3500B Engine Controls

Service Training
Meeting Guide 681 SERV1681-01

January 2002
TECHNICAL PRESENTATION
BASIC ENGINE BLOCK DIAGRAM APPLICATION BLOCK DIAGRAM
P26 T/C CONNECTOR ECM
DISCONNECT
J4/P4 THROUGH
GROUND SWITCH BATTERY
J19/P19
BOLT
J2
J1
8/12/16 GROUND BOLT 15 AMP
24 V
INJECTORS J3/P3 MACHINE BREAKER
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
THROTTLE 113-OR
COOLANT J21/P21 J48/P48 UNFILTERED OIL POSITION J35/P35 308-YL KEY START
TEMPERATURE PRESSURE SENSOR
SWITCH
SENSOR SENSOR
GROUND
J32/P32 J22/P22 FILTERED OIL THROTTLE LEVEL
AFTERCOOLER
TEMPERATURE PRESSURE BACK-UP SHUTDOWN
SENSOR SENSOR SWITCH SWITCH
+ BATTERY
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
LEVEL PRESSURE CYLINDER
STARTING RELAY
SWITCH SENSOR
AID SWITCH ENGINE
FUEL FILTER J106/P106 J28/P28 LEFT
TURBOCHARGER ETHER START VALVE
DIFFERENTIAL
PRESSURE SWITCH INLET PRESSURE USER DEFINED SHUTDOWN
+ BATTERY
SENSOR
COOLANT J47/P47 J25/P25 RIGHT TO ELECTRONIC SERVICE
FLOW TURBOCHARGER PRELUBRICATION TOOL CONNECTOR
SWITCH INLET PRESSURE PUMP TO VIMS, EPTC II OR
SENSOR
P30/J30 J23/P23 MONITORING SYSTEM
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
EXHAUST PRESSURE SENSOR ENGINE FAN
TEMPERATURE J29/P29 CRANKCASE P41/J41 CONTROL
SENSOR PRESSURE SOLENOID
SENSOR
RIGHT P31/J31 J103/P103
TURBOCHARGER WASTEGATE
EXHAUST CONTROL SOLENOID
P84/J84
J113/P113 A/C ON
TEMPERATURE OIL RENEWAL
SENSOR CONTROL SOLENOID SWITCH
FAN SPEED SENSOR
3500 ENGINE CONTROLS

ELECTRONIC UNIT INJECTION
3500B ENGINE CONTROLS
ELECTRONIC UNIT INJECTION (EUI)
MEETING GUIDE 681 SLIDES AND SCRIPT
AUDIENCE
Level II - Service personnel who understand the principles of engine systems operation, diagnostic
equipment, and procedures for testing and adjusting.
CONTENT
This presentation is designed to prepare a service technician to identify the components, explain their
function, and service the 3500B Electronic Unit Injection (EUI) engines in current machine
applications.
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. Locate and identify the major electrical/electronic components in the 3500 EUI system.
2. Explain the functions of the major electrical/electronic components in the 3500 EUI system.
3. Trace the flow of fuel and oil through the fuel system.
4. Trace the flow of current through the engine electrical system.
PREREQUISITES
Interactive Video Course "Fundamentals of Electrical Systems" (CD ROM) TEMV9002
Service Technician Workbench Tutorial (CD ROM included with STW software) NEHS0812
Caterpillar Machine Electronics Course (Five Modules) SEGV3001 - SEGV3005
Caterpillar 3500B MEUI Fuel System (CD ROM) RENR1395
Prior training in mechanical systems operation and testing and adjusting procedures for 3500B engines
should be completed before participating in this training session. The participants should have PC skills
and have completed training in the current Windows® operating system. Additionally, participants
should have completed training in the most current Electronic Technician (ET) software.
Estimated Time: 8 Hours

Visuals: 101 (2 X 2) Slides
Serviceman Handouts: 6 Drawings/Data Sheets
Form: SERV1681-01
Date: 1/2002
© 2002 Caterpillar Inc.

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REFERENCES
Troubleshooting Guide "3500B Engines--Caterpillar Machines" SENR1128
Specifications "3500B Engines--Caterpillar Machines" SENR1122
Systems Operation, Testing and Adjusting "3500B Engines--Caterpillar Machines" SENR1123
SUPPLEMENTARY TRAINING MATERIAL

Brochure "Service Technician Workbench" NELG0028
Brochure "Caterpillar Electronic Technician" NEDG6015
Service Technician Workbench Tutorial (Included with STW software) NEHS0812

3500 and 3500B Series of Diesel Engines LERV1450
Introduction to the 3500B Series Engine LEPV5149
EUI SERVICE TOOLS
Software and Manuals

Caterpillar Service Tool Software/Getting Started Guide - Service Technician Workbench NEHS0796
or Caterpillar Service Tool Software/Getting Started - Caterpillar Electronic Technician JEBD3003
Caterpillar Service Tool Software/Users Manual- Communication Adapter II NEHS0758
Mechanical Tools
Engine Turning Tool 9S-9082
Injector Height Setting Tool Group 9U-5132
Base for 9U-5132 (specific to 3500B) 125-2744
Electronic Tools
Laptop computer
Communication Adapter II (Group) 171-4400
Cable, PC to Communication Adapter 96-0055
Cable, Communication Adapter to Machine 160-0133
Caterpillar Digital Multimeter 146-4080
Three Pin DT Breakout Harness 7X-6370
Cable Probes 7X-1710
Auxiliary ECM Power Supply Harness 167-9225
Timing Calibration Probe (Magnetic Pickup) 6V-2197
Timing Calibration Probe Adapter Sleeve 7X-1171
Timing Calibration Probe Cable 7X-1695
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TABLE OF CONTENTS
INTRODUCTION ..................................................................................................................5
Overview...........................................................................................................................6
EUI Fuel System Components..........................................................................................8
External Engine Views and Major Components .............................................................11
Electronic Timing Components ......................................................................................18
Machine Mounted Engine Components..........................................................................32
Other Systems Controlled by the ECM ..........................................................................34
ELECTRONIC CONTROL SYSTEM .................................................................................36

Fuel Injection ..................................................................................................................39
Fuel Injection Control System ........................................................................................41
FUEL SUPPLY SYSTEM ....................................................................................................57

Fuel Supply Circuit .........................................................................................................58
Fuel Supply Components................................................................................................60
SYSTEM POWER SUPPLIES.............................................................................................64

ECM Power Supply ........................................................................................................65
Speed/Timing Sensor Power Supply...............................................................................68
Injector Power Supplies ..................................................................................................69
Analog Sensor Power Supply .........................................................................................70
Digital Sensor Power Supply ..........................................................................................71
Wastegate Control Solenoid Power Supply ....................................................................72
ELECTRONIC SENSORS AND SYSTEMS ......................................................................74

Speed/Timing Sensing Circuit ........................................................................................76
Analog Sensors and Circuits...........................................................................................78
Engine Mounted Switches ..............................................................................................90
Digital Sensors and Circuits............................................................................................92
Engine Shutdown Systems..............................................................................................98
Ether Injection System..................................................................................................100
Demand Fan Controls ...................................................................................................101
CAT Data Link..............................................................................................................102
Pre-lubrication System..................................................................................................104
Logged Events ..............................................................................................................105
APPLICATION SPECIFIC SYSTEMS..............................................................................107

Oil Renewal System......................................................................................................108
Wastegate Control .........................................................................................................110
SLIDE LIST........................................................................................................................112
SERVICEMAN'S HANDOUTS .........................................................................................114

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3500B ENGINE CONTROLS
ELECTRONIC UNIT INJECTION (EUI)
2002 Caterpillar Inc.
INTRODUCTION
This presentation discusses the 3500B Electronic Unit Injection (EUI)

Engine Controls used in machine applications.
The topics are sequenced as follows:
• Major topics - Introduction and Major Components

- Electronic Control System
- Fuel Supply System
- System Power Supplies
- Electronic Sensors and Systems
- Application Specific Systems
INSTRUCTOR NOTE: This presentation requires competence in

Electronic Technician (ET) programming and operations for 3500B
engines.
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Overview
The 3500B engines were direct replacements for the original 3500 Series
engines. Many additional features and benefits have been incorporated
into the 3500B Series which will be described later in the presentation.
The 3500B engines equipped with Electronic Unit Injection (EUI) are
available in construction equipment and industrial applications.
Caterpillar machines currently powered by 3500 EUI engines include:
• 3500 EUI applications Off-highway Trucks 777 - 793

Wheel Loaders 992 - 994
Track-type Tractors D11
Excavators 5130 - 5230
This list is generic and includes both the original 3500 Series engines and
the 3500B engines.
• System features The 3500 EUI engines have many features and benefits not possible with
mechanical fuel systems. These features include a very clean exhaust,
improved fuel consumption and cold starting, simplified maintenance
with fewer moving parts, and reduced operating costs.
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• Engine cross This cross sectional view of the engine shows the injector installation and
sectional view the pushrod arrangement in relation to the upper portion of the engine.
This sectional view is similar to the original 3500 EUI engine. Major
differences are the spring loaded injector push rods and the larger
diameter camshaft (described later).
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3516B FUEL SUPPLY CIRCUIT (793C)

FUEL
PRESSURE
REGULATOR
OIL RENEWAL CYLINDER
HEAD
INJECTOR
ENGINE
BLOCK
PRIMING PUMP SUPPLY
FUEL TANK FUEL

SECONDARY
DIFFERENTIAL
FUEL FILTERS
PRESSURE
(2 MICRON)
SWITCH
PRIMARY ECM
FUEL FUEL
FILTER TRANSFER
FUEL PUMP
HEATER
EUI Fuel System Components
This schematic shows the various components in the 3500B EUI fuel
delivery system. A detailed explanation of the system and the various
components follows later in this presentation. The schematic above
shows the 3516B fuel system as installed in the 793C Off-highway Truck.
• Electronically similar
The electronic components in the 3500B EUI fuel system are very similar
to HEUI system to those used in other EUI and, to some extent, the HEUI electronic
system. However, in this system, the injectors are actuated by camshafts.
• Injectors electronically The injectors are electronically signalled, as in the original 3500 EUI
signalled system.
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DISCONNECT
J4/P4 THROUGH
J19/P19
BOLT
J2
J1
24 V
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
THROTTLE 113-OR
SWITCH
SENSOR SENSOR
GROUND
AFTERCOOLER
+ BATTERY
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
STARTING RELAY
SWITCH SENSOR
AID SWITCH ENGINE
DIFFERENTIAL
+ BATTERY
SENSOR
SENSOR
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
SENSOR
RIGHT P31/J31 J103/P103
P84/J84
J113/P113 A/C ON
FAN SPEED SENSOR
• Electrical block This electrical schematic shows the various components in the system and
diagram the section of the system in which they are located.
On the left side of the schematic are the engine mounted components, and
on the right side of the schematic are the machine mounted components.
The connection between the two circuits is made by the Machine Interface
Connector.
Some components or circuits are not used by the fuel system, but are
controlled by the engine ECM. For example:
- Pre-lubrication Circuit
- Exhaust Wastegate Control
- Demand Fan Control
- Ether Injection System
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• Six major component This slide shows six major types of electrical/electronic components in
types: the EUI fuel system:
- ECM - ECM
- Throttle control - Throttle Control
- Pressure sensor - Pressure Sensor
- Temperature sensor - Temperature Sensor
- Speed/timing sensor - Speed/Timing Sensor
- Injector - Injector
The CAT Data Link (not shown) provides a two-way communication path
between the EUI system and the other ECM’s or systems on the machine.
The CAT Data Link also allows the ET service tool to communicate with
the engine ECM.
NOTE: Only one example of each sensor (pressure and temperature) is

shown on the slide.
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External Engine Views and Major Components
• Engine front view The engine block is similar to the original 3500 block. The main
difference is due to the larger camshaft which needs a larger bore in the
block to accommodate the camshaft.
• ECM (arrow) The principal component in the EUI system is the Electronic Control
Module (ECM). The ECM (arrow) is mounted at the front of the engine.
• Additional The following components are also located on the front of the engine:
components:
- Timing Calibration Connector

- Timing calibration
connector - Coolant Flow Sensor
- Coolant flow sensor
- Turbocharger Outlet Pressure Sensor
- Turbocharger outlet
pressure sensor
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1
2
• Engine rear view At the rear of the engine is the timing gear housing containing the
following components:
1. Aftercooler
temperature sensor - Aftercooler Temperature Sensor (1)
2. Machine interface
- Machine Interface Connector (2)
connector
3. Speed/timing - Speed/Timing Sensor (3)

sensor
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3 2
• Engine left side view On the left side of the engine are the following components:
1. Coolant - Coolant Temperature Sensor (1) on the thermostat housing

temperature sensor
- Speed/Timing Sensor (2)
2. Speed/timing
sensor - Fuel filters (3)
3. Fuel filters - Oil Filters (4)
4. Oil filters
Additional components mounted on this side of the engine (to be
explained later in the presentation) are:
- Exhaust Temperature Sensor (one of two)

- Filtered Oil Pressure Sender
- Unfiltered Oil Pressure Sender
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2
5
4
3
10
• Engine right side view On the right side of the engine are the following components:
1. Crankcase
pressure sensor
- Crankcase Pressure Sensor (1)
2. Oil renewal injector - Oil Renewal Injector (2)
3. Fuel transfer pump - Fuel Transfer Pump (3)

4. Coolant flow switch - Coolant Flow Switch (4)
5. Timing calibration - Timing Calibration Connector (5)
connector
Additional components on this side of the engine include:
- Right Exhaust Temperature Sensor

- Oil Level Switch
- Wiring Harness
The wiring harness includes the Deutsch electrical connectors on the

cylinder heads. The Deutsch connectors conduct current to the electronic
unit injectors through internal wiring in the cylinder heads.
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11
The major component in the EUI system is the Electronic Control

Module.
• ECM--the "heart" of The ECM is the "heart" of the engine. The ECM performs engine
the system governing, timing and fuel limiting. It also reads sensors and
communicates to the instrument display system through the CAT Data
Link.
• Personality module The Personality Module is located on the rear of the ECM through an
access panel located access panel.
on rear of ECM
The Personality Module is used to program the ECM with all the rating
information for a particular application. The Personality Module can be
changed by direct replacement or can be flash programmed (or
reprogrammed) using a PC.
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12
• EUI wiring harness The wiring harness provides two-way communication between the ECM
and the engine sensors and connects the ECM to the unit injectors.
The harness is routed from the ECM at the left front of the engine to the
left side of the engine. The harness then crosses over to the right rear of
the engine and is routed to the right side of the engine.
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13
• Coolant temperature The engine Coolant Temperature Sensor (arrow) is located at the front
sensor (arrow) of the engine on the thermostat housing. This sensor is used with the
ECM to control various functions. The following systems or circuits use
the Temperature Sensor output to the ECM:
• Sensor functions The Vital Information Management System (VIMS) or Caterpillar

Monitoring System Coolant Temperature Gauge over the CAT Data
Link.
The High Coolant Temperature Warning Alert Indicator and Gauge
on the VIMS or Caterpillar Monitoring System panel. (The
information is transmitted over the CAT Data Link.)
The Engine Demand Fan Control, if installed, uses the sensor signal
reference to provide the appropriate fan speed.
The Cat Electronic Technician (ET) status screen for coolant
temperature indication.
The Cold Mode engine control (i.e. elevated low idle and timing
reference for cold mode operation).
The Ether Aid control as a reference for Ether Aid operation.
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14
Electronic Timing Components
• Speed/timing sensor This view shows the Speed/Timing Sensor (arrow). The sensor is
(arrow) mounted on the rear gear housing.
This sensor is used to calculate engine speed and crankshaft position for
timing purposes.
• Self-adjusting sensor The sensor is self-adjusting, but special precautions are necessary during
installation to prevent damage. (The precautions are described later in the
presentation.)
NOTE: After installation, the sensor is initially in contact with the

timing wheel.
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1 4
15
• Identify components: This view shows the Timing Wheel (1) and the Speed/Timing Sensor
(2) on the engine.
1. Timing wheel
2. Speed/timing A dowel pin (3) on the camshaft and a corresponding hole on the timing
sensor wheel are used to time the wheel relative to the camshaft. The camshaft
3. Dowel pin
is then timed with the crankshaft at TDC.
4. 50/50 size slot and Notice the wide 50/50 size slot and equal size tooth (4) cut in the wheel.
tooth Three pairs of equal size slots and teeth are on the wheel. The other 21
slots and teeth are 80/20 relative size. These features are used to generate
a digital signal necessary for timing.
These functions are more fully explained later in the second section of
this presentation.
This timing wheel is common to all 3500 engines.

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16
• Timing wheel (arrow) The timing wheel (arrow) is mounted on and driven by the left camshaft
(not shown). The camshaft is driven by the rear gear train, as shown in
this slide.
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17
• 3500B camshaft Each cylinder has three corresponding camshaft lobes. The center lobe is
is used to actuate the unit injector. The 3500B has a larger diameter
camshaft to accommodate the higher injection pressures generated in the
unit injector pumps.
The cylinder block has a larger camshaft bore to accommodate the larger
camshaft. (All 3500 engines are now being manufactured to this
standard.)
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18
The injectors are actuated by the camshaft. This view also shows the
valve train which is on both sides of the injector mechanism below the
valve cover.
• injector pushrod Notice the 3500B injector pushrod spring, which maintains contact
spring between the lifter roller and the camshaft lobe. This spring is designed to
maintain cam follower and camshaft contact and protect the mechanism
during a possible overspeed.
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19
• 3500B EUI injector The 3500B EUI injector is actuated by the pushrod and rocker arm. Fuel
flow is controlled by the ECM through a solenoid on the side of the
injector.
The injection cycle is initiated and terminated by the ECM with a

• 105 Volt signal
determines start of 105 Volt signal. The start of injection and, therefore, timing are
injection determined by the start of the signal. The duration of the signal from the
ECM (and rpm) determines the quantity of fuel delivered per stroke. This
operation is explained in more detail in the Electronic Controls section of
the presentation.
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1
2
20
1. Fuel pressure The Fuel Pressure Regulator (1) is located on the top right side of the
regulator engine.
Fuel flows from the fuel filter base, through the steel fuel lines (2), to the
2. Fuel lines to
EUI fuel injectors. Return fuel from the injectors flows through the fuel
injectors
pressure regulator before returning to the fuel tank. Fuel pressure is
controlled by the fuel pressure regulator.
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21
• Atmospheric pressure The Atmospheric Pressure Sensor (arrow) is installed on the ECM
sensor (arrow) mounting adapter and is vented to the atmosphere. This sensor has
various functions which are fully described later in the presentation.
Briefly, it performs the following functions:
Ambient pressure measurement for automatic altitude

compensation and automatic air filter compensation.
Absolute pressure measurement for the fuel ratio control, ET, filter
restriction, and Caterpillar Monitoring System panel (gauge) pressure
calculations.
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22
The Turbocharger Inlet Pressure Sensor (1) is mounted between the air
filter and the turbocharger.
1. Turbocharger inlet This sensor is used in conjunction with the atmospheric pressure sensor to
pressure sensor measure air filter restriction for engine protection purposes. The
difference between the two pressure measurements is used as the filter
differential pressure. The engine ECM uses this calculation to determine
whether derating is necessary to protect the engine against the effects of
excessive filter restriction.
This function is referred to as Automatic Air Filter Compensation.
2. Ether cylinders Depending on the application and air intake system configuration, either
one or two Turbocharger Inlet Pressure Sensors may be used.
If the machine is equipped with an ether start system, the ECM will
automatically inject ether from the ether cylinders (2) during cranking.
The operator can also inject ether manually with the ether switch in the
cab. Ether will only be injected if the engine coolant temperature is
below 10°C (50°F) and engine speed is below 1200 rpm.
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23
• Turbocharger outlet Also at the front of the engine in the vee is the Turbocharger Outlet
pressure sensor (Boost) Pressure Sensor (arrow). This sensor is used with the ECM to
(arrow)
control the air/fuel ratio electronically. This feature allows more accurate
smoke control which was not possible with previous mechanically
governed engines. The sensor reads boost pressure through a tube
connecting the sensor to the manifold.
The sensor also allows boost pressure to be read using the electronic
service tools.
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24
• Exhaust temperature One Exhaust Temperature Sensor (arrow) is mounted below each
sensor (arrow) turbocharger. These sensors are used to warn of possible damaging
conditions in the engine caused by excessive exhaust temperature.
On the 793C, the sensors enable the ECM to derate the engine.
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25
• Filtered lubrication oil Mounted on the rear of the Oil Filter Group is the Filtered Lubrication
pressure sensor Oil Pressure Sensor (arrow). This sensor is used to signal oil pressure to
(arrow)
the ECM. The sensor is also used by the ECM to generate a low oil
pressure warning for the operator.
Mounted at the front of the Oil Filter Group (not shown) is the Unfiltered
Lubrication Oil Pressure Sensor. This sensor is used by the ECM with
the Filtered Lubrication Oil Pressure Sensor to calculate oil filter
differential pressure.
The oil filter differential pressure calculation provides a warning that the
oil filters need to be changed. (This system is not designed to be a
substitute for regular filter change maintenance requirements.)
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26
• Crankcase pressure A Crankcase Pressure Sensor (arrow) may be mounted on the right side
sensor (arrow) of the engine.
This sensor is used to protect the engine by giving advance warning of a

failure (i.e. a piston allowing excessive blowby which could soon cause
considerable damage).
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27
• Timing calibration The Timing Calibration Sensor (arrow) is installed when required for
sensor (arrow) speed/timing sensor calibration in the flywheel housing.
This sensor (magnetic pickup) is installed in the hole normally reserved

for the timing pin. (The pin is used to position the crankshaft with the
No. 1 piston at top dead center.)
NOTE: On some applications (i.e. track-type tractors) where

accessibility is limited, this sensor is permanently installed.
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28
Machine Mounted Engine Components
Machine mounted components on off-highway trucks include:

• Machine mounted
components:
- Brake pedal (1)
1. Brake pedal
- Throttle pedal (2)
2. Throttle pedal
- Throttle Position Sensor (3)
3. Throttle position
sensor
The Throttle Position Sensor is attached to the throttle pedal. The
Throttle Position Sensor provides the throttle position input to the ECM.
• Elevated low idle The ECM provides an elevated engine idle speed of 1300 rpm when the
coolant temperature is below 60°C (140°F). Above 60°C (140°F), the
elevated idle rpm is gradually reduced until the coolant temperature
reaches 71°C (160°F). Above 71°C (160°F), the engine will idle at
700 rpm.
Increasing the low idle speed helps prevent incomplete combustion and
overcooling. To temporarily reduce the elevated idle speed, the operator
can depress the throttle momentarily, and the idle speed will decrease to
700 rpm for 10 minutes.
• Throttle back-up The Off-highway Truck Throttle Back-up Switch allows a "limp home"
switch mode in the event of a throttle circuit failure.
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29
• Fuel filters Two fuel filters are installed on the left side of the engine. The priming
pump is installed on the filter housing.
• Filter differential
A fuel filter differential pressure switch is installed on the front of the
pressure switch filter housing to provide a warning when the filters need replacement.
It is important that the correct two micron fuel filters are used with this
• Two micron fuel filter
engine.
rating
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OTHER SYSTEMS CONTROLLED BY THE ECM

• Oil Renewal
• Exhaust Wastegate Control
• Engine Oil Prelube
• Variable Speed Fan Control
• Ether Injection System
30
Other Systems Controlled by the ECM
Although not actually part of the fuel system, the following circuits are
also controlled by the ECM.
- Oil Renewal
- Exhaust Wastegate Control
- Engine Oil Prelube
- Variable Speed Fan Control
- Ether Injection System
These circuits are described later in the presentation.

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DISCONNECT
J4/P4 THROUGH
J19/P19
BOLT
J2
J1
24 V
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
THROTTLE 113-OR
SWITCH
SENSOR SENSOR
GROUND
AFTERCOOLER
+ BATTERY
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
STARTING RELAY
SWITCH SENSOR
AID SWITCH ENGINE
DIFFERENTIAL
+ BATTERY
SENSOR
SENSOR
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
SENSOR
RIGHT P31/J31 J103/P103
P84/J84
J113/P113 A/C ON
FAN SPEED SENSOR
31
• Engine component This schematic identifies the external EUI engine components for the
identification 793C Truck. The components shown on the left side of the schematic are
mounted on the engine and those on the right are machine mounted.
Other machines may differ with the mix of sensors and other components.
The appropriate Troubleshooting Guide must be used to verify the specific
machine components.
INSTRUCTOR NOTE: At this time, it is recommended that each

component be located on the engine and machine. The function of
each can be reviewed with the students.
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ELECTRONIC
CONTROL SYSTEM
32
ELECTRONIC CONTROL SYSTEM
This section of the presentation explains the 3500B Electronic Control

System including the following components:
- ECM
- Personality Module
- Electronic Unit Injector Solenoids
- Timing Wheel
Also covered are the following subsystems and related procedures:
- Timing control
- Fuel quantity control
- Speed control (governor)
- Cold modes
- Timing calibration
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33
• ECM: The Electronic Control Module (ECM) functions as the governor and fuel
- Governor system computer. The ECM receives all the signals from the sensors and
energizes the injector solenoids to control timing and engine speed.
- Fuel system
computer
The ECM is sealed except for access to the software which is contained in
- Injection timing the Personality Module (next slide). This ECM is the second generation
controller
of Advanced Diesel Engine Management Systems and is often referred to
as "ADEM II."
• Same ECM used in all This ECM is used on all 3500B engines, including machine and industrial
3500B applications applications.
This ECM physically looks the same as the 3400 HEUI ECM. However,
• 3500B EUI ECM not
it is very different electrically in that the wave form (described later in the
interchangeable with
3400E HEUI ECM presentation) for the injectors has a different shape. Additionally, this
ECM has no pump control valve output.
NOTE: The ECM has an excellent record of reliability. Therefore,

any problems in the system are most likely to be in the connectors
and wiring harness. In other words, the ECM should typically be the
last item in troubleshooting.
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34
• Personality module The Personality Module (shown here removed from the ECM) contains
contains software the software with all the fuel setting information (such as horsepower,
torque rise and air/fuel ratio rates) which determines how the engine will
perform. The Personality Module is installed on the lower face of the
ECM, behind the access panel.
At this time, two methods can be used to update the software:
1. Remove and replace the Personality Module.
2. Flash Programming: Electronic reprogramming of the Personality

Module.
• ECM is sealed except

for personality module
NOTE: The ECM is sealed and needs no routine adjustment or
maintenance. The Personality Module is mounted within the ECM.
Installation of the Personality Module is the only reason to enter the
ECM. This operation would normally be performed during an ECM
installation or a software update.
STMG 681 - 39 -
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35
Fuel Injection
• Unit injectors The 3500B EUI injector is very similar to the original 3500 EUI injector.
The injector is controlled electrically by the ECM. The signal from the
• Electrically signalled, ECM controls the opening and closing of the solenoid valve. The
mechanically actuated
solenoid valve controls the flow of high pressure fuel to the cylinder.
This system enables the ECM to control fuel volume and timing.
• Injector codes The 3500B injector now has bar and numerical codes marked on the
tappet. The numerical code must be entered into the ECM using ET. The
purpose of this code is to ensure that all injectors are matched as perfectly
as possible in performance, both in timing and fuel quantity.
• Programming injector If an injector is replaced, moved to another position on the engine, or if

codes two injectors are switched, then the injector codes must be reprogrammed.
The injector codes are programmed into the ECM using ET and the
Calibrate Sensor Screen. Failure to enter the codes into a new ECM may
result in unequal timing and fuel delivery between cylinders.
WARNING
The injector solenoids operate on 105 Volts direct current. Always

remain clear of the injector area when the engine is running or
electrical shock may occur.
STMG 681 - 40 -
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EUI INJECTOR TESTING

METHODS
• INJECTOR SOLENOID TEST
• CYLINDER CUT-OUT
• AUTOMATIC INJECTOR TEST
36
• Injector testing These tests can be used to determine which cylinder or injector is
malfunctioning:
INJECTOR SOLENOID TEST

This test is performed while the engine is stopped. The injector solenoids
can be tested automatically with ET using the Injector Solenoid Test.
This function individually tests each solenoid in sequence and indicates if
a short or an open circuit is present.
CYLINDER CUT-OUT (Manual test)

This test is performed while the engine is running at any speed.
The 105 Volt pulses can be individually cut out to aid in troubleshooting
misfire problems in the injector and the cylinder.
AUTOMATIC CYLINDER CUT-OUT

This test is performed with ET while the engine is running at any speed.
The test makes a comparative evaluation of all injectors and numerically
shows the results. The test enables an on-engine evaluation of the
injectors. A satisfactory test of all injector solenoids without any
diagnostic messages means that a problem is likely mechanical and in the
cylinder.
(AUTOMATIC) MULTIPLE CYLINDER CUT-OUT

This test is performed with current engines and enables multiple cylinders
to be cut-out simultaneously.
STMG 681 - 41 -
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EUI CONTROL LOGIC
TIMING CONTROL
ENGINE SPEED TIMING DEGREES BTDC DESIRED
TIMING FUEL INJECTION
FUEL QUANTITY FUEL RPM
SELECT BTDC CONVERT TIMING WAVE FORM
TIMING DESIRED
TIMING
COOLANT
COLD MODE
TEMPERATURE
37
Fuel Injection Control System
• Fuel timing control This diagram shows the timing control logic within the ECM.
• Inputs to timing Engine speed and fuel quantity (which relates to load) inputs are received
control by the timing control. These combined inputs determine the start of fuel
injection.
• Benefits of a "smart" The timing control provides the optimum timing for all conditions. The
timing control benefits of a "smart" timing control are:
- Reduced particulates and lower emissions

- Improved fuel consumption while still maintaining performance
- Extended engine life
- Improved cold starting
STMG 681 - 42 -
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3500B COOLANT
ELECTRONIC GOVERNOR SHUTDOWNS TEMPERATURE
SENSOR
ECM
ELECTRONIC
8 GOVERNOR
7
SIGNALS 6 FUEL FRC TORQUE ENGINE
TO FUEL 5 INJECTION
THROTTLE
ENGINE RPM MAPS MAPS CONTROL
INJECTORS 4 CONTROL
3 LOGIC
2 TDC
1
SPEED/TIMING ENGINE RPM ENGINE RPM
SIGNAL
TURBO OUTLET AND
ATMOSPHERIC
TIMING PRESSURE SENSORS
WHEEL
SPEED/TIMING
SENSOR
38
• Fuel quantity control Three inputs control fuel quantity:
• Inputs to fuel quantity 1. Engine speed

control
2. Throttle position
3. Boost
These signals are received by the electronic governor portion of the ECM.
The governor then sends the desired fuel signal to the fuel injection
control. The electronic governor also receives signals from the fuel ratio
control and torque control.
• Start of injection Two variables determine fuel quantity and timing:

determines timing
- The start of injection determines engine timing.
• Injection duration
determines fuel - The injection duration determines the quantity of fuel to be injected.
quantity
STMG 681 - 43 -
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BASIC ENGINE BLOCK DIAGRAM

ECM
J4/P4 THROUGH P26
J19/P19 T/C CONNECTOR
J2
J1
8/12/16
GROUND BOLT
INJECTORS
P20/J20 J3/P3
MACHINE INTERFACE
SPEED/TIMING SENSOR
CONNECTOR
J21/P21 J48/P48
UNFILTERED OIL
COOLANT PRESSURE SENSOR
TEMPERATURE SENSOR
J32/P32 J29/P29 CRANKCASE

AFTERCOOLER PRESSURE SENSOR
TEMPERATURE SENSOR
J105/P105 J27/P27
ATMOSPHERIC
LOW OIL PRESSURE SENSOR
LEVEL SWITCH
FUEL FILTER J106/P106 J23/P23

TURBOCHARGER OUTLET
DIFFERENTIAL
PRESSURE SENSOR
PRESSURE SWITCH
J47/P47 J22/P22
FILTERED OIL
COOLANT
PRESSURE SENSOR
FLOW SWITCH
P30/J30 J28/P28 LEFT TURBOCHARGER

LEFT TURBOCHARGER INLET PRESSURE SENSOR
EXHAUST
TEMPERATURE SENSOR
P31/J31 J25/P25 RIGHT TURBOCHARGER

RIGHT TURBOCHARGER INLET PRESSURE SENSOR
EXHAUST
TEMPERATURE SENSOR
39
• Speed/timing sensor The Speed/Timing Sensor serves three basic functions in the system:
1. Engine speed measurement
• Three functions of 2. Engine timing measurement

speed/timing sensor
3. Cylinder identification and TDC location
The Speed/Timing Sensor is mounted on the rear housing below the

timing wheel. This sensor is self-adjusting during installation and has
zero clearance with the timing wheel.
• Sensor installation The sensor head is extended prior to installation. The action of screwing
in the sensor pushes the sensor head back into the body when the head
contacts the timing wheel. This contact is momentary while the engine is
starting. After initial start-up, the head runs with zero clearance.
STMG 681 - 44 -
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SPEED/TIMING SENSOR
P2 J2
ECM
SPEED/TIMING
SENSOR P20 J20
OR A 996-GN 32 +V TIMING
BK B 998-BR 29 DIGITAL RETURN
WH C 999-WH 38 PRIMARY ENGINE SPEED
F723-PK 18 TIMING CAL +
F724-PU 12 TIMING CAL -
P26 P1 J1
TIMING CALIBRATION 1
CONNECTOR 2
40
• Speed/timing sensor The Speed/Timing Sensor (left rear of engine) measures engine speed for
governing and crankshaft position for timing purposes and cylinder
identification.
• Power supply The ECM supplies 12.5 ± 1 Volts to the Speed/Timing Sensor.
Connector pins A and B transmit the common power supply to the sensor.
The C connector pin transmits the signals from the sensor to the ECM.
NOTE: The Speed/Timing Sensor has a dedicated power supply. No

other circuits should be spliced into this power supply.
STMG 681 - 45 -
1/02
41
• Timing wheel and The Timing Wheel is indexed with a drilled hole which is mated to a
speed/timing sensor dowel on the camshaft. This dowel locates the wheel in the correct
position on the camshaft relative to the crankshaft.
As previously stated, the Timing Wheel has a total of 24 teeth. 21 teeth

are large with small spaces between them (80/20 relative size). The other
three teeth and spaces have equal dimensions (50/50 relative size). This
configuration is used by the ECM as a reference point for determining the
position of the engine for fuel timing.
The Speed/Timing Sensor can identify the equal size teeth because they
create a different signal pattern than the other teeth.
NOTICE
The head of the sensor MUST NOT be positioned in the wide timing
wheel slots during installation. Incorrect positioning will cause
damage to the sensor head.
STMG 681 - 46 -
1/02
CYL. NO. 3
TDC REF
REF
SPEED/TIMING
SENSOR
CYL. NO. 4
TDC
REF
TIMING
CALIBRATION
RANGE ± 7°
50/50
CYL. NO. 8 TOOTH
TDC SLOT
80/20
TOOTH
SLOT
50/50 50/50
TOOTH TOOTH
SLOT SLOT
42
The Speed/Timing Sensor is positioned over the circumference of the

teeth.
• Sensor generates a The teeth and sensor generate a Pulse Width Modulated (PWM) signal for
PWM signal from the purpose of timing and a frequency modulated output for speed
timing wheel teeth measurement.
INSTRUCTOR NOTE: A description of PWM signals is provided

later in this presentation.
STMG 681 - 47 -
1/02
TIMING GEAR TOOTH TABLE

TABLE PWM DUTY CYLINDER
ENTRY CYCLE REFERENCE CRANKING
A 80 % NONE IDENTIFIED
B 50 %
C 80 %
D 80 %
E 80 %
F 50 %
G 50 %
H 80 %
80/20 % 50/50% 80/20 % 80/20 % 80/20 % 50/50% 50/50%
A B C D E F G H
TIMING WHEEL ROTATION
43
• Cranking The Speed/Timing Sensor uses the timing wheel with the teeth arranged
as shown to initially determine:
• Timing wheel teeth
and spacing - Top Dead Center No. 1 (When found, the cylinders can be
identified.)
- Engine speed
The sequence of signals shown in the second column (PWM duty cycle) is
analyzed by the ECM. At this point, no fuel will be injected until certain
conditions have been met.
STMG 681 - 48 -
1/02

ENTRY CYCLE REFERENCE AFTER PATTERN RECOGNITION
A 80 % NO
B 50 % CYL. NO. 1
C 80 % NO
D 80 % NO
E 80 % CYL. NO. 2
F 50 % NO
G 50 % NO
H 80 % CYL. NO. 7
A B C D E F G H
CYL NO. 1 CYL. NO. 2 CYL. NO. 2

CYL. NO. 1 TDC REFERENCE TDC
REFERENCE EDGE
EDGE
44
• After pattern During start-up, the sensor initially monitors the pulses created by the
recognition passing teeth and identifies the sequence as shown. After a complete
rotation, the control can recognize the location of TDC from the pattern in
the above illustration.
• Initial firing sequence

During initial cranking, no fuel is injected until:
- The Timing wheel has completed a revolution (the sensor has read
the three 50/50 teeth).
- TDC for all cylinders is identified by the control.
After the sensor has provided the necessary signals, the ECM is ready to
start injection.
NOTE: The reference points in the illustration are positions on the

timing wheel from which the control measures the point of injection
and TDC.
STMG 681 - 49 -
1/02

ENTRY CYCLE REFERENCE NORMAL OPERATION
A 80 % NO
B 50 % CYL. NO. 1
C 80 % NO
D 80 % NO
E 80 % CYL. NO. 2
F 50 % NO
G 50 % NO
H 80 % CYL. NO. 7
A B C D E F G H
60° BTDC (EEPROM) 60° BTDC (EEPROM)

ASSUMED ASSUMED
DES TIMING TDC DES TIMING TDC
DELAY NO. 1 NO. 2

INJECTION INJECTION
CYL. NO. 1 CYL. NO. 2

CYL. NO. 1 CYL. NO. 2 ACTUAL TDC
ACTUAL TDC
REFERENCE (CALIBRATED) REFERENCE (CALIBRATED)
45
• Normal operation During normal operation, the ECM can determine timing (assumed TDC)
from the cylinder reference point for each cylinder. The actual TDC is
stored by the ECM after calibration is performed.
Injection timing is calibrated by connecting a TDC probe to the service

• Signal pattern
identifies TDC
access connector on the engine harness, and by activating the calibration
sequence with the Caterpillar ET service tool. The ECM raises the engine
• Conditions for speed to 800 rpm (to optimize measurement accuracy), compares the
injection actual No. 1 TDC location to the assumed cylinder No. 1 TDC location,
and saves the offset in the EEPROM (Electrically Erasable Programmable
Read Only Memory).
NOTE: The calibration offset range is limited to ± 7 crankshaft

degrees. If the range is exceeded, the offset is set to zero (no
calibration) and a calibration diagnostic message is generated.
STMG 681 - 50 -
1/02
TIMING CALIBRATION SENSOR

P2 J2
SPEED/TIMING ECM
SENSOR P20 J20
WH C 999-WH 38 PRIMARY ENGINE SPEED
F723-PK 18 TIMING CAL +
F724-PU 12 TIMING CAL -
TIMING CALIBRATION P1 J1
SENSOR P26
1
2
TIMING CALIBRATION
CONNECTOR
46
• Timing calibration The Timing Calibration Sensor (magnetic pickup) is installed in the
sensor flywheel housing during calibration. The connector is located above the
ECM. (On some machines, i.e. D11 Tractor, the sensor is permanently
installed.)
Using the Caterpillar ET service tool, timing calibration is accomplished

automatically for both sensors when selected on the appropriate screen.
The desired engine speed is set to 800 rpm. This rpm setting is performed
to avoid instability and ensure that no backlash is present in the timing
gears during the calibration process. Also, the system has a repeatable
point for improved calibration accuracy.
STMG 681 - 51 -
1/02
TIMING CALIBRATION
TIMING
WHEEL
REFERENCE EDGE TO TDC DISTANCE

REFERENCE
ASSUMED ACTUAL
EDGE
CYL. NO. 1 TDC CYL. NO. 1 TDC
-7° +7° TIMING

REFERENCE
TIMING CALIBRATION ±7° OFFSET
SENSOR SIGNAL
MAXIMUM TIMING REFERENCE OFFSET ± 7 DEGREES
47
• Timing calibration As the Speed/Timing Sensor uses the timing wheel for a timing reference,
timing calibration improves fuel injection accuracy by correcting for any
• Corrects small
slight tolerances between the crankshaft, timing gears and timing wheel.
crankshaft to timing
gear tolerances
During calibration, the offset is saved in the ECM EEPROM (Electrically
• Calibration offset
Erasable Programmable Read Only Memory). The calibration offset
range ± 7 degrees range is limited to ± 7 crankshaft degrees. If the timing is out of range,
calibration is aborted. The previous value will be retained and a
diagnostic message will be logged.
The timing must be calibrated after performing the following procedures:
1. ECM replacement
2. Speed/timing sensor replacement
3. Timing wheel replacement
4. Camshaft, crankshaft or gear train replacement
STMG 681 - 52 -
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INJECTION CURRENT WAVEFORM

ONE CYCLE
PULL-IN PEAK CURRENT

CURRENT FLOW
HOLD-IN PEAK CURRENT
0 1 2 3 4 5
TIME (MILLISECONDS)
48
• Unit injector current This illustration shows how the current increases initially to pull in the
flow injection coil and close the poppet valve. Then, by rapidly chopping
(pulsing) the 105 Volts on and off, current flow is maintained. The end of
injection occurs when the current supply is cut off and fuel pressure drops
rapidly in the injector.
INSTRUCTOR NOTE: This waveform may be demonstrated with a

9U7330 Digital Multimeter (or equivalent) and a current probe.
STMG 681 - 53 -
1/02
FUEL SYSTEM COLD MODES

• Speed Control
• Fuel Limiting
• Injection Timing
• Injector Cold Mode Cutout
• Ether Injection
49
• Cold modes The EUI fuel system is designed to modify its operational characteristics
during cold conditions. This modification is done to protect the
environment and to improve the operational characteristics of the engine.
• Cold mode cylinder A feature which was introduced with the 3500B is the Cold Mode Cutout.
cutout This feature activates when the engine is at low speed, load and
temperature. As each individual cylinder is cut out, the ECM looks at the
fuel rate measurement. If the fuel rate does not increase, the ECM
assumes that this cylinder is not firing.
To protect the dead cylinder from the effects of fuel washing down the
piston and liner, the ECM leaves the cylinder in the cutout condition. The
ECM now goes to the No. 2 cylinder and repeats the process. After the
last cylinder is checked, the ECM goes to cylinder No. 1 and starts again.
The engine may appear to misfire during the process, but this condition is
normal. Checking the active faults with the engine running will verify
that no electrical faults are present.
This function is turned off when the throttle is opened more than 25%,
coolant temperature is above 60°C or if the engine speed is above
1300 rpm.
INSTRUCTOR NOTE: The various cold modes are tabulated in

Serviceman's Handout No. 4.
STMG 681 - 54 -
1/02
FUEL SYSTEM LIMITS

• Maximum Horsepower
• Maximum Torque
• Fuel Ratio
• Cold Mode Limit
• Cranking Fuel Limit
50
• Fuel system limits Just as earlier engines had mechanical limits to determine maximum fuel
delivery during full load, full torque and acceleration, the EUI system has
electronic limits to protect the engine. These limits are:
- Maximum Horsepower
- Torque Limit (Determines torque rise characteristics)
- Fuel Ratio Control (Limits fuel until sufficient boost is available)
- Cold Mode Limit (Limits fuel with cold engine to control white
smoke)
- Cranking Fuel Limit (Limits fuel during cranking)
An acceleration delay during start-up holds the engine at low idle for two
seconds or until the oil pressure reaches 140 kPa (20 psi).
• Variable horsepower Off-highway Trucks have a system which increases engine horsepower in
direct drive only. This system protects the drive line from excessive
torque in the lower gears. The feature can be overridden with ET when
dynamometer testing.
• Economy shift mode Off-highway Trucks also have a service tool programmable feature which
is designed to lower shift points and the fuel limit to improve fuel
consumption at the customer's request.
STMG 681 - 55 -
1/02
FUEL SYSTEM DERATES
• Automatic Altitude Compensation

• Automatic Filter Compensation
• Engine Warning Derate
• High and Low Boost Derate
51
• Fuel system derates As the system limits fuel for every condition, derates are also built into
the system for protection. These derates are individually covered later in
the presentation, but are summarized here:
- Automatic Altitude Compensation (Altitude derate)
- Automatic Filter Compensation (Derates for air filter restriction if

installed)
- Engine Warning Derate for the following conditions:

Low oil pressure
High coolant temperature
High exhaust temperature
High and low boost
If a loss of boost sensor output occurs, the ECM assumes zero boost
pressure. Although not strictly a derate, power is reduced by
approximately 50 to 60%.
STMG 681 - 56 -
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INSTRUCTOR NOTE: This material will be reinforced if the

following ET tasks are demonstrated. Review the material with
questions following the tasks. The demonstration can be performed
on an engine or machine with a laptop computer. The suggested
topics are:
Basic ET review (if required)

Status screens with all appropriate parameters
Active diagnostic codes
Logged diagnostic codes
Events screen and overspeed histogram
Configuration screen
Timing calibration
Injector solenoid test
Cylinder cutout test
Automatic injector test
Program injector codes
Air fuel ratio control setting (read and change)
STMG 681 - 57 -
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FUEL SUPPLY SYSTEM
52
FUEL SUPPLY SYSTEM
This portion of the presentation describes the operation of the EUI Fuel
Supply System as used on the 3500B engines in machine applications.
STMG 681 - 58 -
1/02

FUEL
PRESSURE
REGULATOR
HEAD
INJECTOR
ENGINE
BLOCK
PRIMING PUMP SUPPLY
FUEL TANK FUEL

SECONDARY
DIFFERENTIAL
FUEL FILTERS
PRESSURE
(2 MICRON)
SWITCH
PRIMARY ECM
FUEL FUEL
FILTER TRANSFER
FUEL PUMP
HEATER
53
• Fuel supply circuit Fuel Supply Circuit
The system illustrated is for a 3516B in the 793C truck. Other systems
may vary according to the application.
Fuel is drawn from the tank through a fuel heater (if equipped) and
through the primary fuel filter to the fuel transfer pump. Fuel from the
transfer pump flows through the ECM for cooling purposes. From the
ECM, the fuel flows through the secondary fuel filters.
Fuel from the fuel filter base flows to the fuel injectors in the cylinder
heads. Return fuel from the injectors flows through the fuel pressure
regulator and the fuel heater before returning to the fuel tank.
The fuel heater utilizes the hot return fuel from the engine to heat the
incoming fuel passing through the filters. The heater prevents plugging of
the filters in extremely cold conditions.
➥
STMG 681 - 59 -
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• Oil renewal system The Oil Renewal System is controlled by the engine ECM. A small
amount of engine oil flows from the engine block to the oil renewal
injector manifold. The oil flows from the oil renewal injector manifold
into the return side of the fuel pressure regulator. The engine oil mixes
with the fuel in the return line. It then flows to the tank. The combined
oil and fuel mixture circulates back to the injectors to be burned with the
fuel. It should be noted, however, that the ratio of oil to fuel is quite low.
This circuit is more fully described later under Application Specific

Systems.
NOTICE
• Two micron All current 3500 engines are equipped with two micron secondary
secondary filters filters. This requirement is common with most high pressure fuel
systems. Failure to meet the two micron filter requirement will result
in less than expected life for the injectors.
INSTRUCTOR NOTE: Refer to Serviceman's Handout No. 6 when

discussing the two micron filter requirement.
STMG 681 - 60 -
1/02
54
• Fuel system Fuel Supply Components

components:
1. Transfer pump
The fuel transfer pump (1) is driven by the front gear train.
2. Bypass valve The fuel transfer pump contains a bypass valve (2) to protect the fuel
system components from excessive pressure. The bypass valve setting is
higher than the setting of the fuel pressure regulator (next slide).
Fuel flows from the transfer pump through the ECM and the secondary
fuel filters located on the left side of the engine.
STMG 681 - 61 -
1/02
1 2
55
• Fuel system Fuel flows from the fuel filter base through the steel tubes (1) to the fuel
components: injectors. Return fuel from the injectors flows through the Fuel Pressure
1. Steel tubes Regulator (2) before returning to the fuel tank.
2. Fuel pressure
Fuel system pressure is controlled by the Fuel Pressure Regulator. This
regulator
valve is set at 415 to 450 kPa (60 to 65 psi).
The valve is positioned downstream of the fluid manifold fuel passages

and the injectors. Fuel which passes through the valve is returned to the
fuel tank. The fuel lines from both fuel passages in the manifolds are
joined at the regulating valve.
• Fuel pressure test

Fuel pressure can be checked at the Fuel Pressure Regulator Valve by
point removing a plug and connecting a gauge.
STMG 681 - 62 -
1/02
CYLINDER HEADS
MUI AND EUI
MUI EUI
56
• MUI and EUI This slide shows the difference between the Mechanical Unit Injection
installation (MUI) and current Electronic Unit Injection (EUI) installation in the
differences
cylinder head.
Notice the Helper Spring on the injector pushrod. This arrangement is

designed to keep the follower in constant contact with the camshaft. The
helper spring is required due to the increased injection pressures of
151 MPa (22,000 psi) and the steeper, high lift camshaft lobe profile.
STMG 681 - 63 -
1/02
ELECTRONIC
UNIT INJECTOR
SECONDARY FUEL
FILTER PRESSURE
REGULATOR
ECM
TRANSFER
PUMP
FUEL TANK
PRIMARY
FILTER FUEL
TANK
57
• Unit injector fuel This view shows the injector and its fuel supply circuit. A larger volume
supply of fuel passes through the injector than is required for injection. This
extra flow is used to cool the injector, which is also surrounded by
coolant.
INSTRUCTOR NOTE: To reinforce this presentation, the following

tasks may be demonstrated on an engine using the Service Manual
procedures:
Remove and install a unit injector.

Perform the necessary timing adjustments.
Prime the fuel system.
Using the ET, perform an Injector Solenoid Test and Cylinder
Cutout Test.
Check for active and logged faults.
STMG 681 - 64 -
1/02
3500B SYSTEM POWER SUPPLIES
• ECM: 24 VOLTS
• SPEED/TIMING SENSORS: 12.5 VOLTS
• INJECTORS: 105 VOLTS
• ANALOG SENSORS: 5 VOLTS
• DIGITAL SENSORS: 8 VOLTS
• WASTEGATE CONTROL SOLENOID: 0 - 24 VOLTS
58
SYSTEM POWER SUPPLIES
• Six system power The 3500B EUI system has one external and five internal power supplies
supplies with various voltages as shown.
EXTERNAL POWER SUPPLIES
ECM power supply 24 Volts
INTERNAL POWER SUPPLIES
Speed/Timing Sensor power supply 12.5 Volts

Injector power supply 105 Volts
Analog Sensor power supply 5 Volts
Digital Sensor power supply 8 Volts
Wastegate Control Solenoid power supply 0 - 24 Volts
The power supplies are described in detail in the following section.

STMG 681 - 65 -
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ECM POWER SUPPLY BLOCK DIAGRAM

P26 T/C CONNECTOR
ECM
J4/P4 THROUGH GROUND DISCONNECT
J19/P19 BOLT SWITCH BATTERY
J2 (FRAME)
J1
GROUND BOLT (ENGINE)
15 AMP 24 V
J3/P3 MACHINE BREAKER
INTERFACE
8/12/16 CONNECTOR
INJECTORS
113-OR
KEY START
SWITCH
59
ECM Power Supply
• 24 Volt power supply The power supply to the ECM and the system is drawn from the 24-Volt
machine battery. The principle components in this circuit are:
• Power supply - Battery

components - Key Start Switch
- Main Power Relay
- 15 Amp Breaker
- Ground Bolt
- ECM Connector (P1/JI)
- Machine Interface Connector (J3/P3)
If the supply voltage exceeds 32.5 Volts or is less than 9.0 Volts, a
diagnostic code is logged. (See the Troubleshooting Guide for complete
details on voltage event logging.)
NOTE: The Ground Bolt and the Machine Interface Connector are
the only power supply components mounted on the engine.
STMG 681 - 66 -
1/02
ECM POWER SUPPLY CIRCUIT
ENGINE BATTERY ENGINE BLOCK

AND CHARGING GROUND BOLT
SYSTEM
MACHINE INTERFACE P1 J1 ECM
(-) CONNECTOR
24 VOLTS DC 229-BK-14 05
BREAKER 229-BK-14 11 (-) BATTERY
(+) 1 150-RD-14 04 (+) BATTERY
15 A
2 150-RD-14 06
26 113-OR 23 KEY SWITCH ON
113-OR
P3 J3
10 AMP
112-PU
308-YL R
117-RD 200-BK C OFF

S
105-RD B ST
KEY START SWITCH
60
• ECM power supply This schematic shows the principle components for a typical 3500B ECM
circuit power supply circuit. Battery voltage is normally connected to the ECM.
However, an input from the key start switch turns on the ECM. Battery
voltage may be checked using the service tool status screen.
The machine wiring harness can be bypassed for troubleshooting

purposes. These steps are described in the Troubleshooting Procedure.
Notice the P1/JI and P3/J3 connectors in the circuit (described on the next
slide.)
INSTRUCTOR NOTE: The power supply cables are paired between

the battery and the ECM to reduce resistance.
Not all connectors are shown between the machine interface

connector and the 15 amp breaker. Refer to the machine electrical
schematic for complete details.
STMG 681 - 67 -
1/02
ECM CONNECTORS
40 PINS, WIRE SIDE
P2 P1
1 2 3 4 5 6 1 2 3 4 5 6
7 12 7 12
13 18 13 18
19 22 19 22
23 28 23 28
29 34 29 34
35 36 37 38 39 40 35 36 37 38 39 40
61
A common but vital part of all the power supplies (and sensor circuits)
described to this point is the 40 pin connector.
• J1/J2 40 pin This slide shows the two ECM 40 pin connectors, P1 and P2, looking
connectors from the wire side. The pins highlighted in the P1 connector are for the
ECM power supply circuit.
• J3/P3 40 pin The system also includes the J3/P3, 40 pin Machine Interface Connector.
connector This 40 pin connector transmits the power supply from the machine
wiring to the engine wiring harnesses.
The Troubleshooting Guide identifies the relevant pins for each circuit in
this manner. The J3/P3 connector is identified identically and is also a
part of the system power supply.
STMG 681 - 68 -
1/02
SPEED/TIMING SENSOR POWER SUPPLY

12.5 ± 1 VOLTS
P2 J2
ECM
SPEED/TIMING
SENSOR P20 J20
WH C 999-WH 38 ENGINE SPEED
18 TIMING CAL +
12 TIMING CAL -
P1 J1
62
Speed/Timing Sensor Power Supply
• 12.5 Volt power The Speed/Timing Sensor has a dedicated power supply. The ECM
supply from ECM supplies 12.5 ± 1 Volts to the Speed/Timing Sensor.
Connectors A and B send the common power supply to the sensor.

The C wire transmits a separate signal to the ECM.
This power supply is not battery voltage, but is generated and regulated
within 1.0 Volt by the ECM. This power supply and the Speed/Timing
Sensor are vital parts of the EUI system. A failure of the sensor will
result in an engine shutdown.
NOTICE
Connecting another system or accessory to the Speed/Timing Sensor

power supply will cause an engine malfunction or failure.
STMG 681 - 69 -
1/02
3512B INJECTOR WIRING SCHEMATIC

INJECTOR J52/P52 ECM
P2 J2
SOLENOIDS
SOL 1 1 A701-GY 16 SOLENOID 1 POWER
2 F726-YL 05 SOLENOID 1/3 RETURN
SOL 3 3 A703-BR 32 SOLENOID 3 POWER
4 F726-YL
J56/P56
1 A702-PU 40 SOLENOID 2 POWER
SOL 2
2 F727-BU 11 SOLENOID 2/4 RETURN
3 A704-GN 34 SOLENOID 4 POWER
SOL 4
4 F727-BU
J53/P53
SOL 5 1 A705-BU 32 SOLENOID 5 POWER

2 F728-BR 17 SOLENOID 5/7 RETURN
SOL 7 3 A707-PU 38 SOLENOID 7 POWER
4 F728-BR
J57/P57

2 F729-GN 21 SOLENOID 6/8 RETURN
4 F729-GN
J54/P54
1 A709-OR 37 SOLENOID 9 POWER
SOL 9
2 F730-GY 27 SOLENOID 9/11 RETURN
3 A711-PU 31 SOLENOID 11 POWER
SOL 11
4 F730-GY
J58/P58

2 F731-OR 33 SOLENOID 10/12 RETURN
4 F731-OR
63
Injector Power Supplies
• 105 Volt power supply The injectors are supplied with power from the ECM at 105 Volts. For
this reason, precautions must be observed when performing maintenance
around the valve covers.
On the 3512B and 3516B, two of the internal power supplies are used for
the injectors. If a failure occurs, only one bank of injectors could have
failed. On the 3508B, only one of the internal power supplies is used. As
previously mentioned, the same ECM is used on all three configurations.
If an open or a short occurs in the injector circuit, the ECM will disable
that injector. The ECM will periodically try to actuate that injector to
determine if the fault is still present and will disconnect or reconnect the
injector as appropriate.
STMG 681 - 70 -
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J21 P21 P1 J1 ECM

+V ANALOG A 36 +V ANALOG SUPPLY
ENGINE COOLANT ANALOG RETURN
ANALOG RETURN B 30
TEMPERATURE SENSOR SIGNAL C
P22 J22
+V ANALOG A
FILTERED OIL
ANALOG RETURN B
PRESSURE SENSOR SIGNAL C
P23 J23
+V ANALOG A
TURBO OUTLET
ANALOG RETURN B
P25 J25
3500B ANALOG SENSOR
RIGHT TURBO INLET +V ANALOG A
PRESSURE SENSOR
ANALOG RETURN
SIGNAL
B
C
POWER SUPPLY
P27 J27 5 ± 0.5 VOLTS
+V ANALOG A
ATMOSPHERIC
ANALOG RETURN B
P28 J28
+V ANALOG A
LEFT TURBO INLET B
ANALOG RETURN
P43 J43
+V ANALOG A
CRANKCASE ANALOG RETURN B
P48 J48
+V ANALOG A
UNFILTERED OIL
ANALOG RETURN B
64
Analog Sensor Power Supply
• Provides power to all The Analog Sensor Power Supply provides power to all the analog
analog sensors sensors (pressure and temperature).
• 5 Volt power supply The ECM supplies 5.0 ± 0.5 Volts DC (Analog Supply) through the J1/P1
connector to each sensor.
A power supply failure will cause all analog sensors to appear to fail.
The power supply is protected against short circuits, which means that a
• Power supply
protected against
short in a sensor or a wiring harness will not cause damage to the ECM.
short circuits
STMG 681 - 71 -
1/02
THROTTLE
POSITION SENSOR J35 P35 P1 J1 ECM
+V DIGITAL A 29 + V DIGITAL SUPPLY
DIGITAL RETURN B 35 - V DIGITAL RETURN
SIGNAL C
FAN
SPEED SENSOR J84 P84
+V DIGITAL A
DIGITAL RETURN B
DIGITAL SENSOR
SIGNAL C POWER SUPPLY
8 ± 0.5 VOLTS
LEFT EXHAUST
TEMPERATURE SENSOR J30 P30
+V DIGITAL A
DIGITAL RETURN B
SIGNAL C
RIGHT EXHAUST
TEMPERATURE SENSOR J31 P31
+V DIGITAL A
DIGITAL RETURN B
SIGNAL C
65
Digital Sensor Power Supply
• 8 Volt power supply The ECM supplies power at 8 ± 0.5 Volts through the J1/P1 connector to
the following circuits:
- Throttle Position Sensor

- Fan Speed Sensor (if installed)
- Exhaust Temperature Sensors
• Power supply The power supply is protected against short circuits, which means that a
protected against short in a sensor will not cause damage to the ECM.
short circuits
STMG 681 - 72 -
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WASTEGATE CONTROL SOLENOID

POWER SUPPLY
0 TO 1.04 Amps PWM
WASTEGATE CONTROL
SOLENOID VALVE J41 P41 ECM
P2 J2
SUPPLY A 29 WASTEGATE CONTROL
RETURN B 35 PWM DRIVER & SOLENOID RETURN
66
Wastegate Control Solenoid Power Supply
The ECM supplies a PWM signal of 0 to 1.04 amps through the J2/P2
connector to the Wastegate Control Solenoid Valve.
• Valve operation tested The solenoid valve and power supply can be tested on the engine using
with ET ET and the Wastegate Position Test. Using the test, the pressure can be
adjusted manually with the ET service tool from minimum to maximum.
Therefore, this function can be used to verify the operation of the ECM,
the power supply and the control valve.
• Valve position read The service tool status screen "Wastegate Position" reading can be used to
with ET show the position with 0% indicating the closed position and minimum
current used, and 100% indicating fully opened with the maximum current
used. This measurement can be used in conjunction with the desired and
actual boost pressures to check the system operation.
➥
STMG 681 - 73 -
1/02
INSTRUCTOR NOTE: The following exercise will reinforce the

material introduced in the preceding slides and will allow questions to
be answered.
During this exercise, a demonstration on an engine or a Training Aid
should be performed showing:
Open circuit in the ECM power supply

Opens and shorts in the Speed/Timing sensor power supply
Opens and shorts in the Analog and Digital power supplies
Status screen pressure and temperature readings with a fault in
the sensor power supply
STMG 681 - 74 -
1/02
3500B ELECTRONIC
SENSORS AND SYSTEMS
67
ELECTRONIC SENSORS AND SYSTEMS
This section of the presentation covers the electronic sensors and related
circuits for 3500B EUI fuel systems used in machine applications.
STMG 681 - 75 -
1/02

DISCONNECT
J4/P4 THROUGH
GROUND SWITCH
J19/P19 BATTERY
BOLT
J2
J1
24 V
INJECTORS
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR THROTTLE 113-OR
COOLANT J21/P21 J48/P48 POSITION J35/P35
UNFILTERED OIL 308-YL KEY START
TEMPERATURE SENSOR
PRESSURE SWITCH
SENSOR SENSOR
GROUND
AFTERCOOLER
+ BATTERY
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
STARTING RELAY
SWITCH SENSOR
AID SWITCH ENGINE
DIFFERENTIAL
+ BATTERY
SENSOR
SENSOR MONITORING SYSTEM
P30/J30 J23/P23
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
EXHAUST PRESSURE SENSOR
ENGINE FAN
SENSOR
RIGHT P31/J31 J103/P103
P84/J84
J113/P113 A/C ON
FAN SPEED SENSOR
68
• Engine and machine This block diagram shows all the electrical circuits on the engine and the
wiring block diagrams machine (Off-highway Truck). The engine circuits will be described first,
followed by the machine circuits.
On the diagram, the dashed lines divide the engine mounted circuits and
the machine mounted circuits.
STMG 681 - 76 -
1/02
SPEED/TIMING SENSOR

J4/P4 THROUGH
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
69
Speed/Timing Sensing Circuit
One Speed/Timing Sensor is installed and a serves four basic functions in

the system:
• Four functions of the - Engine speed detection

speed/timing sensor
- Engine timing detection
- Cylinder and TDC identification
- Reverse rotation protection
• Self-adjusting zero The Speed/Timing Sensor is mounted on the rear housing and is
gap sensor self-adjusting during installation.
➥
STMG 681 - 77 -
1/02
• No air gap This type of sensor does not have a typical fixed air gap. However, the
sensor is not in direct contact with the timing wheel, but does run with
zero clearance. A Speed/Timing Sensor failure will cause an engine
shutdown.
• Use status screen to The sensor may be functionally checked by cranking the engine and
check output observing the service tool status screen for engine rpm.
A sensor failure will be indicated by the active fault screen on the service
tool. An intermittent failure will be shown in the logged fault screen.
• Dedicated power The sensor has a dedicated power supply. A power supply failure at the
supply ECM will cause the sensor to fail.
The sensor head is extended prior to installation. The action of screwing

in the sensor pushes the head back into the body after the head contacts
the timing wheel.
• Sensor installation During installation, it is essential to check that the sensor head is not
precautions aligned with a wide slot in the timing wheel. If this condition occurs, the
head will be severed when the engine is started, and some disassembly
may be necessary to remove the debris.
• Calibration required As mentioned earlier, timing calibration is normally performed after the
after these following procedures:
procedures
1. ECM replacement
2. Speed/timing sensor replacement
3. Engine timing adjustment
4. Camshaft, crankshaft or gear train replacement
STMG 681 - 78 -
1/02
ANALOG SENSORS
• Coolant temperature sensor
• Aftercooler temperature sensor
• Oil pressure sensors
• Atmospheric pressure sensor
• Turbocharger inlet pressure sensors
• Turbocharger outlet (boost) sensor
• Crankcase pressure sensor
70
Analog Sensors and Circuits
The following analog sensors may be used in various applications:
- Coolant Temperature Sensor
- Aftercooler Temperature Sensor
- Oil Pressure Sensors (2)
- Atmospheric Pressure Sensor
- Turbocharger Inlet Pressure Sensors (1 or 2)
- Turbocharger Outlet (Boost) Sensor
- Crankcase Pressure Sensor

STMG 681 - 79 -
1/02
COOLANT TEMPERATURE SENSOR

J4/P4 THROUGH
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
COOLANT J21/P21
TEMPERATURE
SENSOR
71
• Coolant temperature The Coolant Temperature Sensor supplies the temperature signal for the
sensor following functions:
• Sensor functions - Caterpillar Monitoring System or VIMS instrument display, warning

lamps and alarm
- Demand Control Fan (if so equipped)
- ET coolant temperature display
- High coolant temperature event logged above 107°C (225°F)
- Engine Warning Derate when 107°C (225°F) is exceeded or low oil
pressure occurs (if so equipped)
- Reference temperature for Cold Mode operation
NOTE: All analog sensors use the common analog power supply of
5.0 ± 0.2 Volts.
STMG 681 - 80 -
1/02
AFTERCOOLER TEMPERATURE SENSOR

J4/P4 THROUGH
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
COOLANT J21/P21
TEMPERATURE
SENSOR
AFTERCOOLER J32/P32
TEMPERATURE
SENSOR
72
• Aftercooler The Aftercooler Temperature Sensor is mounted at the rear of the block
temperature sensor (Off-highway Truck) and measures coolant temperature in the aftercooler
circuit.
• Fan control reference The ECM uses the sensor signal as a reference for the fan control. When
temperature high aftercooler temperatures are reached, the cooling fan speed is
increased. Very high aftercooler temperatures will cause a VIMS warning
event to be logged.
NOTE: This sensor measures the ability of the aftercooler to cool the
air sufficiently for combustion. As a general rule, for every 1 degree
that the combustion air is reduced in temperature, the exhaust will be
reduced by approximately 3 degrees. High inlet manifold
temperatures can significantly shorten the life of exhaust system
components (i.e. exhaust manifolds, valves, turbochargers and
pistons). High temperatures will cause a loss of power also.
STMG 681 - 81 -
1/02
OIL PRESSURE SENSORS

P26 ECM
T/C
J4/P4 THROUGH
CONNECTOR
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS J3/P3 MACHINE
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
COOLANT J21/P21 J48/P48 UNFILTERED OIL

TEMPERATURE PRESSURE
SENSOR SENSOR
J32/P32 J22/P22 FILTERED OIL
AFTERCOOLER
SENSOR SENSOR
73
• Oil pressure sensors Three pressure sensors are used for the measurement of oil pressure:
- Two Oil Pressure Sensors (filtered and unfiltered)

- Atmospheric Pressure Sensor
• Oil pressure sensors The filtered and unfiltered pressure sensors are used together to measure
combined to measure oil filter restriction.
filter restriction
The filtered oil pressure sensor is used to measure lubrication oil pressure
for the operator on the dash panel and for the technician on ET. The
atmospheric pressure sensor is used with this oil pressure sensor to
calculate the gauge pressure reading.
➥
STMG 681 - 82 -
1/02
LUBRICATION OIL PRESSURE CALCULATIONS
MEASUREMENT MEASURED BY RESULT
Oil pressure [oil press (A) - atmospheric (A)] = Oil pressure (GP)
Oil filter restriction [Unfiltered oil press - Filtered oil press] = Differential pressure (∆P)
These measurements are used to determine oil pressure for the ET service tool and for the dash display
to alert the operator that an abnormal condition exists. The sensor operating range is 0 to 1000 kPa
(0 to 144 psi) (A).
Two lubrication oil pressure sensors are installed on this engine. One sensor measures pressure before
the oil filter, and the other sensor measures pressure after the filter. These sensors are used together to
calculate oil filter restriction (∆P).
NOTE:
(A) = absolute pressure
(GP) = gauge pressure
(∆P) = differential pressure
INSTRUCTOR NOTE: Refer to Serviceman's Handout No. 5 for a complete list of ECM
calculations.
STMG 681 - 83 -
1/02
OIL PRESSURE MAP

340 49.3
320 46.4
300 43.5
280 40.6
OIL PRESSURE IN kPa
OIL PRESSURE IN PSI

260 37.7
240 34.8
220 31.9
200 29
180 26.1
160 23.2
140 20.3
120 17.4
100 14.5
80 11.6
60 8.7
600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
ENGINE RPM
kPa x 0.145 = PSI
74
• Oil pressure map Engine oil pressure varies with engine speed. As long as oil pressure
increases above the upper line after the engine has been started and is
• Determines correct running at low idle, the ECM reads adequate oil pressure. No faults are
pressure for all rpm indicated and no logged event is generated. A delay (de-bounce time)
built into the system prevents false events from being logged after start-up
or after a filter change.
If the engine oil pressure decreases below the lower line, the following
occurs:
• Low oil pressure trips - An event is generated and logged in the permanent ECM memory.
these functions
- A Category 3 Warning (alert indicator, action lamp and alarm) is
generated on the VIMS and Caterpillar Monitoring System.
- The engine is derated (if so equipped) to alert the operator.
The width of the pressure band between the two lines is sufficient to
prevent multiple alarms and events or a flickering warning lamp. (This
pressure separation is referred to as hysteresis.)
STMG 681 - 84 -
1/02
ATMOSPHERIC PRESSURE SENSOR

P26 ECM
J4/P4 THROUGH T/C
J19/P19 CONNECTOR
J2
8/12/16 J1
INJECTORS GROUND BOLT
P20/J20
SPEED/TIMING
SENSOR

SENSOR SENSOR
AFTERCOOLER
SENSOR SENSOR
J27/P27
ATMOSPHERIC
PRESSURE
SENSOR
75
• Atmospheric pressure All pressure measurements require the atmospheric pressure sensor to
sensor calculate gauge pressure. All pressure sensors in the system measure
absolute pressure. The sensors are used individually in the case of
atmospheric pressure (absolute pressure measurement). They are used in
pairs to calculate gauge pressures (oil and boost) and filter restriction.
• Used to calculate All the pressure sensor outputs are matched to the Atmospheric Pressure
gauge pressure Sensor output during calibration. Calibration can be accomplished
automatically using the ET service tool or by turning on the key start
• Two methods used to switch without starting the engine for five seconds. The Atmospheric
calibrate sensors Pressure Sensor performs four main functions:
• Four main functions 1. Automatic Altitude Compensation (Maximum derate 24%)
2. Automatic Filter Compensation (Maximum derate 20%)
3. Part of the pressure calculation for gauge pressure readings
4. Reference sensor for pressure sensor calibration
A foam filter is installed below the sensor to prevent the entry of dirt.
STMG 681 - 85 -
1/02
ENGINE POWER DERATING MAP

ACCORDING TO ATMOSPHERIC PRESSURE
100% 7,500
PERCENT OF FULL LOAD POWER
98% 8,210
96% 8,920
94% 9,630
ALTITUDE IN FEET
92% 10,340
90% 11,050
88% 11,760
86% 12,470
84% 13,180
82% 13,890
80% 14,600
78% 15,310
76% 16,020
74% 16,730
72% 17,440
77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53
ATMOSPHERIC PRESSURE IN kPa
76
• Automatic altitude Atmospheric pressure measurement by the sensor provides an altitude

compensation reference for the purpose of Automatic Altitude Compensation.
The graph shown here describes how derating on a typical 3500B starts at
7500 ft. and continues linearly to a maximum of 17000 ft. Other engines
may start between 4000 and 12000 ft. depending on the application.
The advantage of the EUI system is that the engine always operates at the
• System continually correct derating setting at all altitudes. The system continually adjusts to
adjusts to optimum the optimum setting regardless of altitude, so the engine will not exhibit a
power setting lack of power or have smoke problems during climbs or descents to
different altitudes.
NOTE: The EUI system has an advantage over a mechanical fuel

system which is derated in "altitude blocks" (i.e. 7500 ft., 10000 ft.,
12500 ft.). EUI derating is continuous and automatic. Therefore, a
machine operating in the lower half of the block is not penalized with
low power. Conversely, a machine operating in the upper half of the
block will not overfuel with the EUI system.
STMG 681 - 86 -
1/02
P26 ECM
J4/P4 THROUGH T/C
J19/P19 CONNECTOR
J2
J1
8/12/16
GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
TURBOCHARGER
COOLANT
J21/P21 J48/P48 UNFILTERED OIL INLET
TEMPERATURE
SENSOR
PRESSURE
SENSOR
PRESSURE
J32/P32 J22/P22 FILTERED OIL SENSORS
AFTERCOOLER
SENSOR SENSOR
J27/P27
ATMOSPHERIC
PRESSURE
SENSOR
J28/P28 LEFT
TURBOCHARGER
INLET PRESSURE
SENSOR
J25/P25 RIGHT
TURBOCHARGER
INLET PRESSURE
SENSOR
77
• Turbo inlet pressure The Turbocharger Inlet Pressure Sensor is used with the Atmospheric
sensor Pressure Sensor to measure air filter restriction. This function is known as
Automatic Air Filter Compensation.
• Sensors enable These two sensors are used to enable the Automatic Air Filter
automatic air filter Compensation function by measuring the differential pressure across the
compensation
filter.
• Back-up to the The Turbocharger Inlet Pressure Sensor is also used as a back-up to the
atmospheric pressure Atmospheric Pressure Sensor for Automatic Altitude Compensation.
sensor for altitude
Depending on the inlet and air filter configuration, some applications may
have two inlet pressure sensors (i.e. separate left and right systems with
no connecting balance pipe).
STMG 681 - 87 -
1/02
AUTOMATIC AIR FILTER COMPENSATION
TURBOCHARGER ATMOSPHERIC
INLET PRESSURE PRESSURE
SENSOR SENSOR
CAT
Filter differential pressure calculated with formula:

Atmospheric sensor pressure - Turbo sensor pressure = ∆P
Fuel limited 2% per 4 inches H20 to max 20%
78
• Automatic filter Automatic Filter Compensation means that the engine is protected
compensation against the effects of plugged filters. Derating is automatic as follows:
• Derating (typically) - Air filter restriction (∆P) exceeds 6.25 kPa (30 in. of water)
starts above 30 in. ∆P
- Engine power derating starts at the rate of 2% per 1 kPa of ∆P
- Maximum derate 20%
- Event is logged when air filter restriction (∆P) exceeds 6.25 kPa
(30 in. of water)
These ∆P specifications are typical examples. The actual values may vary
depending on the application.
Derating is retained at the maximum ∆P until the key start switch is

cycled off and on.
NOTE: If only one filter is plugged, the ET service tool and

Caterpillar Monitoring System will display the highest ∆P of the two.
Derating is also based on the highest ∆P of the two.
STMG 681 - 88 -
1/02

J4/P4 THROUGH
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR
J21/P21 J48/P48
TURBOCHARGER
COOLANT UNFILTERED OIL
TEMPERATURE PRESSURE OUTLET
SENSOR SENSOR
PRESSURE
AFTERCOOLER J32/P32 J22/P22 FILTERED OIL
SENSOR
SENSOR SENSOR
J27/P27
ATMOSPHERIC
PRESSURE
SENSOR
J28/P28 LEFT
TURBOCHARGER
INLET PRESSURE
SENSOR
J25/P25 RIGHT
TURBOCHARGER
INLET PRESSURE
SENSOR
J23/P23
TURBOCHARGER
OUTLET
PRESSURE SENSOR
79
• Turbocharger outlet The Turbocharger Outlet Pressure Sensor measures absolute pressure
pressure sensor downstream of the aftercooler. Boost (gauge) pressure can be read with
the ET service tool. This measurement is a calculation using the
Atmospheric Pressure and the Turbocharger Outlet Pressure Sensors.
A failure of this sensor will cause the ECM to default to a zero boost
condition. This failure can result in a 60% loss in engine power.
• Air/fuel ratio control The function of the sensor is to enable the Air/Fuel Ratio Control which
reduces smoke, emissions and maintains engine response during
acceleration. The system utilizes manifold pressure and engine speed to
control the air/fuel ratio. Engine fuel delivery is limited according to a
map of gauge turbo outlet pressure and engine speed.
• Air/fuel ratio control is The Air/Fuel Ratio Control setting is adjustable on 3500B machine
adjustable with ET applications using the ET service tool.
STMG 681 - 89 -
1/02

J4/P4 THROUGH
J19/P19
J2
J1
8/12/16
GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR

SENSOR SENSOR
AFTERCOOLER
SENSOR SENSOR
J27/P27
ATMOSPHERIC CRANKCASE
PRESSURE
SENSOR
PRESSURE
J28/P28 LEFT SENSOR
TURBOCHARGER
INLET PRESSURE
SENSOR
J25/P25 RIGHT
TURBOCHARGER
INLET PRESSURE
SENSOR
J23/P23
TURBOCHARGER
OUTLET
PRESSURE SENSOR
J29/P29 CRANKCASE
PRESSURE
SENSOR
80
• Crankcase pressure The ECM uses gauge pressure measured from the Crankcase Pressure
sensor Sensor and the Atmospheric Pressure Sensor to determine whether
crankcase pressure is excessive.
The ECM will warn the operator of possible damaging conditions and
record adverse conditions in the memory.
A possible cause of excessive crankcase pressure could be piston damage

or a piston ring failure. An early warning means that the engine can be
shut down without catastrophic secondary damage.
Crankcase pressure (A) is compared with atmospheric pressure (A). The

result is crankcase (gauge) pressure (i.e. pressure above ambient).
• Trip points The trip points are:
WARNING 2 kPa (10 in. of water)

EVENT 3.5 kPa (17in. of water)
STMG 681 - 90 -
1/02

J4/P4 THROUGH
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR

SENSOR SENSOR
AFTERCOOLER J32/P32 J22/P22 FILTERED OIL

SENSOR SENSOR
LOW OIL
J105/P105 J27/P27
ATMOSPHERIC
ENGINE
LEVEL PRESSURE
SENSOR
SWITCHES
SWITCH

DIFFERENTIAL TURBOCHARGER
PRESSURE SWITCH INLET PRESSURE
SENSOR
COOLANT J47/P47 J25/P25 RIGHT
FLOW TURBOCHARGER
SWITCH INLET PRESSURE
SENSOR
J23/P23
TURBOCHARGER
OUTLET
PRESSURE SENSOR
J29/P29 CRANKCASE
PRESSURE
SENSOR
81
Engine Mounted Switches
Three EUI circuit switches are mounted on the engine:
• Low oil level switch The Low Oil Level Switch signals the ECM if the engine oil level
decreases below a predetermined level. The ECM then warns the operator
of possible damaging conditions and logs an event.
• Filter differential The Filter Differential Pressure Switch signals the ECM if the pressure
pressure switch across engine fuel filter is excessive and the filter needs to be changed.
• Coolant flow switch The Coolant Flow Switch provides the operator with a warning if a
failure in the coolant circuit causing no flow occurs. The switch contacts
are normally open with no flow.
STMG 681 - 91 -
1/02
EUI SWITCH CIRCUITS

ECM
P1 J1
J105 P105
LOW OIL
SIGNAL 1 F719-BR 24 LOW OIL LEVEL
LEVEL
DIGITAL RETURN 2 998-BR
SWITCH
FUEL FILTER J106 P106

DIFFERENTIAL SIGNAL 1 F725-WH 17 FUEL FILTER SW
PRESSURE DIGITAL RETURN 2 998-BR
SWITCH
J47 P47
COOLANT
SIGNAL 1 412-BU 26 COOLANT FLOW
FLOW DIGITAL RETURN 2 998-BR 29 DIGITAL RETURN
SWITCH
82
• Coolant flow switch The Coolant Flow Switch, like the Oil Level Switch, is a passive sensor
(i.e. no power supply) which means that the ECM cannot determine if the
switch or associated circuit has failed. A system problem could be
determined if coolant flow is indicated with the engine stopped or if no
coolant flow is indicated with the engine running.
• Switch functions The functions of these switches may be checked using the status screen.
checked with status The Coolant Flow Switch should indicate if flow is present. This function
screen should be checked both with the engine running and stopped.
STMG 681 - 92 -
1/02
DIGITAL SENSORS AND CIRCUITS
• Wastegate control
• Exhaust temperature
• Throttle position
83
Digital Sensors and Circuits
The following digital sensors and circuits are used on the 793C EUI fuel
system:
- Wastegate Control Solenoid
- Exhaust Temperature Sensors
- Throttle Position Sensor

STMG 681 - 93 -
1/02

J4/P4 THROUGH
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR

SENSOR SENSOR
AFTERCOOLER
SENSOR SENSOR
LOW OIL
J105/P105 J27/P27
ATMOSPHERIC
WASTEGATE
LEVEL PRESSURE
SENSOR
CONTROL
SWITCH
FUEL FILTER J106/P106 J28/P28 LEFT SOLENOID

SENSOR
FLOW TURBOCHARGER
SENSOR
J23/P23
TURBOCHARGER
OUTLET
PRESSURE SENSOR
J29/P29 CRANKCASE
PRESSURE
SENSOR
WASTEGATE
CONTROL SOLENOID
84
• Wastegate control The ECM controls turbocharger boost (on the 793C) with the Wastegate
Control Solenoid.
The ECM varies the current level to the solenoid to maintain the desired
boost pressure. This current, expressed as a percentage (0 to 100%), can
be monitored with ET on the status screen. The ET service tool also
allows the wastegate to be manually operated for testing purposes.
• Wastegate control Both desired and actual boost pressures can be monitored. If high boost
solenoid current pressure is detected, a warning is generated and the engine is derated for
monitoring
protection against excessive cylinder pressure. A lower than normal boost
pressure will also cause a warning to be generated.
STMG 681 - 94 -
1/02

J4/P4 THROUGH
J19/P19
J2
J1
8/12/16 GROUND BOLT
INJECTORS
P20/J20
SPEED/TIMING
SENSOR

SENSOR SENSOR
AFTERCOOLER
SENSOR SENSOR
J105/P105 J27/P27
ATMOSPHERIC
EXHAUST
LOW OIL
LEVEL PRESSURE TEMPERATURE
SWITCH SENSOR
J106/P106 J28/P28 LEFT
SENSORS
FUEL FILTER
SENSOR
FLOW TURBOCHARGER
SENSOR
P30/J30 J23/P23
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
TEMPERATURE
SENSOR
RIGHT P31/J31 J29/P29 CRANKCASE
TURBOCHARGER PRESSURE
EXHAUST SENSOR
TEMPERATURE
SENSOR WASTEGATE
CONTROL SOLENOID
85
Two Exhaust Temperature Sensors are installed on the 793C. The

sensors are mounted between the exhaust manifold and the turbocharger.
The ECM uses the sensors to warn the operator of possibly damaging
conditions and logs an event in the memory.
• ECM derates with An engine derate occurs on Off-highway Trucks if excessive exhaust
excessive exhaust temperatures are reached.
temperature
STMG 681 - 95 -
1/02

J4/P4 THROUGH DISCONNECT
J19/P19 GROUND SWITCH BATTERY
BOLT
J2
J1
24 V
INJECTORS
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
THROTTLE 113-OR
SWITCH
SENSOR SENSOR
AFTERCOOLER
SENSOR SENSOR
J105/P105 J27/P27
THROTTLE
LOW OIL ATMOSPHERIC
LEVEL PRESSURE POSITION
SWITCH SENSOR
LEFT
SENSOR
FUEL FILTER J106/P106 J28/P28
SENSOR
FLOW TURBOCHARGER
SENSOR
P30/J30 J23/P23
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
TEMPERATURE
SENSOR
EXHAUST SENSOR
TEMPERATURE
SENSOR WASTEGATE
CONTROL SOLENOID
86
• Throttle position The Throttle Position Sensor provides engine speed control for the
sensor operator.
At engine start-up, the engine rpm is set to low idle for two seconds to
allow an increase of oil pressure before the engine is accelerated.
• 8 Volt digital sensor The Throttle Position Sensor receives 8 Volts from the Digital Sensor
power supply Power Supply at the ECM.
The Throttle Position Sensor is shown on the machine wiring side of the
diagram.
NOTE: This system eliminates all mechanical linkages between the

operator's engine speed controls and the governor (ECM).
STMG 681 - 96 -
1/02
PULSE WIDTH MODULATED SIGNALS

10%
ON
DUTY = 10%
CYCLE
OFF
50%
ON
DUTY = 50%
CYCLE
OFF
1 CYCLE
90%
ON
DUTY = 90%
CYCLE
OFF
DUTY CYCLE = PERCENT OF TIME ON VS PERCENT OF TIME OFF
87
• Throttle position A Pulse Width Modulated (PWM) output signal is sent from the Throttle
sensor signal Position Sensor to the ECM. A PWM signal eliminates the possibility of
an erroneous throttle signal due to a short causing a possible "runaway."
• Control defaults to If a signal problem occurs, the control defaults to the desired engine speed
low idle with invalid of low idle. If the ECM detects an out-of-normal range signal, the ECM
signal
ignores the Throttle Position Sensor signal and defaults to low idle.
• Pulse width
The sensor output is a constant frequency Pulse Width Modulated (PWM)
modulated (PWM) signal to the ECM. For example, the Off-highway Truck sensor produces
signal a duty cycle of 10 to 22% at the low idle position and 44 to 52% at the
high idle position. The duty cycle can be read with some VOM's. The
percent of duty cycle is translated into a throttle position of 0 to 100% by
the ECM and can be read on the ET status screen.
Other applications differ in PWM values for low and high idle. These
values can be found in the Troubleshooting Guide for the appropriate
application.
STMG 681 - 97 -
1/02

J19/P19
J2 BOLT
J1
24 V
INJECTORS
P20/J20 INTERFACE
SPEED/TIMING CONNECTOR
SENSOR
THROTTLE 113-OR
SWITCH
SENSOR SENSOR
J32/P32 J22/P22 FILTERED OIL THROTTLE
AFTERCOOLER
TEMPERATURE PRESSURE BACK-UP
SENSOR SENSOR SWITCH
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
LEVEL PRESSURE
SWITCH SENSOR
FUEL FILTER J106/P106 J28/P28 LEFT THROTTLE

TURBOCHARGER
DIFFERENTIAL
PRESSURE SWITCH INLET PRESSURE BACK-UP
SENSOR
COOLANT J47/P47 J25/P25 RIGHT SWITCH
FLOW TURBOCHARGER
SENSOR
P30/J30 J23/P23
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
TEMPERATURE
SENSOR
EXHAUST SENSOR
TEMPERATURE
SENSOR WASTEGATE
CONTROL SOLENOID
88
• Throttle back-up The Throttle Back-up Switch provides a "limp home" mode in the event
switch that the Throttle Position Sensor becomes inoperative.
• Throttle back-up If the ECM detects either an invalid or no signal from the Throttle
activated with TPS Position Sensor, the Throttle Back-up Switch is automatically activated.
fault When activated, the operator may operate the switch to raise the engine
speed to 1200 rpm for as long as the switch is operated. If the Throttle
Position Sensor signal is received again, the switch is deactivated.
STMG 681 - 98 -
1/02

J19/P19 GROUND SWITCH BATTERY
J2 BOLT
J1
24 V
INJECTORS
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
THROTTLE 113-OR
SWITCH
SENSOR SENSOR
GROUND
J32/P32 J22/P22 FILTERED OIL LEVEL
AFTERCOOLER THROTTLE
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
LEVEL PRESSURE
SWITCH SENSOR

DIFFERENTIAL TURBOCHARGER GROUND
J47/P47 J25/P25
SENSOR LEVEL
COOLANT RIGHT
FLOW TURBOCHARGER SHUTDOWN
SENSOR SWITCH
P30/J30 J23/P23
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
TEMPERATURE
SENSOR
EXHAUST SENSOR
TEMPERATURE
SENSOR WASTEGATE
CONTROL SOLENOID
89
Engine Shutdown Systems
• Ground level The Ground Level Shutdown Switch is connected to the ECM through the
shutdown switch machine and engine wiring harnesses.
The switch signals the ECM to cut electrical power to the injectors, but
maintains power to the ECM.
This feature also enables the engine to be cranked without starting for
maintenance purposes.
No other circuits may be connected to this system. The user defined

shutdown feature may be used in conjunction with other circuits.
STMG 681 - 99 -
1/02
USER DEFINED SHUTDOWN
J3 P2 J2
ECM
USER SHUTDOWN
12 1 USER SHUTDOWN
DEVICE
90
• User defined The User Defined Shutdown feature (if installed) may be used to connect
shutdown input another device to the system to shut down the engine (such as a customer
installed fire suppression system). When the shutdown input is grounded
for one second, the engine will stop running. The input must be pulled
down below 0.5 Volts before the ECM will recognize the shutdown signal.
Operation of the User Defined Shutdown is logged as an event and can

also be shown on the ET status screen.
• Safety feature
For example, when installed on an Off-highway Truck, this feature is
programmed to function only during the following conditions:
Parking brake is ENGAGED

Transmission is in NEUTRAL
Machine ground speed is at ZERO
Not all machines will have this feature installed.

STMG 681 - 100 -
1/02
ETHER INJECTION SYSTEM

ECM
ETHER SWITCH
P1 J1
998-BR
F720-GN 25 ETHER REQUEST
998-BR 29 DIGITAL RETURN
710-BR 40 ETHER ON
707-WH 22 ETHER HOLD
+24V
P37 J37
315-GN 317-YL 317-YL
1
2
ETHER ON RELAY
START AID 200-BK ETHER
F707-WH RESISTOR
SOLENOID VALVE
315-GN K984-GY
ETHER HOLD RELAY
91
Ether Injection System
The ECM controls the use of ether for cold starting. The ECM uses inputs
from the speed/timing and coolant temperature sensors to determine the
need for ether.
The ECM cycles the ether for three seconds on and three seconds off.
• Ether injection
parameters
Actual flow is determined by engine speed and temperature. Ether
injection is disabled when the coolant temperature exceeds 10°C (50°F) or
engine speed exceeds 1200 rpm.
A manual mode allows ether injection when the above parameters permit.
In the manual mode, a continuous flow of ether is injected. The ether
injection status can be read on the ET status screen.
STMG 681 - 101 -
1/02
P26 T/C CONNECTOR

ECM GROUND SWITCH BATTERY
J19/P19
STUD
J2
J1
24 V
INJECTORS
INTERFACE
P20/J20
SPEED/TIMING CONNECTOR
SENSOR
THROTTLE 113-OR
COOLANT J21/P21 J48/P48 UNFILTERED OIL POSITION
J35/P35 308-YL KEY START
SWITCH
SENSOR SENSOR
GROUND
AFTERCOOLER
+ BATTERY
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
SWITCH SENSOR STARTING
AID SWITCH ENGINE
TURBOCHARGER RELAY ETHER START VALVE
DIFFERENTIAL
PRESSURE SWITCH INLET PRESSURE USER SHUTDOWN
SENSOR
FLOW TURBOCHARGER
SENSOR
P30/J30 J23/P23
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
ENGINE FAN
TEMPERATURE
P41/J41 CONTROL
SENSOR
SOLENOID
TURBOCHARGER PRESSURE DEMAND FAN
EXHAUST SENSOR
TEMPERATURE P84/J84
A/C ON CONTROL
SENSOR WASTEGATE SWITCH
CONTROL SOLENOID FAN SPEED SENSOR
92
• Two thermostatic fan Demand Fan Controls

types:
Two types of thermostatic fans are used in 3500B machine applications.
- Variable speed Some Off-highway Trucks and Track-type Tractors are equipped with a
clutch variable speed fan drive clutch. Some Wheel Loaders are equipped with a
hydraulic fan drive.
- Hydraulic motor
Both systems use the ECM and the temperature sensor as the engine
coolant temperature reference, and both are controlled by the ECM. If an
electrical failure of the system occurs, the fan will go to maximum (100%)
speed.
The advantages of the systems are:
- Reduced fuel consumption in most conditions

• System advantages
- Reduced engine overcooling at low ambient temperatures
- Faster engine warm-up
- More engine power available at the flywheel
- Reduced noise
STMG 681 - 102 -
1/02
CAT DATA LINK
SERVICE TOOL COMMUNICATION

CONNECTOR ADAPTER
CAT
ELECTRONIC TECHNICIAN
LAPTOP
COMPUTER
ADEM II
ELECTRONIC
MAIN MODULE
CONTROL
MODULE
(ECM)
VIMS
VIMS DISPLAY MODULES
93
• CAT Data Link CAT Data Link
• Link between various The CAT Data Link is the communication link between the ECM,
microprocessor based EPTC II, Caterpillar Monitoring System, ET Service Tool, or PC based
systems
software and other onboard/offboard microprocessor based systems. The
CAT Data Link is a system which allows the various onboard systems to
communicate with each other through a two wire connection. Up to 10
systems can be connected on a machine.
• ET connected through The CAT Data Link is used for programming and troubleshooting the
service tool connector electronic modules used with Caterpillar ET through the Service Tool
Connector. This connector is the common access point for all onboard
ECM's.
It should be noted that, if a Personality Module is not installed in the ECM

• No start/no
communication or is not flash programmed, the ET Service Tool will not be able to
without a personality communicate with the ECM.
module file
STMG 681 - 103 -
1/02
TYPICAL CAT DATA LINK CIRCUIT
POWER TRAIN CONTROL VIMS

MODULE
Cat Data Link + 8 23 Cat Data Link +
Cat Data Link - 9 24 Cat Data Link -
J42 P3 J3 P1 J1 ECM
D 7 893-GN 9 Cat Data Link +
SERVICE TOOL E 6 892-BR 3 Cat Data Link -
CONNECTOR H 31 E794-YL 7 ATA Data Link +
J 32 E-793-BU 1 ATA Data Link -
MACHINE INTERFACE
CONNECTOR
94
• Data link cables The CAT Data Link is a two wire (twisted pair) electrical connection used
twisted to reduce RFI for communication between electronic modules that use the CAT Data
Link. The cables are twisted to reduce Radio Frequency Interference
(RFI).
Typical systems connected by the data link are:
- ECM
- VIMS Modules
- Caterpillar ET Service Tool
- Transmission Control Module
The ECM communicates with the Caterpillar Monitoring System or Vital
Information Management System (VIMS) to share engine information
such as engine speed, engine oil pressure, coolant temperature, filter
restriction, and electronic system faults.
• Two data link Two data link systems are currently used. The CAT Data Link circuit is
systems: used for normal diagnostic and programming functions, and the ATA Data
- CAT Data Link
Link is used for flash programming.
- ATA Data Link
STMG 681 - 104 -
1/02
PRELUBRICATION SYSTEM
ECM
P1 J1
F709-BU 34 PRELUBRICATION
998-BR 29 DIGITAL RETURN
+ 140-BU
337-WH
1
PRELUBRICATION
2
+24V PRELUBRICATION MOTOR
RELAY 200-BK
MOTOR
PUMP
RELAY
95
Prelubrication System
• ECM controls prelube The ECM controls the prelubrication system (if installed). This system
system uses the coolant temperature, engine speed and oil pressure as its
references to determine the need for prelubrication.
The system is activated when the key start switch is turned to the start
position. The system prevents starter motor engagement until the oil
pressure increases.
STMG 681 - 105 -
1/02
LOGGED EVENTS
96
Logged Events
Logged events listed on the appropriate ET screen are conditions which

are abnormal to the operation of the engine. For example:
• Typical logged events - High coolant temperature
- Low oil pressure
- Filter restriction
- Excessive engine speed
These events are not normally electronic problems, but might be

conditions caused by a plugged radiator, low oil level, maintenance or
operator deficiencies.
A list of possible events for the 3500B engine is included on the next
page.
STMG 681 - 106 -
1/02
• Engine events Some of the parameters listed in this presentation are used in the ET
events list. They are as follows:
• Event list - High coolant temperature

- High exhaust temperature
- High aftercooler temperature
- Crankcase pressure
- Loss of coolant flow
- Low (lubrication) oil pressure (according to the oil pressure map)
- User defined shutdown
- Air filter restriction
- Fuel filter restriction
- Oil filter restriction
- Engine oil level
- Engine overspeed histogram
- High boost
- Low boost
All the above parameter values can be read on the ET status screens.
Events are not logged if an electronic fault is detected.
Passwords are required to clear events. This process would normally be

performed during an engine overhaul. At other times, the events should
remain as a record of the engine history up to overhaul time.

tasks can be demonstrated using a training aid or a suitable engine:
Opens and shorts in analog and digital sensors
Opens and shorts in throttle sensor
Status screens:
Read pressure and temperature readings
Switch positions
Override fan speed control
Check events log

STMG 681 - 107 -
1/02
APPLICATION SPECIFIC
SYSTEMS
97
APPLICATION SPECIFIC SYSTEMS
This portion of the presentation discusses application specific systems in

machine applications.
The topics are:
Oil Renewal System (Off-highway Trucks)

Wastegate Control System (793C)
STMG 681 - 108 -
1/02
98
Oil Renewal System
This system is controlled by the ECM which, depending on various

• Oil renewal parameters, injects engine oil into the return fuel line where it mixes with
components: the fuel and is sent to the fuel tank.
1. Oil renewal injector Located on the right side of the engine are:
manifold
- Oil renewal injector manifold (1)
2. Fuel pressure
regulator
- Fuel pressure regulator (2)
The oil does not have to be changed when using the oil renewal system.
When the oil renewal system is used, the engine oil filters, the primary
fuel filter and the secondary fuel filters must all be changed at 500 hour
intervals.
STMG 681 - 109 -
1/02
3516B OIL RENEWAL CIRCUIT (793C)

FUEL
PRESSURE
REGULATOR
CYLINDER
OIL RENEWAL
HEAD
INJECTOR
ENGINE
BLOCK
PRIMING PUMP SUPPLY
FUEL TANK
SECONDARY
FUEL FILTERS
(2 MICRON)
PRIMARY ECM
FUEL FUEL
FILTER TRANSFER
PUMP
FUEL
HEATER
99
• Oil flow from lube A small amount of engine oil flows from the engine block to the oil
system to fuel tank renewal injector manifold.
The oil flows from the oil renewal injector manifold into the return side of
the fuel pressure regulator.
The engine oil returns to the fuel tank with the return fuel.
• Oil mixes with fuel in The engine oil mixes with the fuel in the fuel tank and flows with the fuel
fuel tank from the transfer pump to the EUI injectors to be burned with the fuel.
When the oil renewal system is used, the operator must pay close attention
to the ADD OIL message that the VIMS provides to the operator when
makeup oil must be added.
This system, which is an attachment, includes a larger capacity oil pan. If
the ECM detects a low oil level, an event is logged.
• Oil Renewal Service

For more detailed information, refer to "Oil Renewal System Service
Manual Manual" Form RENR2223.
STMG 681 - 110 -
1/02
100
Wastegate Control
An exhaust bypass (wastegate) valve (1) prevents excessive boost

1. Exhaust bypass valve
pressure by diverting exhaust gasses away from the turbochargers. The
bypass valve is controlled by the ECM.
2. Wastegate solenoid Brake system air pressure is supplied to the wastegate solenoid valve (2).
valve If boost pressure exceeds a predetermined value, the ECM will energize
- Controlled by ECM the wastegate solenoid which sends air pressure to open the exhaust
bypass valve. When the exhaust bypass valve is open, exhaust gases at
the turbine side of the turbochargers are diverted to the muffler. Diverting
the turbine exhaust pressure causes the turbochargers to slow down and
reduce the boost pressure to the cylinders.
• Engine wastegate For diagnostic testing, the wastegate solenoid valve can be manually
solenoid can be controlled (overridden) from minimum to maximum with the ET service
controlled by ET tool. The status screen can be used to read the current flowing through
the solenoid. 0% corresponds to a closed wastegate and 100%
corresponds to fully open.
• Abnormal conditions The following conditions will cause the ECM to generate a derate and log
generate derate and an event:
event
20 kPa (3 psi) above desired pressure for 15 seconds causes 10% derate
30 kPa (4 psi) below desired pressure for 15 seconds causes 10% derate
STMG 681 - 111 -
1/02

DISCONNECT
J4/P4 THROUGH
J19/P19
J2 BOLT
J1
24 V
INJECTORS
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR
THROTTLE 113-OR
SWITCH
SENSOR SENSOR
GROUND
AFTERCOOLER
+ BATTERY
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
STARTING RELAY
SWITCH SENSOR
AID SWITCH ENGINE
DIFFERENTIAL
+ BATTERY
SENSOR
SENSOR
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
ENGINE FAN
SENSOR
RIGHT P31/J31 J103/P103
P84/J84
J113/P113 A/C ON
FAN SPEED SENSOR
101
CONCLUSION
The 3500B Electronic Engine Control System is the "state of the art" in
engine electronics. It combines the speed and capacity of modern
computer systems, but at the same time is easy to service and maintain.
Tasks such as re-rating the engine, which traditionally took four to eight
hours, can be performed in minutes with this system.
The key to success with the 3500B EUI system is understanding the
functions of all the components and the diagnostic tooling. This only
develops with practice, working with the system, operating with ET and
using all the tool functions.

tasks can be demonstrated with ET:
Status screens with Oil Renewal condition status
Program Oil Renewal system
Read Wastegate current values
Compare actual with desired boost values
Manually override Wastegate Control
Check events list for abnormal Wastegate occurrences

STMG 681 - 112 -
1/02
SLIDE LIST
1. Title slide 42. Timing wheel
2. 3500B engine overview 43. Cranking
3. 3500B engine cross section 44. After pattern recognition
4. HEUI fuel system components 45. Normal operation
5. 3500B block diagrams 46. Timing calibration sensor
6. 3500B major components 47. Timing calibration
7. 3500B engine front view 48. Injection current waveform
8. 3500B engine rear view 49. Fuel System Cold Modes
9. 3500B engine left side view 50. Fuel system limits
10. 3500B engine right side view 51. Fuel system derates
11. Electronic control module 52. Fuel supply system
12. EUI wiring harness 53. Fuel supply circuit
13. Coolant temperature sensor 54. Fuel transfer pump
14. Speed/timing sensor 55. Fuel pressure regulator
15. Speed/timing sensor and timing wheel 56. MUI and EUI Cylinder heads
16. Timing wheel 57. Electronic unit injector
17. 3500B camshaft 58. System power supplies list
18. Injector pushrod spring 59. ECM power supply
19. EUI injector 60. ECM power supply circuit
20. Fuel pressure regulator 61. ECM connectors
21. Atmospheric pressure sensor 62. Speed/timing sensor power supply
22. Turbocharger inlet pressure sensor 63. Injector wiring schematic
23. Turbocharger outlet (boost) pressure sensor 64. Analog sensor power supply
24. Exhaust temperature sensor 65. Digital sensor power supply
25. Lubrication oil pressure sensors 66. Wastegate control solenoid power supply
26. Crankcase pressure sensor 67. Electronic sensors and systems
27. Timing calibration sensor 68. 3500B block diagrams
28. Throttle sensor 69. Speed/timing sensor
29. Fuel filters 70. Analog sensor list
30. ECM controlled systems 71. Coolant temperature sensor
31. Engine component identification 72. Aftercooler temperature sensor
32. Electronic control system 73. Oil pressure sensors
33. ECM 74. Oil pressure map
34. Personality module 75. Atmospheric pressure sensor
35. Fuel injection 76. Engine power derating map
36. Injector testing methods 77 Turbocharger inlet pressure sensor
37. Timing control logic 78. Automatic filter compensation
38. Electronic governor 79. Turbocharger outlet (boost sensor)
39. Component diagram 80. Crankcase pressure sensor
40. Speed/timing sensor 81. Engine switches
41. Speed/timing sensor and timing wheel 82. Coolant flow switch
STMG 681 - 113 -
1/02
SLIDE LIST
83. Digital sensors and circuits list 93. CAT Data Link diagram
84. Wastegate control 94. CAT Data Link circuit
85. Exhaust temperature sensors 95. Pre-lubrication system
86. Throttle position sensor 96. Logged events
87. Pulse Width Modulated (PWM) signal 97. Application specific systems
88. Throttle back-up switch 98. Continuous oil renewal system
89. Engine shutdown systems 99. Continuous oil renewal circuit
90. User defined shutdown input 100. Wastegate control
91. Ether injection system 101. 3500B block diagram
92. Demand fan controls
1/02
STMG 681

J4/P4 THROUGH
J19/P19 DISCONNECT BATTERY
GROUND
J2 STUD
J1
8/12/16 GROUND STUD 24 V
INJECTORS 15 AMP
INTERFACE
P20/J20 CONNECTOR
SPEED/TIMING
SENSOR THROTTLE 113-OR
COOLANT J21/P21 J48/P48 POSITION J35/P35
UNFILTERED OIL 308-YL KEY
TEMPERATURE SENSOR
PRESSURE SWITCH
SENSOR SENSOR
GROUND
J32/P32 J22/P22 FILTERED OIL LEVEL
AFTERCOOLER THROTTLE
TEMPERATURE PRESSURE BACKUP SHUTDOWN
+ BATTERY
- 114 -
J105/P105 J27/P27
LOW OIL ATMOSPHERIC
STARTING RELAY
SWITCH SENSOR
AID SWITCH ENGINE
INLET PRESSURE ETHER START VALVE
PRESSURE SWITCH + BATTERY USER DEFINED SHUTDOWN
SENSOR
COOLANT J47/P47 J25/P25 RIGHT TO SERVICE TOOL
SWITCH INLET PRESSURE PUMP TO VIMS EPTC II OR
SENSOR CAT MONITORING SYSTEM
P30/J30 J23/P23
LEFT TURBOCHARGER
TURBOCHARGER OUTLET
SENSOR
RIGHT J103/P103
P84/J84
J113/P113 A/C ON
SENSOR SWITCH
CONTROL SOLENOID
FAN SPEED SENSOR
Serviceman's Handout No. 1
STMG 681 - 115 - Serviceman's Handout No. 2
1/02
EUI
CYLINDER HEADS
MUI AND EUI
MUI
1/02
STMG 681

FUEL
PRESSURE
REGULATOR
HEAD
INJECTOR
ENGINE
BLOCK
PRIMING PUMP SUPPLY
- 116 -
FUEL TANK FUEL

SECONDARY
DIFFERENTIAL
FUEL FILTERS
PRESSURE
(2 MICRON)
SWITCH
PRIMARY ECM
FUEL FUEL
FILTER TRANSFER
FUEL PUMP
HEATER
Serviceman's Handout No. 3
1/02
EUI COLD MODES
COLD MODE PURPOSE TRIP SENSOR

TITLE POINTS
Speed Control
Elevated low idle Faster warm-up < 60°C Coolant temperature
Fuel Limiting
Cranking limit Improves starting by limiting fuel < 60°C Coolant temperature
Prevents over-fuelling during start-up
Cold Mode Cutout Cuts out dead cylinders during cold, < 60°C Coolant temperature
low load, low speed conditions < 1300 rpm
< 25% throttle
Injection Timing
Cold Mode Timing Optimum timing for cold running < 60°C Coolant temperature
Reduces white smoke
Ether Injection
Ether injection Starting aid 10°C Coolant temperature

1/02
ECM PRESSURE CALCULATIONS
MEASUREMENT MEASURED BY RESULT
1. Atmospheric pressure atmospheric sensor = ambient press (absolute)
2. Air filter differential atmospheric - turbo inlet = filter ∆ pressure
3. Boost turbo outlet - atmospheric = boost (gauge pressure)
4. Manifold press. (A) turbo outlet sensor = boost (absolute pressure)
5. Oil pressure oil press - atmospheric = oil press (gauge pressure)
6. Oil filter differential oil press unfiltered - oil press filtered = oil filter ∆ pressure
7. Crankcase pressure (A) crankcase pressure - atmospheric = crankcase pressure (gauge pressure)
These measurements are used to provide the following:
1. Altitude and Automatic Altitude Compensation
2. Automatic Air Filter Compensation (and Restriction Indication)
3. ET Boost Measurement (gauge pressure)
4. ECM Boost Measurement (absolute pressure)
5. Operator's Dash Panel and ET Oil Pressure Indication (Lubrication)
6. Oil Filter Restriction Warning
7. High Crankcase Pressure Warning

1/02
How small is a Micron?

Human Hair
88 Micron
.0035 Inch
.0889 mm
Magnified 2,000 times
1 Micron
.00004 Inch
.001 mm
2.5 Micron
.0001 Inch
.0025 mm
25 Micron
.001 Inch 5 Micron
.025 mm .0002 Inch
.005 mm
25,400 Microns = 1 Inch

SERV1681-01 Printed in U.S.A.
01/02

3500B Engine Controls

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Service Training

Meeting Guide 681 SERV1681-01

3500 ENGINE CONTROLS

Estimated Time: 8 Hours

© 2002 Caterpillar Inc.

SUPPLEMENTARY TRAINING MATERIAL

Service Technician Workbench Tutorial (Included with STW software) NEHS0812

EUI SERVICE TOOLS

Software and Manuals

ELECTRONIC CONTROL SYSTEM .................................................................................36

FUEL SUPPLY SYSTEM ....................................................................................................57

SYSTEM POWER SUPPLIES.............................................................................................64

ELECTRONIC SENSORS AND SYSTEMS ......................................................................74

APPLICATION SPECIFIC SYSTEMS..............................................................................107

SERVICEMAN'S HANDOUTS .........................................................................................114

3500B ENGINE CONTROLS

ELECTRONIC UNIT INJECTION (EUI)

2002 Caterpillar Inc.

This presentation discusses the 3500B Electronic Unit Injection (EUI)

The topics are sequenced as follows:

• Major topics - Introduction and Major Components

INSTRUCTOR NOTE: This presentation requires competence in

Caterpillar machines currently powered by 3500 EUI engines include:

• 3500 EUI applications Off-highway Trucks 777 - 793

3516B FUEL SUPPLY CIRCUIT (793C)

FUEL TANK FUEL

EUI Fuel System Components

BASIC ENGINE BLOCK DIAGRAM APPLICATION BLOCK DIAGRAM

NOTE: Only one example of each sensor (pressure and temperature) is

External Engine Views and Major Components

- Timing Calibration Connector

3. Speed/timing - Speed/Timing Sensor (3)

1. Coolant - Coolant Temperature Sensor (1) on the thermostat housing

- Exhaust Temperature Sensor (one of two)

2. Oil renewal injector - Oil Renewal Injector (2)

3. Fuel transfer pump - Fuel Transfer Pump (3)

Additional components on this side of the engine include:

- Right Exhaust Temperature Sensor

The wiring harness includes the Deutsch electrical connectors on the

The major component in the EUI system is the Electronic Control

• Sensor functions The Vital Information Management System (VIMS) or Caterpillar

Electronic Timing Components

NOTE: After installation, the sensor is initially in contact with the

This timing wheel is common to all 3500 engines.

The injection cycle is initiated and terminated by the ECM with a

Ambient pressure measurement for automatic altitude

This function is referred to as Automatic Air Filter Compensation.

This sensor is used to protect the engine by giving advance warning of a

This sensor (magnetic pickup) is installed in the hole normally reserved

NOTE: On some applications (i.e. track-type tractors) where

Machine Mounted Engine Components

Machine mounted components on off-highway trucks include:

OTHER SYSTEMS CONTROLLED BY THE ECM

Other Systems Controlled by the ECM

These circuits are described later in the presentation.

BASIC ENGINE BLOCK DIAGRAM APPLICATION BLOCK DIAGRAM

INSTRUCTOR NOTE: At this time, it is recommended that each

ELECTRONIC CONTROL SYSTEM

This section of the presentation explains the 3500B Electronic Control

Also covered are the following subsystems and related procedures:

NOTE: The ECM has an excellent record of reliability. Therefore,

At this time, two methods can be used to update the software:

1. Remove and replace the Personality Module.

2. Flash Programming: Electronic reprogramming of the Personality