SERT4053

May 2004

SERVICE TRAINING
TECHNICAL PRESENTATION

INTRODUCTION TO ELECTRONIC
ACERT™ TECHNOLOGY
FOR ON-HIGHWAY ENGINES
INTRODUCTION TO ELECTRONIC
ACERT™ TECHNOLOGY
FOR ON-HIGHWAY ENGINES
AUDIENCE

Service personnel who understand the principles of engine electronic operation, diagnostic
equipment, and procedures for troubleshooting.

CONTENT

This presentation provides an introduction to Heavy Duty Engine Electronics equipped with
ACERT Technology. This presentation may be used for self-paced and self-directed training.

OBJECTIVES

After learning the information in this presentation, the technician will be able to:
1. locate and identify the new electronic components on the C11, C13 & C15 engines;
2. identify new electronic diagnostic codes, troubleshooting procedures, and strategies; and
3. identify new electronic diagnostic and special tests.

REFERENCES

"C11, C13, and C15 On-highway Engines - Troubleshooting" SENR9698-02

Estimated Time: 1 Hour

Illustrations: 59
Form: SERT4053
Date: 5/04
© 2004 Caterpillar Inc.
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TABLE OF CONTENTS

INTRODUCTION ........................................................................................................................5

ECM, SENSORS, AND ACTUATORS .......................................................................................9

DIAGNOSTIC CODES AND TROUBLESHOOTING PROCEDURES .................................18

DIAGNOSTIC TESTS ..............................................................................................................44

INJECTOR TRIM CALIBRATION...........................................................................................54

Downloading Injector Trim Files .........................................................................................56
Calibrating the Injectors .......................................................................................................64

CONCLUSION...........................................................................................................................73
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NOTES
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© 2004 Caterpillar Inc.

INTRODUCTION

This is an introduction of the basic electronics for the C11, C13, and C15 engines with ACERT
Technology.
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The following topics will be covered:

- ECM, Sensors, and Actuators

- Diagnostic Codes and Troubleshooting procedures

- Diagnostic and Special Tests in Electronic Technician

- Strategies such as, the "silent derate" and E-Trim which will cover the method for injector
calibration used on these engines.
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ECMs, SENSORS, AND ACTUATORS

The engines with ACERT Technology will utilize the Advanced Diesel Engine Management III
or (ADEM III) (ECM.) The current version is 10, and the ECM serial number prefix will end
with the letters "JJ". The new ECM will accept ACERT Technology flash software only.

NOTE: The ECM part number is 223-1235.

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This is a list of new sensors and actuators used on the Heavy Duty (HD) ACERT engines. In
comparison with the previous Heavy Duty engines, there are four additional electronic
components.

- intake valve actuation system oil pressure sensor

- intake valve actuator (solenoid)
- intake valve actuation system oil pressure solenoid
- engine coolant diverter valve
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The intake valve actuation system oil pressure sensor is located in the intake valve actuator oil
rail. This sensor reads the intake valve actuator oil rail pressure to monitor system conditions
and helps to determine cold mode status.
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The intake valve actuation system oil pressure sensor has different locations depending upon
the engine. The C11 and C13 intake valve actuation sensor is located under the valve cover on
the cylinder head (Front/Right). The C15 location is on the cylinder head, outside of the valve
cover.

The electrical sensor converts oil rail pressure into an electrical signal for the ECM. The three
wire active sensor has a separate 5 volt supply and common wire than the other 5 volt engine
sensors. Keep this in mind when troubleshooting.
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The intake valve actuator solenoids control oil flow to actuate the intake valves at controlled
times. The solenoid valves are normally open allowing oil flow through the intake valve
actuator. When the solenoid is energized by the ECM, the oil is held in the intake valve
actuator piston, which holds the intake valve open. The intake valve remains open until the
solenoid is de-energized by the ECM.
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The intake valve actuator solenoids are located under the valve cover. They are housed with
the intake valve actuators. There are a total of six intake valve actuator solenoids. The
solenoid requires a two wire Packard connector. Solenoids 1 and 2 share a common wire, 3 and
4 share a common wire, and 5 and 6 share a common wire. Again, knowledge of the shared
common may aid in the troubleshooting procedure.
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The intake valve actuation system oil pressure solenoid is mounted in the intake valve actuator
oil rail. This solenoid is normally closed. When the solenoid is energized by the ECM the
solenoid valve opens, and releases pressure oil in the intake valve actuator oil rail. The oil
releases under the valve cover and returns to the oil sump.
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The intake valve actuation system oil pressure solenoid is located on the cylinder head
(Front/Right). The solenoid is equipped with a two wire Deutsch connector. This solenoid
shares the common wire with the engine coolant diverter valve.
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The engine coolant diverter valve is mounted in the turbocharger outlet pre-cooler to control
engine coolant flow. The valve is normally open. When the valve is energized by the ECM,
the valve closes, which prevents coolant from flowing through the turbo outlet pre-cooler.
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The engine coolant diverter valve is located on the right side of the engine – mid frame of the
block. The solenoid is equipped with a two wire Deutsch connector. As previously mentioned
the engine coolant diverter valve shares the common wire with the intake valve actuation
system oil pressure solenoid.
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This wiring diagram of the C11 and C13 illustrates the intake valve actuation system oil
pressure solenoid and the engine coolant diverter valve wiring. On the far right is the ECM’s
J2 / P2 connector. This illustrates the common wire being shared by the two solenoids.

NOTE: The C15 wiring diagram is the same for the intake valve actuation system oil
pressure solenoid and the engine coolant diverter valve.
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DIAGNOSTIC CODES AND TROUBLESHOOTING PROCEDURES

The next portion of this presentation will cover new Diagnostic Codes and Troubleshooting
Procedures.
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There are changes to the diagnostic code descriptions and the Failure Mode Identifier (FMI).
An "open circuit" will be described as "voltage high." A short circuit will be described as
"voltage low." An example of this would be the 100-03 code, "Oil Pressure Voltage High."
These changes will be noticed in Electronic Technician and the Electronic Troubleshooting
guides.
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Likewise, the Failure Mode Identifiers (FMI) will be (05) - Current Low, and (06) - Current
High. An example of this: 1–05 Cylinder #1 Injector Current Low.
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Above are the changes to the former 1-11 through 6-11 Cylinder Fault codes. The codes have
changed to 1-05 through 6-05, Cylinder # _ Injector Current Low, and 1-06 through 6-06,
Cylinder #_ Injector Current High. An example of this would be 3-06, Cylinder #3 Injector
Current High.
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Also, "64-12 Secondary Engine Speed Loss of Signal," has been changed to "64-08 Secondary
Engine Speed Loss of Signal." No changes occur to the troubleshooting procedure. This is a
FMI change only.
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Also, "190-12 Primary Engine Speed Loss of Signal," has been changed to "190-08 Primary
Engine Speed Loss of Signal." No changes occur to the troubleshooting procedure. This is a
FMI change only.
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A new diagnostic code is the "166-14 Rated Engine Power Special Instructions." This code is
related to coolant temperature. A "silent derate" is associated with this code. This code will be
discussed more in-depth later in this presentation.
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Above are new codes associated with the Intake Valve Actuation System.
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More diagnostic codes are shown above.

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Above is a list of the intake valve actuator numbers for current low and high.
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Additional new diagnostic codes are shown above.

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Additional new codes are shown above.

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The 1-05 through "6-05 Cylinder # Injector Current Low," and "1-06 through "6-06 Cylinder #
Injector Current High" are affiliated with Heavy Duty engines only. This change occurs with
the ADEM III – version 10 ECM. The ECM serial number prefix will end in "JJ".
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The new "166-14 Rated Engine Power Special Instruction" is an event that gives a service
technician an indication the silent derate has occurred. The code will be effective for all Heavy
Duty (HD) ratings, and is a Customer Programmable Parameter (enabled/disabled). The silent
derate derives from the logged diagnostic code/event. No check engine light and no flash code
are associated with the event. There are derate increments associated with coolant
temperatures.

The next illustration is a graph showing the related temperatures and derates.
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Here is a graph of the 166-14 Rated Engine Power Special Instructions.

When the coolant temperature reaches 103°C/217°F (for > 8 seconds) the 166-14 Rated Engine
Power Special Instructions code is logged, and there is a 3% derate.

At 104°C/219°F coolant temperature (> 8 seconds), there is up to a 6% derate.

At 110°C/230°F (for > 10 seconds), the 110-00 High Coolant Temperature Warning occurs.
The check engine lamp and warning lamp are turned on.

If the coolant temperature reaches 111°C/232°F for more than 20 seconds, there will be a 25%
derate. A diagnostic code, 110-11 Very High Coolant Temperature occurs.

There is an additional 25% derate for every 1 degree above 111°C/232°F up to 114°C/237°F.
At 114°C/237°F the maximum derate occurs. The derate is a percent between rated power and
the default torque map. It is not a derate between rated power and zero power.
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The 283-05 Intake Valve Actuation System Oil Pressure Solenoid code indicates the current is
below normal. The fault is probably caused an open circuit or a short to power. This fault is
actually detected by applying a trickled current (approximately 25 micro-amps) to the solenoid,
and monitoring the voltage at the driver pin. The fault is detected when the actuator is NOT
active (not being driven).

The following conditions must be met to trigger this code:

- The Intake Valve Actuation System Oil Pressure Solenoid must be OFF.
- No "168-01" codes are active at the same time. (Low ECM Battery Power).
- The ECM is not attempting to activate the solenoid, and the ECM detected less than 25
micro-amps for at least 8 seconds.

When the current drops below 25 micro-amps, an open circuit fault is reported. The current
equates to about 51,500 Ohms between the pin and the ground, or 1.3VDC between the pin and
ground. If the circuit is shorted to a voltage source greater than 1.3VDC, the current will drop
below the trip current and an open circuit fault will also be reported.

The diagnostic "Intake Valve Actuation System Oil Pressure Circuit Test" should be performed.
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The 283-06 Intake Valve Actuation System Oil Pressure Solenoid code indicates the current is
above normal. This code is most likely caused by a short to ground or a shorted solenoid.

The following conditions must be met to trigger this code:

- The Intake Valve Actuation System Oil Pressure Solenoid must be ON.
- There is NO active 168-01. (Low ECM Battery Power)
- The ECM is attempting to activate the solenoid and the ECM detected greater than 2.4
amps for at least 8 seconds.

NOTE: "Trip current" refers to the actual current that will trigger the fault. Trip
current changes as the ECM temperature changes (2.4 amps @ 100°C ECM
temperature is an example of a likely trip point). The ECM will continue to attempt
actuation of the solenoid as long as the system requires it to be ON. The diagnostic
"Intake Valve Actuation System Oil Pressure Circuit – Test" should be performed to
diagnose the problem.
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The 284-05 Engine Coolant Diverter Solenoid code indicates the current is below normal. The
likely cause would be an open circuit or a short to power. The system detects this by applying
a trickled current (approximately 25 micro-amps) to the solenoid, and monitoring the voltage at
the driver pin. The fault is detected when the actuator is NOT active (not being driven).

The following conditions must be met to trigger this code:

- The Intake Valve Actuation System Oil Pressure Solenoid must be OFF.
- No 168-01 codes are active at the same time. (Low ECM Battery Power)
- The ECM is not attempting to activate the solenoid, and the ECM detected less than 25
micro-amps for at least 8 seconds.

When this current drops below about 25 micro-amps, an open circuit fault is reported. 25
micro-amps equates to about 51,500 Ohms between the pin and ground, or 1.3VDC between
the pin and ground. If the circuit is shorted to a voltage source greater than 1.3VDC, the
current will drop below the trip current and an open circuit fault will also be reported.

NOTE: Due to this condition there may be over-cooling/poor cab heat.

The "Engine Coolant Diverter Circuit – Test" should be performed.

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The 284-06 Engine Coolant Diverter code indicates the current is above normal. The most
likely cause is a short circuit to ground or a short in the solenoid.

The following conditions must be met:

- The Engine Coolant Diverter Valve must be ON.

- No 168-01 codes are active at the same time. (Low ECM Battery Power)
- The ECM is attempting to activate the solenoid, and detected greater than 3.5 amps for at
least 8 seconds.

The 3.5A is at 100C ECM temperature. Also, the ECM will continue to attempt actuation of the
solenoid as long as the system requires it to be ON.

The "Engine Coolant Diverter Circuit – Test" should be performed to diagnose the problem.
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Shown are the #5 and #6 Intake Valve Actuators on a C13 with ACERT technology.
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The 285 through 290-05 Intake Valve Actuator code indicates the ECM detected a low current
condition (open circuit). The following conditions must be met:

- First, any one of the following conditions:

a. The ECM detects low current for each of five consecutive firing attempts.
b. The ECM detects excessive current rise time for each of five consecutive firing
attempts. (will detect opens in coils and wires)

- Battery voltage is above 9VDC for the last 2 seconds.

- Engine must be running, not cranking.

The check engine light will be illuminate while this code is active. The electronic service tool
will indicate "open" during the "Intake Valve Actuator Solenoid Test." The ECM will continue
to attempt to energize the intake valve actuator.

The engine will have limited power (default torque map). Engine power will be restored if five
consecutive attempts to energize the intake valve actuator are successful (reset condition). An
open in the intake valve actuator output will prevent the specific actuator from actuating. An
open of the common wire in-between the ECM and the harness splice will prevent both
cylinders sharing the common wire from actuating the intake valve actuator.

The "Intake Valve Actuator Circuit – Test" should be performed.

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The 285 through 290-06 Intake Valve Actuator code indicates the ECM detected a high current
condition (short circuit). The ECM detects a high current condition (short circuit). The
following conditions must be met:

- Any one of the following conditions:

a. The ECM detects high current for each of five consecutive firing attempts.
b. The ECM detects insufficient current rise time for each of five consecutive firing
attempts.

- Engine must be running, not cranking.

The check engine light will be illuminated while this code is active. The electronic service tool
will indicate "short" during the "Intake Valve Actuator Solenoid Test". The ECM will continue
to attempt to energize the intake valve actuator.

The engine will have limited power (default torque map). Engine power will be restored if five
consecutive attempts to energize the intake valve actuator are successful (reset condition). A
short circuit in the intake valve actuator output may prevent the actuator from actuating. An
open of the common wire in-between the ECM and the harness splice will prevent both
cylinders sharing the common wire from actuating the intake valve actuator.

To diagnose the problem, the "Intake Valve Actuator Circuit – Test" should be performed.
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The "285 through 290-07 Intake Valve Actuator not responding" indicates the ECM has
detected the intake valve actuator has mechanical problems that are causing the Intake Valve
Actuator from actuating.

There are several conditions which must be met. They are as follows:

- Intake Valve Actuation is active.

NOTE: The engine must be out of the Cold Mode (status flag OFF) and the engine
load and rpm must meet predefined conditions.

- No 168-01 code is active (Low ECM Battery Power).

- No Intake Valve Actuator electrical faults are active on any cylinder, FMI 05 or 06.
- No intake valve actuation system oil pressure high or low faults are active.
- No intake valve actuation system oil pressure voltage high or voltage low faults are
active.
- The expected pressure spike in the intake valve actuation system oil rail did not reach the
desired threshold when the intake valve was actuated for the cylinder corresponding to
the fault code. The ECM must miss several pressure spikes to trip the code.

The check engine light will come on, and the engine will use a limited torque map (15 to 30%
derate). If this code occurs the actuator will have to be repaired and the code cleared with a
service tool to resume normal power conditions.

Proceed with the "Intake Valve Actuator Response – Test" to diagnose the problem.
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This code indicates the intake valve actuation oil pressure voltage signal is excessively high.
This fault is mostly caused by a an open circuit, short to another power source, or loss of a
reference ground.

Conditions that must be met:

- The ECM has been powered for 2 seconds.

- No 168-01 codes are active at the same time (Low ECM Battery Power).
- No active 5 volt sensor supply codes.
- The Intake Valve Actuation Oil Pressure Circuit signal voltage is > 4.6 volts continuously
for 8.0 seconds.

The 285 through 290 – 07 Intake Valve Actuator (mechanical system response) diagnostic is
disabled during this fault code. It is possible the engine may experience low power while this
diagnostic code is active.

The "Engine Pressure Sensor Open or Short Circuit – Test" should be performed to diagnose
the problem.
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This code indicates the intake valve actuation oil pressure voltage signal is excessively low.
This fault is mostly caused by a short to ground, shorted sensor, or a loss of the 5VDC supply.

Conditions that must be met:

- The ECM has been powered for 2 seconds

- No 168-01 codes are active at the same time (Low ECM Battery Power)
- No active 5 volt sensor supply codes.
- The Intake Valve Actuation Oil Pressure Circuit signal voltage is < 0.4 volts continuously
for 8.0 seconds.

The 285 through 290 – 07 Intake Valve Actuator (mechanical system response) diagnostic is
disabled during this fault code. It is possible the engine may experience low power while this
diagnostic code is active.

The "Engine Pressure Sensor Open or Short Circuit – Test" should be performed to diagnose
the problem.
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DIAGNOSTIC TESTS

The following section of this presentation will cover new Diagnostic Tests.
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A list of new HD ACERT Technology Diagnostic/Special Tests in Electronic Technician (Cat

ET) is shown above.
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Before getting into the new diagnostic tests, there is a new Cat ET status flag/strategy to be
discussed. The "Intake Valve System Derate" is currently part of the Cold Mode Strategy. This
new mode will be separated into its own Cat ET Status Flag. This mode is active until engine
speed is 1100 rpm or above, and the engine is at 3mm of rack or above.

The rpm and rack position are important to realize because even though the engine is at
operating temperature, the flag will be present until the engine meets the "turnoff
specifications" - > 1100 rpm and > 3mm rack.

Also, if the engine is still cold it may take longer to come out of this mode. Along with the
"turnoff specs," the system is monitoring the oil rail spikes to help determine the status. If a
predetermined time expires an Intake Valve Actuator fault will occur. If a fault occurs,
troubleshooting will be required.
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The intake valve actuator solenoid test is a diagnostic test to assist with troubleshooting. This
test can be found in Cat ET under "Diagnostic > Diagnostic Tests." It is very similar to the
current "Injector Solenoid Test" or what may be better known as the "Clack Test." The cylinder
number, the mode of operation which is "Powered" or "Cutout", and the test results will be
displayed on the Cat ET screen. The two selectable modes of operation are Automatic and
Manual.

The Automatic Test uses the "Start" and "Stop" buttons on the Cat ET screen. For the test to
start, the "Start" button must be pressed. If engine speed is present, Cat ET will prompt that
"The test cannot be performed while the engine is running!"
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Additionally, when the "Start" button is pressed, the solenoids will be powered in order 1
through 6. The familiar "clacks" should be heard as the solenoids are powered. Furthermore, if
an open or short circuit is detected by the ECM, the corresponding cylinder will display "Open"
or "Short" circuit on the Cat ET screen.

When the "Stop" button is pressed, Cat ET will end the automatic test, display all of the known
results, and Cat ET returns the solenoids to normal operational conditions.
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The second operational test is the Manual Test. The Manual Test Mode will consist of selecting
the "Change" and "Power All" buttons. By selecting the "Change" button the selected
(highlighted) Intake Valve Actuator Solenoid will no longer be powered by the ECM. To return
normal operation (power) to the affected solenoid(s) the "Power All" button should be pressed.
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The Intake Valve Actuation test is intended to aid a technician in troubleshooting the intake
valve actuators, and their related problems. The process involves actuating a particular intake
valve and monitoring the fuel position of that cylinder. This test allows you to perform a
manual or automated intake valve actuator test.

The automated test will cycle through each intake valve actuator once and display each intake
valve actuator's fuel position in millimeters.

When the test is complete, the results screen displays the fuel position of each intake valve
actuator listed.

The test can be found in Cat ET, under "Diagnostics > Diagnostic Tests." The test applies to
solenoids 1 through 6.
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Also, within the Diagnostic Test screen the familiar "Cylinder Cutout Test" is still available.
However, this test has been updated due to the complexity of ACERT technology.
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The Intake Valve Actuation System Oil Pressure Solenoid Test is similar to the other "clack"
test(s). This test checks for proper functioning of the electronics. The test is not intended to
check the mechanical functionality of the valve which may include, debris in the valve, a
plugged valve, or any expected oil rail pressure changes during the test. This test will also
detect and display open and short circuits.

The conditions of the test:

- RPM must be zero
- Vehicle speed must be zero

The solenoid will stay actuated until the special test is:
- Disabled
- Condition occurs to kick out of the test mode

NOTE: The test will terminate if engine speed and/or vehicle speed are not zero.
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The Coolant Diverter Valve Special Test is similar to the other "clack" test(s). This test checks
for proper functioning of the electronics. The test is not intended to check the mechanical
functionality of the valve which may include, debris in the valve, a plugged valve, or any
expected coolant temperature changes during the test. This test will also detect and display open
and short circuits.

The conditions of the test are:

- RPM must be zero
- Vehicle speed must be zero

The solenoid will stay actuated until the special test is:
- Disabled
- Condition occurs to kick out of the test mode

NOTE: The test will terminate if engine speed and/or vehicle speed are not zero.
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INJECTOR TRIM CALIBRATION

The next section will cover Injector E-Trim Calibration.

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Injector trim calibration results in each injector performing virtually identically within very
close limits throughout the operational envelope.

In order to reach the very finely required tolerances in injector performance and to meet the
EPA requirements, the injectors must be calibrated. At every point on the operational speed
curve, each of the injectors will perform with identical timing and fuel quantity. This degree of
accuracy is only possible with a multiple point calibration, which in turn is only possible with
very sophisticated calibration data uploaded to the ECM (Electronic Control Module).

Software maps were previously in the ECM. The ECM would select the correct map using the
trim code from the face of the injector. This code was typically 4 or 6 digits.

Injector trim calibration on the C11, C13 and C15 engines is very different from previous
engines requiring injector calibration. Firstly, the volume of information to be uploaded to the
ECM is far greater than before. This volume precludes the use of simple trim codes normally
stamped on the injector. The trim code if used, would contain hundreds of characters,
obviously not practical in this case.

In order to accommodate this volume of data, it is loaded into a trim file which is uploaded to
the Engine ECM.
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Downloading Injector Trim Files

As previously mentioned, the injectors are calibrated using data from a file. The file is
identified by the injector serial number (seen on the following slides). This process is not
unlike the flash program process.

The files are stored and can be retrieved using SIS (Service Information System). The files are
also provided with the replacement injector on a CD.

Also trim files are available on a separate CD for TEPS dealers.

The injector serial number must be obtained first in order to download the file to the PC.
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Locate the injector serial number obtained from the injector as shown above (arrow).

Also locate the "Injector Confirmation Code" to the right of the Serial Number, in this case
4382.

NOTE to instructor: This is a picture of a MD ACERT injector.

The four digit random number is laser projected on to the injector and included in the trim file.
This is a security measure to make sure the mechanic actually has the injector in his hand. Cat
ET (Electronic Technician) cross checks the injector serial number and code in the trim file
with what is typed in.
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On the SIS main menu, locate "Injector Trim Files" (arrow).

NOTE: If this item is not on the main menu, then the Dealer SIS Coordinator should be
contacted to have the SIS Web profile changed to turn on the "Injector Trim files".
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The Injector Trim File Download page.

Follow the instructions on screen (left arrow) which says: "Please enter valid search criteria to
the right."

Follow the instruction on the right hand side, "Injector Trim File Download," which contains
the box for the serial number (right arrow).
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Enter the serial number in the box (arrow).

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Click on the Search button, this will download the file. The file will appear on the left hand
side (arrow).

Click on this file name, this will bring up the "File Download" dialog box.

The file version number can be ignored when performing the calibration.

There is no need to perform an upgrade if the injector file is an earlier version than the file in
SIS. This information is used by the factory and does not affect replacement or calibration of
injectors.

NOTE: Currently only one file can be downloaded at a time.

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The File Download dialog box will appear.

- Check the button: Save this file to disk

- Click the OK button

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Using the "Save AS" dialog box:

- Click on the folder (Injector Trim Files)

- Click the Open button (opens the folder)
- Click the Save button in order to save the file to the PC

Once all the files are all downloaded to the PC, they can be uploaded to the the ECM for
calibration.

NOTE: A folder called Injector Trim Files, can be created to contain the downloaded
trim files. Cat ET preferences can then be set to automatically look to this folder for the
trim files.
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Calibrating the Injectors

Open Cat ET and select the following from the Service pull down menu:

Service / Calibrations / Injector Trim Calibration

NOTE: Both Dealer and Customer Cat ET can be used to perform this operation. No
passwords are required to perform calibrations.
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Note the two buttons Change and Exchange at the bottom of the screen. Both of these
functions will be covered during the presentation.

Select the injector to program and click the Change button at the bottom of the screen. In this
case injector number one is selected.

The "Open" dialog box will appear.

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Select (highlight) the file for calibration. This file will be copied to the ECM.

NOTE: The Cat ET preferences menu allows the Injector Trim Files folder to be
automatically located in the same way as the Flash File folder is located.
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Enter the Confirmation Code, this code was recorded from the injector with the serial number.
This code ensures that the correct and compatible file is selected – a confirmation.

Cat ET determines if the Confirmation Code and the file are a valid pair. If not, Cat ET will
display an error message as shown on this slide.
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A prompt indicates emissions could be affected.

If Yes is selected, ECM programming will start.

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Upon successful completion, the Injector Serial Number field will have a new value.

NOTE: If the Serial Number field has not been programmed, an Active Fault will be
displayed. The engine will run but with a warning light.
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There are times when two injectors may be exchanged for diagnostic purposes. In this case it is
necessary that the files are also moved to their respective injector positions.

To facilitate this operation and to reduce the risk of an error, a file exchange function has been
added to the Injector Trim File Calibration screen.

First, highlight the first injector to be exchanged as shown above. In this case number one was
selected.
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Select the second injector of the pair to be exchanged:

Using the lower "With Injector" box, select the number of the new position. In this case it is
number four.

Click OK.
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Upon successful completion, both Injector Serial Number fields will have new values.

It is recommended that a final check be made to ensure that the correct files are installed for the
respective injectors. Failure to match the files to the correct injectors may result in a customer
complaint of a rough running engine.

NOTE: The Trim Files functions described in this section are only possible using
STW/Cat ET Version 2003B or higher. If a previous version is used, none of these
functions will be able to be accessed.
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CONCLUSION

This concludes the introduction of the basic electronics for the C11, C13, and C15 engines with
ACERT Technology.