Motores 140K

140K Motor Grader SZL00001-UP (MACHINE) POWERED BY C7 Engine(SEBP500...
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Product: MOTOR GRADER

Model: 140K MOTOR GRADER SZL
Configuration: 140K Motor Grader SZL00001-UP (MACHINE) POWERED BY C7 Engine
Systems Operation
C7 Engines for Caterpillar Built Machines
Media Number -SENR9939-29 Publication Date -01/05/2014 Date Updated -27/05/2014
i03404840
General Information
SMCS - 1000
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Illustration 1 g01135146
Right side view
(1) Oil level gauge
(2) Lifting eye
(3) Oil filler cap
(4) Exhaust manifold
(5) Alternator
(6) Water temperature regulator housing
(7) Connection for heater hose
(8) Starting motor
(9) Turbocharger
(10) Oil filter base for remote oil filter
(11) Water pump
(12) Crankshaft vibration damper
Left side view
(13) Fuel filter
(14) Unit injector hydraulic pump
(15) Air inlet heater relay
(16) Engine crankcase breather
(17) Inlet elbow
(18) Electronic Control Module (ECM)
The engine is a in-line six cylinder engine. The firing order of the engine is 1-5-3-6-2-4. The engine's
rotation is counterclockwise when the engine is viewed from the flywheel end. The engine utilizes a
turbocharger and an air-to-air aftercooler. The engines have a bore of 110 mm (4.3 inch) and a stroke of 127
mm (5.0 inch). The displacement is 7.2 L (440 cu in).
The Hydraulic Electronic Unit Injector (HEUI) fuel system eliminates some of the mechanical components
that are in a pump-and-line system. The HEUI fuel system also provides increased control of the timing and
increased control of the fuel air mixture. The timing advance is achieved by precise control of the unit
injector timing. Engine rpm is controlled by adjusting the injection duration. A special pulse wheel provides
information to the Electronic Control Module (ECM) for detection of cylinder position and engine rpm.
The engine has built-in diagnostics in order to ensure that all of the components are operating properly. In
the event of a system component failure, the operator will be alerted to the condition via the check engine
light that is located on the dashboard. An electronic service tool can be used to read the numerical code of
the faulty component or condition.
Starting The Engine

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

Starting the engine and operation in cold weather is dependent on the type of fuel that is used, the oil
viscosity, and other optional starting aids. For more information, refer to the Operation and Maintenance
Manual, "Cold Weather Operation".
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Systems Operation
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Electronic Control System Components

SMCS - 1900
Electronic control system components (left side view)
(1) Fuel pressure sensor
(2) Injection Actuation Pressure (IAP) sensor
(3) Coolant temperature sensor
(4) Inlet air temperature sensor
(5) Atmospheric pressure sensor
(6) Inlet manifold pressure sensor
(7) Primary speed/timing sensor
(8) Secondary speed/timing sensor
(9) Oil pressure sensor
The electronic control system is integrally designed into the engine's fuel system and the engine's air inlet
and exhaust system in order to electronically control the fuel delivery and the injection timing. The
electronic control system provides increased timing control and fuel air ratio control in comparison to
conventional mechanical engines. Injection timing is achieved by the precise control of the injector firing
time. Engine rpm is controlled by adjusting the injection duration. The Electronic Control Module (ECM)
energizes the unit injector solenoids in order to start the injection of fuel. Also, the ECM de-energizes the
unit injector solenoids in order to stop the injection of fuel.
Refer to Systems Operation/Testing and Adjusting, "Fuel System" for a complete explanation of the fuel
injection process.
The engine uses the following three types of electronic components:
• Input component
• Control component
• Output component
An input component is one that sends an electrical signal to the ECM of the system. The signal that is sent
varies in either of the following ways:
• Voltage
• Frequency
• Pulse width
The variation of the signal is in response to a change in some specific system of the vehicle. Some specific
examples of an input component are the engine speed-timing sensors, the coolant temperature sensor, and
the cruise control switches. The ECM interprets the signal from the input component as information about
the condition, environment, or operation of the vehicle.
A control component receives the input signals from the input components. Electronic circuits inside the
control component evaluate the signals from the input components. These electronic circuits also supply
electrical energy to the output components of the system. The electrical energy that is supplied to the output
components is based on predetermined combinations of input signal values.
An output component is one that is operated by a control module. The output component receives electrical
energy from the control group. The output component uses that electrical energy in one of two ways. The
output component can use that electrical energy in order to perform work. The output component can use
that electrical energy in order to provide information.
As an example, a moving solenoid plunger will perform work. By performing work, the component has
functioned in order to regulate the vehicle.
As an example, a dash panel light or an alarm will provide information to the operator of the vehicle.
These electronic components provide the ability to electronically control the engine operation. Engines with
electronic controls offer the following advantages:
• Improvement in performance
• Improvement in fuel consumption
• Reduction in emissions levels
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Systems Operation
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Fuel System
SMCS - 1250
Typical example
(1) Oil pump
(2) Hydraulic electronic unit injectors
(3) Oil filter
(4) Oil cooler
(5) High pressure oil
(6) Low pressure fuel line
(7) Connector for the Injection Actuation Pressure Control Valve (IAPCV)
(9) Sensor for the Injection Actuation Pressure (IAP)
(10) Fuel filter
(11) Primary fuel filter and water separator
(12) Fuel tank
(13) Camshaft gear
(14) Speed/Timing sensors
(16) Battery
(17) Fuel pressure regulator
(18) Inlet manifold pressure sensor
(19) Oil pressure sensor
(20) Coolant temperature sensor
(21) Inlet air temperature sensor
(22) Atmospheric pressure sensor
(23) Air inlet heater
Introduction
The operation of the Hydraulic Electronic Unit Injector fuel system is completely different from any other
fuel system that is actuated mechanically. The HEUI fuel system is completely free of adjustment.
Adjustments to the components that are mechanical can not be made. Changes in performance are made by
installing different software in the Electronic Control Module (ECM).
This fuel system consists of four basic components:
• HEUI
• ECM
• Unit injector hydraulic pump
• Fuel transfer pump
Note: The fuel transfer pump is a serviceable part. The internal components of the HEUI fuel system are not
serviceable. These fuel system components must not be disassembled. Disassembly will damage the
components. If the components have been disassembled, Caterpillar may not allow a warranty claim or
Caterpillar may reduce the warranty claim.
Component Description
Hydraulic Electronic Unit Injector
The fuel system utilizes a hydraulically actuated electronically controlled unit injector.
All fuel systems for diesel engines use a plunger and barrel in order to pump fuel under high pressure into
the combustion chamber. The HEUI uses engine oil under high pressure in order to power the plunger.
The HEUI uses engine lubrication oil that is pressurized from 6 MPa (875 psi) to 28 MPa (4050 psi) in order
to pump fuel from the injector. The high pressure oil is called the injection actuation pressure. The HEUI
operates in the same way as a hydraulic cylinder in order to multiply the force of the high pressure oil. This
multiplication of pressure is achieved by applying the force of the high pressure oil to a piston. The piston is
larger than the plunger by approximately six times. The piston that is powered by engine lubrication oil
under high pressure pushes on the plunger. The actuation pressure of the oil generates the injection pressure
that is delivered by the unit injector. Injection pressure is greater than actuation pressure of the oil by
approximately six times.
Low actuation pressure of the oil results in low injection pressure of the fuel. High actuation pressure of the
oil results in high injection pressure of the fuel.
ECM
The ECM is located on the left side of the engine. The ECM is a powerful computer that provides total
electronic control of engine performance. The ECM uses data from engine performance that is gathered by
several sensors. The ECM uses this data in order to make adjustments to the fuel delivery, injection pressure
and injection timing. The ECM contains programmed performance maps (software) in order to define
horsepower, torque curves and rpm.
The ECM logs faults of engine performance. The ECM is also capable of running several diagnostic tests
automatically when the ECM and Caterpillar Electronic Technician (ET) are used together.
Unit Injector Hydraulic Pump
Unit injector hydraulic pump with fuel transfer pump
Unit injector hydraulic pump without fuel transfer pump (if equipped)
The unit injector hydraulic pump is a variable delivery piston pump. The unit injector hydraulic pump uses a
portion of the engine lubrication oil. The unit injector hydraulic pump pressurizes the engine lubrication oil
to the injection actuation pressure that is required in order to power the HEUI injectors.
Fuel Transfer Pump
(2) Mechanical fuel transfer pump
The mechanical fuel transfer pump is mounted on the back of the unit injector hydraulic pump. The fuel
transfer pump is the only serviceable part of the unit injector hydraulic pump. The fuel transfer pump is used
in order to draw fuel from the fuel tank. Also, the fuel transfer pump is used in order to pressurize the fuel to
450 kPa (66 psi). The fuel transfer pump has an internal relief valve in order to protect the system. The
pressurized fuel is supplied to the injectors.
(1) Electric fuel transfer pump (If equipped)
(2) Primary fuel filter base
The electric fuel transfer pump is mounted on top of the primary fuel filter and water separator. The fuel
transfer pump is the only serviceable part of the unit injector hydraulic pump. The fuel transfer pump is used
in order to draw fuel from the fuel tank. Also, the fuel transfer pump is used in order to pressurize the fuel to
450 kPa (66 psi). The fuel transfer pump has an internal relief valve in order to protect the system. The
pressurized fuel is supplied to the injectors.
IAP Sensor
The IAP Sensor monitors injection actuation pressure. The IAP Sensor sends a continuous voltage signal
back to the ECM. The ECM interprets the signal. The ECM is aware of the injection actuation pressure at all
times. The ECM analyzes the voltage from the sensor. The ECM then adjusts the current to the solenoid.
HEUI Fuel System

Low Pressure Fuel System
(2) Fuel transfer pump
(3) Hydraulic electronic unit injector
(4) Secondary fuel filter
(5) Primary fuel filter and water separator
(6) Fuel tank
(7) Fuel pressure regulator
The low pressure fuel system serves two functions. The low pressure fuel system supplies fuel for
combustion to injectors. The low pressure fuel system also supplies excess fuel flow in order to remove air
from the system.
The low pressure fuel system consists of five basic components:
• Fuel tank
• Primary fuel filter/water separator
• Two micron secondary fuel filter
• Fuel transfer pump
• Fuel pressure regulator
Fuel is drawn from the fuel tank and flows through a thirteen micron primary fuel filter/water separator. The
primary fuel filter/water separator removes large debris from the fuel. The primary filter element also
separates water from the fuel. The water is collected in the bowl at the bottom of the primary fuel filter/water
separator.
Fuel flows from the primary fuel filter/water separator to the inlet side of fuel transfer pump. An inlet check
valve in the inlet port of the fuel transfer pump opens in order to allow the flow of fuel into the pump. After
the fuel flow has stopped, the inlet check valve closes in order to prevent fuel flow out of the inlet port. Fuel
flows from the inlet port in the pump to the outlet port. Pressurized fuel flows from the outlet port of the
pump to the two micron secondary fuel filter. A two micron secondary fuel filter is standard on all
Caterpillar engines. These fuel filters are high efficiency. This filter removes very small abrasive
contaminants from the fuel. The primary fuel filter/water separator will not trap these small contaminants.
Very small abrasive particles in the fuel cause abrasive deterioration of the unit injectors. The secondary fuel
filter removes particles in the size of two microns in size or particles that are greater than two microns in
size. The use and regular maintenance of this two micron filter will provide a significant improvement in
injector life.
Fuel flows from the two micron secondary filter to the fuel supply passage in the cylinder head. The fuel
supply passage is a drilled hole which begins at the front of the cylinder head. The fuel supply passage
extends to the back of the cylinder head. This passage connects with each unit injector bore in order to
supply fuel to unit injectors. The excess fuel flows out of the back of the cylinder head. The fuel flows into
the fuel pressure regulator.
The fuel pressure regulator consists of an orifice and a check valve that is spring loaded. The orifice is a flow
restriction that pressurizes the supply fuel. The check valve that is spring loaded will open at 35 kPa (5 psi)
in order to allow the fuel that has flowed through the orifice to return to the fuel tank. When the engine is
off, there is no fuel pressure that is acting on the check valve. With no fuel pressure on the check valve, the
check valve will close. The check valve will close in order to prevent the fuel that is in the cylinder head
from draining back to the fuel tank.
Injection Actuation System
Actuation Oil Flow
(8) Oil filter
(9) Oil cooler
(10) Engine oil pump
(11) High pressure oil
The injection actuation system serves two functions. The injection actuation system supplies high pressure
oil in order to power the injectors. Also, the injection actuation system regulates the injection pressure that is
produced by the unit injectors by changing the actuation pressure of the oil.
The injection actuation system consists of four basic components:
• Engine oil pump
• Engine oil filter
• Unit injector hydraulic pump
• IAP Sensor
Oil that is drawn from the sump is pressurized to the lubrication system oil pressure by the engine oil pump.
Oil flows from the engine oil pump through the engine oil cooler, through the engine oil filter, and then to
the main oil gallery. A separate circuit from the main oil gallery directs a portion of the lubrication oil in
order to supply the unit injector hydraulic pump. A steel tube on the left side of the engine connects the main
oil gallery with the inlet port of the unit injector hydraulic pump. The connection point is the top port of the
manifold on the engine side cover.
Oil flows into the inlet port of the unit injector hydraulic pump and the oil fills the pump reservoir. The
pump reservoir provides oil to the unit injector hydraulic pump during start-up. Also, the pump reservoir
provides oil to the unit injector hydraulic pump until the engine oil pump can increase pressure.
Oil from the pump reservoir is pressurized in the unit injector hydraulic pump and the oil is pushed out of
the outlet port of the pump under high pressure. Oil then flows from the outlet port of the unit injector
hydraulic pump to the high pressure oil passage in the cylinder head.
Actuation oil that is under high pressure flows from the unit injector hydraulic pump through the cylinder
head to all of the injectors. Oil is contained in the high pressure oil passage until the oil is used by the unit
injectors. Oil that has been exhausted by the unit injectors is expelled under the valve covers. This oil returns
to the crankcase through oil drain holes in the cylinder head.
Actuation Oil Pressure Control
(12) Control valve solenoid
(13) Poppet valve
(14) Armature
(15) Actuator spring
(16) Sliding sleeve
(17) Actuator piston
(18) Eccentric drive plate
(19) Idler
(20) Spill port
(21) Pump outlet ports
(22) Drive gear
(23) Check valve
(24) Piston
The unit injector hydraulic pump is a variable delivery piston pump. The variable piston pump uses an
angled drive plate which rotates. The pistons do not rotate. The pistons move in relation to the angled drive
plate. The pistons move in the sliding sleeves.
The unit injector hydraulic pump is driven by the gear train on the front of the engine. The drive gear on the
front of the pump turns the common shaft. The angled drive plate is mounted on the common shaft. The
rotation of the angled drive plate causes the pump piston to move in and out within the sliding sleeves.
As the pistons move out of the sliding sleeves, oil is drawn into the inside of the pistons through the passage
in the drive plate. Oil is forced out of the piston when the piston is pushed back into the sliding sleeve and
the ports are exposed.
Changing the relative position of the sliding sleeve to the spill port changes the volume of oil in the piston.
The location of the sliding sleeve is continuously changing. The location of the sliding sleeve is determined
by the ECM. Changing the location of the sliding sleeves changes the flow of the pump. The result is the
amount of oil that can be pressurized.
The pressure of the injection actuation system is controlled by matching pump outlet flow and resulting
pressure to the pressure demand for the injection actuation system. The position of the sliding sleeves is
changed in order to control the pump outlet flow. Moving the sleeves to the left covers the spill port for a
longer distance. This increases effective pumping stroke and pump outlet flow. Moving the sleeves to the
right covers the spill ports for a shorter distance which reduces the effective pumping stroke. This also
reduces the pump outlet flow.
The sliding sleeves are connected by an idler. One sleeve is connected to an actuator piston. Moving the
actuator piston right or left causes the idler and sleeves to move the same distance to the right or to the left.
Control pressure is determined by the amount of current from the ECM to the solenoid. A small amount of
pump outlet flow goes through a small passage in the actuator piston. This small amount goes out of an
orifice and into the control pressure cavity. The pressure in this cavity is limited by a small poppet valve.
The opening of the poppet valve allows a portion of the oil in the cavity to flow to drain. A force holds the
poppet valve closed. This force on the poppet valve is created by a magnetic field that acts on an armature.
The strength of the magnetic field determines the required pressure in order to overcome the force of the
actuator spring.
An increase of current to the solenoid causes an increase to the following items:
• The strength of the magnetic field
• The force on the armature and poppet valve
• The control pressure which causes the actuator piston to move to a position that results in more flow
A reduction of current to the solenoid causes a reduction to the following items:
• The strength of the magnetic field
• The force on the armature and poppet valve
• The control pressure which causes the actuator piston to move to a position that results in less flow
The ECM monitors actuation pressure. The ECM constantly changes current to the pump control valve in
order to control actuation pressure. Three components work together in a closed loop circuit in order to
control actuation pressure:
• ECM
• IAP Sensor
• Pump control valve
The closed loop circuit works in the following manner:
• The ECM determines a desired actuation pressure by gathering information from sensor inputs and
software maps.
• The ECM monitors actual actuation pressure through a constant signal voltage from the IAP sensor.
• The ECM constantly changes control current to the pump control valve. This changes the pump outlet
flow.
There are two types of actuation pressure:
• Desired actuation pressure
• Actual actuation pressure
Desired actuation pressure is the injection actuation pressure that is required by the system for optimum
engine performance. The desired actuation pressure is established by the performance maps in the ECM. The
ECM selects the desired actuation pressure. The selection is based on the signal inputs from many sensors.
The ECM is getting signal inputs from some of the following sensors: throttle position sensor, boost pressure
sensor, speed-timing sensors and coolant temperature sensor. The desired actuation pressure is constantly
changing. The change is based on various signal inputs. The changing engine speed and engine load also
cause the desired actuation pressure to change. The desired actuation pressure is only constant under steady
state conditions (steady engine speed and load).
Actual actuation pressure is the actual system pressure of the actuation oil that is powering the injectors. The
ECM and the pump pressure regulator are constantly changing the amount of pump outlet flow. This
constant changing makes the actual actuation pressure equal to the desired actuation pressure.
Pump Control Valve Operation
The pump control valve has the following three stages:
• Valve operation (engine off)
• Valve operation (cranking the engine)
• Valve operation (running engine)
Valve Operation (Engine Off)
When the engine is off, there is no pump outlet pressure from the pump and there is no current to the control
valve solenoid from the ECM. The actuator spring pushes the actuator piston completely to the left. The idler
which is not shown and the sliding sleeves are moved to the left also. At this point, the pump is in the
position of maximum output.
Valve Operation (Engine Cranking)
During engine start-up, approximately 6 MPa (870 psi) of injection actuation pressure is required in order to
activate the unit injector. This low injection actuation pressure generates a low fuel injection pressure of
about 35 MPa (5000 psi). This low fuel injection pressure aids cold starting.
In order to start the engine quickly, the injection actuation pressure must rise quickly. Because the unit
injector hydraulic pump is being turned at engine cranking speed, pump flow is very low. The ECM sends a
strong current to the control valve solenoid in order to keep the poppet valve closed. With the poppet valve
in the closed position, all of the flow to the drain is blocked. The hydraulic forces that act on each side of the
actuator piston are equal. The actuator spring holds the actuator to the left. The pump produces maximum
flow until the 6 MPa (875 psi) desired pressure is reached. Now, the ECM reduces the current to the pressure
regulator solenoid in order to reduce control pressure. The reduced control pressure allows the actuator
piston to move to the right. This reduces pump outlet flow in order to maintain the 6 MPa (875 psi) desired
pressure.
Note: If the engine is already warm, the pressure that is required to start the engine may be higher than 6
MPa (875 psi). The values for the desired actuation pressures are stored in the performance maps of the
ECM. The values for desired actuation pressures vary with engine temperature.
Once the unit injectors begin to operate, the ECM controls the current to the control valve. The ECM and the
control valve solenoid will maintain the actuation pressure at 6 MPa (870 psi) until the engine starts. The
ECM monitors the actual actuation pressure through the IAP Sensor that is located in the high pressure oil
manifold. The ECM establishes desired actuation pressure by monitoring several electrical input signals and
the ECM sends a predetermined current to the control valve solenoid. The ECM also compares the desired
actuation pressure to the actual actuation pressure in the high pressure oil passage. The ECM adjusts the
current levels to the control valve solenoid in order to make the actual actuation pressure equal to the desired
actuation pressure.
Valve Operation (Running Engine)
Once the engine starts, the ECM controls the current to the pump control valve in order to maintain the
desired actuation pressure. The IAP Sensor monitors the actual actuation pressure in the high pressure oil
passage in the cylinder head. The ECM compares the actual actuation pressure to the desired actuation
pressure 67 times per second. The ECM adjusts the current levels to the pump control valve when the actual
actuation pressure and the desired actuation pressure do not match. These adjustments make the actual
injection actuation pressure equal to the desired injection actuation pressure.
Oil Flow (Running Engine)
A small amount of pump outlet flow flows through the actuator piston and into the control pressure cavity.
Control pressure increases and the increased pressure unseats the poppet valve. The open poppet valve
allows flow to the drain. The ECM changes control pressure by increasing or reducing the current to the
control valve solenoid and resultant force on the poppet.
The following items create a closed loop system:
• ECM
• IAP
• Pressure Regulator
This closed loop system provides infinitely variable control of pump outlet pressure. This pump outlet
pressure has a range from 6 MPa (875 psi) to 28 MPa (4050 psi).
HEUI Injector (Components)
The HEUI injector serves four functions. The HEUI injector pressurizes supply fuel from 450 kPa (66 psi) to
175 MPa (25400 psi). The HEUI injector functions as an atomizer by pumping high pressure fuel through
orifice holes in the unit injector tip. The HEUI injector delivers the correct amount of atomized fuel into the
combustion chamber and the HEUI injector disperses the atomized fuel evenly throughout the combustion
chamber.
Cross section of HEUI injector
(1) Solenoid
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(7) Check ball for intensifier piston
(8) Intensifier piston
(9) Return spring
(10) Plunger
(11) Barrel
(12) Nozzle case
(13) Inlet fill check
(14) Stop
(15) Nozzle spring
(16) Check piston
(17) Sleeve
(18) Reverse flow check valve
(19) Nozzle check
(20) Nozzle tip
Refer to Illustration 10. The HEUI injector consists of three major parts:
• Upper end, or actuator (A)
• Middle, or pumping unit (B)
• Lower end, or nozzle assembly (C)
The upper end (A) consists of the following items:
• Solenoid (1)
• Armature spring (2)
• Armature (3)
• Seated pin (4)
• Spool spring (5)
• Spool valve (6)
• Check ball for intensifier piston (7)
The middle of the injector (B) contains the following items:
• Intensifier piston (8)
• Return spring (9)
• Plunger (10)
• Barrel (11)
The lower end of the injector (C) consists of the following items:
• Nozzle case (12)
• Inlet fill check (13)
• Stop (14)
• Nozzle spring (15)
• Check piston (16)
• Sleeve (17)
• Reverse flow check valve (18)
• Nozzle check (19)
• Nozzle tip (20)
These components work together in order to produce different rates for fuel injection. The rates for fuel
injection are electronically controlled by performance software in the ECM.
HEUI Fuel Injector (Operation)

The HEUI injector operates with a split injection cycle. The split injection cycle has five phases of injection:
• Pre-injection
• Pilot injection
• Injection delay
• Main injection
• Fill
Pre-Injection
Cross section of pre-injection cycle
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(10) Plunger
(16) Check piston
(19) Nozzle check
Refer to Illustration 11. The injector is in the phase of pre-injection when the engine is running and the
injector is between firing cycles. Plunger (10) and the intensifier piston (8) are at the top of the piston bore.
The cavity below the plunger is full of fuel.
In the upper end, the armature (3) and the seated pin (4) are held down by the armature spring (2) . High
pressure actuation oil flows into the injector. The oil then flows around the seated pin to the top of the check
piston (16) . This provides a positive downward force on the nozzle check (19) at all times when fuel is not
being injected.
The spool valve (6) is held in the top of the bore for the spool valve by the spool spring (5) . In this position,
the spool valve blocks actuation oil from reaching the intensifier piston. Actuation pressure is felt on both
the top and bottom of the spool, so hydraulic forces on the spool are balanced. The spool valve is held in the
up position or the closed position by the force of the spool spring.
Pilot Injection
Cross section of pilot injection cycle
(1) Solenoid
(3) Armature
(4) Seated pin
(6) Spool valve
(10) Plunger
(15) Nozzle spring
(16) Check piston
(19) Nozzle check
(20) Nozzle tip
(21) Drain
Refer to Illustration 12. Pilot injection occurs when the ECM sends a control current to the solenoid (1) . The
current creates a magnetic field which lifts the armature (3) and the seated pin (4) . The seated pin has a
lower seat and an upper seat. When the seated pin is lifted by the armature, the upper seat closes off the flow
of actuation pressure to the check. The lower seat opens. This allows the actuation oil on top of check piston
(16) to flow to drain (21) . Actuation oil that is trapped below spool (6) will also flow to drain (21) . The
actuation oil drains through a vent hole in the side of the injector.
The drop in pressure under the spool causes a hydraulic difference that acts on the spool. The spool moves
into the open position when hydraulic pressure acts on the top of the spool. This hydraulic pressure forces
the spool downward. The downward movement of the spool is stopped when the spool and the pin force the
check ball (7) for the intensifier piston onto the ball seat in the closed position. This prevents any actuation
pressure from escaping from the cavity for the intensifier piston (8) . This drop in the actuation pressure also
removes the downward force on the check piston.
Actuation oil now flows past the open spool and to the top of the intensifier piston. The downward
movement of the piston and plunger (10) pressurizes the fuel in the plunger cavity to the nozzle tip (20) .
Pilot injection begins when the injection pressure increases in order to overcome the force of the nozzle
spring (15) which lifts the nozzle check (19) .
Pilot injection will continue if the following conditions exist:
• The solenoid is energized.
• The spool remains open.
• There is no actuation pressure on top of the check piston.
Injection Delay
Cross section of injection delay
(1) Solenoid
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(10) Plunger
(16) Check piston
(19) Nozzle check
Refer to Illustration 13. Injection delay begins when the control current to the solenoid (1) stops and the
solenoid is de-energized. The armature (3) is held in the up position by a magnetic field. When the magnetic
field is de-energized, the armature spring (2) pushes the armature and the seated pin (4) downward. The
seated pin closes the lower seat and the seated pin opens the upper seat. This allows the actuation pressure to
flow to the top of the check piston (16) . The hydraulic force on the check piston quickly overcomes the
injection pressure and the nozzle check (19) closes. Injection stops at this point.
Actuation pressure increases under the spool valve (6) that creates the balance of hydraulic force on the top
and bottom of the spool. The weak spool spring (5) now acts on the spool. This closes the spool very slowly.
As the spool remains open, actuation pressure continues to flow past the spool to intensifier piston (8) and to
plunger (10) . The injection pressure in the nozzle and in the plunger cavity increases very quickly when the
nozzle check is held in the closed position.
Main Injection
Cross section of main injection cycle
(1) Solenoid
(3) Armature
(4) Seated pin
(6) Spool valve
(16) Check piston
(19) Nozzle check
(22) Drain
Refer to Illustration 14. Main injection begins when the solenoid (1) is re-energized. The magnetic field is
instantly created and the force of the magnetic field lifts the armature (3) and the seated pin (4) . The upper
seat closes off the flow of actuation pressure and the upper seat opens the check piston (16) and the bottom
of the spool (6) to the drain (22) . The hydraulic force that holds the nozzle check (19) closed quickly
dissipates and the injection pressure opens the nozzle check. This is the start of main injection. A difference
in hydraulic forces on the spool is also created. This difference forces the spool downward. The check ball
(7) for the intensifier piston is held in the closed position when the spool is in this position. Main injection
continues if the solenoid remains energized.
Fill
Cross section of fill cycle
(1) Solenoid
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(9) Return spring
(10) Plunger
(16) Check piston
(18) Reverse flow check valve
(19) Nozzle check
(22) Drain
Refer to Illustration 15. The fill cycle begins when the solenoid (1) is de-energized. The armature (3) and the
seated pin (4) are forced down by the armature spring (2) . The seated pin closes the lower seat and the
seated pin opens the upper seat. Actuation pressure is restored to the top of the check piston (16) . This
closes the nozzle check (19) and injection ends. Actuation pressure is also felt under the valve spool (6) .
This restores the hydraulic balance on the spool. The valve spring (5) slowly closes the spool. This stops the
flow of actuation oil to the intensifier piston (8) .
As the spool raises, the check ball (7) for the intensifier piston is no longer held closed. Oil in the cavity for
the intensifier piston lifts the check off the seat and flows to the drain (22) through a vent hole in the side of
the injector. Return spring (9) pushes up plunger (10) and the intensifier piston. This pushes all of the oil out
of the cavity for the intensifier piston. The check valve (18) for the fuel inlet is taken off of the valve seat as
the plunger lifts up. This allows supply fuel to flow into the plunger cavity. The fill cycle is complete when
the plunger and the piston are at the top of the bore and the plunger cavity is full of fuel.
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Systems Operation
i02593960
Air Inlet and Exhaust System

SMCS - 1050
(1) Exhaust manifold
(2) Air inlet heater
(3) Aftercooler core
(4) Exhaust valve
(5) Inlet valve
(6) Air inlet
(7) Exhaust outlet
(8) Compressor side of turbocharger
(9) Turbine side of turbocharger
The components of the air inlet and exhaust system control the quality of air and the amount of air
that is available for combustion. The components of the air inlet and exhaust system are the following
components:
• Air cleaner
• Turbocharger
• Aftercooler
• Cylinder head
• Valves and valve system components
• Piston and cylinder
• Exhaust manifold
Inlet air is pulled through the air cleaner into air inlet (6) by turbocharger compressor wheel (8) . The
air is compressed and heated to about 150 °C (302 °F) before the air is forced to the aftercooler (3) .
As the air flows through the aftercooler the temperature of the compressed air lowers to about 43 °C
(109 °F). Cooling of the inlet air increases combustion efficiency. Increased combustion efficiency
helps achieve the following benefits:
• Lower fuel consumption
• Increased horsepower output
From the aftercooler, air is forced into the inlet manifold. Air flow from the inlet chambers into the
cylinders is controlled by inlet valves (5) . There are two inlet valves and two exhaust valves (4) for
each cylinder. The inlet valves open when the piston moves down on the intake stroke. When the inlet
valves open, cooled compressed air from the inlet port is pulled into the cylinder. The inlet valves
close and the piston begins to move up on the compression stroke. The air in the cylinder is
compressed. When the piston is near the top of the compression stroke, fuel is injected into the
cylinder. The fuel mixes with the air and combustion starts. During the power stroke, the combustion
force pushes the piston downward. The exhaust valves open and the exhaust gases are pushed through
the exhaust port into exhaust manifold (1) as the piston rises on the exhaust stroke. After the exhaust
stroke, the exhaust valves close and the cycle starts again. The complete cycle consists of four strokes:
• Inlet
• Compression
• Power
• Exhaust
Exhaust gases from exhaust manifold (1) enter the turbine side of the turbocharger in order to turn
turbocharger turbine wheel (9) . The turbine wheel is connected to the shaft that drives the compressor
wheel. Exhaust gases from the turbocharger pass through exhaust outlet (7) , a muffler and an exhaust
stack.
The air inlet heater (2) is controlled by the Electronic Control Module (ECM). The air inlet heater aids
in engine start-up and reducing white smoke during engine start-up.
Turbocharger
Cross section of turbocharger
(1) Compressor wheel housing
(2) Oil inlet port
(3) Bearing
(4) Turbine wheel housing
(5) Turbine wheel
(6) Air inlet
(7) Exhaust outlet
(8) Compressor wheel
(9) Bearing
(10) Oil outlet port
(11) Exhaust inlet
The turbocharger is installed on the center section of the exhaust manifold. All the exhaust gases from
the engine go through the turbocharger. The compressor side of the turbocharger is connected to the
aftercooler by pipe.
The exhaust gases enter turbine housing (4) through exhaust inlet (11) . The exhaust gases then push
the blades of turbine wheel (5) . The turbine wheel is connected by a shaft to compressor wheel (8) .
Clean air from the air cleaners is pulled through compressor housing air inlet (6) by the rotation of
compressor wheel (8) . The action of the compressor wheel blades causes a compression of the inlet
air. This compressor allows the engine to burn more fuel. When the engine burns more fuel the engine
produces more power.
When the load on the engine increases, more fuel is injected into the cylinders. The combustion of
this additional fuel produces more exhaust gases. The additional exhaust gases cause the turbine and
the compressor wheels of the turbocharger to turn faster. As the compressor wheel turns faster, more
air is forced into the cylinders. The increased flow of air gives the engine more power by allowing the
engine to burn the additional fuel with greater efficiency.
Turbocharger with wastegate
(12) Canister
(13) Actuating lever
(14) Line (boost pressure)
The operation of the wastegate is controlled by the boost pressure. At high boost pressures, the
wastegate opens in order to decrease boost pressure. At low boost pressure, the wastegate closes in
order to increase boost pressure.
When the engine is operating under conditions of low boost, a spring pushes on a diaphragm in
canister (12) . This action moves actuating lever (13) in order to close the valve of the wastegate.
Closing the valve of the wastegate allows the turbocharger to operate at maximum performance.
As the boost pressure through line (14) increases against the diaphragm in canister (12) , the valve of
the wastegate is opened. When the valve of the wastegate is opened, the rpm of the turbocharger is
limited by bypassing a portion of the exhaust gases. The exhaust gases are routed through the
wastegate which bypasses the turbine wheel of the turbocharger.
Note: The turbocharger with a wastegate is preset at the factory and no adjustment can be made.
Bearings (3) and (9) for the turbocharger use engine oil under pressure for lubrication and cooling.
The oil comes in through oil inlet port (2) . The oil then goes through passages in the center section in
order to lubricate the bearings. This oil also cools the bearings. Oil from the turbocharger goes out
through oil outlet port (10) in the bottom of the center section. The oil then goes back to the engine oil
pan.
Valve System Components
(1) Rocker arm
(2) Pushrod
(3) Valve bridge
(4) Valve spring
(5) Valve
(6) Lifter
The valve system components control the flow of inlet air into the cylinders during engine operation.
The valve system components also control the flow of exhaust gases out of the cylinders during
engine operation.
The crankshaft gear drives the camshaft gear through an idler gear. The camshaft must be timed to the
crankshaft in order to get the correct relation between the piston movement and the valve movement.
The camshaft has two camshaft lobes for each cylinder. The lobes operate the inlet and exhaust
valves. As the camshaft turns, lobes on the camshaft cause lifters (6) to move pushrods (2) up and
down. Upward movement of the pushrods against rocker arms (1) results in downward movement
(opening) of valves (5) .
Each cylinder has two inlet valves and two exhaust valves. The valve bridge (3) actuates the valves at
the same time by movement of the pushrod and rocker arm. Valve springs (4) close the valves when
the lifters move down.
Air Inlet Heater

The engines are equipped with an electric heater that is located behind the air inlet elbow. The electric
heater has two functions:
• Aid in starting
• Aid in white smoke cleanup during start-up
Under the proper conditions, the ECM turns on the electric heater.
The system is capable of delivering heat for thirty seconds prior to start-up and during cranking of the
engine. After the engine has started, the system is capable of delivering heat constantly for seven
minutes, or the system can cycle the heat for thirteen minutes. During the heating cycle, the heat is on
for ten seconds and the heat is off for ten seconds.
If the air inlet heater malfunctions, the engine will still start and the engine will still run. There may
be a concern regarding the amount of white smoke that is present. Also, there may be a concern
regarding the need for an alternative starting aid.
System Components
The system of the air inlet heater consists of the following basic components:
• Relay of the air inlet heater
• Heater element
• Coolant temperature sensor
• Inlet manifold temperature sensor
• ECM
• Indicator lamp
(1) Relay for air inlet heater
The relay of the air inlet heater (1) turns the heater ON and OFF in response to signals from the ECM.
The air inlet heater is located between the cover of the air inlet and the air inlet elbow. The heater
element has a stud for the ground strap that must be connected to the engine.
The operation of the air inlet heater is determined by five different conditions:
• Power up cycle
The air inlet heater and the lamp are turned ON for 2 seconds after the ECM is first powered up. This
will happen regardless of temperatures and engine speed.
• Mode of preheat
This check is for low altitude conditions. When the sum of the coolant temperature plus the inlet air
temperature is less than 25 °C (77 °F), the ECM will turn on the heater and the lamp for 30 seconds.
The ECM will turn off the heater and the lamp after 30 seconds if the engine speed remains at 0
regardless of temperature.
This check is for high altitude conditions. When the sum of the coolant temperature plus the inlet air
temperature is less than 53 °C (127 °F), the ECM will turn on the heater and the lamp for 30 seconds.
The ECM will turn off the heater and the lamp after 30 seconds if the engine speed remains at 0
regardless of temperature.
• Mode of cranking
The air inlet heater and the lamp will remain on continuously when engine speed is detected. The air
inlet heater and the lamp will remain on when the sum of the coolant temperature plus the air inlet
temperature is less than 25 °C (77 °F) for low altitude conditions and less than 63 °C (145 °F) for high
altitude conditions.
• Running of the engine
When the engine achieves low idle the air inlet heater and the lamp will remain on for an additional 7
minutes when the sum of the air temperature plus the coolant temperature is less than 35 °C (95 °F)
for low altitude conditions or when the sum of the air temperature plus the coolant temperature is less
than 63 °C (145 °F) for high altitude conditions.
• Post heat cycle
The sum of the air temperature and the coolant temperature is less than 35 °C (127 °F) in low altitude
conditions or 63 °C (177 °F) in high altitude conditions. The air inlet heater and the lamp are cycled
on and off for an additional 13 minutes. The cycle is 10 seconds on and 10 seconds off.
After the engine has started the inlet air temperature and the coolant temperature will determine the
state of the heater. The cycle has two strategies.
The two strategies are continuous and intermittent.
1. During the continuous strategy, the heater remains activated for seven minutes after the engine
is started. If the same conditions exist, the ECM will activate the intermittent strategy.
2. During the intermittent strategy, the heater is cycled for a maximum of thirteen minutes. During
this cycle, the heater is turned on for ten seconds and the heater is turned off for ten seconds.
After the thirteen minute time limit, the heater is shut off.
When one of the temperature sensors fails, the system will operate in the following manner:
• Coolant temperature sensor
When the coolant temperature sensor has an open circuit or a short circuit, the coolant temperature
sensor has failed. During this condition, the heater will be activated when the inlet air temperature is
less than 10 °C (50 °F).
• Inlet air temperature sensor
When the inlet air temperature sensor has an open circuit or a short circuit, the inlet air temperature
sensor has failed. During this condition, the heater will be activated when the coolant temperature is
less than 40 °C (104 °F).
Under the proper condition, the heater will be reactivated. When the sum of the coolant temperature
and the inlet air temperature has dropped below 25 °C (77 °F), the heater will be reactivated. This
condition could exist after a warm engine has cooled and the operator attempts to start the engine.
When the sum of the coolant temperature and the inlet air temperature does not attain 35 °C (95 °F),
the heater will be activated. The heater can be activated no longer than 20 minutes (maximum). The
ECM will turn off the heater after the 20 minute time limit.
For additional information on the air inlet heater, refer to Troubleshooting, "Air Inlet Heater Circuit -
Test".
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Systems Operation
i02594068
Lubrication System
SMCS - 1300
(2) High pressure relief valve
(3) Oil passage to the rocker arms
(4) High pressure oil line
(5) Valve mechanism cover
(6) High pressure oil passage
(7) Oil supply line to the unit injector hydraulic pump
(8) Cylinder head gallery
(9) Oil gallery plug
(10) Piston cooling jets
(11) Camshaft bearings
(12) Oil filter bypass valve
(13) Oil cooler bypass valve
(14) Main oil gallery
(15) Passage to front housing
(16) Turbocharger oil supply line
(17) Passage to camshaft idler gear bearing
(18) Passage to cylinder block
(19) Passage to oil pump idler gear bearing
(20) Engine oil filter
(21) Engine oil cooler
(22) Main bearings
(23) Engine oil pump
(24) Oil pump bypass valve
(25) Passage to engine oil pan
(26) Engine oil pan
The engine oil pump (23) is mounted to the bottom of the cylinder block. The oil pump is located inside the
oil pan (26) . The engine oil pump (23) pulls oil from the engine oil pan (26) . The engine oil pump pushes
the oil through the passage to the engine oil cooler (21) . Oil then flows through engine oil filter (20) . The
filtered oil then enters the turbocharger oil supply line (16) . The filtered oil also enters the main oil gallery
(14) .
Remote mounted oil filter
(12) Oil filter bypass valve
(13) Oil cooler bypass valve
(20) Oil filter
(21) Oil cooler
The main oil gallery (14) distributes oil to the following areas: main bearings (22) , piston cooling jets (10)
and camshaft bearing (11) . Oil from main oil gallery (14) exits the front of the block. The oil then enters a
groove that is cast in the front housing.
Oil enters the crankshaft through holes in the bearing surfaces (journals) for the main bearing (22) . Passages
connect the bearing surface (journal) for the main bearing (22) with the bearing surface (journal) for the
connecting rod.
The front housing passage sends the oil flow in two directions. At the upper end of the passage, oil is
directed back into the block. The oil then flows up to the cylinder head gallery (8) through passage (3) to the
rocker arm mechanism. A passage (19) sends oil to the oil pump idler gear bearing.
Oil from the front main bearing enters a passage (17) to the camshaft idler gear bearing. Oil passages in the
crankshaft send oil from all the main bearings (22) through the connecting rods to the connecting rod
bearings.
Note: Engines that are equipped with an auxiliary oil filter will receive oil from a port. The filtered oil will
be returned to the engine oil pan (26) .
The unit injector hydraulic pump (1) is a gear-driven axial piston pump. The unit injector hydraulic pump
raises the engine oil pressure from the typical operating oil pressure to the actuation pressure that is required
by the unit injectors.
The oil circuit consists of a low pressure circuit and a high pressure circuit. The low pressure circuit
typically operates at a pressure of 240 kPa (35 psi) to 480 kPa (70 psi). The low pressure circuit provides
engine oil that has been filtered to the unit injector hydraulic pump (1) . Also, the low pressure circuit
provides engine oil that has been filtered to the lubricating system of the engine. Oil is drawn from the
engine oil pan (26) . Oil is supplied through the engine oil cooler (21) and engine oil filter (20) to both the
engine and the unit injector hydraulic pump (1) .
The high pressure circuit provides actuation oil to the unit injector. The high pressure circuit operates in a
pressure range typically between 6 MPa (875 psi) and 25 MPa (3650 psi). This high pressure oil flows
through a line into the cylinder head. The cylinder head stores the oil at actuation pressure. The oil is ready
to actuate the unit injector. Oil is discharged from the unit injector under the valve cover so that no return
lines are required.
After the lubrication oil's work is done, the lubrication oil returns to the engine oil pan.
The oil pump bypass valve (24) limits the pressure of the oil that is coming from the engine oil pump (23) .
The engine oil pump (23) can pump more than enough oil into the system. When there is more than enough
oil, the oil pressure increases. When the oil pressure increases, the oil pump bypass valve (24) will open.
This allows the oil that is not needed to go back to the suction side of the engine oil pump (23) .
The bypass valves (12) and (13) will open when the engine is cold (starting conditions). Opening the bypass
valves achieves immediate lubrication of all components. Immediate lubrication is critical. Cold oil with
high viscosity causes a restriction to the oil flow through engine oil cooler (21) and engine oil filter (20) .
The engine oil pump (23) sends the cold oil through the oil cooler bypass valve. This causes the oil to bypass
the engine oil cooler (21) . The oil filter bypass also allows the oil to bypass the engine oil filter (20) . The
oil is then pumped through the turbocharger oil supply line (16) and the main oil gallery (14) in the cylinder
block.
When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass valves close.
After the bypass valves close, there is a normal flow of oil through the engine oil cooler and the engine oil
filter.
The bypass valves will also open when there is a restriction in the engine oil cooler (21) or in the engine oil
filter (20) . This design allows the engine to be lubricated even though engine oil cooler (21) or engine oil
filter (20) are restricted.
High pressure relief valve (24) regulates high pressure in the system. When the oil pressure is at 695 kPa
(100 psi) or more, high pressure relief valve (24) opens. When the high pressure relief valve opens, oil is
returned to engine oil pan (26) .
The oil flow continues to the engine oil cooler (21) . Coolant flows through engine oil cooler (21) in order to
cool the oil.
If the oil pressure differential across the engine oil cooler reaches 155 ± 17 kPa (22 ± 2 psi), the valve will
open. Opening the valve allows the oil flow to bypass the engine oil cooler (21) .
Approximately five percent of the oil flow is directed through an orificed passage to oil filter bypass valve
(12) . The oil then flows to the auxiliary oil filter (if equipped) and to the engine oil pan (26) . The main oil
flow now reaches the main engine oil filter (20) . When the oil pressure differential across the oil filter
bypass valve (13) reaches 170 kPa (25 psi), the valve opens in order to allow the oil flow to go around the oil
filter (20) . The oil flow continues in order to lubricate the engine components. When the oil is cold, an oil
pressure difference in the bypass valve also causes the valve to open. This bypass valve then provides
immediate lubrication to all the engine components when cold oil with high viscosity causes a restriction to
the oil flow through the engine oil filter (20) . The bypass valve will also open when there is a restriction in
the engine oil filter (20) . This design allows the engine to be lubricated even though engine oil filter (20) is
restricted.
Note: Refer to Specifications, "Engine Oil Filter Base".
Filtered oil flows through the main oil gallery (14) in the cylinder block. Oil is supplied from the main oil
gallery (14) to the following components:
• Piston cooling jets (10)
• Valve mechanism
• Camshaft bearing (11)
• Crankshaft main bearings
• Turbocharger cartridge
An oil cooling chamber is formed by the lip that is forged at the top of the skirt of the piston and the cavity
that is behind the ring grooves in the crown. Oil flow for the piston cooling jet enters the cooling chamber
through a drilled passage in the skirt. Oil flow from the piston cooling jet returns to the engine oil pan (26)
through the clearance gap between the crown and the skirt. Four holes that are drilled from the piston oil ring
groove to the interior of the piston drain excess oil from the oil ring.
(27) Breather
(28) Hose
Breather (27) allows engine blowby to escape from the crankcase. The engine blowby is discharged through
hose (28) into the atmosphere. This prevents pressure from building up that could cause seals or gaskets to
leak.
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Systems Operation
i02242714
Cooling System
SMCS - 1350
This engine has a pressure type cooling system that is equipped with a shunt line (9) .
A pressure type cooling system offers two advantages:
• The cooling system can operate safely at a temperature that is higher than the normal boiling
point of water.
• The cooling system prevents cavitation in the water pump.
Cavitation is the sudden formation of low pressure bubbles in liquids by mechanical forces. The
formation of air or steam pockets is more difficult within a pressure type cooling system.
The shunt line (9) prevents cavitation by the water pump. The shunt line (9) provides a constant flow
of coolant to the water pump.
Note: In air-to-air aftercooled systems, a coolant mixture with a minimum of 30 percent ethylene
glycol base antifreeze must be used for efficient water pump performance. This mixture keeps the
cavitation temperature range of the coolant high enough for efficient performance. Refer to Operation
and Maintenance Manual, "Refill Capacities and Recommendations" for more information on the
recommended coolant mixtures.
(1) Cylinder head
(2) Water temperature regulator housing
(3) Expansion tank
(4) Bypass hose
(5) Cylinder block
(6) Oil cooler
(7) Water pump
(8) Radiator
(9) Shunt line
Water pump (7) is located on the right side of the cylinder block. The water pump is driven by a belt
that is powered by the crankshaft pulley. Coolant can enter the water pump in three places:
• Inlet at the bottom of the water pump
• Bypass hose (4) which is located on the top of the water pump
• Shunt line which is located on the top of the water pump
Coolant from the bottom of the radiator is pulled into the bottom inlet of the pump by impeller
rotation. The coolant exits the back of the pump directly into the oil cooler cavity of the block.
All of the coolant passes through the core of the oil cooler and the coolant enters the internal water
manifold of the cylinder block. The manifold disperses the coolant to water jackets around the
cylinder walls.
From the cylinder block, the coolant flows into passages in the cylinder head. The passages send the
flow around the unit injector sleeves and the inlet and the exhaust passages. The coolant now enters
water temperature regulator housing (2) at the front right side of the cylinder head.
The water temperature regulator controls the direction of flow. When the coolant temperature is
below the normal operating temperature, the water temperature regulator is closed. The coolant is
directed through bypass hose (4) and into the top inlet of the water pump. When the coolant
temperature reaches the normal operating temperature, the water temperature regulator opens. When
the water temperature regulator is open, the bypass is closed. Most of the coolant goes through the
bypass inlet to the radiator for cooling. The remainder flows through bypass hose (4) and into the
water pump.
Note: Some coolant systems may contain two water temperature regulators.
The shunt line (9) extends from the top of the water pump to an expansion tank. The shunt line must
be routed properly in order to avoid trapping any air. By providing a constant flow of coolant to the
water pump, the shunt line keeps the water pump from cavitation.
Note: The water temperature regulator is an important part of the cooling system. The water
temperature regulator divides coolant flow between the radiator and the bypass in order to maintain
the normal operating temperature. If the water temperature regulator is not installed in the system,
there is no mechanical control, and most of the coolant will travel the path of least resistance through
the bypass. This will cause the engine to overheat in hot weather and the engine will not reach normal
operating temperature in cold weather.
Note: The air vent valve will allow the air to escape past the water temperature regulator from the
cooling system while the radiator is being filled. During normal operation, the air vent valve will be
closed in order to prevent coolant flow past the water temperature regulator.
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Systems Operation
i02594079
Basic Engine
SMCS - 1200
Cylinder Block And Head

The cylinder block has seven main bearings. The main bearing caps are fastened to the cylinder block
with two bolts per cap.
Removal of the oil pan allows access to the crankshaft, the main bearing caps, the piston cooling jets,
and the oil pump.
The camshaft is accessible through the covers on the left side of the cylinder block. These side covers
support the pushrod lifters. The camshaft is supported by bearings that are pressed into the cylinder
block. There are seven camshaft bearings.
The cylinder head is separated from the cylinder block by a nonasbestos fiber gasket with a steel
backing. Coolant flows out of the cylinder block through gasket openings and into the cylinder head.
This gasket also seals the oil supply and drain passages between the cylinder block and the cylinder
head.
The air inlet ports are on the left side of the cylinder head, while the exhaust ports are located on the
right side of the cylinder head. There are two inlet valves and one exhaust valve for each cylinder.
Replaceable valve guides are pressed into the cylinder head. The hydraulically actuated electronically
controlled unit injector is located between the three valves. Fuel is injected directly into the cylinders
at very high pressure. A pushrod valve system controls the valves.
Piston, Rings And Connecting Rods
High output engines with high cylinder pressures require two-piece articulated pistons. The two-piece
articulated piston consists of an alloy forged steel crown that is connected to an aluminum skirt by the
piston pin. The two-piece articulated piston has three rings:
• Compression ring
• Intermediate ring
• Oil ring
All of the rings are located above the piston pin bore. The compression ring is a Keystone ring.
Keystone rings have a tapered shape. The action of the ring in the piston groove that is tapered helps
prevent seizure of the rings. Seizure of the rings is caused by deposits of carbon. The intermediate
ring is rectangular with a sharp lower edge. The oil ring is a standard type of ring or a conventional
type of ring. Oil returns to the crankcase through holes in the oil ring groove.
Oil from the piston cooling jets sprays the underside of the pistons. The spray lubricates the pistons
and the spray cools the pistons. The spray also improves the piston's life and the spray also improves
the ring's life.
The connecting rod has a taper on the pin bore end. This taper gives the connecting rod and the piston
more strength. The additional strength is concentrated in the areas with the most load. Two bolts hold
the connecting rod cap to the connecting rod. This design keeps the connecting rod width to a
minimum, so that the connecting rod can be removed through the cylinder.
Crankshaft
The crankshaft changes the combustion forces in the cylinder into usable rotating torque which
powers the equipment. A vibration damper is used at the front of the crankshaft to reduce torsional
vibrations (twist on the crankshaft) that can cause damage to the engine.
The crankshaft drives a group of gears on the front of the engine. The gear group drives the following
devices:
• Oil pump
• Camshaft
• Hydraulic oil pump
• Auxiliary
In addition, belt pulleys on the front of the crankshaft drive:
• Engine water pump
• Alternator
Hydrodynamic seals are used at both ends of the crankshaft to control oil leakage. The hydrodynamic
grooves in the seal lip move lubrication oil back into the crankcase as the crankshaft turns. The front
seal is located in the front housing. The rear seal is installed in the flywheel housing.
Schematic of oil passages in crankshaft
(1) Oil gallery
(2) Main bearings
(3) Connecting rod bearings
Pressure oil is supplied to all main bearings through drilled holes in the webs of the cylinder block.
The oil then flows through drilled holes in the crankshaft in order to provide oil to the connecting rod
bearings. The crankshaft is held in place by seven main bearings. A thrust bearing next to the rear
main bearing controls the end play of the crankshaft.
Viscous Vibration Damper
Cross section of viscous vibration damper
(1) Weight
(2) Case
The force from combustion in the cylinders will cause the crankshaft to twist. This is called torsional
vibration. If the vibration is too great, the crankshaft will be damaged. The vibration damper limits the
torsional vibrations to an acceptable amount in order to prevent damage to the crankshaft.
The viscous vibration damper is installed on the front of the crankshaft. The viscous vibration damper
has a weight (1) in a case (2) . The space between the weight and the case is filled with a viscous
fluid. The weight moves in the case in order to limit the torsional vibration.
Camshaft
The camshaft is located in the upper left side of the cylinder block. The camshaft is driven by gears at
the front of the engine. Seven bearings support the camshaft. A thrust plate is mounted between the
camshaft drive gear and a shoulder of the camshaft in order to control the end play of the camshaft.
The camshaft is driven by an idler gear which is driven by the crankshaft gear. The camshaft rotates
in the same direction as the crankshaft. The crankshaft rotates in the counterclockwise direction when
the engine is viewed from the flywheel end of the engine. There are timing marks on the crankshaft
gear, the idler gear, and the camshaft gear in order to ensure the correct camshaft timing to the
crankshaft for proper valve operation.
As the camshaft turns, each lobe moves a lifter assembly. There are two lifter assemblies for each
cylinder. Each lifter assembly moves a pushrod. Each pushrod moves a valve (exhaust) or a set of
valves (inlet). The camshaft must be in time with the crankshaft. The relation of the camshaft lobes to
the crankshaft position causes the valves in each cylinder to operate at the correct time.
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Welcome: r080rm6

Systems Operation
i02964450
Electrical System
SMCS - 1400; 1550; 1900
Reference
Refer to the Schematic and the Troubleshooting, "Electronic Troubleshooting" for additional
information on your engine.
Grounding Practices
Proper grounding for the electrical system is necessary for proper engine performance and reliability.
Improper grounding will result in unreliable electrical circuit paths and in uncontrolled electrical
circuit paths.
Uncontrolled engine electrical circuit paths can result in damage to the main bearings, to the
crankshaft bearing journal surfaces, and to the aluminum components.
Uncontrolled electrical circuit paths can cause electrical noise which may degrade performance.
In order to ensure proper functioning of the electrical system, an engine-to-frame ground strap with a
direct path to the battery must be used. This may be provided by the starting motor ground, by a frame
to starting motor ground, or by a direct frame to engine ground. An engine-to-frame ground strap
must be run from the grounding stud of the engine to the frame and to the negative battery post.
Typical example of grounding the battery and the cylinder head to the frame rail
(1) Cylinder head ground stud
(2) Optional engine ground stud
(3) Frame rail
Connect the battery negative post to frame rail (3) . From the frame rail, connect the ground wire to
one of the following locations:
• Cylinder head ground stud (1)
• Optional engine ground stud connection (2)
Typical example of the alternate cylinder head to the battery ground
(1) Cylinder head ground stud
(2) Optional engine ground stud
(3) Frame rail
The engine must be grounded to frame rail (3) . Connect the battery negative post to one of the
following locations:
• Cylinder head ground stud (1)
• Optional engine ground stud connection (2)
The engine must have a ground wire to the battery.
Ground wires or ground straps should be combined at the studs that are only for ground use.
All of the ground paths must be capable of carrying any potential currents. A wire that is AWG 0 or
more is recommended for the cylinder head ground strap.
The engine alternator should be grounded to the battery with a wire size that is capable of managing
the full charging current of the alternator.
NOTICE
When jump starting an engine, the instructions in the Operation and

Maintenance Manual, "Starting with Jump Start Cables" should be
followed in order to properly start the engine.
This engine may be equipped with a 12 volt starting system or with a

24 volt starting system. Only equal voltage for boost starting should be
used. The use of a welder or of a higher voltage will damage the
electrical system.
The engine has several input components which are electronic. These components require an
operating voltage.
This engine is tolerant to common external sources of electrical noise. Electromechanical buzzers can
cause disruptions in the power supply. If electromechanical buzzers are used near the system, the
engine electronics should be powered directly from the battery system through a dedicated relay. The
engine electronics should not be powered through a common power bus with other devices that are
activated by the engine control switch (ECS).
Engine Electrical System

The electrical system can have three separate circuits. The three circuits are the charging circuit, the
starting circuit, and the low amperage circuit. Some of the electrical system components are used in
more than one circuit.
The charging circuit is in operation when the engine is running. An alternator creates electricity for
the charging circuit. A voltage regulator in the circuit controls the electrical output in order to
maintain the battery at full charge.
The starting circuit is in operation when the start switch is activated.
The low amperage circuit and the charging circuit are connected through the ammeter. The starting
circuit is not connected through the ammeter.
Charging System Components

Alternator
The alternator is driven by the crankshaft pulley through a belt that is a Poly-vee type. This alternator
is a three-phase self-rectifying charging unit. The regulator is part of the alternator.
The alternator design has no need for slip rings or for brushes. The only part of this alternator that
moves is the rotor assembly. All of the conductors that carry current are stationary. The following
components are the conductors: the field winding, the stator windings, six rectifying diodes and the
regulator circuit.
The rotor assembly has many magnetic poles with air space between each of the opposite poles. The
poles have residual magnetism that produces a small amount of magnet-like lines of force (magnetic
field). This magnetic field is produced between the poles. As the rotor assembly begins to turn
between the field winding and the stator windings, a small amount of alternating current (AC) is
produced in the stator windings. The alternating current is produced from the small magnetic lines of
force that are created by the residual magnetism of the poles. The AC is changed into direct current
(DC) when the current passes through the diodes of the rectifier bridge. Most of this current provides
the battery charge and the supply for the low amperage circuit. The remainder of current is sent to the
field windings. The DC current flow through the field windings (wires around an iron core) increases
the strength of the magnetic lines of force. These stronger magnetic lines of force increase the amount
of AC that is produced in the stator windings. The increased speed of the rotor assembly also
increases the current output of the alternator and the voltage output of the alternator.
The voltage regulator is a solid-state electronic switch. The voltage regulator senses the voltage of the
system. The regulator then uses switches to control the current to the field windings. This controls the
voltage output in order to meet the electrical demand of the system.
NOTICE
The alternator should never be operated without the battery in the

circuit. The making or the breaking of an alternator connection with a
heavy load on the circuit can cause damage to the regulator.
Typical cross section of an alternator
(4) Regulator
(5) Roller bearing
(6) Stator winding
(7) Ball bearing
(8) Rectifier bridge
(9) Field winding
(10) Rotor assembly
(11) Fan
Starting System Components

Solenoid
Typical cross section of a solenoid
A solenoid is an electromagnetic switch that performs two basic functions:
• The solenoid closes the high current starting motor circuit with a low current start switch
circuit.
• The solenoid engages the starting motor pinion with the ring gear.
The solenoid has windings (one set or two sets) around a hollow cylinder or a hollow housing. A
plunger that is spring loaded is located within the solenoid housing. The plunger can move forward
and backward. When the start switch is closed and electricity is sent through the windings, a magnetic
field is created. The magnetic field pulls the plunger forward in the solenoid housing. This moves the
shift lever in order for the pinion drive gear to engage with the ring gear. The front end of the plunger
then makes contact across the battery and across the motor terminals of the solenoid. The starting
motor then begins to turn the flywheel of the engine.
When the start switch is opened, current no longer flows through the windings. The spring now
returns the plunger to the original position. At the same time, the spring moves the pinion gear away
from the flywheel.
When two sets of windings in the solenoid are used, the windings are called the hold-in winding and
the pull-in winding. Both of the windings wind around the cylinder for an equal amount of times. The
pull-in winding uses a wire with a larger diameter in order to produce a stronger magnetic field. When
the start switch is closed, part of the current flows from the battery through the hold-in winding. The
remainder of the current flows through the pull-in windings, to the motor terminal, and then to the
ground. When the solenoid is activated, the current is shut off through the pull-in windings. Only the
smaller hold-in windings are in operation for the extended period of time that is necessary for the
engine to be started. The solenoid will now take a smaller amount of current from the battery. Heat
that is created by the solenoid will be kept at an acceptable level.
Starting Motor
Typical cross section of a starting motor
(12) Field
(13) Solenoid
(14) Clutch
(15) Pinion
(16) Commutator
(17) Brush assembly
(18) Armature
The starting motor rotates the engine flywheel at a rate that is fast enough to start the engine.
The starting motor has a solenoid. When the start switch is activated, the solenoid will move the
starter pinion in order to engage the pinion and the ring gear on the engine flywheel. The starter
pinion and the ring gear will engage before the circuit between the battery and the starting motor is
closed by the electric contacts in the solenoid. When the circuit between the battery and the starting
motor is complete, the pinion will rotate the engine flywheel. A clutch provides protection for the
starting motor so that the engine cannot turn the starting motor too fast. When the switch is released,
the starter pinion will move away from the ring gear.

Motores 140K

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Motores 140K

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140K Motor Grader SZL00001-UP (MACHINE) POWERED BY C7 Engine(SEBP500...

Product: MOTOR GRADER

Right side view

(1) Oil level gauge

(2) Lifting eye

(3) Oil filler cap

(4) Exhaust manifold

(6) Water temperature regulator housing

(7) Connection for heater hose

(8) Starting motor

(10) Oil filter base for remote oil filter

(11) Water pump

(12) Crankshaft vibration damper

Left side view

(13) Fuel filter

(14) Unit injector hydraulic pump

(15) Air inlet heater relay

(16) Engine crankcase breather

(17) Inlet elbow

(18) Electronic Control Module (ECM)

Starting The Engine

Cold Mode Operation

Product: MOTOR GRADER

Electronic Control System Components

Electronic control system components (left side view)

(1) Fuel pressure sensor

(2) Injection Actuation Pressure (IAP) sensor

(3) Coolant temperature sensor

(4) Inlet air temperature sensor

(5) Atmospheric pressure sensor

(6) Inlet manifold pressure sensor

(7) Primary speed/timing sensor

(8) Secondary speed/timing sensor

(9) Oil pressure sensor

(10) Electronic Control Module (ECM)

The engine uses the following three types of electronic components:

• Improvement in fuel consumption

• Reduction in emissions levels

Product: MOTOR GRADER

(1) Oil pump

(2) Hydraulic electronic unit injectors

(3) Oil filter

(4) Oil cooler

(5) High pressure oil

(6) Low pressure fuel line

(8) Unit injector hydraulic pump

(9) Sensor for the Injection Actuation Pressure (IAP)

(10) Fuel filter

(11) Primary fuel filter and water separator

(12) Fuel tank

(13) Camshaft gear

(14) Speed/Timing sensors

(15) Electronic Control Module (ECM)

(17) Fuel pressure regulator

(18) Inlet manifold pressure sensor

(19) Oil pressure sensor

(20) Coolant temperature sensor

(21) Inlet air temperature sensor

(22) Atmospheric pressure sensor

(23) Air inlet heater

This fuel system consists of four basic components:

• Unit injector hydraulic pump

• Fuel transfer pump

Unit Injector Hydraulic Pump