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Perkins
1106D and 1104D Electronic Engine
Common Rail Fuel System
Fuel System Installation Guide
Release 3.0 Section 4.1 and 4.2 updated with Heavy duty filter kit installation details
Release 3.1 Section, 4.2 Updated with Filter for LRC and poor quality fuels

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1.0 Introduction
2.0 1106D and 1104D Electronic Fuel System
2.1 C6.6 and C4.4 Fuel System Overview
2.2 High Pressure Fuel System Overview
3.0 Fuel System Safety Requirement
3.1 List of DO NOTs when working on the fuel system
3.2 Engine Cover
4.0 Low Pressure Fuel System
4.1 Low Pressure Fuel System Overview
4.2 Low Pressure System OEM Installed Components
4.3 OEM Supplied Primary Filter and Water Separator specification
4.4 Secondary Fuel Filter
5.0 Fuel Cooling
5.1 Fuel Coolers Requirements
5.2 Fuel System Testing
5.3 Fuel Cooler Installation Positions
5.4 Fuel Cooler Installation Considerations
5.5 Fuel Cooler Specification
6.0 Fuel Tank Design and Installation
6.1 Fuel Tank design
7.0 Fuel System Priming
7.1 Fuel System Priming
7.2 OEM Supplier System Priming Pumps
8.0 Fuel Technical Data Operating Pressures and Temperatures
8.1 Fuel System Technical data
9.0 Fuel System Lines and Connectors
9.1 Fuel Connections to the Engine
9.2 Quick Fit Connectors
10.0 ECM Installation Requirements
10.1 ECM Information
10.2 ECM Temperature Limits
10.3 ECM Temperature Testing Procedure
11.0 Cleanliness and Service Requirements of Fuel System Components
11.1 Handling Fuel System
11.2 Mandatory parts that require replacement during fuel system servicing
12.0 Common Rail Fuel System Circuit Diagram

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13.0 OEM Required Cleanliness Standard

1.0 Introduction
This document is intended to provide the necessary information for correct installation of the
Caterpillar Common Rail Fuel System when installing the Perkins C6.6 and C4.4 ACERT
1106D/1104D engines into OEMs applications.
The mechanical and electronic systems for the 1106D and 1104D engines are covered under
a separate A and I guide which can be found on Secured Internet
The Information in this document is the property of Caterpillar Inc. and/or its subsidiaries.
Without written permission, any copying, transmission to others, and any use except that for
which it is loaned is prohibited.

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2.0 1106D and 1104D Electronic Fuel System

2.1 C6.6 and C4.4 Fuel System Overview
The C6.6 and C4.4 ACERT engines have been designed to meet the Tier 3/Stage 3 off
highway emissions standards. The engines use the Caterpillar Common Rail fuel system
controlled by Caterpillar ADEMTM A4 electronics. This engine incorporates a 4 valve cross
flow cylinder head with multi-shot direct injection and a smart wastegate. The fuel system is
broken down into two critical areas, consisting of the high pressure fuel circuit and the low
pressure fuel circuit.
2.2 High Pressure Fuel System Overview
The high pressure pump is a twin cylinder pump that is driven from the front gear train of the
engine. The pump is lubricated by the engine oil and not by the fuel oil, which gives the
advantage of allowing the use of a wider range of fuel types. The maximum operating
pressure of the common rail system is 160MPa (23,000 psi). Due to mechanical components
required to generate the high pressure, the cleanliness of the high pressure fuel system is
critical to the integrity of the fuel system. The high pressures produced by this system also
brings new safety requirements when operating and working with this system, therefore it is
of paramount importance that operators, OEMs and service technicians ensure that they
follow the guidelines in this Installation guide.

3.0 Fuel System Safety Requirement

Due to the high pressures generated by the Common Rail Fuel system the following safety
requirements MUST be adhered to when working on the engine.

Contact with high pressure fuel may cause fluid penetration and burn
hazards. High Pressure fuel spray may cause a fire hazard. Failure to
follow these inspection, maintenance and service instructions may
cause personal injury or death.

After the engine has stopped, wait for a minimum of 60 seconds in order to allow the
fuel pressure to dissipate from the high pressure (HP) fuel lines before any service or
repair is performed on the fuel system.

Inspect all lines and hoses for wear or for deterioration after the engine has stopped.
The hoses must be suitably restrained with sufficient clearance to other components.

Make sure that all clamps, guards, and heat shields are installed correctly. This will
help to prevent vibration, chafing against other parts, and excessive heat, during
engine operation.

Oil filters and fuel filters must be correctly installed. The filter housings must be
tightened to the correct torque. Refer to the Disassembly and Assembly manual for
more information.

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Leaks can cause fires. All fuel spills must be cleaned up before further work is
undertaken on the engine.

Care should always be taken when working with the High Pressure Fuel system.

3.1 List of DO NOTs When working on the fuel system

Do not step on the high-pressure fuel lines.
Do not bend or strike the high-pressure fuel lines.
Do not manually check the high pressure fuel lines with the engine running or
whilst cranking.
Do not crack open any of the pipes to start engine.
Do not loosen the high pressure fuel lines to purge air from the system.
Do not install any high pressure lines that are damaged.
Do not attach wiring harnesses or pipes to any part of the high pressure fuel lines
Do not use the mounting bolts or any fasteners on the fuel system to install any
OEM supplied machine components.
Do not disturb any part of the fuel system
Do not operate the engine with a fuel leak in the high pressure system.
Do not tighten the connections on the low pressure fuel system in order to stop
the leak. The connection must only be tightened to the recommended torque.
Do not operate the engine with missing, damaged or loose clips. Ensure that all
clips and clamps on the high pressure fuel lines are in place.
3.2 Engine Cover
It is strongly recommended that an engine cover be fitted over the HP fuel system in
applications where the OEM or installer does not provide a machine enclosure to provide
protection to a nearby third party. The cover can be supplied by Perkins or the OEM.
On closed installations, it is at the customers discretion to decide on the necessity of a cover
to minimise the accumulation of debris around the congested area at the top of the engine.

4.0 Low Pressure Fuel System

4.1 Low Pressure Fuel System Overview

It is not permitted for the Dealer, OEM or Customer to modify or

dismantle the low pressure fuel system installed on the engine at
Perkins factory. The only exception to this is detailed in Section 4.2
The C6.6 and C4.4 ACERT engine is equipped with a two-filter, filtration system to
protect the system. A primary filter and water separator situated before the transfer
pump and a secondary filter located before the high pressure fuel pump. Both filters
are mandatory and must be supplied by Perkins.
The system is self-venting, and therefore you must not crack the injector HP pipes
during priming of the system.

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A transfer pump mounted directly to the high-pressure pump draws the fuel from the
tank to pressurise the system.
It is a performance requirement of the injectors for the fuel leak off from the injectors to
be fed to the pressure side of the transfer pump.
Between the transfer pump and the secondary filter, fuel is generally passed through a
gallery in the ECM to provide cooling.
An OEM supplied fuel cooler may be required. The fuel cooler can be positioned
between the Transfer pump outlet and ECM inlet, or alternatively in the fuel return line
to tank.
Leak off from the high-pressure pump, secondary fuel filter and fuel rail pressure relief
valve are fed back to tank via a non return valve.
4.2 Low Pressure System OEM Installed Components
Perkins primary filter and water separator is mandatory for all installations. The OEM
has the option to procure from Perkins the primary filter and water separator and
remote mount it in the application.
There is a Perkins supplied additional filter kit available that can be added as a field
service kit to improve filtration in heavy duty or arduous application. For engines or
machine working in Lesser Regulated Countries (LRC) or Territories with poor fuel
quality it is mandatory that the additional filter is fitted. If an additional filter is required
it is mandatory that the filter kit is supplied by Perkins. Please refer to Perkins Kit
U5MK1252 - Fuel Filter Kit and Leaflet 2180258 for details and fitting instructions.
If a fuel cooler is required it is the OEMs responsibility to provide and install the fuel
cooler. Fuel cooler selection and specification is detailed in section 5.0.
The OEM must connect the above components to the engine using quick fit
connectors. They are not permitted to disturb the screw fittings already supplied on the
engine. More details about quick fit connectors are provided in Section 9.2.
4.3 Perkins Supplied Primary Filter and Water Separator specification
The function of the primary filter is to protect the transfer pump from debris, and influence the
overall system filtration efficiency. The primary filter and water separator can be either
mounted on engine or supplied loose for installation at a non-standard location, either on the
engine, or off the engine in the OEMs installation.
It is mandatory that the OEM uses the Perkins supplied Primary Filter and water separator.
Perkins supplied primary filter and water separator is 20 micron filter with 250ml water
capacity.

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4.4 Secondary Fuel Filter

The 2 Micron secondary filter is supplied on engine. It is NOT permitted for the OEM to
remove the secondary fuel filter from its location as built in the factory.

5.0 Fuel Cooling

5.1 Fuel Cooler Requirements
A fuel cooler is required in certain applications if the temperature of the fuel entering the
engine is too high. Control of fuel temperature is required for a number of reasons:
Maintenance of ECM working temperature for durability
Protection of High Pressure Fuel Pump, fuel injectors and injector electronics
A fuel cooler will be required if the fuel temperature entering the engine (at the outlet to the
ECM) exceeds 90oC in a 46oC ambient.
The need for a fuel cooler is application dependent, and can only be determined through
testing the installation to ensure the fuel inlet temperature does not exceed the limit for the
engine. The following factors can significantly effect fuel temperature, and it is recommended
that a fuel cooler be used for the these conditions:
If the application has a plastic fuel tank
If the fuel tank is next to a heat source, ie hydraulic system
If the primary filter is next to a heat source
High engine bay temperatures
Low or no air flow over engine or fuel tank
5.2 Fuel System Testing.
The following test procedure details the preferred fuel system test method to ensure that
maximum fuel temperature at the outlet to ECM is NOT exceeded.
1. Install temperature probes at the following locations. The diagram in section 12.0
shows these locations on the engine. It is recommend that an 8-channel data-logger
be used with a minimum sample rate of 5 seconds
Temperature Measurements

Location

Transfer Pump Inlet

ECM Outlet (X2)

RTT Temperature

ECM Surface Temperature

Under bonnet Temperature

Ideal location is near the HP Pump

Ambient Temperature (X1)

Fuel Cooler In & Out Temperatures

External of Application
Applicable only where a fuel cooler is present in the system

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2. Ensure that the fuel tank is sufficiently full to complete between 1 to 2 hours of
arduous testing (engine operating under the same conditions that would be used for
determining ambient capability) with an aim to finish the test on an almost empty tank.
An empty fuel tank is expected to provide the worst case for fuel temperature.
3. Ensure that all engine covers and side panels are fitted into place, cab heater is
switched off, air conditioning is switched on and 50% antifreeze is used. Test can be
completed with or without jacked open thermostats.
4. The test should not be conducted in an ambient temperature below 15oC
5. Operate the machine at an arduous test cycle or worst-case operation for a
minimum of one hour to two hours. Record the temperatures during test.

If temperature out of the ECM exceeds 90oC then the test must be
stopped.

6. The maximum fuel temperature can be calculated as follows:

Maximum Fuel Temperature =
ECM Outlet Temperature X2 + (0.586 x (Maximum working temperature 46oC Ambient Temperature X1))
The maximum fuel temperature must not exceed 90oC
7.If the Maximum fuel temperature is above 90oC in a 46oC ambient then a fuel cooler
is required.
5.3 Fuel Cooler Installation Positions
If a fuel cooler is required, this will be customer supplied. There are two possible positions for
the fuel cooler.
Option A Return to tank line after the customer connection.
Option B ECM inlet
If the fuel cooler is to be installed per Option B - ECM inlet, then the engine MUST be built in
the factory with quick fit connectors installed to allow the OEM to connect the fuel cooler.

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OEM must ensure that the plastic pipe linking the fuel cooler connections is removed only
when the fuel coolers is ready to be connected. It is not permitted to install the fuel cooler in
the following locations:
Do Not install the fuel cooler in any part of the system before the transfer pump.
Do Not break into the Engine supplied fuel system to install the fuel cooler.
5.4 Fuel Cooler Installation Considerations
The following aspects should be taken into account when installing the fuel cooler into the
application:
Fuel cooler should ideally be flexibly mounted to the machine chassis to prevent
fatigue damage from vibration.
If the Fuel Cooler is mounted off-engine then flexible pipes should be used to allow for
adequate engine movement.
For maximum efficiency, the fuel cooler should be mounted in a location that provides
adequate air flow over the cooler.
5.5 Fuel Cooler Specification
The following table gives the technical details for specifying a fuel cooler.
Fuel Cooler Technical Specification
1104D
Parameter
Flow
Temperature Drop*
Pressure Drop
Maximum burst pressure
Maximum Fin Spacing
Cleanliness Specification

Pre-ECM
1.5L/min
10-20C
60kPA
8 Bar
6 FPI
See Section 13.0

RTT
0.75L/min
15-25C
100 kPA
8 Bar
6 FPI
See Section 13.0

1106D
Pre-ECM
1.8L/min
10-20C
60kPA
8 Bar
6 FPI
See Section 13.0

RTT
0.85L/min
15-25C
100 kPA
8 Bar
6 FPI
See Section 13.0

* The temperature the fuel cooler is required to drop is application dependent. This should be used only as a guide for
discussions with a supplier

Fuel cooler performance can only be approved with an in application test as detailed in section 4.2

6.0 Fuel Tank Design and Installation

6.1 Fuel Tank design
The fuel tank is an integral part to any fuel system and it is therefore important to make sure
the fuel tank design and material specification is to the correct standard in order to support
the integrity of the common rail fuel system. The following provides details of the mandatory
requirements and recommendations when designing the fuel tank.
The fuel tank MUST be designed using materials suitable for fuel oils.
The fuel tank MUST be designed using materials that do not corrode.

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It is recommended that the fuel tank include a sediment/water trap at the base of the
tank, that is accessible for periodic service.
The fuel feed line must be above the sediment trap to leave at least 3% to 5% of the
fuel in the tank.
The fuel return line to tank can be below or above the maximum fuel level in the tank.
If the fuel return to tank is below the maximum level it must be at least 150mm away
from the outlet from the tank. This is to avoid hot fuel being re-circulated into the
engine and allow any entrapped air to dissipate.
The fuel tank must be fitted with a 2 micron serviceable breather fitted to the tank.
It is not recommended to include a gauze on the fuel feed line inside the tank.
It is recommended that the fuel tank filler neck includes a serviceable mesh to prevent
debris from entering the tank during filling.
It is recommended that the fuel tank filler neck be located such that it is easy to clean
the area before removing the cap and so that debris will not enter the filler during the
machine refilling.
The inside of the fuel tank must not be painted.
The manufacturing of the fuel tank should be to Perkins cleanliness standard detailed
in section 13.0.

Typical Fuel Tank Design

Alternative extended filler
neck to prevent debris
entering during filling

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7.0 Fuel System Priming

7.1 Fuel System Priming

DO NOT UNDER ANY CIRCUMSTANCES CRACK THE INJECTOR HP

PIPES OR ANY OTHER PART OF THE FUEL CIRCUIT TO PRIME THE
SYSTEM
NEVER PRE-FILL THE PRIMARY OR SECONDARY FILTERS TO HELP
PRIME THE SYSTEM
The Perkins supplied Primary filter contains a mechanical, hand operated priming pump.
Hand priming requires easy access to the primary filter. Time to prime for the Perkins
supplied mechanical pump is up to 1.5minutes of continuous pumping.
An engine mounted electrical priming pump is available. Alternatively OEMs can supply their
own priming pump. The specification requirements that must be fulfilled by an OEM supplied
priming pump are shown in section 7.2.
Electric priming pumps can be engine or chassis mounted. Pumps can be specified in either
24v or 12v configuration.
It is recommended that the operating switch is mounted near the engine, and set to prime for
at least 1.5 minutes with the possibility of an override.
Priming pumps must not be operated while the engine is running.
When priming the system after a filter change or first fill, no attempt should be made to
disconnect any of the low-pressure system. Both the low pressure and High Pressure (HP)
fuel systems are self-venting. Excess air will be vented during the priming process.
The HP system is sealed; no attempt must be made to break into the HP pipes. Excess air
will be automatically purged during priming.
7.2 OEM Supplied System Priming Pumps
OEM supplied electric priming pump must not cause a restriction in the pre transfer pump
line that drops below the standard system requirements, see Section 8.0.
All electric priming pumps must be fitted with a bypass one-way valve that complies with the
standard system specifications.

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The following table shows the technical requirements for customer supplied priming pumps.

Customer Supplied Priming Pump Design Specifications

Temperature range
80C to 40C
Maximum under bonnet temperature 125C for 30 minutes, 105C continuous
Recommended operating pressure
50kPa, with 3m of 13mm bore hose and 1.5m
head, Nominal
Recommended Pressure drop
5kPa Maximum
Recommended flow rate
1.5 litres/minute typical
Max Priming pressure
600 kPa
Cleanliness
See Section 13.0

8.0 Fuel Technical Data Operating Pressures and Temperatures

8.1 Fuel System Technical data
The following table gives the temperature and pressure limits for installations. Please refer to
fuel system schematic in section 12.0 for the locations of the measurement points.
Fuel System Technical Data
Parameter
Transfer Pump Depression

Location
1

Fuel Temperature out of ECM

HP Inlet Temperature
Return to Tank (RTT) Max Back
Pressure
Under Bonnet Temperature

--

Return to Tank Temperature

--

--

Limit
24 kPa Clean
Filter
30 kPa dirty Filter
90C
90C
150kPa
125C for 30
minutes, 105 C
< 90C

Notes

Including fuel cooler in RTT line

Out of engine pre-cooler.

Dependent on application

9.0 Fuel System Lines and Connectors

9.1 Fuel Connections to the Engine

Under No Circumstances MUST the OEM replace or disturb the fuel

line fittings installed on the engine.

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There are two connections to supply the fuel to and from the engines. The position of the
supply connections will be either on the primary filter (if supplied on engine) or the fuel
transfer pump if the OEM remote mounts the primary filter.
The return connection will be engine mounted after the non-return valve. The position on the
engine will be dependent on the filter option selected. All the connections supplied on the
engine are of the quick fit type.
Primary Filter Inlet - Factory Fitted primary filter 15.82mm Quick Fit Connector
Transfer Pump Inlet For OEM mounted primary filter, 15.82mm Quick Fit Connector
Fuel Return to Tank Engine Mounted, 9.49mm Quick Fit Connector

9.2 Quick Fit Connectors

The quick fit connectors to connect to the engine can be ordered directly from Perkins. The
following table details the quick fit connectors required to connect the fuel system to the
engine.
Quick Fit Connectors available for engine
Location

Engine Connection

OEM
Orientation
Perkins Part
Caterpillar
Connection
Number
Part Number
Primary Filter Inlet
Male 15.82 Quick
Female 15.82
Straight (180 dg)
29990043
264-3522
Fit
Quick fit
Elbow (90 dg)
29990044
264-3518
Transfer Pump Inlet
Male 15.82 Quick
Female 15.82
Straight (180 dg)
29990043
264-3522
Fit
Quick fit
Elbow (90 dg)
29990044
264-3518
RTT*
Female 9.49 Quick Male 9.49 Quick Straight (180 dg)
3763A045
TBA
fit
fit
Fuel Cooler
Female 9.89 Quick Male 9.89 Quick Straight (180 dg)
TBA
TBA
Connection
fit
Fit
Elbow (90dg)
TBA
TBA
* The return to tank connections come fitted with a Female Quick fit connector for use with a customer line as
standard

9.3 Fuel Line Specifications

The following are recommendations for the fuel lines to and from the engine.
The minimum inside diameter for the feed line is 13mm with a maximum 3m
length.
The minimum inside Diameter for the return line is 8mm.
The hoses should be suitable to be used with fuel oils

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It is recommended that the hoses should be fuel resistant to SAEJ30R6

minimum
Lines should be resistant to UV degradation
Lines should be reinforced with crimped end fittings
The fuel lines should be adequately clipped to ensure that they do not rub or
touch other machine or engine components
All fuel lines must meet the cleanliness specification as detailed in section 13.0

10.0 ECM Installation Requirements

10.1 ECM Information
There are two types of ECM that can be specified on the engine, Fuel Cooled ECM and Air
Cooled ECM. Both ECMs requires control of local ambient air temperature as well as fuel
outlet temperature to ensure durability. The full outlet temperature and local air temperature
should be measured in the following locations:
Fuel outlet temperature measured at outlet from ECM See section 5.2 for procedure
Air temperature 25mm above the centre of the ECM
10.2 ECM Temperature Limits
Local ambient temperature must not exceed 110oC continuous for Fuel Cooled ECM
Local ambient temperature must not exceed 85oC continuous for Air Cooled ECM
Max under bonnet temperature: 125C for 30 minutes, 105 C
continuous (measured away from the exhaust)
ECM fuel outlet temperature must not exceed 90oC continuous. (Fuel Cooled ECM)
The following diagram shows where the ECM temperatures should be measured

ECM Ambient Temperature

should be measured 25mm
above the centre of the ECM

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10.3 ECM Temperature Testing Procedure

The ECM Should be tested during the fuel cooling test as detailed in section 4.2. If an air
cooled ECM is used a heat soak test MUST be completed to check the rise in ambient. The
test is to be conducted as follows:
After completing the arduous test cycle the engine MUST be switched off
immediately. The ECM local ambient temperature must be recorded until the
temperature has started to decrease.

11.0 Cleanliness and Service Requirements of Fuel System Components

It is important to maintain extreme cleanliness when working with the
fuel system. Even the smallest of particles that are not visible to the
human eye can cause engine or fuel system permanent damage.
11.1 Handling Fuel System
Cleanliness is paramount when working on the common rail fuel system. When servicing the
engine or fuel system the following guidelines MUST be followed.
Do not remove the protective caps from the OEM connections points until final
assembly. Do not remove as part of the sub assembly.
All new components should remain bagged and capped until immediately before use.
Parts must be inspected prior to use. Ensure capping is intact and parts are clean and
undamaged. Reject any parts that do not conform.
Before attempting any work on the fuel system, the entire engine should be washed
with a high pressure water system in order to remove dirt and loose debris that might
contaminate the fuel system.
The technician must wear suitable latex gloves and protective clothing. The latex
gloves should be disposed of immediately after completion of the repair in order to
prevent contamination of the system.
High pressure lines are not reusable. New High Pressure lines are manufactured for
installation in only one unique location. When a high pressure line is replaced, do not
bend or distort the new line. Even if the high pressure line has been loosened, it needs

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to be replaced
All new fuel filters, high pressure lines, tube assemblies and components are supplied
with sealing caps. These sealing caps should only be removed immediately before
installing the new part. If the new component is not supplied capped and bagged then
the component should not be used.
When a component is removed from the system, the exposed fuel connections must
be closed immediately with new sealing caps. The sealing caps should only be
removed when the component is reconnected.
The sealing caps must not be reused. Dispose of the sealing caps immediately after
use. Contact your nearest dealer or distributor to obtain the correct sealing caps.
Never pre-fill primary or secondary filters
When possible, the service area should be positively pressurised in order to ensure
that the components are not exposed to contamination from airborne dirt and debris.
11.2 Mandatory parts that require replacement during fuel system servicing
The following items MUST be replaced, under the following circumstances when servicing
the engine, or are found to be damaged. They must not be repaired or reused.
High pressure fuel line or lines are removed or loosened.
End fittings are damaged or leaking.
Outer coverings are chafed or cut.
Wires are exposed.
Outer coverings are ballooning.
Flexible parts of the hoses are kinked.
Outer covers have embedded armouring.
End fittings are displaced.
Consult your local Perkins distributor for replacement parts.
.

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12.0 Common Rail Fuel System Circuit Diagram

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13.0 OEM Required Cleanliness Standard

Caterpillar (Perkins) Common Rail OEM Component Cleanliness Standard
This specification defines cleanliness levels applicable to finished engine components and assemblies.
All cleanliness standards are based on flushing the specified area with solvent, filtering the flushed solvent onto
a membrane filter patch, measuring particle dimension with a microscope, and measuring total particle mass
with an analytical balance.
The specified cleanliness must be met at the time of assembly
Particles to be measured for size are metallic, rust (either free or loosely attached), slag, sand, and other
abrasives. If particles are fragile and break up with gentle probing (gentle probing will not tear membrane filter
patch), only the remaining solid pieces are to be measured for specification performance.
Maximum No.
Maximum
Abrasive
Largest Particle Allowed, in microns (A)
Particles Allowed
Mass Allowed (Oxide)
per given
(B)
Restricted
(B)

X
1200

Y
500

Z
150

#
4

X
mg/m2 mg
500 170
10
1200

40
No

mg
1.2

(D)

B Per Passage

D For Fuel System Components only

No more than 10 abrasives greater than
40 micron in size per cleanliness patch
# Number of Particles
Based on Caterpillar 1E2500A

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