly called the
personality module.
Some engines use Electronic Control Modules (ECM) (20) with a replaceable computer chip. The software has
already been installed in the replaceable computer chip.
ECM (20) logs faults of engine performance. Also, the ECM is capable of running several diagnostic tests
automatically when the ECM is used with an electronic service tool such as the ET or the Electronic Control
Analyzer Programmer (ECAP).
HEUI Fuel System Operation

Low Pressure Fuel System
Low Pressure Fuel System
(9) Fuel supply rail. (10) Fuel transfer pump. (11) Secondary fuel filter. (12) Fuel tank. (13) Fuel pressure regulator. (14) Primary fuel
filter/water separator.
The low pressure fuel system serves three functions. The low pressure fuel system supplies fuel for combustion
to injectors (4). Also, the low pressure fuel system supplies excess fuel flow in order to cool the unit injectors
and the low pressure fuel system supplies excess fuel flow in order to remove air from the system.
The low pressure fuel system consists of five basic components:
• Fuel transfer pump (10)
• Fuel filter (11)
• Fuel tank (12)
• Fuel pressure regulator (13)
• Primary fuel filter/water separator (14)
Fuel transfer pump (10) is mounted on the back of hydraulic pump (1). The fuel transfer pump pushes
pressurized fuel out of the outlet port and the fuel transfer pump draws new fuel into the inlet port.
Fuel is drawn from fuel tank (12) and flows through primary fuel filter/water separator (14) .
Fuel flows from primary fuel filter/water separator (14) to the inlet side of fuel transfer pump (10) .
Fuel flows from the outlet port of fuel transfer pump (10) through fuel filter (11). Fuel flows from fuel filter (11)
to the fuel supply passage in the cylinder head. The fuel supply passage is a drilled hole which begins at the front
of the cylinder head. The fuel supply passage extends to the back of the cylinder head. This passage connects
with each unit injector bore in order to supply fuel to unit injectors (4). Fuel from the transfer pump flows
through the cylinder head to all of the unit injectors. Excess fuel exits the cylinder head through the fuel pressure
regulator (13) .
Fuel pressure regulator (13) 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) in order to
allow the fuel which has flowed through the orifice to return to fuel tank (12). When the engine is off and no fuel
pressure is present, the spring loaded check valve closes. The spring loaded check valve closes in order to
prevent the fuel in the cylinder head from draining back to the fuel tank.
Injection Actuation System
Actuation Oil Flow

Flow Path of Injection Actuation Oil
(1) Hydraulic pump. (2) Oil flow to engine. (3) Engine oil pump. (4) Injectors. (5) Oil filter. (6) Oil cooler.
The injection actuation system serves two functions. The injection actuation system supplies high pressure oil in
order to power HEUI injectors (4). Also, the injection actuation system controls the injection pressure that is
produced by the unit injectors by changing the actuation pressure of the oil.
The injection actuation system consists of five basic components:
• Hydraulic pump (1)
• Engine oil pump (3)

• Engine oil filter (5)
• Injection actuation pressure control valve (IAP Control Valve) (7)
• Injection actuation pressure sensor (IAP Sensor) (8)
Oil from engine oil pump (3) supplies the needs of the engine lubrication system. Also, oil from the engine oil
pump supplies the needs of hydraulic pump (1) for the fuel system. The capacity of the engine oil pump has been
increased in order to meet the additional flow requirement that is necessary.
Oil that is drawn from the sump is pressurized to the lubrication system oil pressure by engine oil pump (3). Oil
flows from the engine oil pump through engine oil cooler (6), through engine oil filter (5), and then to the main
oil gallery. A separate circuit from the main oil gallery directs a portion of the lubrication oil in order to supply
hydraulic pump (1). A steel tube on the left side of the engine connects the main oil gallery with the inlet port of
the hydraulic pump.
Oil flows into the inlet port of hydraulic pump (1) and the oil fills the pump reservoir. The pump reservoir
provides oil to the hydraulic pump during start-up. Also, the pump reservoir provides oil to the hydraulic pump
until the engine oil pump can increase pressure.
The pump reservoir also provides makeup oil to the high pressure oil passage in the cylinder head. When the
engine is off and the engine cools down, the oil shrinks. A check valve in the pump allows oil to be drawn from
the pump reservoir in order to keep the high pressure oil passage full.
Oil from the pump reservoir is pressurized in hydraulic pump (1) and the oil is pushed out of the outlet port of
the pump under high pressure. Oil then flows from the outlet port of the hydraulic pump to the high pressure oil
passage in the cylinder head.
The high pressure oil passage connects with each unit injector bore in order to supply high pressure actuation oil
to unit injectors (4). Actuation oil that is under high pressure flows from hydraulic pump (1) through the cylinder
head to all of the injectors. Oil is contained in the high pressure oil passage until the oil is used by the unit
injectors. Oil that has been exhausted by the unit injectors is expelled under the valve covers. This oil returns to
the crankcase through oil drain holes in the cylinder head.
Actuation Oil Pressure Control

Pressure Control for the Injection Actuation Oil
(1) Hydraulic pump. (2) Oil flow to engine. (3) Engine oil pump. (4) Injectors. (5) Oil filter. (6) Oil cooler. (7) IAP control valve. (8)
IAP sensor. (9) Fuel supply rail. (12) Fuel tank. (13) Fuel pressure regulator. (20) ECM.
Hydraulic pump (1) is a fixed displacement axial piston pump. The pump is designed in order to generate
adequate flow under the conditions that are the most demanding.
Under most operating conditions, hydraulic pump (1) is producing excess flow. This excess flow must be
discharged to a drain in order to control the system's pressure. IAP Control Valve (7) regulates system pressure
by discharging the precise amount of oil to the drain. This discharging of oil is required in order to maintain the
desired actuation pressure.
There are two types of actuation pressure:
• Desired actuation pressure
• Actual actuation pressure
Desired actuation pressure is the injection actuation pressure that is required by the system for optimum engine
performance. The desired actuation pressure is established by the performance maps in ECM (20). The ECM
selects the desired actuation pressure. The ECM bases the selection on the signal inputs from many sensors.
Some of the sensors that are supplying signal inputs to the ECM are speed-timing sensors (16), turbocharger
inlet pressure sensor (17), throttle position sensor (18), coolant temperature sensor (21), turbocharger outlet
pressure sensor (27), and coolant temperature sensor (21). The desired actuation pressure is constantly changing.
These changes are based on load, various sensor inputs, and engine speed. The desired actuation pressure is only
constant under steady state conditions (steady engine speed and load).
Actual actuation pressure is the actual system pressure of the actuation oil that is powering the injectors (4). IAP
Control Valve (7) is constantly changing the amount of pump flow that is discharged to the drain. The pump
flow is discharged to the drain in order to match the actual actuation pressure to the desired actuation pressure.
Three components operate together in order to control injection actuation pressure:
• ECM (20)
• IAP Control Valve (7)
• IAP Sensor (8)
ECM (20) selects the desired actuation pressure which is based on sensor inputs and performance maps. The
ECM sends a control current to IAP Control Valve (7) in order to change the actual actuation pressure. The IAP
Control Valve reacts to the electrical current from the ECM in order to change the actual actuation pressure. The
actual actuation pressure is changed when the IAP Control Valve discharges pump flow to the drain. The IAP
Control Valve acts as an electrically controlled relief valve. IAP Sensor (8) monitors the actual actuation
pressure in the high pressure oil passage. The IAP Sensor reports the actual actuation pressure to the ECM by
sending a signal voltage to the ECM.
The injection actuation pressure control system operates in a cycle. ECM (20) selects the desired actuation
pressure. Then, the ECM sends an electrical current to IAP Control Valve (7) that should produce that pressure.
The IAP Control Valve reacts to the electrical current from the ECM by changing the pressure relief setting,
which changes the actual actuation pressure. IAP Sensor (8) monitors the actual actuation pressure and the IAP
Sensor sends a signal voltage back to the ECM. The ECM interprets the signal voltage from the IAP Sensor in
order to calculate the actual actuation pressure. Then, the ECM compares the actual actuation pressure to the
desired actuation pressure in order to adjust the electrical current to the IAP Control Valve. The IAP Control
Valve responds to the change in electrical current by changing the actual actuation pressure. This process is
repeated 67 times per second. This cycle of constant repetition is called a closed loop control system.
Most of the high pressure oil flow from hydraulic pump (1) is used in order to power unit injectors (4). Excess
flow is the amount of pump flow that is not required in order to meet the desired actuation pressure. The excess
flow is returned to the drain through IAP Control Valve (7). Excess flow from the IAP Control Valve flows
upward through a U-shaped tube in the pump reservoir. The excess flow travels through a drilled passage to the
front of the pump. Drain oil flows out of the front of the pump over the pump drive gear and flows down the
engine front gear train to sump.
Operation of the Injection Actuation Pressure Control Valve (IAP Control Valve)
Injection Actuation Pressure Control Valve
(1) Drain port. (2) Valve body. (3) Control orifice. (4) Spool chamber. (5) Armature. (6) Valve spool. (7) Spool spring. (8) Reduced
pressure oil. (9) Poppet. (10) Push pin. (11) Solenoid.
The IAP Control Valve is an electrically controlled pilot operated pressure control valve. The IAP Control Valve
is used in order to maintain the selected actuation pressure of the system. The selected actuation pressure of the
system is maintained regardless of engine speed, pump flow, and variable oil demand of the unit injectors. The
IAP Control Valve consists of six basic components:
• Armature (5)
• Valve spool (6)
• Spool spring (7)
• Poppet (9)
• Push pin (10)
• Solenoid (11)
The IAP Control Valve operates by using a variable electrical current from the ECM in order to create a
magnetic field in the solenoid (11). This magnetic field acts on armature (5) and the magnetic field generates a
mechanical force. This mechanical force pushes armature (5) to the left. The mechanical force travels through
push pin (10) to poppet (9) .
The magnetic force that is holding poppet (9) closed is opposed by reduced hydraulic pressure inside the spool
chamber. The reduced hydraulic pressure inside the spool chamber is trying to open poppet (9). This reduced
hydraulic pressure increases until the reduced hydraulic pressure overcomes the mechanical force of solenoid
(11). When the reduced hydraulic pressure overcomes the mechanical force of solenoid (11), poppet (9) opens.
The open poppet allows a flow path to drain for some of the reduced pressure oil (8). Discharging part of
reduced pressure oil (8) to drain lowers the hydraulic pressure. When the hydraulic pressure of reduced pressure
oil (8) decreases below the magnetic force on poppet (9), the poppet closes again.
Valve Operation (ENGINE OFF)
Operation of the Injection Actuation Pressure Control Valve (Engine Off)
(1) Pump outlet pressure (none). (2) Current from ECM (none). (3) Drain port ( blocked). (4) Poppet (open).
When the engine is off, there is no pump outlet pressure (1) from the pump and there is no current to the
solenoid from the ECM (2). The spool spring pushes the spool valve completely to the left. When the spool
spring pushes the spool valve completely to the left, drain port (3) is completely blocked.
Valve Operation (ENGINE CRANKING)
Operation of the Injection Actuation Pressure Control Valve (Engine Cranking)
(1) Pump outlet pressure ( present). (2) Current from ECM ( present). (3) Drain port ( blocked). (4) Poppet ( closed).
During engine start-up, approximately 6 MPa (870 psi) of injection actuation pressure is required in order to
activate the unit injector. This low injection actuation pressure generates a low fuel injection pressure of about
35 MPa (5000 psi). This low fuel injection pressure aids cold starting.
In order to start the engine quickly, the injection actuation pressure must rise quickly. Because the hydraulic
pump is being turned at engine cranking speed, pump flow is very low. The ECM sends a strong current (2) to
the IAP Control Valve in order to keep the spool closed. With the spool in the closed position, all of the flow to
drain port (3) is blocked. The flow to drain port (3) remains blocked until the actual actuation pressure of 6 MPa
(870 psi) is reached. The unit injectors are not fired until the 6 MPa (870 psi) actual actuation pressure is
reached.
Note: If the engine is already warm, the pressure that is required to start the engine may be higher than 6 MPa
(870 psi). The values for the desired actuation pressures are stored in the performance maps of the ECM. The
values for desired actuation pressures vary with engine temperature.
Once the unit injectors begin to operate, the ECM controls the current to the IAP Control Valve. The ECM and
the IAP Control Valve maintain the actual actuation pressure at 6 MPa (870 psi) until the engine starts. The
ECM monitors the actual actuation pressure through the IAP Sensor that is located in the high pressure oil
manifold. The ECM establishes desired actuation pressure by monitoring several electrical input signals and the
ECM sends a predetermined current to the IAP Control Valve. The ECM also compares the desired actuation
pressure to the actual actuation pressure in the high pressure oil passage. The ECM adjusts the current levels to
the IAP Control Valve in order to make the actual actuation pressure equal to the desired actuation pressure.
Oil Flow (ENGINE CRANKING)
Pump outlet pressure (1) enters the end of the valve body and pump outlet pressure acts against the valve spool.
The pump outlet pressure tries to push the valve spool to the right (open). A small amount of oil also flows
through the center of the spool, through the spool control orifice and into the spool spring chamber. The current
from the ECM (2) causes the solenoid to generate a magnetic field which pushes the armature to the left. The
armature exerts a force on the push pin and the poppet which holds the poppet closed. The poppet is the only
path to the drain for the oil in the spool spring chamber. Pump outlet pressure (1) flows through the spool control
orifice and into the spool spring chamber. The flow of pump outlet pressure allows the pressure in the spring
chamber to build up. Because the path of the spring chamber to the drain is blocked, pressure in the spring
chamber is equal to pump outlet pressure (1) .
The combination of force from the spool spring and pressure from the spring chamber hold the spool to the left.
When the spool is held to the left, the drain ports are closed. All pump flow is directed to the high pressure oil
manifold until an actual actuation pressure of 6 MPa (870 psi) is reached.
Valve Operation (OPERATING ENGINE)

Operation of the Injection Actuation Pressure Control Valve (Operating Engine)
(1) Pump outlet pressure ( present). (2) Current from ECM ( present). (3) Drain port (open). (4) Poppet (open). (5) Reduced pressure
oil.
Once the engine starts, the ECM controls the current (2) to the IAP Control Valve in order 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. When these pressures do not match, the ECM adjusts the current levels (2) to the IAP
Control Valve in order to make the actual injection actuation pressure equal to the desired injection actuation
pressure.
The amount of current that is sent to the solenoid regulates the amount of magnetic force that is trying to hold
the poppet closed. The solenoid, the armature and the push pin simulate a variable spring that is electronically
controlled. Increased current results in increased force. Decreased current results in decreased force.
The magnetic force that is applied to the poppet holds the poppet closed. When the poppet is closed, the pressure
in the spool spring chamber increases. When the pressure in the spool spring chamber exceeds the magnetic
force that is holding the poppet closed, the poppet (4) will move to the right. When the poppet (4) moves to the
right, some of the pressure oil in the spool spring chamber escapes to the drain. This causes the pressure in the
spring chamber to drop. When the pressure in the spring chamber drops, the poppet closes. When the poppet
closes, the pressure again begins to increase and the cycle is repeated. This process controls the reduced pressure
oil (5) in the spool spring cavity. The reduced pressure oil (5) in the spool spring cavity acts on the spool. The
reduced pressure oil (5) in the spool spring cavity tries to move the spool to the left. When the spool is moved to
the left, the drain port (3) is blocked.
The combined force of the mechanical spring and reduced pressure oil in the spool spring chamber try to move
the spool to the left in order to block the drain port (3). When the drain port is blocked, pump outlet pressure (1)
rises and the increased pump outlet pressure moves the spool to the right (open).
Because the mechanical spring has a fixed spring rate, the reduced pressure oil (5) in the spool must be adjusted
in order to control pump outlet pressure (1). The reduced pressure oil (5) in the spool can be raised in order to
control pump outlet pressure (1) or the reduced pressure oil (5) in the spool can be lowered in order to control
pump outlet pressure (1). The reduced pressure oil (5) is controlled by the amount of electrical current from the
ECM (2). Most of the time, the poppet and the spool operate in a partially open position. The poppet and the
spool are completely open or completely closed only during the following conditions:
• Acceleration
• Deceleration
• Rapidly changing engine loads
Oil Flow (OPERATING ENGINE)
When pump outlet pressure (1) enters the end of the valve body, a small amount of oil flows into the spool
spring chamber through the control orifice in the spool. The pressure in the spool spring chamber is controlled
by adjusting the force on the poppet (4). Adjusting the force on the poppet (4) allows the poppet to drain off
some of the oil in the spool spring chamber. The force on the poppet is controlled by the strength of the magnetic
field that is produced from the electrical current from the ECM (2). The spool responds to pressure changes in
the spool spring chamber. The spool changes positions in order to balance the force on the spool. The spool tries
to make the force on the right side of the spool equal to the force on the left side of the spool. The spool position
dictates the amount of the surface area of the drain ports (3) that is open.
The open area of the drain port controls the amount of oil that is drained off from the pump outlet. The oil is
drained off from the pump outlet in order to maintain the desired actuation pressure. The process of responding
to pressure changes on either side of the spool occurs so rapidly that the spool is held in a partially open position
and pump outlet pressure (1) is closely controlled. The IAP Control Valve allows infinitely variable control of
pump outlet pressure (1) between 6 MPa (870 psi) and 24 MPa (3500 psi).
Components of the HEUI Injector

The HEUI injector serves four functions. The HEUI injector pressurizes supply fuel from 450 kPa (65 psi) to
162 MPa (23500 psi). The HEUI injector functions as an atomizer by pumping high pressure fuel through orifice
holes in the unit injector tip. The HEUI injector delivers the correct amount of atomized fuel into the combustion
chamber and the HEUI injector disperses the atomized fuel evenly throughout the combustion chamber.
Components of the HEUI Injector
(1) Solenoid. (2) Armature. (3) Upper poppet seat. (4) Poppet valve. (5) Lower poppet seat. (6) Intensifier piston. (7) Plunger. (8)
Plunger cavity. (9) Barrel. (10) Nozzle assembly.
The HEUI injector consists of five basic components:
• Solenoid (1)
• Poppet valve (4)
• Intensifier piston (6) and plunger (7)
• Barrel (9)
• Nozzle assembly (10)
Solenoid
The solenoid (1) is an electromagnet. When the solenoid is energized, the solenoid creates a very strong
magnetic field. This magnetic field attracts the armature (2) which is connected to the poppet valve (4) by an
armature screw. When the armature moves toward the solenoid, the armature lifts the poppet valve off the
poppet valve's lower seat (5). Energizing the solenoid and lifting the poppet valve off the poppet valve's lower
seat is the beginning of the fuel injection process.
Poppet Valve
The poppet valve (4) has two positions which are opened and closed. In the closed position, the poppet is held on
the lower poppet seat (5) by a spring. The closed lower poppet seat prevents high pressure actuation oil from
entering the unit injector. The open upper poppet seat (3) vents oil in the cavity that is above the intensifier
piston (6) to the atmosphere. The oil is vented to the atmosphere through the upper portion of the unit injector. In
the open position, the solenoid (1) is energized and the poppet valve is lifted off the poppet valve's lower seat.
When the poppet valve is lifted off the poppet valve's lower seat, the lower poppet seat opens allowing high
pressure actuation oil to enter the unit injector. When the high pressure actuation oil enters the unit injector, the
high pressure actuation oil pushes on the top of intensifier piston (6). The upper poppet seat (3) of poppet valve
(4) closes and upper poppet seat (3) of poppet valve (4) blocks the path to the drain. Blocking the path to the
drain prevents the leakage of high pressure actuation oil from the unit injector.
Intensifier Piston
The surface area of intensifier piston (6) is six times larger than the surface area of plunger (7). This larger
surface area provides a multiplication of force. This multiplication of force allows 24 MPa (3500 psi) of
actuation oil to produce 162 MPa (23500 psi) of fuel injection pressure. When poppet valve (4) moves away
from lower poppet seat (5), high pressure actuation oil enters the unit injector. When the high pressure actuation
oil enters the unit injector, the high pressure actuation oil pushes on the top of intensifier piston (6). Pressure
rises on top of the intensifier piston and the pressure pushes down on intensifier piston (6) and plunger (7). The
downward movement of the plunger pressurizes the fuel in plunger cavity (8). The pressurized fuel in the
plunger cavity causes nozzle assembly (10) to open. When the nozzle assembly opens, the fuel delivery into the
combustion chamber begins. A large O-ring around the intensifier piston separates the oil above the intensifier
piston from the fuel below the intensifier piston.
Barrel
The barrel (9) is the cylinder that holds plunger (7). The plunger moves inside the barrel. The plunger and barrel
together act as a pump. Both the plunger and the barrel are precision components that have a working clearance
of 0.0025 mm (.00010 inch). These tight clearances are required in order to produce injection pressures over 162
MPa (23500 psi) without excessive leakage.
Note: A small amount of controlled leakage is required in order to lubricate the plunger which prevents wear.
The barrel (9) also contains the PRIME spill port.
The PRIME spill port is a small hole with a high precision tolerance. The PRIME spill port is machined through
the side of barrel (9) into plunger (7). This port momentarily vents fuel injection pressure during the downward
stroke of the plunger.
Nozzle Assembly
Nozzle Assembly
(1) Inlet fill check ball. (2) Case. (3) Check. (4) Tip. (5) Tip orifice holes.
The nozzle assembly is similar to all other unit injector's nozzle assemblies. Fuel that has been pressurized to the
injection pressure flows from the plunger cavity through a passage in the nozzle to the nozzle tip (4). Fuel flow
out of the tip is stopped by check (3), which covers the tip orifice holes (5) in the end of the tip (4). The force of
a spring holds the check down in the closed position. This prevents the leakage of fuel out of tip (4) and this
prevents the leakage of combustion gas into the unit injector when the cylinder fires.
When the injection pressure increases to approximately 28 MPa (4000 psi), the hydraulic force that is pushing on
check (3) becomes greater than the spring force that is holding the check down. When the spring force is
overcome by the hydraulic force, the check moves away from tip (4). When the check moves away from the tip,
the check is in the open position. The amount of pressure that is required to open the check is called the Valve
Opening Pressure (VOP). The fuel flows out of tip orifice holes (5) in the end of the tip and the fuel flows into
the combustion chamber. The check remains open and fuel continues to flow out of the tip until fuel injection
pressure drops below 28 MPa (4000 psi). When the pressure drops, the check closes and fuel injection is
stopped. The amount of pressure that allows the check to close is called the Valve Closing Pressure (VCP).
Note: Valve Opening Pressures (VOP) and Valve Closing Pressures (VCP) vary among applications and
horsepower ratings in order to meet exhaust emission standards. The above values were used as illustrations
only.
The inlet fill check ball (1) unseats during upward travel of the plunger in order to allow the plunger cavity to
refill. The inlet fill check ball seats during the downward stroke of the plunger and the inlet fill check ball seals
during the downward stroke of the plunger. The inlet fill check ball seals during the downward stroke of the
plunger in order to prevent fuel injection pressure leakage into the fuel supply.
Operation of the HEUI Injector

There are five stages of injection with the HEUI injector:
• Pre-injection
• Pilot injection
• Delay
• Main injection
• End of injection
Pre-Injection
Pre-Injection of the HEUI Injector
(1) Upper poppet seat (open). (2) Lower poppet seat ( closed). (A) Drain (atmosphere). (B) Fuel supply pressure. (C) Actuation oil
pressure. (D) Moving parts.
During the pre-injection cycle, the internal components return to the spring loaded position. This position is not
actuated. The solenoid is not energized and the lower poppet seat (2) is closed. When the lower poppet seat is
closed, the lower poppet seat blocks high pressure actuation oil from entering the unit injector. The plunger and
the intensifier piston are at the top of the bore and the plunger cavity is full of fuel. Fuel pressure in the plunger
cavity is equal to the fuel supply pressure. The fuel supply pressure is approximately 450 kPa (65 psi).
Pilot Injection
Pilot Injection of the HEUI Injector
(1) Upper poppet seat ( closed). (2) Lower poppet seat (open). (A) Drain (atmosphere). (B) Fuel supply pressure. (C) Actuation oil
pressure. (D) Moving parts. (E) Injection pressure. (F) Fuel flow. (G) Mechanical movement.
When the ECM activates the unit injector, the ECM sends a current to the unit injector solenoid. The current
causes the solenoid to produce a strong magnetic field which creates a pull on the armature. The armature is
mechanically connected to the poppet valve by a screw. The magnetic pull of the solenoid overcomes the spring
tension that is holding the poppet valve closed. When the poppet valve opens, the poppet moves away from the
lower poppet seat.
When the poppet valve opens, the upper poppet seat (1) blocks the path to the drain and the lower poppet seat (2)
opens the poppet chamber to incoming high pressure actuation oil. High pressure oil flows around the poppet.
The high pressure oil flows through a passage onto the top of the intensifier piston. High pressure oil acts on the
top of the intensifier piston. The piston and the plunger are pushed down by the high pressure oil. The downward
movement of the plunger pressurizes the fuel in the plunger cavity and nozzle assembly. When the pressure
reaches Valve Opening Pressure (VOP) of approximately 28 MPa (4000 psi), the check lifts up from the seat in
the tip. When the check lifts up from the seat in the tip, injection begins.
PRe-Injection MEtering (PRIME)
The fuel system on the 3126B diesel engine has a unique feature that is called PRe-Injection MEtering (PRIME).
PRe-Injection MEtering (PRIME) is a feature that offers a significant benefit in lower emissions. Also, the
PRIME system offers a significant benefit in reducing combustion noise. While other fuel systems deliver a
single large quantity of fuel into the combustion chamber, PRIME injectors break the delivery into two separate
quantities. The first quantity is a small pilot injection which is followed by a short delay. Then, the injector
delivers a large main injection. The pilot injection is not intended to produce power. The pilot injection is
intended to establish a flame front. The pilot injection will help the larger main injection burn more completely
and the pilot injection will help the larger main injection burn in a controlled manner.
Under certain engine operating conditions, when fuel is delivered in one large injection, the fuel tends to explode
rather than burn in a controlled manner. This results in engine knock. When fuel explodes rather than burns in a
controlled manner, engine knock and excess NOx emissions result.
PRIME injectors produce a small pilot injection that is followed by a brief delay. The brief delay gives the pilot
injection the time that is required to start burning. The main injection follows the pilot injection and the main
injection is delivered into the flame front that was established by the pilot injection. The main injection is
immediately ignited. The main injection burns smoothly and the main injection burns completely. This complete
combustion significantly reduces particulate emission (soot) and NOx. This complete combustion also reduces
combustion noise from the engine up to 50 percent. This reduction of combustion noise from the engine results
in noticeably quieter engine operation. The PRIME operation is described in the following information.
Injection Delay
HEUI Injector Delay
The plunger continues moving downward and the plunger continues to inject fuel into the combustion chamber.
Until the PRIME groove in the plunger lines up with the PRIME spill port in the barrel, the plunger continues to
inject fuel into the combustion chamber. When the groove in the plunger aligns with the spill port, high pressure
fuel under the plunger can flow upward. The high pressure fuel flows through three holes in the bottom of the
plunger. Then, the high pressure fuel flows out of the groove of the plunger and the spill port and the fuel flows
back into the fuel supply passage. This loss of high pressure fuel causes injection pressure to drop below Valve
Closing Pressure (VCP). The spring force overcomes the hydraulic force of the reduced injection pressure. When
the spring force overcomes the hydraulic force of the reduced injection pressure, the check closes and fuel
injection stops. This is the end of the pilot injection and the start of the period for the short injection delay.
Main Injection
Main Injection of the HEUI Injector
While the solenoid is energized, the poppet valve remains open. While the poppet valve is open, high pressure
oil continues to flow. The flow of the high pressure oil pushes downward on the intensifier piston and the
plunger. The injection pressure fluctuates between 34 MPa (5000 psi) and 162 MPa (23500 psi). The injection
pressure depends on the engine's requirements. Injection continues until either the solenoid is de-energized or the
intensifier piston hits the bottom of the bore. When the solenoid is de-energized, the poppet spring is allowed to
close the poppet valve. When the poppet valve closes, high pressure oil is shut off.
End of Injection
End of Injection for the HEUI Injector
(1) Upper poppet seat (open). (2) Lower poppet seat ( closed). (A) Drain (atmosphere). (B) Fuel supply pressure. (C) Actuation oil
pressure. (D) Moving parts. (F) Fuel flow. (G) Mechanical movement.
The end of the injection cycle begins when the ECM stops the current to the unit injector solenoid. The magnetic
field of the solenoid breaks down and the magnetic field is unable to overcome the spring force of the poppet.
The poppet returns to the lower poppet seat which closes the poppet valve. When the poppet valve closes, high
pressure oil is stopped from entering the unit injector. As the lower poppet seat closes, the upper poppet seat
opens to the drain. When the upper poppet seat opens to the drain, the actuation pressure of the oil drops off.
Fuel injection pressure under the plunger exerts an upward force on the plunger and the intensifier piston. As the
pressure of the actuation oil above the intensifier piston drops off, the downward force on the intensifier piston
drops off. The upward force of the fuel injection pressure under the plunger suddenly becomes greater than the
downward force on the intensifier piston. The downward motion of the intensifier piston and the plunger stops.
The exhaust oil on top of the intensifier piston can flow to the drain through the open upper poppet seat. Then,
the oil flows through a vent hole to the rocker arm compartment under the valve cover.
When the downward travel of the plunger stops, fuel flow also stops. While the check is still open, the remaining
fuel pressure pushes a small amount of fuel out of the orifice holes. This causes a large pressure drop which
lowers injection pressure below Valve Closing Pressure (VCP). Spring tension on the check now reseats the
check into the tip and injection stops.
When the check closes, injection stops. When injection stops, the fill cycle starts. The area above the intensifier
piston cavity is open to atmospheric pressure through the upper poppet seat. Pressure drops very rapidly in the
cavity above the intensifier piston to near zero. The return spring of the plunger pushes up on the plunger and the
intensifier piston. As the plunger and the intensifier piston move upward, oil is forced around the upper poppet
seat. After the oil is forced around the upper poppet seat, the oil is forced out of a vent hole.
As the plunger rises, pressure in the plunger cavity also drops to near zero. The fuel supply pressure is 450 kPa
(65 psi). Fuel supply pressure unseats the plunger fill check in order to fill the plunger cavity with fuel. When the
intensifier piston is pushed to the top of the bore, the fill cycle ends. When the fill cycle ends, the plunger cavity
is full and the inlet fill check ball is reseated. Pressure above the intensifier piston and the poppet chamber is
zero. The fuel injection cycle is complete and the unit injector is ready to begin again. The unit injector is now
back in the pre-injection cycle.
Shutdown SIS
Previous Screen


i01334705
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 can decrease
engine performance.
Fuel System
(1) Tube assembly (fuel filter to fuel supply passage)
(2) Tube assembly (fuel transfer pump to fuel filter)
(3) Pressure regulator

(4) Tube assembly (tank return line)
(5) Fuel inlet port (fuel transfer pump)
(6) Fuel filter
(7) Tube assembly
1. Check the fuel level in the fuel tank. Inspect the cap for the fuel tank. Ensure that the vent in the fuel cap is
not filled with dirt.
2. Check all fuel lines for fuel leakage. The fuel lines must be free from restrictions and faulty bends. Verify
that the fuel return line is not collapsed.
3. Clean the screen inside the inlet fitting of the fuel transfer pump.
4. Operate the hand priming pump (if equipped). If excessive resistance is felt, inspect the fuel pressure
regulating valve (3). Make sure that the pressure regulator (3) is installed correctly, and make sure that the
pressure regulator functions correctly.
5. Install a new fuel filter (6) .
6. Cut the old filter open with the 4C-5084 Oil Filter Cutter. Inspect the filter for excess contamination.
Determine the source of the contamination. Make the necessary repairs.
7. Service the primary fuel filter (if equipped).
8. Operate the hand priming pump (if equipped). If uneven resistance is felt, test for air in the fuel. Refer to
Testing and Adjusting, "Air in Fuel - Test" for more information.
9. Remove any air that may be in the fuel system. Refer to Testing and Adjusting, "Fuel System - Prime".
Start Up Procedure
Note: Refer to Operation and Maintenance Manual, "Engine Starting" in the Operation Section.
After work has been done on the fuel system, consider the following precautions before you start the engine.
Make sure that you use this starting procedure to start the engine only after the fuel system has been worked on:
1. Disconnect the air inlet system from the turbocharger.
Be careful when placing the steel plate against the opening on the
turbocharger air inlet. To avoid crushed fingers, do not position fingers
between the steel plate and the opening on the turbocharger air inlet.
Due to excessive suction, the plate can be forcefully pulled against the
opening on the turbocharger air inlet.
2. Another person will need to help as a precautionary step. This person should be ready to use the steel plate
to cover the turbocharger air inlet if a problem occurs.
Note: Make sure that the steel plate is large enough to cover the entire turbocharger air inlet.
3. Start the engine.
Immediately place the steel plate against the opening on the turbocharger air inlet, if the engine operates in
one of the following ways:
◦ The engine runs too fast.
◦ The engine runs out of control.
Covering the opening will stop the air supply to the engine, so the engine will stop.
Inspection With The Engine Running

Either too much fuel for combustion or not enough 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 you have smoke that rises from the
exhaust. Therefore, work is often done on the fuel system when the problem is really with some other part of the
engine.
When noticeable smoke rises from the exhaust, this problem can be caused by a damaged unit injector. This
unusual smoke can also be caused by one or more of the reasons that follow:
• not enough air for good combustion
• an overload at high altitude
• oil leakage into combustion chamber
• altitude
• air inlet and exhaust leaks
Note: Refer to Troubleshooting for more information on the fuel system.
Checking The Operation Of Individual Cylinders

Low temperature at an exhaust manifold port is an indication of no fuel to the cylinder. This can possibly be an
indication of an injector with a defect. An extra high temperature at an exhaust manifold port can be an
indication of too much fuel to the cylinder. High temperatures may also be caused by an injector with a defect.
Refer to Testing And Adjusting, "Exhaust Temperature - Test" for the procedure for checking the temperatures
in the exhaust manifold port.
Shutdown SIS
Previous Screen


i04962789
Air in Fuel - Test

SMCS - 1280-081
To avoid personal injury, always wear eye and face protection when
using pressurized air.
Introduction
This procedure checks for air in the fuel. This procedure also assists in finding the source of the air.
Required Tools
Table 1
Required Tools
2P-8278 Tube As
Test Preparation
Examine the fuel system for leaks. Ensure that the fuel line fittings are properly tightened. Check the fuel level
in the fuel tank. Air can enter the fuel system on the suction side between the fuel transfer pump and the fuel
tank
Test Procedure
1. Install a 2P-8278 Tube As (SIGHT GAUGE) in the fuel return line. When possible, install the sight gauge
in a straight section of the fuel line that is at least 304.8 mm (12 inches) long. Do not install the sight
gauge near the following devices that create turbulence:
◦ Elbows
◦ Relief valves
◦ Check valves
Observe the fuel flow during engine cranking. Look for air bubbles in the fuel. If there is no fuel in the
sight gauge, 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 varying engine speeds. When possible, operate
the engine under the conditions which have been suspect of air in the fuel.
2P-8278 Tube As (SIGHT GAUGE)
(1) A steady stream of small bubbles with a diameter of approximately 1.60 mm (0.063 inch) is an acceptable amount of air in
the fuel.
(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch) are also acceptable if there are 2 seconds to 3 seconds
intervals between bubbles.
(3) Excessive air bubbles in the fuel are not acceptable.

2. If excessive air is seen in the sight gauge in the fuel return line, install a second sight gauge at the inlet to
the fuel transfer pump. If a second sight gauge is not available, move the sight gauge from the fuel return
line and install the sight gauge at the inlet to the fuel transfer pump. Observe the fuel flow during engine
cranking. Look for air bubbles in the fuel. If the engine starts, check for air in the fuel at varying engine
speeds.
If excessive air is not seen at the inlet to the fuel transfer pump, the air is entering the system after the fuel
transfer pump. Proceed to Step 3 of "Adjustment Procedure".
If excessive air is seen at the inlet to the fuel transfer pump, air is entering through the suction side of the
fuel system.
Adjustment Procedure
NOTICE
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) in order 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 that are found. Check the fuel pressure in order to ensure that the fuel transfer pump is operating
properly. For information about checking the fuel pressure, see Testing and Adjusting, "Fuel System
Pressure - Test".
2. If the source of the air is not found, disconnect the supply line from the fuel tank and connect an external
fuel supply to the inlet of the fuel transfer pump. If this action corrects the problem, repair the fuel tank or
the stand pipe in the fuel tank.
3. If the injector sleeve is worn or damaged, combustion gases may be leaking into the fuel system. Also, if
the O-rings on the injector sleeves are worn, missing, or damaged, combustion gases may leak into the fuel
system.
Shutdown SIS
Previous Screen


i03142863
Fuel Quality - Test

SMCS - 1280-081
This test checks for problems regarding fuel quality. Refer to Diesel Fuels and Your Engine, SEBD0717 for
additional details.
Use the following procedure to test for problems regarding fuel quality:
1. Determine if water and/or contaminants are present in the fuel. Check the water separator (if equipped). If
a water separator is not present, proceed to Step 2. Drain the water separator, if necessary. A full fuel tank
minimizes the potential for overnight condensation.
Note: A water separator can appear to be full of fuel when the water separator is actually full of water.
2. Determine if contaminants are present in the fuel. Remove a sample of fuel from the bottom of the fuel
tank. Visually inspect the fuel sample for contaminants. The color of the fuel is not necessarily an
indication of fuel quality. However, fuel that is black, brown, and/or similar to sludge can be an indication
of the growth of bacteria or oil contamination. In cold temperatures, cloudy fuel indicates that the fuel may
not be suitable for operating conditions. The following methods can be used to prevent wax from clogging
the fuel filter:
◦ Fuel heaters
◦ Blending fuel with additives
◦ Utilizing fuel with a low cloud point such as kerosene
Refer to Operation and Maintenance Manual, SEBU6251, "Caterpillar Commercial Diesel Engine Fluids
Recommendations", "Fuel Recommendations" for more information.
3. Check fuel API with a 9U-7840 Fluid and Fuel Calibration Gp for low power complaints. The acceptable
range of the fuel API is 30 to 45 when the API is measured at 15 °C (60 °F), but there is a significant
difference in energy within this range. Refer to Tool Operating Manual, NEHS0607 for API correction
factors when a low power problem is present and API is high.
Note: A correction factor that is greater than "1" may be the cause of low power and/or poor fuel
consumption.
4. If fuel quality is still suspected as a possible cause to problems regarding engine performance, disconnect
the fuel inlet line, and temporarily operate the engine from a separate source of fuel that is known to be
good. This will determine if the problem is caused by fuel quality. If fuel quality is determined to be the
problem, drain the fuel system and replace the fuel filters. Engine performance can be affected by the
following characteristics:
◦ Cetane number of the fuel
◦ Air in the fuel
◦ Other fuel characteristics
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Previous Screen


i03454701
Fuel System - Prime

SMCS - 1258-548
Fuel leaked or spilled onto hot surfaces or electrical components can

cause a fire. To help prevent possible injury, turn the start switch off
when changing fuel filters or water separator elements. Clean up fuel
spills immediately.
If the engine's fuel system is run dry, fill the fuel tank. Then prime the fuel system in order to remove any air
bubbles from the system.
NOTICE
Do not loosen fuel lines at the fuel manifold. The engine components
may be damaged and/or loss of priming pressure may occur when the
fuel lines are loosened.
Typical example
(1) Fuel priming pump
Follow these steps in order to prime the fuel system:
1. Locate the fuel priming pump.
2. Operate priming pump's plunger (1) in order to fill the final fuel filter. Continue until you feel resistance.
Note: You may need to pump the priming pump for 25 times or more in order to fill the fuel filter.
Furthermore, you may need up to 75 pump strokes to fill the fuel supply passage.
3. Push the plunger and tighten the plunger in a counterclockwise direction. Tighten the plunger by hand.
4. After you pressurize the fuel system, promptly crank the engine.
Note: Use the engine starting procedure. Refer to Operation and Maintenance Manual, "Engine Starting"
in the Operation Section.
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Previous Screen


i02495025
Fuel System Pressure - Test

SMCS - 1250-081; 1256-081
Table 1
Tools Needed
1U-5470 Engine Pressure Test Group 1
or or
198-4240 Pressure Indicator Tool Gp
3Y-2888 Connector 1
3J-1907 O-Ring Seal 1
Note: Both the 5P-2720 Probe Adapter and the 5P-2718 Pressure Probe can be used with these tools. Use these
additional tools to allow the future installation of pressure probes.
Fuel leaked or spilled onto hot surfaces or electrical components can

cause a fire. Clean up fuel spills immediately.
NOTICE

NOTICE

containing fluids.

The 1U-5470 Engine Pressure Test Group or the 198-4240 Pressure Indicator Tool Gp can be used in order to
check the engine's fuel pressures.
1U-5470 Engine Pressure Test Group
(1) Pressure indicators

(2) Zero adjustment screw
(3) Pressure indicator
(4) Pressure tap
(5) Pressure indicator
This tool group has a gauge that is used to register the pressure in the fuel manifolds. The Special Instruction,
SEHS8907 is with the tool group.
Fuel return line (typical example)
(1) Fuel supply passage
(2) Tube assembly (CPU to fuel supply passage)
(3) Pressure regulator

Fuel pressure test (typical example)
(5) Fuel filter base
(6) Fuel pressure tap (unfiltered tap)
() Fuel pressure tap (filtered tap)
During both normal operating conditions and load conditions, the fuel pressure should register the following
range:
• 400 to 525 kPa (58 to 76 psi)
At low idle, the fuel pressure at the fuel filter's inlet should be at the following amount:
• 400 to 435 kPa (58 to 63 psi)
The fuel pressure to fuel supply passage (1) should be the same amount, if you subtract the change in pressure
(delta P) across the filter.
With a new filter, the pressure drop across the fuel filter typically registers the following amount:
• 35 kPa (5 psi)
As abrasive particles collect in the fuel filter, the pressure differential across the filter will increase. As the fuel
filter becomes plugged, the pressure differential across the fuel filter may increase to as much as 69 kPa (10 psi)
before a significant power loss is detected by the operator. Low fuel pressure will cause cavitation and internal
damage to the unit injectors. The pressure differential across the fuel filter should not exceed 69 kPa (10
psi).
Pressure regulator (3) is mounted directly in the cylinder head. The regulator is located at the fuel return port
toward the rear end of the fuel supply passage (1) . The orifice maintains fuel pressure at low engine rpm.
To check the unfiltered fuel pressure, follow this procedure:
1. Remove the plug from fuel pressure tap (6) .

2. Install the connector, the seal, and the engine pressure test group to fuel pressure tap (6) .
This will obtain the fuel transfer pump pressure.
To check the fuel pressure in the fuel supply passage (1) , follow these steps:
1. Remove the plug from fuel pressure tap (7) .
2. Install the adapter, the seal, and the engine pressure test group to fuel pressure tap (7) .
3. Operate the engine.
Note: Make sure that the fuel filter is clean before you check the fuel pressure. A restricted fuel filter
causes lower fuel pressure at fuel pressure tap (7) than the fuel pressure at fuel pressure tap (6) .
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i02277454
Unit Injector - Test

SMCS - 1290-081
This procedure assists in identifying the cause for an injector misfiring. Perform this procedure only after
performing the Cylinder Cutout 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".
Electrical shock hazard. The electronic unit injector system uses 90-120
volts.
2. Remove the valve cover and look for broken parts. Repair any broken parts or replace any broken parts
that are found. Inspect all wiring for the solenoids. Look for loose connections. Also look for frayed wires
or broken wires. Ensure that the connector for the unit injector solenoid is properly connected. Perform a
pull test on each of the wires.
3. Look for signs of fuel leakage. Investigate the source of the leaking fuel. Remedy the cause of the fuel
leak.
4. Check the valve lash setting for the cylinder of the suspect unit injector. Refer to Testing and Adjusting,
"Engine Valve Lash - Inspect/Adjust".
5. Ensure that the bolts that hold the unit injector are tightened to the proper torque. In order to check the
torque, loosen the bolts that hold the unit injector. Tighten the bolts to the proper torque. Refer to either
the Disassembly and Assembly Manual, "Unit Injector - Install" or the Specifications Manual, "Unit
Injector" for the proper tightening procedure.
6. Remove the suspect unit injector and check the unit injector for signs of exposure to coolant. Exposure to
coolant will cause rust to form on the injector. If the unit injector shows signs of exposure to coolant,
remove the injector sleeve and inspect the injector sleeve. Replace the injector sleeve if the injector sleeve
is damaged. Check the unit injector for an excessive brown discoloration that extends beyond the injector
tip. If excessive discoloration is found, check the quality of the fuel. Refer to Testing and Adjusting, "Fuel
Quality - Test". Replace the seals on the injector and reinstall the injector. Refer to Disassembly and
Assembly Manual, "Unit Injector - Install". Also refer to Disassembly and Assembly Manual, "Unit
Injector Sleeve - Install". Inspect the injector for deposits of soot that are above the surface of the seat of
the injector. Deposits of soot indicate combustion gas leakage. The source of the leak should be found, and
the source of the leak should be remedied. The injector will not need to be replaced if combustion gas
leakage was the problem.
7. If the problem is not resolved, replace the suspect injector with a new injector. In order to verify that the
new injector is working properly, perform the Cylinder Cutout Test. Use the Caterpillar Electronic
Technician (ET).
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Troubleshooting
i02119241
Can Not Reach Top Engine RPM

SMCS - 1915-035
Note: If this problem occurs only under load, refer to Troubleshooting, "Low Power/Poor or No Response to
Throttle".
Probable Causes
• Cold mode
• Active engine derates
• Turbocharger outlet pressure sensor (intake manifold air), Rated fuel position and/or FRC fuel position
• Fuel supply
Recommended Actions
Cold Mode
Use Caterpillar Electronic Technician (ET) in order to determine the status of cold mode. Cold mode operation
may cause the engine to run rough and the engine power may be limited. Cold mode is displayed in the second
engine status box on any Cat ET status screen. The engine will remain in cold mode for the following conditions.
• Coolant temperature is below 18 °C (64 °F).
• The engine is not cranking.
• The engine has been running less than 14 minutes.



parameters for the throttle on Cat ET. Refer to table 1 for the values of the parameters.
Table 1
increase steadily to the programmed "High Idle". The desired engine speed and the throttle position should
FRC Fuel Position
1. During operation at full load, monitor "Fuel Position" and "Rated Fuel Limit" on the Cat ET status screen.
If "Fuel Position" does not equal "Rated Fuel Limit" then check the air inlet manifold pressure.
3. Monitor turbocharger outlet pressure on the Cat ET status screen and atmospheric pressure for normal
operation.
Fuel Supply
1. Check for active event codes. The following event codes may be active: EID 095 Flash Code 63 fuel filter
restriction warning and EID 096 Flash Code 63 high fuel pressure.
performed:

Note: A sight glass in the low pressure supply line is helpful in diagnosing air in the fuel.
7. Check the fuel pressure during engine cranking. Check the fuel pressure on the outlet side of the fuel filter.
If the fuel pressure is low, replace the 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.

1. Clean plugged air filters or replace plugged air filters. Refer to the Operation and Maintenance Manual.
2. Check the air inlet and exhaust system for restrictions and/or leaks. Refer to Testing and Adjusting, "Air
Inlet and Exhaust System".
Accessory Equipment
Check all accessory equipment for problems that may create excessive load on the engine. Repair any damaged
components or replace any damaged components.
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Troubleshooting
i05858228

SMCS - 1000-035
Probable Causes
• Event codes
• Flash file
• Fuel supply
• Unit injectors
• Combustion
Recommended Actions
Table 1


procedure.
Codes
Circuit - Test".

components.

components.

Flash File


the On position.

Test"
programmed to "On".

system to "On".

Test".

Applicable)
position.
the OFF position.
Switches are in
position position.
Circuit - Test".

not active.

Inject Circuit
not active. active.

properly.
Air Shutoff



correct engine rpm.
not zero rpm.
signal.
starting.

operating properly.
properly.
- Restrictions
- Collapsed Lines
-Fuel Transfer Pump
- Pinched Lines
- Loose Connections


circuit

problem.

manually.

the engine again.

ECM.
misfiring.
Pressure - Test".


STOP
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Troubleshooting
i05451574

SMCS - 1000-035
Probable Causes
Recommended Actions
Table 1

Maintenance
Manual.

Cat oil.

parts.

contamination.
Maintenance Manual.
Assembly manual.
contaminated.
3. Low Oil Pressure

Restriction
information.

Air leak
Repair any leaks.

contamination.
Fuel filters
Manual.
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Troubleshooting
i05859665

SMCS - 1000-035
Probable Causes
• Throttle signal
• Cold mode
• Unit injectors
Recommended Actions
Table 1


(ECM).
to become active.

connectors.
connector.
Inspect".
3. Fuel Quality


Fuel
operating properly.
repairs.

Adjusting.


exhaust system.


5. Throttle Signal
Signal not stable.
circuit test.
the problem.

in cold mode.
Cold Mode service.

Unit Injectors
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Previous Screen

Troubleshooting
i02119590

SMCS - 1000-035
Probable Causes
• Fuel supply
Recommended Actions
screen.
codes.

Inspect".

information.

System-Test".
Diagnostic Codes
Fuel Supply

Table 1

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Troubleshooting
i02119623

SMCS - 1000-035
Probable Causes
• Fuel supply
Recommended Actions

Table 1
information.

System-Test".
Fuel Supply
performed:
NOTICE
again.
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Previous Screen

Troubleshooting
i02111236

SMCS - 1000-035
Probable Causes
• Event codes
• Engine rating
• Starting aids
• Throttle signal
• Fuel supply

Recommended Actions

Engine Rating
Starting Aids
Cold Mode
Air Inlet Heater


PTO Enable Switch


Circuits - Test".
Throttle Signal


System-Test".
Fuel Supply
FRC Fuel Position

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Troubleshooting
i02111247

SMCS - 1000-035
Probable Causes
• Starting aids
• Fuel supply
Recommended Actions
Engine "Derated"
Starting Aids
Cold Mode
information.


procedure.

Table 1
1 72 1-11 651-11
2 72 2-11 652-11
3 73 3-11 653-11
4 73 4-11 654-11
5 74 5-11 655-11
6 74 6-11 656-11
FRC Fuel Position
pressure.
screen.

Fuel Supply
performed:
NOTICE
again.
System-Prime".
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Troubleshooting
i02437851
CID 0001 FMI 11 Cylinder #1 Injector fault

SMCS - 1290-038
The Electronic Control Module (ECM) is attempting to operate the injector. The ECM detects an open or a short
in the circuit for the injector.
System Response:
The ECM will log the diagnostic code. The ECM will continue to attempt to operate the injector after the code
has been logged.
The injector may not operate while the condition exists.
• Engine misfires
• Low power
Test Step 1. Perform the following diagnostic procedure: Injector Solenoid Circuit - Test
Results:
• OK - STOP
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Troubleshooting
i02437855

SMCS - 1290-038
circuit in the circuit for the injector.
System Response:
has been logged.
• Engine misfires
• Low power
Results:
• OK - STOP
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Troubleshooting
i02437862

SMCS - 1290-038
System Response:
has been logged.
• Engine misfires
• Low power
Results:
• OK - STOP
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Troubleshooting
i02437868

SMCS - 1290-038
System Response:
has been logged.
• Engine misfires
• Low power
Results:
• OK - STOP
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Troubleshooting
i02437869

SMCS - 1290-038
System Response:
has been logged.
• Engine misfires
• Low power
Results:
• OK - STOP
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Troubleshooting
i02437874

SMCS - 1290-038
System Response:
has been logged.
• Engine misfires
• Low power
Results:
• OK - STOP
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Troubleshooting
i02377733
CID 0042 FMI 11 Inject Actuation Control Valve open/short

SMCS - 1714-038
The Electronic Control Module (ECM) detects one of the following conditions:
• Open circuit
• Short to ground
• Short to +Battery
• Short across the solenoid when the engine is running.
System Response:
The ECM will cycle the control valve for the injection actuation system on and off. The ECM will cycle the
control valve several times in a second when the engine is running.
The engine will stop running if the signal line for the control valve for the injection actuation system is shorted
to ground.
If the return line for the control valve is shorted to ground, the following conditions may exist:
• The engine may continue to run.
• The idle may be unstable.
Test Step 1. Perform the following diagnostic procedure: Injection Actuation Pressure Control Valve Circuit
- Test
Results:
• OK - STOP
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Troubleshooting
i02449882
E005 Fuel Filter Restriction Derate

SMCS - 1261-038
The Electronic Control Module (ECM) has detected a low fuel pressure. This may indicate that there is a
restriction in the engine's fuel filter. Information on default settings and ranges for this event can be found in
Troubleshooting, "Event Codes".
System Response:
Test Step 1. Replace the Fuel Filter
A. Replace the engine's fuel filter. Prime the fuel system.
Refer to the engine's Operation and Maintenance Manual for the correct procedure.
B. Start the engine. Use Cat ET to check for another occurrence of the event.
Expected Result:
The event does not recur.
Results:
• OK - The event does not recur. Replacement of the fuel filter resolved the problem. Return the engine to
service.STOP
• Not OK - The ECM is detecting an abnormal fuel pressure in the fuel system.
Repair: Refer to Systems Operation/Testing and Adjusting, "Fuel System Pressure - Test" for information
that relates to testing the fuel system.
STOP
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Troubleshooting
i02449885
E006 Fuel Filter Restriction Shutdown

SMCS - 1261-038
System Response:
Expected Result:
Results:
service.STOP
STOP
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Previous Screen

Troubleshooting
i02450103
E095 Fuel Filter Restriction Warning

SMCS - 1261-038
System Response:
Expected Result:
Results:
service.STOP
STOP
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Troubleshooting
i02416641
E096 High Fuel Pressure

SMCS - 1250-038-HQ
The Electronic Control Module (ECM) detects a high fuel pressure. Information on default settings and ranges
for these event codes can be found in troubleshooting with an event code Troubleshooting, "Event Codes".
System Response:
The ECM will log the code.
• Engine performance is not affected.
Test Step 1. Check the Fuel System
Check the fuel system's components.
Check the pressure of the fuel system.
Expected Result:
There is a problem with the fuel system.
Results:
• OK - There is a problem with the fuel system.
Repair: Make the necessary repairs. Verify that the repair eliminates the problem.
STOP
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Troubleshooting
i02405496
Injection Actuation Pressure - Test

SMCS - 1714-038
Use the steps that follow to check the operation of the HEUI fuel system. Circle the appropriate answer in the
"Results" section of each test step. Complete all of the test steps that are in this procedure. Return the pages of
this procedure with any of the requested parts through Caterpillar's return system.
Left side engine view (typical component locations)
(1) Injection Actuation Pressure Control Valve (IAPCV)
(2) Injection actuation pressure sensor
(4) Fuel injection pump outlet port
(5) Line for low pressure oil
Test Step 1. Symptoms
The following symptoms may occur if there is a problem with the HEUI fuel system:
• The engine cranks but the engine will not start.
• The engine runs rough.
• The engine is erratic or unstable at idle or running.
• Low power
The following diagnostic codes might be currently active or logged:
• 164-00 High Injectuation Actuation Pressure
• 164-02 Injectuation Actuation Pressure signal irratic
• 164-11 Injectuation Actuation Pressure system fault
A. Connect the Caterpillar Electronic Technician (ET) to the service tool connector.
B. Restore the electrical power to the ECM. DO NOT START THE ENGINE.
C. Print the "Lifetime Totals" and the "Configuration" screen.
D. Check for active diagnostic codes.
Expected Result:
There are no active diagnostic codes with the electrical power to the ECM restored while the engine is off.
Results:
• OK - None of these codes are active with the electrical power to the ECM restored while the engine is off.
• Not OK - 164-03 or 164-04 is active with the electrical power to the ECM restored while the engine is off.
Repair: Refer to Troubleshooting, "Analog Sensor Open or Short Circuit - Test".
STOP
• Not OK - A 164-02 diagnostic code is active with the electrical power to the ECM restored while the
engine is off.
Repair: Refer to Troubleshooting, "Injection Actuation Pressure Sensor - Test".
STOP
• Not OK - 164-00 or 164-11 is active with the electrical power to the ECM restored while the engine is off.
Repair: Contact your Engine Technical Communicator (TC).
STOP
Test Step 2. Check the Engine Oil Level
A. Check the engine oil level. Refer to Operation and Maintenance Manual, "Engine Oil Level - Check".
B. If the engine oil level is low add oil to the engine.
C. Try to start the engine.
Expected Result:
The engine has started.
Results:
• OK - The engine starts. Proceed to Test Step 9.
• Not OK - The engine does not start. Proceed to Test Step 3.
Test Step 3. Crank the Engine and Record the Engine Data From Cat ET
Your answer indicated that the engine oil level is satisfactory.
A. Crank the engine and observe the "Injection Actuation Pressure" and "Engine RPM".
________ Record the actual injection actuation pressure.
________ Record the engine speed.
Expected Result:
The injection actuation pressure is above 6 MPa (870 psi).
Results:
• OK - The injection actuation pressure is above 6 MPa (870 psi).
Repair: The HEUI system is functioning correctly. Refer to Troubleshooting, "Engine Cranks but Will
Not Start" which is located in the "Troubleshooting without a Diagnostic Code" section.
STOP
• Not OK - The injection actuation pressure is below 6 MPa (870 psi). Proceed to Test Step 4.
Test Step 4. Check the Oil Pressure at the Fuel Injection Pump Outlet Port
Locate the high pressure oil line that supplies high pressure oil to the cylinder head. Remove the oil line and
install the 8T-0852 Pressure Gauge to the line or to the high pressure port at the pump. Crank the engine and
record the oil pressure that is indicated on the gauge.
Note: The pressure readings may vary between gauges.
________ Observed pressure reading
________ Observed RPM
________ Observed "Injection Actuation Output Percent"
Expected Result:
The oil pressure is above 27.5 MPa (4000 psi).
Results:
• OK - The oil pressure is above 27.5 MPa (4000 psi).
Repair: Remove the pressure gauge from the engine.
• Not OK - The oil pressure is below 27.5 MPa (4000 psi). Proceed to Test Step 5.
Test Step 5. Install a Test Plug and Recheck the Oil Pressure
A. Remove the Injection Actuation Pressure Control Valve (IAPCV).
B. Install a 219-2368 Plug (DIAGNOSTIC) and 9X-1484 Seal Kit and perform the pressure test at the fuel
injection pump outlet port. Crank the engine and record the results.
Note: If the 219-2368 Plug (DIAGNOSTIC) is not available, proceed to "Install a New IAPCV and Check
the Oil Pressure".
Expected Result:
Results:
Repair: The HEUI pump is OK. Replace the IAPCV and recheck the oil pressure. If the problem
continues contact technical support.
STOP
• Not OK - The oil pressure is below 27.5 MPa (4000 psi). Remove the pressure gauge from the engine.
Test Step 6. Install a New IAPCV and Check the Oil Pressure
Note: Use this Test Step only if the 219-2368 Plug (DIAGNOSTIC) is not available.
A. Install a new IAPCV onto the high pressure oil pump. Refer to Disassembly and Assembly, "Injection
Actuation Pressure Control Valve - Remove and Install".
B. Check the oil pressure at the fuel injection pump outlet port. Record the pressure reading.
Expected Result:
The oil pressure measures above 27.5 MPa (4000 psi).
Results:
Repair: The replacement of the IAPCV has corrected the problem. Remove the test equipment from the
engine. Verify that the repair has resolved the problem.
STOP
• Not OK - The oil pressure is below 27.5 MPa (4000 psi). Remove the new IAPCV and reinstall the
original IAPCV. Proceed to Test Step 7.
Test Step 7. Check the Fuel Injection Pump Drive Gear
A. Remove the high pressure oil pump. Refer to Disassembly and Assembly, "Unit Injector Hydraulic Pump -
Remove".
B. Check for any physical damage to the drive gear.
C. Verify that the drive gear and the retaining bolt are properly tightened. Also verify that the pump shaft
rotates freely.
Expected Result:
The drive gear and the retaining bolt for the high pressure oil pump are tight. The pump shaft rotates freely.
Results:
• OK - The drive gear bolt is properly tightened and the pump shaft rotates freely.
Repair: Replace the high pressure oil pump. Refer to Disassembly and Assembly, "Unit Injector
Hydraulic Pump - Install". Verify that the repair has resolved the problem. If this does not fix the problem,
contact technical support.
STOP
• Not OK - The pump shaft does not rotate freely.
Hydraulic Pump - Install". Verify that the repair has resolved the problem. If this does not fix the problem,
STOP
• Not OK - The drive gear bolt is loose. The pump shaft rotates freely and there is no obvious mechanical
damage that would indicate a different problem.
Repair: Replace the drive gear, if necessary. Tighten the drive gear bolt. Refer to Specifications, "Unit
Injector Hydraulic Pump". Reinstall the pump. Refer to Disassembly and Assembly, "Unit Injector
Hydraulic Pump - Install". Recheck the pressure in order to ensure that the problem has been resolved.If
this does not fix the problem, replace the high pressure oil pump. Verify that the repair has resolved the
problem.
STOP
Test Step 8. Check the High Pressure Oil System for Leaks
A. Remove the valve cover and inspect the high pressure oil system for oil leaks.
a. While the engine is being cranked, inspect the area around the injector bores for any signs of oil
leakage.
b. Inspect the spill ports of the injector for excessive oil. All six injectors should spill the same amount
of oil.
Expected Result:
No leaks are apparent.
Results:
• OK - The high pressure oil system is not leaking.
Repair: Call technical support for assistance.
STOP
• Not OK - A leak in the high pressure oil system has been found.
Repair: Replace the O-ring on the injector or replace the damaged injector. Verify that the repair has
resolved the problem.
STOP
Test Step 9. Operate the Engine and Check for Diagnostic Codes
A. Restore the electrical power to the (engine) ECM. Start the engine.
B. While the engine is running, use Cat ET to check for the following diagnostic codes:
• 164-00
• 164-02
• 164-11
Place a check beside the codes that are active or logged.
• ________ 164-00
• ________ 164-02
• ________ 164-11
Stop the engine.
Expected Result:
None of the diagnostic codes are active.
Results:
• OK - None of the diagnostic codes that are mentioned above are active. Proceed to Test Step 10.
• Not OK - Either a 164-00 or a 164-11 is active. A 164-02 may also be active at this time. Proceed to Test
Step 10.
• Not OK - 164-02 is active, but 164-00 and 164-11 are not active at this time.
Repair: Refer to Troubleshooting, "Injection Actuation Pressure Sensor - Test".
STOP
Test Step 10. Evaluate the Quality of the Oil
Extended oil drain intervals may affect the operation of the HEUI high pressure oil system. Refer to the
Operation and Maintenance Manual, "Engine Oil" for additional information concerning proper oil change
intervals.
A. Check the maintenance records for the engine. Ensure that the customer has not exceeded the suggested oil
change interval.
Expected Result:
The customer has not exceeded the suggested oil change interval and an oil change does not need to be
performed.
Results:
• OK - The engine has been properly maintained. Proceed to Test Step 11.
• Not OK - The customer has exceeded the suggested oil change interval for the engine.
Repair: Perform an oil change on the engine. Refer to Operation and Maintenance Manual, "Engine Oil
and Filter - Change".Run the engine throughout the operating rpm range for 10 to 15 minutes. This will
purge any trapped air or debris that is in the system.
If the problem still exists or if the problem recurs in a short period or time, proceed to Test Step 11.
Test Step 11. Perform the "Injection Actuation Pressure Test"

A. Install 8T-0852 Pressure Gauge on the high pressure oil rail.
B. Connect Cat ET to the service tool connector.
C. Perform the "Injection Actuation Pressure Test" in the using Cat ET. Record the results in Table 1.
Note: The "Injection Actuation Pressure Test" can be used to vary the injection actuation pressure. The
test adjusts the oil pressure in steps. Some versions of Cat ET may have three steps in the test and some
versions of Cat ET may have four steps in the test.
Table 1
Step Manual pressure gauge Cat ET Difference
1
2
3
4
Expected Result:
The pressure that is measured with the pressure gauge for each step and the pressure that is displayed on Cat ET
for each step are within 1379 kPa (200 psi).
Results:
• OK - The pressure difference is within specifications. The injection actuation pressure sensor is operating
properly. Proceed to Test Step 12.
• Not OK - The pressure difference is not within specifications.
Repair: The injection actuation pressure sensor may be faulty. Replace the sensor and repeat this test step.
If the problem still exists, reinstall the original sensor and proceed to Test Step 12.
Test Step 12. Perform the "Injection Actuation Pressure Test" at both Low Idle and at High Idle
Start the engine. Perform the "Injection Actuation Pressure Test" at low idle and at high idle.
Record the results in Table 2.
Table 2
Low Idle
Step Actual injection pressure from Cat ET "Injection Pressure Percentage Output" from Cat
ET
1
2
3
4
High Idle
ET
1
2
3
4
Expected Result:
The "Injection Actuation Pressure Output" is between 0 percent and 65 percent.
Results:
• OK - The "Injection Actuation Pressure Output" is within specifications.
STOP
• Not OK - The "Injection Actuation Pressure Output" is not within specifications. Proceed to Test Step 13.
Test Step 13. Install a New IAPCV and Retest the System
Install a new IAPCV and perform the "Injection Actuation Pressure Test" at low idle and at high idle.
Record the results in Table 3.
Table 3
Low Idle
ET
1
2
3
4
High Idle
ET
1
2
3
Expected Result:
The "Injection Actuation Pressure Output" is between 0 percent and 65 percent.
Results:
• OK - The "Injection Actuation Pressure Output" is within specifications.
Repair: The replacement of the IAPCV corrected the problem. Run the engine under normal operating
conditions in order to verify that the original problem has been resolved.
STOP
• Not OK - The "Injection Actuation Pressure Output" is not within specifications. Reinstall the original
IAPCV. Proceed to Test Step 14.
Test Step 14. Remove the IAPCV and Check the Oil Pressure
A. Remove the IAPCV. Refer to Disassembly and Assembly, "Injection Actuation Pressure Control Valve -
B. Replace the IAPCV with a 219-2368 Plug (DIAGNOSTIC) and 9X-1484 Seal Kit .
C. Locate the high pressure oil line that supplies high pressure oil to the cylinder head. Remove the oil line
and install the 8T-0852 Pressure Gauge to the line or to the high pressure port at the pump. Crank the
engine and record the oil pressure that is indicated on the gauge.
Note: The pressure readings may vary between gauges.
________ Observed RPM
Expected Result:
Results:
• OK - The oil pressure is above 27.5 MPa (4000 psi). The high pressure oil pump is operating correctly.
• Not OK - The oil pressure is below 27.5 MPa (4000 psi).
Repair: The high pressure oil pump may be faulty. Remove the pressure gauge from the engine.
Test Step 15. Check the Fuel Injection Pump Drive Gear
A. Remove the high pressure oil pump. Refer to Disassembly and Assembly, "Unit Injector Hydraulic Pump -
Remove".
B. Check for any physical damage to the drive gear.

C. Verify that the drive gear and the retaining bolt are properly tightened. Also verify that the pump shaft
rotates freely.
Expected Result:
The drive gear and the retaining bolt for the high pressure oil pump are tight. The pump shaft rotates freely.
Results:
• OK - The drive gear bolt is properly tightened and the pump shaft rotates freely.
Hydraulic Pump - Install". Verify that the repair resolved the problem.If this does not fix the problem,
STOP
• Not OK - The pump shaft does not rotate freely.
Hydraulic Pump - Install". Verify that the repair resolved the problem.If this does not fix the problem,
STOP
• Not OK - The drive gear bolt is loose. The pump shaft rotates freely and there is no obvious mechanical
damage that would indicate a different problem.
Repair: Replace the drive gear, if necessary. Tighten the drive gear bolt. Refer to Specifications, "Unit
Injector Hydraulic Pump". Reinstall the pump. Refer to Disassembly and Assembly, "Unit Injector
Hydraulic Pump - Install". Check the pressure in order to ensure that the problem has been resolved.If this
does not fix the problem, replace the high pressure oil pump. Verify that the repair has resolved the
problem.
STOP
Test Step 16. Check the High Pressure Oil System for Leaks
A. Remove the valve cover and inspect the high pressure oil system for oil leaks.
a. While the engine is being cranked, inspect the area around the injector bores for any signs of oil
leakage.
b. Inspect the spill ports of the injector for excessive oil. All six injectors should spill the same amount
of oil.
Expected Result:
No leaks are apparent.
Results:
• OK - The high pressure oil system does not appear to be leaking.
STOP
• Not OK - A leak has been detected in the high pressure oil system.
Repair: Replace the O-ring on the injector or replace the damaged injector. Verify that the repair has
resolved the problem.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02124593
Injection Actuation Pressure Control Valve Circuit - Test

SMCS - 1714-038
Use the following information to troubleshoot the system when there is an active 42-11 diagnostic code.
Note: Do not use this procedure for an active diagnostic code of 164-11 unless you are directed to this procedure
from another section of this document.
The injection actuation pressure control valve (IAPCV) regulates the high pressure oil to the injectors through a
high pressure rail. The high pressure oil manifold is used to actuate the injectors and the high pressure oil
manifold is used to control the fuel injection pressure. The IAPCV relieves excess high pressure oil back to the
sump. The Electronic Control Module (ECM) controls the operation of the IAPCV by monitoring the engine
speed and the injection actuation pressure sensor.
Location of the injection actuation pressure control valve
Schematic for the Injection Actuation Pressure Control Valve

Locations for the ECM Terminals
B. Connect the Caterpillar Electronic Technician (ET) to the service tool connector.
C. Start the engine.
D. Monitor the active diagnostic code screen on Cat ET. Check and record active diagnostic codes.
Expected Result:
42-11 is active.
Results:
• OK - 42-11 is active. Proceed to Test Step 2.
• Not OK - 42-11 is not active.
Repair: Refer to Troubleshooting, "Troubleshooting Without a Diagnostic Code".
STOP
Test Step 2. Inspect Electrical Connectors And Wiring

A. Thoroughly inspect the J500/P500 IAPCV connector and the J2/P2 ECM connector. Refer to
B. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector that are associated with the
IAPCV (P2:61 and P2:62).
C. Check the ECM connector (allen head screw) for the proper torque of 6.0 N·m (55 lb in).
D. Check the harness and wiring for abrasion and pinch points from the IAPCV back to the ECM.
Expected Result:
All connectors, pins and sockets are completely coupled and/or inserted and the harness and wiring are free of
Results:
• OK - The connectors and the wiring appear to be OK. Proceed to Test Step 3.
• Not OK - There is a problem with the connectors and/or the wiring.
STOP
Test Step 3. Measure the Solenoid Resistance of the IAPCV
B. Disconnect the J500/P500 IAPCV connector.
Note: Ensure that the seal remains on the P500 connector when the connector is disconnected.
C. Use a multimeter to measure the resistance between J500:1 (IAPCV) and J500:2 (IAPCV Common) on the
IAPCV. Record the value that was measured.
Expected Result:
The solenoid resistance of the IAPCV is between 4 Ohms and 16 Ohms.
Results:
• OK - There is not a problem with the IAPCV. Record the measured resistance. Reconnect the J500/P500
IAPCV connector. Proceed to Test Step 4.
• Not OK - The IAPCV is faulty.
Repair: Replace the IAPCV. Start the engine and verify that the diagnostic code is no longer active.
STOP
Test Step 4. Measure the Solenoid Resistance through the Engine Harness

B. Check the resistance between P2:61 (IAPCV) and P2:62 (IAPCV Common). The resistance should be
within 2 Ohms of the value that was measured in the previous step.
C. Check the resistance from P2:62 to every pin in ECM connector P2.
Note: The resistance should be greater than 20,000 Ohms.
D. Check the resistance from P2:61 to every pin in ECM connector P2.
Note: The resistance should be greater than 10k Ohms.
E. Check the resistance from the ECM engine harness connector P2:61 to the engine ground stud and from
P2:62 to the engine ground stud.
Note: The resistance measurement should be greater than 20,000 Ohms.
Expected Result:
The resistance measurements agree with the above values.
Results:
• OK - The resistance measurements agree with the above values. Proceed to Test Step 5.
• Not OK - The resistance measurements do not agree with the above values.
Repair: A low resistance indicates a short in the wire. Repair the wire.
STOP
Test Step 5. Check the Harness by using the "Injection Actuation Pressure Driver Test"
A. Access the "Injection Act Press Driver Test" on Cat ET.
Note: Do not insert any wire that is larger than 18 AWG into the P500 harness connector. Do not insert
the probe for the voltage test lamp into the harness connector. These actions will spread the sockets of the
connector which will damage the connector. Damaged connectors could cause intermittent connections.
C. Insert a Deutsch connector pin into each sockets of the P500 harness connector.
D. Connect a voltage test lamp to the Deutsch connector pins that are inserted in the P500 connector and start
the "Injection Act Press Driver Test" on Cat ET. Observe the test lamp, and then stop the "Injection Act
Press Driver Test".
Note: This test procedure may cause a 42-11. This is normal.
E. Place the engine control in the ON mode.
Expected Result:
The voltage test lamp illuminates when the test is active.
Results:
• OK - The voltage test lamp illuminates. Proceed to Test Step 6.

• Not OK - The voltage test lamp does not illuminate. Proceed to Test Step 7.
Test Step 6. Perform "Injection Actuation Pressure Test"
C. Crank the engine three times at 30 seconds intervals. This will purge the air from the system.
D. Reconnect the J500/P500 IAPCV connector.
E. Start the engine and run the "Injection Actuation Pressure Test". The "Injection Actuation Pressure Test"
is located in the "Diagnostics" menu on Cat ET. Step through all of the pressure ranges.
Note: This is not the "Injection Act Press Driver Test".
F. After performing the "Injection Actuation Pressure Test", check for the 42-11 diagnostic code.
Expected Result:
The engine starts and the engine runs without triggering any diagnostic codes.
Results:
• OK - The problem has been corrected.STOP
• Not OK - There is a problem with the IAPCV.
Repair: Replace the IAPCV. Verify that the problem is resolved.
STOP
Test Step 7. Check the ECM by using "Injection Act Press Driver Test"
C. Connect a 70-Terminal breakout T to the J2 ECM connector.
D. Connect a voltage test lamp to P2:61 and P2:62 of the breakout.
F. Observe the test lamp while you activate the "Injection Act Press Driver Test" in the "Diagnostics" menu
of CAT ET.
Note: This test procedure may cause a 42-11. This is normal.
Expected Result:
The voltage test lamp should illuminate when the test is active.
Results:
• OK - The voltage test lamp illuminates.
Repair: Replace the harness for the IAPCV.Verify that the repair eliminates the problem.
STOP
• Not OK - The voltage test lamp does not illuminate.
Repair: Temporarily install a test ECM. Repeat the test step. If this corrects the problem, then reinstall the
old ECM and verify that the problem reoccurs. Replace the ECM if the problem reoccurs with the old
ECM.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02125971
Injector Solenoid Circuit - Test

SMCS - 1290-038
Use this procedure under the following circumstances:
• 1-11 diagnostic code is active.
• You have been directed to this procedure from Troubleshooting, "Troubleshooting without a Diagnostic
Code".
Perform this procedure under conditions that are identical to the conditions that exist when the problem occurs.
Typically, problems with the injector solenoid occur when the engine is warmed up and/or when the engine is
under vibration (heavy loads).
The engine has hydraulic unit injectors that are hydraulically actuated and electronically energized. The
Electronic Control Module (ECM) sends a 105 volt pulse to each injector solenoid. The pulse is sent at the
proper time and at the correct duration for a given engine load and speed. The solenoid is mounted on top of the
fuel injector body. The 105 volt pulse can be individually cut out to aid in troubleshooting misfire problems.
If an open is detected in the solenoid circuit, a diagnostic code is generated. The ECM continues to try to fire the
injector. If a short is detected, a diagnostic code is generated. The ECM will disable the solenoid circuit. The
ECM will then enable the solenoid. If the short circuit remains this sequence of events will be repeated until the
problem is corrected.
Schematic
Pin locations for ECM

Location of components
volts.
A. Place the engine control in the OFF/RESET mode. A strong electrical shock hazard is present if the engine
control is not placed in the OFF/RESET mode.
B. Thoroughly inspect the J2/P2 ECM connector and the J300/P300 injector connector. Refer to
C. Perform a 45 N (10 lb) pull test on each of the wires in the ECM connector and in the J300/P300 injector
connector that are associated with injector solenoids.
E. Check the J300/P300 injector connector in order to ensure the proper mating of the connector.
F. Check the harness and wiring for abrasions and for pinch points from the injectors to the ECM.
Expected Result:
Results:
• Not OK - There is a problem with the connectors and/or wiring.
STOP
Test Step 2. Check for Logged Diagnostic Codes Regarding Injector Solenoids
A. Connect the Caterpillar Electronic Technician (ET) to the service tool connector.
C. Monitor the "Logged Diagnostic Codes" screen on Cat ET.
Expected Result:
One or more of the following diagnostic codes has been logged:
• 1-11
• 2-11
• 3-11
• 4-11
• 5-11
• 6-11
Results:
• OK - There are logged diagnostic codes for the injectors. Proceed to Test Step 4.
• Not OK - There are no logged diagnostic codes for the injectors. Proceed to Test Step 3.
Test Step 3. Check the Variation of the Injectors Between Each of the Cylinders
A. Start the engine.
B. Allow the engine to warm up to normal operating temperature (approximately 77 °C (171 °F)).
C. After the engine is warmed to operating temperature, access the "Cylinder Cutout Test" on Cat ET by
accessing the following display screens in order:
◦ "Diagnostics"
◦ "Diagnostic Tests"
◦ "Cylinder Cutout Test"
D. Enable the cooling fan, if the fan is not controlled by the ECM. If the ECM controls the cooling fan, the
cooling fan will start automatically when the test begins.
E. Shut off all parasitic loads such as the air conditioning and the air compressors which could affect the
results of the test.
F. Set the engine speed to 1200 ± 20 rpm.
G. Select the start button at the bottom of the screen for the "Cylinder Cutout Test".
H. Select the "4 Cylinder Cutout Test" which is the default test.
I. Follow the instructions that are provided in the "Cylinder Cutout test". The cylinder cutout tests are
interactive so the procedure is guided to the finish.
Note: The "Manual Cylinder Cutout Test" is also available. Access the manual test by selecting the
"Change" button on the screen for the "Cylinder Cutout Test". The "4 Cylinder Cutout Test" is the
recommended starting procedure. The automated tests run twice collecting data. The two sets of data are
analyzed and an "OK" or "NOT OK" result is displayed.
Expected Result:
All cylinders indicate "OK".
Results:
• OK - All cylinders indicate "OK".
Repair: If the engine is misfiring or if the engine has low power, refer to Troubleshooting, "Engine
Misfires, Runs Rough or Is Unstable" and Troubleshooting, "Low Power/Poor or No Response to
Throttle".
If a diagnostic code results from running the "Cylinder Cutout Test", proceed to Test Step 4.
• Not OK - A problem was found with one of the cylinders. Proceed to Test Step 4.
Test Step 4. Use the Injector Solenoid Test to Test the Injector Solenoids
A. Start the engine.
B. Allow the engine to warm up to normal operating temperature (approximately 77 °C (171 °F)).
E. Access the "Injector Solenoid Test" on Cat ET by accessing the following display screens in order:
◦ "Diagnostics"
◦ "Diagnostic Tests"
◦ "Injector Solenoid Test"

F. Activate the test.
Note: The test is in the "Interactive Diagnostic Tests". Do not confuse the "Injector Solenoid Test" with
the "Cylinder Cutout Test". The "Cylinder Cutout Test" is used to shut off fuel to a specific cylinder while
the engine is running. The injector solenoid test is used in order to actuate the injector solenoids. This
allows the click of the injector solenoids to be heard when the engine is not running in order to determine
that the circuit is functioning properly.
G. As each solenoid is energized by the ECM an audible click can be heard at the valve cover. Listen for a
click at each valve cover. A black square will appear over the cylinder number when the cylinder is being
fired.
H. Perform the injector solenoid test at least two times.
Expected Result:
All cylinders indicate "OK".
Results:
• OK - There is not an electronic problem with the injectors at this time.
Repair: If the "Cylinder Cutout Test" returned a "NOT OK" for any injector, refer to Troubleshooting,
"Engine Misfires, Runs Rough or Is Unstable".
STOP
• Not OK - Note the cylinders that indicate "OPEN" and/or "SHORT". Proceed to Test Step 5.
Test Step 5. Use the Injector Solenoid Test to Check for Shorts in the Engine Wiring Harness
volts.
B. Disconnect the J300/P300 injector connector at the valve cover base.
D. Perform the injector solenoid test at least two times.
Expected Result:
All cylinders indicate "OPEN".
Results:
• OK - All cylinders indicate "OPEN". Proceed to Test Step 6.

• Not OK - Note the cylinders that indicate a short circuit. Proceed to Test Step 7.
Test Step 6. Use the Injector Solenoid Test to Check for Opens in the Engine Wiring Harness
Engine harness connector for the injectors
volts.
B. Disconnect the J300/P300 injector connector at the valve cover base.
C. Fabricate a jumper wire 100 mm (4 inch) long. Crimp a Deutsch pin to both ends of the wire.
D. Insert one end of the jumper wire into the common socket of the problem injector. Insert the other end of
the jumper wire into the appropriate socket for the suspect injector in the P300 injector connector. For
example, if injector 5 is the problem injector, insert the jumper in terminal 5 and in terminal 8 of the P300
injector connector.
F. Perform the injector solenoid test at least two times.
H. Repeat this test for each suspect Injector. Ensure that the injector solenoid test is disabled before handling
the jumper wires.
Expected Result:
Cat ET displays "SHORT" for the cylinder with the jumper wire.
Results:
• OK 1 - Test Step 4 indicated that only one injector had an "OPEN" or "SHORT", or that one injector had
an "OPEN" but the other injector on the injector common line had a "SHORT". Proceed to Test Step 9.
• OK 2 - Test Step 4 indicated that two injectors that share an injector common line are open. Proceed to
Test Step 10.
• OK 3 - Test Step 4 indicated that two injectors that share an injector common line are shorted. Proceed to
Test Step 11.
• Not OK - Proceed to Test Step 8.
Test Step 7. Use the Injector Solenoid Test to Check the ECM for Short Circuits
volts.
B. Disconnect the J2/P2 ECM connector from the ECM and check for evidence of moisture.
Expected Result:
All cylinders indicate "OPEN" when the P2 ECM connector is disconnected from the ECM.
Note: When the engine harness is disconnected all of the diagnostic codes for supply voltage to the sensors will
be active. This is normal. Clear all of these diagnostic codes after completing this test step.
Results:
• OK - The short circuit is in the engine harness.
Repair: Repair the engine harness or return the engine harness, as required. Clear all diagnostic codes
after completing this test step.Verify that the repair eliminates the problem.
STOP
• Not OK -
STOP
Test Step 8. Check the ECM For an Open Circuit
volts.
B. Disconnect the engine harness from the J2 ECM connector. Connect a 140-2266 Cable (Breakout T) to the
ECM. Do not connect the engine harness to the Breakout T.
C. Use a jumper wire to short between the socket of the injector and the common socket of the suspect
injector.
E. Perform the injector solenoid test at least two times.

Note: When the engine harness is disconnected all of the diagnostic codes for supply voltage to the
sensors will be active. This is normal. Clear all of these diagnostic codes after completing this test step.
Expected Result:
Cat ET displays "SHORT" for the cylinder with the jumper wire.
Results:
• OK - The ECM is OK. There is a open in the harness between the injector connector P300 and ECM
connector P2.
Repair: Replace the engine harness or repair the engine harness, as required.Verify that the repair
STOP
• Not OK -
STOP
Test Step 9. Check The Injector Harness Under the Valve Cover
volts.
B. Remove the valve cover.
C. Disconnect the harness from the problem injector. Disconnect the harness from the other injector that has
the same injector common line.
D. Thoroughly clean the terminals of both injectors and of the harness.

E. Exchange the harness between the two injectors that share the common line.
G. Perform the injector solenoid test at least two times.
Expected Result:
Exchanging the harness between the two injectors caused the problem to move to the other injector on Cat ET.
Results:
• OK - Cat ET indicates that the problem has moved.
Repair: Replace the faulty injector. Restore the wiring to the proper injectors.Verify that the repair
STOP
• Not OK - Cat ET still indicates that the problem is with the original injector.
Repair: Replace the injector harness under the valve cover.Verify that the repair eliminates the problem.
STOP
Test Step 10. Check the Engine Harness Under the Valve Cover for an Open Circuit in the Common Line
Harness terminals of electronic unit injector
volts.
C. Disconnect each of the injectors that indicate an "OPEN" from the wiring harness. Ensure that each of the
connectors from the disconnected injector harness does not touch other components and short to ground.
D. Attach a jumper wire to both terminals of the injector harness for the two injectors that share an injector
common line.
F. Perform the injector solenoid test at least two times.
Expected Result:
The cylinders with the short in place indicate an "OPEN".
Results:
• OK - The problem appears to be in the engine harness under the valve cover.
1. Replace the engine harness under the valve cover.
2. Run the injector solenoid test in order to check the installation of the new harness before installing
the valve covers.
STOP
• Not OK - Both injectors indicate "SHORT".
Repair: Replace both injectors.Verify that the repair eliminates the problem.
STOP
Test Step 11. Check the Engine Harness Under the Valve Cover for Short Circuits in the Injector Wires
volts.
C. Disconnect each of the injectors that indicate a "SHORT" from the wiring harness. Ensure that each of the
connectors from the disconnected injector harness does not touch other components and short to ground.
E. Perform the injector solenoid test at least two times.
Expected Result:
Both cylinders indicate an "OPEN".
Results:
• OK - Neither of the injector wires are shorted to the engine.
Repair: Leave the injector wires disconnected.
• Not OK - There is a short in the injector harness under the valve cover.
STOP
Test Step 12. Check For a Short Circuit in the Injector Common Line to the Engine
volts.

C. Locate the common line for the problem injector in the P2 connector. Measure the resistance from the
terminal to the engine ground stud connection.
Expected Result:
The multimeter indicates that the resistance is greater than 10 Ohms.
Results:
• OK - The harness is not shorted to ground.
Repair: Reconnect the engine harness to the ECM.
• Not OK - The harness is shorted to ground.
STOP
Test Step 13. Check For a Short Circuit in the Injector
volts.
B. Reconnect one of the two disconnected injectors.
Expected Result:
The reconnected injector indicates a "SHORT".
Results:
• OK - The injector has an internal short.
Repair: Replace the Injector.Verify that the repair eliminates the problem.
STOP
• Not OK - The injector is OK. There may be a problem with the other injector. Proceed to Test Step 14.
Test Step 14. Check For a Short Circuit in the Other Injector
volts.
B. Reconnect the other disconnected injector.
Expected Result:
The reconnected injector indicates a "SHORT".
Results:
• OK - The injector has an internal short.
Repair: Replace the faulty injector. Restore the wiring to the proper injectors.Verify that the repair
STOP
• Not OK - This injector is OK.
Repair: There may be an intermittent problem. If the problem is intermittent, refer to Troubleshooting,
STOP
Shutdown SIS
Previous Screen

Specifications
i02304837
Fuel Filter Base

SMCS - 1261; 1262
Typical example
(1) Put 4C-9507 Retaining Compound on the tapered end of the stud to the following distance. ... 7.6 ± 1.5 mm
(0.30 ± 0.06 inch)
(2) Distance from the sealing surface of the filter base to the end of the stud ... 24.6 ± 1.3 mm (0.97 ± 0.05 inch)
(3) Sealing surface of the stud
Note: Do not damage this surface.
(4) Torque for stud ... 68 ± 7 N·m (50 ± 5 lb ft)
Shutdown SIS
Previous Screen

Specifications
i01447435
Fuel Filter and Water Separator

SMCS - 1261; 1263
(1) Filter element
(3) Bowl
(4) Drain
(5) Plug
Note: To open the self-ventilated drain, turn the plug counterclockwise.

Shutdown SIS
Previous Screen


i01974353
Fuel Filter Base - Remove and Install

SMCS - 1262-010
Removal Procedure
NOTICE
NOTICE

containing fluids.


Typical example
1. Disconnect tube assembly (1) and tube assembly (3) from fuel filter base (2). Immediately cap all
openings or plug all openings in order to prevent contamination.
2. Remove the bolts that attach the fuel filter base to the mounting bracket. Remove fuel filter base (2) .
NOTICE

Typical example
1. Position fuel filter base (2) on the mounting bracket. Install the bolts.
2. Connect tube assembly (1) and tube assembly (3) to fuel filter base (2) .
Shutdown SIS
Previous Screen


i01206505

SMCS - 7553; 7554
Table 1
7.9 mm (0.31 inch) 0.9 ± 0.2 N·m (8 ± 2 lb in)
13.5 mm (0.53 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
15.9 mm (0.63 inch) 7.5 ± 0.5 N·m (65 ± 4 lb in)

7.9 mm (0.31 inch) 0.7 ± 0.2 N·m (6 ± 2 lb in)
13.5 mm (0.53 inch) 3.0 ± 0.5 N·m (27 ± 4 lb in)

15.9 mm (0.63 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
Shutdown SIS
Previous Screen


i06243587
Hose Clamps
SMCS - 7553; 7554
Table 1

(1)

Table 2
Wave Liner Clamps

Table 3
Shutdown SIS
Previous Screen

Specifications
i00665415
Fuel Filter Lines

SMCS - 1274
Typical example
Left side of engine

Note: Refer to the System Operation, Testing and Adjusting, "Fuel Pressure" for the correct method of
inspecting fuel pressure.
(1) Tube assembly (fuel filter to fuel gallery)
(3) Fuel outlet port
(4) The fuel pressure regulator valve maintains minimum fuel system pressure.
Minimum pressure at low idle ... 400 kPa (58 psi)
(5) The position for the fuel pressure regulator valve is 10 Degrees from horizontal.
Shutdown SIS
Previous Screen

Specifications
i02273151
Unit Injector Hydraulic Pump

SMCS - 1714
(1) Drive gear
(3) Location of fitting for oil inlet
Tighten the fitting to the following torque. ... 26 ± 3 N·m (19 ± 2 lb ft)
(4) Fuel pump
(5) Location of fitting for fuel inlet
Tighten the fitting to the following torque. ... 17.5 ± 2 N·m (13 ± 1 lb ft)
(6) Location of fitting for fuel outlet
(7) Tighten the nut for the drive gear to the following torque. ... 109 ± 14 N·m (80 ± 10 lb ft)
(8) High pressure relief valve setting ... 32.2 ± 1.7 MPa (4650 ± 245 psi)
(9) Hydraulic pump
(10) Location of fitting for oil outlet
(11) Mounting bolt for the fuel pump
(12) Drain for the Injection Actuation Pressure Control Valve
(13) Tighten the plug to the following torque: ... 6.0 ± 0.7 N·m (55 ± 6 lb in)
(15) Drive spline for the fuel transfer pump
(16) Drain port for the relief valve
(A) When the pump is viewed from the drive end, the rotation of the pump is counterclockwise.
Shutdown SIS
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Specifications
i02271778

SMCS - 5051
(1) Install the injection actuation pressure control valve. Tighten the valve to the following torque. ... 50 ± 5 N·m
(37 ± 4 lb ft)
(3) Spacer
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Specifications
i02273191
Unit Injector
SMCS - 1290
(1) Lubricate the bore slightly. Use the lubricant that is being sealed.
(2) Tighten the bolt to the following torque. ... 6 ± 1 N·m (55 ± 9 lb in)
(3) Position oil deflector (3).
(4) Tighten the bolt to the following torque. ... 12 ± 3 N·m (105 ± 27 lb in)
Shutdown SIS
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i01976263
Unit Injector - Remove

SMCS - 1290-011
Removal Procedure
Table 1
Required Tools
A 1U-7587 Pry Bar 1
4C-5027 Tap Wrench 1
4C-6161 Tube Brush 1
4C-6774 Vacuum Gun Kit 1
B (1) 8T-7765 Surface Reconditioning Pad 1
1U-5512 Abrasive Material 1
9U-6102 Reamer 1
9U-6862 Tapered Brush 1
4C-4057 Tube 1
C (2) 1U-5718 Vacuum Pump 1
1U-5814 Bottle Assembly 1
(1)
Tools for cleaning carbon deposits from the injector sleeve bores
(2)
Tools for evacuating fuel from the cylinders
Start By:
NOTICE
NOTICE

containing fluids.

Removal Of The Injector

1. Remove oil drain plugs (1) at each end of the cylinder head.
2. Allow the engine oil to drain from the ports in the cylinder head before the injector is removed.
3. Disconnect harness connector (2) .

Note: Some of these engines were built without the deflector. During the installation of the unit injectors,
the deflectors (Y) should be installed.
4. Remove bolt (3) .
5. Remove bolt (4) .

6. Place Tooling (A) under clamp (5) on the flywheel side of the injector.
7. Tooling (A) should be placed at this location in order to gently remove the injector. Use Tooling (A) to
remove the injector.
8. Do not pry at location (Z) .
9. Remove the O-Ring seals (6) from the injector.
10. Repeat Step 3 through Step 9 for the remainder of the injectors.
Steps For Cleaning The Carbon Deposits

Cleanliness is very important in the area around the sleeve and the sleeve bore when you are reinstalling the
injector. This injector has a metal seal (7) between the bottom of the injector's case and a seat in the cylinder
head. Clean the carbon from the seat area that is inside of the cylinder head. Also clean the carbon from the end
of the injector if the injector should be reinstalled.
The fine grade of the Scotch Brite material is preferred. Scotch Brite is available from the Tools And Shop
Products Guide as the abrasive material and as the surface reconditioning pad.
If the sleeve of the injector has been removed from the engine, use a reamer to remove carbon deposits from the
angled surface.
Note: Do not use the reamer in order to remove metal from the sleeve. Use the reamer in order to remove carbon
only.
If the sleeve of the injector is installed in the engine, use the tube brush to clean the carbon deposits from the
inside of the sleeve.
If you choose to clean the angled seat on the injector with a wire brush, the wire brush should not contact the tip
of the injector. Failure of the tip and major engine damage may result.
Note: Using power tools in order to rotate the material should not be necessary. The carbon in the sleeve is more
removable than the carbon at locations that are exposed to higher temperatures.
The following procedure is the preferred method of cleaning the sleeve bore.
1. Place a 38 mm (1.5 inch) square piece of Scotch Brite material on the end of a tapered brush.
2. Twist the tapered brush with the tap wrench against the lower surface of the sleeve bore.
3. The surface should be cleaned until the surface is smooth and shiny. The entire sleeve bore should be
cleaned in order to remove any loose carbon particles.
Note: A vacuum gun kit is available in order to clean the loose material from the sleeve bore.
Evacuation Of Fuel And Oil From The Cylinder

Evacuate as much fuel and oil as possible from the cylinder before installation of the injector. Use Tooling (C) to
evacuate the fuel. Several evacuations may be necessary.
Shutdown SIS
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i05042449
Unit Injector - Install

SMCS - 1290-012
Table 1
Required Tools
A 149-2955 Seal Protector 1
B 149-2956 Seal Installer 1
C 152-1057 Fuel Injector Installer 1
NOTICE
NOTICE
The correct procedures and tooling specifications must always be used.

Failure to follow any of the procedures may result in damage,
malfunction, or possible engine failure.
1. Install oil drain plugs (8) .

This illustration is of the 154-8016 Fuel Injector Seals .
(14) Metal Seal
(15) 133-3715 Backup Ring
(17) 9X-7557 O-Ring Seal
(18) 148-2903 O-Ring Seal
(20) 109-3207 O-Ring Seal

(A) 149-2955 Seal Protector
(B) 149-2956 Seal Installer
NOTICE
The correct procedures and tooling specifications must always be used.

Failure to follow any of the procedures may result in damage,
malfunction, or possible engine failure.
Note: Install the upper seal pack first. Then install the middle seal pack. Finally, install the bottom O-Ring
Seal.
2. Both the 149-2955 Seal Protector (A) and the 149-2956 Seal Installer (B) should be used when you are
installing the upper high-pressure seals.
Note: New seals should be installed after each removal of the injector from the engine.
3. Lubricate the O-Ring seals and the sleeve bore of the injector sparingly with clean engine oil.
Note: Proper installation of the injector is important. Damage to the upper high-pressure seals can cause
excessive oil leakage under the valve cover. Damage to the upper high-pressure seals may cause the
engine not to start due to a low actuation pressure. Damage to the lower high-pressure seals may allow
high-pressure oil to leak into the fuel supply passage. Damage to the lower-pressure seals will result in
excessive oil consumption.
(X) 8T-2396 Bolts .
(Y) 159-0288 Deflector .
Note: Some of these engines were built without the 159-0288 Deflector . During the installation of the unit
injectors, the deflectors should be installed. Six 159-0288 Deflectors and six 8T-2396 Bolts are required
for each engine. These new deflectors and bolts replace the former 6V-8653 Bolts .
(C) 152-1057 Fuel Injector Installer
4. Carefully install the injector into the injector bore. If access permits you to seat the injector, push the
injector straight down on top of the injectors solenoid by hand until the injector is firmly seated in the
injector bore. Pushing hard enough to compress the injector seals may be difficult. If the injector cannot be
seated by hand, use a 152-1057 Fuel Injector Installer (C) .
Note: Do NOT pry on the top of the injector with another tool. Do NOT strike the injector with a
hammer. Damage to the injector will result. Damage to the injector that is due to improper installation is
not a warrantable failure.
(2) Wiring Harness Connection
(3) Clamp
(10) Shoulder Bolt
(11) Socket Head Bolt
Note: Do not use the shoulder bolt and the socket head bolt in order to seat the injector. If a side load is
placed on the bolts, the bolts may fail.
Note: Install new bolts (10) and (11) .
5. After the injector is seated, position the clamp (2) and tighten the Shoulder Bolt (10) to a torque of 6 N·m
(50 lb in). Then tighten the Socket Head Bolt (11) to a torque of 12 N·m (9 lb ft).
6. Insert the harness connectors (2) back into the injector solenoids. Ensure that the clips are snapped back
into the proper position.
7. Check the system for leaks by using the following procedure.
Check the Fuel System for Leaks

1. Visually inspect the components of the injector for oil leaks around the outside diameter.
2. Disconnect the injector wiring harness with the 12-pin connector. The harness is located between the
hydraulic pump and the cylinder head. Disconnect the Injection Actuation Pressure Sensor connector. This
connector is located on the top of the unit injector hydraulic pump. The oil pressure should raise to about
2500 psi.
3. Crank the engine in order to allow the actuation pressure to rise. Cranking the engine also purges the air
from the system.
4. Visually check for oil leaks in the area that is between the outside diameter of the injector and the cylinder
block.
Note: A small amount of seepage from the injectors vent hole during cranking is normal. A large steady
flow from one injector that is greater than the flow from the other injectors may indicate a problem with
that injector.
5. If no leaks are found, connect the injector wiring harness.
6. Start the engine.
7. Check for oil leaks while the engine is running at idle.
8. If no leaks are found, install the ET or other electronic service tools and clear all codes.
Shutdown SIS
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Specifications
i03007662
Fuel Transfer Pump

SMCS - 1256
(1) Plug
(2) Do not remove the plastic plug.

View A-A
(3) Inlet port
(4) Outlet port
(5) Pressure regulating valve
When the fuel transfer pump is using diesel fuel, the fuel transfer pump has the following specifications.
Table 1
Flow Test
RPM Pressure Minimum Flow
240 240 kPa (35 psi)

0.1 L/min (0.03 US gpm)
3036
450 kPa (66 psi) 2.52 L/min (0.7 US gpm)
Run the pump at 240 rpm with a blocked inlet. After 30 seconds, the pump must have the following suction level
at the inlet. ... 60.66 kPa (9.0 psi)
Run the pump at 4002 rpm. The full bypass pressure should be the following value. ... 682 to 751 kPa (98 to 110
psi)
When the pump is viewed from the drive end, the rotation of the pump is counterclockwise.
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i01976138
Fuel Transfer Pump - Remove

SMCS - 1256-011
Removal Procedure
NOTICE
NOTICE

containing fluids.


1. Disconnect hose assembly (1) and hose assembly (2). Immediately cap all openings or plug all openings in
order to prevent contamination.
3. Remove fuel transfer pump (4) .
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i04404118
Fuel Transfer Pump - Install

SMCS - 1256-012
Table 1
Required Tools
A 1U-6396 O-Ring Assembly Compound 1
B 161-9203 Grease Cartridge 1
NOTICE
1. Apply Tooling (A) to the O-ring seal.
2. Use your finger to apply a small amount of Tooling (B) on the splines of the unit injector hydraulic pump.
Only a small amount of grease is required to evenly coat the splines.
3. Position fuel transfer pump (4) on the unit injector hydraulic pump and install bolts (3) . Tighten bolts (3)
to a torque of 25 ± 3 N·m (18 ± 2 lb ft).
4. Connect hose assembly (1) and hose assembly (2) .
Shutdown SIS
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Specifications
i02273151
Unit Injector Hydraulic Pump

SMCS - 1714
(1) Drive gear
(3) Location of fitting for oil inlet
(4) Fuel pump
(5) Location of fitting for fuel inlet
(6) Location of fitting for fuel outlet
(7) Tighten the nut for the drive gear to the following torque. ... 109 ± 14 N·m (80 ± 10 lb ft)
(8) High pressure relief valve setting ... 32.2 ± 1.7 MPa (4650 ± 245 psi)
(9) Hydraulic pump
(10) Location of fitting for oil outlet
(11) Mounting bolt for the fuel pump
(12) Drain for the Injection Actuation Pressure Control Valve
(15) Drive spline for the fuel transfer pump
(16) Drain port for the relief valve
(A) When the pump is viewed from the drive end, the rotation of the pump is counterclockwise.
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Specifications
i02271778

SMCS - 5051
(1) Install the injection actuation pressure control valve. Tighten the valve to the following torque. ... 50 ± 5 N·m
(37 ± 4 lb ft)
(3) Spacer
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Specifications
i02848617
Injection Actuation Pressure Sensor

SMCS - 1925
(1) Connector plug assembly
(2) Final installation torque for the pressure sensor group ... 20 ± 2 N·m (15 ± 1 lb ft)
Operating voltage ... 5.00 ± 0.25 VDC
Operating temperature ... −40 to 120 °C (−40 to 248 °F)
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i02366599
Injection Actuation Pressure Control Valve - Remove and Install

SMCS - 5051-010
Removal Procedure
Table 1
Required Tools
A 5P-0333 Crowfoot Wrench 1
NOTICE
NOTICE

containing fluids.


1. Disconnect harness assembly (2) from injection actuation pressure control valve (1) .
2. Remove nut (3) , spacer (5) , and solenoid valve (4) from injection actuation pressure control valve (1) .
3. Use Tooling (A) and an extension in order to remove the injection actuation pressure control valve from
the unit injector hydraulic pump.
4. Remove O-ring seals (6) and (8) , and backup ring (7) from injection actuation pressure control valve (1) .
Table 2
Required Tools
NOTICE
1. Install new O-ring seals (6) and (8) , and backup ring (7) on the injection actuation pressure control valve.
Lubricate the O-ring seals with clean engine oil.
2. Use Tooling (A) in order to install the injection actuation pressure control valve on the unit injector
hydraulic pump. Tighten the injection actuation pressure control valve to a torque of 50 ± 5 N·m (37 ± 4 lb
ft).
3. Install solenoid valve (4) , spacer (5) , and nut (3) on injection actuation pressure control valve (1) .
Tighten nut (3) to a torque of 5.5 ± 1.5 N·m (49 ± 13 lb in).
4. Connect harness assembly (2) to injection actuation pressure control valve (1) .
Shutdown SIS
Previous Screen


i01977657
Unit Injector Hydraulic Pump - Remove

SMCS - 1714-011
Removal Procedure
Table 1
Required Tools
B 180-0186 Removal Tool 1
NOTICE
NOTICE

containing fluids.

Note: If the engine is equipped with a tube assembly then proceed to Step 1. If the engine is equipped with a
hose assembly then go to Step 3.
1. Use Tooling (A) in order to remove tube assembly (1) and tube assembly (2) .
Note: If the engine is equipped with a hose assembly, use Tooling (B). Disconnect fitting (4) .
2. Disconnect harness assembly (3) .
3. Use Tooling (A) to remove tube assembly (2) .
4. Remove bolts (6) and remove unit injector hydraulic pump (5) .
5. Remove O-ring seal (7) .
6. Remove drive gear (8) .
Shutdown SIS
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i01977877
Unit Injector Hydraulic Pump - Install

SMCS - 1714-012
Table 1
Required Tools
B 180-0186 Removal Tool 1
NOTICE

1. Position drive gear (8) on the unit injector hydraulic pump. Install the bolt on the unit injector hydraulic
pump. Tighten the bolt to a torque of 110 ± 14 N·m (81 ± 10 lb ft).
2. Lubricate O-ring seal (7) with clean engine oil. Install the O-ring seal on the unit injector hydraulic pump.
3. Position unit injector hydraulic pump (5) on the front housing. Install bolts (6) and tighten bolts (6) to a
torque of 28 ± 7 N·m (20 ± 5 lb ft).
Note: If the engine is equipped with a tube assembly then proceed to Step 4. If the engine is equipped with
a hose assembly then go to Step 6.
4. Use Tooling (A) to install tube assembly (1) and tube assembly (2) .
Note: If the engine is equipped with a hose assembly, use Tooling (B). Connect fitting (4) .
5. Connect harness assembly (3) .
6. Use Tooling (A) to install tube assembly (2) .
Shutdown SIS
Previous Screen


i02365033
Fuel Pressure Regulator - Remove and Install

SMCS - 1715-010
Removal Procedure
NOTICE
NOTICE

containing fluids.


1. Disconnect tube assembly (1) from fuel pressure regulator (2) .
2. Remove fuel pressure regulator (2) from the cylinder head.
NOTICE

Note: Ensure that the orifice in fuel pressure regulator (2) is open and clean.
1. Install fuel pressure regulator (2) in the cylinder head at a 10 degree angle from the horizontal centerline.
2. Connect tube assembly (1) to fuel pressure regulator (2) .
Shutdown SIS
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Specifications
i01447435

SMCS - 1261; 1263
(1) Filter element
(3) Bowl
(4) Drain
(5) Plug

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Systems Operation
i01486056
Lubrication System
SMCS - 1300
Lubrication System Schematic
(1) Hydraulic pump. (2) High pressure relief valve. (3) Passage to the rocker arms. (4) High pressure oil line. (5) Injection actuation
pressure control valve. (6) High pressure oil manifold. (7) Oil supply line for hydraulic pump. (8) Piston cooling jets. (9) Cylinder
head gallery. (10) Passage to pushrod lifters. (11) Main bearings. (12) Camshaft bearing. (13) Passage to engine oil pan. (14) Main oil
gallery. (15) Turbocharger oil supply line. (16) Passage to front housing. (17) Passage to oil pump idler gear bearing. (18) Oil filter
bypass valve. (19) Passage to camshaft idler gear bearing. (20) Passage. (21) Engine oil filter. (22) Oil cooler bypass valve. (23)
Engine oil cooler. (24) Engine oil pump. (25) Oil pump bypass valve. (26) Auxiliary engine oil filter (if equipped). (27) Engine oil
pan.
Engine oil pump (24) is mounted to the bottom of the cylinder block inside the engine oil pan (27). The engine
oil pump (24) pulls oil from engine oil pan (27). The engine oil pump pushes the oil through the passage to the
engine oil cooler (23). Oil then flows through engine oil filter (21). The filtered oil then enters the turbocharger
oil supply line (15) and main oil gallery (14).
Right Side View Of Engine
(15) Turbocharger oil supply line. (18) Oil filter bypass valve. (21) Engine oil filter. (22) Oil cooler bypass valve. (23) Oil cooler. (28)
Turbocharger oil return tube.
Left Side View Of Engine
(1) Hydraulic pump. (4) Oil supply line (high pressure). (6) Oil manifold (high pressure). (7) Oil supply line (hydraulic pump).
The main oil gallery (14) distributes oil to main bearings (11), piston cooling jets (8), and camshaft bearing (12).
Oil from main oil gallery (14) exits the front of the block. The oil then enters a groove that is cast in front
housing (16) .
Oil enters the crankshaft through holes in the bearing surfaces (journals) for the main bearing (11). Passages
connect the bearing surface (journal) for the main bearing (11) with the bearing surface (journal) for the
connecting rod.
The passage in front housing (16) sends the oil flow in two directions. At the upper end of the passage, oil is
directed back into the block and up to cylinder head gallery (9) through passage (3) to the rocker arm
mechanism. A passage (17) sends oil to the oil pump idler gear bearing.
Oil from the front main bearing enters a passage (19) to the camshaft idler gear bearing. Oil passages in the
crankshaft send oil from all the main bearings (11) through the connecting rods to the connecting rod bearings.
The passages send oil from the camshaft bearing (12) to an oil passage in the side covers. The oil then enters a
hole in the shafts to pushrod lifters (10). The oil lubricates the bearings of the lifter.
Note: Engines that are equipped with an auxiliary oil filter (26) will receive oil at a port. The filtered oil will be
returned to engine oil pan (27) .
The hydraulic pump (1) is a gear-driven axial piston pump. The hydraulic pump raises the engine oil pressure
from the typical operating oil pressure to the actuation pressure that is required by the unit injectors. The
injection actuation pressure control valve (5) electronically controls the output pressure of the hydraulic pump
(1) .
The oil circuit consists of a low pressure circuit and a high pressure circuit. The low pressure circuit typically
operates at a pressure of 240 kPa (35 psi) to 480 kPa (70 psi). The low pressure circuit provides engine oil that
has been filtered to the hydraulic pump (1). Also, the low pressure circuit provides engine oil that has been
filtered to the lubricating system of the engine. Oil is drawn from the engine oil pan (27). Oil is supplied through
the engine oil cooler (23) and engine oil filter (21) to both the engine and the hydraulic pump (1) .
The high pressure oil system provides actuation oil to the unit injector. The high pressure circuit operates in a
pressure range typically between 4 MPa (581 psi) and 23 MPa (3350 psi). This high pressure oil flows through a
line into the cylinder head. The cylinder head stores the oil at actuation pressure. The oil is ready to actuate the
unit injector. Oil is discharged from the unit injector under the valve cover so that no return lines are required.
After the lubrication oil's work is done, the lubrication oil returns to the engine oil pan.
The oil pump bypass valve (25) limits the pressure of the oil that is coming from the engine oil pump (24). The
engine oil pump (24) can pump more than enough oil into the system. When there is more than enough oil, the
oil pressure increases. When the oil pressure increases, the oil pump bypass valve (25) will open. This allows the
oil that is not needed to go back to the suction side of the engine oil pump (24) .
The bypass valves (22) and (18) will open when the engine is cold (starting conditions). Opening the bypass
valves achieves immediate lubrication of all components. Immediate lubrication is critical when cold oil with
high viscosity causes a restriction to the oil flow through engine oil cooler (23) and engine oil filter (21). The
engine oil pump (24) sends the cold oil through the bypass valves around the engine oil cooler (23) and engine
oil filter (21) to the turbocharger oil supply line (15) and the main oil gallery (14) in the cylinder block.
When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass valves close.
After the bypass valves close, there is a normal flow of oil through the engine oil cooler and the engine oil filter.
The bypass valves will also open when there is a restriction in the engine oil cooler (23) or engine oil filter (21).
This design allows the engine to be lubricated even though engine oil cooler (23) or engine oil filter (21) are
restricted.
The engine oil cooler bypass valve is also activated by pressure. If the oil pressure differential across the engine
oil cooler reaches 125 ± 30 kPa (18± 4.5 psi), the valve will open. Opening the valve allows the oil flow to
bypass the engine oil cooler (23) .
The main oil flow now reaches the main engine oil filter (21). When the oil pressure differential across the oil
filter bypass valve (18) reaches 125 ± 30 kPa (18± 4.5 psi), the valve opens in order to allow the oil flow to go
around the oil filter (21). The oil flow continues in order to lubricate the engine components. When the oil is
cold, an oil pressure difference in the bypass valve also causes the valve to open. This bypass valve then
provides immediate lubrication to all the engine components when cold oil with high viscosity causes a
restriction to the oil flow through the engine oil filter (21). The bypass valve will also open when there is a
restriction in the engine oil filter (21). This design allows the engine to be lubricated even though engine oil filter
(21) is restricted.
Note: Refer to Specifications, "Engine Oil Filter Base".
Filtered oil flows through the main oil gallery (14) in the cylinder block. Oil is supplied from the main oil gallery
(14) to the following components:
• Piston cooling jets (8)
• Valve mechanism
• Camshaft bearing (12)
• Crankshaft main bearings
• Turbocharger cartridge
An oil cooling chamber is formed by the lip that is forged at the top of the skirt of the piston and the cavity that
is behind the ring grooves in the crown. Oil flow for the piston cooling jet enters the cooling chamber through a
drilled passage in the skirt. Oil flow from the piston cooling jet returns to the engine oil pan (27) through the
clearance gap between the crown and the skirt. Four holes that are drilled from the piston oil ring groove to the
interior of the piston drain excess oil from the oil ring.
Front Left Side View Of Engine
(29) Breather. (30) Hose. (31) Valve cover.
Breather (29) allows engine blowby to escape from the crankcase. The engine blowby is discharged through
hose (30) into the atmosphere. This prevents pressure from building up that could cause seals or gaskets to leak.
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i03984931
Engine Crankcase Pressure (Blowby) - Test

SMCS - 1215; 1317
Table 1
Tools Needed
Damaged pistons or damaged rings can cause too much pressure in the crankcase. This condition will cause the
engine to run rough. There will be more than the normal amount of fumes (blowby) rising from the crankcase
breather. The breather can then become restricted in a short time. This condition can cause oil leakage at gaskets
and seals that would not normally have leakage. Blowby can also be caused by worn valve guides or by a failed
turbocharger seal.
Note: The Caterpillar Electronic Technician (ET) can be used to measure crankcase pressure.
The 348-5430 Multi-Tool Gp is used to check the amount of blowby. Refer to Tool Operating Manual,
NEHS1087, " 348-5430 Multi-Tool Gp" for the test procedure for checking the blowby.
Shutdown SIS
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i01565985
Engine Oil Pressure - Test

SMCS - 1304-081
Measuring Engine Oil Pressure
Work carefully around an engine that is running. Engine parts that are
hot, or parts that are moving, can cause personal injury.
NOTICE
NOTICE

containing fluids.

Table 1
Required Tools
or or 1
8J-7844 Adapter Fitting 1
3K-0360 O-Ring Seal 1
4M-5317 Terminal Bushing
or or 1
5P-2720 Probe Adapter
The 1U-5470 Engine Pressure Group measures the oil pressure in the system. This engine tool group can read
the oil pressure inside the oil manifold.
Note: Refer to Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure Group " for more
information on using the 1U-5470 Engine Pressure Group .
Note: The engine oil pressure can also be measured by using an electronic service tool. Refer to Troubleshooting
for information on the use of the electronic technician.
Oil Gallery Plug
(1) Plug.
1. Install the 1U-5470 Engine Pressure Group into oil gallery plug (1) .
Note: Engine oil pressure to the camshaft and main bearings should be checked on each side of the
cylinder block at oil gallery plug (1) .
2. Start the engine. Run the engine with SAE 10W30 or SAE 15W40 oil. The information in the engine oil
pressure graph is invalid for other oil viscosities. Refer to Operation and Maintenance Manual, "Engine
Oil" for the recommendations of engine oil.
Note: Allow the engine to reach operating temperature before you perform the pressure test.
Note: The engine oil temperature should not exceed 115°C (239°F).
3. Record the value of the engine oil pressure when the engine has reached operating temperature.
4. Locate the point that intersects the lines for the engine rpm and for the oil pressure on the engine oil
pressure graph.
Engine Oil Pressure Graph
5. The results must fall within the "ACCEPTABLE" range on the chart. A problem exists when the results
fall within the "NOT ACCEPTABLE" range on the chart. The problem needs to be corrected. Engine
failure or a reduction in engine life can be the result if engine operation is continued with oil manifold
pressure outside this range.
Note: A record of engine oil pressure can be used as an indication of possible engine problems or damage.
A possible problem could exist if the oil pressure suddenly increases or decreases 70 kPa (10 psi) and the
oil pressure is in the "ACCEPTABLE" range. The engine should be inspected and the problem should be
corrected.
6. Compare the recorded engine oil pressure with the oil pressure indicators on the instrument panel and the
engine oil pressure that is displayed on the electronic service tool.
7. An engine oil pressure indicator that has a defect or an engine oil pressure sensor that has a defect can give
a false indication of a low oil pressure or a high oil pressure. If there is a notable difference between the
engine oil pressure readings make necessary repairs.
8. If low engine oil pressure is determined, refer to "Reasons for Low Engine Oil Pressure".
9. If high engine oil pressure is determined, refer to "Reason for High Engine Oil Pressure".
Reasons for Low Engine Oil Pressure

NOTICE
NOTICE

containing fluids.

• Engine oil level is low. Refer to Step 1.
• Engine oil is contaminated. Refer to Step 2.
• The engine oil bypass valves are open. Refer to Step 3.
• The engine lubrication system is open. Refer to Step 4.
• The oil suction tube has a leak or a restricted inlet screen. Refer to Step 5.
• The engine oil pump is faulty. Refer to Step 6.
• Engine Bearings have excessive clearance. Refer to Step 7.
1. Check the engine oil level in the crankcase. The oil level can possibly be too far below the oil pump
supply tube. This will cause the oil pump not to have the ability to supply enough lubrication to the engine
components. If the engine oil level is low add engine oil in order to obtain the correct engine oil level.
Refer to Operation and Maintenance Manual, "Engine Oil" for the recommendations of engine oil.
2. Engine oil that is contaminated with fuel or coolant will cause low engine oil pressure. High engine oil
level in the crankcase can be an indication of contamination. Determine the reason for contamination of
the engine oil and make the necessary repairs. Replace the engine oil with the approved grade of engine
oil. Also replace the engine oil filter. Refer to Operation and Maintenance Manual, "Engine Oil" for the
recommendations of engine oil.
NOTICE
Caterpillar oil filters are built to Caterpillar specifications. Use of an

oil filter not recommended by Caterpillar could result in severe engine
damage to the engine bearings, crankshaft, etc., as a result of the larger
waste particles from unfiltered oil entering the engine lubricating
system. Only use oil filters recommended by Caterpillar.
3. If the engine oil bypass valves are held in the open position, a reduction in the oil pressure can be the
result. This may be due to debris in the engine oil. If the engine oil bypass valves are stuck in the open
position, remove each engine oil bypass valve and clean each bypass valve in order to correct this
problem. You must also clean each bypass valve bore. Install new engine oil filters. For information on the
repair of the engine oil bypass valves, refer to Disassembly and Assembly, "Engine Oil Filter Base -
Disassemble".
4. An oil line or an oil passage that is open, broken, or disconnected will cause low engine oil pressure. An
open lubrication system could be caused by a piston cooling jet that is missing or damaged.
Note: The piston cooling jets direct engine oil toward the bottom of the piston in order to cool the piston.
This also provides lubrication for the piston pin. Breakage, a restriction, or incorrect installation of the
piston cooling jets will cause seizure of the piston.
5. The inlet screen of the oil suction tube for the engine oil pump can have a restriction. This restriction will
cause cavitation and a loss of engine oil pressure. Check the inlet screen on the oil pickup tube and remove
any material that may be restricting engine oil flow. Low engine oil pressure may also be the result of the
oil pickup tube that is drawing in air. Check the joints of the oil pickup tube for cracks or a damaged O-
ring seal. Remove the engine oil pan in order to gain access to the oil pickup tube and the oil screen. Refer
to Disassembly and Assembly, "Engine Oil Pan - Remove and Install" for more information.
6. Check the following problems that may occur to the engine oil pump.
a. Air leakage in the supply side of the oil pump will also cause cavitation and loss of oil pressure.
Check the supply side of the oil pump and make necessary repairs. For information on the repair of
the engine oil pump, refer to Disassembly and Assembly, "Engine Oil Pump - Remove".
b. Oil pump gears that have too much wear will cause a reduction in oil pressure. Repair the engine oil
pump. For information on the repair of the engine oil pump, refer to Disassembly and Assembly,
"Engine Oil Pump - Remove".
7. Excessive clearance at engine bearings will cause low engine oil pressure. Check the engine components
that have excessive bearing clearance and make the necessary repairs.
Reason for High Engine Oil Pressure
NOTICE

NOTICE

containing fluids.

Engine oil pressure will be high if the engine oil bypass valves become stuck in the closed position and the
engine oil flow is restricted. Foreign matter in the engine oil system could be the cause for the restriction of the
oil flow and the movement of the engine oil bypass valves. If the engine oil bypass valves are stuck in the closed
position, remove each bypass valve and clean each bypass valve in order to correct this problem. You must also
clean each bypass valve bore. Install new engine oil filters. New engine oil filters will prevent more debris from
causing this problem. For information on the repair of the engine oil filter bypass valve, refer to Disassembly and
Assembly, "Engine Oil Filter Base - Disassemble".
NOTICE
Caterpillar oil filters are built to Caterpillar specifications. Use of an

oil filter not recommended by Caterpillar could result in severe engine
damage to the engine bearings, crankshaft, etc., as a result of the larger
waste particles from unfiltered oil entering the engine lubricating
system. Only use oil filters recommended by Caterpillar.
Shutdown SIS
Previous Screen


i01378651
Engine Oil Pump - Inspect

SMCS - 1304-040
If any part of the engine oil pump is worn enough in order to affect the performance of the engine oil pump, the
engine oil pump must be replaced. Refer to the Specifications Module, "Engine Oil Pump" topic for clearances.
Shutdown SIS
Previous Screen


i01282970
Excessive Engine Oil Consumption - Inspect

SMCS - 1348-040
Oil Leakage On Outside Of Engine

Check for leakage at the seals at each end of the crankshaft. Look for leakage at the oil pan gasket and all
lubrication system connections. Look for any oil that may be leaking from the crankcase breather. This can be
caused by combustion gas leakage around the pistons. A dirty crankcase breather will cause high pressure in the
crankcase. A dirty crankcase breather will cause the gaskets and the seals to leak.
Oil Leakage Into Combustion Area Of Cylinders

Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are four possible
ways for oil leakage into the combustion area of the cylinders:
• Oil leakage between worn valve guides and valve stems
• Worn components or damaged components (pistons, piston rings, or dirty oil return holes)
• Incorrect installation of the compression ring and/or the intermediate ring
• Oil leakage past the seal rings in the impeller end of the turbocharger shaft
Excessive oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thin viscosity
can be caused by fuel leakage into the crankcase or by increased engine temperature.
Shutdown SIS
Previous Screen


i01283115
Increased Engine Oil Temperature - Inspect

SMCS - 1348-040
When the engine is at operating temperature and you are using SAE 10W30 oil, the maximum oil temperature is
115 °C (239 °F). This is the temperature of the oil after passing through the oil cooler.
Look for a restriction in the oil passages of the oil cooler. The oil temperature may be higher than normal when
the engine is operating. In such a case, the oil cooler may have a restriction. A restriction in the oil cooler will
not cause low oil pressure in the engine.
Determine if the oil cooler bypass valve is held in the open position. This condition will allow the oil to pass
through the valve instead of the oil cooler. The oil temperature will increase.
Shutdown SIS
Previous Screen

Troubleshooting
i05988360
Coolant in Engine Oil

SMCS - 1348-035; 1395-035
Probable Causes
• Water pump
• Engine oil cooler core
• Water-cooled turbocharger
• Cylinder head gasket
• Cylinder head
• Cylinder liner
• Cylinder block
Recommended Actions
Table 1
Result : The water pump is leaking.

1. Water pump
Repair: Replace the water pump. Refer to the
Disassembly and Assembly manual for more
A. Check the weep hole in the water
Water pump information.
pump for blockage.
Result : The water pump is not leaking.
B. Check the water pump seals.
Result: No leak is found in the oil cooler core.
2. Check for leaks in the oil cooler core. Oil cooler core Result: There is a leak found in the oil cooler
core.
Repair: Replace the oil cooler core.
Result: The turbocharger is not cracked.

3. If the engine is equipped with a
water-cooled turbocharger, inspect the Turbocharger Result: The turbocharger is cracked.
turbocharger for cracks.
Repair: Replace the turbocharger. Refer to
the Disassembly and Assembly Manual for
more information.
Result: Cylinder liner projection is OK.
4. Check the cylinder liner projection. Liner projection Result: Cylinder liner projection is NOT OK.
Repair: Install a new cylinder head gasket

and new water seals in the spacer plate. Refer
to the Disassembly and Assembly manual.

head.

5. Check for cracks in the cylinder Cracks in
head. cylinder head Result: There are cracks in the cylinder head.
Repair: Repair the cylinder head and/or

replace the cylinder head. Refer to the

liners.
Cracks in
6. Check for cracked cylinder liners.
cylinder liners Proceed to Test Step 7.
Result: There are cracks in the cylinder liners.

Repair: Replace any cracked cylinder liners.

Refer to the Disassembly and Assembly
manual.
Result: The cylinder block is not cracked.
STOP
Cracks in Result: The cylinder block is cracked.

7. Inspect the cylinder block for cracks.
cylinder block.
Repair: Repair the cylinder block or replace
the cylinder block.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i05902673
Excessive Engine Oil Consumption

SMCS - 1348-035
Probable Causes
• Oil leaks
• Oil level
• Turbocharger seal
• Internal engine wear
Recommended Actions
Table 1
Result: There are no oil leaks in the

engine compartment.
1. Oil Leaks Result: There are oil leaks in the

Oil Leaks engine compartment.
A. Check the engine compartment for any oil leaks.
Repair: Find the source of the oil
leaks and perform the necessary
repairs.
problem.
Oil Level
2. Oil Level Result: The oil level is correct and
the dipstick is correctly calibrated.
A. Check the engine oil level. Too much oil in the Proceed to Test Step 3.
engine crankcase can cause the engine to consume
oil. Result: The oil level is high or the
dipstick is incorrectly calibrated.
B. Ensure that the dipstick is properly calibrated
correctly for the installation. Repair: Remove excessive engine oil
from the crankcase.
Result: The turbocharger shows no

sign of any leaks.
3. Turbocharger
A. Check the turbocharger shaft seal for leakage.
Result: The turbocharger shows signs
B. Remove the air inlet piping and the exhaust outlet Turbocharger
of an oil leak.
piping from the turbocharger.
Repair: Repair the turbocharger or
C. Check the compressor wheel and the turbine for
replace the turbocharger. Refer to
evidence of an oil leak.
Systems Operation and Testing and
Adjusting.
4. Internal Engine Wear

Result: There is not excessive
A. Check for excessive crankcase blowby at the blowby at the crankcase breather.
engine crankcase breather.
STOP
Internal engine wear can cause excessive oil leakage
into the combustion area of the cylinders. Excessive Engine Wear Result: There is excessive blowby at
wear on the following components may cause oil the crankcase breather.
consumption:
Repair: Repair or replace the worn or
- Piston Rings damaged parts. Verify that the repair
- Valve Guides
Shutdown SIS
Previous Screen

Troubleshooting
i05915474
Fuel Dilution of Engine Oil

SMCS - 1348-035
Probable Causes
• Leaking seals on the case of the unit injector or on the barrel of the unit injector
• Leaking seals on the fuel line adapter for the cylinder head
• Excessive leakage from the unit injector tip or breakage of the unit injector tip
• Cracked fuel supply manifold
• Leaking seal on the fuel transfer pump
Recommended Actions
Table 1
Result: The unit injector seals have no

damage.
1. Unit Injector Case/Barrel Seal Leak Proceed to Test Step 2.

Fuel Injector
A. Check for signs of damage to the seals for Result: The unit injectors seals are
the unit injectors. damaged.
Repair: Replace any seals that are

damaged.
Fuel Line
2. Cylinder Head Fuel Line Adapter Seal Adapter Result: The fuel line adapter seals have
Leak no damage.
Result: The fuel line adapter seals are

A. Check for signs of damage to the seals on
damaged.
the fuel line adapter for the cylinder head.
Repair: Replace any seals that are
damaged.
Result: The unit injector is not leaking

and there is no damage.
3. Unit Injector Excessive Leakage Proceed to Test Step 4.

Fuel Injector
A. Check for signs of damage to the unit Result: The unit injector is leaking and
injector. there is damage.
Repair: Repair or replace the unit

injectors.
Result: There is no damage to the fuel

supply manifold.
4. Cracked Fuel Supply Manifold Proceed to Test Step 5.

Fuel Supply
A. Check for signs of damage to the fuel supply Manifold Result: There is damage to the fuel
manifold. supply manifold.
Repair: Repair or replace the fuel supply

manifold.
Result: The weep hole is not plugged and

the fuel transfer pump seal is not leaking.
5. Leaking Fuel Transfer Pump Seal STOP

Fuel Transfer
A. Check to ensure that the weep hole is not Pump Result: The weep hole is plugged and the
plugged. fuel transfer pump seal is leaking.
Repair: Repair or replace the fuel

transfer pump and the seal.
Shutdown SIS
Previous Screen

Troubleshooting
i05917899
Low Engine Oil Pressure

SMCS - 1348-035-LP
NOTICE
Do not operate engine with low oil pressure. Engine damage will result.
If measured engine oil pressure is low, discontinue engine operation
until the problem is corrected.
Probable Causes
• Engine oil level
• Engine oil filters and oil filter bypass valve
• Engine oil pump
• Engine oil cooler
• Fuel dilution
• Engine wear
Recommended Actions
Table 1
Result: The oil level is correct.

1. Engine Oil Level Level
Result: The oil level is not

correct.
A. Inspect the engine oil level.
Repair: If engine oil is low, add
engine oil. Refer to the Operation
and Maintenance Manual.
Result: The engine is up to date

with service and the operation of
the oil filter bypass valve is
working correctly.

2. Engine Oil filters and Oil Filter Bypass Valve
Result: The engine is not up to
A. Check the service records of the engine for information
date with service and the oil filter
that is related to the last oil change. Oil Filter
bypass valve is not properly
operating.
B. Check the operation of the oil filter bypass valve.
Result: Perform an oil change on
the engine with new filters and
clean the bypass valve and the
housing. If necessary, install new
parts.
Result: There is no blockage of

the inlet screen and the engine oil
pump components do not have
excessive wear.
3. Engine Oil Pump
A. Check for blockage of the inlet screen for the engine oil
pump. Result: There is blockage of the
Oil Pump
inlet screen and/or the engine oil
B. Check the components of the engine oil pump for pump components have
excessive wear. excessive wear.
Repair: Remove blockage from

the inlet screen and repair the oil
pump or replace the oil pump.
Result: There is no debris or

4. Oil Cooler restrictions in the oil cooler.
A. Check the inlet side of the oil cooler for debris or Restriction Proceed to Test Step 5.
blockage.
Result: There is debris or
restrictions in the oil cooler.
Repair: Clean or replace the oil

cooler.
If the problem is not resolved,

proceed to Test Step 5.
Result: There is no presence of

fuel in the oil.
5. Fuel Dilution
A. Check for presence of fuel in the lubricating oil.
Fuel
Result: There is presence of fuel
Dilution
Refer to the troubleshooting without a diagnostic code in the oil.
procedure Troubleshooting, "Fuel Dilution of Engine Oil".
repairs and return to service.
6. Engine Wear
A. Inspect the camshaft and/or camshaft bearings for Result: There is excessive wear
excessive wear. on the camshaft, camshaft
bearings, and/or crankshaft,
B. Inspect the crankshaft and/or crankshaft bearings. crankshaft bearings.
Engine
Wear
Excessive wear to discrete components may be an Repair: Repair or replace the
indication of a blocked oil passage. Use an oil pressure damaged components and return
gauge to check the oil pressure at the main oil gallery. This to service.
will help determine if the excessive wear is from low
system pressure or from passages that are blocked.
Shutdown SIS
Previous Screen

Troubleshooting
i02450088
E039 Low Engine Oil Pressure Derate

SMCS - 1348-038-LP
The Electronic Control Module (ECM) detects an engine oil pressure that falls below the trip point. Information
on default settings and ranges for this event can be found in Troubleshooting, "Event Codes".
System Response:
Test Step 1. Check the Engine's Lubrication System
A. Check the engine oil level. If the oil level is below the oil pump's supply tube, the oil pump will not have
the ability to supply enough lubrication to the engine components. If the engine oil level is low, add engine
oil in order to obtain the correct engine oil level.
B. Check the following problems that may occur to the engine oil pump:
Check the supply side of the oil pump and make necessary repairs.
pump.
c. If the engine is equipped with a scavenge pump, the scavenge pump may not be supplying oil to the
main engine oil pump.
C. The inlet screen of the oil suction tube for the engine oil pump can have a restriction. This restriction will
ring seal.
D. If the engine oil bypass valves are held in the open position, a reduction in the oil pressure can be the
problem. You must also clean each bypass valve bore.
E. Engine oil that is contaminated with fuel or coolant will cause low engine oil pressure. High engine oil
level in the crankcase can be an indication of contamination.
F. Excessive clearance at engine bearings will cause low engine oil pressure. Check the engine components
for excessive bearing clearance.
G. An oil line that is open, broken, or disconnected will cause low engine oil pressure.
Expected Result:
An inspection of the engine's lubrication system indicated a problem.
Results:
• OK - There is a problem in the engine's lubrication system.
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02450092
E040 Low Engine Oil Pressure Shutdown

SMCS - 1348-038-LP
System Response:
pump.
ring seal.
Expected Result:
Results:
STOP
Shutdown SIS
Previous Screen

Troubleshooting
i02450095
E100 Low Engine Oil Pressure Warning

SMCS - 1348-038-LP
System Response:
pump.
ring seal.
Expected Result:
Results:
STOP
Shutdown SIS
Previous Screen

Specifications
i02658671
Crankcase Breather
SMCS - 1317
(1) Tighten the bolt that holds the breather cap to the following torque. ... 7 ± 2 N·m (60 ± 18 lb in)
Shutdown SIS
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Specifications
i03104648
Engine Oil Filter Base

SMCS - 1306
One-Piece Body
Two-Piece Body
(1) 242-3864 Spring
Length under test force ... 43.18 mm (1.700 inch)

Test force ... 43.7 N (9.8 lb)
Free length after test ... 58.50 ± 0.50 mm (2.303 ± 0.020 inch)
Outside diameter ... 11 mm (0.4 inch)
(2) The oil filter bypass valves must open at the following pressure. ... 125 ± 30 kPa (18 ± 4 psi)
(3) Hollow stud
Before installing the hollow stud into the engine oil filter base, apply 154-9731 Thread Lock Compound to
the tapered end of the hollow stud to a distance. ... 7.5 ± 1.5 mm (0.30 ± 0.06 inch)
Torque ... 68 ± 7 N·m (50 ± 5 lb ft)
(4) Use clean engine oil to lubricate the oil filter's seal. Tighten the filter until the seal contacts the base. Hand
tighten the filter for an additional 3/4 turn (270 degrees).
Torque sequence for the bolts
Note: Use the tightening sequence that is shown in Illustration 3 in order to tighten the oil filter base assembly:
1. Tighten 15 bolts to 28 ± 7 N·m (21 ± 5 lb ft).
2. Again, tighten 15 bolts to 28 ± 7 N·m (21 ± 5 lb ft).
Shutdown SIS
Previous Screen


i02221389
Engine Oil Filter Base - Remove

SMCS - 1306-011
Removal Procedure
Table 1
Required Tools
A 185-3630 Strap Wrench Assembly 1
NOTICE
NOTICE

containing fluids.


Note: Remove the turbocharger, if necessary. Refer to Disassembly and Assembly, "Turbocharger -
Remove".
1. Remove oil filter assembly (1) with Tooling (A) .
2. Disconnect tube assembly (2) from the elbow assembly.
3. Remove engine oil filter base (3) .
Shutdown SIS
Previous Screen


i02229026
Engine Oil Filter Base - Disassemble

SMCS - 1306-015
Start By:
A. Remove the engine oil filter base and the oil cooler. Refer to Disassembly and Assembly, "Engine Oil
Filter Base and Oil Cooler - Remove".
NOTICE

Personal injury can result from being struck by parts propelled by a

released spring force.
Make sure to wear all necessary protective equipment.
Follow the recommended procedure and use all recommended tooling to

release the spring force.
(1) Oil cooler bypass valve
(2) Oil filter bypass valve
Shutdown SIS
Previous Screen


i02229174
Engine Oil Filter Base - Assemble

SMCS - 1306-016
Assembly Procedure
NOTICE

Improper assembly of parts that are spring loaded can cause bodily
injury.
To prevent possible injury, follow the established assembly procedure

and wear protective equipment.
(1) Oil cooler bypass valve
(2) Oil filter bypass valve
End By: Install the engine oil filter base and the oil cooler. Refer to Disassembly and Assembly, "Engine Oil
Filter Base and Oil Cooler - Install".
Shutdown SIS
Previous Screen


i02376427
Engine Oil Filter Base - Install

SMCS - 1306-012
NOTICE

1. Position the gasket and engine oil filter base (3) over the engine oil cooler. Install the bolts that hold
engine oil filter base (3) to the cylinder block. Tighten the bolts according to the following procedure:
a. Tighten Bolt (1) through Bolt (15) in a numerical sequence to a torque of 15 N·m (11 lb ft).
b. Tighten Bolt (1) through Bolt (15) in a numerical sequence to a torque of 28 N·m (21 lb ft).
2. Connect tube assembly (2) to the elbow assembly.
3. Install oil filter assembly (1) . Follow the instructions with the oil filter assembly for the correct
installation.
Shutdown SIS
Previous Screen


i01206505

SMCS - 7553; 7554
Table 1
7.9 mm (0.31 inch) 0.9 ± 0.2 N·m (8 ± 2 lb in)
13.5 mm (0.53 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
15.9 mm (0.63 inch) 7.5 ± 0.5 N·m (65 ± 4 lb in)

7.9 mm (0.31 inch) 0.7 ± 0.2 N·m (6 ± 2 lb in)
13.5 mm (0.53 inch) 3.0 ± 0.5 N·m (27 ± 4 lb in)

15.9 mm (0.63 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
Shutdown SIS
Previous Screen


i06243587
Hose Clamps
SMCS - 7553; 7554
Table 1

(1)

Table 2
Wave Liner Clamps

Table 3
Shutdown SIS
Previous Screen

Specifications
i04845483
Engine Oil Pump

SMCS - 1304
Section view through pump gears
Typical example
The section view is of the bypass valve that is located in the pump assembly.
Table 1
Specification for 189-8777 Engine Oil Pump Gp
Distance between the front face of the gear and the housing is
A - -
43.00 ± 0.25 mm (1.693 ± 0.010 inch).
Length of the gear is 33.00 ± 0.03 mm (1.299 ± 0.001 inch).
B - -
Depth of the bore for the gear is 33.13 ± 0.02 mm (1.304 ± 0.001 inch).
Diameter of the gear shaft is 15.600 ± 0.005 mm (0.6142 ± 0.0002 inch).
C - - Bores in the pump bodies for the gear shaft is 15.641 ± 0.008 mm
(0.6158 ± 0.0003 inch)
Length under test force is 54.5 mm (2.15 inch).
105-1805
1 1 Test force is 51.99 ± 1.90 N (11.69 ± 0.43 lb).
Spring
Free length after test is 64.98 mm (2.558 inch).
Diameter of the plunger is 17.000 ± 0.013 mm (0.6693 ± 0.0005 inch).
Relief valve
2 1 Bore in the pump body for the plunger is 17.100 ± 0.025 mm
plunger
(0.6732 ± 0.0010 inch).
Shutdown SIS
Previous Screen


i01980628
Engine Oil Pump - Remove

SMCS - 1304-011
Removal Procedure
Start By:
NOTICE
NOTICE

containing fluids.


1. Remove bolts (1) and bolt (2) .
2. Remove engine oil pump (3) .
3. Remove the O-ring seal that is located between the cylinder block and the outlet elbow.
Shutdown SIS
Previous Screen


i02369464
Engine Oil Pump - Disassemble

SMCS - 1304-015
Table 1
Required Tools
A 8B-7554 Bearing Cup Puller Gp 1
Start By:
NOTICE

1. Remove oil pickup tube (2) and the gasket. Remove outlet elbow (1) and the O-ring seal.
2. Remove bolt (3) , washer (4) , and idler gear (5) from the engine oil pump.
3. Use Tooling (A) to remove the bearing from idler gear (5) .
4. Remove shaft (6) from oil pump body assembly (8) .
5. Use Tooling (A) to remove drive gear (7) .
Shutdown SIS
Previous Screen


i02369729
Engine Oil Pump - Assemble

SMCS - 1304-016
Assembly Procedure
NOTICE
1. Ensure that all of the parts of the engine oil pump are thoroughly clean prior to assembly.
Note: Lubricate all internal parts of the engine oil pump with clean engine oil.
2. Press drive gear (7) on the shaft assembly until drive gear (7) is flush with the end of the shaft assembly.
3. Install shaft (6) in oil pump body assembly (8) . Install the bearing in idler gear (5) . Install the bearing so
the distance between the hub bolt face of idler gear (5) and the bearing is 0.75 ± 0.25 mm (0.030 ± 0.010
inch).
4. Install idler gear (5) on shaft (6) . Install washer (4) and bolt (3) . Tighten bolt (3) to a torque of 70 ± 15
N·m (52 ± 11 lb ft).
5. Check the condition of the gasket that is used in oil pickup tube (2) . If the gasket is damaged, replace the
gasket. Install the gasket and oil pickup tube (2) .
6. Check the condition of the O-ring seal that is used in outlet elbow (1) . If the O-ring seal is damaged,
replace the O-ring seal. Install the O-ring seal and outlet elbow (1) .
Shutdown SIS
Previous Screen


i01981031
Engine Oil Pump - Install

SMCS - 1304-012
NOTICE
Note: Ensure that the mounting surfaces for the engine oil pump are thoroughly clean.
1. Install the O-ring seal. Position engine oil pump (3) on the cylinder block.
2. Install bolts (1) and bolt (2) .
Shutdown SIS
Previous Screen

Troubleshooting
i02119590

SMCS - 1000-035
Probable Causes
• Fuel supply
Recommended Actions
screen.
codes.

Inspect".

information.

System-Test".
Diagnostic Codes
Fuel Supply

Table 1

Shutdown SIS
Previous Screen

Troubleshooting
i02119623

SMCS - 1000-035
Probable Causes
• Fuel supply
Recommended Actions

Table 1
information.

System-Test".
Fuel Supply
performed:
NOTICE
again.
Shutdown SIS
Previous Screen

Specifications
i03288363
Tachometer Calibration Chart

SMCS - 7462
Shutdown SIS
Previous Screen

Troubleshooting
i02278907
Service Information Report

SMCS - 0336
After verifying the correct repair has been performed on the engine, it is critical to provide brief, detailed
information. This information helps Caterpillar better serve you and the customer.
Recommendations
Customer's Complaint
Obtain as much information from the customer as possible. Investigate any written information that is available
and document any information that is gathered from the customer. The following information is of particular
importance:
• Indicate if the diagnostic lamp was flashing.
• Indicate if the warning lamp was flashing, or if the lamp was on continuously.
• Indicate the symptoms of engine operation that are present.
Be as specific as possible.
Cause of Failure
Comments on the cause of failure should include the number of diagnostic codes that were logged. Comments
should also indicate if the code was an active code. Indicate the source of the problem. Also indicate the method
that was used to discover the problem. Examples of the methods that were used to discover the problem could be
one of the following methods:
• A specific procedure in the manual was followed.
• A visual inspection indicated that wire abrasion on the engine harness existed.
• An engine dynamometer test indicated that the power was below the specification at 1700 rpm due to the
loss of the no. 4 injector and an engine dynamometer test indicated that the power was below the
specification at all engine speeds above 1700 rpm due to the loss of the no. 4 injector.
Repair Procedure
Comments on the repair procedure should include the following types of information:
• The wiring harness was repaired.
• The Full Load Setting (FLS) was changed per the factory's instructions.
Shutdown SIS
Previous Screen

Specifications
i02304837
Fuel Filter Base

SMCS - 1261; 1262
Typical example
(1) Put 4C-9507 Retaining Compound on the tapered end of the stud to the following distance. ... 7.6 ± 1.5 mm
(0.30 ± 0.06 inch)
(2) Distance from the sealing surface of the filter base to the end of the stud ... 24.6 ± 1.3 mm (0.97 ± 0.05 inch)
(3) Sealing surface of the stud
Note: Do not damage this surface.
(4) Torque for stud ... 68 ± 7 N·m (50 ± 5 lb ft)
Shutdown SIS
Previous Screen

Specifications
i01447435

SMCS - 1261; 1263
(1) Filter element
(3) Bowl
(4) Drain
(5) Plug

Shutdown SIS
Previous Screen


i02357647
General Information
SMCS - 7553
Mismatched or incorrect fasteners can result in damage or malfunction,

or personal injury.
Take care to avoid mixing metric dimensioned fasteners and inch

dimensioned fasteners.
Introduction to Torque
"Torque" is measured in terms of force and distance. Force is the amount of pushing or pulling applied at the end
of the lever. Distance is the length of the lever that is being used. Torque values are given in the following units:
NEWTON meters (N·m), pound inches (lb in) and pound feet (lb ft)
This manual is intended to provide the operator with a reference. This manual will provide the standard torque
settings for the following: bolts, nuts, plugs, fittings and clamps.
Exceptions to these torques are given in the Service Manual, if necessary.
Be sure to use a torque wrench that has the proper range. Torque wrenches must be used properly in order to
ensure that the correct torque is applied. Always use a smooth pull for torque wrenches. Do not jerk a torque
wrench. Do not use adapters that change the length of the torque wrench. For the correct use of your torque
wrench, refer to the instructions that were packaged with your torque wrench. For more information on the
correct use of torque wrenches, refer to Special Publication, SEBV0516, "An Introduction to Torque".
Prior to installation of any hardware, ensure that components are in near new condition. Bolts and threads must
not be worn or damaged. Threads must not have burrs or nicks. Hardware must be free of rust and corrosion.
Clean reused fasteners with a noncorrosive cleaner. Lightly lubricate the threads of reused fasteners. Lightly
lubricate the mating surface of the head of reused fasteners. Other applications for lubricating fasteners may also
be specified in the Service Manual. The Service Manual may also specify the use of sealants and compounds.
Note: Do not use sealants that are not specified in the Service Manual. Do not use compounds that are not
specified in the Service Manual. Clean old compound from the bolt and from the hole before installation.
Torque-Turn
The torque-turn method is used when precise control over clamping force is required. There is an initial torque
and an additional turn. The initial torque is required to bring all parts of the joint into contact. The additional turn
provides the desired clamping force. Ensure that all fasteners have been torqued before you perform the
additional turns. Turn the fastener according to the specified amount. The specified amount will normally be
equal to or greater than 90°. The specified amount will normally be in 30° increments. Turns of 120° or 180° are
preferred. Turns of 120° or 180° are easily measured by the points of the hex head of the fastener. Lubrication
may be specified in order to reduce the effort that is required for the final turn. The use of the torque-turn method
will allow the following:
• Increase the life of the fastener.
• Maximize the potential clamping force of a fastener.
Typical applications are the following:
• Track bolts
• Sprocket bolts
• Connecting rod bolts
• Engine Cylinder Heads
• Drive Shaft bolts
Note: Too much tension on the bolt will cause the bolt to be stretched beyond the point of yield. The bolt will be
permanently stretched. The bolt will loosen the grip on the parts that are being fastened. If the bolt is tightened
again, the bolt will break. Do not reuse bolts that have been permanently stretched.
Torque Sequence
Unless the bolt tightening sequence is specified by the Service Manual, the fasteners should be tightened in a
cross pattern. Use Step 1 through Step 5 unless the tightening sequence is specified:
1. Hand tighten all fasteners. Larger fasteners may require the use of a small hand wrench.
4. Torque all fasteners to full torque by using a cross pattern. Large flanges may require additional passes.
5. Apply at least one final full torque to all fasteners in a clockwise direction until all torque is uniform.
Large flanges may require additional passes.
Note: Final torque may be a turn.

Shutdown SIS
Previous Screen


i06242141
English (SAE) Fasteners

SMCS - 7553
English (SAE) Nuts and Bolts
Table 1
Thread Size
Torque
Inch
1/4 12 ± 3 N·m (105 ± 27 lb in)
5/16 25 ± 6 N·m (220 ± 53 lb in)
3/8 47 ± 9 N·m (35 ± 7 lb ft)
7/16 70 ± 15 N·m (50 ± 11 lb ft)
1/2 105 ± 20 N·m (75 ± 15 lb ft)
9/16 160 ± 30 N·m (120 ± 22 lb ft)
5/8 215 ± 40 N·m (160 ± 30 lb ft)
3/4 370 ± 50 N·m (275 ± 37 lb ft)
7/8 620 ± 80 N·m (460 ± 60 lb ft)

1 900 ± 100 N·m (660 ± 75 lb ft)
1 1/8 1300 ± 150 N·m (960 ± 110 lb ft)
1 1/4 1800 ± 200 N·m (1320 ± 150 lb ft)
1 3/8 2400 ± 300 N·m (1780 ± 220 lb ft)
1 1/2 3100 ± 350 N·m (2280 ± 260 lb ft)
English (SAE) Machine Screws
Table 2
Thread Size
Torque
No.
No. 4 (.112) 0.50 ± 0.10 N·m (4.4 ± 0.9 lb in)
No. 5 (.125) 0.70 ± 0.15 N·m (6.2 ± 1.3 lb in)
No. 6 (.138) 0.90 ± 0.20 N·m (8.0 ± 1.8 lb in)
No. 8 (.164) 1.70 ± 0.40 N·m (15.0 ± 3.5 lb in)
No. 10 (.190) 2.30 ± 0.50 N·m (20.4 ± 4.4 lb in)
No 12 (.216) 3.40 ± 0.70 N·m (30.1 ± 6.2 lb in)

Table 3
Thread Size
Torque
inch
# 4 & #5 .6 ± .1 N·m (5 ± 0.9 lb in)
#6 & #8 2 ± .3 N·m (18 ± 3 lb in)
#10 & #12 4 ± .5 N·m (35 ± 4 lb in)
1/4 6 ± 1 N·m (55 ± 9 lb in)
5/16 13 ± 3 N·m (115 ± 27 lb in)
3/8 25 ± 6 N·m (220 ± 53 lb in)
7/16 40 ± 8 N·m (20 ± 6 lb ft)
1/2 60 ± 12 N·m (44 ± 9 lb ft)
9/16 85 ± 15 N·m (65 ± 11 lb ft)
5/8 115 ± 20 N·m (85 ± 15 lb ft)
3/4 200 ± 40 N·m (150 ± 30 lb ft)
7/8 325 ± 40 N·m (240 ± 30 lb ft)
1 500 ± 65 N·m (370 ± 48 lb ft)
1 1/8 700 ± 90 N·m (520 ± 65 lb ft)
1 1/4 1000 ± 125 N·m (740 ± 90 lb ft)
1 3/8 1300 ± 150 N·m (960 ± 110 lb ft)
1 1/2 1700 ± 200 N·m (1260 ± 150 lb ft)
Shutdown SIS
Previous Screen


i06242090
Metric (ISO) Fasteners

SMCS - 7553
Metric (ISO) Nuts and Bolts
Note: The following table has the recommended standard torque values for metric nuts and bolts for use on all
Caterpillar equipment and Mitsubishi engines.
Table 1
Thread Size
Torque
mm
M6 12 ± 3 N·m (105 ± 27 lb in)
M8 28 ± 7 N·m (250 ± 62 lb in)
M10 55 ± 10 N·m (41 ± 7 lb ft)
M12 100 ± 20 N·m (75 ± 15 lb ft)
M14 160 ± 30 N·m (120 ± 22 lb ft)
M16 240 ± 40 N·m (175 ± 30 lb ft)
M20 460 ± 60 N·m (340 ± 44 lb ft)

M24 800 ± 100 N·m (590 ± 75 lb ft)
M30 1600 ± 200 N·m (1180 ± 150 lb ft)
M36 2800 ± 350 N·m (2060 ± 260 lb ft)
Note: The following table has the recommended standard torque values for metric nuts and bolts for use on
Perkins engines.
Table 2
Thread Size
Torque
mm
M6 5 N·m (44 lb in)
M8 22 N·m (195 lb in)
M10 44 N·m (32 lb ft)
M12 78 N·m (60 lb ft)
M14 124 N·m (90 lb ft)
M16 177 N·m (130 lb ft)
M18 200 N·m (150 lb ft)
M20 400 N·m (300 lb ft)
M24 790 N·m (580 lb ft)
Note: The difference between Caterpillar standard torque values and Perkins standard torque values are due to
different classes of fasteners. Caterpillar uses class 10.9 fasteners. Perkins uses class 8.8 fasteners. The different
class of fasteners have different tensile strengths.
Metric (ISO) Machine Screws
Table 3
Thread Size
Torque
mm
M2.5 0.40 ± 0.10 N·m (3.5 ± 0.9 lb in)
M3 0.70 ± 0.15 N·m (6.2 ± 1.3 lb in)
M4 1.70 ± 0.40 N·m (15.1 ± 3.5 lb in)
M5 3.30 ± 0.70 N·m (29.2 ± 6.2 lb in)
Table 4
Thread Size
Torque
mm
M3 .6 ± .1 N·m (5 ± 0.9 lb in)
M4 2 ± .3 N·m (18 ± 3 lb in)
M5 4 ± .5 N·m (35 ± 4 lb in)
M6 6 ± 1 N·m (55 ± 9 lb in)
M8 15 ± 2 N·m (135 ± 18 lb in)
M10 30 ± 7 N·m (265 ± 62 lb in)
M12 50 ± 10 N·m (37 ± 7 lb ft)
M14 80 ± 15 N·m (60 ± 11 lb ft)
M16 125 ± 20 N·m (90 ± 15 lb ft)
M20 250 ± 40 N·m (185 ± 30 lb ft)
M24 425 ± 50 N·m (310 ± 37 lb ft)
M30 850 ± 100 N·m (620 ± 75 lb ft)
M36 1500 ± 200 N·m (1100 ± 150 lb ft)
Shutdown SIS
Previous Screen


i01206505

SMCS - 7553; 7554
Table 1
7.9 mm (0.31 inch) 0.9 ± 0.2 N·m (8 ± 2 lb in)
13.5 mm (0.53 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
15.9 mm (0.63 inch) 7.5 ± 0.5 N·m (65 ± 4 lb in)

7.9 mm (0.31 inch) 0.7 ± 0.2 N·m (6 ± 2 lb in)
13.5 mm (0.53 inch) 3.0 ± 0.5 N·m (27 ± 4 lb in)

15.9 mm (0.63 inch) 4.5 ± 0.5 N·m (40 ± 4 lb in)
Shutdown SIS
Previous Screen


i06243587
Hose Clamps
SMCS - 7553; 7554
Table 1

(1)

Table 2
Wave Liner Clamps

Table 3

3126B Serial DCS02760 Arr 2077523 Repair Manual

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1 3126B Industrial Engine DCS0000...

Product: INDUSTRIAL ENGINE

Air Inlet and Exhaust System

(1) Inlet valve

(2) Exhaust valve

(3) Cylinder head

(4) Exhaust manifold

(5) Aftercooler core

(6) Inlet manifold

(7) Air inlet

(8) Exhaust outlet

(9) Compressor side of the turbocharger

(10) Turbine side of the turbocharger

• Valves and valve system components

• Piston and cylinder

(1) Air inlet

(2) Compressor housing

(3) Compressor wheel

(5) Oil Inlet port

(7) Turbine housing

(8) Turbine wheel

(9) Exhaust outlet

(10) Oil outlet port

(11) Exhaust inlet

Turbocharger With Wastegate

(12) Actuating lever

(14) Line (boost pressure)

Valve System Components

Valve system components

(1) Rocker arms

(5) Exhaust valve

(6) Inlet valves

(8) Camshaft lobe

Air Inlet Heater

• Aid in white smoke cleanup during start-up

• Jacket water coolant temperature

• Inlet manifold air temperature

• Ignition switch position

• Relay of the air inlet heater

• Coolant temperature sensor

• Inlet air temperature sensor

(1) Relay of the air inlet heater

(2) Inlet air temperature sensor

(3) Ground strap (heater to engine)

(4) Air inlet heater

(5) Coolant temperature sensor

• Powerup and Mode of Preheat

• Running of the engine

• Coolant temperature sensor

• Inlet air temperature sensor

Product: INDUSTRIAL ENGINE

Testing and Adjusting

Disconnect batteries before performance of any service work.

Hot engine components can cause injury from burns. Before

Personal injury can result from rotating and moving parts.

Stay clear of all rotating and moving parts.

Never attempt adjustments while the machine is moving or the engine is

Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened component life.

Care must be taken to ensure that fluids are contained during