High Leak-off of the Electronic Unit Injector on C6.6 and C4.

4 Engines {1251, 1290}

2016/02/29
(KENR6938-09)

SMCS - 1251, 1290 i06614138

Asphalt Compactor
PIP
CB44B (S/N: TWC1-UP)
CB54B (S/N: 4631-UP; S4P1-UP) -
202 1122
Asphalt Paver
23: 3 / 0 4 823
AP-500D (S/N: B3D1-UP)

2 1 / 0
KE :54+ 35
AP1000E (S/N: DKH1-UP)

AP1055E (S/N: TRS1-UP)

AP500E (S/N: JWK1-UP)
N
© 2 R69 00:00
0
Cat 3 C 8
AP500F (S/N: 5031-UP; 4491-UP)
2 3
e
AP555E (S/N: A5D1-UP)

r
Con illa terpi
AP555F (S/N: AP51-UP; 5F51-UP)
p a
fide r:
AP600D (S/N: TFM1-UP; TFZ1-UP)
llar
ntia
AP655D (S/N: GNN1-UP; MAN1-UP; MAT1-UP; GNZ1-UP)
Inc
BG500E (S/N: B5E1-UP)
lG .
BG555E (S/N: B5P1-UP)
ree
BG600D (S/N: B6K1-UP)
BG655D (S/N: BPA1-UP)
n
BG655D MTS (S/N: B5D1-UP)
CB54 (S/N: JLM1-UP)
Backhoe Loader
420E (S/N: PRA1-UP; PHC1-UP; GEK1-UP; DJL1-UP; DAN1-UP)
430E (S/N: MXB1-UP; SWC1-UP; SCD1-UP; RLN1-UP)
450E (S/N: RBA1-UP; EBL1-UP; LYR1-UP)
Compact Wheel Loader
910H (S/N: SAT1-UP)
914G2 (S/N: KNP1-UP)
Excavator
320D (S/N: JZA1-UP; MZD1-UP)
320D L (S/N: KZF1-UP)
323D L (S/N: NZF1-UP)
M313D (S/N: D3W1-UP)

M315D (S/N: D5W1-UP)

Generator Set
C4.4 GEN SET (S/N: D4B1-UP; D4D1-UP; GLD1-UP; GLE1-UP)
C6.6 DE150E2/DE (S/N: GTM1-UP)
C6.6 GEN SET (S/N: LC61-UP; SDA1-UP; N6D1-UP; MRW1-UP)
Industrial Engine
C4.4 (S/N: 4441-UP)
C6.6 (S/N: 6661-UP)
Integrated Toolcarrier
IT14G2 (S/N: ERP1-UP)

IT38H (S/N: JNJ1-UP)

Knuckleboom Loader
C6.6 (S/N: 5591-UP)
Load Haul Dump
R1300G Series II (S/N: RSL1-UP)
Mobile Hydraulic Power Unit
M316D MHPU (S/N: KMA1-UP)
Motor Grader
120M (S/N: R9A1-UP; PJB1-UP; B9C1-UP; R9C1-UP; NJD1-UP; B9N1-UP; CBS1-UP; B9W1-UP;
D9W1-UP; RMY1-UP)
12M (S/N: R9B1-UP; B9F1-UP; B9R1-UP)
Pipelayer
PL61 (S/N: WGS1-UP)
Pneumatic Compactor
CW34 (S/N: C341-UP; J3H1-UP)
Soil Compactor
CP54B (S/N: 5461-UP; P5F1-UP; PFM1-UP)
CP56B (S/N: 4381-UP; M5P1-UP)
CP68B (S/N: 6841-UP; SDT1-UP)
CP74B (S/N: 7441-UP; M7B1-UP)
CP76 (S/N: C7L1-UP; JCP1-UP)
CS54B (S/N: 5441-UP; M5B1-UP; MFC1-UP)
CS56 (S/N: JMM1-UP)
CS56B (S/N: 4371-UP; M4M1-UP)
CS64B (S/N: DH61-UP)
CS68B (S/N: 4391-UP; MBF1-UP)
CS74B (S/N: 4411-UP; E7E1-UP)
CS76 XT (S/N: JCS1-UP; CYX1-UP)
CS78B (S/N: 4431-UP; M8M1-UP)

CS79B (S/N: C791-UP)

Track Loader
953D (S/N: LBP1-UP)
963D (S/N: LCS1-UP)
Track-Type Tractor
D3K (S/N: FFF1-UP)
D3K LGP (S/N: JTD1-UP; LLL1-UP)
D4K LGP (S/N: RRR1-UP)
D4K XL (S/N: MMM1-UP)
D5K (S/N: JLF1-UP)
D5K LGP (S/N: YYY1-UP)
D5K XL (S/N: WWW1-UP)
D5R LGP (S/N: D5L1-UP)
D5R XL (S/N: D5X1-UP)
D6K (S/N: NCF1-UP)

D6K LGP (S/N: DHA1-UP)

D6K XL (S/N: HMG1-UP; FBH1-UP)

D6N LGP (S/N: GHS1-UP; DJY1-UP)

D6N XL (S/N: DJA1-UP; JAH1-UP; LJR1-UP; MLW1-UP)

Vibratory Compactor
CB54 (S/N: K3J1-UP)

CB64 (S/N: CB51-UP; DJM1-UP)

CP44 (S/N: MPC1-UP; M4P1-UP)

CP54 (S/N: C5Y1-UP)

CP56 (S/N: C5P1-UP; FCP1-UP)

CP64 (S/N: P7F1-UP; C6P1-UP)

CP74 (S/N: P8F1-UP)

CS-533F (S/N: C5X1-UP)

CS44 (S/N: M4C1-UP; M4S1-UP)
CS54 (S/N: C5R1-UP; C5W1-UP)

CS56 (S/N: C5S1-UP; FCS1-UP)

CS64 (S/N: C7F1-UP; C6S1-UP; WSW1-UP)

CS74 (S/N: C8F1-UP; C8S1-UP)

Wheel Feller Buncher
2470C (S/N: W471-UP; W2M1-UP)
553C (S/N: W531-UP; PGR1-UP)

Wheel Loader
924H (S/N: HXC1-UP; JTM1-UP; KLN1-UP; RRS1-UP; LKW1-UP)

924HZ (S/N: RCB1-UP; WLB1-UP; PED1-UP; JRL1-UP; JZZ1-UP)

928H (S/N: RSB1-UP)

928HZ (S/N: BYD1-UP; CXK1-UP)

930H (S/N: DHC1-UP; FTD1-UP)

938H (S/N: MCC1-UP; MJC1-UP; JKM1-UP; LKM1-UP)

Wheel Tractor Scraper
613G (S/N: ESB1-UP; YCB1-UP; DBE1-UP)
Wheeled Excavator
M313D (S/N: J3A1-UP; K3D1-UP; W3H1-UP)

M315D (S/N: J5B1-UP; K5E1-UP; W5M1-UP)

M315D2 (S/N: CH31-UP)

M316D (S/N: W6A1-UP; P6K1-UP; D6W1-UP)

M317D2 (S/N: CH51-UP)

M318D (S/N: P8L1-UP; W8P1-UP; D8W1-UP)

M318D MH (S/N: P9M1-UP; W8R1-UP; D9X1-UP)

M322D (S/N: W2S1-UP; P2T1-UP; D2W1-UP)

M322D MH (S/N: W2T1-UP; P3W1-UP; D3X1-UP)

Introduction
There have been isolated occurrences of excessive fuel leakage past the electronic unit injectors on
some engines.

Accelerated wear on the delivery valve results in an increased leak rate.

For six cylinder engines, the fuel injection pump cannot generate enough fuel flow or volume to
compensate for the leak-off rates above a critical value of 38 mL (1.3 oz) per 30 seconds of cranking
at a speed of 150 rpm.

For four cylinder engines, the critical value is 25 mL (0.85 oz) per 30 seconds of cranking at a speed
of 150 rpm.

If the engine turns over but the engine does not start, refer to Troubleshooting, "Engine Cranks but
Will Not Start". Perform the following procedure when directed by Troubleshooting, "Engine Cranks
but Will Not Start". The procedure will help to assess the amount of fuel pressure leak-off within the
high-pressure fuel system.

Note: The engine may start, but you may still have high leak-off within the high-pressure fuel
system.

NOTICE
Do not perform any procedure in this Special Instruction until
you read this information and you understand this information.

Note: If the electronic unit injectors are replaced, ensure that the valve bridge is seated in the
correct position. Failure to carry out this procedure correctly may result in engine failure. For further
information, refer to Engine News, SEBD9574, "Improved Valve Bridges" and Service Magazine,
SEPD0975, "Improved Valve Bridges".

Note: If applicable, a completed service report (form number 089479-00) must be included with the
returned parts. ECM warranty report downloads, datalogs, and any special test results as directed by
repair procedures are to be uploaded to SIMS. Checklists that are packaged with replacement parts
are to be completed and packaged with parts being returned.

Refer to Special Instruction, REHS7790, "Improved Fuel System Diagnostic Test Documentation for
Certain C4.4 and C6.6 Engines" for additional diagnostic test documentation.

Test Procedure for Measuring High Leak-off for the

Electronic Unit Injectors

NOTICE
Before beginning any work on the fuel system, refer to
Operation and Maintenance Manual, "General Hazard
Information and High-Pressure Fuel Lines" for safety
information.

Refer to Systems Operation, Testing and Adjusting,

"Cleanliness of Fuel System Components" for cleanliness
information on the fuel system.
Note: Caterpillar recommends that the procedure should be carried out without starting the engine.

Table 1
Required Tools 
Tool  Part Number  Part Description  Qty 
A  300-4988  Fuel Leakoff Kit  1 

1. Ensure that the engine is shut down. Remove the banjo bolt that is on the bottom of the fuel
transfer pump.

Illustration 1 g01402111
Typical example

2. Install Tooling (A) to the fuel transfer pump.

Note: Tooling (A) will replace the banjo bolt that was removed in Step 1. Do not substitute
Tooling (A). Tooling (A) is specially designed for the test.

3. Install a clear plastic hose (1). Place the opposite end of the plastic hose into a suitable
container that is clean.

4. Connect the electronic service tool to the diagnostic connector.

5. Disconnect the three harness connectors for the electronic unit injectors at the valve mechanism
cover base to prevent starting the engine.

6. Perform a data log of the following parameters at a sample rate of 240 samples per minute.
ECM Parameters

Active Diagnostic Codes that are present

Atmospheric Pressure
 Battery Voltage

Delivered Fuel Volume

Desired Engine Speed

Desired Fuel Rail Pressure

Diagnostic Clock

Engine Coolant Temperature

Engine Oil Pressure

Derate of Engine Power

Engine Speed

Fuel Rail Pressure

Inlet Air Temperature

Intake Manifold Pressure

Requested Desired Engine Speed

Fuel Volume for the Smoke Limit

Fuel Volume for the Torque Limit

Engine Load Factor

NOTICE
After 30 seconds of cranking the engine, release the starter
switch or button and wait 2 minutes to allow the starting motor
to cool before attempting to start the engine again.

7. Start the data log. Crank the engine for 30 seconds.

8. End the data log.

9. Record the amount of fuel that has been collected in the container from the leak-off connector
on the cylinder head. Conduct the test three times. Calculate the average of the three values.

10. Refer to step 10.a or step 10.b for the relevant values for your engine.

a. For six cylinder engines, if more than 38 mL (1.3 oz) of fuel has been collected during the
30 second crank test, then there is high leak-off of the electronic unit injectors.
 For six cylinder engines, if less than 38 mL (1.3 oz) of fuel has been collected for the 30
second crank test, then there is not high leak-off of the electronic unit injectors.

Refer to Troubleshooting, "Engine Cranks but Will Not Start" to diagnose the problem.
b. For four cylinder engines, if more than 25 mL (0.85 oz) of fuel has been collected during
the 30 second crank test, then there is high leak-off of the electronic unit injectors.
For four cylinder engines, if less than 25 mL (0.85 oz) of fuel has been collected for the 30
second crank test, then there is not high leak-off of the electronic unit injectors.

Refer to Troubleshooting, "Engine Cranks but Will Not Start" to diagnose the problem.
11. Remove Tooling (A). Install the banjo bolt and two new washers to the fuel transfer pump.
Tighten the banjo bolt to a torque of 21 N·m (186 lb in).

12. End of the test. If there is high leakage of the high-pressure fuel system, proceed to "Measuring
the Fuel Injection Pump Flow and High Leak-off for the Individual Electronic Unit Injector".

Measuring the Fuel Injection Pump Flow and High Leak-

off for the Individual Electronic Unit Injector
This procedure provides a method to evaluate the internal leakage condition of the following
components:

Fuel injection pump

Fuel pressure relief valve

Electronic unit injectors

The procedure provides a method to compare internal fuel leakage to a precision calibrated orifice.

Use the"Test Kit Data Sheet" to record the test data. For an example of the test process calculations
refer to "Example Calculations Sheet".

Use the checklist form provided with the replacement component to document the test results.

Do not discard this form. A completed checklist is required with the claim story. A completed checklist
is to be included with any fuel injection system component returned for credit.

Use the following procedure to aid in the diagnosing of the following conditions:

The engine cranks but the engine does not start

The fuel rail pressure is low

There has been a low rail-pressure event

The engine fuel injection system has excessive internal fuel pressure leakage

Verify the following before continuing with this procedure:

 No fuel injection pump or electronic unit injector diagnostic trouble codes are active

No external high-pressure leaks exist

The cranking speed of the engine is at least 150 rpm

Note: A battery booster is essential to maintain consistent cranking speed of at least 150 rpm for all
fuel injection pump and electronic unit injector tests.

The low-pressure fuel system is providing a minimum of 50 kPa (7 psi) of pressure to the fuel
injection pump.

Determine if the pressure in the fuel manifold (rail) during engine cranking is less than 22 MPa
(3200 psi). This will assist when conducting the procedure in Troubleshooting, "Engine Cranks but
Will Not Start".

If troubleshooting for low rail-pressure event, first warm up the engine to improve the test results.

If possible run at high speed and load to duplicate the low rail-pressure event conditions

If it is not possible to put load on engine, run the "Fuel System Verification Test". This will
increase the desired rail-pressure to help get the fuel injection pump and electronic unit injectors
warm.

Proceed with the test procedure when the fuel injection pump and electronic unit injectors are
still warm.

Required Parts
Table 2

Required Parts for the Six Cylinder Engine 

Part Number  Description  Qty 
362-9754  Test Kit  1 
336-8174  Fuel Injection Line  1 
336-8175  Fuel Injection Line  1 
336-8176  Fuel Injection Line  1 
336-8177  Fuel Injection Line  1 
336-8178  Fuel Injection Line  1 
336-8179  Fuel Injection Line  1 
278-4138  Fuel System Protection Gp  1 

Table 3

Required Parts for the Four Cylinder Engine 

Part Number  Description  Qty 
 362-9754  Test Kit  1 
333-4732  Fuel Injection Line  1 
333-4733  Fuel Injection Line  1 
322-3745  Fuel Injection Line  1 
322-3746  Fuel Injection Line  1 
278-4138  Fuel System Protection Gp  1 

Illustration 2 g03019476
Typical example of 362-9754 Test kit
(1) 356-2466 Case
(2) 356-2470 Cylinder – Collection
(3) 362-9749 Orifice As - Discharge
(4) 362-9753 Pin - Gauge
(5) 362-9751 Plug As - Rail

Test Procedure
 Electrical Shock Hazard. The electronic unit injectors use DC
voltage. The ECM sends this voltage to the electronic unit
injectors. Do not come in contact with the harness connector for
the electronic unit injectors while the engine is operating.
Failure to follow this instruction could result in personal injury
or death.

NOTICE
Ensure that all adjustments and repairs that are carried
out to the fuel system are performed by authorized
personnel that have the correct training.

Before beginning ANY work on the fuel system, refer to

Operation and Maintenance Manual, "General Hazard
Information and High-Pressure Fuel Lines" for safety
information.

Refer to System Operation, Testing and Adjusting,

"Cleanliness of Fuel System Components" for detailed
information on the standards of cleanliness that must
be observed during ALL work on the fuel system.

Note: The pressures generated during this test are lower than those generated during normal
operation. During this test, the fuel injection lines may be removed and reused when performing this
procedure due to the lower pressures that are generated during the testing. This is the only condition
where reuse of a fuel injection line is allowed.

Note: All connections must be clean prior to assembly. Carefully inspect all connections, caps, and
lines before each use. When not in use, caps, plugs, and orifice from the kit must be capped to
prevent damage and debris entry.

Use the gauge pin and an aerosol cleaner to ensure that the orifice is clean before performing this
procedure.

Measure the Pressure of the Fuel Injection Pump

This part of the process will set up the test components and determine if the fuel injection pump or
the fuel pressure relief valve is defective for internal leakage.

1. Obtain the Test Kit Data Sheet. Use the Test Kit Data Sheet to record all test measurements.
2. Remove the fuel injection lines. Refer to Disassembly and Assembly, "Fuel Injection Lines -
Remove" for the correct procedure.

Illustration 3 g03017858
Typical example

3. Connect one of the fuel injection lines (1) to the fuel manifold (rail) at cylinder number 1 fuel
outlet connection. Connect the discharge orifice assembly (2) to the other end of the fuel
injection line. Install the rail plug assemblies onto the fuel manifold (rail) for all remaining
cylinder fuel outlet connections.
Note: The collecting cylinder must be mounted at a position lower than the fuel manifold (rail)
on the engine.

4. Insert the drain hose (3) from the outlet of the discharge orifice assembly into the collecting
cylinder. Refer to Illustration 3.

5. Disable all electronic unit injectors by disconnecting the injector harness connectors. Leave the
electronic unit injectors disabled for the duration of the test.
 Illustration 4 g03017878
Typical example
6. Set 240 samples/minute for the electronic service tool graphing utility, "Data Log Recorder".

7. Record the fuel pressure in the fuel manifold (rail) and engine speed while cranking for 10
seconds.
Note: Make sure that there are no connection leaks during this test as the measurement will be
invalid.
 Illustration 5 g03017918
Typical example
(1) Pump test pressure measured at peak
(2) Pump test engine speed measured when peak pressure occurs
(3) 2 to 5 second typical for pressure to build
(4) More than 5 seconds with pressure build required to capture peak
8. Determine the fuel pressure in the fuel manifold (rail) and the engine speed where the peak
pressure was selected. Typically, pressure will start building after 2 to 5 seconds and then there
should be samples taken for 5 more seconds. Illustration 5 shows an example of selecting the
peak pressure and corresponding speed.

9. Use the engine speed where the fuel pressure in the fuel manifold (rail) was selected from Step
8 to determine the Minimum Cranking Pressure (MCP). Refer to Table 4 for engine size and
cranking rpm.
Table 4
Fuel Injection Pump MCP (Minimum Cranking Pressure) 
Engine
150-174  175-199  200-224  225-249  250-274  275-300 
Speed (rpm) 
 Minimum
Cranking
9391 kPa 11935 kPa 14713 kPa 17713 kPa 20926 kPa 24352 kPa
Pressure for
(1362 psi)  (1731 psi)  (2134 psi)  (2569 psi)  (3035 psi)  (3532 psi) 
six cylinder
engines 
Minimum
Cranking
5550 kPa 6729 kPa 7970 kPa 9253 kPa 10583 kPa 11956 kPa
Pressure for
(805 psi)  (976 psi)  (1156 psi)  (1342 psi)  (1535 psi)  (1734 psi) 
four cylinder
engines 
10. If the fuel pressure in the fuel manifold (rail) is less than the Minimum Cranking Pressure (MCP),
inspect the Pressure Relief Valve (PRV) for leakage and retest. The PRV can be checked for
leakage by inspecting the outlet of the valve for any fuel leakage. Refer to Special Instruction,
REHS5712, "Checking the High-Pressure Relief Valve for Leakage" for the correct procedure.

11. If the PRV does not leak, and fuel pressure in the fuel manifold (rail) displayed in the electronic
service tool graph is less than the MCP, remove, clean, and inspect the outlet check valves and
retest. Refer to Special Instruction, REHS3751, "Servicing the Outlet Check Plugs on the Fuel
Injection Pump" for the correct procedure.

12. Determine the new MCP based on the retest speed. If the fuel pressure in the fuel manifold (rail)
displayed in the electronic service tool graph is still less than MCP, replace the fuel injection
pump. Refer to Disassembly and Assembly, Fuel Injection Pump - Remove and Disassembly
and Assembly, Fuel Injection Pump - Install for the correct procedures.

13. If the fuel pressure in the fuel manifold (rail) is greater than MCP, record the fuel pressure in the
fuel manifold (rail) and peak pump rail pressure engine speed, which will be used for injector
testing. Proceed to "Measure Electronic Unit Injector Leakage" section.
Note: Do not remove the test kit. The test kit is required for the remainder of this procedure.

Measure Electronic Unit Injector Leakage

This part of the procedure will determine if individual electronic unit injectors are defective for internal
leakage.

Note: The electronic unit injectors can be checked for leakage in any order, use the order that is
best suited to your engine application.

Note: If the test speed for the electronic unit injector changes by more than 25 rpm from the
measurement of Pump Test speed or drops below 150 rpm, a battery booster must be used to
maintain uniform speed with the Pump Test. Maintaining a uniform cranking speed will improve the
accuracy of test results. Make sure that there are no leaks during the test as the measurement will
be invalid.

Note: When half or more of the electronic unit injectors are found to have excessive leakage, stop
the test. Record the results of the leak rate for each electronic unit injector tested. Then replace all
electronic unit injectors. Refer to Disassembly and Assembly, Electronic Unit Injector - Remove and
Disassembly and Assembly, Electronic Unit Injector - Install for the correct procedures.

PIP
202 -1122
23: 3 / 0 4 823
2 1 / 0
KE :54+ 35
N
© 2 R69 00:00
0
Cat 3 C 8
2 3
e r
Con illa terpi
p a
Illustration 6
fide r: llar
g03018160

Inc
Typical example

ntia .
lG
1. Install an existing fuel injection line for the cylinder you have selected. Refer to Disassembly and
Assembly, "Fuel Injection Lines - Install" for the correct procedure. Ensure that all outlets from
ree
the fuel manifold (rail) are capped. Refer to Illustration 6.

n
2. Record fuel rail pressure and engine speed with the electronic service tool "Data Log Recorder"
while cranking for 10 seconds.
Note: Make sure that there are no connection leaks during this test as the measurement will be
invalid.
 Illustration 7 g03019497
Typical example
(1) Injector test pressure measured at peak
(2) Injector test engine speed measured when peak pressure occurs
(3) 2 to 5 second typical for pressure to build
(4) More than 5 seconds with pressure build required to capture peak
3. Determine the fuel rail pressure and the injector test engine speed (where the peak pressure
was selected). Typically, pressure will start building after 2 to 5 seconds and then there should
be sampling for 5 more seconds. Illustration 7 shows an example of selecting the peak pressure
and corresponding speed.

4. Calculate the speed change of the injector test as follows:

Injector test speed change equals injector test engine speed minus pump test engine speed.

5. Determine injector pressure correction using the injector test speed change and Table 5. This
will correct for pressure change as speed changes.
Table 5
Injector Pressure Correction Based on Speed Change 
 Engine
speed
0-5  6-10  11-15  16-20  21-25  26-30  31-35 
change
(rpm) 
Six-cylinder
283 kPa 896 kPa 1455 kPa 2013 kPa 2572 kPa 3130 kPa 3689 kPa
pressure
(41 psi)  (130 psi)  (211 psi)  (292 psi)  (373 psi)  (454 psi)  (535 psi) 
correction 
Four-
cylinder 159 kPa 510 kPa 834 kPa 1151 kPa 1469 kPa 1793 kPa 2110 kPa
pressure (23 psi)  (74 psi)  (121 psi)  (167 psi)  (213 psi)  (260 psi)  (306 psi) 
correction 
6. If the injector test engine speed is lower than pump test engine speed, then correct the injector
pressure by adding the correction as follows:
Injector corrected pressure equals injector test pressure plus injector pressure correction.

7. If the injector test engine speed is higher than pump test engine speed (as can happen when a
battery booster is used), then correct the injector test pressure by subtracting the pressure
correction as follows:
Injector corrected pressure equals injector test pressure minus injector pressure correction.

8. Calculate injector leakage ratio as follows:

Injector leakage ratio equals injector corrected pressure divided by pump test rail pressure.

If the Injector leakage ratio is less than 0.85, the injector must be replaced, if the injector
leakage is greater than 0.85 the injector is within the required parameters.

Remove the fuel line. Replace the cap on the fuel manifold (rail) and injector.

9. Proceed to the next injector to be checked. Repeat Step 1 through Step 8 for the remaining
electronic unit injectors to be tested.

10. Remove components of 362-9754 Test Kit from the engine. Replace any fuel injection lines that
were removed during the procedures. Refer to Disassembly and Assembly, Fuel Injection Lines
- Install for the correct procedure.

11. Reconnect the electronic unit injector harness connectors.

Test Kit Data Sheet

Table 6
 Minimum
Pump Pump Test
Cranking
Test Rail Engine
Pressure
Pressure  Speed 
(MCP) 
Fuel
Injection From
Pump Test Service 
Pump
Tests  From Datalog
Use speed
Pump Test where
and table 4 
Datalog peak rail
pressure
occurs 
Pump Test
      If peak pressure less than MCP inspect PRV 
1 
Pump Test 2
If peak pressure less than MCP inspect outlet
(after PRV      
check valves 
service) 
Pump Test 3
(after outlet If peak pressure less than MCP replace fuel
     
check valve injection pump 
clean) 
Injector
Injector
Injector Test Injector Test Injector
Test
Test Rail Engine Pressure Corrected/Pump
Engine
Pressure  Speed Correction  Pressure Ratio 
Speed 
Change 
Electronic
Unit From
Injector Service 
Injector Last Pump
Tests  From Test Corrected Injector
Test Speed Using speed
Injector Datalog Pressure divided by
subtract change and
Test where Latest Pump
Injector table 5 
Datalog peak rail Pressure 
Test Speed 
pressure
occurs 
If less
Injector
than 0.85
Number 2          
replace
Test 
Injector 2 
If less
Injector
than 0.85
Number 3          
replace
Test 
Injector 3 
If less
Injector
than 0.85
Number 5          
replace
Test 
Injector 5 
If less
Injector
than 0.85
Number 6          
replace
Test 
Injector 6 
Injector           If less
Number 4 than 0.85
Test  replace
Injector 4 
If less
Injector
than 0.85
Number 1          
replace
Test 
Injector 1 

Example Calculations Sheet

Fuel Injection Pump Test

Illustration 8 g03019697
Typical example of pump pressure and speed measurement
Pump Test Rail Pressure (1) is 14148 kPa (2052 psi). Pump Test Engine Speed (2) is 162 rpm.

With Pump Test Engine Speed of 162 rpm, Minimum Cranking Pressure (MCP) from table 4 is
9391 kPa (1362 psi).
Pump Test Rail Pressure of 14148 kPa (2052 psi) is larger than MCP of 9391 kPa (1362 psi), so fuel
injection pump is OK.

Electronic Unit Injector Test

Illustration 9 g03019781
Typical example of injector Test pressure and speed measurement
Injector Rail Pressure (1) is 10721 kPa (1555 psi). Injector Test Engine Speed (2) is 144 rpm.

Injector Engine Speed Change is 162 minus 144 equals 18 rpm.

Injector Pressure Correction from table 5 is 2013 kPa (292 psi).

Speed is higher than pump test speed so add the correction: Injector Corrected Pressure equals
10721 kPa (1555 psi) add 2013 kPa (292 psi) equals 12735 kPa (1847 psi).

Injector Leakage Ratio is 1847 divided by 2052 equals 0.90.

Injector Leakage Ratio of 0.90 is larger than injector ratio threshold of 0.85, so the injector leakage is
OK.

PIP-11224823
2023/01/03
23:25:34+00:00
i02810762
© 2023 Caterpillar Inc.
Caterpillar:
Confidential Green