Service Training July 2002

ELECTRONIC ENGINE CONTROLS

Nigel Wilkinson
C-9 ENGINE
SYSTEMS AND CONTROLS
SLIDES AND SCRIPT
AUDIENCE
Level II--Service personnel who understand the principles of engine systems operation, diagnostic
equipment, and procedures for testing and adjusting.

CONTENT
This presentation is designed to prepare a service technician to identify the components, explain their
function, and service the C-9 Engine in all machine and industrial applications.

OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. Locate and identify the major components in the C-9 engine systems.
2. Explain the functions of the major components in the C-9 engine systems.
3. Trace the flow of fuel and oil through the fuel system.
4. Trace the flow of current through the engine electrical system.

PREREQUISITES
Interactive Video Course "Fundamentals of Electrical Systems" (CD ROM) TEMV9002
Service Technician Workbench Tutorial (CD ROM included with STW software) NEHS0812
Caterpillar Machine Electronics Course (Five Modules) SEGV3001 - SEGV3005
Caterpillar HEUI HI300B Fuel System (CD ROM) RENR1392

Prior training in systems operation and testing and adjusting procedures for electronic engines should be
completed before participating in this training session. Additionally, the participants should have PC
skills including training in the current Windows™ operating system and the most current Electronic
Technician (ET) software.

Three serviceman's handouts are provided with this STMG. However, as this publication is available
electronically, it can be printed in color and used selectively or totally, in the class as a handout. This
feature will enable the student to follow the presentation and make notes in the book.

This publication is not available in paper form and is only available from the intranet at this time.

Estimated Time: 8 Hours

Visuals: 72 Electronic Slides
Date: 07/2002

© 2002 Caterpillar Inc.

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SUPPLEMENTARY TRAINING MATERIAL

Brochure "Service Technician Workbench" NELG5028
Brochure "Caterpillar Electronic Technician" NEDG6015

Service Technician Workbench Tutorial (Included with STW software) NEHS0812

Caterpillar HEUI Fuel System (Interactive CD ROM) RENR1392

RECOMMENDED C-9 ENGINE TOOLING

Software and Manuals
Caterpillar Service Tool Software/Getting Started Guide - Service Technician Workbench NEHS0796
or Caterpillar Service Tool Software/Getting Started - Caterpillar Electronic Technician JEBD3003
Caterpillar Service Tool Software/Users Manual- Communication Adapter II NEHS0758

Mechanical Tools
C-9 Tool Kit (contains all C-9 special tools) 196-3165
Engine Turning Tool 9S-9082
Engine Turning Tool (for tractors) 208-0888

Electronic Tools
Laptop computer
Communication Adapter II (Group) 171-4400
Cable, PC to Communication Adapter 96-0055
Cable, Communication Adapter to Machine 160-0133
Caterpillar Digital Multimeter 146-4080
Three Pin DT Breakout Harness 7X-6370
Cable Probes 7X-1710
Auxiliary ECM Power Supply Harness 167-9225
Timing Calibration Probe (Magnetic Pickup) 6V-2197
Timing Calibration Probe Adapter Sleeve 7X-1171
Timing Calibration Probe Cable 7X-1695

REFERENCES
Systems Operation Testing and Adjusting "C-9 Industrial Engines" SENR9598-02
Systems Operation Testing and Adjusting "C-9 Engine for Caterpillar Built Machines" SENR9501
Troubleshooting Manual "C-9 Engine for Caterpillar Built Machines" D6R Tractor SENR9503
Disassembly and Assembly "C-9 Engines for Caterpillar Built Machines" SENR9502
Specifications Manual "C-9 Engines for Caterpillar Built Machines" SENR9500
Diagnostic Cables and Harnesses NEHS0822
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TABLE OF CONTENTS

INTRODUCTION TO SYSTEMS OPERATION

Introduction ......................................................................................................................5
Lab Exercise ...................................................................................................................23

SYSTEM POWER SUPPLIES

Introduction ....................................................................................................................27
ECM Power Supply .......................................................................................................28
Injector and Compression Brake Power Supply ............................................................32
Hydraulic Pump Control Valve Power Supply ...............................................................33
Analog Sensor Power Supply ........................................................................................34
Digital Sensor Power Supply .........................................................................................35
Air Intake Heater Power Supply .....................................................................................36
Service Tool Power Supply.............................................................................................37
Lab Exercise ...................................................................................................................38

ELECTRONIC CONTROL SYSTEM

Introduction.....................................................................................................................41
Fuel Injection .................................................................................................................44
Fuel Injection Control System .......................................................................................46

SYSTEM CALIBRATIONS
Introduction.....................................................................................................................53
Speed/Timing Sensor Calibration ..................................................................................53
Injector Calibration ........................................................................................................58
Pressure Sensor Calibration ...........................................................................................60
Oil Grade Detection ........................................................................................................61
Engine Warnings and Derates .........................................................................................63
Lab Exercise ...................................................................................................................64

ELECTRONIC SENSORS AND SYSTEMS

Introduction ....................................................................................................................67
Injector and Compression Brake Systems ......................................................................68
Speed/Timing Sensors ....................................................................................................69
Analog Sensors and Circuits ..........................................................................................72
Digital Sensors and Circuits ...........................................................................................86
Engine Shutdown Systems .............................................................................................89
Cold Starting Aids .........................................................................................................90
Data Link Circuits ..........................................................................................................93
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TABLE OF CONTENTS

CONCLUSION ....................................................................................................................96
Lab Exercise ...................................................................................................................97

SLIDE LIST .........................................................................................................................98

STUDENT HANDOUTS ....................................................................................................99

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INTRODUCTION TO SYSTEMS OPERATION

• Introduction
Introduction

This presentation describes the C-9 Engine Structure, Air Intake and
Exhaust, Cooling, Lubrication, Electrical and Fuel Systems.

Each portion of the training manual is followed by a lab exercise to

reinforce the location and function of each component.

The training manual is laid out as follows:

• Manual contents Introduction to Systems Operation

System Power Supplies
Electronic Control System
System Calibrations
Electronic Sensors and Systems

• Introduction INSTRUCTOR NOTE: The Systems Operation portion of the Systems

- Use System Operation Testing and Adjusting manual for C-9 Industrial Engines
Operation manual (SENR9598-02) can be used to supplement the Slide/Text information.
for reference
A separate publication, Caterpillar C-9 Hydraulic Electronic Unit
Injection (HEUI) Fuel system CD ROM (RENR1392) should also be used
to describe the HEUI fuel system in detail.
C-9 Engine -7-
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CYLINDER AND VALVE LOCATION

INLET
VALVES FIRING ORDER 1 5 3 6 2 4

6 5 4 3 2 1

EXHAUST BORE 112 MM (4.4 IN)

VALVES STROKE 149 MM (5.9 IN)

• Cylinder and valve The C-9 engine has an in-line six cylinder arrangement. The engine has a
location bore of 112 mm (4.4 in) and a stroke of 149 mm (5.9 in). The engine
• 8.8 liters displacement displacement is 8.8 liters.

• Inlet and exhaust Note the arrangement of the inlet and exhaust valves for identification
valve arrangement purposes.
C-9 Engine -8-
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• Major components This view of an industrial engine, shows some of the major components
of the engine.

The major fuel system and electronic components are mounted on the left
hand side of the engine.

• ECM Note the ECM on the lower right hand side.

The Systems Operation portion of the Systems Operation Testing and

Adjusting manual for C-9 Industrial Engines (SENR9598-02) can be used
to locate the various components. Otherwise the appropriate Service
Manual for the application should be used.
C-9 Engine -9-
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• HEUI system This visual is taken from the Caterpillar HEUI HI300B Fuel System CD
schematic RENR1392. This CD will supply all the information on the HEUI fuel
system, electronics and related diagnostics.

• Similar to other HEUI This HEUI system is very similar to the 3408E, 3412E and 3126 HEUI
systems systems. There are a number of features which differ from other engines.

• Some system The hydraulic pump is a completely new design.

differences
- New HEUI hydraulic There are no jumper tubes on the injectors. Oil under pressure is fed
pump
directly from the cylinder head to the injectors.
- No jumper tubes
- Two hydraulic oil There are two Hydraulic Oil Temperature Sensors installed on the engine.
temperature sensors
- Water in fuel and Optional water in fuel and fuel pressure sensors may be installed in the
fuel pressure
sensors available fuel supply system.

See also Student Handout No. 1 for a dedicated fuel supply system
diagram.
C-9 Engine - 10 -
07/02

• HEUI system This view shows a cutaway of the HEUI pump.

hydraulic pump
The hydraulic pump is a high pressure, variable delivery piston pump.
This pump provides the hydraulic power to actuate the injectors.

• Transfer pump The fuel system transfer pump is mounted on the rear of the hydraulic
mounted on rear of pump and will deliver 450 ± 100 kPa (65 ± 1.5 psi).
HEUI pump
This pump is fully described in the CD RENR1392 (described on the
previous page).
C-9 Engine - 11 -
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• Cross flow cylinder The C-9 engine has a cross flow cylinder head. This feature allows for
head improved emissions and fuel consumption by improving the combustion
- Improves emissions
airflow through the engine.
and fuel
consumption
C-9 Engine - 12 -
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AIR INTAKE AND EXHAUST SYSTEM

EXHAUST
MANIFOLD INTAKE AIR TO AIR
HEATER AFTERCOOLER

INLET AIR EXHAUST

EXHAUST OUTLET
VALVE VALVE INLET
TURBOCHARGER
COMPRESSOR TURBINE
SIDE SIDE

• Air intake and exhaust The air to air aftercooler is used in most applications, the exception is the
system schematic marine engine. By cooling the precharge air, this component increases
the mass flow of air through the engine, thus allowing more horsepower.

• Air intake heater The air intake heater is used to aid starting and reduce white smoke in
cold conditions.

In most applications, the air intake heater has replaced the ether aid. In
extreme cold (Arctic) conditions, it is possible to use the ether aid in
conjunction with the air intake heater. At this time however, C-9 engines
are noT being built with an ether aid.
C-9 Engine - 13 -
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TURBOCHARGER
COMPRESSOR OIL BEARING TURBINE TURBINE
HOUSING INLET HOUSING WHEEL
PORT

AIR EXHAUST
INLET OUTLET

OIL
COMPRESSOR OUTLET
WHEEL BEARING PORT

EXHAUST INLET

• Turbocharger The turbocharger is conventional and may be equipped with a Wastegate

components (next page).
C-9 Engine - 14 -
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• Turbocharger Some C-9 applications are equipped with a turbocharger wastegate.

wastegate
If the engine is required to respond rapidly at low rpm, it may be
necessary to optimize the turbocharger for this speed. In this case, the
turbocharger may develop excessive boost at rated speed and load.

• Wastegate bypasses The wastegate redirects a portion of the exhaust gasses past the
exhaust around the turbocharger which effectively limits turbocharger speed and boost. This
turbocharger
feature also limits cylinder pressure, thus protecting the engine from
undue stress.

The wastegate is preset at the factory and no adjustments can be made.

C-9 Engine - 15 -
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VALVE SYSTEM COMPONENTS

ROCKER ARM

PUSH ROD
BRIDGE

SPRING

VALVE LIFTER

10

• Valve train The C-9 Camshaft is mounted high up in the block to reduce the size of
the pushrods and therefore reduces the reciprocating mass of the valve
• Camshaft mounted
mechanism. This feature improves the ability of the engine to sustain an
high in the block
overspeed without damage.
C-9 Engine - 16 -
07/02

11

• Air intake heater and The air intake system has a heater and a temperature sensor. The Air
temperature sensor Intake Temperature Sensor is used by the ECM in conjunction with the
Coolant Temperature Sensor to calculate the need for air intake heating.

• Heater controlled by The ECM controls the heater through a relay mounted above the intake
ECM manifold.

• System warns of high The Intake Temperature Sensor is also used by the ECM to warn the
air intake temperature operator of excessive air intake temperatures.

This view shows a Challenger C-9 installation. Other C-9 applications

will vary slightly in the sensor installation.

The Service Manual, Systems Operation section, describes the various

modes of operation of this system. A description of the operation is also
included with the Electronic Sensors and Systems portion of this STMG.
C-9 Engine - 17 -
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C-9 LUBRICATION SYSTEM

HEUI PUMP

TO
TURBOCHARGER OIL COOLER
OIL FILTER

12

• Lubrication system The lubrication system is conventional with the exception of the oil cooler
schematic which is recessed (as shown on the next page) into the cylinder block.
C-9 Engine - 18 -
07/02

13

• Lubrication system The lubrication oil supply system is shown here in this cross sectional
cross section view of the cylinder block.

• Oil cooler recessed Note the oil cooler recessed into the block. This feature reduces the
overall width of the engine and reduces the possibility of leaks.
C-9 Engine - 19 -
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COOLING SYSTEM
EXPANSION TANK
WATER TEMPERATURE
REGULATOR HOUSING

CYLINDER
HEAD

CYLINDER BYPASS
BLOCK HOSE

OIL WATER
COOLER PUMP RADIATOR

14

• Cooling system The system is conventional with a full flow by-pass outlet thermostat.
schematic
• Water pump is belt The water pump is belt driven by a pulley from the crankshaft.
driven
C-9 Engine - 20 -
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15

• Fractured rod This visual shows the fractured rod. The rod is deliberately fractured
during the manufacturing process in order to provide a mating surface that
does not allow fretting or sideways movement between the two halves of
the rod.

• Use care when NOTE: Care should be taken to avoid damage to the mating faces during
handling mating handling. The rod must be replaced if there is any damage to the mating
surfaces surfaces. If the surfaces are damaged, bearing crush will be insufficient
which can cause the bearing to spin in its bore.

• Fractured rod The fracture process involves the following steps:

manufacturing
process The bolt holes are fully drilled, and tapped prior to fracture.
The fracture process begins with rough boring the crank end prior to
fracture (approximately. 1 mm undersize).
A laser (or "V" broach) is then used to etch a "V" notch for
initiating the crack split line.
A wedge is used in a hydraulically activated expanding mandrill to
force apart the rod and cap at the split line.
C-9 Engine - 21 -
07/02

After the rod is split, the bolts are inserted and the cap reassembled.
The bolts are tightened to about 90% of final torque, backed off,
and the cap removed.
The joint is then cleaned to remove any chips that may have broken
off, before the cap and rod are reassembled and the bolts re-
tightened down again. This procedure is performed twice.
Once tightened, the cap is not separated from the rod again during
the rest of the machining process. (Note: A fixture or torque gun
would be required to loosen the bolts prior to dispatch, or during
piston sub-assembly).

The advantages associated with fracturing the split are primarily reduced
machining operations. Some examples are as follows:

No machining of joint faces necessary.

No deburring of joint face edges due to perfectly matched joint
faces.
Elimination of dowels or fitted bolts (fracture surface results in a
perfectly mated joint).
Near net shape forgings (may eliminate the need for additional
balance machining).
Single clamping fixture required for machining bolt holes (no
separate cap and rod machining - same for bearing tab slots).

The majority of the benefits with fractured split rods lie in the
manufacturing process. There are other benefits such as virtual
elimination of fretting on the joint face, with the rod being able to accept
higher loads, due to perfectly matched surfaces. In addition, one of the
reported benefits of fractured split rods is that they tend to have a higher
processing quality than conventional rods due to the reduced machining
steps and controlled machining process. From a cost standpoint, this
feature can result in a part cost that is significantly reduced.
C-9 Engine - 22 -
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CRANKSHAFT OIL FLOW

OIL GALLERY

MAIN
BEARINGS
(7)
7 6 5 4 3 2 1

6 5 4 3 2 1
ROD BEARINGS (6)

16

• Crankshaft oil flow This visual shows the path of oil flow from the main bearings to the rod
bearings.

• Oil flow to rod It can be seen that three main bearings (1, 4 and 7) do not feed any rod
bearings bearings. Two more main bearings (2 and 6) supply oil to one rod bearing
each. Main bearing numbers 3 and 5 supply oil to two rod bearings each.

This information is important if a bearing failure analysis is performed.

For additional information in bearing failure analysis, please refer to the

following AFA (Applied Failure Analysis) publications:

• Related failure
STMG Engine Bearings (SERV8001)
analysis publications
Engine Bearing Failure Analysis (SEBV0544)
C-9 Engine - 23 -
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VISCOUS VIBRATION DAMPER

CRANKSHAFT

WEIGHT

CASE

17

• Viscous crankshaft The viscous crankshaft vibration damper is also used to reduce crankshaft
vibration damper torsional vibrations. This damper uses a heavy ring enclosed within a
casing and suspended by a viscous oil to oppose torsional vibration
forces.
C-9 Engine - 24 -
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INSTRUCTOR NOTE: The following exercises will reinforce the

material introduced in the preceding pages and will allow questions to be
answered.

• Lab exercise Lab Exercise:

The following exercise will reinforce the material introduced in the

preceding slides and will allow questions to be answered.

At this time, it is recommended that each component be located on the

machine and the function of each component reviewed with the students.
A list of the components follows on the next page.

If an engine is available out of a machine, component identification will

be easier because some components are difficult to see.

Some additional (used/defective) components available for examination

on a table will be helpful.

The Systems Operation portion of the Systems Operation Testing and

Adjusting manual for C-9 Industrial Engines (SENR9598-02) can be used
to supplement the Slide/Text information.
C-9 Engine - 25 -
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Electrical Component List

ECM and 70 Pin Connectors (2)

Timing Calibration Installation Location
Timing Calibration Connector
Speed Timing Sensors
Coolant Temperature Sensor
Inlet Air Temperature Sensor
Atmospheric Pressure Sensor
Turbocharger Outlet Pressure Sensor
Oil Pressure Sensor
Hydraulic Oil Temperature Sensors
Fuel Temperature Sensor
Machine Interface Connector
Engine and Machine Ground Bolts
Service Tool Connector
Throttle Position Sensor
Shutdown Switches
Battery Disconnect Switch

Mechanical (Fuel Delivery) Component List

Primary Filter and Water Separator

Water in Fuel Sensor (if installed)
Secondary Filter
Priming Pump
Transfer Pump
Pressure Regulator Valve
Injectors (6)
Cylinder Head Fuel Passage
ECM Fuel Cooling Passage and Connectors (if installed)

Mechanical Component List

Thermostat
By-pass hose
C-9 Engine - 26 -
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INSTRUCTOR NOTES
C-9 Engine - 27 -
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C-9 HEUI
SYSTEM POWER SUPPLIES

ECM
Injectors and Compression Brake
Pump Control Valve
Analog Sensors
Digital Sensors
Air Intake Heater
Service Tool

18

SYSTEM POWER SUPPLIES

Introduction

• Seven system power The C-9 HEUI system has seven power supplies with various voltages as
supplies shown.

EXTERNAL POWER SUPPLY

ECM power supply (machines) 24 Volts
Challenger Tractors and some industrial engines 12 Volts
Air intake heater (machines) 24 Volts
Service Tool Power Supply 24 Volts

INTERNAL POWER SUPPLIES

Injector and compression brake power supplies 70 Volts
Pump control valve PWM
Analog sensor power supply 5 Volts
Digital sensor power supply 8 Volts

These power supplies are described in detail in the following section.

C-9 Engine - 28 -
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J2 J1 ECM

GROUND
6 DRIVERS BOLT

DISCONNECT SWITCH
3 RETURNS 24 V

ENGINE RETARDER 20 AMP FUSE

SOLENOIDS 20 AMP
BREAKER
MAIN
TIMING CALIBRATION POWER
CONNECTOR KEY START
RELAY
SWITCH

CRANK WITHOUT INJECT PLUG

19

ECM Power Supply

• 24 Volt power supply The power supply to the ECM and the system is provided by the 24 Volt
machine battery. The principle components in this circuit are:

• Power supply - Battery

components - Key Start Switch
- Main Power Relay
- 20 Amp Breaker
- 20 Amp Fuse
- Ground Bolt
- ECM Connector (P1/JI)

• Power supply
If the supply voltage exceeds 32.5 Volts or is less than 9.0 Volts, a
diagnostic message diagnostic message is logged. (See the Troubleshooting Guide for
complete details on voltage event logging.)
C-9 Engine - 29 -
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ECM POWER SUPPLY CIRCUIT

BATTERY ENGINE BLOCK

GROUND BOLT P1 J1 ECM (C-9)
(-) 61 (-) BATTERY
63 (-) BATTERY
24 VOLTS DC
65 (-) BATTERY
(+) 20 A 48 (+) BATTERY
52 (+) BATTERY
DISCONNECT FUSE
53 (+) BATTERY
SWITCH
70 (+) SWITCHED POWER
WIRE FUNCTION COLOR CODE
(+) BATTERY SUPPLY WIRES
INPUT SIGNAL WIRES TO ECM
R
OUTPUT SIGNAL WIRES FROM ECM
15 AMP C OFF
SENSOR SUPPLY VOLTAGE
CIRCUIT BREAKER S ON
SIGNAL PLUS
B ST
SIGNAL MINUS
KEY SWITCH
(-) BATTERY / SENSOR RETURN

20

• ECM power supply This schematic shows the principle components for a typical C-9 power
circuit supply circuit. Battery voltage is normally connected to the ECM.
However, an input from the key start switch turns the ECM ON.

Note the seven power connections on the ECM. There are three wires
permanently connected to the ECM battery positive and three to the
battery negative. This feature is used to reduce the amperage on the
individual pins. The actual current draw with the engine stopped with the
key off is very small.

There is also a switched connection from the battery positive (ECM

• ECM switched
pin 70). The purpose of the "switched power" connection is to energize or
connection
- Energizes ECM
"wake up" the ECM. The key switch circuit energizes the whole ECM
from "sleep mode," which in turn activates power supplies, sensors,
actuators, injectors, data links etc.
C-9 Engine - 30 -
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• Battery disconnect The battery disconnect may be either on the positive or the negative cable
switch depending on the application. The relevant Troubleshooting Guide will
show the location and the polarity of the switch.
• Wiring harness The machine wiring harness can be bypassed for troubleshooting
bypass
purposes. These steps are described in the Troubleshooting Guide
procedure. A breakout harness can be used and is referenced under "C-9
Recommended Tooling" at the front of this book.

The supply voltage may be conveniently checked using the ET Status

Screen display.

NOTE 1: The Challenger Tractor engine and some industrial engines

may have a 12 Volt power supply.

NOTE 2: The Wire Function Color Code is shown here for the first time
and is used through the presentation.
C-9 Engine - 31 -
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ECM CONNECTOR (P1)

1 2 3 4 5 6 8 9 10 11 12 13
13 1

23 14 14 >PEI< 23
31 24
24 31
39 32 36
47 40 40 47
57 48 48 57

70 58
58 59 60 61 62 63 65 66 67 68 69 70

ECM SIDE HARNESS SIDE

21

There are two 70 pin connectors which identify the ADEM III ECM. The
previous ADEM II ECM used a pair of 40 pin connectors.

• P1/P2 70 pin ECM The 70 pin ECM connectors are vital parts of all the power supplies (and
connectors sensor circuits). This illustration shows one of the two ECM 70 pin
connectors, P1. The pins highlighted in this connector are for the ECM
power supply circuit.

• P1/J1 machine The C-9 Engine does not have a separate machine interface connector.
interface connector The P1/J1 connector performs this function and transmits the power
supply from the machine wiring to the engine wiring harnesses.

The Troubleshooting Guide identifies the relevant pins for each circuit in
this manner. This feature greatly simplifies troubleshooting by easily
identifying the connections in the circuit.
C-9 Engine - 32 -
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INJECTOR AND COMPRESSION BRAKE

SOLENOID CIRCUITS
2 12 20 BRAKE RETURN CYL 1
1 1 36 INJECTOR/BRAKE CYL 1
18 44 INJECTOR RETURN CYL 1
2 11 21 BRAKE RETURN CYL 2
BRAKE 1 2 37 INJECTOR/BRAKE CYL 2
SOLENOID 17 45 INJECTOR RETURN CYL 2
CYL. 1 2 10 28 BRAKE RETURN CYL 3
BRAKE 1 3 38 INJECTOR/BRAKE CYL 3
SOLENOID 16 46 INJECTOR RETURN CYL 3
J301 P301 CYL. 2 2 9 29 BRAKE RETURN CYL 4
1 BRAKE 1 4 39 INJECTOR/BRAKE CYL 4
2 SOLENOID 15 47 INJECTOR RETURN CYL 4
J302 P302 CYL. 3 2 8 65 BRAKE RETURN CYL 5
1 BRAKE 1 5 54 INJECTOR/BRAKE CYL 5
2 J303 P303 SOLENOID 14 67 INJECTOR RETURN CYL 5
CYL. 4 2 7 66 BRAKE RETURN CYL 6
1
2 BRAKE 1 6 55 INJECTOR/BRAKE CYL 6
J304 P304 SOLENOID 13 68 INJECTOR RETURN CYL 6
CYL. 5
1 BRAKE P300 J300 P2 J2 ECM
2 SOLENOID
J305 P305 CYL. 6
INJECTOR 1
SOLENOID 2 J306 P306
CYL. 1 1
INJECTOR 2
SOLENOID
CYL. 2 INJECTOR
SOLENOID
CYL. 3
INJECTOR
SOLENOID
CYL. 4
INJECTOR
SOLENOID
CYL. 5
INJECTOR
SOLENOID
CYL. 6

22

Injector and Compression Brake Power Supply

• 70 volt power supply The injector and compression brake solenoids are supplied with power
from the ECM at 70 Volts. For this reason, precautions must be observed
when performing maintenance around the valve covers.

If an open or a short circuit occurs in an injector or compression brake

component, the ECM will disable that circuit. The ECM will periodically
try to actuate that circuit to determine if the fault is still present and will
disconnect or reconnect the injector/compression brake as appropriate.

• Power supply wires The power supply wires are paired for each injector and brake solenoid.
are paired Individual return circuits are provided which contain the solenoid drivers.
An 18 pin (P300/J300) connector is used to connect the main engine
• Injectors and brake wiring harness to the injector harness within the valve cover.
solenoids are
switched on return NOTE: If an injector is replaced, it must be calibrated. Also if an
side ECM is replaced and injector calibration or copy configuration is not
performed, a fault message will be generated. (The Copy
Configuration function will transfer all calibrations to the new ECM.)
C-9 Engine - 33 -
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PUMP CONTROL VALVE

POWER SUPPLY

PUMP CONTROL
VALVE J500 P500
P2 J2 ECM (C-9 HEUI)
SUPPLY A 61 + CONTROL VALVE
RETURN B 62 - CONTROL VALVE

23

Hydraulic Pump Control Valve Power Supply

• Pump control valve The ECM supplies a PWM signal through the J2/P2 connector to the
signal Pump Control Valve (also known as the injection actuation pressure
control valve).

The Pump Control Valve and its power supply can be tested on the engine
• System tested using
ET
using ET and the Hydraulic Injection Actuation Pressure Test. Using the
test, the pressure can be adjusted manually with the ET service tool from
minimum to maximum. Therefore, this function can be used to verify the
operation of the control valve, the power supply from the ECM, and the
hydraulic system.

There is no voltage specification for the Pump Control Valve Power

Supply. Current flow may vary between 250 and 1000 mA.
C-9 Engine - 34 -
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ANALOG SENSOR
J200/P200
POWER SUPPLY CIRCUIT
TURBO OUTLET PRESSURE SIGNAL C 5 ± 0.5 VOLTS
ANALOG SENSOR RETURN 3 B
ANALOG SENSOR POWER (+5V) 3 A
P2 J2 ECM
J204/P204
HYDRAULIC OIL PRESSURE SIGNAL C 40 TURBO OUTLET PRESSURE SIGNAL
ANALOG SENSOR RETURN 1 B 27 HYDRAULIC OIL PRESSURE SIGNAL
ANALOG SENSOR POWER (+5V) 1 A

J203/P203
ATMOSPHERIC PRESSURE SIGNAL C 14 ATMOSPHERIC PRESSURE SIGNAL
ANALOG SENSOR RETURN 1 B 3 ANALOG SENSOR RETURN 1
ANALOG SENSOR POWER (+5V) 1 A 2 ANALOG SENSOR POWER (+5V) 1

J209/P209
FUEL PRESSURE SIGNAL C 18 FUEL PRESSURE SIGNAL
ANALOG SENSOR RETURN 1 B
ANALOG SENSOR POWER (+5V) 1 A

J201/P201
ENGINE OIL PRESSURE SIGNAL C 24 ENGINE OIL PRESSURE SIGNAL
ANALOG SENSOR RETURN 3 B 42 ANALOG SENSOR RETURN 3
ANALOG SENSOR POWER (+5V) 3 A 41 ANALOG SENSOR POWER (+5V) 3

24

Analog Sensor Power Supply

• Analog power supply The Analog Sensor Power Supply provides power to all the active analog
sensors (pressure and temperature sensors). The ECM supplies 5.0 ± 0.5
Volts DC (Analog Supply) through the J2/P2 connector to each sensor. A
power supply failure will cause all active analog sensors to fail. This
failure could be caused by a short in a sensor. An open circuit in the
common lines close to the P2/J2 connector can also cause multiple
• Four power supply failures. Unlike previous EUI/HEUI engines, the C-9 uses four individual
terminals ECM analog power connections from the J1/P1 connector (two supply
and two return).
• Power supply The Analog Sensor Power Supply is protected against short circuits. A
protection short in a sensor or a wiring harness will not cause damage to the ECM.
• Analog return NOTE: When checking the analog power supply voltage, always use
the analog return for the measurement and not the frame ground. A
difference can occur between the measurements of analog power
supply and system voltage. The analog power supply is held to close
tolerances.
C-9 Engine - 35 -
07/02

THROTTLE
POSITION SENSOR
J405 P405 P1 J1 ECM (C-9 HEUI)
+V DIGITAL A 4 + V DIGITAL SUPPLY
DIGITAL RETURN B 5 - V DIGITAL RETURN
SIGNAL C

FAN DIGITAL SENSOR

SPEED SENSOR POWER SUPPLY CIRCUIT
+V DIGITAL A 8 ± 0.5 VOLTS
DIGITAL RETURN B
SIGNAL C

25

Digital Sensor Power Supply

• Digital power supply The ECM supplies power at 8 ± 0.5 Volts through the J1/P1 connector to
the Throttle Position Sensor circuit.

• Power supply Like the Analog power supply, this circuit is protected against short
protection circuits, which means that a short in the sensor will not cause damage to
the ECM.

Some other C-9 applications may use this power supply to power fan
speed or exhaust temperature sensors for example.

• Digital power supply NOTE: It is necessary when checking this system power supply
voltage check voltage to use the digital return for the measurement and not the
frame ground. A difference between these values can occur if an
• Digital return
incorrect ground is used.
C-9 Engine - 36 -
07/02

AIR INTAKE HEATER CIRCUIT

AIR INTAKE
HEATER LAMP

24V

J648

A
B
P648
AIR INTAKE AIR INTAKE
HEATER HEATER RELAY

J501/P501 ECM
1 J2/P2
2 AIR INTAKE
850-BU 12 HEATER RELAY

26

Air Intake Heater

The Air Intake Heater is used to improve the cold start ability of the
engine.

• Uses coolant and The heater is controlled by the ECM using inputs from the Air Intake
intake temperature Temperature and Coolant Temperature Sensors. The ECM sends a signal
sensors as references to the relay which controls the supply of current to the heater element.

• Modes of operation There are a various modes of operation depending on temperatures and
other conditions. These parameters and the defaults are fully described in
the C-9 Troubleshooting Guide and later in this presentation in the section
"Electronic Sensors and Systems."
C-9 Engine - 37 -
07/02

TYPICAL SERVICE TOOL POWER SUPPLY CIRCUIT

CATERPILLAR
TRANSMISSION ECM MONITORING SYSTEM

CAT DATA LINK + 8 8 CAT DATA LINK +

CAT DATA LINK - 7 7 CAT DATA LINK -

J63 P1 J1 ENGINE ECM

A 70 BAT + (SWITCHED)
B 65 BAT -
C
D 8 CAT DATA LINK +
E 9 CAT DATA LINK -
DATA LINKS
F 34 CAN DATA LINK -
G 50 CAN DATA LINK +
SERVICE TOOL
CONNECTOR

27

Service Tool Power Supply

• Communication
In the past, the ECAP (Electronic Analyzer Programmer) Service Tool
adapter uses power drew it's power from the Service Tool Connector. In the same way, when
from ECM using ET, the Communicator Adapter II also requires a power supply.
This power is taken from pins A and B on the Service Tool Connector.

• Circuit is energized This illustration shows the path of the current from the ECM to the
with the keyswitch Service Tool Connector. This power supply requires the engine keyswitch
to be ON.

Pin 70 on the J1/P1 connector, is the same terminal which is used by the
Keyswitch to turn on the ECM.
C-9 Engine - 38 -
07/02

INSTRUCTOR NOTE: The following exercises will reinforce the

material introduced in the preceding pages and will allow questions to be
answered.

• Lab exercise Lab Exercise:

Remove and install the following components on an engine in accordance

with service manual procedures:

Pressure sensor

Temperature sensor

Throttle position sensor

Speed/timing sensors

ECM

Test the following power supply circuits on an engine in accordance with

the appropriate service manual procedures:

ECM power supply

HEUI pump control valve power supply

Analog sensor power supply

Digital sensor power supply

Intake heater power supply

Service tool power supply

C-9 Engine - 39 -
07/02

INSTRUCTOR NOTES
C-9 Engine - 40 -
07/02
C-9 Engine - 41 -
07/02

ELECTRONIC CONTROL
SYSTEM

28

ELECTRONIC CONTROL SYSTEM

Introduction

This section of the presentation explains the C-9 Electronic Control

System including the following components:

• Control system - ECM

components:
- Personality Module
- Timing Wheel

Also covered are the following subsystems and related procedures:

- Timing Control
- Fuel Quantity Control
- Speed Control
- System Calibrations

NOTE: There is no separate Cold Mode on the C-9 engine.

C-9 Engine - 42 -
07/02

29

• ECM: The principle component in the HEUI system, the Electronic Control
Module (ECM) is mounted on the left hand side of the engine.
- Governor
- Fuel system
The ECM is the brain of the engine, it functions as the governor and fuel
computer
- Injection timing system computer. The ECM receives all the signals from the sensors and
controller energizes the injector solenoids to control timing and engine speed. The
ECM also communicates with the instrument display system, usually the
• Communicates with Caterpillar Monitoring System through the Cat Data link.
Cat Monitoring system

• Recognized by 2
This ECM is known as the ADEM III and is the third generation of ECMs
70 pin connectors in a series. It can be easily recognized by the two 70 pin connectors
(previous ecms had two 40 pin connectors). NOTE: The right
• 70 pin connector hand connector is designated as J1/P1 and the left hand connector is
designations designated as J2/P2.

• Same ECM used in all This ECM is used in all C-9 engine applications. The ECM can be moved
C-9 applications from one application to another. However, a password is required to
activate the ECM when a different application software is installed.

• Personality module The Personality Module contains the software with all the fuel setting
contains application information such as: horsepower, torque rise and air/fuel ratio rates,
software pressure, and temperature warning trip points. These settings determine
how the engine will perform in a specific application.
C-9 Engine - 43 -
07/02

30

• Software updated by This view shows a cutaway of an ADEM III ECM (note the two 70 pin
flash programming connectors). The Personality Module is an integral part of the ECM and
only no access panel is provided, therefore Flash Programming is the only
method used to update the software on the C-9. This method requires
electronic reprogramming of the Personality Module software.

• Upgrading personality Upgrading the software is not a routine task, but might be performed for
module software reasons of a product update, a performance improvement or a product
problem repair. Also possible is an application change where an ECM is
moved to a different type of machine powered by a C-9 engine.

• ECM is fuel cooled in This ECM is currently fuel cooled in all machine applications except
most machine Track-Type Tractors. Future On-highway Truck applications will not be
applications fuel cooled. Generally speaking, compared with On-highway Trucks,
machines do not have large quantities of cool air flowing around the
engine due to the low ground speed. Therefore fuel cooling on machines
is necessary to protect the ECM where there are high engine compartment
temperatures.

• ECM is sealed, no NOTE: The ECM is sealed and needs no routine adjustment or
access necessary maintenance. The Personality Module cannot be accessed other than
by Flash Programming. The ECM has an excellent record of
reliability. Therefore, any problems in the system are most likely to
be in the connectors and wiring harness. In other words, the ECM
should typically be the last item in troubleshooting. Using a
substitute ECM is a convenient method of troubleshooting the unit.
C-9 Engine - 44 -
07/02

31

Fuel Injection

The C-9 HEUI unit injector is electrically and physically similar to the
• Unit injectors
3126E HEUI electronic unit injector. It is controlled electrically by the
• Electrically signalled, ECM and is actuated hydraulically. There are other advanced features
hydraulically actuated which are described later in this presentation. The signal from the ECM
controls the opening and the closing of the solenoid valve. The solenoid
• ECM controls opening valve controls the flow of high pressure oil to the injector. This system
and closing of injector
enables the ECM to control fuel volume, timing and injection actuation
hydraulic pressure.

• System controls This system can control both the opening and closing of the injector
nozzle opening and nozzle.
closing
The C-9 injector has a bar code and a numerical code marked on the
• Injector trim codes
tappet. The numerical code must be entered into the ECM using ET. The
purpose of this code is to ensure that all injectors are matched as perfectly
as possible in performance, both in timing and fuel quantity.

WARNING

The C-9 injector solenoids operate on 70 Volts direct current. Always

remain clear of the injector area when the engine is running or electrical
shock may occur.
C-9 Engine - 45 -
07/02

HEUI INJECTOR TESTING

METHODS
Injector Solenoid Test
Manual Cylinder Cutout
Automatic Cylinder Cutout Test

32

• Injector testing Three tests can be used to determine which cylinder or injector is
malfunctioning:

• Injector solenoid test INJECTOR SOLENOID TEST

This test is performed while the engine is stopped. The injector solenoids
can be tested automatically with the service tool using the Injector
Solenoid Test. This function individually tests each solenoid in sequence
and indicates if a short or an open circuit is present.

• Manual cylinder MANUAL CYLINDER CUTOUT

cutout test This test is performed while the engine is running at any speed.
The 70 Volt pulse can be individually cut out to aid in troubleshooting
misfire problems in the injector and the cylinder.

• Automatic cylinder AUTOMATIC CYLINDER CUTOUT TEST

cutout test This test is performed with the service tool while the engine is running.
The test makes a comparative evaluation of all injectors and numerically
shows the results. The test is repeated three times for reliability and
accuracy. The test enables an on-engine evaluation of the injectors.

When diagnosing a misfire problem, a satisfactory test of all injector

solenoids without any diagnostic messages indicates that a mechanical
problem in the cylinder probably exists. This problem could be caused by
a seized injector, a damaged inlet or exhaust valve.
C-9 Engine - 46 -
07/02

C-9 HEUI CONTROL LOGIC

TIMING CONTROL
ENGINE SPEED TIMING DEGREES BTDC DESIRED
FUEL RPM TIMING FUEL INJECTION
FUEL QUANTITY BTDC CONVERT TIMING WAVE FORM
SELECT
TIMING DESIRED
TIMING
HYDRAULIC OIL
TEMPERATURE

33

Fuel Injection Control System

• Fuel timing control This diagram shows the timing control logic within the ECM.

• Inputs to timing Engine speed and fuel quantity (which relates to load) input signals are
control received by the timing control. The hydraulic oil temperature signal
makes adjustments to timing to compensate for temperature related
viscosity changes. These combined input signals determine the start of
fuel injection.

The timing control provides the optimum timing for all conditions. The
benefits of a "smart" timing control are:
- Reduced particulates and lower emissions
• Benefits of a "smart"
timing control - Improved fuel consumption while still maintaining performance
- Extended engine life
- Improved cold starting
C-9 Engine - 47 -
07/02

C-9
ELECTRONIC GOVERNOR HYDRAULIC OIL
SHUTDOWNS TEMPERATURE AND
PRESSURE SENSORS
ECM
TO PUMP
CONTROL ELECTRONIC
VALVE GOVERNOR
6
5 AFRC TORQUE
SIGNALS FUEL ENGINE THROTTLE
TO FUEL 4 INJECTION ENGINE RPM MAPS MAPS CONTROL
INJECTORS 3 CONTROL LOGIC
2 TDC
1

SPEED/TIMING ENGINE RPM ENGINE RPM

SIGNAL
SPEED/TIMING TURBO OUTLET AND
SENSORS ATMOSPHERIC
TIMING PRESSURE SENSORS
WHEEL

34

• Fuel quantity control Five input signals are used to control fuel quantity:
1. Engine speed
• Inputs to fuel quantity
control 2. Throttle position
3. Boost
4. Hydraulic oil pressure
5. Hydraulic oil temperature
These signals are received by the electronic governor portion of the ECM.
The governor then sends the desired fuel signal to the fuel injection and
injection actuation controls. The fuel quantity control logic also receives
signals from the fuel ratio and torque controls.
• Start of injection
determines timing Three variables determine fuel quantity and timing:

- The start of injection determines engine timing.

• Injection duration and
hydraulic oil pressure - The injection duration and hydraulic (injection actuation) pressure
determine fuel
quantity
determine the quantity of fuel to be injected.
C-9 Engine - 48 -
07/02

C-9 SPEED/TIMING SENSORS

UPPER (HIGH SPEED)
SPEED/TIMING
SENSOR J401/P401
1
2 J2/P1 ECM

49 - UPPER S/T SENSOR

48 + UPPER S/T SENSOR
LOWER (CRANKING)
SPEED/TIMING
SENSOR J402/P402

1 59 - LOWER S/T/ SENSOR

2 58 + LOWER S/T SENSOR

1 22 + TIMING CAL PROBE

2 23 - TIMING CAL PROBE

35

• Speed/timing sensors Two passive Speed/Timing Sensors are installed in this C-9: an Upper
(high speed) and a Lower (cranking speed) Sensor. The Speed/Timing
Sensors serve two basic functions in the system:
• Two basic functions 1. Engine speed measurement
of the speed/timing
sensors 2. Engine timing
- Crankshaft timing measurement
- Cylinder identification
- TDC location

• Passive sensors
require no power NOTE: These passive sensors do not require a power supply.
supply Furthermore, the high speed and cranking sensors are not
interchangeable and the sensors are installed as a pair.
• Sensors installed as a
pair
C-9 Engine - 49 -
07/02

36

• Sensor installation The Speed/Timing Sensors are both mounted on a single bracket which is
bolted to the rear of the front housing, under the hydraulic pump.

• Fixed clearance The sensors are installed with a clearance between the sensor and the
timing wheel. This clearance is not adjustable and is pre-determined by
the dimensions of the sensor.

• Upper speed/timing The Upper (high speed) Speed/Timing Sensor measures engine speed for
sensor normal engine operations, including governing and crankshaft position for
timing purposes and cylinder identification.

This sensor is optimized for high speed operations. The timing accuracy
of the sensor is greater at this speed range than the lower sensor and is
therefore the primary sensor during normal operations.

• Lower speed/timing The Lower Speed/Timing Sensor has a high output and less accuracy at
sensor high speed than the upper sensor but is optimized for cranking speeds.
This sensor also functions as a backup for continuous operation if the high
speed sensor fails. A failure of the high speed sensor will cause the ECM
to automatically switch to the Lower (cranking) Speed/Timing Sensor.
Also, the check engine lamp will turn ON.
C-9 Engine - 50 -
07/02

• Failure modes Although each sensor is designed for a specific speed range, it can work
- One sensor failure: alone in the event of a failure of the other. In the unlikely event of a
Slight performance double sensor failure, the engine will stop. Operation is not possible
reduction without a Speed/Timing Sensor input to the ECM.
- Two sensor failures:
Some performance reduction may be evident in the event of a failure of
No start either Speed/Timing Sensor.

Engine performance will be degraded slightly if the backup sensor is in

use.
C-9 Engine - 51 -
07/02

37

• Timing wheel tooth This view shows the rear of the combined timing wheel camshaft drive
arrangement gear. The rear of the camshaft drive gear has the timing wheel
components. This component has two functions, it is used for speed and
timing measurement.

• Timing wheel has 25

Note the arrangement of teeth used for timing, 24 equally spaced teeth
teeth and one tooth between two other teeth (arrow). This extra tooth is used
by the ECM as a reference point for crankshaft angular position
measurement.

The front of the gear has a dimple (not shown), it is used for timing this
• Timing mark gear to the idler gear.

The timing wheel tooth arrangement (unlike EUI engines) does not have
• Reverse rotation to cater for reverse rotation protection. The HEUI engine will not
protection develop oil pressure with reverse rotation, therefore injection actuation
unnecessary cannot occur under this condition.
C-9 Engine - 52 -
07/02

GEAR TRAIN SHOWN

SPEED/TIMING SENSING
FROM FRONT OF ENGINE 45° CRANK DUAL PASSIVE SENSORS
UPPER
SPEED/TIMING SENSOR A
(75 TO 230 OHMS)

LOWER
SPEED/TIMING SENSOR B
(600 TO 1800 OHMS)

SENSOR A
CAMSHAFT MEASURED TDC NO.1 45° CRANK
IDLER
SENSOR B
GEAR LOWER SENSOR UPPER SENSOR
MEASURED TDC NO.1
LOW SPEED HIGH SPEED
15° CRANK 30° CRANK
CRANKSHAFT
GEAR GEAR
ROTATION

SENSOR B SENSOR A SENSOR B SENSOR A

TDC NO.1 TDC NO.1 TDC NO.5 TDC NO.5

SENSOR
SIGNALS

UPPER SENSOR A TIMING -90° -60° -30° 0° 30° 45° 60° 90°
LOWER SENSOR B TIMING -70° -45° -15° -0° 15° 45° 75° 90° 105°

38

• Gear train This drawing shows the relationship between the timing wheel, the
camshaft gear and the crankshaft, looking from the front of the engine.

• Two passive speed The engine speed and timing is measured using two passive speed sensors
sensors picking up teeth located on the timing wheel which also serves as the
camshaft gear. The relationship of sensors, engine crankshaft and
• Timing wheel with 25
teeth
camshaft gears is illustrated in this drawing. There are 25 teeth on the
timing gear, 24 equally spaced teeth and one extra tooth. The extra tooth
is located 45 degrees before TDC No. 1 when read by the Upper Sensor.

The sensors have frequency and pulse width modulated outputs. The
sensor outputs are converted into engine speed and timing inputs within
the ECM.
C-9 Engine - 53 -
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39

SYSTEM CALIBRATIONS

• Introduction Introduction

There are three separate calibrations which can be performed on the C-9
engine. They are: Speed/Timing Sensor Calibration, Injector Calibration
and Pressure Sensor Calibration.

Speed/Timing Sensor Calibration

• Timing calibration The Timing Calibration Probe (magnetic pickup) must be installed (as
sensor installation shown here) in the cylinder block for calibration. First the plug, located
just in front of and below the ECM, must be removed from the block.

One end of the cable is connected to the Timing Calibration Probe. The
other end of the cable is connected to the P400 connector. This two pin
connector (shown here) is located just above and to the left of the ECM.

In keeping with other electronic engines, ET is used for calibration.

NOTE: Although the Timing Calibration process is explained here

for training purposes, the appropriate service literature should be the
final authority and source of information.
C-9 Engine - 54 -
07/02

40

• Timing calibration The crankshaft has a machined slot on the counterweight as shown above.
probe installation
The Timing Calibration Probe is inserted through the block and generates
a signal from the crankshaft slot.

• Machined face used to A machined face (shown to the right of the slot) is used to set the
set clearance clearance between the probe and the crankshaft.

This process is explained in detail later in the presentation.

NOTE: The slot is not positioned at TDC but is about 1/4 of a

revolution from TDC.

• Calibration is Calibration is normally required after:

normally required
after: ECM replacement
- ECM replacement

- Timing gear work Timing gear work

- Speed/timing sensor
replacement Speed/timing sensor replacement
C-9 Engine - 55 -
07/02

C-9 TIMING CALIBRATION

PROBE INSTALLATION

TDC POSITION
CRANKSHAFT
COUNTERWEIGHT

MACHINED FACE

DIRECTION OF
ROTATION

TIMING CALIBRATION PROBE

POSITIONED 85 CRANKSHAFT ENGINE BLOCK
DEG. AFTER TDC (SHOWN FROM REAR)

TIMING CALIBRATION AIR GAP

SLOT 1 mm (.040 in)

41

• Timing calibration This view of the Timing Calibration Probe (magnetic pickup) shows how
probe adjustment the air gap (clearance) is established between the probe and the face of the
crankshaft counterweight.

After top dead center (TDC) is located, rotate the engine in the normal
rotation (counter clockwise from the rear) approximately 85 degrees to
• Care is required to prevent engaging the probe in the slot. The timing probe will be
prevent damage to destroyed if the engine is rotated with the probe in the slot or if it is hit by
probe the counterweight. (The crankshaft is positioned at TDC initially and
rotated counter clockwise to locate the machined face on the
counterweight.)

Insert the Timing Calibration Probe into the block until it touches the
machined face of the crankshaft counterweight. Then, retract the probe
1 mm (.04 in.) to provide a running clearance. A 2D-6392 O-ring
positioned on the probe can be used to measure the clearance.

If the probe clearance is not set correctly, erratic performance or failure of

the timing calibration sequence can occur, or the probe may be destroyed.
C-9 Engine - 56 -
07/02

C-9 TIMING CALIBRATION

TIMING
WHEEL

REFERENCE EDGE TO TDC DISTANCE

REFERENCE
EDGE ASSUMED ACTUAL
CYL. NO. 1 TDC CYL. NO. 1 TDC

-3° +3°
TIMING REFERENCE
TIMING CALIBRATION
OFFSET
SENSOR SIGNAL
(MAXIMUM RANGE
± 3 DEGREES)
25 ENGINE DEGREES

42

• Timing calibration The Speed/Timing Sensors use the timing wheel for a timing reference.
Timing calibration improves fuel injection accuracy by correcting for any
• Nulls small crankshaft
slight tolerances between the crankshaft, timing gears, timing wheel and
to timing gear
tolerances
Speed/Timing Sensor installations.

During calibration, the offset is logged in the control module EEPROM

(Electrically Erasable Programmable Read Only Memory). The
calibration offset range is limited to ± 3 crankshaft degrees. If the timing
is out of range, calibration is aborted. The previous value will be retained
and a diagnostic message will be logged.
• Timing calibration
required after: Timing calibration is normally performed after the following procedures:
- ECM replacement

- Speed/timing sensor 1. ECM replacement

replacement 2. Speed/Timing Sensor replacement
- Timing wheel
3. Timing Wheel replacement
replacement
C-9 Engine - 57 -
07/02

C-9 SPEED/TIMING SENSORS CALIBRATION

UPPER (HIGH SPEED)
SPEED/TIMING
SENSOR J401/P401
1
2 J2/P1 ECM

49 - UPPER S/T SENSOR

48 + UPPER S/T SENSOR
LOWER (CRANKING)
SPEED/TIMING
SENSOR J402/P402

1 59 - LOWER S/T/ SENSOR

2 58 + LOWER S/T SENSOR

TIMING CALIBRATION
PROBE J400/P400
1 22 + TIMING CAL PROBE
2 23 - TIMING CAL PROBE
TIMING CALIBRATION
CONNECTOR

43

• Timing calibration This drawing shows the circuits in use during Speed/Timing Sensor
circuits Calibration.

During C-9 calibration, both Speed/Timing Sensors are calibrated. The

Timing calibration connector is not used for any other purposes on this
engine.

• Engine speed set Using ET, Timing Calibration is selected and the desired engine speed is
automatically automatically set to 1100 rpm. (This speed varies between various
engines and is only specific to the C-9). This step is performed to prevent
instability and ensures that no backlash is present in the timing gears
during the calibration process.

On completion, remove the calibration equipment, install the cylinder

block plug and replace the Timing Calibration connector cover. After
completing the procedure, the engine should be retested to verify the
correct operation. Active and logged fault screens should also be
checked.
C-9 Engine - 58 -
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44

Injector Calibration

The C-9 electronic unit injectors require calibration after installation or

after an ECM replacement.

• Injector calibration The purpose of Injector Calibration is to enable a more precise fuel flow
balances fuel flow and timing balance between cylinders. The injectors are flow checked
and timing between and calibrated at the factory. Any miniscule (but within specification)
cylinders fuel flow deviations are represented by a code (shown here) printed on the
top of the injector.

In this case the Trim Code is the lower set of characters: "4XYP6Q." The
injector serial number is to the left side of the Trim Code.

These codes are programmed into the ECM with the injector calibration
function.

If for any reason injectors are changed or interchanged, calibration must

be performed for the affected injectors to avoid an imbalance of power
between the cylinders.

INSTRUCTOR NOTE: The trim code input adjusts both the timing
and fuel flow during low idle and high idle and is vital to the smooth
running of the engine.
C-9 Engine - 59 -
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45

To access HEUI Injector Calibration, use the following pull down menu
sequence:

Service / Calibrations / Injector Codes Calibration

Highlight each injector in turn and click on change or press enter to

change the code. A dialog box will appear to enter the new calibration
code. Follow the on screen instructions.

In conclusion, the injector code must match the code programmed into the
ECM for that cylinder using ET.

If there are bar codes printed on the injector, they are used during the
manufacturing process to read the code mechanically.

INSTRUCTOR NOTE: A full description of this process is included

with the ET Self-Study Tutorial. This course is included with the
current STW software.
C-9 Engine - 60 -
07/02

46

Pressure Sensor Calibration

• Two methods to Two methods can be used to perform pressure sensor calibration: the key
calibrate pressure switch and the ET methods. Using the same calibration pulldown menu
sensors previously used, select the following pull down menu sequence:
Service / Calibrations / Pressure Sensor Calibration
The engine must not be running during Pressure Sensor calibration.
The atmospheric pressure sensor is used as the baseline to adjust the other
sensors. Other sensors with readings which do not agree with the
atmospheric sensor's output readings will be adjusted (within limits) to
agree with the atmospheric sensor.
Select Start or A to begin the sensor calibration.

• ET pressure sensor A diagnostic routine is built into the program which will identify a
calibration calibration problem. It could be that a sensor is out of the normal output
range for calibration. For example, the reason for calibration may be that
oil pressure reads +27.6 kPa (+4 psi) with the engine stopped. This
condition means that the oil pressure sensor absolute pressure reading is
130.9 kPa (19 psia) whereas the pressure at sea level is 119 kPa
(14.7 psia). (psia = pounds per square inch absolute)
As long as the error is within the calibration range, it will be corrected. If
not, a repair is necessary. Once again, this process is more fully covered
in the ET course.
C-9 Engine - 61 -
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47

Oil Grade Detection

• Oil grade detection The C-9 HEUI engine can be affected by different grades of oil used in
the engine. Viscosity variations due to oil temperature changes can affect
the (hydraulically actuated) injector timing. These variations can affect
the ability of the engine to start in cold weather.

• Two oil grade plugs The process described below is used to program the ECM for the specific
normally installed grade of oil being used. This process enhances the ability of the engine to
(arrows) start in cold conditions.

Two Oil Grade Plugs are normally installed on the engine during
manufacture, they are located together over the ECM, beside the Timing
Calibration Connector (arrows). A third plug may be installed using a kit
(see the next page for the kit part number). Use this plug if necessary to
program an Arctic grade of oil, 0W20.

• Two or three oil grade Two or three oil grade selections can be made using the Oil Grade Plugs
selections enabled by (depending on the number installed). In order for the system to function
plugs properly, the correct plug must be installed. The ET Status Screen will
confirm the actual selection.

NOTE: See related topics in the Electronic Sensors and Systems section
under Hydraulic Oil Temperature Sensors.
C-9 Engine - 62 -
07/02

• Oil grade selections NOTE: Although the oil grade may only be selected using the plugs,
cannot be made using the grade does show up on the Configuration Screen. This should be
the Configuration
ignored (at this time) as a selection cannot be made with the
Screen
Configuration Screen.

When changing oil grades, the operator must ensure that the
corresponding plug is inserted into the wiring harness. The following
plugs are used to signal the ECM when a particular grade of oil is used:

• Three oil grade ET NO.* Oil Grade Pin Connections Wire Color
selections
2 10W30 B-C Green
3 15W40 A-C Red
1 (From Kit) 0W20 A-B-C Black

* Read from the ET Status Screen

NOTE 1: This system works similarly to the harness code plugs used
on transmissions.

NOTE 2: A kit (Pt. No. 214-7170) is available if 0W20 oil is used.

The Kit includes the extra plug to be installed to enable the 0W20
grade oil to be selected (for severely cold conditions).
C-9 Engine - 63 -
07/02

Engine Warnings and Derates

This list shows the warnings, derates and events for the various applications. These may change with
time and the actual applications should be verified with the appropriate Service Manual.

System Sensor Warning Derate Event Shut Down

Coolant Temperature yes yes yes Industrial engine only

Oil Pressure yes yes yes Industrial engine only

Oil Temperature no no no no

Coolant Level (industrial) yes yes yes no

Engine Overspeed yes yes yes Industrial engine only

Fuel Pressure (if installed) yes yes yes yes

Inlet Air Temperature yes yes yes no

C-9 Engine - 64 -
07/02

LAB SESSION

INSTRUCTOR NOTE: The following exercises will reinforce the

material introduced in the preceding pages and will allow questions to be
answered.

• Lab exercise Lab Exercise: Electrical/Electronic Component Testing and Adjusting

Perform diagnostic tests on the following components using the

appropriate Service Manual:

Pressure sensor
Temperature sensor
Throttle position sensor
Speed/timing sensors
ECM

Perform calibrations or configuration changes on the following

components or systems using the appropriate Service Manual:

Pressure sensor (using both methods)

Injectors (input trim codes)
Speed/timing sensors
Oil grade detection system (use ET to confirm actual oil grade)
C-9 Engine - 65 -
07/02

INSTRUCTOR NOTES
C-9 Engine - 66 -
07/02

INSTRUCTOR NOTES
C-9 Engine - 67 -
07/02

ELECTRONIC SENSORS
AND
SYSTEMS

48

ELECTRONIC SENSORS AND SYSTEMS

Introduction

This section of the presentation covers the electronic sensors and related
circuits in the C-9 HEUI fuel system.

Some of the information will have already been presented from a different
perspective, however this layout enables this portion of the training to be
presented separately and allows some of the material to be reviewed.
C-9 Engine - 68 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS

49

Injectors and Compression Brake Systems

• Combined harness for

The HEUI injectors and the compression brake have a combined wiring
injectors and harness and power supply. As the injectors and the Compression Brake
compression brake do not operate at the same time, they are able to share the same power
operations supply.

• Solenoids operate at Unlike other electronic engines, C-9 injectors operate at 70 Volts DC.
70 volts This is because of lower inductance values of the solenoids. Precautions
are still necessary because of the relatively high voltage which can cause
injury or worse.

The compression brake shares the same type of solenoids and valve body
as the injectors. The function of the actuators is to open the exhaust
valves when the piston is close to top dead center. This action causes the
cylinder to release the energy stored in the compressed air and in effect
converts the engine into a large air compressor. This air compression
causes a high load to be placed on the engine which becomes a brake for
the vehicle.

Consult the Troubleshooting Guide for Compression Brake System

troubleshooting procedures.
C-9 Engine - 69 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS

TIMING CALIBRATION
CONNECTOR

50

Speed/Timing Sensors

• Timing calibration The timing calibration connector, located in front of the ECM, is used
connector with the timing probe to verify the accuracy the the Speed/Timing
Sensors. The connector is used to connect the Timing Calibration Probe
to the ECM.

Simply put, the probe measures the angular position of the crankshaft and
compares this to the measurement coming from the Speed/Timing Sensors
(which measure the angular position of the camshaft). The ECM then
makes a correction or calibration if necessary.
C-9 Engine - 70 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS

TIMING CALIBRATION CONNECTOR

ENGINE SPEED/TIMING
SENSORS

51

Two passive Speed/Timing Sensors are installed: an upper (high speed)

and a lower (cranking/low speed) sensor. The Speed/Timing Sensors
serve two basic functions in the system:
• Two basic functions 1. Engine speed measurement
of the speed/timing
sensors
2. Engine timing
Crankshaft timing (position) measurement
Cylinder identification
TDC location
C-9 Engine - 71 -
07/02

52

• Speed/timing sensors The Speed/Timing Sensors (arrows) are mounted on the rear of the front
(arrows): housing below the timing gear wheel, and must be installed in accordance
- Passive sensors with the Service Manual procedures.

• Sensor clearance is This type of (passive) sensor, unlike some other Speed/Timing Sensors,
not adjustable has an air gap. The sensor is not in direct contact with the timing wheel
and runs with a clearance which is not adjustable. Additionally, being
• No power supply passive sensors, they do not require a power supply.
required for passive
speed/timing sensors If a high speed sensor failure occurs, the cranking speed sensor will
automatically provide the back-up. A momentary change of engine sound
• Speed/timing sensor will be noticed as the changeover occurs.
failure modes
A subsequent (double) Speed/Timing Sensor failure will cause an engine
shutdown. The engine will not run with two sensor failures.

If the fault in the high speed sensor is corrected, the ECM will continue to
use the cranking speed sensor until the engine is shut down and restarted.

The sensors may be functionally checked by cranking the engine and

observing the service tool status screen for engine rpm. A failure of either
sensor will be indicated by the active fault screen on the service tool. An
intermittent failure will be shown in the logged fault screen.

Refer to the Service Manual for the correct sensor installation procedure.
C-9 Engine - 72 -
07/02

ANALOG SENSORS
Coolant temperature
A i r intake temperature
Hydraulic oil temperature
Hydraulic oil pressure
Atmospheric pressure
Turbocharger outlet pressure
L u b r i c a t i o n oi l p r e s s u r e

53

Analog Sensors and Circuits

• Analog sensors The following analog sensors and circuits may be used in various
applications:
• Two types of analog
sensors: - Coolant Temperature - two wire, passive
- Active
- Air Intake Temperature - two wire, passive
- Passive
- (Two) Hydraulic Oil Temperature Sensors - two wire, passive
- Hydraulic Oil Pressure Sensor - three wire, active
- Atmospheric Pressure Sensor - three wire, active
- Turbocharger Outlet (Manifold) Pressure Sensor - three wire, active
- Lubrication Oil Pressure Sensor - three wire, active
- Fuel Pressure Sensor - three wire, active (if installed)

NOTE: Passive sensors have no external power supply. Active

sensors have a power supply.
C-9 Engine - 73 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS

TIMING CALIBRATION CONNECTOR

ENGINE SPEED/TIMING
SENSORS

COOLANT TEMP. SENSOR

54

• Coolant temperature The Coolant Temperature Sensor supplies the temperature signal for the
sensor: following functions:
- Passive type
- Caterpillar Monitoring System coolant temperature display
• Sensor provides
output to multiple
- ET coolant temperature display
systems - High coolant temperature event logged above 107°C (225°F)
- Engine warning derate when 107°C (225°F) is exceeded (if so
equipped)
- Demand control fan (if so equipped)
- Air intake heater and ether aid operation
- Back-up to hydraulic oil temperature sensor for HEUI system
C-9 Engine - 74 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS

TIMING CALIBRATION CONNECTOR

ENGINE SPEED/TIMING
SENSORS

COOLANT TEMP. SENSOR

AIR INTAKE TEMP. SENSOR

55

• Air intake temperature The Air Intake Temperature Sensor has two functions, it is used by the
sensor: ECM to prevent excessive intake temperatures from damaging the engine.
- Passive type

• High air intake High air intake temperature leads to high exhaust temperatures which can
temperature can cause damage to exhaust system components (such as turbochargers and
damage exhaust
exhaust valves).
system components

• Air intake and coolant This sensor, in conjunction with the Coolant Temperature Sensor, is also
temperature sensors used to determine the need for the air intake heater and/or ether operation
determine need for for engine starting. This feature improves cold starting and reduces white
heater operation smoke after start up. (The heater cycle is described later in the
presentation.)
C-9 Engine - 75 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS

TIMING CALIBRATION CONNECTOR

ENGINE SPEED/TIMING
SENSORS

COOLANT TEMP. SENSOR

AIR INTAKE TEMP. SENSOR

ATMOSPHERIC PRESSURE SENSOR

56

• Atmospheric pressure The oil pressure and turbocharger outlet pressure sensors measure
sensor: absolute pressure. Therefore these sensors require the atmospheric sensor
- Passive type to calculate gauge pressure. The sensors are used both individually
(absolute pressure) in the case of atmospheric pressure, and as a pair to
- Used to calculate calculate oil and boost pressures (gauge pressures) for instrument panel
gauge pressure readings and ET Status Screens.
All those pressure sensor outputs are matched to the Atmospheric
Pressure Sensor output during calibration.
Calibration can be accomplished by turning the key start switch on for
- Two methods used five seconds without starting the engine to automatically calibrate the
to calibrate sensors sensors. Alternatively, calibration can be performed using the ET service
tool.
The Atmospheric Pressure Sensor performs three main functions:
- Three main sensor
1. Automatic Altitude Compensation (maximum derate 24%)
functions
2. Part of pressure calculation for gauge pressure readings
3. Reference sensor for pressure sensor calibration
At the time of publication, the Automatic Air Filter Compensation
function is not used on the C-9 Engine (No turbo inlet pressure sensor).

NOTE: The active analog sensors share the common analog power
supply of 5.0 ± 0.2 Volts.
C-9 Engine - 76 -
07/02

ENGINE POWER DERATING MAP

ACCORDING TO ATMOSPHERIC PRESSURE
100% 7,500

8,210
PERCENT OF FULL LOAD POWER

98%

96% 8,920

94% 9,630
10,340

ALTITUDE IN FEET
92%
90% 11,050

88% 11,760

86% 12,470

84% 13,180

82% 13,890

80% 14,600

78% 15,310

76% 16,020

74% 16,730

72% 17,440

77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53

ATMOSPHERIC PRESSURE IN kPa

57

• Automatic altitude The Atmospheric Pressure Sensor measurement provides an altitude

compensation reference for the purpose of Automatic Altitude Compensation.
The graph shown here describes how derating on a typical C-9 starts at
7,500 ft. and continues linearly to a maximum of 17,000 ft. Other C-9
Engines may vary depending on the application and HP rating.

• System continually The advantage of the HEUI or the EUI electronic systems is that the
adjusts to optimum engine always operates at the correct power settings for all altitudes. The
power setting system continually adjusts to the optimum setting regardless of altitude, so
the engine will not exhibit a lack of power or smoke problems during
climbs or descents to different altitudes.
• Maximum altitude “Maximum Altitude” may be referenced in various technical publications.
In this case it would be 7,500 feet. In other words, this is the maximum
altitude that the engine will deliver rated power (without derating).
Above 7,500 feet, the engine will derate progressively as described
previously.
C-9 Engine - 77 -
11/01

NOTE: The electronic system has an advantage over a mechanical

fuel system which is derated in "altitude blocks" (i.e. 7,500 ft., 10,000
ft., 12,500 ft.). HEUI/EUI derating is continuous and automatic.
Therefore, a machine operating in the lower half of the block is not
penalized with low power. Conversely, a machine operating in the
upper half of the block will not overfuel with the HEUI system.
C-9 Engine - 78 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS

TIMING CALIBRATION CONNECTOR

ENGINE SPEED/TIMING
SENSORS

COOLANT TEMP. SENSOR

AIR INTAKE TEMP. SENSOR

ATMOSPHERIC PRESSURE SENSOR

TURBO INLET PRESSURE SENSOR

TURBO OUTLET PRESSURE SENSOR (BOOST)

58

• Turbo outlet pressure The Turbocharger Outlet Pressure Sensor (or more correctly, the Manifold
sensor: Pressure Sensor) measures absolute manifold air pressure downstream of
- Active type
the aftercooler. "Boost" (manifold) (gauge) pressure can be read with the
- Used for boost service tools. This measurement is a calculation using the Atmospheric
pressure calculation Pressure and the Turbocharger Outlet Pressure Sensors.
A failure of this sensor can cause the ECM to reduce power by as much as
60% when the ECM defaults to a zero boost condition.

- Air/fuel ratio control The primary function of the sensor is to enable the Air/Fuel Ratio Control
enabled by sensor which reduces smoke, emissions and maintains engine response during
acceleration. The system utilizes boost pressure, atmospheric pressure
and engine speed to control the air/fuel ratio. Engine fuel delivery is
limited according to a map of gauge turbo outlet (boost) pressure and
engine speed.

• Air/fuel ratio control The Air/Fuel Ratio Control setting is not adjustable in C-9 machine
not adjustable applications.
The secondary function of this sensor is for diagnostic functions, for
example; low power diagnostics using boost measurements.

INSTRUCTOR NOTE: The pressure calculations and purposes of

these calculations for all sensors are tabulated on the next page.
C-9 Engine - 79 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS

TIMING CALIBRATION CONNECTOR

ENGINE SPEED/TIMING
SENSORS

COOLANT TEMP. SENSOR

AIR INTAKE TEMP. SENSOR

ATMOSPHERIC PRESSURE SENSOR

TURBO INLET PRESSURE SENSOR

TURBO OUTLET PRESSURE SENSOR

ENGINE OIL PRESSURE SENSOR

59

• Oil pressure Two pressure sensors are used for the measurement of oil (gauge)
measurement pressure which is read on the instrument panel or Service tool:

- Oil Pressure Sensor

- Atmospheric Pressure Sensor

PRESSURE CALCULATIONS
MEASUREMENT MEASURED BY RESULT
• Calculations are used Oil pressure [oil press (A) - atmospheric (A)] = oil pressure (GP)
to determine gauge
pressure
These measurements are used to determine oil pressure for the ET service
tool, Caterpillar Monitoring System and to alert the operator that an
abnormal condition exists. The sensor operating range is 0 to 690 kPa
(0 to 100 psi) (A).

NOTE: (A) = absolute pressure

(GP) = gauge pressure

Here are some examples of these measurements and calculations:

Standard air pressure at sea level 0 kPa/psi GP
Standard air pressure at sea level 100 kPa (14.7 psi) A
Oil pressure can be read as absolute or as gauge pressures using ET.
C-9 Engine - 80 -
07/02

OIL PRESSURE MAP

OIL PRESSURE WARNING AND DERATE TRIP POINTS
190 27.6

180 175 kPa (25 psi) RESET LINE 26.1

170 24.7

160 23.2

150 154 kPa (22 psi) TRIP LINE 21.8

140 20.3
130 125 kPa (18 psi) RESET LINE 18.9

OIL PRESSURE IN PSI

OIL PRESSURE IN kPa

120 17.4
110 16.0

100 104 kPa (15 psi) TRIP LINE 14.5

90 13.1

80 11.6

70 10.2

60 LOW OIL PRESSURE WARNING 8.7

50 7.3
VERY LOW OIL PRESSURE DERATE
40 5.8

30 4.4

20 2.9
10 1.5
0 0

400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2200

ENGINE RPM
kPa x 0.145 = PSI

60

• Oil pressure map Engine oil pressure varies with engine speed. As long as oil pressure
increases above the upper line after the engine has been started and is
• Determines minimum
running at low idle, the ECM reads adequate oil pressure. No faults are
pressure for all rpms
indicated and no logged event is generated.

If the engine oil pressure decreases below the lower line, the following
occurs:
• Low oil pressure - An event is generated and logged in the permanent ECM memory.
indications
- A Category 3 Warning (alert indicator, action lamp and alarm) is
generated on the Caterpillar Monitoring System (if so equipped).
- The engine is derated (if so equipped) to alert the operator.
The two lines are sufficiently separated to prevent multiple alarms and
events or a flickering lamp. This pressure separation is known as
• Oil pressure read on "hysteresis."
dashboard display
and ET Oil pressure can be read by the Caterpillar Monitoring System and ET.
C-9 Engine - 81 -
07/02

PRESSURE CALCULATIONS

MEASUREMENT MEASURED BY RESULT

• Calculations 1. Atmospheric pressure atmospheric sensor = ambient press (absolute)

determine gauge
pressure 2. Air filter differential atmospheric - turbo inlet = filter D pressure

3. Boost turbo outlet - atmospheric = boost (gauge press)

4. Manifold press. absolute turbo outlet sensor = boost (absolute press)

5. Oil pressure oil press - atmospheric = oil press (gauge press)

These measurements are used to determine:

1. Automatic Altitude Compensation

2. Automatic Air Filter Compensation and Restriction Indication

(if so equipped)

3. ET Boost Measurement

4. Caterpillar Monitoring System Lubrication Oil Pressure Indication

5. Altitude

NOTE 1: D pressure = differential pressure

NOTE 2: Hydraulic Oil Pressure Sensor measures gauge pressure

The spreadsheet and oil pressure data on the previous page is

programmed into the ECM using Flash Programming and is stored in the
Personality Module.
C-9 Engine - 82 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS

TIMING CALIBRATION
CONNECTOR

ENGINE SPEED/TIMING
SENSORS

COOLANT TEMP. SENSOR

AIR INTAKE TEMP. SENSOR

ATMOSPHERIC PRESSURE SENSOR

TURBO INLET PRESSURE SENSOR

TURBO OUTLET PRESSURE SENSOR

ENGINE OIL PRESSURE SENSOR

FUEL PRESSURE SENSOR

61

• Fuel pressure sensor: The Fuel Pressure Sensor (if installed) is used to give a warning to the
- Active type operator that a problem exists with the fuel supply system. The low
pressure could be a result of a plugged filter, a failed transfer pump,
debris or air in the system from a suction side leak.

• Low fuel pressure can Low fuel pressure, apart from causing a low power condition, can cause
damage injectors damage to the injectors due to cavitation erosion.

The Fuel Pressure Sensor reading can be used to troubleshoot a low

power fault.
C-9 Engine - 83 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS
TIMING CALIBRATION
CONNECTOR

ENGINE SPEED/TIMING
SENSORS

COOLANT TEMP. SENSOR

AIR INTAKE TEMP. SENSOR

ATMOSPHERIC PRESSURE SENSOR

TURBO INLET PRESSURE SENSOR

ENGINE OIL PRESSURE SENSOR

FUEL PRESSURE SENSOR

HYDRAULIC OIL TEMP. SENSORS

OIL VISCOSITY SELECTION CONNECTOR

62

• Hydraulic oil Two Hydraulic (engine) Oil Temperature Sensors are used by the ECM to
temperature sensors: compensate for the effects of oil temperature on fuel injector timing and
- Passive type
fuel delivery. This compensation provides consistent engine operation
throughout a variety of operating conditions.

These two sensors are used on the C-9 together as oil temperature may
vary as it passes through the engine oil manifold. This differential
through the engine can cause unacceptable changes in timing between
injectors and therefore emissions during the warm up period.

• Enables automatic Without oil temperature monitoring, viscosity changes due to changes in
viscosity oil temperature would cause unacceptable variations in engine
compensation performance (including exhaust emissions).

This timing variable is often known as "SOLSOI", which is short for Start
Of Logic to Start Of Injection. This measurement is the delay between
the signal leaving the ECM and the injector delivering the fuel to the
cylinder. This delay varies inversely with oil temperature.
C-9 Engine - 84 -
07/02

• Two oil grade plugs Two Oil Grade Plugs are installed in the wiring harness which are used to
installed select the oil grade for the engine.

• Oil grade detection Oil viscosity can effect injector timing of the C-9 Engine. It is necessary
for the ECM to be programmed for the oil viscosity being used.

• Oil grade detection This input is accomplished by using the Oil Grade Plugs on the left rear of
using oil grade plugs the engine.

Two oil viscosities, 10W30 and 15W40 can normally be selected using
the plugs. As most engines will only have two plugs, the 0W20 oil grade
can only be selected by installing an extra plug. The plug is available as a
kit. The 0W20 oil grade would only be used in extremely cold
conditions.

• Oil grade selection The actual oil grade selection can be read using the ET Status Screen.
can be read on status
screen

NOTE 1: See the Oil Grade Detection system in the Electronic Control
System presentation.

NOTE 2: This information is subject to change. The Operation and

Maintenance Guide should be checked for current information.
C-9 Engine - 85 -
07/02

ECM J2 J1

6 INJECTOR SOLENOIDS

6 COMPRESSION
BRAKE SOLENOIDS
TIMING CALIBRATION
CONNECTOR

ENGINE SPEED/TIMING
SENSORS

COOLANT TEMP. SENSOR

AIR INTAKE TEMP. SENSOR

ATMOSPHERIC PRESSURE SENSOR

TURBO INLET PRESSURE SENSOR

ENGINE OIL PRESSURE SENSOR

FUEL PRESSURE SENSOR

HYDRAULIC OIL TEMP. SENSORS

HYDRAULIC OIL PRESS. SENSORS

63

• Hydraulic oil pressure The Hydraulic Oil Pressure Sensor is located in the hydraulic supply
sensor: manifold and is used to measure injector actuation hydraulic pressure for
- Active type
the ECM.

• Senses injection The ECM uses this measurement to control the hydraulic supply pump
actuation pressure pressure (through the Pump Control Valve).

The hydraulic pump can produce a maximum pressure of approximately

28,000 kPa (4,060 psi). The sensor can read a maximum pressure of
33,000 kPa (4,800 psi).

• Injectors not activated The ECM will de-activate the injectors (during engine starting) if the
below 4,000 kPa pressure is reading below 4,000 kPa (580 psi). This hydraulic pressure is
(580 psi) the minimum required which will generate sufficient fuel pressure to
exceed the nozzle valve opening pressure (VOP). This feature enables
hydraulic pressure to build up faster during engine starting.

- VOP is 18,000 kPa (2,600 psi).

- The injector intensification ratio is approximately 6:1.

NOTE: Always use a wrench (not vise grip pliers) for removal and
installation of all sensors.
C-9 Engine - 86 -
07/02

DIGITAL SENSORS AND CIRCUITS

Throttle Position Sensor

Fan Speed Sensor

64

• Digital sensors Digital Sensors and Circuits

The following digital sensors and circuits may used in the C-9 fuel system
depending on the application:

- Throttle Position Sensor

- Fan Speed Sensor (if so equipped)
- Speed/Timing Sensors
(covered separately in Electronic Control System)
C-9 Engine - 87 -
07/02

J2 J1 ECM

GROUND DISCONNECT SWITCH

BOLT

24 V

20 AMP FUSE
20 AMP
BREAKER

MAIN
POWER
RELAY KEY
SWITCH

65

• Throttle position The Throttle Position Sensor provides engine speed control for the
sensor operator. The sensor is connected to the machine wiring harness which is
linked to the engine ECM through the J1/P1 connector.

At engine start-up, the engine rpm is set to LOW IDLE for two seconds to
allow an increase of oil pressure before the engine is accelerated.

• 8 Volt digital sensor The Throttle Position Sensor receives 8 Volts from the Digital Sensor
power supply Power Supply at the ECM.

• Throttle functional A functional check of the throttle control system can be performed by
check connecting ET and monitoring the throttle position on the status screen as
the throttle is moved slowly in both directions. The status screen should
show between 0 and 100% of throttle position. (This reading should not
be confused with the duty cycle percentage.) Also a check of the Active
Faults screen will verify the status of the circuit.

• Failure mode A failure of this circuit will allow the engine to run at LOW IDLE only.

This system eliminates all mechanical linkage between the operator's

engine speed controls and the governor (ECM).

Excavators, Combine Harvesters and some other machines do not use a

throttle position sensor to select desired engine speed. Instead these
machines use a speed control switch to signal the desired engine speed to
the ECM.
C-9 Engine - 88 -
07/02

PULSE WIDTH MODULATED SIGNALS

10%
ON

DUTY = 10%
CYCLE

OFF

50%
ON

DUTY = 50%
CYCLE

OFF
1 CYCLE
90%
ON

DUTY = 90%
CYCLE

OFF
DUTY CYCLE = PERCENT OF TIME ON VS PERCENT OF TIME OFF

66

• Throttle position A Pulse Width Modulated (PWM) signal output is sent from the Throttle
sensor signal Position Sensor to the ECM. A PWM signal eliminates the possibility of
an erroneous throttle signal due to a short causing a possible "run-away."
• Control defaults to If a signal problem occurs, the control defaults to a desired engine speed
low idle with invalid of low idle. If the ECM detects an out-of-normal range signal, the ECM
signal ignores the Throttle Position Sensor signal and defaults to LOW IDLE.
The sensor output is a constant frequency Pulse Width Modulated (PWM)
signal to the ECM. Typical sensors will produce a duty cycle of 10 to
22% at the low idle position and 75 to 90% at the high idle position. The
percent of duty cycle is translated into a throttle position of 0 to 100% by
the ECM, which can be read on the ET status screen. Other applications
such as Track-type Tractors (with a Deceleration Position Sensor) differ in
PWM values for low and high idle. These values can be seen in the
Troubleshooting Guide for the appropriate application.

NOTE: Percentage of duty cycle and throttle position percentage are

different values and should not be confused.
C-9 Engine - 89 -
07/02

GROUND LEVEL SHUTDOWN SWITCH CIRCUIT

GROUND LEVEL
SHUTDOWN SWITCH P1 J1 ECM
1
2 GND. LEVEL SHUTDOWN (NO)
2
8 GND. LEVEL SHUTDOWN (NC)
3 29 DIGITAL RETURN

67

Engine Shutdown Systems

• Ground level This switch signals the ECM to cut electrical power to the injectors. This
shutdown switch feature maintains power to the ECM (which maintains the signal to ET).
The feature also enables the engine to be cranked without starting for
maintenance purposes.

The Ground Level Shutdown Switch is connected to the ECM through the
machine and engine wiring harnesses.

The circuit works by grounding either of two wires. By reversing the

status of these wires, the engine will either run or be shut down. If the
• Turn key switch off switch is operated, it is necessary to reset the system. Turn the key start
before restarting switch off for at least five seconds before attempting to restart.
Otherwise, the engine will crank but will not start.

Not all machines will have this feature installed.

NOTE: It is essential that no other circuits be connected to this

system. Connection of customer circuits such as a fire suppression
system to the Ground Level Shutdown circuit may cause an engine
malfunction. The User Defined Shutdown (next page) may be used in
conjunction with such circuits.
C-9 Engine - 90 -
07/02

USER DEFINED SHUTDOWN CIRCUIT

P1 J1
ECM

USER SHUTDOWN 59 USER DEFINED SHUTDOWN

DEVICE 5 DIGITAL RETURN

68

• User defined The User Defined Shutdown feature may be used by a customer to
shutdown input connect another device (such as a customer installed fire suppression
system) to the system to shut down the engine. When the shutdown input
is grounded for one second, the engine will stop running. The input must
be pulled down below 0.5 Volts before the ECM will recognize the
shutdown signal.
Operation of the User Defined Shutdown is logged as an event and can be
shown on the ET status screen.
• Safety feature This feature is programmed to function (when the machine is safely
parked) only during the following conditions, for reasons of safety:
- Parking brake ENGAGED
- Transmission NEUTRAL
- Machine ground speed ZERO
C-9 Engine - 91 -
07/02

AIR INTAKE HEATER CIRCUIT

AIR INTAKE
HEATER LAMP

24V

J648

A
B
P648
AIR INTAKE AIR INTAKE
HEATER HEATER RELAY

J501/P501 ECM
1 J2/P2
2 AIR INTAKE
850-BU 12 HEATER RELAY

69

Cold Starting Aids

There are two starting aids which can be used on the C-9 Engine. The Air
• Two starting aids
Intake Heater and the Ether Aid, both can be employed simultaneously.

• Air intake heater The Air Intake Heater is mounted in the duct just downstream of the Air
Intake Temperature Sensor. The heater is used to raise the intake air to a
temperature sufficient to start the engine and eliminate white smoke
during and after starting.

The Air Intake Heater is controlled by the ECM which uses the Air Intake
Temperature Sensor, the Coolant Temperature Sensor and operating time
for input. The engine start cycle has two modes, a Continuous Cycle, and
followed by an On/Off Cycle mode.

There are failure modes if either of the temperature sensors fail. A lamp
indicates when the heater is operating.
C-9 Engine - 92 -
07/02

• Air intake heater cycle The Air Intake Heater cycle is explained here. However, reference should
be made to the Troubleshooting Guide for the most current information on
temperatures and times for its operation.

The need for heating is determined by the following calculation:

Coolant temperature + intake air temperature < 25°C (77°F)

For example, both coolant and air temperature are 10°C, a total of 20°C,
therefore the heating cycle is initiated.

• Air intake heater The heater is turned on by the ECM which energizes a relay. Note that
cycles the heater can be on at the same time ether is being injected, and vice
versa. The air intake heater control has five cycles:

- Power-up cycle 1. Power Up Cycle: The heater and lamp are turned on for 2 seconds
after the ECM is first powered up. This will happen regardless of
temperatures or engine speed.

- Pre-heat cycle 2. Pre-Heat Cycle: If coolant and air temperatures are cold enough, the
heater and lamp are kept on for up to 30 seconds more. After 30
seconds, the heater and lamp are turned off if engine speed is still 0
rpm regardless of temperature.

- Engine cranking 3. Engine Cranking Cycle: If coolant and air temperatures are still cold
cycle enough, and if engine speed is detected, then the heater and lamp are
turned on continuously as long as the engine is being cranked.
- Engine running 4. Engine Running Cycle: Once the engine achieves low idle, the heater
cycle
and lamp are kept on for an additional 7 minutes if coolant and air
temperatures are still cold enough.

- Post-heat cycle 5. Post-heat cycle: If coolant and air temperatures are still cold enough,
then the heater and lamp are cycled on and off for an additional 13
minutes. The cycle is 10 seconds on and 10 seconds off.

Programmability: The air intake heater is an attachment. This feature can

be enabled or disabled using ET, without factory passwords by the
customer.
C-9 Engine - 93 -
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CAT DATA LINK

160-0133
UNIVERSAL 160-0141
DATA LINK SERIAL CABLE
CABLE (2 FT.) (25 FT.)
J2 J1
PC SERIAL PORT
(COMM PORT)
SERVICE
COMMUNICATION
TOOL
ADAPTER II
ENGINE CONNECTOR CAT
171-4400 (GP) ELECTRONIC TECHNICIAN
ELECTRONIC CONTROL
MODULE (ECM) LAPTOP
COMPUTER

P
15 AUT

10 20

TRANSMISSION 5
25

ELECTRONIC CONTROL R
X100

0 44
MODULE 24 V
MPH
km/h
30

CATERPILLAR MONITORING SYSTEM

DISPLAY UNIT

70

Data Link Circuits

• CAT data link The CAT Data Link is the communication link between the ECM,
transmission control, Caterpillar Monitoring System, ET Service Tool, PC
• Link between various based software and other onboard/offboard microprocessor based systems.
systems
The CAT Data Link allows the various onboard systems to communicate
through a two wire connection.
• Cat data link used for The CAT Data Link is used for programming and troubleshooting the
flash programming on electronic modules used with Caterpillar service tools through the Service
C-9 CAT machine Tool Connector. The ET Service Tool is connected through the Service
engines
Tool Connector.
• No ATA data link on The CAT Data Link is also used for Flash Programming and there is no
C-9 CAT machine ATA data link on C-9 machine engines.
engines
If a Personality Module is not programmed into the ECM, the service tool
will not be able to communicate with the ECM. This condition can be
checked using the Winflash program.
C-9 Engine - 94 -
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TYPICAL CAT / CAN DATA LINK CIRCUIT

CATERPILLAR
TRANSMISSION ECM MONITORING SYSTEM

CAT DATA LINK + 8 8 CAT DATA LINK +

CAT DATA LINK - 7 7 CAT DATA LINK -

J63 P1 J1 ENGINE ECM

A 70 BAT + (SWITCHED)
B 65 BAT -
C 42 SHIELD
D 8 CAT DATA LINK +
E 9 CAT DATA LINK -
DATA LINKS
F 34 CAN DATA LINK -
G 50 CAN DATA LINK +
SERVICE TOOL
CONNECTOR

71

• CAT data link circuit The CAT Data Link is a two wire (twisted pair) electrical connection used
for communication between electronic modules that use the CAT Data
• Data link wires twisted
Link. The cables are twisted to reduce RFI (Radio Frequency
to reduce RFI
Interference).
Typical systems connected by the data link are:
- Engine ECM
- Caterpillar Monitoring System Modules
- Transmission ECM
- Caterpillar ET Service Tools

The ECM communicates with the Caterpillar Monitoring System to share

engine information such as engine speed, engine oil pressure, coolant
temperature, filter restriction, and electronic system faults.
• Some data links NOTE: Depending on the application, some engines may have a CAN
shielded data link shield connected between terminals C and 42 as shown above.
Other engines may have no shield at all.
C-9 Engine - 95 -
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• Data link summary The CAT Data Link is used on Caterpillar C-9 machine engines for
communication between on board ECMs. This data link is also used for
• CAT data link
diagnostic and Flash Programming functions.

• CAN data link The CAN Data Link is a relatively new addition to Caterpillar machines.
functions This high speed data link is used for example on Challenger and Combine
Harvester implement programming functions. The engine and other
ECMs are connected and communicate via the CAN Data Link (as well as
CDL).

• Troubleshooting the Troubleshooting the CAN Data Link is confined to checking for open and
CAN data link short circuits in the wiring harness. ET does not access the CAN data
link.
• ATA data link not
used on C-9 machine The ATA Data Link is not used for Flash Programming C-9 machine or
or industrial engines industrial engines.
C-9 Engine - 96 -
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72

• Conclusion CONCLUSION

The C-9 HEUI Engine is a sophisticated engine with state of the art
systems. However, like many Caterpillar electronic controls, it is user
friendly and simpler to service than previous pump and line systems. The
key to this simplicity is excellence in training.

This training manual covers most applications currently in use, however

as the use of this engine expands, applications will have unique
requirements and these changes will be found in the relevant
Troubleshooting Guides and Service Manual modules.

• Training material INSTRUCTOR NOTE: As the C-9 training material is only available
updates on the web, this medium allows for frequent updates as information and
feedback is received. For this reason it is incumbent on the instructor to
check for updates and download the latest material (slides and text) for
classes.

• Feedback For this reason, feedback is requested by email. Please use the following
email address with suggestions for corrections or additional material:

[email protected]
C-9 Engine - 97 -
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INSTRUCTOR NOTE: The following exercises will reinforce the

material introduced in the preceding pages and will allow questions to be
answered.

Lab Exercise: General System Diagnostics

Perform diagnostic tests on a C-9 Engine to determine the cause of a low

power and failure to start problems.

Detailed lab exercises are available on the Service Training web site:

http://servicetraining.corp.cat.com/srvtrng/index.htm
 07/02
C-9 Engine

HEUI FUEL
INJECTORS GALLERY
PRESSURE
REGULATOR

PRIMARY PRIMING
CHECK VALVE
- 98 -

FILTER PUMP
(2 MICRON)

WATER
SECONDARY
SEPARATOR
FILTER
(2 MICRON) PRIMING PUMP
RELIEF
CHECK VALVES
VALVE

TRANSFER PUMP

TANK
Student Handout No. 1
C-9 Engine - 99 - Student Handout No. 2
07/02
C-9 Engine - 100 - Student Handout No. 3
07/02
C-9 Engine - 101 -
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SLIDE LIST
1. Introduction, C-9 Engine, title slide 37. Timing wheel
2. Cylinder and valve location 38. Speed/timing wheel
3. C-9 engine 39. Speed/timing calibration
4. HEUI system diagram 40. Crankshaft slot
5. HEUI pump cutaway 41. Probe installation
6. Air intake and exhaust system, cross section 42. Timing calibration
7. Air intake and exhaust system 43. Timing calibration sensor circuit
8. Turbocharger 44. Injector
9. Waste gate 45. Injector calibration screen
10. Valve system 46. Pressure sensor calibration screen
11. Air intake heater 47. Oil grade detection
12. Lubrication system diagram 48. Electronic sensors and systems, title slide
13. Lubrication system cross section 49. Injectors and compression brake
14. Cooling system diagram 50. Timing calibration
15. Fractured rod 51. Speed/timing calibration
16. Crankshaft oil flow 52. Speed/timing sensors
17. Viscous vibration damper 53. Analog sensor list
18. System power supplies 54. Coolant temperature sensor
19. ECM power supply 55. Intake temperature sensor
20. ECM power supply circuit 56. Atmospheric pressure sensor
21. ECM connector 57. Engine power derating map
22. Injector circuit 58. Turbocharger outlet sensor
23. Pump control valve circuit 59. Oil pressure sensor
24. Analog sensor supply circuit 60. Oil pressure map
25. Digital sensor supply circuit 61. Fuel pressure sensor
26. Air intake heater circuit 62. Hydraulic temperature sensors
27. Service tool power supply 63. Hydraulic pressure sensor
28. Electronic control system, title slide 64. Digital sensor list
29. ECM 65. Throttle position sensor
30. ECM cutaway 66. Pulse Width Modulated (PWM) signal
31. Fuel injector 67. Ground level shutdown switch
32. HEUI injector testing 68. User defined shutdown input
33. Timing control logic 69. Air intake switch circuit
34. Electronic governor 70 Cat Data Link diagram
35. Speed/timing circuit 71. Cat/CAN Data Link circuit
36. Speed/timing sensors 72. Conclusion
C-9 Engine - 102 -

NOTES
C-9 Engine - 103 -
 Printed in U.S.A.
07/02