SERV1824 - 11 - Text Reference

08/06

The C7 ACERT™ ENGINE

The C7 ACERT™ engines utilize the A4 Electronic Control Module (ECM) engine control and
is equipped with an Air-to-Air Aftercooler (ATAAC) intake air cooling system. The C7 engine
is an in-line six-cylinder arrangement with a displacement of 7.2 L. The C7 engine in the 950H
is rated at 147 kW (197 net horsepower). The C7 engine in the 962H and the IT62H is rated at
157 kw (211 net horsepower). The C7 engines are electronically configured to provide constant
net horsepower through the operating ranges. Constant net horsepower automatically
compensates for any parasitic loads, allowing the operator to maintain a constant level of
productivity.

C7 ACERT™ Technology provides an advanced electronic control, a precision fuel delivery,

and refined air management.

The Engine ECM utilizes the Advanced Diesel Engine Management (ADEM IV) to control the
fuel injector solenoids and to monitor fuel injection. The fuel is delivered through a Hydraulic
Electric Unit Injection (HEUI) system.

The C7 ACERT™ is equipped with a waste gate turbocharger which provides higher boost over
a wide range, improving engine response and peak torque, as well as outstanding low-end
performance.

The C7 ACERT™ engines meet US Environmental Protection Agency (EPA) Tier III Emission
Regulations for North America and Stage IIIa European Emission Regulations.
SERV1824 - 12 - Text Reference
08/06

C7 ENGINE Cat Data Link Caterpillar Monitor

ELECTRICAL SYSTEM Engine ECM System

INPUT COMPONENTS OUTPUT COMPONENTS

Coolant Temperature Sensor + 5 Volt (Sensors)

Throttle Sensor Voltage
Intake Manifold Pressure Sensor Analog Sensor Voltage

Engine Oil Pressure Sensor

6 Hydraulic Electronic
Unit Injectors
Atmospheric Pressure Sensor

Intake Manifold Temperature Sensor Injection Actuation

Pressure Solenoid
Injection Actuation Pressure Sensor
Air Filter
Restricted Indicator
Fuel Differential Pressure Switch
Intake Air Heater Indicator
Turbo Inlet Pressure Sensor

Ground Level Shutdown Switch Intake Air Heater Relay

Demand Fan Solenoid

Throttle Pedal Position Sensor
Valve

Key Start Switch ON (B+) Auto Reversing

Fan Solenoid Valve
Auto Reversing Fan Switch
Ether Aid Solenoid

Primary Speed Timing Sensor

Secondary Speed Timing Sensor

Engine Electrical Block Diagram

This block diagram of the engine electrical system shows the components that are mounted on
the engine which provide input signals to and receive output signals from the Engine Electronic
Control Module (ECM).

Based on the input signals, the Engine ECM energizes the injector solenoid valves to control
fuel delivery to the engine, and the cooling fan proportional solenoid valve to adjust pressure to
the cooling fan clutch.

The two machine interface connectors provide electrical connections from the engine to the
machine including the Cat Data Link.

Some of the components connected to the Engine ECM through the machine interface
connectors are: the throttle pedal position sensor, the ether aid solenoid, and the ground level
shutdown switch.
SERV1824 - 13 - Text Reference
08/06

Input Components:

Atmospheric pressure sensor - This sensor is an input to the Engine ECM and is used as a
reference for air filter restriction. Also, the sensor is used to supply information to the Engine
ECM during operation at high altitude.

Turbo inlet pressure sensor - This sensor is an input to the Engine ECM to supply
information about the air restriction before the turbocharger.

Intake manifold temperature sensor - This sensor is an input to the Engine ECM to supply
information about the air temperature entering the intake manifold from the ATAAC.

Intake manifold pressure sensor - This sensor is an input to the Engine ECM supplying
information about air pressure (boost) in the intake manifold.

Fuel differential pressure switch - This switch relays information to the ECM that the fuel
pressure at the output of the filter base is restricted in comparison to the inlet pressure.

Coolant temperature sensor - The coolant flow switch mounts in the coolant passage near the
engine coolant pump. When the coolant is flowing past the switch, the paddle moves and
closes the switch contacts. The Engine ECM alerts the operator when there is no coolant flow
while the engine is running.

Engine oil pressure sensor - This sensor is an input to the Engine ECM to supply information
warnings for low oil pressure,.engine derates for low oil pressure, or a logged event read by
ETC.

Throttle pedal position sensor - This sensor sends a PM signal to the Engine ECM with the
amount of movement of the governor pedal. This signal is used to increase or decrease the
amount of fuel by the injectors.

Auto reversing fan switch - This switch is an operator input to the Engine ECM. The operator
can manually enable the reversing solenoid valve and change the direction of oil flow through
the hydraulic fan motor .

Ground level shutdown switch - This switch is an input to the Engine ECM. This input
disables fuel injection when the engine is running or at engine start-up.

Primary and secondary speed timing calibration sensor - These speed sensors are passive
speed sensors that provide a signal similar to a sine wave that varies in amplitude and
frequency as speed increases. The permanent timing calibration sensor monitors the speed and
position of the flywheel.

Key switch ON (+B) - The Key On input to the Engine ECM enables the ECM for operation
and allows the Engine ECM to be recognized by any ECM on the machine.
SERV1824 - 14 - Text Reference
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Injection activation pressure sensor - This sensor sends the rail oil pressure feedback data to
the Engine ECM.
Output Components:
+5 Volt - Regulated supply voltage for the sensor inputs to the Engine ECM.
Throttle sensor voltage - Voltage supply for the throttle position sensor.
Analog sensor voltage - Analog voltage for the Turbo inlet pressure sensor.
Intake air heater relay - The start aid relay sends current to the air intake heater to warm the
air in the intake manifold for starting the engine in cold weather conditions.
Auto reversing fan solenoid valve - This solenoid valve is used in order to reverse the oil flow
oil through the hydraulic fan motor..
Demand fan solenoid valve - Proportional solenoid valve that controls the signal pressure to
the brake and fan pump in order to meet the varying cooling requirements of the machine.
Air filter restriction indicator ON - This indicator illuminates in case of a restriction in the
inlet air system.
Intake air heater indicator ON - This indicator illuminates when the air heater relay is
energized.
Injection actuation pressure solenoid - This solenoid electronically controls the high pressure
HEUI pump output. This solenoid is confined inside the pump control.
Mechanical electronic unit injectors (6) - Injectors supply a governed amount of fuel to the
basic engine.
Ether aid solenoid - This solenoid is energized when the Engine ECM recognizes that the
either the engine coolant temperature or the intake manifold air temperature is below
-9 °C (16 °F).
SERV1824 - 15 - Text Reference
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Speed Timing Sensors

The primary speed timing sensor (1) and secondary speed timing sensor (2) are located below
the Hydraulic Electronic Unit Injector (HEUI) and above the hydraulic fan pump (3). Under
normal operation, the primary speed timing sensor (1) determines the No. 1 compression timing
prior to the engine starting. If the primary speed timing sensor is lost, a CID 190 MID 08
primary engine speed signals abnormal and the secondary sensor will time the engine with an
extended starting period and run rough until the Engine ECM determines the proper firing order
using the secondary speed timing sensor only. If the secondary speed timing sensor is lost, a
CID 342 MID 08 secondary engine speed signals abnormal and the primary sensor will time the
engine with an extended starting period and run rough until the Engine ECM determines the
proper firing order using the secondary speed timing sensor.

In the case that the signal from both engine speed sensors are lost, the engine will not start.
During a running condition, the engine will shutdown.
SERV1824 - 16 - Text Reference
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1 2

Engine Speed/Timing Calibration Port

The speed/timing calibration port (1) is located on the right side of the machine. Remove the
plug in order to install the timing probe. The Engine ECM (2) has the ability to calibrate the
mechanical differences between the Top Center (TC) of the crankshaft and the timing gear on
the camshaft. A magnetic transducer signals the TC of the crankshaft to the ECM when the
notch (not shown) on a counterweight passes by the transducer (not shown). The speed/timing
sensor signals the TC of the timing gear to the Engine ECM. Any offset between the TC of the
crankshaft and the TC of the timing gear is stored into the memory of the Engine ECM.

NOTE: For additional information in troubleshooting the engine, refer to the Service
Manual module Troubleshooting "C7 Engines for Caterpillar Built Machines"
(RENR9319) "Engine Speed/Timing Sensor - Calibrate.”
SERV1824 - 17 - Text Reference
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Electric Fuel
C7 ENGINE Priming Pump

FUEL DELIVERY SYSTEM

Fuel Pressure Primary

Regulator Fuel Filter /
Water Separator
Secondary
(Optional) Fuel Filter
Fuel Gallery
Fuel Heater

Engine ECM
Fuel Tank

Injection HEUI Fuel

Actuation Pump Transfer Pump
Solenoid

Engine Lubrication Oil High Pressure Engine Oil Pressured Fuel Return Pilot Oil

FUEL SYSTEM

Fuel is drawn from the fuel tank through the primary fuel filter (10-micron) and water separator
through the Engine ECM (for cooling purposes) by a gear-type fuel transfer pump. The fuel
transfer pump then pushes the fuel through the secondary fuel filter (2-micron). The fuel then
flows to the cylinder head. The fuel enters the cylinder head and flows into the fuel gallery,
where it is made available to each of the six HEUI fuel injectors. Any excess fuel not injected
leaves the cylinder head and flows back to the secondary fuel filter where it flows past the fuel
pressure regulator.

The fuel pressure regulator is an orifice that is installed in the fuel gallery. The fuel pressure
regulator maintains fuel system pressure between the fuel transfer pump and the fuel pressure
regulator.

From the fuel pressure regulator, the excess fuel flow returns to the fuel tank. The ratio of fuel
used for combustion and fuel returned to tank is approximately 3:1 (i.e. four times the volume
required for combustion is supplied to the system for combustion and injector cooling
purposes).
SERV1824 - 18 - Text Reference
08/06

A pressure differential switch is installed in the secondary fuel filter base and will alert the
operator of a fuel filter restriction. The pressure differential switch compares the filter inlet
pressure to the filter outlet pressure. When the difference in the inlet and outlet pressures
causes the switch to activate, the Engine ECM will signal the Caterpillar Monitoring System to
warn the operator the fuel flow is probably restricted.

A fuel pressure sensor is installed in the secondary fuel filter base and will signal the Engine
ECM of a high fuel pressure. If the fuel pressure exceeds a pressure of 758 kPa (110 psi) the
Engine ECM will log a E096 code.

The HEUI pump is a variable displacement piston pump that intensifies engine oil pressure and
directs that oil to the individual injectors. The injection actuation solenoid is also contained
inside the HEUI pump. The solenoid is an output directly from the Engine ECM that controls
the amount of oil actuation pressure for the amount of fuel injection.
SERV1824 - 19 - Text Reference
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3 4
2
6

Fuel Transfer Pump

The fuel transfer pump (1) is a gear pump that is attached to the Hydraulic Electronic Injector
Unit (HEUI) (2) between the engine and the secondary fuel filter (not shown). The filter
groups are removed for clarity. The fuel transfer pump is also driven by HEUI. Fuel is drawn
from the fuel tank, the primary fuel filter and water separator (not shown), through the Engine
ECM, to the hose (5) by the fuel transfer pump. Then, the fuel is directed to the secondary fuel
filters through the hose (4).

In the high pressure system using the HEUI pump, pressurized oil from the engine lube system
is directed to the pump through hose (7). Then, high pressure engine oil is directed through
tube (6) to the injectors.

Also shown is the connection for the injection actuation solenoid that is located at
connector (3).
SERV1824 - 20 - Text Reference
08/06

POWER DERATE

Highest Rated Torque Map

50% Derate
Power

Derate
100% Derate

Default Torque Map

Engine Speed

10

Power Derate

The illustration above defines the power derate in relation to the rated torque map and the
default torque map. The power derate is a percentage reduction from the rated power at a given
engine speed toward the default map at the same rpm.

The derated power is what has changed, not the actual power in all situations. The actual
power rating lost during a derate is calculated as:

Power_Output = Rated Power - (Rated Power - Default Power) * Percentage of Derate

For example, if the engine has a maximum rated power of 500 hp and a 100 hp default torque
map with a 50% derate, the engine will have 300 hp output power. If 250 hp was needed, then
the operator will not notice any change. If however, 400 hp was needed, there would be only
300 hp available due to a derate.
SERV1824 - 21 - Text Reference
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1 2

11

12

The fuel system is equipped with two filters: a primary fuel filter/water separator (4) and a
secondary filter (3).

The primary fuel filter is located on the right side of the machine. The primary filter contains a
water separator which removes water from the fuel. Water in a high pressure fuel system can
cause premature failure of the injector due to corrosion and lack of lubrication. Water should
be drained from the water separator daily, using the drain valve that is located at the bottom of
the filter.

The electric fuel priming pump (5) is integrated into the primary fuel filter base. The priming
pump is activated by toggling the fuel priming pump switch (6). The fuel priming pump is
used to fill the fuel filters with fuel after they have been replaced.
SERV1824 - 22 - Text Reference
08/06

The priming pump will purge the air from the entire fuel system. To activate the fuel priming
pump, the key start switch must be in the OFF position.

The fuel system is equipped with a secondary high efficiency fuel filter. Also, installed on the
base is a fuel pressure differential switch (1), and a fuel pressure sensor (2).

The fuel differential pressure switch monitors the difference between the outlet fuel pressure
and the inlet pressure. When the fuel differential pressure exceeds 103 kPa (15 psi) a Level 1
Warning will be initiated. Then, after 4 hours the Engine ECM initiates a Level 2 Warning and
an Engine Derate.

The fuel pressure sensor is used to indicate low fuel pressure. With the C7 HEUI engine, low
fuel pressure initiates a low fuel pressure derate of 50%. The Engine ECM limits the rail oil
pressure because large fueling values will cause late combustion cycles, which results in
excessive smoke and possible engine damage. Also, at startup and after 10 seconds, with low
fuel pressure a 94-11 event is logged. The reason for this event is to detect situations where the
fuel has drained out of the rail and is taking excessive time to reach the required pressure.
 SERV1824 - 23 - Text Reference
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FUEL FILTER RESTRICTION DERATE

AND PRESSURE ABOVE 103 kPa (14 psi)

60%

50%

40%
% Derate

30%

20%

10%

0%
0 3 min 1 hr 2 hr 3 hr 4 hr 4hr 5 hr
1 sec
Time
Level 1Warning Level 2 Warning / Derates

13

High Fuel Filter Restriction Derates

When the differential pressure switch recognizes a fuel pressure of 103 kPa (15 psi) for 3
minutes, the Engine ECM will initiate a Level 1 Warning.

When the differential pressure switch recognizes 15 psi across the filter for 4 hours, the Engine
ECM will initiate a Level 2 Warning. With the Level 2 Warning initiated a 17.5 % derate is
applied to the engine. After 1 second, the Engine ECM will initiate a second derate of 17.5%.
The total derate will be 35%.
SERV1824 - 24 - Text Reference
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14

The illustration shows a top view of the engine. The Injection Actuation Pressure (IAP) sensor
located in the top of the engine block measures the hydraulic actuation pressure and sends the
actual oil pressure to the Engine ECM. The ECM compares the desired pressure to the actual
pressure in order to figure the proper amount of oil pressure to be sent to the injectors.
SERV1824 - 25 - Text Reference
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2 1

15

16

Engine Inlet Air System

In the engine inlet air system, the air enters the compressor section of the turbocharger (4)
through the air cleaner (2). The compressor directs the air through the ATAAC (3), the air
intake manifold, and to the cylinder head.

Exhaust exits the cylinder head to the turbine housing. From the turbine housing, the turbine
wheel directs the exhaust out of the Turbo and out through the muffler (1).
SERV1824 - 26 - Text Reference
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1 2

17

The C7 ACERT™ engines are equipped with a waste gate turbocharger which provides higher
boost over a wide range, improving engine response and peak torque, as well as outstanding
low end performance. All of the exhaust gases go from the exhaust manifold through the
turbocharger.

The exhaust gases enter the turbocharger and drive the turbine wheel. The exhaust exits the
turbocharger through turbine wheel outlet (2) to the muffler. The turbine wheel is connected by
a shaft to the compressor wheel. The turbine wheel rotates the compressor wheel at very high
speeds. The rotation of the compressor wheel pulls clean air through the compressor housing
air inlet (1). The compressor wheel blades force air into the cylinder head to the inlet valves.
The increased amount of forced air enables the engine to burn more fuel, producing increased
power. The engine can operate under low boost conditions. During a lower boost condition,
the canister closes the wastegate, allowing the turbocharger to operate at maximum
performance. Under high boost conditions, the wastegate opens. The open wastegate allows
exhaust gases to bypass the turbine side of the turbocharger. The rpm of the turbocharger is
limited by bypassing a portion of the exhaust gases around the turbine wheel of the
turbocharger.

NOTE: The wastegate calibration is preset at the factory.

SERV1824 - 27 - Text Reference
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18

Turbo Inlet Pressure Sensor

The turbocharger inlet pressure sensor (1) is located in the tube that is between the air filter
group (2) and the inlet to the compressor housing of the turbocharger.

The turbocharger inlet pressure sensor measures restriction of air flow through the air filter
group and the inlet to the turbocharger. Restriction of the air flow to the turbocharger will
initiate a warning and engine derate.
SERV1824 - 28 - Text Reference
08/06

AIR INLET RESTRICTION DERATE

16%

14%

12%

10%
% Derate

8%

6%

4%

2%

0%
0 2 4 6 8 10 12 14 16

Air Restriction kPa Difference

Level 1 Warning Level 2 Warning / Derat es

19

Air Inlet Restriction Derate

The turbo inlet pressure sensor measures the restriction of the air inlet that is flowing to the
inlet of the compressor housing of the turbocharger. When the pressure difference between the
Turbo inlet pressure sensor and the atmospheric sensor read a difference of 9.0 kPa, the
Engine ECM will derate the engine approximately 2%. The Engine ECM will then derate the
engine 2% more for every 1 kPa difference up to 10%.

Typically the atmospheric (barometric) pressure sensor is 100 kPa at sea level. As the air
restriction increases, the difference will increase. The first derate will occur when the
difference is approximately (100 kpa minus 91 kPa.= 9 kPa).

If the air inlet restriction is 92.5 kPa (a pressure that is between 7.5 kPa and 9 kPa) for 10
seconds, the Engine ECM will initiate a Level 1 Warning.

If the air restriction goes to the point that the turbo inlet pressure sensor sees a difference of
91.0 kPa (a pressure that is 9.0 KPa) for 10 seconds, then the Level 2 Warning will occur, and
the engine will derate.
SERV1824 - 29 - Text Reference
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20

Engine Oil Pressure Sensor

The engine oil pressure sensor (1) is located on the left side of the engine and the right side of
the machine near the Engine ECM (2). The sensor monitors the pressure of the engine oil.

The engine oil pressure sensor is one of the many sensors that require a regulated 5.0 VDC for
the sensor supply voltage. The sensor outputs a variable DC voltage signal.

The Engine ECM will use the information supplied oil pressure sensor to output warning levels
to the Caterpillar Monitoring System and engine derates.
 SERV1824 - 30 - Text Reference
08/06

LOW OIL PRESSURE

180

160

140
Oil Pressure (kPa)

120

100 35% Derate

80

60

40

20

0 0 Derate
0 500 1000 1500 2000 2340
Engine rpm
kPa Warning Level 1 kPa Shut down Level 3 35% Derate

21

Low Oil Pressure

This illustration shows a graph with the two different warning levels for low oil pressure.

When the oil pressure is below (154 kPag @ 1600 rpm) the blue line, the cat monitoring system
will enable the low oil pressure Level 1 Warning. Change machine operation or perform
maintenance to the system.

When the oil pressure is below (104 kPag @ 1600 rpm) the red line, the cat monitoring system
will enable the low oil pressure Level 3 Warning. The operator should immediately perform a
safe engine shutdown.

Also, with the Level 3 Warning, the Engine ECM initiates a 35% engine derate.

If the signal between the Engine ECM and the oil pressure sensor is lost or disabled, the Engine
ECM will initiate a low engine oil pressure Level 1 Warning.
SERV1824 - 31 - Text Reference
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22

Engine Coolant Temperature Sensor

The coolant temperature sensor (1) is installed on the engine block behind the primary fuel
filter and water separator. The primary fuel filter and water separator is transparent to show the
location of the component. The coolant temperature sensor monitors the temperature of the
fluid in the coolant system. The coolant sensor information sent to the Engine ECM is used for
Warning Levels that are sent to the Caterpillar Monitoring System and engine derates.
 SERV1824 - 32 - Text Reference
08/06

HIGH COOLANT TEMPERATURE DERATE

120%

100%

80%
% Derate

60%

40%

20%

0%
108 111 111.5 112 112.5 113 113.5 114 114.5

Coolant Temperature ° C

Level 1 Warning Level 2 Warning / Derat es

23

High Coolant Temperature Derate

The coolant temperature sensor measures the temperature of the coolant.

When the temperature of the coolant exceeds 108° C (226° F), the Engine ECM will initiate a
Level 1 Warning.

When the temperature of the coolant exceeds 111° C (231° F), the Engine ECM will initiate a
Level 2 Warning. At 111° C (231° F) the Engine ECM will initiate a 25% derate. Refer to the
illustration above for the remainder of the high engine coolant temperature derates. At 100%
derate, the engine available power will be approximately 50%.
SERV1824 - 33 - Text Reference
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24

1 2 3

5
25

Intake Manifold Sensors

The upper illustration shows the intake manifold temperature sensor (1).

The intake manifold temperature sensor (1) is used to monitor the air temperature flowing into
the intake manifold. The intake manifold pressure sensor (3) is used to monitor the air pressure
in the intake manifold. The Engine ECM (5) also uses the temperature sensor as one of the key
target temperatures to control the fan speed in the hydraulic fan system and as an input to the
Engine ECM for the virtual exhaust temperature derate. Also shown is the primary fuel filter
and water separator (4).
SERV1824 - 34 - Text Reference
08/06

The atmospheric pressure sensor (2) is located on the right side of the machine on the engine.
The Engine ECM uses the sensor as a reference for air filter restriction, and derating the engine
under certain parameters. All pressure sensors in the system measure absolute pressure and,
therefore, require the atmospheric (barometric) pressure sensor to calculate gauge pressures.

The atmospheric pressure sensor is one of the many sensors that require a regulated 5.0 VDC
for the sensor supply voltage. The atmospheric pressure sensor outputs a variable DC voltage
signal.
 SERV1824 - 35 - Text Reference
08/06

C7 INTAKE MANIFOLD AIR TEMPERATURE DERATE

21%

18%

15%

12%
% Derate

9%

6%

3%

0%
90° 110° 111° 112° 113° 114° 115° 116° 117°

Intake Manifold Temperature ° C

Level 1 Warning Level 2 Warning / Derat es

26

Intake Manifold Air Temperature Sensor Derate

The intake manifold air temperature sensor measures the temperature of the air that is flowing
to the intake manifold. The sensor is used to initiate warning levels in the Caterpillar
Monitoring System and engine derates for the C7 ACERT™ Engine.

After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 90° C (194° F), the Engine ECM will initiate a Level 1 Warning.

After the engine is running for at least 3 minutes and if the intake manifold air temperature goes
above 110° C (230° F), the Engine ECM will initiate a Level 2 Warning. With the Level 2
Warning, the Engine ECM signals the engine to initiate a 3% derate. This derate will have a
20% upper limit.
SERV1824 - 36 - Text Reference
08/06

VIRTUAL EXHAUST TEMPERATURE DERATE

Engine Derate
Barometric Pressure Percentage

Inlet Manifold Temperature

Engine Speed

Fuel Injection Highest Derate Other Engine

Calibration Priority Derate
Selector Conditions

Engine ECM

27

Virtual Exhaust Temperature Derate

An engine derate can occur due to a estimated (virtual) high exhaust gas temperature. The
Engine ECM monitors barometric pressure, intake manifold temperature, and engine speed to
estimate exhaust gas temperature. Certain conditions (high altitude, high ambient temperatures,
high load and full accelerator pedal throttle, barometric pressure, intake manifold temperature,
and engine speed) are monitored to determine if the engine derate should be enabled. The
Engine ECM determines a maximum fuel delivery percentage to maintain safe maximum power
output under load. This calculation is new to the off-road Tier III engines and is used in place
of the previous altitude compensation derate strategy.

This event is to inform the mechanic that a derate has occurred because of operating conditions.
Generally, this is normal and requires no service action.

The Engine ECM will process all derate inputs in the highest derate priority selector. The most
critical derate condition input will be used to adjust fuel system delivery limiting engine power
to a safe level for the conditions in which the product is being operated, there by preventing
elevated exhaust temperatures.
SERV1824 - 37 - Text Reference
08/06

The virtual exhaust temperature derate will log a 194 event code. The derate will enable a
Level 1 Warning and eventually a Level 2 Warning. The level of the warning will depend on
the conditions that are sent to the Engine ECM.

The following conditions must be met in order to initiate a virtual exhaust temperature derate.

- No CID 168 01 FMI (low battery voltage to the Engine ECM) are active.
- No active intake manifold pressure sensor faults.
- No active atmospheric pressure (barometric) sensor faults.
- No +5 V sensor voltage codes active.
- The virtual exhaust temperature derate must be the highest derate.
- More fuel is being requested than the virtual exhaust temperature derate will allow.
This derate is triggered by the information inferred by the Engine ECM, rather than an
individual sensor as with the previous single derate strategies. If you think this derate is
possibly being imposed incorrectly check for event codes on the high intake manifold
temperature and correct those first. Also, make sure the aftercooler is unobstructed. For
additional information about troubleshooting, refer to the troubleshooting manual for the
particular engine that is being serviced.
SERV1824 - 38 - Text Reference
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28

The intake manifold air heater (1) is located in the intake manifold and the relay (2) is located
on a bracket behind the fuel filter and water separator. The Engine ECM receives temperature
data from both the intake manifold air temperature and coolant temperature sensors to control
energizing of the heater relay. If the altitude is above 1675 m (5500 ft) use the high altitude
coolant and intake manifold air temperature. The high altitude heater control temperatures is
53.3° C (127° F).
The intake manifold air heater has the following five cycles.
1. The first cycle is the power-up. The heater and the indicator lamp are energized for two
seconds at power-up regardless of the temperature.
2. The second cycle is the pre-heat. The heater and indicator lamp will be energized to 30
seconds if the coolant and/or air temperatures are below 25° C (77° F). After 30 seconds,
the heater and indicator lamp are turned OFF if the engine speed is at 0 rpm.
3. The third is the crank cycle. The heater and indicator lamp will be ON continuously if
the coolant and/or air temperature is below 25° C (77° F) as long as the engine is being
cranked.
4. The forth is the engine running cycle. Once the engine is at low idle and the coolant
and/or air temperature is below 25° C (77° F), the heater and indicator lamp are
energized to an additional 7 minutes.
5. The fifth is the post-heat cycle. If the coolant and/or air temperatures are below 25° C
(77° F) the heater and lamp are cycled ON and OFF for an additional 13 minutes. The
cycle is ten seconds ON and then 10 seconds OFF.

Also shown is the Injection Actuation Pressure (IAP) sensor (3).

SERV1824 - 39 - Text Reference
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LEFT SIDE PANEL RIGHT SIDE PANEL

29

The left side of the front dash panel shows the AIR FILTER RESTRICTED condition. The
illuminated indicator is enabled by an output from the Engine ECM through the Cat Monitoring
System.

The right side of the front dash panel shows the intake air heater ON condition. The
illuminated indicator is also enabled by an output from the Engine ECM through the Cat
Monitoring System.
SERV1824 - 40 - Text Reference
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30
2

31

The ether aid system is an attachment on the 950H, the 962H Wheel Loaders, and the IT62H
Integrated Toolcarrier. This attachment may be added for engine starts in cooler ambient
temperatures. The ether aid system consists of the following components:

- Ether aid bottle (1)

- Ether aid solenoid (2)

- Ether aid connector installed on the intake manifold (3)

SERV1824 - 41 - Text Reference
08/06

When the machine is operated in a cold ambient environment, ether may be installed along
with the intake manifold air heater to start the engine. In order to use the ether aid, the ether
aid system must be installed in the engine compartment and the ether aid must be enabled
through Caterpillar Electronic Technician (ET).

For the engines in the 950H, 962H wheel loaders, and the IT62H Integrated Toolcarrier, the
cold start strategy is dependent on whether the intake manifold air temperature or the engine
coolant temperature registers as the lower temperature. The Engine ECM looks at the lowest
temperature between the two sensors and that information registers into the temperature map.
The ECM compares the temperature map against the atmospheric pressure sensor and decides
whether ether is required to start the engine.

If either temperature is below -9° C (15° F) continuous metered ether injection is sent to the
intake manifold at connector (3). If the temperature is above -9° C (15° F), the intake manifold
air heater is enabled.