MACHINE COMPONENTS

SPECIAL TERMS
Mechanism: A component of a machine that transmits or changes motion.
Kinematics: A branch of the science of mechanics that deals with aspects of
motion apart from considerations of mass and force.
Gear: A wheel with teeth that can engage another wheel with teeth: gears work in
pairs to transmit or change motion.
Axial Motion: Motion around an axis, the line around which a wheel rotates.
Spur Gear: A gear with straight teeth parallel to the axis.
Pinion: The smaller members of a pair of gears or the smallest gear of a series:
gear is used to designate the larger member.
Helical Gear: A gear with teeth cut in the shape of a helix.
Herringbone Gear: A helical gear with two sets of teeth at equal but opposite
angles to each other.
Bevel Gear: A gear with teeth slanted at an angle to the plane of the wheel itself.
Worm Gear: A mechanism consisting of a gear that meshes with a worm, a screw
with helical teeth.
Rack and Pinion: A gear mechanism composed of a rack (a straight bar with teeth)
and a pinion (a spur gear).
Cam: A rotating or sliding piece of machinery that acts as part of a pair to impart or
receive motion.
Follower: The other part of a cam mechanism, usually a rod and shaft that receives
and transmits motion from the cam.
Linkage: A mechanism consisting of rods connected to each other by joints that
permit motion.
Spring: An elastic material that returns to its original shape after being forced out of
that shape.
Leaf Spring: A spring made of strips, rather than spiral, of elastic material which is
usually metal.
Ratchet: A mechanism that works with a pawl. The ratchet is a bar or wheel with
inclined teeth; the pawls is usually a rod that can drop between the teeth to permit
motion in only on direction.

1
GEARS AND TRANSMISSIONS
LESSON A
1. GEARS
Gears are often used in series. A series in
gears is called a gear train. See figure 1.
In figure 1, gear a, the driver gear, turns
gear b. Gear c is attached to the side of
gear b and turns with it. As gear b turns,
gear c causes gear d to rotate. Gear d turns gear e. Arrangements of this type
allows large changes in speed or force to be made in relatively small space.

If you look closely at the arrows in figure 1, you

can see that each driven gear turns in the
opposite direction of the gear that drives it.
When it is desire that the figure gear and the
driven turn in the same direction, an idler gears
is put between them. See figure 2.

Figure 2.- ldler gear

Gear trains and series of gears are usually enclosed. In a case that supports the
gear shaft protects the gears from dirt,
and holds, the lubricant that lubricate the
gears. This container is called a gear box
or gear case. See figure 3.

Figure 3.- Gear box (top removed)

2
Gears are used to perform four main functions:
1. Gears are use to change, direction of rotation. As we have already seen,
when two gears are meshed they turn in opposite directions. See figure 4a.
2. Gears are use to magnify or increase, force. When a driver gear is smaller
than the driven gear, the force of the drive gear is increased. See figure 4b.
3. Gears are used to magnify or increased speed. When a driver gear is larger
than the driver gear the speed of the driven gear is increased. See figure 4c.
4. Gears are used to change the angle of rotation. When gears are cut on a
bevel the rotation force of the one shaft can be converted to rotation force on
another shaft that extends at a different angle. See figure 4d.

GEARS AND TRANSMISSIONS

LESSON B
1. TRANSMISSION
The gear box an automobile is called a transmission. Figure 1 shows a simplified
three speed automobile transmisson or gear box. At the left side of the picture is
the clutch shaft. The clutch shaft is rotated by engine. There is a attached to the
Clutch shaft inside the transmission: The gear on the clutch shaft is meshed with
the gear on the countershaft. The countershaft is the shaft at the bottom of the
transmission. When the gear on the clutch shaft turns, it causes all the countershaft
gears to turn.
Now look at the right of the transmission. The shaft at the right is the propeller shaft.
The propeller shaft delivers the turning force to the wheels. There are two gears
attached to the propeller shaft inside the transmission. They are called the sliding
gears. The sliding gears can move or slide forward and backward on the splined
propeller shaft.
Now look at the top of the picture. The pivoted lever that is used to move the sliding
gears is called the gear shift lever. If the top of the gear shift lever is pushed
forward, the bottom of the lever will move to the rear. The bottom of the gear shift
lever to the shifter forks. When the bottom of the gear shift lever moves, it slides the
shifter forks on the shifter shaft. The shifter shaftis the shaft in the top of the
transmission. Then when the shifter fork moves to the rear, it slides the sliding gear
to the rears so it meshes with the countershaft gear. When the two are meshed the
rotating of the countershaft gear will be transmiteed to the propeller shaft.

3
4
a. Idler gear used to change
direction of rotation

b. Magnifying force with gears

c. Icreasing speed with gears

d. Changing angle of rotation

with gears

5
2. DIFFERENTIAL
Figure 2 shows the typical location of the transmission in a car or a truck. The
propeller shaft connects the transmission to the differential located between the rear
wheels. The differential is a special gear unit that adjusts for the difference in the
speeds of the two rear wheels that occurs when the car or truck makes a turn.
When the vehicle turns, the outside rear wheel travels a longer curve than the
inside wheel. As it travel the longer distance in the same lenght of time it in fact
travels faster.
The main parts of a differential are shown in figure 3. The bevel drive gear is
attached to the end of the propeller shaft inside the differential case. The bevel
drive gear turns the bevel ring gear. The bevel ring gear rotates the differential gear
unit. The differential gear unit turns the axle shafts that the rear wheels are attached
to.

6
HYDRAULICS
Hydraulics

THE BASIC PRINCIPLE OF HYDRAULICS

Hydraulics is a method of transferring energy from a source to an output. As in the
use of lever or pulley system, the reaction of energy output versus required input
varies according to the design of the devices.

7
8
BRAKE HYDRAULICS
A hydraulic brake that locks automatically when the swing control lever is the neutral
position and a mechanical parking brake which is applied when the safety lock lever is
pulled backwards, the engine is turned off orthe swing control lever is in the neutral
position.

SELECTING A HOSE FOR YOU SYSTEM - THINGS TO CONSIDER

1. Size when selecting a replacement hose be sure to measure the inside and outside
hose diameters with a precision caliper. When you replace a hose assembly, cut the
new hose to the same lengths as the old, using a hose that is too long for the
application may pinch or cut the hose, using too short a hose will cause the hose to
contract or stretch.
2. Temperature keep in mind that all hose are rated to a maximum fluid temperature of
100 to 300 degrees F. Exposure to repeated high temperatures will cause hose to lose
flexibility. Be sure to follow the manufacturer recommendation. 80 % of hose life can be
lost by ignoring the temperature recommendations. This problem can be solved by
using an insulating sleeve to protect the hose.
3. Application make sure your hose will meet it's minimum bend radius, if this radius is
exceeded, you will score the hose. Hose lines should be run parallel to machine contour
when possible to reduce flow restriction in the line.
4. Materials make sure your system fluids are compatible with the material of the hose
you are using. Most hoses are compatible with petroleum based fluids.
5. Pressure be sure that the working pressure of your hose is equal to or greater than

9
 maximum pressure of your system.
6. Hose ends follows manufacturers recommendation for hose ends.
HYDRAULIC TROUBLESHOOTING BASICS
One of our readers wrote to me recently regarding the following problem: "We have a
hydraulic system that operates two cylinders. The maintenance staff recently reported that
the pump (piston-type) had failed - for reasons unknown at this time. The tank, valves and
cylinders were cleaned and a replacement pump installed. The new pump is delivering a
maximum pressure of 1,000 PSI and appears to be creating heat. Can you suggest some
tips to find a solution to this problem?"
In any troubleshooting situation, no matter how simple or complex the hydraulic system,
always start with the basics. This ensures that it obvious it never overlooked. In order
obvious, the fundamental laws of the hydraulic must be kept in mind:
 Hydraulic pumps create flow - not pressure
 Resistance to flow creates pressure
 Flow determines actuator speed
 Pressure determines actuator force
 Fluid under pressure takes the path of least resistance
 When fluid moves from an area of high pressure to an area of low pressure (pressure
drop) without performing useful work, heat is generated.
Theory is great, but it always makes more sense when put into practice. So let's apply
these fundamental to the above situation in a way that ensures the obvious things are not
overlooked.

"THE NEW PUMP IS DELIVERING A MAXIMUM PRESSURE OF 1000 PSI..."

We know that a hydraulic pump can only produce flow (pressure is created by resistance to
flow). It follows that if the pump can't get oil can't produce flow. So check that the reservoir
is filled to the correct level, the breather is not clogged, the suction strainer or filter (if’s
fitted) is not clogged, the pump intake isolation valve is fully open and pump intake line is
otherwise unrestricted.
If the pump is producing flow, then an absence of pressure indicates an absence of
resistance to flow. Knowing this, and that fluid under pressure always takes the path of
least resistance, the task now is to find the point at witch pump flow is escaping from the
circuit. If you're skilled in reading and interpreting hydraulic symbols, the system's
schematic diagram (if available) can be useful in identifying possible locations.
"THE NEW PUMP... APPEARS TO BE CRATING HEAT"
Because heat is generated when there is a pressure drop, using an infrared thermometer to
check the temperature of individual components will lead us to the hottest part of the
system - and the probable location of the internal leakage. Note that in a properly

10
functioning system fitted with a piston pump, it is not unusual for the pump case to be the
hottest part of the circuit.
The above checks should have taken less than 10 minutes. If nothing conclusive was
revealed, I would continue the process of elimination using a flow-tester to conduct a direct
pump test.
CONCLUSION
The type and variation of problems a hydraulic system can encounter are infinite. But as
you can see from this example, a solid understanding of the fundamental laws of hydraulics
can be applied in any situation, and is the foundation of effective troubleshooting.

LESSON A
1. SPECIFICATIONS GENERAL
Internal combustion engines are usually described by listing certain information about the
engine. This information is referred to as the specifications of the engine, or the engine
specifications. It is a list of the specific (exact) technical information that describes the
important features of the engine. Figure 1 illustrates part of the engine specifications of a
typical automotive type engine.

Specifications
Engine
(1) Type 4 cycle, water cooled
(2) No cylinders 6 cyl. inline OHV
(3) Bore 3. 750"
(4) Stroke 3. 50"
(5) Displacement 232 cu. in.
(6) Compression ratio 8.0: 1
(7) Firing order 1–5–3–6–2–4
(8) Net brake horse power 100HP@3600RPM
(9) Net torque 185 lb-ft@1800RPM
(10) Fuel Regular gasoline
Figure 1.

(1) Type 4 cycles, water cooled

The engine is a four-stroke cycle, water-cooled engine
(2) No. cylinders 6 cyl-. Inline, OHV
No. is the abbreviation for number; the entry reads number (of) cylinders. This is a 6
cylinder engine. The cylinders are arranged inline. OHV is the abbreviation for overhead
valves. The full line tells you this is a six cylinder inline overthead valve type of engine.
(3) Bore 3.750"
Bore refers to the diameter of the cylinder, "is the mark that indicates the measurement is in

11
inches. The diameter of the cylinder is 3.750 inches.

(4) Stroke 3. 50"

Stroke refers to the distance the piston moves in the cylinder. The piston of this engine
moves 3.50 inches. The stroke is measured from the piston position when the piston is at
the lowest point in the cylinder, to the piston position when the piston is at the highest point
in the cylinder. The lowest point point piston position is called bottom dead center
(abbreviation BDC). The highest piston position is called top dead center (abbreviation
TDC). The stroke is the distance the piston moves from the bottom dead center position to
the top dead center position.

(5) Displacement 232 cu. In

The word displacement, or engine displacement, refers to volume of the cylinders,
measuring from the bottom dead center position to the top dead center position.
The displacement of an engine can be calculated by using the specifications of the
bore and the stroke. The displacement of this engine is 232 cubic inches. The
formula for determining the volume of a cylinders is shown in figure 3.

12
 TDC BDC

Figure 3. Calculation of displacement.

Note: In the countries that use the metric system, bore and stroke measurements
are stated in centimeters (cm) millimeters (mm). Engine displacement stated in
cubic centimeters or in liters. The displacement of this engine would be 3803 cubic
centimeters or 3.803 liters in the metric system.
(6) Compression ratio 8. 0:1
A ratio is a mathematical comparison. If one object is 10 inches long and the other
objects is 2 inches long, we can say the first objects is five times as long as the
second object or we can write the ratio 5:1. The compression ratio of an engine
compares the amount of space in the cylinder when the fuel air mixture is
compressed in the combustion chamber (TDC) with amount space in the cylinder
when the piston is at the lowest point (BDC).
The compression ratio tells us how much the
fuel air mixture is compressed in the cylinder.
The amount of space at TDC in always given
the value of 1. In this engine 8.0 is the
volume at BDC and 1 is the volume TDC.
Eight volume units of fuel air mixture are
compressed into the space of one volume
unit. Figure 4 shows the relationship for an

13
Figure 4. Compression ratio 6.0:1
engine having a 6:1 compression ratio.
(7) Firing order 1-6-3-6-2-4
Firing order tell us the order or sequence of ignition in the six cylinders. Cylinders
are usually numbered starting from the front of the engine in this engine; cylinder
No. 1 receives ignition first, then cylinder No. 5, then cylinder No. 3 etc. The order of
ignition is distributed so that the engine will vibrate or shake as little as possible.
The order of ignition also tells us how the ignition wires are arranged in the
distributor.
(8) Net brake horsepower 100 HP @ 3600 RPM
You learned that horsepower is a measurement of power equal to 33000 foot-pound
of work in one minute. Although the figure for horsepower is fixed, the method for
measurement can vary. In our lessons on simple machines we talked about
theorical mechanical advantage, and we mentioned that friction reduces the actual
amount output work. Net horsepower refers to one method of measuring the actual,
not theorical, output of work. The engine develops 100 hp when it is operating at a
speed of 3600 revolutions per minute. The symbol @ means at.
(9) Net torque 185 Ibs-ft @ 1800 RPM
When you studied the simple wheel and axle and crank axle machines you learned
that turning force is called torque. We know that this type of I.C. engine delivers
power in the form of a rotating shaft, the crankshaft. Net torque is the actual not
theorical amount of power delivered through the crankshaft provides 185 Ibs-ft of
turning force or torque when the engine is operating at 1800 revolutions per minute.
(10) Fuel regular gasoline
The fuel used in this engine is regular gasoline. Gasoline is made in several
different mixtures so it can be used in different types of engines. Regular gasoline is
one of the mixture that is made. It is important that the correct fuel be used in an
engine. The type of fuel used is one of the important engine specifications.

ABBREVIATION AND ECU TERMINAL SYMBOLS

ABBREVIATIONS
ABS Anti-Lock Brake System FED Federal
ABV Air Bypass Valve GEN General Countries
AC Alternating Current HAC High-Altitude Compensation
A/C Air Conditioner HC Hydrocarbon

14
ACIS Acoustic Control Induction HIC Hybrid Integrated Circuit
System HA Integrated Ignition Assembly
ACV Air Control Valve ISC Idle Speed Control
Al Air Injection LED Light emitting Diode
AS Air Suction LS Lean Mixture Sensor
ASV Air Switching Valve MRE Magnetic Resistance element
A/T Automatic Transmission M/T Manual Transmission
BTDC Before To Dead Center NOx Oxides of Nitrogen
CA Crankshaft Angle OC Oxidation Catalyst
CALIF California OD Overdrive
CCS Cruise Control System o2 Oxygen
CO Carbon Monoxide PS Power Steering
DIS Direct Ignition System SCV Swirl Control Valve
DLI Distributor less ignition SST Special Service Tool
EC European Countries SW Switch
ECT Electronically - Controlled TCCS Toyota Computer-. Controlled
Transmission System
ECU Electronic Control Unit TDC Top Dead Center
ESA Electronic Spark Advance
EFI Electronic Fuel Injection

TDCL*1 Toyota Diagnostic 4WD 4-Wheel - Drive

Communication
Link or Total Diagnostic In vehicles sold at Lexus
Communication Link dealers in the U.S. and
TEMS Toyota Electronically *1 Canada, this is called the
Modulated Suspension "Total Diagnostic
TRC*2 Transistor Communication Link". In
T-VIS Traction Control Toyota sold in other
System Toyota-Variable Induction countries, and in Toyotas sold
TWC Three-Way Catalyst at Toyota dealers in The U.S.
U.S. United States and Canada, it is called the
VSV Vacuum Switching Valve "Toyota Diagnostic
w/ With Communications Link". In this
w/o Without manual, it is called the
*2 "Toyota Diagnostic
Communication Link". In the
U.S. and Canada, this is
abbreviated to TRAC.
NOTE
Abbreviations in accordance with SAE terms are used for vehicles sold in the
U.S.A. and Canada. Refer to the Repair Manual for differences between SAE terms
and Toyota terms.
Example:
ECM engine Control Module
(= engine ECU)
ECT engine Coolant Temperature

15
(= THW)
ECU TERMINAL SYMBOLS
SYMBOL
ABS Anti Lock Brake System
ACC1 Acceleration Signal No. 1 (from Throttle Position Sensor)
ACC2 Acceleration Signal No. 2 (from Throttle Position Sensor)
A/C Air Conditioner
ACMG Air Conditioner Magnetic Clutch
ACT Air Conditioner Cut-Off
Al Air Injection
AS Air Suction
A/D Auto Drive (Cruise Control System)
+B Battery
+B1 Battery No. 1
BATT Battery
BF Battery Fail Safe
BRK Brake
DFG Defogger
E01 Earth No. 01 (Ground)
E02 Earth No. 02 (Ground)
E1 Earth No. 1 (Ground)
E2 Earth No. 2 (Ground)
ECT Electronically-Controlled Transmission
ELS Electrical Load Signal
EGR Exhaust Gas Recirculation
FC Fuel Pump Control
FP Fuel Pump Control Relay
FPU Fuel Pressure-Up
FS Fail-Safe Relay
G Group (Crankshaft Angle Signal)
G1 Group No. 1 (Crankshaft Angler Signal)
G2 Group No. 2 (Crankshaft Angler Signal)
G- Group Minus (-)
HAC High-Altitude Compensation
HT Heater (for Oxygen Sensor or Lean Mixture Sensor)
IDL Idle Switch (in Throttle Position Sensor)
IGDA Ignition Distribution Signal A
IGDB Ignition Distribution Signal B
IGF Ignition Failure (Confirmation) Signal
IGSW Ignition Switch
IGT Ignition Timing Signal
ISC1 Idle Speed Control Signal No. 1
ISC2 Idle Speed Control Signal No. 2
ISC3 Idle Speed Control Signal No. 3
ISC4 Idle Speed Control Signal No. 4
KD Kick-Down
KNK Knock Sensor
KS Karman Signal
L1 Throttle Valve Opening Signal No. 1
L2 Throttle Valve Opening Signal No. 2

16
L3 Throttle Valve Opening Signal No. 3
LP Lamp
LS Lean Mixture Sensor
LSW Lean Burn Switch
M-REL EFI Main Relay
N/C Neutral Clutch Switch
NE Number of Engine Revolutions Signal
NE- Number of Engine Revolutions Signal Minus (-)
NEO Number of Engine Revolutions Signal Output
No. 10 (for injectors)
No. 20 (for injectors)
NSW Neutral Start Witch
OX Oxygen Sensor
OX(+) Oxygen Sensor (+)
OIL Oil Pressure
OD Overdrive
PS Power Steering
PSW Power Switch (in Throttle Position Sensor)
PIM Pressure, Intake Manifold
R-P Regular or Premium Gasoline Signal
RSC Rotary Solenoid Valve Closed
RSO Rotary Solenoid Valve Open
SCV Swirl Control Valve
SPD Vehicle Speed
SP2 Vehicle Speed No. 2
SP2- Vehicle Speed No. 2 Minus (-)
STA Starter
STJ Cold Start Injector
STP Stop Lamp Switch
T Test Terminal
TE1 Test Terminal, engine No. 1
TE2 Test Terminal, engine No. 2
THA Thermo, Intake Air
THG Thermo, Exhaust Gas
THW Thermo, Water
TR Traction Control
T-VIS Toyota-Variable Induction System
TSW Water Temperature Switch
VAF Voltage, Air-Fuel Ratio Control
VB Voltage, Battery
VC Voltage, Constant
VF Voltage, Feedback
VG Voltage, Gram Intake Air
V-ISC VSV type Idle Speed Control
VS Voltage, Slide Signal
VSH Voltage, Sub-Throttle Angle
VTA Voltage, Throttle Angle
VTH Voltage, Throttle Angle
W "CHECK ENGINE" Warning Lamp
WIN Warning Lamp, Intercooler

17
OUTLINE OF TCCS
WHAT IS TCCS?
TCCS (Toyota Computer Controlled System) is the general name for a system
which exercises comprehensive and highly precise control of the engine, drive train,
brake system, and other systems by means of an ECU (electronic control unit), at
the heart of which is a microcomputer. Previously, TCCS was used as an engine
control system for only EFI (electronic fuel injection), ESA (electronic spark
advance), ISC (idle speed control), diagnosis, etc. Later, control systems utilizing
other separate ECUs were developed and adopter for the control of systems in the
enginer. Currently, the term "TCCS" has come to mean a comprehensive control
system which incorporates control systems controlled by various ECUs to ensure
basic vehicle performance, not only running, turning and stopping. At Toyota, a
computer which controls each type of system is called an "ECU".
REFERENCE
On some vehicle models, the ECT has its own ECU, called the "ECT ECU". (The
ECU for engine control is called the "Engine ECU" in this case). On models in
which the ECT does not have its own separate ECU, the ECT uses the ECU for
engine control, which is then called the "Engine and ECT ECU".

CONCEPTUAL DIAGRAM OF TCCS

This manual explains the TCCS type engine control system. For details concerning
other systems (ECT, ABS, TEMS; etc.), please refer to the training manual for each
individual system. In addition, this manual assumes that you have mastered the
contents of the manual for Step 2, vol. 5 (EFI). If you have not, please read that

18
manual carefully before beginning this one.

SYSTEM DESCRIPTION
The functions of the engine control system include EFI, ESA, and ISC, which
control basic engine performance; a diagnostic function which is useful when
repairs are made; and failsafe and back-up functions, which operate when any of
these control systems malfunction.
In addition, there are auxiliary engine control devices on the engine, such as the
OD cutoff control system, intake air control system, and others. These functions are
all controlled by the Engine ECU.

1.-FUNCTIONS OF ENGINE CONTROL SYSTEM

EFI (ELECTRONIC FUEL INJECTION)
An electric fuel pump supplies sufficient fuel, under a constant pressure, to the
injectors. These injectors inject a metered quantify of fuel in to the intake manifold
in accordance with signals from the Engine ECU.
The Engine ECU receives signals from various sensors indicating changing engine
operating conditions such as:
 Manifold pressure (PIM) or intake air volume (VS, KS or VG).
 Crankshaft angle (G)

19
  Engine speed (NE)
 Acceleration /deceleration (VTA)
 Coolant temperature (THW)
 Intake air temperature (THA), etc.
These signals are utilized by the Engine ECU to determine the injection duration
necessary for the optimal air-fuel ratio to suit the present engine running conditions,

ESA (ELECTRONIC SPARK ADVANCE)

The Engine ECU is programmed with data that will ensure optimal ignition timing
under many and all operating conditions. Based on this data, and on data provided
by the sensors that monitor various engine operating conditions, such as those
shown below, the Engine ECU sends IGT (ignition timing) signals to the Igniter to
trigger the spark at precisely the right instant.
 Crankshaft angle (G)
 Engine Speed (NE)
 Manifold pressure (PIM) or intake air volume (VS, KS or VG)
 Coolant temperature (THW), etc.

20
ELECTRONIC CONTROL SYSTEM
GENERAL
The engine control system can be divided into three groups: sensors (and, the
signals output by them) the ECU, and actuators. This section describes only the
sensor (signal) systems.
ECU functions are divided into EFI control, ESA control, ISC control, diagnostic
function, fail-safe function, back-up function and others. Each of these functions is
covered in a separate section of this manual.
Actuator functions are also covered in a separate section.
The following table shows the specifications for the 4A-FE engine. Information on
sensors (and their signals) marked with a circle in the "APPENDIX" column is
included in the specifications for each engine in the APPEND section (page 188) at
the back of this manual.
Sensors (signals) covered in Step 2, vol. 5 (EFI), are covered in outline form only in
this manual. If there is a circle in the "STEP 2 (EFI)" column in the following table,
refer to the Step 2, vol. 5 (EFI), for a detailed explanation of the relevant sensors
(and their signals).
COMPONENTS AND FUNCTIONS
The sensors, engine ECU, and actuators, which are the basis of the engine control
system, are shown in the following table, along with their relationship control
system, EFI, ESA and ISC.
REFERENCE
The signals used for each control may differ for some engines.
EFI (ELECTRONIC FUEL INJECTION)
GENERAL
The engine ECU calculates the basis fuel injection duration in accordance with two
signals: 1) the intake manifold pressure signal (in D-type: 1) from the manifold
pressure sensor, or the intake air volume signal (in L-type EFI) from the airflow
meter, and 2) the engine speed signal. It bases its calculations on a program stored
in its memory. The Engine ECU also determines the optimum fuel injection duration
for each engine condition based on signals from various other sensors.

21
22
 BASIC CONSTRUCTION OF L-TYPE EFI SYSTEM
TYPES OF EFI
EFI systems can be divided into two types according to the method used to sense
the volume of intake air:
1. D-TYPE EFI (MANIFOLD PRESSURE CONTRO TYPE)
This type measures the strength of the vacuum in the intake manifold, thereby
sensing the volume of air by its density.

MANIFOLD PRESSURE SENSOR

2. L-TYPE EFI (AIR FLOW CONTROL TYPE)
This type directly senses the amount of air flowing into the intake manifold by
means of an airflow meter.

23
3. FUEL FILTER
The fuel filter filters out dirt and other foreigh particles from the fuel.

4. PULSATION DAMPER
The pulsation damper absorbs variations in fuel line pressure by means of a
diaphragm.

24
REFERENCE
In the 4A-FE engine and some other engine models, the pulsation damper is no
longer necessary because the fuel line has been simplified.
5. PRESSURE REGULATOR
The pressure regulator regulates the fuel pressure to the injectors in accordance
with the intake manifold pressure.

PRESSURE-UP CONTROL SYSTEM

In some engines, the fuel pressure is
increased by the engine ECU when
the temperature of the coolant or
ambient temperature of the engine is
too high during engine cranking. The
engine ECU causes more air to be
drawn into the chamber of the
pressure regulator to increase the fuel pressure. This prevents vapor lock at high
engine temperatures in order to help the engine start when it is warm.

FUEL SYSTEM
Fuel pumped out of the fuel tank by the fuel pump passes through the fuel filter,
then is sent to the injectors. The fuel pressure at the injectors is maintained at a

25
constant high level (285 kPa a [2.9 kgf/cm2; 41.2 psi] or 260 kPa [2.55 kgf/cm 2; 35.5
psi], depending on the engine model), which is greater than the intake manifold
pressure. When fuel is injected, the fuel pressure in the fuel line changes slightly.
Some engines are equipped with a pulsation damper to prevent this from occurring.
One injector is mounted in front of each cylinder (except in the case of the single-
point injector for the 1 S-l engine), and the amount of fuel injected is controlled by
the length of time currents is sent to the injectors.
A single cold start injector is also mounted in the intake chamber to improve fasted
in cold weather. (This system is not included in some engines).
The injection duration of the cold start injector is controlled by a start injector time
switch. (In some engines, it is controlled by both the ECU and the start injector time
switch).

REFERENCE
1. Multi-point Injection
Each cylinder has its own injector,
and fuel is injected in front of the
intake ports near the cylinders. This is
the method used in most EFI engines.

26
2. Single-point Injection (Central Injection)
The single injector is mounted in the
throttle body and fuel is injected at this
point into the intake air stream. This
method is used in the 1S-I engine only.

1. FUEL INJECTION METHODS AND INJECTION TIMING

Fuel injection methods include the method in which fuel ions injected by the
injectors into all cylinders simultaneously, the method in which the cylinder are
arranged into several groups and fuel is injected into groups of cylinders in
sequence, and the method in which fuel is injected into each cylinder separately.
Fuel injection timing cal also differ depending on the engine model, with a
predetermined timing and other engines being started with an injection timing
calculated by the ECU in accordance with the intake air volume, engine speed, etc.
The basic fuel injection methods and injection timing are as follows.
ESA (ELECTRONIC SPARK ADVANCE) GENERAL
The ESA (Electronic spark advance) system is a system in which an ECU (rather
than a mechanical advancer) controls the ignition timing of the ignition system.

27
BASIC CONSTRUCTION OF ESA
1. IGNITION TIMING AND ENGINE RUNNING CONDITIONS
In order to maximize engine output efficiency, the air-fuel mixture must be ignited
when the maximum combustion pressure occurs; that is, at about 10 °C after TDC
(top dead center).
However, the time from ignition of the air-fuel mixture to the development of
maximum combustion pressure varies depending on the engine speed and the
manifold pressure; ignition must occur earlier when the engine speed is higher and
later when it is lower. In conventional EF1, the timing is advanced in the distributor.
Furthermore, ignition must also advanced when is a strong vacuum). In
conventional EFI this achieved by the vacuum advancer in the distributor.
However, optimal ignition timing is also affected by a number of other factors
besides engine speed and intake air volume, such as the shape of the combustion
chamber, etc. For this reason, governor and vacuum advancers cannot provide
ideal ignition timing for the engine. In the ESA system, the engine is provided with
nearly ideal ignition timing characteristics.
The ESA works as follows: the ECU determines ignition timing from its internal
memory, which contains the optimal ignition timing data for each engine running
condition, then sends the appropriate ignition timing signal to the igniter.
Since the ESA always ensures optimal ignition timing, both fuel efficiency and
engine power output are maintained at optimal levels.

ISC (IDLE SPEED CONTROL) GENERAL

The ISC system controls the idle speed by means of the ISC valve to change the
volume of air flowing through the throttle valve bypass in accordance with signals
from the ECU. There are four types of ISC valve, as follows:
 Stepper motor type
 Rotary solenoid type
 Duty-control ACV (air control valve) type
 On-off control VSV (vacuum switching valve) type.
The control functions in the ISC system differ depending on the engine. The power

28
steering idle-up mechanism is controlled by a separate idle-up device (see Step 2,
vol. 11 ["Steering System"] for more details). Since the volume of air passed
through the duty control ACV type ISC valve and the on-off control VSV type ISC
valve is small, a separate air valve for controlling the greater amount of air needed
during cold starting is also provided.

SCV (SWIRL CONTROL VALVE SYSTEM)

The intake port has been divided longitudinally into two passages as shown in the
following illustration.
The swirl control valve, which is opened and closed by the intake manifold vacuum,
is mounted in passage A.
When the engine is running under a light load or below a certain rpm, this valve
closes, creating a powerful swirl. This increases combustion efficiency, thereby
improving fuel economy.
Under a heavy load or over a certain rpm, the valve opens, increasing intake
efficiency, and thus improving engine output.
A swirl cont rol valve is provided in the intake port of each cylinder.

29
POWER TRAIN

The Cat 35T6B diesel engine is four stroke design and uses long, effective power
strokes for more complete fuel combustion and optimum efficiency. The 3516B is
designed with high displacement and a low speed rating for long hours of service
between scheduled overhauls and lower operating costs.
The 35 percent torque rise provides high lugging force during digging and
acceleration in high rimpull conditions.
Electronic Unit injection is a proven high-pressure, direct injection fuel system.
This system electronically monitors operator demands and sensor inputs to
optimize engine performance.
The result is improved fuel consumption and reduced emissions.
The electronically controlled Impeller Clutch Ton^f* Converter allows the
operator maximum flexibility in regulating optimum rimpull in all conditions for
smoother operation.
 Left brake pedal operation allows the operator to reduce rimpull to 25%
then brake for more precise inching capability when approaching a truck

30
 or hopper and when making direction changes.
 Rimpull control system allows the operator to set maximum rimpull from
100% down to 80, 65, 50 and 35% when in first gear using a four position
dial. Operating the machine with reduced rimpull prevents costly tire
slippage in wet or other adverse conditions where 100% rimpull is too
much power to the ground.
Deep crater pistons with low crevice volume provide more efficient combustion.
Separate Circuit Aftercooling allows the aftercooler circuit to operate cooler than
the jacket water temperature for denser air charge and improved combustion.
Advanced Diesel Engine Management systems control the fuel injector
solenoids to start and stop fuel injection for greater reliability, automatic altitude
compensation and air filter restriction indication. The controller will not let the
engines fire unit it has oil pressure, acting as a cold start protection device.
Caterpillar planetary power shift transmission features heavy duty components
too handle the toughest jobs. Electronic controls provide smooth shifting to
enhance productivity, durability and serviceability.
Proven axles are the same as those used on the 994. The front axle is fixed, and
the rear axle oscillates ±10°, allowing all wheel to remain on the ground for
maximum stability, traction and a more comfortable ride.
 Permanently lubricated U-joints improve serviceability and durability. The
slip joint is the only driveline component requiring grease.
 Free-floating axle shafts can be removed independently of the wheel and
planetaries for quick and easy service.
Fully hydraulic, oil-enclosed disc brakes are completely sealed and adjustment
free.
 The brake oil cooler provides additional cooling to the brake discs to help
enhance durability.
 The parking and secondary brake now use a spring, multiple drydisc design
located on the front driveline and better guarded against contamination.
Reliable final drives are similar to those used on the 994. The all-wheel drive
design features planetary double reduction in each wheel.
 Planet carrier gears have increased from three to four.
 Torque is developed at the wheel, putting less stress on the axle shafts.
 Caterpillar Duo-Cone Seals keep oil in and dirt out.

31
  Each final drive and spindle can be removed independently of the wheels
and brakes.

MAIN FRAME
The box-section rear frame, articulation hitch and four-plate loader lower are
designed to resist the torsional shocks, twisting forces and stresses generated
during the loading cycle while protecting the driveline and hydraulic system
components. The frame also provide the necessary stability to give the operator
confidence in the machine's operating capability.
Several enhancements have made to increase the overall durability of the front
loader frame.
The steering mount casting on the rear frame has new plates and gussets for
added strength over the life of the machine.
Structural improvements have allowed increased payload ratings. A larger
payload results in greater productivity by moving more material per pass, creating a
better match for 136-218 metric ton (150-240 short ton) haulers and contributing to
a lower cost-per-ton.
HYDRAULICS
Hydraulic system is completely enclosed and sealed, and used separate circuits
for lift and tilt, steering and brake control. The benefits of separate circuits are
increased cooling and elimination of cross-contamination, resulting in less time
spent troubleshooting.
Lift and tilt system consists of three fixed displacement piston pumps that perform
with high efficiency and reliability.
Pilot-operated implement controls require low effort for comfortable, finger-tip
operation.
Load sensing steering is part of the revolutionary system that integrates steering
and transmission control into a single controller. Simple side-to-side movement of
the operator's left arm turns the machine right or left.
Unique filtration system consists of additional screens and filters throughout the
implement system, steering system and the brake system. This system, in addition
to the standard filters, maintains cleanliness and prevents downstream
contamination.
Caterpillar XT hose, O-ring face seals and large-bore lift and tilt cylinder round out

32
the hydraulic system, delivering high performance and durability. Reliable
components reduce the risk of leaks and blown lines, helping protect the
environment.

TRENDS IN LOADER DESIGN AND PERFORMANCE

turns to lock for a traditional steering mechanism or about 10 fewer wheel turns in
each loading cycle. Stick steering, where the steering wheel is replaced by a
joystick control, is available on larger machines. Some manufacturers even give
operator the choice of both steering and stick steering, with dual systems in the
cab.
POWER TRAIN

33
Cat 3412E engine, with the hydraulically actuated, electronically controlled unit injector fuel
system (HEUI), offer superior lugging performance fuel efficiency and reliability. The 12
cylinder engine is turbocharger with a high displacement to horsepower ratio. This large
displacement produces better lugging capability, lower internal stresses and longer
component life.
Superior lugging performance. High torque output and high torque rise makes the 3412E
engine very responsive. The engines lugging capability allows it to pull through sudden,
short-term increases in loads, reducing the need to downshift. As a result the operator can
maintain consistent, deliverable working speeds which means the work gets done faster.
HEUI Fuel system - Fuel efficiency and lower emissions. The HEUI system uses
hydraulically actuated electronically controlled unit injectors to pressurize and inject fuel
providing the optional mix of fuel and air. This high injection pressure coupled with precise
electronic metering and timing of the fuel injection, results in superior fuel efficiency,
improved engine performance and reduced emissions and operation noise.
 Flexible controls of fuel injection timing, pressure and duration over the entire
engine speed range assure faster engine response and improved performance in
any application.
 High compression ratios ensure dependable cold starting performance an low
emissions.
Electronic engine control. Precise electronic speed governing, active and logged
diagnostic codes, cold start up mode, low oil pressure warning coolant temperature warning
are some of the features added by the electronic engine control to provide efficient and
productive engine operation.
Low engine life. The large bore-stroke design and conservative power rating help to
minimize internal stresses and increase component life. A wide journal crankshaft with a
large rod bearing surface significantly increases bearing life.
Ether starting aid comes standard on the 24H to help ensure engine starting in the
extreme cold. The system monitors engine coolant temperature to prevent ether from being
injected into a hot engine.
Power shift transmission. Caterpillar designs and built transmissions specifically for Cat
motor grades. The transmission provides on-the-go-fuel -power shifting as well as inching
capability. A single lever controls direction and gear selection.
Gear selections. Six forward speed and three reverse speeds give the operator a wide

34
operation range. With three gear selections below 6.0 mph, the operator can't precisely
much working speeds to job conditions for maximum productivity, moving and mining
applications.
Lockup clutch torque converter. Permits the machine to operate in direct drive for more
efficient operation at higher torque converter output speeds.
Planetary design. Balanced planetary transmission with diameter oil cooled clutch packed
provides superior load distribution and heat dissipation resulting in longer transmission life.
Control Valves. Designed and manufacturer by Caterpillar, control valves provide smooth,
yet firm, engagement of direction and speed clutches. This reduces shock to power train
components while permitting quick smooth automatic shifting. Smooth shifts reduce
operation fatigue and help increase productivity.
Transmission neutralizer. The transmission neutralizer is available to disengage power to
the wheels. The neutralizer is used to maintain fuel hydraulic flow while allowing the
machine to allow travel speed.
Oil-Disc Brakes. Caterpillar designs and builds multi-disc brakes that are completely
sealed and adjustment-free. The brakes are oil-bathed, oil-actuated and spring-released.
They are located at edge tandem wheel to eliminate braking loads on the power train and
to speed up servicing. The large brake surface provides dependable braking capability and
log life before rebuild.
Parking Brake. The parking brake is spring-applied and oil released. The transmission is
neutralized when the parking brake is engaged.

HYDRAULICS
Location
Item Number Component Description
1 Steering Hydraulic Tank Group
2 Steering Hydraulic Tank Filter
3 Steering Gear Pump
4 Electric Secondary Steering & Brake
Retract Pump
5 Accumulator
6 Flow Control Valve Group
7 Flow Switch Assembly
8 Check Valve Group
9 Hand Metering Unit (HMU)

35
10 Relief Valve Group For Steering Cylinders
11 Steering Cylinder Group
12 Magnetic Switch Assembly
13 Manual / Auto Panel Switch
14 Electronic Control Group
Power on demand. Normally, the variable displacement pump idles at near-zero output.
When it senses a load requirement the pump supplies flow and pressure to match the
demand. The result is less hydraulic system heat and lower horsepower consumption.
Control valves are designed and built by Caterpillar specifically for motor graders. They
provide outstanding operator feel and predictable system response for unmatched control.
To help maintain exact blade settings lock valves are built into all control valves. Line relief
valves are also incorporated into selected control valves to protect the cylinders from over-
pressurizations.
Secondary steering. Provides hydraulic oil flow, via a ground-driven pump, to the steering
system if the engine fails or main hydraulic pump flow is lost while the machine is
operating.
Low operator effort. Controls are designed to reduce operator fatigue. They feature short
lever throws allow the operator to use multiple controls with one hand.
Balanced flow. When the operator users several controls at one time, flow is proportioned
to ensure all implements can operate simultaneously.
Large independent oil supply prevents cross-contamination and provides proper oil
cooling, which means less heat build-up and longer component life.
1. Lock valve
2. Line relief valve
INTERNAL STRUCTURE: HYDRAULIC SYSTEM

36
Six variable-displacement, piston pumps act together to power the front structure and
travel systems. The swing function is powered by two dedicated variable-displacement
piston pump.
 Main pumps are each rated at a conservative 375 Ipm (99gpm) for optimum service
life.
 The swing pumps are each rated at 464 Ipm (123 gpm)
 Other, smaller pumps power the cooling fan drives, pump drive cooler, pilot system,
and automatic track tensioning system.
 All pumps are serviced through Cat dealers.
 A bulkhead separates the engine and pump compartments.
High breakout and crowd and forces. The 5230 Front Shovel and Backhoe provide
maximum forces at the bucket cutting edge for improved material penetration and bucket fill
factors..
 The Front Shovel has a breakout force of 1125 kN (253,000 lbs) and a crowd force
of 1250 kN (281,000 lbs).
 The mass excavator arrangements have a breakout force of 873 kN (196,258 lbs)
and a crowd force of 874 kN (196,483 lbs).
The modular design unique advantages in hydraulic system desiM*: and serviceability.
 The longitudinal mounting of the 3516 engine and the low placement of the
hydraulic pumps eliminate the need for a pressurized hydraulic tank.
 Walk-around, lighted access to all hydraulic system components allows easy
serviceability and quick daily maintenance checks.
Hydraulic system filtration is provided by 200 micron screens in the pump discharge lines
and 10 micron filters in the return lines.

37
Exclusive Caterpillar Proportional Priority Pressure Compensating (PPPC) valves are
used in both the front structure and travel systems.
 Valve system only circulates fluid when called for by the operator. There is no
unneeded flow. This provides increased fuel efficiency and reduced heat in the
hydraulic system.
 Automatic flow proportioning adjusts pump output to the hydraulic circuits based on
the flow requirements of the task at hand. When flow Is required by more than one
function at a time (such as boom up and stick out), the valves determine the flow
required for each function and have pumps supply that amount. This feature allows
smooth, precise, multifunction operation.
The swing circuits is controlled by an opertcenter valve to assure quick, full powered
response.
Electronically controlled pumps. A caterpillar designed microprocessor regulates
hydraulic pump output. When hydraulic demand goes beyond a prescribed threshold, the
load sensing control destrokes the pumps speed to prevent excessive engine lugging.
 Eliminates the need to maintain a constant, reserve of engine power to prevent
excessive engine lugging.
 Also allows hydraulic pumps to use full engine power for precise implement or
function response.
 System integration enhances monitoring and speeds troubleshooting and
calibration.
Hydraulic system cooling is provided by two conventional core radiators dedicated to the
hydraulic circuit.
The variable-speed fan is temperature controlled for greater fuel efficiency.
Extra-large cooling capacity allows operation in ambient temperatures of up 50°C (122°F).
Large-bore cylinders ensure efficient load handling.
Cat's XT hydraulic hose is exceptionally strong and flexible. Reusable couplings prolong
hose assembly life.
S.O.S sampling valves are conveniently located on the return rail on the right side of the
hydraulic tank.

ENGINE
The Caterpillar electronic control system provides superior integration of the engine and

38
other machine systems. All systems are designed specifically for use in mining
applications.
The 3516 electronic Unit Injection (EUI) engine features: Excellent reliability with the latest
in protection programs.
 Precision fuel injection for reduced smoke
 Protection during cold weather starts
 Excellent fuel efficiency
 Continuous monitoring of critical engine functions.
 Diagnostic data is accessible with a single, electronic service tool.
Automatic engine Speed Control (AESC) reduce fuel consumption and noise by reducing
the engine speed from 1750 to 1350 rpm if the hydraulic controls are not actuated for four
seconds.
Engine cooling system reduces fuel consumption using a variable-speed fan. Fan operates
at a minimum speed of 400 rpm until increased temperatures actuate a solenoid and valve
to increase fan speed as needed.
Cold weather starting can be improved with EUl's cold weather starting mode. This mode
retards engine timing until the engine is warmed to the correct temperature.
High displacement, low rpm rating and conservative hp ratings mean longer service
hours with less downtime for maintenance and repair.
Two-piece piston design with aluminum skirt and steel crown pivot at the wrist pin provides
added flexibility for reduced piston scuffing.
S.O.S sampling valve near the oil filter base speeds sampling.

ELECTRONIC CONTROL UNIT – ECU

39
Many machines feature onboard electronic systems that provide continuous monitoring of
system performance and provide operators with early warning of any problems, while
electronic options such as pay-load measurement help operators complete fast and
accurate loading. Automatic kickouts allow the operator to preset the upper and lower
bucket positions and customize loading to a specific task. Electronic controls can also
assist the operator directly, For instance, a "double stall" condition can be detected where
both the torque converter (drive) and the bucket hydraulics are stalled. This can occur when
a loader is working in a quarry face and the operator is attempting to pry material out with
the bucket and at the same time the loader cannot penetrate any further into the muck pile.
In this event engine output is allowed to rise above its rated level to resolve the stall
condition.
Electronic controllers on engines and transmissions are available to reduce engine torque
just before shifting and avoid shock loading through the drive train. Electronic fuel injection
systems have also reduced fuel consumption between 5 and 10 per cent precise metering
of injected fuel quantity.
POWER TRAIN

Torque Divider. A single-stage torque converter with output torque divider send 75 percent
of engine torque through the converter, 25 percent through a direct drive shaft for greater
driveline efficiency and higher torque multiplication.
The torque converter shields the driveline
From sudden torque shocks and vibration.
The more efficient and better matched torque converter provides high Drawbar pull
reserves at converter stall.

40
Planetary Power Shift Transmission
Has three speeds forward and three speeds reverse and utilizes large diameter, high-
capacity, oil-cooled clutches.
 Modulation system permits fast speed and direction changes.
 Modular transmission and bevel gear slide into rear case for servicing ease, even
with ripper installed.
 Oil-to-water cooler for maximum cooling capacity.
 Forced oil flow lubricates and cools clutch packs provide maximum clutch life.
 Controlled throttle shifting regulates engine speed during directional shifts for
smoother operation and longer component life.
 Size of bevel group unit increased for higher torque.
Elevated final drives are isolated from ground and attachment induced impact loads for
extended power train life.
Double-reduction, planetary final drive gears provid e smooth, quiet, low maintenance
operation.
Splash lubrication and Duo-cone Seals extend service life.
Gears and planet carriers are sized for higher loads and increased durability.
Axle and spline have been enlarged for higher torque.

S11R Brakes
1. Thick, large diameter plates and disks provide higher
torque capacity and increased service life.
2. Brake housing has cast-in ribs for more durability and a
new valve design.
3. Cooling oil valve controls 75 gallon per minute of oil

41
 (increased of 78 percent).
4. Clutch disks allow greater torque capacity on the clutch.
5. Tapered roller bearing design provides increased service life

POWER TRAIN / INTEGRATION

By communicating, these components work to optimize overall power train performance,
reliability and component life for reduced power train operating cost.
Cat Data Link electronically connects the engine and steering controls for diagnostic and
serviceability ease.
Improved diagnostic and serviceability are the result of electronic engine and
transmission controls. The ability to store both active intermittent indicators will simplify
problem diagnosis and total repair time, resulting in improved mechanical availability and
lower operating costs.
Access to diagnostic data is made easy through the use of a single service tool –ECAP or
ET software package.

ET accesses data stored in the engine control module via the Cat Data Link. Information on
engine boost pressure, fuel consumption, engine speed and transmission shift data can be
retrieved by ET. ET is also a powerful diagnostic tool. It replaces 13 mechanical tools to
perform functions like cylinder cutout checks, injector solenoid test, and timing calibration.
1. Electronic Technician (ET)
2. Caterpillar Data Link
3. Vital Information Display System (VIDS)
4. Engine Control Module
(ECM)
5. Variable Speed Fan
6. Odometer Sensor
7. Finger Tip Control (FTC)
8. Electronic Clutch/Brake
Control (ECB)
9. Electronic Transmission
Control (ETC)
10. Transmission
11. Brakes
12. Automatic engine
Overspeed Control
13. Electronic Attachment

42
 Controls

COOLING SYSTEM

Advanced Modular Cooling System (AMOCS) utilizes an exclusive two-pass

cooling system and increased cooling surface area to provide significantly more
cooling capacity than conventional
systems.
Servicing of the AMOCS can be
Performed without tilting the radiator
guard.
 No need to remove or replace a
major component as on single-
radiators
 Each core module can be
replaced individually (without
removing the entire radiator),
saving considerable cost and
repair time.
Two-pass cooling systems circulates
coolant from the sectioned bottom tank
(1), up through one side of the cooling element (2), and down through the other
side (3), returning it to the bottom of the tank.
The cooling elements are individual core modules that are connected to a
sectioned bottom tank. There is no top tank to remove.
 Nine steel fins per inch
 Brass tube construction within each core.
Variable Speed Fan
 Engine Control Module (ECM) regulates fan speed through a hydraulic
variable displacement pump.
 Increases available horsepower, reducing parasitic load.
 Increases fuel efficiency

43
  Reduced spectator and operator sound levels

ENGINE

Turbocargador

Aftercooler

Inyector bomba
Filtro de
combustible

Inyector de
combustible
Múltiple de
escape Camisas de agua

Válvula de escape

Cámara de combustión
Enfriador de aceite
Bomba de aceite
Sumidero

Galerías de Rejilla
aceite

Caterpillar 3508B Diesel engine with electronic Unit Injection (EUI) performs at
rated net power of 634 kW (850 hp) at 1,800 rpm with a torque rise of 25 percent
and meets EPA and CARB emissions requirements for 2000.
Turbocharging and aftercooling provide high horsepower while keeping rpm and
exhaust temperatures low for long hours of continuous operations.
The Electronic Unit Injection (EUI) system is a unique and proven high pressure,
direct injection fuel system. This system electronically monitors operator and sensor
inputs to optimize engine performance and fuel efficiency by maintaining precise
fuel settings.
The EUI system provides higher injection pressure with shorter duration for
improved fuel economy and reduced emissions.
Streamlined air system helps improve combustion system efficiency and

44
decrease exhaust temperatures.
Deep crater piston and low crevice volume provide more efficient combustion.
Automatic engine overspeed control, actuated hydraulically, helps keep the
operator from overspeeding theengine.
Proven reliability and durability result by electronically protecting the engine
during cold starts, high-altitude operation and operation with plugged air filters.
Engine maintenance and repair is easier through monitoring key functions and
logging critical indicators. Electronic diagnostic access is possible with the
Electronic Technician (ET) or Electronic Control Analyzer programmer (ECAP).
An aluminum spacer between the block and head eliminates the need for block
counterbores, extending block life.
Hardened-faced valves, throughhardened crankshaft journals and steelbacked,
copper-bonded aluminum bearings, help assure reliable performance in the
toughest duty.
Components have longer life because oil-cooled pistons and full-length, water-
cooled cylinder liners provide maximum heat transfer. The cylinder heads also
utilize additional coolant passages to provide maximum cooling to the engine.
Cat Dealer's exchange program for major engine components can cut repair time
and costs.

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