Diapositivas C6.6 Acert Interesante PDF

C6.6 & C4.
4 with ACERT
Technology
May 2005 - Page 1

Caterpillar Confidential: Green
Name
______________________________________
Date
______________________________________
Company ______________________________________
C6.6
E-mail
__________________________________
Tel.
_____________________________
Important
z The
product training information is distributed

for informational purposes only. It is not to be
construed as creating or becoming part of Cat
contractual or warranty obligations
z This
presentation must be printed in notes

page format, with the speaker notes showing,
which contain essential additional information.
z The
appropriate service literature, should

always be the final authority and source of
information
May 2005 - Page 2

C6.6
C6.6 & C4.4 ACERT Benefits

Installed Package
Engine Size
Cooling Pack
Refinement
3 dBA Noise Reduction
Quality of Noise
Low Vibration
Cost of Ownership
Fuel Economy
Service Period
Ratings
Environment
Power
Torque
Emission compliant
Filtration
Product Functionality
Electronic Functionality
Machine Integration
Cold Start
Fuel Compatibility
PTO
May 2005 - Page 3

C6.6
Electronically assisted
z To
create.
Lower emmisions
Better fuel consumption
Versatile control
May 2005 - Page 4

C6.6
S/N Prefix Nomenclature
3054E
3056E
3054C
304
356
334
666
444
CRX
CPT
CRS/G4D
???
C4E
Ind.
Mach.
C6.6
C4.4
May 2005 - Page 5

C6.6
Tier 3 Dates and Ratings

January 2008
Emissions
January 2007
Emissions
January 2006
Emissions
260 330HP*
C6.6
120 250HP
C4.4
68 140HP
100HP
175HP
*Application Specific
May 2005 - Page 6

For ratings above 250hp see ERM for detail of applications and usage
Ratings above 286hp/213kW are not currently planned with Stage 3a
emissions certification
Revise the slide for USA APA
C6.6
Features
4 Valve Head
ECM
Timing
Cylinder
Block
Crankshaft
Fuel
System
May 2005 - Page 7
C6.6
Engine Features
z 6.6
Litres
Same Bore/Stroke as
3054C
105mm/127mm
New Block for 6 cyl
Scalloped
Ribs
Noise Attenuation
Closed Top Deck

Parent Bore
Oversized Piston
Service Solution
May 2005 - Page 8

The 6 cylinder engine now has a capacity of 6.6 litres.

The Bore and stroke of the engine is in line with 3054C at 127mm stroke and
105mm bore.
The new six cylinder block, which is 10.5mm longer than the 1106C, has a
scalloped crank case with extra ribbing
These features give a more ridged structure with a lower noise attenuation.
The block is of a closed top deck configuration with 120mm spaced, non
siamese, bores.
The production block is liner less and has a new standard of bore finish
(TD522).
Oversized pistons will be the service solution for overhaul. (0.5 1.0 mm) Will
be available after 2007.
.
C6.6
Piston Design
z Pistons
Two Types
Gallery Cooled
Non - Gallery Cooled
Aluminium
Quiescent Bowl Design
New Ring Pack
Improved Oil Control
Graded Rods for Piston
Protrusion
Square Boss to the Front
May 2005 - Page 9
Two types of piston are used, gallery cooled and non-gallery cooled.
The squared boss on the inside of the piston is fitted facing towards the front of
the engine.
A new ring pack combined with the new bore finish (TD522) gives good oil
control.
Piston protrusion is controlled by use of graded rods.
The piston is made of a low expansion aluminium incorporating a Quiescent
bowl design.
This design of combustion bowl allows the use of multiple injections.
C6.6
6 cyl. Connecting Rod

z Connecting
Rods
Fracture Split
Removal from the Top
Notches
Bearing Alignment
Not Interchangeable Top
to Bottom
3 Lengths for Piston
Protrusion
Always use New Bolts
Dimples for Orientation
Dimple
Dimple
Notch
May 2005 - Page 10

There are three lengths of con rod to adjust the piston height.
The con-rods are fracture split at an angle to facilitate their removal from the
top end of the block.
These fracture split con-rods have conjoined notches to locate the big end
bearings shells.
The bearing shells are therefore not interchangeable between cap and rod.
It is recommended that the con-rod bolts are never reused.
For torque method and load refer to the relevant workshop Manual
The conrod and cap have dimples on them to identify correct orientation.
C6.6
10
6 cyl. Crankshaft
z Crankshaft
Balanced Steel Forging

Induction Hardened
Larger Mains Diameter
84mm, 8mm Increase
Larger Rod Diameter
72mm, 9mm Increase
15mm Bearing Overlap Increase
Withstands Higher Torsional loads
Lead free Bearings
100% Front PTO
May 2005 - Page 11
The fully balanced crankshaft is a steel forging.

For increased power and improved bearing life, the following improvements
have been made The main journals are now 84mm in diameter an increase of 8mm over 3054C
The big end pins are 72mm an increase of 9mm over 3054C
These increases in bearing diameters gives an increase of 15mm in bearing
overlap over crankshafts on previous engines of this size.
All bearing surfaces are induction hardened as are the fillet radii.
All bearings are lead free.
The crank nose has been re designed to allow `100% power take off.
C6.6
11
Thrust Bearing
z Crank
Thrust Bearing
#5 Main
Fitted into the Block
Faces the Crank
Squared ends for proper installation
Aluminium Base - Lead Free
May 2005 - Page 12

The crankshaft thrust washers are fitted either side of the No 5 main bearing
position
The thrust washers are fitted into the block ensuring the bearing face is
towards the crankshaft.
The squared off ends fit into recesses in the main bearing saddle and bearing
cap.
The thrust washer bearing face is of a lead free aluminium base.
The main bearing caps are tightened using the torque and angle method.
Refer to relevant workshop manual for details of load and angle.
C6.6
12
Isolated Sump
Sump connected to block via isolator plate.
z Gives benefits of noise reduction.
z
z Isolator
plate
May 2005 - Page 13

C6.6
13
Rear End Oil Seal Fitting
May 2005 - Page 14

C6.6
14
Main Bearing Caps

z Bearing
Caps
Installation
Use Torque and Angle Method
Details in D&A Manual
May 2005 - Page 15

The main bearing caps are tightened using the torque and angle method.
Refer to relevant workshop manual for details of load and angle.
C6.6
15
Cylinder Head Details

z4
Valve per Cylinder

z Centered Injector
z Non-Sleeved Injector Bores
z Service
Non-Serviceable Valve
Guides and Seats
May 2005 - Page 16

This close up shows 4 valves per cylinder.

The central position for the injector.
The rocker pedestal location bolt holes.
The valve stem seals are of the same material and design as the 3054C but of
a smaller diameter to suit the smaller valve stems.
Seals are colour coded for inlet & exhaust.
The head design does not use serviceable valve guides or seats.
The head face cannot be machined.
An adaptor is required to be used with current valve spring compressor.
C6.6
16
Head Bolt Torque Sequence

11
14
10
6
2
12
13
9
5
1
May 2005 - Page 17

The tightening sequence is from the outside to the centre of the head, as
shown above.
The cylinder head and MLS head gasket are dowel located to the cylinder
block.
The head is tightened using the torque and angle method.
Refer to the relevant workshop manual for the torque and angle
recommendations.
There are 14, 16mm bolts. The bolts are 118mm long.
C6.6
17
Head
z Head
Multi-Layered-Steel (MLS)
Head Gasket
Fourteen - 16mm bolts
Single Use
Torque and Angle
Tightening Method
May 2005 - Page 18

C6.6
18
Rocker Assembly
Inlet
z Bridge
can be installed
either way
z Single Bolt per Rocker
Lever
z Lash settings the same
for Inlet and Exhaust
z Injectors can be
replaced without
removing Rockers
(Long)
Exhaust
(Short)
May 2005 - Page 19

The close up of the rocker levers and valve operating bridge piece.
The bridge pieces can be fitted either way round.
The bridge piece has one elongated hole. This allows for a variance in valve
positioning in the head.
The rocker levers are located by a single bolt per rocker lever.
The longer lever operates the inlet valves
Valve clearances are set using a new method. Refer to the relevant manual.
Valve clearances are the same for inlet and exhaust.
Rockers need not be removed but can be manipulated to allow removal of
injectors.
C6.6
19
6 cyl. Oil Pump

z Serviced
as Assembly
z Left Hand filter to
Right Hand filter
requires additional
piping
Pressure
Relief Valve
May 2005 - Page 20

To move the oil filter option from the LHS to the RHS of the engine requires
extra piping to be introduced into the crankcase area.
The oil flows to the cooler via internal galleries.
From the cooler the oil passes to the lube oil filter and then on into the oil feed
galleries.
C6.6
20
Timing Case
z Timing
Case
Increased Clearance for Idler

Hub access
PTFE Crank Seal with dust
seal
New Seal Recommended if
Timing Case is removed
Use dummy Sleeve when
front Pulley is Removed
Camshaft
locating pin
boss
Idler Hub
Location
Integral front oil seal to

ensure seal to crank
alignment
May 2005 - Page 21
Cam locating position will be on the right hand side of the gear viewed from the
front.
Idler hub location in timing case is larger for clearance of the hub and gear
installation (an alignment tool is required to centralise the case).
Front oil seal mounted in the timing case for exact alignment to crank.
The front seal is of PTFE with dust seal.
The seal is supplied with a fitting sleeve, which must remain in the seal until
fitted.
A dummy sleeve should be fitted in the seal when front pulley is removed.
The correct installation tool must be used to ensure correct alignment.
It is recommended that if the timing case is removed, a new oil seal is fitted.
C6.6
21
Timing Case
z Timing
Case Alignment Tool

must be used
Allows Idler Gear and Hub to
be installed as an assembly
Cam Gear
Alignment
May 2005 - Page 22

Tool aligns the timing case.

This allows the idler gear and hub to be fitted as an assembly
C6.6
22
Idler Gears
z Two
Types
Bronze
Double Needle
Dependant on PTO
requirements.
May 2005 - Page 23

C6.6
23
Camshaft Thrust Washer

z Two
Different Camshaft
Thrust Washers
One Notch
PTO mounted RHS
Greater than 35Nm Torque
Two Notches
All others
Notches
Two Notch Version

May 2005 - Page 24
There are two camshaft thrust washers available.

One has two location notches, as shown, the other only has one.
The one notch washer is used where there is a requirement for a PTO mounted
on the RHS requiring in excess of 35Nm torque.
C6.6
24
Static Timing
z Pinning
the Crank to #1 TDC
Notch in Crank
Service Tool Available
Remember to Remove Pin
TDC access
point
May 2005 - Page 25

To facilitate setting the engine to an accurate, No I cylinder, TDC a timing pin is

available.
Remember to remove the pin and replace the blanking screw.
C6.6
25
Camshaft Timing
z Camshaft
Alignment Tool
Not a Tight Fit

Ease of Assembly
May 2005 - Page 26

Use the camshaft alignment tool to locate the camshaft.

The tool is only used to locate the gear and is therefore not a tight fit.
This allows the cam gear to move slightly when fitting the Idler gear easing the
assembly.
C6.6
26
Crank Speed/Timing
z New
Sensor
z Located at Rear of Block
z Reads tooth wheel
attached to the Crank
May 2005 - Page 27

The toothed timing disc is of a pressed steel manufacture.

The design is different to that used on the previous electronically controlled
engines.
C6.6
27
Fuel System Overview

z Caterpillar
Fuel System using common rail

technology
Low Pressure
300kPa (43 PSI)
20 Micron Primary Filter
2 Micron Secondary Filter
Fuel Cooler Required on some arrangements
High Pressure
Up to 160 MPa (1600bar - 23,200 PSI)
Fluid penetration safety hazard.
Hardened Fuel Lines

External Fuel Manifold
May 2005 - Page 28
C6.6
28
How small is a Micron?
May 2005 - Page 29

C6.6
29
Fuel System Handling

IMPORTANT!
Cap all fuel passages Immediately after removal
z Do Not Blow Out or Wash Out any fuel passages
z Place removed parts in clean area
z Do Not pre-fill filters
z Remove packaging and protective caps immediately
before installation
z
Fuel Lines cannot be reused
May 2005 - Page 30

C6.6
30
Low Pressure Fuel System
May 2005 - Page 31

The schematic above shows us the layout of the High pressure fuel system
used by C4.4/C6.6 electronically controlled engines.
Fuel is placed through the primary filter, forwarded onto the transfer pump
which moves fuel onwards into the cooling chamber of the ECM, (Where
used).
For further and more substantial cleanliness, fuel is passed through a
secondary filter and passed clean onto the High pressure pump.
C6.6
31
High Pressure Fuel System

Injectors
High pressure
fuel rail
High pressure fuel

pump
May 2005 - Page 32

The pressure of fuel is raised and transferred into the High pressure fuel rail.
Finally each Electronically actuated injector is branched from the rail.
C6.6
32
Fuel Pump
z Two
Pumps
Lube Oil
Feed
High Pressure
Transfer
z HP
Pump Lubricated by
Engine Oil
Longer Life
Pump
Speed/Position
Sensor
Transfer
Pump
May 2005 - Page 33

The fuel pump comprises of the transfer pump and high pressure pump in one
unit.
The high pressure fuel pump is lubricated by engine oil.
This gives an extended pump life compared to pumps lubricated with fuel.
The transfer pump does not require a lift pump but does require priming.
The method of priming is either by hand pump incorporated into the primary
filter head or by an electric priming pump.
C6.6
33
High Pressure Fuel Pump

Fuel Leak off to Tank
Fuel in to HP Pump
From Secondary Filter
To Fuel HP
Manifold
To
Secondary
Filter
Pump Speed/Position Sensor
From
Primary
Filter
May 2005 - Page 34

The high pressure fuel pump is mounted on the LHS of the engine.
The pump is locked, for timing purposes, prior to being fitted to the engine. (If
the pump is not locked, it should be returned to the authorised outlet.)
This ensures that the delivery strokes from the pump are in phase with the
injector deliveries.
Always refer to the manual for the correct removal and re-fitting procedure.
The high pressure fuel system is self bleeding. Fuel lines must never be
cracked to purge air.
When the pump is replaced the feed pipe to the fuel manifold must also
be replaced.
Fuel is directed to the fuel manifold and from there to the injectors.
C6.6
34
Fuel Pump
Stroke in phase with Injection
z Self Bleeding
z
Do Not Crack lines to bleed
Lock Pump BEFORE removal

z Replace HP Fuel Line when Pump is
removed
z
Check Clips
Two Cams 2 or 3 lobes each

Solenoid adjusts rail pressure and
return to tank
z Needs to be Timed
z
z
Lock in Place BEFORE Removal
May 2005 - Page 35

The 6 cylinder high pressure pump has two three lobe cams.
The 4 has two two lobe cams.
This enables it to deliver six pumping strokes per pump revolution
The solenoid valve determines fuel rail pressure and fuel returned to tank.
Excess fuel is returned, via the pump leak off, to the fuel tank
Fuel enters the HP pump and is directed via non return valves to the two
plungers
On the delivery stroke of a plunger a percentage of the fuel is delivered to the
fuel manifold, again via a non return valve.
The volume of fuel delivered to the fuel manifold is dependant on the position of
the solenoid valve.
Fuel in excess of that required to maintain the desired pressure in the fuel
manifold is re-circulated.
Some re-circulation of fuel takes place within the pump,
The remainder of the fuel is returned back to the fuel tank.
C6.6
35
Fuel Pump Function

Pump Raises Pressure
z ECM tells Injector to Fire
z Rail Pressure Drops
z ECM Detects Pressure
Drop
z
Sensed by Fuel Rail

Pressure Sensor
z
ECM tells Pump Solenoid

to Increase Volume
Also tells Pump Solenoid to
Spill fuel once pressure is
reached
Do it Again!
May 2005 - Page 36

As the injector solenoid is actuated a pressure drop occurs in the fuel manifold.
This pressure drop is registered by the ECM from a signal sent by the pressure
sensor in the fuel manifold.
The ECM sends a requirement for an increase in delivery volume from the
pump to return the rail pressure to the desired pressure.
When the pressure sensor informs the ECM that the desired pressure is correct
the ECM then causes the solenoid valve on the pump to reduce fuel volume.
This cycle takes place every time an injection takes place.
It is therefore important to phase the pump delivery to injection sequence and
occurrence to ensure that fuel manifold pressure does not drop too much.
C6.6
36
Transfer Pump
z Driven
by High Pressure
Pump
z Draws Fuel through
Primary Filter
z Output Pressure
300 to 400 kPa
43 to 58 PSI
z Transfer
Pump Primed
by Priming Pump
Hand or Electric
No Lift Pump Required
May 2005 - Page 37

The transfer pump is driven from the rear of the High Pressure Pump drive
shaft.
The pump has the capacity to create both negative and positive pressures.
It draws the fuel (negative pressure)into the pump, via a 20 micron primary fuel
filter
The pump then delivers the fuel, at between 300 400 kPa, to the secondary
filter.
C6.6
37

z Dos
& Donts
Fuel Manifold
Do Check for leaks

Do Not Loosen HP Connection
with Engine Running
Do Replace HP Pipes After they
are Loosened
Do Replace ALL Hp Pipes if new
manifold is Installed
Do Not Force Pipes to Fit
Do Cap Manifold and Injector
Connections Immediately when
HP Pipe is removed
Injector Lines
Feed From High

Pressure Pump
May 2005 - Page 38

High pressure pipe connections must never be loosened when the

engine is running or being cranked. High fuel pressure is always present
throughout the high pressure system when the engine is running or
being cranked.
All high pressure pipes must be replaced every time they are disturbed.
All pipes must be renewed when a new fuel manifold is fitted
DO NOT bend the pipe for any reason as it has been internally hardened.
Any attempt to bend the pipe could rupture this process which could lead
to a very high pressure leak. Do not fit a fuel pipe which is damaged in
any way.
New fuel pipes are supplied sealed in protective packaging. This
protection should remain on the pipe until just before the moment of
fitting.
C6.6
38

z Dos
& Donts
Fuel Manifold
Do Remove HP Cap just before

installation
Do Keep your Work Area Clean
Do Think about Cleanliness
when working on HP System
Do Make Sure all Clips and
Clamps are tight and in position
Injector Lines
Feed From High

Pressure Pump
May 2005 - Page 39

High pressure pipe connections must never be loosened when the

engine is running or being cranked. High fuel pressure is always present
throughout the high pressure system when the engine is running or
being cranked.
All high pressure pipes must be replaced every time they are disturbed.
All pipes must be renewed when a new fuel manifold is fitted
DO NOT bend the pipe for any reason as it has been internally hardened.
Any attempt to bend the pipe could rupture this process which could lead
to a very high pressure leak. Do not fit a fuel pipe which is damaged in
any way.
New fuel pipes are supplied sealed in protective packaging. This
protection should remain on the pipe until just before the moment of
fitting.
C6.6
39
Fuel Pressure Relief Valve

z Protects
System from
Over-Pressure
High Pressure
Relief Valve
Opens at Constant Pressure of

160 MPa (23,000 PSI)
Withstands Spikes to 190 Mpa
(27,500 PSI)
z Returns
fuel to Tank
May 2005 - Page 40

The primary function of the fuel pressure sensor is to constantly monitor rail
pressure.
If it detects rail pressure above 160 MPa diagnostic code 157-00 will be
displayed and the engine will default to limp home mode.
The high pressure relief valve protects the high pressure fuel system from
excessive pressures.
The valve will operate with a constant pressure above 160 MPa.(1600 bar) but
allow pressure spikes of up to 190MPa.(1900bar)
The fuel passing the pressure valve will be returned to the tank and will be at a
very high temperature.
After rectifying the cause of excessive pressure it will then be necessary to
replace the pressure valve.
C6.6
40
Fuel Return from Head

z Excess
Fuel Returned
to Transfer Pump
Not High Pressure
Fuel
Return
from
Head
LIne
May 2005 - Page 41

The injector leak off is a gallery return from the injectors in the cylinder head.
C6.6
41
Injector Function
z ECM
Energizes Injector
z Valve Lifts
z Fuel Flows to Nozzle
Solenoid
energized
Valve
To nozzle
May 2005 - Page 42

When the solenoid is energised, start of injection, the valve lifts.

The fuel manifold pressure now passes below the valve and down to the
nozzle.
When the solenoid is de-energised the valve closes removing fuel manifold
pressure from the nozzle.
The closing nozzle needle forces the fuel to pass the upper face of the valve
into the leak off drilling in the injector body.
The leak off fuel then passes via the gallery in the head to the return to the fuel
tank.
C6.6
42
Injector Function
z Injector
De-energizes
z Valve Closes
z Unused fuel flows back
to Transfer Pump via
passage in the Head
Solenoid deenergized
May 2005 - Page 43

When the solenoid is energised, start of injection, the valve lifts.

The fuel manifold pressure now passes below the valve and down to the
nozzle.
When the solenoid is de-energised the valve closes removing fuel manifold
pressure from the nozzle.
The closing nozzle needle forces the fuel to pass the upper face of the valve
into the leak off drilling in the injector body.
The leak off fuel then passes via the gallery in the head to the return to the fuel
tank.
C6.6
43
Fuel Injector Connections

z Two
Types
High Pressure Fuel

Electrical
Three Connectors thru
Valve Cover Base
May 2005 - Page 44

High pressure and electrical connections to the injectors.
C6.6
44
Fuel Injector
z Dos
and Donts
Do Use Proper Torque on Electrical

Connection
Service Tool Available
Do Finger Tighten all Clamps and HP
Lines, First, then torque properly
Do Cap the Injector Immediately After
Removing HP Fuel Line
Do Make Sure the O-Ring and Copper
Washer are in place
Do Not Re-use O-Ring or Copper
Washer
May 2005 - Page 45

Electrical connections to the solenoid operated injectors can be easily

damaged.
Do not over-tighten. Use the correct tool and torque found in the manual.
When replacing injectors, finger tighten the injector clamp, align the high
pressure pipe and finger tighten the nut, tighten the injector clamp to its correct
torque. Fully tighten the high pressure pipe nuts using the correct tooling and
torque.
DO NOT bend the pipes.
Remember to ensure there is only one copper sealing washer on the injector
nozzle.
Replace the injector pipe, copper injector washer and O ring when replacing
the injector.
The injector serial number and confirmation code will be used for trimming the
injector. The 3d bar code in the center is used in production. More about
injector trimming later on in the training.
C6.6
45
Fuel Injector
z Dos
and Donts
Do Write down the Injector

Serial Number
and Confirmation Code
before you install the Injector
Do use Cat ET to Program ECM
with proper Injector Trim File
Do Look for the Trim File CD in
the Injector Box
May 2005 - Page 46

Electrical connections to the solenoid operated injectors can be easily

damaged.
Do not over-tighten. Use the correct tool and torque found in the manual.
When replacing injectors, finger tighten the injector clamp, align the high
pressure pipe and finger tighten the nut, tighten the injector clamp to its correct
torque. Fully tighten the high pressure pipe nuts using the correct tooling and
torque.
DO NOT bend the pipes.
Remember to ensure there is only one copper sealing washer on the injector
nozzle.
Replace the injector pipe, copper injector washer and O ring when replacing
the injector.
The injector serial number and confirmation code will be used for trimming the
injector. The 3d bar code in the center is used in production. More about
injector trimming later on in the training.
C6.6
46
Cleanliness
z Thoroughly
clean equipment before

disassembling
z Use only NEW protective caps to seal fuel
connections
z Replace HP Fuel Lines if they have be
loosened
May 2005 - Page 47

C6.6
47
Fuel Injection Serviceability

z NEVER
loosen high pressure pipes when

engine is running! 23,000 PSI
z Use Electronic Service Tool to Troubleshoot
Injector Problems
z Injectors have no serviceable parts.
Warranty will only be paid with evidence of the
correct tests.
z Pump
Solenoid is non serviceable.
If the solenoid is removed the whole pump

assembly must be replaced.
May 2005 - Page 48

C6.6
48
Fuel Injection Serviceability

z Transfer
pump is a serviceable item, separate

from High Pressure pump.
z Speed sensor is serviceable.
May 2005 - Page 49

C6.6
49
Smart Wastegate
z On
All Variable Speed

Engines
z Controls Wastegate Actuator
z Optimizes Engine
Performance
z Driven by PWM Signal from
the ECM
z Service as an Assembly
Smart Wastegate
Controller
12 or 24 volt
May 2005 - Page 50

A smart wastegate is fitted to all variable speed engines.

It controls the pressure applied to the mechanical wastegate actuator.
Smart wastegate gives flexibility to match boost pressure requirements at
both part load and full load conditions over the entire operating range.
Optimised emissions for any torque curve.
Optimised engine performance at non emissions points i.e. reduced
exhaust temp.
The controller is serviceable only as an assembly, there are different part
numbers depending supply voltage (12 & 24volts).
C6.6
50
Wastegate Actuator
z1
mm Total Travel
z Refer to Service Manual for
Adjustment Procedure
May 2005 - Page 51

Care must be taken when setting up the Smart Wastegate actuator. The fitting of a
new, adjusted or replacement actuator requires mandatory checking of settings as
shown in the service manuals.
If the Wastegate does not operate at the correct pressure, it can effect the engine
performance.
High pressure setting will result in engine de-rate.
Low pressure can cause black smoke and may also result in
engine de-rate.
C6.6
51
Smart Wastegate Schematic

Tells Solenoid
How much Pressure
To Pass
Looks at:
Desired Speed
Load
Boost
Intake Manifold Pressure

(Boost)

(Boost)
May 2005 - Page 52

With a normal Wastegate turbocharger as the exhaust gas volume and

temperature increase so does the turbo boost pressure.
At a predetermined pressure the boost air pressure over comes the spring load
and the Wastegate valve (D) opens venting the gas into the exhaust outlet,
thus controlling the turbo boost pressure.
In the Smart Wastegate the pressurised air passes to the Wastegate Actuator
(C) via a control valve (B). This valve is normally open allowing the air to vent
to atmosphere.
The spring in the Wastegate Actuator (C) is of a lower compressive load than in
the standard Wastegate, therefore it is possible to overcome the spring and
open the Wastegate at a lower pressure output from the turbo.
By operating under the control of the ECM (A), the boost pressure can be
controlled throughout the operating range of the engine.
C6.6
52
Glow plugs
z Installed
on ALL Engines
z Improved
Sheathed Element
z 850
C in 4 Seconds
z Controlled by ECM
Via OEM Relay
1 - Early Glow plug

2 - Improved version.
May 2005 - Page 53

C6.6
53
Electronic Components
Intake Air
Temperature
Sensor
Coolant
Temperature
Sensor

Sensor
Fuel Rail Pressure
Sensor
ECM
High
Pressure
Fuel Pump
Pump/Cam
Speed/Position
Sensor
Crank
Speed/Position
Sensor
Oil Pressure
Sensor
May 2005 - Page 54

C6.6
54
Engine Wiring Harness

z Both
Connectors and
Harness are serviceable
z Pump Connector
Serviced by Pigtail
May 2005 - Page 55

Harness serviceablity
Entire harness only needs to be replaced if ECM connector is broken.
Individual connectors are available in the parts system.
Pump connector is serviced by pig tail.
Two general purpose connector kits are available. One for DT connectors and
one for AMPSeal.
All connectors use a common crimp tool.
Connector seals are available as service items.
The harness ties/clips are available.
The three injector harnesses under valve cover are serviced separately as
assemblies. It is essential these are properly secured.
Reminder Do not connect wiring to injector lines.
C6.6
55
Engine Wiring Harness

z Harness
Dos and Donts
Do clip the harness

Do Not Force Connectors
Keyed to ensure Correct Connection
Do Not use Electrical Grease
Do make sure seals are in good condition
z Diagnostic
Connector
Cat Machine Engines - No

Industrial Engines - Yes
May 2005 - Page 56

We have a very Fault Tolerant extremely robust and reliable system. Inevitably
after many years service, faults may occur.
Traditionally, if the problem is Electrical, wiring / connectors are most likely to
be the cause.
Shorts / open circuits / high resistance connections, can be caused by any
combination of corrosion / abrasion / burning / vibration / fatigue and liquid
ingress.
Make sure all seals are correctly positioned. Blanking plugs must be fitted on
any unused pins, to prevent any liquid ingress.
C6.6
56
On Engine Components
ECM
Cam
Pump
Intake Air
Crank
Coolant
Oil
Smart Wastegate
Solenoid
Diagnostic
Connector
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 57

C6.6
57
ECM
ECM
Cam
Pump
Intake Air
Crank
Coolant
Oil
Smart Wastegate
Solenoid
Diagnostic
Connector
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 58

C6.6
58
A4-E2 Fuel Cooled (ECM)

4mm Allen Key
Fuel Flow in
J1 Customer
Connector
Anti-Vibration
Mounts
J2 Engine
Connector
Fuel Flow out

Ground Strap
May 2005 - Page 59

Earth strap and anti-vibration mounts are serviced separately.

New anti-vibration mounts should be used when replacing the ECM.
Note: Air cooled ECMs are also used.
C6.6
59
A4-E2 Electronic Control

Module (ECM)
z ECM
Controls:
Fuel Pressure
Speed Governing
Air/Fuel Ratio
Start/Stop Sequence
Engine Protection
Devices/ Diagnostics
May 2005 - Page 60

C6.6
60
A4-E2 ECM Voltages/Current

z Nominal
battery supply voltage 9-32 volts
Expected voltage range/current draw

12V system / 9-16 volts / Max 30 Amps
(8mA Sleep)
24V system / 18-32 volts / Max 15 Amps
(10mA Sleep)
May 2005 - Page 61

C6.6
61
A4-E2 ECM
z Do
Use the proper tools to tighten the ECM

Connector Screws
6 Nm (4.4 lb-ft)
z Do
Use the Test ECM Feature when

troubleshooting the ECM
May 2005 - Page 62

C6.6
62
Temperature Sensors
ECM
Cam
Pump
Intake Air
Crank
Coolant
Oil
Smart Wastegate
Solenoid
Diagnostic
Connector
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 63

C6.6
63
Temperature Sensors
z Thermistor
sensing devices
Resistance varies with

temperature
As temperature increases its
resistance decreases
z Passive
Sensor
Does not need its own power

supply
May 2005 - Page 64

C6.6
64
Temperature Sensors
Negative Temperature Coefficient (NTC)
Ohms
(Resistance)
2,500
1000
20 C
Increasing Temperature
May 2005 - Page 65

C6.6
65
Temperature Sensors
Thermistor
Ground
Pin No
2
Signal
Pin No 1
May 2005 - Page 66

C6.6
66
Temperature Sensors
z Engine
Coolant Temperature Sensor
Used for engine protection,

Warning/Derate/Shutdown
z Intake
Manifold Air Temperature Sensor
Used for engine protection, Warning/Derate

Smoke limiting
z Both
Used for
Cold Start Strategy

Data Link Information
May 2005 - Page 67

C6.6
67
Diagnostic Example
4.8
110-3 Signal shorted to a high voltage or Open Circuit

Very cold Temp
VOLTS
Warning Temp
Start Derate Temp
Shutdown
Temp
0.2
110-4 Signal shorted to a lower voltage

Temperature
May 2005 - Page 68

Example given is engine coolant temperature sensor.

Range, -40 to 150C
Range, -40 to 300F
Intake manifold temperature sensor has a different range and will give different
diagnostic codes.
C6.6
68
Pressure Sensors
ECM
Cam
Pump
Intake Air
Crank
Coolant
Oil
Smart Wastegate
Solenoid
Diagnostic
Connector
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 69

C6.6
69
Pressure Sensors
Intake Manifold
Pressure Sensor
Oil Pressure Sensor

Fuel Rail Pressure Sensor
May 2005 - Page 70

C6.6
70
Fuel Rail Pressure Sensors

z Fuel
Rail Pressure Sensor
Determines Fuel Rail Pressure

Continuous Operating Pressure 200 Mpa
Maximum without damage, 260 Mpa
(burst at 320 Kpa)
Temperature Range, -40 to +160C
Sensor has M12 x 1.5 Thread
Requires Special Crush Washer for Sealing
Ensure there is no Rail Pressure before removal
Serviced as a Kit with Crush Washer
May 2005 - Page 71

C6.6
71
IMA Pressure Sensors

z Intake
Manifold Air Pressure Sensor

z Measures Manifold Air Pressure
Used to calculate air/fuel ratio
Used for smoke limiting strategy
Measures atmospheric pressure on key-on
Serviced as a Kit with O-ring
May 2005 - Page 72

Atmospheric pressure is measured when the ignition is first switched on.

If the atmospheric pressure changes (I.e, if the engine moves uphill), the
engine will not de-rate until switched off and on again.
C6.6
72
Oil Pressure Sensors

z Engine
Oil Pressure Sensor
Used for engine protection, Warning/Shutdown

Provides signal for pressure gauge, via the ECM
Serviced as a Kit with O-Ring
May 2005 - Page 73

C6.6
73
Pressure Sensors
z Integrated
circuit
z Capacitive sensor
z Voltage output
varies with pressure
z Sensor conditions the
signal voltage output to
the ECM
z Active Sensor (Needs a
external power supply)
May 2005 - Page 74

C6.6
74
Speed/Timing Sensors
ECM
Cam
Pump
Intake Air
Crank
Coolant
Oil
Smart Wastegate
Solenoid
Diagnostic
Connector
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 75

C6.6
75
Speed/Position Sensors
z Two
speed/position sensors
Crankshaft - Primary
High Pressure Fuel Pump - Secondary
z Two
Wire Hall Effect
Produce Conditioned Square Wave

z Engine
will Run if the Primary sensor fails
Limp Home Mode - 1200 rpm Max

z Engine
will Not Shutdown if Secondary sensor
Fails
Cannot be re-started if the engine is stopped.
May 2005 - Page 76

The toothed timing disc is of a pressed steel manufacture.

The design is different to that used on the previous electronically controlled
engines, in that now a wide tooth is used as the reference point.
C6.6
76
Crank Speed/Timing
z 59
Teeth + 1 Wide tooth
6 Between teeth
z Wide
tooth tells ECM

Crank Position
z Teeth point to Nose of
Crank
z Use proper thread lock
adhesive when re-using
screws
Dowel Hole
May 2005 - Page 77

The timing disc has 59 + 1 wide tooth. This gives 6 between teeth except
where the gap has not been cut.
This larger tooth will generate a different signal in the speed sensor.
To re-fit a new disc pass it carefully over the rear seal face and engage it on
the location dowel.
Ensure the teeth point toward the nose of the crankshaft.
The timing disc is secured with three setscrews. If these are to be re-used, the
correct thread lock should be used as specified in the manual.
C6.6
77
HP Pump Speed/Position Sensor
Speed / Timing
Sensor
Speed / Timing
Sensor Target
36 Teeth
May 2005 - Page 78

When the pump is renewed the feed pipe to the fuel rail must also be
renewed.
C6.6
78
Hall Effect Sensor

z Produces
a conditioned square-wave signal

Old
New
Signal Output Waveform Crank Speed/Position Target
May 2005 - Page 79

Using a hall effect sensor gives a sharp, square wave form, giving more
accurate positioning.
C6.6
79
Injectors
ECM
Cam
Pump
Intake Air
Crank
Coolant
Oil
Smart Wastegate
Solenoid
Diagnostic
Connector
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 80

C6.6
80
Injector Wiring
z Dos
and Donts
Do make sure wires are

properly routed
Do make sure clips are
used
Clips are available in
the Parts System
Do use the proper
Service Tool to torque
Injector Connectors
Spring Clip
Retainer
May 2005 - Page 81

C6.6
81
High Pressure Pump

ECM
Cam
Pump
Intake Air
Crank
Coolant
Oil
Smart Wastegate
Solenoid
Diagnostic
Connector
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 82

C6.6
82
Pump Solenoid Wiring
Service by pigtail
May 2005 - Page 83

C6.6
83
Smart Wastegate Solenoid

ECM
Cam
Pump
Intake Air
Crank
Coolant
Oil
Smart Wastegate
Solenoid
Diagnostic
Connector
Fuel Rail
6 EUI Injectors
Intake Air
May 2005 - Page 84

C6.6
84
Wastegate Wiring
z Long
fly lead used.

z Clipped to air line around back of engine.
z Route correctly to avoid chafing.
May 2005 - Page 85

C6.6
85
ECM J1 Customer Connection

z New
Connector
Available from Cat

Parts System
New Removal Tool
Uses Standard Crimp
Tool
May 2005 - Page 86

C6.6
86
OEM Connections
z Inputs
Power
Throttles
Switches
z Outputs
Lamps
Relay
z Datalink
J1939
May 2005 - Page 87

C6.6
87
ECM Inputs - Power

z Ten
Power Wires REQUIRED
4 Plus Battery
5 Minus Battery
1 Ignition Switch
z Beware
of In Harness Power & Ground
Splices
z Battery Minus should go directly to the Battery
Do Not Connect to Battery via the Chassis
z Use
Correct Cable Size
Refer to A&I Guide for details.
May 2005 - Page 88

C6.6
88
ECM Inputs - Throttles

z Two
Types
Analog
Require Validation Switch
PWM
May 2005 - Page 89

Resistive track potentiometer type devices most common.

Hall effect type recommended, (non contact, longer life)
Provide linear voltage output (Approx 0.5v to 4.5v)
Should have a throttle movement detector, or Idle Validation Switch (IVS) on
all applications for throttle failure detection.
C6.6
89
Throttle Position Sensor

Analog
z Pedal position/operator demand
5 wires
z As
the pedal is pressed
Voltage increases from 0.5v to 4.5v

Diagnostic Region
4.5v
Voltage
Output
0.5v
Diagnostic Region
Low
Idle
High
Idle
May 2005 - Page 90

Analogue Throttle Position Sensor.

The analogue pedal sends a voltage signal to the ECM depending on the pedal
position. This voltage, as shown above, varies from 0.5v to 4.5v. The ECM then
interprets this signal into a required engine speed. A comparison between
actual engine speed and desired engine speed is made and the amount of fuel
being delivered to the engine is adjusted to increase or decrease the RPM of
the engine.
C6.6
90
Throttle Position Sensor

Pulse Width Modulated (PWM)
z Three Wire
Power +8 Volts
From ECM
Ground
From ECM
Signal
To ECM
z No
Validation
Switch Needed
May 2005 - Page 91

PWM Throttle Position Sensor.

Throttle incorporates conditioning electronics to provide Pulse Width Modulation
(PWM) signal output.
More consistent than a analogue throttle type.
No need for Idle Validation Switch.
Only three wire connection.
Uses sensor 8v reference voltage.
Less susceptible to voltage supply Variations.
Less susceptible to outside noise/interference.
The PWM pedal sends a signal to the ECM depending on the pedal position. This
signal varies from 10% duty cycle to 90% duty cycle. The ECM then interprets this
signal into a required engine speed. A comparison between actual engine speed and
desired engine speed is made and the amount of fuel being delivered to the engine
is adjusted to increase or decrease the RPM of the engine.
C6.6
91
Pulse Width Modulation

8v
ON
OFF
ON
OFF
Pulse Width
Increasing
ON
OFF
Average
voltage
increasing
0v
Time
May 2005 - Page 92

PWM Signal.
At engine idle, duty cycle = 10 - 22%.
Average time on (Pulse Width) = average voltage.
Pulse runs at 500Hz.
The position sensor generates a PWM signal which is a square wave. A
square wave signal is either full voltage or no voltage on or off. The percent
of time the signal is on versus the time off is called the duty cycle. Duty cycle
at low idle pedal position is 10% to 22%. Duty cycle at high idle pedal position
is 75% to 90%. The pedal position sensor transmits the signal to the ECM at a
constant frequency. This type of sensor provides a very accurate signal to the
ECM with a smooth transition between acceleration and deceleration. The
ECM determines if the sensor is faulty by monitoring the duty cycle. If the duty
cycle is greater than 90% or less than 10%, the ECM will log an active fault.
C6.6
92
ECM Inputs - Switches

z9
Switch Inputs
PTO
On/Off
Set/Lower
Raise/Resume
Speed 1
Disengage
Mode
Mode 1
Mode 2
Throttle
Throttle Select
Shutdown Switch
May 2005 - Page 93
C6.6
93
ECM Outputs - Lamps

+Battery
z5
Lamps
2 Recommended
Warning
Stop
3 Optional
PTO Mode
Wait to Start
Low Oil Pressure
PTO Mode
61
61
ECM
STOP Lamp
60
60
J1 OEM
Connector
Warning Lamp
59
59
Wait to Start
63
63
Low Oil Pressure
62
62
May 2005 - Page 94

ECM Output Numbers

MIC Pin Numbers
C6.6
7 8 9 10 11 12 13 14
66 65 64 63 67 54 62 53
94
ECM Outputs - Relays

z OEM
Installed
See A&I Guide for Relay

Specifications
z Driven
by ECM
Part of Cold Start Strategies
To glow plug relay
ECM
J1 OEM
Connector
40
May 2005 - Page 95

C6.6
95
Grounding & Welding

z Grounding
Always ensure the ground strap on the ECM

Prevent EMI, Electro Magnetic Interference
z Welding
Refer to A&I, OM&M or Troubleshooting Guide for

details
May 2005 - Page 96

Welding Precautions.
Turn off engine with Ignition Key.
Disconnect negative terminal from battery, open battery isolation switch.
If welding on the machine, ensure the welding earth clamp is placed close to
the welding point.
Protect wiring harness against welding debris and splatter
Electrostatic Paint Spraying Precautions.
Connect all 64 pins of the ECM directly to the spray booth ground.
Connect the engine block to the ground at two points on bright metal.
Jump Starting Precautions.
Jump starting an can cause higher voltages, make sure they do not exceed the
ECM maximum.
C6.6
96
Cylinder Block Grounding

z Engine
Block must be properly grounded
Provide a good return path for Starter Motor,

Alternator, Start Aids
z Ground
Cables should be minimum, 67.4 mm

(00 AWG)
z Starter Motor Stud, the first choice and directly
back to battery
z Tapped Holes on Engine Block
Clean, Paint and dirt free
10 mm zinc plated screw/washer
Tightened to 44 Nm
Conductive grease can be used
May 2005 - Page 97
C6.6
97
Cylinder Block Grounding
2
Options for Ground Connection to
Tapped Holes on Engine Block
May 2005 - Page 98

C6.6
98
Battery Isolator Switches

z Installed
in location, not normally accessible

z Not to be used for normal Shutdown
Looses Diagnostic information
z Disconnects
battery during storage, transport

and maintenance
z Improves Safety
Avoids battery discharge during storage
Protects ECM during welding
z Automatic
Isolators
Must be controlled by a timer to allow normal

shutdown by the Ignition switch
Removing power from ECM Ignition Switch Input
May 2005 - Page 99
C6.6
99
Warning & Diagnostic Lamps

z Strategy
Change from 3054/6E
Amber Diagnostic Lamp

Active Diagnostic Present
Red Warning Lamp
Derate or Shutdown
z Lights
Off : Everything is OK
May 2005 - Page 100

C6.6
100
Warning Lamp Strategy

Warning
Lamp
Shutdown
Lamp
Both On - Lamp Check for 2 Second at key On
Off
Off
Both OFF - No Faults
On
Off
Warning ON - Active Fault
On
Off
On
On
Warning ON / Shutdown Flashing - Engine Derate

Warning Flashing / Shutdown OFF - Warning
Warning Flashing / Shutdown Flashing - Derate
Warning ON / Shutdown On - Shutdown
May 2005 - Page 101

C6.6
101
Engine Warning and Protection

z Warn,
Derate
and Shutdown
thresholds
z Read Only
Screen
May 2005 - Page 102

Monitoring System.
This screen provides all the warning, derate and shutdown levels that are
currently set within the ECM.
NOTE: These cannot be altered. The only way to change the values is to alter
the actual flash file program.
C6.6
102
Electronic Diagnostics
z Electronic
Technician (ET) PC based
Many functions, reading of temp, speed,

pressures, switch positions, etc
For Installation work and full diagnostics
Configuration settings, Histograms, graphing,
data log, etc
Programming the ECM,(Reflashing, Configuration)
Throttle Configuration, Analogue, PWM, MPTS,
Variable Set Speed
May 2005 - Page 103

Diagnostic Plug
A diagnostic plug is available on the engine harness (certain engines may not
have this facility). This allows connection of diagnostic service tool to either the
Cat Data Link (CDL) or the CAN J1939
The Diagnostic connector fitted to the engine harness is a 9 pin Deutsch. The
pin allocations are as follows are as follows:
C6.6
Pin
Description
Battery +
Battery -
CAN screen
PDL +
PDL -
CAN -
CAN +
Not connected
Not connected
103
Diagnostic Fault Codes

z
Two Types of Codes

Faults
Events
z Faults
Problems with Components

z Events
The Parameter being Measured is Out of range

E.g. Oil Pressure, Coolant Temperature
May 2005 - Page 104

C6.6
104
Diagnostic Fault Codes

z
4 Code Categories
Active Diagnostic Codes
Any fault that is currently on the engine.
Usually an electrical problem, connections, etc
Logged Diagnostic Codes
Faults that have occurred and/or been repaired
Active Events Codes
Currently Active Events
Logged Event Codes
An engine history view
May 2005 - Page 105

C6.6
105
Understanding Diagnostic Codes
110
CID
FMI
Circuit/Component
Identifier
Failure Mode
Identifier
110 = Coolant Temperature Sensor
3 = Voltage High
May 2005 - Page 106

FMI DESCRIPTIONS
0
C6.6
Data valid but above normal operating range
Data valid but below normal operating range
Data is erratic, intermittent or incorrect
Voltage above normal, or shorted to high source
Voltage below normal, or shorted to low source
Current below normal or open circuit
Current above normal or grounded circuit
Mechanical system not responding or out of adjustment
Abnormal frequency, pulse width or period
Abnormal update rate
10
Abnormal rate of change
11
Failure code not identifiable
12
Bad intelligent device or component
13
Out of calibration
14
Special instructions
15-31
Not available at present, for future use.
106
Active Diagnostic Fault Codes
May 2005 - Page 107

Active Codes.
This screen shows all the active diagnostic codes currently on the engine. i.e.
any current faults with the engine.
These faults will appear and as the faults occur. There is no need to clear the
faults manually as there will automatically disappear when the problem is
rectified.
C6.6
107
Logged Diagnostic Fault Codes
May 2005 - Page 108

Logged Codes.
This screen shows a history of all the faults that have occurred on the engine.
They are logged with how many times the fault has happened, the first time it
happened and the last time it happens. These are all in ECM hours.
C6.6
108
Logged Event Codes

z High
Engine Coolant Temperature

z High Intake Air Temperature
z Low Engine Oil Pressure
z Engine Over-speed
z High System Supply Voltage (12/24Volt)
Faults That Could cause Engine Damage
May 2005 - Page 109

Event Codes for J1939.

Events are not supported in J1939 as used on the Electronic Service Tool
(EST). Rather than an E code, we are transmitting them using a Suspect
Parameter Numbers (SPN) and a Failure Mode Identifier (FMI)
Event Code
(SPN)
FMI
Meaning
168
018
Low system voltage warning
172
016
High engine inlet air temp de-rate
190
0 or 16
Engine over-speed warning
110
016
High engine coolant temp warning
100
018
Low engine oil pressure warning
110
000
High engine coolant temp de-rate
172
016
High engine inlet air temp warning
100
018
Low oil pressure
These Fault codes can only be removed/cleared with an Electronic Service

Tool.
C6.6
109
Active Event Codes
May 2005 - Page 110

C6.6
110
Logged Event Codes
May 2005 - Page 111

Logged Events.
These codes are generated when the engine has gone into a warning, de-rate
or shutdown. They are logged in the same way as the logged diagnostic codes.
C6.6
111
New Diagnostics
z 1-
2 Injector Data Incorrect (CDL)

z 1 - 7 Injector Not Responding (CDL)
z CID Can be 1 to 24 to Identify Cylinder (CDL)
z 651
- 2 Injector Data Incorrect (J1939)

z 651 - 7 Injector Not Responding (J1939)
z CID 651 to 675 to Identify Cylinder (J1939)
May 2005 - Page 112

C6.6
112
ET Diagnostic Test
z Diagnostic
Test
Injector Solenoid Test

Click Test
Override Parameters
Cylinder Cutout Test
Major Test for finding Good or Bad Injectors
Wiggle Test
Fuel Rail Pressure Test
Smart Wastegate Click Test
Injector Verification Test
May 2005 - Page 113

C6.6
113
Injector Installation
z Not
Just a Mechanical Process
Physical installation
Electronic Installation
ET Required
E-Trim File Required
May 2005 - Page 114

C6.6
114
Injector Removal
z Rocker
Arm
Loosen Set Screw

Slide Rocker to get
access to Injector Hold
Down Bolt
May 2005 - Page 115

C6.6
115
z Mechanical
Issues
Make Sure Copper

Washer is in Place
Make Sure the Old
Washer is not still in
the Injector Hole
Install Injector and Fuel
Lines finger tight
Then tighten Injector
Hold Down Bolt to
the Proper Torque.
May 2005 - Page 116

C6.6
116
z Electronic
Issues
Remember to write
down Injector Serial
Number
and
Confirmation Code
BEFORE you install the
injector
May 2005 - Page 117

C6.6
117
z Installing
the E-Trim File
Finding E-Trim File

On CD with the replacement Injector
On SIS Web
z Connect
Cat ET
Service>Calibrations>Injector Trim Calibrations
May 2005 - Page 118

C6.6
118
z Select
Injector to be Programmed
z Click on Change button
May 2005 - Page 119

C6.6
119
z Find
E-Trim
File on your
Computer
z Select it
z Click on
Open button
May 2005 - Page 120

C6.6
120
z ET
informs you that

the file was
successfully
programmed into
the ECM
May 2005 - Page 121

C6.6
121
Injector Replacement
z If
Injector is being replaced because of
Injector Data Incorrect

Or
Injector Not Responding Diagnostics
z Injector
Verification Test must be run from

Service Tool
May 2005 - Page 122

C6.6
122
Troubleshooting Injectors
z Using
Injector Swap Feature
Part of the Injector Calibration Screen

Swaps E-Trim Files for you
Click on Exchange Button
Use only as directed from Troubleshooting Guide
May 2005 - Page 123

C6.6
123
C6.6 Quirks
z Fuel
System Optimization Routine
Runs every hundred hours or so

Audible changes when engine is running
NO performance or Power Changes
Everythings OK
Similar to HD ACERT engines
May 2005 - Page 124

C6.6
124
Throttle Characteristics
May 2005 - Page 125

Throttle Configuration Screen (EST).

This screen capture shows where we can change the type of throttle and
program its characteristics. Access to this screen is through the electronic
service tool and will require a factory password to make changes to it.
Speed Demand (throttle) options, decided by customer.

Highest one wins
Manual switched throttle selection
Throttle one
Throttle two
C6.6
125
Idle Validation Switch

Operation
0%
10
20
Switch
Closed (on)
Min Off
Threshold
30
40
50
60
70
80
90
100%
Switch Open (off)
Max On
Threshold
May 2005 - Page 126

Why do we need an idle validation switch?

An Idle Validation Switch provides an extra level of safety. Its a throttle movement
detector. A micro switch is configured to operate when the pedal is in its released position. If
the idle validation switch tells the ECM that the pedal is released, but the voltage signal tells
the ECM that there is a speed demand, then the ECM can detect that there must be a fault
with the throttle sensor or its wiring.
How is the idle validation switch applied

A switch should be set up such that it closed (ON) when the pedal is released. It should
open (OFF) when the pedal is depressed a little.
Like other components, there will be some variation due to manufacturing tolerances and
wear of switches and switch mountings. We define 2 thresholds in the software, Max ON
and Min OFF.
Operating the throttle, forward, Max On Threshold

If the ECM reads a value above this and the switch is still ON
(Closed) then it will register a fault
Releasing the throttle, returning, Min Off Threshold
If the ECM reads a value below this and the switch is still OFF
(Open) then it will register a fault
C6.6
126
Idle Validation Switch

0%
10
20
Switch
Closed (on)
30
40
50
60
70
80
90
100%
Switch Open (off)

Max On
Threshold
Min Off
Threshold
z Between
Min OFF and Max ON Thresholds
When the ECM reads a raw signal higher than Min

OFF but lower than Max ON, it does not care what
the switch position is. This zone is to allow for
tolerance of components.
z Typical
Idle Validation Switch (IVS) settings
May 2005 - Page 127

C6.6
127
Idle Validation Switch (IVS)

0%
10
20
Switch
Closed (on)
Min Off
Threshold
30
40
50
60
70
80
90
100%
Switch Open (off)

Max On
Threshold
Machine Interface Connection
37
37
0 Volts
Not Used
IVS
22
36
0 Volts
12 Volts
May 2005 - Page 128

C6.6
128
Dia
g.
lim
it
Throttle Characteristics
s.
po
lim
its
ne
zo
ad
De
Mechanical limits of pedal
Limits of potentiometer
May 2005 - Page 129

Diagnostic Limits.
In an analogue throttle, if a we try to measure values too close to the supply voltage (5V) or to ground (0V) then it
is possible that short circuit, open circuits or noise events will be mistaken for valid signals.
In a PWM throttle, we cannot go as low as 0% or as high as 100% pulse width as both of these would be the same
as no signal, or the full 8 volts.
If the ECM measures values close to 0% or 100% raw signal then it is considered as an sensor fault and a
diagnostic code is sent or logged.
Example; 91-3, (Signal Voltage above normal or shorted to a higher voltage)
Example; 774-4, (Signal Voltage below normal or shorted to a lower voltage)
Position Limits.
A throttle pedal is designed so that when it is in the released position it will give a voltage output of approximately 1
volt. The sensor (potentiometer) used has a tolerance of 1% of full travel. The manufacturing tolerances of the
pedal add a further 2% (of full travel) tolerance.
Pedals will be produced, therefore, which, when in the released position will give a voltage somewhere between
0.7 volts and 1.3 volt
For this pedal the ECM would be configured to give an initial lower position of 15% (equivalent to 1.3V) and a lower
position limit of 10% (equivalent to 0.7V)
If a throttle pedal leaves the production line that gives an output of 1 volt, (when back). Then when the ignition is
turned the ECM will see that this value is lower than the initial lower limit but greater than the lower position limit. It
will now auto-calibrate to take 1volt to be the lower pedal position.
Dead Zone.
The lower Dead Zone will be a certain amount of throttle movement before the engine speed starts to rise.
The Dead Zone is defined as a percentage of the raw signal. If the throttle auto calibrates then the Dead Zone will
also move.
Upper Diagnostic Limit, Initial Upper Position, Upper Position Limit and Upper Deadzone are defined in exactly the
same way as the lower ones
C6.6
129
Flashing the ECM

z Re-programming
the ECM will be required
ECM has been replaced

or
Flash File needs to be updated
z Two
Types of Files
Flash File
Base Engine Data
Fueling/timing maps, cold start/governor strategies, set
speed/mode switching, default values, etc
Configuration File
Specific Customer Data
e.g. Configurable parameters, idle speed,droop, etc
May 2005 - Page 130
C6.6
130
Flashing the ECM

z Where
do I get the
Data?
Extracted from
Failed ECM
SIS Web
Flash File
TMI
Configuration
Being Moved to
SIS Web
May 2005 - Page 131

C6.6
131
Extracting Data from ECM

z Extracting
the Data from a Failed ECM
If Failed ECM can Communicate

Downloads ALL data to PC for upload to new ECM
z Service>Copy
Configuration>Fleet
Configuration
May 2005 - Page 132

C6.6
132

z Loading
Data from a Failed ECM
May 2005 - Page 133

C6.6
133

z Saving
Data to PC
May 2005 - Page 134

C6.6
134

z Retrieve
Data from PC
May 2005 - Page 135

C6.6
135

z Program
Data From PC
May 2005 - Page 136

C6.6
136
Reprogramming (Flashing) an ECM
May 2005 - Page 137

Flash Memory.
To begin the Flash process first click on the Flash Memory icon.
C6.6
137
Factory Passwords
z C6.6/4.4
Requires fewer Factory Password
Only
FLS/FTS
Interlock (Changing Flash File)
No Passwords Required for:
Throttles
J1939 Communications (TSC 1)
Highest Enabled Rating
May 2005 - Page 138

C6.6
138
Factory Passwords
z Password
Input
Screen will
automatically appear
when trying a Factory
Password Protected
Parameter change is
attempted
May 2005 - Page 139

C6.6
139
Additional Speed Demand

Options
z Multi-Position
Throttle Switch - (MPTS) Up to
16 speeds
z Power Take Off, PTO, (Variable Set Speed,
Cruise Control)
z Torque Speed Control (TSC) via J1939
communication throttle
May 2005 - Page 140

C6.6
140
Multi-Position Throttle Switch

(MPTS)
46
MODE SWITCH 1
39
MODE SWITCH 2
MODE SWITCH 1
MODE SWITCH 2
10
POSITION
ROTARY
SWITCH
52
THROTTLE POSITION SWITCH 1
51
50
49
May 2005 - Page 141

C6.6
141
Example of Multi-Position
Throttle Switch operation
Throttle
Switch Input
4
Open
Open
Open
Open
Open
Open
Open
Open
Closed
Closed
Throttle
Switch Input
3
Open
Open
Open
Open
Closed
Closed
Closed
Closed
Open
Open
Throttle
Switch Input
2
Open
Open
Closed
Closed
Open
Open
Closed
Closed
Open
Open
Throttle
Switch Input
1
Open
Closed
Open
Closed
Open
Closed
Open
Closed
Open
Closed
Throttle
Switch
Position
1
2
3
4
5
6
7
8
9
10
Valid
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Desired
Engine
Speed
idle
1000
1200
1250
1400
1650
1670
2000
2100
2200
May 2005 - Page 142

C6.6
142
Power Take Off (PTO)Variable

Set Speed Control
z Not
Available if using the Multi Position Switch

(MPTS) option
Gives Variable Set Speed/Power Take Off,
Isochronous and droop control
Input Disable, provided for safety and protection
systems
Provides simple, Set Speed increase / decrease
Warning Lamp indication available
One Set Speed available
Pre-programmed speed
May 2005 - Page 143

C6.6
143
Power Take Off (PTO)Variable Set

Speed Control
PWM
THROTTLE
SENSOR
ON / OFF
43
SENSOR SUPPLY 8V
53
PWM THROTTLE SENSOR INPUT
33
SENSOR RETURN
52
PTO MODE - ON / OFF
38
PTO MODE - SET/ LOWER
51
PTO MODE - RAISE /RESUME
50
PTO MODE - SPEED 1
49
PTO MODE - SPEED 2
44
PTO MODE - DISENGAGE (NC)
SET / LOWER
RAISE / RESUME
SPEED 1 / SPEED2
nc
no
DISENGAGE SWITCH
May 2005 - Page 144

C6.6
144
Torque Speed Control (TSC1)

z Controlled
Via the Controller Area Network
(CAN) link:
Use J1939 message Torque Speed Control 1 (TSC1)
This is a speed demand signal, also known as a
communications comms' throttle
CAN is the communication network between
intelligent electronic devices ( several ECMs) used
on an machine application
Uses a version of CAN that conforms to an
international standard known as SAE J1939
z Application
control, monitoring and

diagnostics is possible using SAE J1939
May 2005 - Page 145

C6.6
145
Mode Selection
zA
mode defines a fuel limit map, a rated speed

and a droop value for each throttle input
z This feature provides the ability to select up to
four different modes of operation
z A mode defines:
one of 2 ratings
a droop value for each throttle input, 0 - 10%
z Mode
selection is controlled by 2 switched

inputs
May 2005 - Page 146

Mode Selection.
Electronic control allows a signal mechanical specification to deliver different
rating curves and droop characteristics. Each combinations of rating and droop
is known as a mode. Each ECM may be configured to offer up to eight different
operating modes.
Torque/Fuel Limit Maps.
A maximum of four of four pre defined torque/fuel limit (Rating) curves may be
selected when ordering the engine and these will be embedded into the
ECM.These curves may in multi-mode operation, be toggled to
provide different characteristics whilst the engine is running.
Varying Droop.
Speed droop is the rate at which an engine will increase in speed if the load is
reduced for a given throttle setting. A drop slope of 10% would give a typical
road driving feel. Some applications, however, require tighter governing with
only small variations of speed against load. A droop of 2% may be suitable for
a PTO mode, some applications may need isochronous governing where the
droop is 0%. (variable set speed is Isochronous).
C6.6
146
Mode Selection Wiring
46
MODE SWITCH 1
39
MODE SWITCH 2
MODE SWITCH 1
MODE SWITCH 2
10
POSITION
ROTARY
SWITCH
52
51
50
49
May 2005 - Page 147

Mode Selection.
This feature provides the ability to select up to eight different modes of
operation under operator control. A mode defines a fuel limit map, a rated
speed and a droop value for each throttle input.
Different modes of operation may be used to aid particular working
environments by offering characteristics suitable for the work in hand.
Examples would be an economy mode, a ploughing mode or a PTO mode.
Up to three digital switch inputs may be used to determine which mode of
operation is required. With three switches, a maximum of eight modes may be
specified; with two switches, four modes; and with one switch, two modes.
Each mode has a single defined fuel limit map, a rated speed and a individual
droop values for throttle 1, throttle 2 and the comms throttle.
C6.6
147
Typical Mode Selection Examples
Mode
Mode
Mode
Mode
Selection Selection Selection
Selection
Switch
Switch
Switch
Number
Input 1 Input 2 Input 3
Open
Open
Open
0
Open
Open
Closed
1
Open
Closed
Open
2
Open
Closed
Closed
3
Closed
Open
Open
4
Closed
Open
Closed
5
Closed
Closed
Open
6
Closed
Closed
Closed
7
Valid
Rating
Number
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
1
1
2
2
3
3
4
4
Throttle 1 Throttle 2
Droop
Droop
Percentage Percentage
10
5
10
5
10
5
2
0
5
2
5
2
5
2
2
0
Comms
Throttle
Droop
Percentage
0
0
0
0
0
0
0
0
May 2005 - Page 148

C6.6
148
J1939 Datalink
z Advantages:
Uses less wiring

Lower weight
Lower cost
Fewer connections
Increased Reliability
Easier to install
Improved quality of signal
Can transfer large amounts of Data
May 2005 - Page 149

Types of messages.
Commands (Torque Speed Control 1).
Requests for data.
Types of addressing.
Point to point.
Broadcast.
C6.6
149
Example of J1939 Wiring

Note. CAN wiring must be twisted
Nodes
DCR
GEM
TSC1
Address 249
Address 23
Address 3
Data Bus
120 Ohm
ECM
DCR, Diagnostic Code Reader

GEM, Generic Engine Monitor
TSC, Torque Speed Control
May 2005 - Page 150

C6.6
150
J1939 Datalink
z Example
of J1939 CAN Communications

z Transmission ECM to engine ECM:
Requests an engine speed change for a period of
time while transmission changes gear.
z Engine
ECM to machine ECM:
Broadcasts engine parameters (eg engine speed,

oil pressure, coolant temp)
May 2005 - Page 151

C6.6
151
J1939 Datalink Fault Finding

z Do
make sure CAN high and CAN low are

wired correctly
z Do use 120 terminating resistors
z Do Make sure that no short circuits are
present
z Do Check for possible electrical interference
May 2005 - Page 152

C6.6
152
C6.6
153

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C6.6 & C4.

May 2005 - Page 1

product training information is distributed

presentation must be printed in notes

appropriate service literature, should

May 2005 - Page 2

C6.6 & C4.4 ACERT Benefits

May 2005 - Page 3

May 2005 - Page 4

S/N Prefix Nomenclature

May 2005 - Page 5

Tier 3 Dates and Ratings

May 2005 - Page 6

Closed Top Deck

May 2005 - Page 8

The 6 cylinder engine now has a capacity of 6.6 litres.

6 cyl. Connecting Rod

May 2005 - Page 10

Balanced Steel Forging

The fully balanced crankshaft is a steel forging.

May 2005 - Page 12

May 2005 - Page 13

Rear End Oil Seal Fitting

May 2005 - Page 14

Main Bearing Caps

May 2005 - Page 15

Cylinder Head Details

Valve per Cylinder

May 2005 - Page 16

This close up shows 4 valves per cylinder.

Head Bolt Torque Sequence

May 2005 - Page 17

May 2005 - Page 18

May 2005 - Page 19

6 cyl. Oil Pump

May 2005 - Page 20

Increased Clearance for Idler

Integral front oil seal to

Case Alignment Tool

May 2005 - Page 22

Tool aligns the timing case.

May 2005 - Page 23

Camshaft Thrust Washer

Two Notch Version

There are two camshaft thrust washers available.

the Crank to #1 TDC

May 2005 - Page 25

To facilitate setting the engine to an accurate, No I cylinder, TDC a timing pin is

Not a Tight Fit

May 2005 - Page 26

Use the camshaft alignment tool to locate the camshaft.

May 2005 - Page 27

The toothed timing disc is of a pressed steel manufacture.

Fuel System Overview

Fuel System using common rail

Hardened Fuel Lines

How small is a Micron?

May 2005 - Page 29

Fuel System Handling

Fuel Lines cannot be reused

May 2005 - Page 30

Low Pressure Fuel System

May 2005 - Page 31