Service Training STUDENT

Course Materials REFERENCE

MATERIALS

FUEL INJECTION PUMP

FUEL RETURN
CHECK VALVE

GOVERNOR CAM
SPRING
METERING VALVE
FUEL OUTLET
ROLLER
PRESSURE
PISTON REGULATOR

GOVERNOR
WEIGHTS

TRANSFER
SHOE PUMP
AUTOMATIC ADVANCE ROTOR DELIVERY
MECHANISM VALVE
ORIFICE CHECK
VALVE

DISTRIBUTOR-TYPE FUEL PUMPS

Fuel System Supplement
BUILDING CONSTRUCTION PRODUCTS
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STUDENT NOTES
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TABLE OF CONTENTS

DISTRIBUTOR-TYPE FUEL PUMP SYSTEMS .................................................................3

CAV-LUCAS FUEL SYSTEM...............................................................................................4

STANDADYNE FUEL SYSTEM........................................................................................15

Starting and Charging System ........................................................................................19

LUCAS FUEL SYSTEM- EMISSIONS ENGINES............................................................21

Starting and Charging System .......................................................................................27

STANADYNE FUEL SYSTEM - EMISSIONS ENGINE .................................................29

Starting and Charging System - Emissions Engine........................................................31
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DISTRIBUTOR-TYPE FUEL PUMP SYSTEMS

INJECTOR

INLET HEATER
COIL
FUEL FILTER

TRANSFER
PUMP

FUEL PUMP

WATER
SEPARATOR

DISTRIBUTOR-TYPE FUEL PUMP SYSTEMS

Fuel System A number of Caterpillar machines are equipped with distributor-type fuel
Components pumps. This package attempts to show several of the more common
types used along with typical starting and charging systems used with
- Tank these fuel pump systems.

- Water separator
- Low pressure (lift)
pump
- Fuel filter
When the engine is running, fuel is pulled through the water separator to
remove moisture and small particles of debris from the fuel. The fuel is
then sent through the fuel filter to the injection pump by the diaphragm-
type low pressure fuel pump (lift pump). The fuel injection pump sends
fuel at high pressure to the injectors. The amount of fuel and the fuel
timing is controlled by the pump.

- Injection Pump Lubrication for the internal components in the injection pump is provided
by the fuel. Excess fuel or leakage from the injectors is returned to the
- Injectors tank. Any air trapped in the fuel filter is also sent back to the tank.
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2
4
6

1
7
3
9

10 8

CAV-LUCAS FUEL SYSTEM

Fuel injection pump The fuel injection pump is located on the left side of the engine. This
components: distributer-type fuel pump was used on the original Caterpillat backhoe
1. Manual stop lever loaders and the Series II backhoe loaders.
2. Low idle
adjustment stop
NOTICE
3. Accelerator lever
4. High idle Never operate the engine unless the fuel injection pump is full of fuel
adjustment stop and free of air. The fuel system must be primed to remove air any
5. Delivery lines to time a portion of the system is drained or a component is removed.
the injectors Failure to bleed the fuel system will cause the internal pump
components to "freeze up."
6. Fuel inlet passage
7. Regulator valve
8. Engine shutdown
(fuel shutoff)
solenoid
9. Bleed screws
10. Access plate for
checking injection
timing.

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Low idle and high idle The low idle (2) and high idle (4) adjustment screws limit the travel of
adjustment screws the accelerator lever (3) in both directions. The lever connects to the
limit accelerator travel
accelerator pedal and hand control lever through linkages. The high idle
and low idle adjustments are made at the factory. The high idle
adjustment screw is secured with a lock wire.

Engine shutdown The shutdown solenoid (8) is electrically connected to the key start
solenoid switch. When the key start switch is turned to the START or RUN
position, electrical current energizes the solenoid which allows fuel to
enter the injection pump. When the key start switch is in the OFF
position, the supply of fuel is stopped.

Manual shutdown The manual shutoff lever allows the engine to be shut down without
lever
using the key start switch.
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416-438 BHL FUEL INJECTION PUMP

MANUAL GOVERNOR LOW IDLE ACCELERATOR
SHUTOFF SPRING STOP LEVER
LEVER HIGH IDLE
FUEL
IDLING STOP
INLET
SPRING METERING TO
FUEL VALVE FUEL
RETURN INJECTOR
CHECK
VALVE

REGULATOR
FLYWEIGHT ROTOR VALVE
ASSEMBLY ASSEMBLY
ROLLER
PLUNGER TRANSFER
CAM
RING FUEL PUMP
AUTOMATIC
ORIFICE SHUTOFF
ADVANCE
CHECK SOLENOID
MECHANISM
VALVE

Identify all Fuel (red dots) enters the inlet to the regulator valve. The regulator valve
components labeled controls transfer pressure inside of the fuel injection pump. A vane pump
in the fuel injection driven by the rotor assembly sends the fuel (red and white stripes) to the
pump schematic and
trace fuel flow fuel shutoff solenoid which, when energized, allows the fuel to pass to
the orifice check valve and then to the automatic advance mechanism.
After passing engine
shutdown (fuel
shutoff) solenoid fuel The orifice controls the rate of fuel flow to the automatic advance
splits: mechanism while the check valve allows for a rapid dump of fuel
pressure in the automatic advance chamber when the engine rpm are
1. Sent to orifice reduced. The fuel also passes around the rotor assembly up to the
check valve metering valve.

2. Around rotor The metering valve varies the flow of fuel to the passages inside of the
assembly to
metering valve
rotor assembly. The metering valve is controlled by the main governor
spring and flyweights (except at engine idle, when the idling spring and
Metering valve flyweights control the engine rpm).
controls fuel flow to
rotor assembly

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Rotor assembly Pressurized fuel from the metering valve fills the passages inside the
controls fuel rotor assembly forcing the plungers out against the rollers. As the rotor
distribution to assembly turns, the fuel inlet to it is blocked. Now, a high spot or lobe
injectors on the cam ring causes the rollers to force the plungers together causing
fuel pressure to build inside the rotor assembly. As the rotor continues to
turn, a passage opens allowing this fuel under high pressure to go to the
fuel injector. This process occurs four times for each revolution of the
rotor. The controlled in and out movement of the plungers provides the
pumping action. (This slide shows the pump before the fuel is sent out to
the injector.)

Automatic advance The automatic advance mechanism advances timing to improve engine
mechanism efficiency as engine speed is varied. The automatic advance mechanism
causes the cam ring to rotate in the pump housing.

Fuel return check The fuel return check valve maintains a slight pressure in the fuel
valve injection pump to ensure good lubrication. The fuel return check valve
also allows hot fuel to bleed back to tank from the injection pump for
cooling.

Manual shutoff lever The manual shutoff lever moves the metering valve to the fuel off
position when activated.

NOTE: To check transfer pressure on this fuel pump remove the

fuel shutoff solenoid and install a modified 8T7861 fitting. A 6V6560
Seal is also required. About .100 in of thread length needs to be
removed for the fitting to work. If the threads are not removed the
fitting will block fuel flow in the pump.
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REGULATOR VALVE
FUEL
INLET INLET
SCREEN

TO FUEL ADJUSTMENT
TRANSFER SCREW
PUMP

SPRING

FROM FUEL
TRANSFER PISTON
PUMP

Identify all The regulator valve has two functions. First, it controls the pressure rise
components labeled in the low pressure areas of the pump. This pressure is referred to as
in the regulator valve "transfer pressure." Transfer pressure increases as the speed of the pump
schematic
increases. If transfer pressure gets too high, the piston moves up against
the spring and dumps fuel to the suction side of the transfer pump.
Fuel regulator valve
has two functions:
Secondly, the regulator valve provides the means for the priming (lift)
1. Controls transfer pump to fill the inside of the injection pump with fuel by allowing the
pressure fuel to bypass the transfer pump.

2. Allows fuel to To fill the injection pump with fuel during priming, the shutdown
bypass transfer solenoid must be energized to allow fuel to flow through the pump.
pump when
priming
NOTE: Adjustment of the fuel transfer pressure is not permitted.
Also, the current parts book does not show any serviceable
components of the regulator valve. This slide and the service manual
module "4.236 Diesel Engine" (Form SENR3114) are one of the few
places a mechanic can determine how to reassemble the regulator
valve in case the valve is disassembled for cleaning.
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CAM RING AND ROTOR ASSEMBLY

START ADVANCE

CAM RING ROLLER

PLUNGER

SHOE

ROTOR
ASSEMBLY

PISTON SPRING AUTO ADVANCE

MECHANISM

Identify all The spring in the automatic advance mechanism holds the cam ring in the
components labeled fully retarded position at startup. As engine speed increases, fuel transfer
in the cam ring and pressure (red) increases and moves the piston against the spring causing
rotor assembly
schematic the cam ring to rotate. As the cam ring rotates, the engine timing is
advanced.
As engine speed
increases, fuel NOTE: Do not turn the adjustment screw without Caterpillar
transfer pressure authorization.
increases

Transfer pressure
works against auto
advance mechanism
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ROTOR ASSEMBLY OPERATION

INLET
PASSAGE FUEL
INLET DISTRIBUTOR
PLUNGERS PASSAGE

INLET
STROKE
ROTOR
ASSEMBLY

OUTLET
STROKE

FUEL
OUTLET

Identify all During the inlet (charging) stroke, pressurized fuel (red and white stripes)
components labeled enters one of four inlet passages in the rotor and forces the plungers out
in the rotor assembly against the shoes and rollers (see previous slide).
operation schematic

Inlet Stroke - Plungers

As the rotor continues to turn, the outlet (injection) stroke begins. The
forced outward plungers are forced inward by the cam lobes and fuel under increased
Outlet Stroke -
pressure (red) is forced out the single distributor passage to one of four
Plungers forced outlet passages. Each fuel injector has an outlet.
inward by cam lobes
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3 4

1
7
5

6
2

Rotor assembly This slide shows the components in the head of the rotor assembly.
components:

The rollers rotate inside of the shoe. The shoes are retained by the fuel
1. Drive plate
setting adjustment plates. By rotating the adjustment plate, shoe travel is
varied. By controlling the shoe travel distance, plunger outward travel
2. Cam ring
distance is also controlled. The adjustment plates control the maximum
fuel setting.
3. Roller and shoe

4. Primary NOTE: The fuel setting adjustments must be done on a bench by

adjustment plate factory authorized dealers only.

5. Rotor and plungers

6. Secondary
adjustment plate

7. Transfer pump

Controlling shoe
travel also controls
plunger travel
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1 3 4
2

Fuel advance This slide shows the automatic advance mechanism.

mechanism
components:
The orifice check valve (5) controls the rate of fuel flow leaving the
automatic advance mechanism.
1. Housing

2. Spring NOTE: Any water that gets into the fuel injection pump tends to
settle in the automatic advance mechanism causing the components
3. Piston to corrode. Corrosion causes the piston to stick and prevents the
mechanism from working properly.
4. End cap

5. Orifice check valve

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Different methods to Several different methods can be used to time the fuel injection pump to
remove and install the the engine. The service manual describes the timing procedure which
fuel injection pump
utilizes the 6V2189 Timing Fixture. The service manual also describes
the "valve drop method" which does not require a special fixture. Both
1. A 6V2189 Timing
methods work equally well.
Fixture

2. The "valve drop" A simpler method, however, is to make sure the scribe marks on the fuel
method injection pump and timing cover are aligned. After removal and repair or
adjustment of the pump, install the pump on the engine making sure the
3. Scribe mark scribe marks are again aligned. This method is acceptable since the fuel
alignment pump drive shaft has a slot (arrow) on the end that fits into the timing
gear only one way.
Line up scribe mark
on fuel injection pump
The scribe marks are put on at the factory.
to the scribe mark on
the timing cover NOTE TO THE INSTRUCTOR: Using the 6V2189 Timing Fixture
is discussed in detail in Service Training Meeting Guide 501, "416,
426 Backhoe Loaders--Engine, Power Train, and Electrical Systems"
(SESV1501).
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10

CIrclip alignment If the scribe marks are not readily visible, remove the access plate for
method checking engine timing on the side of the fuel injection pump timing
cover. Rotate the crankshaft until the squared end of the circlip (arrow)
1. Remove access is aligned with the machined line next to the letter "C" on the rotor drive
plate
plate to establish a fixed relationship between the engine timing gears and
the fuel injection pump housing.
2. Rotate crankshaft
to align machined
line next to "C" on Once the machined line and circlip are aligned, the fuel injection pump
rotor drive can be removed. After repair or adjustment, the pump can be reinstalled
by aligning the squared end of the circlip to the machined line next to the
3. Remove injection letter "C".
pump
NOTE: What should be seen in this viewing angle is the squared end
4. Install injection of the circlip at the arrow, not the rounded end. When the rounded
pump
circlip end is seen at this location, refer to the valve drop method in
the service manual.
5. Realign circlip to
"C" on rotor drive
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"C" SERIES BACKHOE LOADERS

FUEL SYSTEM
ORIFICE
CHECK VALVE TRANSFER PUMP FUEL FILTER

LIFT PUMP
VENT
WIRE
AUTOMATIC WATER SEPARATOR
ADVANCE /FUEL FILTER

GOVERNOR
SPRING PRESSURE
REGULATOR
RETURN
CHECK METERING
VALVE VALVE
FUEL TANK
GOVERNOR
HEAD
PASSAGE
DELIVERY
VALVE

INJECTOR

HOUSING LUBE

ROTOR
PLUNGERS

11

STANDADYNE FUEL SYSTEM

Review fuel flow The Stanadyne fuel pump replaced the CAV-Lucas pump, when the B
through fuel system series backhoes were introduced. The pump is also used on telehandlers.

- Water separator/fuel
All components shown in the schematic except for the fuel tank, water
filter
separator/fuel filter, lift pump, fuel filter and injector are part of the fuel
- Lift pump injection pump.

- Fuel filter When the engine is running, fuel is pulled through the water
separator/fuel filter to remove moisture and small particles of debris from
- Distributor-type fuel the fuel. The fuel is then sent through the fuel filter to the injection
injection pump pump by the diaphragm-type low pressure fuel pump (lift pump). From
the filter, the fuel enters the fuel injection pump and flows to the
- Injectors
regulator valve and transfer pump.
- Return to tank

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The regulator valve controls transfer pressure inside the fuel injection
pump. The vane-type transfer pump is driven by the rotor assembly and
sends the fuel (red and white stripes) through the orifice check valve to
the automatic advance mechanism.

The check valve prevents reverse fuel flow from the automatic advance
due to cam loading. The orifice permits fuel to vent from the automatic
advance when the engine rpm are reduced.

The fuel also flows around the rotor assembly (head passage) and is
directed to the metering valve. The metering valve varies the flow of
fuel to the passages inside the rotor assembly. The metering valve is
controlled by the governor spring and flyweights.

On the intake stroke, fuel moves the plungers outward. On the outlet
stroke (as the rotor turns), lobes on the cam ring (not shown) force the
plungers inward and pressurize the fuel. The pressurized fuel unseats the
delivery valve (check valve) and flows to the injectors. The injectors
open to inject the fuel. The delivery valve prevents nozzle leakage and
reverse fuel flow after the fuel is injected.

The amount of fuel and the fuel timing are controlled by the injection
pump.

Lubrication for the internal components in the injection pump is provided

by the fuel. The return check valve maintains a slight pressure in the
pump housing to ensure adequate lubrication.

Excess fuel or leakage from the injectors is returned to the tank.

NOTE: Cam loading is caused by the plungers being forced inward

as the rotor turns. Without the check valve, the automatic advance
piston would move to the right causing late timing.
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FUEL INJECTION PUMP

FUEL RETURN
CHECK VALVE

GOVERNOR CAM
SPRING
METERING VALVE
FUEL OUTLET
ROLLER
PRESSURE
PISTON REGULATOR

GOVERNOR
WEIGHTS

TRANSFER
SHOE PUMP
AUTOMATIC ADVANCE ROTOR DELIVERY
MECHANISM VALVE
ORIFICE CHECK
VALVE

12

Identify components Shown here is a sectional view of the fuel injection pump.
and trace fuel flow
Fuel is drawn by the transfer pump through the pressure regulator and
sent to the metering valve when the solenoid (not shown) is energized.
The fuel also flows through an annular groove around the rotor to the
orifice check valve and the automatic advance mechanism.

The metering valve controls the amount of fuel sent to the pumping
elements inside the rotor (plungers, cam ring, and shoes). As the rotor
turns, the cam ring forces the shoes and plungers inward to increase the
fuel pressure. The pressurized fuel is then directed to the injectors.
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2
3
6

5
8

7
9

13

Fuel injection pump This slide shows a close view of the fuel injection pump, which is
components: mounted on the left side of the engine.
1. Fuel return check
valve The engine shutdown solenoid (fuel shutoff solenoid) is located below
2. Low idle the top cover of the fuel injection pump (notice the electrical wires). The
adjustment stop solenoid is energized to run.
3. High idle
adjustment stop NOTE: Removal, installation and timing procedures for the fuel
injection pump are the same as the procedures used on "B" Series
4. Accelerator linkage
machines.
5. Timing marks
6. Discharge fittings
NOTICE
7. Automatic advance
mechanism If the discharge fittings are loosened, make sure they are tightened to
8. Fuel inlet passage the correct torque specification. Overtightening may cause the rotor
to bind.
Additional service
point:
9. Oil pressure switch
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416C-438C STARTING AND CHARGING SYSTEM

TO DIODE BLOCK 309-GY
ASSEMBLY ALTERNATOR
L
G S
101-RD B+ P 450-YL
IG
MTR BAT E
RD-00 TACH
MOTOR POS NEG POS NEG
STARTER

15 A 105-RD
KEY START
A SWITCH
303-BR
202-BK

308-YL R

25A 104-YL 101-RD XSMN LOCK C OFF

START RELAY ACC
XSMN GROUND S ON
BK UP ALARM B ST
ACCESSORY RELAY PK BRK SW
BK UP ALARM
REV SOLENOID
FWD SOLENOID
START
FWD SOL RTN AID SW START AID
XSMN B+
REV SOL RTN
COIL
KEY SW 307-OR 310-PU
10A 112-PU 101-RD
SHIFT
MAIN CONTROL
RELAY
308-YL
306-GN 308-YL

101-RD
15A 197-GN
308-YL
START
ENGINE
RELAY
CAB RELAY SHUTDOWN
304-WH SOLENOID

308-YL

14

Starting system: Starting and Charging System

- Batteries
This schematic shows the 12-Volt electrical starting and charging system
- Key start switch to with the key start switch in the RUN position. From the batteries, power
START-RUN
flows to the battery post on the starter, to the key start switch and the
- Energize shutdown relays.
solenoid which
latches
When the key is in the START-RUN position and the transmission shift
- Transmission control lever is in NEUTRAL, the start relay is energized through the
control lever in transmission control lever unit. With the start relay closed, power from
NEUTRAL
the battery energizes the starter solenoid and motor. The starter then
- Start relay closes engages the flywheel ring gear and starts the engine. If the transmission
- Energizes starter control unit is not in NEUTRAL, no power is directed to the start relay,
solenoid so the engine will not crank.
- Turns starter motor
Also, when the key is in the START-RUN position, the engine shutdown
Key start switch in solenoid is energized, which permits full travel of the fuel pump metering
START-RUN or Run
valve linkage.

- Fuel shutoff
solenoid energized
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Key start switch to Turning the key start switch to the OFF position de-energizes the engine
OFF shutdown solenoid. The solenoid moves the metering valve linkage to
- Fuel shutoff the "fuel off" position.
solenoid de-
energized For cold starts, the start aid switch can be used to energize the start aid
solenoid while cranking the engine. When the start aid switch is closed,
power to the start aid coil heats the coil. Expansion within the coil
assembly permits fuel to flow through a check valve when the engine is
cranked. The heated fuel becomes a vapor and, as it flows past the coil
into the inlet manifold, the fuel is ignited. The ignited fuel heats the inlet
air.

When the key start switch is turned to the RUN position or the start aid
switch is released, the inlet air cools the coil assembly quickly. The
check valve closes and blocks the fuel supply line.

Batteries charged by The battery is charged by a belt-driven alternator. A 55 amp alternator is

alternator standard. An optional 90 amp alternator is also available. The
- Tach and hourmeter tachometer and service hourmeter are powered off the "IG" terminal of
powered by the alternator. The alternator is not self-energizing and requires battery
alternator voltage to start up.

Review charging When the key start switch is in the RUN position, power from the battery
system goes through the switch to the "P" terminal of the alternator to excite the
- Key start in RUN alternator field.
- Small current
excites alternator
With the key start switch in the RUN position, the main relay is closed
and power is directed to the accessories. On machines with an enclosed
- Relays cab, the cab relay is closed and power is available to the heater and rear
closedpower to
accessories
wiper. Machines equipped with air conditioning have an additional relay
(not shown).
- Alternator charges
batteries and
powers accessories
When the key start switch is moved to the ACCESSORY position, the
accessory relay closes and power is available to operate some of the
accessories (including a radio).

NOTE: On the previous "B" Series machines, a diode and resistor

were part of the wire assembly that went to the alternator. These
two components are now integrated into the alternator.

The resistor limits the amount of current needed to excite the

alternator field.

The diode permits current flow in only one direction. The diode is
used to prevent power from the alternator to feed back to the engine
shutdown solenoid when the key start switch is turned to the "OFF"
position. Without the diode, the engine would not shut off.
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FUEL HYDRAULIC SYSTEM

BOOST TRANSFER
WATER MAIN
PRESSURE PRESSURE
FUEL TANK SEPARATOR FILTER REGULATOR

BOOST FEED
CONTROLLER PUMP

SHUTOFF
SOLENOID
INJECTOR
FUEL RETURN TORQUE
CHECK VALVE VENT ORIFICE
TRIMMER
DELIVERY
VALVE

ROTOR
CAM
RING
ROLLERS TRANSFER
PUMP
METERING
VALVE
PLUNGERS

FLAT
AUTOMATIC HYDRAULIC
SCROLL PLATES
ADVANCE HEAD
MECHANISM COLD ADVANCE
DEVICE

ORIFICE
CHECK VALVE
LIGHT LOAD
ADVANCE VALVE LATCH
VALVE

15

Identify fuel system LUCAS FUEL SYSTEM- EMISSIONS ENGINES

components and
functions The fuel system shown here is typical for the fuel injection pump used on
the 914G and 924G wheel loaders. The fuel system component functions
are as follows:

The feed or lift pump is used to move fuel from the tank to a higher
level on the machine. The pump is also used to prime the system.

The water separator removes water from the fuel. Since the fuel
injection pump is lubricated by fuel, it is extremely important that water
does not enter the pump. Water will cause the pump to malfunction and
will lead to the rotor and plungers locking up. The water separator
should be serviced daily.

The transfer pump draws fuel from the tank and supplies fuel to the
injection pump.

BCP - 23 - Student Materials
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The hydraulic head is machined with bores and passages which allow
fuel to flow to and from a specific point. For example, fuel flows from
the transfer pump to the metering valve or from the metering valve to the
inlet passage to the rotor.

The rotor is located in the hydraulic head. The rotor distributes fuel to
the delivery valves. The rotor has four inlet passages and one outlet
passage. As the rotor turns, fuel enters the passages in the rotor and
forces the plungers in the drive end of the rotor outward. As the rotor
continues to turn, the inlet passage closes. As the plungers are forced
inward by the cam ring and rollers, the fuel pressure in the rotor
increases. At the same time, the outlet passage opens and fuel exits the
rotor through the delivery valves to the injectors.

The transfer pressure regulator controls the fuel transfer pressure

within the injection pump. Transfer pressure will increase as engine
speed increases. The regulator also permits the fuel to bypass the transfer
pump when the fuel system is being primed.

The shutoff solenoid allows fuel to enter the fuel injection pump when
the solenoid is energized. When the key start switch is moved to the
OFF position, the solenoid is de-energized and a spring moves the
plunger in the solenoid to block fuel flow.

The metering valve controls the amount of fuel to the hydraulic head or
rotor. The valve is connected to a mechanical governor and the throttle
or governor control lever. As the metering valve is rotated within the
hydraulic head, a delivery control groove in the valve precisely meters
fuel to the rotor.

A tapered flat on the metering valve works with the light load valve. The
flat is machined in line with the delivery control groove.

The light load valve and metering valve work with two control orifices
in the hydraulic head to override the normal speed advance system.
During low load conditions, the outward travel of the rollers and shoes is
reduced during the rotor filling cycle, which delays the point of roller
contact with the cam lobes resulting in retarded injection. The light load
advance compensates for this delay by advancing injection at reduced
fuel levels. Passageways are drilled within the hydraulic head body to
connect the metering valve "flat" with the pressure end of the advance
device (through a second control orifice) and the pump cambox.

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As the metering valve is rotated in the hydraulic head by the governor, a

larger or smaller flow path from the advance piston to the cambox is
created. The relationship between the "flat" with the delivery control
groove is arranged so that, as delivery is reduced, flow past the flat is
also reduced. Thus, the pressure signal applied to the advance piston is
increased to advance the timing.

The boost controller adjusts the maximum fuel delivery based on

variations in the boost pressure from the turbocharger. As boost pressure
increases, the scroll plates move and allow the plunger travel to increase.
This action permits an increase in fuel delivery resulting in more engine
horsepower.

The torque trimmer provides a means to regulate the volume of fuel

being delivered at full load. The torque trimmer provides the maximum
amount of fuel in the loadable range of the engine which can be burned
smoke free.

The delivery valves are check valves which open to allow fuel from the
pumping mechanism to the injectors. The valves rapidly reduce pressure
in the injector lines at the end of the injection cycle to ensure a rapid
closure of the injector nozzles and, in conjunction with the cam ring
profile, maintain a residual pressure in the fuel lines to the injectors.

The latch valve prevents transfer pressure from reaching the automatic
advance mechanism during cranking until the engine is started to prevent
premature advance timing.

The automatic advance mechanism progressively advances the start of

injection as engine speed increases. The automatic advance mechanism
causes the cam ring to rotate in the pump housing. The spring in the
mechanism moves the piston and cam ring to retard the timing, while
transfer pressure sensed on the left side of the piston works against the
spring to advance the timing.

The check valve prevents reverse fuel flow from the automatic advance
due to cam loading. The orifice permits fuel to vent from the automatic
advance when the engine rpm are reduced.

BCP - 25 - Student Materials
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The cold advance device is used to reduce white smoke by advancing

the engine timing to improve cold idling combustion capability. The cold
advance device is sometimes called a "wax motor" and is a relatively
slow response actuator. At start-up, a check valve prevents transfer
pressure from flowing to the right end of the automatic advance
mechanism preventing the sleeve from moving away from the start
advance position. This action prevents the spring from fully retarding the
engine timing. After the engine is started and allowed to warm up to a
specified temperature, a coolant switch closes and current is sent to the
wax motor causing the wax to melt. As the wax melts, it changes in
volume and goes from a solid to a liquid. After approximately 25
seconds or more, the pin in the device moves to the left and unseats the
check valve. Transfer pressure then flows to the right end of the
automatic advance mechanism and moves the sleeve to the left against a
stop to the normal automatic advance operating mode.

The fuel return check valve maintains a slight pressure in the fuel
injection pump to ensure good lubrication. The fuel return check valve
also allows hot fuel to bleed from the injection pump to the tank for
cooling.

NOTE: The lift pump is used to assist in priming the fuel system;
however, because of the location of the fuel tank on these machines,
the pump is not as important as on other machines where the tank is
located below the level of the engine.
BCP - 26 - Student Materials
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2 3

1 4
5

6
7

9
8

16

Fuel pump A timing mark on the the mounting flange of the pump should align with
components: a corresponding timing mark on the timing cover.
1. Return check valve
Pump removal and installation procedures are similar to those used with
2. Boost controller
the Cat 3054 engine in other applications; however, refer to the service
3. Low idle stop manual to determine the correct procedures. Use the 127-1069 Engine
4. Fuel shutoff Timing Tool to time the engine to the injection pump as needed.
solenoid
5. Fuel transfer NOTE: If a new pump is installed on the engine, a locking bolt and
pressure regulator a two position spacer in the pump flange below the timing marks
and inlet must be loosened after installing the pump on the engine. In the
6. Torque trimmer locked position, the bolt prevents the pump drive shaft from turning.
Move the spacer to provide additional clearance between the bolt
7. Latch valve
head and the pump flange to unlock the pump drive shaft. If this
8. Automatic advance procedure is not performed, the fuel pump will be damaged if an
mechanism and attempt is made to start the engine.
cold advance
device
To check transfer pressure on this fuel pump remove the fuel shutoff
9. Delivery valve solenoid and install a modified 8T7861 fitting. A 6V6560 Seal is also
required. About .100 in of thread length needs to be removed for the
fitting to work. If the threads are not removed the fitting will block
fuel flow in the pump.
BCP - 27 - Student Materials
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FUEL INJECTION PUMP

LOW IDLE HIGH IDLE THROTTLE LEVER

STOP STOP
METERING VALVE
GOVERNOR
SPRING
FUEL SHUTOFF
SOLENOID
VENT ORIFICE
FUEL INLET
TRANSFER
PRESSURE
FUEL RETURN REGULATOR
CHECK VALVE

SCROLL LINK
PLATE SCREEN

DRIVE TRANSFER
SHAFT PUMP

SHIFTER AND PLUNGERS

SLEEVE
TO INJECTOR
GOVERNOR
FLYWEIGHTS SHOES

SCROLL PLATES

ROLLERS CAM RING AUTOMATIC ADVANCE ORIFICE

MECHANISM CHECK VALVE

17

Identify components Shown here is a sectional view of the fuel injection pump.
and trace fuel flow
Fuel is drawn by the transfer pump through the pressure regulator and
sent to the metering valve when the solenoid is energized. The fuel also
flows through an annular groove around the rotor to the orifice check
valve and the automatic advance mechanism.

The metering valve controls the amount of fuel sent to the pumping
elements inside the rotor (plungers, cam ring, and shoes). As the rotor
turns, the cam ring forces the shoes and plungers in to increase the fuel
pressure. The pressurized fuel is then directed to the injectors.

NOTE TO THE INSTRUCTOR: The pump shown is not identical to

the pump used on the 914G/IT14G. The pump shown in this view is
not equipped with a boost controller.
BCP - 28 - Student Materials
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ELECTRICAL STARTING AND CHARGING SYSTEM

SHIFT
HANDLE TO
NEUTRAL-START 330-YL-18
RELAY
B+
ALT
ALTERNATOR
308-YL-18
MAIN BREAKER
TO R
60 117-RD-6 112-PU-10 ACCESSORIES
C OFF
MAIN POWER NEUTRAL-START S ON
109-RD-6 RELAY B ST
15 A RELAY
KEY START
306-GN-18 307-OR-18
SWITCH
AUX BREAKER
30 115-RD-10 10 A 105-RD-10

101-RD-10 188-WH

ALT BREAKER 109-RD-10

60

101-RD-6 FUEL RESISTOR

SHUTOFF 396-PK-18
304-WH-10
SOLENOID
NEG POS NEG POS G S START AID
COOLANT SWITCH
109-RD-10 MTR BAT
SWITCH

STARTER MOTOR 399-OR

STARTER
DISCONNECT RELAY T 310-PU
SWITCH
(OPTIONAL) COLD
ADVANCE FROM
DEVICE RESISTOR
RD-0 LAMP
SWITCH
373-GN

COIL 373-GN

18

RUN condition Starting and Charging System

The electrical schematic is shown in the RUN condition.

The red coded wires have battery voltage with the key start switch in the
OFF position. When the key start switch is turned to the START
position, power from the batteries flows through the auxiliary breaker to
the key start switch.

When the key is in either the START or RUN position, the fuel shutoff
solenoid is energized and allows fuel to flow through the fuel injection
pump. Thus, the solenoid is "energized to run."

When the shift handle of the transmission control is in NEUTRAL, the

neutral-start relay is closed, completing the circuit to the starter relay.

When the starter relay closes, power from the battery energizes the starter
solenoid and motor. The starter then engages the flywheel ring gear and
starts the engine.

BCP - 29 - Student Materials
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Start aid switch For cold starts, the start aid switch can be used while cranking the
engine. The switch will energize a coil mounted in the intake manifold.
The switch receives battery voltage from the main power relay.

As the machine warms up after starting, the coolant switch will close
allowing power to the cold advance device. The wax in the cold advance
device will melt and permit full movement of the timing advance
mechanism in the fuel pump (as discussed earlier).

With the key start switch in the RUN position, the main relay is closed
and power is directed to the accessories.

Alternator The battery is charged by a belt-driven alternator. The alternator is

located on the right side of the engine. Also, the service hourmeter is
powered by the alternator.

When the key start switch is in the RUN position, power from the battery
goes through the switch to the "D+" terminal of the alternator to "excite"
the alternator field. When the alternator field is "excited," the alternator
will charge the batteries.

A resistor inside the alternator limits the amount of current needed to

excite the alternator field. A diode inside the alternator permits current
flow in only one direction. The diode and resistor also allow the engine
shutoff solenoid to de-energize and the power relay to shut off when the
key start switch is moved to the OFF position. Without the diode, the
alternator would keep those components powered up, and the engine
would not shut down.

If starter, battery, or alternator tests are being made, remove the 396-PK
wire on top of the fuel injection pump. Removing the wire will prevent
the shutoff solenoid from being energized, thus preventing the engine
from starting.
BCP - 30 - Student Materials
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3 4

5
2

19

STANADYNE FUEL SYSTEM - EMISSIONS ENGINE

Right side of engine: The emissions engine and fuel pump are used to meet stricter emission
1. Engine shutoff
regulations in certain parts of the world and are used on more current
solenoid production C series backhoe loaders and also on telehandlers. Like the
previous pump, the emission fuel pump is equipped with an engine
2. Timing advance
mechanism
shutoff solenoid (1), a timing advance mechanism (2), a low idle
adjustment screw (3), and a high idle adjustment screw (4). Low idle can
3. Low idle adjustment be adjusted; however, high idle is preset at the factory and should not be
screw
adjusted in chassis.
4. High idle
adjustment screw The emissions fuel pump is equipped with a cold start advance solenoid
5. Cold start advance (5). The cold start advance solenoid is controlled by the cold start
solenoid temperature switch (6) which senses coolant temperature. When the
6. Cold start coolant temperature is less than the actuation temperature of the switch
temperature switch and the start switch is in the ON position, the cold start temperature
switch is closed, and the cold start advance solenoid is energized. This
Low idle can be action moves the automatic advance mechanism to a slightly advance
adjusted position from the fully retarded position. As the engine coolant
increases, the coolant temperature switch opens and the cold start
High idle is factory set
advance solenoid is de-energized. The automatic advance mechanism
Tamper proof timing
can now operate in its normal range.
adjustment
The timing adjustment on the new fuel pump is internal and tamper
proof.
BCP - 31 - Student Materials
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20

Front left side of If the fuel pump requires service, it must be removed from the engine
engine: and sent to an authorized service facility. Before the fuel pump is
removed, the engine must be set to top dead center of the number one
- Timing gear slot
cylinder on the compression stroke. The cover (arrow) on the water
behind cover (arrow)
pump must be removed to gain access to the timing gear slot.

NOTE: For information on removing the fuel pump, refer to

"Systems Operation, Testing and Adjusting, 3054 Engine For
Caterpillar Built Machines" (Form SENR5816-03).

With the emission engine a 154-7151 tool group is required for

removing the top cover of the fuel pump to replace the fuel pump
solenoid.
BCP - 32 - Student Materials
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416C - 438C STARTING AND CHARGING SYSTEM

EMISSIONS ENGINE / RUN

TO DIODE BLOCK 309-GY

ASSEMBLY ALTERNATOR
L
G S
101-RD B+ P 450-YL
IG
MTR BAT E
RD-00
TACH
MOTOR POS NEG POS NEG
STARTER

KEY START FUSE

15 A 105-RD
KEY START
A
303-BR SWITCH
202-BK
R
308-YL

25A 104-YL 101-RD START RELAY C OFF

XSMN GROUND ACC
XSMN B+
S ON
B ST
ACCESSORY RELAY FWD SOL RTN
REV SOL RTN
FWD SOLENOID
REV SOLENOID
KEY SW
307-OR
BK UP ALARM
BK UP ALARM 310-PU
PK BRK SW
XSMN LOCK START START AID
10A 112-PU 101-RD
SHUTTLE AID SW COIL
MAIN CONTROL
RELAY 308-YL
308-YL 306-GN

101-RD ENGINE
START 308-YL SHUTDOWN
RELAY SOLENOID
15A 197-GN
304-WH

CAB RELAY 308-YL 334 BU COLD START

ADVANCE
308-YL T
SOLENOID
COLD START
TEMP SW

21

Starting and Charging System - Emissions Engine

Starting system: This schematic shows the 12-Volt electrical starting and charging system
- Batteries with the key start switch in the RUN position for the emissions engine
equipped with the standard transmission. From the batteries, power is
- Key start switch to
START-RUN
available to the battery post on the starter, the key start switch and the
relays.
- Energize shutdown
solenoid which
latches
When the key is in the START-RUN position and the transmission shift
control lever is in NEUTRAL, the start relay is energized through the
- Transmission transmission control lever unit. With the start relay closed, power from
control lever in
NEUTRAL
the battery energizes the starter solenoid and motor. The starter then
engages the flywheel ring gear and starts the engine. If the transmission
- Start relay closes control unit is not in NEUTRAL, no power is directed to the start relay,
- Energizes starter and the engine will not crank.
solenoid
- Turns starter motor Also, when the key is in the START-RUN position, the engine shutdown
solenoid is energized, which permits full travel of the fuel pump metering
- Fuel shutoff
solenoid energized
valve linkage.

BCP - 33 - Student Materials
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Key start switch to Moving the key start switch to the OFF position de-energizes the engine
OFF: shutdown solenoid. The solenoid moves the metering valve linkage to
- Fuel shutoff the "fuel off" position.
solenoid
de-energized For cold starts, the start aid switch can be used to energize the start aid
solenoid while cranking the engine. When the start aid switch is closed,
power to the start aid coil heats the coil. Expansion within the coil
assembly permits fuel to flow through a check valve when the engine is
cranked. The heated fuel becomes a vapor and, as it flows past the coil
into the inlet manifold, the fuel is ignited. The ignited fuel heats the inlet
air.

When the key start switch is turned to the RUN position or the start aid
switch is released, the inlet air cools the coil assembly quickly. The
check valve closes and blocks the fuel supply line.

Emissions engines: With emissions engines, the fuel pump is equipped with a cold start
advance solenoid. At start-up, the cold start temperature switch is closed,
- Cold start advance allowing the cold start solenoid to be energized. When the solenoid is
device energized, the automatic advance mechanism in the fuel pump is slightly
advanced from the fully retarded position. This action reduces white
smoke. Once the engine coolant temperature increases to a certain point
the cold start temperature switch opens and the cold start solenoid is
de-energized. The automatic advance mechanism can now operate in its
normal range.

Batteries charged by The battery is charged by a belt-driven alternator. A 55 amp alternator is

alternator: standard. An optional 90 amp alternator is also available. The
- Tach and hourmeter tachometer and service hourmeter are powered at the "IG" terminal of the
powered by alternator. The alternator is not self-energizing and requires battery
alternator voltage to start up.

Review charging When the key start switch is in the RUN position, power from the battery
system:
goes through the switch to the "P" terminal of the alternator to excite the
- Key start in RUN alternator field.
- Small current
excites alternator With the key start switch in the RUN position, the main relay is closed
and power is directed to the accessories. On machines with an enclosed
- Relays
closedpower to cab, the cab relay is closed and power is available to the heater and rear
accessories wiper. Machines equipped with air conditioning have an additional relay
(not shown).
- Alternator charges
batteries and
powers accessories When the key start switch is moved to the ACCESSORY position, the
accessory relay closes and power is available to operate some of the
accessories (including a radio).

BCP - 34 - Student Materials
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NOTE: A diode and resistor are integrated the alternator. The

resistor limits the amount of current needed to excite the alternator
field. The diode permits current flow in only one direction. The
diode is used to prevent power from the alternator to feed back to
the engine shutdown solenoid when the key start switch is turned to
the "OFF" position. Without the diode, the engine would not shut
off.
BCP - 35 - Student Materials
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STUDENT NOTES