Motores 14M

14M Motor Grader B9J00001-UP (MACHINE) POWERED BY C11 Engine(SEBP424...
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Product: MOTOR GRADER

Model: 14M MOTOR GRADER B9J
Configuration: 14M Motor Grader B9J00001-UP (MACHINE) POWERED BY C11 Engine
Systems Operation
C11 and C13 Engines for Caterpillar Built Machines
Media Number -SENR9888-32 Publication Date -01/06/2014 Date Updated -20/06/2014
i03550480
General Information
SMCS - 1000
The Electronic Unit Injector (EUI) provides increased control of the timing and increased control of
the fuel air mixture. Engine rpm is controlled by adjusting the injection duration. Engine timing is
controlled by the precise control of fuel injection timing.
The Electronic Control Module (ECM) monitors the components of the engine during operation. In
the event of a component failure, the operator will be alerted to the condition by the use of a check
engine light and an event code will be logged in the ECM. Caterpillar Electronic Technician (ET) can
be connected to the engine in order to read any logged faults.
Starting The Engine

The engine's ECM will automatically provide the correct amount of fuel in order to start the engine.
Do not hold the throttle down while the engine is cranking. If the engine fails to start in 30 seconds,
release the starting switch. Allow the starting motor to cool for two minutes before the starting motor
is used again.
NOTICE
Excessive ether (starting fluid) can cause piston and ring damage. Use
ether for cold weather starting purposes only.
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Cold Mode Operation

The ECM will set the cold start strategy when the coolant temperature is below 18 °C (64 °F).
When the cold start strategy is activated, low idle rpm will be increased to 1000 rpm and the engine's
power will be limited.
Cold mode operation will be deactivated when any of the following conditions have been met:
• Coolant temperature reaches 18 °C (64 °F).
• The engine has been running for fourteen minutes.
Cold mode operation varies the fuel injection amount and the timing for white smoke cleanup. The
engine operating temperature is usually reached before the walk-around inspection is completed. The
engine will idle at the programmed low idle rpm in order to be put in gear.
After the cold mode is completed, the engine should be operated at low rpm until normal operating
temperature is reached. The engine will reach normal operating temperature faster when the engine is
operated at low rpm and low power demand.
Customer Specified Parameters

The engine is capable of being programmed for several customer specified parameters. For a brief
explanation of each of the customer specified parameters, see the Operation and Maintenance Manual.
Copyright 1993 - 2014 Caterpillar Inc. Tue Aug 12 15:15:08 EST 2014
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Systems Operation
i02518130
Electronic Control System Components

SMCS - 1900
Illustration 1 g01259874
(1) Atmospheric pressure sensor
(2) Inlet manifold pressure sensor
(3) Coolant temperature sensor
(4) Secondary speed/timing sensor
(5) Engine oil pressure sensor
(6) Primary speed/timing sensor
The electronic control system has the following components:
• Electronic Control Module (ECM)
• Pressure sensors
• Temperature sensors
• Speed/Timing sensors
• Solenoids
The ECM functions as the governor for the engine. The ECM modulates the quantity of fuel and injection
timing in order to govern the engine.
The ECM can activate the following starting aids:
• Ether injection
• Cycling of injector solenoids
The ECM will provide the operator with an illuminated warning light if the engine senses an engine
problem. The operator may also experience an engine derate. The warning light or the engine derate could
turn off during engine operation. The diagnostic code will be logged in the ECM. The diagnostic code can
then be diagnosed at a later time.
The ECM is password protected in order to secure calibration of the ECM and customer programmed
information. The calibration can be adjusted with flash files by authorized dealers. The flash file is
programmed into the personality module.
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Systems Operation
i03129122
Fuel System
SMCS - 1250
(1) Primary speed/timing sensor
(2) Secondary speed/timing sensor
(3) Injectors
(4) Fuel pump
(5) 2 Micron secondary fuel filter
(6) Primary fuel filter and water separator
(7) Fuel tank
(8) Fuel pressure regulator
(9) Atmospheric pressure sensor
(10) Engine oil pressure sensor
(11) Engine coolant temperature sensor
(12) Inlet air temperature sensor
(13) Fuel temperature sensor
(14) Engine coolant level sensor
(15) Throttle position sensor
(16) Timing calibration connector
(17) SAE J1939 Data Link
(18) Warning lamp
(19) Diagnostic lamp
(20) Programmable outputs
(21) Electronic Control Module (ECM)
(22) Keyswitch
(23) Battery
(24) Fuel supply rail
The electronic unit injector system consists of the following systems: the mechanical system and the
electronic system. The mechanical system is made up of the low pressure fuel supply system and the
electronic unit injectors. The electronic system provides complete electronic control of all engine functions.
The electronic control system consists of the following three types of components: input, control and output.
There are five major components of the electronic unit injector fuel system:
• Electronic unit injectors
• Fuel transfer pump
• ECM
• Sensors
• Solenoids
The electronic unit injectors produce fuel injection pressures up to 207000 kPa (30000 psi). The electronic
unit injectors also fire up to 19 times per second at rated speed. The fuel transfer pump supplies the injectors
by drawing fuel from the tank and by pressurizing the system between 60 and 125 PSI. The ECM is a
powerful computer which controls all major engine functions. Sensors are electronic devices which monitor
engine performance parameters. Engine performance parameters measure pressure, temperature and speed.
This information is sent to the ECM via a signal. Solenoids are electronic devices which use electronic
currents from the ECM to change engine performance. An example of a solenoid is the injector solenoid.
Electronic Controls
The electronic control system provides complete electronic control of all engine functions. The electronic
control system consists of the following three types of components: input, control and output. Sensors
monitor engine operating conditions. This information is sent to the ECM. The ECM has three main
functions. The ECM provides power for the engine electronics and monitors input signals from the engine
sensors. The ECM also acts as a governor to control engine rpm. The ECM stores active faults, logged
faults, and logged events. The personality module is the software in the ECM which contains the specific
maps that define power, torque, and RPM of the engine. The ECM sends electrical current to the output
components in order to control engine operation. The vehicle harness connects the ECM to the engine
control portion of the vehicle harness. The engine control portion includes the following components.
• Transmission
• Brake
• Clutch switches
• PTO switch
• Data links
• Check engine light
• Warning light
• Engine retarder switch
• Speedometer
• Tachometer
• Cooling fan solenoid
The following list of features are part of the electronic control system:
• Cold start strategy
• Oil pressure
• Coolant temperature warning indicator
• Automatic altitude compensation
• Variable injection timing
• Electronic engine speed governing
These features result in the following items: precise engine speed control, very little smoke, faster cold
starting and built-in engine protection.
The ECM consists of the following two main components: the ECM and the personality module.
The ECM is a computer and the personality module is the software for the computer. The personality
module contains the operating maps. The operating maps define the following characteristics of the engine:
• Horsepower
• Torque curves
• Rpm
• Other characteristics
The ECM, the personality module, the sensors, and the unit injectors work together in order to control the
engine. The ECM, the personality module, the sensors, and the unit injectors can not control the engine
alone.
The ECM determines a desired rpm that is based on the following criteria:
• Throttle signal
• Certain diagnostic codes
• Vehicle speed signal
The ECM maintains the desired engine rpm by sensing the actual engine rpm. The ECM calculates the fuel
amount that needs to be injected in order to achieve the desired rpm.
Fuel Injection Timing and Delivery
The ECM controls the injected fuel amount by varying the signals to the unit injectors. The unit injectors
will inject fuel ONLY if the unit injector solenoid is energized. The ECM sends a 90 volt signal to the
solenoid for energizing the solenoid. By controlling the timing of the 90 volt signal, the ECM controls
injection timing. By controlling the duration of the 90 volt signal, the ECM controls the injected fuel
amount.
Injection timing is determined by engine rpm, and other engine data. The ECM senses the top center position
of cylinder number 1 from the signal that is provided by the engine speed sensor. The ECM decides when
the injection should occur relative to the top center position. The ECM provides the signal to the unit injector
at the desired time.
Unit Injector Mechanism
Typical examples of Electronic Unit Injector fuel systems.
(1) Adjusting nut
(2) Rocker arm assembly
(3) Unit injector
(4) Pushrod
The unit injector pressurizes the fuel. The correct amount of fuel is then injected into the cylinder block at
precise times. The ECM determines the injection timing and the amount of fuel that is delivered. The unit
injector is operated by a camshaft lobe and a rocker arm. The camshaft has three camshaft lobes for each
cylinder. Two lobes operate the inlet and exhaust valves, and the other lobe operates the unit injector
mechanism. Force is transferred from the unit injector lobe on the camshaft through the lifter to the pushrod
(4). The force of the pushrod is transferred through rocker arm assembly (2) and to the top of the unit
injector. The adjusting nut (1) allows setting of the unit injector adjustment. Refer to Systems
Operation/Testing and Adjusting, "Electronic Unit Injector - Adjust" for the proper setting of the unit
injector adjustment.
Unit Injector
(1) Solenoid
(2) Tappet
(3) Plunger
(4) Barrel
(5) Nozzle assembly
Operation of the Electronic Unit Injector
The operation of the Electronic Control Unit (EUI) consists of the following four stages: Pre-injection,
Injection, End of injection and Fill. Unit injectors use a plunger and barrel to pump high pressure fuel into
the combustion chamber. Components of the injector include the tappet, the plunger, the barrel and nozzle
assembly. Components of the nozzle assembly include the spring, the nozzle check, and a nozzle tip. The
cartridge valve is made up of the following components: solenoid, armature, poppet valve and poppet spring.
The injector is mounted in an injector bore in the cylinder head which has an integral fuel supply passage.
The injector sleeve separates the injector from the engine coolant in the water jacket. Some engines use a
stainless steel sleeve. The stainless steel sleeve fits into the cylinder head with a light press fit.
Pre-injection
(A) Fuel supply pressure
(B) Injection pressure
(C) Moving parts
(D) Mechanical movement
(E) Fuel movement.
Pre-injection metering starts with the injector plunger and the injector tappet at the top of the fuel injection
stroke. When the plunger cavity is full of fuel, the poppet valve is in the open position and the nozzle check
is in the open position. Fuel leaves the plunger cavity when the rocker arm pushes down on the tappet and
the plunger. Fuel flow that is blocked by the closed nozzle check valve flows past the open poppet valve to
the fuel supply passage in the cylinder head. If the solenoid is energized, the poppet valve remains open and
the fuel from the plunger cavity continues flowing into the fuel supply passage.
Injection
(A) Fuel supply pressure.
(B) Injection pressure
(C) Moving parts
(D) Mechanical movement
(E) Fuel movement.
To start injection, the ECM sends a current to the solenoid on the cartridge valve. The solenoid creates a
magnetic field which attracts the armature. When the solenoid is energized, the armature assembly will lift
the poppet valve so the poppet valve contacts the poppet seat. This is the closed position. Once the poppet
valve closes, the flow path for the fuel that is leaving the plunger cavity is blocked. The plunger continues to
push fuel from the plunger cavity and the fuel pressure builds up. When the fuel pressure reaches
approximately 34500 kPa (5000 psi), the force of the high pressure fuel overcomes the spring force. This
holds the nozzle check in the closed position. The nozzle check moves off the nozzle seat and the fuel flows
out of the injector tip. This is the start of injection.
End of injection
(A) Fuel supply pressure
(C) Moving parts
Injection is continuous while the injector plunger moves in a downward motion and the energized solenoid
holds the poppet valve closed. When injection pressure is no longer required, the ECM stops current flow to
the solenoid. When the current flow to the solenoid stops, the poppet valve opens. The poppet valve is
opened by the fuel injector spring and the fuel pressure. High pressure fuel can now flow around the open
poppet valve and into the fuel supply passage. This results in a rapid drop in injection pressure. When the
injection pressure drops to approximately 24000 kPa (3500 psi), the nozzle check closes and injection stops.
This is the end of injection.
Fill
(A) Moving parts
(B) Mechanical movement
(C) Fuel movement.
When the plunger reaches the bottom of the barrel, fuel is no longer forced from the plunger cavity. The
plunger is pulled up by the tappet and the tappet spring. The upward movement of the plunger causes the
pressure in the plunger cavity to drop below fuel supply pressure. Fuel flows from the fuel supply passage
around the open poppet and into the plunger cavity as the plunger travels upward. When the plunger reaches
the top of the stroke, the plunger cavity is full of fuel and fuel flow into the plunger cavity stops. This is the
beginning of pre-injection.
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Systems Operation
i03329305
Air Inlet and Exhaust System

SMCS - 1050
Air inlet and exhaust system
(1) Exhaust manifold
(2) Exhaust valve
(3) Inlet valve
(4) Air inlet
(5) Exhaust outlet
(6) Compressor side of the turbocharger
(7) Turbine side of the turbocharger
Basic Operation
The following components make up the air inlet and exhaust system:
• Turbocharger
• Cylinder head
• Valves and valve train components
• Piston and cylinder
• Exhaust manifold
These engines are equipped with a turbocharger. Turbocharged engines are more responsive and
turbocharged engines have increased horsepower.
Turbocharger
(8) Compressor housing
(9) Oil inlet port
(10) Bearing
(11) Turbine housing
(12) Turbine wheel
(13) Air inlet
(14) Exhaust outlet
(15) Compressor wheel
(16) Bearing
(17) Oil outlet port
(18) Exhaust inlet
The turbocharger works in order to produce boost across the entire engine RPM range. The increased
boost at low RPM fills the combustion chamber with dense air. The dense air mixes with the fuel in
order to promote a complete combustion.
The turbocharger has a compressor wheel (15) and a turbine wheel (12). The compressor wheel and
the turbine wheel are connected to a common shaft. The shaft is supported by bearing (10) and
bearing (16). The bearings are lubricated by pressurized engine oil. The oil enters through oil inlet
port (9). The engine oil lubricates the bearings and the oil removes heat. The oil returns to the oil pan
through oil outlet port (17) .
Valve System Components
(19) Rocker arm
(20) Valve bridge
(21) Pushrod
(22) Valve spring
(23) Valve
(24) Lifter
The valve system components control the flow of inlet air into the cylinders and out of the cylinders
during engine operation. The valve mechanism also operates the fuel injector.
The camshaft must be timed to the crankshaft in order to get the correct relation between the piston
movement and the valve movement.
The camshaft has three camshaft lobes for each cylinder. The lobes operate the inlet valves, exhaust
valves and unit injectors. As the camshaft turns, lobes on the camshaft cause lifters (24) to move
pushrods (21) up and down. Upward movement of the pushrods against rocker arms (19) results in
downward movement (opening) of valves (23) .
Each cylinder has two inlet valves and two exhaust valves. The valves are actuated at the same time
by a valve bridge (20). Valve springs (22) close the valves when the lifters move down.
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Systems Operation
i03130412
Lubrication System
SMCS - 1300
Lubrication system schematic
(1) Piston cooling jets
(2) Main oil gallery in cylinder block
(3) Engine pressure sensor
(4) Oil flow to valve mechanism
(5) Camshaft journals
(6) Oil filter bypass valve
(7) Main bearings
(8) Signal line
(9) Primary engine oil filter
(10) Engine oil pump
(11) Secondary oil filter
(12) Oil cooler bypass valve
(13) Engine oil cooler
(14) Oil pan sump
(15) High pressure relief valve
(16) Oil pump bypass valve
Right side view of engine
(9) Primary engine oil filter
(10) Engine oil pump
(11) Secondary oil filter (not shown)
The lubrication system supplies 110 °C (230 °F) filtered oil at approximately 275 kPa (40 psi) at rated
engine operating conditions. Oil pump bypass valve (18) is controlled by the engine oil manifold pressure,
rather than the oil pump pressure. The engine oil manifold pressure is independent of the pressure drop that
is caused by the engine oil filter and the engine oil cooler.
Oil cooler bypass valve (14) maintains the engine oil temperature to 110 °C (230 °F). High pressure relief
valve (17), which is located in the filter base, protects the filters and other components during cold starts.
The opening pressure of the high pressure relief valve is 695 kPa (100 psi). Secondary oil filter (13) is a five
micron filter which filters five percent of the oil flow before returning the oil to the sump. The opening
pressure of the oil filter bypass valve is 170 kPa (25 psi). Engine oil pressure sensor (5) is part of the engine
protection system.
The turbocharger cartridge bearings are lubricated by the oil supply line from the main oil gallery, and the
oil drain line returns the oil flow to the sump.
Oil Flow Through The Lubrication System
Oil filter base
(17) Oil from engine oil cooler
(18) Passage to engine oil filter
(19) Filtered oil
(20) Cooler bypass valve
(21) Bypass valve for the engine oil pump
(6) Engine oil filter bypass valve
(15) High pressure relief valve
(22) Oil from engine oil pump
(23) Passages to secondary oil filter
(24) S·O·S ports
The engine oil pump is mounted to the back of the front gear train on the lower right hand side of the engine.
The engine oil pump is driven by an idler gear from the crankshaft gear. Oil is pulled from the sump through
oil pump bypass valve (21) on the way to the engine oil cooler. The bypass valve controls the oil pressure
from the engine oil pump. The engine oil pump can supply excess oil for the lubricating system. When this
situation is present, the oil pressure increases and the bypass valve opens. The open bypass valve allows the
excess oil to return to the sump.
High pressure relief valve (15) regulates high pressure in the system. The high pressure relief valve will
allow the oil to return to the sump when the oil pressure reaches 680 kPa (100 psi). The oil then flows
through the engine oil cooler. The engine oil cooler uses engine coolant in order to cool the oil. The oil
cooler bypass valve (20) directs the oil flow through the engine oil cooler by two different methods.
Approximately five percent of the oil flow is directed through an orificed passage that leads to the secondary
oil filter (if equipped). The oil flows through the bypass filter and to the engine oil sump. The main oil flow
now flows toward the primary engine oil filter. When the oil pressure differential across oil filter bypass
valve (6) reaches 200 kPa (29 psi), the valve allows the oil flow to bypass the primary engine oil filter in
order to lubricate the engine parts. The bypass valve provides immediate lubrication to the engine
components when there is a restriction in the primary engine oil filter due to the following conditions:
• Cold oil with high viscosity
• Plugged primary engine oil filter
Note: Refer to Specifications, "Engine Oil Filter Base" for a cross section of the valves in the engine oil
filter base.
Interior of cylinder block
(1) Piston cooling jets
(25) Piston
(26) Connecting rod
Filtered oil flows through main oil gallery (2) in the cylinder block to the following components:
• Piston cooling jets (1)
• Valve mechanism
• Camshaft bearings
• Crankshaft main bearings
• Turbocharger
The piston cooling jets provide the underside of the piston with liberal amounts of oil. The oil is used to
remove heat from the piston. The oil is also used as a lubricant.
The breather allows engine blowby to escape from the crankcase. The engine blowby is discharged into the
atmosphere through a hose. This prevents pressure from building up that could cause seals or gaskets to leak.
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Systems Operation
i03133823
Cooling System
SMCS - 1350
Coolant Flow
Cooling system schematic
(1) Cylinder head
(2) Expansion tank
(3) Return manifold
(4) Cylinder liners
(5) Temperature regulator housing
(6) Radiator
(7) Water pump
The water pump is gear-driven. The water pump is located on the right hand side of the engine. The
water pump supplies the coolant for the engine cooling system. The coolant is supplied to the
following components:
• Cylinder head (1)
• Cylinder liners (4)
• Engine oil cooler (8)
• Air compressor (not shown)
• Coolant conditioner element (not shown)
Right side view of engine
(3) Return manifold
(7) Water pump
Water pump (7) pulls the coolant from the bottom of radiator. The water pump is located on the right
hand side of the front timing gear housing.
The water pump impeller rotates at 1.37 times the engine speed. The water pump is driven by an idler
gear. The idler gear is turned by the crankshaft gear. The water pump shaft is supported by two ball
bearings. One ball bearing is located in the water pump housing. The other ball bearing is located in
the front timing gear housing. The water pump impeller face is open. The impeller is made out of cast
iron. The rear cover is an aluminum die casting. The water pump seal is a cartridge seal that is located
on the inlet side of the water pump in order to provide good water flow around the seal for cooling.
The coolant is pumped through engine oil cooler (9). The coolant then flows to the supply manifold.
The supply manifold, which is located in the cylinder block, distributes coolant around the upper
portion of the cylinder liners. At each cylinder, the coolant flows from the cylinder liner to the
cylinder head. The cylinder head is divided into single cylinder cooling sections. In the cylinder head,
the coolant flows across the center of the cylinder and across the injector seat boss. At the center of
the cylinder, the coolant flows around the injector sleeve over the exhaust port. The coolant then exits
into return manifold (3). The return manifold collects the coolant from each cylinder and the return
manifold directs the flow to temperature regulator housing (5). When the coolant temperature
regulator is in the closed position, the coolant flows through the coolant temperature regulator. This
allows the coolant to flow directly back to the water pump for recirculation by bypassing the radiator.
When the coolant temperature regulator is in the open position, the coolant is directed through the
radiator and back to the water pump inlet.
Supply Manifold
Cooling is provided for only the portion of the cylinder liner above the seal in the cylinder block. The
coolant enters the cylinder block at each cylinder through slits in the supply manifold. The supply
manifold is an integral casting in the cylinder block. The coolant flows around the circumference of
the cylinder liner and into the cylinder head through a single drilled passage for each liner. The
coolant flow is split at each cylinder liner so that 60 percent flows around the cylinder liner and the
remainder flows directly to the cylinder head.
Temperature Regulator Housing
Section view of the temperature regulator housing
(9) Coolant temperature regulator
The coolant temperature regulator is a full flow bypass type that is used to control the outlet
temperature of the coolant. When the engine is cold, the coolant temperature regulator is in the closed
position. This allows the coolant to flow through the coolant temperature regulator from the return
manifold. This allows the coolant to bypass the radiator. The coolant goes directly to the water pump
for recirculation. As the coolant temperature increases, the coolant temperature regulator begins to
open directing some of the coolant to the radiator and bypassing the remainder to the water pump
inlet. At the full operating temperature of the engine, the coolant temperature regulator moves to the
open position. This allows all the coolant flow to be directed to the radiator. The coolant then goes to
the water pump. This route provides the maximum heat release from the coolant. A vent line is
recommended from the manifold to the radiator overflow tank in order to provide venting for the
cooling system.
Coolant for Air Compressor
(10) Outlet hose
(11) Inlet hose
(12) Air compressor
The coolant that is used for air compressor (12) comes from the cylinder head through inlet hose (11).
The coolant exits the air compressor through outlet hose (10) and flows back to the cylinder head.
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Systems Operation
i02919740
Basic Engine
SMCS - 1200
Cylinder Block
The cylinder block is a unique design with a deep counterbore that supports the cylinder liner. The
cylinder block also forms the coolant jacket. Two oil manifolds are provided in the cylinder block for
engine lubrication. The manifold on the lower right side of the cylinder block provides oil to the
following components:
• Piston cooling jets
• Crankshaft bearings
• Oil filter base
The manifold on the upper left side of the cylinder block provides oil to the following components:
• Camshaft bearings
• Valve mechanism
The manifold on the right supplies oil to the manifold on the left. The oil travels through the cut above
the number one main bearing and the cut above the number four main bearing.
Cylinder liners (1) are seated on a ridge (4) in the middle of the cylinder wall between the crankcase
and the coolant jacket. The ridge is created by a counterbore in the cylinder block. The cylinder liners
have a lip (2) which rests on the ridge. The seals of the coolant jacket are located in the upper regions
and middle regions of the cylinder liners. The lower barrier uses a D-ring seal (3) that is located above
the seating surface of the cylinder liner. The upper barrier is the head gasket which is above the
coolant jacket.
The cylinder block has seven main bearings in order to support the crankshaft. Each main bearing cap
is fastened to the cylinder block with two bolts.
Pistons, Rings, and Connecting Rods

The high compression ratio of the engine requires the use of steel one-piece pistons.
The pistons have three rings:
• Compression ring
• Intermediate ring
• Oil ring
The rings are located in grooves in the piston. The rings seal the crankcase from the combustion gases
and the rings also provide control of the engine oil. The design of the compression ring is a barrel face
with a plasma face coating. The design of the intermediate ring is a tapered shape and a chrome finish.
The oil ring is double railed with a coil spring expander. The oil ring has a ground profile and a
chrome finish.
The connecting rod is a conventional design. The cap is fastened to the shank by two bolts that are
threaded into the shank. Each side of the small end of the connecting rod is machined at an angle of
12 degrees in order to fit within the piston cavity. This allows a larger surface area on the piston, and
connecting rod in order to minimize bearing load.
Crankshaft
The crankshaft converts the linear motion of the pistons into rotational motion. The crankshaft drives
a group of gears (front gear train) on the front of the engine. The front gear train provides power for
the following components:
• Camshaft
• Water pump
• Engine oil pump
• Air compressor
• Fuel transfer pump
• Accessory drive
The crankshaft is held in place by seven main bearings. The oil holes and the oil grooves in the shell
of the upper bearing supply oil to the connecting rod bearings. The oil holes for the connecting rod
bearings are located at the following main bearing journals: 2, 3, 5 and 6.
Hydrodynamic seals are used at both ends of the crankshaft to control oil leakage. The hydrodynamic
grooves in the seal lip move lubrication oil back into the crankcase as the crankshaft turns. The front
seal is located in the front housing. The rear seal is installed in the flywheel housing.
Camshaft
The camshaft has three lobes at each cylinder in order to operate the unit injector, the exhaust valves,
and the inlet valves. Seven bearings support the camshaft. The camshaft is driven by an idler gear that
is turned by the crankshaft in the front gear train. Each bearing journal is lubricated from the oil
manifold in the cylinder block. A thrust pin that is located at the rear of the block positions the
camshaft through a circumferential groove. The groove is machined at the rear of the camshaft.
Timing of the camshaft is accomplished by aligning marks on the crankshaft gear, idler gear, and
camshaft gear with each other.
The injector lobe on the camshaft has a modified profile. The modified profile produces multiple
injections.
Vibration Damper
The force from combustion in the cylinders and from driveline components will cause the crankshaft
to twist. This is called torsional vibration. If the vibration is too great, the crankshaft will be damaged.
Driveline components can excite torsional stress. This stress will cause damage to components. The
vibration damper limits the torsional vibrations to an acceptable amount in order to prevent damage to
the crankshaft.
The viscous vibration damper is installed on the front of the crankshaft. The viscous vibration damper
has a weight in a case. The space between the weight and the case is filled with a viscous fluid. The
weight moves in the case in order to limit the torsional vibration.
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Systems Operation
i02639921
Electrical System
SMCS - 1400; 1550; 1900
Grounding Practices
Proper grounding for the engine electrical systems is necessary for proper engine performance and
reliability. Improper grounding will result in uncontrolled electrical circuit paths and unreliable
electrical circuit paths.
Uncontrolled engine electrical circuit paths can result in damage to main bearings, crankshaft bearing
journal surfaces, and aluminum components.
To ensure proper functioning of the engine electrical systems, an engine-to-frame ground strap with a
direct path to the negative battery post must be used. This may be provided by way of a starting motor
ground, a frame to starting motor ground, or a direct frame to engine ground.
An engine-to-frame ground strap must be used in order to connect the grounding stud of the engine to
the frame of the vehicle and to the negative battery post.
Typical example
Grounding Stud To Battery Ground ("-")
Typical example
Alternate Grounding Stud To Battery Ground ("-")
The engine must have a wire ground to the battery.
Ground wires or ground straps should be combined at ground studs that are only for ground use. All
of the grounds should be tight and free of corrosion.
All of the ground paths must be capable of carrying any likely current faults. An AWG #0 or larger
wire is recommended for the grounding strap to the cylinder head.
The engine alternator should be battery ground with a wire size that is capable of managing the full
charging current of the alternator.
NOTICE
This engine may be equipped with a 12 volt starting system or a 24 volt

starting system. Only equal voltage for boost starting should be used.
The use of a higher voltage will damage the electrical system.
The Electronic Control Module (ECM) must be disconnected at the

"J1/P1" and "J2/P2" locations before welding on the vehicle.
The engine has several input components which are electronic. These components require an
operating voltage.
Unlike many electronic systems of the past, this engine is tolerant to common external sources of
electrical noise. Buzzers that use electrical energy can cause disruptions in the power supply. If
buzzers are used anywhere on the machine, the engine electronics should be powered directly from
the battery system through a dedicated relay.
Engine Electrical System

The electrical system has the following separate circuits:
• Charging
• Starting (If equipped)
• Low amperage accessories
Some of the electrical system components are used in more than one circuit. The following
components are common in more than one circuit:
• Battery or batteries
• Circuit breakers
• Battery cables
• Ammeter
The charging circuit is in operation when the engine is running. An alternator makes electricity for the
charging circuit. A voltage regulator in the circuit controls the electrical output in order to keep the
battery at full charge.
The starting circuit is activated only when the start switch is activated.
The low amperage accessory circuit and the charging circuit are connected through the ammeter. The
starting circuit is not connected through the ammeter.
Charging System Components

Alternator
The alternator is driven by a belt from the crankshaft pulley. This alternator is a three-phase, self-
rectifying charging unit, and the regulator is part of the alternator.
The alternator design has no need for slip rings and the only part that has movement is the rotor
assembly. All conductors that carry current are stationary. The following conductors are in the circuit:
• Field winding
• Stator windings
• Six rectifying diodes
• Regulator circuit components
The rotor assembly has many magnetic poles that look like fingers with air space between each of the
opposite poles. The poles have residual magnetism. The residual magnetism produces a small
magnetic field between the poles. As the rotor assembly begins to turn between the field winding and
the stator windings, a small amount of alternating current (AC) is produced. The AC current is
produced in the stator windings from the small magnetic field. The AC current is changed to direct
current (DC) when the AC current passes through the diodes of the rectifier bridge. The current is
used for the following applications:
• Charging the battery
• Supplying the low amperage accessory circuit
• Strengthening the magnetic field
The first two applications use the majority of the current. As the DC current increases through the
field windings, the strength of the magnetic field is increased. As the magnetic field becomes
stronger, more AC current is produced in the stator windings. The increased speed of the rotor
assembly also increases the current and voltage output of the alternator.
The voltage regulator is a solid-state electronic switch. The voltage regulator senses the voltage in the
system. The voltage regulator switches ON and OFF many times per second in order to control the
field current for the alternator. The alternator uses the field current in order to generate the required
voltage output.
NOTICE
Never operate the alternator without the battery in the circuit. Making
or breaking an alternator connection with heavy load on the circuit can
cause damage to the regulator.
Typical alternator components
(1) Regulator
(2) Roller bearing
(3) Stator winding
(4) Ball bearing
(5) Rectifier bridge
(6) Field winding
(7) Rotor assembly
(8) Fan
Starting System Components

Starting Solenoid
Typical starting solenoid
Typical starting motor components
(9) Field
(10) Solenoid
(11) Clutch
(12) Pinion
(13) Commutator
(14) Brush assembly
(15) Armature
The starting solenoid (10) is an electromagnetic switch that performs the following basic operations:
• The starting solenoid (10) closes the high current starting motor circuit with a low current start
switch circuit.
• The starting solenoid (10) engages the pinion for the starting motor (12) with the ring gear.
Solenoid (10) has windings (one or two sets) around a hollow cylinder. A plunger that is spring
loaded is inside of the cylinder. The plunger can move forward and backward. When the start switch
is closed and electricity is sent through the windings, a magnetic field (9) is made. The magnetic field
(9) pulls the plunger forward in the cylinder. This moves the shift lever in order to engage the pinion
drive gear with the ring gear. The front end of the plunger then makes contact across the battery and
motor terminals of solenoid (10) . Next, the starting motor begins to turn the flywheel of the engine.
When the start switch is opened, current no longer flows through the windings. The spring now
pushes the plunger back to the original position. At the same time, the spring moves the pinion gear
away from the flywheel.
When two sets of solenoid windings are used, the windings are called the hold-in winding and the pull
-in winding. Both sets of windings have the same number of turns around the cylinder, but the pull-in
winding uses a wire with a larger diameter. The wire with a larger diameter produces a greater
magnetic field (9) . When the start switch is closed, part of the current flows from the battery through
the hold-in windings. The rest of the current flows through the pull-in windings to the motor terminal.
The current then flows through the motor to ground. Solenoid (10) is fully activated when the
connection across the battery and the motor terminal is complete. When solenoid (10) is fully
activated, the current is shut off through the pull-in windings. At this point, only the smaller hold-in
windings are in operation. The hold-in windings operate for the duration of time that is required in
order to start the engine. Solenoid (10) will now draw less current from the battery, and the heat that
is generated by solenoid (10) will be kept at an acceptable level.

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14M Motor Grader B9J00001-UP (MACHINE) POWERED BY C11 Engine(SEBP424...

Product: MOTOR GRADER

Starting The Engine

Cold Mode Operation

• Coolant temperature reaches 18 °C (64 °F).

• The engine has been running for fourteen minutes.

Customer Specified Parameters

Product: MOTOR GRADER

Electronic Control System Components

(1) Atmospheric pressure sensor

(2) Inlet manifold pressure sensor

(3) Coolant temperature sensor

(4) Secondary speed/timing sensor

(5) Engine oil pressure sensor

(6) Primary speed/timing sensor

The electronic control system has the following components:

• Electronic Control Module (ECM)

The ECM can activate the following starting aids:

• Cycling of injector solenoids

Product: MOTOR GRADER

(1) Primary speed/timing sensor

(2) Secondary speed/timing sensor

(4) Fuel pump

(5) 2 Micron secondary fuel filter

(6) Primary fuel filter and water separator

(7) Fuel tank

(8) Fuel pressure regulator

(9) Atmospheric pressure sensor

(10) Engine oil pressure sensor

(11) Engine coolant temperature sensor

(12) Inlet air temperature sensor

(13) Fuel temperature sensor

(14) Engine coolant level sensor

(15) Throttle position sensor

(16) Timing calibration connector

(17) SAE J1939 Data Link

(18) Warning lamp

(19) Diagnostic lamp

(20) Programmable outputs

(21) Electronic Control Module (ECM)

(24) Fuel supply rail

• Electronic unit injectors

• Fuel transfer pump

• Check engine light

• Engine retarder switch

• Cooling fan solenoid

• Cold start strategy

• Coolant temperature warning indicator

• Automatic altitude compensation

• Variable injection timing

• Electronic engine speed governing

• Certain diagnostic codes

• Vehicle speed signal

Fuel Injection Timing and Delivery

Unit Injector Mechanism

Typical examples of Electronic Unit Injector fuel systems.

(1) Adjusting nut

(2) Rocker arm assembly

(3) Unit injector

(5) Nozzle assembly