Operação dos Sistemas

3408E and 3412E Engines for Caterpillar Built Machines

SENR1018-03

Engine Design

3408E

Illustration 1 g00675659

Cylinder and valve location

(A) Inlet valves

(B) Exhaust valves

(C) Left side of the engine

(D) Cylinder number

(E) Front of the engine

(F) Right side of the engine

(G) Flywheel of the engine

Bore ... 137.2 mm (5.4 inch)

Stroke ... 152.4 mm (6.0 inch)

Displacement ... 18.0 L (1099 in3)

Cylinder arrangement ... 65 degrees

Valves per cylinder ... 4

The adjustment for the inlet valve lash is the following value. ... 0.38 mm (0.015 inch)

The adjustment for the exhaust valve lash is the following value. ... 0.76 mm (0.030 inch)

Firing order (Injection Sequence) ... 1, 8, 4, 3, 6, 5, 7, 2

Crankshaft rotation ... counterclockwise

Note: The front end of the engine is opposite the flywheel end. The left side and the right side of the
engine are viewed from the flywheel end. The No. 1 cylinder is the front cylinder on the left side. The
No. 2 cylinder is the front cylinder on the right side.

3412E
Illustration 2
Cylinder and valve location

(A) Inlet valves

(B) Exhaust valves

(C) Left side of the engine

(D) Cylinder number

(E) Front of the engine

(F) Right side of the engine

(G) Flywheel of the engine

Bore ... 137.2 mm (5.4 inch)

Stroke ... 152.4 mm (6.0 inch)

Displacement ... 27 L (1648 in3)

Cylinder arrangement ... 65 degrees

Valves per cylinder ... 4

The adjustment for the inlet valve lash is the following value. ... 0.38 mm (0.015 inch)

The adjustment for the exhaust valve lash is the following value. ... 0.76 mm (0.030 inch )
Firing order (Injection Sequence) ... 1, 4, 9, 8, 5, 2, 11, 10, 3, 6, 7, 12

Crankshaft rotation ... counterclockwise

Note: The front end of the engine is opposite the flywheel end. The left side and the right side of the
engine are viewed from the flywheel end. The No. 1 cylinder is the front cylinder on the left side. The
No. 2 cylinder is the front cylinder on the right side.
 Fuel System

Illustration 1 g0099

HEUI fuel system (typical example)

(1) Unit injector hydraulic pump

(2) Oil flow to the engine

(3) Oil filter

(4) Engine oil pump

(5) Injectors

(6) Oil cooler

(7) IAP control valve

(8) IAP sensor

(9) Fuel transfer pump

(10) Secondary fuel filter

(11) Fluid manifolds

(12) Fuel tank

(13) Fuel pressure regulator

(14) Speed-timing wheel

(15) Engine speed/timing sensors

(16) Primary fuel filter

(17) Water separator

(18) Oil temperature sensor

(19) Engine boost pressure sensor

(20) Coolant temperature sensor

(21) Coolant level sensor

(22) Oil pressure sensor

(23) Fuel pressure sensor

(24) Fuel temperature sensor

(25) Atmospheric pressure sensor

(26) Throttle position sensor

(27) Data link

(28) Alarm warning lamp

(29) Diagnostic lamp

(30) Electronic Control Module (ECM)

(31) Batteries

The operation of the Hydraulic Electronic Unit Injector (HEUI) fuel system utilizes the concepts of
hydraulics and the multiplication of force to deliver fuel to the engine. The HEUI fuel system is
completely free of adjustment. Adjustments cannot be made to the mechanical components of the
system. Changes in performance are made by installing different software in Electronic Control Module
(ECM) (30) .

This fuel system consists of six basic components:

z Hydraulic Electronic Unit Injector (HEUI) (5)

z Electronic Control Module (ECM) (30)

z Unit injector hydraulic pump (1)

z Injection actuation pressure control valve (7)

z Fuel transfer pump (9)

z Injection actuation pressure sensor (8)

Note: The components of the HEUI fuel system are not serviceable components. These fuel system
components must not be disassembled. Disassembly will damage the components. If the components
have been disassembled, Caterpillar may not allow a warranty claim or Caterpillar may reduce the
warranty claim.

Component Description
Hydraulic Electronic Unit Injector

The HEUI fuel system utilizes a hydraulically actuated electronically controlled unit injector (5) .

The precise delivery of the fuel controls the engine's performance. All fuel systems for diesel engines
use a plunger and barrel in order to pump high pressure fuel into the combustion chamber. A fuel
injection pump camshaft lobe is typically used to provide a mechanical force to the plunger. The plunger
then pumps the precise amount of fuel into the combustion chamber. The HEUI fuel system uses engine
oil that has been pressurized by the system's hydraulic pump in order to apply force to the plunger.
Control for the exact timing of the fuel delivery is provided electronically by the engine's ECM. Due to
the differences in the HEUI fuel system, a technician must use different troubleshooting methods in
order to diagnose fuel system problems.

The HEUI fuel system's hydraulic pump pressurizes the engine lubrication oil from 10 MPa (1450 psi)
to 23 MPa (3350 psi) in order to transfer force from the engine's rotational energy to hydraulic energy
that is used by the injector. The HEUI fuel system operates in the same manner as a hydraulic cylinder.
A piston in the injector is used to receive the hydraulic energy that is supplied by the pump. The piston
converts the hydraulic energy to a mechanical force that is applied directly to the injector's plunger
assembly. The plunger assembly multiplies the mechanical force that is provided by the piston. The
plunger converts the force into a hydraulic pressure that is placed on the fuel that is in the injector barrel.
By multiplying the force of the high pressure oil that is supplied by the HEUI fuel system's hydraulic
pump, the HEUI can produce the injection pressures that are essential for the complete fuel atomization
that provides combustion efficiency.

Engine oil is used by the unit injector hydraulic pump in order to supply hydraulic pressure to the
injectors. This hydraulic pressure is called injector actuation pressure. The actuation pressure of the oil
generates the high injection pressures that are delivered by the unit injector. This injection pressure is
greater than actuation pressure by approximately six times. The pressure in the system is multiplied by
the intensifier piston that is located in the injector.

Low actuation pressure results in low injection pressures. During conditions of low engine speed such as
idle and start, the low injection pressure is due to the low actuation pressure that is being produced by
the unit injector hydraulic pump.

High actuation pressure results in high injection pressures. During conditions of high speed such as high
idle and acceleration, high injection pressures can be produced because of the high actuation pressures
that are produced by the hydraulic pump.

There are many other operating conditions when the injection pressure fluctuates between the minimum
and the maximum. Regardless of the speed of the engine, the HEUI fuel system provides infinite control
in order to provide the optimum fuel injection pressure.

Electronic Control Module (ECM)

The Electronic Control Module (ECM) (30) is mounted directly on the engine. The ECM is a powerful
computer that provides total electronic control of engine performance. The ECM gathers performance
data from the engine through a series of engine sensors. This data is used by the ECM in order to modify
the engine's fuel delivery, injection pressure, and injection timing. The ECM also contains performance
maps in the form of software that define engine's horsepower, torque curves, and rpm.

Most of today's engines are equipped with an ECM that can be reprogrammed in the field. There are
electronic service tools that can be used to program the ECM. These electronic service tools use flash
programming in order to load new software into the ECM.

The ECM is also used to record engine faults that may occur. These faults are usually triggered when
one of the engine sensors detect a parameter that is operating out of the normal range of operation. An
electronic service tool can be used in conjunction with the engine ECM to run several diagnostic tests on
engine's electrical systems or electronic systems.

Unit Injector Hydraulic Pump

The unit injector hydraulic pump (1) is a high pressure hydraulic pump that is located at the front of the
engine. The unit injector hydraulic pump is a variable displacement axial piston pump that is driven by
the front gear train of the engine. The unit injector hydraulic pump uses a portion of the engine
lubrication oil to supply the HEUI fuel system. The unit injector hydraulic pump pressurizes the engine
lubrication oil to the correct injection actuation pressure in order to power the HEUI injectors.

Injection Actuation Pressure Control Valve (IAP Control Valve)

The Injection Actuation Pressure Control Valve (IAP Control Valve) (7) is located on the side of unit
injector hydraulic pump (1). The pressure control valve assembly controls the outlet flow of the
hydraulic pump. The pressure control valve assembly also controls the hydraulic pump pressure.

There are three components of the pressure control valve assembly.

z Injection actuation pressure control valve

z Compensator valve assembly

z Valve base

The compensator valve assembly contains three major parts:

z Load sensing spool

z Pressure limiter spool

z Check valve

The load sensing spool controls the oil flow to the control piston. The control piston controls the
swashplate angle. The swashplate angle determines the pressure that is produced by the pump.

In the event of a malfunction of the pump, the pressure limiter spool acts as an emergency relief valve.
A malfunction of the pump would cause the pressure to rise above the relief setting. The pressure limiter
spool is a simple spring loaded relief valve. The valve opens at a preset pressure. When the valve opens,
high pressure oil is sent to the control piston. This will destroke the pump and the oil flow that is being
produced by the pump will be reduced.

The check valve works in conjunction with the pressure limiter spool. The valve allows high pressure oil
to flow to the control piston when the pressure limiter spool has opened. The check valve remains closed
at all other times.

The IAP control valve is an electrically controlled solenoid valve. The IAP control valve works with the
load sensing spool in order to control the pump outlet pressure. The IAP control valve is actually an
electrically operated hydraulic pressure relief valve. The IAP control valve converts an electrical signal
from the ECM to the mechanical control of the spool valve in order to control the pump's outlet
pressure.

Under most conditions, the pump is producing an excess oil flow. The IAP control valve instructs the
load sensing spool to discharge excess pump flow to the control piston in order to control injection
actuation pressure at the desired level. The IAP control valve is a solenoid valve of high precision. The
IAP control valve is used to control the actuation pressure that provides hydraulic pressure to the
injectors. The performance maps that are programmed into the ECM contain a desired actuation pressure
for every engine operating condition. The ECM uses a control current in order to control the IAP control
valve. This control current is used to vary the action of the solenoid in order to maintain an actual
actuation pressure that is very near to the desired actuation pressure that has been determined by the
ECM.

Fuel Transfer Pump

Fuel transfer pump (9) is mounted on the back of unit injector hydraulic pump (1). The fuel transfer
pump must first draw fuel from fuel tank (12). Then, the fuel transfer pump must be capable of
providing enough flow to the low pressure fuel system in order to maintain a continuous system
pressure. A normal system pressure for the low pressure fuel system is usually between 310 kPa (45 psi)
and 450 kPa (65 psi). This pressurized fuel is continuously supplied to injectors (5) .

The fuel transfer pump is a fixed displacement gear pump. The fuel transfer pump contains an integral
pressure relief valve. This relief valve opens at approximately 630 kPa (91 psi). Excess flow from the
valve discharges to an internal passage from the outlet side of the pump. The internal passage sends the
fuel back to the inlet side of the pump.

Injection Actuation Pressure Sensor (IAP)

IAP sensor (8) monitors the actual injection actuation pressure. The oil manifold supplies the injectors
with a continuous flow of actuation oil. This oil is used to power the injectors. The IAP sensor is
installed in this high pressure oil manifold. The IAP sensor monitors the oil pressure in the manifold.
The ECM is continuously monitoring the IAP sensor for pressure changes. The ECM interprets this
signal in order to provide control for the engine's fuel system.

Operation of the HEUI Fuel System

Low Pressure Fuel System
Illustration 2 g0099

Low pressure fuel system (typical example)

(5) Injectors

(9) Fuel transfer pump

(10) Secondary fuel filter

(11) Fluid manifolds

(12) Fuel tank

(13) Fuel pressure regulator

(16) Primary fuel filter

(17) Water separator

The low pressure fuel system serves four basic functions. The system supplies the injectors (5) with fuel
for combustion. Supplies extra fuel flow for cooling of the injectors. This extra fuel flow removes air
from the system. The system also supplies the fuel that is used to cool the ECM.

The low pressure fuel system consists of seven basic components:

z Fuel tank (12)

z Water separator (17)

z Primary fuel filter (16)

z Fuel transfer pump (9)

z Secondary fuel filter (10)

z Fluid manifolds (11)

z Fuel pressure regulator (13)

Fuel is drawn from fuel tank (12) and flows through the water separator (17). The water separator is
typically a 15 to 30 micron filter. The water separator will filter large debris from the fuel. The water
separator also has the capacity that will filter large amounts of water from the fuel. If equipped, the fuel
may flow to the primary fuel filter (16). The primary fuel filter is used to filter the fuel before entering
the fuel transfer pump.

Fuel flows from the primary fuel filter to the inlet side of fuel transfer pump (9). The fuel transfer pump
is mounted on the back of unit injector hydraulic pump. Fuel is drawn into the inlet port of the pump. An
inlet check valve in the inlet port of the fuel transfer pump prevents fuel from flowing back into the fuel
tank while the engine is not running. The fuel flow is increased by a simple gear pump and the fuel is
then discharged through the outlet port of the pump. The outlet port also incorporates a check valve that
is used to prevent pressurized fuel leakage back through the pump.

The fuel transfer pump is used in order to pressurize the fuel that supplies the low pressure fuel system.
The maximum pressure that is generated by the fuel transfer pump is limited to 630 kPa (91 psi) by an
internal pressure relief valve.

Fuel flows from the outlet port of the fuel transfer pump to the secondary fuel filter (10). The secondary
fuel filter is a two micron fuel filter. The two micron fuel filter removes very small abrasive
contaminants in the fuel. Fuel then flows from the secondary fuel filter to the fuel supply passages that
are drilled into fluid manifolds (11).

The fluid manifolds are mounted on top of the cylinder heads. A fuel supply passage runs for the length
of the fluid manifold. This passage connects with each unit injector bore in order to supply fuel to the
unit injectors. Pressurized fuel flows through the fluid manifold to all of the unit injectors. Excess fuel
flows out of the fluid manifold, into the fuel return line, and then to the fuel pressure regulator (13) .

The fuel pressure regulator consists of an orifice and a spring loaded check valve. The orifice is a flow
restriction that provides a back pressure to the supply fuel. The spring loaded check valve opens at 410
kPa (60 psi) in order to allow the excess fuel to return to the fuel tank. The excess fuel that passes
through the orifice is used in order to transfer heat away from the fuel system. A ratio of fuel that is
returned to the tank to the amount of fuel that is consumed by the engine is approximately 3 to 1. When
the engine is off and no fuel pressure is present, the spring loaded check valve closes. The spring loaded
check valve closes in order to prevent the fuel in the cylinder head from draining to the fuel tank.

Injection Actuation System

Actuation Oil Flow

Illustration 3 g0099

Actuation Oil Flow (typical example)

(1) Unit injector hydraulic pump

(3) Oil filter

(4) Engine oil pump

(6) Oil cooler

(7) IAP control valve

(8) IAP sensor

The injection actuation system serves two functions. The injection actuation system supplies high
pressure oil in order to power the HEUI injectors. Also, the injection actuation system utilizes control of
the actuation pressure of the oil in order to control the injection pressure of the fuel that is produced by
the unit injectors.

The injection actuation system consists of six basic components:

z Hydraulic pump (1)

z Engine oil filter (3)

z Engine oil pump (4)

z Oil cooler (6)

z The Injection Actuation Pressure control valve (IAP control valve) (7)

z The Injection Actuation Pressure sensor (IAP sensor) (8)

Oil from engine oil pump (4) supplies engine oil to unit injector hydraulic pump (1). The capacity of the
engine oil pump has been increased in order to meet the additional flow that is required to supply the
hydraulic pump.

Oil that is drawn from the engine oil pan is pressurized to the lubrication system oil pressure by the
engine oil pump. Oil flows from the engine oil pump through engine oil cooler (6), through engine oil
filter (3), and then to the main oil gallery. A separate circuit from the main oil gallery directs a portion of
the lubrication oil in order to supply the unit injector hydraulic pump. A steel tube on the left side of the
engine connects the main oil gallery with the inlet port of the unit injector hydraulic pump.

Oil flows into the inlet port of the unit injector hydraulic pump and the pump reservoir is filled with
engine oil. The pump reservoir provides oil to the unit injector hydraulic pump during engine start-up.
Also, the pump reservoir provides oil to the unit injector hydraulic pump until the engine oil pump can
increase pressure enough to provide the pump with a steady flow of oil.

The pump reservoir also provides makeup oil to the high pressure oil passage in the cylinder head.
When the engine is off and the engine cools down, the oil shrinks. A check valve in the pump allows oil
to be drawn from the pump reservoir in order to keep the high pressure oil passage full, even during
engine shutdown.

Oil from the pump reservoir is pressurized in the unit injector hydraulic pump and flows out of two
outlet ports of the pump under high pressure. The high pressure oil flows from the outlet ports of the
unit injector hydraulic pump then flows through a one-way check valve. The oil then flows to the high
pressure oil passage that is within the fluid manifold. The check valve is used to prevent high pressure
pulses, that are generated by the injectors, from returning to the pump. High pressure pulses would cause
the IAP control valve (7) to operate erratically. This would cause the actuation pressure to become
unstable and unpredictable.

The high pressure oil passage connects with each unit injector bore in order to supply high pressure
actuation oil to the unit injectors. High pressure actuation oil flows from the unit injector hydraulic
pump and travels through the fluid manifold to all of the injectors. The high pressure oil is held in the
high pressure oil passage until the oil is used by the unit injectors. Oil that has been exhausted by the
unit injectors is expelled under the valve covers. This oil returns to the crankcase through oil drain holes
in the cylinder head.

Actuation Oil Pressure Control

Illustration 4 g0099

Injection actuation pressure control system (typical example)

(1) Unit injector hydraulic pump

(3) Oil filter

(4) Engine oil pump

(5) Injectors

(6) Oil cooler

(7) IAP control valve

(8) IAP sensor

(30) Engine control module (ECM)

Unit injector hydraulic pump (1) is a variable displacement axial piston pump. The flow of this pump
can be varied from the minimum to the maximum at any engine speed.

The rotating group of the pump changes the rotary motion of the pump shaft to hydraulic oil flow. The
rotating group has three components:

z Barrel and pistons

z Swashplate

z Pump shaft

The pump supplies the flow of oil to the injectors. The amount of oil flow controls the system pressure.
Pump flow is increased or decreased within the pump by changing the angle of the swashplate.

The swashplate is moved toward maximum flow by a control spring. The maximum angle produces
maximum piston stroke and maximum pump flow. The control piston is used to counter the control
spring. The control piston is in a retracted state when the swashplate is at the maximum angle. The
control spring will be in an expanded state.

Pump flow is reduced by an increased oil flow to the control piston. As the pressure to the control piston
increases, the piston pushes the swashplate toward the minimum angle. The swashplate angle will be
reduced and the pistons produce minimum stroke at this minimum angle. Minimum output will be
produced.

Destroking the pump - This term is used to describe a decrease in the angle of the swashplate in order
to decrease the output of the pump. Oil flow is being applied to the control piston.

Stroking the pump - This term is used to describe an increase in the angle of the swashplate in order to
increase the output of the pump. Oil flow is being removed from the control piston.

The pump housing contains the following components:

z Rotating group

z Internal oil reservoir

The reservoir provides oil to the unit injector hydraulic pump while the engine is being cranked. The
reservoir provides oil to the injection system until oil flow from engine oil pump (4) is established.
Supply oil from the engine lube system flows through the reservoir to the inlet port of the rotating group.
The high pressure actuation oil flows from the outlet port of the pump and flows through steel tubing in
order to feed the high pressure fluid manifolds that are on each cylinder head.

While the engine is not running, the swashplate control spring in the unit injector hydraulic pump pushes
the swashplate to the maximum angle. The maximum pump displacement is achieved. During cranking
of the engine, the pump produces maximum flow. This builds actuation pressure rapidly until the desired
actuation pressure is reached.

Once the actuation pressure matches the desired pressure, oil is sent from the IAP control valve to the
control piston. This will destroke the pump. At idle conditions, a minimum swashplate angle is required
to maintain the desired actuation pressure. HEUI injectors (5) use very little actuation oil at either no
load conditions or low idle conditions.

When a load is applied to the engine, the desired fuel rate increases. Also, the demand for actuation oil
flow and pressure rapidly increase. The Electronic Control Module (ECM) (30) detects the decrease in
engine speed that is caused by the increase in load. The ECM then increases the control current to IAP
control valve (7). This allows oil to drain from the control piston. This forces the swashplate angle and
the pump flow to quickly increase. The swashplate angle will increase until actual pressure equals
desired pressure at the flow rate that is required by the injectors.

If the load on the engine is decreased, the actuation oil flow is decreased in order to match the engine
requirements. The ECM detects the increase in engine speed and the current that is being sent to the IAP
control valve is reduced. Oil is directed to the control piston. This will decrease the swashplate angle.
Pump output flow and actuation pressure decrease until actual pressure equals desired pressure.

There are two types of actuation pressure:

z Desired actuation pressure

z Actual actuation pressure

Desired actuation pressure is the injection actuation pressure that is required by the system for optimum
engine performance. The desired actuation pressure is established by the performance maps in the ECM
and information from the engine sensors. This information is used in order to calculate the optimum
pressure to use for the best engine performance. The desired actuation pressure is constantly changing
based on various sensor inputs, changing engine speed and load. The following sensors supply signals to
the ECM:

z Throttle position sensor

z Engine boost pressure sensor

z Speed/timing sensors

z Coolant temperature sensor

These signals are used by the ECM in order to calculate the desired actuation pressure. The desired
actuation pressure is only constant under steady state conditions (steady engine speed and load). The
desired actuation pressure is continuously adjusted by the ECM.
Actual actuation pressure is the actual system pressure of the actuation oil that is used to power the
injectors. The IAP control valve is constantly adjusting the amount of pump flow that is discharged to
the drain. The pump flow is discharged to the drain in order to match the actual actuation pressure to the
desired actuation pressure.

Three components operate together in order to control injection actuation pressure:

z ECM (30)

z IAP control valve (7)

z IAP sensor (8)

The ECM calculates the desired actuation pressure by sampling sensor inputs and referencing
performance maps. The ECM sends a control current to the IAP control valve in order to change the
actual actuation pressure. The IAP control valve reacts to the electrical current from the ECM in order to
change the actual actuation pressure. The actual actuation pressure is changed when the IAP control
valve discharges control pressure oil to the drain. The IAP control valve acts as an electrically controlled
relief valve. The IAP sensor monitors the actual actuation pressure in the high pressure oil passage. The
IAP sensor reports the actual actuation pressure by sending a signal voltage to the ECM.

The injection actuation pressure control system operates in a cycle. The ECM calculates the desired
actuation pressure. After the correct signal has been calculated, the ECM sends an electrical current to
the IAP control valve in order to adjust the actuation pressure. The IAP control valve reacts to the
electrical current from the ECM by changing the pressure relief setting for the control piston, which
changes the actual actuation pressure. The IAP sensor samples the actual actuation pressure and the IAP
sensor sends a signal voltage back to the ECM. The ECM interprets the signal voltage from the IAP
sensor in order to calculate the actual actuation pressure. Then, the ECM compares the actual actuation
pressure to the desired actuation pressure in order to adjust the electrical current to the IAP control
valve. The IAP control valve responds to the change in electrical current by changing the actual
actuation pressure. This process is repeated 60 times per second. This cycle of constant repetition is
called a closed loop control system.

Increasing current to the IAP control valve causes the actuator solenoid that controls the poppet valve in
the IAP control valve to be excited. As the poppet valve closes the drain port, the oil flow from the load
sensing spool decreases and the spool allows oil from the control piston to be vented to the case drain.
As the control piston retracts, the swashplate angle is increased. There is an increased flow from the
pump outlet.

Reducing the current to the IAP control valve causes the following actions to occur. The actuator
solenoid that controls the poppet valve in the IAP control valve is relaxed. The poppet valve opens the
drain port and a proportional amount of oil is allowed to flow from the load sensing spool. As the load
sensing spool reacts, oil is sent to the control piston and the angle of the swashplate is reduced. There is
a decreased flow from the pump outlet.

If the IAP control valve fails to receive the control current during engine operation, the only force that
will act on the load sensing spool will be the mechanical force of the spool's spring. The pressure that is
produced from this spring force is approximately 5 to 6 MPa (725 to 870 psi). This pressure is called
margin pressure.
A margin pressure is necessary for this system in order to establish the engine with a limp home mode in
the event of system failure. The spool spring also improves the accuracy of the IAP control valve.

The limp home mode will allow the engine to keep running at a very low actuation pressure. This could
happen if the IAP control valve fails or the circuit experiences an open circuit condition.

This spring pressure also improves the ability of the IAP control valve to accurately control lower
actuation pressures.

Margin pressure is not a critical adjustment. Margin pressure does not affect normal engine
performance. Margin pressure must be set high enough to keep the engine running in the event of an
open circuit or a control valve failure. Margin pressure should not be set too high. An excessively high
margin pressure will cause overfueling and hard starting of the engine. This will occur when the engine
is cold and the oil is thick. Margin pressure is preset at the factory. The pressure should not be adjusted
in the field. Increasing or decreasing margin pressure from the factory setting will not increase engine
horsepower or engine performance.

The combined force of the spool spring and the oil flow that is controlled by the IAP control valve work
together in order to position the load sensing spool. If the margin pressure is changed, the ECM
compensates by adjusting the current to the IAP control valve in order to obtain the desired actuation
pressure that has been calculated.

The unit injector hydraulic pump contains a pressure limiter spool. The pressure limiter spool is located
just above the load sensing spool. The pressure limiter spool will only work when an extreme pressure
exists in the system. If an extreme pressure is allowed to exist, the system pressure could exceed the
maximum safe operating pressure.

The pressure limiter spool is held in the closed position by a spring. If a malfunction occurs, the pump
outlet pressure may exceed the safe limit of the pump. In this case, the pressure would overcome the
spring force and the relief spool would vent the excess pressure. This will allow the pump outlet
pressure to flow to the control piston. The extra flow to the control piston would destroke the pump. The
pump will continue to destroke until the outlet pressure becomes less than relief pressure and the relief
valve closes.

This pressure control system also incorporates a one-way check valve that allows the outlet pressure to
flow from the relief valve to the control piston. The check valve will not allow oil from the control
piston to flow in the opposite direction when the relief valve is closed.

The relief valve is set at the factory. The relief valve should not be adjusted. A low relief setting will
cause the relief valve to open below normal operating pressure. This will result in low engine power.

A high relief valve setting will not affect normal operation. A high relief valve setting could rupture the
pump housing in the event of a malfunction. Adjusting the relief valve setting will not increase the
actuation pressure, engine horsepower, or engine performance.

Most of the high pressure oil flow from the unit injector hydraulic pump is used in order to power the
unit injectors. Excess flow is the amount of pump flow that is not required in order to meet the desired
actuation pressure. The excess flow is returned to the case drain through the load sensing spool. The
excess flow travels through a drilled passage to the front of the pump. Drain oil flows out of the front of
the pump over the pump drive gear and flows down the engine front gear train to the engine oil sump.
Operation of the Injection Actuation Pressure Control Valve (IAP Control Valve)

Illustration 5 g0099

Injection actuation pressure control valve

(1) Spring retainer

(2) Edge filter

(3) Seat assembly

(4) Drain port

(5) Armature

(6) Valve body

(7) Adapter
(8) Poppet

(9) Push pin

(10) Control solenoid

The IAP control valve is an electrically controlled pilot operated pressure control valve. The IAP control
valve is used in order to adjust the actuation pressure. The actual actuation pressure must be constantly
adjusted in order to achieve the desired actuation pressure and this pressure must be controlled
regardless of engine speed, pump flow, and variable oil demand of the unit injectors. The IAP control
valve consists of six basic components:

z Seat Assembly (3)

z Armature (5)

z Poppet (8)

z Push pin (9)

z Control solenoid (10)

The IAP control valve operates by using the variable electrical current from the ECM in order to create a
magnetic field in control solenoid (10). This magnetic field acts on armature (5) and the magnetic field
generates a mechanical force. This mechanical force is used to adjust the position of the armature. The
adjustment on the armature affects the position of push pin (9) and poppet (8) .

When the poppet is in the closed position, the poppet is also opposed by the oil pressure that is inside
valve body (6). The oil pressure inside the valve body is trying to open the poppet. As the oil pressure
from the load sensing spool valve increases, the force on the poppet from the oil pressure also increases.
As this force overcomes the mechanical force of the solenoid, the poppet opens. The open poppet allows
a flow path to drain port (4) for the oil pressure. Discharging part of the oil pressure to drain lowers the
hydraulic pressure that is inside the valve body. When the hydraulic pressure of oil decreases below the
magnetic force on the poppet, the poppet closes again.

Valve Operation (Engine Off)

Illustration 6 g0099
Operation of the injection actuation pressure control valve (engine off)

(1) Oil pressure from load sensing spool

(2) Current from ECM

(3) Drain port

(4) Poppet

When the engine is off, there is no oil pressure from load sensing spool (1) and there is no current from
ECM (2). The poppet is in the open position.

Valve Operation (Engine Cranking)

Illustration 7 g0099
Operation of the injection actuation pressure control valve (engine cranking)

(1) Oil pressure from load sensing spool

(2) Current from ECM

(3) Drain port

(4) Poppet

During engine start-up, approximately 6.2 MPa (900 psi) of injection actuation pressure is required in
order to activate the unit injector. This low injection actuation pressure will generate a fuel injection
pressure of about 35 MPa (5000 psi). Actuation pressure will continue to increase until the desired
actuation pressure is reached. The desired actuation pressure during engine start-up is approximately 7
MPa (1000 psi).

In order for the engine to start quickly, the injection actuation pressure must rise quickly. Because the
hydraulic pump is being turned at engine cranking speed, pump flow is very low. The ECM sends a
strong current (2) to the IAP control valve in order to keep poppet (4) closed. With the poppet in the
closed position, all of the flow through drain port (3) is blocked. Oil flow through the drain port remains
blocked until an actual actuation pressure of 6.2 MPa (870 psi) is achieved. The ECM does not send a
signal to the unit injectors until this minimum actual actuation pressure is reached.

Note: If the engine is already warm, the pressure that is required to start the engine may be higher than
6.2 MPa (900 psi). The values for the desired actuation pressures are stored in the performance maps of
the ECM. These values for desired actuation pressures vary with engine temperature.

Once the unit injectors begin to operate, the ECM begins to control the current to the IAP control valve.
The ECM signals the IAP control valve to maintain the actual actuation pressure at 7 MPa (1000 psi)
until the engine starts. The ECM monitors the actual actuation pressure through the IAP sensor. The
ECM uses the signal from the IAP sensor, signals from other engine sensors, and the performance maps
in order to calculate the desired actuation pressure. Once the desired actuation pressure has been
calculated, the ECM compares the desired actuation pressure to the actual actuation pressure in the high
pressure oil passage. The ECM adjusts the current levels to the IAP control valve in order to reach the
desired actuation pressure.

Oil Flow (Engine Cranking)

Illustration 8 g0099
(1) Oil pressure from load sensing spool

(2) Current from ECM

(3) Drain port

(4) Poppet

As the engine cranks, oil pressure from load sensing spool (1) enters the end of the valve body. The oil
pressure begins to act against the poppet (4). The hydraulic force that is applied by the oil pressure from
load sensing spool attempts to push against the poppet in order to open the drain port. The current from
ECM (2) causes the solenoid to generate a magnetic field which forces the poppet against the drain port
of the spool chamber. This closes the drain port. The drain port is the only path to the drain for the oil in
the valve body. The pump outlet pressure flows to the load sensing spool valve. The load sensing spool
valve dumps the oil directly to the case drain. As the pump outlet pressure increases, the pressure in the
valve body will also increase. While the pump outlet pressure does not overcome the force on the
poppet, this path to the drain will remain blocked. The load sensing spool will continue to dump the oil
pressure to the case drain and the angle of the swashplate will remain at the maximum.

The combination of the force from the current from the ECM and the low oil pressure in the valve body
will hold the poppet in the closed position. The drain port will remain closed while the poppet is in the
closed position. This will continue until the actual actuation pressure reaches 6.2 MPa (900 psi).

Valve Operation (Running Engine)

Illustration 9 g0099
Operation of the injection actuation pressure control valve (running engine)

(1) Oil pressure from load sensing spool

(2) Current from ECM

(3) Drain port

(4) Poppet

Once the engine starts, the current from ECM (2) controls the IAP control valve in order to maintain the
desired actuation pressure. The IAP sensor monitors the actual actuation pressure that is in the high
pressure oil passage in the fluid manifold. The ECM compares the actual actuation pressure to the
desired actuation pressure 60 times per second. If the pressures do not match, the ECM adjusts the
current level that is being sent to the IAP control valve. This will bring the actual injection actuation
pressure closer to the desired injection actuation pressure.

The amount of current that is sent to the solenoid regulates the amount of magnetic force that is being
used to hold poppet (4) closed. The solenoid, the armature, and the push pin simulate a variable spring
that is electronically controlled. Increased current results in increased force on the poppet. Decreased
current results in a decrease of force that is acting on the poppet.

The magnetic force that is controlled by the ECM is used to hold the poppet closed. When the poppet is
closed, the pressure in the valve body increases. When the pressure in the valve body exceeds the force
that is holding the poppet closed, the poppet will begin to open. When the poppet opens, the volume of
oil that is in the valve body begins to escape to the drain. This causes the pressure in the valve body to
drop. When the pressure in the valve body drops, the poppet closes again. As the poppet closes, the
pressure begins to increase and the cycle is repeated. This process provides control to the position of the
load sensing spool. The position of the load sensing spool controls the oil flow to the control piston.

The IAP control valve uses oil flow to control the position of the load sensing spool. The force of the oil
pressure in the valve body provides resistance against the force of the oil pressure from load sensing
spool (1). Controlling this pressure helps to control the position of the valve spool. When the IAP
control valve allows oil to pass to drain port (3), the load sensing spool is allowed to shift in the bore of
the valve body. An oil port that leads to the control piston is opened and the swashplate angle is
decreased. This effectively reduces the actual actuation pressure in the fluid rails.

As the pump pressure decreases, the IAP control valve closes the drain port through the poppet. This
reduces the flow of oil that is coming from the load sensing spool. The spool repositions in the bore of
the valve body and the oil port for the control piston is blocked. An increase in pump outlet pressure will
follow.

The amount of control that is provided for the load sensing spool is controlled by the ECM. The
electrical current from the ECM is used to control the position of the poppet valve. By opening and
closing the poppet valve, the flow of oil from load sensing spool can be regulated. When the poppet is
opened the flow of oil from the load sensing spool is increased. The position of the spool changes so that
the flow of oil to the control piston of the swashplate increases. When the electrical current from the
ECM closes the poppet, the flow of oil from the load sensing spool is decreased. This will reposition the
spool in the bore of the valve body so that the flow to the control piston is reduced.

Most of the time, the poppet and the load sensing spool operate in a partially open position. The poppet
and the spool are completely open or completely closed only during the following conditions:

z Acceleration

z Deceleration

z Rapidly changing engine loads

Oil Flow (Running Engine)

When oil flow from load sensing spool (1) enters the end of the valve body, a small amount of oil flows
into the chamber of the valve body through the edge filter. The pressure in the valve body is controlled
by adjusting the force on poppet (4). Adjusting the force on the poppet allows the poppet to drain off
some of the oil in the valve body. The force on the poppet is controlled by the strength of the magnetic
field that is produced from electrical current from ECM (2). The poppet also responds to pressure
changes in the valve body. The position of the poppet dictates the amount of oil flow that is allowed to
reach drain port (3) .
The amount of oil that is allowed to pass through the poppet controls the position of the load sensing
spool. The position of the load sensing spool determines the amount of oil that is directed to the
swashplate's control piston. The process of responding to pressure changes on either side of the load
sensing spool occurs so rapidly that the spool is held in a partially open position. This allows the outlet
pressure of the injection pump to be closely controlled. The IAP control valve allows infinitely variable
control of pump outlet pressure between 6 MPa (900 psi) and 24 MPa (3500 psi).

Components of the HEUI Injector

The HEUI injector serves four functions. The HEUI injector pressurizes supply fuel from 450 kPa (65
psi) to 160 MPa (23500 psi). The HEUI injector functions as an atomizer by pumping high pressure fuel
through orifice holes in the unit injector tip. The HEUI injector delivers the correct amount of atomized
fuel into the combustion chamber and the injector tip disperses the atomized fuel evenly throughout the
combustion chamber.
Illustration 10 g0098

Components of the HEUI injector

(1) Solenoid

(2) Poppet valve

(3) Intensifier piston

(4) Plunger

(5) Plunger cavity

(6) Barrel

(7) Nozzle assembly

The HEUI injector consists of five basic components:

z Solenoid (1)

z Poppet valve (2)

z Intensifier piston (3)

z Plunger (4)

z Barrel (6)

z Nozzle assembly (7)

Solenoid

The solenoid (1) is an electromagnet. When the solenoid is energized, the solenoid creates a very strong
magnetic field. This magnetic field attracts the armature which is connected to the poppet valve (2) by
an armature screw. When the armature moves toward the solenoid, the armature lifts the poppet valve
off the poppet valve's lower seat. Energizing the solenoid and lifting the poppet valve off the poppet
valve's lower seat is the beginning of the fuel injection process.

Poppet Valve

The poppet valve (2) has two positions which are opened and closed. In the closed position, the poppet
is held on the lower poppet seat by a spring. The closed lower poppet seat prevents high pressure
actuation oil from entering the unit injector. The open upper poppet seat vents oil in the cavity that is
above the intensifier piston (3) to the drain port. The oil is vented to the drain port through the upper
portion of the unit injector. In the open position, the solenoid (1) is energized and the poppet valve is
lifted off the poppet valve's lower seat. When the poppet valve is lifted off the poppet valve's lower seat,
the lower poppet seat opens allowing high pressure actuation oil to enter the unit injector. When the high
pressure actuation oil enters the unit injector, the high pressure actuation oil pushes on the top of the
intensifier piston. The poppet is closed against the upper seat of the poppet valve and this blocks the
path to the drain port. Blocking the path to the drain prevents the leakage of high pressure actuation oil
from the unit injector.

Intensifier Piston

The surface area of intensifier piston (3) is six times larger than the surface area of plunger (4). This
larger surface area provides a multiplication of force. This multiplication of force allows 24 MPa (3500
psi) of actuation oil to produce 162 MPa (23500 psi) of fuel injection pressure. When poppet valve (2)
moves away from the lower poppet seat, high pressure actuation oil enters the unit injector. When the
high pressure actuation oil enters the unit injector, the high pressure actuation oil pushes on the top of
the intensifier piston. Pressure rises on top of the intensifier piston and the pressure pushes down on the
intensifier piston and the plunger. The downward movement of the plunger pressurizes the fuel in
plunger cavity (5). The pressurized fuel in the plunger cavity causes nozzle assembly (7) to open. When
the nozzle assembly opens, the fuel delivery into the combustion chamber begins. A large O-ring around
the intensifier piston separates the oil above the intensifier piston from the fuel below the intensifier
piston.

Barrel

The barrel (6) is the cylinder that holds plunger (4). The plunger moves inside the barrel. The plunger
and barrel together act as a pump. Both the plunger and the barrel are precision components that have a
working clearance of only 0.0025 mm (0.00010 inch). These tight clearances are required in order to
produce injection pressures that are over 162 MPa (23500 psi) without excessive leakage.

Note: A small amount of controlled leakage is required in order to lubricate the plunger which prevents
wear.

Nozzle Assembly
Illustration 11 g0054
Nozzle Assembly

(1) Inlet fill check ball

(2) Case

(3) Check

(4) Tip

(5) Tip orifice holes

The nozzle assembly is similar to all other unit injector's nozzle assemblies. Fuel that has been
pressurized to the injection pressure flows from the plunger cavity through a passage in the nozzle to the
nozzle tip (4). Fuel flow out of the tip is stopped by check (3), which covers the tip orifice holes (5) in
the end of the tip. The force of a spring holds the check down in the closed position. This prevents the
leakage of fuel out of the tip and this prevents the leakage of combustion gas into the unit injector when
the cylinder fires.

When the injection pressure increases to approximately 28 MPa (4000 psi), the hydraulic force from the
fuel overcomes the spring force. When the spring force is overcome by the hydraulic force, the check
moves away from the tip. When the check moves away from the tip, the check is in the open position.
The amount of pressure that is required to open the check is called the Valve Opening Pressure (VOP).
The fuel flows out of the tip orifice holes in the end of the tip and the fuel flows into the combustion
chamber. The check remains open and fuel continues to flow out of the tip until fuel injection pressure
drops below 28 MPa (4000 psi). When the pressure drops, the check closes and fuel injection is stopped.
The amount of pressure that allows the check to close is called the Valve Closing Pressure (VCP).

Note: VOP and VCP will vary among applications and horsepower ratings in order to meet exhaust
emission standards. The above values were used as illustrations only.

The inlet fill check ball (1) unseats during upward travel of the plunger in order to allow the plunger
cavity to refill. The inlet fill check ball seals during the downward stroke of the plunger in order to
prevent fuel injection pressure leakage into the fuel supply.

Operation of the HEUI Injector

There are three stages of injection with the HEUI injector:

z Pre-injection

z Injection

z End of injection

Pre-Injection
Illustration 12 g0098

Pre-injection cycle

(1) Drain port

(2) High pressure oil inlet port

(A) Low pressure oil

(B) Fuel supply pressure

(C) Actuation oil pressure

(D) Mechanical movement of internal components

During the pre-injection cycle, all internal components have returned to the spring loaded position. The
solenoid is not energized and the lower poppet seat is closed. The lower poppet seat blocks high
pressure oil inlet port (2). Actuation oil pressure is blocked from entering the unit injector. The plunger
and the intensifier piston are at the top of the bore and the plunger cavity is full of fuel. Fuel pressure in
the plunger cavity is equal to the fuel supply pressure. The fuel supply pressure is approximately 450
kPa (65 psi).

Injection
Illustration 13 g0098

Injection cycle

(1) Drain port

(2) High pressure oil inlet port

(A) Low pressure oil

(B) Fuel supply pressure

(C) Actuation oil pressure

(D) Mechanical movement of internal components

(E) Fuel flow

(F) Injection pressure

While the solenoid is energized, the poppet valve remains open. While the poppet valve is open, high
pressure oil continues to flow into the injector. The flow of the high pressure oil pushes downward on
the intensifier piston and the plunger. The injection pressure fluctuates from 34 MPa (5000 psi) to 162
MPa (23500 psi). The injection pressure depends on the engine's requirements. Injection continues until
either the solenoid is de-energized or the intensifier piston hits the bottom of the bore. When the
solenoid is de-energized, the poppet spring is allowed to close the poppet valve. When the poppet valve
closes, high pressure oil inlet port (2) is blocked.

End of Injection
Illustration 14 g0098

End of injection

(1) Drain port

(2) High pressure oil inlet port

(A) Low pressure oil

(B) Fuel supply pressure

(C) Actuation oil pressure

(D) Mechanical movement of internal components

(E) Fuel flow

The end of the injection cycle begins when the ECM stops the current to the unit injector solenoid. The
magnetic field of the solenoid breaks down and the magnetic field is unable to overcome the spring
force of the poppet. The poppet returns to the lower poppet seat which closes high pressure oil inlet port
(2). When the poppet valve closes, high pressure oil is stopped from entering the unit injector. As the
lower poppet seat closes, the upper poppet seat opens to drain port (1). When the upper poppet seat
opens to the drain, the actuation pressure of the oil drops off.

Fuel injection pressure under the plunger exerts an upward force on the plunger and the intensifier
piston. As the pressure of the actuation oil above the intensifier piston drops off, the downward force on
the intensifier piston drops off. The upward force of the fuel injection pressure under the plunger
suddenly becomes greater than the downward force on the intensifier piston. The downward motion of
the intensifier piston and the plunger stops.

The exhaust oil on top of the intensifier piston can flow to the drain port through the open upper poppet
seat. Then, the oil flows through a vent hole to the rocker arm compartment under the valve cover.

When the downward travel of the plunger stops, fuel flow also stops. While the check is still open, the
remaining fuel pressure pushes a small amount of fuel out of the orifice holes. This causes a large
pressure drop which lowers injection pressure below VCP. Spring tension on the check now reseats the
check into the tip and injection stops.

When the check closes, injection stops. When injection stops, the fill cycle starts. The area above the
intensifier piston cavity is open to atmospheric pressure through the drain port. Pressure drops very
rapidly in the cavity above the intensifier piston to near zero. The return spring of the plunger pushes up
on the plunger and the intensifier piston. As the plunger and the intensifier piston move upward, oil is
forced out of the drain port.

As the plunger rises, pressure in the plunger cavity also drops to near zero. The fuel supply pressure is
450 kPa (65 psi). Fuel supply pressure unseats the plunger fill check in order to fill the plunger cavity
with fuel. When the intensifier piston is pushed to the top of the bore, the fill cycle ends. When the fill
cycle ends, the plunger cavity is full and the inlet fill check ball is reseated. Pressure above the
intensifier piston and the poppet chamber is zero. The fuel injection cycle is complete and the unit
injector is ready to begin again. The unit injector is now back in the pre-injection cycle.

Water Separator (if Equipped)

Illustration 15 g00547740
(1) Fuel inlet

(2) Water separator

(3) Drain valve

(4) Fuel return

Some engines may have a water separator. Water that has been separated from the fuel can be drained
from the unit by opening the drain valve (3) .
Teste e Ajustes
3408E and 3412E Engines for Caterpillar Built Machines

Fuel System Pressure - Test

Low Fuel Pressure

Low fuel pressure can cause low power. Low fuel pressure can also cause cavitation of the fuel which
can damage the fuel injectors. The following conditions can cause low fuel pressure:

z Plugged fuel filters

z Debris in the check valves for the fuel priming pump

z Debris in the pressure regulating valve

z Partially open check valve

z Sticking or worn fuel pressure regulating valve in the fuel transfer pump

z Severe wear on return fuel pressure regulating valve in the fuel filter base

z Worn gears in the fuel transfer pump

z Pinched fuel lines or undersized fuel lines

z Old fuel lines that have a reduced interior diameter that was caused by swelling

z Fuel lines with deteriorating interior surfaces

z Pinched fuel line fittings or undersized fuel line fittings

z Debris in the fuel tank, fuel lines, or fuel system components that create restrictions
High Fuel Pressure
Excessive fuel pressure can cause fuel filter gaskets to rupture. The following conditions can cause high
fuel pressure:

z Plugged orifices in the fuel pressure regulating valve

z Stuck fuel pressure regulating valve in the fuel transfer pump

z Pinched fuel return line

Fuel Pressure Readings

The typical fuel pressure of the engine at operating temperature can vary. At low idle, the fuel pressure
can be 538 kPa (78 psi). At high rpm, the fuel pressure can be 641 kPa (93 psi).

The performance of the unit injector deteriorates when the fuel pressure drops below 241 kPa (35 psi).
Low power complaints and erratic operation can occur in this situation. Check for a plugged fuel filter or
air in the fuel lines as possible causes for these complaints before replacing fuel system components.

Checking Fuel Pressure

Table 1

Required Tools
Part Number Part Name Quantity
1U-5470 or198-4240 Engine Pressure Group or Digital Pressure Indicator 1
3Y-2888 Connector 1
3J-1907 O-Ring Seal 1

Illustration 1
1U-5470 Engine Pressure Group
Illustration 2 g01098018
(1) Typical locations of fuel pressure taps

To check the fuel transfer pump pressure, remove the plug from the fuel filter base. Install the 3Y-2888
Connector with a 3J-1907 O-Ring Seal. Install a pressure gauge, and start the engine.

The 1U-5470 Engine Pressure Group can be used in order to check the fuel pressure of the engine. The
engine pressure group includes Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure
Group ". This instruction provides information about the usage of the group.
System Overview

System Operation
The electronic system consists of the following components: Electronic Control Module (ECM),
Hydraulic Electronic Unit Injectors (HEUI), Injection Actuation Pressure Control Valve (IAPCV),
wiring harness, switches and sensors. The ECM receives information from the sensors and the switches
on the engine. The ECM processes the information that is collected in order to make decisions on
control of the engine. By altering the fuel delivery of the injectors, the ECM controls the speed and the
power that is produced by the engine.

Electronic Control System

The ECM consists of two main components:

z Control computer (hardware)

z Personality module (software)

The control computer is the microprocessor and the electronic circuitry. The personality module
contains the software for the control computer. The software contains operating maps that define the
following characteristics of the engine:

z Horsepower

z Torque curves

z Engine speed

Engine Governor
Illustration 2 g0068
Diagram of the electronic governor

The ECM governs the engine speed by controlling the amount of fuel that is delivered by the injectors.
Refer to Illustration 2. The desired engine speed is determined by input from the throttle switch. Actual
engine speed is measured by the engine speed/timing sensors. The ECM changes the amount of fuel that
is injected until the actual engine speed matches the desired engine speed.

Fuel Injection
Illustration 3 g0064
Block diagram for the fuel system

The ECM controls the timing, the duration, and the pressure of the fuel that is injected. The ECM
controls the timing and the duration by varying the signals to the injectors. The injectors will inject fuel
only if the injector solenoid is energized by a 105 volt signal from the ECM. By controlling the timing
and the duration of the 105 volt signal, the ECM can control the timing of the injection and the ECM can
control the amount of fuel that is injected. The ECM modulates the injection pressure by varying the
signal to the Injection Actuation Pressure Control Valve (IAPCV). The IAPCV controls the pressure of
the high pressure oil. The high pressure oil pressurizes the fuel that is in the injectors. By controlling the
signal to the IAPCV, the ECM controls the pressure of the fuel that is injected into the engine.

The ECM limits engine power and the ECM modifies injection pressure and injection timing during
Cold Mode operation. Cold Mode operation has the following benefits: increased startability, reduced
warm up period and reduced white smoke. Cold Mode is active if the engine oil temperature falls below
a predetermined value and other conditions are met. Cold Mode remains active until the engine has
warmed or until a time limit has been exceeded.

The personality module inside the ECM sets certain limits on the amount of fuel that can be injected.
The FRC Limit is a limit that is based on the boost pressure. The boost pressure is calculated as the
difference in pressure between atmospheric pressure and turbocharger outlet pressure. The FRC Limit is
used to control the air/fuel ratio for control of emissions. When the ECM senses a higher boost pressure,
the ECM increases the FRC Limit. A higher boost pressure indicates that there is more air in the
cylinder. When the ECM increases the FRC Limit, the ECM allows more fuel into the cylinder.

The Rated Fuel Position is a limit that is based on the power rating of the engine. The Rated Fuel
Position is similar to the rack stops and the torque spring on a mechanically governed engine. The Rated
Fuel Position determines maximum power and torque values for a specific engine family and a specific
rating. The Rated Fuel Position is programmed in the personality module at the factory.

Programmable Parameters
System configuration parameters are parameters that are stored in the ECM. The stored parameters
affect engine operation. The parameters are set at the factory. The parameters may be changed by using
an electronic service tool. However, a factory password may be required to change certain parameters.

Passwords
Several parameters and most logged events are protected by factory passwords. Factory passwords are
available only to Caterpillar dealers.

Note: Refer to Troubleshooting, "Factory Passwords" for information, if factory passwords are needed.
Localização e Solução de Problemas
3408E and 3412E Engines for Caterpillar Built Machines

Can Not Reach Top Engine RPM

Note: If this problem occurs only under load, refer to Troubleshooting, "Low Power/Poor or No
Response to Throttle".

Probable Causes
z Active engine derate

z Cold Mode

z Throttle switch

z Turbocharger outlet pressure sensor

z Atmospheric pressure sensor

z Fuel supply

z Air inlet and exhaust system

z Accessory equipment

Recommended Actions
Active Engine Derate

Use ET to check for logged engine derates and/or active engine derates. A status flag will appear on ET
if a derate is active. The engine speed might be limited due to one of the following conditions: high
altitude, dirty air filters and other factors.
Cold Mode

Use ET to verify that the engine has exited Cold Mode. A status flag will appear if the engine is
operating in Cold Mode. This may limit engine speed.

Throttle Signal

Monitor the throttle switch on ET. Verify that the switch is operating. Refer to Troubleshooting,
"Throttle Switch Circuit - Test" for the proper troubleshooting procedure.

Turbocharger Outlet Pressure Sensor or Atmospheric Pressure Sensor

1. Monitor the status of "Fuel Position", "Rated Fuel Limit", and "FRC Fuel Limit" on ET while the
engine is operating under full load. These parameters should reflect the information below.

Table 1

"Fuel Position" = "Rated Fuel Limit"

AND
"Fuel Position" < "FRC Fuel Limit"

If "Fuel Position" equals "Rated Fuel Limit" and "Fuel Position" is less than "FRC Fuel Limit",
the electronics are operating correctly. Otherwise, proceed with the next Step.

2. Monitor the status of "Boost Pressure" and "Atmospheric Pressure" for normal operation on ET.
When the engine is not running, "Boost Pressure" should be 0 kPa (0 psi).

Fuel Supply

1. Check the fuel lines for the following problems: restrictions, collapsed lines and pinched lines. If
problems are found with the fuel lines, repair the lines and/or replace the lines.

2. Check the fuel tank for foreign objects which may block the fuel supply.

3. Check for air in the low pressure fuel supply system if any of the following procedures have been
performed:

{ Replacement of the fuel filters

{ Service on the low pressure fuel supply circuit

{ Replacement of unit injectors

Note: A sight glass in the low pressure supply line is helpful in diagnosing air in the fuel. Refer to
Testing and Adjusting for more information.
 NOTICE
Do not crank the engine continuously for more than 30 seconds. Allow
the starting motor to cool for two minutes before cranking the engine
again.

4. Purge air from the low pressure fuel supply circuit. Refer to Operation and Maintenance Manual,
"Fuel System - Prime" for the correct procedure.

5. Check fuel quality. In temperatures below 0 °C (32 °F), check for solidified fuel (wax). Refer to
Special Instruction, SEBD0717, "Diesel Fuels And Your Engine".

6. Check the fuel pressure during engine cranking. Check the fuel pressure after the fuel filter. Refer
to Testing and Adjusting for the correct pressure values. If the fuel pressure is low, replace the
fuel filters. If the fuel pressure is still low, check the following items: fuel transfer pump, fuel
transfer pump coupling and fuel pressure regulating valve.

Air Inlet and Exhaust System

1. Observe the check engine lamp. Check for an air filter restriction indicator. Clean plugged air
filters or replace plugged air filters. Refer to the Operation and Maintenance Manual.

2. Check the air inlet and exhaust system for restrictions and/or leaks. Refer to Testing and
Adjusting, "Air Inlet and Exhaust System".

Accessory Equipment

Check all accessory equipment for problems that may create excessive load on the engine. Repair any
damaged components or replace any damaged components.
Localização e Solução de Problemas
3408E and 3412E Engines for Caterpillar Built Machines

Engine Has Early Wear

Probable Causes
z Incorrect engine oil

z Contaminated engine oil

z Contaminated air

z Contaminated fuel

z Low oil pressure

Recommended Actions
Incorrect Engine Oil

Use engine oil that is recommended and change the engine oil at the interval that is recommended by the
engine's Operation and Maintenance Manual.

Contaminated Engine Oil

Drain the crankcase and refill the crankcase with clean engine oil. Install new engine oil filters. Refer to
the engine's Operation and Maintenance Manual for more information.

If the oil filter bypass valve is open, the oil will not be filtered. Check the oil filter bypass valve for a
weak spring or for a broken spring. If the spring is broken, replace the spring. Refer to the engine's
Disassembly and Assembly manual. Make sure that the oil bypass valve is operating correctly.

Contaminated Air
Inspect the air inlet system for leaks. Inspect all of the gaskets and the connections. Repair any leaks.

Inspect the air filter. Replace the air filter, if necessary.

Contaminated Fuel

Inspect the fuel filter. Replace the fuel filter, if necessary.

Contaminants in the fuel such as hydrogen sulfide and sulfur can lead to the formation of acids in the
crankcase. Obtain a fuel analysis.

Low Oil Pressure

When some components of the engine show bearing wear in a short time, the cause can be a restriction
in a passage for engine oil.

An indicator for the engine oil pressure may indicate sufficient pressure, but a component is worn due to
a lack of lubrication. In such a case, look at the passage for the engine oil supply to the component.
Refer to Systems Operation/Testing and Adjusting, "Lubrication System" for additional information.
Localização e Solução de Problemas
3408E and 3412E Engines for Caterpillar Built Machines

Engine Misfires, Runs Rough or Is Unstable

Note: If the symptom is intermittent and the symptom cannot be repeated, refer to troubleshooting
without a diagnostic code Troubleshooting, "Intermittent Low Power or Power Cutouts". If the symptom
is consistent and the symptom can be repeated, continue with this procedure.

Probable Causes
z Diagnostic codes

z Electrical connectors

z Cold mode

z Injection actuation pressure

z Unit injectors

z Fuel supply

z Air inlet and exhaust system

Recommended Actions
Note: If the symptom only occurs under certain operating conditions (high idle, full load, engine
operating temperature, etc), test the engine under those conditions. Troubleshooting the symptom under
other conditions can give misleading results.

Diagnostic Codes

Check for active diagnostic codes on the Caterpillar Electronic Technician (ET). Troubleshoot any
active diagnostic codes before continuing with this procedure.

Electrical Connectors

Check the condition of the connectors at the Electronic Control Module (ECM). Check for the correct
installation of the J2/P2 and J1/P1ECM connectors. Check the J300/P300 injector solenoid harness
connector. Refer to diagnostic functional tests Troubleshooting, "Electrical Connectors - Inspect".

Cold Mode

Use Cat ET to verify that the engine has exited cold mode. Cold mode operation may cause the engine to
run rough and engine power may be limited.

Throttle Signal

Use Cat ET to view the status for the throttle position on the status screen. Operate the throttle from the
low idle position to the high idle position. The status should be 0 percent at low idle and the status
should be 100 percent at high idle.

Injection Actuation Pressure

1. Check the engine oil level. Engine oil supplies the injection actuation pressure circuit. The engine
oil must be kept at the proper level.

2. If service has recently been performed on the engine, air may be present in the injection actuation
pressure circuit. Allow the engine to fully warm up and operate the engine under load in order to
ensure that the air has been purged from the injection actuation pressure circuit.

3. Compare the actual actuation pressure and the desired actuation pressure on Cat ET. If these
readings do not agree within 2000 kPa (290 psi), refer to diagnostic functional tests
Troubleshooting, "Injection Actuation Pressure - Test".

Unit Injectors

1. Perform the "Injector Solenoid Test" on Cat ET in order to determine if all of the injector
solenoids are being energized by the ECM. Refer to diagnostic functional tests Troubleshooting,
"Injector Solenoid Circuit - Test" for more information.

2. Perform the "Cylinder Cutout Test" on Cat ET in order to identify any misfiring cylinder(s). Refer
to diagnostic functional tests Troubleshooting, "Injector Solenoid Circuit - Test" for more
information.

Fuel Supply

1. Check the fuel lines for the following problems: restrictions, collapsed lines and pinched lines. If
problems are found with the fuel lines, repair the lines and/or replace the lines.

2. Check the fuel tank for debris which may block the fuel supply.
 3. Check for air in the low pressure fuel supply circuit. Refer to Systems Operation/Testing and
Adjusting for the procedure. If air is present in the low pressure fuel supply circuit, prime the fuel
system. Refer to Systems Operation/Testing and Adjusting for the procedure.

Air Inlet and Exhaust System

1. Check for an air filter restriction. Clean plugged air filters or replace plugged air filters. Refer to
the Operation and Maintenance Manual.

2. Check the air inlet and exhaust system for restrictions and/or leaks. Refer to Systems
Operation/Testing and Adjusting for the procedure.
Localização e Solução de Problemas
3408E and 3412E Engines for Caterpillar Built Machines

Excessive Black Smoke

Probable Causes
z Air inlet or exhaust system

z Engine speed/timing sensor

z Atmospheric pressure sensor

z Boost pressure sensor

z "Fuel Position" and/or "FRC Fuel Limit"

z Flash file

z Fuel quality

z Valve adjustment

Recommended Actions
Air Inlet or Exhaust System

1. Check the air inlet system for restrictions and/or for leaks.

a. Check for an air filter restriction.

b. Perform a visual inspection of the system for restrictions and/or for leaks in the air inlet
piping .
 2. Ensure that the turbocharger is in good repair.

3. Check the exhaust system for restrictions.

4. Repair any leaks that were found. Remove any restrictions that were found. Replace any damaged
components that were found.

Engine Speed/Timing

1. Check the calibration of the engine speed/timing sensor. Refer to Troubleshooting, "Engine
Speed/Timing Sensor - Calibrate".

2. Verify that the crankshaft and the camshaft drive gears are set with the proper orientation. Refer to
the Disassembly and Assembly manual.

Atmospheric Pressure Sensor

Check the atmospheric pressure sensor for dirt and/or for debris. Remove any dirt and/or debris that is
present. The correct reading for the atmospheric pressure is between 50 kPa (7.25 psi) and 100 kPa (14.5
psi).

Boost Pressure Sensor, "Fuel Position", and/or "FRC Fuel Limit"

1. Monitor the status of "Fuel Position" and "Rated Fuel Limit" while the engine is operating under
full load. If "Fuel Position" equals "Rated Fuel Limit" and "Fuel Position" is less than "FRC Fuel
Limit", the Electronic Control Module (ECM) is providing the correct control. Otherwise, proceed
to the next Step.

2. Verify that there are no active diagnostic codes for the boost pressure sensor.

3. Monitor the status of "Boost Pressure" and "Atmospheric Pressure" on the Caterpillar Electronic
Technician (ET). When the engine is not running, "Boost Pressure" should be 0 kPa (0 psi).

Note: A problem with the "FRC Fuel Limit" will only cause black smoke during acceleration. A
problem with the "FRC Fuel Limit" will not cause black smoke during steady state operation.

Flash File

Verify that the correct flash file is installed. Refer to Troubleshooting, "Flash Programming" for
information.

Fuel Quality

Cold weather adversely affects the characteristics of the fuel. Refer to Operation and Maintenance
Manual for information on improving the characteristics of the fuel during cold weather operation.

Valve Adjustment

Check the valve adjustment. Refer to Systems Operation/Testing and Adjusting for information on valve
adjustments.