Lesson 4 - MR Fuel

ACERT™ 2007
Medium Duty Fuel System
GLOBAL MANPOWER DEVELOPMENT
2007ACERT™_L04.ppt 1
Cat Common Rail Fuel System
Pressure Relief
Fuel Valve
High Pressure Rail
Fuel Sensor
2μ
10μ
To CRS
ULSD
System Injectors
A basic schematic of the Caterpillar Common Rail fuel system shows a high pressure
pump, a high pressure fuel manifold (or “rail”) and an electronically controlled injector for
each cylinder. These are all connected with steel lines that see high pressure as well. The
high pressure fuel pump is located in the same general location as the previous HEUI
HEP10 pump and is roughly the same size and shape. Instead of pressurizing engine oil
however, this pump draws fuel and brings it up to injection pressure. Fuel at injection
pressure is sent to the rail where it is made available to each of the individual injectors.
Each injector draws from the rail via a high pressure pipe. Since the rail is charged with
fuel at injection pressure at all times, the injectors have the ability to draw on this
pressurized fuel at any time. An ECM command to the appropriate injector at the
appropriate time causes it to open and fuel is injected into the cylinder. When the ECM
turns off the signal to the injector, fuel injection ceases.
Fuel System Function
1. Pump raises pressure 2. ECM tells injector when to fire
Pump pressure = 27,500 PSI
6. Do it again!
5. ECM tells pump

to increase volume 3. Rail pressure drops
to correct pressure
4. ECM detects
pressure drop
Let’s look at how this closed loop common rail injection system functions. As the injector
solenoid is actuated and an injector sprays fuel, a pressure drop occurs in the fuel manifold.
This pressure drop is registered by the ECM from a signal sent by the pressure sensor in the
fuel manifold. The ECM sends a requirement for an increase in delivery volume from the
pump to return the rail pressure to the desired pressure.
When the pressure sensor informs the ECM that the desired pressure is correct, the ECM
then causes the solenoid valve on the pump to reduce fuel volume. This cycle takes place
every time an injection takes place.
Common Rail Fuel System
Things to Remember
• 190MPa = 27,558 PSI System Pressure
• It’s Always There!
• 230MPa = 33,800 PSI Pressure Relief Valve
Setting
• Single use Fuel lines
• NO “Cracking” lines to bleed them
• Cleanliness Cleanliness Cleanliness
Cleanliness Cleanliness Cleanliness
Hand Hydraulic Pump & Valve
Capable of 3,000psi
Hotdog Simulates Finger
Nozzle Aimed at Hotdog
Red ATF Used for Visibility
Full Pressure & Valve Released
Splatter On Plexiglass, Hotdog
Knocked Over
Hotdog Torn & Perforated
Hotdog In Rescue Glove
Hotdog Placed into Rescue Glove
Penetrated In 2 of 3 Trials
Glove was Penetrated in 2 of 3 Trials
ATF Injected Into Hotdog
Note Red ATF injected into Hotdog
Glove Dislodged & Splatter
Hydraulic Injection Injury
Finger Injured by Hydraulic Injection
Penetration Wound
Penetration Wound
Penetration Wound
Required Incision
Scar
No
Reusing
Fuel
Lines
Main Component Review

• Common High Pressure Rail
• Supply Lines
• Quill Lines
• Pressure Release Valve
• Injectors
• High Pressure Fuel Pump
• Primary/Secondary Filters
Main Component Review
Components:
• Common High Pressure Rail
• Injectors
•High Pressure Fuel Pump
•Primary/Secondary Filter
•Supply Lines
•Quill Lines
•Pressure Release Valve
Cat Common Rail
Cat Common Rail Fuel System
Fuel rail:
•The rail, highlighted here in blue, contains fuel at about 27,500 PSI.
•The torque of connectors in this system is extremely vital for safety.
•If work ever has to be done on the rail, wait at least 60 seconds after the
engine has stopped for fuel pressure to purge before working on any system
component.
•Verify in ET that the pressure is less than 1 Mpa (145 psi) before working
on the engine.
•On the new high pressure pump the same ET functionality is available from
current production. You can view the desired rail pressure verses actual rail
pressure.
•The rail pressure varies depending on the RPM of the engine at low idle the
rail pressure is about 40 Mpa.(5800psi)
•The maximum rail pressure is 190 Mpa (27,557 psi).
Rail Ends
Rail Pressure Sensor

PRV
Common Rail Fuel Ends
Rail ends:
•The Pressure Release valve is located on the rear of the rail.
•The Pressure Relief Valve is set for 233,000 Kpa, or 33,800 psi.
•Opposite the Pressure Relief Valve (PRV) on the end of the rail closest to
the pump is the rail pressure sensor
•The rail pressure will vary depending on the rpm of the engine. At low idle
rail pressure will be around 5800 psi and maximum rail pressure will be
around 28,000 psi
•2 of the 3 most common places for leaks in the system are the rail pressure
sensor and PRV.
•When changing the PRV valve on the common rail put a pry bar behind the
common rail to keep the bracket from bending when torquing the PRV.
•If the bracket is bent, then the fuel lines won’t line up. And you will then
have to replace the rail and all high pressure lines.
*Instructor Nice to Know
*If the PRV pops there is a problem and it should reset
*The engine must be shut off to reseat the PRV valve right now.
*The PRV is a separate part number from the engine.
Supply Line/Quill Tube
Quill Tube
Supply Line/Quill Tube

Supply line and quill tubes:
•The supply line runs from the common rail to a small tube called a quill
tube.
•The quill tube runs through the engine head and to the injector.
•The quill tube is installed from the outside and has a guide for correct
orientation.
•A nut slides over the end and threads into the engine head to hold it in
place.
•There is an edge filter in the quill tube
•The supply lines have somewhat odd routing to equalize line length and
pressure.
•Fuel supply lines can only be used once. If they are loosened for any reason
they must be replaced.
•Only the supply line that was loosened must be replaced, but if the whole
rail is replaced, then all supply lines are replaced as well.
•The quill tube is the 3rd of the common places for leaks and is easily visible
with dripping.
*There is zero tolerance on bending these lines
Quill Tube/Injector
Quill Tube Bore

Guide
Drain
Quill Tube/Injector
The injector is a CR350 model.

• Since the fuel is already at injection pressure, the CR350 injector acts more
as an on/off control rather than a pumping device.
•The drain allows unused fuel to pass back to the tank.
•In this image of the quill tube, the guide can be seen.
*If the cylinder cutout test reveals a dead injector, you could pull the quill tube out
and squirt some LPS solution down the center of the quill tube to rule out a plugged
edge filter.
Quill Tube and Alignment
Oil Here
--The guide on the quill tube inserts into the alignment notch.
--You should apply some clean, unused engine oil on the quill tube upon reassembly
in the area around the o-ring.
--If the engine oil isn’t applied, then the quill tube can make a new groove and dirt
can end up in the injector.
*The ball keeps the quill tube from spinning while torque is applied.
*If the quill tube edge filter clogs up the injector will behave like a dead injector.
*You can squirt LPS solution or calibration solution down the quill tube to verify
that the quill tube isn’t completely plugged.
*Upon reassembly you should reinstall the injector and torque the injector, then
reinstall the quill tube.
*There is always some leakage between the quill tube and the injector. Any
drainage will drain back to tank.
*The torque value for the Quill Tube Nut is 70 +/- 3 N.m
Common Rail-Cross-Section
Injector Rail &
Lines
Quill
--This image just demonstrates exactly how the quill tube sits inside the cylinder block and
meets the injector.
Common Rail Injector
--This is another image of the CR350 injector.

*There are still trim codes for the CR350 injector. ET can be used to update trim
code files.
*There are different part numbers for injectors and different HorsePower ratings.
The different part numbers ensure proper flow.
Fuel Pump
Pump Solenoid #1
Connector
(from ECM)
High Pressure Outlet
(to Rail) Pump Solenoid #2
Connector
(from ECM)
Oil Inlet
Return to Tank
Low Pressure Inlet
(from 10 μ High Pressure Inlet
Primary Filter)
Low Pressure Outlet

(to 2 μ Filter
& CRS System)
--The high pressure fuel pump will be located on the ECM side of the engine.
•It consists of a fuel transfer pump and the high pressure pump.
•The Fuel Transfer Pump pressurizes the fuel to 620 KPa or 90 psi and the high
pressure pump pressurizes the fuel from 90 psi to 27,500 psi.
•If the CRS is operating, then the Transfer Pump will pressurize the fuel to between
230-280 psi (the maximum pressure is 280 psi.
•The pump is timed with the engine in a 1:1 ratio.
•It is shipped with a timing pin in it that must be removed after installation.
•The pump is timed to the engine to coincide with the injector opening.
•In order to install the high pressure pump, you must have cylinder #1 at Top Dead
Center.
•The fuel pump is outlet metered.
•The high pressure pump has a 600 KPa maximum or 87 psi regulator. At idle there
isn’t enough pressure in the system to get to 600 KPa, however at high idle there is
more than 600 KPa or 87 psi the valve opens and excess fuel flows back to the tank.
The regulator creates backpressure to fill the plungers and an orifice allows constant
air purge and fuel bleed back to tank.
Fuel Pump
Pump Solenoid #1
Connector
(from ECM)
Connector
(from ECM)
Oil Inlet
Return to Tank
Low Pressure Inlet
Primary Filter)
Low Pressure Outlet

(to 2 μ Filter
& CRS System)
(continue 1):
*Instructor nice to know:
*On current ACERT™ engines if the pump solenoids are switched, then the
engines won’t start.
*For ACERT™ 2007 production engines, the ECM will check to see if the
solenoids are switched and if they are then the ECM will automatically fix.
*The ECM will leave the solenoids fixed if this occurs.
*Return to Tank fitting regulates the pump supply backpressure up to 600
KPa.
*Downstream pressure is close to 0 KPa.
*The Pump is timed so that the High Pressure pump fires off the 2 solenoids
which are essentially EUI injectors when the Cam lobe is at it’s maximum
height. We use the speed timing sensors from the engine that monitor the
cam position of the engine. Since we don’t have speed timing sensors on the
pump, we use the ECM reading of the speed sensors for the engine.
*There are currently 2 lobes on the pump (180 degrees apart) to control
opening and closing of the pump solenoids(essentially EUI injector). Each
plunger has 2 lobes that are 90º apart. On production engines, the pump
camshaft will have 3 lobes.
Fuel Pump
Pump Solenoid #1
Connector
(from ECM)
Connector
(from ECM)
Oil Inlet
Return to Tank
Low Pressure Inlet
Primary Filter)
Low Pressure Outlet

(to 2 μ Filter
& CRS System)
(continue 2):
*The pressure is created when the solenoids close.
*The pumps are only on for a small amount of time and the solenoids are
just an on/off signal going to the pump. The rail pressure sensor dictates
when the pump pressurizes.
*We don’t have a way to pin the pump right now because we don’t have a
production pump.
*The relief in the High Pressure Pump is set at 250 psi.
Pump Cutaway
HP
Rail
LP
Supply
Outlet Check
Valves
High Pressure Supply Line
One Time Use Part
Pump Removal
Removal & Installation:

•Since the pump is timed with the engine, removal requires it to be pulled
straight back so the gear will slide out.
•Because of the clearance requirement to move the pump straight back, most
of the surrounding hard lines will have to be removed.
•When installing a pump, the #1 piston must be at top dead center
compression or exhaust stroke.
•The high pressure supply line is a one time use part.
•Be sure to use install a new High Pressure supply line when the pump is
replaced.
•The part numbers for the supply line are different for the C7 and C9.
•The part number for both the C7 and C9 pump is 310-8258.
High Pressure Supply Line
One Time Use Part
Pump Removal (continue):

Pump removal:
•The High Pressure Pump assembly contains both the high pressure pump and the
fuel transfer pump.
•There are a number of hard lines connected to the pump, CRS fuel manifold, and
air compressor which must be removed before the pump can be taken off.
•In addition to the hard lines, the sensor wires and air compressor itself are
obstacles in removal of the high pressure pump.
•The Air compressor is also timed with the engine to help eliminate vibration
issues and contains a timing pin.
•The Air compressor timing pin could fit into 2 slots one is a slot (not the correct
location) and one is a hole (the correct location). If the pin is inserted into the slot
then the pin will not go in all the way, however when inserted into the hole it will
go down all the way.
•The pin should come with the air compressor.
•The timing pin inserts into the oil supply port.
*Instructor Nice to Know:
*If the engine is in chassis you don’t have to completely remove the air compressor.
*The bolts can be removed and the Air Compressor can be rested on the frame rail.
*Then the High Pressure Pump can be then be removed move easily.
Pump Timing
Timing Pin
--This image shows the current location of the timing pin.

--The location of the pin might be changing and if the new pin changes will be
similar in design to the C6.6 timing pin, and will most likely stay with the pump
after installation.
--The double locking timing pin design is currently going through Failure Analysis
to evaluate the possibility of the timing pin falling back into the pump and the
damage that could be done by that occuring.
--For current field follow and production engines, After

pump is
installed, remove timing pin and replace with the correct
plug and seal.
--The Pump is timed to the crankshaft in a 1:1 ratio.
Air Compressor Timing
Remove 8,9
Ensure timing mark on

crankshaft is positioned
between timing marks on
housing
•The Air compressor timing pin could fit into 2 slots one is a slot (not the
correct location) and one is a hole (the correct location). If the pin is
inserted into the slot then the pin will not go in all the way, however when
inserted into the hole it will go down all the way.
•The pin should come with the air compressor.
•The timing pin inserts into the oil supply port.
CRS Off Schematic
--As we begin with the Mid-Range fuel flow schematics, once again you will notice that the
fuel flows will be in the same 3 colors: red, green,and orange. Green fuel is flow pressure,
Orange fuel is between 230-280 psi, and Red is very high pressure fuel at 27,500 psi
(injection pressure).
Notice there are 2 key areas to the fuel schematic: the CRS manifold and the Fuel Enable
Valve. The Fuel Enable valve is the key to getting fuel flows at different pressures to the
right components.
•The fuel flow begins at the fuel tank once again, and the fuel is at a low pressure and it is
shown in Green.
•Fuel is drawn from the fuel tank and flows through the 10 micron primary filter and enters
the CRS manifold.
•The fuel then flows directly to the Fuel Transfer Pump.
•The Fuel Transfer Pump will increase flow to elevate fuel pressure and the fuel will reenter
the CRS Manifold and flow through the Fuel Enable Valve.
•The position of the Fuel Enable Valve allows all fuel to flow to the secondary filter, the High
Pressure Pump, and on to the High Pressure rail and the injectors. The path for fuel to flow to
the ARD is blocked.
•Fuel will leave the Fuel Enable Valve and will flow into the 2 micron secondary fuel filter
and will enter the high pressure pump.
•Filtered fuel enters the HP Pump and the High Pressure Pump pressurizes the fuel to 27,500
psi.
CRS Off Schematic
(continue):
The Fuel is now at injection pressure and enters the high pressure rail and is directed to the
injectors via quill tubes.
•The Pressure Relief Valve (off of the High Pressure Pump) is a combination of check and
orfice or constant bleed orfice. The constant bleed orfice allows fuel to constantly flow from
the High Pressure pump to the tank preventing air from entering the HP pump and causing
cavitation. The check is to reduce pressure spikes that can develop inside the pump.
CRS On Schematic
--The fuel flow once again begins at the tank.

--The fuel is pulled through the 10 micron primary filter and enters the CRS Manifold.
--There is a drilled passage within the CRS manifold that allows all fuel to flow to the FTP.
--The FTP increases flow to elevate pressure up to 280 psi.
--The Fuel now in orange reenters the CRS Manifold and goes through the Fuel Enable Valve.
--The Fuel Enable Valve position in this case, allows fuel to flow to the ARD via the pilot and
main fuel lines
--With the Fuel Enable Valve in this position, the 180 psi regulator comes into play aiding
with the development of fuel pressure for delivery of the ARD head.
--The 180 psi regulator performs the same role as the 160 psi regulator in the HD engine.
--The 69 psi regulator now comes into play with elevated pressures coming from the 180 psi
regulator.
--The excess fuel pressure that is bled off of the regulator is recirculated in the Fuel Transfer
Pump.
--The fuel intented for the injection after leaving the CRS Manifold works exactly as CRS off
for Mid-Range.
Fuel Flow
(1) Return line from pressure relief valve to tank

(2) Solenoid for the fuel pump
(3) High pressure supply line
(4) Fuel injector
(5) Fuel pressure sensor
(6) Fuel rail
(7) Pressure relief valve for the fuel rail
(8) Quill tube
(9) Return line from fuel pump to tank
(10) Pressure relief valve for the fuel pump
(11) Fuel line from secondary filter to fuel pump
(12) Fuel line from transfer pump to fuel filter
(13) Pressure regulator for the drain line
(14) Fuel pump
(15) Transfer pump
(16) Fuel line for the drain back to filter
Fuel Flow
(continue):
(17) Fuel tank

(18) Primary fuel filter
(19) Fuel line from the primary filter to the transfer pump
(20) Speed/timing sensor
(21) Secondary fuel filter
(22) Engine control module (ECM)
Pilot Solenoid Main Solenoid
Fuel Enable
Valve Pilot Fuel
Main Fuel
Air
Compressor Oil
Pressure
Sensor
--The fuel flows from the pump between 230-280 psi to the Second fuel manifold
you see here.
--The Pilot and Main Solenoids are wired in series.
--A lower Pulse Width Modulation current goes to the Pilot Solenoid and a higher
Pulse Width Modulation current goes to the Main Solenoid.
--The Pilot and Main fuel lines run behind the ECM.
--The Fuel Enable Valve is hidden by the Air Compressor but in the picture in the
upper left hand corner the air compressor was removed to clearly see the fuel enable
valve.
--The fuel enable valve directs the fuel to flow to different directions and they are:
from the Fuel Transfer pump, to the cylinder head when the CRS isn’t operating, to
the CRS head and to the cylinder head simultaneously when a regeneration is
occuring, and return to tank.
Fuel Enable Valve
Fuel going to FTP is less Fuel going to CRS Pilot and Main Fuel
than 90 psi Lines is 230-280psi
Fuel returning
from FTP is
230-280 psi
--This is just an iron shot of the fuel lines and the different pressures those fuel lines
contain.
--Let’s take a look at the fuel lines themselves and the pressures those fuel lines
contain.
--Starting at the right hand side:
--The fuel going to the Pilot and Main Lines is between 230-280 psi. Remember
those 2 fuel lines run behind the ECM.
--The fuel going to the Fuel Transfer Pump is less than 90 psi.
--The fuel returning from the Fuel Transfer Pump is approximately 230-280 psi.
ACERT™ 2007
CRS Fuel Flow
CRS Manifold
Pilot Fuel
Main Fuel
--The fuel flows from the tank-- through the primary fuel filter/water separator and
into the fuel manifold pictured here.
CRS Manifold #2
Pilot Fuel
Pressure Sensor
Main Fuel
Pressure Sensor
Pilot Fuel Main Fuel
--The Pilot and Main fuel lines run behind the ECM and exit into view here.
--The Pilot and Main fuel pressure sensors are located here above the flywheel.
--During a regeneration the pilot fuel pressure sensor reading will be higher.
*The MR uses more of the Pilot fuel because the Pilot Fuel provides enough heat to
the ARD head.
*Main Fuel is used occasionally if the Pilot fuel can’t provide enough heat to the
ARD head.
From CRS Manifold #2
Purge Air
Clamps
--The Pilot and Main fuel lines run parallel to the flywheel and have support
brackets for extra stability.
--The Pilot fuel supply is the second fuel line from the top and the Main fuel line is
the third from the top.
CRS Manifold #3
Pilot Main
Purge Air
--The Pilot and Main fuel lines enter the CRS head at this junction
--Purge Air prevents the nozzle from clogging by forcing air through the fuel nozzle
right after a regeneration occurs.
--Purge Air also directs air through the fuel nozzle any time a regeneration isn’t
taking place.
--Purge Air keeps the fuel lines clean.
--The engine exhaust circulates around the CRS head to provide extra heat to help
keep the fuel lines clean.
*The Purge Air on MR comes from boost
*The Purge Air flows all the time except when the ARD is on.
*Once the regeneration is done, the purge air will kick back on.
ACERT™ 2007
Shop Tips
Rubber Grommets
Rubber Grommets
--Upon reassembly of the fuel system lines make sure you replace the rubber
grommets within the clamps highlighted in red.
--The C7 is pictured here and has 6 clamp assemblies.
--The rubber grommet in the clamp is clearly shown in the image in the lower left
hand corner and the clamp without the rubber grommet is shown in the image in the
lower right hand corner.
--The clamp assemblies are very important and are necessary to minimize the fuel
line vibrations and prevent high pressure leaks.
--The rubber grommet is held to the clamp by epoxy. The strength of the epoxy
bond may vary from assembly to assembly but is sufficient when the parts are new.
--After experiencing the heat and vibration of the engine, the epoxy bond may
deteriorate. However, the grommet cannot fall off while the clamp is assembled on
the engine.
--During servicing of the fuel lines, the grommet may fall off when the clamp
assemblies are removed.
--If the grommet falls off or is missing from the clamp, replace the clamp assembly
with a new part (part number 285-6428).
--The part number 285-6428 is only for 1 half of the clamp
--If the grommet is missing, then the fuel lines will crack and there could be other
wear issues as well.
Rubber Grommets
Rubber Grommets
--The C9 is pictured here and has 8 clamp assemblies.
Rubber Grommets
--The image on the left shows the grommets properly installed and the image on the
right shows the grommets missing.
--
Rubber Grommets
--The image on the left shows the grommets properly installed and the image on the
right shows the grommets missing.
One Time Use Parts
Injector High Pressure Pump High Pressure

Supply Line Supply Line
Shop Tips
• Do not plug any diagnostic tools using shop

air into the fuel system.
• Pressurized air will damage Fuel Transfer

Pump seals that have a tolerance of 10 psi.
• If the Fuel Transfer Pump Seals are damaged,

then the FTP must be replaced.
Adaptive Trim
• Works with E-Trim

• Evaluates Injector every 125 hours of
running
• Must Run “Injector Verification Test”
when replacing an Injector
• Injector can only be adjusted so
much
• -07 Injector Code
ACERT™ 2007
Troubleshooting
Troubleshooting
Basic troubleshooting:
•When a loss of pressure occurs within the system, it is generally due to a
leaking injector or faulty pump.
• Cut-out tests can still be used to check the system components for failed
injectors.
•The operation of this fuel system is different from a fuel system that is
mechanically actuated. The fuel system is free of adjustment.
• Adjustments to the components that are mechanical can not be made.
Changes are made by installing different software on the ECM.
Status Parameters
Electrical Diagnostics
• 651,652,653,654,655,656 – 05,06
• Injector #X current Low, High.
• 157 – 03,04
• Fuel Rail Pressure Voltage High, Low
• 1347, 1347 – 05,06
• Fuel Rail Pump #1, #2 Output Current
Low, High
Events
• 157-07 Fuel Rail Pressure Not

Responding
• Poor performance. Troubleshoot for
Failed Relief Valve, Failed Fuel Pump,
Injector Failure
• 157-15 Fuel Rail Pressure High

• Incorrect timing or slipped gear
1. This event is intended to detect unstable rail pressure conditions that will result in
poor performance (instability) and engine reliability concerns. If the pressure
swings above the relief pressure, damage to the relief can result. This event is
needed to protect the relief. The causes of unstable rail pressure are: failed relief
valve, failed fuel pump, injector failure.
2. To detect a slipped gear, anything that causes the pump timing to be incorrect
A-trim Diagnostics
-02
• Cylinder #X Injector A-trim Data Incorrect
• 20% Engine Derate
• Failed injector Solenoid
-07
• Cylinder #X Injector Not Responding
• A-Trim over maximum or minimum adjustment
-02 data incorrect: electrical problem with injector solenoid itself
New Fuel System Service Tests
• Fuel System Verification Test

• Fuel System Functional Test
• Injector Fuel Delivery Test
--There are three new fuel system service tests that will be coming out and they are:
The Fuel System Functional Test, Fuel System Verification Test, and the Injector
Fuel Delivery Test.
Fuel System Verification Test
Test Purpose:
• Check if seat detection is functioning
• Set a-trim for new injectors
Test Method:
• Run A-Trim sweep
Service:
• Injector, wiring or ECM
--The Fuel System Verification Test checks if the seat detection is functioning
properly by changing the Adaptive Trim or A-Trim on injectors by manipulating
when the injector seats and opens.
--The ECM shuts off the current and measures the injector timing and delivery.
--The Fuel System Verification Test should be run if the following conditions are
met:
•To verify that the Trim-File is correct for that injector
•After an injector is swapped or replaced
• If a new ECM was installed and the injectors are old
•If E-Trim was changed
•A-Trim will run every 5,5,10,20…120 hours unless this test is activated through
ET—then it will run immediately.
•A-Trim will automatically run if E-Trim is run or changed.
Fuel System Verification Test
Test Purpose:
• Check if seat detection is functioning
• Set a-trim for new injectors
Test Method:
• Run A-Trim sweep
Service:
• Injector, wiring or ECM
New Fuel System Service Tests (continue):

Rail pressure high
Run fuel system verification test (if available), if not available pin pump with engine timing/check
pump is timed correctly. If pump was timed incorrectly and is now fixed you are done.
If pump was timed correctly, replace high pressure pump
Rail pressure low
Visually check for external leaks
Perform fuel system low fuel pressure test
Check for leakage from the PRV using a site glass or bucket while running or cranking. IF you have a
PRV leak replace the PRV.
4. If engine will start:
Run Fuel System Verification Test in ET (if available)
Possibly run Verification test in combination with capping procedure (not
available yet in software)
If Verification Test not available…
Check pump timing, correct if wrong then end
Check static leakage value in ET (if available)
If high, replace injectors then end
If low, replace PRV & pump then end
High pressure system is validated. Possible intermittent fuel supply problem.
If engine will not start:
Follow “cranks but does not start” procedure
Rail Pressure Low – PRV Opening
Run Fuel System Verification Test (if available)
If Fuel System Verification not available
Check pump timing
Replace high pressure pump, then check PRV for leakage using a bucket or site glass while
running
Pump (rail pressure) not responding
Perform fuel system low fuel pressure test
Run fuel system verification test in ET (possibly run on test ECM)
Rail Pressure Low & High fuel Leakage (Both codes present)
Same as rail pressure low procedure
--This is the screen shot that you will see when the Fuel System Verification Test.
--There are once again some parameters that must be met before the test can run.
- Time is wrong, it takes 5 minutes not one.
--This is a screen shot of the Fuel System Verification Test Results Screen.
-- Inj 4 needs to replaced
Fuel System Verification Test link at top of results screen will not have a status in
March ET release since it just tell you the the init requirements passed to start test
Fuel System Functional Test
Test Purpose:
• Check if pump gear is installed properly
• Check for fuel leaks at low and high rail pressure
• Check if both fuel pump pistons are functional
Test Method:
• All above checks are done by measuring rail pressure
inflections and thresholds during various pumping events
and momentarily cutting out pumping and injection
Service:
• Low Pressure Fuel System, front gear train, troubleshooting for
leaks, HP pump
- This test will not catch one or two teeth misalignment issues.
--The Fuel System Functional Test is the first guided diagnostic test has 5 separate sub-
tests that will run in sequence.
--The 5 sub-tests are:
Fuel Rail Low and High Pressure Test
Fuel Pump Gear Installation Test
Low and High Rail Pressure Fuel Pump Flow Test
-- Fuel Rail Low Pressure Test will check for low rail pressure fuel leaks by cutting out
pumping around 1 fuel injector while measuring the rail pressure drop and calculating
the fuel quantity leaving the rail and comparing that to the expected valve.
-- Fuel Rail High Pressure Test checks for high rail pressure fuel leaks by cutting out
pumping around 1 fuel injector while measuring the rail pressure drop and calculating
the fuel quantity leaving the rail and comparing that to the expected valve.
--The Fuel Pump Gear Installation Test looks at the rail pr rise inflection at 1deg before
pump tdc
--Fuel pump flow test works by cutting out one fuel injector at a time and measuring the
Rail Pressure rise.
--This is a screen shot for the Fuel System Service Test.
Injector Fuel Delivery Test
Test Purpose:
• Check if each injector is delivering fuel
Test Method:
• Estimate pump static leakage, injector dynamic
leakage, injector total fuel delivery: all by measuring
rail pressure by momentarily cutting out pumping or
injection under known conditions
Service:
• Injector or wiring
Fuel delivery test (this is in addition to the cylinder cut out test and is used to
determine if each injector is delivering
Right fuel qty)
First, measures pump static leakage by cutting out both pumping and injection
momentarily and measuring RP
Second, measures injector dynamic leakage by cutting out pumping around a
fixed duration fuel injection and measuring RP
Finally, estimate each Injector’s total delivery by cutting out pumping around a
fixed fuel qty injection event and measuring RP

Lesson 4 - MR Fuel

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Lesson 4 - MR Fuel

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ACERT™ 2007

Medium Duty Fuel System

GLOBAL MANPOWER DEVELOPMENT

Medium Duty Fuel System

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5. ECM tells pump

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Hotdog Placed into Rescue Glove

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Glove was Penetrated in 2 of 3 Trials

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Note Red ATF injected into Hotdog

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Finger Injured by Hydraulic Injection

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Main Component Review

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Main Component Review

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Cat Common Rail Fuel System

Rail Pressure Sensor

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Common Rail Fuel Ends

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Supply Line/Quill Tube

Quill Tube Bore

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The injector is a CR350 model.

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--This is another image of the CR350 injector.

Low Pressure Outlet

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Low Pressure Outlet

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Low Pressure Outlet

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Removal & Installation:

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Pump Removal (continue):

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--This image shows the current location of the timing pin.

--For current field follow and production engines, After

Ensure timing mark on

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