Performing a Multiple Cylinder Cutout Test

SMCS - 1290-081

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Uninterruptible Power Supply:

UPSB1100 (S/N: PHL1-UP)
Engine:
3508 (S/N: 5XM1-UP; 3LS1-UP; 3PS1-UP; 3TS1-UP)
3508B (S/N: CBB1-UP; CNB1-UP; 7AF1-UP; 2BM1-UP; 3DM1-UP; 4GM1-
UP; 7SM1-UP; 6PN1-UP; 5PS1-UP; 1TW1-UP; 2HW1-UP; 3DW1-UP; 5KW1-
UP; BGX1-UP; BPX1-UP)
3508C (S/N: F1X1-UP)
3512 (S/N: 6PM1-UP; 3MS1-UP; 3RS1-UP; 3WS1-UP)
3512B (S/N: FDA1-UP; BRC1-UP; CMC1-UP; 2RD1-UP; BLF1-UP; 2AF1-
UP; 8DF1-UP; BRK1-UP; 7HM1-UP; 8EM1-UP; 8RM1-UP; 4TN1-UP;
6WN1-UP; 1PW1-UP; 2GW1-UP; 3ZW1-UP; 4AW1-UP; 5AW1-UP; 6GW1-
UP; 2EZ1-UP)
3512C (S/N: NJT1-UP; F2X1-UP)
3516 (S/N: 7KM1-UP; 3NS1-UP; 3SS1-UP; 3XS1-UP)
3516B (S/N: CPA1-UP; BMB1-UP; 2TD1-UP; 9WF1-UP; BLH1-UP; BPJ1-
UP; BCK1-UP; CAN1-UP; FDN1-UP; 6HN1-UP; 7RN1-UP; 8CN1-UP; 8KN1-
UP; 9AN1-UP; 1NW1-UP; 2FW1-UP; 2JW1-UP; 3CW1-UP; 3EW1-UP;
4BW1-UP; 8NW1-UP; 6HZ1-UP)
Pumper:
SPF343 (S/N: 6RZ1-UP)
Excavator:
5130 (S/N: 5ZL1-UP)
5130B (S/N: 4CS1-UP)
5230 (S/N: 7LL1-UP)
5230B (S/N: 4HZ1-UP)
Off-Highway Truck/Tractor:
776C (S/N: 2TK1-UP)
776D (S/N: 5ER1-UP; AFS1-UP)
777C (S/N: 4XJ1-UP)
777D (S/N: AGC1-UP; 3PR1-UP; 2YW1-UP; AGY1-UP)
784B (S/N: 5RK1-UP)
784C (S/N: 2PZ1-UP)
785B (S/N: 6HK1-UP)
785C (S/N: 1HW1-UP; APX1-UP; 5AZ1-UP)
787B (S/N: 9TM1-UP)
789B (S/N: 7EK1-UP)
789C (S/N: 2BW1-UP)
793B (S/N: 1HL1-UP)
793C (S/N: 4AR1-UP; ATY1-UP; 4GZ1-UP)
Power Module:
 PM3508 (S/N: BLM1-UP)
PM3512 (S/N: BNR1-UP)
PM3516 (S/N: BPD1-UP)
Track-Type Tractor:
D11N (S/N: 4HK1-UP)
D11R (S/N: AAF1-UP; 8ZR1-UP; 9TR1-UP; 9XR1-UP; 7PZ1-UP)
Wheel Dozer:
854G (S/N: AMP1-UP; 1JW1-UP)
Wheel Loader:
992G (S/N: 7HR1-UP; ADZ1-UP)
994D (S/N: 3TZ1-UP)

Introduction
The cylinder cutout tests are for the engines that are listed above. The cylinder cutout tests
have been added to Version 3.2.1 of the Caterpillar Electronic Technician (ET). This is a
special upgrade to the regular Version 3.2 release that was delivered in October 2000. The
test is not currently able to run on 793 truck engines if the engine is in chassis. Parasitic
loads cause the test to abort prematurely. The test may be used if the engine is removed
from the truck and the parasitic loads are reduced.

The test is useful for troubleshooting low power, rough operation, misfiring, and excessive
fuel consumption. The test is designed to provide satisfactory results without externally
loading the engine. The test provides a fast method and an effective method in order to
diagnose cylinders without the use of a dynamometer. This makes the test well suited for
use in the field. Proper use of the tests will reduce troubleshooting time and repair costs.
The tests will also improve troubleshooting accuracy.

Do not perform any procedure in this Special Instruction until you read this information and
you understand this information.

Test Overview
The diagnostic tests compare the performance between the cylinders. The tests can
determine if the cylinders have a problem. ET will display an "OK" status or "Not OK"
status for each cylinder at the end of the test.

There are five tests. One test was added for each of the following engines with standard
rotation 3508, 3512, and 3516. One test was added for 3512 and 3516 engines with reverse
rotation. The 3508 engine with reverse rotation uses the same test as the 3508 engine with
standard rotation.

Description of the Test

The firing order is divided and the cylinders are put into cylinder groups. There are two
cylinder groups for the 8 cylinder engine. The test for the 12 and 16 cylinder engines
contain three cylinder groups. Refer to table 1. The tests for each engine configuration are
slightly different. All of the tests work in the same general manner.

The test sets desired engine speed to 1200 rpm or to the rated speed if the rated speed is
below 1200 rpm. One cylinder group is selected and the test cuts out the remaining
cylinders. Next, the test cuts out each of the cylinders in the selected group by cutting out
one cylinder at a time. Injection duration is then used to compare the performance of each
cylinder to the other cylinders.

When one group is finished the test advances to the next group until all cylinders have been
tested. After all cylinders have been tested, the entire test runs again and the results are
averaged. After the completion of both test cycles an "OK" or a "Not OK" status is given
for each cylinder.

This method of testing has several advantages. The multiple cylinder cutout test cuts out the
majority of the cylinders by loading the engine internally. This eliminates the need to
externally load the engine. Accurate testing of the engine can be completed with the engine
in the chassis and on the site.

In addition, when the engine is running on only a few cylinders it is possible to measure the
performance of each cylinder with greater resolution.

Cylinders were placed into cylinder groups in a manner that provides uniform spacing in
the firing order. This allows the engine to run as smoothly as possible on only a few
cylinders. Perfect spacing between the firing of the cylinders is not possible for all of the
engine configurations. The specific cylinders in each group of each test are shown in table
1.

Table 1
Cylinder Cutout
Engine Configuration     Cylinder Groups    
Test    
3508 Standard and Reverse
5 Cylinder     1-4-6-7, 2-3-5-8    
Rotation    
3512 Standard Rotation     9 Cylinder     1-4-10-11, 2-5-7-12, 3-6-8-9    
3512 Reverse Rotation     9 Cylinder     1-6-8-11, 4-5-7-10, 2-3-9-12    
1-6-8-9-13-16, 2-3-10-11-14, 4-5-
3516 Standard Rotation     12 Cylinder    
7-12-15    
1-2-4-9-12-13, 3-6-8-11-16, 5-7-
3516 Reverse Rotation     12 Cylinder    
10-14-15    
The 3508 engine with standard rotation or reverse rotation allows the use of the same
cylinder cutout test. The 12 and 16 cylinder engines require different tests for standard
rotation or reverse rotation. ET will automatically detect the engine configuration. ET will
then select the proper test for the engine configuration.

The first cylinder group on 16 cylinder engines contains 6 cylinders and the other two
groups contain 5 cylinders. The first cylinder group has lower numbers for the injection
duration since the group has an extra cylinder. The cylinder-to-cylinder variation is
calculated only within a cylinder group and the "OK" and the "Not OK" status will still be
correct.

General Test Requirements

1. The engine must maintain engine speed of 1200 rpm or the rated speed if the rated
speed is below 1200 rpm within ± 125 rpm. An extremely rough running engine
will need to be diagnosed by using other methods such as the manual single cylinder
cutout test.

2. The engine coolant temperature must reach 68 °C (154 °F) to prevent cold mode
and other characteristics of a cold engine from affecting the test results. If the
engine will not warm up, the coolant temperature regulators may need to be
replaced before the test is run.

3. No load should be placed on the engine. The test was designed in order to provide
an effective means of troubleshooting the engine without a dynamometer. Since the
test cuts out the majority of the cylinders the engine will not be able to carry much
of an external load. Common parasitic loads are acceptable and the loads will not
affect the test unless the loads change during the test. Higher loads will cause the
test to abort if the engine is unable to maintain engine speed within the allowable
test speed. In addition, higher loads may cause torsional damage to engine
components.

Beginning the Test

ET will set desired engine speed to 1200 rpm or to the rated speed if the rated speed is
below 1200 rpm. ET will override the inputs of the throttle position sensor or other speed
control devices in order to set the engine speed.

Ensure that running the engine at the test speed without throttle control will not have any
adverse effects. Transmissions should be placed in Neutral. Vehicles should be placed in
Park. Parking brakes should be applied. Generators should be off-line.

Note: Prematurely stopping the test or disconnecting ET during the test will return engine
speed control to normal operation after a delay of several seconds. The engine speed may
be low idle, rated speed, or any other speed, depending on the position of the throttle sensor
or other speed control devices.

Refer to ""Additional Information" " before using this test on engines that are used in the
following applications:

 789 Off Highway Trucks

 1500 rpm and 1800 rpm Generator Set Engines
 Machine engines that are installed on a dynamometer.

When the engine and related equipment is ready for testing begin the test.

1. Connect ET to the electronic control module.

2. Start the engine. Run the engine until the engine coolant temperature is at the
normal operating temperature.

Ver imagen

Illustration 1 g00775975

3. Pull down the "Diagnostics" menu. Select "Diagnostic Tests" and then select
"Cylinder Cutout Test". Refer to illustration 1.

4. ET will display the screen for the manual cylinder cutout test that is shown in
illustration 2. Select the "Start" button at the bottom of the screen in order to
proceed to the multiple cylinder cutout test.

Ver imagen
 Illustration 2 g00769597

5. After selecting the "Start" button, ET will display a screen that lists the required test
conditions. Select the "Continue" button at the bottom of the screen if the conditions
have been met.

6. ET will display a "Warning" dialog box. Read the warning and select "OK" if you
are ready to continue.

7. The engine should now go to 1200 rpm or to the rated speed if the rated speed is
below 1200 rpm and ET will begin the cylinder cutout test.

8. The test runs two complete cycles and the results are averaged for consistency. Five
minutes are required in order to complete the test for the 8 cylinder engine. Eleven
minutes are required in order to complete the test for the 16 cylinder engine. If the
test is completed successfully ET will display "Test Complete!" dialog box. Select
"OK" in order to proceed to the test results.
 9. ET will now display the "cylinder status" for each cylinder as "OK" or "Not OK".

10. Select the "Show Details" button in order to view the additional details of the test.

11. Print test results or save test results by selecting the "Print" button in the lower
right-hand corner of the screen.

Using Test Results

It is important to understand that this test evaluates the performance of the entire cylinder.
The results of the test will not isolate a problem to the specific components that are within a
cylinder. The following steps are recommended in order to repair a cylinder for a test result
of "Not OK".

1. Check the following items: bridge adjustments, valve adjustments, the height of fuel
injector timing, the part number of the fuel injector, the wiring harness for the fuel
injector and electrical connections. Wear of valve train components can cause valve
lash adjustments and height adjustments for the fuel injector timing to be out of
specification. Adjustments that are out of specification will cause a cylinder to be
reported as "Not OK". New fuel injectors have a trim code that is printed on the top
of the injector tappet. The trim code is four digits. The trim code must be
programmed into the ET calibration screen. Earlier fuel injectors that do not have
trim codes should be programmed to the default value of 1100. If any of the items
are out of specification, repair the condition and rerun the cylinder cutout test in
order to confirm the repair. If the status of the cylinder is still "Not OK" then
proceed to the next step.

2. Temporarily replace the fuel injector or exchange the fuel injector with a fuel
injector in a cylinder that tested "OK".

3. Rerun the cylinder cutout test. If a fuel injector was exchanged from another
cylinder and the problem follows the fuel injector, replace the fuel injector. If the
problem stays with the cylinder, the fuel injector was not the cause of the problem.
If the new fuel injector resolved the problem the repair is complete.

4. If the status of the cylinder is still "Not OK" the new fuel injector did not resolve
the problem. Do not replace the fuel injector. Proceed to the next step.

5. Continue troubleshooting the other cylinder components such as pistons, valves, and
rings. Use the techniques that exist in order to troubleshoot the problem.

Note: When fuel injectors are replaced, include the printed copies of the cylinder cutout
tests with any fuel injectors that are returned to the factory. There should be three cylinder
cutout tests if adjustments for the top end were required for the repair. The first test is an
initial test. The second is a test after the adjustments to the top end are made. The third test
is run after the replacement of a fuel injector in order to confirm the repair. If multiple fuel
injectors are replaced, mark the fuel injectors with the appropriate cylinder number. These
steps help ensure a successful repair. The steps also help the factory correlate test results
with test results from the failure analysis that is performed at the factory.

Interpreting Test Results

The test returns an "OK" or "Not OK" indication for each cylinder. The results are self-
explanatory and the results are easily interpreted. The test also provides numbers that are
for injection duration. The numbers for the injection duration are not easily interpreted. The
numbers for the injection duration are provided at the completion of the test by selecting
the "Show Details" button. The numbers for the injection duration are not normally
required in order to perform a repair. A technician with a thorough understanding of the
operation of the test would use the numbers for the injection duration.

The information that is listed in table 2 is an example of an engine repair. The information
contains results of a cylinder cutout test. The information also contains interpretations of
the numbers for the injection duration.

Table 2
Test Before Repair    
Cylinder     Cycle 1     Cycle 2     Status    
1   1653.37     1653.41     "OK"    
2   1610.66     1598.56     "OK"    
3   1600.46     1590.95     "OK"    
4   1661.03     1651.35     "OK"    
5   1569.08     1565.54     "OK"    
6   1653.15     1641.71     "OK"    
7   1589.64     1583.97     "Not OK"    
8   1587.90     1592.06     "OK"    

The test that is shown in table 2 was run with a faulty injector. The fuel injector in cylinder
7 has a low rate of fuel delivery (28 percent). The test correctly identified cylinder 7 as
"Not OK". However, the numbers for the injection duration may lead to a different
diagnosis. For example, cylinder 5 is the weakest cylinder in the column "Cycle 2" at
1565.54. The test identified cylinder 7 as the weakest cylinder. However, cylinder 5 has the
lowest duration number.

In order to understand the test results that are listed in table 2, you must remember that the
8 cylinder cutout test has two cylinder groups. Only the cylinders that are within a test
group are compared to each other. The first group contains cylinders 1, 4, 6, and 7. The
second group contains cylinders 2, 3, 5, and 8. Compare the results of cylinder 7 with the
results that are from cylinders 1, 4, and 6.

Cylinder 7 is much lower than the other cylinders in this group. Therefore, ET determined
that cylinder 7 was "Not OK". The injection duration of cylinder 5 is slightly lower than the
injection duration of cylinder 7. However, cylinder 7 is in a different group so a comparison
of these two cylinders is not valid. Cylinder 5 is fairly close to the other cylinders in
number 5 cylinder's own group. This is the reason that cylinder 5 tested "OK".

Notice that the injection duration for cylinders 1, 4, and 6 is high when the injection
duration is compared to the other cylinders. Cylinders 1, 4, and 6 must work harder in order
to compensate for cylinder 7. Cylinders 2, 3, 5, and 8 are not affected because the cylinders
are in a different cylinder group and the group is not tested with cylinder 7.

The next test was run on the same engine after replacing the weak fuel injector in cylinder
7. The results are shown in table 3.

Table 3
Test After Repair    
Cylinder     Cycle 1     Cycle 2     Status    
1   1576.59     1573.18     "OK"    
2   1590.13     1594.12     "OK"    
3   1578.82     1573.88     "OK"    
4   1579.76     1578.88     "OK"    
5   1562.71     1558.12     "OK"    
6   1572.12     1559.18     "OK"    
7   1576.25     1570.00     "OK"    
8   1576.50     1574.00     "OK"    

After the repair of cylinder 7, ET will now indicate the status of the cylinders as "OK".
Cylinders 1, 4, and 6 are not working hard in order to compensate for cylinder 7. This
caused the numbers for the injection duration for 1, 4, and 6 to decrease from the initial test.

Cylinder 5 has the lowest number, but cylinder 5 is close enough to the other cylinders that
are in the group in order to test "OK". When all of the cylinders test "OK", do not attempt
to make observations about cylinder performance based on the minor variations in the
numbers of injection duration. These minor differences are beyond the capabilities of the
test. These minor differences are so small that the differences are insignificant. Therefore,
do not assume that cylinder 5 is more powerful or less powerful than any of the other
cylinders.
Testing Tips
Use the following tips in order to improve the accuracy of the results of the cylinder test.

1. Run the test when the engine is at normal operating temperature. The test will run
when coolant temperature is at least 68 °C (154 °F), but the results will be more
consistent and accurate at normal operating temperature. If the engine will not warm
up the coolant temperature regulators may be leaking excessively.

2. If the test produces results that are questionable for some reason, rerun the test. Test
results are generally consistent and repeatable. There is a small amount of variation
from one test to another test. A marginal cylinder may test "OK" one test and "Not
OK" for another test. If test results differ the test that was conducted closest to the
normal operating temperature is most accurate.

3. Valid test results cannot be obtained when accessories are cycling on and off during
the test. Turn off the air conditioner. Make sure that other accessories such as
cooling fans, air compressors, and power steering pumps are always on or always
off and do not cycle during the test.

4. The test does not measure the power that is produced by the cylinders. The test only
measures the percent of variance between cylinders in the same cylinder group.

5. The test indicates "Not OK" when the cylinder performance is weak. The weak
cylinder is compared to the other cylinders that are in the same cylinder group. The
test will indicate "Not OK" for a cylinder that is approximately 10 percent to 15
percent low on power.

6. Many customers may not notice a performance problem when only one cylinder is
10 percent to 15 percent low on power. This is especially true on engines with a
large number of cylinders. Some applications are more sensitive to small drops in
power.

7. Replacing a marginal fuel injector that tests "Not OK" may not always be in the
customer's best interest. An example might be on an engine that has no performance
complaint and the engine is near a scheduled maintenance interval. Use common
sense.

8. The test does not currently detect high-power cylinders. A "Not OK" indication is
given only for low-power cylinders.

9. ET will only compare the cylinders that are in the same cylinder group in order to
determine whether a cylinder is "OK" or "Not OK". Cylinders in one cylinder group
cannot be compared to cylinders in a different cylinder group. This is especially true
on the 16 cylinder test. The three cylinder groups do not contain the same number of
cylinders. This results in a difference in the numbers of the injection duration for the
 first group when the numbers are compared to the other two groups. This situation
does not affect the test results.

10. The test checks for cylinder-to-cylinder variation, but the test does not measure the
actual power. It is possible that an engine could have an entire set of fuel injectors
that are uniformly low on power and test "OK". Although this is possible, it is
unlikely. Typically in a worn set of fuel injectors or a damaged set of fuel injectors,
some fuel injectors will have more degradation than other fuel injectors. This will
cause an increase in the variance. The test should be able to find the variance.

11. An extremely weak cylinder may obscure a weak cylinder that is in the same
cylinder group. If this happens, the test will find the extremely weak cylinder first.
Then when that cylinder is repaired and the test is rerun, the repaired cylinder will
test "OK", but a different cylinder in the same group may then test "Not OK". If
another cylinder tests "Not OK" after a repair, verify that the cylinder is in the
cylinder group that was repaired. If the cylinder is in the same group, then the
cylinder was probably weak and the cylinder was obscured by another weak
cylinder. If the cylinder is in a different cylinder group, there has been a change.
This could be the result of a marginal cylinder, a change in coolant temperature
from one test to the next, accessory load cycling, or other factors.

12. The results of the cylinder cutout test are used to supplement the processes of
troubleshooting and service. The cylinder cutout test is used with other tests and
other procedures in order to guide a technician to a fast, accurate repair.

Additional Information
Additional Test Procedures for 789 Off Highway Trucks

The steering pump will recharge the accumulators after every 30 to 40 seconds. This is due
to the thermal purge that is internal to the steering valve. The thermal purge circulates
warm oil through the valves in order to prevent thermal shock.

Personal injury can result from hydraulic oil pressure

and hot oil.

Hydraulic oil pressure can remain in the hydraulic

system after the engine has been stopped. Serious injury
can be caused if this pressure is not released before any
service is done on the hydraulic system.

Make sure all of the work tools have been lowered to the
ground, and the oil is cool before removing any
 components or lines. Remove the oil filler cap only when
the engine is stopped, and the filler cap is cool enough to
touch with your bare hand.

Personal injury or death can result from improperly

checking for a leak.

Always use a board or cardboard when checking for a

leak. Escaping air or fluid under pressure, even a pin-
hole size leak, can penetrate body tissue causing serious
injury, and possible death.

If fluid is injected into your skin, it must be treated

immediately by a doctor familiar with this type of injury.

The charging of the accumulators creates a load change that affects the cylinder cutout test.
The following procedure will keep the steering pump on in order to prevent a load change.

Ver imagen
 Illustration 3 g00773479
(1) Accumulator charging valve

(2) Drain line

(3) Elbow

1. Locate accumulator charging valve (1) .

NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, testing,
adjusting, and repair of the product. Be prepared to
collect the fluid with suitable containers before opening
any compartment or disassembling any component
containing fluids.

Refer to Special Publication, NENG2500, "Dealer

Service Tool Catalog" for tools and supplies suitable to
 collect and contain fluids on Cat products.

Dispose of all fluids according to local regulations and

mandates.

2. Disconnect drain line (2) from elbow (3) that is installed in the accumulator
charging valve.

3. Use 6V-9508 Face Seal Plug and 6V-8397 O-Ring Seal in order to plug the drain
line that is disconnected from the accumulator charging valve.

4. Use 6V-9829 Cap As in order to cap the elbow.

5. Perform the cylinder cutout test.

6. After the cylinder cutout test, reconnect the drain line to the accumulator charging
valve.

Note: If the warning light for the Steering Oil Temperature activates, stop the cylinder
cutout test and reconnect the drain line. Allow the steering oil temperature to return to
normal temperature before you attempt to rerun the cylinder cutout test.

Additional Test Procedures for 1500 rpm and 1800 rpm Generator Set
Engines

The operation of a 1500 rpm generator or 1800 rpm generator at the 1200 rpm test speed
may cause some voltage regulators to deactivate during the test. This may cause a change in
the engine load which will make the cylinder test invalid. If the voltage regulator
deactivates during the test, stop the test. Run the test again while the voltage regulator is
off. When all testing is complete reactivate the voltage regulator.

Additional Test Procedures for Running Machine Engines on a

Dynamometer

Diagnostic codes are frequently activated when an engine is removed from a machine for
dyno testing. These diagnostic codes may prevent the cylinder cutout test from starting.
Some machine engines are equipped with an ET Dyno Mode. This feature causes certain
diagnostic codes to be ignored. This allows the dyno test to be run on the engine. If this
feature is available, put the engine into dyno mode first and then begin the cylinder cutout
test. Refer to the Service Magazine 13 November, "Operational Requirements Needed to
Use Dyno Mode Tool in Caterpillar Electronic Technician" for more information about ET
dyno mode.