Fuel System Overview

z Caterpillar Fuel System using common rail

technology
– Low Pressure
ƒ 300kPa (43 PSI)
ƒ Advanced High Efficiency Filters Required
ƒ Fuel Cooled ECM and Fuel Cooler Required on
some arrangements
– High Pressure
ƒ Up to 160 MPa (1600bar - 23,200 PSI)
ŠFluid penetration safety hazard.
ƒ Hardened Fuel Lines
ƒ External Fuel Manifold

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Caterpillar Fuel System using common rail technology

Low Pressure 300kPa (43 PSI)
Fuel Cooler Required on some arrangements
High Pressure
Up to 160 MPa (1600bar - 23,200 PSI)
Fluid penetration safety hazard
Hardened Fuel Lines
External Fuel Manifold

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 How small is a Micron?

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This is just comparing a human hair to a micron. The human eye can see
down to 40 microns.

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 Fuel System Handling
IMPORTANT!
z Cap all fuel passages Immediately after removal
z Do Not “Blow Out” or “Wash Out” any fuel passages
z Place removed parts in clean area

z Do Not pre-fill filters

z Remove packaging and protective caps immediately

before installation
z Fuel Lines cannot be reused

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This fuel system is unlike any you have ever come across. A lot of things
look very familiar but must be treated differently.
SAFETY SAFETY SAFETY!!!
CLEANLINESS CLEANLINESS CLEANLINESS!!!
The two most important factors to think about when servicing this fuel system
are SAFETY and CLEANLINESS. We truly have to change our thought
process from this is how we have always done it to this is how we must do it.

Contamination Control Plug and Cap Kit part # - 278-4138

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The fuel flow shown in a typical example for the CR200 common-rail fuel
system.
Some engines do not use a fuel cooled ECM.
Some use two fuel filters instead of three.

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 Fuel Pump
z Two Pumps
Pump
– High Pressure Speed/Position
– Transfer
z HP Pump Lubricated by
Engine Oil
– Longer Life

Transfer
Pump

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The fuel pump comprises of the transfer pump and high pressure pump in one
unit.
The high pressure fuel pump is lubricated by engine oil.
This gives an extended pump life compared to pumps lubricated with fuel.
The transfer pump does not require a lift pump but does require priming.
The method of priming is either by hand pump incorporated into the primary
filter head or by an electric priming pump.

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 High Pressure Fuel Pump
Fuel in to HP Pump
Fuel Leak off to Tank From Secondary Filter

To Fuel HP
Manifold

To
Secondary
Filter

From
Primary
Pump Speed/Position Sensor Filter

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The high pressure fuel pump is mounted on the LHS of the engine on C4.4 &
C6.6 and on the RHS for C6.4 & C4.2
The pump is locked, for timing purposes, prior to being fitted to the C4.4 & C6.6
engine, however it should be unlocked before fitting to the C6.4 or C4.2 due to
the inability to gain access to the locking screw when fitted.
Timing of the pump is essential to ensure that the delivery strokes from the
pump are in phase with the injector deliveries.
Always refer to the manual for the correct removal and re-fitting procedure.
The high pressure fuel system is self bleeding. Fuel lines must never be
cracked to purge air.
When the pump is replaced the feed pipe to the fuel manifold must also
be replaced.
Fuel is directed to the fuel manifold and from there to the injectors.

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 Fuel Pump
z Stroke in phase with Injection
z Self Bleeding
– Do Not Crack lines to bleed
z Replace HP Fuel Line when Pump is removed
– Check Clips
z Two Cams – 2 or 3 lobes each
z Solenoid adjusts rail pressure and return to
tank
z Needs to be Timed
z Replace spring washer on C6.6 & C4.4 pump
gear. (111-3423)

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The 6 cylinder high pressure pump has two three lobe cams.
The 4 has two two lobe cams.
This enables it to deliver six pumping strokes per pump revolution.
The solenoid valve determines fuel rail pressure and fuel returned to tank.
Excess fuel is returned, via the pump leak off, to the fuel tank.
Fuel enters the HP pump and is directed via non return valves to the two
plungers.
On the delivery stroke of a plunger a percentage of the fuel is delivered to the
fuel manifold, again via a non return valve.
The volume of fuel delivered to the fuel manifold is dependant on the position of
the solenoid valve.
Fuel in excess of that required to maintain the desired pressure in the fuel
manifold is re-circulated.
Some re-circulation of fuel takes place within the pump.
The remainder of the fuel is returned back to the fuel tank.
The fuel pump is timed to the engine and turns at ½ speed.

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 Fuel Pump Function
z Pump Raises Pressure
z ECM tells Injector to Fire
z Rail Pressure Drops
z ECM Detects Pressure
Drop
– Sensed by Fuel Rail
Pressure Sensor
z ECM tells Pump Solenoid
to Increase Volume
– Also tells Pump Solenoid to
Spill fuel once pressure is
reached
z Do it Again!
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As the injector solenoid is actuated a pressure drop occurs in the fuel manifold.
This pressure drop is registered by the ECM from a signal sent by the pressure
sensor in the fuel manifold.
The ECM sends a requirement for an increase in delivery volume from the
pump to return the rail pressure to the desired pressure.
When the pressure sensor informs the ECM that the desired pressure is correct
the ECM then causes the solenoid valve on the pump to reduce fuel volume.
This cycle takes place every time an injection takes place.
It is therefore important to phase the pump delivery to injection sequence and
occurrence to ensure that fuel manifold pressure does not drop too much.

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 Transfer Pump
z Driven by High Pressure Connector PN 278-5201

Pump
z Draws Fuel through
Primary Filter
z Output Pressure
– 300 to 400 kPa
– 43 to 58 PSI
z Transfer Pump Primed
by Priming Pump
– Hand or Electric
– No Lift Pump Required
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The transfer pump is driven from the rear of the High Pressure Pump drive
shaft.
The pump has the capacity to create both negative and positive pressures.
It draws the fuel (negative pressure) into the pump, via a 10 micron primary fuel
filter.
The pump then delivers the fuel, at between 300 – 400 kPa, to the secondary
filter.
Part number for low pressure fuel line, male, quick connector’s –278-5201.

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 High Pressure Fuel System
Fuel Manifold Injector Lines
z Do’s & Don’ts
– Do Check for leaks
– Do Not Loosen HP Connection
with Engine Running
– Do Replace HP Pipes After they
are Loosened
– Do Replace ALL Hp Pipes if new
manifold is Installed
Feed From High
– Do Not Force Pipes to Fit Pressure Pump
– Do Cap Manifold and Injector
Connections Immediately when
HP Pipe is removed
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High pressure pipe connections must never be loosened when the engine is
running or being cranked. High fuel pressure is always present throughout the
high pressure system when the engine is running or being cranked.
All high pressure pipes must be replaced every time they are disturbed.
All pipes must be renewed when a new fuel manifold is fitted.
DO NOT bend the pipe for any reason as it has been internally hardened. Any
attempt to bend the pipe could rupture this process which could lead to a very
high pressure leak. Do not fit a fuel pipe which is damaged in any way.
New fuel pipes are supplied sealed in protective packaging. This protection
should remain on the pipe until just before the moment of fitting.

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 High Pressure Fuel System
z Do’s & Don’ts What ever it takes – keep it clean!
– Do Remove HP Cap just
before installation
– Do Keep your Work Area
Clean
– Do Think about
Cleanliness when
working on HP System
– Do Make Sure all Clips
and Clamps are tight and
in position

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High pressure pipe connections must never be loosened when the engine is
running or being cranked. High fuel pressure is always present throughout the
high pressure system when the engine is running or being cranked.
All high pressure pipes must be replaced every time they are disturbed.
All pipes must be renewed when a new fuel manifold is fitted.
DO NOT bend the pipe for any reason as it has been internally hardened. Any
attempt to bend the pipe could rupture this process which could lead to a very
high pressure leak. Do not fit a fuel pipe which is damaged in any way.
New fuel pipes are supplied sealed in protective packaging. This protection
should remain on the pipe until just before the moment of fitting.

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 Fuel Pressure Relief Valve
High Pressure
z Protects System from Relief Valve
Over-Pressure
– Opens at Constant Pressure of
160 MPa (23,000 PSI)
– Withstands Spikes to 190 Mpa
(27,500 PSI)
z Returns fuel to Tank

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The primary function of the fuel pressure sensor is to constantly monitor rail
pressure.
If it detects rail pressure above 160 MPa diagnostic code 157-00 will be
displayed and the engine will default to ‘limp home’ mode.
The high pressure relief valve protects the high pressure fuel system from
excessive pressures.
The valve will operate with a constant pressure above 160 MPa.(1600 bar) but
allow pressure spikes of up to 190MPa.(1900bar)
The fuel passing the pressure valve will be returned to the tank and will be at a
very high temperature.
After rectifying the cause of excessive pressure it will then be necessary to
replace the pressure valve.
If the fuel pressure valve opens, it will set a logged code and event, causing the
engine to be derated.
You will need a factory password to clear the codes.

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 Fuel Return from Head
z Excess Fuel Returned
to Transfer Pump
– Not High Pressure

C6.6 Fuel Return

from Head LIne

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The injector leak off is a gallery return from the injectors in the cylinder head.

This line can be be disconnected here to do an injector leak off test, or at the
fuel transfer pump.

NOTE: Remember to block off the fuel transfer pump line.

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 CR200 Injector
Injector Operation
Function

Drain Line
High pressure
inlet

Injection Line
Injection Line

High Pressure

Intermediate Pressure

Low Pressure

Valve De-energized Valve Energized Valve De-energized Valve De-energized

Check Closed Check Opening Check Closing Check Closed
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Solenoid energizes to lift valve from its lower seat and close upper seat.
High pressure fuel flows through lower seat to compress the fuel line.
As the pressure in the fuel line exceeds check VOP, check lifts and injection
starts.
As solenoid de-energizes, valve returns to lower seat and upper seat opens.
Trapped high pressurized fuel passes through upper seat into check control
line.
Hydraulic force on check piston plus VOP spring force push check closed,
injection ends.
The remaining trapped fuel flows out the injector through drain lines.

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 Fuel Injector Connections
z Two Types
– High Pressure Fuel
– Electrical
ƒ Three Connectors thru
Valve Cover Base

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High pressure and electrical connections to the injectors.

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 Fuel Injector
z Do’s and Don’ts
– Do Use Proper Torque on Electrical
Connection
ƒ Service Tool Available
– Do Finger Tighten all Clamps and HP
Lines, First, then torque properly
– Do Cap the Injector Immediately After
Removing HP Fuel Line
– Do Make Sure the O-Ring and Copper
Washer are in place
ƒ Do Not Re-use O-Ring or Copper
Washer

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Electrical connections to the solenoid operated injectors can be easily

damaged.
Do not over-tighten. Use the correct tool and torque found in the manual.
When replacing injectors, finger tighten the injector clamp, align the high
pressure pipe and finger tighten the nut, tighten the injector clamp to its correct
torque. Fully tighten the high pressure pipe nuts using the correct tooling and
torque.
DO NOT bend the pipes.
Remember to ensure there is only one copper sealing washer on the injector
nozzle.
Replace the injector pipe, copper injector washer and ‘O’ ring when replacing
the injector.

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 Fuel Injector
z Do’s and Don’ts
– Do Write down the Injector
Serial Number
and Confirmation Code
before you install the Injector
– Do use Cat ET to Program ECM
with proper Injector Trim File
– Do Look for the Trim File CD in
the Injector Box

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The injector serial number and confirmation code will be used for trimming the
injector. The 3d bar code in the center is used in production. More about
injector trimming later on in the training.

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 Cleanliness
z Thoroughly clean equipment before
disassembling.
z Use only NEW protective caps to seal fuel
connections.
z Replace HP Fuel Lines if they have to be
loosened.

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Again cleanliness can not be stressed enough. These fuel systems must be
worked on in a sterile hospital operating room environment. Ok I know that is
not possible so we have to change our way of thinking. We need to clean off
the fuel system before performing any work on it. If you do not have access
to a pressure washer then we have to wipe it down with clean rags. We have
to use special “one use only” caps to cap the fuel components off when we
remove the lines. If we are in a dusty environment we might have to put tarps
down or water on the ground to keep the dust down. Bottom line is we have
to think out side of the box.

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 Fuel Injection Serviceability
z NEVER loosen high pressure pipes when
engine is running! 23,000 PSI .
z Use Electronic Service Tool to Troubleshoot
Injector Problems.
z Injectors have no serviceable parts.
– Warranty will only be paid with evidence of the
correct tests.
z Pump Solenoid is non serviceable.
– If the solenoid is removed the whole pump
assembly must be replaced.

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NOTE: Before any high pressure fuel line is loosened or opened, wait at
least 1 minute after the engine has stopped running and verify in Cat
Electronic Technician Software that the fuel rail pressure has dropped to 0
psi. This will assure that the high pressure system is at a safe pressure to
perform maintenance.

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 Fuel Injection Serviceability
z Transfer pump is a serviceable item, separate
from High Pressure pump.

z Speed sensor is serviceable.

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The transfer pump and speed timing sensor are the only items serviceable
on the high pressure pump.

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 Smart Wastegate
Smart Wastegate
z On Some Variable Speed Controller
Engines
z Controls Wastegate Actuator
z Optimizes Engine
Performance
z Driven by PWM Signal from
the ECM
z Service as an Assembly
– 12 or 24 volt

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A smart wastegate is fitted to all variable speed engines.

It controls the pressure applied to the mechanical wastegate actuator.
Smart wastegate gives flexibility to match boost pressure requirements at
both part load and full load conditions over the entire operating range.
Optimised emissions for any torque curve.
Optimised engine performance at non emissions points – i.e. reduced
exhaust temp.
The controller is serviceable only as an assembly, there are different part
numbers depending supply voltage (12 & 24volts).

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 Wastegate Actuator
z1 mm Total Travel

z Refer to Service Manual

for Adjustment Procedure

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Care must be taken when setting up the Smart Wastegate actuator.

The fitting of a new, adjusted or replacement actuator requires
mandatory checking of settings as shown in the service manuals.
If the Wastegate does not operate at the correct pressure, it can affect
the engine performance.

The high pressure setting will result in engine de-rate.

Low pressure can cause black smoke and may also result in engine
de-rate.

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 Smart Wastegate Schematic
Intake Manifold Pressure
Tells Solenoid (Boost)
How much Pressure
To Pass

Looks at:
Desired Speed
Load Intake Manifold Pressure
Boost (Boost)

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With a normal Wastegate turbocharger, as the exhaust gas volume and

temperature increase so does the turbo boost pressure.
At a predetermined pressure, the boost air pressure over comes the spring load
and the Wastegate valve opens venting the gas into the exhaust outlet, thus
controlling the turbo boost pressure.
In the ‘Smart Wastegate’ the pressurised air passes to the Wastegate Actuator
via a control valve. This valve is normally open allowing the air to vent to
atmosphere.
The spring in the Wastegate Actuator is of a lower compressive load than in the
standard Wastegate, therefore it is possible to overcome the spring and open
the Wastegate at a lower pressure output from the turbo.
By operating under the control of the ECM, the boost pressure can be
controlled throughout the operating range of the engine.

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 Fuel System Lab Assignment
z On each engine type, using the correct service
literature –
– Remove at least one fuel injector using correct
procedures
– Answer questions below

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Quiz –
1. What is the correct torque for the fuel injection pump locking screw on
C4.4 & C6.6?

2. What is the correct torque for the fuel injector electrical connectors?

3. Is it permissible to purge air from the fuel system by cracking injector

lines?

4. Is it permissible to pre-fill the fuel filters?

5. Why shouldn’t C4.2 & C6.4 fuel pumps be locked.

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