GLOBAL MANPOWER DEVELOPMENT

390D HYDRAULIC EXCAVATOR

ENGINE AND SUPPORT SYSTEMS
MODULE 2 - TEXT REFERENCE

SERV1884

390D Hydraulic Excavator

Module 2 - Engine and Support Systems
Text Reference

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© 2010 Caterpillar Inc.

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SERV1884 - 09/10 -2- Module 2 - Engine and Support Systems

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C18 ENGINE

The 390D Hydraulic Excavator is powered by the C18 ACERT™ (Advanced

Combustion Emissions Reduction Technology) electronic engine. This engine is also
equipped with a Mechanical Electronic Unit Injection (MEUI) fuel system and an
Air to Air AfterCooler (ATAAC) intake air system. The C18 engine is electronically
controlled, utilizing an A4:E4 Electronic Control Module (ECM) that is fuel cooled.

The C18 engine is an in-line six-cylinder arrangement with a displacement of 18

liters. Most of the service points are located on top of the engine or on the right side
of the engine. (The left side of the engine faces the rear of the machine.) Access
to the starter, engine oil drain, and other lower engine service points is more easily
accomplished by removing the engine access cover beneath the carbody.

The C18 is rated at 382 kW (513 hp) at 1800 rpm with a peak torque of 2056 n/m
(1516 ft/lbs). and meets U.S. Environmental Protection Agency (EPA) Tier III Emissions
Regulations for North America and Stage III European Emissions Regulations.

Engine oil and filter change intervals are set at 500 hours, using CH4 engine oil.
However, engine load factor, sulfur levels in the fuel, oil quality, and altitude may
negatively impact the oil change interval. Regular engine oil samplings (S•O•S)
should be performed to confirm oil cleanliness.

An electro-hydraulic demand fan is standard on the 390D. The demand fan can also
be equipped with a fan reversing valve and strategy.

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• Left side engine service points A number of major components and service points are accessible from the left side
(rear of the engine compartment): of the engine (rear of engine compartment). These service points may be accessed
from above, through the engine compartment door, or from beneath the carbody,
through access plates.

1. Fuel cooled A4:E4 Engine ECM The fuel cooled A4:E4 Engine ECM (01) is located above the starter. The J2/P2
connector contains 120 pins (shown above) and the J1/P1 connector is a 70-pin
connector.

2. Engine oil breather The engine oil breather (02) is located on top of the valve cover.

3. Fuel transfer pump The gear-type fuel transfer pump (03) is located at the front left of the engine, near
the bottom. The fuel transfer pump is driven by the front gear train.

4. Starter The starter (04) is accessible through the center, rear access panel beneath the
carbody.

5. S•O•S fuel sampling port The S•O•S sampling port for fuel (05) is installed on the hard steel fuel line, just
before the fuel enters the cylinder head. Fuel samples are taken after the secondary
fuel filter to determine if clean fuel is being supplied to the injectors.

6. Engine oil level switch An engine oil level switch (06), installed in the left side of the engine oil pan, is an
input device to the monitor (ECM). The engine oil level switch is a normally open,
single pole, single throw switch. If the engine oil level is too low, or if the machine is
operating on a steep slope so that the oil level switch closes (to ground), the monitor
detects the switch’s change of state and alerts the operator of the condition.
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1. Cam speed/timing sensor The cam speed/timing sensor (01) and the crankshaft speed/timing sensor (02) are
both located on the left side of the engine. The engine will start and run with no
2. Crankshaft speed/timing sensor derate if either of the sensors fails, but the operator will be warned of the sensor
failure on the monitor. (The engine will neither start nor run if both sensors fail.)
These two sensors provide the Engine ECM with speed and position information for
the cam and the crankshaft. These two speed sensors are both two-wire, Hall Effect
type sensors that do not require any air gap adjustments. The sensors are held in
place by a clip and bolt assembly that maintains their proper position. The two speed
sensors are not interchangeable.

3. Timing calibration probe port The timing calibration probe adapter can be threaded into the timing calibration port
(03) after removing the threaded plug. The timing calibration probe, or transducer,
can then be inserted into the adapter. A 1.0 mm (.040 inch) air gap between the end
of the probe and the machined surface of the crankshaft counterweight is necessary
when positioning the probe. The probe senses a notch that is machined in the
crankshaft counterweight. A cable connects the timing calibration probe to the timing
calibration connector (06).

4. Atmospheric pressure sensor The atmospheric pressure sensor (04) and the engine oil pressure sensor (05) are
installed in the manifold that is located on the lower left side of the engine block,
5. Engine oil pressure sensor forward of the Engine ECM. The signal from the atmospheric pressure sensor is
used by the Engine ECM software to calculate several pressure measurements and
engine strategies in most electronic ACERT engines.

NOTE: The signal from the atmospheric pressure sensor is compared to the
signal from other engine pressure sensors to determine the following:

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• ambient (absolute) pressure is the atmospheric pressure

• boost pressure is determined by comparing the atmospheric pressure
(sensor) to the intake manifold pressure (sensor)
• engine oil (gauge) pressure is determined by comparing the
atmospheric pressure (sensor) to the engine oil pressure (sensor)
• fuel (gauge) pressure is determined by comparing the atmospheric
pressure (sensor) to the fuel pressure (sensor)

Also, when the engine is started, the Engine ECM uses the signal from the
atmospheric pressure sensor as a reference point for calibration of the other
pressure sensors on the engine (if the key start switch is turned to ON for at
least five seconds before the engine starts).

6. Timing calibration probe The timing calibration probe connector (06) is fastened to the wiring harness from the
connector J2/P2 connector for the Engine ECM. A cable (7X1695) is used to connect the timing
calibration probe to this connector (as stated earlier).

7. Engine output speed sensor The engine output speed sensor (07) is installed in the top of the pump drive housing
on the left side (machine rear) of the engine. The signal from this sensor is used by
the Machine ECM to monitor engine speed for the Power Shift Pressure strategy that
is needed for main implement pump regulation. (The Power Shift Pressure strategy
is discussed in greater detail in the training module for the Main Hydraulic Pumps.)

8. Fuel pressure regulator The fuel pressure regulator housing (08) is located above the engine oil pressure
and atmospheric pressure sensor group. The fuel pressure regulator is a check valve
that is set to maintain the fuel pressure at approximately 560 kPa (81 psi) in the fuel
system.

9. Intake manifold air temperature The intake manifold air temperature sensor (09) is also located on the left side of the
sensor engine, rearward from the intake air tube and above the Engine ECM. This passive
sensor is a 5-Volt, two-wire, resistive-type sensor. The sensor output is an analog
voltage signal that decreases with increasing temperatures. The sensor’s signal to
the Engine ECM is used in several strategies, including cold start strategies, the
ether injection strategy, and engine derate strategies (in the case of overheating).
The signal from this sensor to the Engine ECM is shared with the Machine ECM,
through the CAN 1 Data Link, and is one of the inputs for determining hydraulic
demand fan control.

10. Intake manifold air pressure The intake manifold air pressure sensor (10) is located near the left front of the intake
sensor air manifold and just rearward of the cam timing sensor. The difference in pressure
between atmospheric pressure and intake manifold air pressure is referred to as
“boost” pressure. Boost pressure may be read on the status screen in Cat ET. The
boost pressure is a calculation of the difference between the signal from the
atmospheric pressure sensor and the signal from the intake manifold air pressure
sensor. A failure of the intake manifold air pressure sensor can cause the Engine
ECM to perceive a “zero boost” condition, resulting in a reduction in power (derate)
by as much as 60%.

NOTE: The intake manifold air pressure sensor, the atmospheric pressure
sensor, and the engine oil pressure sensor are all three-wire, active sensors.
They are supplied with 5 volts by the Engine ECM (“A” wire) and return a signal
back to the ECM that should measure between 0.5 volts and 4.5 volts (“C” wire),
if operating properly. The third (“B”) wire is the ground wire.

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1. Engine turning tool access hole The access hole for inserting the engine turning tool is also accessible from the left
(cover) side of the engine. It is located above the starter. Removing the two bolts and the
cover (01) allows the service technician to insert the 9S9082 engine turning tool,
which is used to manually turn the engine.

2. Top Center timing pin hole To find the Top Center position of cylinder number one, remove the threaded plug in
the TC port (02), then insert the longer bolt from the cover into the port. While
applying light pressure to the bolt, turn the engine in the direction of normal engine
rotation until the bolt drops into the hole that is machined into the front face of the
flywheel.

NOTE: A spring-loaded timing pin (136-4632) may also be used to find the Top
Center position, instead of the long bolt from the cover.

3. Starter mounting location The starter (not pictured above) is installed in the front side of the flywheel housing
at the lower left of the engine (03).

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Several major components and service points are accessible from the right side of
the engine (front of engine compartment) by opening the engine access door:

1. Turbocharger

2. Engine oil cooler

3. Engine oil fill cap

4. Cat ET service connector

5. Engine oil filter

6. Engine oil S•O•S tap

7. Engine oil drain valve

8. Engine oil dipstick

9. Secondary fuel filter

10. Fuel priming pump

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• Air filter switch (detects air filter The air filter switch assembly (arrow) is installed in the outlet of the air filter canister
restriction) (back of the air filter and battery compartment). The air filter switch detects air filter
restriction and is an input device to the Engine ECM.

The upper rubber portion of the assembly contains two small holes that are open to
ambient air pressure. The lower portion of the assembly is open to the intake air
passage and senses the air pressure between the air filter and the turbocharger.
As the air filter becomes clogged and inlet air flow is restricted, the vacuum created
by the turbocharger increases. A diaphragm inside the assembly moves outward
(downward) as the vacuum increases (much like the older mechanical air filter
restriction indicators). When the vacuum becomes great enough, the diaphragm
moves against and closes the normally open switch, also contained in the assembly.
The Engine ECM detects the change of state in the switch and shares that information
with the monitor (via the Cat data link). The monitor then alerts the operator, “Air
Filter Restricted.” Engine performance will be degraded in this condition.

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1. Radiator compartment The ATAAC core is located in the radiator compartment (1), at the left rear of the
machine. To cool the intake air, the turbocharger forces engine intake air through the
2. Cooler compartment core and one hydraulic demand fan draws outside air through the cooler’s fins. The
air is then drawn through the radiator core.

The fuel cooler core and hydraulic oil cooler are located in the cooler compartment
(2). The fuel flows through the tubes of the fuel core and the oil flows through the
tubes of the oil core while the other hydraulic demand fan draws air through the fins
to cool the fuel and oil.

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SERV1884 - 09/10 -10- Module 2 - Engine and Support Systems

(13)
Hand Fuel
Priming Pump C18 ACERT ENGINE FUEL DELIVERY SYSTEM
(10)
390D HYDRAULIC EXCAVATOR
Fuel Pressure
Test Port

(11)
Fuel S•O•S
Test Port (07)
Fuel Injectors (08)
Fuel (09)
(05)
Pressure Fuel
Secondary
Regulator Cooler
Fuel Filter

(06) Cylinder Head / Fuel Gallery

(12) Electric Fuel

Priming Pump

(03) (04)
(01)
Fuel Engine
Fuel Tank
Transfer ECM
Pump

(02)
Primary
Fuel Filter and
Water Separator

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C18 Engine Fuel Delivery System

1. Fuel tank Fuel is drawn from the fuel tank (01) through the 10-micron primary fuel filter and
water separator (02) by the gear-type fuel transfer pump (03). The fuel transfer
2. Primary fuel filter and water pump then forces the fuel through the fuel-cooled Engine ECM (04) and then to the
separator (10-micron) 4-micron secondary fuel filter (05).

3. Fuel transfer pump From the secondary fuel filter, the fuel then flows to the front of the cylinder head
through an external fuel line. The fuel enters the cylinder head and flows into the
4. Engine ECM fuel gallery (06) where it is made available to each of the six MEUI fuel injectors (07).
Any excess fuel not injected leaves the rear of the cylinder head and is directed to
the fuel pressure regulator (08).
5. Secondary fuel filter (4-micron)
The fuel pressure regulator is a check valve that is installed in the fuel pressure
6. Cylinder head/fuel gallery regulator manifold. The fuel pressure regulator maintains a fuel system pressure of
approximately 560 kPa (81 psi) between the fuel transfer pump and the fuel pressure
7. MEUI fuel injectors regulator.

8. Fuel pressure regulator (81 psi) From the fuel pressure regulator, the excess fuel flows to the fuel cooler (09) and
then returns to the fuel tank. The ratio of fuel used for combustion and fuel returned
9. Fuel cooler to tank is approximately 3:1 (i.e. four times the volume required for combustion is
supplied to the system for combustion and injector cooling purposes).

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A pressure differential switch is installed in the secondary fuel filter base and will
alert the operator, via the monitor, of a fuel filter restriction. The pressure differential
switch senses the filter inlet pressure and the filter outlet pressure. When the
difference in the inlet and outlet pressures causes the switch to activate, the monitor
will warn the operator that the secondary fuel filter is clogged and that fuel flow
is restricted. Engine performance will be degraded when the pressure differential
switch is activated.

10. Fuel pressure test port A fuel pressure test port (10) is installed in the secondary fuel filter base. The test
port is installed in the filter outlet passage and reflects the actual fuel pressure to the
fuel gallery, which is set by the fuel pressure regulator (8).

11. Fuel S•O•S sampling port A fuel S•O•S sampling port (11) is also installed in the fuel line after the secondary
fuel filter but before it enters the cylinder head. Fuel samples are taken after the
secondary fuel filter in order to determine the cleanliness of the fuel that is being
delivered to the injectors.

12. Electric fuel priming pump An electric fuel priming pump (12) is integrated into the primary fuel filter base. The
electric fuel priming pump is activated by the electric fuel priming pump switch. The
fuel priming pump is used to fill the filters with fuel and purge air from the system after
the filters have been replaced. The pump is capable of forcing fuel all the way
through the fuel system and back to the fuel tank.

NOTE: A short length of flexible fuel line is connected to the fitting as the fuel
enters the fuel cooler. This line acts as an accumulator, which protects the fuel
cooler core from pressure spikes in the fuel system and helps eliminate noise
complaints.

13. Hand fuel priming pump An hand fuel priming pump (13) is located on the secondary fuel filter base. The hand
fuel priming pump can be used as a backup to the electric fuel priming pump.

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1. Primary fuel filter The remote mounted 10-micron primary fuel filter (01) and water separator (02) is
installed on a bracket next to the steps between the pump compartment and the
2. Water separator hydraulic oil tank.

Fuel is drawn from the primary fuel filter by the fuel pump (shown earlier) and is
then returned to the secondary fuel filter. Fuel filters should be replaced regularly,
according to the guidelines in the Operation and Maintenance Manual, to ensure that
clean fuel is always delivered to the fuel injectors.

3. Electric fuel priming pump The electric fuel priming pump (03) is integrated into the primary fuel filter base. The
electric fuel priming pump is activated when the (momentary) electric fuel priming
4. Electric fuel priming pump pump switch (04) is moved upward. Releasing the switch stops the pump. The fuel
switch priming pump is used to fill the filters with fuel and purge air from the system after the
filters have been replaced.

NOTE: The main disconnect switch must be turned to the ON position and
the key start switch must be in the OFF position for the fuel priming pump to
operate.

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1. Secondary fuel filter The 4-micron spin-on type secondary fuel filter (01) is located in the engine
compartment and can be accessed by raising the engine compartment door on top
of the machine. The secondary fuel filter base contains several components.

2. Fuel temperature sensor The fuel temperature sensor (02) is a passive, two-wire, resistive-type sensor that
provides the Engine ECM with a decreasing analog signal with increasing
temperatures. Fuel temperature data is necessary for fuel injection and emissions
strategies.

3. Fuel pressure sensor (detects The fuel pressure sensor (03) is a typical active three-wire pressure sensor with a
fuel pressure to the fuel gallery) 5-Volt supply wire, a ground wire, and a signal wire back to the Engine ECM. It is
installed in the filter outlet passage and reflects the actual fuel pressure to the fuel
gallery (after the filter).

4. Fuel filter pressure differential The fuel filter pressure differential switch (04) is a normally closed switch that
switch (detects filter restriction) compares the filter inlet pressure to the filter outlet pressure. When the difference in
the inlet pressure and the outlet pressure causes the switch to open, the sensor’s
signal to the Engine ECM is shared with the monitor via the Cat data link. The
monitor will then warn the operator, “Fuel Filter Is Plugged.” When this event occurs,
engine performance may be degraded as the fuel flow is restricted and the fuel
injectors are starved of fuel. This condition, if ignored, could cause damage to the
fuel injectors which rely on a steady flow of fuel for cooling and lubrication.

5. Fuel pressure test port A fuel pressure test port (05) is installed in the filter outlet passage and reflects the
actual fuel pressure to the fuel gallery (after the filter).

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Directly beneath the fuel tank and below the right side catwalk is the fuel tank drain
valve (arrow). It is easily accessed by opening the spring-hinged door.

The fuel drains through a hose that protrudes from beneath the carbody. The fuel
tank shutoff valve may be accessed by removing the access plate on the underside
of the carbody, directly beneath the fuel tank.

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Intake Air System

The intake air filter system for the C18 engine in the 390D includes several major
components to ensure that clean air is delivered to the engine intake air manifold.

1. Pre-filter canister Air is drawn into the system by the compressor side of the turbocharger through the
steel mesh inlet that encircles the pre-filter canister (01). As the air enters the
2. Dust collector precleaner, the vortex created by the small (strata) tubes (03) inside the canister
causes the larger dust and dirt particles to flow to the dust collector (02). From there,
3. Strata tubes (vortex tubes) the dust and dirt particles travel down the dust ejector tube (04) to the dust valve at
the bottom of the tube.
4. Dust ejector tube/valve
The fine dust particles follow the air flow to the right, into the air filter canister (05).
The air filter canister contains a primary air filter and a secondary air filter.
5. Air filter canister
This system ensures that clean, filtered intake air is delivered to the engine while
requiring fewer air filter changes. This is due to the pre-cleaner’s ability to separate
the large dust particles from the fine particles and the two-stage air filter.

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1. Turbocharger The turbocharger (01) compresses the intake air and forces it into the ATAAC (02),
which is located in behind the radiator access door. As the intake air passes through
2. ATAAC the ATAAC core, the hydraulic demand fan draws ambient air through the core’s fins,
cooling the intake air, which then becomes more dense. The cooled, dense intake air
then exits the ATAAC and flows to the intake manifold.

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SERV1884 - 09/10 -17- Module 2 - Engine and Support Systems

390D HYDRAULIC EXCAVATOR COOLING SYSTEM

ENGINE AT OPERATING TEMPERATURE

Radiator Fill Overflow

Tube (09) Tube (12)

Cab
Heater Water Temperature
(08) Regulator (07) Vent Line (10)

≥ 92° C Hottest

Turbo (05)

ATAAC (11)
Bypass
Tube (06)
Air Increasing
87° C Coolant
Flow Temperature

Engine Oil Cooler (04)

≤ 81° C Coldest
Jacket
Water Pump
(03)

Radiator
(01)
Coolant
Reservoir
(02)

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Engine Cooling System

• Explain coolant flow through Shown above is a schematic of the engine cooling system for the 390D hydraulic
cooling system components excavator with the C18 ACERT engine. (The C18 engine is installed side-to-side in
the carbody, with the fan situated on the left side of the machine. The view above is
looking from the front of the machine to the rear.) The C18 uses an Air to Air
AfterCooler, or ATAAC (11) to cool the intake air. The ATAAC is mounted horizontally
and is upstream of the air flow through the radiator (01). The radiator is a standard
“one-pass” design.

Two hydraulic demand fans are controlled by the Engine ECM. Only one fan is
shown in this illustration. The fans draw ambient air into the engine compartment
through the radiator door and cooler compartment door. Air drawn by one fan flows
through the ATAAC, then through the radiator. Air drawn by the other fan flows
through the fuel cooler and oil cooler. The air then flows around the engine and
exits the engine compartment through the venting on top of the engine compartment
door (hood). A reversing fan is available as an attachment (not pictured above) and
is used to purge the radiator and ATAAC of dust and debris when the machine is
operating in dirty or dusty conditions.

Coolant flows from the jacket water pump (03) through the engine oil cooler (04) and
then into the engine block. Coolant then flows through the engine block and into the
cylinder head.

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From the cylinder head, the coolant flows to the water temperature regulators (07),
or thermostats, and either goes directly to the jacket water pump through the bypass
tube (06) or to the radiator, depending on the temperature of the coolant. When the
engine is cold, the coolant flows directly to the jacket water pump through the bypass
tube. As the temperature of the coolant increases, the thermostats open and the
coolant then begins to flow to the radiator. When the thermostats open further, more
coolant flows to the radiator. The water temperature regulator housing for the C18
engine contains two thermostats. The opening temperature for these thermostats is
81°- 84°C (178°-183°F). The thermostats should be fully open at 92°C (198°F).

Hot coolant from the thermostats enters the radiator through the top tank and is
cooled as it flows downward through the radiator core. The cooled coolant is drawn
from the radiator and returns to the jacket water pump.

A small amount of coolant flows to the turbocharger (05) through a small flexible line
from the engine oil cooler. This coolant is used to cool the turbocharger bearings.
Coolant from the turbocharger is then directed into the engine block.

The radiator fill tube (09) and the radiator cap for the cooling system are located on
top of the radiator. Access to the fill tube and radiator cap is provided through an
access panel on top of the engine compartment (shown later in this module).

A coolant reservoir (02), or expansion tank, is located inside the air filter and battery
compartment (just forward of the engine compartment.) A small overflow tube (12)
is connected to the radiator fill tube and directs coolant into the coolant reservoir as
the coolant warms and expands. The coolant reservoir should always have some
coolant present. Two level lines are embossed on the side of the translucent coolant
reservoir. The lower “MIN” or “LOW” level line serves as a gauge for determining
the coolant level when the engine is cold. The upper “MAX” or “FULL” line shows
the coolant level when the engine is hot. As the engine warms, the coolant expands
and collects in the reservoir. When the engine cools down, the coolant contracts and
coolant is then drawn from the reservoir back into the radiator. A small secondary
overflow tube is connected to the top of the coolant reservoir cap. If the system has
been overfilled, excess coolant is directed through the overflow tube and onto the
ground beneath the machine. A small amount of coolant or water may be added to
the system through the reservoir cap, but should not be overfilled (according to the
level lines on the reservoir).

Coolant is used to heat the operator compartment, when requested. Warm coolant
is directed through a hose from the inlet of the engine oil cooler to the cab heater
core and returns through a parallel hose connected to the jacket water pump inlet.

A vent line (10) connects the radiator inlet tube with the temperature regulator
housing. The vent line serves to remove air from the cooling system while the
system is being filled and during operation. The vent line also ensures that the
cooling system can be completely drained when necessary (excluding any coolant
in the coolant reservoir).

A drain valve is located below the radiator and can be used to drain coolant from the
entire cooling system.

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This concludes the Engine and Support Systems module for the 390D Hydraulic
Excavator.

When used in conjunction with the Service Manuals, the information in this module
should help the service technician troubleshoot and correct problems in the engine
and cooling systems.

For service repairs, adjustments, and maintenance, always refer to the Operation
and Maintenance Manual (OMM), Service Manuals, and other related service
publications.

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