SERV1847

SERV1847
December 2007
GLOBAL SERVICE LEARNING
TECHNICAL PRESENTATION
M300D SERIES WHEEL HYDRAULIC

EXCAVATORS
TIER III C4.4 AND C6.6 ACERT™ ENGINES
Service Training Meeting Guide

(Text Reference)
M300D SERIES WHEEL HYDRAULIC
EXCAVATORS
TIER III C4.4 AND C6.6 ACERT™ ENGINES
AUDIENCE
Level II - Service personnel who understand the principles of machine system operation,
diagnostic equipment, and procedures for testing and adjusting.
CONTENT
This presentation provides an introduction and describes the components and systems operation
of the C4.4 and C6.6 engines as used in the M300D Series Hydraulic Excavators. This
presentation may also be used for self-paced and self-directed learning.
OBJECTIVES
After learning the information in this presentation, the technician will be able to:
1. identify the correct operation of the C4.4 and C6.6 ACERT™ engines, and
2. diagnose problems in the C4.4 and C6.6 ACERT™ engines.
REFERENCES
Specalog "M313D Wheel Excavator" AEHQ5753

STMG 808 "M300C Series Hydraulic Excavators - Update" SERV1808
STMG 762 "M300C Series Hydraulic Excavators - Using Electronic Technician" SERV1762
STMG 760 "M300C Series Hydraulic Excavators - Systems Operation" SERV1760
TIM "M300C Series Hydraulic Excavators - Electrical and Electronic
Control Systems" SERV2707
STMG 837 "C4.2/C6.4 and C4.4/C6.6 ACERT™ Engines with
Common Rail Fuel System" SERV1837
"M313D-M322D Excavators" Operation and Maintenance Manual SEBU8017
Estimated Time: 1 1/2 Hours

Illustrations: 49
Form: SERV1847
Date: 12/07
© 2007 Caterpillar Inc.
SERV1847 -3- Text Reference
12/07 Engines
TABLE OF CONTENTS
ENGINE INTRODUCTION ........................................................................................................5
ENGINE ELECTRONIC CONTROL ........................................................................................12
FUEL SYSTEM..........................................................................................................................15
COOLING SYSTEM ..................................................................................................................32
AIR SYSTEM .............................................................................................................................39
ENGINE DIAGNOSTICS ..........................................................................................................44

Caterpillar Electronic Technician (Cat ET) ..........................................................................44
Monitor .................................................................................................................................61
CONCLUSION ...........................................................................................................................66
12/07 Engines
PREREQUISITES
"Fundamentals of Mobile Hydraulics Self Study Course" TEMV3002

"Fundamentals of Power Train Self Study Course" TEMV3003
"Fundamentals of Electrical Systems Self Study Course" TEMV3004
"Fundamentals of Engines Self Study Course" TEMV3001
NOTES
12/07 Engines
1 3
2
5
6
4
10
9 11
8
7
ENGINE INTRODUCTION
The C4.4 and C6.6 ACERT™ technology engines are new for the M300D Series Wheeled
Excavators. The engines are equipped with Electronic Injection and a Common Rail fuel
system. The C4.4 engine is shown in the illustration above.
An A4:E2 Engine Electronic Control Module (ECM) (not shown), which is fuel cooled, is used
for engine management.
The C4.4 engine (shown above) is a 4 cylinder "in-line" arrangement with a displacement of
4.4 liters and a bore/stroke of 105 mm X 127 mm (4.18 in x 5 in.).
The C6.6 engine is a 6 cylinder "in-line" arrangement with a displacement of 6.6 liters and also
with a bore/stroke of 105 mm X 127 mm (4.18 in x 5 in.).
Many of the service points for the two engines have been located on the right side of the
engine.
12/07 Engines
Mounted to the right side of the C4.4 engine are the:
- turbocharger (1)
- smart wastegate control solenoid for the turbocharger (2)
- alternator (3)
- starter (4)
- air conditioning compressor (5)
- disconnect switch (6)
- primary fuel filter with water separator and hand priming pump (7)
- secondary fuel filter (8)
- engine oil fill tube (9)
- engine oil dipstick (10)
- engine oil filter (11)
The two engines meet U.S. Environmental Protection Agency (EPA) Tier III Emissions
Regulations for the North America market and Stage III European Emissions Regulations.
Engine oil and filter change intervals are recommended at 500 hours, under most operating
conditions. Engine load factor, sulfur levels in the fuel, oil quality, and altitude may negatively
affect the extended oil change intervals. Regular scheduled engine oil samplings (S•O•S) must
be performed every 250 hours to confirm oil cleanliness.
NOTE: The M300D’s do not currently require the third fuel filter as used in some
other machine applications. The micron rating of the secondary filter provides the
desired filtration needed at the present time.
12/07 Engines
5
3
2
1
When the upper engine cover is raised the following engine components can be seen:
- Engine ECM (1)
- common rail fuel manifold (2)
- fuel injector line (3)
- coolant overflow reservoir (4)
- coolant fill cap (5)
NOTE: The illustration is from a C4.4 engine.

12/07 Engines
C6.6 ACERT TIER III ENGINE

Common Rail RIGHT SIDE
Fuel Manifold
Two Piece
Turbocharger Top cover
Wastegate
Poly-V-Belt
Starter
Auto-tensioner
Hand Priming
Pump
Alternator
Secondary
Oil Fill
Fuel Filter
Tube
(2 Micron)
Oil Level
Water Separator and Dipstick
Engine Oil
Primary Fuel Filter
Filer
(20 Micron)
The C6.6 engine has similar components and component locations as the C4.4 engine. The
most significant difference between the engines is the primary fuel filter which is mounted to
the engine block on the C6.6.
On the C4.4 the primary fuel filter is mounted to the side frame of the engine compartment.
NOTE: Prefilling of a new primary fuel filter or secondary fuel filter is not
recommended under any circumstances when replacing the fuel filter. The the hand
priming pump are the only methods that should be used to fill new fuel filters. Opening
of a high pressure line and cranking the engine are not acceptable methods of fuel
system priming on engines using the Common Rail Fuel System. Consult the Operation
and Maintenance Manual for more information on filter replacement and fuel system
priming.
12/07 Engines
Breather C6.6 ACERT TIER III ENGINE

Pre-filter LEFT SIDE
Thermostat Common Rail

Housing Fuel Manifold
Injector Electrical
Connector
High Pressure
Fuel Pump
PTO
Crankcase
Breather
Engine ECM
Isolated Oil
Sump
Components which can be seen from the left side of the engine include the:
- A4:E2 Engine ECM
- crankcase breather
- breather pre-filter
- power take off (PTO)
- high pressure fuel pump
- common rail manifold
- injectors
- isolated oil sump (to reduce noise levels)

SERV1847 - 10 - Text Reference
12/07 Engines
M300D SERIES ENGINE SPECIFICATIONS
Machine Engine Net Power Max.Travel Speed Hi Idle Low Idle

Model Model km/h (mph) (nominal) (nominal)
M313D C4.4 95 kW (127HP) @2000 rpm 37 (23) 2100 1090
M315D C4.4 101 kW (135HP) @2000 rpm 34 (21) 2100 1090
M316D C6.6 118 kW (158HP) @1800 rpm 37 (23) 2060 1080
M318D C6.6 124 kW (166 HP) @1800 rpm 37 (23) 2060 1070
M318D MH C6.6 124 kW (166HP) @1800 rpm 25 (16) 2060 1070
M322D C6.6 123 kW (165HP) @2000 rpm 25 (16) 2060 1050
M322D MH C6.6 124 kW (166 HP) @2000 rpm 25 (16) 2060 1050
The chart above shows the differences in power, maximum travel speeds, and high and low idle
speeds between the models.
12/07 Engines
M300D SERIES ENGINE ELECTRICAL SYSTEM Armrest Position

Switch
C6.6 / C4.4 ACERT ENGINE
Back-up (Limp Home)
Switch
Key Start Travel Pedal

Position Sensor RH Joystick Handle
Switch
_ - One Touch Low Idle
+ Switch
Machine
Engine ECM
ECM
Soft Switch Panel
Starter
Relay
Service (ET) Monitor

Connector
CAT Data Link
CAN Data Link
Intake Manifold Air Injector No. 1

Pressure Sensor Coolant Temp. Sensor
Injector No. 2
Intake Manifold Common Rail Fuel
Air Temp. Sensor Injector No. 3
Pressure Sensor
Engine Oil Injector No. 4

Pressure Sensor
Throttle Position Injector No. 5 (C6.6)
Switch
Primary Speed / Injector No. 6 (C6.6)
Timing Sensor
Secondary Fuel Pump Solenoid
Speed / Timing Sensor
Fuel Temperature Glow Plug Relay

Sensor
Demand Fan Speed
Sensor Smart Wastegate Solenoid
Ground Level
Shutdown Switch Hydraulic Demand
INPUT COMPONENTS Fan Solenoid
OUTPUT COMPONENTS
ENGINE ELECTRONIC CONTROL
The illustration above shows a graphical representation of the electrical system for the C6.6 and
C4.4 ACERT™ engines that powers the M300D Series Wheeled Excavators.
The status of the Engine ECM input and output components can be viewed with Cat ET.
The following list provides a few details about the components in the engine electrical system:
Basic C6.6/C4.4 Engine ECM Input Components:
- Throttle Position Switch: allows the operator to select the desired engine speed.
- Primary Engine Speed/Timing, Active 2-Wire, Sensor: is used to provide primary

engine speed data is provided by the primary engine speed sensor. The "Hall effect", 2-
wire, primary engine speed sensor is mounted to the engine flywheel. If the sensor fails
an engine derate will occur. The engine can be restarted with a failed primary engine
speed sensor.
12/07 Engines
- Secondary Engine Speed/Timing, Active 2-Wire, Sensor: This sensor is used to

determine the secondary engine speed and engine positions. The Engine ECM monitors
this sensor and the primary engine speed/timing sensor to determine crankshaft position
(compression or exhaust stroke) and engine rpm. The sensor is mounted on the side of
the injection pump. The Engine ECM also uses this sensor to sense cranking speed. If
the sensor fails the engine will keep running, however, the engine will not restart once the
engine is stopped.
NOTE: The primary and secondary engine speed/timing sensors carry the same part
number and are interchangeable.
- Engine Oil Pressure, Active 3-wire, Sensor: This sensor is used to sense the engine oil
pressure. Low engine oil pressure, sensor failure, or wiring failure will not result in an
engine derate or shutdown but will cause a fault to be logged in the Engine ECM.
- Intake Manifold Air Pressure, Active 3-wire, Sensor: This sensor is used by the
Engine ECM when the key is first turned on and before the engine is started to determine
atmospheric pressure. After the engine has started, the signal from the sensor is used to
determine the amount of boost or pressure present in the inlet manifold.
- Intake Manifold Air Temperature, Passive 2-wire, Sensor: This sensor provides input
to the Engine ECM. The signals from the inlet air temperature sensor and the coolant
temperature sensor are used to determine engine starting aid requirements and to trim
(adjust) injector pulse width as engine operating temperatures change.
- Engine Coolant Temperature , Active 3-wire, Sensor: This sensor is used to provide
information to the Engine ECM as to when to activate the glow plugs to assist in starting.
The information is also used by the Engine ECM to control speed of the demand fan.
- Common Rail Fuel Rail Pressure, Active 3-Wire, Sensor: This sensor is used by the
Engine ECM to monitor the fuel rail pressure sensor and sends a signal to the pressure
control solenoid, which will spill or "bleed off" excess pressure from the head of the high
pressure pump.
- Demand Fan Speed, 2-Wire, Sensor: This sensor provides input to the Engine ECM
as to the demand fan speed. The engine will monitor the speed as well as other inputs to
control the demand fan speed. The closed loop fan speed control is new for the M300D
Series.
An additional C6.6/C4.4 Engine ECM input from the Soft Switch Panel through CAN: is
from the Power Mode select switch. If Economy Mode is selected, less demand is put on the
engine, which will reduce fuel consumption.
Machine ECM output that affects the Engine: is the starter relay. The Machine ECM
energizes the starter relay coil. With the coil energized, power from the battery is directed to
the starter to crank the engine.
12/07 Engines
Additional C6.6/C4.4 Engine ECM inputs from the Machine ECM through CAN include:
the armrest position switch, the travel pedal position sensor, the back-up or limp switch and the
one touch low idle switch.
- Armrest Position Switch: when the armrest is raised, the machine can be started. Once
the machine is started, the armrest must be lowered to allow the pilot valves to control the
implements. (In the Back-up Mode, the engine can start in any armrest position.)
- One Touch Low Idle Switch: allows the operator to reduce the engine speed to low idle
without changing the speed dial by pressing the switch. Pressing the switch again returns
the engine speed to the selected speed dial range.
- Travel Pedal Position, Active 3-Wire Sensor: tells the the Machine ECM and the
Engine ECM when the machine is in travel.
NOTE: The M300D Series feature a new "Travel ECO Mode.". In this mode
the maximum engine speed is limited to speed dial 7 under give conditions to
improve fuel economy.
- Back-up or Limp Home Switch: provides limited machine operation when the Machine
ECM fails. When Back-up Mode is active, a fixed powershift pressure is provided to
the pumps. The fixed powershift pressure limits maximum pump output and allows the
machine to continue operating in a Derate Mode. The switch also allows the machine to
be started even with the armrest down (in case of an armrest switch failure).
Basic C6.6/C4.4 Engine ECM Output Components:
- Fuel Injectors: inject fuel into the combustion chamber. When the ECM sends a signal
to the injector solenoid, a valve inside the injector opens. The valve allows the high
pressure fuel from the fuel manifold to enter the injector.
- Smart Wastegate Solenoid: is controlled by the Engine ECM. Based on inputs from
the primary engine speed/timing sensor, the coolant temperature sensor, and the inlet air
pressure sensor, the Engine ECM will optimize turbocharger boost pressure to suit engine
load and speed conditions.
- Glow Plug Relay: the Engine ECM will energize the glow plug relay during cold
starting conditions. With the relay closed, power is directed to the glow plugs.
- Fuel Pump Pressure Control Solenoid: is controlled by the Engine ECM. The Engine
ECM will monitor the common rail fuel pressure sensor. The Engine ECM will energize
the solenoid. With the solenoid energized, the solenoid opens a passage to drain some
of the high pressure fuel in the pump housing to the tank to limit the maximum fuel
pressure.
- Hydraulic Demand Fan Solenoid: is used by the Engine ECM to control the speed
of the demand fan. The Engine ECM receives inputs from the coolant and hydraulic
temperature sensors and sends a PWM signal to the demand fan solenoid to regulate the
flow thorough the demand fan motor to control the fan speed.
12/07 Engines
M300D SERIES WHEELED EXCAVATORS

C6.6 ACERT ENGINE FUEL DELIVERY SYSTEM
Hand Fuel
Priming Pump
Fuel
Tank
Injectors
Secondary Primary
Fuel Filter High Pressure
Fuel Filter Common Rail Relief Valve
Manifold
High Fuel
Pressure Transfer
Pump Engine
Pump
ECM
Fuel Return
Check Valve
FUEL SYSTEM
The C6.6 fuel supply system features a fuel transfer pump, a primary fuel filter with water
separator, a secondary fuel filter, a high pressure fuel pump, a "Common Rail" fuel manifold,
and six electronically controlled fuel injectors. The high pressure fuel pump and the transfer
pump are driven by the engine.
Fuel is drawn from the machine fuel tank by the transfer pump. From the fuel tank, fuel first
flows to the primary fuel filter and the water separator. The fuel is filtered to remove particles
down to 20 microns in size in the primary fuel filter. A hand operated fuel priming pump is
integrated into the filter housing.
From the primary fuel filter, fuel flows to the fuel transfer pump. From the transfer pump, low
pressure fuel ((300 kPa ( 43 psi)) flows from the transfer pump outlet to the Engine ECM to
provide cooling.
Also, the transfer pump creates a back pressure on the return fuel from the injectors is
pressurized by to prevent injector hammering.
12/07 Engines
From the Engine ECM the fuel flows to the 2 micron secondary fuel filter fitting. Fuel exits
the secondary fuel filter and flows to the engine driven high pressure fuel pump where it is
pressurized for use by the injectors.
The injection pump solenoid, mounted on the high pressure fuel injection pump, controls the
output pressure of the injection pump by allowing a certain amount of the high pressure fuel to
return to the tank. A fuel pressure sensor (not shown) in the common rail manifold provides
input into the Engine ECM. The Engine ECM sends a signal to the injection pump solenoid to
control the opening of a drain passage to limit the fuel system pressure
(Up to 160 MPa (23200 psi).
The high pressure fuel flows from the injection pump to the common rail fuel manifold where
six individual steel lines deliver the fuel to the fuel injectors. A high pressure relief valve in
the common rail manifold limits pressure spikes in the fuel system.
After fuel injection, a small amount of fuel is allowed to flow from each fuel injector back to
the fuel tank to help cool the fuel injectors.
12/07 Engines
M300D SERIES WHEELED EXCAVATORS Electric Re-fueling

Pump
C4.4 ACERT ENGINE FUEL DELIVERY SYSTEM
Hand Fuel
Priming Pump
Fuel
Tank
Injectors
Secondary Primary
Fuel Filter High Pressure
Fuel Filter Common Rail Relief Valve
Manifold
High
Pressure
Pump Engine
ECM
Fuel Return
Check Valve
Fuel
Transfer
Pump
The fuel system for the C4.4 engine operates the same except for using four cylinders instead
of six.
WARNING
Never loosen or open a high pressure fuel line while cranking or running a Common Rail
fuel system engine. Common Rail fuel systems operate at extremely high pressures often
up to 160 MPa (23,200 PSI). Extreme care should also be taken before disassembly of any
high pressure fuel system components after an engine shutdown.
12/07 Engines
2
3
9
1
10
The fuel tank (1) and the Machine ECM (2) are located under the panel at the left rear of the
machine. An Auxiliary ECM is mounted back-to-back with the Machine ECM.
The Machine ECM and Engine ECM share information between them to control the operation
of the machine.
The optional electrical refueling pump (3) is mounted to the left of the ECMs. The fast fuel fill
switch (4) is located at the rear of the operator’s compartment.
NOTE: The optional refueling system operates the same as the M300C except the
switch has been relocated.
12/07 Engines
5 2
4
1
3
11
A combination primary fuel filter (20 micron) and water separator (1) are used on all M300D
wheeled excavators. The filter locations shown are for the C6.6 engine.
When replacing any fuel filter on the C6.6, the fuel system must be primed by using the hand
priming pump (2) prior to starting or cranking the engine. The fuel system is self-venting.
NOTE: Do not crack fuel lines open to bleed.
The secondary fuel filter (5) is a 2 micron filter. Fuel flows from the transfer pump through the
Engine ECM and then to the inlet of the secondary filter.
NOTE: Do not pre-fill new fuel filters prior to installation on the engine.
The C4.4 and C6.6 engines use a new "quick-connect" type of fuel fitting (4). These fittings
can be removed and installed without using any special tools.
To remove the fuel line connector, depress the lock release tab on the fuel line fitting (2).
The release tab (5) is the narrow tab near the open end of the fitting. Light finger pressure is
normally all that is required to depress the tab.
NOTE: The new "quick connect" fittings are serviced as a fuel line assembly only.
If the fitting or the fuel line become damaged or they start to leak, a new fuel line
assembly must be installed.
12/07 Engines
10
4
5
9
1 6
8
7
12
The fuel injection pump group (1) is a gear driven assembly mounted to the back of the front
timing cover on the left hand side of the engine.
Fuel from the primary fuel filter (not shown) enters the transfer pump (2) at the pump inlet
fitting (3). The internally regulated pump pressurizes the fuel to 300 - 400 kPa (43 - 58 psi).
The high pressure fuel pump pressurizes the fuel to above injection pressure. The high pressure
pump is a two piston pump capable of developing pressures up to 160 MPa (23,200 psi). The
high pressure pump is not lubricated by fuel, but is instead lubricated by engine oil supplied by
a pressure line (4) from the left side engine oil galley.
The injection pump solenoid (5) adjusts the injection pump output pressure to the common
rail manifold. The Engine ECM monitors the fuel rail pressure sensor and sends a signal to
the pressure control which will spill or "bleed off" excess pressure from the head of the high
pressure pump. Excess fuel pressure not needed for injection is returned to the fuel tank.
12/07 Engines
Secondary engine speed and engine position are determined by the secondary engine speed/
timing sensor (6). The Engine ECM monitors this sensor and the primary engine speed/timing
sensor to determine crankshaft position (compression or exhaust stroke) and engine rpm.
If the Engine ECM does not receive a signal from the secondary speed position sensor due to a
sensor or wiring fault, the engine will not start due to fuel injection being disabled.
If, however, the sensor or the wiring fails while the engine is running, the Engine ECM will
not shut down the engine. The Engine ECM will continue to fire the fuel injectors based on
the secondary speed/timing sensor signal the Engine ECM detected at last engine startup. The
individual status of the primary and secondary engine speed/timing sensors can be monitored
using Status Screens in Cat ET.
The fuel injection pump must be timed to the engine and the pump must be removed to be
timed. The fuel pump must also be locked before removal. To lock the pump, loosen the
locking pin (7) and slide washer so that the shoulder of the locking pin fits through the larger
hole in the washer. Tighten the locking pin to the proper torque to lock the pin.
The fuel injection pump timing is necessary for two reasons:

- The pump stroke must be in phase with the fuel injection
- The speed/timing sensor must be timed to the engine
NOTE: When the pump is removed, a special tool (278-2639) is required to ensure the
fuel pump shaft is in the correct position (timed to the engine)
Fuel is routed from the transfer pump outlet line (8) to the Engine ECM.
From the high pressure pump, high pressure fuel is directed to the common rail manifold (9),
through the line on upper right side of the pump housing. Next to the high pressure fuel supply
line is a return line (10) from the high pressure pump to the tank. There is an orifice in this
line. The orifice maintains a housing pressure inside the fuel pump.
NOTE: The injection pump group assembly is serviced as a unit. The fuel transfer
pump and the secondary speed/timing sensor can be replaced separately.
The procedure for the fuel injection timing check can be found in service publication
"Testing and Adjusting C4.4 Engines for Caterpillar Built Machines" KENR6443 or
"Testing and Adjusting C6.6 Engines for Caterpillar Built Machines" KENR5291.
12/07 Engines
Pump
Solenoid
HIGH PRESSURE FUEL PUMP Check Valve
Spool
From
Transfer Check
Pump Valves
Check Valve Plunger

Pump Solenoid
High Pressure
Outlet
Plunger Fuel
Plunger Manifold
Spring Shuttle
High Pressure
Fuel Injection
Pump Cam Roller
Pump
Solenoid
Fuel
Manifold Shuttle
Plunger
Fuel Transfer
Pump
Secondary
Fuel Filter
Drive Shaft Cam Lobes
Fuel Transfer
Pump
13
The fuel injection pump combines the transfer pump and high pressure fuel injection
pump in one unit.
The injection pump includes two pump plungers and two cam journals. On the four cylinder
engine injection pump each cam journal includes two cam lobes, which causes each pump
plunger to stroke two times for each revolution of the pump. On the six cylinder engine
injection pump (shown in this illustration) each cam journal includes three cam lobes, which
causes each pump plunger to stroke three times for each revolution of the pump.
The high pressure fuel injection pump is capable of developing pressures up to 160 MPa
(23,200 psi). The high pressure pump is lubricated by engine oil supplied by a pressure line
from the left side engine oil galley.
The injection pump solenoid controls the injection pump output pressure to the common rail
manifold. The Engine ECM sends a signal to energize the the injection pump solenoid. The
solenoid will move up to spill or "bleed off" excess pressure from the head of the high pressure
pump. Excess fuel pressure not needed for injection is returned to the fuel tank. The solenoid
is currently shown de-energized, blocking the fuel from being drained to the tank.
12/07 Engines
The check valves will seat and unseat depending on the pressure being sensed. The shuttle
senses the fuel pressure in the two pumping chambers above the plungers. The shuttle shifts to
allow the higher pressure to be sensed at the solenoid spool.
Engine speed and engine position are determined by the secondary engine speed sensor
(not shown and located on the injection pump). The Engine ECM monitors the secondary
engine speed sensor and the primary engine speed sensor (located at the rear of the engine) to
determine crankshaft position and engine rpm.
If the Engine ECM does not receive a signal from the secondary speed/timing sensor due to a
sensor or wiring fault, the engine will not start. The secondary speed/timing sensor is critical
for engine cranking.
However, if the secondary speed/timing sensor or wiring fail while the engine is running, the
Engine ECM will not shut down the engine.
The Engine ECM will continue to fire the fuel injectors based on the secondary speed/timing
sensor signal the Engine ECM detected at last engine startup. The status of the both engine
primary and secondary speed/timing sensors can be monitored using Cat ET.
If the primary engine speed timing sensor fails, the engine will continue to run, but is derated
by 60%.
12/07 Engines
2 4
14
The common rail fuel manifold (1) is mounted to the rear of the inlet air manifold on the left
hand side of the engine. High pressure fuel from the high pressure pump enters the Common
Rail manifold at the inlet fitting (2). The common rail manifold distributes the high pressure
fuel evenly to the six "internally hardened" steel fuel injector supply lines (3). The steel fuel
lines pass through the valve cover base and connect to individual fuel injectors.
Due to the unique "internally hardened" manufacturing process of the fuel injector supply lines,
it is required that the fuel lines be replaced whenever they have been "cracked" or disconnected.
Cracking or removing the fuel lines can disturb the internal hardening of the high pressure fuel
lines and cause them to fail. Failure of a high pressure fuel line can result in a machine fire,
personal injury. or death. Order new genuine Caterpillar replacement fuel lines whenever a
fuel injector supply or high pressure pump output fuel line is removed.
A fuel rail pressure sensor (4) is used to monitor the pressure of the common rail high pressure
fuel system. The Engine ECM will monitor the signal from the fuel rail pressure sensor and
maintain optimum fuel system pressure for any given load or temperature condition.
12/07 Engines
If the fuel rail pressure sensor detects a rail pressure above 160 mPa (23,206 psi) a diagnostic
code will be set and the Engine ECM will default to "Limp Home Mode." "Limp Home Mode"
limits the engine to a maximum of 1200 rpm and will also limit turbocharger boost pressure
and injector timing. The high fuel pressure diagnostic code must be cleared using Cat ET
before the Engine ECM will return the engine to normal power. Stopping and restarting the
engine by cycling the key start switch will not reset a "Limp Home" condition. The status of
the fuel rail pressure sensor may be monitored using Cat ET.
NOTE: The "Limp Home" Mode is not the same as the Back-up Mode described
elsewhere. The Back-up Mode is also sometimes referred to as "Limp Home."
A fuel pressure relief valve (5) is used to protect the high pressure fuel system from fuel
pressure spikes. The fuel pressure relief valve will start to open at 160 mPa (23,206 psi) and
withstand a pressure spike of up to 190 mPa (27, 557 psi). Fuel that passes the fuel pressure
relief valve is returned to the fuel tank. If the fuel pressure relief valve has opened, engine
derate and a diagnostic code will result. The cause of the high pressure must be corrected and
the relief valve and common rail manifold should be replaced. Cat ET and a factory password
must be used to clear the diagnostic code and restore the engine to normal power levels.
A small amount of fuel from each fuel injector is allowed to "leak" into a common passage in
the cylinder head. This fuel leak helps to cool the fuel injectors by allowing more fuel to pass
through the injector than is necessary for injection into the combustion chamber. A fuel return
line is fitted to the rear of the cylinder head to return this excess fuel to the inlet side of the fuel
transfer pump. Refer to illustration 33 for fuel line routing.
The glow plug buss bar (6) is visible at the left rear of the cylinder head. The status of
the glow plugs can be monitored using Cat ET. If the engine coolant temperature and the
air temperature in the induction manifold is too low the glow plugs will be activated. The
indicator on the monitor will come on when the engine start switch key is in the ON position.
The engine can be started after the indicator goes off.
NOTE: The starting aid system will be enabled at any temperature below
+5 degrees C. The glow plug relay is controlled by the engine ECM, which connects or
disconnects the relay electrical ground.
The time duration for the glow plugs to activate is controlled by internal mapping in the
engine ECM, depending on the coolant and outside air temperatures.
If a fault develops in the glow plug circuit, a diagnostic code 2246-05 or 2246-06 will
be generated and stored in the Engine ECM.
12/07 Engines
1
2
15
The injector serial number (1) and confirmation code (2) are used for trimming the injector.
The bar code (3) is used during injector production. Document the injector serial number and
confirmation code before installing a new injector.
Cat ET is used to flash the ECM with the proper injector trim file. The injector trim file can be
found on the CD that comes with the replacement injector or on the Service Information System
(SIS) Web.
The C4.4/C6.6 engines have an "Adaptive Trim" (self-calibration) process that occurs
approximately every 125 hours. The Adaptive Trim process will only occur when the engine
is idling. The Adaptive Trim process ensures injection efficiency and trims each injector
accordingly. A slight audible change may be noticed, but the trim process has no effect on
engine performance.
If any of the injectors are out of tolerance, a diagnostic code will be set. The Fuel System
Verification Test in Cat ET can be used to manually perform the Adaptive Trim process if
necessary.
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The left illustration shows the high pressure fuel injector. When replacing an injector, the
following parts must also be replaced:
- injector pipe
- O-ring (1)
- copper injector washer: The copper washer is installed at the top of the injector tip (2).
- injector hold down bolt
- injector pipe
- rubber boot: seals the valve cover opening
- valve cover gasket
When removing a pipe and reusing an injector, always cap the injector immediately until ready
to install a new pipe. Then, finger tighten all pipes and clamps first, and torque properly.
Do not over tighten the solenoid connections on top of the injector. Use the proper torque
specification in the service information.
NOTE: When removing an injector on the C4.4/C6.6 engine, move the intake rocker
arms to gain access to the injector hold down bolt. It is not necessary to remove the
complete rocker arm shaft.
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DE-ENERGIZED ENERGIZED
Solenoid
Supply Supply
Return
Valve
Stem
Inlet
FUEL INJECTOR
OPERATION
Nozzle Nozzle
16
This illustration shows the internal components and fuel flow in the common rail fuel injector.
When the Engine ECM energizes the solenoid (start of injection), the valve stem raises. The
valve stem directs fuel from the fuel rail manifold to the injector nozzle. The nozzle moves up
and fuel is injected.
When the solenoid is de-energized by the Engine ECM, the valve closes and blocks fuel flow
from the manifold.
With the nozzle closed, any excess fuel is sent to the upper face of the valve and directed into
the leak off return passage in the injector body.
The leak off fuel then passes through the gallery in the head to the return to the fuel tank.
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17
Installed in the air inlet manifold on the left front of the engine are the inlet air temperature
sensor (1) and the inlet air pressure sensor (2).
The inlet air temperature sensor is a passive 2 wire sensor and provides an input to the Engine
ECM. The signals from the inlet air temperature sensor and the coolant temperature sensor are
used to determine engine starting aid requirements and to trim (adjust) injector pulse width as
engine operating temperatures change.
The air inlet pressure sensor is an active 3 wire sensor. The Engine ECM will use the signal
from this sensor to determine boost pressure supplied by the turbocharger.
At first key on, and before the engine is started, the Engine ECM will use the signal from the
air intake manifold pressure sensor to determine atmospheric pressure. After the engine has
started, the signal from the sensor is used to determine the amount of boost or pressure present
in the inlet manifold.
NOTE: If the machine is roaded in mountainous terrain, a loss of engine performance

may result as operating elevation increases. If a reduction in engine power is noticed
or a significant increase in exhaust smoke is observed, move the machine to a suitable
place away for other traffic or activity and stop the engine. Next turn the key back to
the ON position.
The Engine ECM will now determine atmospheric pressure related to the current
elevation. The Engine ECM will adjust fuel delivery and boost levels to obtain best
performance at the new atmospheric pressure setting.
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The Engine ECM will also signal the fuel pump pressure solenoid to raise or lower fuel rail
pressure depending on the amount of pressure measured inside the air inlet manifold and the
targeted engine rpm.
If boost pressures exceed the maximum allowed by the boost pressure map software in the
Engine ECM, the Engine ECM will signal the smart wastegate control solenoid to open and
limit the turbocharger output. During an over boost condition the Engine ECM will also signal
the fuel pump solenoid to lower fuel pump output pressure resulting in less fuel injected to the
cylinders and less heat in the exhaust gasses exiting the cylinder head.
In the event of a failure of the air inlet pressure sensor or sensor wiring, the Engine ECM will
default the smart wastegate solenoid to "open" (no or very low boost) and command the fuel
pump solenoid to supply minimum pressure to the fuel rail, effectively providing a fuel/torque
engine derate.
Status of the air inlet temperature sensor and the air inlet pressure sensor may be monitored
using Cat ET.
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18
Primary engine speed data is provided by the primary engine speed/timing sensor (1). This
"Hall effect" type sensor is located on the left hand side of the engine block below the Engine
ECM. A stamped metal toothed, tone ring is attached to the rear flange of the crankshaft. As
the notches of the tone ring pass the face of the Hall Effect sensor the notches cause the sensor
to "switch," or go from a low voltage state to a high voltage state. The switching of the sensor
is converted to a digital signal within the sensor and is monitored by the Engine ECM. The
rate, or speed, of the switching translates into engine rpm.
The toothed tone ring has one tooth that is wider than all the other teeth. This wide notch is
often referred to as the index notch. The wider notch provides crankshaft position information
to the Engine ECM. On the C6.6 engine, alignment of the wide notch to the primary speed
sensor face does not indicate that the number one piston is at TDC.
Failure of the primary engine speed/timing sensor while the engine is running will cause the
Engine ECM to look at the secondary speed sensor on the fuel injection pump for engine speed
information. The engine will continue to run using only the secondary speed/timing sensor
signal for engine rpm and the stored primary speed/timing sensor information for crankshaft
position. This failure results in an active code being logged and an engine derate of 60%.
The engine oil pressure sensor (2) is also located on the left hand side of the cylinder block.
The sensor is installed in the left engine oil galley below and forward of the Engine ECM. Low
engine oil pressure, engine oil pressure sensor failure, or wiring failure will not result in an
engine derate or shutdown. One of these problems will cause a fault to be logged in the Engine
ECM. The status of the primary engine speed/timing sensor and the engine oil pressure sensor
can be viewed by using Cat ET.
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Cab
Heater
Thermostat Coolant Temp
Housing Sensor
Coolant
Fill Cap Bypass Tube To Cylinder
Block
Coolant
Air Conditioning Comdenser

Expansion
Tank
Hottest > 92 C
ATAAC
Main Control
Valve Group
Increasing
Coolant 87 C
Back Temperature
Pressure
Valve
Coldest < 81 C
Cooler
Bypass
Valve
Jacket Internal Engine
Radiator
Water Pump Oil Cooler
Top
Speed Machine ECM
Tank Cooling Fan Engine ECM
Sensor Solenoid Valve
CAN Data Link
U CDL
n
Hydraulic Oil
Temp Sensor
Motor Flow Control

Hydraulic Oil Valve
Cooler
Fan Drive
Main Return
Pump M300D SERIES COOLING SYSTEM
Filter ENGINE AT OPERATING TEMPERATURE
19
COOLING SYSTEM
Shown above is a schematic of the cooling system for the a M300D Wheeled Excavator with
the C4.4/C6.6 ACERT™ engine.
Coolant flows from the bottom of the radiator to the jacket water pump, and through the
cylinder block. In the cylinder block, coolant flows through the internal engine oil cooler and
around the cylinders.
From the cylinder block coolant flows to the cylinder head. In the cylinder head, all of the
coolant flows forward towards the temperature regulator housing.
From the front of the cylinder head, coolant will either flow back to the water pump through
the bypass tube or to the radiator, depending on the temperature of the coolant. On cold engine
startup, the temperature regulator will be closed forcing coolant to recirculate through the
engine via the coolant bypass tube.
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When the coolant temperature rises to 82° C (180° F), the coolant regulator begins to open
and the hot coolant will begin to flow through the upper radiator hose and into the top of the
radiator. As the hot coolant travels down the radiator core, the coolant gives up its heat to the
moving air stream created by the engine fan. The cooled coolant exits the radiator at the lower
radiator outlet and returns to the jacket water pump inlet via the lower radiator hose.
A hydraulic demand fan is used to provide cooling for the radiator and the hydraulic oil cooler.
The fan drive pump directs oil to the fan motor, the flow control valve, and the cooling fan
solenoid valve.
The cooling fan solenoid valve is used to control the fan speed. Oil flowing through the
solenoid valve controls the amount of oil that is bypassed around the motor through the flow
control valve.
The cooling fan solenoid valve is a proportional solenoid valve that is controlled by the Engine
ECM. The Engine ECM uses the hydraulic oil temperature from the hydraulic oil temperature
sensor and the engine coolant temperature sensor to determine the fan speed. The Engine ECM
uses this information to constantly vary the signal to the engine cooling fan solenoid valve to
maintain the desired fan speed.
NOTE: On the M300C Series the demand fan solenoid was controlled by the Machine
ECM.
Fan speed decreases as the current to the solenoid increases because the amount of oil
bypassing the fan motor increases as the current increases.
The solenoid valve allows the greatest amount of oil to bypass when the hydraulic oil
temperature is less than 60° C (140° F ) or the engine coolant temperature is less than 80° C
(176° F).
In the case of an electrical failure, the flow control valve acts as a relief valve to control
maximum fan speed.
A belt driven fan, is mounted to the front of the engine and behind the Air To Air After Cooler
(ATAAC) core and the air conditioning condenser. In the blower configuration, cooling air is
drawn through the sides of the engine compartment and pushed through the Air To Air After
Cooler (ATAAC) core and the air conditioning condenser.
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M300D DEMAND FAN SELF-CALIBRATION
CONDITION EFFECT RESULT
Coolant and oil Machine ECM decreases

Fan speed is too fast.
temperature decrease. fan speed.
CONDITION EFFECT RESULT
Coolant and oil Machine ECM increases

Fan speed is too slow.
temperature increase. fan speed.
20
The demand fan system on M300D Excavators does not require calibration. If the fan speed
is too fast, the coolant and oil temperatures will decrease. As a result of the decreasing
temperature, the Engine ECM will increase the current to the demand fan solenoid so that more
oil is allowed to bypass the demand fan motor.
With less oil available to the demand fan motor, the fan speed decreases. Likewise, if the fan
speed is too slow, the coolant and oil temperatures will increase. As the temperatures increase,
the Engine ECM will decrease the current to the demand fan solenoid so that less oil is allowed
to bypass the demand fan motor, which causes the fan speed to increase.
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2 21
22
The demand fan (1) can be accessed from the top of the machine. The demand fan can be
easily raised to access the radiator (2) and the hydraulic oil cooler (3).
The hydraulic demand fan motor (4) and fan speed solenoid (5) are shown in the lower
illustration.
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23
24
2
The fan pump (1) for the demand fan system is located at the rear of the machine on the right
side. The fan pump is mounted on the end of the swing pump.
The test port (2) to check the fan speed is located on the test panel behind the operator’s
compartment. A symbol (3) on the decal shows which test port to use.
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25
The coolant temperature sensor is installed in the front left corner of the cylinder head (1). The
coolant temp sensor is a "passive" two wire variable resistor type sensor.
When the values of either the coolant temperature sensor or the intake manifold temperature
sensors (whichever is lowest) indicate an engine temperature of 4° C (40° F) the Engine ECM
will activate the glow plugs.
The engine coolant temperature regulator housing (2) is located at the front of the engine on the
top of the cylinder head. The coolant temperature regulator is preset to start to open and allow
coolant to flow to the radiator at 82° - 87° C (180° - 189° F). The coolant regulator will be
fully open allowing maximum flow at 95° C (203° F).
The expansion tank fill cap is also shown (3).

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2 1
3 4
26
An Air To Air After Cooler (ATAAC) (1) is used to cool the intake air after being compressed
by the turbocharger.
A proper coolant level fill will be indicated by a sight glass (2) that is at least half full to
completely full without being over the top of the sight glass.
The air conditioning condenser (3) is mounted to the front of the ATAAC.
The air filter (4) has changed significantly from the M300C Series. The filter uses Axial Flow
Technology, with forced dust evacuation.
The evacuation hose connects to the ATAAC hood.

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C6.6 / C4.4 ACERT AIR INTAKE AND EXHAUST SYSTEM
Intake Air Air to Air Turbocharger

Manifold After Cooler
Turbine
Side
Exhaust
Manifold Air Inlet
Intake Exhaust
From
Valve Outlet
Air Filter
Exhaust
Valve Compressor
Side
Engine Smart Output Wastegate

ECM Wastegate Pressure Actuator
Solenoid Line
Primary Coolant Inlet Air
Speed/Timing Temp Pressure
To Atmosphere
Sensor Sensor Sensor
27
AIR SYSTEM
The C6.6 uses a single, conventional turbocharger with an attached wastegate.
Intake air is drawn into the engine air precleaner by the vacuum created by the compressor
wheel in the turbocharger. The intake air is then drawn through the air cleaner elements in the
air cleaner housing where any fine contaminant’s are removed by the filter elements. Cleaned
intake air is then drawn into the compressor side of the turbocharger.
The turbocharger compresses the intake air and forces it out of the compressor outlet The
heated and compressed intake air next flows to the inlet of the ATAAC core. As the intake air
passes through the ATAAC core, the air is cooled by the flow of air from the engine fan and
becomes more dense.
Compressed, cooled intake air is next directed to the inlet air manifold, through the inlet air
tube, and into the cylinder head. During the intake stroke, air is forced into the cylinders
around the intake valves in the cylinder head.
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The exhaust manifold directs exhaust gasses to the turbine side of the turbocharger. Hot,
high pressure exhaust gasses contact the blades of the turbine wheel inside the turbine
housing causing the turbine shaft to spin. The turbine shaft is mechanically connected to the
compressor wheel on the inlet side of the turbocharger.
The hot exhaust gas stream gives up most of its energy to the exhaust turbine wheel. This low
energy exhaust stream exits the turbine housing through the turbine nozzle, flows through the
exhaust pipe and into the muffler, and finally exits at the exhaust stack.
Wastegate control is accomplished with an electrical solenoid that is controlled by the Engine
ECM. Based on inputs from the speed timing sensor, the coolant temperature sensor, and the
inlet air pressure sensor, the Engine ECM will optimize turbocharger boost pressure to suit
engine load and speed conditions. This technology is referred to as a "Smart Wastegate."
During normal operation, the vent valve of the Smart Wastegate solenoid is open allowing
Smart Wastegate output air pressure to vent to atmosphere. As turbocharger boost pressure
increases, the Engine ECM will begin to close the wastegate vent valve through the use of a
pulse width modulated current. As the vent valve closes, the output pressure at the wastegate
actuator begins to build and will overcome the return spring in the actuator allowing the
wastegate valve to open.
Opening the wastegate valve allows hot exhaust gas to bypass the exhaust turbine wheel in the
turbocharger which reduces turbocharger shaft speed.
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2 5
4
7
1
6
3
28
Turbocharger boost is controlled by the Smart Wastegate solenoid (1) mounted on the lower
right hand side of the cylinder block. The Smart Wastegate solenoid receives a variable current
from the Engine ECM to control engine boost pressure.
A metal tube (2) is connected from the air inlet manifold to the inlet fitting of the wastegate
solenoid. The wastegate actuator supply tube (3) connects the solenoid to the wastegate
actuator (7) mounted on the turbocharger assembly (8).
When commanded by the Engine ECM, the wastegate solenoid begins to close, allowing inlet
manifold air pressure to overcome the spring in the wastegate actuator.
Opening the wastegate will allow a portion of the hot exhaust gas stream to bypass the vanes of
the turbocharger turbine wheel, slowing the wheels rotation and limiting boost pressure.
During normal operation, the wastegate vent valve (4) is opened by the wastegate solenoid
which allows inlet manifold air pressure to vent to the atmosphere. As engine speed and or
load increases, the Engine ECM will monitor boost from the inlet air pressure sensor, and the
Engine ECM will begin to close the smart wastegate solenoid.
12/07 Engines
Closing the wastegate vent valve supplies full intake manifold air pressure to the wastegate
actuator allowing the wastegate valve to open.
The turbocharger oil supply line (5) and oil drain line (6) can also be seen in the illustration.
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2
5
6 4
3 1
29
The above illustration shows an overhead view of the C6.6 engine cylinder head with the
rocker cover removed.
The C6.6 is a four valve per cylinder engine with the valves arranged in an I.E.-I.E.-I.E.-I.E.-
I.E.-I.E. manner from the front of the cylinder head to the back. Intake valves are actuated by
the long rocker arm (1) which presses down the intake valve bridge (2) and unseats the intake
valve pair. Short exhaust rocker arms (3) are used to depress the exhaust valve bridge (4) and
open the exhaust valves.
The electronic fuel injector (5) is centrally located between the intake and exhaust valve pairs
for each cylinder. The Engine ECM will control the duration and timing of the fuel injector in
relation to sensor inputs to achieve maximum fuel efficiency emissions compliance.
A large rubber boot (6) seals the opening in the valve cover base where the high pressure fuel
injector supply line passes through the base and connects to the fuel injector.
The cylinder head features a "crossflow" design where the intake air enters the left side of the
cylinder head and the exhaust gasses exit the right side through the exhaust manifold (7).
NOTE: Production engines used will not have exhaust temperature probe ports in the
exhaust manifold flanges.
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CAT ET DIAGNOSTICS
- View engine derates
- View component status
- Configure engine parameters
- View diagnostic codes and events
- Flash ECM
- Perform diagnostic tests
30
ENGINE DIAGNOSTICS
Caterpillar Electronic Technician (Cat ET)
Cat ET can be used to diagnose problems with the C4.2/C4.4 and C4.4/C6.6 engines. The
following tasks can be performed with Cat ET to aid in engine diagnosis:
- View engine derates
- View component status
- Configure engine parameters
- View diagnostic codes and events
- Flash ECM
- Perform diagnostic tests
Before performing the above tasks ensure the engine cranking speed is greater than 150 rpm
and the fuel rail pressure (while cranking engine) is greater than 17235 kPa (2500 psi).
12/07 Engines
31
This screen displays all the warning, derate, and shutdown levels that are currently set within
the ECM.
The derates cannot be changed but the derate information can be useful for diagnosing engine
faults.
A warning represents a serious problem with engine operation, but a warning condition does
not require a derate or a shutdown.
When an engine derate parameter is reached, the Engine ECM decreases the engine’s power to
help prevent possible engine damage.
When an engine shutdown parameter is reached, the Engine ECM shuts down the engine to
help prevent possible engine damage.
When the Engine is derated by the Engine ECM, the ECM will decrease engine performance by
either reducing the fuel or by limiting the engine speed. The engine is derated according to the
derate map in the specific machine application.
NOTE: The engine derate information as shown in this illustration is not always
available and is dependent on the particular flash file.
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32
Different status screens for the engine can be accessed in Cat ET.
The Core Engine status screen displays a number of parameters that are primarily used by
engineering in the development of the engine. Specifications and ranges are not provided for
these parameters.
Engine Speed is the actual speed of the engine. In throttle cab switch position one, the desired
Engine Speed should be 1109 rpm. The Engine ECM will try to maintain the actual engine rpm
at this value.
Other throttle positions have other desired engine speeds.
The Engine Power Derate parameter is the last description shown. If a derate has occurred a
derate percentage will be shown.
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33
Engine Pressure and Temperature status screen displays additional information for the
technician to use for monitoring the engine systems.
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34
The General Engine and Machine status screen, besides showing engine speed and desired
speed again, also shows the condition of the AESC (AEC) switch and the engine shutdown
switch.
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35
The Fan Control status screen displays parameters related to the control of the demand fan.
NOTE: A reversing fan option might might be available in future updates to the
machines.
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36
The Ten Position Throttle Switch status screen displays the condition of the the throttle cab
switch position as well as the condition of the throttle inputs to the Engine ECM.
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37
The No Start Parameters status screen displays inputs from the primary and secondary speed
sensors and the fuel rail pressure.
The screen can be used to make sure the primary and secondary engine speed/timing sensors
are working correctly.
If the secondary engine speed/timing sensor has failed the engine will continue to run, but the
engine cannot be restarted.
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38
he Security System status screen shows whether the Machine Security System (MSS) is
"installed" or not "installed."
MSS can be used to prevent the machine from starting without the use of the correct key as
well as control the time periods the machine can be started with the key.
12/07 Engines
39
Engine ECM configuration screen within Cat ET is used to configure engine parameters.
Most of the parameters cannot be changed.
Functions that are disabled can be changed to enabled and vice versa.
FLS and FTS can be changed with special permission from the Factory.
The Fan Control Configuration has a new parameter. Either "Standard" or "High Ambient"
values can be selected for the Hydraulic Cooling Fan Map.
The maximum cooling fan speed is lower in "Standard" than in "High Ambient."
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40
The Engine Current Totals screen displays actual engine operating hours as well as various
indicators to assist in determining fuel consumption.
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41
This illustration shows the diagnostic tests (arrow) that can be performed with Cat ET. The
diagnostic tests are:
- Injector Solenoid Test - The Injector Solenoid Test verifies that the circuits from the
ECM to the injectors are functioning properly. The ECM injector power supply, the
wiring harnesses, and the injector solenoids are tested.
- Override Parameters - The Override Parameters function enables circuits such as

the engine fan speed, fan reverse solenoid, and glow plugs to be turned on or off for
troubleshooting purposes.
- Cylinder Cutout Test - The Cylinder Cutout Test allows selected cylinders to be
disabled ("cutout") to help determine if a cylinder is misfiring.
- Wiggle Test - The Wiggle Test function allows the user to determine if there is an
intermittent wiring problem by indicating which parameter on the screen has moved
beyond a predetermined range while "wiggling" the wiring harness, sensors, connector,
etc.
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- Fuel Rail Pump Solenoid Test - The Fuel Rail Pump Solenoid Test verifies that the
circuits from the ECM to the pump solenoid are functioning properly. The ECM pump
solenoid power supply, the wiring harnesses, and the pump solenoid are tested.
- Fuel System Verification Test - The Fuel System Verification Test performs corrections
if needed to the current "start of injection time." The verification test ensures all injectors
are trimmed correctly, running efficiently, and maintaining emissions output from the
engine.
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42
The Caterpillar Electronic Technician (ET) is used to load the injector trim files into the
Electronic Control Module (ECM).
The Injector Trim Calibration screen shows the serial number of each injector as well as the file
version.
The injector trim files must be loaded into the ECM if any of the following conditions occur:
- An electronic unit injector is replaced.
- The ECM is replaced.
- Diagnostic code 0268-02 is active.
- Electronic unit injectors are exchanged between cylinders.
From the Injector Trim Calibration menu, select the appropriate cylinder. Click on the
"Change" button. Select the appropriate injector trim file from the PC.
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43
For some diagnostic test a parameter can be overridden in order to perform a test.
Select a parameter to override, then select change to either change the value or condition of the
parameter.
Once a test is complete and the technician leaves the Override Parameter status screen, any
parameter changed will return to the default or to the parameter’s normal condition.
NOTE: The fan reversing option is not available at the time of the release of this
publication.
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44
The Test ECM Mode screen allows the technician to activate a time clock to track the elapsed
time for a diagnostic test on the ECM.
"Test ECM Mode" should only be used as the final confirmation that the original ECM is faulty
or not.
"Test ECM Mode" can be selected from the "Service" drop down menu.
Once "Test ECM Mode" has been activated, the Test ECM Time remaining will count down
from 24 Hrs. The time is displayed in hours and minutes.
If the user selects the "Terminate" button, a warning is given which indicates that if the "Test
ECM Mode" is terminated this ECM will no longer be able to be used as a Test ECM.
When the time has less than one hour remaining, the text indicating the time remaining will
increase in size boldness. A warning will also be displayed at the bottom of the screen that
there is less than one hour test time remaining.
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If the user selects "Reactivate" then the time will be reset to 24 hrs. All configuration values
that may have been modified while in ‘Test ECM Mode’ will be reset to their original values.
Once "Test ECM Mode" time has elapsed the ECM can no longer be used as a Test ECM. The
"Test ECM Mode" Status will show Inactive and the Test ECM Time Remaining will be 00
hours 00 min.
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9
1
6
4
8 6
45
Monitor
The monitoring system that can also be used to diagnose the engine and view various
parameters. Parameters shown above include:
- engine speed dial indicator (1)
- fuel level (2)
- hydraulic oil temperature (3)
- engine coolant temperature (4)
- machine speed (5)
Quick access buttons (6) allow the operator to set up the monitor to access frequently used
display screens.
The lower buttons (7) are used to scroll through the monitor screens.
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If a fault occurs an error message will show on the screen. (8).
The monitoring system provides three warning categories.
- The first warning category requires only operator awareness. This type of warning will
be indicated by a message on the display screen.
- The second warning category requires a change to the machine operation or a change to
the maintenance of the machine. This type of warning will be indicated by a message on
the display screen and by a blinking of the Alert Indicator (9).
- The third warning category requires immediate shutdown of the engine. This type of
warning will be indicated by a message on the display screen, by a blinking of the Alert
Indicator, and by a buzzer.
If multiple warnings are present in the system, the most important problem is shown first.
Press the right key or press the left key on the keypad in order to view all of the warnings
that are present in the machine. If no keys are pressed within five seconds, the display
will return to the most important problem.
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M300D MONITOR 12:01 10 12:01 10

ENGINE MAINTENANCE MAINTENANCE INFO ENGINE STATUS
JOB COUNTER
INFORMATION LIFE TIME
ENGINE SPEED
2345 RPM
TOOL OPERATING HRS. DESIRED ENGINE SPEED
ENGINE STATUS 2345 RPM
MAINTENANCE INFO JOB COUNTER FILTER/FLUID INTERV. BATTERY VOLTAGE
LIFETIME MACHINE INFO 24 V
TOOL OPERATING HRS FUEL PER HOURS
ENGINE STATUS PRESS OK TO CHECK 12 L
FILTER/FLUID INTERV JOB COUNTER HOURS
MACHINE INFO
: MOVE CURSOR
12:01 10 12:01 10
FILTER/FLUID INTERV. FILTER/FLUID INTERV.
ENGINE OIL HYDRAULIC PILOT OIL
1000 / 2000 H 1000 / 2000 H
ENGINE OIL FILTER RETURN HYD OIL FILTER
1000 / 2000 H 2000 / 1000 H
ENGINE COOLANT FUEL/WATER SEPER.
1000 / 2000 H 1000 / 2000 H
HYDRAULIC OIL FUEL FILTER
100 / 1000 H 1000 / 2000 H
: TO SCROLL : TO SCROLL
Every time an operating hour value becomes higher than the

corresponding change interval schedule, the color of the
numbers changes from white to red.
46
Through the Maintenance Menu within the monitor, the engine status can be checked as well as
the filters.
No passwords are required to observe these type of parameters.
Only the Engine Status and Filter/Fluid Interval screens are shown above.
Use the scroll buttons to view the entire list within a screen.
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M300D MONITOR - ENGINE SERVICE INFORMATION
10 10
SERVICE PASSWORD CHANGE
12:01 12:01
RESET SERVICE HRS
SERVICE TEMP. / PRESSURE TEMP./PRESSURE
PASSWORD CHANGE ENGINE OIL PRESSURE REGIONAL OPTIONS
345 KPA RESET JOB COUNTER
SET SERVICE HOURS
TEMP. / PRESSURES CLUTCH PRESSURE
SPEED UNITS 345 KPA STATUS
Dealer Option RESET JOB COUNTER INLET AIR PRESSURE
Only STATUS 345 KPA
CONFIGURATION
INLET AIR TEMPERATURE
PRESS OK TO CHANGE 45 C
DIAGNOSTIC
PASSWORD
: MOVE CURSOR : TO SCROLL
Dealer Can Set

12:01 10 12:01 10 12:01 10
Service Hours SET SERVICE HOURS SET SERVICE HOURS SET SERVICE HOURS
ENGINE OIL ENGINE OIL ENGINE OIL
Operator Can
3000 / 2000 H 3000 2000 H 3000 2000 H
Only Reset
ENGINE OIL FILTER ENGINE OIL FILTER ENGINE OIL FILTER
Service Hours
1000 / 2000 H 1000 / 2000 H 1000 / 2000 H
ENGINE COOLANT ENGINE COOLANT ENGINE COOLANT
1000 / 2000 H 1000 / 2000 H 1000 / 2000 H
PRESS OK TO CHANGE PRESS OK TO RESET PRESS OK TO CHANGE
HIGHLIGHTED INTERVAL SERVICE INTERVAL SERVICE INTERVAL
: TO CANCEL : TO CANCEL
: MOVE CURSOR : TO SELECT : TO SELECT
47
Engine "service information" can be monitored and changed using the monitor and the service
password.
The orange boxes in the upper left allow for either the operator or the technician to use. The
boxes in red are only shown if a dealer password has been entered.
Through the Service Menu, the dealer and/or operator password can be changed.
The illustration above shows the temperature screen as well as screens used to "set" the service
hours by the technicians of for the operator to "reset" the service hours.
The "set" service hours function can only be done by the dealer after a dealer password is
entered.
The operator can "reset" the service hours, which would be done after a filter or the coolant
was replaced.
Regional options and the ability to reset the job counter can also be done by either the operator
or the technician.
12/07 Engines
12:01 10 12:01 10 12:01 10

ACTIVE ERROR DIAGNOSTIC LOGGED ERROR
ECU : 123 - 1 ACTIVE ERRORS ECU : 123 - 1
ECU : 124 - 2 LOGGED ERROR ECU : 124 - 2
MCU : 134 - 3 LOGGED EVENTS MCU : 134 - 3
MCU : 234 - 4 MCU : 234 - 4
12 ACTIVE ERROR 4 LOGGED ERROR
PRESS OK TO SEE THE

ACTIVE ERRORS
: MOVE CURSOR : MOVE CURSOR
M300D MONITOR
DIAGNOSTICS
12:01 10
LOGGED EVENT
DIAGNOSTIC ACTIVE ERROR ECU : 123 - 1
LOGGED ERROR ECU : 124 - 2
LOGGED EVENT MCU : 134 - 3
MCU : 234 - 1
12 LOGGED ERROR
: MOVE CURSOR
48
The monitor "only" permits viewing of active errors, logged errors, and logged events.
Only by using Cat ET can logged errors and logged events can be deleted.
12/07 Engines
49
CONCLUSION
This presentation has provided information for the M300D Series Wheel Hydraulic Excavators
from Caterpillar.
This presentation covered the C6.6 and C4.4 ACERTTM Tier III engine systems.
When used in conjunction with the service manual, the information in this package should
permit the technician to do a thorough job of analyzing a problem in these systems.
For service repairs, adjustments, and maintenance, always refer to the Operation and
Maintenance Manual, Service Manuals, and other related service publications.

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GLOBAL SERVICE LEARNING

M300D SERIES WHEEL HYDRAULIC

Service Training Meeting Guide

Specalog "M313D Wheel Excavator" AEHQ5753

Estimated Time: 1 1/2 Hours

ENGINE INTRODUCTION ........................................................................................................5

ENGINE ELECTRONIC CONTROL ........................................................................................12

COOLING SYSTEM ..................................................................................................................32

AIR SYSTEM .............................................................................................................................39

ENGINE DIAGNOSTICS ..........................................................................................................44

"Fundamentals of Mobile Hydraulics Self Study Course" TEMV3002

Mounted to the right side of the C4.4 engine are the:

- smart wastegate control solenoid for the turbocharger (2)

- air conditioning compressor (5)

- disconnect switch (6)

- secondary fuel filter (8)

- engine oil fill tube (9)

- engine oil dipstick (10)

- engine oil filter (11)

- Engine ECM (1)

- common rail fuel manifold (2)

- fuel injector line (3)

- coolant overflow reservoir (4)

- coolant fill cap (5)

NOTE: The illustration is from a C4.4 engine.

C6.6 ACERT TIER III ENGINE

Breather C6.6 ACERT TIER III ENGINE

Thermostat Common Rail

- A4:E2 Engine ECM

- power take off (PTO)

- high pressure fuel pump

- common rail manifold

- isolated oil sump (to reduce noise levels)

M300D SERIES ENGINE SPECIFICATIONS

Machine Engine Net Power Max.Travel Speed Hi Idle Low Idle

M313D C4.4 95 kW (127HP) @2000 rpm 37 (23) 2100 1090

M315D C4.4 101 kW (135HP) @2000 rpm 34 (21) 2100 1090

M316D C6.6 118 kW (158HP) @1800 rpm 37 (23) 2060 1080

M318D MH C6.6 124 kW (166HP) @1800 rpm 25 (16) 2060 1070

M322D C6.6 123 kW (165HP) @2000 rpm 25 (16) 2060 1050

M300D SERIES ENGINE ELECTRICAL SYSTEM Armrest Position

Key Start Travel Pedal

Service (ET) Monitor

Intake Manifold Air Injector No. 1

Engine Oil Injector No. 4

Fuel Temperature Glow Plug Relay

ENGINE ELECTRONIC CONTROL

Basic C6.6/C4.4 Engine ECM Input Components:

- Primary Engine Speed/Timing, Active 2-Wire, Sensor: is used to provide primary

- Secondary Engine Speed/Timing, Active 2-Wire, Sensor: This sensor is used to

Basic C6.6/C4.4 Engine ECM Output Components:

M300D SERIES WHEELED EXCAVATORS

M300D SERIES WHEELED EXCAVATORS Electric Re-fueling

NOTE: Do not crack fuel lines open to bleed.