938G-8RS Systems Operation

3114, 3116 and 3126 Engines for Caterpillar Built Machines

Fuel system

(A) Fuel priming pump (if equipped)

(1) Grille (if equipped)

(2) Intake check valve

(3) Fuel transfer pump which is integrated with the regulator

(4) Outlet check valve

(5) Fuel filter

(6) Cylinder head

(7) Pressure regulating valve

(8) Check valve

(9) Primary fuel filter (if equipped)

(10) Pressure relief valve

(11) Fuel tank

The fuel transfer pump (3) passes fuel from the fuel tank (11) through an in-line screen
(1). The fuel transfer pump is integrated with the regulator. Fuel is sent from the fuel
transfer pump through the pressure relief valve (10). The pressure relief valve is closed
in normal operation. The fuel will pass through the fuel filter (9) and enter a passage
drilled in the cylinder head (6). Once the fuel pressure is higher than the desired range,
the pressure relief valve will open. This will allow the fuel to return to the tank. The
passage drilled into the cylinder head crosses a passage that passes around each unit
injector to provide a continuous flow of fuel to all injectors.

When air is present on the intake side of the fuel system, the fuel priming pump (A) (if
equipped) can be used to fill the fuel filter and fuel line in the cylinder head. This is
done before the engine starts. When the priming pump is used, check valves located on
the fuel priming pump control the movement of fuel. Fuel is forced through the low
pressure side of the fuel system. This removes air from the fuel lines and components
back to the fuel tank.
 g00690672
Illustration 2
Pipe group for fuel filter

(3) Fuel transfer pump integrated with regulator

(5) Fuel filter

(6) Cylinder head

(10) Pressure relief valve

(12) Fuel outlet hole to fuel tank

(13) Fuel inlet port to fuel transfer pump

(14) Fuel filter base

(15) Pressure gauge for filtered fuel

(16) Tube assembly from fuel filter base to fuel line in cylinder head

(17) Transfer pump tube assembly to fuel filter base

 g00690675
Illustration 3
Pipe group for fuel filter

(1) Grille

(6) Cylinder head

(7) Pressure regulator orifice

(8) Check valve

(10) Pressure relief valve

(12) Fuel outlet hole to fuel tank

(13) Fuel inlet port to fuel transfer pump

(17) Transfer pump tube assembly to fuel filter base

(18) Tube assembly from fuel line in cylinder head to fuel tank

fuel transfer pump

 g00690711
Illustration 4
fuel transfer pump

(A) Fuel inlet flow

(B) Fuel output flow

(1) Grille (if equipped)

(2) Intake check valve

(3) Spring

(4) Piston assembly

(5) Outlet check valve

(6) Piston check valve

(7) Backstock valve assembly

(8) Camshaft

(9) Duct

The fuel transfer pump is located in the front regulator case. The camshaft (8) which is
connected to the governor drive gear shaft activates the pump. The camshaft and spring
(3) move the piston assembly (4) and tail valve assembly (7) up and down.

Fuel enters the transfer pump through the screen (1) (if equipped) and the intake check
valve (2). On the upward stroke of the piston assembly (4), the check valve (2) closes.
The outlet check valve (5) closes to prevent fuel from entering the pump again from the
outlet. When pressure increases above the piston assembly (4), the piston check valve
(6) opens to fill the cavity above the piston assembly.
On the downstroke, as the fuel pressure in line (9) increases, the piston check valve (6)
closes and the outlet check valve (5) opens. This causes fuel to pass through the
secondary fuel filter and into the engine. The intake check valve (2) opens to allow fuel
to fill the cavity above the piston assembly (4).

During the engine stop, the check valves are held closed by springs.

Fuel injection pump (unit injector)

g00691325
Illustration 5
fuel injection system

(1) Rocker

(2) Adjustment screw

(3) Floating button

(4) Valve lifter spring

(5) Push rod

(6) Plunger

(7) Frame

(8) Ring seal

(9) Cannon

(10) Fuel line

(11) Sleeve

(12) Ring seal

(13) Valve lifter

(14) Camshaft

The fuel injection pump (unit injector) allows a small amount of fuel to be injected at
the appropriate time into the combustion chamber. Fuel supplied to fuel passage (10)
surrounds each unit injector. Each of these ducts is connected by a duct drilled into the
cylinder head. This passage provides a continuous flow of fuel to all unit injectors.

The sleeve (11) isolates the unit injector from the coolant passages. The sleeve also
provides the seating surface for the unit injector.

The angular location of the camshaft (14) and the vertical location of the plunger (6) in
the barrel (9) determine the injection timing. The camshaft gear and crankshaft gear
mesh together at the front of the engine to achieve the angular location of the camshaft.
The adjusting screw (2) adjusts the location of the plunger (fuel timing).

The valve lifter (13) and push rod (5) send the camshaft profile to the rocker arm (1) as
the camshaft rotates. The movement of the rocker arm (1) is then sent to the plunger (6)
through the floating button (3).
 g00691353
Illustration 6
Fuel injection pump (unit injector)

(4) Valve lifter spring

(6) Plunger

(7) Frame

(8) Ring seal

(9) Cannon

(12) Ring seal

(15) Gear

(16) Sleeve filter

(17) Propeller

(18) Bottom hole

(19) Top hole

(20) Spring
(21) Check valve (needle valve)

At the top of the plunger stroke, fuel from the fuel line (10) enters the unit injector
around the edges of the sleeve filter (16). The fuel then fills the volume below the
plunger (6).

During the downward movement of the plunger, the fuel below the plunger passes into
the passage through the two holes in the barrel (9). As the lower edge of the plunger
closes the upper hole (19), fuel continues to exit through the lower hole (18). When the
bottom hole is closed, the effective stroke begins. The fuel within the unit injector is
pressurized by the continued downward movement of the plunger. When the fuel
pressure is sufficient to open the check valve (21), the high-pressure fuel will pass
through holes in the bottom of the nozzle and enter the combustion chamber. This will
continue until the helix (17) of the plunger uncovers the upper hole (19). At this instant,
the effective stroke ends and this high-pressure fuel will exit through the upper hole
(19) into the duct. This will allow the spring (20) to close the check valve (21) thereby
ending the injection cycle.

The downward movement of the plunger will continue until the lifter (13) reaches the
front (nose) of the camshaft. The valve lifter spring (4) will return the plunger upward.
This will allow the cavity under the plunger to fill with the fuel in the passage. The unit
injector is now ready for the next cycle.

In addition to vertical movement, the plunger can rotate with respect to the barrel (9) by
means of the gear (15). The gear slides to allow vertical movement of the plunger and
the gear meshes with the rack (7). Rotation of the gear changes the relationship between
the helix (17) and the upper hole (19). The amount of fuel injected into each combustion
chamber changes. For example, if the rack (7) moves to the right, the plunger (6) will
rotate to the left. (This movement is observed from the top). The distance between the
lower end of the plunger and the helix (17) increases with respect to the upper hole (19).
The effective stroke is increased and more fuel is injected into the combustion chamber.

Rack control linkage for fuel injector

 g00859254
Illustration 7
Unit injectors and rack control linkage

(1) Lever

(2) Torsion spring

(3) Axis

(4) Zipper

(5) Timing screw

(6) Clamp

(7) Clamp

(8) Fuel adjustment screw

(9) Link

(10) Lever assembly

(11) Unit injector

 g00859641
Illustration 8
Unit injector and rack control linkage

(A) FUEL CONNECTED

(B) FUEL DISCONNECTED

(1) Lever

(3) Axis

(4) Zipper

(5) Timing screw

(6) Clamp

(11) Unit injector

The rack control linkage connects the regulator outlet to the unit injector (11) on each
cylinder. The regulator output shaft is connected with a pin to link (9). The link is
connected to the lever assembly (10). When the regulator requests more fuel, link (9)
and lever assembly (10) cause shaft (3) and clamps (6) to rotate. The shaft (3) and
clamps (6) rotate in the direction of FUEL ON (A). Each clamp pushes the lever (1) as
the shaft rotates. The lever (1) pulls the rack (4). This will allow more fuel to be injected
into the cylinder.
When the regulator requires less fuel, link (9) causes shaft (3) and clamps (6) to rotate.
The shaft (3) and clamps (6) rotate in the FUEL OFF (B) direction. The torsion spring
(2) forces the lever (1) to rotate to the right. This pushes the rack (4) towards the supply
cut-off position. There is a torsion spring located in each unit injector. This allows the
rack control linkage to go to the closed position even if the rack on one of the fuel
injectors gets stuck open.

The unit injector power setting for cylinder No. 1 is made with the fuel adjustment
screw (8) on the clamp assembly (7). As the fuel adjustment screw (8) is turned, the
shaft (3) rotates to a new position with respect to the link (9) and lever assembly (10).
The adjusting screws (8) allow the synchronization of the injectors with respect to the
unit injector of cylinder No. 1.

Regulator
The regulator transfers the operator's demands to the fuel injection rack control linkage.
The governor receives the desired engine speed from the throttle position. The governor
output shaft moves immediately when the throttle is moved. Movement of the governor
output shaft causes the fuel injector rack control linkage to rotate. This will move the
fuel injector racks. Changing the position of the fuel injectors rack will cause a change
in engine speed. As the engine speed changes, the governor will adjust the amount of
fuel delivered. This will cause the engine to stabilize at the speed (rpm) that corresponds
to the throttle position. For additional information, see publication, SENR6454,
"Regulator Service Manual for 3114, 3116 and 3126 Engines."

Fuel ratio control

The turbocharged engine uses fuel ratio control (FRC) to control smoke during
acceleration at low boost pressure levels. The FRC restricts the amount of fuel entering
the combustion chambers until sufficient boost pressure has been achieved.
 g00691999
Illustration 9
Fuel Ratio Control and Regulator Linkage Diagram

(A) FUEL OUTLET CONNECTED

(B) FUEL ON input from operator

(1) Regulator output shaft

(2) Entry hole

(3) Fuel Ratio Control (FRC)

(4) Retaining shaft

(5) Fuel ratio control lever

(6) Limit lever adjustment screw

(7) Fuel ratio control lever adjusting screw

(8) Limit lever

The fuel ratio control (FRC) (3) operates using air boost pressure received through a
tube from the engine intake manifold to the intake port (2). When the boost pressure is
low, the retaining shaft (4) is held stationary by springs inside the FRC. When the
operator requests more fuel, the governor output shaft (1) moves in the FUEL ON (A)
direction. The governor output shaft will move in this direction until the limit lever (8)
touches the adjusting screw (7) of the fuel ratio control lever (5). When the FRC
prevents the fuel ratio control lever (5) from rotating clockwise in the FUEL ON
direction, the movement of the governor output shaft (1) in the FUEL ON direction is
stopped. In this way, excess fuel supply is avoided.

As engine power increases, boost pressure increases as well. This pressure acts against a
diaphragm within the FRC. When the boost pressure is sufficient, the spring force
within the FRC is overcome and the detent shaft (4) moves to the right. This movement
will allow the fuel ratio control lever (5) and limit lever (8) to rotate clockwise. The
governor output shaft (1) can now be moved in the FUEL ON direction until the limit
lever (8) touches the limit lever adjusting screw (6).

When the boost pressure decreases, the springs inside the fuel ratio control (FRC) (3)
will return the detent shaft (4) to the normal position. The movement of the regulator
output shaft (1) is again limited in the FUEL ON direction.

fuel cut off solenoid

g00825990
Illustration 10
(1) Button

(2) Fuel cut-off solenoid

The fuel shutoff mechanism is activated by a latching solenoid that must be energized to
operate. A spring-loaded plunger inside the solenoid acts on a lever assembly inside the
front regulator housing. This lever assembly pushes the governor output shaft to the
FUEL OFF position when the plunger is released electrically or manually when the
engine is stopped. When the engine is started, the solenoid is energized to lock in the
run position. The governor output shaft can then be moved to the FUEL ON position.

Engines equipped with a latch solenoid can be manually shut off by pushing button (1)
inward. The solenoid cannot be manually locked in the run position to start the engine.

g00825197
Illustration 11
Wiring diagram of a typical fuel shut-off solenoid

(2) Fuel cut-off solenoid

(3) "STOP" connection

(4) "G" connection

(5) "S" connection

(6) "BAT" connection

(7) Positive terminal

(8) Negative terminal

(9) "GND" connection

(10) "START" connection

(11) "MTR" connection

(12) Starter motor

(13) Battery
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Fuel System - Inspect

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Initial fuel system inspection

Problems in the components that send fuel to the engine can cause low fuel pressure.
This can reduce engine performance.

g00699649
Illustration 1
Fuel system

(1) Fuel outlet port to the tank

(2) Fuel return pipe to tank

(3) Transfer pump to fuel filter tube assembly

(4) Fuel filter tube assembly to cylinder head

(5) Fuel inlet port to fuel transfer pump

(6) Grille

(7) Pressure relief valve

(8) Fuel filter

 1. Check the fuel level in the fuel tank. Inspect the fuel tank cap. Make sure the
discharge opening in the fuel tank cap does not fill with dirt.

2. Check all fuel lines for fuel leaks. Fuel lines should be free of restrictions and
faulty bends. Check that the fuel return pipe is not in bad condition.

3. Clean the screen (6) inside the fuel transfer pump inlet connection.

4. Run the manual priming pump (if equipped). If excessive resistance is felt,
inspect the fuel pressure regulating valve. Make sure the pressure regulator is
installed correctly and make sure the pressure regulator is working properly.

5. Install a new fuel filter (8).

6. Open the used filter by cutting it with the 4C-5084 Oil Filter Cutter. Inspect for
excessive contamination in the filter. Determine the source of the contamination.
Make necessary repairs.

7. Service the primary fuel filter (if equipped).

8. Inspect the hole in the tube (1). Check for restrictions in the bore that would
inhibit proper operation.

9. Run the manual priming pump (if equipped). If uneven resistance is felt, check
for air in the fuel. For more information see Testing and Adjustment, "Air to
Fuel - Check".

10. Bleed any air from the fuel system. See Testing and Adjustment, "Fuel System -
Prime."

Startup procedure
Note: Refer to the Operation and Maintenance Manual, "Engine Starting" in the
Operation Section.

After you have completed a fuel system repair, take the following precautions before
starting the engine. Be sure to use this starting procedure to start the engine only after
you have worked on the fuel system:

1. Disconnect the turbocharger air intake system.

Be careful when placing the steel plate against the opening in the
 turbocharger inlet. To avoid crushing your fingers, do not put them
between the steel plate and the opening in the turbocharger air inlet.
Due to excessive suction, the plate may be drawn forcefully against the
turbocharger air inlet opening.

2. The help of another person is needed as a precautionary step. This person should
be ready to use the steel plate to plug the turbocharger air intake if a problem
occurs.

Note: Make sure the steel plate is large enough to cover the entire turbocharger
air intake.

3. Start the engine.

Immediately put the steel plate against the turbocharger air intake opening, if the
engine operates in one of the following ways:

o The engine runs too fast.

o The engine runs uncontrollably.

Plugging the opening will cut off the air supply to the engine, so the engine will
stop.

Inspection with engine running

Too much or too little fuel can be the cause of a fuel system problem. Finding the
source of the problem can be difficult especially when you have smoke rising from the
exhaust. Thus, work is often done in the fuel system when the problem is actually
elsewhere in the engine.

When smoke comes out of the exhaust, the problem may be caused by a damaged unit
injector. This unusual smoke may also be caused by one or more of the following
reasons:

 insufficient amount of air for good combustion

 overload at high altitude
 oil leaks into the combustion chamber
 altitude
 air intake and exhaust leaks
 insufficient compression

Note: See Troubleshooting for additional fuel system information.

Check the operation of individual cylinders

Low temperature in an exhaust manifold port indicates that fuel is not reaching that
cylinder. This may be due to a defect in the injector. Too high a temperature in an
exhaust manifold port may indicate that too much fuel is reaching that cylinder. This
can also be due to a defect in the injector. The difference between cylinders should not
be more than 70°C (158°F).

Refer to Tests and Adjustments, "Exhaust Temperature - Check".

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Air in fuel - Test

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This procedure checks for air in the fuel. This procedure also helps to find the source of
the air entry.

1. Examine the fuel system for leaks. Make sure the fuel line connections are
properly tightened. Check the fuel level in the fuel tank. Air can enter the fuel
system on the suction side, between the fuel transfer pump and the fuel tank.

2. Install a 2P-8278 Tube Assembly (SIGHT GLASS) into the fuel return line.
When possible, install the indicator sight glass on a straight section of fuel line
that is at least 12 in. (304.8 mm) long. Do not install the indicator sight glass
near the following devices that produce turbulence:
o Elbows
o Relief valves
o retention valves

Observe the fuel flow during engine cranking. See if there are air bubbles in the
fuel. If there is no fuel in the sight glass, prime the fuel system. For more
information, refer to Testing and Adjusting, "Fuel System - Prime." If the engine
starts, check to determine if there is air in the fuel at different engine speeds.
Whenever possible, operate the engine under conditions suspected to be
responsible for air entering the fuel.
 g01096678
Illustration 1
2P-8278 tube assembly (SIGHT VIEW)

(1) A stable stream of small bubbles with a diameter of approximately 1.60 mm (0.063 in)
represents an acceptable amount of air in the fuel.

(2) Bubbles with a diameter of approximately 6.35 mm (0.250 in) are also acceptable if there are
intervals of two to three seconds between bubbles.

(3) Excess air in the fuel is not acceptable.

3. If excess air is observed in the fuel return line sight glass, install a sight glass at
the inlet of the fuel transfer pump. If no sight glass is available, move the sight
glass from the fuel return line and install it at the inlet of the fuel transfer pump.
Observe the fuel flow during engine cranking. Observe to determine if there are
air bubbles in the fuel. If the engine starts, check to determine if there is air in
the fuel at different engine speeds.

If excess air is not observed at the fuel transfer pump inlet, air is entering the
system after the fuel transfer pump. Continue with Step 6.

If excess air is observed at the inlet of the fuel transfer pump, the air is entering
through the suction side of the fuel system.

To avoid injury, wear protective glasses and a mask whenever you have
 to use compressed air.
ATTENTION
To avoid damage, do not use more than 55 kPa ( 8 psi) to pressurize the
fuel tank.

4. Pressurize the fuel tank to 35 kPa ( 5 psi). Do not use more than 55 kPa ( 8 psi) to
avoid damage to the fuel tank. Observe for leaks in the fuel lines between the
tank and the fuel transfer pump. Repair any leaks you find. Check fuel pressure
to ensure fuel transfer pump is operating properly. For information on how to
check fuel pressure, refer to Testing and Adjustment, "Fuel System Pressure -
Test."

5. If the air source is not found, disconnect the supply line assembly from the fuel
tank and connect an external fuel tap to the fuel transfer pump inlet. If this
solves the problem, repair the fuel tank or the pipe that is mounted to the fuel
tank.

6. If the injector sleeve is worn or damaged, it is possible that combustion gas leaks
may be found in the fuel system. Combustion gas leaks may also be found in the
fuel system if the o-ring seals in the injector sleeves are worn, missing, or
damaged.

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Fuel System Pressure – Test

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Table 1
Tools needed
No. piece Part name Qty
1U-5470 Engine Pressure Group 1
3Y-2888 Connector 1
3J-1907 Annular Seal 1

Note: The 5P-2720 Probe Adapter (self-sealing) and the 164-2192 Probe Adapter
Group can be used with the necessary tools. These tools will be used to allow the
installation of pressure probes in the future.
 g00294866
Illustration 1
Engine Pressure Group 1U-5470

The 1U-5470 Engine Pressure Group can be used to check engine fuel pressure. The
engine booster group includes Special Instruction, SEHS8907, "How to use the Engine
Booster Group 1U-5470 ." This publication provides information about the group's
employment.

Fuel pressure readings

g00701422
Illustration 2
fuel return pipe

(1) Cylinder head

(2) Pressure regulator orifice

(3) Tube assembly (fuel return)

(4) Check valve assembly

(5) Pressure relief valve

(6) Fuel outlet port

(7) Fuel line

The typical fuel pressure reaching the fuel line (7) inside the cylinder head (1) can vary.
Under nominal speed (rpm) and load conditions, the fuel pressure reaching the fuel rail
should be 200 to 400 kPa (29 to 58 psi ). At low idle, the pressure regulator orifice (2) in
the tube assembly ( 3 ) maintains a minimum fuel pressure of 50 kPa (7.3 psi) to the
injectors. The check valve (4) prevents fuel from leaving the fuel passage in the cylinder
head.

Checking fuel pressure

g00701423
Illustration 3
(8) Fuel filter base

(9) Fuel pressure tap (unfiltered side)

(10) Fuel pressure tap (filtered side)

To check the unfiltered fuel pressure, remove the fuel pressure tap plug (9) from the fuel
filter base (8). Install the following tools on the fuel pressure tap: 3J-1907 Ring Seal,
3Y-2888 Connector, and 1U-5470 Engine Pressure Group. Once the tools are installed,
operate the engine to obtain the fuel pressure reading.
To check the fuel pressure in the fuel line, remove the fuel pressure port cap (10). Install
the following tools on the fuel pressure tap: 3J-1907 Ring Seal, 3Y-2888 Connector,
and 1U-5470 Engine Pressure Group. Once the tools are installed, operate the engine to
obtain the fuel pressure reading.

Note: Make sure the fuel filter is clean before checking the fuel pressure. A fuel filter
that has a restriction will cause the fuel pressure at port (10) to be lower than the fuel
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pressure at port (9).

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Regulator - Adjust
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The only adjustments that can be made to the governor on
the engine are the final low idle and high idle adjustments. See the procedure for
checking fuel ratio control (FRC) settings in Tests and Adjustments, "Fuel Ratio
Control - Adjust."

Note: All other governor adjustments (including FRC) are made while the governor is
removed from the engine and installed on the 1U-7326 Governor Calibration Bench.
See the regulator Service Manual, SENR6454, for procedures and tools required to
bench test and adjust the regulator.

Note: The following adjustments are made while the regulator is mounted on the
engine: unit injectors, fuel timing dimension, and unit injector timing. These
adjustments are located under the valve cover. See more information in the following
topics: Testing and Adjusting, "Unit Injector - Adjust", Testing and Adjusting, "Fuel
Timing Dimension - Adjust" and Testing and Adjusting, "Unit Injector Timing -
Adjust".
 g00700472
Illustration 1
Typical example of a regulator

(1) Fuel Ratio Control (FRC)

(2) Reinforcement pipe hole

(3) Low idle screw

(4) High vacuum screw

Note: See engine nameplate or Technical Marketing Information (TMI) for correct low
idle speed, high idle speed, and fuel trim values. ".

Low Idle Adjustment

The low idle screw (3) is initially adjusted on the 1U-7326 Regulator Calibration Bench.
The final low idle adjustment is made when the governor is mounted on the engine.
When the engine is operating at low idle, loosen the locknut and adjust screw (3) to the
specified low idle speed. Tighten the locknut and recheck the low idle adjustment.

Note: Older regulators require a 1U-6672 Rack Adjustment Wrench to adjust the low
idle screw. Newer regulators require a 1U-7563 Hex Wrench (4 mm) and a 6V-9093
Wrench (13 mm) to adjust the low idle screw.

High idle adjustment

The high idle screw (4) is initially adjusted on the 1U-7326 Regulator Calibration
Bench. The final adjustment of high idle speed is made while the governor is mounted
on the engine. When the engine is at full throttle and without load, loosen the locknut
and set screw (4) to the specified high idle speed. Tighten the locknut and recheck the
high idle adjustment.
Regulator Control Adjustment (If Equipped)

g00931169
Illustration 2
(1) Regulator shaft

(2) Regulator linkage

(3) Linkage for plunger

(4) Solenoid plunger

(5) Solenoid

(6) Bolts

1. Align the plunger linkage (3) with the regulator linkage (2).

2. Tighten the bolts (6).

3. Place the solenoid plunger (4) in the fully energized position.

4. Adjust the linkage for the plunger (3) to 4 ± 2 mm (0.2 ± 0.08 in) beyond high
idle.
 5. Release solenoid plunger (4) and manually move plunger (4) through its full
stroke.

6. See if you get stuck on this walkthrough. Make adjustments to bolts (6) if
binding occurs.

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