TM

ACERT Technology
for C7 and C9
On-Highway Engines
Introduction to Mechanical
Changes
 Topics Covered

General introduction
Iron changes
Electronics
Electronic changes are covered separately
 ACERT:

Advanced
Combustion
Emissions
Reduction
Technology
 Nomenclature

Lack of a hyphen in the model

designations indicates that the engine
uses ACERT Technology:
C7 (based on 3126E)
C9 (based on C-9 industrial / machine)
Other engines using ACERT Technology
are covered in a separate NPI
 C7 and C9 Engines

C7 C9
 C7 and C9 Commonality:

New injector
New HEUI pump
48 tooth timing strategy
Sensor strategy
ECM: ADEM III (with new software)
Aftertreatment: Oxidation catalyst
C7 Engine Specs:

Disp. = 7.2 liters (439 cu in)

Bore = 110 mm (4.3 in)
Stroke = 127 mm (5.00 in)
Dry wt. (approx) = 589 kg
(1300 lbs)
Length = 1078 mm (42.5 in)
Width = 798 mm (31.4 in)
ATAAC
Planned ratings: 141 kW-
246 kW (190 hp-330 hp)
 New Design for C7

Minimal iron changes from the 3126E to the C7:

13% new content
42 new part numbers
New Design for C7
Monosteel pistons
for ratings 171 kW
(230 hp) and up
One piece aluminum
pistons for 141 kW
(190 hp) and 156 kW
(210 hp) ratings
New Design for C7

Cylinder head:
Injector bore changed to
match new injector
Bolt pattern changed for
isolated valve cover base
Cylinder block:
Strengthened for higher
cylinder pressure
New Design for C7

Valve cover
Valve cover base
New Design for C7

Side cover
breather
C9 Engine Specs:
Disp. = 8.8 liters (537 cu in )
Bore = 112 mm (4.4 in)
Stroke = 149 mm (5.9 in)
Dry wt. (approx) = 589 kg
(1500 lbs )
Length = 668 mm (42 in)
Width = 838 mm (33 in)
Height = 965 mm (38 in)
ATAAC
Planned ratings: 204 kW to
296 kW (275 hp to 400 hp)
8% new content
C9 Block
No spacer plate - fewer
sealing joints for reduced
risk of leaks
Internal oil cooler for
reduced weight and
engine width
High coolant and oil flow
for long engine life
C9 Block
Stronger block to allow
increased cylinder
pressure
Strengthened flywheel
housing joint for longer
life
Serpentine heavy duty
design for lower noise
C9 Mid-Supported
Wet Liner
Removable for excellent
rebuildability
Allows higher top piston
ring position, improved fuel
consumption and emissions
Induction hardened, plateau
honed, high strength grey
iron for increased life
C9 Cylinder Head
4 valve, cross flow head for
improved air flow, fuel
consumption and emissions
Stiffer structure for improved
strength, sealing, durability and
reusability
6 bolt cylinder head to block
joint for improved combustion
gas sealing, minimized bore /
liner distortion
 C9 Crankshaft

Forged steel
Induction hardened journals and fillets
Regrindable
C9 Connecting Rod

Heavy duty fractured rod

design
Forged steel for Increased
Strength
Increased bearing surfaces
for increased bearing life
Removable through top of
cylinder for ease of service
C9 Camshaft

Carburized and heat

treated steel for
durability
High position allows
use of short push
rods for improved
overspeed capability
4 bearings
 HEUI-B Fuel System

Hydraulically actuated electronically

controlled unit injectors
Injection pressure is independent of
engine speed
Variable injection rate shape
Provides maximum efficiency with
low emissions
 Larger HEUI Pump

Larger
displacement pump
Higher hydraulic
pressure capability
Larger reservoir
 HEUI Pump Drive

Two different
drive gears:
36 teeth for C7
31 teeth for C9
HEUI Pump

Variable
displacement
pump
Displacement
control vs.
pressure control
Increased
reliability
Minimum Pressure
Maximum Pressure
 Port-metering
Piston Motion

Full Effective Stroke

Sleeve Position
(controlled by
actuator) Zero Effective Stroke

Effective stroke
begins at port closing
Pump Operation
 Fuel Transfer Pump

The fuel transfer pump (FTP) is the

only serviceable component
FTP field service kit available
Align FTP shaft with HEUI pump
center shaft
Service instructions included with
kit
 IAP Diagnostic Test

There is a diagnostic test for the

HEUI pump in the Troubleshooting
Guide. Follow this if:
The engine will not start
Actual rail pressure is not tracking
desired
The pump is suspect
 Aftertreatment for
On-Highway Trucks
Catalytic Converter Muffler
(CCM)
Diffuser Can Converter

Axial inlet

Flow
Side inlet
 Aftertreatment

Independent Catalytic Converter (ICC)

Converter
Can
Inlet Cone Exit
(with Diffuser) Cone

Converter
 Components of the
Aftertreatment
Key components:
Substrate
Catalyst Coating

Single Channel
(Cross Section)

Substrate
(Honeycomb)
Catalyst Coating
 Cat Diesel Oxidation Catalyst
Substrate (ceramic or metallic) Washcoat (Al2O3)

CO CO2
Catalyst - Pt
HC H2O
NOx NOx
PM (soot+SOF+sulfates) PM (soot+sulfates)
O2 O2

Magnified pictorial of single channel in the converter

(~35,000 channels in 266.7 mm (10.5") dia. converter)
Cat Diesel Oxidation Catalyst
Similar to, yet different from catalytic
converters used on automobiles
Cooler
Leaner exhaust
Different reactions
Precious metal based (platinum)
Cat Diesel Oxidation Catalyst

DOC History at Caterpillar

Oxicat in production since 1994
Over 50,000 units sold
Developed a "low cost" oxidation catalyst in
2000 - 2001 for 3126B/E LEV application
 Troubleshooting
Higher nominal back pressure
Check Systems Operation Test and Adjust for
maximum levels
To assess possible problem:
Measure high idle back pressure
Multiply by 1.8
Compare to maximum back pressure
specifications in Testing and Adjusting
Manual
 C7/C9
Support

Caterpillar On-Highway
Engine Call Center
Phone (800) 447-4986
E-mail Call_Cat@cat.com
Any Questions?