Tecnologia ACERT TM

para Motores Fuera de

Carretera C15, C18, C27 y
C32
 Tecnologia ACERT
 Que significa ACERT?
 Que es la Tecnologia ACERT?
 Que motores estan afectos?
 Como se diferencian los motores con Tecnologia
ACERT?
 Como se ve la Tecnologia ACERT?
 Como trabaja la Tecnologia ACERT?
 Cuales son las ventajas de la Tecnologia ACERT?
 Es necesaria mantencion extra?
 Tecnologia ACERT

Que significa ACERT?

Advanced Tecnologia
Combustion Avanzada
Emissions Reduccion
Reduction Emisiones
Technology Combustion
 Que es la Tecnologia
ACERT?
 Multiples tecnologias
 Varia por familia de motor
 Varia por aplicacion de motor
– Servicio Medio – specs,
cambios, nuevo diseño
– Servicio Pesado – specs,
cambios, nuevo diseño
 Tecnologia ACERT TM
TM

para motores Fuera de

Carretera C27, C32
 Como son afectados el
C27 y el C32?

• C27 ACERT basado en la plataforma del 3412E

• Displazamiento se mantiene igual
•Diametro se mantiene 137mm
•Carrera se mantiene 152mm
• C32 ACERT basado en la plataforma del 3412E
•Diametro aumentado a 145mm
•Carrera aumentada a 162mm
C27, C32 ACERT
 Rendimiento C27 / C32

2100 rpm proporciona

•Amplio rango de A
operacion B

POW ER
C
•Easiest match in D
changeover E
1800 rpm proporciona
•Economia combustible
•Disipacion de calor
1300 1500 1700 1900 2100
•Menor ruido
RPM

Potencia maxima 1800 to 2100 rpm

Caracteristicas

C27, C32 ACERT

 C27, C32 Diseño
Leverage 3412E core V-12
structure structure and
reduce percent of new
content
Proporciona confiavilidad
Miles en operacion dominan
la mayor parte del
segmento industrial de
gran potencia
 C27, C32 Diseño
Leverage C15 / C18 technology
• Sistema de combustible MEUI
• Comp. Del tren de valvulas
• Increased PCP designs
• ACERT tecnologia
Beneficios de la nueva Tecnologia
• Control de Emisiones
• Economia de Combustible
• Densidad de Potencia
 C27, C32 Design Strategy
Diseño actual 3412E, C15
y C18
•Pistones, anillos, camisas
•Bielas
•Multiple de admision
•Bloque modificado 3412E
•Inyector MEUI
•Valvulas, resortes,
asientos
•Lobulos del levas & bujes
•Bujes de bielas
Nuevo diseño
•Culatas modificadas a
escala desde C15 / C18
•Tren de engranajes trasero
•Levas en la culata
•Caja delantera & tren de
engranajes
•ECM ADEM 4TM TM
•Tapas de bielas con
pernos cruzados
•Sistema de amortiguador
en el levas
 Diseño C27, C32
Aumenta la relacion de compresion
Componentes cambian para aumentar la
capacidad del peak de presion del
cilindro
• C27 - 18:1 relacion de compresion
• C32 - 16.5:1 relacion de compresion
Mejora la caracteristica de partida en frio
Disminuye humo blanco en la partida
 C27, C32 Sistema de
Combustible
Unidad Inyectora Mecanica
Electronica
• Proven design
• Proven high reliability
Enhanced design
• Inyeccion multiple
• Rate shaping
• Peak de inyeccion 30,000 PSI de
pressure
• Outstanding atomization
• Combustion mejorada
 ACERT Multiple Injection
Capability
MEUI y ADEM 4
• Tiempo variable de inyeccion
• Controla cantidad de
combustible
• Optimizala presion del
combustible
• Transient control for both
speeds and loads
 A4 Engine Control Module

Generacion de Experiencia

1987 1991 1993 1998 32-bit 2004 32-bit

8-bit Advanced Two 8-bit ADEM III
8-bit ADEM II ADEM 4
PEEC II
PEEC III

Proven Reliability
 Turbocharger
Single wastegate
turbocharger
Provides higher boost
over wide range
Improves engine
response
Outstanding low end
performance
Improved peak torque
 C27, C32 Cylinder Head
Levas en la culata
• Actuacion del inyector
• Short accurate valve /
injector actuation
• Optimiza tiempo e
inyeccion
• Proporciona proteccion
contra sobre velocidad
• Enhances performance
and economy
 C27, C32 Cylinder Head

Crossflow design
• Improved breathing
• Reduce pumping loss
• Better combustion
• Improved performance
• Improved power density
• Improved efficiency
 C27, C32 Cylinder Head

Single piece design

• Rigid head becomes part of
the engine structure
• Allows high cam position
• Provides best power
density with lighter block
• Reduces leaks
 C27, C32 Cylinder Block

Cross bolted mains and

new material
• Allows higher PCP
• Increased strength Cross tie bolts
• Maintains critical alignment
• Minimal weight impact
• Optimizes ACERT
performance
 C27, C32 Piston/Rod/Liner
Leverage C15 / C18 iron
into C27 and C32
Piston, liner, rod, cooling
jet and piston pin
Validated components
Proven reliable components
High volume components
High parts commonality
 C27, C32 Connecting Rod
Assembly
Connecting
rod cap uses
four bolts
 C27, C32 Piston
Monosteel piston
• Forged steel design
• High strength
• Light weight
• Better tolerance control
• Rings conform to liner
better
• Better oil control
• Reduced blow-by
• Less liner wear
 C27, C32 Hardened Plateau
Honed Liner
Two step honing process:
•Deep grooves for oil retention Smooth Surface
•Tops smoothed off to reduce
wear and better contact
•Reduces blow by
•Improves oil control and
consumption

Deep Cuts
 C27, C32 Intake Manifold
Smooth direct airflow
• Reduced air resistance
• Reduce pumping loss
• Enhanced turbulence in
cylinder
• Eliminates after cooler
leak issues with ATAAC
• Improved performance
and efficiency
 C27, C32 Rear Gear Train

•Provides drive for twin

overhead cams
•Provides auxiliary drive
capability
•Lowers noise vs. front gear
train designs
•Only minimal increased length
compared with 3412E
 C27, C32 Front Gear Train
Pendulum

Pendulum damper
•Proven design (used
since ’94)
•Used on non-driven end
of cam
•Reduces gear noise
•Dampens cam flex to
maintain optimal injection
timing
 C27, C32 Leak Free Design
Advanced lower weight block design
Improved joints through out the engine
• Oil pan seal
• Timing cover
• Block to flywheel housing
All fluid connections sealed with standard
thread “O” ring design
 Specifications

Model C27, C32

Length 2120 mm (83.5 in.)

Width 1483 mm (58.4 in.)

Height 1496 mm (58.9 in.)

Weight C27 - 5219 lbs., C32 - 5368 lbs.

 Maintenance Information
500 hr. oil change interval with CAT DEO (or
oil meeting CAT ECF-1 spec) below 6000 ft.
altitude.
250 hr. change interval above 6000 ft.
High load factors and high fuel sulfur content
will affect oil change intervals.
Equipped with Cat’s new high efficiency oil
filter
S.O.S. sampling
 C27 ACERT vs. 3412E Tier 2
Model C27 ACERT 3412E
Rated Power 671 kw (900 hp) 671 kw (900 hp)
Max RPM 2100 2100
Displacement 27 L (1647 in cu) 27 L (1647 in cu)
Bore 137 mm (5.39 in) 137 mm (5.39 in)
Stroke 152 mm (5.98 in) 152 mm (5.98 in)
Size (LWH) 2083 x 1473 x 1499 mm 1996 x 1483 x 1496 mm

Weight 2367 kg (5207 lbs) 2140 kg (4708 lbs)

3.5 kg/kw 3.2 kg/kw
Power Density
(5.8lb/hp) (5.2lb/hp)
 C32 ACERT vs. 3508B Tier 2
Model C32 ACERT 3508B
Rated Power 858 kw (1150 hp) 820 kw (1100 hp)
Max RPM 2100 1800
Displacement 32 L (1952 in cu) 34.5 L (2105 in cu)
Bore 145 mm (5.708 in) 170 mm (6.693 in)
Stroke 162 mm (6.378 in) 190 mm (7.480 in)
Size (LWH) 2083 x 1473 x 1499 mm 2136 x 1702 x 1859 mm

Weight 2453 kg (5397 lbs) 2948 kg (6486 lbs)

2.8 kg/kw 3.59 kg/kw
Power Density
(4.69 lb/hp) (8.64 lb/hp)
 Advantages of C27, C32
• Combines the best of 3412E core engine
with the high technology inline 6
• Leverages the 3412E core structure
which has proven reliability
• Leverages the new technology used in
the C15 / C18 engines
• Meets current and future emissions
• Maintains fuel efficiency
• Improved power density
 Advantages of C27, C32

• Starts with leadership of the 3412E

and improves it with higher
technology
• High commonality with the popular
C15 / C18 engines
C15, C18 ACERT
 How are the C15 and C18
Affected?
• C15 and C18 ACERT are based off the C-15
platform
• C15 displacement changes from 14.6 to 15.2 ltr.
•Bore remains 137mm
•Stroke increases from 165mm to 171mm
• C18 displacement is 18.1 ltr.
•Bore increases from 137mm to 145mm
•Stroke increases from 171mm to 183mm
 C15, C18 Power Band
Performance
2100 rpm provides
Widest operating
A
range B

POW ER
Easiest match in C
changeover D
E
1800 rpm provides
Best fuel economy
Best heat rejection
Less noise 1300 1500 1700 1900 2100
RPM

Full Power from 1800 to 2100 rpm

 C15 / C18 Heat Rejection
Jacket Water Air
EPA Engine Hp RPM JW* % Change Air % Change
Tier 3 C18 630 1800 0.36 0.0% 0.22 10.0%
Tier  3 C18 630 2100 0.38 5.6% 0.24 20.0%
Tier 2 C-16 630 2100 0.36 0.2

Tier 3 C15 540 1800 0.36 -7.7% 0.21 16.7%

Tier 3 C15 540 2100 0.38 -2.6% 0.23 27.8%
Tier 2 C-15 525 2100 0.39 0.18
• Changing from 2100 rpm’s to 1800 DECREASES heat rejection
in the C15 and maintains same heat rejection in the C18

* kW of heat rejection per kW

C15 / C18 ACERT
of engine power—jacket water
 C15 / C18 Fuel Efficiency
EPA Engine Hp RPM BSFC % Change
Tier 3 C18 630 1800 219 4.8%
Tier 3 C18 630 2100 228 9.1%
Tier 2 C-16 630 2100 209

Tier 3 C15 540 1800 217 4.0%

Tier 3 C15 540 2100 223 6.9%
Tier 2 C-15 525 2100 208.6
• Changing from 2100 rpm’s to 1800 fuel economy is
maximized in the C18 and C15

C15 / C18 ACERT

Engine Features

C15, C18 ACERT

 Design Strategy
ACERT technology
Few external changes
from Tier 2 / Stage II
Proven heavy duty
workhorse
Easy changeover from
Tier 2 / Stage II
Excellent power density
 Design Strategy

ACERT technology
Externally similar to C-15
One installation for wide
power range
Best in class power
density
 Design Strategy
• Increased compression ratio
• C15 - 18:1 compression ratio
• C18 – 16.3:1 or 18:1 based on HP rating
• Component changes to increase peak
cylinder pressure capability
• Improves cold start characteristics
• Improves white smoke clean up time
• Optimizes ACERT performance
 ACERT Multiple Injection
Capability

MEUI and ADEM 4 TM

• Variable injection timing

• Controls quantity of fuel
• Optimizes fuel pressure
• Transient control for
both speeds and loads
 Camshaft Changes

•Revised profile on the injector lobe

•Difficult to see but it can be felt
•Facilitates pilot injection capability
•Injector lobe profile varies depending on HP rating
Areas of higher roller contact

Primary area of roller markings

(similar to Tier II)

Tier 2 – one main area of heavy

roller contact
Tier III – two main areas of
contact

Secondary roller markings

(new with Tier III)
 C15, C18, C27, C32 Fuel
System
Mechanical Electronic
Unit Injector
Proven design
Proven high reliability
Enhancements
Multiple injection
Rate shaping
 ADEM 4 Electronic Engine
Control
Generations of Experience

1987 1991 1993 1998 32-bit 2004 32-bit

8-bit Advanced Two 8-bit ADEM III
8-bit ADEM II ADEM 4
PEEC II
PEEC III

Proven Reliability
 ADEM 4
Processing speeds and
memory increased
New 120 Pin engine
connector
Retains 70 Pin OEM
connector
More fuel maps to optimize
ACERT Technology
Better performance
Better efficiency
 ADEM 4
No change in OEM / machine
interface
Worldwide service network
Using Cat ET
Common electronics from
C6.6 – C32
Allows greater protection and
prognostics
Full machine integration
(Canbus, J1939, etc.)
 New ADEM 4 Features
Throttle input strategy
Multi-throttle capability
Configures throttle input priority
Engine control system options
Full range governor
Min max governor
Speed droop control
Simulates mechanical fuel system
performance
Adjustable from 0-10% droop
 New ADEM 4 CAN J1939
Data Link
High speed 2-way communications
Standard SAE link for all C-series
engines
Broadcasts engine performance,
status and diagnostic information
Supports messages for powertrain
integration
Interface with Cat Messenger and
analog gauges
C15, C18 Head bolt torque
sequence
 C15, C18 Head Bolt Torque
Procedure
•Tighten bolts 1-26 in sequence to 270 +/- 15 Nm
•Tighten bolts 1-26 in sequence to 450 +/- 15 Nm
•Retighten bolts 1-26 in sequence to 450 +/- 15 Nm
 C15, C18, C27, C32
Turbocharger
• Wastegated turbocharger
• Provides higher boost over
wide range
• Single turbo
• Improves engine
response
• Outstanding low end
performance
• Improved peak torque
 Turbocharger Wastegate Function
Boos
t Elevated BMEP

Improved Response

RPM
Turbocharger Wastegate Function

Wastegate Active – Reduced

BMEP

Wastegate
Boost
Boost

RPM
C15, C18 Wastegated
Turbo
Actuator
Hose

Wastegate
Actuator
 Water Cooled Center Section
Water cooled
return to
radiator line

Water cooled
turbo supply
line

Water cooled
turbo supply
from water pump
 C15, C18 Cat Compression
Brake
Some models equipped with Cat Brake

Developed and manufactured by Caterpillar

Functionally similar to previous compression

brakes
 C15, C18 Compression
Brake Oil Flow Schematic
Cylinder 1

Check valves Drain line

Cylinder 2

Actuator valve Slave piston Master piston

Oil Sump
Engine supply oil
 C15, C18 Cat Brake Oil Feed Path
OIL
FEED

3/4 in. Hex Heads on 1/2

in. Threaded Fasteners
5 Places

9/16 in. Hex Heads

on 3/8 in. Threaded
Fasteners 2 Places
 C15, C18 Cat Brake Oil Feed Path
Oil Feed Bolt

OIL
FEED

“Studded” Bolt, 4
locations, used
w/Cat Brake only
 C15, C18 Brake and Non-
brake Rockers
Injector Rocker:
Cat Brake master Exhaust Rocker:
piston fits in here
Cat Brake slave
piston contacts here

Common CAT Brake

& Non- Brake
C15, C18 Cat Brake Installation

6 7
2

4 1 3 5

Tightening Sequence
 C15, C18 Valve Cover Base
Installation

Tighten to 18 +/- 3 Nm in numerical sequence

 C15, C18 Cat Brake Lash
Setting
•Set Cyl. 1 to TDC compression
•Set lash on cylinders 1, 3, and 5 to specification
•Tighten locknuts to 15 +/- 3 Nm
•Rotate crankshaft 360 deg in direction of rotation
•Set lash on cylinders 2, 4 and 6 to specification
•Tighten locknuts to 15 +/- 3 Nm
•Recheck lash setting
 C15, C18 Injector and Valve
Lash Setting Notes
•Valve lash set with engine cold and stopped
•Valve lash adjusting screw locknut torqued to 30 +/- 7
Nm
•Injector Height Gauge 9U-7227
•Injector height adjusting screw locknut torqued to 100 +/-
10 Nm
 C15, C18 Injector and Valve
Lash Setting Procedure
•Set Number 1 piston at TDC compression
•Set intake valves on cylinders 1, 2 and 4
•Set exhaust valves on cylinders 1, 3 and 5
•Set unit injector on cylinders 3, 5 and 6

•Turn crankshaft 360 degrees (direction of engine rotation)

•Set intake valves on cylinders 3, 5 and 6
•Set exhaust valves on cylinders 2, 4 and 6
•Set unit injector on cylinders 1, 2 and 4
 C15, C18 Piston
Monotherm piston
Forged steel design
High strength
Light weight
Better tolerance control
Rings conform to liner better
Better oil control
Reduced blow-by
Less liner wear
 C15, C18 Piston Ring Notes

Intermediate ring is keystone design

Install top and intermediate rings with “up”

marking towards top of piston

Orient piston ring gaps 120 degrees apart

C15, C18 Piston Assembly

Piston is a one piece design.

 C15, C18 Connecting Rod

Increase rod diameter

Drilled rod for lubrication
4 bolts improve clamping
Designed for durability
Compliments ACERT
 C15, C18 Connecting Rod
Assembly

Connecting
rod cap uses
four bolts
C15, C18 Rod Bolt Torque
Sequence
 C15, C18 Connecting Rod
Bolt Torque
Lubricate bolts with engine oil before assembly

Torque bolts 1 and 3 to 70 +/- 4 Nm

Torque bolts 2 and 4 to 70 +/- 4 Nm

Turn bolts 2 and 4 an additional 60 +/- 5 degrees

Retighten bolts 1 and 3 to 70 +/- 4 Nm

Turn bolts 1 and 3 an additional 60 +/- 5 degrees

 C15, C18 Hardened Plateau
Honed Liner
Smooth Surface
Two step honing process:
- Cuts deep grooves for oil
retention
- Smoothes the tops off to
reduce wear and better contact
Reduces blow by Deep Cuts
Improves oil control and
consumption
 C15, C18 Leak Free Design

Improved joints through out the engine

Oil pan seal
Timing cover
Block to flywheel housing
All fluid connections sealed with standard
thread “O” ring design
 C15, C18 Maintenance
Information
500 hr. oil change interval with CAT DEO (or
oil meeting CAT ECF-1 spec) below 6000 ft.
altitude.
250 hr. change interval above 6000 ft.
High load factors and high fuel sulfur content
will affect oil change intervals.
Equipped with Cat’s new high efficiency oil
filter
S.O.S. sampling
 High Efficiency Oil Filters

Revolutionary filter design

Increased contamination
control
Double the efficiency
without increasing the
changing interval
Reduces wear on all oil
lubricated surfaces