Curso HEUI PDF

Service Training
Meeting Guide 672
SESV1672-01
April 1997
TECHNICAL PRESENTATION
3408E/3412E HEUI FUEL SYSTEM

TO LUBE
SYSTEM
HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR
OIL
FILTER
COOL DOWN
CIRCUIT
HYDRAULIC
SUPPLY
PUMP
GROUP
OIL
COOLER
FLUID MANIFOLD
HYDRAULIC PASSAGE
OIL PRESSURE
SENSOR
HYDRAULIC
PRESSURE
SENSOR
FUEL
TEMPERATURE
SENSOR
FLUID MANIFOLD
HYDRAULIC PASSAGE
PUMP
CONTROL
VALVE
FUEL
TRANSFER
PUMP
LUBE OIL
PUMP
PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP
HEUI
ECM
SECONDARY
FUEL
FILTER
PRESSURE
REGULATING
VALVE
FUEL TANK
3408E/3412E ENGINE CONTROLS

HYDRAULIC ELECTRONIC UNIT INJECTION (HEUI)

HYDRAULIC ELECTRONIC UNIT INJECTION (HEUI)
MEETING GUIDE 672
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 3408E/3412E Hydraulic Electronic Unit Injection (HEUI) engines in all
current 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 3400 HEUI system;
2. explain the functions of the major components in the 3400 HEUI system;
3. trace the flow of oil through the engine hydraulic system;
4. trace the flow of fuel through the fuel system; and
5. trace the flow of current through the engine electrical system.
PREREQUISITES
Interactive Video Course "Fundamentals of Mobile Hydraulics"
Interactive Video Course "Fundamentals of Electrical Systems"
Programmed Instruction Course "Basic Electricity"
STMG 546 "Graphic Fluid Power Symbols"
TEVR9001
TEVR9002
SEBV0534
SESV1546
Prior training in systems operation and testing and adjusting procedures for the 3408C/3412C engines
should be completed before participating in this training session. Additionally, the participants should
have PC skills and have completed introductory training in Windows software.
Estimated Time: 8 Hours

Visuals: 138 (2 X 2) Slides
Serviceman Handouts: 8 Drawings/Data Sheet
Form: SESV1672-01
Date: 4/97
1997 Caterpillar Inc.
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SUPPLEMENTARY TRAINING MATERIAL

Video Tape "3408E/3412E HEUI Service Introduction"
Brochure "Caterpillar 3408E and 3412E Engines"
ESTMG "Introduction to Electronic Technician"
Brochure "Caterpillar Electronic Technician"
Wall Chart "HEUI Fuel System" (small)
Wall Chart "HEUI Fuel System" (large)
Wall Chart "HEUI Engine"
SEVN3550
LEDH6055
LEPV5155
NEHP5614
LEWH6116
LEWH6266
LEWH6740
Training Book "Easy Windows, 3.1 Edition" by Shelly O'Hara

Available from:
Prentice Hall Computer Publishing
0-88022-985-3
Attn: Order Dept.
201 W. 103rd St.
Indianapolis, IN 46290
Reference Book "Field Guide to Microsoft Windows 95" by Stephen L. Nelson
Available from:
Microsoft Press International at Fax No. (206) 936-7329
Also available from bookstores
Training Book "Windows 95 for Dummies"
Published by IDG Books
IDG Books World Wide Website: http://www.idgbooks.com
Available from bookstores
RECOMMENDED HEUI TOOLING

Caterpillar Electronic Technician Single Use License
Caterpillar Electronic Technician Annual Data Subscription (All Engines and Machines)
JERD2124
JERD2129
Communication Adaptor
PC to Communication Adaptor Cable
Communication Adaptor to Machine Cable
(combined ATA and CDL Data Link cable; replaces 7X1570 and 7X1412)
Digital Multimeter (Fluke 87)
Cable Probes
7X1700
7X1425
139-4166
Hydraulic Unit Injector Puller

Hydraulic Unit Injector Sleeve Removal Wrench
131-3921
111-5051
9U7330
7X1710
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REFERENCES
Troubleshooting Manual "3408E Engine--631E - 637E Wheel Tractor-Scrapers"
Troubleshooting Manual "3412E Engine--24H Motor Grader"
Troubleshooting Manual "3408E Engine--834B/836 Wheel Tractors"
Troubleshooting Manual "3408E/3412E Engines--D9R/D10R Track-type Tractors"
Troubleshooting Manual "3408E/3412E Engines--988F/990 Wheel Loaders"
Troubleshooting Manual "3408E/3412E Engines--769D - 775D Off-highway Trucks"
Troubleshooting Manual "3408E/3412E Engines--Industrial Applications"
Troubleshooting Manual "3408E/3412E Engines--651E - 657E Wheel Tractor-Scrapers"
SENR1037
SENR1038
SENR1052
SENR1054
SENR1060
SENR1062
SENR1065
SENR1076
Disassembly and Assembly Manual "3408E/3412E Captive Engines"

Disassembly and Assembly Manual "3408E/3412E Industrial and Marine Engines"
SENR1013
SENR1063
Testing and Adjusting Manual "3408E/3412E Engines--Captive Engines"

Testing and Adjusting Manual "3408E/3412E Engines--Industrial Engines"
SENR1018
SENR1033
Electrical Schematic "3408E/3412E Captive Engines"

Electrical Schematic "3408E/3412E Industrial Engines"
SENR1026
SENR1064
Special Instruction "Using the ECAP"

Special Instruction "Installing the 7X1180 ECAP Expansion Board"
SEHS8742
SEHS8833
Tool Operating Manual "Using the Communication Adapter"

Tool Operating Manual "Using the Machine Functions Service Program Module"
SEHS9264
SEHS9343
Parts Manual "3408E Industrial Engine"
SEBP2509
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TABLA DE CONTENIDOS
INTRODUCCION..................................................................................................................7
Vista Genreal ..........................................................................................................................8
Compoentes Principales ...........................................................................................................9
SISTEMA DE CONTROL ELECTRONICO .......... ............................................................26
Fuel Injection .................................................................................................................29
Fuel Injection Control System .......................................................................................31
FUEL INJECTION SYSTEM .............................................................................................49
System Components .......................................................................................................51
System Operation ...........................................................................................................53
Hydraulic Unit Injector Operation .................................................................................56
Injector Operation Characteristics ..................................................................................61
Injector Components ......................................................................................................64
Injector Removal and Installation ..................................................................................68
Injection Sequence .........................................................................................................71
HYDRAULIC SYSTEM......................................................................................................82
Hydraulic Supply Pump Group ......................................................................................83
System Operation ...........................................................................................................93
SYSTEM POWER SUPPLIES ..........................................................................................105
ECM Power Supply .....................................................................................................106
Speed/Timing Sensor Power Supply ............................................................................108
Injector Power Supplies ..............................................................................................109
Analog Sensor Power Supply ......................................................................................110
Digital Sensor Power Supply .......................................................................................111
Pump Control Valve Power Supply .............................................................................112
ELECTRONIC SENSORS AND SYSTEMS ....................................................................114
Speed/Timing Sensors ..................................................................................................115
Analog Sensors and Circuits ........................................................................................117
Digital Sensors and Circuits .........................................................................................131
Engine Shutdown Systems ...........................................................................................135
Demand Fan Controls ..................................................................................................137
Ether Injection System .................................................................................................138
CAT Data Link .............................................................................................................139
Logged Events ..............................................................................................................141
MACHINE APPLICATIONS ............................................................................................144
D9R/D10R Track-type Tractors ...................................................................................145
988F/990 Series II Wheel Loaders ..............................................................................149
769C/771C/773B/775B Off-highway Trucks ..............................................................152
3408E/3412E HEUI Industrial Engines .......................................................................155
SLIDE LIST .......................................................................................................................158
SERVICEMAN'S HANDOUTS ........................................................................................160
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INSTRUCTOR NOTES
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HYDRAULIC ELECTRONIC UNIT INJECTION
(HEUI)
1997 Caterpillar Inc.
1
INTRODUCTION
Major topics
This presentation discusses the 3408E/3412E Hydraulic Electronic Unit

Injection (HEUI) Engine Controls in all applications.
The topics are sequenced as follows:
- Introduction and Major Components
- Electronic Control System
- Fuel Injection System
- Hydraulic System
- System Power Supplies
- Electronic Sensors and Systems
- Machine Applications
INSTRUCTOR NOTE: This presentation refers to and describes
Electronic Technician (ET) as the programming tool for the
3408E/3412E engines. As new and more sophisticated electronic
engine controls are now in use, the Electronic Control Analyzer
Programmer (ECAP) is no longer adequate for all tasks (such as flash
programming). The ET software, installed on a PC, is now the
principle tool used in programming.
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2
Overview
The 3408E/3412E engines equipped with the HEUI fuel system are
available in construction equipment and industrial applications.
Industrial engines are available in both 3408C/3412C (pump and line fuel
system) and 3408E/3412E HEUI versions.
Caterpillar machines powered by the 3408E/3412E engines which feature
HEUI include:
HEUI applications
- 769D/771D/773D Off-highway Trucks

- 988F/990 Series II Wheel Loaders
- D9R/D10R Track-type Tractors
- 631E/637E/651E/657E Wheel Tractor-Scrapers
- 24H Motor Grader
System features
The HEUI engines have many features and benefits not possible with
mechanical fuel systems. These features include a very clean exhaust,
improved fuel consumption and cold starting, simplified maintenance
with fewer moving parts, and reduced operating costs.
The system has additional advantages which will be covered later in this
presentation.
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TO LUBE
SYSTEM
HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR
OIL
FILTER
COOL DOWN
CIRCUIT
HYDRAULIC
SUPPLY
PUMP
GROUP
OIL
COOLER
FLUID MANIFOLD
HYDRAULIC PASSAGE
OIL PRESSURE
SENSOR
SENSOR DE
PRESION
HIDRAULICA
FUEL
TEMPERATURE
SENSOR
FLUID MANIFOLD
HYDRAULIC PASSAGE
PUMP
CONTROL
VALVE
FUEL
TRANSFER
PUMP
LUBE OIL
PUMP
PRIMARY
FUEL FILTER
WATER
SEPARATOR
SUMINDERO
DE ACEITE
ECM
HEUI
FILTRO
SECUNDARIO
DE COMBUSTIBLE
VALVULA
REGULADORA
DE PRESION
TANQUE DE COMBUSTIBLE
3
Major Components
This schematic shows the various components in the HEUI fuel system.
A detailed explanation of the system and the various components follows
later in this presentation.
Electronically similar
to EUI system
The electronic components in the HEUI fuel system are very similar to
those used in other EUI systems. However, in the HEUI system, the
injectors are not actuated by a camshaft.
Hydraulic pump raises

pressure
A high pressure hydraulic pump, which draws oil from the pressure side
of the lubrication pump, raises the pressure to a maximum of 22800 kPa
(3300 psi). The pressure is controlled by the Electronic Control Module
(ECM). The hydraulic flow is directed to hydraulic actuators in each
injector.
Hydraulic pressure
controlled by ECM
Injectors
electronically
signalled
The injectors are electronically signalled (as in the EUI system) to permit
oil under high pressure to move a piston which then moves the fuel
plunger.
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4
Siete tipos de
componentes principales
1. Hydraulic supply
pump group
2. ECM
This slide shows seven of the major types of components in the HEUI
fuel system.
Hydraulic Supply Pump Group (1) containing:
- High pressure hydraulic pump
- Pump control valve
3. Throttle control
- Transfer pump
4. Speed/timing
sensor
ECM (2)
5. Injector
Throttle Control (3)
6. Temperature
sensor
Speed/Timing Sensor (4)
7. Pressure sensor
Injector (5)
Temperature Sensor (6)
CAT Data Link and

coolant flow switch
(not shown)
Pressure Sensor (7)

The CAT Data Link (not shown) provides a two-way communication path
between the HEUI system and the remaining electronic circuits or
systems on the machine. The CAT Data Link also allows the service tool
to communicate with the engine electronic system.
NOTE: Only one example of each sensor (pressure, temperature and
speed/timing) is shown on the slide.
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2
222
5
3400 HEUI engine top
view
1. ECM--the "heart"
of the system
Personality module
access panel located
below ECM
2. Hydraulic supply
pump group
Wiring harness
The principal component in the HEUI system, the Electronic Control

Module (1), is mounted on top of the right front valve cover.
The ECM is the "heart" of the engine. The ECM performs engine
governing, timing and fuel limiting. It also reads sensors and
communicates to the instrument display system through the CAT Data
Link.
The Personality Module is used to program the ECM with all the rating
information for a particular application. The Personality Module can be
changed by direct replacement or can be flash programmed
(reprogrammed) using a PC. The Personality Module Access Panel is
located below the ECM.
The Hydraulic Supply Pump Group (2) is mounted in the vee of the
engine in the same position as the original fuel pump and governor for the
3408C/3412C engines. Flow from this pump supplies the actuating
pressure for the injectors. Mounted on the rear of the pump is the fuel
transfer pump.
Among the visible components are the Wiring Harness and 40 Pin
Connectors to the ECM.
INSTRUCTOR NOTE: The slides which follow show machine and
industrial engines. The physical appearance and function of the
HEUI machine and industrial engine components are very similar.
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3
1
6
Engine upper left side
view
1. Fuel temperature
sensor
2. Atmospheric
pressure sensor
3. Lubrication oil
pressure sensor
4. Hydraulic
temperature sensor
5. Machine interface
connector
6. Ground bolt
This view from the upper left side of the engine shows the Fuel
Temperature Sensor (1). The Atmospheric Pressure Sensor (2) is
mounted on the Hydraulic Supply Pump Group mounting adapter.
Mounted on the Hydraulic Supply Pump Group is the Lubrication Oil
Pressure Sensor (3). The sensor is used by the ECM to generate a low
oil pressure warning for the operator.
Also mounted on the Hydraulic Supply Pump Group is thelUBRICATION
Temperature Sensor (4). This sensor is used by the ECM for viscosity
compensation to maintain consistent fuel delivery and injector timing
regardless of viscosity changes caused by varying hydraulic temperatures.
Both sensors are threaded into the supply pump case.
The 40 Pin Machine Interface Connector (5) is mounted behind the
Hydraulic Supply Pump Group. This component makes the connection
between the engine and machine wiring harnesses.
A vital part of the wiring assembly is the Ground Bolt (6) mounted on
the machine interface connector bracket.
NOTE: Oil flow from the Hydraulic Supply Pump Group will be
referred to as "hydraulic" to avoid confusion with the lubrication
system.
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7
1. Timing calibration
connector
The Timing Calibration Connector (1) is located adjacent to the ECM.
2. Hydraulic pressure
sensor
The Hydraulic (Injection Actuation) Pressure Sensor (2) is located

between the valve cover bases in the right Fluid Supply Manifold.
3. Injector connector
The Injector Connector (3) is one of four connectors on a 3408E.

(Each connector supplies current to two injector solenoids.)
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8
Coolant temperature
sensor (arrow)
The engine Coolant Temperature Sensor (arrow) is located in the front

of the right cylinder head. This sensor is used with the ECM to control
various functions. The following systems or circuits use the Temperature
Sensor output to the ECM:
The Vital Information Management System (VIMS) or Caterpillar
Monitoring System Coolant Temperature Gauge over the CAT Data
Link.
The High Coolant Temperature Warning Alert Indicator LED and
Gauge on the VIMS or Caterpillar Monitoring System panel. (The
information is transmitted over the CAT Data Link.)
The Engine Demand Fan Control, if installed, uses the sensor signal
reference to provide the appropriate fan speed.
The Cat Electronic Technician (ET) status screen coolant temperature
indication.
Coolant flow switch

(not visible)
The Coolant Flow Switch (not visible in this view) is mounted below the
coolant temperature sensor at the inlet to the oil cooler.
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9
Secondary
speed/timing sensor
(arrow)
This view shows one of the Speed/Timing Sensors (arrow). A sensor is

mounted on each side of the timing gear housing. This slide shows the
secondary Speed/Timing Sensor. The primary Speed/Timing Sensor is
located closest to the ECM.
These sensors are used to calculate engine speed and crankshaft position
for timing purposes.
The sensors are self-adjusting, but special precautions are necessary
during installation to prevent damage. (The precautions are described
later in the presentation.)
NOTE: The sensors maintain a zero clearance with the timing wheel.
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10
Rueda de Sincronizacion
Esta es la rueda de sincronizacion, fuera del motor
Ranura y diente 50/50

(fecha)
Notice the wide 50/50 size slot and equal size tooth (arrow) cut in the
wheel. Las otras 23 ranuras son de tamao 80/20
La ranura y diente 50/50 es usada po elECM como punto de referencia para
determinar la posocion del motor para la sincronizacion del combustible
(se explica completamente mas adelante). El sensor de Speed/Timing puede
identificar este diente porque crea una seal diferente que los otros dientes
Marca de sincronizacion
Una marca de sincronizacion "H," al reverso de larueda de sincronizacion es usada para

sincronizar la rueda en relacion a los otros engran. de sincroniz. y el TDC del cigueal.
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11
Turbo inlet pressure
sensor (arrow)
The Turbo Inlet Pressure Sensor (arrow) is mounted between the air
filter and the turbocharger. Not all machines have this sensor installed.
This sensor (if installed) is used in conjunction with the atmospheric
pressure sensor to measure air filter restriction for engine protection
purposes. The difference between the two pressure measurements is used
as the filter differential pressure.
The engine ECM uses this calculation to determine whether derating is
necessary to protect the engine.
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12
Turbo outlet pressure
sensor (arrow)
At the front of the engine in the right cylinder head is the Turbo Outlet
(Boost) Pressure Sensor (arrow). This sensor is used with the ECM to
control the air/fuel ratio electronically. This feature allows very precise
smoke control, which was not possible with mechanically governed
engines.
The sensor also allows boost pressure to be read using the service tools.
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2
4
13
Identify components:
1. Atmospheric
pressure sensor
2. Fuel temperature
sensor
3. Primary
speed/timing
sensor
4. Secondary
speed/timing
sensor
The Atmospheric Pressure Sensor (1) is installed on the Hydraulic

Supply Pump Group adapter and is vented to the atmosphere. This sensor
has various functions which are fully described later in the presentation.
A foam block below the sensor helps prevent the entry of dirt into the
sensor.
Briefly, the sensor performs the following functions:
- Ambient pressure measurement for automatic altitude
compensation and automatic air filter compensation.
- Absolute pressure measurement for the fuel ratio control, ET,
Caterpillar Monitoring System panel (gauge) pressure
calculations.
The Fuel Temperature Sensor (2) is used for automatic fuel temperature
compensation.
The Primary (3) and Secondary (4) Speed/Timing Sensors (discussed
earlier) are located on the rear of the timing gear housing.
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1
2
3
4
14
1. Aceite de suministro
2. Valvula
Compensadora
3. Valvula de control bomba
4. Bomba trasnferencia
A number of components are mounted on the Hydraulic Supply Pump

Group. The Oil Supply Line (1) from the oil gallery is a large diameter
line for maximum delivery during cold operation. The hydraulic pump
depends on the lubrication pump for the first stage of pressure increase.
The Compensation Valve (2) is mounted at the rear of the pump. Below
the compensation valve is the Pump Control Valve (3). This valve may
also be referred to as the "injection actuation pressure control valve."
This valve controls the angle of the swashplate, which varies the output of
the pump.
The Fuel Transfer Pump (4) is mounted at the rear of the Hydraulic
Supply Pump and is driven by the main drive shaft which extends through
the supply pump.
Also visible in this slide are the transfer pump inlet and outlet fuel lines
and the pressure and temperature sensors (discussed earlier).
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15
Lubrication oil pump
Mounted internally in the oil pan is the Bomba de aceite de lubricacion. This
pump supplies oil at approximately 400 kPa (65 psi) to the oil gallery for
engine lubrication.
Supplies oil to
lubrication and
hydraulic injection
actuation systems
Oil is also supplied to the hydraulic pump for injection actuation

purposes. For this reason, the HEUI engine lubrication oil pump is larger
than the pump in the previous engine to accommodate the increased needs
of the lubrication and the hydraulic injection actuation systems.
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16
Timing calibration
sensor (arrow)
The Timing Calibration Sensor (arrow) is installed when required in the

flywheel housing.
This sensor (magnetic pickup) is installed in the hole normally reserved
for the timing pin. (The pin is used to position the crankshaft with the
No. 1 piston at top dead center.)
NOTE: On some applications (i.e. some track-type tractors) where
accessibility is limited, this sensor is permanently installed.
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2
1
17
1. Water separator
and primary filter
The Water Separator (1), which also functions as a Primary Fuel Filter,
is an important part of the fuel system.
As with any high pressure fuel system with operating pressures at
approximately 150000 kPa (22000 psi), fuel quality is important. Water
in the fuel can cause corrosion of the plungers and barrels. Dirt can cause
early hour wear on the same components. The water separator contains a
30 micron filter. The Priming Pump is mounted on the filter base.
2. Two micron
secondary filter
Water separator
service intervals
For the same reason, the correct two micron Secondary Filter (2) must
be used in the system. The clearance between the plunger and barrel is
approximately 5 microns. Typically, the 3 to 8 micron abrasive material
prematurely wears out the fuel system components.
The Water Separator is serviced daily by draining the water. The Water
Separator filter is serviced with a new element every 500 hours.
INSTRUCTOR NOTE: The high fuel pressures mentioned in this
text are mandated by the need to meet environmental regulations for
smoke and emissions. Also, to maintain good fuel consumption, high
pressures are required. The HEUI system meets and surpasses those
requirements.
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3408E/3412E HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
MACHINE
HARNESS
GROUND
BOLT
15 AMP
BREAKER
DISCONNECT SWITCH
MAIN
POWER RELAY
24 V
KEY
SWITCH
PUMP CONTROL VALVE

MACHINE
INTERFACE
CONNECTOR
HYDRAULIC
PRESSURE SENSOR
PRIMARY
SPEED/TIMING SENSOR
TDC SERVICE
PROBE ACCESS
THROTTLE
SENSOR
ACCELERATOR
PEDAL
SECONDARY
SPEED/TIMING SENSOR
THROTTLE BACK-UP, ELEVATED LOW IDLE ENABLE,

AND GROUND LEVEL SHUTDOWN (2) SWITCHES
TURBO INLET PRESSURE SENSOR
COOLANT TEMP. SENSOR
FAN CONTROL VALVE

TURBO OUTLET PRESS. SENSOR
FAN SPEED SENSOR
FAN
ATMOSPHERIC PRESS. SENSOR

CAT DATA LINK
ELECTRONIC SERVICE TOOL
OIL PRESSURE SENSOR
EPTC II TRANSMISSION CONTROL

HYDRAULIC TEMP. SENSOR
AUTO RETARDER CONTROL
FUEL TEMPERATURE SENSOR

INSTRUMENT
PANEL
COOLANT FLOW SWITCH
18
Engine component
identification
This schematic identifies the external HEUI engine components (shown

on the engine harness side of this schematic). The components shown on
the left side of the diagram are mounted on the engine and those on the
right are machine mounted. Notice that the turbo inlet pressure sensor is
mounted on the machine.
INSTRUCTOR NOTE: At this time, it is recommended that each
component be located on the machine and the function of each
reviewed with the students. A list of the components follows on the
next page.
Some additional (used/defective) components available for
examination on a table will be helpful. An ECM with the Personality
Module and various sensors can be examined at this time and used
for troubleshooting exercises later.
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Electrical Components
Conector del ECM 40 Pins
Modulo de Personalidad
Timing Calibration Connector and Installation Location
Sensor de presion hhidraulica
Sensor de Temperatura Hidraulica
Primary Speed Timing Sensor
Secondary Speed Timing Sensor
Sensor de Temperatura de Refrigerante
Sensor de Presion Atmosferica
Sensor de presion de entrada del turbo
Sensor de presion de salida del turbo
Sensor de presion de aceite
Sensor de Temperatura de combustible
Switch de flujo de refrigerante
Conector de interfase a la maquina
Pernos de tierra de motor y de maquina
Conector al Data Link
Sensor de posicion de acelerador
Switches de apagado
Componentes Mecanicos
Grupo de bomba de suministro de aceite
Valvula de control de la bomba
Valvula de Compensacion
Reservorio para arranque en frio
Valvulas check
Manifold de fluido
Filtro Primario / Separador de agua
Filtro secundario
Bomba de transferencia
Valvula Reguladora de presion
Inyector
Tubo Jumper
Adaptador de aceite para inyector
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SISTEMA DE CONTROL DE ELECTRONICO
19
ELECTRONIC CONTROL SYSTEM
This section of the presentation explains the Electronic Control System
including the following components:
ECM
Personality Module
Hydraulic Electronic Unit Injector Solenoids
Timing Wheel
Also covered are the following subsystems and related procedures:
Timing control
Fuel quantity control
Speed control
Cold modes
Timing calibration
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20
ECM:
- Governor
- Fuel system
computer
- Injection pressure
controller
- Injection timing
controller
Same ECM used in all
applications
The Electronic Control Module (ECM) functions as the governor and fuel
system computer. The ECM receives all the signals from the sensors and
energizes the injector solenoids to control timing and engine speed.
The ECM is sealed except for access to the software which is contained in
the Personality Module (next slide). This ECM is the second generation
of Advanced Diesel Engine Management Systems and may be frequently
referred to as "ADEM II."
This ECM is used in all applications of the 3408E and 3412E engines.
The ECM can also be moved from one application to another; however, a
password is required to activate the ECM when new software is installed.
NOTE: 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.
STMG 672
4/97
- 28 -
21
Personality module
contains software
The Personality Module (shown removed from the ECM) contains the
software with all the fuel setting information (such as horsepower, torque
rise and air/fuel ratio rates) which determines how the engine will
perform. The Personality Module is installed on the lower face of the
ECM, behind the access panel.
At this time, two methods can be used to update the software:
Two methods to
upgrade software
1. Flash Programming: Electronic reprogramming of the Personality

Module software. (This method is preferred when updating the
software.)
2. Remove and replace the Personality Module. (This method may
be used if Flash Programming is not possible.)
Upgrading the software is not a routine task, but might be performed for
reasons of a product update, a performance improvement or a product
problem repair.
ECM is sealed except

for personality module
NOTE: The ECM is sealed and needs no routine adjustment or

maintenance. The Personality Module is mounted within the ECM.
Installation of the Personality Module is the only reason to enter the
ECM. This operation would normally be performed during an ECM
installation or a software update.
STMG 672
4/97
- 29 -
22
Fuel Injection
Unit injectors
Electrically signalled,
hydraulically actuated
The 3400 HEUI unit injector is electrically similar to the 3500 electronic
unit injector. The injector is controlled electrically by the ECM but is
actuated hydraulically. The signal from the ECM controls the opening
and closing of the solenoid valve. The solenoid valve controls the flow of
high pressure hydraulic oil to the injector. This system enables the ECM
to control fuel volume, timing and injection actuation pressure (hydraulic
supply pump pressure).
The injector solenoids operate on 105 Volts direct current. Always

remain clear of the injector area when the engine is running or
electric shock may occur.
STMG 672
4/97
- 30 -
METODOS DE PRUEBAS EN
INYECTORES HEUI
PRUEBA DE SOLENOIDES DE INYECTOR

CORTE DE CILINDROS
PRUEBA AUTOMATICA DE INYECTORES
23
Three tests can be used to determine which cylinder or injector is
malfunctioning:
Injector testing
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.
CYLINDER CUT-OUT (Manual test)
This test is performed while the engine is running at any speed.
The 105 Volt pulse can be individually cut out to aid in troubleshooting
misfire problems in the injector and the cylinder.
AUTOMATIC INJECTOR TEST
This test is performed with the service tool while the engine is running at
any speed. The test makes a comparative evaluation of all injectors and
numerically shows the results. The test enables an on-engine evaluation
of the injectors. (This test cannot be performed using the ECAP.)
A satisfactory test of all injector solenoids without any diagnostic
messages indicates that a mechanical problem in the cylinder probably
exists.
STMG 672
4/97
- 31 -
LOGICA DE CONTROL DE HEUI

TIMING CONTROL
VELOCIDAD DE MOTOR
CANTIDAD DE COMBUSTIBLE
TEMPERATURA DE
ACEITE A ALTA PRESION
TIMING
DEGREES BTDC
FUEL RPM
SELECT
TIMING
DESIRED
TIMING
BTDC
CONVERT
DESIRED
TIMING
FUEL INJECTION
TIMING WAVE FORM
MODO FRIO
24
Fuel Injection Control System
Fuel timing control
Inputs to timing
control
This diagram shows the timing control logic within the ECM.
Engine speed, fuel quantity (which relates to load), and hydraulic oil
temperature input signals are received by the timing control. The
hydraulic temperature signal determines when the Cold Mode should be
activated. 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:
Benefits of a "smart"
timing control
- Reduced particulates and lower emissions

- Improved fuel consumption while still maintaining performance
- Extended engine life
- Improved cold starting
STMG 672
4/97
- 32 -
3408E/3412E ELECTRONIC GOVERNOR

HYDRAULIC OIL
TEMPERATURE AND
PRESSURE SENSORS
SHUTDOWNS
TO PUMP
CONTROL VALVE
8
SIGNALS 7
TO FUEL 6
INJECTORS 5
4
3
2
1
ECM
INJECTION
ACTUATION
CONTROL
FUEL
INJECTION
CONTROL
SPEED/TIMING
SIGNAL
ELECTRONIC
GOVERNOR
ENGINE RPM
FRC
MAPS
TORQUE
MAPS
ENGINE
CONTROL
LOGIC
THROTTLE
TDC
ENGINE RPM
ENGINE RPM
TURBO OUTLET AND
ATMOSPHERIC
PRESSURE SENSORS
TIMING
WHEEL
SPEED/TIMING
SENSORS
25
Fuel quantity control
Inputs to fuel quantity
control
Four inputs control fuel quantity:

1. Engine speed
2. Injection actuation (hydraulic) pressure
3. Throttle position
4. Boost
Start of injection
determines timing
Injection duration and
injection actuation
pressure determine
fuel quantity
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.
Three variables determine fuel quantity and timing:
- The start of injection determines engine timing.
- The injection duration and injection actuation (hydraulic)
pressure determine the quantity of fuel to be injected.
STMG 672
4/97
- 33 -
HEUI SYSTEM
8 OR 12
INJECTORS
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
MACHINE
HARNESS
COMPONENT DIAGRAM
GROUND
BOLT
DISCONNECT SWITCH
24 V
MAIN
KEY
15 AMP POWER RELAY SWITCH
BREAKER
PUMP CONTROL VALVE

MACHINE
INTERFACE
CONNECTOR
HYDRAULIC
PRESSURE SENSOR
PRIMARY
SPEED/TIMING SENSOR
TDC SERVICE
PROBE ACCESS
THROTTLE
SENSOR
ACCELERATOR
PEDAL
SECONDARY
SPEED/TIMING SENSOR

PROPORTIONAL VALVE
FAN SPEED SENSOR
FAN

CAT DATA LINK
OIL PRESSURE SENSOR


INSTRUMENT
PANEL
COOLANT FLOW SWITCH
26
Speed/timing sensors
Three functions of the

speed/timing sensor
Two Speed/Timing Sensors are installed: a primary and a secondary. The

Speed/Timing Sensors serve three functions in the system:
1. Engine speed measurement
2. Engine timing measurement
3. Cylinder and TDC location
The Speed/Timing Sensors, which are mounted on the front housing
below the timing gear wheel, are self-adjusting during installation and
have zero clearance with the timing wheel.
Sensor installation
The head is extended prior to installation. The action of screwing in the

sensor pushes the head back into the body until the head contacts the
timing wheel. This contact is only momentary while the engine is
starting. After start-up, the head runs with zero clearance.
STMG 672
4/97
SECONDARY
SPEED/TIMING
SENSOR
- 34 -
SPEED/TIMING SENSORS
P44 J44
OR
BK
WH
A
B
C
P2 J2
PRIMARY
SPEED/TIMING
SENSOR
ECM
(3408E/3412 E)
P20 J20
OR
BK
WH
TIMING CALIBRATION
CONNECTOR
732-PK
996-GN
998-BR
999-WH
F723-PK
F724-PU
A
B
C
P26
1
2
39
32
29
38
18
12
SECONDARY ENGINE SPEED

+V TIMING
DIGITAL RETURN
PRIMARY ENGINE SPEED
TIMING CAL +
TIMING CAL -
P1 J1
27
Primary sensor
The Primary Speed/Timing Sensor (right side of engine) measures engine

speed for governing, and crankshaft position for timing purposes and
cylinder identification.
Secondary sensor
The Secondary Speed/Timing Sensor (left side of engine) allows

continuous operation if the primary sensor fails. A failure of the primary
sensor will cause the ECM to automatically switch to the secondary
sensor. Also, the check engine lamp will come on.
Power supply
The ECM supplies 12.5 1 Volts to the Primary and Secondary

Speed/Timing Sensors.
Connectors A and B transmit the common power supply to the sensors.
The C connectors transmit separate signals from each sensor to the ECM
for back-up purposes.
NOTE: The Speed/Timing Sensors have a dedicated power supply.
No other circuits should be spliced into this power supply.
STMG 672
4/97
- 35 -
28
Timing wheel
The Timing Wheel is an integral part of the drive gear for the pump.
Timing marks are used to locate the wheel in the correct position relative
to the crankshaft. This Timing Wheel is common to all 3408E/3412E
engines.
As previously stated, the Timing Wheel has a total of 24 teeth. 23 teeth
are large with small spaces between them (80/20 relative size).
The other tooth and space have equal dimensions (50/50 relative size).
This configuration is used by the ECM to locate TDC on the No. 1
cylinder.
NOTICE
The head of the sensor MUST NOT be positioned in the timing wheel
(wide) slot during installation. Incorrect positioning will cause
damage to the sensor head.
STMG 672
4/97
- 36 -
TIMING WHEEL
REF
TDC
REF
SECONDARY
SPEED/TIMING
SENSOR
TDC
SINGLE
50/50 TOOTH
TDC CYLINDER No. 1
PRIMARY
SPEED/TIMING
SENSOR
REF
TDC
REF
TIMING
CALIBRATION
RANGE 10
1
6
REF
TDC
TIMING WHEEL
ROTATION
TDC
REF
2
TDC
REF
TDC
REF
29
The Speed/Timing Sensors are positioned vertically over the teeth.
Sensors generate a
PWM signal from
timing wheel teeth
The teeth and sensors generate a Pulse Width Modulated (PWM) output
signal for the purpose of timing and a frequency modulated output signal
for speed measurement.
Failure modes
The Secondary Speed/Timing Sensor functions the same as the primary

sensor. The Secondary Speed/Timing Sensor is used when the signal from
the primary sensor is lost or distorted. If the secondary sensor is selected,
it will continue in use until the engine is shut down and cranked. Then,
the primary sensor will be selected.
Unless the engine is cranking, the ECM will not switch from the
secondary to the primary sensor. This feature prevents constant switching
between sensors if an intermittent fault occurs.
INSTRUCTOR NOTE: A description of PWM signals is provided
later in this presentation (Sensors and Systems).
STMG 672
4/97
- 37 -
CRANKING
TIMING GEAR TOOTH TABLE
TABLE PWM DUTY CYLINDER
ENTRY
REFERENCE
CYCLE
A
B
C
D
E
F
G
H
80/20 %
80 %
80 %
80 %
80 %
80 %
80 %
80 %
50 %
80/20 %
NONE IDENTIFIED
80/20 %
80/20 %
80/20 %
80/20 %
50/50%
TIMING WHEEL ROTATION
30
Cranking
Timing wheel teeth
and spacing
The Speed/Timing Sensor uses the timing wheel with the teeth arranged
as shown to determine:
- Top Dead Center No. 1 (When found, the cylinders can be
identified.)
- Engine speed
The sequence of signals shown in the second column (duty cycle) is
analyzed by the ECM. At this point, no fuel will be injected until certain
conditions have been met.
Unlike EUI engines, this engine does not rely on tooth configuration to
prevent reverse rotation. The lubrication and the hydraulic pumps will not
develop pressure during reverse rotation, and will not move the injectors
to pump fuel. Therefore, the engine cannot run in reverse.
STMG 672
4/97
- 38 -
AFTER PATTERN RECOGNITION

CYCLE
ENTRY
REFERENCE
80 %
80 %
80 %
80 %
80 %
80 %
80 %
50 %
A
B
C
D
E
F
G
H
NO
CYL NO. 3
NO
NO
CYL NO. 4
NO
NO
CYL NO. 8
CYL NO. 3
REFERENCE
EDGE
CYL NO. 3
TDC
CYL NO. 4
REFERENCE
EDGE
CYL NO. 4
TDC
CYL NO. 8
REFERENCE
EDGE
31
After pattern
recognition
During start-up, the sensor initially monitors the pulses created by the
passing teeth and identifies the sequence as shown. After a complete
rotation, the control can recognize the location of TDC from the pattern in
the above illustration.
Initial firing sequence
During initial cranking, no fuel is injected until:

The timing wheel has completed a full revolution.
TDC for all cylinders is identified by the control.
After the sensor has provided the necessary signals, the ECM is ready to
start injection (if sufficient hydraulic pressure is available to the injectors).
NOTE: The reference points in the illustration are positions on the
timing wheel from which the control measures the point of injection
and TDC.
STMG 672
4/97
- 39 -

ENTRY
CYCLE
REFERENCE
A
B
C
D
E
F
G
H
80 %
80 %
80 %
80 %
80 %
80 %
80 %
50 %
NORMAL OPERATION
NO
CYL NO. 3
NO
NO
CYL NO. 4
NO
NO
CYL NO. 8
62 BTDC (EEPROM)
CYL NO. 3
(REFERENCE)
62 BTDC (EEPROM)
DES TIMING
DES TIMING
DELAY
NO. 3
INJECTION
DELAY
ASSUMED
TDC
CYL NO. 3
ACTUAL TDC
(CALIBRATED)
NO. 4
INJECTION
ASSUMED
TDC
CYL NO. 4
(REFERENCE)
CYL NO. 4
ACTUAL TDC
(CALIBRATED)
32
Normal operation
Signal pattern
identifies TDC
Conditions for
injection
During normal operation, the ECM can determine timing from the
sequence reference point for each cylinder. The reference point is stored
by the ECM after calibration is performed.
Injection timing is calibrated by connecting a TDC probe to the service
access connector on the engine harness, and by activating the calibration
sequence with the Caterpillar ET service tool. The ECM raises the engine
speed to 800 rpm (to optimize measurement accuracy), compares the
actual No. 1 TDC location to the assumed cylinder No. 1 TDC location,
and saves the offset in the EEPROM (Electrically Erasable Programmable
Read Only Memory).
NOTE: The calibration offset range is limited to 10 crankshaft

degrees. If the range is exceeded, the offset is set to zero (no
calibration) and a calibration diagnostic message is generated.
STMG 672
4/97
- 40 -
TIMING CALIBRATION SENSOR

SECONDARY
SPEED/TIMING
SENSOR
P44 J44
OR
BK
WH
A
B
C
P2 J2
PRIMARY
SPEED/TIMING
SENSOR
ECM
(3408E/3412E)
P20 J20
OR
BK
WH
TIMING CALIBRATION
SENSOR
732-PK
996-GN
998-BR
999-WH
F723-PK
F724-PU
A
B
C
39
32
29
38
18
12

+V TIMING
DIGITAL RETURN
TIMING CAL +
TIMING CAL -
P1 J1
P26
1
2
TIMING CALIBRATION
CONNECTOR
33
Timing calibration
sensor
The Timing Calibration Sensor (magnetic pickup) is installed in the

flywheel housing during calibration. The connector is located above the
ECM. (On some machines, i.e. D9R/D10R, the sensor is permanently
installed.)
Using the Caterpillar ET service tool, timing calibration is performed
automatically for both sensors when selected on the appropriate screen.
The desired engine speed is set to 800 rpm. This step is performed to
avoid instability and ensures that no backlash is present in the timing
gears during the calibration process.
STMG 672
4/97
- 41 -
TIMING CALIBRATION
TIMING
WHEEL
REFERENCE EDGE TO TDC DISTANCE

REFERENCE
EDGE
ASSUMED
CYL. NO. 1 TDC
-10
TIMING CALIBRATION
SENSOR SIGNAL
+10
10
ACTUAL
CYL. NO. 1 TDC
TIMING
REFERENCE
OFFSET
MAXIMUM TIMING REFERENCE OFFSET 10 DEGREES
34
Timing calibration
Nulls out small

crankshaft to timing
gear tolerances
As the Speed/Timing Sensors use the timing wheel for a timing reference,
timing calibration improves fuel injection accuracy by correcting for any
slight tolerances between the crankshaft, timing gears and timing wheel.
During calibration, the offset is logged in the control module EEPROM
(Electrically Erasable Programmable Read Only Memory). The
calibration offset range is limited to 10 crankshaft degrees. If timing is
out of range, calibration is aborted. The previous value will be retained
and a diagnostic message will be logged.
Timing calibration is normally performed after the following procedures:
1. ECM replacement
2. Speed/timing sensor replacement
3. Timing wheel replacement
STMG 672
4/97
- 42 -
INJECTION CURRENT WAVEFORM
CURRENT FLOW
ONE CYCLE
PULL-IN PEAK CURRENT
HOLD-IN PEAK CURRENT
TIME (MILLISECONDS)
35
Unit injector current

flow
This illustration shows how the current increases initially to pull in the
injection coil and close the poppet valve. Then, by rapidly chopping
(pulsing) the 105 Volts on and off, current flow is maintained. The end of
injection occurs when the current supply is cut off and hydraulic pressure
drops. Therefore, fuel pressure drops rapidly in the injector.
INSTRUCTOR NOTE: This waveform may be demonstrated with a

9U7330 Digital Multimeter (or equivalent) and a current probe.
STMG 672
4/97
- 43 -
POPPET VALVE MOVEMENT
CURRENT FLOW
POPPET
LIFT
CURRENT
TIME (MILLISECONDS)
36
Poppet valve
movement
This diagram shows that the poppet valve will open just after the ECM
energizes the solenoid. The poppet valve permits hydraulic oil to shift the
injector intensifier piston which then moves the injector plunger.
STMG 672
4/97
- 44 -
WAVEFORM AND RESPONSE CHARACTERISTICS

INJECTION
RATE
CURRENT FLOW
POPPET
LIFT
CURRENT
END OF
INJECTION
START OF
INJECTION
DURATION
TIME (MILLISECONDS)
37
Timing relative to:
1. Injector current
flow
2. Poppet valve
movement
Here timing is graphically illustrated to show:

1. The ECM initiates the signal to the injector to start injection.
2. The injector solenoid opens the poppet valve.
3. The injection rate increases.
3. Injection rate
STMG 672
4/97
- 45 -
FUEL SYSTEM COLD MODES
Speed Control
Fuel Limiting
Injection Timing
Injection Actuation Pressure
Ether Injection
38
Fuel system limits
Just as the MUI engine had mechanical limits to determine maximum fuel
delivery during full load, full torque and acceleration, the HEUI system
also has electronic limits to protect the engine. These limits are:
- Maximum Horsepower
- Torque Limit (Determines torque rise characteristics)
- Fuel Ratio Control (Limits fuel until sufficient boost is available)
- Cold Mode Limit (Limits fuel with cold engine to control white
smoke)
- Cranking Limit (Limits fuel during cranking)
An acceleration delay during start-up holds the engine at low idle for two
seconds or until oil pressure reaches 140 kPa (20 psi).
Variable horsepower
Economy Shift Mode
Off-highway Trucks have a system which increases engine horsepower in

direct drive only. This system protects the driveline from excessive
torque in the lower gears.
Off-highway Trucks also have a service tool programmable feature which
is designed to lower shift points and the fuel limit to improve fuel
consumption at the customer's request.
STMG 672
4/97
- 46 -
FUEL SYSTEM COLD MODES
Speed Control
Fuel Limiting
Injection Timing
Injection Actuation Pressure
Ether Injection
39
Cold modes
The HEUI fuel system is designed to modify the operational

characteristics of the engine during cold operation. This modification is
done to protect the environment, the engine and to improve the
operational characteristics of the engine.
INSTRUCTOR NOTE: The various Cold Modes are tabulated in
Serviceman's Handout No. 2. Discuss how these Cold Mode
variations can change the engine characteristics, particularly during
diagnostic operations. For example:
- Injection actuation pressure will vary with engine temperature.
- Engine speed may be raised in Cold Mode.
STMG 672
4/97
- 47 -
FUEL SYSTEM DERATES

Automatic Altitude Compensation
Automatic Filter Compensation
Engine Warning Derate
40
Fuel system derates
As the system limits fuel for every condition, derates are also built into
the system for protection. These derates are individually covered later in
the presentation, but are summarized here:
- Automatic Altitude Compensation (Altitude derate)
- Automatic Filter Compensation (Derates for air filter restriction if
installed)
- Engine Warning Derate (Derates for low oil pressure and high
coolant temperature; not installed on all applications)
If a loss of boost sensor output occurs, the ECM assumes zero boost
pressure. Although not strictly a derate, power is reduced by
approximately 50 to 60%.
Power correction
- Fuel Temperature Compensation (Compensates up to 5% for

power loss caused by hot fuel)
STMG 672
4/97
- 48 -
INSTRUCTOR NOTE: This material will be reinforced if the

following ET tasks are demonstrated. Review the material with
questions following the tasks. The demonstration can be performed
on an engine or machine with a laptop computer. The suggested
topics are:
Basic ET review (if required)
Status screens with throttle switch status, desired engine speed,
fuel position, injection actuation pressure, etc.
Active diagnostic codes
Logged diagnostic codes
Events screen
Configuration screen
Timing calibration
Injector solenoid test
Cylinder cutout
Automatic injector test
STMG 672
4/97
- 49 -
FUEL INJECTION SYSTEM
41
FUEL INJECTION SYSTEM
This portion of the presentation describes the principles of operation of
the HEUI Fuel Injection System as is used on the 3408E and 3412E
engines.
INSTRUCTOR NOTE: The various color codes which will be used
in this section of the presentation to identify flow and pressures are:
Hydraulic and Lubrication Circuits
Red
- High pressure oil
Red and White Stripes
- Reduced pressure oil
Brown
- Lube oil pressure
Green
- Lube oil suction or return
Fuel Circuits
Red
- High pressure fuel
Red and White Stripes
- Fuel transfer pump pressure
Green
- Fuel suction or return
STMG 672
4/97
- 50 -

TO LUBE
SYSTEM
HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR
OIL
FILTER
COOL DOWN
CIRCUIT
HYDRAULIC
SUPPLY
PUMP
GROUP
OIL
COOLER
FLUID MANIFOLD
HYDRAULIC PASSAGE
OIL PRESSURE
SENSOR
HYDRAULIC
PRESSURE
SENSOR
FUEL
TEMPERATURE
SENSOR
FLUID MANIFOLD
HYDRAULIC PASSAGE
PUMP
CONTROL
VALVE
FUEL
TRANSFER
PUMP
LUBE OIL
PUMP
PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP
HEUI
ECM
SECONDARY
FUEL
FILTER
PRESSURE
REGULATING
VALVE
FUEL TANK
42
Actuation of the fuel injection system is accomplished using hydraulics,
rather than the conventional camshaft actuation commonly found on other
diesel fuel systems.
Hydraulic actuation offers several advantages compared to mechanical
actuation, including the ability to make injection pressure independent of
engine operating speed. This capability is especially advantageous in
many respects, including transient engine response, cold starting,
emissions and noise control.
INSTRUCTOR NOTE: The following schematics may appear
identical in the black and white illustrations. However, the actual
slides are colored differently.
STMG 672
4/97
- 51 -
1
2
5
4
43
System Components
HEUI principle
components:
1. Hydraulic supply
pump group
To review, the 3400 HEUI hydraulic and fuel supply circuits contain the
following major components:
Hydraulic Supply Pump Group (1) including:
- Hydraulic pump
- Fuel transfer pump
2. ECM
- Pump control valve

3. Temperature
sensor
Electronic Control Module (ECM) (2)

Electronic Sensors (3 and 4)
- Hydraulic temperature
4. Pressure sensor
5. Injector
- Hydraulic pressure
Injectors (5)
STMG 672
4/97
- 52 -
2
3
44
Hydraulic supply
pump group:
1. Hydraulic pump
The following components are integrated into a single unit called the
Hydraulic Supply Pump Group:
- Hydraulic pump (1)
- Pump control valve (2)
2. Pump control valve
3. Transfer pump
- Transfer pump (3)

This pump group is located in the vee of the engine and is in the same
position as the fuel injection pump on earlier engines.
Three fluid circuits are included in the system: low pressure oil, high
pressure oil (hydraulic), and low pressure fuel supply.
NOTE TO THE INSTRUCTOR: These components and circuits will
be covered in detail later in the presentation.
STMG 672
4/97
- 53 -

TO LUBE
SYSTEM
LOW PRESSURE OIL (HYDRAULIC) SUPPLY

HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR
OIL
FILTER
FLUID MANIFOLD
HYDRAULIC PASSAGE
OIL PRESSURE
SENSOR
COOL DOWN
CIRCUIT
HYDRAULIC
SUPPLY
PUMP
GROUP
FUEL
TEMPERATURE
SENSOR
HYDRAULIC
PRESSURE
SENSOR
FLUID MANIFOLD
HYDRAULIC PASSAGE
PUMP
CONTROL
VALVE
HEUI
ECM
OIL
COOLER
FUEL
TRANSFER
PUMP
LUBE OIL
PUMP
SECONDARY
FUEL
FILTER
PRESSURE
REGULATING
VALVE
PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP
FUEL TANK
45
System Operation
On a HEUI equipped engine, the lubrication pump has two functions:
Low pressure oil
supply
1. Provides lubrication to the engine

2. Provides low pressure charge oil to the HEUI hydraulic pump
The engine lubrication pump has been enlarged to provide the required
increase in flow.
Cold start reservoir
Pressure sensor
Temperature sensor
The hydraulic pump has a Cold Start Oil Reservoir. This reservoir
prevents the hydraulic pump from cavitating during initial engine
cranking until the lubrication pump can supply adequate charge pressure.
An oil pressure sensor is located in the Cold Start Oil Reservoir, which is
the inlet to the hydraulic oil pump. The sensor monitors lubrication oil
pressure. An oil temperature sensor is also installed in the reservoir. This
sensor will be referred to as the "hydraulic temperature sensor" as it is
used for this purpose.
STMG 672
4/97
- 54 -

TO LUBE
SYSTEM
HIGH PRESSURE HYDRAULICS

HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR
OIL
FILTER
FLUID MANIFOLD
HYDRAULIC PASSAGE
OIL PRESSURE
SENSOR
COOL DOWN
CIRCUIT
HYDRAULIC
SUPPLY
PUMP
GROUP
FUEL
TEMPERATURE
SENSOR
HYDRAULIC
PRESSURE
SENSOR
FLUID MANIFOLD
HYDRAULIC PASSAGE
PUMP
CONTROL
VALVE
HEUI
ECM
OIL
COOLER
FUEL
TRANSFER
PUMP
LUBE OIL
PUMP
SECONDARY
FUEL
FILTER
PRESSURE
REGULATING
VALVE
PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP
FUEL TANK
46
High pressure
actuates hydraulics
During normal operation conditions, oil is pressurized between

5000 and 21500 kPa (725 and 3100 psi) by the high pressure hydraulic
pump to actuate the injectors. The level of hydraulic pressure is
controlled by the ECM, which signals the pump control valve to upstroke
the hydraulic pump.
When the engine is running, high pressure oil is available to all injectors
at all times.
Oil from the high pressure pump enters the two oil supply passages.
Reverse flow check valves are used to prevent pressure surges between
the oil passages on opposite banks. The oil supply passages are connected
hydraulically to the injectors by jumper tubes. Oil used by the injectors is
released below the valve covers and drains back to the sump through the
pushrod compartments.
STMG 672
4/97
- 55 -

TO LUBE
SYSTEM
LOW PRESSURE FUEL SUPPLY

HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR
OIL
FILTER
FLUID MANIFOLD
HYDRAULIC PASSAGE
OIL PRESSURE
SENSOR
HYDRAULIC
PRESSURE
SENSOR
FUEL
TEMPERATURE
SENSOR
COOL DOWN
CIRCUIT
HYDRAULIC
SUPPLY
PUMP
GROUP
FLUID MANIFOLD
HYDRAULIC PASSAGE
PUMP
CONTROL
VALVE
HEUI
ECM
OIL
COOLER
FUEL
TRANSFER
PUMP
LUBE OIL
PUMP
SECONDARY
FUEL FILTER
(2 MICRON)
PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP
PRESSURE
REGULATING
VALVE
FUEL TANK
47
Low pressure fuel
supply
Injector cooling
Fuel is drawn from the tank through the water separator and the hand
priming pump by a gear-type transfer pump. The fuel is then directed
through the Electronic Control Module (ECM) housing for cooling
purposes. The fuel then flows through the secondary fuel filter.
Next, the fuel enters the low pressure supply gallery located in the fluid
supply manifolds on top of the cylinder heads. Any excess fuel not
injected leaves the manifold. The flow is then combined into one line and
passes through the pressure regulating valve, which is set between
310 and 415 kPa (45 and 60 psi). From the pressure regulating valve, the
excess flow returns to the tank. The ratio of fuel between combustion and
fuel returned to the tank is about 1:3 (i.e. four times the volume required
for combustion is supplied to the system for combustion and injector
cooling purposes).
A fuel temperature sensor is installed in the fuel supply system to
compensate for power losses caused by varying fuel temperatures.
STMG 672
4/97
- 56 -
INJECTOR FLUID FLOW
HIGH PRESSURE HYDRAULIC OIL
INJECTOR OIL
ADAPTER
INJECTOR CLAMP
JUMPER TUBE
ROCKER ARM BASE

INJECTOR
LUBE OIL PASSAGE
HIGH PRESSURE
HYDRAULIC PASSAGE
FLUID SUPPLY
MANIFOLD
CYLINDER HEAD
INJECTOR SLEEVE
CYLINDER HEAD
LOW PRESSURE
FUEL SUPPLY
COOLANT
CYLINDER BLOCK
METAL WASHER
48
Hydraulic Unit Injector Operation
Fuel and oil flow
High pressure hydraulic oil is provided to each injector from the hydraulic
supply passages through individual jumper tubes.
Fuel is supplied to the injector by the low pressure supply passage located
in the fluid manifolds (described on the next slide).
Special "Viton" o-rings are used in the hydraulic joints between the
injector and the fluid manifold.
NOTE: This slide and the following slide depart from the color
legend by using orange for high pressure oil to avoid confusion
between the two fluids.
STMG 672
4/97
- 57 -
INJECTOR FUEL SUPPLY

INJECTOR
UPPER SLEEVE
O-RING SEAL
UPPER INJECTOR
O-RING SEAL
CYLINDER HEAD
INJECTOR SLEEVE
FLUID SUPPLY
MANIFOLD
LOWER SLEEVE
O-RING SEAL
LOW PRESSURE
FUEL SUPPLY
CYLINDER
HEAD
METAL-TO- METAL
CONTACT
LOWER INJECTOR
O-RING SEAL
49
Low pressure fuel
supply to injector
Low pressure fuel is supplied to the inlet of the injector through a drilled
passage located in each Fluid Supply Manifold.
The fuel supply to each injector is sealed from the combustion chamber
and the area below the valve cover by upper and lower o-ring seals
between the injector and the cylinder head injector sleeve.
Combustion chamber gases are prevented from entering the fuel supply
passage by a metal-to-metal contact between the cylinder head injector
sleeve and the injector.
The cylinder head injector sleeve is threaded into the cylinder head. A
metal washer is used to seal the lower end of the adapter to prevent
leakage between the cooling system and the combustion chamber.
STMG 672
4/97
- 58 -
50
Fluid supply manifold
Supply passages:
1. Hydraulic
The following passages are located in the Fluid Supply Manifold:

- Hydraulic supply passage (1)
- Lubrication supply passage (2)
2. Lubrication
3. Fuel
- Fuel supply passage (3)

The fluid supply manifold is mounted on the cylinder head and carries
injector actuation hydraulic oil under pressure through the jumper tubes to
the injectors.
Low pressure fuel and lubrication oil to the valve mechanism are also
directed through the manifold. These passages are shown in the sectional
view on the next slide.
STMG 672
4/97
- 59 -
FLUID SUPPLY MANIFOLD
FUEL SEALS
ROCKER ARM
BASE
CYLINDER HEAD
INJECTOR SLEEVE
LOW PRESSURE
FUEL SUPPLY PASSAGE
EXTRACTOR LUBRICATION OIL

SPLINES
PASSAGE
HIGH PRESSURE
HYDRAULIC PASSAGE
51
This sectional view shows the various passages in the Fluid Supply
Manifold.
Supply passages
- High pressure hydraulic supply passages

- Low pressure fuel supply passages
- Lubrication oil supply passages
Additional fuel for

cooling
Fuel seals
The fuel enters the front of the manifold and exits the rear. Cooling of the
injectors is achieved by circulating a larger volume of fuel past the
injectors than is required for combustion.
Initially, fuel circulates around the outside of the injector sleeve and is
contained between the sleeve and the fluid supply manifold by the upper
and lower injector sleeve fuel seals.
STMG 672
4/97
- 60 -
1
2
52
Jumper tube and oil
adaptor
The Jumper Tube (1) and Injector Oil Adaptor (2) direct hydraulic oil
from the fluid manifold high pressure passage to the injector.
A specific procedure to tighten the six bolts (for the Jumper Tube and
Adaptor) must be followed when installing the jumper tube. This
procedure follows later in the presentation.
NOTICE
Failure to follow the correct tightening procedure can result in low
power complaints caused by internal hydraulic leaks. Also, internal
strains on the injector caused by an improper tightening procedure
can cause changes in internal injector clearances which can decrease
performance and injector life.
STMG 672
4/97
- 61 -
INJECTION CURRENT WAVEFORM
CURRENT FLOW
ONE CYCLE
PULL-IN PEAK CURRENT
HOLD-IN PEAK CURRENT
TIME (MILLISECONDS)
53
Injector current
waveform
Injector Operation Characteristics

The quantity of fuel delivered is controlled by varying the time the
solenoid is energized. This period of time, called "duration," is calculated
by the ECM to ensure delivery of the correct amount of fuel. Other inputs
affect calculation of on-time, including (but not limited to) hydraulic
supply pressure, oil temperature and mapped injector performance
characteristics. Two current levels are generated in the wave form:
Two current levels
1. Pull-in current is higher to create a stronger magnetic field to

attract the armature and lift the injector poppet valve off its seat
against spring force.
2. Hold-in current is used to hold the armature and poppet off its
seat. Lower current reduces heat in the solenoid and increases
solenoid life.
The injector performance map shows delivery as a function of on-time,
pump pressure, and oil temperature, and is stored in the ECM memory.
STMG 672
4/97
- 62 -
WAVEFORM AND RESPONSE CHARACTERISTICS
INJECTION
RATE
CURRENT FLOW
POPPET
LIFT
CURRENT
DURATION
START OF
INJECTION
TIME (MILLISECONDS)
END OF
INJECTION
54
Waveform and injector
response
This slide shows that, as the ECM energizes the solenoid, the poppet valve
movement follows. Then, the injector rate increases for the start of
injection. The end of injection occurs as the rate drops toward zero.
Therefore:
Engine fuel timing is a function of the start of injection.
Fuel quantity is a function of:
- The duration of injection
- Injection actuation (hydraulic) pressure
STMG 672
4/97
- 63 -
Pull-in current
The ECM sends a higher current to the solenoid to create a strong

magnetic field. This strong field is needed to create maximum pull on the
armature, which is at its farthest distance from the solenoid.
Poppet lift
- Blue line
The poppet is normally held on its inlet seat by the poppet spring. The
higher pull-in current attracts the armature and lifts the poppet off its inlet
seat and toward the exhaust seat against the spring force. The ECM
reduces the current level to hold-in current and the poppet is held on its
exhaust seat.
Start of injection
- Purple line
Injection starts after the exhaust seat closes and oil pressure pushes the
intensifier piston and plunger down. The downward movement of the
plunger pressurizes the fuel to approximately 31000 kPa (4500 psi) and
the check valve lifts, allowing fuel to enter the cylinder. The time at
which fuel leaves the tip is called the "start of injection."
Injection rate
- Purple line
The rate at which fuel is injected is controlled by injection hydraulic

pressure. Higher hydraulic pressure pushes the piston and plunger faster,
causing a higher flow rate through the nozzle tip.
End of injection
When the ECM ends injection, it terminates the hold-in current which
causes the magnetic field in the solenoid to collapse. The poppet spring
then moves the poppet back to the inlet seat. As the poppet travels back
to the inlet seat, hydraulic oil is shut off, and the downward travel of the
piston and plunger reverses, filling the barrel for the next injection
sequence.
As pressure drops below the plunger and nozzle areas, the valve closing
pressure, which is about 21000 kPa (3000 psi), causes this pressure to be
retained in the nozzle for the next cycle.
INSTRUCTOR NOTE: If a disassembled or a cutaway injector is

available, it is recommended that the preceding sequence be reviewed
using the actual components.
STMG 672
4/97
- 64 -
55
Injector Components
The 3408E/3412E unit injector has been designed to represent the state of
the art in the industry. This section of the presentation will describe all
the components and their functions.
This slide shows a cutaway injector and the injector sleeve. Note the
following major injector component groups:
Major components
- Valve body group with solenoid and poppet valve

- Barrel group with intensifier piston and plunger
- Nozzle group
Seals
The injector sleeve has four seal grooves. The two upper grooves have
the seals which contain the fuel within the fluid manifold (shown in more
detail later).
The two lower seals contain the coolant below the cylinder upper deck. A
metal washer seals the lower part of the sleeve and prevents coolant from
entering the combustion chamber.
STMG 672
4/97
- 65 -
VALVE BODY
GROUP
BARREL GROUP
HEUI UNIT INJECTOR

3 MAIN GROUPS
NOZZLE GROUP
56
The injector consists of three basic groups which will be described in
detail:
Three main groups
- Valve Body Group

- Barrel Group
- Nozzle Group
This view and those that follow show the exhaust port on the injector
venting the return oil downward. This condition is a modification from
the previous design which vented the oil upward. These injectors are
interchangeable. However, the newer injector reduces the tendency of the
engine to discharge oil mist from the breather.
STMG 672
4/97
- 66 -
3408E/3412E HEUI INJECTOR

COMPONENTS
VALVE BODY GROUP
BODY
ADAPTER BOLT
POPPET
SPRING SLEEVE SHIM SEAL
SOLENOID
ASSEMBLY
ARMATURE
SPACER
SCREW
SCREW
SEAL
INTENSIFIER PISTON
RETAINER RING
BARREL GROUP
WASHER
NOZZLE GROUP
BALL
DOWEL
PLUNGER
SPRING
SEAL
BARREL
BALL
STOP CHECK
PLATE PLATE
DOWEL
STOP
LIFT
SPACER
DOWEL
TIP
CASE
STOP SPRING SLEEVE CHECK

PIN
57
Injector components
The HEUI injector was designed with a minimum of component parts.

The injector contains 35 part numbers.
This exploded view shows all the components by assemblies as follows:
The Valve Body Group contains the solenoid, armature and the poppet
valve. This assembly directs the oil to the hydraulic intensifier piston
which moves the fuel plunger.
The Barrel Group contains the high pressure fuel plunger.
The Nozzle Group contains the case, tip, check valve and nozzle.
NOTE: Although the injector components are explained in this
presentation, it should be noted that no individual parts of the
injector are serviced. This injector is precision assembled by a
machine, and replacing individual injector components would result
in unacceptable performance problems or injector failures.
STMG 672
4/97
- 67 -
SPACER
SLEEVE
ARMATURE
VALVE
SOLENOID
VALVE BODY
SHIM
BARREL
PISTON
ADAPTER
UNIT INJECTOR
COMPONENTS
WASHER
UPPER FUEL SEAL
PLUNGER
FUEL INLET
CHECK VALVE
PIN
SLEEVE
SPACER
LOWER FUEL SEAL
CHECK
NOZZLE
58
Injector component
parts
This slide shows the component parts in the three basic groups discussed
previously.
The valve body has three parts (body, adaptor and spacer) which are
assembled with great precision. Any damage sustained in the valve body
area during installation or removal will cause an injector failure.
NOTICE
The correct injector removal procedures and tooling specified in the
service manual must always be used. Any leverage applied below the
valve body can cause deformation of the poppet valve bore and
possible injector failure.
STMG 672
4/97
- 68 -
INJECTOR INSTALLATION
ALLEN
SCREWS
HORIZONTAL
BOLTS
INJECTOR CLAMP
JUMPER TUBE
INJECTOR OIL
ADAPTOR
VERTICAL
BOLTS
59
Injector Removal and Installation
The correct procedures for injector removal and installation must be
followed to avoid strain on the injector and hydraulic leaks in the jumper
tube area. The three mating surfaces of the jumper tube, oil adaptor and
injector must be aligned before final torque is applied.
INSTRUCTOR NOTE : At this time, it is recommended that the
injector removal and installation procedures be demonstrated.
Emphasis should be placed on the use of the correct puller during
removal (rather than a pry bar, which could result in injector
damage). Also, disassemble a used injector to identify the various
components shown on this slide.
STMG 672
4/97
Injector assembly and

installation
- 69 -
This portion of the assembly procedure ensures that all mating and sealing
faces are flush and in complete contact before tightening the bolts.
1. Clean the faces of the injector and the injector sleeve and install
new o-rings.
2. Lubricate the o-rings with oil and insert the injector in the injector
sleeve.
3. Visually align the injector with the flat surface parallel to the
centerline of the engine.
4. Position the injector clamp on the injector and tighten the bolt to
47 9 Nm (35 7 lb. ft.).
5. Install new seals on the jumper tube and rocker arm base.
6. Place the injector oil adaptor and jumper tube in position.
7. Install the allen screws and hex head bolts finger tight. If the
injector oil adaptor was previously installed on the injector, loosen
the allen screws.
The objective at this point in the procedure is to bring all the mating faces
into complete contact and alignment before starting the final torque
procedure.
Failure to align the components will put a strain on the injector which will
then distort the poppet valve and barrel bores. These components operate
with a clearance of 5 microns because of the high injection and hydraulic
pressures. Therefore, even a small amount of distortion will cause a
seizure.
Additionally, some misalignment could cause combustion gases to enter
the supply system.
STMG 672
4/97
Injector installation
torque sequence
- 70 -
After all the mating surfaces are aligned, the torquing procedure can be
performed:
1. Tighten the allen screws and hex head bolts finger tight or just
sufficiently to bring the mating surfaces together and into
alignment.
2. Apply an initial torque to the vertical hex head bolts of 5 3 Nm
(4 2 lb. ft.).
3. Apply an initial torque to the horizontal hex head bolts of
5 3 Nm (4 2 lb. ft.).
4. Apply an initial torque to the allen screws of 1 0.2 Nm
(10 2 lb. in.).
5. Final torque the vertical hex head bolts to 47 9 Nm
(35 7 lb. ft.).
6. Final torque the horizontal hex head bolts to 47 9 Nm
(35 7 lb. ft.).
7. Final torque the allen screws to 12 3 Nm (9 2 lb. ft.).
8. Check the system for leaks (crank with injection disabled). Then,
check the hydraulic pressure (compare with desired pressure).
A number of possibilities for leaks can exist. Oil under high pressure may
leak from the jumper tube joints or from the injector valve body exhaust
port. Fuel could leak from the upper seal on the injector. Also,
combustion gas can possibly leak from the base of the injector.
If air has entered the fuel supply system, multiple injectors on one bank
may malfunction. If the above procedure was not followed, air could
enter past the lower o-ring seal. If this condition occurs, remove the
injector and check for carbon below the lower o-ring seal. Replace the
seal and perform the torque sequence.
Air in the system may be detected by lightly touching the flexible return
line and checking for extreme pulsations or pressure spikes felt through
the line. As an alternative, install a sight glass in each return line, run the
engine and check for air.
Combustion gas leakage will usually affect the injector with the leak
followed by the injectors downstream (toward the rear) of the leak.
In conclusion, the system is reliable. However, failure to follow these
procedures may cause malfunctions.
STMG 672
4/97
- 71 -
VALVE BODY GROUP

SOLENOID DE-ENERGIZED
SOLENOID ENERGIZED
POPPET VALVE CLOSED
POPPET VALVE OPEN
POPPET VALVE
SOLENOID
ARMATURE
INLET
VALVE SEAT
EXHAUST
VALVE SEAT
POPPET
SPRING
ARMATURE
SCREW
60
Injection Sequence
Solenoid de-energized
When the solenoid is de-energized, the poppet valve is held on its inlet
(left) seat by the poppet spring. The poppet valve is connected to the
armature by the armature screw. When the poppet is closed, the inlet seat
prevents high pressure oil from entering the injector. The exhaust poppet
seat is open, connecting the intensifier piston cavity to the atmosphere.
Solenoid energized
Based on input signals from the various electronic sensors, the ECM
calculates the quantity and timing of fuel to be delivered by the injector to
the combustion chamber. At the appropriate time, the ECM sends an
electrical current to the injector solenoid.
Oil flows to intensifier

piston
The solenoid develops a magnetic force which attracts the armature and
shifts the poppet valve. The poppet valve moves against the spring force,
opens the inlet seat and closes the exhaust (right) seat. Hydraulic pressure
oil from the supply manifold is directed through the jumper tube to the top
of the intensifier piston.
STMG 672
4/97
- 72 -
SUPPLY OIL
INTENSIFIER
PISTON
BARREL GROUP
FUEL PRESSURE INCREASE
BARREL
PLUNGER
FUEL INLET
CHECK VALVE
REVERSE FLOW
CHECK VALVE
FUEL FROM
TRANSFER PUMP
FUEL TO
NOZZLE
61
Plunger moves down
Pressurizes fuel below
plunger
Pressure
intensification
Supply oil flow from the poppet valve causes the intensifier piston and the
fuel plunger to move downward. The displacement of the plunger
pressurizes the fuel trapped between the plunger face and the nozzle check
seat.
NOTE: The intensifier piston has almost seven times the area of the
fuel plunger. When the hydraulic circuit is supplying a pressure of
21000 kPa (3000 psi), approximately 145000 kPa (21000 psi) will be
generated below the fuel plunger.
STMG 672
4/97
- 73 -
NOZZLE GROUP
REVERSE FLOW
CHECK VALVE
VIEW OF STOP PLATE &

REVERSE FLOW CHECK VALVE
CHECK VALVE
FUEL
ATOMIZATION
62
Fuel atomization
When the trapped pressure exceeds the nozzle valve opening pressure
(VOP), typically 31000 kPa (4500 psi), the check valve lifts, and fuel
flows through the holes in the nozzle into the combustion chamber. At the
end of injection, the nozzle check valve closes at approximately
21000 kPa (3000 psi).
The reverse flow check valve is used to prevent combustion induced gas
flow from entering the nozzle area.
The nozzle of the injector is very similar to the EUI unit injector. Six
orifices, each with a diameter of 0.252 mm (.010 in.), are arranged at an
angle of 140 degrees.
STMG 672
4/97
- 74 -
VALVE BODY GROUP

SOLENOID DE-ENERGIZED
POPPET VALVE
SOLENOID
ARMATURE
INLET
VALVE SEAT
EXHAUST
VALVE SEAT
63
End of injection
Solenoid de-energized
Poppet valve closes
The end of injection is accomplished by shutting off the current from the
ECM to the injector solenoid. The resulting loss of magnetic force on the
armature allows the return spring force to shift the poppet valve off the
exhaust seat.
The poppet returns to the inlet seat in the valve body, blocks the flow from
the hydraulic oil supply, and simultaneously fully opens the exhaust valve
seat. This action vents the injector internal hydraulic circuit below the
valve cover.
STMG 672
4/97
- 75 -
SPACER
SLEEVE
VALVE
ARMATURE
SOLENOID
BODY
SHIM
BARREL
ADAPTER
PISTON
WASHER
UNIT INJECTOR
END OF INJECTION
PLUNGER
BALL
PIN
SLEEVE
SPACER
CHECK
NOZZLE
64
End of injection
Intensifier piston
moves up
Nozzle check valve

closes
When vented, the intensifier piston and fuel plunger are pushed upward
by the plunger return spring force until the intensifier piston contacts the
valve body. This upward displacement of the intensifier piston vents
spent oil from the injector below the valve cover.
Retraction of the fuel plunger decreases the pressure in the fuel chamber
below the plunger, which permits the nozzle check valve to close when
the pressure in the nozzle drops below the valve closing pressure (VCP)
of approximately 21000 kPa (3000 psi).
STMG 672
4/97
- 76 -
BARREL
PISTON
WASHER
BARREL GROUP
REFILLING THE BARREL
PLUNGER
FUEL INLET
CHECK VALVE
FUEL EDGE
FILTER
PIN
SLEEVE
SPACER
NOZZLE CHECK
VALVE
NOZZLE
65
Barrel refilling
As the plunger continues to retract, the pressure below the plunger

decreases below the fuel supply gallery pressure. The fuel inlet check
valve then opens, allowing fuel to pass through the edge filter (next slide)
to the supply gallery to refill the injector for the next injection sequence.
STMG 672
4/97
- 77 -
EDGE FILTER
FUEL INLET
CHECK VALVE
REVERSE FLOW
CHECK VALVE
FUEL INLET
FUEL INLET
EDGE FILTER
66
Fuel edge filter
Note the location of the fuel edge filter. The edge filter is formed by two
flat parallel surfaces that are approximately 130 microns apart. These
surfaces trap and break down particles which might be big enough to plug
the nozzle orifices.
STMG 672
4/97
- 78 -
PRIME INJECTION RATE SHAPING
PRIME = PRE-INJECTION METERING
INJECTION RATE
START OF INJECTION
DURATION
TIME (MILLISECONDS)
67
Injection rate shaping
Low emission levels
PRIME
Another feature used in the injector for 3408E/3412E applications is an

injection rate shaping device. Rate shaping refers to tailoring the way fuel
is delivered to the engine to obtain a desirable result. In the 3408E/3412E
application, rate shaping reduces the quantity of fuel delivered to the
combustion chamber during the ignition delay period (i.e. the time
between the start of injection and start of combustion) to levels which
produce low engine combustion noise and low emissions.
The device used to create rate shaping is known as PRIME, an
abbreviation for PRe-Injection MEtering. This device is basically a
controlled spill port which serves to limit the amount of fuel delivered to
the combustion chamber during the initial 25% displacement of the fuel
plunger. This metering action produces the desired reduction of fuel
delivery during the ignition delay period.
STMG 672
4/97
- 79 -
BARREL GROUP
OIL FLOW
PRIME RATE SHAPING
BARREL
PLUNGER
PRIME RATE
SHAPING PASSAGE
SPILL
PORT
CROSS SECTION
OF PLUNGER
FUEL TO
NOZZLE GROUP
START OF INJECTION
PRESSURE DROP
FINAL
PRESSURE INCREASE
68
Injection rate shaping
1. Start of injection
2. Pressure drop
3. Final increase
Benefits
This slide shows the three stages in PRIME rate shaping.

1. Injection pressure starts to increase and causes the initial
movement of the plunger.
2. When the prime rate shaping passage on the plunger is passing the
spill port in the barrel, pressure decreases below VCP as
pressurized fuel leaks through the passage in the plunger into the
spill port. At this time, nozzle flow momentarily decreases.
3. As the plunger continues downward, the PRIME rate passage
passes the spill port and pressure will again increase, causing
injection to resume.
This feature reduces emissions, smoke and noise. It also provides a
smoother combustion cycle and reduces wear on the cylinder components.
STMG 672
4/97
- 80 -
INTENSIFIER
PISTON
INTENSIFIER
PISTON SEAL
BARREL GROUP
VENTING INTERNAL LEAKS
BARREL
VENTING
CHECK VALVE
69
Internal leakage
During the normal injection cycle, the pressure of the oil supplied to the
top of the intensifier piston can increase to 22800 kPa (3300 psi). A seal
is installed to minimize leakage past the piston.
Some oil which is necessary for lubrication of the intensifier piston may
pass the seal and settle momentarily below the piston.
Also, a small amount of fuel may leak past the plunger and barrel. This
fuel will settle momentarily in the cavity below the intensifier piston.
Fluids are vented to

pump inlet
If the fluids which accumulate below the piston are not vented, a
hydraulic lock could occur. As the piston moves down, the fuel is ejected
past the barrel ball check valve to the low pressure inlet. The check valve
then closes during the plunger and piston upstroke.
STMG 672
4/97
- 81 -
INJECTOR CHECK VALVES

FUEL INLET
CHECK VALVE
BARREL GROUP
NOZZLE GROUP
VENTING
CHECK VALVE
REVERSE FLOW
CHECK VALVE
NOZZLE
CHECK VALVE
FUEL
ATOMIZATION
70
Injector check valves:
Four check valves are installed in the injector. Three check valves are
installed in the Barrel Group and one is installed in the Nozzle Group.
- Fuel inlet
The Fuel Inlet Check Valve allows fuel to fill the barrel below the plunger,
but closes as the plunger moves down and pressure increases.
- Barrel
The Venting Check Valve vents fluids from below the intensifier piston.
- Reverse flow
The Reverse Flow Check Valve prevents combustion gasses from flowing
back through the injector from the nozzle.
- Nozzle
The Nozzle Check Valve controls valve opening pressure by preventing

the flow of fuel through the nozzle holes until sufficient pressure is
available to lift the valve from its seat.
STMG 672
4/97
- 82 -
INJECTION PRESSURE
HYDRAULIC INJECTION PRESSURE CONTROL
HEUI
MECHANICALLY ACTUATED
FUEL SYSTEM
IDLE
PEAK TORQUE
RATED
ENGINE SPEED
71
HYDRAULIC SYSTEM
Hydraulic pressure
control
The desired hydraulic actuation pressure for fuel injection can be

controlled independent of engine speed.
Many combinations of on-time and hydraulic operating pressure exist
which can result in a specific quantity of fuel per injector stroke being
delivered to the combustion chamber. This characteristic is useful when
tuning the engine to optimize performance, response, emissions, and other
parameters.
This feature makes the HEUI system superior; injection pressure can
reach its maximum value regardless of engine speed. Maximum injection
pressure is normally required at full torque speed. This characteristic
contrasts with pump and line systems where pressure is proportional to
engine speed.
STMG 672
4/97
- 83 -
72
Hydraulic Supply Pump Group
Variable displacement
piston pump
The 3408E/3412E Hydraulic Supply Pump Group is a variable

displacement, axial piston pump similar to those used in many machine
hydraulic systems.
The pump features a nine piston rotating group and variable displacement
control. The pump is driven by the engine timing gears at 1.167 times
engine speed and produces 59 L/min. (15.5 gpm) at rated engine speed.
Cold start oil reservoir
Low pressure oil from the engine lubricating pump is supplied to the inlet
of the pump Cold Start Oil Reservoir. The purpose of the reservoir is to
keep the system primed during cool down. During cold starting
conditions, this volume of oil helps to shorten start times.
The lubrication system oil pressure and hydraulic temperature sensors are
located in the reservoir.
Serviceable parts
The Hydraulic Supply Pump Group contains the following serviceable

parts:
- Transfer Pump
- Reverse Flow Check Valves
- Pump Control Valve
- Compensator Valve Block
STMG 672
4/97
- 84 -
3
1
73
Hydraulic supply
pump mounting
adapter
1. Pump drive splines
2. Alignment bolt hole
3. Atmospheric
pressure sensor
location
The Hydraulic Supply Pump group is mounted on the adapter shown on

the slide. The pump drive shaft engages in the drive splines (1).
A large bolt is installed in the hole (2) in the adaptor base to provide good
alignment between the adaptor and the engine block.
Note the location of the Atmospheric Pressure Sensor (3) in the housing.
The Atmospheric Pressure sensor is vented to the atmosphere below the
housing. The housing contains a foam plug to prevent the entry of dirt
into the sensor.
STMG 672
4/97
- 85 -
PRIMING PORT
COMPENSATOR
VALVE
HEUI PUMP
VALVE BASE
ORIFICE
DRAIN PASSAGE
TRANSFER PUMP
RESERVOIR
SWASHPLATE
74
Pump priming
Priming the pump after replacement is extremely important to prevent

slipper pad overheating. Pump failure or damage will occur due to lack of
lubrication if the case is not filled during replacement.
Priming port
The priming port is located adjacent to the inlet tube (not shown) and is
the rearmost of the two plugs. The front plug is the case drain passage
and is vented over the pump drive gears. Therefore, the front plug cannot
be used for priming.
Case drain orifice
A .50 mm (.020 in.) orifice is located between the fill port line and the
case drain line. This orifice allows a continuous flow from the case to the
drain circuit for lubrication, cooling and venting of air from the reservoir.
The procedure to prime the Hydraulic Supply Pump case is:
Priming procedure
1. Remove the plug from the priming port.

2. Fill the compartment with oil and replace the plug.
3. Fill the reservoir with oil (if the machine is not equipped with
pre-lube).
STMG 672
4/97
- 86 -
75
Fuel transfer pump
(arrow)
The fuel transfer pump (arrow) is driven by a coupling that connects the
end of the high pressure supply pump drive shaft to the transfer pump
input shaft.
This gear pump has an integral relief valve set to open at 620 to 760 kPa
(90 to 110 psi). This valve does not normally operate because the
pressure regulating valve (next slide) is controlling the pressure.
Fuel is drawn from the tank to the combined primary fuel filter/water
separator. The fuel then passes through the ECM and the secondary fuel
filter to the fluid manifold and the injectors.
STMG 672
4/97
- 87 -
76
Pressure regulating
valve
Fuel system pressure is controlled by the Pressure Regulating Valve. This

valve regulates pressure between 310 to 415 kPa (45 to 60 psi).
The valve is located downstream of the fluid manifold fuel passages and
the injectors. Fuel which passes through the valve is returned to the fuel
tank.
The fuel lines from both fuel passages in the manifolds are joined at the
regulating valve.
Fuel pressure test

plug (arrow)
Fuel pressure can be checked by removing the plug (arrow) and

connecting a gauge.
STMG 672
4/97
- 88 -
COOL DOWN BYPASS CIRCUIT

TO LUBE
SYSTEM
.020 IN.
ORIFICE
HEUI
HYDRAULIC
TEMPERATURE
SENSOR
DRAIN
COLD START
OIL
RESERVOIR
OIL
FILTER
FLUID MANIFOLD
HYDRAULIC PASSAGE
OIL PRESSURE
SENSOR
COOL DOWN
CIRCUIT
HYDRAULIC
SUPPLY
PUMP
GROUP
FUEL
TEMPERATURE
SENSOR
HYDRAULIC
PRESSURE
SENSOR
FLUID MANIFOLD
HYDRAULIC PASSAGE
PUMP
CONTROL
VALVE
HEUI
ECM
OIL
COOLER
FUEL
TRANSFER
PUMP
LUBE OIL
PUMP
SECONDARY
FUEL
FILTER
PRESSURE
REGULATING
VALVE
PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP
FUEL TANK
77
Cold start oil reservoir
The Cold Start Oil Reservoir is located above the Hydraulic Supply Pump
Group. The Hydraulic (Oil) Temperature and Lube Oil Pressure Sensors
are located at the top of the reservoir.
When the engine is shut down and oil in the supply manifolds cools and
contracts, oil from the reservoir flows through the cool down circuit to the
manifolds. This design prevents the formation of air bubbles in the
hydraulic supply manifolds during cooling to provide fast starting and
smooth running. A 0.50 mm (.020 in.) drilled passage in the reservoir
allows the air to be vented through the case drain after start-up.
Reverse flow check

valves
The Reverse Flow Check Valves prevent hydraulic surges between the oil
supply passages and are used to maintain stable pressures. The valves are
shown on the next slide.
STMG 672
4/97
- 89 -
78
This view shows the rear of the hydraulic supply pump with the
aftercooler removed from the engine.
Reverse flow check
valves (arrows)
The Reverse Flow Check Valves (arrows) are located at the rear of the
pump group to the right of the transfer pump. The high pressure lines to
the manifolds are connected to the check valves.
STMG 672
4/97
- 90 -
REVERSE FLOW CHECK VALVE
SEAT
(END VIEW)
FROM
PUMP
TO
INJECTORS
FITTING
VALVE BLOCK
SPRING
CHECK
SEAT
79
Reverse flow check
valve
The hydraulic supply pump group has two outlet ports, each connected by
steel tubes to a hydraulic supply manifold. An integral reverse flow check
valve is located in each outlet port.
Check valves block

pressure surges from
injectors
This view shows that pressure surges travelling back from the injectors
toward the pump will cause the check valve to close and block any
interference between the banks. In normal operation, the valve will
oscillate at high frequency as it blocks the pressure surges.
The valve check fits loosely on the shaft to allow oil flow from the
reservoir during the cooling process.
If the check valves were not in the system, pressure surges between the
banks would cause erratic operation of the injectors by adversely affecting
timing. The pressure surge causes the poppet valves to open prematurely.
This condition would start
fuel injection earlier than normal, thereby advancing the timing.
STMG 672
4/97
- 91 -
4
2
6
80
Pump components:
This cutaway view of the Hydraulic Supply Pump Group shows the
following components:
1. Cold start reservoir
Cold Start Oil Reservoir (1)
2. Swashplate
Swashplate (2)
3. Swashplate pivot
Swashplate Pivot (3)
4. Displacement
control piston
Displacement Control Piston (4)
5. Pump piston
Pump Pistons (5, one of seven shown)
6. Check valves
Check Valves (6)
STMG 672
4/97
- 92 -
2
3
4
5
11
6
9
8
10
81
Valve components:
1. Compensator valve
assembly
2. Pressure limiter
spool
This cutaway view shows the compensator valve assembly and the pump
control valve. Note the following components which will be referred to
in the presentation:
Compensator Valve Assembly (1)
Pressure Limiter Spool (2)
3. Load sensing
spool
Load Sensing Spool (3)
4. Check valve
Check Valve (4)
5. Valve base
Valve base (5)
Oil passages:
6. Oil supply from
pump
7. Pressure limiter to
case drain
8. To displacement
control piston
to case drain
Oil Passages:
Oil supply from pump (6)
Pressure Limiter to Case Drain (7)
To Displacement Control Piston (8)
Pump Control Valve to Case Drain (9)
Transfer Pump Drive and Mounting (10)
Pump Control Valve (11)
Pump components:
10. Transfer pump
drive and mounting
INSTRUCTOR NOTE: The Compensator Valve is an emissions

device and should not be adjusted.
STMG 672
4/97
- 93 -

HYDRAULIC SYSTEM OPERATION
TO LUBE
SYSTEM
HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR
OIL
FILTER
COOL DOWN
CIRCUIT
HYDRAULIC
SUPPLY
PUMP
GROUP
OIL
COOLER
FLUID MANIFOLD
HYDRAULIC PASSAGE
OIL PRESSURE
SENSOR
HYDRAULIC
PRESSURE
SENSOR
FUEL
TEMPERATURE
SENSOR
FLUID MANIFOLD
HYDRAULIC PASSAGE
PUMP
CONTROL
VALVE
FUEL
TRANSFER
PUMP
LUBE OIL
PUMP
HEUI
ECM
SECONDARY
FUEL
FILTER
PRESSURE
REGULATING
VALVE
PRIMARY
FUEL
FILTER
OIL
SUMP
FUEL TANK
82
System Operation
Hydraulic supply
pump circuit
As stated earlier, the Hydraulic Supply Pump Group combines the

functions of the high pressure oil pump, the fuel transfer pump, and the
pump control valve into a single unit. The function of the Hydraulic
Supply Pump Group is to provide the required oil flow at the desired
pressure to operate the injectors, provide the supply of low pressure fuel
required for refilling the injectors after each injection, and for ECM
cooling.
As the oil is supplied by the pump rotating group, the pressure is raised
from the reservoir level of approximately 415 kPa (60 psi) to the pressure
required for injector operation. Depending on the engine rating, the
operating conditions, and the engine mapping characteristics, this pressure
is controlled between 5000 and 22800 kPa (725 and 3300 psi).
STMG 672
4/97
- 94 -
HEUI HYDRAULIC CONTROL SYSTEM

START-UP
TO LUBE
SYSTEM
COLD START
RESERVIOR
DISPLACEMENT
CONTROL PISTON
TO LEFT OIL
MANIFOLD
CHECK VALVE
SUPPLY PUMP
SOLENOID
(ENERGIZED)
OIL SUMP
TO RIGHT OIL
MANIFOLD
PRESSURE
LIMITER
SPOOL
LOAD
SENSING
SPOOL
PUMP
CONTROL
VALVE
PUMP
CASE DRAIN
83
Conditions during
START-UP
The displacement of the pump is controlled to maintain the desired

operating pressure at the flow rate required by the injectors. The
displacement is regulated by an electro-hydraulic control.
Displacement varied
by changing
swashplate angle
Displacement of the pump is varied by pivoting the swashplate from

0 degrees to a maximum angle of 15.5 degrees. When the engine is not
running, the swashplate is at the maximum angle. During operation, the
displacement control piston adjusts the swashplate position to meet the
system flow demand.
Swashplate at full
displacement during
start-up
During initial cranking, the swashplate is at full displacement until the

supply pressure increases to 6200 kPa (900 psi). The spring at the end of
the load sensing spool regulates this pressure. Then, the specification
programmed into the ECM for normal cranking will override this
pressure. Until this point, the control valve solenoid is fully energized for
the pressure increase.
Pump control valve

solenoid energized
STMG 672
4/97
- 95 -
COMPENSATOR ASSEMBLY
START-UP
PRESSURE LIMITER SPOOL
ORIFICE
PUMP CONTROL
VALVE
LOAD SENSING SPOOL
CHECK VALVE
FROM DISPLACEMENT
CONTROL PISTON
DRAIN ORIFICE
TO CASE DRAIN
TO
CASE
DRAIN
REVERSE FLOW
CHECK VALVES
84
Compensator valve
conditions during
START-UP
During START-UP, pressure from the pump enters the compensator

assembly. The Pump Control Valve is energized for quick pressure
build-up.
Displacement control
piston vented to case
drain
Pressure is felt at both ends of the Load Sensing Spool. The spool is
shifted to the right and oil from the Displacement Control Piston is vented
to case drain. The swashplate is at maximum angle.
The drain orifice below the Pump Control Valve provides a small amount
of restriction to improve valve stability.
STMG 672
4/97
- 96 -

DESTROKE
TO LUBE
SYSTEM
TO LEFT OIL
MANIFOLD
COLD START
RESERVIOR
TO RIGHT OIL
MANIFOLD
DISPLACEMENT
CONTROL PISTON
CHECK VALVE
SUPPLY PUMP
SOLENOID
(DE-ENERGIZED)
OIL SUMP
PRESSURE
LIMITER
SPOOL
LOAD
SENSING
SPOOL
PUMP
CONTROL
VALVE
PUMP
CASE DRAIN
85
Conditions during
DESTROKE
Pump control valve
solenoid de-energized
Pump control valve
changes pump
displacement
After the engine starts and pressure increases, the ECM will signal the
control valve to match the actual with the desired pressure by
momentarily de-energizing and then regulating the current flow to the
pump control valve solenoid.
The decrease in current applied to the pump control valve solenoid lowers
the pressure required to initiate flow through the pump control valve.
This lower cracking pressure on the pump control valve creates a force
imbalance on the load sensing spool, causing the spool to move toward
the spring end of the compensator. This spool motion connects the
displacement control piston to pump output flow, allowing the swashplate
to decrease the displacement of the pump. The decreased displacement
lowers the pump output to the pressure level required by the ECM.
STMG 672
4/97
- 97 -
DESTROKE
PUMP
CONTROL VALVE
PRESSURE
LIMITER SPOOL
ORIFICE
LOAD SENSING
SPOOL
CHECK VALVE
TO DISPLACEMENT
CONTROL PISTON
DRAIN ORIFICE
TO CASE DRAIN
86
Compensator valve
conditions during
DESTROKE
During DESTROKE, the ECM momentarily de-energizes the Pump

Control Valve causing a pressure drop in the spring chamber of the Load
Sensing Spool.
piston pressurized
Unbalanced pressures force the spool to the left, allowing the oil to enter
the Displacement Control Piston and move the swashplate toward
minimum angle.
STMG 672
4/97
- 98 -

UPSTROKE
TO LUBE
SYSTEM
COLD START
RESERVIOR
DISPLACEMENT
CONTROL PISTON
TO LEFT OIL
MANIFOLD
CHECK VALVE
SUPPLY PUMP
SOLENOID
(ENERGIZED)
TO RIGHT OIL
MANIFOLD
PRESSURE
LIMITER
SPOOL
LOAD
SENSING
SPOOL
OIL SUMP
PUMP
CONTROL
VALVE
PUMP
CASE DRAIN
87
Conditions during
UPSTROKE
As the load on the engine increases and higher pressure is required, the
ECM will signal the control valve to increase pressure by increasing the
current flow to the pump control valve solenoid.
Pump control valve

energized
The increase in current applied to the pump control valve solenoid raises
the pressure setting of the pump control valve. This higher pressure at the
pump control valve creates a force imbalance on the load sensing spool,
causing the spool to move toward the supply signal line end of the
compensator. This spool motion vents the displacement control piston to
case drain, allowing the spring to move the swashplate to increase the
displacement of the pump. The increased displacement raises the pump
output to the desired pressure level required by the ECM.
STMG 672
4/97
- 99 -
UPSTROKE
PUMP
CONTROL VALVE
PRESSURE
LIMITER SPOOL
ORIFICE
LOAD SENSING
SPOOL
CHECK VALVE
FROM
DISPLACEMENT
CONTROL PISTON
DRAIN ORIFICE
TO CASE DRAIN
88
Compensator valve
positions during
UPSTROKE
piston is drained
As the load is applied to the engine, the ECM increases current to the
Pump Control Valve.
Pressure is felt at both ends of the Load Sensing Spool. The spool moves
to the right (due to spring force) and oil from the Displacement Control
Piston is vented to case drain, which allows the swashplate to
momentarily go to maximum angle and build pressure quickly.
STMG 672
4/97
- 100 -

PRESSURE LIMITER OPERATION
TO LUBE
SYSTEM
TO LEFT OIL
MANIFOLD
COLD START
RESERVIOR
TO RIGHT OIL
MANIFOLD
DISPLACEMENT
CONTROL PISTON
PRESSURE
LIMITER
SPOOL
SUPPLY PUMP
SOLENOID
(DE-ENERGIZED)
LOAD
SENSING
SPOOL
PLUGGED
ORIFICE
OIL SUMP
PUMP
CONTROL
VALVE
PUMP
CASE DRAIN
89
Pressure limiter
operation
If the load sensing spool or pump control valve sticks or otherwise

malfunctions to create higher than desired operating pressures, the
maximum pressure limiter spool is utilized. In this schematic, a plugged
orifice is simulated. (This example represents an actual condition which
was caused by debris being introduced during a field replacement of the
compensator valve.)
The Pressure Limiter Spool directs pump outlet flow to the displacement
control piston and reduces the stroke of the pump if the system pressure
exceeds 25600 kPa (3700 psi).
Check engine lamp

indicates the fault
During these conditions, the pump will develop 24800 to 25600 kPa
(3600 to 3700 psi) maximum pressure, regardless of the desired hydraulic
pressure. The Check Engine Lamp will be ON, indicating a fault.
Pump control valve

test
A Pump Control Valve Test will verify the control valve operation. This
test enables the technician to manually ramp the pressure up and down
using the ET service tool. This procedure will also be useful when
evaluating the condition of the hydraulic system.
STMG 672
4/97
- 101 -
PRESSURE LIMITER OPERATION
PRESSURE LIMITER
SPOOL
PUMP
CONTROL VALVE
ORIFICE
LOAD SENSING
SPOOL
CHECK VALVE
TO
DISPLACEMENT
CONTROL PISTON
PLUGGED
ORIFICE
DRAIN ORIFICE
TO CASE DRAIN
90
Pressure limiter
operation
Pressure limiter
directs pressure to
control piston
If the supply pressure exceeds 25600 kPa (3700 psi), the force acts on the
Pressure Limiter Spool and shifts it to the left. This movement
compresses the spring and allows oil to unseat the check valve and
pressurize the displacement control piston. The swashplate moves to
minimum angle to decrease flow and limit system pressure.
STMG 672
4/97
- 102 -
PUMP CONTROL VALVE

NO CURRENT FLOW
COIL
ASSEMBLY
STOP
POPPET
VALVE
ADAPTER SEAL
SEAT CAGE
FROM LOAD
SENSING SPOOL
VALVE
STATOR
EDGE FILTER
SPRING
RETAINER
ARMATURE
SOLENOID
PIN
SHELL
RING
TO
CASE DRAIN
VALVE
BLOCK
91
Pump control valve
The pump control valve is mounted on the compensator control assembly

which contains the load sensing spool and the pressure limiter. In this
slide, the pump control valve is open, allowing pressure to vent to case
drain.
Flow controlled by
compensator and
pump control valve
Flow to and from the displacement control piston is determined by the

compensator control assembly and the pump control valve. The
compensator control assembly senses pump output pressure through a
pilot pressure signal line. The pump control valve varies the pressure to
the displacement control piston by varying the pressure on one end of the
load sensing spool valve.
The load sensing spool directs oil to and from the displacement control
piston. The spool has a hole through its center, which allows pilot
pressure to reach both ends of the spool. The spring force on the load
sensing spool is adjusted at the factory. The pump will develop 5000 kPa
(725 psi) with the pump control solenoid valve disconnected while
cranking the engine with the injectors disabled.
STMG 672
4/97
- 103 -
PUMP CONTROL VALVE

HIGH CURRENT FLOW
COIL
ASSEMBLY
STOP
POPPET
VALVE
ADAPTER SEAL
SEAT CAGE
FROM LOAD
SENSING SPOOL
VALVE
STATOR
EDGE FILTER
SPRING
RETAINER
ARMATURE
SOLENOID
PIN
SHELL
RING
CASE DRAIN
VALVE
BLOCK
92
Pump control valve
High current flow
equals high pressure
The pressure level in the hydraulic operating supply is monitored by a

hydraulic pressure sensor. When the hydraulic pressure is less than
desired (as determined by the ECM), the current level applied to the pump
control valve solenoid is increased.
The increase in current to the solenoid raises the pressure required to
initiate flow through the pump control valve. This higher cracking
pressure for the pump control valve creates a force imbalance on the load
sensing spool, causing the load sensing spool to move toward the supply
signal line end of the spool. This spool motion vents the displacement
control piston to pump case drain, allowing the swashplate to increase
displacement of the pump.
The increased displacement raises the hydraulic output to the rate required
by the ECM for the injectors.
STMG 672
4/97
- 104 -
INSTRUCTOR NOTE: To reinforce this presentation, the following

tasks may be demonstrated on an engine:
Hydraulic pump priming
Remove and install a pump control valve and the compensator
valve assembly.
Check the following using the status screen:
- Desired hydraulic pressure
- System hydraulic oil pressure
- System hydraulic oil temperature
- Percentage current to pump control valve
Using the ET Injection Actuation Pressure Test, check the pump
and pump control valve operation, and check for correct
pressures throughout the range.
Physically check for leaks externally and internally below the
valve covers (injectors must be disabled during cranking with the
valve covers removed).
STMG 672
4/97
- 105 -
HEUI SYSTEM POWER SUPPLIES

ECM: 24 VOLTS
SPEED/TIMING SENSORS: 12.5 VOLTS
INJECTORS: 105 VOLTS
ANALOG SENSORS: 5 VOLTS
DIGITAL SENSORS: 8 VOLTS
PUMP CONTROL VALVE: 0 to 24 VOLTS
93
SYSTEM POWER SUPPLIES
Six system power
supplies
The HEUI system has six power supplies with various voltages as shown.
EXTERNAL POWER SUPPLY
ECM power supply
24 Volts
INTERNAL POWER SUPPLIES

Speed/Timing Sensor power supply
12.5 Volts
Injector power supply
105 Volts
Analog Sensor power supply
5 Volts
Digital Sensor power supply
8 Volts
Pump Control Valve power supply
0 to 24 Volts
The power supplies are described in detail in the following section.
STMG 672
4/97
- 106 -

ECM POWER SUPPLY COMPONENTS
8 OR 12
INJECTORS
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
MACHINE
HARNESS
DISCONNECT SWITCH
GROUND
BOLT
15 AMP
BREAKER
MAIN
KEY
POWER RELAY SWITCH
24 V
PUMP
CONTROL VALVE
MACHINE
INTERFACE
CONNECTOR
HYDRAULIC
PRESSURE SENSOR
PRIMARY
SPEED/TIMING SENSOR
TDC SERVICE
PROBE ACCESS
THROTTLE
SENSOR
ACCELERATOR
PEDAL
SECONDARY
SPEED/TIMING SENSOR

FAN CONTROL VALVE

FAN SPEED SENSOR
FAN

CAT DATA LINK
OIL PRESSURE SENSOR


INSTRUMENT
PANEL
COOLANT FLOW SWITCH
94
ECM Power Supply
24-Volt power supply
Power supply
components
The power supply to the ECM and the system is drawn from the 24-Volt
machine battery. The principle components in this circuit are:
- Battery
- Key Start Switch
- Main Power Relay
- 15 Amp Breaker
- Ground Bolt
- ECM Connector (P1/JI)
- Machine Interface Connector (J3/P3)
If the supply voltage exceeds 32.5 Volts or is less than 9.0 Volts, a
diagnostic code is logged. (See the Troubleshooting Guide for complete
details on voltage event logging.)
NOTE: The ground bolt is the only power supply component
mounted on the engine.
STMG 672
4/97
- 107 -
ECM POWER SUPPLY CIRCUIT
DISCONNECT
SWITCH
ENGINE BLOCK
GROUND BOLT
BATTERY
P1 J1
(-)
24 VOLTS DC
(+)
15 A
CIRCUIT BREAKER
113-OR
1
2
26
229-BK-14
229-BK-14
150-RD-14
150-RD-14
113-OR
05
11
04
06
23
ECM
(3408E/3412E)
(-) BATTERY
(-) BATTERY
(+) BATTERY
(+) BATTERY
KEY SWITCH ON
P3 J3
10 AMP
112-PU
308-YL
117-RD
200-BK
105-RD
R
C OFF
S ON
B ST
KEY SWITCH
95
ECM power supply
circuit
This schematic shows the principle components for a typical power

supply circuit. Battery voltage is normally connected to the ECM.
However, an input from the key start switch turns the ECM on.
The machine wiring harness can be bypassed for troubleshooting
purposes. These steps are described in the Troubleshooting Procedure.
The supply Voltage may be checked using the ET Status Screen display.
NOTE: The power supply cables are paired to reduce resistance.
STMG 672
4/97
- 108 -
SPEED/TIMING SENSOR POWER SUPPLY

12.5 1 VOLTS
SECONDARY
SPEED/TIMING
SENSOR (LH)
P44 J44
OR
BK
WH
A
B
C
P2 J2
PRIMARY
SPEED/TIMING
SENSOR (RH)
ECM
(3408E/3412E)
P20 J20
OR
BK
WH
732-PK
996-GN
998-BR
999-WH
F723-PK
F724-PU
A
B
C
39
32
29
38
18
12

+V TIMING
DIGITAL RETURN
TIMING CAL +
TIMING CAL -
P1 J1
96
Speed/Timing Sensor Power Supply
12.5-Volt power
supply
The Speed/Timing Sensors have a dedicated power supply. The ECM

supplies 12.5 1 Volts to the Primary and Secondary Speed/Timing
Sensors.
Connectors A and B send the common power supply to the sensors. The
C wires transmit separate signals to the ECM.
This power supply is not battery voltage, but is generated and regulated
within 1.0 volt by the ECM. A power supply failure at the ECM will
cause both sensors to fail and the engine will shut down since the sensors
share the common power supply.
NOTICE
Connecting another system or accessory to the Speed/Timing Sensor
power supply can cause engine failure.
STMG 672
4/97
- 109 -
INJECTOR WIRING SCHEMATIC

J52/P52
SOLENOID 1
SOLENOID 3
1
2
3
4
P2 J2
ECM
(3408/3412E)
A701-GY
F726-YL
A703-BR
F726-YL
16
05
32
SOLENOID 1 POWER
SOLENOID 1/3 RETURN
SOLENOID 3 POWER
A702-PU
F727-BU
A704-GN
F727-BU
40
11
34
SOLENOID 2 POWER
SOLENOID 2/4 RETURN
SOLENOID 4 POWER
A705-BU
F728-BR
A707-PU
F728-BR
32
17
38
SOLENOID 5 POWER
SOLENOID 5/7 RETURN
SOLENOID 7 POWER
A706-GY
F729-GN
A708-BR
F729-GN
28
21
22
SOLENOID 6 POWER
SOLENOID 6/8 RETURN
SOLENOID 8 POWER
A709-OR
F730-GY
A711-PU
F730-GY
37
27
31
SOLENOID 9 POWER
SOLENOID 9/11 RETURN
SOLENOID 11 POWER
A710-GY
F731-OR
A712-BR
F731-OR
18
33
12
SOLENOID 10 POWER
SOLENOID 10/12 RETURN
SOLENOID 12 POWER
J56/P56
SOLENOID 2
SOLENOID 4
1
2
3
4
J53/P53
SOLENOID 5
SOLENOID 7
1
2
3
4
J57/P57
SOLENOID 6
SOLENOID 8
1
2
3
4
J54/P54
SOLENOID 9
SOLENOID 11
1
2
3
4
J58/P58
SOLENOID 10
SOLENOID 12
1
2
3
4
97
Injector Power Supplies
105-Volt power supply
The injectors are supplied with power from the ECM at 105 Volts. For
this reason, precautions must be observed when performing maintenance
around the valve covers.
On the 3412E, two separate power supplies are used for the injectors. If a
failure occurs, only one bank of injectors could have failed. (On the
3408E, only one of the power supplies is used.)
If an open or a short occurs in the injector circuit, the ECM will disable
that injector. The ECM will periodically try to actuate that injector to
determine if the fault is still present and will disconnect or reconnect the
injector as appropriate.
STMG 672
4/97
- 110 -
J21 P21
ENGINE COOLANT
TEMPERATURE SENSOR
+V ANALOG
ANALOG RETURN
SIGNAL
A
B
C
ENGINE OIL
PRESSURE SENSOR
+V ANALOG
ANALOG RETURN
SIGNAL
P22 J22
A
B
C
TURBO OUTLET
PRESSURE SENSOR
+V ANALOG
ANALOG RETURN
SIGNAL
P23 J23
A
B
C
P1 J1
36
30
ANALOG SENSOR
POWER SUPPLY
P25 J25
+V ANALOG
ANALOG RETURN
SIGNAL
A
B
C
ATMOSPHERIC
PRESSURE SENSOR
+V ANALOG
ANALOG RETURN
SIGNAL
P27 J27
A
B
C
HYDRAULIC
PRESSURE SENSOR
+V ANALOG
ANALOG RETURN
SIGNAL
P45 J45
A
B
C
FUEL TEMPERATURE
SENSOR
+V ANALOG
ANALOG RETURN
SIGNAL
P43 J43
A
B
C
HYDRAULIC OIL
TEMPERATURE SENSOR
+V ANALOG
ANALOG RETURN
SIGNAL
TURBO INLET
PRESSURE SENSOR
ECM (3408E/3412E HEUI)

+V ANALOG SUPPLY
ANALOG RETURN
5 0.2 VOLTS
P51 J51
A
B
C
98
Analog Sensor Power Supply
Provides power to all
analog sensors
The Analog Sensor Power Supply provides power to all the analog
sensors (pressure and temperature sensors).
5-Volt power supply
The ECM supplies 5.0 0.2 Volts DC (Analog Supply) through the J1/P1
connector to each sensor.
A power supply failure will cause all analog sensors to appear to fail.
The power supply is protected against short circuits, which means that a
short in a sensor or a wiring harness will not cause damage to the ECM.
STMG 672
4/97
THROTTLE
POSITION SENSOR
+V DIGITAL
DIGITAL RETURN
SIGNAL
FAN
SPEED SENSOR
+V DIGITAL
DIGITAL RETURN
SIGNAL
- 111 -
J35 P35
P1 J1
A
B
C
29
35

+ V DIGITAL SUPPLY
- V DIGITAL RETURN
DIGITAL SENSOR
POWER SUPPLY
8 0.5 VOLTS
P84 J84
A
B
C
99
Digital Sensor Power Supply
8-Volt power supply
The ECM supplies power at 8 0.5 Volts through the J1/P1 connector to
the following circuits:
- Throttle Position Sensor
- Fan Speed Sensor (if installed)
- Exhaust Temperature Sensor (may be installed on high
performance industrial engines)
The power supply is protected against short circuits, which means that a
short in a sensor will not cause damage to the ECM.
STMG 672
4/97
- 112 -
PUMP CONTROL VALVE

POWER SUPPLY
0 to 24 VOLTS PWM
0 to 800 mAmps
PUMP CONTROL
VALVE
SUPPLY
RETURN
J46 P46
P2 J2
A
B
29
35

+ SUPPLY
- RETURN
100
Pump Control Valve Power Supply
The ECM supplies a PWM signal of 0 to 24 Volts (PWM) and
0 to 800 mA through the J2/P2 connector to the Pump Control Valve.
0 to 24 Volts digital
power supply
The control valve and power supply can be tested on the engine 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.
Injection actuation
pressure test
When using the test, the pressure (expressed as a percentage of maximum)

can be raised in increments of 1% up to 100%. The maximum value can
only be reached when there is a leak in the system and the pump is at
maximum displacement to make up for the pressure loss. Otherwise, the
pressure may only reach a maximum of 49%. The minimum pressure is a
function of the spring setting of the Compensator Valve.
(This valve is an emission control and should not be adjusted.)
STMG 672
4/97
- 113 -
The service tool status screen can be used to show the percentage of the
current being used. This measurement can be used in conjunction with
the desired and actual hydraulic pressures to check the complete system
operation.
The Pump Control Valve uses a digital power supply because a PWM
current is more easily regulated. Also, modulating the current at 500 Hz
produces a vibrating effect on the poppet valve to prevent the valve from
sticking. The poppet valve is kept in motion much like the rack in a
hydra-mechanical governor.
Indicated voltages
NOTE: If the control valve voltage is read with an oscilloscope, it

may show a peak of 24 Volts, while a Voltmeter may show up to
8 Volts rms.
INSTRUCTOR NOTE: The following exercises will reinforce the
material introduced in the preceding slides and will allow questions to
be answered.
During this exercise, a demonstration on an engine or a Training Aid
should be performed showing:
Open circuit in the ECM power supply
Status screen supply voltage reading
Opens and shorts in the Speed/Timing sensor power supply
Opens and shorts in the analog and digital power supplies
Status screen pressure and temperature readings with a fault in
the sensor power supply
Hydraulic Injection Actuation Pressure Test showing the
percentage of current to the control valve
STMG 672
4/97
- 114 -
ELECTRONIC SENSORS AND SYSTEMS
101
ELECTRONIC SENSORS AND SYSTEMS
This section of the presentation covers the electronic sensors and related
circuits in the 3408E and 3412E HEUI fuel system.
STMG 672
4/97
- 115 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
TDC SERVICE
PROBE ACCESS
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
PRIMARY
SPEED/TIMING SENSOR
SECONDARY
SPEED/TIMING SENSOR
102
Speed/Timing Sensors
Two Speed/Timing Sensors are installed: a primary and a secondary. The
Speed/Timing Sensors serve three basic functions in the system:
Three functions of the
speed/timing sensor
- Engine speed detection

- Engine timing detection
- Cylinder and TDC identification
Self-adjusting zero
gap sensor
The Speed/Timing Sensors, which are mounted on the front housing

below the timing gear wheel, are self-adjusting during installation.
This type of sensor does not have a typical fixed air gap. The sensor is
not in direct contact with the timing wheel but does run with a zero
clearance.
STMG 672
4/97
Speed/timing sensor
failure modes
- 116 -
If a primary sensor failure occurs, the secondary sensor will provide the
back-up automatically. A momentary change of engine sound is all that
will be noticed as the changeover takes place.
If the fault in the primary sensor is corrected, then the ECM will continue
to use the secondary sensor until the engine is shut down and restarted. A
subsequent speed/timing sensor failure will cause an engine shutdown.
The sensor 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.
Because both sensors share a common power supply, a power supply
failure at the ECM will cause both sensors to fail.
Sensor installation
The sensor head is extended prior to installation. The action of screwing

in the sensor pushes the head back into the body after the head contacts
the timing wheel.
During installation, it is essential to check that the sensor head is not
aligned with the wide slot in the timing wheel. If this condition occurs,
the head will be severed when the engine is started, and some disassembly
may be necessary to remove the debris. Also, the other sensor may be
damaged by the debris.
STMG 672
4/97
- 117 -
ANALOG SENSORS
Hydraulic pressure
Coolant temperature
Atmospheric pressure
Turbocharger inlet pressure
Turbocharger outlet pressure
Lubrication oil pressure
Hydraulic temperature
Fuel temperature
103
Analog Sensors and Circuits
The following analog sensors and circuits may be used in various
applications:
- Hydraulic Pressure Sensor
- Coolant Temperature Sensor
- Atmospheric Pressure Sensor
- Turbocharger Inlet Pressure Sensor *
- Turbocharger Outlet (Boost) Sensor
- Lubrication Oil Pressure Sensor
- Hydraulic Oil Temperature Sensor
- Fuel Temperature Sensor
* Not all applications
STMG 672
4/97
- 118 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
HYDRAULIC
PRESSURE SENSOR
TDC SERVICE
PROBE ACCESS
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
PRIMARY
SPEED/TIMING SENSOR
SECONDARY
SPEED/TIMING SENSOR
104
Hydraulic pressure
sensor
Senses injector
actuation pressure
The Hydraulic Pressure Sensor is located in the right side supply manifold
and is used to measure injector actuation hydraulic pressure for the ECM.
The ECM uses this pressure measurement to control the displacement of
the Hydraulic Supply Pump (through the Pump Control Valve).
The sensor has a range from 0 to 4.8 Volts output which corresponds to a
pressure range of approximately 4000 to 33000 kPa (600 to 4800 psi).
With the engine stopped, the default value when read with the service tool
is 1800 kPa (260 psi).
System defaults
The ECM will not activate the injectors to start the engine if the pressure
is reading below 4500 kPa (650 psi). A fault will be generated if the
actual hydraulic pressure differs from the desired system pressure by more
than 1000 kPa (145 psi) for more than half a second.
NOTE: Always use a wrench (not vise grip pliers) for removal and
installation of all sensors.
STMG 672
4/97
- 119 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
HYDRAULIC
PRESSURE SENSOR
TDC SERVICE
PROBE ACCESS
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
PRIMARY
SPEED/TIMING SENSOR
SECONDARY
SPEED/TIMING SENSOR
105
Coolant temperature
sensor
The Coolant Temperature Sensor supplies the temperature signal for the
following functions:
- Caterpillar Monitoring System or VIMS instrument display
- Caterpillar Monitoring System or VIMS warning lamps and alarm
- Demand Control Fan (if so equipped)
- ET or ECAP coolant temperature display
- High coolant temperature event logged above 107C (225F)
- Engine Warning Derate when 107C (225F) is exceeded or low
oil pressure occurs (if so equipped)
- Back-up sensor to the hydraulic oil temperature sensor for ether
aid operation
NOTE: All analog sensors use the common analog power supply of
5.0 0.2 Volts.
STMG 672
4/97
- 120 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
HYDRAULIC
PRESSURE SENSOR
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
TDC SERVICE
PROBE ACCESS
PRIMARY
SPEED/TIMING SENSOR
SECONDARY
SPEED/TIMING SENSOR
106
Atmospheric pressure
sensor
Used to calculate
gauge pressure
Two methods used to

calibrate sensors
Four main functions
All pressure sensors (except hydraulic actuation) in the system measure

absolute pressure and, therefore, require the atmospheric sensor to
calculate gauge pressure. The sensors are used both individually (absolute
pressure) in the case of atmospheric pressure, and as a pair to calculate oil
and boost pressures (gauge pressures).
All the pressure sensor outputs are matched to the Atmospheric Pressure
Sensor output during calibration. Calibration can be accomplished using
the ET service tool or by turning on the key start switch without starting
the engine for five seconds to automatically calibrate the sensors. The
Atmospheric Pressure Sensor performs four main functions:
1. Automatic Altitude Compensation (maximum derate 24%)
2. Automatic Filter Compensation (maximum derate 20%)
3. Part of pressure calculation for gauge pressure readings
4. Reference sensor for pressure sensor calibration
A foam filter is installed below the sensor to prevent the entry of dirt.
STMG 672
4/97
- 121 -
ENGINE POWER DERATING MAP

ACCORDING TO ATMOSPHERIC PRESSURE
7,500
98%
8,210
96%
8,920
94%
9,630
92%
10,340
ALTITUDE IN FEET
100%
11,050
90%
11,760
88%
12,470
86%
13,180
84%
13,890
82%
14,600
80%
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
107
Automatic altitude
compensation
Atmospheric pressure measurement by the sensor provides an altitude

reference for the purpose of Automatic Altitude Compensation.
The graph shown here describes how derating on a typical 3408E/3412E
starts at 7500 ft. and continues linearly to a maximum of 17000 ft. Other
engines may start as low as 4000 ft. depending on the application.
System continually
adjusts to optimum
power setting
The advantage of the HEUI system is that the engine always operates at
the correct derating setting at all altitudes. The system continually adjusts
to the optimum setting regardless of altitude, so the engine will not exhibit
a lack of power or have smoke problems during climbs or descents to
different altitudes.
NOTE: The HEUI system has an advantage over a mechanical fuel
system which is derated in "altitude blocks" (i.e. 7500 ft., 10000 ft.,
12500 ft.). HEUI 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.
STMG 672
4/97
- 122 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
HYDRAULIC
PRESSURE SENSOR
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
TDC SERVICE
PROBE ACCESS
PRIMARY
SPEED/TIMING SENSOR
SECONDARY
SPEED/TIMING SENSOR
108
Turbo inlet pressure
sensor
The Turbocharger Inlet Pressure Sensor is used with the Atmospheric

Pressure Sensor to measure air filter restriction.
Sensors enable
automatic air filter
compensation
These two sensors are used to enable the Automatic Air Filter
Compensation function (if so equipped.)
This sensor is also used as a back-up to the Atmospheric Pressure Sensor
for Automatic Altitude Compensation.
STMG 672
4/97
- 123 -
AUTOMATIC AIR FILTER COMPENSATION

TURBOCHARGER
INLET PRESSURE
SENSOR
ATMOSPHERIC
PRESSURE
SENSOR
CAT
Filter differential pressure calculated with formula:

Atmospheric sensor pressure - Turbo sensor pressure = P
Fuel limited 2% per 4 inches H20 to max 20%
109
Automatic filter
compensation
Automatic Filter Compensation means that the engine is protected against

the effects of plugged filters. Derating is automatic as follows:
- Air filter restriction (P) exceeds 6.25 kPa (30 in. of water) *
Derating starts above

30 in. P
- Engine power derating starts at the rate of 2% per 1 kPa of P

- Maximum derate is 20%
- Event is logged when air filter restriction (P) exceeds 6.25 kPa
(30 in. of water) *
* These specifications are typical examples. The actual values may vary
depending on the application.
Derating is retained at the maximum P until the key start switch is
cycled off and on.
NOTE: If only one filter is plugged, the ET service tool and
Caterpillar Monitoring System will display the highest P of the two.
Derating is also based on the highest P of the two.
STMG 672
4/97
- 124 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
HYDRAULIC
PRESSURE SENSOR
TDC SERVICE
PROBE ACCESS
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
PRIMARY
SPEED/TIMING SENSOR
SECONDARY
SPEED/TIMING SENSOR
110
Turbo outlet pressure
sensor
The Turbocharger Outlet Pressure Sensor measures absolute pressure

downstream of the aftercooler. Boost (gauge) pressure can be read with
the service tools. This measurement is a calculation using the
Atmospheric Pressure and the Turbocharger Outlet Pressure Sensors.
A failure of this sensor can cause the engine to derate as much as 60%
when the ECM defaults to a zero boost condition.
Air/fuel ratio control
The function of the sensor is to enable the Air/Fuel Ratio Control 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. The Air/Fuel Ratio Control setting is not adjustable in
machine applications.
INSTRUCTOR NOTE: The pressure calculations and purposes of
these calculations for all sensors are tabulated later in the
presentation.
STMG 672
4/97
- 125 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
HYDRAULIC
PRESSURE SENSOR
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
TDC SERVICE
PROBE ACCESS
PRIMARY
SPEED/TIMING SENSOR
SECONDARY
SPEED/TIMING SENSOR
OIL PRESSURE SENSOR
111
Oil pressure sensor
Two pressure sensors are used for the measurement of oil (gauge)
pressure:
- Oil Pressure Sensor
- Atmospheric Pressure Sensor
PRESSURE CALCULATIONS
Calculations are used

to determine gauge
pressure
MEASUREMENT
Oil pressure
MEASURED BY
RESULT
[oil press (A) - atmospheric (A)] = oil pressure (GP)
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
STMG 672
4/97
- 126 -
PRESSURE CALCULATIONS
MEASUREMENT
MEASURED BY
RESULT
1. Atmospheric pressure
atmospheric sensor
= ambient press (absolute)
2. Air filter differential
Atmospheric - turbo inlet
= filter pressure
3.
turbo outlet - atmospheric
= boost (gauge press)
4.
5.
Boost
Manifold press. absolute
Oil pressure
turbo outlet sensor
= boost (absolute press)
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)
3. ET Boost Measurement
4. Caterpillar Monitoring System Oil Pressure Indication
(Lubrication)
5. Altitude
NOTE: pressure = differential pressure
STMG 672
4/97
- 127 -
49.3
320
46.4
300
43.5
280
40.6
OIL PRESSURE IN PSI
OIL PRESSURE IN kPa
OIL PRESSURE MAP

340
260
240
220
200
180
160
140
120
37.7
34.8
31.9
29
26.1
23.2
20.3
17.4
100
14.5
80
11.6
60
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
8.7
2000
ENGINE RPM
kPa x 0.145 = PSI
112
Oil pressure map
Determines correct
pressure for all rpm
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
running at low idle, the ECM reads adequate oil pressure. No faults are
indicated and no logged event is generated.
If the engine oil pressure decreases below the lower line, the following
occurs:
- An event is generated and logged in the permanent ECM memory.
- A Category 3 Warning (alert indicator, action lamp and alarm) is
generated on 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 referred to as
"hysteresis."
STMG 672
4/97
- 128 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
HYDRAULIC
PRESSURE SENSOR
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
TDC SERVICE
PROBE ACCESS
PRIMARY
SPEED/TIMING SENSOR
SECONDARY
SPEED/TIMING SENSOR
TURBO OUTLET (BOOST)

PRESS. SENSOR
OIL PRESSURE SENSOR
113
Hydraulic oil
temperature sensor
Enables automatic
viscosity
compensation
Ether aid temperature

reference
The Hydraulic (engine) Oil Temperature Sensor is used by the ECM to

compensate for the effects of oil temperature on fuel injector timing and
fuel delivery. This compensation provides consistent engine operation
throughout a variety of operating conditions.
Cold start protection with Cold Mode Timing is activated when the oil
temperature decreases below a preset value of 60C (140F).
The ether injection system uses this sensor as its temperature reference.
NOTE: Without oil temperature monitoring, viscosity changes due to
changes in oil temperature could cause unacceptable variations in
engine performance (including exhaust emissions).
STMG 672
4/97
- 129 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
HYDRAULIC
PRESSURE SENSOR
TDC SERVICE
PROBE ACCESS
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
PRIMARY CAM
SPEED/TIMING SENSOR
BACKUP CAM
SPEED/TIMING SENSOR
OIL PRESSURE SENSOR
HYDRAULIC TEMP SENSOR
114
Fuel temperature
sensor
Enables fuel
temperature
compensation
The ECM uses fuel temperature measurement to make corrections to the

fuel rate to maintain power regardless of fuel temperature (within certain
parameters). This feature is called "Fuel Temperature Compensation."
The sensor output should be between 0.4 and 4.6 Volts.
STMG 672
4/97
- 130 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
HYDRAULIC
PRESSURE SENSOR
TDC SERVICE
PROBE ACCESS
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
PRIMARY
SPEED/TIMING SENSOR
SECONDARY
SPEED/TIMING SENSOR
OIL PRESSURE SENSOR
COOLANT FLOW SWITCH
115
Coolant flow switch
The Coolant Flow Switch is installed in the oil cooler inlet.

The switch connects the coolant flow terminal at the ECM P1/J1
connector to the digital return (ground) at the same connector. This
ground is common with all digital sensors. The switch contacts are
normally open with no flow.
This circuit is used to provide the operator with a warning if a failure in
the coolant circuit causing no flow occurs.
The function may be checked using the status screen which will show if
flow is present. This function should be checked both with the engine
running and stopped.
STMG 672
4/97
- 131 -
DIGITAL SENSORS AND CIRCUITS

Throttle Position
Pump Control Valve Signal
Exhaust Temperature
116
Digital Sensors and Circuits
The following digital sensors and circuits may be used in the HEUI fuel
system:
- Throttle Position Sensor
- Pump Control Valve Signal
- Exhaust Temperature (not installed on machine engines at this
time)
STMG 672
4/97
- 132 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
HYDRAULIC
PRESSURE SENSOR
TDC SERVICE
PROBE ACCESS
PRIMARY
SPEED/TIMING SENSOR
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
MACHINE
INTERFACE
CONNECTOR
THROTTLE
SENSOR
ACCELERATOR
PEDAL
SECONDARY
SPEED/TIMING SENSOR
OIL PRESSURE SENSOR
COOLANT FLOW SWITCH
117
Throttle position
sensor
The Throttle Position Sensor provides engine speed control for the
operator.
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

power supply
The Throttle Position Sensor receives 8 Volts from the Digital Sensor
Power Supply at the ECM.
Throttle functional
check
A functional check of the throttle control system can be performed by

connecting ET and monitoring the throttle position on the status screen as
the throttle is moved slowly in both directions. The status screen will
show between 0 and 100% of throttle position. (This reading should not
be confused with the duty cycle percentage.)
NOTE: This system eliminates all mechanical linkage between the
operator's engine speed controls and the governor (ECM).
STMG 672
4/97
- 133 -
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
118
Throttle position
sensor signal
A Pulse Width Modulated (PWM) signal output is sent from the Throttle
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 low

idle
If a signal problem occurs, the control defaults to a desired engine speed

of low idle. If the ECM detects an out-of-normal range signal, the ECM
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. For example, the Off-highway Truck sensor produces
a duty cycle of 10 to 22% at the low idle position and 44 to 52% at the
high idle position. The duty cycle can be read by the ECAP Service Tool
and some digital multimeters. 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 differ in PWM values for low and high idle. These
values can be seen in the Troubleshooting Guide for the appropriate
application.
STMG 672
4/97
- 134 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
PUMP CONTROL VALVE
HYDRAULIC
PRESSURE SENSOR
TDC SERVICE
PROBE ACCESS
PRIMARY
SPEED/TIMING SENSOR
MACHINE
INTERFACE
CONNECTOR
THROTTLE
SENSOR
ACCELERATOR
PEDAL
SECONDARY
SPEED/TIMING SENSOR
OIL PRESSURE SENSOR
COOLANT FLOW SWITCH
119
Pump control valve
The Pump Control Valve is used to control the swashplate angle in the
hydraulic pump.
By varying the PWM signal from the ECM to the solenoid, the valve
controls the volume of hydraulic flow to case drain (as previously
explained).
PWM signals for the Pump Control Valve are used to maintain precise
control of current values. The frequency of the power supply creates
constant valve movement which helps the valve to maintain stable
pressures.
The Pump Control Valve may also be referred to as the "Injection
Actuation Pressure Control Valve."
STMG 672
4/97
- 135 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
PUMP CONTROL VALVE
HYDRAULIC
PRESSURE SENSOR
MACHINE
INTERFACE
CONNECTOR
TDC SERVICE
PROBE ACCESS
PRIMARY
SPEED/TIMING SENSOR
THROTTLE
SENSOR
SECONDARY
SPEED/TIMING SENSOR
ACCELERATOR
PEDAL
OIL PRESSURE SENSOR
COOLANT FLOW SWITCH
120
Engine Shutdown Systems
Ground level
shutdown switch
The Ground Level Shutdown Switch is connected to the ECM through the
machine and engine wiring harnesses.
The switch signals the ECM to cut electrical power to the injectors, but
maintains power to the ECM.
This feature also enables the engine to be cranked without starting for
maintenance purposes.
No other circuits may be connected to this system. The user defined
shutdown may be used in conjunction with other circuits.
Not all machines will have this feature installed.
STMG 672
4/97
- 136 -
USER DEFINED SHUTDOWN
USER SHUTDOWN
DEVICE
J3
P2 J2
12

USER SHUTDOWN
121
User defined
shutdown input
The User Defined Shutdown feature (if installed) may be used to connect
another device to the system to shut down the engine (such as a customer
installed fire suppression system). 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
When installed on an Off-highway Truck, this feature is programmed to

function only during the following conditions for safety reasons:
- Parking brake is ENGAGED
- Transmission is in NEUTRAL
- Machine ground speed is at zero
Not all machines will have this feature installed.
STMG 672
4/97
- 137 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
PUMP CONTROL VALVE
HYDRAULIC
PRESSURE SENSOR
MACHINE
INTERFACE
CONNECTOR
TDC SERVICE
PROBE ACCESS
PRIMARY
SPEED/TIMING SENSOR
THROTTLE
SENSOR
SECONDARY
SPEED/TIMING SENSOR
ACCELERATOR
PEDAL
FAN CONTROL VALVE

FAN SPEED SENSOR
FAN
OIL PRESSURE SENSOR
COOLANT FLOW SWITCH
122
Demand Fan Controls

Two thermostatic fan
types:
- Variable speed
clutch
- Hydraulic
Two types of thermostatic fans are used in 3408E/3412E machine

applications. Some Off-highway Trucks, Track-type Tractors, Motor
Graders and Paving Products are equipped with a variable speed fan drive
clutch. Some Wheel Loaders are equipped with a hydraulic fan drive.
Both systems use the ECM and the temperature sensor as the engine
coolant temperature reference and both are controlled by the ECM. If an
electrical failure of the systems occurs, the fans will go to maximum
(100%) speed.
The advantages of the systems are:
1.
2.
3.
4.
5.
Reduced fuel consumption in most conditions

Reduced engine overcooling at low ambient temperatures
Faster engine warm-up
More engine power available at the flywheel
Reduced noise
STMG 672
4/97
- 138 -
ETHER INJECTION SYSTEM

P2 J2
ETHER SWITCH
J3
P1 J1
P3
23
9
39
21
ECM
(3408E/E3412E)
F708-YL
998-BR
721-GY
710-BR
28
29
19
40
ETHER SW LAMP
DIGITAL RETURN
ETHER REQUEST
ETHER CONTROL
200-BK
200-BK
+
308-YL
+24V
P37 J37
1
2
310-PK
RELAY
ETHER
START VALVE
FROM
CYLINDER
TO ENGINE
123
Ether Injection System
The ECM controls the use of ether for cold starting. The ECM uses inputs
from the speed/timing and hydraulic oil temperature sensors to determine
the need for ether. The coolant temperature sensor is used as a back-up
for the hydraulic oil temperature sensor.
Ether injection
parameters
The ECM cycles the ether for three seconds on and three seconds off.
Actual flow is determined by engine speed and temperature. Ether
injection is disabled when the oil temperature exceeds 10C (50F) or
engine speed exceeds 1200 rpm.
A manual mode allows ether injection when the above parameters permit.
In the manual mode, a precise quantity of ether is injected. The ether
injection status can be read on the ET status screen.
STMG 672
4/97
- 139 -
SERVICE
TOOL
CONNECTOR
CAT DATA LINK

LAPTOP
COMPUTER
CONTROL
SERVICE TOOL
CAT
ELECTRONIC TECHNICIAN
7X1701
COMMUNICATION
VIMS
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
MAIN MODULE
ADAPTER
VIMS DISPLAY MODULES
124
CAT Data Link
CAT Data Link
Link between various
systems
Service tool connector
The CAT Data Link is the communication link between the ECM,
EPTC II, Caterpillar Monitoring System, ET Service Tool, PC based
software and other onboard/off board microprocessor based systems. The
CAT Data Link allows the various onboard systems to communicate with
each other through a two wire connection. Up to 10 systems can be
connected on a machine.
The CAT Data Link is used for programming and troubleshooting the
electronic modules used with Caterpillar service tools through the Service
Tool Connector. The ET service tool is connected through the Service
Tool Connector. If a Personality Module is not installed in the ECM, the
service tool will not be able to communicate with the ECM.
STMG 672
4/97
- 140 -
988F/990 CAT DATA LINK CIRCUIT
POWERTRAIN CONTROL
MODULE
Cat Data Link +
Cat Data Link -
SERVICE TOOL
CONNECTOR
CMS
8
9
J42
D
E
H
J
23
24
P3 J3
7
6
31
32
Cat Data Link +

Cat Data Link -
893-GN
892-BR
E794-YL
E-793-BU
ECM
P1 J1
9
Cat Data Link +
3
Cat Data Link 7
ATA Data Link +
1
ATA Data Link -
MACHINE INTERFACE
CONNECTOR
125
Data link wires twisted

to reduce RFI
The CAT Data Link is a two wire (twisted pair) electrical connection used
for communication between electronic modules that use the CAT Data
Link. The cables are twisted to reduce radio frequency interference.
Typical systems connected by the data link are:
- ECM
- Caterpillar Monitoring System Modules
- Caterpillar ET or ECAP Service Tools
- Transmission Control Module
The ECM communicates with the Caterpillar Monitoring System, Vital
Information Management System (VIMS) or Computer Monitoring
System (CMS) to share engine information such as engine speed, engine
oil pressure, coolant temperature, filter restriction, and electronic system
faults.
Two data link systems
Two Data link systems are used. The CAT Data Link circuit is used for
normal diagnostic and programming functions and the ATA Data Link is
used for flash programming.
STMG 672
4/97
- 141 -
LOGGED EVENTS
High coolant temperature
Loss of coolant flow
Low (lube) oil pressure
Abnormal hydraulic pressure
Hydraulic system pressure fault
User defined shutdown
Air inlet restriction
Engine overspeed
Low fuel pressure

126
Logged Events
Logged events
Logged events as listed on the appropriate ET screen are conditions which

are abnormal to the operation of the engine (for example: high
temperature, low pressure or excessive engine speed). These conditions
would not normally be caused by an electronic problem.
Some of the parameters listed in this presentation are used in the ET
events list. They are:
Event list
- High coolant temperature above 107C (225F)

- Loss of coolant flow
- Low (lubrication) oil pressure (according to the oil pressure map)
- Abnormal injection actuation hydraulic pressure (low or high)
- Injection actuation pressure system fault
- User defined shutdown (if installed)
- Air inlet restriction (if installed)
- Engine overspeed histogram
- Low fuel pressure (industrial engine only)
STMG 672
4/97
- 142 -
All the parameters listed on the previous page can be read on the ET
status screens (except for a hydraulic system fault).
Events are not logged if an electronic fault is detected.
Passwords required to
clear events
Passwords are required to clear events. This process would normally be

performed during an engine overhaul. At other times, the events would
be left as a record of the engine history prior to overhaul time.
STMG 672
4/97
- 143 -
HEUI SYSTEM
8 OR 12
INJECTORS
COMPONENT DIAGRAM
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
ENGINE
HARNESS
GROUND
BOLT
DISCONNECT SWITCH
24 V
MACHINE
HARNESS
MAIN
15 AMP POWER RELAY
BREAKER
KEY
SWITCH
PUMP CONTROL VALVE

HYDRAULIC
PRESSURE SENSOR
MACHINE
INTERFACE
CONNECTOR
TDC SERVICE
PROBE ACCESS
PRIMARY
SPEED/TIMING SENSOR
THROTTLE
SENSOR
ACCELERATOR
PEDAL
SECONDARY
SPEED/TIMING SENSOR

FAN CONTROL VALVE

FAN SPEED SENSOR
FAN
CAT DATA LINK
SERVICE TOOL CONNECTOR
OIL PRESSURE SENSOR

HYDRAULIC TEMP SENSOR

INSTRUMENT
PANEL
COOLANT FLOW SWITCH
127
INSTRUCTOR NOTE: To reinforce this presentation, review the
various sensor and component functions shown above.
The following tasks can be demonstrated:
Opens and shorts in analog and digital sensors
Status screens with pressure and temperature readings
Check switch status for all system switches
Opens and shorts in throttle sensor (check operation with ET)
Override fan speed control
Identify connectors, trace sensor circuits and perform continuity
checks
Check for active and logged faults
Check events and overspeed histogram
STMG 672
4/97
- 144 -
MACHINE APPLICATIONS
128
MACHINE APPLICATIONS
This section of the presentation covers the specific systems and related
circuits in the 3408E/3412E HEUI fuel system in the following
applications:
- D9R/D10R Track-type Tractors
- 988F/990 Series II Wheel Loaders
- 769D/771B/773B/775B Off-highway Trucks
- 3408E/3412E Industrial Engines
STMG 672
4/97
- 145 -
DECELERATION POSITION SENSOR CIRCUIT
F702-GN
DECELERATION
POSITION SENSOR
+V DIGITAL
DIGITAL RETURN
SIGNAL
P38 J38
A
B
C
P2 J2
ECM
(3408E/3412E)
24
DECEL POSITION
P1 J1
A700-OR
998-BR
35
29
+V DIGITAL SUPPLY
DIGITAL RETURN
129
D9R/D10R Track-type Tractors
Throttle deceleration
sensor
The Throttle Deceleration Position Sensor works similarly to a throttle

position sensor, but in reverse. The Track-type Tractor has a decelerator
pedal which, when in the released position, is wide open (high idle) and,
when fully depressed, is in the low idle position.
This digital sensor is identical to a normal throttle position sensor, but is
connected mechanically in reverse to function as described above. The
sensor position (% throttle) can be read on the service tool status screen.
The sensor functions in conjunction with the Throttle Switch.
STMG 672
4/97
- 146 -
THROTTLE SWITCH CIRCUIT
ECM
(3408E/3412E)
THROTTLE
SWITCH
P1 J1
F715-PU
F718-BU
F716-WH
F717-YL
998-BR
2
20
8
14
29
THROTTLE - LOW IDLE

THROTTLE - H.I. PARITY
THROTTLE - L.I. PARITY
THROTTLE - HIGH IDLE
DIGITAL RETURN
130
Throttle switch
The Throttle Switch is used in conjunction with the throttle deceleration

position sensor to control engine speed. This momentary rocker switch
replaces the throttle lever in the previous mechanical fuel system.
When held in the forward position, the switch will cause the engine to go
to high idle. If momentarily rocked to the rearward position, it will cause
the engine to return to low idle.
Speed setting function
If the switch is held in the forward position for two seconds with the
decelerator holding the rpm at the desired level, the engine speed will be
set at that rpm. Subsequently moving the switch in either direction will
move the engine to low or high idle.
The switch position can be read on the service tool status screen.
STMG 672
4/97
- 147 -
CRANK WITHOUT INJECTION PLUG CIRCUIT
ECM
(3408E/3412E)
CRANK WITHOUT
INJECTION PLUG
PLUG "HHH" J24 P24
BK
3
2
1
P1 J1
720-GN
719-BR
998-BR
25
24
29
CRANK W/O INJECT (NO)

CRANK W/O INJECT (NC)
DIGITAL RETURN
PLUG "JJJ"
BK
131
Crank without
injection plug
The Crank Without Injection Plug is used to disable the injectors for
maintenance purposes. The plug "HHH" must be replaced by the plug
"JJJ" to enable the Crank Without Injection feature.
One of the two plugs must be installed at all times or a diagnostic message
will be generated.
The plugs are installed close to the ECM in the engine compartment.
STMG 672
4/97
- 148 -
MECHANICAL ENGINE FAN CONTROL CIRCUIT

ENGINE FAN
SOLENOID VALVE
P41 J41
B
C
F700-BU
E799-BR
F703-GY
ENGINE FAN
SPEED SENSOR
+V DIGITAL
DIGITAL RETURN
SIGNAL
J84 P84
A
B
C
P2 J2
ECM
(3408E/E3412E)
19
7
25
VARIABLE FAN CLUTCH

PWM DR AND SOL RETURN
ENGINE FAN SPEED
P1 J1
A700-OR
998-BR
35
29
13
+V DIGITAL SUPPLY
DIGITAL RETURN
A/C ON (INPUT FROM
COMPRESSOR SWITCH)
132
Variable speed fan
drive clutch
The cooling fans for some Off-highway Trucks, the D10R Track-type
Tractor and the 24H Motor Grader are driven by a fan belt through a
variable speed clutch which is controlled by the ECM. A solenoid valve
varies the oil pressure to the clutch to control the fan speed.
Fan speed sensor
A digital speed sensor is used as a reference for fan speed and is mounted
on the clutch. This sensor is powered from the digital power supply.
Coolant temperature
sensor
AC fan control
The Coolant Temperature Sensor is used as a reference for fan control as

engine temperature varies. The speed of the fan is a function of coolant
temperature. Below 88C (190F), the fan rotates slowly. At 98C
(208F), the fan speed is maximum. Between those temperatures, fan
speed is modulated. The fan speed control can be overridden by the
service tool for testing purposes. For safety reasons, the fan will rotate
slowly when the engine is started cold.
The engine fan will turn at minimum speed when the air conditioning
compressor switch closes and sends a signal to the ECM.
STMG 672
4/97
- 149 -
THROTTLE LOCK CIRCUIT

RIGHT BRAKE PEDAL SWITCH
P1 J1
998-BR
F722-OR
F721-GY
998-BR
F706-PU
F717-YL
F718-BU
F719-BR
998-BR
J3 P3
THROTTLE
LOCK LAMP
2
113-OR BATT+
13
19
29
27
14
20
24
ECM
Throttle Lock RH Brake (NO)
Throttle Lock RH Brake (NC)
Digital Return
Throttle Lock ON Lamp
Throttle Lock Set/Declerate
Throttle Lock Resume/Accelerate
Throttle Lock ON/OFF
998-BR
THROTTLE LOCK
SET/DECLERATION SW
998-BR
THROTTLE LOCK
RESUME/ACCLERATION SW
998-BR
THROTTLE LOCK SW
133
988F/990 Series II Wheel Loaders
Throttle lock enable
switch
Throttle lock lamp
The Throttle Lock permits the operator to maintain engine speed without
having to hold the throttle down for long periods. A rocker switch
enables the feature.
The Throttle Lock Lamp indicates the status of the Throttle Lock. The
lamp ON indicates the feature is active.
NOTE: The Throttle Lock System functions similarly to an
automotive speed control system, except that it controls engine speed
while cruise control functions with ground speed.
STMG 672
4/97
- 150 -
Set/deceleration
switch
After the engine speed has been set by the throttle lock, the engine speed
can be reduced 20 rpm by momentarily pressing the Set/Deceleration
Switch. The engine speed can be lowered incrementally by 50 rpm per
second while holding the switch down.
Resume/acceleration
switch
The Resume/Acceleration Switch can be used to increase speed by

20 rpm by momentarily pressing the Resume/Acceleration Switch. The
engine speed can be raised incrementally by 50 rpm per second while
holding the switch down.
Right brake pedal

switch
Depressing the Right Brake Pedal Switch will disable the throttle lock.
An invalid brake switch signal will also disable the throttle lock feature.
STMG 672
4/97
- 151 -
HYDRAULIC ENGINE FAN CONTROL CIRCUIT
HYDRAULIC FAN
SOLENOID VALVE
P2 J2
P86 J86
2
1
F700-BU
E799-BR
19
07
ECM
(3408E/E3412E)
HYDRAULIC FAN
PWM DRIVE AND SOL RETURN
134
Fan driven by
hydraulic motor
The 990 Series II Wheel Loader has an optional high ambient cooling fan
which is driven by a hydraulic motor and controlled by the ECM.
Hydraulic fan solenoid

valve
The Hydraulic Fan Solenoid Valve controls the supply of oil to the
hydraulic motor to increase or decrease fan speed.
The Coolant Temperature Sensor is used as a reference for fan control as
engine temperature varies. Above 98C (208F), the fan speed is
maximum. As the temperature decreases below 95C (203F), the fan
speed is minimum.
Fan speed will also change as hydraulic pump output varies with engine
speed.
The fan speed control can be overridden by the service tool for testing
purposes. The fan speed will go to maximum if power to the control
valve fails.
STMG 672
4/97
- 152 -
CATERPILLAR MONITORING SYSTEM
15
10
5
25
X100
R
24 V
AUT
20
MPH
km/h
44
30
135
769C/771C/773B/775B Off-highway Trucks
Caterpillar Monitoring
System
The Caterpillar Monitoring System is an electronic monitoring system

used on some HEUI powered machines including Off-highway Trucks. It
has a similar look to the VIMS and includes the following:
- Message Center Module
- Speedometer/Tachometer Module
- Four Gauge Cluster Module
- Action Lamp and Action Alarm
This system receives information over the CAT Data Link. The display
components show the operator the condition of machine systems and
system diagnostic information. This system replaces the Electronic
Monitoring System (EMS) on earlier trucks.
STMG 672
4/97
- 153 -
136
An ECM controlled pre-lubrication system is installed on the 3400 HEUI
engines in Off-highway Trucks.
Caterpillar
Pre-Lubrication
System
The pre-lubrication pump and motor are activated by the key start switch.
The system uses existing sensors to determine the need for
pre-lubrication.
After oil pressure is determined, the Electronic Programmable
Transmission Control (EPTC II) signals the starter motor to begin
cranking.
The purpose of the pre-lubrication system is to prime the lubrication
system with oil prior to cranking the engine, fill the filters if they have
been changed and, ultimately, to minimize wear on the engine bearings
during cold starts.
Prelube components:
This view shows the following components:
1. Prelube relay
- Prelube relay (1)
2. Prelube motor
- Prelube motor (2)
3. Prelube pump
- Prelube pump (3)
STMG 672
4/97
- 154 -
This Caterpillar designed system should not be confused with other prelubrication systems. The Caterpillar Pre-Lubrication System is integrated
into the machine electronic system utilizing existing hardware.
To enable the Caterpillar Pre-Lubrication System, the system must be
turned on using the electronic service tool. After the system has been
enabled, any time the operator turns the key start switch to the start
position, the sequence will be as follows:
1. The EPTC II will not normally engage the starter relays until the
engine ECM senses 48 kPa (7 psi) from the oil pressure sensor.
This information is transmitted over the CAT Data Link. If the
CAT Data Link is inoperative, the EPTC II will signal the engine
to start.
2. The engine will bypass the pre-lubrication cycle during any of the
following conditions:
- If the engine has been running within two minutes
- Coolant temperature is higher than 70C (158F)
- Engine oil temperature is higher than 54C (129F)
- Torque converter temperature is higher than 65C (149F)
3. If the engine or torque convertor is cold, the engine ECM will turn
on the signal relay in the cab. This relay signals the prelubrication relay on the chassis to initiate the sequence.
4. The chassis mounted pump draws oil from the oil pan and directs
it to the oil gallery. When 48 kPa (7 psi) oil pressure (using the oil
pressure signal from the oil pressure sensor) is reached or
60 seconds has elapsed, the EPTC II will terminate pre-lubrication
and engage the starter.
5. If the system "times out" after 60 seconds, a pre-lubrication
system fault will be recorded in the ECM. After the system has
timed out, the engine should start regardless of oil pressure. A
pre-lubrication fault should not cause a failure to start the engine.
STMG 672
4/97
- 155 -
8 OR 12
INJECTORS
ADEM II
ELECTRONIC
CONTROL
MODULE
(ECM)
INDUSTRIAL
COMPONENT DIAGRAM
GROUND
BOLT
DISCONNECT SWITCH
15 AMP
BREAKER
MAIN
POWER RELAY
24 V
KEY
SWITCH
PUMP CONTROL VALVE

HYDRAULIC
PRESSURE SENSOR
PRIMARY
SPEED/TIMING SENSOR
MACHINE
INTERFACE
CONNECTOR
TDC SERVICE
PROBE ACCESS
PTO ENABLE/PTO UP/DOWN SWITCHES

ENGINE SHUTDOWN SWITCH
ETHER ENABLE/OVERRIDE SWITCH
EMERGENCY STOP/VERIFY SWITCH
USER DEFINED SHUTDOWN
ENGINE
HARNESS
SECONDARY
SPEED/TIMING SENSOR
THROTTLE POSITION SENSOR
FUEL PRESS. SENSOR

COOLANT LEVEL SWITCH
MACHINE
HARNESS
INLET AIR TEMP. SENSOR

TO AIR SHUTOFF SOLENOID
OIL PRESSURE SENSOR
TO ETHER SOLENOID RELAY

ALARM /WARNING LAMP
DIAGNOSTIC LAMP
MAINTENANCE INDICATOR LAMP
EMS
PANEL
SERVICE TOOL CONNECTOR
DATA LINK
137
3408E/3412E HEUI Industrial Engines
Although these industrial engines are very similar to the machine engines,
some electronic differences exist between the machine and the industrial
engines.
The industrial engine has some component and software differences.
Some components have been deleted and replaced by others. For
example, the coolant flow switch is deleted and a coolant level switch
may be installed as an option.
A sophisticated Engine Warning System can be programmed to provide
different levels of warning, derating and shutdown. These customer
programmable parameters can be tailored to the customer's requirements.
A complete description of these parameters is provided in the appropriate
Troubleshooting Guide.
STMG 672
4/97
- 156 -
The component differences are:

Switches
PTO Enable and Up/Down Switch
Idle/Rated Speed Switch
Emergency Stop Verify Switch (for Air Shutoff Solenoid)
Engine Shutdown Switch
Sensors and Switches

Inlet Air Temperature Sensor (optional)
Coolant Level Sensor (optional, replaces the Coolant Flow Switch)
Fuel Pressure Sensor (optional)
Miscellaneous Components
Air Shutoff Solenoid
Alarm and Diagnostic and Maintenance Indicator Lamps
Caterpillar Engine Monitoring System
Software features
Engine Warning Derate and Shutdown for:
High coolant temperature
Low oil pressure
Low coolant level
PTO operation
Programmable Low Idle, Top Engine Limit and High Idle
Maintenance Indicator
Programmable Ether Aid
Engine Speed and Load Histogram
Multiple Engine Ratings with a Personality Module
Ramp Speed (engine acceleration rate in PTO mode)
Power Trim
STMG 672
4/97
- 157 -

TO LUBE
SYSTEM
HEUI
HYDRAULIC OIL
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR
OIL
FILTER
COOL DOWN
CIRCUIT
HYDRAULIC
SUPPLY
PUMP
GROUP
OIL
COOLER
FLUID MANIFOLD
OIL PRESSURE
SENSOR
HYDRAULIC
PRESSURE
SENSOR
FUEL
TEMPERATURE
SENSOR
FLUID MANIFOLD
PUMP
CONTROL
VALVE
HEUI
ECM
FUEL
TRANSFER
PUMP
LUBE OIL
PUMP
SECONDARY
FUEL
FILTER
PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP
PRESSURE
REGULATING
VALVE
FUEL TANK
138
CONCLUSION
The 3400 HEUI Engine control is a sophisticated system. However, like
many modern 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.
INSTRUCTOR NOTE: The circuits described in this presentation on
the various HEUI applications can be demonstrated with the service
tool. The following tasks can be performed:
Opens and shorts in circuits
Status screens to show speed control sensor and switch positions
Override fan controls
Pre-lubrication functional test
Program industrial engine parameters
STMG 672
4/97
- 158 -
SLIDE LIST
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
Title slide
3408 engine overview
HEUI fuel system
HEUI system major components
3408E engine top view
3408E engine upper left side view
Timing calibration connector and hydraulic
pressure sensor
Coolant temperature sensor
Secondary speed/timing sensor
Timing wheel
Turbo inlet sensor
Turbo outlet sensor
Identify components
Lubrication oil pressure sensor
Lubrication oil pump
Timing calibration sensor
Water separator
Engine component identification
Electronic control system
ECM
Personality module
Injector
Injector testing methods
Timing control logic
Electronic governor
Component diagram
Speed/timing sensors
Timing wheel
Speed/timing wheel
Cranking
After pattern recognition
Normal operation
Timing calibration sensor
Timing calibration
Injection current waveform
Poppet valve movement
Waveform and response characteristics
Fuel system limits
Fuel system cold modes
Fuel system derates
Fuel injection system
HEUI fuel system
System components
Hydraulic supply pump group
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.
81.
82.
83.
84.
85.
86.
87.
88.
89.
HEUI fuel system--low pressure

HEUI fuel system--high pressure
HEUI fuel system--low pressure
Injector--fuel and oil flow
Injector fuel supply
Fluid supply manifold (iron shot)
Fluid supply manifold (sectional view)
Jumper tube
Injector current waveform
Waveform and response
Injector components
HEUI unit injector--three main groups
HEUI injector component parts
Unit injector components
Unit injector installation
Valve body group
Barrel group--fuel pressure
Nozzle group
Valve body group--solenoid de-energized
Unit injector--end of injection
Barrel group--refill
Nozzle group--fuel edge filter
Injection rate shaping graph
Barrel prime rate shaping
Barrel group--internal leaks
Injector check valves
Hydraulic injection pressure control
Hydraulic supply pump group
Hydraulic supply pump mounting adapter
Hydraulic supply pump priming
Fuel transfer pump
Pressure regulating valve
Cool down bypass circuit
Reverse flow check valves (iron shot)
Reverse flow check valve (sectional view)
Hydraulic supply pump (cutaway front view)
Hydraulic supply pump (cutaway side view)
Fuel system--hydraulic system operation
HEUI hydraulic control system--start-up
Compensator assembly--start-up
HEUI hydraulic control system--destroke
Compensator valve--destroke
HEUI hydraulic control system--upstroke
Compensator valve--upstroke
HEUI hydraulic control system--limiter
STMG 672
4/97
- 159 -
SLIDE LIST
90. Compensator assembly--pressure limiter
operation
91. Pump control valve--no current flow
92. Pump control valve--high current flow
93. HEUI system power supplies
94. Components diagram--power supply
95. ECM power supply circuit
96. Speed/timing sensor power supply
97. Injector wiring schematic
98. Analog sensor power supply
99. Digital sensor power supply
100. Pump control valve--power supply
101. Electronic sensors and systems
102. Speed/timing sensor
103. Analog sensor list
104. Hydraulic pressure sensor
105. Coolant temperature sensor
106. Atmospheric pressure sensor
107. Engine power derating map
108. Turbocharger inlet pressure sensor
109. Automatic filter compensation
110. Turbocharger outlet sensor
111. Oil pressure sensor
112. Oil pressure map
113. Hydraulic temperature sensor
114. Fuel temperature sensor

115. Coolant flow switch
116. Digital sensor list
117. Throttle position sensor
118. Pulse Width Modulated (PWM) signal
120. Ground level shutdown switch
121. User defined shutdown input
122. Demand fan controls
123. Ether injection system
124. Cat Data Link diagram
125. Cat Data Link circuit
126. Logged events
127. System diagram
128. Machine applications
129. Deceleration position sensor circuit
130. Throttle switch circuit
131. Crank without injection plug circuit
132. Engine fan control circuit
133. Throttle lock circuit
134. Hydraulic engine fan control
135. 769C - 775B Dash
136. Pre-lubrication system
137. Industrial engine component diagram
138. HEUI fuel diagram
STMG 672
4/97
- 160 -
Serviceman's Handout No. 1
HEUI
Ref : 1672-01
Material_de_Estudiante
MODOS EN FRIO HEUI

MODO EN_FRIO
Control de Velocidad
Baja en vacio_elevado
PROPOSITO
PUNTOS DE_CAMBIO
DE TEMPERATURA
Calentamiento rapido
Engine protection
Limitacion de Combustible
Cranking limit
Improves starting by limiting fuel
Prevents overfuelling during start-up
SENSOR
< 60C
Temp. aceite
< 60C
Temp. aceite
30C to 90C
Fuel temp.
Sincronizacion de Inyeccion
Oil Viscosity
Compensates for variations due to
Compensation
viscosity changes with oil temperature
< 60C
Oil temp.
Cold Mode Timing
Optimum timing for cold running

also reduces white smoke
< 60C
Oil temp.
Presion de Inyeccion
Cold mode cranking
hydraulic pressure
Optimum hydraulic pressure for

cold starting
< 60C
Oil/Coolant
temp.
Cold mode running

hydraulic pressure
Optimum hydraulic pressure for

cold running
< 60C
Oil temp.
Oil Viscosity
Compensation
Compensates for variations due to

viscosity changes with oil temperature
All temperatures Oil temp.
Ether Injection
Ether injection
Starting aid
< 10C
Fuel Temperature
Compensation
Provides advertised power between

these between these values regardless
of fuel temperature changes
Oil temp.
STMG 672
4/97
- 162 -
STMG 672
4/97
- 163 -
STMG 672
4/97
- 164 -
STMG 672
4/97
- 165 -
STMG 672
4/97
- 166 -
STMG 672
4/97
- 167 -
How small is a Micron?

Human Hair
88 Micron
.0035 Inch
.0889 mm
Magnified 2,000 times
1 Micron
.00004 Inch
.001 mm
2.5 Micron
.0001 Inch
.0025 mm
25 Micron
.001 Inch
.025 mm
5 Micron
.0002 Inch
.005 mm
25,400 Microns = 1 Inch
SESV1672-01
4/97
Printed in U.S.A.

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Service Training

Meeting Guide 672

3408E/3412E HEUI FUEL SYSTEM

3408E/3412E ENGINE CONTROLS

3408E/3412E ENGINE CONTROLS

Estimated Time: 8 Hours

SUPPLEMENTARY TRAINING MATERIAL

Training Book "Easy Windows, 3.1 Edition" by Shelly O'Hara

RECOMMENDED HEUI TOOLING

Hydraulic Unit Injector Puller

Disassembly and Assembly Manual "3408E/3412E Captive Engines"

Testing and Adjusting Manual "3408E/3412E Engines--Captive Engines"

Electrical Schematic "3408E/3412E Captive Engines"

Special Instruction "Using the ECAP"

Tool Operating Manual "Using the Communication Adapter"

Parts Manual "3408E Industrial Engine"

3408E/3412E ENGINE CONTROLS

1997 Caterpillar Inc.

This presentation discusses the 3408E/3412E Hydraulic Electronic Unit

- 769D/771D/773D Off-highway Trucks

3408E/3412E HEUI FUEL SYSTEM

Hydraulic pump raises

Throttle Control (3)

Speed/Timing Sensor (4)

CAT Data Link and

Pressure Sensor (7)

The principal component in the HEUI system, the Electronic Control

The Timing Calibration Connector (1) is located adjacent to the ECM.

The Hydraulic (Injection Actuation) Pressure Sensor (2) is located

The Injector Connector (3) is one of four connectors on a 3408E.

The engine Coolant Temperature Sensor (arrow) is located in the front

Coolant flow switch

This view shows one of the Speed/Timing Sensors (arrow). A sensor is

Esta es la rueda de sincronizacion, fuera del motor

Ranura y diente 50/50

Una marca de sincronizacion "H," al reverso de larueda de sincronizacion es usada para

The Atmospheric Pressure Sensor (1) is installed on the Hydraulic

A number of components are mounted on the Hydraulic Supply Pump

Oil is also supplied to the hydraulic pump for injection actuation

The Timing Calibration Sensor (arrow) is installed when required in the

3408E/3412E HEUI SYSTEM

PUMP CONTROL VALVE

THROTTLE BACK-UP, ELEVATED LOW IDLE ENABLE,

COOLANT TEMP. SENSOR

FAN CONTROL VALVE

ATMOSPHERIC PRESS. SENSOR

ELECTRONIC SERVICE TOOL

OIL PRESSURE SENSOR

EPTC II TRANSMISSION CONTROL

AUTO RETARDER CONTROL

FUEL TEMPERATURE SENSOR

COOLANT FLOW SWITCH

This schematic identifies the external HEUI engine components (shown

SISTEMA DE CONTROL DE ELECTRONICO

1. Flash Programming: Electronic reprogramming of the Personality

ECM is sealed except

NOTE: The ECM is sealed and needs no routine adjustment or

The injector solenoids operate on 105 Volts direct current. Always

PRUEBA DE SOLENOIDES DE INYECTOR

INJECTOR SOLENOID TEST

LOGICA DE CONTROL DE HEUI

- Reduced particulates and lower emissions