ENGINE

The C9 ACERT® engine is used in the D6T Track-type Tractor. The engine is equipped with
Hydraulic Electronic Unit Injection (HEUI) fuel injectors, and an Air To Air AfterCooler (ATAAC).
The D6T may be equipped with a demand fan system, an engine driven conventional fan, or a
Flexxaire engine driven fan system. The C9 engine also utilizes the A4 Engine Electronic Control
Module (ECM), which is air cooled. The engine develops 185 horsepower (138 kW) at 1850 rpm
in the standard machine and is rated at 200 hp (149 kW) at 1850 rpm in the XL, the XW, and
the LGP models. Most of the service points for the C9 are located on the left side of the engine.
The C9 ACERT technology engine meets U.S. Environmental Protection Agency (EPA) Tier III
Emissions Regulations for North America and Stage IIIa European Emissions Regulations.

NOTE: Engine oil and filter change intervals remain at 500 hours; however, engine load factor,
sulfur levels in the fuel, oil quality, and altitude may negatively affect the extended oil change
intervals. Regular engine oil samplings (S•O•S) must be performed every 250 hours to confirm
oil cleanliness.

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The major service points that are accessible from the left side of the engine are:

• engine oil fill tube (1)

• demand fan control valve (if equipped) (2)
• engine oil dipstick (3)
• A4 Engine ECM (4)
• starter (5)
• engine oil ecology drain valve (6)
• timing probe and adapter port (7)
• fumes disposal and crankcase breather manifold (8)
• HEUI pump (9)

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The major service points that are accessible from the right side of the engine are:

• turbocharger (with mechanical wastegate) (1)

• coolant sampling port (S•O•S) (2)
• coolant temperature regulator (thermostat) housing (3)
• alternator (4)
• engine oil filter (5)
• demand fan oil supply (to control valve) (6)
• power train oil cooler (7)

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The coolant sight gage (1) is installed in the left side of the coolant shunt tank and is visible at
the top front of the compartment. It may be accessed through the left engine compartment
door.

The 10 micron primary fuel filter (2) and the 4 micron secondary fuel filter (4) are located
behind the shunt tank and are accessible from the left side of the engine compartment. The
primary fuel filter contains a water separator (3). Water in a high pressure fuel system can
cause premature failure of the fuel injectors due to corrosion and lack of lubricity. Water should
be drained from the water separator daily, using the drain valve located at the bottom of the
filter.

Fuel is drawn from the primary fuel filter by the fuel pump (shown later) and is then sent to the
secondary fuel filter (4). The secondary fuel filter removes contaminants that could damage the
fuel injectors. Fuel filters should be replaced according to the guidelines in the D6T Operation
and Maintenance Manual (SEBU8146) to ensure that clean fuel is always delivered to the fuel
injectors.

NOTE: Clogged fuel filters can degrade engine performance and restrict fuel flow, causing the
fuel injectors to be starved of fuel. This condition, if ignored, can cause damage to the
fuelinjectors.

The electric fuel priming pump (5) is integrated into the primary fuel filter base and is activated
by switch (6). The fuel priming pump is used to fill the fuel filters after they have been replaced.
The priming pump is capable of forcing the air from the entire fuel system. After the fuel filters
have been replaced, activate the priming pump and then crack open the fuel line fitting at the
outlet of the primary fuel filter to purge all air from the filter, the fuel line, and the priming

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pump. (Always place a suitable container under the primary fuel filter to collect any fuel that
escapes through the fitting while purging air from the system.) Trapped air and intermittent fuel
will escape through the fuel line fitting as the pump primes itself. When the fitting emits only
fuel, the pump is primed and the fitting should then be retightened. At the same time, continue
operating the priming pump until it is determined that all air has been forced from the entire
fuel system (from the priming pump back to the fuel tank). The priming pump produces enough
pressure to force fuel past the bypass valve in the fuel transfer pump and the fuel pressure
regulator (check valve).

NOTE: The main disconnect switch must be turned to the ON position and the key start switch
(in the operator compartment) must be in the OFF position for the fuel priming pump to
operate.

The standard under hood work light (7) at the left rear side of the engine compartment is
turned ON and OFF using the switch (8) located above the light. The air filter may be inspected
and changed by removing the air filter canister cover (9) located on the left side of the engine
compartment. Also visible in this illustration is the standard air conditioning condenser (10). A
remote ROPS mounted air conditioning condenser is available as an attachment.

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The fuel transfer pump (1) is mounted to the rear of the HEUI pump (2) and is driven by the
HEUI pump shaft. The gear driven HEUI pump is mounted on the back of the timing gear cover
on the left side of the engine. Fuel is drawn from the primary fuel filter and water separator by
the fuel transfer pump, through the pump inlet (3). The fuel transfer pump then provides fuel
flow to the secondary fuel filter through a tube connected to the pump outlet (4). The fuel
transfer pump contains a bypass valve that protects the fuel system components from
excessive pressure. The fuel bypass valve setting is higher than the fuel pressure regulator. The
HEUI pump uses engine oil as hydraulic oil for actuation of the fuel injectors. Hydraulic oil
pressure replaces mechanical components for actuating the fuel injectors. This high pressure oil
is controlled electronically by the injector solenoids to determine the timing and the duration of
fuel injection, as well as the number of injector actuations during the compression stroke.

The Injection Actuation Pressure (IAP) control valve connector (5) is located at the top of the
HEUI pump. The IAP control valve is operated by a solenoid and changes the pump's
swashplate angle to increase or decrease hydraulic oil flow. The Engine ECM controls the IAP
control valve solenoid, based on numerous inputs and conditions, such as load factor, engine
rpm, etc. The IAP control valve is internal to the HEUI pump. The HEUI pump can produce oil
flow that creates a maximum hydraulic system pressure of approximately 28,000 kPa (4060
psi). The Engine ECM will not actuate the fuel injectors to start the engine if the pressure is
below 4,000 kPa (580 psi). This hydraulic pressure is the minimum required to generate
sufficient fuel pressure to exceed the nozzle Valve Opening Pressure (VOP) of approximately
18,000 kPa (2600 psi). This feature enables hydraulic oil pressure to build up faster during
engine starting. The HEUI pump's internal components are not serviceable. The status of the
IAP control valve solenoid may be viewed using Cat ET, or through the LCD display on the Main
Display Module in the dash, using the 4C-8195 service tool.

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The illustration above shows a graphical representation of the electrical system for the C9
ACERT® engine that powers the D6T Track-type Tractor. Cat ET is most easily used to view the
status of the engine electrical system components. The 4C-8195 Service Tool (clicker box) may
also be used to display the status of these components through the LCD display on the Main
Display Module. The following list provides a few details about the component in the engine
electrical system.

INPUT COMPONENTS:
• Throttle Switch
• Decelerator Pedal Position Sensor
• Lower Engine Speed/Timing Sensor
• Upper Engine Speed/Timing Sensor
• Engine Oil Pressure Sensor
• Injection Actuation Pressure Sensor
• Atmospheric Pressure Sensor
• Turbo Inlet Pressure Sensor
• Intake Manifold Air Pressure Sensor
• Fuel Pressure Sensor
• Intake Manifold Air Temperature Sensor
• Engine Coolant Temperature Sensor
• Flexxaire Fan Switch
• Demand Fan Speed Sensor

OUTPUT COMPONENTS:
• Fuel Injectors
• Injection Actuation Pressure Control Solenoid
• Ether Aid Solenoid
• Demand Fan Control Solenoid
• Flexxaire Fan Control Solenoid

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The Injection Actuation Pressure (IAP) sensor (1) is installed in the left side of the cylinder
head, above the fuel transfer pump. This sensor is used to determine the hydraulic (engine) oil
pressure that is used to actuate the fuel injectors.

The status of the Injection Actuation Pressure (IAP) sensor may be viewed using Cat ET, or
through the LCD display on the Main Display Module in the dash, using the 4C-8195 service
tool.

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The Upper Speed/Timing sensor (1) and the Lower Speed/Timing sensor (2) are installed in the
rear of the timing gear cover, below the HEUI pump. These two sensors are "Hall Effect" type
sensors that read a timing wheel in the front gear train.

The sensor are installed with a clip and a bolt. The clearance (air gap) between the sensor and
the timing wheel is preset and needs no adjustment. The Upper (high speed) Speed/Timing
Sensor (1) measures engine speeds for normal engine operations, including governing and
crankshaft position for timing purposes and cylinder identification. The Upper Speed/Timing
sensor is optimized for high speed operations. The timing accuracy of the Upper Speed/Timing
sensor is greater at higher speed ranges than the lower sensor and is therefore the primary
sensor during normal operations. The Engine ECM shares the engine speed information with the
Machine ECM for use in the AutoShift, the Auto KickDown, and other electronic power train
strategies.

The Lower Speed/Timing sensor (2) has a high output and is less accurate at high speeds than
the upper sensor. The Lower Speed/Timing sensor is optimized for cranking speeds. This sensor
functions as a back-up for continuous operation if the high speed sensor fails. A failure of the
Upper Speed/Timing sensor will cause the Engine ECM to automatically switch to the Lower
(cranking) Speed/Timing sensor. During this condition the check engine lamp will turn ON. The
status of the engine speed/timing sensors may be viewed using Cat ET, or through the LCD
display on the Main Display Module in the dash, using the 4C-8195 service tool.

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The intake manifold air pressure (or boost pressure) sensor (1) is installed in the top left of the
cylinder head and behind the HEUI pump. The intake manifold air temperature sensor (2) is
installed in the top of the intake manifold, to the left of the intake manifold air pressure sensor.

Ether is injected into the intake air through the ether aid injection tube (3), which is installed on
top of the intake manifold. The ether injection strategy will be discussed later in this
presentation.
The crank-without-inject feature (4) is located above the intake manifold air pressure sensor.

The crank-without-inject feature is attached to the large wiring harness with wire ties.

Removing the end plug from the "Crank-Without-Inject" connector and inserting the attached
alternate plug will electronically disable the fuel injectors. No fuel will be injected into the
cylinders in this mode. This allows the engine to be cranked using the starter, without the
engine starting.

The status of the intake manifold air pressure sensor, the intake manifold air temperature
sensor, and the "Crank-Without-Inject" feature may be viewed using Cat ET, or through the
LCD display on the Main Display Module in the dash, using the 4C-8195 service tool.

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The atmospheric pressure sensor (5) is installed in the top left of the cylinder head, behind the
intake manifold air pressure sensor. The atmospheric pressure sensor measures the ambient air
pressure and provides that information to the Engine ECM.

The status of the atmospheric pressure sensor may be viewed using Cat ET, or through the LCD
display on the Main Display Module in the dash, using the 4C-8195 service tool.

NOTE: The signal from the atmospheric pressure sensor is used by the Engine ECM to calculate
a number of pressure measurements. The signal from the sensor is compared to the signal from
the other engine pressure sensors to determine the following:

• ambient (absolute) pressure is the atmospheric pressure

• boost pressure is determined by comparing the atmospheric pressure (sensor) to the intake
manifold pressure (sensor)
• engine oil (gage) pressure is determined by comparing the atmospheric pressure (sensor) to
the engine oil pressure (sensor)
• air filter restriction is determined by comparing the atmospheric pressure (sensor) to the
turbo inlet pressure (sensor)
• fuel (gage) pressure is determined by comparing the atmospheric pressure (sensor) to the
fuel pressure (sensor)

Also, when the engine is started, the Engine ECM uses the signal from the atmospheric pressure
sensor as a reference point for calibration of the other pressure sensors on the engine (if the
key start switch is turned to ON for at least five seconds before the engine starts).

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The ether aid bottle (1) and the ether control solenoid (2) are mounted on a bracket at the left
rear of the engine compartment. When the ether control solenoid is energized, ether is injected
into the intake manifold to aid in starting the engine in cold weather.

The Engine ECM controls ether injection by monitoring the intake air temperature and the
coolant temperature sensors. If the temperature of the engine coolant or the intake air is less
than 0° C (32° F), and the engine speed is greater than 35 rpm, but less than 700 rpm (low idle
speed), then ether injection will be activated. Once the engine starts and the low idle speed is
reached, the Engine ECM then looks to the ether injection map (contained in the engine
software) to determine how long and how often to provide ether injection. This strategy helps
meet emissions regulations by eliminating white smoke when the engine is first started. The
status of the ether control solenoid may be viewed using Cat ET, or through the LCD display on
the Main Display Module in the dash, using the 4C-8195 service tool.

NOTE: There is no inlet air heater used in the C9 ACERT® engine for the D6T.

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The air cooled A4 Engine ECM (1) is located at the left rear of the engine, above the starter (2).
The Engine ECM and its software (flash file) are the main components of the electronic engine
control system. The ECM controls engine performance by determining fuel injection timing,
limiting fuel, and also functions as the governor.

The Engine ECM receives signals from all the sensors and controls the engine through the
output components, such as the IAP control valve and the fuel injector solenoids. The Engine
ECM also receives commands from the Machine ECM for various machine strategies, such as the
Controlled Throttle Shifting strategy used during transmission shifts. The Engine ECM has the
ability to communicate through the CAT Data Link with a Personal Computer (PC) using the Cat
Electronic Technician (ET). The Engine ECM also communicates through the Controller Area
Network (CAN) Data Link with the Machine ECM.

The J1/P1 connector (3) for the Engine ECM is a 70 pin connector and it connects the engine
wiring harness to the ECM.

The J2/P2 connector (4) is a 120 pin connector and it connects the Engine ECM to the machine
wiring harness.

The timing probe cable connector (5),(not visible in the illustration above), is fastened to the
J2/P2 wiring harness, above the Engine ECM.

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The engine oil pressure sensor (1) is located ahead of the Engine ECM. The difference in
pressure between the atmospheric pressure (sensor) and the engine oil pressure (sensor) is the
engine oil (gage) pressure.

An engine oil pressure test port (2) is located above the engine oil pressure sensor. Engine oil
pressure varies with engine speed. Oil pressure can be read as absolute pressure or as gage
pressure using Cat ET Low oil pressure threshold calculations are programmed into the Engine
ECM. As long as oil pressure stays above these thresholds, the ECM reads adequate oil
pressure. If engine oil pressure decreases below these thresholds, the following occurs:

• An event is generated and logged in the permanent ECM memory.

• A Level 3 Warning (alert indicator, action lamp, and alarm) is generated by the Caterpillar
Monitoring System.

The status of the engine oil pressure sensor may be viewed using Cat ET, or through the LCD
display on the Main Display Module in the dash, using the 4C-8195 service tool. The crankcase
breather (3) is mounted to the left side of the engine block, forward of the Engine ECM. Fumes
are directed from the valve cover to the breather through the large molded rubber hose (4).
The fumes are vented at the left front of the tractor, beneath the radiator, through the flexible
rubber hose (5).

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The turbo inlet pressure sensor (1) is installed in the tube at the outlet of the air filter canister.
Turbo inlet air pressure sensor readings are used to determine air filter restriction. The Engine
ECM compares the signal from the turbo inlet air pressure sensor to the signal from the
atmospheric air pressure sensor and calculates the difference. If the pressure differential is too
high, it will cause the engine to derate. The engine coolant temperature sensor (2) is installed
in the top of the cylinder head and is located at the front center of the engine, immediately
forward of the valve cover. It is a two-wire, resistive type (passive) temperature sensor. The
status of the turbo inlet pressure sensor and the engine coolant temperature sensor may be
viewed using Cat ET, or through the LCD display on the Main Display Module in the dash, using
the 4C-8195 service tool.

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The coolant (S•O•S) sampling port (1) is installed in the steel tube that directs water from the
the temperature regulator (thermostat) housing (2) to the radiator. It is located at the right
front of the engine and is accessible through the right side engine compartment door.

The jacket water pump (3) is also located at the right front of the engine, below the regulator
housing. The bypass tube (4) connects the regulator housing to the jacket water pump. A single
regulator is contained in the housing. When the coolant is cold the regulator is closed and the
coolant is diverted from the cylinder head back to the jacket water pump through the bypass
tube. When the coolant warms sufficiently, the regulator opens and the coolant is then directed
to the radiator before returning to the jacket water pump. The jacket water pump forces coolant
through the engine oil cooler and the power train oil cooler before it enters the engine block and
cylinder head.

NOTE: Coolant samples should be taken only when the engine is at operating temperature and
the coolant is circulating through the entire system. Always use a clean, lint-free towel to clean
the test port prior to taking a fluid sample and replace the protective cap after a fluid sample
has been taken. This will prevent damage to the test port and reduce the chance of introducing
contamination into future fluid samples.

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The turbocharger (1) on the C9 ACERT® engine uses a standard mechanical wastegate (2). The
wastegate acts as a bypass valve for exhaust gasses to the turbine, which limits turbocharger
rpm thereby limiting boost pressure. The wastegate is operated by a pressure line (3) that
connects the compressor side of the turbocharger to the piston mechanism of the wastegate.
When the intake air (boost) pressure reaches the actuation pressure of the wastegate, the
piston forces the linkage down, opening the wastegate. When the wastegate opens it allows
some of the exhaust gasses to bypass the turbine side of the turbocharger limiting boost
pressure, which in turn, limits the maximum engine cylinder pressure. The turbocharger
bearings are lubricated with cooled engine oil. The engine oil is directed to the bearings through
the hard steel tube (lube line) (4).

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The alternator (1) is mounted at the lower right front of the engine and is accessible through
the right side engine compartment door. The engine oil filter (2) is located to the rear of the
alternator. The engine oil cooler (6) is an oil-to-water type cooler and is internal to the engine
block. It is located behind the engine oil filter. The engine oil sampling (S•O•S) port (3) is
installed in the side of the engine block, to the rear of the engine oil filter. The sampling port is
positioned upstream of the flow of oil to the filter. Also shown above is the engine oil supply line
(4) to the demand fan control manifold and the turbocharger lube oil supply line (5). Below and
to the rear of the engine oil cooler is the oil-to-water type power train oil cooler (7), which is in
series to the engine oil cooler.

NOTE: Engine oil samples should be taken only when the engine is at operating temperature
and the engine oil is circulating through the entire system. Always clean the test port prior to
taking an oil sample and replace the protective cap after an oil sample has been taken. This will
prevent damage to the test port and reduce the chance of contaminating future oil samples.

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The fuel pressure regulator (1) is located at the rear of the cylinder head. It is an in-line check
valve that is upstream of the fuel line hose fitting (2) that returns unburned fuel to the fuel
tank. The fuel pressure regulator maintains a fuel system pressure between 455 and 579kPa
(66- 84 psi). The fuel pressure sensor (3) is installed in a "Tee" fitting, upstream from the fuel
pressure regulator.

The status of the fuel pressure sensor may be viewed using Cat ET, or through the LCD display
on the Main Display Module in the dash, using the 4C-8195 service tool.

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An engine prelube system is available as an attachment for the D6T Track-type Tractor. The
engine prelube pump (1) is driven by an electric motor (2). (The prelube pump is no longer
driven by the starter motor.) The engine prelube pump is mounted to the lower right side of the
engine, toward the front, as shown above.

The engine prelube pump draws engine oil through a hose (3) that connects to a fitting at the
engine oil drain valve. The engine oil drain valve is located at the bottom left side of the engine
oil pan. A bracket (4) mounted to the inside of the right frame rail anchors the hose (5) that
delivers the oil from the prelube pump to the engine block. This hose connects to a fitting at the
engine oil cooler. The prelube timer and relay (6) is mounted to a bracket at the upper rear of
the engine compartment.

The engine prelube system ensures there is sufficient oil pressure,30 kPa (4.4 psi), throughout
the engine oil system before allowing the starter to crank the engine. This prelube system helps
prevent premature wear of critical engine components. The serviceman can override the engine
prelube system by turning the key start switch to the START position, then cycling the key start
switch to the OFF position and back to the START position again within one second. This will
allow the starter to engage without cycling the engine prelube pump.

NOTE: Can not be used on machines equipped with VPAT.

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The Quick-Evac Oil Change system for engine oil and power train oil is available as an
attachment for the D6T. This system allows the oil from either system to be quickly drained and
refilled through the same connections.

The quick-disconnect couplings for this system are located at the front left side of the engine
compartment opening, near the top, and may be accessed by opening the left side engine
compartment door.

The outer coupling (1) is for engine oil and it is connected to a hose (2) that runs to a fitting on
the oil pan drain (3).

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Fuel System
Fuel is drawn from the fuel tank through the 10 micron primary fuel filter and water separator
by a gear-type fuel transfer pump. The fuel transfer pump is mounted to the rear of the HEUI
pump. The fuel transfer pump then produces the flow that pushes the fuel through the 2 micron
secondary fuel filter.

The fuel then flows through a fuel line where it enters the front of the cylinder head. The fuel
flows into the fuel gallery (inside the cylinder head), where it is made available to each of the
six HEUI fuel injectors. Any excess fuel not injected leaves the rear of the cylinder head and is
directed to the fuel pressure regulator. The fuel pressure regulator is an in-line check valve.

The fuel pressure regulator maintains a fuel system pressure of approximately 518 kPa (75 psi)
between the fuel transfer pump and the fuel pressure regulator. From the fuel pressure
regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel used for combustion
and fuel returned to tank is approximately 3:1 (i.e. four times the volume required for
combustion is supplied to the system for combustion and for injector cooling and lubrication
purposes).

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Engine Air System
Intake air is drawn into the engine air precleaner by the vacuum created by the compressor
wheel in the turbocharger. The precleaner removes the large particles from the intake air and
ejects them through the exhaust stack. The intake air is then drawn through the air cleaner
where the fine contaminants are removed by the filter element. The clean intake air is then
drawn into the air inlet of the turbocharger.

The turbocharger compresses the intake air and forces it out of the compressor outlet The
compressed intake air then enters the inlet to the Air To Air AfterCooler (ATAAC). As the intake
air passes through the ATAAC core, the air is cooled and becomes more dense. The intake air
then exits the ATAAC through the ATAAC outlet. The compressed, cooled intake air is then
directed to the intake air manifold through the intake air tube. From the intake manifold, the
intake air enters the cylinder head. The cooler, more dense air enters the cylinders through the
intake valves in the cylinder head. As the pistons rise, they compress the air. The compressed
air then becomes super-heated. When fuel is injected in the hot air, combustion occurs. The
combustion of the fuel/air mixture forces the pistons down, transferring the energy to the
crankshaft.

As the pistons rise during the exhaust stroke, the exhaust gasses flow out of the exhaust valves
in the cylinder head, and enter the exhaust manifold. The exhaust manifold directs the exhaust
gasses into the inlet of the turbine side of the turbocharger. These hot, high-pressure gasses
are used to power the turbine wheel as they pass through the turbocharger. The turbine wheel
is connected to the compressor wheel by a shaft. As the turbine rotates, so does the
compressor wheel. The exhaust gasses then exit the turbocharger through the exhaust outlet,
which directs the gasses to the muffler and the exhaust stack.

The turbocharger on the C9 ACERT® technology engine uses a standard mechanical wastegate.
The wastegate acts as a bypass valve for exhaust gasses to the turbine. The wastegate is
operated by a pressure line that connects the compressor side of the turbocharger to the piston
mechanism of the wastegate. When the intake air (boost) pressure reaches the actuation
pressure of the wastegate, a linkage connected to the piston opens the wastegate. When the
wastegate opens, it allows some of the exhaust gasses to bypass the turbine side of the
turbocharger. The wastegate limits boost pressure, which in turn, limits the maximum engine
cylinder pressure.

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Cooling System
Shown above is a schematic of the cooling system for the D6T Track-type Tractor. The C9 uses
an Air To Air AfterCooler (ATAAC) to cool the intake air. The ATAAC is mounted vertically in the
radiator guard (not pictured). It is in line with, and to the right of the AMOCS radiator cores.
The hydraulic oil cooler is an oil-to-air type cooler and it is mounted vertically, behind the
AMOCS cores at the right side of the radiator guard. The AMOCS radiator in the D6T contains
six cores and are the standard "two-pass" design. The D6T is equipped with a standard belt
driven fan. An optional FlexxAire Fan or a demand fan may be ordered, and both are controlled
by the Engine ECM. The fan is mounted to the front of the engine and it is positioned behind the
radiator. This arrangement draws air in through the sides of the engine compartment, through
the hydraulic oil cooler, the radiator cores and the ATAAC core, and then the air exits the front
of the tractor. Coolant flows from the jacket water pump, through the engine oil cooler and then
the power train oil cooler, where it enters a manifold that directs the coolant into the engine
block.
Coolant flows through the engine block and then into the cylinder head. From the cylinder head,
the coolant flows to the temperature regulator housing. From the regulator housing, the coolant
either flows directly to the water pump through the bypass tube or to the radiator, depending
on the temperature of the coolant.

The coolant flows directly to the water pump through the bypass tube when the engine is cold.
The regulator housing for the C9 engine contains a single temperature regulator. Opening
temperature for the regulator is 81° - 84° C (178° - 183° F). The regulator should be fully open
at 92° C (198° F).

When the regulator opens, the coolant enters the radiator inlet, at the bottom right of the
radiator. The coolant is cooled the first time as it flows upward through the front side of the
AMOCS radiator cores and a second time as it flows down the back side of the cores. The
coolant then exits the radiator and returns to the jacket water pump. Coolant is added to the
system through the radiator cap and filler tube on top of the shunt tank. The radiator cap is
accessible by opening a spring-hinged door, on top of the radiator guard. A coolant sight glass
is installed in the left side of the shunt tank and can be viewed by opening the left side engine
compartment door.

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The air vent lines remove air from the cooling system during operation and while the system is
being filled. The shunt tank is a reservoir which retains the expansion volume of the coolant as
the coolant temperature increases. The level of the coolant in the shunt tank will rise as the
coolant temperature increases and will fall as the temperature of the coolant decreases. A drain
valve below the radiator is used to drain coolant from the radiator cores, the engine oil cooler,
the power train oil cooler, and the cab heater circuit.

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The front of the radiator core and the cooler cores can be accessed by opening the hinged
guards on the radiator support of the D6T. Also seen here are the horns on the upper right.

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The six AMOCS radiator cores (1) are positioned on the left side of the radiator guard. The
ATAAC core (2) is located on the right side of the radiator guard. Coolant from the regulator
housing enters the bottom tank of the radiator through inlet (3), at the lower right side of the
tank. Cooled coolant exits the radiator through outlet (4) at the lower left side of the tank and
returns to the jacket water pump. The cooling system drain valve (not visible above), is located
at the bottom left of the radiator.

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Access to the radiator cap and fill tube (1) is provided by lifting the lockable spring-hinged door
on top of the radiator guard. It is easily accessible by standing on the left track. The coolant
shunt tank (2) is positioned above the radiator. A sight glass (3) is installed in the left side of
the shunt tank and is visible by opening the left side engine compartment door. Coolant should
always be visible in the sight glass, regardless of the temperature of the coolant. Coolant needs
to be added to the system if it not visible in the sight glass.

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Demand Fan System
If the machine is equipped with a demand fan, the demand fan control valve manifold is
mounted to a bracket forward of the muffler. The demand fan is optional on the D6T Tracktype
Tractor. The fan is a hydraulic component that uses engine oil as hydraulic fluid and it is
controlled by the Engine ECM. The Engine ECM constantly monitors the engine intake air
temperature sensor and the engine coolant temperature sensor as inputs for controlling the fan.

The highest temperature of these two inputs (relative to the percentage of its individual
temperature map) is the controlling temperature for fan operation. A fan speed sensor provides
feedback information to the Engine ECM. The Engine ECM monitors the temperature inputs and
considering the fan speed sensor, the Engine ECM provides a current to the (proportional) fan
control solenoid. To attain minimum fan speed, the Engine ECM sends approximately 1.8 amps
of current to the fan control solenoid, resulting in approximately 15 kPa (2 psi) oil pressure to
the fan clutch, as shown in the left side of Illustration No. 51. At minimum fan speed, almost all
of the oil is sent to the fan clutch lube port.

Maximum current is sent to the solenoid to produce minimum fan speed. This strategy ensures
that if communication with the demand fan solenoid is lost, the fan will default to maximum fan
speed. To reach maximum controlled fan speed, the Engine ECM sends approximately 0.2 amps
of current to the fan control solenoid, resulting in approximately 413 kPa (60 psi) oil pressure to
the fan clutch. At maximum fan speed, almost all of the oil is sent to the fan clutch to
pressurize the clutch.

Full engagement pressure for the fan clutch occurs at approximately 275 kPa (40 psi). Fan
system pressure may be tested using the pressure test port, on top of the fan control valve
manifold. The status of the demand fan control solenoid may be viewed using Cat ET, or
through the LCD display on the Main Display Module in the dash, using the 4C-8195 service
tool.

NOTE: Always refer to the service information in the service manual SENR9830 or SIS Web for
the latest testing and adjusting specifications and procedures.

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The demand fan control valve manifold is mounted to a bracket in front of the muffler. Engine
oil is used as hydraulic fluid to operate the fan clutch. Engine oil supply is through the right
hose (3). The steel tube (2) that branches off the supply line is for internal component
lubrication when the fan clutch is not engaged. High pressure supply from the manifold to the
fan clutch is through the upper steel tube (4). Clutch control pressure may be tested using the
pressure test port (5) on top of the manifold. The proportional fan control solenoid (6) is
ENERGIZED by the Engine ECM to DISENGAGE the fan clutch. As the solenoid is DE-
ENERGIZED, the fan speed increases. The hose (7) is the manifold drain line. The demand fan
clutch (8) is supplied with high pressure oil through the right steel tube (9). Fan speed data is
monitored by the Engine ECM using a speed sensor. The cable from the sensor (10) is visible in
the above illustration.

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