Lesson 2: Electronic Unit Injection (EUI)

Lesson 2: Electronic Unit Injection (EUI)
Lesson 2: Electronic Unit Injection (EUI)
Introduction:
This lesson contains a presentation on the Electronic Unit Injection
(EUI) fuel system.
Objectives:
At the completion of this unit each student will be able to:
• Identify the components in the EUI fuel system.

• Explain the operation of the EUI fuel system.
• Remove and install an EUI injector.
References:
Caterpillar EUI Fuel System CD ROM (For Engine

Models: C-10, C-12, 3176C, 3196, and 3406E) RENR1391
Electrical Schematic to cover the vehicle and engine used in class
Tooling:
222-7876 (168-0382) Caterpillar Tool Kit or equivalent
Injector removal and installation tools for class engine (refer to

appropriate disassembly and assembly manual)
Unit 2 2-2-2 Machine Electronics
Lesson 2
Fig. 2.2.1 Caterpillar EUI Fuel System (On Highway Truck)
The Caterpillar EUI fuel system is an electronically controlled fuel

system. The injection pump, the fuel lines, and the nozzles that are
used in mechanical engines have been replaced by an electronic unit
injector in each cylinder. A solenoid on each injector controls the
amount of fuel that is delivered by the injector. An Electronic
Control Module (ECM) sends a signal to each injector solenoid,
which controls the amount of fuel injected into each cylinder.
The main components in the EUI fuel system include the ECM, EUI
injectors, wiring harness, sensors, and switches.
The EUI fuel system also includes a mechanically controlled low
pressure fuel supply system that delivers fuel to the injectors. The
low pressure fuel system consists of the fuel tank, fuel transfer pump,
primary and secondary fuel filters, and a fuel pressure regulator.
Lesson 2
Fig. 2.2.2 ECM in C15 ACERT™
The brain of the electronic engine is the ECM. The 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.
Fig. 2.2.3 ECM Functions
The ECM has three basic functions:
• Powers components, sensors, and injectors

• Monitors sensor and switch inputs
• Controls the engine speed and power
Lesson 2
Fig. 2.2.4 Personality Module (early EUI engine)
Engine ECMs have a Personality Module which is either replaceable,

as in the case of early EUI engines (shown here) or, as in the latest
engines, serviced using only Flash Programming.
The Personality Module contains the software with all the fuel setting
information (such as horsepower, torque rise, and fuel ratio rates)
which determines how the engine will perform.
Flash Programming is the only method used to update the software on
most engines. This method requires electronic reprogramming
(installing flash file) of the Personality Module software.
Without this flash file, Cat ET cannot communicate with the ECM
and the engine will not start.
Lesson 2
Ground Disconnect Switch

Vehicle Bolt
Connector
24 V
Unswitched Power Breaker
15 Amp
Main Battery
Breaker Keyswitch
Power
Relay
Main Power
CAT ET®
Cat and ATA Data Link
Fig. 2.2.5 ECM Power Supply Components
The power supply to the ECM and the system is provided by 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
• Machine Interface Connector
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.)
The ECM supplies power for the injectors (105 to 120 Volts), analog
sensors (5 Volts), and digital sensors (8 Volts).
NOTE: The ECM must have supply voltage for the engine to
start. Also, if cranking voltage is below 7 Volts the engine will not
start.
Lesson 2
6 Drivers
Engine
Harness
3 Returns
J2
ECM
J1
High Speed / Timing Sensor
Cranking Timing Calibration

Speed / Timing Sensor Connector
Ground Bolt
Coolant Temperature Sensor
Vehicle Interface
Fuel Temp Sensor Connector
Inlet Air Temperature Sensor
Atmospheric Pressure Sensor Oil Pressure Sensor
Turbo Outlet Pressure Sensor
Fig. 2.2.6 EUI Engine Harness Components
This schematic identifies the external EUI engine electronic

components mounted on the engine.
Input components that may be found on other EUI engines are:
• Engine fuel temperature sensor

• Ambient air temperature sensor
• Engine coolant level sensor
• Engine coolant flow switch
Ground Disconnect Switch

Vehicle Bolt
Interface
Connector
24 V
Unswitched Power
15 Amp
Main Battery
Breaker Keyswitch
Power
Relay
Main Power
Throttle Sensor Throttle Pedal
Cat Et
CAT and ATA Data Link
Fig. 2.2.7 EUI Vehicle Harness Components
This diagram identifies the vehicle mounted electrical components.

The ECM uses the throttle position sensor as a key input to determine
desired engine speed.
Several other input and output components may be connected to the
machine harness depending on the EUI engine application.
Lesson 2
Fig. 2.2.8 Throttle Position Sensor
The Throttle Position Sensor (arrow) is mounted on the throttle pedal

and is used to signal the desired engine speed from the operator to the
ECM electronically. The sensor receives 8 Volts from the digital
sensor power supply at the ECM. The Throttle Position Sensor
output is a constant frequency Pulse Width Modulated (PWM) signal
to the ECM.
No mechanical connection exists between the pedal and the ECM
(governor).
Lesson 2
Fig. 2.2.9 Crankshaft speed/timing sensor (C15 Engine)
Fig. 2.2.10 Camshaft speed/timing sensor (C15 Engine)
The engine Speed/Timing Sensors are magnetic sensors that provide a

frequency that is directly proportional to engine speed. The Speed/
Timing Sensors produce a varying cycle output, which indicates
crankshaft position to the ECM.
The Speed/Timing Sensors are located behind the timing gear cover.
Sensors shown here are the high speed sensor in the upper position
and the cranking (low speed) sensor in the lower position.
The Speed/Timing Sensors serve three basic functions in the system:
• Engine speed detection

• Engine timing detection
• TDC and cylinder number identification
The Speed/Timing Sensors are mounted on the rear of the front
housing below the timing gear wheel, and must be installed in
accordance with the Service Manual procedures.
Lesson 2
This type of sensor (passive), unlike other Speed/Timing Sensors, has

an air gap. The sensor is not in direct contact with the timing wheel
and runs with a specified clearance.
Additionally, these sensors do not require a power supply.
If a high speed sensor failure occurs, the cranking speed sensor will
automatically provide the back-up. A momentary change of engine
sound will be noticed as the changeover occurs. A subsequent failure
of the cranking speed sensor will cause an engine shutdown.
If the fault in the high speed sensor is corrected, the ECM will
continue to use the cranking speed sensor until the engine is shut
down and restarted.
The Speed/Timing sensors will require calibration if the ECM has
been replaced and may require calibration if work has performed on
the engine drive train. Refer to the appropriate engine service manual
to determine if calibration is necessary.
Speed/Timing sensor calibration improves fuel injection accuracy by
correcting for any slight tolerances between the crankshaft, timing
gears, and Speed/Timing sensor installations.
NOTE: The ECM must have a speed/timing signal to fire the
injectors. Without a speed/timing signal the engine will not start.
Lesson 2
2 1
Fig. 2.2.11 EUI Engine Sensors (3406E Engine)
The turbocharger outlet pressure sensor or boost sensor (1) is a three-

wire analog sensor that measures absolute pressure downstream of the
aftercooler. The ECM supplies 5 Volts to the boost sensor. 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 ECM to reduce power by as
much as 60% when the ECM defaults to a zero boost condition.
The primary function of the sensor is to enable the 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 fuel ratio. The
Fuel Ratio Control setting is not adjustable in 3406E machine
applications.
Engine fuel delivery is limited according to a map of gauge turbo
outlet (boost) pressure and engine speed.
The inlet air temperature sensor (2) is a two-wire analog sensor used
by the ECM to prevent excessive inlet temperatures from damaging
the engine.
High inlet air temperature leads to high exhaust temperatures which
can cause damage to exhaust components (such as turbochargers and
exhaust valves).
Lesson 2
Fig. 2.2.12 Atmospheric Pressure Sensor (C15 Engine)
The atmospheric pressure sensor (arrow) is installed in the cylinder

block and is vented to the atmosphere in the engine. The ECM
supplies 5 Volts to the three-wire analog sensor. The atmospheric
pressure sensor measures atmospheric pressure to provide an altitude
reference for the purpose of automatic altitude compensation.
All pressure sensors 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 Cat 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 (may derate)
2. Automatic Filter Compensation (may derate, if equipped)
3. Part of pressure calculation for gauge pressure readings
4. Reference sensor for pressure sensor calibration
Lesson 2
Fig. 2.2.13 Coolant Temperature Sensor (C15 Engine)
The engine coolant temperature sensor (arrow) is generally located on

the front of the engine below the thermostat housing, but may vary
with application. The coolant temperature sensor measures the
temperature of the engine coolant and converts the temperature into a
resistance value the ECM can read.
The coolant temperature sensor helps the ECM determine proper

injection timing. If coolant temperature falls below a certain point,
the ECM engages the "Cold Mode Strategy" and retards injection
timing to increase engine performance in cold weather.
The coolant temperature sensor also protects the engine by sending a

signal to the ECM if coolant temperature is too high. The ECM
signals the vehicle monitoring system to notify the operator and the
ECM may also derate the engine.
Lesson 2
Fig. 2.2.14 Engine Oil Pressure Sensor (C15 Engine)
The oil pressure sensor (arrow) is a three-wire analog sensor that

sends a signal to the ECM indicating engine oil pressure. The ECM
supplies 5 Volts to the three-wire analog sensor.
If engine pressure is out of range, the ECM signals the vehicle

monitoring system to notify the operator and the ECM may also
derate the engine.
Lesson 2
Fig. 2.2.15 EUI Injector
The EUI injector is controlled electronically and actuated

mechanically. The signal from the ECM controls the opening and
closing of the solenoid valve. The solenoid valve controls the flow of
high pressure fuel to the cylinder. This system enables the ECM to
control fuel volume and timing.
Some EUI injectors have trim codes (bar codes and numerical codes)
marked on the injector. The numerical code must be entered into the
ECM using Cat ET. The purpose of this code is to ensure that all
injectors are matched as perfectly as possible in performance, both in
timing and fuel quantity. Other injectors may have a trim code file to
flash to the ECM.
If an injector is replaced, moved to another position on the engine, or

if two injectors are switched, then the injector codes must be
reprogrammed.
The injector codes are programmed into the ECM using Cat ET and
the Calibrate Sensor Screen. Failure to enter the codes into a new
ECM may result in unequal timing and fuel delivery between
cylinders.
NOTE: The injector solenoids operate on up to 105 Volts direct

current. Always remain clear of the injector area when the
engine is running or electrical shock may occur.
Lesson 2
Fig. 2.2.16 EUI Injector Components
The EUI injector components are shown here. The main components
are:
• Cartridge valve
• Tappet
• Plunger and barrel
• Nozzle assembly
Fig. 2.2.17 Nozzle Assembly Components
This view shows the nozzle assembly components.

Lesson 2
Fig. 2.2.18 EUI Operation (Filling Injector)
The following illustrations show the EUI injection sequence of

operations.
The first part of the sequence is the filling of the injector with low
pressure fuel from the transfer pump.
Fig. 2.2.19 EUI Operation (Plunger Moving Down)
The pushrod and rocker are forcing the plunger down which displaces
the fuel below the plunger. Although there is flow, no pressure is
being generated at this time.
Lesson 2
Fig. 2.2.20 EUI Operation (Injector Energized)
As the plunger is descending, no pressure is generated until the

solenoid is energized and the poppet valve is closed.
The injector is now energized. The pushrod and rocker are forcing
the plunger down. Back pressure is built against the nozzle check
valve and pressure rises in the fuel below the plunger.
Fig. 2.2.21 EUI Operation (Fuel Injected)
The pushrod and rocker are still forcing the plunger down which
builds more pressure in the fuel below the plunger and opens the
nozzle check valve to inject the fuel into the combustion chamber.
Fuel injection is terminated when the power to the solenoid is
terminated and pressure is released.
Lesson 2
Pull-in Peak Current
Hold-in Peak Current
Current Flow
0 1 2 3 4 5
Time (Milliseconds)
Fig. 2.2.22 EUI Injection Current Waveform (one cycle)
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 voltage on and off, current flow is maintained.
The end of injection occurs when the current supply is cut; therefore,
fuel pressure drops rapidly in the injector.
Lesson 2
Fig. 2.2.23 EUI C Injector
The EUI A injector includes one solenoid which controls the fill/spill
valve. The EUI C injector includes two solenoids, stacked on top of
each other; one of the solenoids controls the fill/spill valve while the
other solenoid controls a new Direct Operated Check (DOC) valve.
Two wires are used to control each solenoid.
The fill/spill valve operates the same way in both the EUI A and EUI
C injectors. The fill/spill valve is normally open allowing fuel to fill
the injector and then spill back into the fuel rail. When the fill/spill
solenoid is energized, the fill/spill valve is closed and pressure builds
inside the injector. Once the pressure is greater than the Valve
Opening Pressure (VOP), fuel is injected into the cylinder.
In the EUI C injector, the second solenoid controlling the DOC valve
will energize and hold the nozzle check in the closed position which
prohibits fuel injection. This allows additional pressure to build inside
the injector. When the ECM has determined that sufficient pressure
has been developed inside the EUI C injector, the DOC solenoid is
de-energized and fuel injection occurs. Higher fuel injection pressure
increases the atomization of the fuel and results in cleaner, more
efficient combustion.
Lesson 2
TIMING CONTROL
Engine Speed Timing Degrees BTDC Desired
Fuel RPM Timing Fuel Injection
Fuel Quantity Convert Timing Wave Form
Select BTDC
Desired
Timing Timing
Coolant Cold Mode
Temperature
Fig. 2.2.24 EUI Timing Control Logic
This diagram shows the timing control logic within the ECM.
Engine speed and fuel quantity (which relates to load) input signals
are received by the timing control. The coolant 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:
• Reduced particulates and lower emissions
• Improved fuel consumption while still maintaining
performance
• Extended engine life
• Improved cold starting
Lesson 2
Coolant
Shutdowns Temperature
Sensor
Electronic ECM
Governor
6
5 Fuel Torque Throttle
Signals FRC Engine
4 Injection Maps Position
To Fuel Engine RPM Maps Control
3 Control
Injectors Logic
2
TDC
1
Speed / Timing Engine RPM Engine RPM

Signal
Turbo Outlet and
Atmospheric
Timing Pressure Sensors
Wheel
Speed / Timing
Sensors
Fig. 2.2.25 EUI Fuel Quantity Control
Four input signals are used to control fuel quantity:

1. Speed/Timing signal
2. Throttle position
3. Boost (turbo outlet and atmospheric pressure sensors)
4. Coolant temperature
These signals are received by the electronic governor portion of the
ECM. The governor then sends the desired fuel signal to the fuel
injection actuation controls. The fuel quantity control logic also
receives inputs from the fuel ratio control maps and torque maps from
within the ECM.
Two variables determine fuel quantity and timing:
• The start of injection determines engine timing.
• The injection duration determines the quantity of fuel to be
injected.
Lesson 2
Just as mechanically controlled engines had mechanical limits to

determine maximum fuel delivery during full load, full torque, and
acceleration, the EUI 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, controls white smoke when
cold)
• 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).
Lesson 2
Fuel Gallery
EUI
Ejectors
Priming Pressure
Pump Regulator
ECM Secondary
Filter Filter Base Primary
(2 Micron) Filter
Priming Pump Temperature
Relief
Check Valves Sensor
Valve
Transfer Water
Pump Separator
Tank
Fig. 2.2.26 Fuel Delivery System (3406E)
Low Pressure Fuel Delivery System

Fuel is drawn from the tank through the primary filter by a gear-type
transfer pump. The fuel flows through the secondary fuel filter and is
directed through the ECM housing fuel gallery for cooling purposes.
The fuel enters the low pressure supply gallery located in the cylinder
head. Any excess fuel not injected leaves the cylinder head. The fuel
passes through the pressure regulating valve, which limits system
pressure. On earlier systems, fuel pressure is limited to a maximum
of 415 kPa (60 psi) and minimum fuel pressure is 310 kPa (45 psi).
On later systems, fuel pressure is limited to a maximum of 860 kPa
(125 psi) and minimum fuel pressure is 415 kPa (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 approximately 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 filter
base (shown above) to compensate for power losses caused by
varying fuel temperatures.
NOTE: The engine may not start if fuel pressure is below
240 kPa (35 psi) during cranking.
Lesson 2
Fig. 2.2.27 Fuel Transfer Pump (3406E)
The fuel transfer pump (arrow) pulls fuel from the tank, through the
primary filter, and sends the fuel to the injectors. The fuel transfer
pump contains a relief valve to protect the fuel system components
from excessive pressure. The relief valve is set higher that the fuel
pressure regulator.
The fuel transfer pump is driven by the front gear train.
Fig. 2.2.28 Fuel Supply Passage (3406E)
This view shows injectors, injector sleeves and the fuel supply
passage. A larger volume of fuel passes through the injector than is
required for injection and combustion. This extra flow is used to cool
the injector which is normally surrounded by hot coolant.
From the rear of the cylinder head, fuel flows to the return side of the
secondary filter base, which contains the Fuel Pressure Regulator.
From the Fuel Pressure Regulator, fuel returns to the tank.
Lesson 2
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 5 Micron
.025 mm .0002 Inch
.005 mm
25,400 Microns = 1 Inch

Fig. 2.2.29 Size of a Micron
Fuel system maintenance is vital. Dirt or water can reduce the life of
the injector to a few hundred hours, causing unnecessary expense and
downtime. Most Caterpillar small and medium diesel engines require
a 2 micron filter. Failure to filter contaminants from the fuel to this
specification will reduce the life of the injector.
Troubleshooting injector failures should include a check for damage
caused by the entry of water or dirt. To prevent this kind of damage,
fuel should be filtered on delivery. A 10 micron primary filter with a
water separator and a two micron secondary filter should be installed.
Filters should NEVER be filled prior to installation.
Lesson 2
Fig. 2.2.30 Dirt or Water in Fuel
Frequently injectors are blamed for low power and vibration

problems when the root cause is dirt or water in the fuel. Repeat
failures are to be expected if the root cause is not determined and
corrected.
Unit 2 -1- Machine Electronics
Student Copy Lab 2.2.1

Shop Lab Exercise
Lab Objectives: Given the appropriate service literature and the lab worksheets, locate and identify
the electronic components in the EUI Fuel System on the vehicle or engine and on the electrical
schematic.
Directions: Using the appropriate electrical schematic, list the electronic components in the EUI Fuel
System used on the class engine. Describe the component location on the engine or vehicle, explain
the component function, if it is an input, output, or ECM, and list the schematic grid location for each
component.
Component: ______________________________________________________________________
Engine or Vehicle Location: __________________________________________________________
Component Function: _______________________________________________________________
Input/Output/Control: ____________________ Grid Location: _______________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
Component: ______________________________________________________________________
NOTES

Shop Lab Exercise
Lab Objectives: Given the appropriate service literature and the lab worksheets, remove and install an
EUI injector and complete the tasks on the worksheet.
NOTE: Use the appropriate Disassembly and Assembly Service Manual module to remove an
EUI injector.
1. Remove TWO EUI injectors, record the trim code and Serial Number (if applicable)
Cylinder # ____________
Injector trim code on injector: ___________________

Fig. 8.2.5
Injector serial number on injector______________________________
Injector trim code or serial number listed in Cat ET __________________________
Do they match? _________
Cylinder # ____________
Injector trim code on injector: ___________________
Injector serial number on injector______________________________
Do they match? _________
2. Record the injector trim code or serial number listed in Cat ET for the remaining injectors.
Cylinder # ____________
Cylinder # ____________
Cylinder # ____________
Cylinder # ____________

Unit 2 -2-
3. Remove a sleeve from one of the cylinders that an injector was removed from.
Does your sleeve have o-rings?________________
If yes, do they need to be replaced? _______________
Part No._________________ Part No_________________
What is the sealant part # used on the sleeves for installation?____________
4. Install the sleeve.
5. Install the injectors, but swap them between the two holes they came out of.
6. Install rocker arms and hardware.
7. Install the valve actuator. (if applicable)
8. Adjust the engine valve lash
lash settings – In. ___________ Ex.____________
9. Adjust the variable valve actuators (if applicable)
variable valve actuator lash ____________________
10. Adjust the Cat compression brake (if applicable)
Cat compression brake lash ____________________
11. Adjust the Electronic Unit Injector
What is the adjustment setting? ________________________________
12. Flash or calibrate the injectors to the correct cylinders.
Which two were switched?___________________
13. Leave ET up and valve cover off. Have an instructor check your work.
Inst. Sig. __________________________
14. Bleed fuel system - Run engine and check for leaks

Lesson 2: Electronic Unit Injection (EUI)

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Lesson 2: Electronic Unit Injection (EUI)

Lesson 2: Electronic Unit Injection (EUI)

• Identify the components in the EUI fuel system.

Caterpillar EUI Fuel System CD ROM (For Engine

222-7876 (168-0382) Caterpillar Tool Kit or equivalent

Injector removal and installation tools for class engine (refer to

Fig. 2.2.1 Caterpillar EUI Fuel System (On Highway Truck)

The Caterpillar EUI fuel system is an electronically controlled fuel

Fig. 2.2.2 ECM in C15 ACERT™

Fig. 2.2.3 ECM Functions

The ECM has three basic functions:

• Powers components, sensors, and injectors

Fig. 2.2.4 Personality Module (early EUI engine)

Engine ECMs have a Personality Module which is either replaceable,

Ground Disconnect Switch

Fig. 2.2.5 ECM Power Supply Components

High Speed / Timing Sensor

Cranking Timing Calibration

Inlet Air Temperature Sensor

Atmospheric Pressure Sensor Oil Pressure Sensor

Turbo Outlet Pressure Sensor

Fig. 2.2.6 EUI Engine Harness Components

This schematic identifies the external EUI engine electronic

• Engine fuel temperature sensor

Ground Disconnect Switch

Throttle Sensor Throttle Pedal

Fig. 2.2.7 EUI Vehicle Harness Components

This diagram identifies the vehicle mounted electrical components.

Fig. 2.2.8 Throttle Position Sensor

The Throttle Position Sensor (arrow) is mounted on the throttle pedal

Fig. 2.2.9 Crankshaft speed/timing sensor (C15 Engine)

Fig. 2.2.10 Camshaft speed/timing sensor (C15 Engine)

The engine Speed/Timing Sensors are magnetic sensors that provide a

• Engine speed detection

This type of sensor (passive), unlike other Speed/Timing Sensors, has

Fig. 2.2.11 EUI Engine Sensors (3406E Engine)

The turbocharger outlet pressure sensor or boost sensor (1) is a three-

Fig. 2.2.12 Atmospheric Pressure Sensor (C15 Engine)

The atmospheric pressure sensor (arrow) is installed in the cylinder

Fig. 2.2.13 Coolant Temperature Sensor (C15 Engine)

The engine coolant temperature sensor (arrow) is generally located on

The coolant temperature sensor helps the ECM determine proper

The coolant temperature sensor also protects the engine by sending a

Fig. 2.2.14 Engine Oil Pressure Sensor (C15 Engine)

The oil pressure sensor (arrow) is a three-wire analog sensor that

If engine pressure is out of range, the ECM signals the vehicle

Fig. 2.2.15 EUI Injector

The EUI injector is controlled electronically and actuated

If an injector is replaced, moved to another position on the engine, or

NOTE: The injector solenoids operate on up to 105 Volts direct

Fig. 2.2.16 EUI Injector Components

Fig. 2.2.17 Nozzle Assembly Components

This view shows the nozzle assembly components.

Fig. 2.2.18 EUI Operation (Filling Injector)

The following illustrations show the EUI injection sequence of

Fig. 2.2.19 EUI Operation (Plunger Moving Down)

Fig. 2.2.20 EUI Operation (Injector Energized)

As the plunger is descending, no pressure is generated until the

Fig. 2.2.21 EUI Operation (Fuel Injected)

Pull-in Peak Current

Hold-in Peak Current

Fig. 2.2.22 EUI Injection Current Waveform (one cycle)

This illustration shows how the current increases initially to pull in

Part No._ Part No_

lash settings – In. _ Ex.__