Motor 3126 HEUI

®
Caterpillar Engine Service Training
Introduction to the
3126 HEUI System:
Mechanical
ESTMG
serial number prefixes: 1WM, 8WL
LERV0369
© 2000 Copyright
Lesson Overview
HEUI System - Mechanical ESTMG Injection System Introduction
Audience: HEUI System - Mechanical ESTMG Introduction
Background: Level II and Level III - Service personnel who are familiar with
diesel engine operation, diagnostic equipment and procedures
for testing and adjusting.
Objectives: This package contains information on electronic features and

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

technician will be able to:
1. Identify component locations for 3126 HEUI engines

2. Identify electronic components for new electronics
package
3. Identify new features on 3126 HEUI
4. Understand fuel system operation on 3126 HEUI
5. Understand differences between 3100 MUI and HEUI
References: 3100 HEUI Service Manual SENR6555
Approximate Time: 8 hours
Hardware Needed: 3126 HEUI engine with any live lab demos
LERV0369 i
Lesson Overview
Injection System Introduction HEUI System - Mechanical ESTMG
ii LERV0369
No. 1
LERV0369 1
No. 2
New: Cylinder Block - Front & Right
• Bigger bore (110 mm) The following new terminology should be utilized in order to
distinguish mechanically governed 3100 engines from the new
Same as 3116: electronically governed engines. With the introduction of 3100
• High Cam Bore HEUI engines, the current 3116 engine will be referred to as
3116 MUI (Mechanical Unit Injector). This MUI designation will
• Integral Oil be used from here on, to avoid confusion.
Cooler Cavity
• 4 Head Bolts / Cylinder

The 3126 has a new cylinder block, based on the 3116 MUI
block which has been in production since 1988. This block has
the same external dimensions as a 3116, but the displacement
increased from 1.1 liters per cylinder, to 1.2 liters per cylinder.
This increases total displacement from 400 to 440 cubic
inches. We achieved this by increasing the bore diameter from
105 mm to 110 mm. Many features remain the same as the
3116 MUI block: The camshaft bore is located high on the left
side and on the right side, a cavity provides space for the oil
cooler. The cylinder bores are “cast-in” the block, utilizing
4 head bolts per cylinder.
2 LERV0369
No. 3
4 Cast Bosses Cylinder Block - Front & Left

Provide ECM
Mounting The most noticeable change to the block is on the left side
Surface near the rear, where 4 cast bosses provide a mounting surface
for the Electronic Control Module.
LERV0369 3
No. 4
Cam Bearings Block - Cam Bearings
• Serviceable As with the 3116 MUI block, this block has serviceable cam
• Pressure Lubricated
bearings which are lubricated through internal oil passages
as shown.
4 LERV0369
No. 5
Main Bearings Block - Lower End - Main Bearings
• 7 Total There are 7 total main bearings. The thrust bearing is still
• Thrust Bearing Between
at number 6, but unlike the 3116 MUI, which has 3 different
Cylinders 5 & 6 “mains”, there are only 2 different main bearings. One type is
at the thrust bearing, but then all other bearings are the same
• All Others Common part number. Please note: These bearings are NOT common
with 3116 MUI bearings. Upon disassembly, you’ll also notice
• Pressure-Lubricated
that there is no groove machined in the block bearing bulkhead.
• End Play .07-.32 mm. Oil is fed to the Mains through internal passages in the block.
(.003 to .009 in) When Main’s are replaced, end play should be checked against
spec of 3 to 9 thousandths (.003 - .009).
LERV0369 5
No. 6
Piston Piston Cooling Jets

Cooling Jets
Piston cooling jets are used to provide lubrication and cooling
• 3126 HEUI Has to the 2-piece piston which you’ll hear more about later. These
Singe-Hole Jet
jets are serviceable and self-locating at installation.
• 3116 HEUI Has
Dual-Hole Jet
Service Tip:
• 3116 MUI Has a
1-Hole Jet With
Aluminum Piston
• 3116 MUI Has a
2-Hole Jet With
Articulated Piston
6 LERV0369
No. 7
Piston Piston Cooling Jets

Cooling Jets
The jets are aimed at a hole in the skirt which then directs
• Serviceable oil to all areas of the piston. These jets are different than the
• Aimed
jets you’ve seen on 3116 MUI’s, so be sure to watch your
Service Tip: Parts Book.
• “Seat” First and
Then Torque Service Tip:
• Remove Jets When Before torquing the jet bolt, be sure to seat the jet first and
Changing Pistons
then tighten. A long socket extension (without the wrench)
to Avoid Crushing
the Tube works pretty well.
Also, remove jets when changing pistons, because there is a

tendency to misalign or crush the tube with a connecting rod.
LERV0369 7
No. 8
Crankshaft Crankshaft
• Re-Grindable This re-grindable crankshaft is a steel forging with induction-

• Press Fit Gear
hardened journals and fillets. The front crankshaft drive gear is a
tapered press fit retained by 4 crank pulley bolts. This crankshaft
• Undersize Bearing can be ground and used with the available undersized rod and
Available main bearing, in sizes ranging from 0.5 mm (.020 in.) oversized
to 0.5 mm (.020 in.) undersized.
• 0.5 mm Oversized to
0.5 mm Undersized
• (.020” Over to
.020” Undersize)
8 LERV0369
No. 9
Piston Piston
• Articulated The 2-piece “articulated piston”, is similar to the heavy-duty

• Strength + Low Weight
3176, 3406, and high-rated 3116 MUI pistons utilizing a cast
aluminum skirt for lower weight and a forged steel crown
• Oil Cooled which provides excellent crown strength. The aluminum skirt
runs cooler, allowing for a closer fit. Cooling oil enters the
• SAME PISTON IN ALL piston through an opening between the crown & skirt. It then
3126 RATINGS
travels in a chamber formed by the lip, cast at the top of the
• High Top Ring Position skirt. Finally, oil dumps back to the sump through the gap
between the crown & skirt. Articulated pistons are used in all
3100 HEUI ratings to make use of high cylinder pressure to
improve performance and fuel economy.
LERV0369 9
No. 10
Rings Piston Rings
• Plasma Keystone Top Like the MUI engines, there are 3 piston rings. The plasma-
• Chrome rectangular coated top piston ring is a less aggressive keystone-barrel
intermediate (reverse shape to eliminate ring sticking problems with carbon build-up.
twist) The 9.5 mm top ring position provides emissions reduction,
improves fuel economy, and reduces cylinder bore wear. The
• Standard Oil Ring
intermediate ring is a chromed rectangular-shaped ring, and the
bottom is dual-rail oil control ring containing a spring expander.
10 LERV0369
No. 11
Connecting Rod Connecting Rod
• Forged Steel The connecting rod is a typical forged steel rod with a tapered
• Replaceable Bearings
small end and a straight split 2-bolt large end. The pin-bore
bearing is replaceable, and the entire rod & bearing are the
• Same as 3116 MUI same as the 3116 MUI.
Service Tip:
Connecting rod installation orientation is important, the forged
part number goes toward the rear of the engine.
LERV0369 11
Injection System Introduction HEUI System -
No. 12
Lube System Lube System - Schematic
• Full-Flow The flow of lube oil through the engine begins with the suction
25 Micron Filter
tube in the oil pan. Oil is pumped through an internal passage
• Main Oil Gallery in the block into the plate-type oil cooler, through the spin-on
in Block oil filter, and then sent to the main oil gallery in the block. From
there it flows into the head through a passage in the front
• Bearings Pressure housing, which also lubes the idler gears. In the head, the oil
Lubricated
comes up through the rocker arms to lube the push rods and
followers. From the main gallery in the block, oil is supplied to
the HEUI pump, cam bearings, roller followers, main bearing,
and through the crankshaft and connecting rod to lube both
ends of the connecting rod.
12 LERV0369
No. 13
Oil Pump Lube - Oil Pump
• Similar to 3116 MUI, This positive displacement, gear-typed pump is positioned low
Except... in the sump and driven off the front gear train. The oil pump is
basically the same as 3116 MUI, except that the capacity has
- 3 mm Longer Gears
been increased to provide additional oil flow required by the
- Mounts to Underside HEUI fuel system’s hydraulic oil pump. We increased the pump’s
of Block capacity by lengthening the gear approximately 3 mm, so be
careful, most of the components ARE NOT interchangeable.
NOTE: the MUI gears are 30 mm long, so the 3 mm increase
resulted in a 10% increase.
LERV0369 13
No. 14
Oil Pump Oil Pump/Suction Tube Removal
• Serviceable If troubleshooting for low oil pressure, an area to include is the

• Remanufactured
gaskets & O-rings used in the installation of the oil pump &
Available & suction bell. Also low engine oil pressure could result from a
Recommended if cracked suction tube, or suction bell.
Replacement of Spring
& Plunger Does Not The oil pump can be removed and repaired, or in most cases,
Fix a Pump Problem
removed and replaced. This slide shows pump components
• 33 mm Long Gears which can be serviced individually, rather than replacing an
on 3116 & 3126 HEUI entire pump. But typically a remanufactured pump is a less
expensive solution to oil pump problems.
• 30 mm Long Gears
on 3116 MUI
14 LERV0369
No. 15
Oil Pressure Oil Pressure Specifications

Graph
Minimum pressure is as shown on chart.
• SAE 10W-30 Oil
• Oil Temperature at
99 Deg C (210 Deg F)
Note:
3 Deg C (5 Deg F)
Increase Gives Approx.
7kPa (1 psi) Decrease
in Oil Pressure
• If Results Not
Acceptable, Find
Cause & Correct
• Sudden Increases or
Decreases Should Be
Investigated
LERV0369 15
No. 16
Oil Manifold Oil Manifold - Pressure Measurement
• Left Side On the left side of the engine is an oil manifold where the oil
• Air Compressor,
is picked up for air compressor, OEM gauges, and other
OEM Gages, Oil needs. This manifold also provides opportunity for pressure
Sampling, Pressure measurement, as well as oil sampling if desired.
Measurement & Other
Oil Pick-Up Needs
16 LERV0369
No. 17
Oil Manifold Oil Manifold Options
• 2 Styles Available There are 2 styles of oil manifolds available. The simpler 2-port
• Don’t Over-Torque
option or a 5-port option can also be used to provide plenty of
Pipe Plugs oil pick-up locations.
LERV0369 17
No. 18
Oil Cooler Oil Cooler
• 9-Layer Plate-Type As mentioned earlier, here is the 9 layer plate-type cooler

• Normally Closed
which mounts on the block right side. A bypass valve is
Bypass Valve included as part of this system and once the oil is sufficiently
warm, the bypass opens and oil passes through the cooler.
• 22 psi Differential
18 LERV0369
No. 19
Oil Cooler Oil Cooler - Components
• Serviceable This page out of the Parts Book shows the components in
Components
the oil cooler. Note that in the upper right corner is the bypass
valve in the cooler.
This is a pressure controlled bypass valve and opens up

at 22 psi.
LERV0369 19
No. 20
Oil Filter Oil Filter - Notes
• Spin-on Paper Filter The oil filter is a spin-on paper filter. The oil filter base provides
• Bypass pressure Is
a bypass feature, should the pressure-drop across the filter
20 psi Differential increase to too high a level.
Bypass Pressure = 140 kPa (20 psi)
20 LERV0369
No. 21
Oil Pan Oil Pan
• 20-Liter Pan Cat provides either a 20 liter pan, or a larger 31 liter pan.
• 31-Liter Pan
Caterpillar provides the 31 liter pan on high horsepower
ratings, and on low horse ratings it is an option (the 20 liter
• Unique Gaskets... pan is standard). Freightliner has opted for the 31 liter pan on
But Same Torques all their engines in order to offer extended oil change periods.
The pan type may change your gasket requirements, so be
sure to watch your parts book closely.
LERV0369 21
No. 22
Fuel Return Line Because the fuel flow direction in a 3100 HEUI engine is front-to-
rear, the fuel return line is located at the rear of the cylinder head.
• Orificed for Fuel This line serves (2) functions. An orifice maintains 60 to 75 psi
Pressure Control
(60 to 75 psi)
fuel pressure and additionally the spring and check valve prevent
drainage of the fuel from the head during shutoff periods.
• Spring Controlled
Check Valve to
Eliminate “Drain
Back” to Tank
22 LERV0369
No. 23
Flywheel/Housing Flywheeling / Hsg
• Serviceable Ring Gear There are minimum changes at the flywheel, ring gear, and
• Flywheel Doweled to
flywheel housing. The flywheel is serviceable either as an
Crank...This is New for assembly, or the ring gear can be removed and replaced
3116/3126 HEUI and separately. The flywheel is doweled to the crankshaft for
accurate timing reference - this is new for the HEUI engines.
• Provides Greater
Timing Accuracy
Procedures for checking runout of the flywheel and housing
are detailed in your Service Manual.
LERV0369 23
No. 24
Rear Crank Seal Rear Crank Seal
• Parts Service Sleeve Just a note on the rear crank seal. While the engines are moving
Includes Installation
Sleeve
around the Assembly, Test and Paint areas of Mossville, small
plugs are placed in the through-holes in the crankshaft. These
• Seal is Direction plugs could allow oil to leak into the flywheel housing. So, don’t
Sensitive be fooled by a little pooled oil on a fairly new engine. Make sure
that you believe that the rear crank seal is actually bad, before
• Special Instruction
is Available
replacing it.
• The parts-service sleeve includes the installation sleeve

• The seal is direction-sensitive
24 LERV0369
No. 25
Front Crank Seal Front Crank Seal
• Parts Service Sleeve While we’re talking crank seals, the front seal is quite similar
Includes Installation to the rear, and the same cautions apply here as well. Like the
Sleeve
rear seal, Caterpillar provides a sleeve for installation with the
• Seal is Direction replacement seal.
Sensitive
• Special Instruction
is Available
LERV0369 25
No. 26
Front Gear Train Front - Gear Train
• Crank Upon removing the front cover, we see that, just like a 3116 MUI,
• Cam Idler
the gear train consists of the crankshaft gear, cam idler gear,
cam gear, oil pump gear, and oil pump idler gear. The main
• Cam difference is that instead of driving a governor, we drive the high
pressure hydraulic pump. We’ll work with the hydraulic pump in
• Hydraulic Pump greater detail later.
• Oil Pump Idler
• Oil Pump
26 LERV7410
No. 27
Timing Marks Timing Marks
• Crank to Cam Idler A closer view shows the timing marks between the cam and
• Cam Idler to Cam
cam idler which require alignment at assembly. There are similar
crank-to-cam idler marks which require alignment as well.
LERV7410 27
No. 28
Cam and Gear Camshaft & Gear
• Raised Surfaces Shown is the back-side of the cam and gear out of the engine.
Added for Speed
Timing Sensor Signal
We’ve marked with chalk the raised machined surfaces which
the speed / timing sensors read in determining the engine’s
• No Injector Lobe timing reference. The speed / timing sensors are described in
much more detail in the electronic section.
• Serviceable
Components
The new camshaft is similar to 3116 MUI except that the
• Valve Timing Events injector lobe hasn’t been machined. Because the Hydraulics is
Same as Exhaust powering our fuel system, we’ve eliminated the injector lobe
Brake 3116 MUI and you see only 2 lobes per cylinder for the intake and
Camshaft exhaust valves. This is a hardened steel camshaft.
• Won’t Run Backwards
- the Hydraulic System The gear is pressed-on and located by a key. All components
Won’t Build Pressure are serviceable.
Speaker:
Point out the 3 raised machine surfaces.
* All 3100 HEUI engine’s are Exhaust Brake Capable

(including cam, springs, etc...)
28 LESV4828
No. 29
Water Pump Cooling System - Water Pump
• Dedicated We’ve repeated our successes with the 3116 MUI pressurized
Belt-Driven
engine cooling system and shown here is the externally
• Same as mounted water pump. It is driven by a dedicated belt off the
3116 MUI Pump crankshaft and is the same pump on all 3116/3126 MUI or
HEUI engines. There are different pulley ratios but all truck
engines use the 1.54 which can be any of the following ratios:
1.21, 1.32, 1.42, 1.54.
Coolant enters the pump through the bottom inlet. The bypass
hose on the top of the pump feeds return water to the pump
while the engine is still warming up. The shunt line provides
constant flow of coolant through the water pump to prevent
cavitation.
LESV4828 29
No. 30
Water Pump Water Pump - Disassembled

Disassembly
The water pump is serviceable and this picture points this
• Recommend Reman out. The impeller is gray iron and pressed-on, Caterpillar
Pump for Service
recommends a remanufactured pump if problems are found.
30 LESV4828
No. 31
Crankshaft Crankshaft Pulley & Damper

Pulley
& Damper 3100 HEUI engines utilizes either a viscous damper or a
rubber damper. In this photo, the water pump belt tensioner
can also be clearly seen.
• Viscous or Rubber
Dampers Available
• Water Pump Belt

Tensioner Also
Shown Here
LERV0369 31
No. 32
Exhaust Manifold Exhaust Manifold
• Cast Iron Mounted to the right side of the cylinder head is the cast-iron
• 3-piece Manifolds
exhaust manifold. Primarily a 3-piece manifold, it is used for all
on the Majority of truck engines with the standard stamped steel gasket.
HEUI Ratings
The new composite gasket allows for normal manifold-to-head
• Lock Tabs on Bolts motion, without compromising the joint sealing. The 3116 MUI
began using new gaskets in late 1994.
Note also that we use locking tabs on the manifold bolts to

prevent loosening during normal expansion and contraction of
the manifold.
32 LERV0369
No. 33
Turbo’s Turbocharger
• 3 Types, Depending The Turbocharger is mounted to the 4-bolt exhaust

on Rating
manifold flange. HEUI engines will be configured with 1 of 3
• Some Wastegated turbochargers. Either a traditional turbocharger, a single-valve
wastegate turbo or a dual valve wastegate turbocharger.
• Serviced as 4 Options:
- Turbine Housing
Assembly
- Cartridge
(Center Section)
- Compressor Housing
- Entire Turbo
Replacement
LERV0369 33
No. 34
Turbocharger Turbocharger Types

Wastegate
Wastegates are used to optimize low engine speed
• Standard Turbo: performance while not exceeding turbo speed and cylinder
170-210 hp
pressure limits at high engine speeds and loads.
• Single Valve
Wastegate: These Turbo’s are serviceable, but only at the level of
230-250 hp cartridges, turbine housing assembly (including the wastegate
components), and compressor housings.
• Dual Valve
Wastegate:
275-300 hp 1. Standard Turbo 170-210 hp
2. Single valve wastegate 230-250 hp
3. Dual valve wastegate 275-300 hp
Speaker’s Notes:
1. The wastegate is minimally active during typical
application - only during high power and high speed.
34 LERV0369
No. 35
Dual Valve -
Wastegate
Turbocharger
• “Wastes” a Portion
of the Exhaust Flow
From All 6 Cylinders
LERV0369 35
No. 36
Single Valve -
Wastegate
• “Wastes” From Only
3 Cylinders of Exhaust
Flow - Not All 6
36 LERV0369
No. 37
Cylinder Head Cylinder Head
• New Part Number The basic head assembly shown here is almost identical to a
• 4 Bolts/Cylinder
3116 MUI cylinder head. But, because of the special needs
of the HEUI injector, the brass sleeve had to be shortened by
1 mm and the diameter of the middle bore is 1 mm greater.
For those of you concerned about stocking a bunch of
different head assemblies, the 3116/3126 MUI is being
serviced by the new 3100 heads, so there won’t be an
increase in the total number of service heads.
The brass injector sleeve used in HEUI engines becomes

the standard brass sleeve on all 3114, 3116 and 3126
cylinder heads.
LERV0369 37
No. 38
Cylinder Head Cylinder Head - Components
• Replaceable We’ve spread out the components which are installed on a

Valve Seats
head to make it a Head Assembly. The valve seat inserts are
• Replaceable replaceable as are the valve guides. Also on the top side, we
Valve Guides see the valve and valve guide, the oil seal, the valve spring,
and the retainers and keepers.
• Exhaust
Brake-Ready
I should re-iterate at this point that NO CHANGES to valve
• Valve Lash Notes springs or other components are required to install an exhaust
brake - the heavier components are built in to every 3100
• 96,000 Mile HEUI engine.
Interval
• .015” Intake
Service Note:
* Valve Lash interval is at 96,000 miles
• .025” Exhaust Speaker’s Note: 0.015” intake - and - 0.025 exhaust lash
38 LERV0369
No. 39
Valve Mechanism
Behind the side cover is the roller follower assembly. Attached

to the side cover with 4 bolts, the shaft and followers are
serviceable and should be inspected for bushing wear if side
covers are removed.
LERV0369 39
No. 40
Valve Train Valve Train Schematic

Schematic
Let’s look at a schematic of the entire valve train, before
• No Injector Train looking closely at the internal details. Here you see the
camshaft, with the roller follower mechanism, driving the
• Taller Rocker Stands
pushrods (note that all HEUI engines use the same pushrods
• Longer Pushrods for intake & exhaust which are not the same as MUI engines).
Following the pushrod up, we see the rocker mechanism,
• Same Pushrods for opening & closing the valves. Let’s look into a little more detail.
Inlet & Exhaust
Service Note: HEUI is different from MUI in this area.
40 LERV0369
No. 41
Service Tip: Longer Push Rods w/HEUI

• 3126/3116 HEUI
Pushrod is NOT the
Here is a HEUI pushrod shown alongside an MUI pushrod. The
Same Pushrod as a
Similar-Looking HEUI pushrod is 3.6 mm longer than the MUI, and it is also
3116 MUI Pushrod made slightly different, just so it wouldn’t be easy to confuse.
Installed on Some
Older Engines
LERV0369 41
No. 42
Side Side Cover Assembly

Cover/Lifters
Removing the side cover, we’ve shown an assembly, as well as
• Serviceable all of the components which make up the assembly. All parts
are serviceable here and once your pushrods are removed, this
• Roller Bushing
Should be Inspected side cover comes off to allow inspection and/or repair.
if this Area is
Serviced Note: Yellow paint on a Caterpillar bolt head designates it as a
critical joint, which has been properly torqued.
42 LERV0369
No. 43
Rocker Rocker Arm Assembly

Stand Assembly
Exploded Shown here are the components in the upper end of the valve
train. As mentioned earlier, the HEUI system required taller
• This Assembly is rocker arm stands which are not interchangeable with current
Only Pinned on One 3116 MUI stands. So, we decided to make not only the 3100
End, so at Removal
HEUI engines with taller rocker stands, but a 3126 MUI
Take Care Not to
Drop Components engines as well, in order to save cost and simplify your work
in the future.
LERV0369 43
No. 44
Elephant’s Foot Elephant’s Foot
• Pivoting Action We’ve zoomed in a little closer here, to show you the
of Elephant’s Foot
Eliminates the
elephant’s foot on the HEUI rocker arm. This is a new design
Scrubbing Action to reduce valve-stem tip wear. You’ll find this design on 3100
of the Normal HEUI’s, 3126 marine engines, and eventually on all 3100
Anvil Design, Products. The service interval for valve lash adjustment is
Which Then 96,000 miles.
Reduces Valve
Stem Wear
The pivoting action of the elephant’s foot eliminates the
scrubbing action of the normal anvil design, significantly
reducing valve stem wear.
Valve Valve Train Differences from MUI

Mechanism
Summary Just a quick review of the valve train differences between
the 3116 MUI engines and the new 3100 HEUI engines.
• Remove the Fuel
Injector Mechanism
• We’ve removed the fuel injector train
• Taller Rocker • The pushrods are lower (3.6 mm)
Stand (6.6 mm) • The rocker stands are slightly taller (6.6 mm)
• The rocker arms now utilize an elephant’s foot design
• Taller Pushrods
(3.6 mm)
• Rocker Arms Now

Utilize an Elephant’s
Foot Design
44 LERV0369
No. 45
Injector Sleeve Injector Sleeve
• Brass All 3100 engines use a brass injector sleeve to separate fuel,
• Shorter Than
which surrounds the injector along the fuel gallery, from engine
3116 MUI coolant which circulates throughout the cylinder head. This
design continues along the path that the 3116 MUI engine
uses and the 3100 HEUI sleeve is 1 mm shorter than it’s
predecessor, the 3116 MUI. All 3100 heads have switched
to the shorter sleeve, which is 1 mm bigger at the middle
diameter so any parts service needs can be fulfilled by the
new sleeve.
LERV0369 45
No. 46
Injector Sleeve - Now, when it comes to removing and replacing injector

R&L sleeves, while we’ve improved our sleeve installation reliability,
we’ve made it somewhat tougher to remove the sleeves. The
• New Tools entire process is clearly described in a special instruction,
SEHS9120.
• “Hands-On”
Demonstration
• Special Instructions-
SEHS9120
46 LERV0369
No. 47
Head Gasket Head Gasket
• 5 Layer Composite We’ve worked diligently with our head gasket supplier toward
Gasket - “Dyna Seal”
constantly providing the best available technology to our
- Graphite engine. The result is a state-of-the-art solid steel core with a
- Perforated graphite composite facing. Because of the increase in bore
Steel Core size, the head gasket is not common with the 3116, but it is
- Solid Core the same as the one we use on the 3126 MUI Marine engine.
- Perforated
Steel Core
- Graphite
LERV0369 47
No. 48
Inlet Manifold Inlet Manifold
• Cast-Iron Manifold Surrounding the rocker stands & mounted atop the cylinder
(3116 MUI Manifold
Is Cast Aluminum)
head is our new inlet manifold which incorporates the high-
pressure HEUI oil manifold. The manifold material changed
• High Pressure Oil from cast aluminum to cast iron so that we could
Manifold Is Integral accommodate the high oil pressure.
• Plugs at End
Shouldn’t
Speaker’s Note:
Need Service 1. High pressure peaks at approx. 3300 psi.
2. Point out the block-to-head, the head-to-manifold, and
• Oil System the manifold-to-valve cover joints.
Cleanliness Is
Very Important
Inlet Manifold - Close Up
Cast into the manifold is the hydraulic oil manifold. Ports at

each cylinder attach jumper tubes which feed the injectors.
Additional changes to the manifold include the addition of holes
to fasten down injectors, and also new bosses which are used
to secure the wiring harness. At the rear is an opening where
the injector wiring harness enters the manifold.
High Pressure Rail
48 LERV0369
No. 49
HEUI - Hydraulic Hydraulic Pressure Supply to Jumper Tube

Oil Supply to
Injector The jumper tube fastens into a threaded boss. Look closely
where the tube mounts into this oil manifold and you see a
• A Jumper Tube smaller fitting already screwed into the hole. This is called a
Carries High
tuned fitting and it’s function is to provide a mating surface
Pressure Oil
From the Oil for the jumper tube to mount. It’s hole size is critical to the
Manifold “tuned” high pressure hydraulics. On the injector side of the
jumper tube, a 2-bolt flange fastens the 37 degree flare tube
• Jumper Tube to the injector.
Right-Side
(This Photo)
Fastens With
a Flare Nut
to Manifold
• Jumper Tube
Left Side Fastens
With 2-Bolt Flange
to the Injector
LERV0369 49
No. 50
J-Tube J-Tube Install

Installation
Process The installation of the jumper tube is critical and requires that
a specific procedure be followed. This procedure is available
• Top End With Valve in the 3100 HEUI Service Manual.
Cover Removed
50 LERV0369
No. 51
Crow’s Foot Use the special crow’s foot wrench to loosen the flare nut end
Wrench of the jumper tube.
• Loosen the
Jumper Tube
• Included in 3100
HEUI Tool Group
LERV0369 51
No. 52
Flare Nut Using the crow’s foot wrench, loosen the flare nut at
the manifold-side of the tube taking care not to bend the
• Crow’s Foot Wrench tube itself.
• Loosen Flare Nut
• Manifold Side of Tube
52 LERV0369
No. 53
Remove the injector hold-down bolt & clamp.
LERV0369 53
No. 54
Ball-Headed Switch now to a ball-headed allen wrench, also found in the

Allen Wrench HEUI Service Tool Group.
(Included In 3100 HEUI
Tool Group)
54 LERV0369
No. 55
Loosen & remove the 2 injector-side tube flange bolts. These

are small bolts with a tendency to drop into the engine, so
work carefully.
LERV0369 55
No. 56
Finish loosening the manifold-side flare nut and remove the

tube assembly. Upon removal there is a small seat which
provides a mounting surface for the 37 degree flared tube.
Take care to avoid losing this component.
56 LERV0369
No. 57
A magnet may be the best way to remove the flanged seat.
LERV0369 57
No. 58
This O-ring should be replaced every time this area is serviced.
O-ring part number = 113-6303.
And the seat (or button) is 113-6145.
If the injector is being replaced, consider leaving the O-ring

in place until the injector is removed.
58 LERV0369
No. 59
Remove the rocker stands, remembering that only one end

is doweled. The 4 rocker stand bolts are the same length.
LERV0369 59
No. 60
Disconnect the injector wiring harness connector.
Note:
Replace the weather pak seal -- this is critical to the success
of this connection. Failure to replace this seal can create a
situation where the oily seal rolls internally, but still feels like a
good connection. This could potentially result in reduced
connection reliability.
60 LERV0369
No. 61
Remove the injector. The first effort should be to remove the

injector by working loose without tools.
LERV0369 61
No. 62
Note: If prying is necessary, use the available heel-bar and

pry only on the injector body!
62 LERV0369
No. 63
Do not pry on the solenoid, or on the adapter. Failure to pry

properly will cause internal alignment damage between the
upper and lower poppet bores. Pry only on the injector body
to avoid internal injector damage.
LERV0369 63
No. 64
The correct prying position for the heel-bar is shown here.
64 LERV0369
No. 65
Injector and Jumper tube (J-tube) parts are spread out here
to show them in their correct relationship to the others.
LERV0369 65
No. 66
Installation
With the 2 injector O-rings in place and lubricated with engine

oil, position the injector in the head.
Note: Avoid lubricating O-rings with water base products

(STP, etc.) because of the potential for oxidation in this area.
66 LERV0369
No. 67
Push down on the top, so that O-rings slide into bore.

Note: You should feel somewhat of a “snap” as the upper
O-ring slides into the cylinder head bore.
LERV0369 67
No. 68
Install the O-ring into the top groove of the injector. Position
the flared seat on the center of the center of the hydraulic
unit injector.
68 LERV0369
No. 69
Install the jumper tube. Begin by starting the flared nut on the
manifold-side, ensuring that the flare is seated properly on the
fitting, and then finger tighten the injector-side bolts (2).
LERV0369 69
No. 70
Install the clamping/orientation fixture and tighten. This will

assure that the injector is “properly seated” as well as orient
the jumper tube flange parallel to the injector's top surface.
Note:
The jumper tube should not “rock” by hand after the bolt
is torqued. If it does, increase the torque to 20 Nm.
70 LERV0369
No. 71
Torque the flare nut to 40 Nm, while the clamping/orientation tool

is in place. See specifications for installing a new jumper tube.
LERV0369 71
No. 72
Torque the injector-side bolts to 3 Nm (27 in. lbs.), then to 6 Nm

(54 in. lbs.) with the clamping/orientation tool still in place.
72 LERV0369
No. 73
Remove the clamping/orientation fixture and install the injector

clamp and torque to 30 Nm.
LERV0369 73
74
ECM (Electronic ECM (Electronic Control Module)

Control Module)
The Electronic Control Module is the “brains” operating the
• No Fuel Cooling engine fuel system. It is an on-board computer which controls
the function of the HEUI Fuel System.
• No Personality
Module Chips -
Use Flash Instead It’s purpose is to monitor signals from various sensors: such
as engine speed, engine timing, injection actuation pressure
(hydraulic oil pressure), boost pressure, inlet air temperature
and coolant temperature and then signal the following
operating components to do their jobs; 1 - rail pressure control
valve (IAPCV), 2 - unit injectors, and 3 - the inlet air heater. The
operation of the ECM is discussed in the Electronic Service
Training Meeting Guide.
74 LERV0369
No. 75
ECM - Electronic A service kit is available to replace the jack screw and clip
Control Module if it is damaged or overtorqued.
Service Tip:
• Don’t Overtorque
Jack Screw
LERV0369 75
No. 76
Hydraulic Hydraulic Oil Pump

Oil Pump
This pump is located at the front left corner of the engine. It
• Driven by bolts up where the 3116 MUI governor used to be. The pump
Camshaft Gear
is gear driven off the camshaft and mounts to the rear of the
• Piston Pump aluminum front housing with 3 bolts.
(7 Pistons)
The HEUI oil system uses the engine lube oil for its operation
• Oil Pressure and the gear driven piston pump (7 pistons), increases the
Ranges From
normal operating oil pressure up to a level sufficient to drive
600 to 3,300 psi
the HEUI injectors (600 to 3300 psi).
• Internal Relief Value
Approx. 4000 psi Service Tip:
Do not remove the top of a HEUI Pump. This is not a “filter
• Serviceability - Pump
can”, but instead houses a reservoir and U-Tube which
Is Serviced as a
Complete Pump Only prevents the system from draining while the engine is off.
76 LERV0369
No. 77
HEUI Pump -
Shown Installed
• Three Bolts Fasten
Pump to Aluminum
Front Housing
LERV0369 77
No. 78
HEUI Pump - Oil Supply
Oil from the engine lube system is supplied to the HEUI pump
from a tube behind the air compressor as shown.
78 LERV0369
No. 79
Fuel Transfer Fuel Transfer Pump

Pump
Attached with 2 bolts, to the rear of the hydraulic oil pump
• Not Serviceable - is the fuel transfer pump. This pump is very similar to the
Replace Pump
3116 MUI fuel transfer pump, but because the governor
• Two Bolts Fasten was eliminated, the components are repackaged here.
Fuel Pump to
Hydraulic Pump
LERV0369 79
No. 80
Fuel Transfer Pump
Cam Driven by Hydraulic Pump
Piston Type Pump
80 LERV0369
No. 81
Injection Actuation Pressure Control Valve (IAPCV)
Critical to system operation.
Dumps pressure immediately when engine is shutdown.
Service Kit available for “*” components (9x1484) operation of

the IAPCV will be described in the HEUI Fuel Systems portion
of this manual.
1. Back Up O-Ring*
2. O-Ring*
3. O-Ring*
4. Solenoid
5. Spacer*
6. Nut
7. Valve
LERV0369 81
No. 82
Crow’s Foot for Removal/Installation of IAPCV
Note:
Stem of valve is hollow and bending it will damage
its function.
Remove stamped nut retaining the IAPCV.

Spacer slides off.
Solenoid assembly slides off.
Installation torque of nut is 5.5 Nm (4 lb. ft.).
82 LERV0369
No. 83
Crow’s Foot with torque wrench providing proper

installation torque.
Torque to 50 Nm (37 lb. ft.).
LERV0369 83
No. 84
Engine Wiring Harness
Service in 4 sections:
Injector Wiring Harness
Right-Side of Engine Sensor Harness
IAPCV Valve Wiring
Speed/Timing Sensor Harness
Also, the 40-pin connector can be replaced separately

if necessary.
Weather Paks are vital (small, easily left off).
84 LERV0369
No. 85
Four Sensors
• Boost Pressure Sensor -

Positioned at front-right corner of engine
• Coolant Temperature Sensor -

Located at water regulator housing - “Stat Housing”
• Inlet Air Temperature Sensor -

Located on engine right side on top of inlet manifold
• Injection Actuation Pressure Control Sensor -

Located on engine left-side in the
high pressure oil manifold
LERV0369 85
No. 86
Dual Speed/Timing Sensors
Redundant sensors to significantly reduce “dead-on-road”

potential.
Magnetic pick-up (passive sensor-versus-active sensor -

improved reliability).
Serviced as a pair.
86 LERV0369
No. 87
Speed/Timing Sensors Location
Engine left side, below hydraulic oil pump.
LERV0369 87
No. 88
Speed/Timing Sensors - Connector
Non-traditional type of connector.
Squeeze the wire to release connector.
Try it in the classroom first!!
88 LERV0369
No. 89
The following presentation covers the operation of the HEUI

fuel system mechanical components, and briefly describes
electronic functions. Detailed operation and troubleshooting of
related electronic components and system troubleshooting will
be covered in a separate presentation.
LERV0369 89
No. 90
Caterpillar currently uses several types of fuel systems. The

use of different systems for different engines is largely due to
the evolution of fuel system technology. The systems in use
today in chronological order are:
Pump & Lines - used on all 3200, 3300 and 3400 engines
except 3406E EUI.
MUI - mechanically actuated / mechanically controlled unit

injectors. Used on all 3116 and all 3500 engines prior to EUI.
EUI - mechanically actuated / electronically controlled unit

injectors. Used on 3176, 3406E and newer 3500 engines.
We are now introducing HEUI on the 3116 / 3126 engines.

This is a complete new system based on the latest technology.
HEUI stands for:
• Hydraulically actuated / electronically controlled

unit injector.
In order to understand how the HEUI system is different, let’s

quickly review how the other systems work.
90 LERV0369
No. 91
The most common fuel system used on heavy duty diesel engines
is the multiple plunger direct injection system. Direct injection
means the nozzle sprays fuel directly into the combustion chamber
rather than through a prechamber. Direct injection systems offer
improved performance, emissions and economy, but require
higher injection pressures and better control of fuel atomization.
This system has three main components:
• Multiple plunger pump
• High pressure fuel lines
• Injection nozzles
The pump housing contains a cam actuated plunger and barrel

assembly for each engine cylinder. The plunger and barrel
pressurizes and meters the precise amount of fuel needed for
each cylinder. The high pressure fuel pulse is mechanically
timed so that it travels through the high pressure fuel line and
opens the injection nozzle at the right time. The injector nozzle
serves as a high pressure check valve which atomizes the high
pressure fuel for combustion and prevents residual fuel from
leaking into the cylinder.
Pump and lines systems are very reliable and durable, but are
structurally limited to about 18,000 psi maximum injection
pressure. They also have limited injection timing and injection
rate capabilities. Current engine emissions and performance
requirements demand injection pressures in excess of 20,000
psi and greater timing flexibility.
LERV0369 91
No. 92
The mechanical unit injector system was used once only on

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

which is controlled by mechanical linkage to the governor. The
major advantage of this system is the elimination of the high
pressure fuel lines. However, the ability to precisely meter the
fuel for varying conditions is limited by the capabilities of the
mechanical governor.
92 LERV0369
No. 93
The Electronically Controlled Mechanically Actuated Unit

Injector has some additional advantages. While this system
still requires a mechanical valve train to actuate the plunger,
the fuel is metered electronically by means of a solenoid
operated poppet valve.
Pre-Injection
As the plunger moves down during the injection stroke, it

closes off the fill port and pushes fuel out of the plunger cavity.
Fuel flows past the nozzle check, around the poppet valve and
out the spill port to drain.
Injection
When the solenoid is energized, it closes the poppet valve and

blocks the path to drain. The downward travel of the plunger
causes pressure to build and immediately open the nozzle.
Injection continues as long as the solenoid is energized and
the plunger continues its downward stroke.
End of Injection
Injection stops when the solenoid is de-energized and the

poppet valve opens. Fuel now flows around the poppet to
drain. The rapid drop in pressure allows the nozzle check to
close, ending injection.
LERV0369 93
No. 93 continued
Plunger Fill
As the plunger travels upward, it uncovers the fill port and

draws fuel into the plunger cavity.
There are three major advantages to this system.
First, the start and end of injection can be controlled to occur

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

than any other system. The 3406E injector produces up to
28,000 psi injection pressure for maximum fuel atomization.
Finally, the electronic control can sense road speed, load

and several other inputs to provide better part throttle
performance, improved fuel economy and lower emissions.
As with the multiple plunger system, however, injection
pressure is determined by the speed of the plunger pushing
the fuel through a fixed orifice (the nozzle). There is a direct
relationship between engine speed, plunger speed and the
resultant injection pressure.
It is desirable to achieve maximum injection pressure at peak

torque engine speed. However, since peak torque speed is
less than rated speed, injection pressure is also less. For the
90’s, we need a fuel system that will produce high injection
pressures at any engine load or speed.
94 LERV0369
No. 93 continued
Demands for greater fuel economy and lower exhaust

emissions in the 90’s require vastly improved fuel system
performance. The HEUI meets these requirements.
LERV0369 95
No. 94
Rate Control The rate of injection can be controlled to meet any engine
condition. Because the HEUI is hydraulically actuated rather
than mechanically actuated, its rate of injection does not
depend on engine speed.
Timing Control
Both start and end of injection is electronically controlled.

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

plunger. By varying hydraulic input pressure, injection pressure
can be controlled in a range from 5,000 to 23,000 psi. Now let’s
look at the basic components of the HEUI system.
96 LERV0369
No. 95
The HEUI system consists of five major components:
• Electronic Control Module (ECM) and Sensors

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

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

current pulse to the injector solenoid which energizes the
solenoid. The magnetic field created by the solenoid lifts the
poppet valve off its seat which starts the injection cycle. The
timing, duration and current level of this pulse are controlled
by logic circuits in the ECM. Fuel rate is a function of pulse
duration and injection actuation pressure.
LERV0369 97
No. 95 continued
Hydraulic Supply Pump
The hydraulic supply pump is a seven piston fixed

displacement axial piston pump. During normal engine
operation, pump output pressure ranges from 5 MPa (725 psi)
to 23 MPa (3300 psi). Output pressure is controlled by the
Injection Actuation Pressure Control Valve (IAPCV) which
dumps excess flow back to the return circuit. Pressures for
specific engine conditions are determined by the ECM. During
cranking, pump pressure is about 5 MPa (725 psi).
Fuel Transfer Pump
The fuel transfer pump is a cam actuated single piston pump

which is mounted on the rear of the high pressure oil pump.
Fuel system pressure is maintained between 58-76 psi during
normal operating conditions under load.
The IAPCV is an electronically operated dump valve which

closely controls pump output pressure by dumping excess flow
to the return circuit. A variable signal voltage from the ECM to
the IAPCV determines pump output pressure. Pump pressure
can be maintained anywhere between 600 psi and 3,300 psi
during normal engine operation. Pressure while cranking a cold
engine (below 30 degrees) may be higher than the normal 600
psi. The reason for this higher pressure during cold cranking is
because cold oil is thicker and components in the injector
move slower. The higher pressure helps the injector to fire
faster until the viscosity of the oil is reduced. Due to the oil
shearing action of internal engine components, oil viscosity
will drop by over 50% in the first two minutes after start-up.
98 LERV0369
No. 95 continued
HEUI Injector
The injector uses the hydraulic energy of the high pressure oil
to cause injection. The pressure of the incoming oil controls
the speed of the intensifier piston plunger movement, and
therefore, the rate of injection. The amount of fuel injected is
determined by the duration of the pulse from the ECM and
how long it keeps the solenoid energized. As long as the
solenoid is energized and the poppet valve is off its seat, oil
continues to push down the intensifier and plunger until the
intensifier hits the bottom of its bore.
Since the injector is the heart of the system, let’s look at its
operation in detail.
LERV0369 99
No. 96
The HEUI injector has several different configurations. The one

used on the 3116 / 3126 is the HIA250. This stands for:
Hydraulic Injector (Angled) 250 cubic millimeters per stroke

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

supplied by a fixed displacement axial piston pump. Pump
outlet flow and pressure is controlled by an electronic pressure
relief valve. The HEUI injector has five major components:
Solenoid
The solenoid is a very fast acting electro-magnet, which when

energized, pulls the poppet valve off its seat.
Poppet Valve
The poppet valve is held on its seat by a spring. In this closed

position, high pressure inlet oil is blocked and the intensifier
cavity is opened to drain.
When the solenoid is energized, the poppet is lifted off its seat.
The path to drain is closed and the inlet for high pressure oil is
opened.
100 LERV0369
No. 96 continued
Intensifier Piston and Plunger
When the poppet valve opens the inlet port, high pressure oil
enters the injector and acts on the top of the intensifier piston.
Pressure builds on the intensifier, pushing it and the plunger
down. The intensifier piston is 7 times larger in surface area
than the plunger, providing a multiplication of force. The
downward movement of the plunger pressurizes the fuel in the
plunger cavity, causing the nozzle to open. A large O-ring
around the intensifier piston separates the oil above the piston
from the fuel below it.
Barrel
The barrel contains a cross drilled hole with a spring loaded

check ball. This is called the Barrel Ball Check or BBC. It’s
purpose is to vent any fuel which leaks between the plunger
and barrel into the intensifier piston cavity. If this cavity were
allowed to fill with fuel, the plunger would be very sluggish
during injection and fuel delivery would be greatly reduced.
The downward stroke of the piston during injection creates a
positive pressure which unseats the spring loaded ball and
exhausts any fuel which has leaked into the piston cavity back
into the fuel rail. The spring reseats the ball to prevent
pressurized fuel in the fuel rail from leaking in.
LERV0369 101
No. 96 continued
Nozzle Assembly
The nozzle assembly is of conventional design with the

exception of the Inlet Fill Check ball and Reverse Flow
Check plate.
The inlet check unseats during upward travel of the plunger to

allow the plunger cavity to refill. It seats and seals during the
downward stroke of the plunger to prevent injection pressure
from leaking out to the fuel supply.
The Reverse Flow Check (RFC) is a one way check plate

which allows fuel to enter the nozzle assembly, but closes
to prevent reverse flow at the end of injection. It traps fuel
pressure in the nozzle to prevent combustion gas from
entering the nozzle if there is leakage between the nozzle tip
and check. Without the RFC, a severe tip leak could allow
combustion gas to accumulate in the nozzle. At low fuel
delivery conditions, such as idle, this combustion gas would
compress and the nozzle would not reach Valve Opening
Pressure (VOP). The injector would not deliver fuel and would
become a dead cylinder.
102 LERV0369
No. 97
There are four stages of injection with the HEUI:
• Pre-Injection
• Initial Injection
• Main Injection
• Return Cycle
During pre-injection, all internal components have returned to

their spring loaded (non-actuated) position. The solenoid is not
energized and the poppet valve is blocking high pressure oil
from entering the injector. The plunger and intensifier are at the
top of their bore and the plunger cavity is full of fuel. Fuel
pressure in the plunger cavity is the same as fuel rail pressure,
approximately 60 psi.
LERV0369 103
No. 98
When the ECM determines that the injector should be fired,

it sends the correct electric current pulse to the injector
solenoid. The solenoid is fully energized almost instantly,
creating a strong magnetic pull on the armature. The armature
is mechanically connected to the poppet valve by a screw. The
magnetic pull of the solenoid overcomes the spring tension
holding the poppet closed and raises the poppet off its seat.
When the poppet valve opens, the upper poppet seat closes
off the path to drain and lower seat opens the poppet
chamber to incoming high pressure oil. High pressure oil flows
around the poppet through the passage to the top of the
intensifier piston. Pressure on the top of the intensifier forces it
down along with the plunger. The downward movement of the
plunger pressurizes the fuel in the plunger cavity and nozzle.
When the pressure reaches Valve Opening Pressure (VOP) of
about 4,500 psi, the nozzle check valve lifts off its seat and
injection begins.
104 LERV0369
No. 99
As long as the solenoid is energized, the poppet remains open

and pressure oil continues to flow in pushing down the intensifier
and plunger. Injection pressure ranges from 5,000 - 23,000 psi
depending on engine requirements. Injection continues until one
of the following conditions occur:
1. The solenoid is de-energized allowing the poppet spring

to close the poppet and shut off the high pressure oil.
2. The intensifier hits the bottom of its bore. This would be

maximum fuel delivery. The distance from the bottom of
the intensifier to the bottom of its bore is a controlled
distance to limit maximum fuel delivery. This feature is
called Stroke Limiting. It prevents electronic tampering
from increasing maximum fuel delivery beyond
maximum intended fuel rates.
LERV0369 105
No. 100
The end of the injection cycle begins when the ECM

terminates the current to the solenoid. The magnetic field of
the solenoid collapses and is no longer able to overcome
poppet spring tension to hole the poppet off its seat. The
poppet closes, shutting off high pressure oil from entering the
injector. When the poppet closes the lower seat, it opens the
upper seat and allows the poppet cavity to drain. Pressure oil
in the intensifier chamber and poppet chamber can now flow
upward around the upper poppet seat, through the vent holes
in the poppet sleeve, and out the adapter drain hole.
The pressure of the fuel in the plunger cavity exerts an upward

force on the plunger and intensifier. As the pressure of the
pressure oil above the intensifier drops, so does the downward
force on the intensifier. The upward force from the pressurized
fuel almost instantly becomes greater than that downward
force on the intensifier so the downward motion of the
intensifier and plunger stops.
When the plunger stops, fuel flow also stops. With the check
still open, the remaining pressure on the fuel pushes a tiny
amount of addition fuel out the orifice holes. This causes a
large pressure drop which lowers nozzle pressure below Valve
Closing Pressure (VCP) of 2,700 psi. Spring tension on the
check now reseats the check and injection stops.
106 LERV0369
No. 100 continued
Instructor Note:
VCP is lower than VOP because more surface area of the check
is exposed to pressurized fuel when the check is off its seat.
When the check closes, injection stops and the fill cycle starts.
The poppet and intensifier cavities are open to atmospheric
pressure through the poppet valve and adapter drain hole.
Pressure drops very rapidly in the intensifier and plunger
cavities to near zero. The plunger return spring pushes upward
on the plunger and intensifier forcing oil around the poppet,
through the holes in the poppet sleeve, and out the adapter
drain hole.
As the intensifier moves up, the Barrel Ball Check (BBC)

closes to prevent fuel from filling the area under the intensifier.
This causes a partial vacuum in this area and leaves only a
small volume of fuel under the intensifier piston. This feature
prevents a high pressure spike in the fuel rail when the injector
fires. If this cavity was filled with fuel, a large volume would be
forced back into the fuel rail as the intensifier rapidly moved
downward during injection. The resulting pressure spikes
would cause fuel pressure variation and idle instability.
As the plunger rises, pressure in the plunger cavity also drops

to near zero. The 60 psi fuel rail pressure unseats the plunger
fill check allowing the plunger cavity to fill with fuel.
LERV0369 107
No. 100 continued
The fill cycle ends when the intensifier is pushed to the top of its
bore. The plunger cavity is full and the fill check returns to its
seat. Pressure in the intensifier and poppet chambers is zero.
The injection cycle is complete and is ready to begin again.
Now that we have a good understanding of HEUI operation,

let’s briefly discuss another key difference between the HEUI
and all other mechanically driven fuel systems. That difference
is that HEUI injection is time based, and tends to compensate
for leakage between the plunger and barrel.
In mechanical systems, plunger speed is a function of

crankshaft speed. As wear occurs between the plunger and
barrel, the leakage rate increases. This increased leakage
results in reduced fuel delivery as wear becomes excessive.
The HEUI plunger is hydraulically driven and speed is a

function of actuation pressure versus fuel pumping resistance.
If plunger and barrel wear increases leakage, the fuel pumping
resistance is reduced and the plunger will move faster and
farther to compensate. The result is that injection pressure
will be maintained and the desired amount of fuel will be
delivered through the nozzle even though leakage has
increased. This remains true until wear becomes so severe
that the plunger cannot accelerate fast enough during short
injections to compensate or the plunger literally runs out of
travel when the intensifier piston bottoms out against the
barrel at higher deliveries.
108 LERV0369
No. 101
This completes the mechanical operation of the injector.

Now, let’s discuss injector servicing.
Injector Replacement
If injector replacement is necessary, the injector is replaced as

a unit. There are no serviceable parts on the injector except
the O-rings on the outside.
DO NOT attempt to disassemble the injector under any

circumstances. A performance test and detailed analysis will
be done on every injector returned from the field. Injector
disassembly will cause the injector to be non-functional and
fail the performance test. It is very easy to determine if an
injector has been disassembled or abused during removal.
Let’s take a few minutes to discuss why.
Poppet Seat Alignment
The injector poppet valve has an upper and lower seat which
must both seal perfectly for the injector to work. The poppet is
guided by upper and lower guides. The lower guide is ground
into the body below the lower seat. The upper guide is ground
into the poppet sleeve above the upper seat. The poppet
sleeve is located in the adapter. Correct poppet alignment is
achieved by precise location of the adapter. The adapter is
clamped to the body by four screws located underneath the
solenoid. The screw holes in the adapter have enough
LERV0369 109
No. 101 continued
clearance to allow the adapter to be moved to achieve correct

alignment. This alignment can only be done by a robotic
assembly machine and cannot be done by hand.
If the alignment of the adapter is not correct, the upper poppet

seat will not seal and the injector will have an excessive upper
seat leak. The adapter is not doweled to the body. It is held in
position only by the axial force of the adapter screws which
clamp it to the body. If the adapter screws are loosened or
removed, the alignment is lost and the injector is scrap. It cannot
be aligned manually in the field. If reinstalled in the engine with
an upper seat leak, the injector will not fire and will fail the upper
seat leak test on the bench test when it is returned for analysis.
Excessive upper seat leak on the test is a sure indication that the
injector was disassembled or that the adapter was pried on and
moved during injector removal.
Injector Removal From Cylinder Head
Adapter alignment can also be lost by prying on the adapter

during injector removal. The injector can be removed by
twisting and pulling up by hand, or prying up under the injector
body. Prying up on the adapter will cause adapter movement
and loss of poppet alignment. Prying on the solenoid will
cause it to break.
Let’s move on to the pump and Injection Actuation Pressure

Control Valve.
110 LERV0369
No. 102
The HEUI hydraulic pump has three major components:
• Hydraulic Supply Pump

• Injection Actuation Pressure Control Valve
• Fuel Transfer Pump
Hydraulic Supply Pump
The hydraulic force required to actuate the injectors is

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

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

from 725 psi to 3,300 psi. Outlet pressure is controlled by the
Injection Actuation Pressure Control Valve (IAPCV) which
dumps excess flow back to the return circuit. The IAPCV is an
electrically operated variable dump valve which is controlled
LERV0369 111
No. 102 continued
by an electrical current from the ECM. Pressures for specific

engine conditions are determined by the ECM. During
cranking, pump pressure is about 725 psi.
The pump also has an auxiliary relief valve which opens at

30 MPa (4,350 psi). This valve opens only if the IAPCV would
fail in the closed position resulting in a pump overpressure.
The chances of the IAPCV failing in this manner are extremely
remote.
Fuel Transfer Pump
The fuel transfer pump is a cam actuated single piston pump

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

controlled by the oil pressure supplied to the injectors. The
pressure oil from the pump acts on the intensifier piston which
has 7 times the surface area of the plunger. This hydraulic
advantage produces an injection pressure roughly 7 times
pump pressure.
112 LERV0369
No. 102 continued
The IAPCV is an electronically operated dump valve which

closely controls pump outlet pressure by dumping excess flow
to the return circuit. A variable current from the ECM to the
IAPCV determines pump outlet pressure. Pump pressure can
be maintained anywhere between 5 MPa (725 psi) and 23 MPa
(3,300 psi) during normal engine operation.
Let’s look at the operation of the valve in more detail.
LERV0369 113
No. 103
The IAPCV is located on the inboard side of the hydraulic

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

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

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

desired actuation pressure regardless of variations in engine
rpm and pump flow.
The basic components of the IAPCV are the:
• Cage
• Spool
• Spool spring
• Poppet
• Push Pin
• Armature
• Solenoid
• Spool Edge Filter
114 LERV0369
No. 103 continued
The IAPCV operates by using a variable electrical signal from

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

opposed by reduced hydraulic pressure inside the valve trying
to open the poppet. This reduced hydraulic pressure will
increase until the two forces are in equilibrium. The more
current supplied to the solenoid, the higher the resultant
hydraulic pressure. Less current results in lower pressure.
The reduced pressure inside the valve is combined with spring

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

electrical signal to the solenoid.
Operation - Engine Off
The illustration above shows the position of the spool with the
engine off. With no hydraulic pressure, the spring pushes the
spool all the way to the right, closing off the drain ports.
Instructor Note:
The plug in the end of the cage and the “trumpet” shaped
edge filter on the cage may not be present on some later
valves. Either design of IAPCU is acceptable and
interchangeable.
LERV0369 115
No. 104
Operation - Engine Start Up
Approximately 5 MPa (725 psi) of oil pressure is required to

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

must rise quickly. Since the pump is being turned at engine
cranking rpm, pump flow is very low. The ECM sends a strong
current to the IAPCV solenoid to hold the spool closed and
block all flow to drain until the 725 psi is reached. The
injectors are not fired until the 725 psi actuation pressure
is reached.
Once the injectors begin to fire, the ECM controls the current to
the IAPCV to maintain 725 psi until the engine starts. The ECM
monitors actuation pressure through the Injection Actuation
Pressure Sensor located in the oil manifold. This is a closed
loop system. The ECM determines the desired pressure based
on several inputs, and sends a predetermined current to the
IAPCV. The ECM also compares the desired pressure to the
actual pressure in the manifold and makes adjustments to
IAPCV current levels to achieve the desired pressure.
116 LERV0369
No. 104 continued
Oil Flow - Engine Cranking
Pump outlet pressure (red) enters the end of the cage and a
small amount of oil flows into the spool chamber (orange)
through the edge filter and control orifice in the end of the
spool. The current from the ECM causes the solenoid to
generate a magnetic field which pushes the armature to the
right. The armature exerts a force on the push pin and poppet
holding the poppet closed allowing spool chamber pressure
to build. The combination of spool spring force and spool
chamber pressure hold the spool to the right closing the drain
ports. All pump flow is directed to the oil manifold until 725 psi
is reached.
LERV0369 117
No. 105
Operation - Engine Running
Once the engine starts, the ECM controls the current to the
IAPCV to maintain the desired actuation pressure. The Injection
Actuation Pressure Sensor monitors actuation pressure in the oil
manifold, and the ECM compares actual pressure to desired
pressure. If these pressures do not match, the ECM adjusts the
current level to the IAPCV to compensate.
Oil Flow - Engine Running
Pump outlet pressure (red) enters the end of the cage and a
small amount of oil flows into the spool chamber (orange)
through the edge filter and control orifice in the spool. The
pressure in the spool chamber is controlled by adjusting the
force on the poppet and allowing it to bleed off some of the oil
in the spool chamber. The force on the poppet is controlled by
the strength of the magnetic field produced from the electrical
signal from the ECM. The spool responds to pressure changes
in the spool chamber (left side of the spool) by changing
positions to maintain a force balance between the right and
left side of the spool. The spool position determines how
much area of the drain ports are open.
The drain port open area controls how much oil is bled off
from the pump outlet and maintains the desired rail pressure.
The process of responding to pressure changes on either side
of the spool occurs so rapidly that the spool is held in a
partially open position and pump outlet pressure is closely
controlled. The IAPCV allows infinitely variable control of pump
outlet pressure between 725 psi and 3,300 psi.
118 LERV0369
No. 106
Summary This completes the description of component operation. Let’s

briefly review the system as a whole.
Engine oil is drawn from the sump by the engine oil pump and
flows through the oil filter and oil cooler to the high pressure
supply pump.
The supply pump pressurizes the oil to between 725 and

3,300 psi. Pump outlet pressure is determined by the Injection
Actuation Pressure Control Valve (IAPCV) which dumps all
excess oil to drain. The pressure maintained by the IAPCV is
determined by a variable electrical current supplied by the
Electrical Control Module (ECM).
A constant supply of high pressure oil is provided to a

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

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

solenoid. The magnetic field quickly dissipates and the poppet
spring causes the poppet to close. The lower poppet seat
blocks addition pressure oil from entering the injector and
opens the upper seat to drain.
LERV0369 119
No. 106 continued
Downward force on the intensifier piston is eliminated and

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

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

Closing Pressure (VCP). The nozzle check closes and injection
is complete.
With the upper poppet seat open, the plunger spring pushes the
plunger and intensifier piston to the top of the piston bore. As the
plunger travels upward, the inlet fill check unseats and allows the
plunger cavity to refill. The Reverse Flow Check remains closed,
preventing fuel from being siphoned from the nozzle.
Summary
This completes the basic system operation of the HEUI. No
other diesel fuel system in the world offers the flexibility and
performance of this system. The ability to control rate of
injection, timing, and injection pressure make the HEUI fuel
system unique, and serves as an outstanding example of
Caterpillar’s leadership in fuel system technology.
End of Presentation
120 LERV0369
No. 107
LERV0369 121

Motor 3126 HEUI

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Caterpillar Engine Service Training

Audience: HEUI System - Mechanical ESTMG Introduction

Objectives: This package contains information on electronic features and

After learning the information in this presentation, the service

1. Identify component locations for 3126 HEUI engines

References: 3100 HEUI Service Manual SENR6555

Approximate Time: 8 hours

New: Cylinder Block - Front & Right

• 4 Head Bolts / Cylinder

4 Cast Bosses Cylinder Block - Front & Left

Cam Bearings Block - Cam Bearings

Main Bearings Block - Lower End - Main Bearings

Piston Piston Cooling Jets

Piston Piston Cooling Jets

Also, remove jets when changing pistons, because there is a

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

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

Rings Piston Rings

Connecting Rod Connecting Rod

Lube System Lube System - Schematic

Oil Pump Lube - Oil Pump

Oil Pump Oil Pump/Suction Tube Removal

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

Oil Pressure Oil Pressure Specifications

Oil Manifold Oil Manifold - Pressure Measurement

Oil Manifold Oil Manifold Options

Oil Cooler Oil Cooler

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

Oil Cooler Oil Cooler - Components

This is a pressure controlled bypass valve and opens up

Oil Filter Oil Filter - Notes

Bypass Pressure = 140 kPa (20 psi)

Oil Pan Oil Pan

Flywheel/Housing Flywheeling / Hsg

Rear Crank Seal Rear Crank Seal

• The parts-service sleeve includes the installation sleeve

Front Crank Seal Front Crank Seal

Front Gear Train Front - Gear Train

Timing Marks Timing Marks

Cam and Gear Camshaft & Gear

* All 3100 HEUI engine’s are Exhaust Brake Capable

Water Pump Cooling System - Water Pump

Water Pump Water Pump - Disassembled

Crankshaft Crankshaft Pulley & Damper

• Water Pump Belt

Exhaust Manifold Exhaust Manifold

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

• 3 Types, Depending The Turbocharger is mounted to the 4-bolt exhaust

Turbocharger Turbocharger Types

Cylinder Head Cylinder Head

The brass injector sleeve used in HEUI engines becomes

Cylinder Head Cylinder Head - Components

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

Behind the side cover is the roller follower assembly. Attached

Valve Train Valve Train Schematic

Service Note: HEUI is different from MUI in this area.

Service Tip: Longer Push Rods w/HEUI

Side Side Cover Assembly

Rocker Rocker Arm Assembly

Elephant’s Foot Elephant’s Foot

Valve Valve Train Differences from MUI

• Rocker Arms Now

Injector Sleeve Injector Sleeve