Caterpillar Engine Service Training: 3126B HEUI Update

®
Caterpillar Engine Service Training
3126B HEUI
UPDATE
INTRODUCTION
serial number prefix: 7AS
LERV0371
© 2000 Copyright
3126B HEUI System - Mechanical ESTMG
Injection System Introduction Lesson Overview
Audience: Level II and III - Service personnel who are familiar with diesel
engine operation, diagnostic equipment and procedures for
testing and adjusting.
Background: This package contains information on mechanical features and

system operation.
Objectives: After learning the information in this presentation, the service

technician will be able to:
1. Identify component location for 3126B HEUI engines.
2. Identify new features on 3126B HEUI.
3. Understand fuel system operation on 3126B HEUI.
4. Understand differences between 3126 and 3126B HEUI.
References: 3126B HEUI Service Manual RENR1271
Approximate Time: 8 hours
Hardware Needed: 3126B HEUI engine with any live lab demos
LERV0371 i
Lesson Overview
ii LERV0371
3126B HEUI System -
Mechanical ESTMG Injection System Introduction
No. 1
LERV0371 1
HEUI System -
3126B
No. 2
Cylinder Block - Cylinder Block - Front & Right

Front & Right
The following new terminology should be utilized in order to
• New: distinguish mechanically governed 3100 engines from the new
Bigger Bore electronically governed engines. With the introduction of 3100
(110 mm)
HEUI engines, the current 3116 engine will be referred to as
• Same as 3126: 3116 MUI (Mechanical Unit Injector). This MUI designation will
High Cam Bore be used from here on, to avoid confusion.
Integral Oil
Cooler Cavity The 3126 has a new cylinder block, based on the 3116 MUI
4 Head
Bolts / Cylinder
block which has been in production since 1988. This block has
the same external dimensions as a 3116, but the displacement
increased from 1.1 liters per cylinder, to 1.2 liters per cylinder.
This increases total displacement from 400 to 440 cubic
inches. We achieved this by increasing the bore diameter from
105 mm to 110 mm. Many features remain the same as the
3116 MUI block: The camshaft bore is located high on the left
side and on the right side, a cavity provides space for the oil
cooler. The cylinder bores are “cast-in” the block, utilizing
4 head bolts per cylinder.
2 LERV0371
3126B HEUI System -
No. 3
Cylinder Block - Cylinder Block - Front & Left

Front & Left
The most noticeable change to the block is on the left side
• 4 Cast Bosses near the rear, where 4 cast bosses provide a mounting surface
Provide ECM for the Electronic Control Module.
Mounting Surface
LERV0371 3
HEUI System -
3126B
No. 4
Block - Block - Cam Bearings

Cam Bearings
As with the 3126 HEUI block, this block has serviceable
• Serviceable cam bearings which are lubricated through internal oil
Pressure passages as shown.
Lubricated
4 LERV0371
3126B HEUI System -
No. 5
Block - Block - Lower End - Main Bearings

Lower End -
Main Bearings There are 7 total main bearings. The thrust bearing is still at
number 6, but unlike the 3116 MUI, which has 3 different
• 7 Total “mains”, there are only 2 different main bearings. One type is at
the thrust bearing, but then all other bearings are the same part
• Thrust Bearing
number. Please note: These bearings are NOT common with
Between
Cylinders 5 & 6 3116 MUI bearings. Upon disassembly, you’ll also notice that
there is no groove machined in the block bearing bulkhead. Oil
• All Others Common is fed to the Mains through internal passages in the block. When
Pressure - Lubricated Mains are replaced, end play should be checked against spec
of 3 to 9 thousandths (.003 - .009 in).
• End Play .07-.32 mm.
(.003 to .009 in.)
LERV0371 5
HEUI System -
3126B
No. 6
Piston Piston Cooling Jets

Cooling Jets
Piston cooling jets are used to provide lubrication and cooling
• 3126B HEUI Has to the 2-piece piston which you’ll hear more about later. These
Single-hole Jet jets are serviceable and self-locating at installation.
• 3116 Has
Dual-hole Jet
Service Tip:
• 3116 MUI Has a
1-Hole Jet With
Aluminum Piston
• 3116 MUI Has a

2-Hole Jet With
Articulated Piston
6 LERV0371
3126B HEUI System -
No. 7
Piston Piston Cooling Jets

Cooling Jets
The jets are aimed at a hole in the skirt which then directs oil to
• Serviceable Aimed all areas of the piston. These jets are different than the jets you’ve
seen on 3116 MUI’s, so be sure to watch your Parts Book.
Service Tip:
“Seat” First and Then
Torque Service Tip:
Before torquing the jet bolt, be sure to seat the jet first and
• Remove Jets then tighten. A long socket extension (without the wrench)
When Changing works pretty well.
Pistons to Avoid
Crushing The Tube
Also, remove jets when changing pistons, because there is a
tendency to misalign or crush the tube with a connecting rod.
LERV0371 7
HEUI System -
3126B
No. 8
Crankshaft Crankshaft
• Re-grindable This re-grindable crankshaft is a steel forging with induction-

Press Fit Gear hardened journals and fillets. The front crankshaft drive gear is a
Undersize Bearing
Available
tapered press fit retained by 4 crank pulley bolts. This crankshaft
can be ground and used with the available undersized rod and
• 0.5 mm Oversized to main bearing, in sizes ranging from 0.5 mm (.020 in.) oversized to
0.5 mm Undersized 0.5 mm (.020 in.) undersized.
(.020” Over to .020”
Undersize)
8 LERV0371
3126B HEUI System -
No. 9
Piston Piston
• Articulated The 2-piece “articulated piston”, is similar to the heavy-duty

Strength + Low Weight 3176, 3406, and high-rated 3116 MUI pistons utilizing a cast
• Oil-Cooled Same
aluminum skirt for lower weight and a forged steel crown
Position in All which provides excellent crown strength. The aluminum skirt
runs cooler, allowing for a closer fit. Cooling oil enters the
• 3126B Ratings piston through an opening between the crown & skirt. It then
High Top Ring travels in a chamber formed by the lip, cast at the top of the
Position
skirt. Finally, oil dumps back to the sump through the gap
between the crown & skirt. Articulated pistons are used in all
3100 HEUI ratings to make use of high cylinder pressure to
improve performance and fuel economy.
LERV0371 9
HEUI System -
3126B
No. 10
Piston Rings Piston Rings
• Plasma Keystone Top Like the MUI engines, there are 3 piston rings. The plasma-
coated top piston ring is a less aggressive keystone-barrel
• Chrome
shape to eliminate ring sticking problems with carbon
• Rectangular build-up. The 9.5 mm top ring position provides emissions
Intermediate reduction, improves fuel economy, and reduces cylinder bore
(Reverse Twist) wear. The intermediate ring is a chromed rectangular-shaped
Standard Oil Ring ring, and the bottom is a dual-rail oil control ring containing a
spring expander.
10 LERV0371
3126B HEUI System -
No. 11
Connecting Rod Connecting Rod
• Forged Steel The connecting rod is a typical forged steel rod with a tapered
small end and a straight split 2-bolt large end. The pin-bore
• Replaceable Bearings
bearing is replaceable, and the entire rod & bearing are the
• Same as 3126B HEUI same as the 3126 HEUI.
Service Tip:
Connecting rod installation orientation is important, the forged
part number goes toward the rear of the engine.
LERV0371 11
HEUI System -
3126B
No. 12
Lube System - Lube System - Schematic

Schematic
The flow of lube oil through the engine begins with the suction
• Full-Flow 25 tube in the oil pan. Oil is pumped through an internal passage
Micron Filter in the block into the plate-type oil cooler, through the spin-on
• Main Oil Gallery
oil filter, and then sent to the main oil gallery in the block. From
in Block there it flows into the head through a passage in the front
housing, which also lubes the idler gears. In the head, the oil
• Bearings Pressure comes up through the rocker arms to lube the push rods and
Lubricated followers. From the main gallery in the block, oil is supplied to
the HEUI pump, cam bearings, roller followers, main bearings,
and through the crankshaft and connecting rod to lube both
ends of the connecting rod.
12 LERV0371
3126B HEUI System -
No. 13
Lube - Oil Pump Lube - Oil Pump
• Similar to This positive displacement, gear-type pump is positioned low

AS 3116 MUI, in the sump and driven off the front gear train. The oil pump is
Except 3 mm basically the same as 3116 MUI, except that the capacity has
Longer Gears
been increased to provide additional oil flow required by the
• Mounts to HEUI fuel system’s hydraulic oil pump. We increased the pump’s
Underside capacity by lengthening the gear approximately 3 mm, so be
of Block careful, most of the components ARE NOT interchangeable.
NOTE: The MUI gears are 30 mm long, so the 3 mm increase

resulted in a 10% increase.
LERV0371 13
HEUI System -
3126B
No. 14
Oil Pump Oil Pump / Suction Tube Removal
• Serviceable If troubleshooting for low oil pressure, an area to include is

the gaskets & O-rings used in the installation of the oil pump
• Remanufactured
Available &
& suction bell. Also low engine oil pressure could result from
Recommended if a cracked suction tube, or suction bell.
Replacement of
Spring & Plunger The oil pump can be removed and repaired, or in most cases,
Does Not Fix a removed and replaced. This slide shows pump components
Pump Problem
which can be serviced individually, rather than replacing an
• 33 mm Long Gears on entire pump. But typically a remanufactured pump is a less
3116 & 3126 HEUI expensive solution to oil pump problems.
• 30 mm Long Gears on
3116 MUI
14 LERV0371
3126B HEUI System -
No. 15
Oil Pressure Oil Pressure Specifications

Graph
Minimum pressure is as shown on chart.
• SAE 10W-30 Oil
• Oil Temperature
at 99 Deg C
(210 Deg F)
Note:
3 Deg C (5 Deg F)
Increase Gives
Approx. 7 KPA
(1 PSI) Decrease
in Oil Pressure.
If Results Not
Acceptable, Find
Cause & Correct
Sudden Increases
or Decreases
Should Be
Investigated
LERV0371 15
HEUI System -
3126B
No. 16
Oil Manifold Oil Manifold - Pressure Measurement
• Left Side On the left side of the engine is an oil manifold where the
Air Compressor, oil is picked up for air compressor, OEM gauges, and other
OEM Gauges,
Oil Sampling,
needs. This manifold also provides opportunity for pressure
Pressure measurement, as well as oil sampling if desired.
Measurement,
& Other Oil
Pick-up Needs
16 LERV0371
3126B HEUI System -
No. 17
Oil Manifold Oil Manifold Options
• 2 Styles Available There are 2 styles of oil manifolds available. The simpler 2-port
option or a 5-port option can also be used to provide plenty of
• Don’t Over-Torque
Pipe Plugs
oil pick-up locations.
LERV0371 17
HEUI System -
3126B
No. 18
Oil Cooler Oil Cooler
• 9-Layer As mentioned earlier, here is the 9 layer plate-type cooler

Plate-Type which mounts on the block right side. A bypass valve is
• Normally
included as part of this system and once the oil is sufficiently
Closed warm, the bypass opens and oil passes through the cooler.
Bypass
Valve
• 22 PSI
Differential
18 LERV0371
3126B HEUI System -
No. 19
Oil Cooler Oil Cooler - Components
• Serviceable This page out of the Parts Book shows the components in the
Components oil cooler. Note that in the upper right corner is the bypass
valve in the cooler.
This is a pressure controlled bypass valve and opens up

at 22 psi.
LERV0371 19
HEUI System -
3126B
No. 20
Oil Filter Oil Filter - Notes
• Spin-On The oil filter is a spin-on paper filter. The oil filter base provides
Paper Filter a bypass feature, should the pressure-drop across the filter
• Bypass
increase to too high a level.
Pressure
is 20 PSI Bypass pressure = 140 kPa (20 psi)
Differential
20 LERV0371
3126B HEUI System -
No. 21
Oil Pan Oil Pan
• 20-Liter Pan Cat provides either a 20 liter pan, or a larger 31 liter pan.
Caterpillar provides the 31 liter pan on high horsepower
• 31 Liter Pan
ratings, and on low horse ratings it is an option (the 20 liter
• Unique Gaskets - pan is standard). Freightliner has opted for the 31 liter pan on
But Same Torques all their engines in order to offer extended oil change periods.
The pan type may change your gasket requirements, so be
sure to watch your parts book closely.
LERV0371 21
HEUI System -
3126B
No. 22
Fuel Return Line Fuel Return Line
• Orifice for Fuel Because the fuel flow direction in a 3100 HEUI engine is front-
Pressure Control to-rear, the fuel return line is located at the rear of the cylinder
(60 to 75 PSI)
head. An orifice maintains 60 to 75 psi fuel pressure. The spring
• Spring Controlled loaded check valve opens at 35 kPa (5 psi) in order to allow the
Check Valve to fuel which has flowed through the orifice to return to the fuel
Eliminate “Drain tank. When the engine is off and no fuel pressure is present, the
Back” to Tank spring loaded check valve closes. The spring loaded valve
closes in order to prevent the fuel in the cylinder head from
draining back to the fuel tank.
22 LERV0371
3126B HEUI System -
No. 23
Flywheel / Flywheel / Housing

Housing
The flywheel is serviceable either as an assembly, or the ring
• Serviceable gear can be removed and replaced separately. The flywheel is
Ring Gear doweled to the crankshaft for accurate timing reference- this is
• Flywheel Doweled
new for the HEUI engines.
to Crank...This Is
New for 3116 / 3126 Procedures for checking runout of the flywheel and housing
HEUI and Provides are detailed in your Service Manual.
Greater Timing
Accuracy
LERV0371 23
HEUI System -
3126B
No. 24
Rear Crank Seal Rear Crank Seal
• Parts Service Just a note on the rear crank seal. While the engines are
Sleeve Includes moving around the Assembly, Test and Paint areas of Mossville,
Installation Sleeve
small plugs are placed in the through-holes in the crankshaft.
• Seal Is Direction These plugs could allow oil to leak into the flywheel housing.
Sensitive So, don’t be fooled by a little pooled oil on a fairly new engine.
Make sure that you believe that the rear crank seal is actually
• Special Instruction bad, before replacing it.
Is Available
• The parts-service sleeve includes the installation sleeve

• The seal is direction-sensitive
24 LERV0371
3126B HEUI System -
No. 25
Front Crank Seal Front Crank Seal
• Parts Service While we’re talking crank seals, the front seal is quite similar
Sleeve Includes to the rear, and the same cautions apply here as well. Like the
Installation Sleeve
rear seal, Caterpillar provides a sleeve for installation with the
• Seal Is Direction replacement seal.
Sensitive
• Special Instruction
Is Available
LERV0371 25
HEUI System -
3126B
No. 26
Front - Gear Front - Gear Train

Train
Upon removing the front cover, we see that, just like a 3116
• Crank MUI, the gear train consists of the crankshaft gear, cam idler
gear, cam gear, oil pump gear, and oil pump idler gear. The
• Cam Idler
main difference is that instead of driving a governor, we drive
• Cam the high pressure hydraulic pump. We’ll work with the
hydraulic pump in greater detail later.
• Hydraulic Pump
• Oil Pump Idler
• Oil Pump
26 LERV7410
3126B HEUI System -
No. 27
Timing Marks Timing Marks
• Crank to Cam Idler A closer view shows the timing marks between the cam and
cam idler which require alignment at assembly. There are similar
• Cam Idler to Cam
crank-to-cam idler marks which require alignment as well.
LERV7410 27
HEUI System -
3126B
No. 28
Camshaft & Gear Camshaft & Gear
• Raised Surfaces Added Shown is the back-side of the cam and gear out of the engine.
for Speed Timing We’ve marked with chalk the raised machined surfaces which
Sensor Signal
the speed / timing sensors read in determining the engine’s
• No Injector Lobe timing reference. The speed / timing sensors are described in
much more detail in the electronics section.
• Serviceable
Components The new camshaft has wider cam lobes. Because the
• Valve Timing Events
hydraulics is powering our fuel system, we’ve eliminated the
Same as Exhaust injector lobe and you see only two lobes per cylinder for the
Brake 3116 intake and exhaust valves. This is a hardened steel camshaft.
MUI Camshaft
The gear is pressed-on and located by a key. All components
• Won’t Run Backwards
are serviceable.
• The Hydraulic System
Won’t Build Pressure Speaker:
Point out the 3 raised machine surfaces.
NOTE: All 3100 HEUI engines are Exhaust Brake Capable

(including cam, springs, etc...)
28 LERV7410
3126B HEUI System
No. 29
Water Pump Cooling System - Water Pump
• Dedicated Belt-driven We’ve repeated our successes with the 3116 MUI pressurized
engine cooling system and shown here is the externally
• Same as 3116 MUI
Pump
mounted water pump. It is driven by a dedicated belt off the
crankshaft and is the same pump on all 3116/3126 MUI or
HEUI engines. There are different pulley ratios but all truck
engines use the 1.54 which can be any of the following ratios:
1.21, 1.32, 1.42, 1.54.
Coolant enters the pump through the bottom inlet. The bypass
hose on the top of the pump feeds return water to the pump
while the engine is still warming up. The shunt line provides
constant flow of coolant through the water pump to prevent
cavitation.
LERV7410 29
HEUI System -
3126B
No. 30
Water Pump Water Pump - Disassembled

Disassembly
The water pump is serviceable and this picture points this
• Recommend Reman out. The impeller is gray iron and pressed-on, Caterpillar
Pump for Service recommends a remanufactured pump if problems are found.
30 LERV7410
3126B HEUI System -
No. 31
Crankshaft Crankshaft Pulley & Damper

Pulley & Damper
3100 HEUI engines utilize either a viscous damper or a rubber
• Viscous or Rubber damper. In this photo, the water pump belt tensioner can also
Dampers Available be clearly seen.
• Water Pump Belt
Tensioner Also
Shown Here
LERV0371 31
HEUI System -
3126B
No. 32
Exhaust Manifold Exhaust Manifold
• Cast Iron The exhaust manifold has some minor design changes on
the 3126B, these changes increase exhaust flow efficiency.
• 3-Piece Manifolds
on the Majority of
Mounted to the right side of the cylinder head is the cast-iron
HEUI Ratings exhaust manifold. Primarily a 3-piece manifold, it is used for all
truck engines with the standard stamped steel gasket.
• Lock Tabs on Bolts
The new composite gasket allows for normal manifold-to-head
motion, without compromising the joint sealing. The 3116 MUI
began using new gaskets in late 1994.
Note also that we use locking tabs on the manifold bolts to

prevent loosening during normal expansion and contraction
of the manifold.
32 LERV0371
3126B HEUI System -
No. 33
Turbochargers Turbocharger
• 3 Types, Depending There are some minor design changes in the turbocharger,
on Rating these changes reduce turbo lag.
• Some Wastegated
The Turbocharger is mounted to the 4-bolt exhaust
• Serviced as 4 Options: manifold flange. HEUI engines will be configured with 1 of 3
- Turbine Housing turbochargers. Either a traditional turbocharger, a single-valve
- Assembly wastegate turbo or a dual valve wastegate turbocharger.
- Cartridge
(Center Section)
- Compressor Housing
- Entire Turbo
Replacement
LERV0371 33
HEUI System -
3126B
No. 34
Turbocharger Turbocharger Types

Types
Wastegates are used to optimize low engine speed
• Wastegate performance while not exceeding turbo speed and cylinder
Standard Turbo: pressure limits at high engine speeds and loads.
170-210 HP
• Single Valve These Turbo’s are serviceable, but only at the level of
Wastegate: cartridges, turbine housing assembly (including the wastegate
230-250 HP components), and compressor housings.
• Dual Valve
Wastegate:
Standard Turbo 170-210 hp
275-300 HP
1. Single Valve Wastegate 230-250 hp
2. Dual Valve Wastegate 275-300 hp
Speaker’s Notes:
The Wastegate is minimally active during typical application -
only during high power and high speed.
34 LERV0371
3126B HEUI System -
No. 35
Dual Valve -
Wastegate
Turbocharger
• “Wastes” a Portion
of the Exhaust Flow
From All 6 Cylinders
LERV0371 35
HEUI System -
3126B
No. 36
Single Valve-
Wastegate
• “Wastes” From Only
3 Cylinders of Exhaust
Flow - Not All 6
36 LERV0371
3126B HEUI System -
No. 37
Cylinder Head Cylinder Head
• New Part Number The 3126B has a newly designed three valve cylinder head,
two intake valves and only one exhaust valve. The intake
• 4 Bolts / Cylinder
manifold was moved to the left side of the cylinder head
making this a cross flow design. The reason for two intake
valves is to increase air flow into the cylinder, lowering nox
gases in the exhaust system. Lowering nox gases also lowers
exhaust emissions.
The cylinder head also has an integral oil rail for injector oil
feed. The injectors are at an angle in the cylinder head to
make room for the two intake valves, but the injector tip is still
located in the center of the cylinder.
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
LERV0371 37
HEUI System -
3126B
No. 38
Cylinder Head Cylinder Head - Components
• Replaceable We’ve spread out the components which are installed on a

Valve Seats head to make it a Head Assembly. The valve seat inserts are
• Replaceable
replaceable as are the valve guides. Also the valves, oil seals,
Valve Guides springs, retainers and the keepers are all serviceable parts.
• Exhaust Brake-Ready Service Note:

Valve lash interval is at first oil change.
• Valve Lash Notes First
Oil Change Interval
.015” Intake Speaker’s Note:
.025” Exhaust 0.015“ intake - and - 0.025 exhaust lash
38 LERV0371
3126B HEUI System -
No. 39
Valve Mechanism
Behind the side cover is the roller follower assembly. Attached

to the side cover with 4 bolts, the shaft and followers are
serviceable and should be inspected for bushing wear if side
covers are removed.
LERV0371 39
HEUI System -
3126B
No. 40
Valve Train Schematic
The followers have also been widened to increase surface

contact between camshaft and followers, decreasing
camshaft wear.
40 LERV0371
3126B HEUI System -
No. 41
Service Tip: Longer Push Rods w / HEUI

3126B / 3116 HEUI
Pushrod Is Not the
Here is a HEUI pushrod shown alongside an MUI pushrod. The
Same Pushrod as a
Similar-Looking 3116 HEUI pushrod is 3.6 mm longer than the MUI, and it is also
MUI Pushrod Installed made slightly different, just so it wouldn’t be easy to confuse.
on Some Older Engines
LERV0371 41
HEUI System -
3126B
No. 42
Side Cover / Side Cover Assembly

Lifters
Removing the side cover, we’ve shown an assembly, as well as
• Serviceable all of the components which make up the assembly. All parts
are serviceable here and once your pushrods are removed, this
• Roller Bushing should
be Inspected If This
side cover comes off to allow inspection and/or repair.
Area Is Serviced
NOTE: Yellow paint on a Caterpillar bolt head designates
it as a critical joint, which has been properly torqued.
42 LERV0371
3126B HEUI System -
No. 43
3126B Injector Sleeve
The 3126B no longer has the brass injector sleeve. It now uses
a stainless steel replaceable sleeve. This sleeve is similar to
the C-10 and C-12 injector sleeve.
LERV0371 43
HEUI System -
3126B
No. 44
Rocker Arms
With the new design cylinder head and injection system, the
rocker arm assemblies have also been redesigned. On the
3126B engine the rocker arm assembly can be removed as
one complete unit, unlike the 3116/3126 which were individual
units per cylinder. There is a one piece shaft running through
the center of all the rocker arms. The rocker arm for the intake
valves is designed to open two intake valves, where the
exhaust rocker arm is for one valve.
44 LERV0371
3126B HEUI System -
No. 45
Injector Sleeve Injector Sleeve - R & I
• New Tools “Hands On” With the new stainless steel injector sleeve replacement is
Demonstration easier and faster. The entire process for sleeve replacement is
described in the Disassemble and Assemble manual for sleeves
without the threads cut in to the sleeve itself. Some of the early
engines were built with this style sleeve.
A new design sleeve has been released which already has the
threads cut into the top of the sleeve. This sleeve is similar to
the C-10 and C-12 injector sleeve.
LERV0371 45
HEUI System -
3126B
No. 46
Head Gasket
The cylinder head is separated from the cylinder block by a

non asbestos 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.
46 LERV0371
3126B HEUI System -
No. 47
Inlet Manifold Inlet Manifold
• High Pressure Oil The inlet manifold has been moved to the left side of the
Manifold is Integral cylinder head. The integral oil manifold is located just above
• Oil System Cleanliness
the intake manifold. This integral manifold eliminates the
is Very Important jumper tube design previously used on the 3126. There was
alot of attention directed to the inlet manifold to help improve
air flow to the intake valves and cylinder. The wiring harness
also has a new look. It no longer goes through the rear of the
cylinder head, it has been moved to the front of the head.
LERV0371 47
HEUI System -
3126B
No. 48
HEUI Unit HEUI Unit Injector

Injector
The new design HI300 unit injector no longer uses jumper
• HI300 Angled No tubes for oil supply. The oil is supplied directly to the middle
Longer Uses a Jumper portion of the injector and is sealed by two seal rings. The unit
Tube Design
injector has a top mounted solenoid. The wiring harness has
shared commans between injectors 1 & 2, 3 & 4, and 5 & 6.
The injector also has a new connector for easier removal and
installation of the wiring harness.
48 LERV0371
3126B HEUI System -
No. 49
Thermostats Thermostats
• 3126B Uses Two The 3126B uses two thermostats instead of one like the
Thermostats 3116/3126. This allows for better coolant flow through
• GM Uses Only One
the engine.
Thermostat
NOTE: GM applications use only one thermostat.
LERV0371 49
HEUI System -
3126B
No. 50
Water Pump
There is no change in the water pump or the oil cooler.
50 LERV0371
3126B HEUI System -
No. 51
Oil Fill Oil Fill Tubes
• Two Different Locations Some of the design changes allows the customer to have
a choice of two different locations for the oil fill tube. One
would be in the front timing cover and the other is located
in the valve cover.
LERV0371 51
HEUI System -
3126B
No. 52
Fuel Filter Fuel Filter
• Fuel Filter Since the intake manifold has been moved to the left side
New Location of the engine the fuel filter has been relocated to a higher
• Hand Priming
location. With this change allows easier access for filter
Pump Standard replacement.
A new look has also been added to the 3126B engine, it is the
hand priming pump. The hand priming pump is standard on all
models.
52 LERV0371
3126B HEUI System -
No. 53
High Pressure HEUI Pump

Oil Pump
The HEUI pump has a new look to it and has a slight increase
• Slight Increase in in pump displacement.
Pump Displacement
• IAPCV Relocated
The IAPCV has been moved to the outside of the pump for
for Easier Access easier access of valve replacement. Other than the two
changes the pump is primarily the same.
LERV0371 53
HEUI System -
3126B
No. 54
ECM ECM
• Seventy Pin Connectors The new ADEM III Electronic Control Module is equipped
with two seventy pin connectors. The connectors used on the
• Faster Processor
wiring harness is a Deutsch type. The ECM terminals must be
• ECM Terminals gold in the connector. This ECM also has a faster processor
Must Be Gold allowing for more customer features.
54 LERV0371
3126B HEUI System -
No. 55
Fuel Transfer Fuel Transfer Pump

Pump
Attached with 2 bolts, to the rear of the hydraulic oil pump is
• Not Serviceable - the fuel transfer pump. This pump is very similar to the 3116
Replace Pump MUI fuel transfer pump, but because the governor was
• Two Bolts Fasten
eliminated, the components are repackaged here.
Fuel Pump to
Hydraulic Pump
LERV0371 55
HEUI System -
3126B
No. 56
Injection Actuation Pressure Control Valve (IAPCV)
Critical to system operation.
Dumps pressure immediately when engine is shutdown.

Service Kit available for “*” components (9 x 1484) operation
of the IAPCV will be described in the HEUI Fuel Systems
portion of this manual.
1. Back up O-ring *
2. O-ring*
3. O-ring*
4. Solenoid
5. Spacer*
6. Nut
7. Valve
56 LERV0371
3126B HEUI System -
No. 57
Crow’s Foot for Removal / Installation of IAPCV
NOTE: Stem of valve is hollow and bending it will damage

its function.
Remove stamped nut retaining the IAPCV.
Spacer slides off.
Solenoid assembly slides off.
Installation torque of nut is 5.5 Nm (4 lb ft).
LERV0371 57
HEUI System -
3126B
No. 58
Dual Speed / Timing Sensors
Redundant sensors to significantly reduce

“dead-on-road” potential.
Magnetic pick-up
(passive sensor-versus-active sensor - improved reliability).
Serviced as a pair.
58 LERV0371
3126B HEUI System -
No. 59
Speed / Timing Sensors Location
Engine left side, below hydraulic oil pump.
LERV0371 59
HEUI System -
3126B
No. 60
Speed / Timing Sensors - Connector
Non-traditional type of connector. Squeeze the wire to release

connector. Try it in the classroom first!!
60 LERV0371
3126B HEUI System -
No. 61
The following presentation covers the operation of the HEUI

fuel system mechanical components, and briefly describes
electronic functions. Detailed operation and troubleshooting of
related electronic components and system troubleshooting will
be covered in a separate presentation.
LERV0371 61
HEUI System -
3126B
No. 62
Caterpillar currently uses several types of fuel systems.

The use of different systems for different engines is largely
due to the evolution of fuel system technology.
The systems in use today in chronological order are:
Pump & Lines - used on all 3200, 3300 and 3400 engines
except 3406E EUI.
MUI - mechanically actuated / mechanically controlled unit
injectors. Used on all 3116 and all 3500 engines prior
to EUI.
EUI - mechanically actuated / electronically controlled unit
injectors. Used on 3176, 3406E and newer 3500
engines.
We are now introducing HEUI on the 3116/3126 engines. This

is a complete new system based on the latest technology.
HEUI stands for:

Hydraulically actuated / Electronically controlled Unit Injector.
In order to understand how the HEUI system is different, let’s

quickly review how the other systems work.
62 LERV0371
3126B HEUI System -
No. 63
The most common fuel system used on heavy duty diesel engines
is the multiple plunger direct injection system. Direct injection
means the nozzle sprays fuel directly into the combustion chamber
rather than through a prechamber. Direct injection systems offer
improved performance, emissions and economy, but require
higher injection pressures and better control of fuel atomization.
This system has three main components:
• Multiple plunger pump

• High pressure fuel lines
• Injection nozzles
The pump housing contains a cam actuated plunger and barrel

assembly for each engine cylinder. The plunger and barrel
pressurizes and meters the precise amount of fuel needed for
each cylinder. The high pressure fuel pulse is mechanically
timed so that it travels through the high pressure fuel line and
opens the injection nozzle at the right time. The injector nozzle
serves as a high pressure check valve which atomizes the high
pressure fuel for combustion and prevents residual fuel from
leaking into the cylinder.
Pump and lines systems are very reliable and durable, but are
structurally limited to about 18,000 psi maximum injection
pressure. They also have limited injection timing and injection
rate capabilities. Current engine emissions and performance
requirements demand injection pressures in excess of 20,000 psi
and greater timer flexibility.
LERV0371 63
HEUI System -
3126B
No. 64
The mechanical unit injector system was used once only on

very large bore engines to eliminate the need for long high
pressure lines and the related problems inherent with
controlling pressures in these lines. The mechanical unit
injector contains a nozzle assembly which performs the same
function as a fuel injection nozzle. It also contains a plunger
and barrel to pressurize and meter the fuel for that cylinder.
The plunger is actuated by a mechanical drive train. This drive
train requires an additional cam lobe, lifter, push rod and
rocker arm for each cylinder.
Fuel is metered by a helix type plunger in the unit injector,

which is controlled by mechanical linkage to the governor. The
major advantage of this system is the elimination of the high
pressure fuel lines. However, the ability to precisely meter the
fuel for varying conditions is limited by the capabilities of the
mechanical governor.
64 LERV0371
3126B HEUI System -
No. 65
The Electronically Controlled Mechanically Actuated Unit

Injector has some additional advantages. While this system
still requires a mechanical valve train to actuate the plunger,
the fuel is metered electronically by means of a solenoid
operated poppet valve.
PRE-INJECTION
As the plunger moves down during the injection stroke, it closes
off the fill port and pushes fuel out of the plunger cavity. Fuel
flows past the nozzle check, around the poppet valve and out
the spill port to drain.
INJECTION
When the Solenoid is energized, it closes the poppet valve and
blocks the path to drain. The downward travel of the plunger
causes pressure to build and immediately open the nozzle.
Injection continues as long as the solenoid is energized and
the plunger continues its downward stroke.
END OF INJECTION
Injection stops when the solenoid is de-energized and the
poppet valve opens. Fuel now flows around the poppet to
drain. The rapid drop in pressure allows the nozzle check to
close, ending injection.
PLUNGER FILL
As the plunger travels upward, it uncovers the fill port and
draws fuel into the plunger cavity.
LERV0371 65
HEUI System -
3126B
No. 65 continued
There are three major advantages to this system.
First, the start and end of injection can be controlled to occur

at any time during the downward stroke of the plunger. An
electronic control module (ECM) actuates the solenoid
operated spill valve.
Second, this system has higher injection pressure capability

than any other system. The 3406E Injector produces up to
28,000 psi injection pressure for maximum fuel atomization.
Finally, the electronic control can sense road speed, load and
several other inputs to provide better part throttle performance,
improved fuel economy and lower emissions. As with the
multiple plunger system, however, injection pressure is
determined by the speed of the plunger pushing the fuel
through a fixed orifice (the nozzle). There is a direct relationship
between engine speed, plunger speed and the resultant
injection pressure.
It is desirable to achieve maximum injection pressure at peak

torque engine speed. However, since peak torque speed is
less than rated speed, injection pressure is also less. For the
90’s, we need a fuel system that will produce high injection
pressures at any engine load or speed.
Demands for greater fuel economy and lower exhaust

emissions in the 90’s require vastly improved fuel system
performance. The HEUI meets these requirements.
66 LERV0371
3126B HEUI System -
No. 66
RATE CONTROL
The rate of injection can be controlled to meet any engine

condition. Because the HEUI is hydraulically actuated rather
than mechanically actuated, its rate of injection does not
depend on engine speed.
TIMING CONTROL
Both start and end of injection is electronically controlled.

Unlike the EUI, the HEUI plunger does not move until the
solenoid is energized. This means that plunger movement
is not limited to the speed or duration of a cam lobe.
HIGHER INJECTION PRESSURES
An intensifier piston in the HEUI multiples hydraulic force on the

plunger. By varying hydraulic input pressure, injection pressure
can be controlled in a range from 5,400 to 23,500 psi.
Now let’s look at the basic components of the HEUI system.
LERV0371 67
HEUI System -
3126B
No. 67
The HEUI system consists of five major components:
• Electronic Control Module (ECM) and Sensors

• High Pressure Oil Pump, Oil Manifold and Lines
• Fuel Transfer Pump and Lines
• Injection Actuation Pressure Control Valve (IAPCV)
• HEUI Injectors
ELECTRONIC CONTROL MODULE (ECM)
The ECM is a programmable on-board computer which

controls the operation of the entire fuel system as well as other
engine functions. Because the ECM has many more
operational inputs than a mechanical governor, it can
determine optimum fuel rate and injection timing for almost
any condition. Electronic controls such as this are absolutely
essential in meeting the new standards of exhaust emissions
and noise.
Solenoid drivers in the ECM send a precisely controlled

current pulse to the injector solenoid which energizes the
solenoid. The magnetic field created by the solenoid lifts the
poppet valve off its seat which starts the injection cycle. The
timing, duration and current level of this pulse are controlled
by logic circuits in the ECM. Fuel rate is a function of pulse
duration and injection actuation pressure.
68 LERV0371
3126B HEUI System -
No. 67 CONTINUED
HYDRAULIC SUPPLY PUMP
The hydraulic supply pump is a seven piston fixed

displacement axial piston pump. During normal engine
operation, pump output pressure ranges from 6 MPa (870 psi)
to 24 MPa (3500 psi). Output pressure is controlled by the
Injection Actuation Pressure Control Valve (IAPCV) which
dumps excess flow back to the return circuit. Pressures for
specific engine conditions are determined by the ECM. During
cranking, pump pressure is about 6 MPa (870 psi).
FUEL TRANSFER PUMP
The fuel transfer pump is a cam actuated single piston pump

which is mounted on the rear of the high pressure oil pump.
Fuel system pressure is maintained between 58-76 psi during
normal operating conditions under load.
INJECTION ACTUATION PRESSURE CONTROL VALVE (IAPCV)
The IAPCV is an electrically operated dump valve which

closely controls pump output pressure by dumping excess
flow to the return circuit. A variable signal voltage from the
ECM to the IAPCV determines pump output pressure. Pump
pressure can be maintained anywhere between 870 psi and
3500 psi during normal engine operation. Pressure while
cranking a cold engine (below 30 degrees) may be higher than
the normal 870 psi. The reason for this higher pressure during
LERV0371 69
HEUI System -
3126B
No. 67 CONTINUED
cold cranking is because cold oil is thicker and components

in the injector move slower. The higher pressure helps the
injector to fire faster until the viscosity of the oil is reduced.
Due to the oil shearing action of internal engine components,
oil viscosity will drop by over 50% in the first two minutes
after start-up.
HEUI INJECTOR
The injector uses the hydraulic energy of the high pressure oil
to cause injection. The pressure of the incoming oil controls
the speed of the intensifier piston plunger movement, and
therefore, the rate of injection. The amount of fuel injected is
determined by the duration of the pulse from the ECM and
how long it keeps the solenoid energized. As long as the
solenoid is energized and the poppet valve is off its seat, oil
continues to push down the intensifier and plunger until the
intensifier hits the bottom of its bore.
Since the injector is the heart of the system, let’s look at its
operation in detail.
70 LERV0371
3126B HEUI System -
No. 68
The HEUI injector has several different configurations.

The one used on the 3126B is the HI300. This stands for:
Hydraulic Injector (Angled) 300 cubic millimeters per

stroke displacement.
The HEUI is hydraulically actuated by high pressure engine oil

supplied by a fixed displacement axial piston pump. Pump
outlet flow and pressure is controlled by an electronic pressure
relief valve. The HEUI injector has five major components:
SOLENOID
The solenoid is an electromagnet. When the solenoid is

energized, the solenoid creates a very strong magnetic field.
This magnetic field attracts the armature which is connected
to the poppet valve by an armature screw. When the armature
moves toward the solenoid, the armature lifts the poppet valve
off the poppet valve’s lower seat. Energizing the solenoid and
lifting the poppet valve off the poppet valve’s lower seat is the
beginning of the fuel injection process.
LERV0371 71
HEUI System -
3126B
No. 68 CONTINUED
POPPET VALVE
The poppet valve has two positions which are opened and
closed. In the closed position, the poppet is held on the lower
poppet seat by a spring. The closed lower poppet seat
prevents high pressure actuation oil from entering the unit
injector. The open upper poppet seat vents oil in the cavity
that is above the intensifier piston to the atmosphere. The oil is
vented to the atmosphere through the upper portion of the unit
injector. In the open position, the solenoid is energized and the
poppet valve is lifted off the poppet valve’s lower seat. When
the poppet vale is lifted off the poppet valve’s lower seat, the
lower poppet seat opens allowing high pressure actuation oil
to enter the unit injector. When the high pressure actuation oil
enters the unit injector, the high pressure actuation oil pushes
on top of the intensifier piston. The upper poppet seat of the
poppet valve blocks the path to the drain. Blocking the path to
the drain prevents the leakage of high pressure actuation oil
from the unit injector.
72 LERV0371
3126B HEUI System -
No. 68 CONTINUED
INTENSIFIER PISTON
The surface area of the intensifier piston is six times larger

than the surface area of plunger. This larger surface area
provides a multiplication of force. This multiplication of force
allows 24 MPa (3500 psi) of actuation oil to produce 162 MPa
(23500 psi) of fuel injection pressure. When poppet valve
moves away from lower poppet seat high pressure actuation
oil enters the unit injector. When the high pressure actuation
oil enters the unit injector, the high pressure actuation oil
pushes on top of the intensifier piston. Pressure rises on top
of the intensifier piston and the pressure pushes down on the
intensifier piston and plunger. The downward movement of
the plunger pressurizes the fuel in the plunger cavity. The
pressurized fuel in the plunger cavity causes the nozzle
assembly to open. When the nozzle assembly opens, the fuel
delivery into the combustion chamber begins. A large O-ring
around the intensifier piston separates the oil above the
intensifier piston from the fuel below the intensifier piston.
BARREL
The barrel is the cylinder that holds the plunger. The plunger
moves inside the barrel. The plunger and barrel together act
as a pump. Both the plunger and the barrel are precision
components that have a working clearance of only 0.0025 mm
(.00010 inch). These tight clearances are required in order to
produce injection pressures over 162 MPa (23500 psi) without
excessive leakage. Note: A small amount of leakage is
required in order to lubricate the plunger which prevents wear.
LERV0371 73
HEUI System -
3126B
No. 68 CONTINUED
The barrel also contains the PRIME spill port. The PRIME spill
port is a small hole with a high precision tolerance. The PRIME
spill port is machined through the side of the barrel into the
plunger. This port momentarily vents fuel injection pressure
during the downward stroke of the plunger.
NOZZLE ASSEMBLY
The nozzle assembly is similar to all other unit injector’s nozzle

assemblies. Fuel that has been pressurized to the injection
pressure flows from the plunger cavity through a passage in
the nozzle to th nozzle tip. Fuel flow out of the tip is stopped
by the check, which covers the tip orifice holes in the end of
the tip. The force of a spring holds the check down in the
closed position. This prevents the leakage of fuel out of
combustion gas into the unit injector when the cylinder fires.
74 LERV0371
3126B HEUI System -
No. 69
There are five stages of injection with the HEUI:
• Pre-Injection
• Pilot Injection
• Delay
• Main Injection
• End of Injection
LERV0371 75
HEUI System -
3126B
No. 70
During pre-injection, all internal components have returned to

their spring loaded (non-actuated) position. The solenoid is not
energized and the lower poppet seat is closed. When the
lower poppet seat is closed, the lower poppet seat blocks high
pressure actuation oil from entering the unit injector. The
plunger and the intensifier piston are at the top of the bore and
the plunger cavity is full of fuel. Fuel pressure in the plunger
cavity is equal to the fuel supply pressure. The fuel supply
pressure is approximately 450 kPa (65 psi).
76 LERV0371
3126B HEUI System -
No. 71
Pilot Injection (PRIME)
The 3126B diesel engine fuel system has a unique feature that is
called PRIME. PRe-Injection MEtering (PRIME) is a feature that
offers a significant benefit in lower emissions. Also, PRIME
offers a significant benefit in reducing combustion noise. While
other fuel systems deliver a single large quantity of fuel into the
combustion chamber, PRIME injectors break the delivery into
two separate quantities. The first quantity is a small pilot
injection which is followed by a short delay. Then, the injector
delivers a large main injection. The pilot injection is intended to
establish a flame front. The pilot injection will help the larger
main injection burn more completely and the pilot injection will
help the larger main injection burn in a controlled manner.
LERV0371 77
HEUI System -
3126B
No. 72
Delay
The PRIME feature produces a small pilot injection that is

followed by a brief delay. The brief delay gives the pilot injection
the time that is required to start burning. The main injection
follows the pilot injection and the main injection is delivered into
the flame front that was established by the pilot injection. The
main injection is immediately ignited. The main injection burns
smoothly and the main injection burns completely. This
complete combustion significantly reduces particulate emission
(soot) and NOx. This complete combustion also reduces
combustion noise from the engine up to 50 percent. This
reduction of combustion noise from the engine results in
noticeably quieter engine operation.
78 LERV0371
3126B HEUI System -
No. 73
Main Injection
While the solenoid is energized, the poppet valve remains

open. While the poppet valve is open, high pressure oil
continues to flow. The flow of the high pressure oil pushes
downward on the intensifier piston and the plunger. The
injection pressure fluctuates between 34 MPa (5000 psi) and
162 MPa (23500 psi). The injection pressure depends on the
engine’s requirements. Injection continues until either the
solenoid is de-energized or the intensifier piston hits the
bottom of the bore. When the solenoid is de-energized, the
poppet spring is allowed to close the poppet valve. When the
poppet valve closes, high pressure oil is shut off.
LERV0371 79
HEUI System -
3126B
No. 74
End of Injection
The end of the injection cycle begins when the ECM stops the
current to the unit injector solenoid. The magnetic field of the
solenoid breaks down and the magnetic field is unable to
overcome the spring force of the poppet. The poppet returns to
the lower poppet seat which closes the poppet valve. When the
poppet valve closes, high pressure oil is stopped from entering
the unit injector. As the lower poppet seat closes, the upper
poppet seat opens to the drain. When the upper poppet seat
opens to the drain, the actuation pressure of the oil drops off.
Fuel injection pressure under the plunger exerts an upward

force on the plunger and the intensifier piston. As the pressure
of the actuation oil above the intensifier piston drops off, the
downward force on the intensifier piston drops off. The upward
force of the fuel injection pressure under the plunger suddenly
becomes greater than the downward force on the intensifier
piston. The downward motion of the intensifier piston and the
plunger stops.
The exhaust oil on top of the intensifier piston can flow to the
drain through the open upper poppet seat. Then, the oil flows
through a vent hole to the rocker arm compartment under the
valve cover.
80 LERV0371
3126B HEUI System -
No. 74 CONTINUED
When the downward travel of the plunger stops, fuel flow also
stops. While the check is still open, the remaining fuel pressure
pushes a small amount of fuel out of the orifice holes. This
causes a large pressure drop which lowers injection pressure
below Valve Closing Pressure (VCP). Spring tension on the
check now reseats the check into the tip and injection stops.
When the check closes, injection stops. When injection stops,

the fill cycle starts. The area above the intensifier piston cavity
is open to atmospheric pressure through the upper poppet
seat. Pressure drops very rapidly in the cavity above the
intensifier piston to near zero. The return spring of the plunger
pushes up on the intensifier piston. As the plunger and the
intensifier piston move upward, oil is forced around the upper
poppet seat. After the oil is forced around the upper poppet
seat, the oil is forced out of a vent hole.
As the plunger rises, pressure in the plunger cavity also drops

to near zero. The fuel supply pressure is 450 kPa (65 psi). Fuel
supply pressure unseats the plunger fill check in order to fill
the plunger cavity with fuel. When the intensifier piston is
pushed to the top of the bore, the fill cycle ends. When the fill
cycle ends, the plunger cavity is full and the inlet fill check ball
is reseated. Pressure above the intensifier piston and the
poppet chamber is zero. The fuel injection cycle is complete
and the unit injector is ready to begin again. The unit injector
is now back in the pre-injection cycle.
LERV0371 81
HEUI System -
3126B
No. 75
The HEUI Hydraulic Pump has three major components:
• Hydraulic Supply Pump

• Injection Actuation Pressure Control Valve
• Fuel Transfer Pump
HYDRAULIC SUPPLY PUMP
The hydraulic force required to actuate the injectors is

supplied by a seven piston, fixed displacement axial piston
pump. This gear driven pump is located on the left side of the
engine and draws inlet oil from the engine lube system. The
canister on the top of the pump is a reservoir which prevents
the pump from losing prime when the engine is shut off. This
reservoir is not a filter and should not be removed. It fills
automatically during engine operation.
Pump outlet pressure is supplied through a steel tube to the

oil manifold which is located next to the inlet manifold. Short
jumper tubes connect each injector to the oil manifold. All
injectors have a constant supply of high pressure oil while the
engine is running.
During normal engine operation, pump output pressure ranges

from 870 psi to 3,500 psi. Outlet pressure is controlled by the
Injection Actuation Pressure Control Valve (IAPCV) which
82 LERV0371
3126B HEUI System -
No. 75 CONTINUED
dumps excess flow back to the return circuit. The IAPCV is an

electrically operated variable dump valve which is controlled
by an electrical current from the ECM. Pressures for specific
engine conditions are determined by the ECM. During
cranking, pump pressure is about 870 psi.
The pump also has an auxiliary relief valve which opens at

30 MPa (4,350 psi). This valve opens only if the IAPCV would fail
in the closed position resulting in a pump over pressure. The
changes of the IAPCV failing in this manner are extremely remote.
FUEL TRANSFER PUMP
The fuel transfer pump is a cam actuated single piston pump

which is mounted on the rear of the high pressure oil pump.
Fuel system pressure is maintained between 58-76 psi at
normal operating speed and 58-63 psi at idle. The internal
components of this pump are very similar to those used on the
3116 MUI, but the exterior housing is different. This pump is
not serviceable and is replaced as a unit.
INJECTION ACTUATION PRESSURE CONTROL VALVE (IAPCV)
The injection pressure produced by the injectors is directly

controlled by the oil pressure supplied to the injectors. The
pressure oil from the pump acts on the intensifier piston which
has 6 times the surface area of the plunger. This hydraulic
advantage produces an injection pressure roughly 6 times
pump pressure.
LERV0371 83
HEUI System -
3126B
No. 75 CONTINUED
The IAPCV is an electrically operated dump valve which

closely controls pump outlet pressure by dumping excess flow
to the return circuit. A variable current from the ECM to the
IAPCV determines pump outlet pressure. Pump pressure can
be maintained anywhere between 6 MPa (870 psi) and 24 MPa
(3,500 psi) during normal engine operation.
Let’s look at the operation of the valve in more detail.
84 LERV0371
3126B HEUI System -
No. 76
The IAPCV is located on the inboard side of the hydraulic

pump, between the pump and the engine block. The IAPCV is
an electrically controlled pilot operated pressure control valve.
This valve is required to two reasons.
FIrst, the pump is fixed displacement. As engine rpm

increases, pump flow increases. There are many conditions
where pump flow is much greater than what is required by the
injectors. This excess flow must be dumped to drain with
precision and very fast response time.
Second, a variable displacement pump would eliminate excess

pump flow, but could not react to pressure and speed
changes fast enough. This would result in pressure overshoot
and undershoot during rapidly changing pressure demands.
The IAPCV and fixed displacement pump can maintain the

desired actuation pressure regardless of variations in engine
rpm and pump flow.
LERV0371 85
HEUI System -
3126B
No. 76 CONTINUED
The basic components of the IAPCV are the:
• Cage
• Spool
• Spool Spring
• Poppet
• Push Pin
• Armature
• Solenoid
• Spool Edge Filter
The IAPCV operates by using a variable electrical signal from

the ECM to create a magnetic filed in the solenoid. This
magnetic field acts on the iron armature and generates a
mechanical force; pushing the armature to the right. This force
is transmitted through a push pin to the small poppet valve.
The mechanical force trying to hold the poppet closed is

opposed by reduced hydraulic pressure inside the valve trying
to open the poppet. This reduced hydraulic pressure will
increase until the two forces are in equilibrium. The more
current supplied to the solenoid, the higher the resultant
hydraulic pressure. Less current results in lower pressure.
86 LERV0371
3126B HEUI System -
No. 76 CONTINUED
The reduced pressure inside the valve is combined with spring

pressure and acts on the spool to push it to the right and
close off the drain ports in the cage. Pump pressure acts on
the drain ports. These hydraulic forces also reach equilibrium.
The net result is that pump pressure is controlled by the

electrical signal to the solenoid.
OPERATION-ENGINE OFF
The illustration above shows the position of the spool with the
engine off. With no hydraulic pressure, the spring pushes the
spool all the way to the right, closing off the drain ports.
Instructor Note:
The plug in the end of the cage and the “trumpet” shaped
edge filter on the end of the cage may not be present on some
later valves. Either design of IAPCV is acceptable and
interchangeable.
LERV0371 87
HEUI System -
3126B
No. 77
OPERATION-ENGINE START UP
Approximately 6 MPa (870 psi) of oil pressure is required to fire

the injector during start-up. This low actuation pressure generates
a very low injection pressure. The low injection pressure causes
the nozzle check to open and close rapidly, putting small squirts
of fuel into the combustion chamber which aids starting.
In order to start the engine quickly, the actuation pressure must

rise quickly. Since the pump is being turned at engine cranking
rpm, pump flow is very low. The ECM sends a strong current to
the IAPCV solenoid to hold the spool closed and block all flow
to drain until the 870 psi is reached. The injectors are not fired
until the 870 psi actuation pressure is reached.
Once the injectors begin to fire, the ECM controls the current
to the IAPCV to maintain 870 psi until the engine starts. The
ECM monitors actuation pressure through the Injection
Actuation Pressure Sensor located in the oil manifold. This is a
closed loop system. The ECM determines the desired pressure
based on several inputs, and sends a predetermined current to
the IAPCV. The ECM also compares the desired pressure to
the actual pressure in the manifold and makes adjustments to
IAPCV current levels to achieve the desired pressure.
OIL FLOW - ENGINE CRANKING
88 LERV0371
3126B HEUI System -
No. 77 CONTINUED
Pump outlet pressure (red) enters the end of the cage and a
small amount of oil flows into the spool chamber (orange)
through the edge filter and control orifice in the end of the spool.
The current from the ECM causes the solenoid to generate a
magnetic field which pushes the armature to the right. The
armature exerts a force on the push pin and poppet holding the
poppet closed allowing spool chamber pressure to build. The
combination of spool spring force and spool chamber pressure
hold the spool to the right closing the drain ports. All pump flow
is directed to the oil manifold until 870 psi is reached.
LERV0371 89
HEUI System -
3126B
No. 78
OPERATION - ENGINE RUNNING
Once the engine starts, the ECM controls the current to the
IAPCV to maintain the desired actuation pressure. The Injection
Actuation Pressure Sensor monitors actuation pressure in the oil
manifold, and the ECM compares actual pressure to desired
pressure. If these pressures do not match, the ECM adjusts the
current level to the IAPCV to compensate.
OIL FLOW - ENGINE RUNNING
Pump outlet pressure (red) enters the end of the cage and a
small amount of oil flows into the spool chamber (orange)
through the edge filter and control orifice in the spool. The
pressure in the spool chamber is controlled by adjusting the
force on the poppet and allowing it to bleed off some of the oil
in the spool chamber. The force on the poppet is controlled by
the strength of the magnetic field produced from the electrical
signal from the ECM. The spool responds to pressure changes
in the spool chamber (left side of the spool) by changing
positions to maintain a force balance between the right and
left side of the spool. The spool position determines how
much area of the drain ports are open.
90 LERV0371
3126B HEUI System -
No. 78 CONTINUED
The drain port open area controls how much oil is bled off
from the pump outlet and maintains the desired rail pressure.
The process of responding to pressure changes on either side
of the spool occurs so rapidly that the spool is held in a
partially open position and pump outlet pressure is closely
controlled. The IAPCV allows infinitely variable control of pump
outlet pressure between 870 psi and 3,500 psi.
LERV0371 91
HEUI System -
3126B
No. 79
SUMMARY
This completes the description of component operation.

Let’s briefly review the system as a whole.
Engine oil is drawn from the sump by the engine oil pump and
flows through the oil filter and oil cooler to the high pressure
supply pump.
The supply pump pressurizes the oil to between 870 and

3,500 psi. Pump outlet pressure is determined by the Injection
Actuation Pressure Control Valve (IAPCV) which dumps all
excess oil to drain. The pressure maintained by the IAPCV is
determined by a variable electrical current supplied by the
Electrical Control Module (ECM).
A constant supply of high pressure oil is provided to a

common oil manifold and jumper tubes to each injector while
the engine is running.
To fire an injector, the ECM sends a signal to the injector

solenoid causing it to energize and create a magnetic field. The
magnetic field attracts the injector armature causing the injector
poppet valve to lift off its seat. High pressure oil from the oil
manifold then enters the injector causing injection to occur.
Injection stops when the ECM terminates the current to the

solenoid. The magnetic field quickly dissipates and the poppet
spring causes the poppet to close. The lower poppet seat
blocks additional high pressure oil from entering the injector
and opens the upper seat to drain.
92 LERV0371
3126B HEUI System -
No. 79 CONTINUED
Downward force on the intensifier piston is eliminated and

injection pressure under the plunger stops the downward
travel of the plunger.
Pressure in the nozzle tries to flow backward into the plunger

cavity. The Reverse Flow Check (RFC) closes and prevents
this reverse flow.
Pressure decays in the nozzle and quickly reaches Valve

Closing Pressure (VCP). The nozzle check closes and injection
is complete.
With the upper poppet seat open, the plunger spring pushes the
plunger and intensifier piston to the top of the piston bore. As the
plunger travels upward, the inlet fill check unseats and allows the
plunger cavity to refill. The Reverse Flow Check remains closed,
preventing fuel from being siphoned from the nozzle.
SUMMARY
This completes the basic system operation of the HEUI. No

other diesel fuel system in the world offers the flexibility and
performance of this system. The ability to control rate of
injection, timing, and injection pressure make the HEUI fuel
system unique, and serves as an outstanding example of
Caterpillar’s leadership in fuel system technology.
END OF PRESENTATION
LERV0371 93

Caterpillar Engine Service Training: 3126B HEUI Update

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Caterpillar Engine Service Training: 3126B HEUI Update

Uploaded by

Copyright:

Available Formats

®

Caterpillar Engine Service Training

Background: This package contains information on mechanical features and

Objectives: After learning the information in this presentation, the service

1. Identify component location for 3126B HEUI engines.

2. Identify new features on 3126B HEUI.

3. Understand fuel system operation on 3126B HEUI.

4. Understand differences between 3126 and 3126B HEUI.

References: 3126B HEUI Service Manual RENR1271

Approximate Time: 8 hours

Cylinder Block - Cylinder Block - Front & Right

Cylinder Block - Cylinder Block - Front & Left

Block - Block - Cam Bearings

Block - Block - Lower End - Main Bearings

Piston Piston Cooling Jets

• 3116 MUI Has a

Piston Piston Cooling Jets

• Re-grindable This re-grindable crankshaft is a steel forging with induction-

• Articulated The 2-piece “articulated piston”, is similar to the heavy-duty

Piston Rings Piston Rings

Connecting Rod Connecting Rod

Lube System - Lube System - Schematic

Lube - Oil Pump Lube - Oil Pump

• Similar to This positive displacement, gear-type pump is positioned low

NOTE: The MUI gears are 30 mm long, so the 3 mm increase

Oil Pump Oil Pump / Suction Tube Removal

• Serviceable If troubleshooting for low oil pressure, an area to include is

Oil Pressure Oil Pressure Specifications

Oil Manifold Oil Manifold - Pressure Measurement

Oil Manifold Oil Manifold Options

Oil Cooler Oil Cooler

• 9-Layer As mentioned earlier, here is the 9 layer plate-type cooler

Oil Cooler Oil Cooler - Components

This is a pressure controlled bypass valve and opens up

Oil Filter Oil Filter - Notes

Oil Pan Oil Pan

Fuel Return Line Fuel Return Line

Flywheel / Flywheel / Housing

Rear Crank Seal Rear Crank Seal

• The parts-service sleeve includes the installation sleeve

Front Crank Seal Front Crank Seal

Front - Gear Front - Gear Train

• Oil Pump Idler

Timing Marks Timing Marks

Camshaft & Gear Camshaft & Gear

NOTE: All 3100 HEUI engines are Exhaust Brake Capable

Water Pump Cooling System - Water Pump

Water Pump Water Pump - Disassembled

Crankshaft Crankshaft Pulley & Damper

Exhaust Manifold Exhaust Manifold

Note also that we use locking tabs on the manifold bolts to

Turbocharger Turbocharger Types

Cylinder Head Cylinder Head

The engines are equipped with an electric heater that is located

Cylinder Head Cylinder Head - Components

• Replaceable We’ve spread out the components which are installed on a

• Exhaust Brake-Ready Service Note:

Behind the side cover is the roller follower assembly. Attached

Valve Train Schematic

The followers have also been widened to increase surface

Service Tip: Longer Push Rods w / HEUI

Side Cover / Side Cover Assembly

3126B Injector Sleeve