02 3406etext

Service Training
Meeting Guide 712 SESV1712

PRELIMINARY July 1999
TECHNICAL PRESENTATION
3406E ENGINE CONTROLS

ELECTRONIC UNIT INJECTION (EUI)
NIGEL WILKINSON
-2-
3406E ENGINE CONTROLS
ELECTRONIC UNIT INJECTION (EUI)
ELECTRONIC SLIDES AND SCRIPT
AUDIENCE
Level II - Service personnel who understand the principles of engine systems operation, diagnostic
equipment, and procedures for testing and adjusting.
CONTENT
This presentation is designed to prepare a service technician to identify the components, explain their
function, and service the 3406E Electronic Unit Injection (EUI) engines in the D400E, Series II
Articulated Dump Trucks.
OBJECTIVES
After learning the information in this presentation, the serviceman will be able to:
1. Locate and identify the major components in the 3400E EUI system;
2. Explain the functions of the major components in the 3400E EUI system;
3. Trace the flow of fuel through the fuel system;
4. Trace the flow of current through the engine electrical system.
PREREQUISITES
Interactive Video Course "Fundamentals of Electrical Systems" (CD ROM) TEVR9002
Caterpillar Machine Electronics SEGV3001
Electronic Technician (ET) Self Study Course (Included with ET dealer Additions CD) JEBD3003
Prior training in systems operation and testing and adjusting procedures for the 3406E engines should
be completed before participating in this training session. Additionally, the participants should have PC
skills. They should have completed training in Windows 95/98™ and the most current Electronic
Technician (ET) software.
Estimated Time: 8 Hours

Visuals: 80 (2 X 2) Slides
Serviceman Handouts: 3 Drawings/Data Sheet
Form: SESV1712
Date: 7/99
© 1999 Caterpillar Inc.

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SUPPLEMENTARY TRAINING MATERIAL
Brochure "Caterpillar Electronic Technician" NEHP5614

Wall Chart "3406E Engine" LEWH6740
Training Book "Easy PCs", available through the Cat Literature System LEBV5169
Also available from bookstores. Published by Qui Corporation
Training Books "Windows 95 for Dummies/Windows 98 for Dummies"

Published by IDG Books
IDG Books World Wide Website: http://www.idgbooks.com
Available from bookstores
RECOMMENDED 3406E EUI TOOLING

Caterpillar Electronic Technician Software, Users Manual and Getting Started Book JEBD3003
Caterpillar Electronic Technician Single Use License JERD2124
Caterpillar Electronic Technician Annual Data Subscription (All Engines and Machines) NEXG5007
Communication Adapter 7X1700

PC to Communication Adapter Cable 7X1425
Communication Adapter to Machine Cable 139-4166
(combined ATA and CDL Data Link cable; replaces 7X1570 and 7X1412)
Digital Multimeter (Fluke 87) 9U7330
Cable Probes 7X1710
Timing Calibration Probe (Magnetic Pickup) 6V2197
Timing Calibration Probe Adapter Sleeve 7X1171
Timing Calibration Probe Cable 7X1695
Unit Injector Height Adjustment Tool 9U7227
Engine Turning Tool 9S9082
REFERENCES
Troubleshooting Manual "3406E Engine for Caterpillar Built Machines" RENR1366
Systems Operation Testing and Adjusting "3406E and 3456 Engines
for Caterpillar Built Machines" RENR1363
Disassembly and Assembly "3406E and 3456 Engines for Caterpillar Built Machines" RENR1364
Specifications Manual "3406E and 3456 Engines for Caterpillar Built Machines" RENR1362
Product Reference Guide "Jake Brake Retarders for Caterpillar Engines" RENR1370
Tool Operating Manual "Using the Communication Adapter" SEHS9264
Parts Manual "D400E Series II Articulated Trucks” SEBP2784

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TABLE OF CONTENTS
INTRODUCTION ..................................................................................................................7
Overview ..........................................................................................................................8
Major Components ...........................................................................................................9
ELECTRONIC CONTROL SYSTEM ................................................................................29

Introduction.....................................................................................................................29
Fuel Injection .................................................................................................................32
Fuel Injection Control System .......................................................................................34
SYSTEM CALIBRATIONS.................................................................................................47
Speed/Timing Sensor Calibration ..................................................................................47
Injector Calibration ........................................................................................................52
Pressure Sensor Calibration ...........................................................................................53
FUEL SUPPLY SYSTEM .................................................................................................. 55

Introduction ....................................................................................................................55
System Fuel Flow ..........................................................................................................56
SYSTEM POWER SUPPLIES ............................................................................................63

Introduction ....................................................................................................................63
ECM Power Supply .......................................................................................................64
Injector Power Supplies .................................................................................................67
Analog Sensor Power Supply ........................................................................................68
Digital Sensor Power Supply .........................................................................................69
ELECTRONIC SENSORS AND SYSTEMS .....................................................................71

Introduction ....................................................................................................................71
Speed/Timing Sensors ....................................................................................................72
Analog Sensors and Circuits ..........................................................................................74
Digital Sensors and Circuits ...........................................................................................84
Engine Shutdown Systems .............................................................................................87
Ether Injection System ...................................................................................................89
CAT Data Link ...............................................................................................................90
Logged Events ................................................................................................................92
Caterpillar Monitoring System ......................................................................................93
Conclusion .....................................................................................................................94
SLIDE LIST .........................................................................................................................95
SERVICEMAN'S HANDOUTS ..........................................................................................96

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INSTRUCTOR NOTES
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INTRODUCTION
This presentation discusses 3406E Electronic Unit Injection (EUI) Engine

Controls in D350E and D400E Series II Articulated Dump Trucks.
The topics are sequenced as follows:
• Major topics - Introduction and Major Components

- Electronic Control System
- Fuel Supply System
- System Power Supplies
- Electronic Sensors and Systems
INSTRUCTOR NOTE: The presentation refers to and describes

Electronic Technician (ET) as the programming tool for the 3406E
engine. For this reason it is essential that students demonstrate
competence in Windows 95/98/NT™ and the Electronic Technician (ET)
program prior to starting this STMG. Also competence in 3406E basic
engine systems and maintenance must be demonstrated.
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Overview
The 3406E engine equipped with the EUI fuel system is available in
construction equipment and other applications.
• System features and EUI engines have many features and benefits not possible with
benefits mechanical fuel systems. These features include a very clean exhaust,
improved fuel consumption and cold starting, simplified maintenance,
fewer moving parts, improved diagnostics and reduced operating costs.
The system has additional advantages which will be covered later in this
presentation.
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3406E FUEL DELIVERY SYSTEM

FUEL GALLERY
EUI
INJECTORS
FUEL PRESSURE
REGULATOR
SECONDARY FUEL
FUEL FILTER PRIMING
(2 MICRON) PRIMARY
PUMP FUEL
FILTER
ECM
PRIMING PUMP FILTER BASE
CHECK VALVES FUEL TEMPERATURE
SENSOR
FUEL TRANSFER PUMP
RELIEF WATER
VALVE
SEPARATOR
TANK
Major Components
• Fuel flow This schematic shows the the fuel flow through the various mechanical
components in the EUI fuel system. A detailed explanation of the system
and the various components follows later in this presentation.
• Components similar The electronic components in the EUI fuel system are very similar to
to 3500 EUI those used in the 3500B EUI engine. They are also similar to the
3408/12E HEUI systems. However, in the EUI system the injectors are
actuated by a camshaft.
• Actuators are
The injectors are mechanically actuated and electronically signalled to
mechanically
actuated electrically start injection.
signalled
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3 6 5
2
This slide shows the six major types of components in the EUI fuel
system.
• Six major system • ECM (1)

components
• Throttle Position Sensor (2)
• Speed/Timing Sensor (3)
• Injector (4)
• Temperature Sensor (5)
• Pressure Sensor (6)
The data link (not shown) provides a two-way communication path
between the EUI system and the remaining electronic circuits or systems
on the machine. The CAT Data Link also allows the service tool to
communicate with the engine electronic system.
NOTE: Only one example of each sensor (pressure, temperature and

speed/timing) is shown in the picture.
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• ECM The principal component in the EUI system, the Electronic Control
Module (ECM), is mounted on the left side of the engine.
The ECM is the "heart" of the engine. The ECM performs engine
governing, timing and fuel limiting. It also reads sensors and
communicates to the instrument display system through the CAT Data
Link.
This series of ECM is known as the ADEM II. It can be recognized by

the two 40 pin connectors. Although similar in appearance to the
3408E/3412E HEUI ECM, they are not interchangeable.
• Personality module The Personality Module is used by the ECM to store all the rating
not serviced information for a particular application. The Personality Module can not
• Flash programming
be physically replaced but must be flash programmed (reprogrammed)
used for updates using a PC. There is therefore, no Personality Module Access Panel on
this ECM.
Among the visible components are the Wiring Harness and 40 Pin
Connectors to the ECM.
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Other components located on the left rear of the engine, starting from the
top are as follows:
The Injector Connector (1) connects all the injectors to the ECM.
The Ground Stud (2) used to provide a ground for the ECM.
The Turbo Outlet (Boost) Pressure Sensor (3) used by the ECM to
provide fuel/air ratio control.
The Aftercooler Temperature Sensor (4) used by the ECM to
protect the engine against excessive air inlet temperatures caused by
a plugged air to air aftercooler.
The Timing Calibration Connector (5) located just above the ECM
is used to connect the Timing Calibration Sensor to the ECM in order
to calibrate the (upper) Speed Timing Sensor. This process also
requires the use of ET.
The fuel lines (6) direct fuel through the ECM for cooling purposes.
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• Secondary fuel filter The Secondary Fuel Filter is mounted on the left hand side of the D400E
and priming pump
engine compartment, and can be serviced from the outside through an
access panel.
The Fuel Priming Pump is mounted on the filter housing.
The filter should be installed dry. If it is necessary to fill the filter, this
should be performed using the priming pump. The filter should not be
filled using any other method, other than starting the engine. This engine
will normally purge the air from a new filter quite quickly.
The fuel manifold contains the fuel pressure regulator valve necessary to
maintain pressure between the transfer pump and the injectors and returns
excess fuel to the tank.
• Fuel temperature The Fuel Temperature Sensor is also located on the filter housing. The
sensor ECM uses the sensor's output to correct any power deficiencies due to
high fuel temperatures. The ECM maintains the same mass flow (within
certain limits) to the injectors, regardless of fuel density changes due to
temperature.
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• Coolant temperature The engine Coolant Temperature Sensor is located on the front of the
sensor
engine, below the thermostat housing. This sensor is used with the ECM
to control various functions. The following systems or circuits use the
Temperature Sensor output to the ECM:
The Caterpillar Monitoring System Coolant Temperature Gauge and

the High Coolant Temperature Warning Alert Indicator LED on the
Caterpillar Monitoring System panel.
(The information is transmitted over the CAT Data Link.)
The Engine Demand Fan Control, if installed, uses the sensor signal
reference to provide the appropriate fan speed.
The Cat Electronic Technician (ET) status screen coolant temperature
indication.
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• Atmospheric The Atmospheric Pressure Sensor (arrow) is installed in the cylinder

pressure sensor
block and is vented to the atmosphere within the engine. This sensor has
various functions which are fully described later in the presentation.
Briefly, the sensor performs the following functions:
• Sensor functions - Ambient pressure measurement for automatic altitude

compensation, automatic air filter compensation and ET.
- Absolute pressure measurement for the fuel ratio control, and

also ET and Caterpillar Monitoring System panel (gauge) pressure
calculations.
• Timing calibration Just to the right of the Atmospheric Pressure Sensor is the Timing
connector Calibration Connector. This connector is used in conjunction with a
Timing Probe and wiring harness to calibrate the Speed/Timing Sensors.
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3
2
10
• Speed/timing The Speed/Timing Sensors are located behind the timing gear cover, as
sensors (1 - 2)
shown here. High speed sensor, upper position (1), Cranking speed
sensor, lower position (2).
• Turbo outlet At the front of the engine on the left hand side of the cylinder head is the
pressure sensor (3) Turbo Outlet (Boost) Pressure Sensor (arrow). This sensor is used with
the ECM to control the air/fuel ratio electronically. This feature allows
• Used for air/fuel
ratio control very precise smoke control, which was not possible with mechanically
governed engines.
The sensor also allows boost pressure to be read using the service tools.
NOTE: The Air Fuel Ratio Control cannot be manually adjusted on the
D350E or D400 Engines.
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11
• Machine interface The Machine Interface Connector (arrow) links the engine wiring harness
connector
to the machine wiring harness. Circuits such as the ECM power supply,
the throttle position sensor, the data links and the shutdown circuits are
routed through this connector.
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12
• Injector connector The injector connector is located in the valve cover and supplies current
to all six injectors.
Although this is a 12 pin connector, only nine pins are used. The return
wires are paired. This circuit is described in detail later in the
presentation (System Power Supplies).
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13
• Oil pressure sensor The oil pressure sensor is located above the engine oil cooler. This sensor
is used to warn the operator of low oil pressure. The ECM will log an
event if the sensor registers low oil pressure under certain conditions.
These conditions are fully described later in the presentation.
This is an analog type of sensor. There are five analog sensors on the
D400E engine, as follows:
• Five analog sensors Coolant Temperature

Fuel Temperature
Inlet Air Temperature
Atmospheric Pressure
Turbocharger Outlet Pressure
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14
• Aftercooler The Aftercooler Temperature Sensor is located on the left hand side of the
temperature sensor
engine, above the ECM. This sensor is used to warn the operator of
potentially damaging conditions causing the air supply to be overheated.
High air intake temperatures can cause very high exhaust temperatures in
a ratio of three to one. For example; the air inlet temperature can rise
from 100 to 200 degrees F. This condition can cause the exhaust
temperature to rise from 1000 to 1300 degrees F, resulting in possible
exhaust valve or turbocharger damage.
NOTE: The ratio of exhaust to intake temperature increase is

approximately three to one.
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15
Timing Calibration Components
• Timing calibration When performing timing calibration, the Timing Calibration Probe is
sensor installation installed in the cylinder block by first removing the plug (arrow).
A timing calibration jumper cable is installed into the timing calibration

connector just above the ECM.
The Timing Calibration Probe actually takes the place of the lower
(cranking) Speed Timing Sensor in the circuit as only the upper (high
speed) sensor is calibrated.
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16
• Timing calibration The crankshaft has a machined slot on the counterweight as shown
probe installation
(arrow). The slot is located just behind the No. 1 rod bearing.
The Timing Calibration Probe is inserted through the block and generates
a signal from the crankshaft slot.
• Machined face used A machined face (below the arrow) is used to set the clearance between
to set clearance the probe and the crankshaft.
This process is explained in detail later in the presentation.

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17
Machine Mounted Components
• Throttle position The Throttle Position Sensor (arrow) is mounted on the throttle pedal and
sensor (arrow) is used to signal the desired engine speed from the operator to the ECM
electronically.
There is therefore, no mechanical connection between the pedal and the

governor (ECM).
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18
• Ground level The Ground level Shutdown Switch is located underneath the cab door.
shutdown switch
This switch provides a means of shutting down the engine from outside
the cab in an emergency.
This switch also provides a convenient way of electrically isolating the

injectors during cranking, for maintenance purposes.
• Battery disconnect To the right of this switch is the Battery Disconnect Switch. The
switch disconnect switch should always be used to isolate the ECM anytime
electric arc welding is performed on the machine.
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19
• Service tool The D350E/D400E Service Tool Connector (arrow) is located in the cab,
connector
on the right side console.
• Allows access to ET The Service Tool Connector is used to connect the ET service tool to the
service tool machine electrical/electronic systems. The connector allows the service
tool to access the ECM's to read diagnostic and status screen information,
perform calibrations and other functions.
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3406E ENGINE SYSTEM BLOCK DIAGRAM (D400E)

ENGINE MOUNTED COMPONENTS
6 DRIVERS
ENGINE
HARNESS
3 RETURNS
J2
ENGINE RETARDER ADEM 11-6U
SOLENOIDS
J1
HIGH SPEED/TIMING SENSOR
CRANKING TIMING CAL. SENSOR CONNECTOR

SPEED/TIMING SENSOR GROUND BOLT
COOLANT TEMPERATURE SENSOR
MACHINE INTERFACE
CONNECTOR
FUEL TEMP SENSOR EXTENSION TO REMOTE

FILTER (D400E)
INLET AIR TEMPERATURE SENSOR
OIL PRESSURE SENSOR
ATMOSPHERIC PRESSURE SENSOR
TURBO OUTLET PRESSURE SENSOR
20
• Engine component This schematic identifies the D400E external EUI engine electronic and
identification
electrical components.
The components shown on this diagram are mounted on the engine and
those on the following page are machine mounted.
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3406E SYSTEM BLOCK DIAGRAM (D400E)

MACHINE MOUNTED COMPONENTS
GROUND DISCONNECT SWITCH

BOLT
MACHINE INTERFACE CONNECTOR
24 V
UNSWITCHED POWER
ENGINE RETARDER SELECTOR SWITCH
1 15 AMP KEY
BREAKER MAIN SWITCH
2 LOW/MED/HIGH POWER
RELAY
3
4
MAIN POWER
2
3 MED THROTTLE SENSOR THROTTLE PEDAL
4 HIGH
GROUND LEVEL
SHUTDOWN SWITCH ENGINE RETARDER LAMP
STARTING AID SWITCH + BATTERY RELAY ETHER START VALVE

CAT MONITORING SYSTEM
CYLINDER
10
15
20
AUT P ENGINE
5 25
X100
R
24 V 0 MPH
km/h
30 44
ET SERVICE TOOL
CAT AND ATA DATA LINK
21
• Machine mounted This schematic identifies the machine mounted engine electronic and
component
identification
electrical components.
INSTRUCTOR NOTE: At this time, it is recommended that each

component be located on the machine and the function of each reviewed
with the students. A list of the components follows on the next page.
If an engine is available out of a machine, this will aid the process as

some components are difficult to see.
Some additional (used/defective) components available for examination

on a table will be helpful.
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ENGINE COMPONENT LIST
Electrical Components
ECM 40 Pin Connectors (2)

Timing Calibration Installation Location
Timing Calibration Connector
Timing Sensor, High Speed
Timing Sensor, Cranking Speed
Coolant Temperature Sensor
Atmospheric Pressure Sensor
Turbocharger Outlet Pressure Sensor
Oil Pressure Sensor
Fuel Temperature Sensor
Machine Interface Connector
Engine and Machine Ground Bolts
Service Tool Connector
Throttle Position Sensor
Shutdown Switches
Disconnect Switch
Mechanical (Fuel Delivery) Components
Primary Filter and Water Separator

Secondary Filter
Priming Pump
Transfer Pump
Pressure Regulator Valve
Injectors (6)
Cylinder Head Fuel Passage
ECM Fuel Cooling Passage and Connectors
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ELECTRONIC CONTROL
SYSTEM
22
ELECTRONIC CONTROL SYSTEM
Introduction
This section of the presentation explains the Electronic Control System

including the following components:
ECM
Personality Module
Timing Wheel
Also covered are the following subsystems and related procedures:
Timing Control
Fuel Quantity Control
Speed Control
System Calibrations
Cold Modes
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23
• ECM: The Electronic Control Module (ECM) functions as the governor and fuel
- Governor
system computer. The ECM receives all the signals from the sensors and
- Fuel system energizes the injector solenoids to control timing and engine speed.
computer
- Injection timing This ECM is the second generation of Advanced Diesel Engine
controller
Management Systems and may sometimes be frequently referred to as
"ADEM II."
• Same ECM used in The ECM is used in most 3406E, 3456, 3176B and 3196 engine
most 3406E applications. The ECM can be moved from one application to another.
applications
However, a password is required to activate the ECM when new software
is installed.
NOTE: The ECM has an excellent record of reliability. Therefore, any

problems in the system are most likely to be in the connectors and wiring
harness. In other words, the ECM should typically be the last item in
troubleshooting.
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• Personality module The Personality Module contains the software with all the fuel setting
contains software
information (such as horsepower, torque rise and air/fuel ratio rates)
which determines how the engine will perform. The Personality Module
is hard wired into the ECM and there is no access panel.
• Upgrading Flash Programming is the only method used to update the software on the
personality module 3406E. This means electronic reprogramming of the Personality Module
software
software.
Upgrading the software is not a routine task, but might be performed for
reasons of a product update, a performance improvement or a product
problem repair.
• ECM is sealed NOTE: The ECM is sealed and needs no routine adjustment or
maintenance. The Personality Module can not be accessed other than by
Flash Programming.
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24
Fuel Injection
• Unit injectors The 3400E EUI unit injector is electrically and mechanically similar to
the 3500 EUI electronic unit injector. The injector is controlled
• Electrically signalled, electrically by the ECM and is actuated mechanically. The signal from
mechanically
actuated 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.
• Injector codes The 3400E injector has bar codes and also numerical codes marked on the
tappet. The numerical code must be entered into the ECM using 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.
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.
• Programming The injector codes are programmed into the ECM using ET and the
injector codes Calibrate Sensor Screen. Failure to enter the codes into a new ECM may
result in unequal timing and fuel delivery between cylinders.
WARNING
The injector solenoids operate on 105 Volts direct current. Always

remain clear of the injector area when the engine is running or
electrical shock may occur.
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EUI INJECTOR TESTING

METHODS
INJECTOR SOLENOID TEST
CYLINDER CUT-OUT
AUTOMATIC INJECTOR TEST
25
Three tests can be used to determine which cylinder or injector is

malfunctioning:
• Injector testing INJECTOR SOLENOID TEST

This test is performed while the engine is stopped. The injector solenoids
can be tested automatically with the service tool using the Injector
Solenoid Test. This function individually tests each solenoid in sequence
and indicates if a short or an open circuit is present.
CYLINDER CUT-OUT (Manual test)

This test is performed while the engine is running at any speed.
The 105 Volt pulse can be individually cut out to aid in troubleshooting
misfire problems in the injector and the cylinder.
AUTOMATIC INJECTOR TEST

This test is performed with the service tool while the engine is running at
any speed. The test makes a comparative evaluation of all injectors and
numerically shows the results. The test enables an on-engine evaluation
of the injectors. (This test cannot be performed using the ECAP.)
When diagnosing a misfire problem, a satisfactory test of all injector

solenoids without any diagnostic messages indicates that a mechanical
problem in the cylinder probably exists. This problem could be caused by
a seized injector, a damaged inlet or exhaust valve.
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EUI CONTROL LOGIC
TIMING CONTROL
ENGINE SPEED TIMING DEGREES BTDC DESIRED
FUEL RPM TIMING FUEL INJECTION
FUEL QUANTITY BTDC CONVERT TIMING WAVE FORM
SELECT
TIMING DESIRED
TIMING
COOLANT
TEMPERATURE COLD MODE
26
Fuel Injection Control System
• Fuel timing control This diagram shows the timing control logic within the ECM.
• Inputs to timing Engine speed and fuel quantity (which relates to load) input signals are
control
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:
• Benefits of a "smart" - Reduced particulates and lower emissions

timing control
- Improved fuel consumption while still maintaining performance
- Extended engine life
- Improved cold starting
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3406E COOLANT
ELECTRONIC GOVERNOR SHUTDOWNS TEMPERATURE
SENSOR
ECM
ELECTRONIC
GOVERNOR
6
5 FUEL FRC TORQUE
SIGNALS ENGINE THROTTLE
INJECTION
TO FUEL 4 ENGINE RPM MAPS MAPS CONTROL
CONTROL
INJECTORS 3 LOGIC
2 TDC
1
SPEED/TIMING ENGINE RPM ENGINE RPM

SIGNAL
TURBO OUTLET AND

ATMOSPHERIC
TIMING PRESSURE SENSORS
WHEEL
SPEED/TIMING
SENSORS
27
• Fuel quantity control Three inputs control fuel quantity:

• Inputs to fuel
quantity control 1. Engine speed
2. Throttle position
3. Boost
These signals are received by the electronic governor portion of the ECM.
The governor then sends the desired fuel signal to the fuel injection and
injection actuation controls. The fuel quantity control logic also receives
signals from the fuel ratio and torque controls.
• Start of injection Two variables determine fuel quantity and timing:

determines timing
• Injection duration - The start of injection determines engine timing.

determines fuel
quantity - The injection duration determines the quantity of fuel to be
injected.
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3406E (PASSIVE) SPEED/TIMING SENSORS
HIGH SPEED (UPPER)

SPEED/TIMING
SENSOR
J44 P44
OR 1
BK 2
J1 P1
12 - HIGH SPEED S/T SENSOR

18 + HIGH SPEED S/T SENSOR
CRANKING (LOWER) TIMING CALIBRATION
SPEED/TIMING CONNECTOR ECM
SENSOR (3406E)
J20 P20 J26 P26
OR 1 2 723-PK 4 - CRANKING S/T/+TDC SENSORS
BK 2 1 724-PU 39 + CRANKING S/T/-TDC SENSORS
J2 P2
TIMING CALIBRATION
PROBE
1 1 2
2 2 1
TIMING CALIBRATION
CABLE
28
• Speed/timing Two Speed/Timing Sensors are installed in this 3406E: a high speed
sensors (upper) and a cranking speed (lower) sensor. The Speed/Timing Sensors
serve four functions in the system:
• Four functions of the 1. Engine speed measurement

speed/timing sensor
2. Engine timing measurement
3. TDC location and cylinder number identification
4. Reverse rotation protection
• Sensor installation The Speed/Timing Sensors, which are mounted on the rear of the front
housing, are installed with a clearance between the sensor and the timing
wheel. This clearance is not adjustable
• Passive sensors - no NOTE: These sensors are not the same as those typically used on other
power supply
EUI systems. They are the passive type which do not require a power
supply. Furthermore, the high speed and cranking sensors are not
interchangeable and each has a different part number.
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TIMING WHEEL
TDC
TDC CYLINDER No. 1
REF 4 REF
CRANKING SPEED/TIMING
SENSOR EXTRA TOOTH
2
HIGH SPEED/TIMING
SENSOR
TDC
1 TIMING
CALIBRATION RANGE 4
REF REF
TIMING WHEEL
ROTATION TDC
TDC
5
FIRING ORDER: 1 5 3 6 2 4
REF 3 REF
TDC
29
• High speed sensor The high speed (upper) Speed/Timing Sensor measures engine speed for
normal operations including governing and crankshaft position for timing
purposes and cylinder identification.
• Cranking speed The cranking (lower) Speed/Timing Sensor is used during starting and
sensor allows continuous operation if the high speed sensor fails. A failure of the
high speed sensor will cause the ECM to automatically switch to the
cranking Speed/Timing Sensor. Also, the check engine lamp will come
on.
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30
• Timing wheel The Timing Wheel is a part of the drive gear for the camshaft. Timing
marks are used to locate the wheel and the camshaft in the correct
position relative to the crankshaft which is pinned at TDC. This Timing
Wheel is used in all 3406E engines with passive Speed/Timing sensors.
• Tooth arrangement As previously stated, the Timing Wheel has a total of 25 teeth. One tooth
identifies TDC is positioned midway between the adjacent teeth. This configuration is
used by the ECM to locate TDC on the No. 1 cylinder (and subsequent
cylinders).
• Sensor and tooth INSTRUCTOR NOTE: Reverse rotation protection is accomplished by

arrangements
using the sequence in which the signals from the two sensors are received
prevent reverse
rotation by the ECM. There is a 90 degree spacing between the two sensors on the
wheel. If the interval between the signals is 270 degrees, then this
information is interpreted by the ECM as reverse rotation. The injectors
will be disabled.
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31
• Speed/timing The Speed/Timing Sensors are positioned horizontally on the engine, but
sensors
are positioned perpendicular to the timing wheel surface. In other words,
they face the side of the the timing wheel, similarly to the 3408/12E
installation. However, the timing wheel is different as seen on the
previous page.
• Sensors generate a The teeth and sensors generate a signal which is converted by the ECM to
PWM signal from A Pulse Width Modulated (PWM) output signal for the purpose of timing
timing wheel teeth
and a frequency modulated output signal for speed measurement.
INSTRUCTOR NOTE: A description of PWM signals is provided later

in this presentation (Sensors and Systems).
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CRANKING
TIMING GEAR TOOTH TABLE

TABLE CRANKSHAFT CYLINDER
ENTRY ANGLE REFERENCE
A 30 NONE IDENTIFIED
B 30
C 30
CRANKING D 30 HIGH
SPEED E 30 SPEED CRANKSHAFT
SENSOR F 30 SENSOR DEGREES
G 15
H 15
I 15
30 30 30 30 30 30 15 15 15
A B C D E F G H I
TIMING WHEEL ROTATION
32
• Cranking The Speed/Timing Sensor uses the timing wheel with the teeth arranged
as shown to determine:
• Timing wheel teeth
and spacing
- Top Dead Center No. 1 (When found, the cylinders can be
identified.)
- Engine speed
The sequence of signals shown in the second column (duty cycle) is

analyzed by the ECM. At this point, no fuel will be injected until certain
conditions have been met.
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AFTER PATTERN RECOGNITION

ENTRY ANGLE REFERENCE
A 30 CYL NO 5
B 30 FIRING ORDER 153624
C 30
D 30
E 30 CYL NO 1
F 30
CRANKING G 15 HIGH
SPEED H 15 SPEED CRANKSHAFT
SENSOR I 15 SENSOR DEGREES
30 30 30 30 30 30 15 15 15
A B C D E F G H I
CYL NO. 3 CYL NO. 5 CYL NO. 5 CYL NO. 1 CYL NO. 1
TDC REFERENCE TDC REFERENCE TDC
EDGE EDGE
33
• After pattern During start-up, the sensor initially monitors the pulses created by the
recognition
passing teeth and identifies the sequence as shown. After a complete
rotation, the control can recognize the location of TDC from the pattern in
the above illustration.
During initial cranking, no fuel is injected until the following conditions

are met:
• Initial firing
sequence The timing wheel has completed a full revolution.
TDC for all cylinders is identified by the control.
After the sensor has provided the necessary signals, the ECM is ready to
start injection.
NOTE: The reference points in the illustration are positions on the

timing wheel where the control measures the point of injection and TDC.
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ENTRY ANGLE REFERENCE NORMAL OPERATION
A 30 CYL NO 5
B 30
C 30
D 30
CRANKING E 30 CYL NO 1 HIGH
SPEED F 30 SPEED CRANKSHAFT
SENSOR G 15 SENSOR DEGREES
H 15
I 15
30 30 30 30 30 30 15 15 15
A B C D E F G H I
62 BTDC (EEPROM) 62 BTDC (EEPROM)
DES TIMING DES TIMING
DELAY NO. 5 DELAY NO. 1

INJECTION ASSUMED INJECTION
ASSUMED
TDC TDC
CYL NO. 3 CYL NO. 5 CYL NO. 5 CYL NO. 1 CYL NO. 1
TDC REFERENCE TDC REFERENCE TDC
EDGE (CALIBRATED) EDGE (CALIBRATED)
34
• Normal operation During normal operation, the ECM can determine timing from the
sequence reference point for each cylinder. The reference point is stored
by the ECM after calibration is performed.
Injection timing is calibrated by connecting a TDC probe to the service

• Signal pattern
identifies TDC access connector on the engine harness, and by activating the calibration
sequence with the Caterpillar ET service tool. The ECM raises the engine
• Conditions for
speed to 800 rpm (to optimize measurement accuracy), compares the
injection
actual No. 1 TDC location to the assumed cylinder No. 1 TDC location,
and saves the offset in the EEPROM (Electrically Erasable Programmable
Read Only Memory).
NOTE: The calibration offset range is limited to ± 4 crankshaft degrees.

If the range is exceeded, the offset is set to zero (no calibration) and a
calibration diagnostic message is generated.
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INJECTION CURRENT WAVEFORM

ONE CYCLE
PULL-IN PEAK CURRENT

CURRENT FLOW
HOLD-IN PEAK CURRENT
0 1 2 3 4 5
TIME (MILLISECONDS)
35
• Unit injector current This illustration shows how the current increases initially to pull in the
flow
injection coil and close the poppet valve. Then, by rapidly chopping
(pulsing) the 105 Volts on and off, current flow is maintained. The end of
injection occurs when the current supply is cut, therefore, fuel pressure
drops rapidly in the injector.
INSTRUCTOR NOTE: This waveform may be demonstrated with a

9U7330 Digital Multimeter (or equivalent) and a current probe.
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FUEL SYSTEM LIMITS
Maximum Horsepower
Maximum Torque
Fuel Ratio
Cold Mode Limit
Cranking Fuel Limit
36
System Controls
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:
• Fuel system limits - 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).
• Variable horsepower Off-highway Trucks have a system which increases engine horsepower in
direct drive only. This system protects the driveline from excessive
torque in the lower gears.
• Economy Shift Mode Off-highway Trucks may also have a service tool programmable feature
which is designed to lower shift points and the fuel limit to improve fuel
consumption at the customer's request.
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FUEL SYSTEM COLD MODES
Speed Control
Fuel Limiting
Injection Timing
Ether Injection
37
• Cold modes The EUI fuel system is designed to modify the operational characteristics
of the engine during cold operation. This modification is done to protect
the environment, the engine and to improve the operational characteristics
of the engine.
INSTRUCTOR NOTE: Discuss how these Cold Mode variations can

change the engine characteristics, particularly during diagnostic
operations. For example:
- Engine speed may be raised in Cold Mode.

- Engine power may be limited in Cold Mode.
- Engine fuel may be limited during cranking in Cold Mode.
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• Fuel system derates As the system limits fuel for every condition, derates are also built into
the system for protection. These derates are individually covered later in
the presentation, but are summarized here:
- Automatic Altitude Compensation (Altitude derate)
- Automatic Filter Compensation, derates for air filter restriction,

(not installed on Articulated Trucks)
- Engine Warning Derate, derates for low oil pressure and high
coolant temperature, (not installed on Articulated Trucks)
If a loss of boost sensor output occurs, the ECM assumes zero boost
pressure. Although not strictly a derate, power is reduced by
approximately 50 to 60%.
• Power correction - Fuel Temperature Compensation (Compensates up to 5% for

power loss caused by hot fuel)
NOTE: Fuel Temperature Compensation is not designed to correct for

excessive fuel overheating which could be caused by a variety of reasons
such as low fuel level combined with high ambient temperature.
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3406E SPEED/TIMING SENSOR CALIBRATION CIRCUIT
HIGH SPEED (UPPER)

SPEED/TIMING
SENSOR
J44 P44
OR 1
BK 2
P1 J1
12 - HIGH SPEED S/T SENSOR

18 + HIGH SPEED S/T SENSOR
TIMING CALIBRATION TIMING CALIBRATION ECM

PROBE CABLE (3406E)
P26
1 2 723-PK 4 - CRANKING S/T/+TDC SENSORS
2 1 724-PU 39 + CRANKING S/T/-TDC SENSORS
TIMING CALIBRATION P2 J2
CONNECTOR
CRANKING (LOWER)
SPEED/TIMING
SENSOR
J20 P20 J26
OR 1 2 NOTE: P20/J26 POLARITY IS
BK 2 1 INTENTIONALLY REVERSED
38
SYSTEM CALIBRATIONS
Speed/Timing Sensor Calibration
• Timing calibration The Timing Calibration Probe (magnetic pickup) must be installed in the
sensor installation cylinder block for calibration.
The Timing Calibration Probe Cable is used to connect the probe to the
Timing Calibration Connector.
One end of the cable is connected to the Timing Calibration Probe. The
other end of the cable is connected to the P26 connector. The connector is
located above the ECM.
During calibration, the Timing Calibration Probe replaces the Cranking
Sensor in the circuit. Because the Cranking Sensor is disconnected during
calibration, only the upper (high speed) sensor is calibrated. Therefore,
both sensors must share the calibration data when the Cranking Sensor is
reconnected.
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NOTE: For calibration, only the designated Timing Calibration

Connector (P26) just above the ECM can be used, not the
Speed/Timing Sensor Connector (P20) located at the front of the
engine.
As shown in the diagram, using the incorrect connector will cause the
wrong polarity and the wrong timing calibration value to be recorded
in the ECM. A timing error of approximately 4 degrees will result if
the wrong connector is used.
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TIMING CALIBRATION PROBE

INSTALLATION
CRANKSHAFT
TDC SLOT
COUNTERWEIGHT
MACHINED FACE
DIRECTION OF
ROTATION
ENGINE BLOCK
TIMING CALIBRATION (SHOWN FROM REAR)
PROBE
AIR GAP
39
• Timing calibration This view of the Timing Calibration Probe (magnetic pickup) shows how
probe installation
the air gap (clearance) is established between the probe and the face of the
and adjustment
crankshaft counterweight.
• Avoid damage to After top dead center (TDC) is located, rotate the engine clockwise
probe approximately 60 degrees to prevent engaging the probe in the slot. The
timing probe will be destroyed if the engine is rotated with the probe in
the slot. (The crankshaft is positioned at TDC initially to locate the
machined face on the counterweight.)
• Set probe clearance Insert the Timing Calibration Probe into the block until it touches the face
of the crankshaft counterweight. Then, retract the probe 1 mm (.04 in.) to
provide a running clearance. A 2D6392 O-ring positioned on the probe
can be used to measure the clearance.
If the probe clearance is not set correctly, erratic performance or failure of

the timing calibration sequence can occur or the probe may be destroyed.
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• Timing calibration Using ET, Timing Calibration is selected and the desired engine speed is
engine speed
automatically set automatically set to 1100 rpm. (This speed varies between engines and is
only specific to the 3406E.) This step is performed to prevent instability
and ensures that no backlash is present in the timing gears during the
calibration process.
Remove the calibration equipment, install the plug and connect all
harnesses. After the completing the procedure, the engine should be
retested to verify the correct operation. Active and logged fault screens
must also be checked.
NOTE: The 3406E engine in the D350/D400E Series II Articulated

Trucks has limited access in the flywheel housing for the 9S9082
Turning Tool. Therefore, the starter motor must be moved forward
to gain access to the timing pin and turning tool openings. (The TDC
timing bolt is also the upper access panel attachment bolt.)
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TIMING CALIBRATION
TIMING
WHEEL
REFERENCE EDGE TO TDC DISTANCE
REFERENCE
EDGE ASSUMED ACTUAL
CYL. NO. 1 TDC CYL. NO. 1 TDC
-4 +4
TIMING REFERENCE
TIMING CALIBRATION 4 OFFSET
SENSOR SIGNAL
(MAXIMUM RANGE
4 DEGREES)
25 ENGINE DEGREES
40
• Timing calibration The Speed/Timing Sensors use the timing wheel for a timing reference.
Timing calibration improves fuel injection accuracy by correcting for any
• Nulls out small
crankshaft to timing slight tolerances between the crankshaft, timing gears, timing wheel and
gear tolerances Speed/Timing Sensor installations.
During calibration, the offset is logged in the control module EEPROM

(Electrically Erasable Programmable Read Only Memory). The
calibration offset range is limited to ± 4 crankshaft degrees. If the timing
is out of range, calibration is aborted. The previous value will be retained
and a diagnostic message will be logged.
Timing calibration is normally performed after the following procedures:
1. ECM replacement
2. High Speed/Timing Sensor replacement
3. Speed/Timing Sensor or Timing Wheel replacement
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41
3406E Injector Calibration
The 3406E electronic unit injectors require calibration after installation or

after an ECM replacement. To access EUI Injector Calibration, use the
following pull down menu sequence:
Service / Calibrations / Injector Codes Calibration

• Injector calibration The purpose of Injector Calibration is to enable a more precise fuel flow
precisely balances balance between cylinders. The injectors are flow checked and calibrated
fuel flow between at the factory. Any minute fuel flow deviations are represented by a code
cylinders
stamped on the top of the injector. These codes are programmed into the
ECM with the injector calibration function.
If for any reason injectors are changed, or interchanged, it is essential that
calibration is performed for the affected injectors to avoid a power
imbalance between the cylinders.
A full description of this process is included with the ET Self Study
Course. This course is included with the current ET software CD ROM.
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42
Pressure Sensor Calibration

• Two methods to There are two methods to perform pressure sensor calibration: the key
calibrate pressure
switch and the ET methods. Using the same calibration pull down menu
sensors
previously used, select the following pull down menu sequence:
Service / Calibrations / Pressure Sensor Calibration
The engine must not be running during Pressure Sensor calibration.
The atmospheric pressure sensor is used as the baseline to adjust the other
sensors. Other sensors with readings which do not agree with the
atmospheric sensor's output readings will be adjusted (within limits) to
agree with the atmospheric sensor.
• ET pressure sensor Select Start or A to begin the sensor calibration.
calibration
There is a diagnostic routine built into the program which will identify a
calibration problem. It could be that a sensor is out of the normal output
range for calibration. For example, the reason for calibration may be that
oil pressure reads +27.6 kPa (+4 psi) with the engine stopped. This
means that the oil pressure sensor absolute pressure reading is 130.9 kPa
(19 psia) whereas the pressure at sea level is 119 kPa (14.7 psia).
As long as the error is within the calibration range, then it will be
corrected. If not, a repair is necessary.
Once again, this process is more fully covered in the ET course.
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INSTRUCTOR NOTE: This material will be reinforced if the following

ET tasks are demonstrated. Review the material with questions following
the tasks. The demonstration can be performed on an engine, machine or
a Training Aid with a laptop computer. The suggested topics are:
Basic ET review (if required)

Status screens with throttle switch status, desired engine speed, fuel
position etc.
Active diagnostic codes
Logged diagnostic codes
Events screen
Configuration screen
Timing, injector and pressure sensor calibrations
Injector solenoid test
Cylinder cutout
Automatic injector test
This subject matter is covered in the ET training material which is
included with the current ET Dealer Additions CD ROM.
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FUEL SUPPLY SYSTEM
43
FUEL SUPPLY SYSTEM
Introduction
This portion of the presentation describes the operation of the EUI Fuel
Supply System as used on the 3406E engines in machine applications.
This description includes all components that convey the fuel from the
tank and the primary filter to the injectors and return to the tank.
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FUEL GALLERY
EUI
INJECTORS
FUEL PRESSURE
REGULATOR
SECONDARY FUEL
FUEL FILTER PRIMING
(2 MICRON) PRIMARY
PUMP FUEL
FILTER
ECM
SENSOR
FUEL TRANSFER PUMP
RELIEF WATER
VALVE
SEPARATOR
TANK
44
System Fuel Flow
• Tracing the flow Fuel is drawn from the tank through the primary filter by a gear-type
through the fuel transfer pump. The fuel then flows through the secondary fuel filter. The
supply system fuel is then directed through the Electronic Control Module (ECM)
housing fuel gallery for cooling purposes.
Next, the fuel enters the low pressure supply gallery located in the
cylinder head. Any excess fuel not injected leaves the cylinder head. The
flow then passes through the pressure regulating valve, which limits
pressure to 415 kPa (60 psi). Minimum pressure is 310 kPa (45 psi).
From the pressure regulating valve, the excess flow returns to the tank.
The ratio of fuel between combustion and fuel returned to the tank is
about 1:3 (i.e. four times the volume required for combustion is supplied
to the system for combustion and injector cooling purposes). A fuel
temperature sensor is installed in the filter base (shown above) to
compensate for power losses caused by varying fuel temperatures.
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45
• Primary fuel filter Looking at the actual iron, fuel is drawn from the tank through the
and water separator
Primary Filter shown here. The Primary Fuel Filter contains a water
separator which is a vital part of the fuel system.
• Water contamination Any high pressure fuel system will deteriorate rapidly if water is allowed
reduces injector life to circulate through the system. Water can cause early wear out or seizure
of the injectors due to a lack of lubricity and corrosion.
The normal expected fuel system life will not be achieved if

contaminated fuel is used. "Use clean fuel and keep it clean."
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46
• Transfer pump The fuel flows from the Primary Filter, to the Transfer Pump (arrow) to
the Secondary Filter (left side, partly hidden from view).
• Bypass valve The fuel transfer pump contains a bypass valve to protect the fuel system
components from excessive pressure. The bypass valve setting is higher
than the setting of the fuel pressure regulator (next slide).
The fuel transfer pump is driven by the front gear train.

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47
• Secondary fuel filter Fuel flows from the Transfer Pump to the Secondary Fuel Filter shown
here. Return fuel from the injectors flows through the Fuel Pressure
Regulator in the Fuel Filter Base before returning to the fuel tank.
• Fuel pressure Fuel system pressure is controlled by the Fuel Pressure Regulator
regulator mounted in the Fuel Filter Base. This valve is set at 415 to 450 kPa (60 to
65 psi).
This valve is positioned downstream of the injectors. Fuel which passes

through the valve is returned to the fuel tank.
Fuel pressure can be checked at the Fuel Pressure Regulator Valve by

removing a plug and connecting a gauge.
• Remove mounted NOTE: The Fuel Filter Base is remotely mounted (off the engine) on the
secondary filter D350 and D400E machines for improved accessibility.
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48
• ECM cooling lines Fuel flows from the Secondary Filter to the ECM (arrow) and then to the
front of the cylinder head and to the fuel injectors.
As in most applications, the ECM Fuel is cooled by fuel. This feature

prevents excessive heat coming from the injectors drivers from causing
damage.
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49
• Cylinder head fuel This view shows injectors, injector sleeves and the fuel supply passage.
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 secondary filter base,
return side which contains the Fuel Pressure Regulator.
From the Fuel Pressure Regulator, fuel flows back to the tank.
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REVIEW
FUEL GALLERY
EUI
INJECTORS
FUEL PRESSURE
REGULATOR
SECONDARY FUEL
FUEL FILTER PRIMING
(2 MICRON) PRIMARY
PUMP FUEL
FILTER
ECM
SENSOR
FUEL TRANSFER PUMP
RELIEF WATER
VALVE
SEPARATOR
TANK
50
• Chapter review INSTRUCTOR NOTE: To reinforce this presentation, the following

tasks may be demonstrated on an engine using the Service Manual
procedures:
Review the component functions using this slide

Remove and install a unit injector
Perform the necessary injector timing adjustments
Calibrate the injectors
Prime the fuel system
Using ET, perform Injector Solenoid and Cylinder Cutout Tests
Check for active and logged faults
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3406E EUI SYSTEM POWER SUPPLIES
ECM: 24 VOLTS
INJECTORS: 105 VOLTS
ANALOG SENSORS: 5 VOLTS
DIGITAL SENSORS: 8 VOLTS
51
SYSTEM POWER SUPPLIES
Introduction
• Four system power The EUI system has four power supplies with various voltages as shown.
supplies
EXTERNAL POWER SUPPLY
ECM power supply 24 Volts
INTERNAL POWER SUPPLIES
Injector power supply 105 Volts
Analog Sensor power supply 5 Volts
Digital Sensor power supply 8 Volts
The power supplies are described in detail in the following section.
NOTE: There is no Speed/Timing Sensor power supply on this engine.

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ECM POWER SUPPLY COMPONENTS

MACHINE BOLT
CONNECTOR
24 V
UNSWITCHED POWER
15 AMP KEY
1
BREAKER MAIN SWITCH
RELAY
3
MAIN POWER
4

4 HIGH
Misc. office wk. ph. calls emails etc
GROUND LEVEL
STARTING AID SWITCH + BATTERY ETHER START VALVE

RELAY
CYLINDER
P
5
10
15
20
AUT
ENGINE
25
X100
R
24 V 0 MPH
km/h
30 44
ET SERVICE TOOL
52
ECM Power Supply

• 24 Volt power supply
The power supply to the ECM and the system is drawn from the 24 Volt
machine battery. The principle components in this circuit are:
• Power supply
components
- Battery
- Key Start Switch
- Main Power Relay
- 15 Amp Breaker
- Ground Bolt
- ECM Connector (P1/JI)
- Machine Interface Connector (J3/P3)
If the supply voltage exceeds 32.5 Volts or is less than 9.0 Volts, a
diagnostic code is logged. (See the Troubleshooting Guide for complete
details on voltage event logging.)
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ECM POWER SUPPLY CIRCUIT
DISCONNECT ENGINE BLOCK

SWITCH GROUND BOLT
BATTERY
ECM (3406E)
P1 J1
(-)
24 VOLTS DC
229-BK-14 05 (-) BATTERY
(+) 15 A 1 150-OR-14 06 (+) BATTERY
CIRCUIT BREAKER
2 102-RD-16 04 UNSWITCHED PWR
P3 J3
10 AMP
C OFF
S ON
B ST
KEY SWITCH
53
• ECM power supply This schematic shows the principle components for a typical power
circuit
supply circuit. Battery voltage is normally connected to the ECM.
However, an input from the key start switch turns the ECM on.
The machine wiring harness can be bypassed for troubleshooting

purposes. These steps are described in the Troubleshooting Procedure.
The supply Voltage may be checked using the ET Status Screen display.
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ECM CONNECTORS
40 PINS, WIRE SIDE
P2 P1
1 2 3 4 5 6 1 2 3 4 5 6
7 12 7 12
13 18 13 18
19 22 19 22
23 28 23 28
29 34 29 34
35 36 37 38 39 40 35 36 37 38 39 40

40 PINS, WIRE SIDE
P3
1 2 3 4 5 6 7 8 9 10
11 15 16 20
21 25 26 30
31 32 33 34 35 36 37 38 39 40
54
A common but vital part of all the power supplies (and sensor circuits)
described up to this point are the 40 pin connectors.
• P1/P2 40 pin ECM This slide shows the two ECM 40 pin connectors, P1 and P2, looking
connectors from the harness side. The pins highlighted in the P1 connector are for
the ECM power supply circuit.
• J3 40 pin connector The slide also shows the P3, 40 pin Machine Interface Connector. This 40
pin connector transmits the power supply from the machine wiring to the
engine wiring harnesses.
The Troubleshooting Guide identifies the relevant pins for each circuit in
this manner. The P3 connector is identified identically and is a part of the
system power supply.
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INJECTOR WIRING SCHEMATIC
ECM
J91 P91 P2 J2 (3406E)
12 L983-WH 5 INJECTOR RETURN 1 & 2
10 L984-OR 17 INJECTOR RETURN 3 & 4
8 L985-YL 27 INJECTOR RETURN 5 & 6
6 A706-GY 34 INJECTOR 6 POWER
5 A705-BU 28 INJECTOR 5 POWER
4 A704-GN 22 INJECTOR 4 POWER
3 A703-BR 18 INJECTOR 3 POWER
2 A702-PU 12 INJECTOR 2 POWER
1 A701-GY 6 INJECTOR 1 POWER
11
9
7
55
Injector Power Supplies
The injectors are supplied with power from the ECM at 105 Volts. For
this reason, precautions must be observed when performing maintenance
around the valve covers.
If an open or a short occurs in the injector circuit, the ECM will disable
that injector. The ECM will periodically try to actuate that injector to
determine if the fault is still present and will disconnect or reconnect the
injector as appropriate.
NOTE: If an injector is replaced, it must be calibrated. Also if an ECM

is replaced and injector calibration is not performed, a fault message will
be generated.
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J21 P21 P2 J2
ECM (3406E EUI)
+V ANALOG A 36 +V ANALOG SUPPLY
ENGINE COOLANT ANALOG RETURN B 30 - ANALOG RETURN
TEMPERATURE SENSOR SIGNAL C
P22 J22
+V ANALOG A
ENGINE OIL ANALOG RETURN B
PRESSURE SENSOR SIGNAL C
P23 J23
+V ANALOG A
TURBO OUTLET ANALOG RETURN B
TURBO INLET
P25 J25 ANALOG SENSOR
+V ANALOG A
PRESSURE SENSOR
(IF INSTALLED)
ANALOG RETURN
SIGNAL
B
C
POWER SUPPLY
P27 J27 5 0.2 VOLTS
+V ANALOG A
ATMOSPHERIC ANALOG RETURN B
P88 J88
+V ANALOG A
INLET AIR ANALOG RETURN B
TEMPERATURE SENSOR SIGNAL C
P43 J43
+V ANALOG A
FUEL TEMPERATURE ANALOG RETURN B
SENSOR SIGNAL C
56
Analog Sensor Power Supply
The Analog Sensor Power Supply provides power to all the analog
sensors (pressure and temperature sensors).
• Analog power supply The ECM supplies 5.0 ± 0.2 Volts DC (Analog Supply) through the J2/P2
voltage 5 ± 0.2 VDC connector to each sensor.
A power supply failure will cause all analog sensors to appear to fail.
This failure could be caused by a short in a sensor or an open circuit in the
common lines close to the P2 J2 connector.
The Analog Sensor power supply is protected against short circuits. A

short in a sensor or a wiring harness will not cause damage to the ECM.
• Analog ground NOTE: It is necessary when checking this system power supply Voltage
to use the analog return for the measurement and not the frame ground.
There can be a difference between the values and the system Voltage is
held to fine limits.
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DIGITAL SENSOR
POWER SUPPLY
8 0.5 VOLTS
THROTTLE
POSITION SENSOR J35 P35 P1 J1 ECM (3406E EUI)
+V DIGITAL A 29 + V DIGITAL SUPPLY
DIGITAL RETURN B 35 - V DIGITAL RETURN
SIGNAL C
57
Digital Sensor Power Supply

• Digital power supply
The ECM supplies power at 8 ± 0.5 Volts through the J1/P1 connector to
voltage 8 ± 0.5 VDC
the Throttle Position Sensor circuit.
Like the Analog power supply, this circuit is protected against short
circuits, which means that a short in the sensor will not cause damage to
the ECM.
Some other 3406E applications may use this power supply to power, for
example, fan speed or exhaust temperature sensors.
• Digital power supply NOTE: It is necessary when checking this system power supply Voltage
voltage check to use the digital return for the measurement and not the frame ground.
There can be a difference between these values if an incorrect ground is
used.
STMG 712 - 70 -
7/99
INSTRUCTOR NOTE: The following exercise will reinforce the

material introduced in the preceding slides and will allow questions to be
answered.
During this exercise, a demonstration on an engine or a Training Aid

should be performed showing:
Open circuit in the ECM power supply

Opens and shorts in the Analog and Digital power supplies
Status screen pressure and temperature readings with a fault in the
sensor power supply
STMG 712 - 71 -
7/99
ELECTRONIC SENSORS
AND
SYSTEMS
58
ELECTRONIC SENSORS AND SYSTEMS
Introduction
This section of the presentation covers the electronic sensors and related
circuits in the 3406E EUI fuel system.
The diagrams used in this section are mostly based on the D400E.
STMG 712 - 72 -
7/99
59
Speed/Timing Sensors
Two passive Speed/Timing Sensors are installed: a high speed and a

cranking (low speed) sensor. The Speed/Timing Sensors serve four basic
functions in the system:
• Four functions of the - Engine speed detection

speed/timing sensor
- Engine timing detection
- TDC and cylinder number identification
- Reverse rotation protection
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.
This type of sensor (passive), unlike other Speed/Timing Sensors,

does have an air gap. The sensor is not in direct contact with the timing
wheel and runs with a specified clearance.
• No power supply Additionally, these sensors do not require a power supply.

required for passive
speed/timing
sensors
STMG 712 - 73 -
7/99
SPEED/TIMING SENSORS
6 DRIVERS
ENGINE
HARNESS
3 RETURNS
J2
ENGINE RETARDER
SOLENOIDS ECM
J1

MACHINE INTERFACE
CONNECTOR
60
• Speed/timing sensor If a high speed sensor failure occurs, the cranking speed sensor will
failure modes provide the back-up automatically. A momentary change of engine sound
is all that will be noticed as the changeover takes place.
If the fault in the high speed speed sensor is corrected, then the ECM will
continue to use the cranking speed sensor until the engine is shut down
and restarted. A subsequent Speed/Timing Sensor failure will cause an
engine shutdown.
The sensor may be functionally checked by cranking the engine and

observing the service tool status screen for engine rpm.
A failure of either sensor will be indicated by the active fault screen on

the service tool. An intermittent failure will be shown in the logged fault
screen.
• Sensor installation Refer to the Service Manual for the correct installation procedure.
STMG 712 - 74 -
7/99
ANALOG SENSORS
Coolant temperature
Atmospheric pressure
Turbocharger outlet pressure
Lubrication oi l pressure
Fu e l temperature
61
Analog Sensors and Circuits
The following analog sensors and circuits may be used in various

applications:
- Coolant Temperature Sensor

- Atmospheric Pressure Sensor
- Turbocharger Inlet Pressure Sensor *
- Turbocharger Outlet (Boost) Sensor
- Lubrication Oil Pressure Sensor
- Fuel Temperature Sensor
* Not in D350E/D400E Series II

STMG 712 - 75 -
7/99
6 DRIVERS
ENGINE
HARNESS
3 RETURNS
J2
ENGINE RETARDER
SOLENOIDS ECM
J1

MACHINE INTERFACE
CONNECTOR
62
• Coolant temperature The Coolant Temperature Sensor supplies the temperature signal for the
sensor following functions:
- Caterpillar Monitoring System

- Demand Control Fan (if so equipped)
- ET or ECAP coolant temperature display
- High coolant temperature event logged above 107°C (225°F)
- Engine Warning Derate when 107°C (225°F) is exceeded or
low oil pressure occurs (if so equipped)
- Temperature sensor for ether aid operation
NOTE: All analog sensors share the common analog power supply of
5.0 ± 0.2 Volts.
STMG 712 - 76 -
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FUEL TEMPERATURE SENSOR
6 DRIVERS
ENGINE
HARNESS
3 RETURNS
J2
ENGINE RETARDER
SOLENOIDS ECM
J1

MACHINE INTERFACE
CONNECTOR

FILTER (D400E)
63
• Fuel temperature The ECM uses fuel temperature measurement to make corrections to the
sensor
fuel rate to maintain power regardless of fuel temperature (within certain
• Enables fuel parameters). This feature is called "Fuel Temperature Compensation".
temperature
compensation The sensor output should be between 0.4 and 4.6 Volts.
STMG 712 - 77 -
7/99
6 DRIVERS
ENGINE
HARNESS
3 RETURNS
J2
ENGINE RETARDER
SOLENOIDS ECM
J1
CRANKING TIMING CALIBRATION

SPEED/TIMING SENSOR CONNECTOR GROUND BOLT
MACHINE INTERFACE
CONNECTOR

FILTER (D400E)
64
• Inlet air temperature The Inlet Air Temperature Sensor is used by the ECM to prevent
sensor
excessive inlet temperatures from damaging the engine.
High inlet air temperature leads to high exhaust temperatures which in

turn causes damage to exhaust components such as turbochargers and
exhaust valves.
STMG 712 - 78 -
7/99
6 DRIVERS
ENGINE
HARNESS
3 RETURNS
J2
ENGINE RETARDER
SOLENOIDS ECM
J1

MACHINE INTERFACE
CONNECTOR

FILTER (D400E)
65
• Atmospheric All pressure sensors in the system measure absolute pressure and
pressure sensor therefore, require the atmospheric sensor to calculate gauge pressure. The
• Used to calculate
sensors are used both individually (absolute pressure) in the case of
gauge pressure atmospheric pressure, and as a pair to calculate oil and boost pressures
(gauge pressures).
• Two methods used All the pressure sensor outputs are matched to the Atmospheric Pressure
to calibrate sensors Sensor output during calibration. Calibration can be accomplished using
the ET service tool or by turning on the key start switch without starting
the engine for five seconds to automatically calibrate the sensors. The
Atmospheric Pressure Sensor performs four main functions:
• Four main functions

1. Automatic Altitude Compensation (maximum derate 24%)
2. Automatic Filter Compensation (maximum derate 20%) if so
equipped
3. Part of pressure calculation for gauge pressure readings
4. Reference sensor for pressure sensor calibration
STMG 712 - 79 -
7/99
ENGINE POWER DERATING MAP

ACCORDING TO ATMOSPHERIC PRESSURE
100% 7,500
98% 8,210
PERCENT OF FULL LOAD POWER
96% 8,920
94% 9,630
92% 10,340
ALTITUDE IN FEET
90% 11,050
88% 11,760
86% 12,470
84% 13,180
82% 13,890
80% 14,600
78% 15,310
76% 16,020
74% 16,730
72% 17,440
77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60 59 58 57 56 55 54 53
ATMOSPHERIC PRESSURE IN kPa
66
• Automatic altitude Atmospheric pressure measurement by the sensor provides an altitude

compensation
reference for the purpose of Automatic Altitude Compensation.
The graph shown here describes how derating on a typical 3406E starts at
7500 ft. and continues linearly to a maximum of 17000 ft. Other 3406E
engines may start as low as 4000 ft. depending on the application.
• System continually The advantage of the EUI system is that the engine always operates at the
adjusts to optimum correct derating setting at all altitudes. The system continually adjusts to
power setting
the optimum setting regardless of altitude, so the engine will not exhibit a
lack of power or have smoke problems during climbs or descents to
different altitudes.
NOTE: The EUI system has an advantage over a mechanical fuel system
which is derated in "altitude blocks" (i.e. 7500 ft., 10000 ft., 12500 ft.).
EUI derating is continuous and automatic. Therefore, a machine
operating in the lower half of the block is not penalized with low power.
Conversely, a machine operating in the upper half of the block will not
overfuel with the EUI system.
STMG 712 - 80 -
7/99
OIL PRESSURE SENSOR
6 DRIVERS
ENGINE
HARNESS
3 RETURNS
J2
ENGINE RETARDER
SOLENOIDS ECM
J1

MACHINE INTERFACE
CONNECTOR

FILTER (D400E)
OIL PRESSURE SENSOR
67
• Oil pressure sensor Two pressure sensors are used for the measurement of oil (gauge)
pressure:
- Oil Pressure Sensor
- Atmospheric Pressure Sensor
PRESSURE CALCULATIONS
• Calculations are
used to determine MEASUREMENT MEASURED BY RESULT
gauge pressure Oil pressure [oil press (A) - atmospheric (A)] = oil pressure (GP)
These measurements are used to determine oil pressure for the ET service
tool, Caterpillar Monitoring System and to alert the operator that an
abnormal condition exists. The sensor operating range is 0 to 690 kPa
(0 to 100 psi) (A).
NOTE: (A) = absolute pressure

(GP) = gauge pressure
STMG 712 - 81 -
7/99
OIL PRESSURE MAP

340 49.3
320 46.4
300 43.5
280 40.6
OIL PRESSURE IN kPa
OIL PRESSURE IN PSI

260 37.7
240 34.8
220 31.9
200 29
180 26.1
160 23.2
140 20.3
120 17.4
100 14.5
80 11.6
60 8.7
600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
ENGINE RPM
kPa x 0.145 = PSI
68
• Oil pressure map Engine oil pressure varies with engine speed. As long as oil pressure
increases above the upper line after the engine has been started and is
• Determines correct
pressure for all rpm
running at low idle, the ECM reads adequate oil pressure. No faults are
indicated and no logged event is generated.
If the engine oil pressure decreases below the lower line, the following
occurs:
• Low oil pressure
indications - An event is generated and logged in the permanent ECM memory.
- A Category 3 Warning (alert indicator, action lamp and alarm) is
generated on the Caterpillar Monitoring System (if so equipped).
- The engine is derated (if so equipped) to alert the operator.
The two lines are sufficiently separated to prevent multiple alarms and
events or a flickering lamp. This pressure separation is referred to as
"hysteresis."
STMG 712 - 82 -
7/99
TURBOCHARGER OUTLET PRESSURE SENSOR
6 DRIVERS
ENGINE
HARNESS
3 RETURNS
J2
ENGINE RETARDER
SOLENOIDS ECM
J1

MACHINE INTERFACE
CONNECTOR

FILTER (D400E)
OIL PRESSURE SENSOR
69
• Turbo outlet The Turbocharger Outlet Pressure Sensor measures absolute pressure
pressure sensor
downstream of the aftercooler. Boost (gauge) pressure can be read with
• Boost pressure the service tools. This measurement is a calculation using the
calculation Atmospheric Pressure and the Turbocharger Outlet Pressure Sensors.
A failure of this sensor can cause the engine to derate as much as 60%
when the ECM defaults to a zero boost condition.
• Air/fuel ratio control The prime function of the sensor is to enable the Air/Fuel Ratio Control
which reduces smoke, emissions and maintains engine response during
acceleration. The system utilizes boost pressure, atmospheric pressure
and engine speed to control the air/fuel ratio. Engine fuel delivery is
limited according to a map of gauge turbo outlet (boost) pressure and
engine speed. The Air/Fuel Ratio Control setting is not adjustable in
3406E machine applications.
INSTRUCTOR NOTE: The pressure calculations and purposes of

these calculations for all sensors are tabulated on the next page.
STMG 712 - 83 -
7/99
• Oil pressure sensor PRESSURE CALCULATIONS
MEASUREMENT MEASURED BY RESULT
• Calculations are 1. Atmospheric pressure atmospheric sensor = ambient press (absolute)

used to determine
gauge pressure
2. Air filter differential Atmospheric - turbo inlet = filter ∆ pressure
3. Boost turbo outlet - atmospheric = boost (gauge press)
4. Manifold press. absolute turbo outlet sensor = boost (absolute press)
5. Oil pressure oil press - atmospheric = oil press (gauge press)
These measurements are used to determine:
1. Automatic Altitude Compensation
2. Automatic Air Filter Compensation and Restriction Indication

(if so equipped)
3. ET Boost Measurement
4. Caterpillar Monitoring System Oil Pressure Indication

(Lubrication)
5. Altitude
NOTE: ∆ pressure = differential pressure

STMG 712 - 84 -
7/99
DIGITAL SENSORS AND CIRCUITS
Throttle Position Sensor
70
Digital Sensors and Circuits
The following digital sensors and circuits are used in the 3406E fuel
system:
- Throttle Position Sensor

- Speed/Timing Sensors (covered separately)
STMG 712 - 85 -
7/99
ENGINE SPEED CONTROL SYSTEM COMPONENTS

BOLT
24 V
UNSWITCHED POWER
1 15 AMP KEY
MAIN
BREAKER SWITCH
3 RELAY
4 MAIN POWER
2
4 HIGH
GROUND LEVEL
STARTING AID SWITCH + BATTERY ETHER START VALVE

RELAY
CYLINDER
ENGINE
15 AUT P
10 20
5 25
X100
R
24 V 0 MPH
km/h
30 44
ET SERVICE TOOL
71
• Throttle position The Throttle Position Sensor provides engine speed control for the
sensor operator.
At engine start-up, the engine rpm is set to low idle for two seconds to
allow an increase of oil pressure before the engine is accelerated.
• 8-Volt digital sensor The Throttle Position Sensor receives 8 Volts from the Digital Sensor
power supply Power Supply at the ECM.
• Throttle functional A functional check of the throttle control system can be performed by
check connecting ET and monitoring the throttle position on the status screen as
the throttle is moved slowly in both directions. The status screen will
show between 0 and 100% of throttle position. (This reading should not
be confused with the duty cycle percentage.) Also a check of the Active
Faults screen will verify the status of the circuit.
A failure of this circuit will allow the engine to run at idle speed only.
NOTE: This system eliminates all mechanical linkage between the

operator's engine speed controls and the governor (ECM).
STMG 712 - 86 -
7/99
PULSE WIDTH MODULATED SIGNALS

10%
ON
DUTY = 10%
CYCLE
OFF
50%
ON
DUTY = 50%
CYCLE
OFF
1 CYCLE
90%
ON
DUTY = 90%
CYCLE
OFF
DUTY CYCLE = PERCENT OF TIME ON VS PERCENT OF TIME OFF
72
• Throttle position A Pulse Width Modulated (PWM) signal output is sent from the Throttle
sensor signal Position Sensor to the ECM. A PWM signal eliminates the possibility of
an erroneous throttle signal due to a short causing a possible "run-away."
• Control defaults to If a signal problem occurs, the control defaults to a desired engine speed
low idle of low idle. If the ECM detects an out-of-normal range signal, the ECM
ignores the Throttle Position Sensor signal and defaults to low idle.
The sensor output is a constant frequency Pulse Width Modulated (PWM)

signal to the ECM. For example, the D400E Articulated Dump Truck
sensor produces a duty cycle of 10 to 22% at the low idle position and 75
to 90% at the high idle position. The duty cycle can be read by the ECAP
Service Tool and some digital multimeters. The percent of duty cycle is
translated into a throttle position of 0 to 100% by the ECM, which can be
read on the ET status screen. Other applications differ in PWM values for
low and high idle. These values can be seen in the Troubleshooting Guide
for the appropriate application.
NOTE: Percentage of duty cycle and throttle position percentage should

not be confused.
STMG 712 - 87 -
7/99
GROUND LEVEL SHUTDOWN SWITCH CIRCUIT
ECM (3406E EUI)

GROUND LEVEL
SHUTDOWN SWITCH P1 J1
1
2 GND LVL SHUTDOWN (NO)
2
8 GND LVL SHUTDOWN (NC)
3 DIGITAL RETURN
29
73
Engine Shutdown Systems
• Ground level The switch signals the ECM to cut electrical power to the injectors, but
shutdown switch maintains power to the ECM. This feature also enables the engine to be
cranked without starting for maintenance purposes.
The Ground Level Shutdown Switch is connected to the ECM through the
machine and engine wiring harnesses. No other circuits may be
connected to this system. The User Defined Shutdown may be used in
conjunction with other circuits.
The circuit works by grounding either of two wires. By reversing the

status of these wires, the engine will either run or be shut down. If the
• Turn keyswitch off switch is operated, it is necessary to turn the key switch off for at least
before restarting five seconds before attempting to restart. Otherwise the engine will crank
but not start.
This feature is installed on D350E/D400E, however not all machines have

this feature installed.
STMG 712 - 88 -
7/99
USER DEFINED SHUTDOWN CIRCUIT
ECM (3406E EUI)

J3 P2 J2
USER SHUTDOWN 12 1 USER SHUTDOWN

DEVICE
74
• User defined The User Defined Shutdown feature (if installed) may be used to connect
shutdown input another device to the system to shut down the engine (such as a customer
installed fire suppression system). When the shutdown input is grounded
for one second, the engine will stop running. The input must be pulled
down below 0.5 Volts before the ECM will recognize the shutdown signal.
Operation of the User Defined Shutdown is logged as an event and can be

shown on the ET status screen.
• Safety feature When installed on a D400E Articulated Dump Truck, this feature is
programmed to function only during the following conditions for safety
reasons:
- Parking brake is ENGAGED

- Transmission is in NEUTRAL
- Machine ground speed is at zero
Other machines may not have this feature installed.

STMG 712 - 89 -
7/99
ETHER INJECTION SYSTEM

ECM (3406E)
P2 J2
ETHER SWITCH J3 P3 P1 J1
23 F708-YL 28 ETHER SW LAMP
9 998-BR 29 DIGITAL RETURN
39 721-GY 19 ETHER REQUEST
21 710-BR 40 ETHER CONTROL
200-BK
200-BK
P37 J37 FROM
+ 1
CYLINDER
308-YL 310-PK
2
+24V
RELAY ETHER
START VALVE TO ENGINE
75
Ether Injection System
The ECM controls the use of ether for cold starting. The ECM uses inputs
from the Speed/Timing and Hydraulic Oil Temperature Sensors to
determine the need for ether. The Coolant Temperature Sensor is used as
a back-up for the hydraulic oil temperature sensor.
• Ether injection The ECM cycles the ether for three seconds on and three seconds off.
parameters
Actual flow is determined by engine speed and temperature. Ether
injection is disabled when the coolant temperature exceeds 10°C (50°F) or
engine speed exceeds 1200 rpm.
A Manual Mode allows ether injection when the above parameters permit.
In the Manual Mode, a precise quantity of ether is injected. The ether
injection status can be read on the ET status screen.
STMG 712 - 90 -
7/99
SERVICE CAT DATA LINK

TOOL
CONNECTOR
ADEM II
ELECTRONIC
CONTROL LAPTOP
COMPUTER
MODULE
(ECM) CONTROL SERVICE TOOL
CAT
ELECTRONIC TECHNICIAN
7X1701
COMMUNICATION
ADAPTER
15 AUT P
10 20
5 25
X100
R
TRANSMISSION 24 V 0 MPH 30 44
km/h
ELECTRONIC
CONTROL
MODULE
CATERPILLAR MONITORING SYSTEM

DISPLAY UNIT
76
CAT Data Link

• CAT Data Link
• Link between various

The CAT Data Link is the communication link between the ECM,
systems transmission control, Caterpillar Monitoring System, ET Service Tool, PC
based software and other on board/off board microprocessor based
systems. The CAT Data Link allows the various on board systems to
communicate with each other through a two wire connection. Up to 10
systems can be connected on a machine.
• Service tool The CAT Data Link is used for programming and troubleshooting the
connector electronic modules used with Caterpillar service tools through the Service
Tool Connector. The ET Service Tool is connected through the Service
Tool Connector.
If a Personality Module is not installed in the ECM, the service tool will
not be able to communicate with the ECM.
STMG 712 - 91 -
7/99
CAT DATA LINK CIRCUIT
TRANSMISSION CONTROL CATERPILLAR

MODULE MONITORING SYSTEM
Cat Data Link + 8 23 Cat Data Link +

Cat Data Link - 9 24 Cat Data Link -
ENGINE ECM
J42 P3 J3 P1 J1
D 7 893-GN 9 Cat Data Link +
SERVICE TOOL E 6 892-BR 3 Cat Data Link -
CONNECTOR H 31 E794-YL 7 ATA Data Link +
J 32 E-793-BU 1 ATA Data Link -
MACHINE INTERFACE
CONNECTOR
77
• Data link wires The CAT Data Link is a two wire (twisted pair) electrical connection used
twisted to reduce for communication between electronic modules that use the CAT Data
RFI
Link. The cables are twisted to reduce RFI (Radio Frequency
Interference).
Typical systems connected by the data link are:
- ECM
- Caterpillar Monitoring System Modules
- Caterpillar ET Service Tools
- Transmission Control Module
The ECM communicates with the Caterpillar Monitoring System to share
engine information such as engine speed, engine oil pressure, coolant
temperature, filter restriction, and electronic system faults.
• Two data link Two Data Link systems are used. The CAT Data Link circuit is used for
systems normal diagnostic and programming functions and the ATA Data Link is
used for flash programming.
STMG 712 - 92 -
7/99
LOGGED EVENTS
High coolant temperature
Loss of coolant flow
Low (lube) oil pressure
Abnormal hydraulic pressure
Hydraulic system pressure fault
User defined shutdown
Air inlet restriction
Engine overspeed
Low fuel pressure
78
Logged Events
• Logged events Logged events as listed on the appropriate ET screen are conditions which
are abnormal to the operation of the engine (for example: high
temperature, low pressure or excessive engine speed). These conditions
would not normally be caused by an electronic problem.
Some of the parameters listed in this presentation are used in the ET

events list. They are:
• Event list - High coolant temperature above 107°C (225°F)

- Loss of coolant flow (if installed)
- Low (lubrication) oil pressure (according to the oil pressure map)
- User defined shutdown (if installed)
- Air inlet restriction (if installed)
- Engine overspeed histogram
All the parameters listed (except engine overspeed) can be read on the ET
status screens.
Events are not logged if an electronic fault is detected.
• Passwords required Passwords are required to clear events. This process would normally be
to clear events performed during an engine overhaul. At other times, the events would
be left as a record of the engine history prior to overhaul time.
STMG 712 - 93 -
7/99
CATERPILLAR MONITORING SYSTEM
P
15 AUT
10 20
5
25
X100
R
24 V
0 MPH 30 44
km/h
79
Caterpillar Monitoring System
• Caterpillar The Caterpillar Monitoring System is an electronic monitoring system

monitoring system used on various EUI/HEUI powered machines. It has a similar look to the
(Vital Information Monitoring system (VIMS) and includes the following:
- Message Center Module

- Speedometer/Tachometer Module
- Four Gauge Cluster Module
- Action Lamp and Action Alarm
This system receives information over the CAT Data Link. The display
components show the operator the condition of machine systems and
system diagnostic information.
STMG 712 - 94 -
7/99
80
Conclusion
The Caterpillar EUI Engine control is a sophisticated system. However,

like many modern electronic controls, it is user friendly and simpler to
service than previous pump and line systems. The key to this simplicity is
excellence in training.
INSTRUCTOR NOTE: To reinforce this presentation, review the

various sensor and component functions.
The following tasks can be demonstrated:
Opens and shorts in analog and digital sensors

Status screens with pressure and temperature readings
Check switch status for all system switches
Opens and shorts in throttle sensor (check operation with ET)
Identify connectors, trace sensor circuits and perform continuity
checks
Check for active and logged faults
Check events and overspeed histogram
STMG 712 - 95 -
7/99
SLIDE LIST
1. Title slide 41. Injector calibration
2. Engine overview 42. Pressure sensor calibration
3. Fuel delivery system 43. Fuel supply system, text
4. Major components 44. Fuel delivery system
5. Engine view 45. Primary fuel filter and water separator
6. Engine view 46. Transfer pump
7. Secondary fuel filter 47. Secondary fuel filter
8. Coolant temperature sensor 48. ECM cooling lines
9. Atmospheric pressure sensor 49. Cylinder head fuel passages
10. Turbocharger pressure sensor 50. Fuel delivery system, review
11. Machine interface connector 51. System power supplies, text
12. Injector connector 52. ECM power supply
13. Oil pressure sensor 53. ECM power supply circuit
14. Aftercooler temperature sensor 54. ECM power connectors
15. Timing calibration sensor 55. Injector wiring schematic
16. Timing calibration sensor installation 56. Analog power supply
17. Throttle position sensor 57. Digital power supply
18. Ground level shutdown switch 58. Electronic sensors and systems
19. Service tool connector 59. Speed timing sensors
20. Engine mounted components diagram 60. Speed timing sensor diagram
21. Machine mounted components diagram 61. Analog sensors, text
22. Electronic control system, text 62. Coolant temperature sensor
23. ECM 63. Fuel temperature sensor
24. Unit injector 64. Inlet air temperature sensor
25. EUI injector testing methods, text 65. Atmospheric pressure sensor
26. EUI control logic 66. Engine power derating map
27. Fuel quantity control 67. Oil pressure sensor
28. Speed timing sensors 68. Oil pressure map
29. Timing wheel diagram 69. Turbocharger outlet pressure sensor
30. Timing wheel 70. Digital sensors and circuits
31. Speed timing sensors 71. Throttle position sensor
32. Cranking 72. Pulse width modulated signals
33. After pattern recognition 73. Ground level shutdown switch circuit
34. Normal operation 74. User defined shutdown circuit
35. Injection current waveform 75. Ether injection system
36. Fuel system limits, text 76. Cat data link
37. Fuel system cold modes, text 77. Cat data link circuit
38. Timing calibration circuit 78. Logged events, text
39. Timing calibration sensor adjustment 79. Caterpillar monitoring system
40. Timing calibration 80. Conclusion
7/99
STMG 712
FUEL GALLERY
EUI
INJECTORS
FUEL PRESSURE
REGULATOR
SECONDARY FUEL
FUEL FILTER
- 96 -
PRIMING PRIMARY
(2 MICRON) PUMP FUEL
FILTER
ECM
Serviceman's Handout No. 1

SENSOR
FUEL TRANSFER PUMP
RELIEF WATER
VALVE
SEPARATOR
TANK
7/99
STMG 712
3406E ENGINE SYSTEM BLOCK DIAGRAM (D400E)
ENGINE MOUNTED COMPONENTS
6 DRIVERS
ENGINE
HARNESS
3 RETURNS
J2
ENGINE RETARDER ADEM 11-6U
SOLENOIDS
J1
- 97 -

MACHINE INTERFACE
CONNECTOR

FILTER (D400E)
OIL PRESSURE SENSOR

7/99
STMG 712
MACHINE MOUNTED COMPONENTS

BOLT
24 V
UNSWITCHED POWER
1 15 AMP KEY
BREAKER MAIN SWITCH
RELAY
3
4
MAIN POWER
- 98 -
1
2
4 HIGH
GROUND LEVEL
SHUTDOWN SWITCH
ENGINE RETARDER LAMP

STARTING AID SWITCH + BATTERY RELAY ETHER START VALVE
CYLINDER
10
15
20
AUT P ENGINE
5 25
X100
R
24 V 0 MPH
km/h
30 44
ET SERVICE TOOL
STMG 712 - 99 -
7/99
INSTRUCTOR NOTES
SESV1712 Printed in U.S.A.
7/99

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Service Training

Meeting Guide 712 SESV1712

3406E ENGINE CONTROLS

Estimated Time: 8 Hours

© 1999 Caterpillar Inc.

SUPPLEMENTARY TRAINING MATERIAL

Brochure "Caterpillar Electronic Technician" NEHP5614

Training Books "Windows 95 for Dummies/Windows 98 for Dummies"

RECOMMENDED 3406E EUI TOOLING

Communication Adapter 7X1700

Parts Manual "D400E Series II Articulated Trucks” SEBP2784

ELECTRONIC CONTROL SYSTEM ................................................................................29

FUEL SUPPLY SYSTEM .................................................................................................. 55

SYSTEM POWER SUPPLIES ............................................................................................63

ELECTRONIC SENSORS AND SYSTEMS .....................................................................71

SLIDE LIST .........................................................................................................................95

SERVICEMAN'S HANDOUTS ..........................................................................................96

This presentation discusses 3406E Electronic Unit Injection (EUI) Engine

The topics are sequenced as follows:

• Major topics - Introduction and Major Components

INSTRUCTOR NOTE: The presentation refers to and describes

3406E FUEL DELIVERY SYSTEM

• Six major system • ECM (1)

NOTE: Only one example of each sensor (pressure, temperature and

This series of ECM is known as the ADEM II. It can be recognized by

The Fuel Priming Pump is mounted on the filter housing.

The Caterpillar Monitoring System Coolant Temperature Gauge and

• Atmospheric The Atmospheric Pressure Sensor (arrow) is installed in the cylinder

Briefly, the sensor performs the following functions:

• Sensor functions - Ambient pressure measurement for automatic altitude

- Absolute pressure measurement for the fuel ratio control, and

• Five analog sensors Coolant Temperature

NOTE: The ratio of exhaust to intake temperature increase is

Timing Calibration Components

A timing calibration jumper cable is installed into the timing calibration

This process is explained in detail later in the presentation.

Machine Mounted Components

There is therefore, no mechanical connection between the pedal and the

This switch also provides a convenient way of electrically isolating the

3406E ENGINE SYSTEM BLOCK DIAGRAM (D400E)

HIGH SPEED/TIMING SENSOR

CRANKING TIMING CAL. SENSOR CONNECTOR

FUEL TEMP SENSOR EXTENSION TO REMOTE

TURBO OUTLET PRESSURE SENSOR

3406E SYSTEM BLOCK DIAGRAM (D400E)

GROUND DISCONNECT SWITCH

STARTING AID SWITCH + BATTERY RELAY ETHER START VALVE

INSTRUCTOR NOTE: At this time, it is recommended that each

If an engine is available out of a machine, this will aid the process as

Some additional (used/defective) components available for examination

ENGINE COMPONENT LIST

ECM 40 Pin Connectors (2)

Mechanical (Fuel Delivery) Components

Primary Filter and Water Separator

ELECTRONIC CONTROL SYSTEM

This section of the presentation explains the Electronic Control System

Also covered are the following subsystems and related procedures:

NOTE: The ECM has an excellent record of reliability. Therefore, any

The injector solenoids operate on 105 Volts direct current. Always

EUI INJECTOR TESTING

INJECTOR SOLENOID TEST

AUTOMATIC INJECTOR TEST

Three tests can be used to determine which cylinder or injector is