ACERTTM Technology

for C7 and C9
On-Highway Engines

This presentation covers the new product introduction for the C7 and C9 on-
highway engines using ACERT technology.

The presentation can be downloaded from the Service Training Website.

Service Training website URL:

https://psmktg.cat.com/srvtrng/index.htm

Class Intro.ppt 1
 Topics Covered

! General introduction
! Iron changes
! Electronic changes

We will first briefly describe ACERT technology in a general manner. We will

then talk about changes to the iron for the C7 and C9. Then we will discuss
what's different with the electronic control system on these engines.

Class Intro.ppt 2
 ACERT:

! Advanced
! Combustion
! Emissions
! Reduction
! Technology

ACERT stands for Advanced Combustion Emissions Reduction Technology.

Class Intro.ppt 3
 Nomenclature

Lack of a hyphen in the model

designations indicates that the engine
uses ACERT Technology:
• C7 (based upon 3126E)
• C9 (based upon C-9 industrial / machine)
• Other engines using ACERT Technology
will be covered in a separate NPI

To help set aside the engines that use ACERT technology, there is a change
to the model nomenclature. The model number is written with no hyphen.

The C7 uses ACERT technology, but is based upon the now familiar 3126E.
As you recall, the 3126B on-highway engine was renamed to 3126E in March
of 2001 to recognize the product enhancements that had been made. These
included chrome ceramic structure rings, tungsten coated HEUI injectors, and new
CFFV/LEV (Clean Fuel Fleet Vehicle/Low Emission Vehicle) ratings, and more.
The C7 engine is the next progression for this 7 liter engine.

Like the C7, the C9 is an in-line, 6 cylinder HEUI engine, turbocharged and
air to air aftercooled. The C9 on-highway engine with ACERT technology is
an updated version of the C-9 industrial / machine engine originally released
for the 2000 model year.

Heavy duty engines with ACERT technology will be covered in a separate

NPI presentation.

Class Intro.ppt 4
 What is ACERT Technology?

“ACERT technology is a series of

evolutionary, incremental improvements
that provide a breakthrough engine
technology built on systems and
components that have been developed
by Cat with proven reliability.”

John Campbell, director of on-highway engine products,

Caterpillar Power Systems Division

So, what is ACERT technology?

In a recent press announcement, John Campbell, director of on-highway

engine products -- Caterpillar Power Systems Division, described it this way,
“ACERT technology is a series of evolutionary, incremental improvements
that provide a breakthrough engine technology built on systems and
components that have been developed by Cat with proven reliability."

As technicians, trainers, technical communicators, or whatever engine

related job best describes each of us, it is reassuring to know that although
we are dealing with breakthrough technology, it is based on a familiar
platform.

Class Intro.ppt 5
 C7 and C9 Engines

C7 C9

As you can see, the C7 and C9 are similar in appearance, but the
commonality goes beyond that.

Class Intro.ppt 6
 C7 & C9 Commonality:

! New injector
! New HEUI pump
! 48 tooth timing strategy
! Sensor strategy
! ECM: ADEM III (with new software)
! After treatment: oxi-cat

Both use an updated HEUI injector, a new unit injector hydraulic pump, a 48
tooth timing strategy, common sensors, ADEM III ECM, and a diesel
oxidation catalyst aftertreatment device.

Each of these is covered later in the presentation.

Class Intro.ppt 7
 C7 Engine Specs:

! Disp. = 439 cu in (7.2 liters)

! Bore = 4.33 in (110 mm)
! Stroke = 5.00 in (127 mm)
! Dry wt. (approx) = 1295 lbs
! Length = 42.5 in (1078 mm)
! Width = 31.4 in (798 mm)
! ATAAC
! Planned ratings: 190-330 hp

These specifications are the same as for the previous 3126E.

Planned ratings for the C7 will range from 190 horsepower with 520 lb. ft.
torque, to 330 horsepower with 860 lb. ft. torque for fire truck, RV,
emergency, roadside recovery rating.

Class Intro.ppt 8
 New Design for C7

Aside from the updated fuel system and

control software, there are minimal iron
changes from the 3126E to the C7:
• 13% New Content
• 42 New Part Numbers

Aside from the updated, enhanced fuel system and control software, there
are minimal iron changes from the 3126E to the C7.

Because the C7 has a higher peak cylinder pressure than the 3126E, the C7
requires a stronger iron chemistry for the block.

In all, there is approximately 13% new content when comparing the C7 to the
3126E.

Class Intro.ppt 9
 New Design for C7
! Monosteel
pistons for
ratings
230 hp and up
! One piece
aluminum
pistons for 190
& 210 hp ratings

In ratings of 230 horsepower and above, the C7 uses a monosteel piston.

The 3126B will continue to use the present steel articulated pistons.

In the 190 and 210 horsepower ratings, the C7 ACERT uses one-piece
aluminum pistons that are similar in appearance to those used in the 3126B
in the lower horsepower ratings. However, the C7 has a different combustion
crater design. The 3126B piston would interfere with the new injector tip in
the C7, if the wrong piston were used.

Class Intro.ppt 10
 New Design for C7

Cylinder head:
• Injector bore
changed to match
new injector
• Bolt pattern
changed for
isolated valve cover
base

The C7 cylinder head was modified to accept the new injectors. Also, the bolt
pattern was changed to accommodate the new valve cover base. The base
is fully isolated with ribbon seal and isolator bolts.

Class Intro.ppt 11
 New Design for C7

!Valve cover
!Valve cover base

The C7 uses a new, composite valve cover. It is semi-isolated, with ribbon

seal and shoulder bolts.

Class Intro.ppt 12
 New Design for C7

! Side cover
breather

There is a side cover mounted breather, using a rubber coated steel gasket
for sealing.

Class Intro.ppt 13
 C9 Engine Specs:
! Disp. = 537 cu in (8.8 liters)
! Bore = 4.41 in (112 mm)
! Stroke = 5.87 in (149 mm)
! Dry wt. (approx) = 1500 lbs
! Length = 42.4 in
! Width = 32.8 in
! Height = 37.6 in
! ATAAC
! Planned ratings: 275 to 400 hp
! 8% New content

These are the same specifications as the C-9 industrial engine.

Planned ratings for the C9 will range from 275 horsepower with
860 lb. ft. torque, to 400 horsepower with 1100 lb. ft. torque for the RV (D
tier) rating.

Class Intro.ppt 14
 C9 Block
! No spacer plate - fewer
sealing joints for reduced
risk of leaks
! Integral oil cooler for
reduced weight and
engine width
! High coolant & oil flow for
long engine life

The C9 is a medium duty engine with heavy duty characteristics.

With no spacer deck, there are fewer sealing joints, thus reducing the
possibility of leaks. The integral oil cooler cast in the block reduces weight
and width of the engine and also eliminates external lines.

High coolant and oil flow provides long engine life.

Class Intro.ppt 15
 C9 Block
! Stronger block to allow
increased cylinder
pressure
! Strengthened flywheel
housing joint for longer
life
! Serpentine heavy duty
design for lower noise

For the C9 engine with ACERT technology, the block uses iron chemistry to
allow higher cylinder pressure capability. Tensile strength of the block is
220480 kPa (32,000 psi) which is the same as the 3176C and 3196
industrial engine blocks.

The flywheel housing joint has been strengthened for longer life. The
housing joint is the same as used on the 3176C and 3196 industrial engines.

The Cylinder block is a single piece, deep skirted, serpentine design, shaped
to increase stiffness and reduce weight and noise.

Class Intro.ppt 16
 C9 Mid-Supported
Wet Liner
! Removable for excellent
rebuildability
! Allows higher top piston
ring position for better fuel
consumption and emissions
! Induction hardened, plateau
honed, high strength grey
iron increased life

The C9 has mid-supported wet liners for increased life and excellent
rebuildability. The mid-support feature allows a higher top ring position,
which improves fuel consumption and emissions.

The high strength, grey cast iron liner has an induction hardened internal
surface to provide extended wear life. Plateau honing provides excellent oil
control.

Class Intro.ppt 17
 C9 Cylinder Head
! 4 valve, cross flow head for
improved air flow, fuel
consumption and
emissions
! Stiffer structure for
improved strength, sealing,
durability and reusability
! 6 bolt cylinder head to
block joint for improved
combustion gas sealing,
minimized bore / liner
distortion

The C9 cylinder head is a 4 valve, cross flow design for excellent breathing
capability which results in better fuel consumption and emissions.

Robust design of cylinder head casting provides long life. A 6 bolt per
cylinder design provides better sealing and minimizes bore/liner distortion.

Class Intro.ppt 18
 C9 Crankshaft

! Forged steel
! Induction hardened journals and fillets
! Regrindable

The crankshaft is a single piece steel forging with induction hardened

journals and fillets. It is regrindable.

Class Intro.ppt 19
 C9 Connecting Rod

! Heavy fractured rod design

! Forged steel for Increased
Strength
! Increased bearing surfaces
for increased bearing life
! Removable through top of
cylinder for ease of service

Like the C7, the C9 uses a steel forged, fractured connecting rod. The
design allows the rod to be removed through top of cylinder for ease of
service. The fractured surfaces of the rod and cap should be handled
carefully to prevent damage when servicing.

This rod is not rebuildable in the event of a spun bearing. Replacement is

the only option after a bearing failure which has caused damage to the
bearing bore.

Normal reusability guidelines should be followed, if the rod is not reusable, it

is scrapped. This rod is a relatively low cost item. For this reason, oversize
bearings are not supplied and therefore rebuilding is not an option.

Class Intro.ppt 20
 C9 Camshaft

! Carburized and heat

treated steel for
durability
! High position allows
use of short push
rods for Improved
overspeed capability
! 4 bearings

The camshaft is carburized and heat treated, and is supported in the block
by 4 aluminum bearings. The high position of the camshaft allows for the use
of shorter push rods for improved durability and overspeed capability.

The C7 and C9 engines both use the same cam gear. As mentioned earlier,
they use a 48 tooth timing strategy. Actually, the strategy is referred to as a
"48 minus 1" tooth arrangement. The speed / timing sensors read the
spaces between the teeth. With a 48 tooth pattern, one tooth is absent, to
identify the Top Dead Center position.

Class Intro.ppt 21
 HEUI-B Fuel System
! Hydraulically actuated electronically
controlled unit injectors
! Injection pressure is independent of
engine speed
! Variable injection rate shape
! Provides maximum efficiency with
low emissions

Both the C7 and the C9 use the latest HEUI-B Fuel System. Like all HEUI
engines, the fuel system provides excellent performance since the injection
pressure is nearly independent of engine speed.

The HEUI-B system has enhanced, electronically controlled, injection rate

shaping capability. The proprietary design of this system allows infinite fuel
delivery strategies. Depending on engine operating speed and load, the
system uses a variety of shaped injection traces. This results in reduced
emissions at the point of combustion, while preserving engine reliability and
durability.

Class Intro.ppt 22
 Larger HEUI Pump
! Larger
displacement
pump
! Higher rail
pressure
capability
! Larger reservoir

The C7 / C9 have a variable delivery HEUI Pump with an integrated electro-

hydraulic control valve. An earlier version of this pump is used on the 3126E
truck and C-9 industrial engines. The C7/C9 pump is essentially a bored and
stroked version of the earlier pump, capable of 10 cc’s volumetric output per
revolution versus the earlier pump's capability of 8 cc’s per revolution.
The C7/C9 pump has 28MPa (4060 psi) relief valve pressure vs. 26MPa
(3770 psi) for the earlier pump. It also has a larger capacity reservoir.
Visually, this is the most distinctive feature. There are some other internal
differences that support this higher pressure and higher displacement
capability, but there is minimal new content due to design carryover.

Class Intro.ppt 23
 HEUI Pump Drive

! Two different
drive gears:
! 31 teeth for C9
! 36 teeth for C7

The C7 and C9 pumps operate at different drive speeds. This is

accomplished by using different front drive gears.
The C7 has a 36 tooth gear, providing a 1.38:1 ratio. The C9 has a 31 tooth
gear, giving it a 1.61:1 drive ratio.
The C9 needs more oil flow, so the pump turns at a faster rpm on the C9
engine. Also, the C9 has an iron mounting flange for increased strength,
while the C7 uses an aluminum mounting flange like on the 3126E.

Class Intro.ppt 24
 HEUI Pump

! Variable
displacement
pump
! Displacement
control vs.
pressure control
! Increased
reliability

Because the pump has variable volume delivery, the system only
pressurizes the volume of oil that is needed for engine operation. This
results in a 1% to 5% bsfc improvement on the engine as compared to the
fixed volume per revolution pump used on the 3126B.
This pump uses a port-metering principle to regulate the volume of
pressurized actuation oil. This is similar to the sleeve metering method used
in earlier fuel systems. There is a fixed angle rotating drive plate. The pump
group does not rotate. We have over 20,000 endurance hours on the C7/C9
pump, and over two years of field experience on the pump used on the C-9
and 3126E.
Endurance testing was performed at 120% of rated conditions, with cyclic
and steady state testing at performed at 110 Degrees C. Manufactured oil,
simulating used engine oil, was used for durability testing.

Class Intro.ppt 25
 Minimum Pressure

This slide shows port metering in low flow position. This will cause low oil
flow to the injectors, reducing the injection pressure.

Class Intro.ppt 26
 Maximum Pressure

Here we see port-metering in high flow position. This will cause high oil flow
to the injectors, increasing the injection pressure.

Class Intro.ppt 27
 Port-metering
Piston Motion

Full Effective Stroke

Sleeve Position
(controlled by Zero Effective Stroke
actuator)

Effective stroke
begins at port closing

The sleeve position is controlled by the actuator. The piston is moved into
and out of the stationary barrel assembly by the rotating swash plate.

Maximum volume is achieved when the sleeve is covering the bleed port in
the piston body during the full stroke of the piston into the barrel. This is
referred to as the “full effective stroke”.

Minimum volume is achieved when the sleeve is not covering the bleed port
in the piston body during the full stroke of the piston into the barrel. This is
referred to as the “Zero effective stroke”.

Class Intro.ppt 28
 Pump Operation

This slide is animated. The animation shows the oil flow through the pump
from minimum flow to maximum flow.

(Click on the image to start and stop the movie clip.)

The graphic demonstrates the following points:

• Port metering
• Control solenoid
• Control actuation
• Fixed swash plate

Class Intro.ppt 29
 Fuel Transfer Pump

! The fuel transfer pump (FTP) is the

only serviceable component
! FTP field service kit available
• Align FTP shaft with HEUI pump
center shaft
• Service instructions included with
kit

The fuel transfer pump is the only serviceable component. A field service kit
is available and must be used to prevent damage to the HEUI pump when
replacing the fuel transfer pump. A special bolt replaces the upper L.H. bolt
(as viewed from FTP end of pump) to hold the HEUI pump together as the
fuel transfer pump is removed.

Also be aware that there are special fasteners used here. The fasteners
accept:
Torx Plus T40 (OTC 6187 bit, or 6180 set)
Torx Plus T27 (OTC 6185 bit)

Class Intro.ppt 30
 IAP Diagnostic Test

There is a diagnostic test for the

HEUI pump in the Troubleshooting
Guide. Follow this if:
• the engine will not start
• actual rail pressure is not tracking
desired
• the pump is suspect

There is a diagnostic test for the pump in the Troubleshooting Guide. Follow
this if:
• the engine will not start
• actual rail pressure is not tracking desired
• the pump is suspect

Class Intro.ppt 31
 Aftertreatment

! What does it look like?

! What does it do?
! Troubleshooting
! How do we know if it is plugged?
! What do we do about it?
! Why do the OEMs carry the parts?

What does it look like?

What does it do?
Troubleshooting
How do we know if it is plugged?
What do we do about it?
Why do the OEMs carry the parts?

Class Intro.ppt 32
 Aftertreatment

What does it look like?

The aftertreatment device will look like a normal muffler. The difference is
within the can.

Class Intro.ppt 33
 Catalytic Converter Muffler
(CCM)
Diffuser Can converter

Axial inlet

flow
Side inlet

The exhaust gas first enters the element through a diffuser can. This spreads
out the gases to use the entire converter instead of just a single spot. After
passing through the converter, the gas enters the muffling element.

Class Intro.ppt 34
 Aftertreatment

Independent Catalytic Converter (ICC)

Converter
can
Inlet cone Exit
(with diffuser) cone

converter

If desired by an OEM, the vehicle could have a independent catalytic

converter and a separate muffler much like the arrangement on a car.

Class Intro.ppt 35
 Components of the
Aftertreatment
Key components:
• substrate
• catalyst coating

single channel
(cross section)

Substrate
(honeycomb)
Catalyst Coating

The catalytic element is a porous ceramic substrate with a precious metal

catalyst coating. Flow passes through the honeycomb design channels. The
cutaways here show the ceramic substrate (yellow) which is “wash coated”
(white) with a catalyst. As exhaust gases flow past the coating, a reaction
occurs that changes the chemical compounds in the exhaust gases.

Class Intro.ppt 36
 Diesel Oxidation Catalyst
Substrate (ceramic or metallic) Washcoat (Al2O3)

HC CO2
Catalyst - Pt
CO H2O
NOx NOx
PM (soot+SOF+sulfates) PM (soot+sulfates)
O2 O2

Magnified pictorial of single channel in the converter

(~35,000 channels in 10.5” dia. converter)

Caterpillar Diesel Oxidation Catalyst (DOC):

This diagram represents a single channel in the converter. It shows the

ceramic substrate, wash coat, small particles of platinum in the wash coat,
and the compounds in the exhaust gas coming into and exiting the converter.

Typically strategies to reduce NOx causes an increase in hydrocarbons. The

purpose of the DOC is to clean up the hydrocarbons.

Emissions from the engine include: hydrocarbons (HC), carbon monoxide

(CO), NOx, particulate matter (PM, consisting of soot + SOF + sulfates),
oxygen (O2). SOF, which stands for Soluble Organic Fraction, is basically
unburned fuel and oil.

As the exhaust flows through the channels of the substrate, the reaction
within the catalyst changes the hydrocarbons and carbon monoxide to
carbon dioxide and water. NOx is not affected by the converter. However,
due to ACERT Technology, the NOx is reduced at the point of combustion.

Class Intro.ppt 37
 Diesel Oxidation Catalyst
! Similar to, yet different from catalytic
converters used on automobiles
! Diesel Oxidation Catalyst (DOC):
• Cooler
• Leaner exhaust
• Different reactions
! Precious metal based (Platinum)

The Caterpillar Diesel Oxidation Catalyst (DOC) is similar to, yet different
from, the catalytic converters used on automobiles. The Diesel Oxidation
Catalyst is designed to run cooler, work with leaner exhaust, and have
different catalytic reactions.

The Diesel Oxidation Catalyst is precious metal based, using platinum.

Class Intro.ppt 38
 Diesel Oxidation Catalyst

! DOC History at Caterpillar

• Oxicat in production since 1994
• Over 50,000 units sold
! Developed a “low cost” Oxicat in 2000 - 2001
for 3126B/E LEV application

At Caterpillar, this is a mature technology. It has been in production since

1994, originally on the 3116 truck engines. Current development optimizes
size, precious metal loading, and other features.

Caterpillar developed a "low cost" Oxicat in 2000 - 2001 for use on the
3126B/E low emissions vehicle applications.

Heavy duty on-highway engines also began using aftertreatment effective

with the October, 2002 build. This continues with the heavy duty on-highway
engines using ACERT technology.

Class Intro.ppt 39
 Troubleshooting

Raw fuel and/or oil in the DOC will cause

problems:
! Increased back pressure
! Increased exhaust temperature
! Deteriorated catalytic action

Raw fuel and/or oil in the DOC will cause problems:

! Increased back pressure
! Increased exhaust temperature
! Deteriorated catalytic action

Class Intro.ppt 40
 Troubleshooting
! Higher nominal back pressure
! Check Systems Operation Test and Adjust for
maximum levels
! To assess possible problem:
• Measure high idle back pressure
• Multiply by 1.8
• Compare to maximum back pressure
specifications in SOTA

Engines equipped with catalytic converters will have higher nominal back
pressure. Check the Systems Operation Test and Adjust Manual (SOTA)
for maximum levels.
To assess possible problem:
• Measure high idle back pressure
• Multiply by 1.8
• Compare to maximum back pressure specifications in the SOTA

Class Intro.ppt 41
 C7 C9 ACERT Technology
Electronic Engine Controls

Introduction
to C7 & C9
Electronics

INTRODUCTION TO C7 AND C9 ACERT TECHNOLOGY ELECTRONIC

ENGINE CONTROLS

This presentation will show the principle electronic differences between the
existing 3126E and the C7 with ACERT technology; also the C-9 and the C9
with ACERT technology. The 3126E and the C-9 have been redesigned to
meet the new U.S. Environmental Protection Agency (EPA) Emissions
Regulations for North America.
Key new electronic features include:
- C7 and C9 injector calibration procedure
- C7 Timing calibration procedure
- Smart Wastegate

Class Intro.ppt 42
 C7 C9
Class Prerequisites
! Study references
• 3126B CD Cat HI300 Fuel System
- RENR 1390-01
• C-9 CD Cat HI300B Fuel System
- RENR 1392
• C-9 Training Manual Slide/Script on
the web at Service Training website
- https://psmktg.cat.com/srvtrng/index.htm

Study references include:

• 3126B CD Cat HI300 Fuel System, RENR 1390-01
• C-9 CD Cat HI300B Fuel System, RENR 1392
• C-9 Training Manual Slide/Script on the web at Service Training website,
https://psmktg.cat.com/srvtrng/index.htm

Prerequisites
These are the prerequisites to study for the presentation. If these prerequisites are
completed, then this presentation will fill in the new content on the engine electronics.
The CDs offer a complete description of the existing 3126E and C-9 engine fuel systems.
There are many similarities between the existing and the new engines.

Prerequisite study references

3126B CD Cat HI300 Fuel System RENR 1390-01
C-9 CD Cat HI300B Fuel System RENR 1392
C-9 Training Manual Slide/Script on the web at this
Service Training website URL: https://psmktg.cat.com/srvtrng/index.htm

Class Intro.ppt 43
 C7 C9
Electronics Agenda

! Calibrations
! Smart Wastegate
! Contacts for support

Topics
This presentation will cover the following topics:
Calibrations:
- Injector trim calibration
- Timing calibration
- Smart Wastegate
- Contact for Mossville support

Class Intro.ppt 44
 C7 and C9 Calibrations

• Injector Trim Calibration

• Timing Calibration

Calibrations
There are two calibration routines which will be covered in this presentation:
- Injector trim calibration
- Speed timing sensor calibration

Class Intro.ppt 45
 Injector Trim Calibration

Injector Trim Calibration

The first of these system calibrations to be covered is injector trim calibration.
Injector trim calibration means that each injector will perform virtually identically within very close
limits throughout the operational envelope.
In order to reach the very finely required tolerances in injector performance and to meet the EPA
requirements, the injector must be calibrated. This calibration means that for each point on the
operational speed curve, each of the injectors must perform with identical timing and fuel
quantity. This degree of accuracy is only possible with a multiple point calibration, which in turn
is only possible with very sophisticated calibration data uploaded to the ECM.
Software maps used to be in the ECM which would select the correct map using the trim code
from the face of the injector. This code was typically 4 or 6 digits.
Injector trim calibration on the C7 / C9 engines is very different from previous engines requiring
injector calibration. Firstly, the volume of information to be uploaded to the ECM is far greater
than before. This volume precludes the use of simple trim codes normally stamped on the
injector. The trim code if used, would contain hundreds of characters, obviously not practical in
this case.
In order to accommodate this volume of data, it is loaded into a trim file which is uploaded to the
engine ECM.

Class Intro.ppt 46
 Injector Trim File Downloads

! Injectors calibrated using a file

! Identified by injector serial No.
• No trim codes on injector
• Similar to flash program
! Files available on SIS
! Simple process as follows:

Downloading Injector Trim Files

Once again the injectors are calibrated using data in a file. The file is
identified by the injector serial number (seen on the following slides). This
process is not unlike the flash program process.

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

The injector serial number must be obtained first in order to download the file
to the PC.

Class Intro.ppt 47
 Injector Serial Number

Used to identify
injector trim file
Confirmation
Code used to
check file
compatibility

Locate the injector serial number obtained from the injector as shown above
(arrow).

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

The four digit random number is lasered on to the injector and included in the
trim file. This is a security measure to make sure the mechanic actually has
the injector in hand. Cat ET cross checks the injector serial number and code
in the trim file with what is typed in.

Class Intro.ppt 48
 SIS Web Main Menu with Injector Trim Files

On the SIS main menu, locate "Injector Trim Files" (arrow).

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

Class Intro.ppt 49
 Injector Trim File Download Page

Follow the instructions on screen (left arrow) which says:

"Please enter valid search criteria to the right".

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

Class Intro.ppt 50
 Injector Trim File Search Page
Injector Serial No. Entered

3B000108635C

Enter the serial number in the box (arrow).

Class Intro.ppt 51
 Search Performed

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

Click on this file name, this will bring up the "Save As" dialog box.

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

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

Class Intro.ppt 52
 File Download Dialog Box

The File Download dialog box will appear.

• Check the radio button: Save to Disk
• Click the OK button

Class Intro.ppt 53
 Save As File Dialog Box

Once the files are collected, they can be downloaded to the the PC for
calibration.

Click the Save button in order to save the file to the PC.

Note: A folder called Injector Trim Files, was created to contain the
downloaded trim file.

Class Intro.ppt 54
 Calibrating the Injector

Calibrating the Injectors

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

Service / Calibrations / Injector Trim Calibration

Note 1: Both Dealer and Customer ET can be used to perform this

operation.
Note 2: No passwords are required to perform calibration.

Class Intro.ppt 55
 Select Injector & click the “Change” Button

Select the injector to program and click the Change button at the bottom of
the screen.

The "Open" dialog box will appear.

Class Intro.ppt 56
 Highlight the File to be Programmed to the Injector

Select (highlight) the file for calibration.

Class Intro.ppt 57
 Enter the Injector Confirmation Code
A prompt Indicates an Invalid Confirmation Code

Enter the Confirmation Code, this code was recorded from the injector with
the serial number. This code ensures that the correct and compatible file is
selected.

Cat ET determines if the Confirmation Code is valid. If not, Cat ET will

display an error message as shown on this slide.

Class Intro.ppt 58
 Emissions Warning
A “Yes” answer starts the programming

A prompt Indicates emissions could be affected.

If Yes is selected, ECM programming will start.

Class Intro.ppt 59
 Upon Completion, Serial Number Field has a Value

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

Note: It the Serial Number field has not been programmed, there will be an
Active Fault displayed. The engine will run but with a warning light.

Class Intro.ppt 60
 C7 & C9 Timing Calibration

! C9 – No change from existing C-9

! C7 – Speed/Timing Cal. probe location

moves from flywheel to cylinder block like
C-9 & C9

! C7 & C9 use a crankshaft slot for

calibration

Speed Timing Sensor Calibration

There is no change from the existing C-9 Speed/Timing Sensor calibration to
the new C9 calibration.

The C7 has a major change from the existing 3126E. The probe is moved
from the flywheel housing to the cylinder block.

Class Intro.ppt 61
 C7 Timing Probe Installation

! Position crankshaft at TDC

! Rotate crankshaft 100° normal rotation
! Install probe per Service Manual
- (Previously 3126E probe installed in flywheel
housing)

C7 Timing Probe Installation

As previously mentioned, the C7 Timing Probe is installed in the cylinder
block like the C9.

The following procedure is used to install the probe:

Position crankshaft at TDC
Rotate crankshaft 100° in the normal rotation
Install probe IAW Service Manual

(The previous 3126E engine had the probe installed in the flywheel housing.)

The Service Manual procedure should be the final authority for installation.

Class Intro.ppt 62
 C7 Timing Probe Location

This view shows the C7 Timing Probe location on the block (arrow).

The probe location is behind the breather tube and below and left of the
ECM.

Class Intro.ppt 63
 C9 Timing Probe Installation

! Position crankshaft at TDC

! Rotate crankshaft normal rotation 85°
! Install probe per Service Manual
! No change from existing C-9

C9 Timing Probe Installation

There is no change from the existing C-9 timing probe installation:
• Position crankshaft at TDC
• Rotate crankshaft in the normal rotation 85°
(just less than a right angle)
• Install probe IAW (in accordance with) the Service Manual

Class Intro.ppt 64
 Smart Wastegate

Smart Wastegate
The Smart Wastegate is similar to a mechanical Wastegate. The system also works just
like the October 2002 engine Smart Wastegate.
This control system is installed primarily for emissions reasons
The unit is electronically controlled by the ECM using a solenoid valve and is operated
mechanically using boost for actuation.
The Smart Wastegate control also modulates boost pressure to prevent cylinder
overpressure and turbo overspeed at high engine speed and load while still providing
enough cylinder cooling at peak torque.
This control also enhances high altitude performance by maintaining boost as the vehicle
gains altitude.
Boost pressure is modified by by-passing a portion of the engine exhaust around the
turbocharger. The amount of exhaust by-pass is determined by the position of the
Wastegate canister linkage. Wastegate canister position is dependent on the pressure to
the canister. This pressure is controlled by the Wastegate Solenoid.
This view shows the Wastegate Canister and the bleed orifice which is in the air line tee.

Class Intro.ppt 65
 Wastegate Solenoid

The Wastegate Solenoid is controlled by the ECM and is used to modulate

the Wastegate position and therefore manifold pressure.

Class Intro.ppt 66
 Wastegate Solenoid

The Wastegate Solenoid is actually a modified hydraulic valve. The solenoid

operation is similar to the HEUI hydraulic pump control valve in that it has a
PWM signal from the ECM which controls the modulation of the Wastegate
by-pass valve.

Class Intro.ppt 67
 Wastegate Schematic

With the Smart Wastegate system, boost comes from the intake manifold
and passes through the Wastegate Solenoid control valve.
The Wastegate Solenoid is mounted on the inlet manifold. There is a bleed
orifice which allows the system to bleed pressure from the Wastegate line.

The ECM reads engine speed, load and actual boost, compares these
parameters to the desired boost maps and closes the loop to drive actual
pressure to meet desired pressure.

Currently all C9 engines have the Smart Wastegate.

Only the high horsepower C7 engines have the Smart Wastegate.

Class Intro.ppt 68
 C7 and C9 ECMs

The (Version 9) ECMs on the C7 and C9 engines are new, and they are
identical.

These ECMs are not interchangeable with the earlier 3126E and C-9
(machine and industrial) ECMs.

Class Intro.ppt 69
 C7/C9
Support

Caterpillar On-Highway
Engine Call Center
• Phone (800) 447-4986
• E-mail [email protected]

For support, technicians are available at the Caterpillar On-Highway Engine

Call Center 24 hours a day, seven days a week to answer your technical
questions. Upon calling the 800 number shown on the slide, a voice menu
will direct you to the appropriate contact to handle your situation.

You can also e-mail the call center at the address shown on the slide.

Contacts
This phone number should be used for technical assistance with the C7 and
C9 engines.

Class Intro.ppt 70
 Any Questions?

QUESTIONS AND ANSWERS

Conclusion
ACERT stands for:
A Advanced
C Combustion
E Emission
R Reduction
T Technology

ACERT technology takes us to the next generation of diesel engines without

the necessity of EGR and other maintenance intensive accessories.

In brief, ACERT technology could be termed as sophisticated simplicity.

The problems of meeting the emissions standards are met with
sophisticated, intelligent software and cutting edge injectors using the latest
technology. This technology does not result in additional sophistication in
maintenance and repair.

Class Intro.ppt 71