Technical Presentation Kit

SAA6D140/125-CRI Engines

Introduction

Section 1

SAA6D140/125-CRI
KT900201
February 2001 Menu Exit
IPA Objectives
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Countries today are

working together to
reach global solutions
for environmental
issues which the
world will be facing in
the future.

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IPA Objectives
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IPA has set out to develop

high quality, high
performance engines for
meeting tomorrow's ever
more stringent standards of
emission control. As we
approach the 21st century,
IPA seeks innovations to
enhance diesel engines as
the core power unit of all
equipment and
continuously explores
areas where the importance
of existing products may be
rediscovered.
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IPA Objectives
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IPA recognizes that

the value of an engine
lies in reliability and
efficiency. Our
engineers seek to
fulfill high customer
demands for diesel
engines installed in a
wide variety of
equipment used in the
industrial and
construction sectors.

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Joint-Venture Company
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The Industrial Power Alliance (IPA) is a Joint-Venture company

established by Komatsu, a Japanese manufacturer of
construction equipment and engines, and Cummins, a world
leader in diesel engine manufacturing.

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Joint-Venture Company
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IPA is a combination of the strengths of Komatsu and

Cummins, and its mission is to develop worldwide-standardized
products that meet requirements of the highly competitive
engine market.

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Joint-Venture Company
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IPA is comprised of a group of experienced engineers,

who will engage in research and development of industrial diesel
engines for the coming century.

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WHY ?
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Why do we need new

Common Rail Injected Engines ?

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WHY - Common Rail Injection
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WHY - Common Rail Injection
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Field Of Application
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Compared to conventional cam-driven systems, the Common

Rail” fuel-injection system for direct-injection (DI) diesel
engines provide for considerably higher flexibility in the
adaptation of the injection system to the engine, for instance:

•Extensive area of application (for passenger cars and light

commercial vehicles with output powers of up to 30
kW/cylinder, as well as for heavy-duty vehicles,
locomotives, and ships with outputs of up to approx.
200 kW/cylinder,
•High injection pressures of up to approx.. 1400 bar,
•Variable start of injection,
•Possibility of pilot injection, main injection, and post injection,
•Matching of injection pressure to the operating mode.
•Meet Emissions.

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Conventional Injection Characteristics
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• The injection pressure

increases together with
increasing speed and
injected fuel quantity,
• During the actual
injection process, the
injection pressure
increases and then
drops again to the
nozzle closing pressure
at the end of injection,

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Conventional Injection Characteristics
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• Smaller injected fuel

quantities are injected with
lower pressures than larger
injected fuel quantities

• The peak pressure is

more than double that of
the mean injection
pressure, and

• In line with the

requirements for efficient
combustion, the rate-of-
discharge curve is
practically triangular.
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 SAA6D140 /125-CRI

Injection characteristics with Common Rail TPK

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Compared to conventional
injection characteristics, the
following demands are made
upon an ideal injection
characteristic:

• Independently of each
other, injected fuel quantity
and injection pressure should
be definable for each and
every engine operating
condition (provides more
freedom for achieving ideal
A/F mixture formation)

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 SAA6D140 /125-CRI

Injection characteristics with Common Rail TPK

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• At the beginning of the

injection process, the
injected fuel quantity
should be as low as
possible (that is, during the
ignition lag between the
start of injection and the
start of combustion).

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EPA Euro II
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The 140E-3 & 125E-3 both meet the strict exhaust gas
regulations (USA: EPA regulations for the year 2001, EU:
regulations for the year 2002, Japan: construction
equipment regulations for the year 2004).

At the same time, they are high performance, high

efficiency engines which achieve low fuel consumption, low
noise, improved exhaust gas color, and improved
acceleration.

These engines have been newly developed to meet various

purposes of use as the power unit for construction
equipment and industrial machinery.

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EPA Non-Road Diesel Emission Standards
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6D125 CRI

6D140 CRI

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 SAA6D140 /125-CRI

EU Emission Regulations for Off-Road Engines TPK

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175 to 750 HP

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 SAA6D140 /125-CRI

Japan Emission Standards for Construction Engines TPK

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MCO = Japan Ministry of Construction

Sec 2

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System Overview
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This engine is the successor to the 140E-2 engine. It is an in-line, 6-

cylinder, water-cooled, direct injection type following in the steps of the
4-cycle diesel engine configuration, while introducing various types of
new technology.

1) Electronic control high-pressure fuel injection system

Previously, the engine was a mechanical governor control type engine
using a jerk type in-line injection pump. But with this engine, the whole
series uses an electronic control high-pressure fuel injection type
common rail injection system. With this system, high-pressure fuel at a
level of 118 MPa {1200 kg/ cm 2 } can be injected from the low speed
range to the high speed range. Furthermore, electronic control provides
the feature of being able to carry out control of the optimum injection
configuration to match the speed and load. As a result, the engine
achieves clean exhaust gas performance, clean exhaust gas color and
low fuel consumption and low noise.

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System Overview
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2) The piston is a high-quality steel casting piston with a shaker cooling

galley, a re-entrant combustion chamber used from the 140E-2 engine,
and with the Komatsu traditional minimum heat expansion. As a result,
it not only provides clean exhaust gas performance, clean exhaust gas
color, and low fuel consumption, but also achieves high durability and
high reliability.

3) The compression ratio has been raised from the conventional level
of 15.7:1 to 16.7:1 this improves the combustion efficiency, thereby
providing low fuel consumption and reducing the emission of white
smoke when starting the engine in cold areas. In addition, the use of
the electronic control high- pressure fuel injection system explained
above and the optimization of the spray characteristics when starting in
low temperatures is designed to improve the starting performance and
reduce the emission of white smoke.

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System Overview
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4) The turbocharger is an improved version of the Komatsu KTR110

turbocharger job proven on the 140E-2 engine, which boasts high
reliability and high performance. The improved points are the supply air
recirculation port to control the surge at the compressor end and the
high efficiency design added to the turbine. As a result, success has
been achieved in providing excellent performance over a wide range
from low speed to high speed to achieve high engine performance and
low fuel consumption.

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System Overview
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5) Conventionally, there was one piston cooling nozzle for the piston
cooling, but this has been increased to two to give a twin piston cooling
system. As a result, the durability of the piston has been increased,
and at the same time, the temperature at the rear face of the piston has
been reduced, thereby preventing the lubricating oil from being
exposed to high temperature and deterioration.

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System Overview
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5) In this way, it has been possible to use the electronic control high-
pressure fuel combustion system to achieve combustion with little
generation of soot and a long drain interval for the oil. (This has been
extended from the conventional 250 h to 500 h.) Furthermore, a large
capacity oil pan is available for the high output specification to provide
an increase in the oil drain interval.

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System Overview
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6) With the cylinder block, the overall length, overall width,

and overall height are the same as usual to maintain the
compactness. In addition, the top surface thickness has
been increased to suppress the deformation after long
periods of operation to make it easier to machine the
engine when rebuilding.
Furthermore, by increasing the rigidity of the main ribs to
improve the basic rigidity, deformation and vibration of the
block under load has been suppressed and low noise has
been achieved. This contributes to clearing various noise
restrictions, in particular the European noise restrictions,
which have become strict recent years.

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System Overview
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7) Three underframes are set in the form of beams at the

bottom surface of the cylinder block to suppress the
vibration of the block skirt and to reduce noise. Moreover,
these are built into the oil pan, so there is no exposure of
any new joining surface on the outside; therefore there is
no problem of leakage of oil.

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System Overview
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8) The high-pressure pump, which creates the high

pressure in the common rail injection system, is 1/3 of the
size of the conventional in-line fuel injection pump. In
addition, it has a flange mount instead of a saddle mount,
and is connected compactly to the timing gear case. As a
result, the radiation noise is reduced, thereby achieving low
noise.

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System Overview
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9) The lubrication pump capacity has been increased by

15% over the pump for the conventional engine, thereby
contributing to improved reliability and durability.

10) The air cleaner has been changed from the

conventional end face seal type to a radial seal type to
prevent the entry of dust on the clean side caused by
deformation of these parts. In addition, a 5-stage display
type air cleaner clogging sensor is provided to give
accurate information about the timing for cleaning.

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System Overview
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11) The oil filter is a high-performance, high-efficiency

combination filter which can capture not only the large
particles of dirt but also small particles. This filter system is
used for all specifications

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System Overview
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12) The fuel filter is a high-performance, high-efficiency

special fuel filter which can also catch small particles of dirt.
This filter system is used for all specifications and protects
the electronic control high-pressure fuel injection system.
Five (5) micron absolute rating and a 30 micron pre-filter.

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System Overview
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13) The features of the electronically control engine have been

used to the maximum limit, and the following functions have been
provided.
• Sensing is carried out for the important features of the engine
(water temperature, oil pressure, fuel injection amount, fuel
injection pressure, etc.). If it is judged that the operating condition
is abnormal, the computer issues an alarm and the system is set
to the emergency escape mode.
• After starting the engine in extremely low temperature, if the
engine speed is raised suddenly, excessive load will be applied to
the bearings before the lubricating oil has circulated sufficiently.
This will reduce the service life of the engine; in particular,
excessive load will be applied to the turbo-charger. To prevent
this, a turbo protect system has been installed to limit the engine
speed.

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 SAA6D140 /125-CRI

CRI ( Common Rail Injection ) system image diagram

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Common Rail
Pressure
sensor

Max. 1200
injectors Kg/cm2
Controller

Cylinder No. Supply Pump

sensor

Throttle

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Our situation & what to do
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 CRI and its service network

– CRI is an electronic controlled unit injection
system and 120 M Pa high pressure injection
with microns clearance components, injector
and pump.
– CRI is supplied by DENSO and their service
network is not covered on all countries in the
world, only for some high-way trucks in US at
the moment , October 2000.

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CRI and KOMATSU equipment
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 The machines equipped with CRI engines are of

middle size and they are sold for any categories
customers like construction, quarry, mining and
so on..

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Repair Cost & its target
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 Entire engine
– At least we should keep same cost level with the
current 125 and 140 engines. Major parts are
almost same other than CRI related parts.
 CRI repair cost
– 30% of new one or maximum 40% of new one for
replacement parts cost in total.
– Injector : nozzle Tip can be replaced and DENSO
guaranteed its variance ±6.7% against current
BOSCH type ±8%
– SUPPY PUMP : All inner parts are supplied except
plunger & barrel sub-assembly.
– All other sensors, solenoid valve, actuators are to
be replaced with new one.

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Repair contents & country
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 No emission regulation countries

– injector: nozzle Tip replacement
( Attachment 3. )
– SUPPLY pump: repair & test on stand
( Attachment 4. )
 Emission regulation countries
– injector : nozzle Tip replacement for emergency repair
– SUPPLY pump: repair & test on stand

 Centralized repair of injectors ( in DENSO Japan )

– Failed injectors are to be returned to Komatsu Japan
and ship it back after repair in DENSO. 500K $ factory
facility is required for flow check. DENSO Nishio plant
will repair failed ones with 60% price of new one.

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 SAA6D140 /125-CRI

Controller & SUPPLY pump test & Engine dynamo test TPK
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 Engine Controller(EC)
EC is developed by System Development Center of Komatsu Japan
same as other controllers and different from HPI Cummins controller.
 SUPPLY pump test
11KW test bench is required for testing and adjustment of SUPPLY
pump and electronic control is simulated by the engine
controller(EC). An empty EC or each model EC is available and
calibrated to SERVICE mode. The software is supplied as a spare
parts together with uploading software.
 Dynamo test
Entire engine test is carried out on a dynamo test bench and its
electronic circuit is prepared with the EC , in which Dynamo test
mode is built-in. Only throttle signal is required to do the test. The
EC can be re-calibrated to any other model one.

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Troubleshooting/On-board diagnosis
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 On-board diagnosis is available

- 7 segment character type(current type monitor) :
conventional coding like user code, E15 and service
code,E957….
- Failure code memory is available
 CYLINDER CUT-OUT mode
To find out failed injector
cutting fire one by one
RPM change indicates
a wrong one.(no RPM change)

The photo chows No.2

and 3 are cut and engine
speed is 674 r.p.m..

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Fuel System
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 SAA6D140 /125-CRI

KOMATSU 125 & 140 bore Engines TPK

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Common Rail Fuel Injection(CRI) System

Introduction schedule
Compliance to EPA, Emission regulation TIER
II ( from year 2001 )
for
major KOMATSU middle size models
– 125 bore : (PC400),WA470,HD255
– 140 bore : PC600,800, WA500,GD825,
PC1800,D155A,HD325 etc.

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Competitor & KOMATSU
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It is not a pure competition but we must have engines

which meet TIER II of EPA , which will starts from 2001
– CAT has HEUI, a kind of unit injection
– We, KOMATSU adopted CRI, Common Rail
Injection for 125 and 140 bore engines and HPI,
High Pressure Injection for 170 engine.
– CRI is supplied by DENSO and HPI is supplied by
CUMMINS.

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