326

Hydraulically Actuated Electronic Unit Injector

(HEUI) Systems
Introduction
The goal to build diesel engines achieving outstanding fuel economy and high torque
output from relatively small engine displacements while lowering engine emissions
produced an innovative injection technology appearing in the early 1990s. The use of
hydraulic force to pressurize fuel for injection was groundbreaking technology to
advance the use of cleaner, more powerful and efficient diesels engines. Hydraulically
actuated Electronic Unit Injection (HEUI) fuel systems utilize highly pressurized
engine lubrication oil to drive plungers pressurizing fuel for injection. Until the
development of HEUI technology, pressurization of fuel and injection timing events were
controlled mechanically and limited by the fixed geometry of camshaft profiles. HEUI
systems however were the first truly modern injection system having the capability to
pressurize fuel independently of engine speed. Electronic engine control also permits
enormous flexibility for engine software to optimally adjust injection pressure, fuel
delivery rates and timing of the injection event for each engine speed and load condition.

The HEUI advantage

One of the first largest evolutionary steps of high pressure diesel injection technology is
the Hydraulically actuated Electronic Unit Injection (HEUI) system. In the 1980s when
manufacturers began exploring technical solutions for upcoming emission standards, they
realized that mechanically governed fuel systems had several handicaps. The primary
disadvantage is mechanical systems pressurized fuel by either an engine or an injection
pump driven camshaft. These systems could not vary injection timing or change fuel
delivery rates with the flexibility necessary for emission reductions. Engine operating
conditions such as load, coolant and air inlet temperatures, inlet boost pressures, vehicle
speed, atmospheric pressure and other factors require unique injection timing and rate
control to obtain optimum performance, fuel economy and emission reduction. More
critically, these mechanically actuated fuel systems could not adequately pressurize fuel
at low engine speeds to obtain best possible atomization and distribution of fuel in the
combustion chamber. Since fuel plunger velocities in camshaft actuated engines are
dependent on engine speed, at low rpm, plunger speeds are proportionally slow,
preventing high pressurization. What is necessary is a system capable of pressurizing fuel
independent of engine speed. The HEUI system is intended to do just that; to develop
peak injection pressure independent of engine speed. This means that maximum spray-in
pressure is available whether the engine is operating at maximum or minimum rpm.
Therefore, during hard acceleration or sudden load changes at low speeds, the system can
instantly adjust fuel pressurization to meet requirements for outstanding performance
while minimizing emissions. Electronic control of injection timing and fuel rate means
these events are adjustable, taking into account vehicle and engine operating conditions
for lowest emissions and peak performance.

327

Conventional fuel systems depend on camshaft

rotational speed and geometric shape to
control operating parameters such as injection
pressure and rate.

HEUI fuel systems can develop

injection pressures independently
of engine speed.

Conventional mechanically actuated fuel

injection systems cannot develop the high
pressure, control injection rate and timing
with the flexibility of HEUI systems.

HEUI fuel systems can achieve lower

emissions, improved fuel economy and
power output because of its superior
ability to highly pressurize fuel at almost
any engine speed. Higher pressurization
leads to better atomization for more
complete and faster combustion

328

Hydraulic pressurization of fuel

HEUI systems replace the mechanical camshaft with highly pressurized lubrication oil
which is used instead of cam lobes to actuate plungers pressurizing fuel for injection.
Since the functions of pressurization, metering, timing and atomization are all
incorporated into the injector, HEUI injectors are classified as unit injectors. These
uniquely designed injectors are supplied not only with fuel but highly pressurized lube
oil. an engine driven high pressure oil pump supplies fuel to the injectors at pressures
close to 4,000 psi. Inside the injector, hydraulic force is further amplified to give HEUIs
the capability to achieve injection pressures of up to 28,500 psi from the latest injectors.
Since oil can be pressurized to very high pressures independently of engine speed, high
injection pressure is available at low engine RPM. The high pressure injection
capabilities combined with electronic control of timing and injection rate ensures the
finest atomization of fuel, low emissions, superior performance and fuel economy. This
pressure is available at almost any engine speed and load condition which permits the
HEUI system to operate in any diesel engine application by simply changing software
programming. This feature by definition distinguishes the HEUI system as a type of
common rail fuel system. Consecutive developments in HEUI technology have allowed
for improved ability to shape the rate of fuel injection which further reduces combustion
noise and emissions for quieter cleaner engine operation.
HEUI injectors are easily replaced by technicians with almost no adjustment or special
engine maintenance required except to change engine oil at regular scheduled intervals.
Quieter engine operation
Beginning with some 1996 models, first generation HEUI injectors used split-shot
injection. This is a type of rate shaped injection which delivers a small quantity of fuel 810-degrees before the main injection. Caterpillar refers to this same feature as PRIME
metering. The use of a pilot injection shortens the ignition delay period which reduces
combustion noise. Through shortening the ignition delay period injection timing can be
retarded which can reduce formation of N0x emissions.
Gen II HEUI injectors used in the 6.0L/VT365 and VT-275 V-6 have full rate shaping
capabilities.
Techtip
Many HEUI injectors are identical in shape and size but are not interchangeable. For
example, the injectors will have different injection volumes and fueling characteristics.
HEUI injectors should never be interchanged from one engine model to another. The
technician should ensure the injector replacements are chosen correctly by
manufacturer, engine model and engine serial number.

329
HEUI injectors are capable of
changing the rate at which fuel is
injected during the injection cycle.
While limited in comparison to the
most recently developed fuel
injection systems, the HEUI
system is referred to as having
rate shaping capabilities. In this
graph of injection pressure from a
HEUI B injector, a pilot injection
also known as a split shot or
PRIME metering is depicted.

Beginning with HEUI injectors

built from 1996 and onwards, the
main injection is preceded with a
pilot injection. The pre-injection,
increases
the
cylinder
temperatures before the main
injection
which
shortens
the
ignition delay period. Combustion
noise is subsequently reduced and
the shortened combustion period
permits retarding of injection
timing for lower N0x emissions.

Electro-hydraulic valve operation (cam-less diesel engines)

HEUI technology has also enabled the integration of valve-train operation into this highpressure actuation system. Currently, International DT series truck engines use an
internal compression release brake operated using the same high pressure oil supply used
for the injectors. Anticipated soon is the release of the cam-less diesel by International
Truck and Engine Company which integrates electro-hydraulic operation of intake and
exhaust valves with HEUI oil system supply. These engines have demonstrated the
tremendous advantages of variable valve timing, valve lift, and duration which provides
for ultimate control of engine operation. Engine breathing is optimized for each engine
load and speed condition allowing the engine to produce the lowest emissions and best

330
performance characteristics without the constraints of a mechanical, fixed geometry
camshaft.
Hydraulic actuation of valves also permits the use of compression-less starts allowing the
use of smaller starting motors and fewer batteries. An engine can be easily cranked with
exhaust valves slightly open allowing high initial cranking RPM with minimum power
required. Subsequently closing the valves in one or all cylinders at the correct time will
allow the engine to start. These engines are also capable of displacement on demand
(DOD) which means cylinders can be cut-out with minimal parasitic loss of power until
they are needed. Hydraulically actuated valve operation also enables the use of engine
based compression release braking systems without additional components required of
conventional compression release brakes.

This
combustion
chamber
module
integrates both the fuel injector and
valves into a common unit which are
actuated by hydraulic oil pressure.

The concept of using eliminating the camshaft is

simple use hydraulic pressure to open and close
the valve.

Applications
Collaboration between International Truck & Engine Corporation and Caterpillar lead to
the HEUI system production in 1993. HEUI engines continue to be produced by these
manufacturers. The most popular HEUI application of this joint venture are the 7.3L
(DIT) Powerstroke branded T-444 for International used between 1993.5MY and 2003.5
MY for Ford. More than 2.5 million of these engines have been manufactured since the
early nineties. In fact, two out of every three Ford F-250 and larger trucks are equipped

331
with this engine. Evidence of its reliability and durability is reflected in a recent survey
indicating over 98% of these engines are still in service. International also uses HEUI for
its DT series of engines, the DT-466 and the DT 570. International has also used HEUI
technology for its T-444E, DT-466570, Max Force 5, 7, 9, 10, Max Force DT and
VT365 engines. Caterpillar has used HEUI in the 3116 and 3126 engines found in GMC
Topkicks, Ford, Sterling and Freightliner truck chassis. Caterpillar also uses HEUI for
some large off-road engines.
The Daimler-Detroit Diesel branded Series 40 engine is also supplied by International
which uses an HEUI fuel system.

The Ford Powerstroke made by International

Engine Company also is badged as a T-444-E in
International brand vehicles.
More than 2.5
million of these HEUI equipped engines were
produced between 1993 and 2003.

This 4.5L 275 CID V-6 engine with a 90

degree bank arrangement is referred to as
a VT-275. It is fabricated by removing 2
cylinders from the VT-365 Ford 6.0L
Powerstroke and adding a balance shaft.

Caterpillar uses the HEUI system for its popular 3116, 3126, C7 ACERT and C9 ACERT
engines. These engines can be found both on-highway medium-duty truck and RV and in
off-road applications. Freightliner, Sterling, GMC Top-kick and medium duty Ford
vehicles have used the Caterpillar engines. Other larger industrial applications of the
HEUI are included in Caterpillar line-up of engine offerings.
Second generation HEUI termed, GEN II or G2 is a more recent refinement of HEUI
technology. A partnership between Siemens AG, International Truck and Engine
Company, and Sturman Industries has produced what is termed digital valve technology.
The 6.0L Powerstroke engine or, VT-365 used in International brand trucks uses this new
injector design. A 275 cid 4.5L V-6 version of the 6.0L/VT-365 V-8 engine is also in
production and used in military vehicles and in medium duty, class 4-5, cab-over CF
series chassis.

332

HEUI System Components

The HEUI system has four major subsections. These include the
HEUI Injectors
Low-pressure oil system
High-pressure oil system
Electronic control system
A low-pressure supply system provides fuel to the injectors at the correct pressure, free of
water, air, and contamination. Fuel supply pressure is regulated to between 30 and 80-psi
on most systems. (See chapter on low pressure transfer systems)

This pictorial schematic of Caterpillars HEUI system for a large V-8 engine shows the
major components of the HEUI fuel system.

333

Insert figure 12 Two types of low pressure fuel supply systems are used on
Powerstroke diesels and T-444E engines. One uses a mechanical pump which returns
fuel back to the tank and another using an electric pump which does not return fuel to
the tank.

334

HEUI Injectors
Types
HEUI injectors use highly pressurized engine oil to provide injection force. Three basic
variations of these injectors exist. The early systems from 1993-1995 International/Ford
used a A type injector. Caterpillar also manufactured their own distinct injector design
on the 3116 and 3126A engines that used a side mounted solenoid and high pressure
jumper tubes supplying oil. Beginning in 1996 California and subsequent model years
for other engines, International/Ford and Caterpillar used the split shot or, PRIME
injector. This HEUI B injector is distinguished by the white coloured solenoid.
Caterpillars injector, while appearing similar to the Ford and International application
has a larger plunger bore and greater fuel delivery volume capabilities.
Split-shot injectors are used in:
1996 and later California 7.3L DIT
1997 and later 7.3L DIT Econoline
1999 and later 7.3L DIT F-Series truck
3126B Caterpillar engines.
DT-466 and 530s

This HEUI A injector is identified by

black coloured solenoid and does not have
split-shot capabilities.

This HEUI B injector is identified by a

white coloured solenoid and is capable of a
single pilot injection used to reduce
combustion noise and emissions.

335

This early HEUI injector used in Caterpillar engines had the solenoid mounted on the
side of the injector. High pressure oil entered through the top of the injector
through a high-pressure steel line. Subsequent engines used oil passageways drilled
through the block to supply pressurized oil.

Generation II or digital valve injectors developed through a partnership between Siemens

and International are used in the 6.0L VT-365 engines. These injectors appeared for the
2002 MY at International and 2003.5 at Ford. The more compact design allows the use of
4 valves per cylinder engine design. These injectors use less energy, are faster
responding, and have rate shaping capabilities covering a full range of engine speed and
load conditions.

This 6.0L injector is a second generation

HEUI
(G2
or
Gen-II).
The
two
electromagnetic coils and other design
features give it full injection rate shaping
capabilities.
This means it is able to
precisely control the quantity and
pressure of fuel injected over all engine
speed and load conditions.

336

HEUI Construction A type and split shot

The HEUI injector has two grooves on the outside of body for receiving fuel and highpressure oil from rails drilled in the cylinder head. Sealing the grooves to maintain
pressure around the injector are replaceable sets of O-rings. The top set which seals oil
pressure consists of two rings: a steel back-up ring, a square cushion seal. One middle,
round O-ring separates fuel and oil pressure. A bottom round O-ring seals fuel below the
groove where fuel is delivered to the injector. Finally, a copper sealing washer around
the injector tip seals combustion gases in the cylinder. Two hold-down bolts are used to
position and clamp the injector. Only one bolt requires removal to extract the injector for
service.
This cylinder head
cut-way depicts the
low-pressure fuel and
high pressure oil
passageways
separated by sealing
O-rings. Note the
lowest O ring is
missing in this
picture.

Techtip
High pressure oil, in excess of 2,000 psi is separated from the fuel circulating in the
cylinder head by an O-ring. Deteriorated or leaking injector Orings can result in
high engine oil consumption evidenced by oil in the fuel tank.
Both type A and B-split shot injectors have four major components that operate together
for precise metering, timing and rate control. The components are:

High voltage electric solenoid. This device controls poppet valve operation. The
solenoid requires approximetely 115 v D/C and 7-15 amps of current to actuate.

337

Poppet valve - This device controls oil flow into the injector. When the poppet
valve is closed, oil pressure is dead-headed or completely stopped preventing oil
from entering the injector.

Intensifier piston and plunger. The intensifier piston, also termed amplifier
piston, magnifies the lube oil pressure which operates between 480 3,000 psi of
pressure. Depending on the manufacturer the intensifier piston is seven or eight
times larger in surface area than the plunger diameter which has high pressure oil
acting upon it. This results in a multiplication of hydraulic pressure of fuel
beneath the plunger which increases injection pressure.

Nozzle assembly. The nozzle is a multi-orifice design operating to atomizes and

distribute fuel into the combustion chamber. Nozzle opening pressure is in the
vicinity of 2,700-psi on early injectors to over 5,500-psi on later injectors

Components of a typical HEUI injector

338
Stages of Injection: Type A injector
HEUI injection can be understood by examining the three stages of injection.
The three stages of injection are:
Fill cycle
Injection
End of injection
Pressurization of oil supplied to the injector supplies the force to pressurize the fuel
inside the injector. The operation of this system is covered in another section of this
chapter.
Fill cycle
During this part of the injection cycle, the poppet valve is blocking high-pressure oil from
entering the injector. Internal components are shown in accompanying diagram in their
relaxed, spring-loaded positions. The plunger and intensifier have returned to the top of
the barrel. Fuel pressurized to between 30-80 psi by the low-pressure transfer system
enters the injector through a passage way located just above the bottom groove of the
injector. A fuel-fill check valve unseats and allows fuel to fill the plunger cavity.
Insert Figure 21 HEUI Fill cycle. Poppet valve is closed, fuel inlet check valve is open
fuel outlet check valve to nozzle tip may be either open or closed. No electrical current is
applied to the injector solenoid.
Injection
During the injection cycle, current will energize the solenoid and the corresponding
magnetic field overcomes spring tension that previously held the poppet on its seat. A
piece of connecting linkage or armature between the poppet valve and solenoid lifts the
valve from its seat. When the poppet lifts, the oil drain path at the upper poppet valve seat
is closed. The result is high-pressure oil pushes past the poppet to the top of the
intensifier piston. High-pressure oil over the piston pressurizes the fuel in the cavity
beneath the plunger. Pressurized fuel travels to the nozzle valve causing the valve to lift
beginning at approximately between 2,700-psi and 5,500-psi. Injection pressures may be
as high as 23,000 psi depending on the operating conditions. Caterpillar systems operate
at higher pressures.

Note the passageways around the

upper and lower poppet seat.
When no current is applied to the
solenoid, oil can drain from above
the amplifier piston through the
upper poppet valve seat.
High
pressure oil is prevented from
entering the injector by the lower
poppet valve seat.

339

Injection cycle
Current is applied to the solenoid
lifting the armature and poppet valve.
The poppet valve is lifted off its seat
allowing high pressure oil into the
chamber above the amplifier piston.
The drain path around the upper
poppet valve seat leading out the top
of the injector is closed. The
amplifier piston pushes fuel below the
plunger out the nozzle tip. Note the
fuel inlet check valve is closed and the
outlet check to the nozzle tip is
opened.

When current is applied to the solenoid,

oil cannot drain from the injector
through the upper poppet valve seat but
high pressure oil can now enter the
injector through the lower poppet valve
seat.

End of injection
The injection cycle ends when the solenoid is de-energized. The magnetic field collapses
that held the poppet valve open and spring tension forces the poppet valve against its seat.
High-pressure oil can no longer enter the injector and oil now spills out the oil drain path
beneath the solenoid around the upper poppet valve seat. The sudden oil pressure drop
above the intensifier piston combined with spring tension and fuel pressure beneath the
plunger, force the plunger upwards in its bore. The fuel-delivery check valve remains
closed to maintain residual fuel pressure in the injector body.

340

End of injection cycle. The position of

internal components is identical to the
first diagram of the injection cycle except
that the amplifier piston is moving
upwards expelling fuel out the upper
poppet relief.

Metering
Injection quantity is determined by the amount of plunger travel. Two factors determine
how far the plunger will travel.
1. Injector solenoid on time. The longer the solenoid is energized, the more time is
available to push the amplifier piston and injector plunger down the injector bore.
2. Oil pressure. The higher the oil pressure applied to the amplifier piston the faster the
plunger will travel for a given amount of time.
Longer on-time for the solenoid and higher oil pressure will result in greater quantities of
fuel injected into the combustion chamber. Similarly, the same injection quantity could
be metered into the cylinder by either increasing oil pressure and decreasing solenoid ontime or conversely, decrease oil pressure and increase solenoid on-time.
Varying injection timing is accomplished by changing the point of beginning and end of
solenoid actuation.
Techtip
To prevent damage to HEUI injectors after replacement the Association of Diesel
Specialist (ADS) recommends priming the high-pressure oil galleries with oil before
attempting to start the engine. This is accomplished by disconnecting the cam position
sensor and cranking the engine over for two consecutive starting cycles. Internal
damage to the injectors is avoided when injectors are primed with oil before
attempting to fire the injectors.

341
Tech tip
When replacing or servicing HEUI injectors, oil and fuel must be drained from the
cylinder heads first or it will drain into the cylinder when the injector is removed.
A hydrostatic lock will occur in the engine after an injector is reinstalled if these
procedures are not followed
Injection timing
The beginning and end of injection are entirely variable and dependent on the electrical
signal applied to the injector solenoid. Fuel timing maps and algorithms incorporated into
the ECM software determine these events to obtain lowest emissions and best
performance for any given engine operating condition load and speed.
Rate control
Injection rate refers to the quantity of fuel injected per degree of crank angel rotation.
Rate control is the ability of the fuel system to adjust the quantity of fuel injected during
the injection sequence. Engine designers have discovered that if injection rates can be
varied for a given engine load, speed or operating condition the engine can deliver
improvements to emissions, fuel economy, power and noise levels.

Engine performance and emissions are optimized by using different

injection rates.
The square shaped edges of the fueling profiles represent a sharp beginning of
injection with a maximum quantity of fuel injected through-out the injection event.
The sloped edged injection rates represent a gradual build-up of injection quantity and
consequently a gentler rise in cylinder pressure. Pilot injection permits retrded timing
and shorter ignition delay time for quieter engine operation and low NOx.

342
HEUI injection systems have the unique capability to change the rate of fuel delivery.
Since oil pressure to the injector is can be electronically controlled by the ECM, changing
oil pressure will change injection rate without any requirement to change the on-time of
the injector solenoid. For example, at high oil pressure compared to low pressure, the
rate of fuel delivery is at higher. The reason for this is high oil pressure applied to the
intensifier piston will drive the plunger farther and faster per degree of crank rotation.
Pressurization is also independent of engine speed. Whether at idle or maximum engine
speed, the output pressure of the high pressure oil pump can instantly change though the
modifying the electrical signal applied to the injection oil pressure regulator. Typically at
idle, actuation pressure is low to minimize combustion noise causes by ignition delay.
When the driver demands more fuel such as during hard acceleration, the actuation
pressure will instantly and sharply increase to adequately pressurize, atomized and
distribute the larger injection quantities.
Techtip
Oil quality is critical to effective HEUI operation. Antifoaming additives are needed
to HEUI engines to prevent air bubbles from forming and staying in the oil. If oil
does contain air created as oil is thrown off the crankshaft and other moving parts
injection pressurization and timing are affected. Poor fuel economy, low power and
stalling are typical operator complaints.

HEUI-B Split-Shot - PRIME Injectors

Advantages
These injectors have special capability to inject a small quantity of fuel to the combustion
chamber 8-10 degrees before the main injection. This pilot injection also known as splitshot or PRIME (an acronym formed from the term pre-injection metering) will begin to
burn before the main injection arrives. The result is the chamber to be much hotter and
have greater pressure when the main injection occurs. This injection strategy shortens the
ignition delay period and operates to provide the following benefits:
Lower combustion chamber noise. This is especially evident at idle when prolonged
delay causes the diesel engine characteristic knocking sound. The hotter chamber will
shorten the amount of time required for ignition of the main injection.
Lower N0x emissions. The shortened ignition delay time allows for the use of retarded
injection timing. Since the main injection delivery quantity will ignite faster, the
beginning of injection can be delayed longer. The result is a less intense pressure spike
after TDC in the cylinder that reduces N0x formation.
Lower particulate emissions. Increased pre-ignition heat and temperature in the
cylinder will assist a more complete combustion of fuel. The result is a more efficient
burn evidenced by cleaner emissions and improved fuel economy.

343
Split-shot injector operation
By 1999MY and newer, all Powerstroke, Caterpillar, and International brand vehicles
used HUEI injectors with this updated design feature. The injector incorporates only
slight change in the plunger and barrel to accomplish this fueling strategy.
First, the injector barrel includes a new relief port that allowed injection pressure to bleed
back to fuel supply pressure. The plunger has a groove cut through the bottom that allows
injection pressure to travel up channels cut into the outer edge of the plunger. When the
channels around plunger aligns with the spill port in the barrel, a momentary drop in
pressure beneath the plunger occurs. This effectively stops injection. As the plunger
continues to move downward in its stroke, pressure redevelops when the relief port is
covered. The main injection will then take place subsequent to the plunger channel
moving past the barrels spill port.

A split shot injector can mechanically separate the injection event into two parts using
a uniquely shaped plunger design.
Stage 1 Fill stage. Fuel pressure fills the plunger cavity
with fuel supplied by the fuel rail in the cylinder head.

344

Stage 2 First Injection. When the lower edge of the

plunger covers the spill port in the barrel, plunger
movement increases fuel pressure unseating the delivery
check valve. Fuel delivery begins.

Stage 3 End of First Injection. When the plungers

relief groove moves past the spill port in the barrel,
pressure is released into the fuel supply system and fuel
delivery is stopped.

Step 4 Second Injection - When relief groove in the

plunger passes the spill port in the barrel pressurization
of fuel resumes. The plunger continues to move
downwards delivering fuel until the end of injection.

345
Environmental tip
High injection pressures improve mixture preparation and combustion quality which in
turn:
Enable higher engine operating speed since smaller droplets ignite and burn
faster. Improves fuel economy due to more complete combustion of smaller well
mixed fuel droplets.
Minimizes particulate formation caused by incompletely burned carbon..
Increase combustions ability to tolerate retarded injection timing
Increases combustion tolerance for the use of re-circulated exhaust gas (EGR)
used to reduce N0x emissions.
Improves smoke limited power output

Injection Oil Systems

Low-pressure oil system
Caterpillar and International 7.3L HEUI engines use conventional lubrication oil systems
with the addition of oil capacity and a separate high-pressure oil system for actuating the
injectors. A supplemental circuit connects the engine lubrication system to a reservoir for
supplying the high-pressure oil pump with oil. Because this circuit does not pass through
a filter but instead connects the main oil gallery to the reservoir, it is called a shortcircuit. This ensures a rapid filling of the reservoir subsequent to an oil change or when
the engine is cold. Without it, prolonged cranking would be necessary. A one-way
check-ball prevents oil draining from draining back to the crankcase when the engine is
not operated. 6.0L engines also use a reservoir but oil passes through the oil cooler and
filters before being stored in a reservoir. This ensures only filtered oil free of debris and
dirt reaches the injector. Caterpillar uses an accumulator to store oil for its high-pressure
pump. These reservoirs hold approximately 0.95L of oil.

The short circuit of the high pressure oil system ensures sufficient oil flow to the
injectors during starting and after oil changes.

346

Layout of the oil system of a 7.3L Powerstroke diesel.

High-pressure circuit
The high-pressure oil system delivers engine oil under high pressure to actuate the fuel
injectors. Another name for the circuit is the injection control circuit. To increase the lube
oil to pressures usable by the injectors, a high-pressure oil pump connected to the
reservoir. These pumps are commonly gear driven, fixed displacement, swash plate or
axial piston pumps. Lines or tubes will connect the pump output to oil galleries or
manifolds delivering oil to the injectors.
This accumulator is located on
top of the high-pressure pump
for 3116, 3126, and C-7
Caterpillar engines.

347
Injection control pressure regulator (ICPR)
Oil pressure is regulated using a pulse width modulated pressure regulator. This device is
an electrically operated spool valve that moves in response to the strength of a magnetic
field. By changing the current flow through a coil surrounding the spool valve, the oilpressure for injection actuation is adjusted. When not building pressure the spool valve
will direct oil back to the oil sump. To build pressure the spool valve will close the
passage to the sump and direct oil to the common oil rail. International and Ford refer to
this as the ICPR. Caterpillars term for the same device is injection actuation pressure
control valve (IAPCV).
To provide feedback to the ECM regarding injection control pressure, a sensor is located
in the high-pressure oil circuit. THE injection control pressure sensor (ICP) will provide
closed loop feedback to the ECM about whether the oil pressure is too low or high. The
ECM can change the amount of current to the injection control pressure regulator (ICPR)
coil and adjust oil pressure.
A minimum of 325-500-psi pressure is usually required to start the engine. When
running, the oil pressure will vary depending on the engine calibration and model.
However, operating should remain relatively stable for any given operating condition.
During hard acceleration and under full load conditions, injection control pressure will
reach maximum pressures. Lowest pressures are encountered during warm idle.
The injection control pressure regulator uses a PWM signal to adjust oil pressure to
the injectors. Pressure is usually low at idle and increases with engine speed and load
conditions.

348

The injection control pressure sensor is a

variable capacitance type sensor which
measures injection actuation oil pressure.
A feedback loop is formed between this
sensor, the pressure regulator and the
ECM. Loss of this sensor signal will
usually cause the injection oil pressure to
operate at a factory default value based
on the PWM signal to the regulator.

The feedback loop to adjust injection actuation pressure is formed between the ICP
ICPR and ECM.
This
ICPR
regulator
for
a
6.0L
Powerstroke regulates injection actuation
pressure by returning oil pressure back to
an oil sump.

349

HEUI Diagnostics
Injection control pressure problems
The high-pressure oil pumps on HEUI have finite delivery volume. This means the
output volume of the pump matches the quantity required by the injectors when they are
operating at their maximum output. Some extra delivery volume is designed into the
system however on many engines this volume is not adequate if there are leaks in the
high-pressure oil systems. Thus, if there is a leak in the injector control system, engine
performance is significantly affected. For example, system leaks can occur when oil leaks
past leaking injector O-Rings, through defective or leaking poppet valves internal to the
injectors or from a worn pump. These leaks will cause rough running, low-power, high
fuel consumption and even no start conditions. Symptoms of high pressure oil leakage
include:
Large difference between starting times hot and cold, particularly a quick cold
start and long hot starting.
Loss of power when hot,
Low power
High fuel consumption
Oil consumption
Blue exhaust smoke, especially on startup.
The high pressure oil pump is
located beneath the fuel
conditioning module between
the cylinder banks on a 7.3L
Powerstroke. The ICPR is
located on the pump. High
pressure oil lines from the
pump direct oil to the oil
galleries located in each
cylinder bank.

Oil quality
Since the HEUI fuel injectors are electronically controlled and use high-pressure lube oil
for actuation, understanding the operation of the oil system is necessary to diagnose
possible performance complaints. Oil quality is critical for the same reason. The correct
viscosity and grade of oil are important to proper HEUI operation. For example, oil that
has little or no antifoaming additive will cause aeration of oil. Aerated oil will not

350
properly transmit pressure and motion, which leads to drivability complaints such as
stalling and low power.
Tech tip
Diesel engine oil used in HEUI engines must have the proper level of antifoaming
additive. This additives causes air bubbles to quickly release from oil. Antifoaming
additive package contained in diesel engine oil depletes with distance traveled and is
affected by chemicals action such as from silicon from RTV gaskets material. On
engines having repairs done such as resealing the oil pan using RTV, an additional
antifoaming additive package is recommended
Oil contaminated with water, fuel, dirt or particulate will lead to premature wear and
malfunctioning injectors. For example, an improperly installed or incorrect air filter will
cause dirt contamination of oil leading to rapid and premature injector failure.
HEUI oil systems are divided into two sections, the low-pressure supply, and the highpressure system. The low-pressure system supplies the high pressure and problems in
either system will effect engine operation.
Diagnostic test to detect system leakage include:
Measuring the duty cycle of the injection control pressure regulator. An
unusually high duty cycle indicates the ECM is compensating for oil leakage by
increasing the on-time for the pressure regulator. Longer on time or, duty cycle
means less oil returns to the sump and more oil is delivered to the high-pressure
circuit.

Pressurizing the high-pressure circuit and checking for leak-down of oil. High
pressure circuits when highly pressurized with oil should be able to retain
pressure for hours with no significant drop. A hand operated or electrically
operated oil pump can be used to verify the sealing capabilities of the high
pressure circuit.

Oil contamination of fuel should also be visually checked to determine if oil is

bypassing injector O-rings and entering the fuel. If the middle O-ring has failed
on the early generation of HEUI engines, oil will push its way into the lower
pressure fuel circuit.

A diagnostic test to determine whether oil is aerating is performed by monitoring

the injection control pressure while operating the engine at hi-idle for three
minutes. If oil begins to aerate, the duty cycle of the injection control pressure
regulator will increase. This happens since as the control system compensates for
a loss in pressure caused by aeration of oil.

351

Generation II HEUI Systems

Generation II HEUI Injector
Features
The discontinuation of the 7.3L and introduction of the 6.0L for the 2002 MY and
brought with it a revolutionary new injector design. The second generation or G2 or Gen
II injector uses what is termed digital control valve technology. It is not the ones and zero
type of digitization but refers to the position of the control valve which operates like the
poppet valve in earlier injectors the control valve is either open or closed. The injector
uses two electromagnetic, coils and a spool valve. Four external electrical pins supply the
coils current to operate at 48-volts and 20-amps per coil, which is lower voltage than
other HEUI injectors. However, the time current is applied to the coils is only 800
microseconds. That is 800 millionths not thousandths of a second. This contrasts with
type A and B HEUI injectors require at least 500 milliseconds before they build-up
adequate magnetic filed strength to close the poppet valve. This dramatically shorter
pulse time means the coils can operate cooler. Most importantly, the coil and spool valve
design enable the electrical signals, rapidly control the quantity of fuel injected throughout the entire injection cycle. This capability known as rate shaping is critical to
obtaining low emissions without sacrificing performance and fuel economy. The new
control valve design provides for a smaller compact injector allowing the use of four
valves per cylinder two intake and exhaust.
The 6.0l Powerstroke or VT-365 uses an new generation of HEUI injectors referred to
as GEN-II or G2 injectors

352
What is also so unique about the digital valve is dependence on residual magnetism to
operate and it uses no springs to center or return the spool valve. Instead, residual
magnetism from electric current which is applied only momentarily to the coil will
indefinitely hold the spool valve in an open or closed or position. When a second pulse
of electric current is applied to the opposing coil, the valve will move in the opposite
direction. Pressurized lube oil supplies the force needed to physically open and close
valves. By using residual magnetic energy as the triggering force and hydraulics as the
driving force, the valve operates more quickly, using less energy and generates less heat
than its predecessors. This digital valve overcomes the technological barriers of switching
very high-pressure fluid at extreme speeds with reduced coil response time.
The high-pressure oil circuit of the 6.0l supplies oil to injectors through a manifold
above the injectors.

This G2 injector uses

sealing
washers
similar to other HEUI
injectors
except
there
is
no
oil
circulating around the
injector.

353

The O-ring in the top of the injector seals highpressure oil from leaking out of the oil manifold and
injector. This O-ring is not serviceable.

O-rings and AWA oil rail

High-pressure oil is supplied to the injector through a high-pressure oil manifold or rail
externally attached to the top of the injectors. The rail incorporates dampening devices
called Acoustic Wave Attenuation (AWA) to minimize hydraulic noise and pressure
waves. Early model engines used a straight rail. Later models introduced a wavy highpressure oil rail with higher oil capacity and dual AWA fittings fin each rail. A
replaceable O-ring seals the oil rail to the injector. Fuel to the injector is supplied
through drilled passageways in the cylinder head and sealed with two O-rings around the
injector body. A copper sealing washer at the injector tip prevents combustion gases in
the cylinder from leaking from the chamber into the area around the injector body.
Removal of the injector from its bore is accomplished by removing a single hold-down
clamp bolt.

The G2 injectors used in the 6.0l Powerstroke, VT-365 and VT-275 receive fuel
through a rail passing through the cylinder head. High pressure oil is delivered
through a manifold attached to the top of the injectors.

354

The high pressure oil pump and reservoir are located between the cylinder banks at the
rear of the engine on a 6.0l Powerstroke diesel

Injector coil and spool valve

Inside the injector, the digital control valve consists of two coils, an open and closed coil.
A spool valve moves from side to side controlled only by magnetic forces. Total
movement of the valve is only 0.017 The valve has only two positions. When open, it
allows oil to flow from the high-pressure oil rail into the injector, pushing the intensifier
piston and plunger downwards. In the closed position, it allows oil to drain out of the
injector.
A cross sectional view of
the G2 injector coils and
spool valve and plunger.
The spool valve operates
similarly to the poppet
valve of HEUI A and B
injectors. Oil is admitted
and released from the
injector
through
the
spool valve. Oil pressure
acts on the plunger to
pressurize
fuel
for
injection.

355
Intensifier piston, barrel, and plunger
Similar to the earlier HEUI injectors the intensifier piston multiplies fuel pressure below
the fuel plunger. The intensifier has a surface area of 7.1 times greater compared to the
plunger diameter. A mechanical pressure relief valve in the system opens at 4000 psi.
This limits oil pressure in the event of a malfunctioning injection pressure regulator.
These systems theoretically can operate at up to 28,500-psi injection pressure.
The plunger and barrel assembly develop injection pressure. Earlier injectors used a
coating of tungsten carbide on the plunger to reduce the possibility of scuffing from poor
fuel quality, water contamination and the effects of ultra low sulphur diesel (ULSD)fuel.
2004 MY and later use a silicon carbide or Diamond Like Carbon (DLC) coating. A new
clevis over the fuel plunger has eliminated failures encountered with earlier injectors.
Injection Cycle
The injector has three main
events during an injection cycle:
Fill
Main injection
End of main injection
Fill cycle
This event begins with the spool
valve in the closed position
preventing oil from entering the
injector.
Low-pressure fuel
regulated to 45-50 psi enters the
injector through fuel rails in the
cylinder head. After entering the
injector through the fuel inlet
located in a groove around the
injector body, fuel fills the cavity
below the plunger.

Main injection
A pulse width modulated signal energizes the open coil moving the spool valve to the
open position. This allows high-pressure oil to begin forcing the intensifier piston and
plunger downward. A fuel inlet check-ball closes causing pressurization of fuel below the
plunger. The pressurized fuel begins to lift the nozzle valve at approximately 3,100psi.
End of injection
After the correct amount of fuel is delivered based on time the injector digital valve has
been left open, the close coil is pulsed with 800 microseconds of current. This moves the
spool valve from an open to a closed position. High-pressure oil is blocked from entering
the cavity above the intensifier piston. Oil above the intensifier piston leaves the injector

356
through an exhaust port. Pressure from the plunger return spring returns the intensifier to
its initial position. The nozzle valve simultaneously closes and injection abruptly ends
after delivering fuel.
Insert figure 53 Main injection step two ends with the spool valve moved to the
closed position and injection stops. Oil vents from injector through spool valve and
out the injector.

Metering, timing and rate control

Similar to previous HEUI injectors the Gen II plunger travel determines injection
quantity. Plunger travel however is determined not by the amount of time the open or
close coils are energized but by the length of time the digital valve is left open. The coil
needs only pulsing once to remain in its position. The opposite coil requires energizing
to change the poison of the spool valve. Varying injection timing is accomplished by
changing the specific time during crankshaft rotation to cycle the open and close coils.
To change the rate of fuel delivery, the oil pressure to the injector is can be electronically
varied by the ECM. At higher pressure, the rate of fuel delivery is proportionally greater
since the force acting on the plunger is increased. The plunger will then displace more
fuel per degree of crankshaft rotation at high pressure than during low pressure operation.
Pressurization is independent of engine speed so high pressures are available at low
engine speed operation.
Rate control or shaping is performed through more than just varying the oil pressure. The
additional rate shaping feature of the G2 injector is its capability to rapidly open and
close the spool valve many times during the course of one injection sequence. This
pulsing is accomplished electronically and not just mechanically like HEUI B injectors.
Software instructions contained in the ECM can send several pulses to the digital valve

357
control coils within one injection cycle. This enables execution of several injection
sequences within one injection cycle.

Electronic Management System

Information processing on these engines is similar to other electronically governed
diesels. Input device send signals or information to the electronic control module (ECM).
The ECM processes the information and generates outputs based on control algorithms,
memory containing tables of look-up information and software instructions to devices
such as the injectors and pressure regulating valves.
On board Diagnostics II (OBD-II) & HEUI
On Board Diagnostic (OBD-II) strategies legislated for all vehicles with GVW of 14,000
lbs or less are programmed into the ECM. In California, the legislation applies to all
diesel engine vehicles up to 14,000 lbs. GVWR starting in the 1997 MY. Starting in the
2004 MY, jurisdictions using Federal emission standards will start phasing in OBD-II for
vehicles over 8,500 lbs.
OBD-II strategies are used to manage faults within the subsystems and allow the engine
to operate at the highest efficiency level possible and prevent excessive emissions. If the
engine defect exceeds certified emission levels by more than 10%, the MIL will
illuminate.

HEUI & OBD-II system monitoring relevant to combustion includes:

1. Engine misfires
Misfire for diesels is defined as a loss of compression. The amount of compression loss in
a cylinder that misfire monitor will detect is referenced as a 3/16" or larger hole in a
cylinder or valve train component.
2. Glow-plugs
3. Injection control pressure
4. EGR operation
5. Comprehensive component monitoring of engine inputs, Manifold absolute
pressure (MAP), Barometric pressure (BARO), Engine oil temperature (EOT), Exhaust
pressure (EP), Intake air temperature (IAT), Injection control pressure (ICP), Mass air
flow (MAF), Accelerator pedal poison (AP), Crank poison sensor (CKP), Cam position
sensor (CMP), Dual alternators, Electronic variable response turbocharger (EVRT),
6. Injection control circuits
A number of electronic systems operate to manage the fueling of the HEUI engine.
Common electronic engine input devices consist of:
Camshaft position (CMP) sensor
Engine coolant temperature (ECT) sensor
Manifold absolute pressure (MAP) sensor

358
Intake air temperature (IAT) sensor
Accelerator pedal position (APP) sensor
Engine oil temperature (EOT) sensor
Engine oil pressure (EOP) sensor
Barometric pressure (BARO) sensor
Crankshaft position (CKP) sensor
Mass airflow (MAF) sensor
Idle validation switch (IVS)
Manifold air temperature (MAT) sensor
Injection control pressure (ICP) sensor

Common outputs devices associated with HEUI fuel systems include:

Injection control pressure regulator (IPR or IAPCV - Caterpillar)
HEUI injectors
Malfunction indicator lamps (MIL)
Processing
These modules are devices which make-up the information processing or engine control
devices:
Electronic Control Module (ECM) or Powertrain control module (PCM)
Injector Driver Module (IDM).
Fuel injector control module (FICM)

359

Common sensor locations for a 7.3L Powerstroke

Input device functions

Accelerator pedal position (APP) sensor or Throttle position senor (TPS)
The Accelerator Pedal (AP) position sensor or throttle position sensor (TPS) is a threewire potentiometer, connected to the accelerator pedal. The AP/TPS sensor measures
pedal position demanded by the operator. The analog voltage signal is a variable used to
calculate injection fuel quantity, injector timing, and injection control pressure in order to
regulate engine speed.
The Idle Validation Switch (IVS)
This device is a three-wire SPDT switch used by Ford and International to verify throttle
pedal position. At idle one of the switch thorws is open and the other closed. Off idle the
switch status changes. The IVS will detect out of range failure of the AP/TPS sensor. If
the ECM measures a discrepancy between IVS and AP/TPS sensor, the engine will
operate only at idle. This input device can prevent sudden unintended engine
acceleration.

360
Each track of this three track pedal posiyion sensor is used to validate the data from
the other tracks. The design eliminates the requirement for an idle validation switch.
An error in pedal data, such as caused by a worn or resistive pathway in one track,
allows information from another track to be used to operate the vehicle thus increasing
vehicle reliability.

Engine Oil Temperature (EOT) Sensor

The engine oil temperature (EOT) sensor is a NTC thermister that sends an analog signal
to the ECM to proportional to engine oil temperature. EOT is used by the ECM to
calculate injection quantity and injection timing. The sensor can also help the ECM
compensate for changes to oil viscosity due to temperature. This ensures adequate power
and torque are available under all operating conditions. The EOT is monitored by the
ECM to determine glow plug on time.
Manifold Air Temperature (MAT) sensor
This sensor is a NTC thermister, located in the charge air cooler housing, measures intake
air temperature exiting the charge air cooler. Data from the MAT with MAF data is used
to calculate air density. The ECM will adjust injection quantity and injection timing
based on air density and temperature.

361
Manifold Absolute Pressure (MAP) sensor
The Manifold Absolute Pressure (MAP) sensor is used to measure intake manifold
pressure. The sensor may be either a digital or an analogue type. The analogue type
sends a varying voltage whereas the digital type sends a varying frequency signal.
Information supplied by the MAP sensor is used by the ECM to calculate injection
quantity and timing. For example, to minimize particulate emissions MAP sensor data
will control the delivery quantities of fuel until adequate air or boost pressure to support
combustion is available. The MAP sensor also measures engine load. Under heavy load
conditions, boost pressure is proportional load. Injection timing is retarded under this
condition.
The Barometric Pressure (BARO) sensor
This is a variable capacitance sensor producing an analog signal proportional to
atmospheric pressure. The ECM uses the BARO sensor to adjust fuel timing and delivery
quantities of fuel based on altitude. At high altitudes, the delivery quantities of fuel may
be reduced to prevent excessive emissions. The BARO sensor is also used to control the
glow plug subsystem. Higher altitudes will increase glow plug preheat time.
Intake Air Temperature (IAT) sensor
This device is a thermister, mounted usually in the air cleaner providing ambient air
temperature data to the ECM. IAT sensor data is used by the ECM to employ operating
strategies that compensate for cold ambient temperature. On 6.0L engines, this sensor is
located within the MAF sensor to calculate air density.
Camshaft position (CMP) sensor
The Camshaft Position (CMP) sensor is a three-wire Hall-effect sensor on 7.3L
Ford/Navistar engines and a two-wire variable reluctance sensor on Caterpillar engines.
This sensor provides information about engine speed and position. Position information is
required by the ECM to determine which cylinder is on compression stroke to properly
inject fuel into the appropriate cylinder at the correct time.
The sensor is located in the front of the engine on the timing gear cover on Ford/Navistar
7.3L engines and in the rear of the cover on Caterpillar engines. The Hall Effect CMP on
7.3L engines generates a varying frequency signal as vanes of a trigger wheel on the cam
gear pass through a magnetic field.
The number of the vanes passing by the sensor per second indicates engine speed. The
number of vanes passing the sensor provides information about the number of degrees of
engine rotation. A narrow vane on the trigger wheel indicates the position of cylinder
number one at TDC. Cylinder number four cylinder is indicated by a wide vane on the
trigger wheel. This information is used by the PCM to generate the cylinder identification
(CID) signal for the injector drive or fuel injection control module.
Engine speed and camshaft position information is a critical variable to control injection
pressure, timing, and delivery quantity. The loss of data from this sensor will cause the
engine to stop operating.

362
On 6.0L engines, the CMP is a two-wire variable reluctance sensor located on the left
front side of the block. It responds to a peg pressed into the camshaft and provides an
engine position or cylinder identification signal.

The cam position sensor provides critical information regarding cylinder

identification, engine position and speed used to calculate injection events. Since an
engine rotates twice to fire all cylinders the cam poison sensor helps identify which
cylinder is near TDC at the end of compression stroke or end of exhaust stroke.
Crankshaft position (CKP) sensor
The CKP sensor is a two-wire variable reluctance sensor located on the right front side of
6.0L engines. This sensor generates a signal from a target wheel located on the
crankshaft. The wheel is 60 teeth minus two teeth design. This means a wide gap is
created in one spot from two teeth missing on the wheel. The missing teeth will
correspond to the CMP signal every two-crankshaft revolutions. A synchronization of
the CKP and CMP signal is used to calculate engine speed and position to control firing
order, injection timing, and quantity.
The other teeth provide data regarding engine speed and degrees of crankshaft rotation.
OBD-II diagnostic strategies will use the data from both the CKP and CMP sensor to
identify cylinder misfires. Changes in rotational speed caused by compression and power
strokes will identify misfiring cylinders which can cause excessive emissions.
Crankshaft position data is a more accurate strategy to calculate engine position than a
cam sensor since data since it does not contain error due to crank/cam gear backlash.

363
Engine coolant temperature (ECT) sensor
The engine coolant sensor is a two-wire thermister providing data for coolant
temperature. This data is used for calculation of injection timing, quantity, glow plug on
time and fan operation.

Mass airflow (MAF) sensor

The mass airflow sensor provides data measurements for the mass of air entering the
engine. It uses a hot wire-sensing element maintained at 392F 200C to provide a fixed
voltage drop across the element. When air passes over the element, it cools and causes
the current flow through the wire to increase in order to maintain its temperature.
Therefore, the current flow through the wire will be proportional to the mass of air
entering the engine.
The MAF is used on 6.0L engines to calculate the quantity of EGR flow into the engine.
OBD-II requires the MAF to perform diagnostics checks on EGR functions. When the
EGR is enabled, the amount of airflow into the engine should decrease proportional to the
increase in EGR flow.
Figure 57 The Mass air flow senor for a 6.0L Powerstroke incorporating an intake
air sensor. The MAF is used by the OBD system to verify correct operation and
diagnose problems associated with the intake air and EGR system
Injection control pressure (ICP) sensor
This is also termed the Injection actuation pressure (IAP) sensor by Caterpillar and is a
three-wire variable capacitance device measuring oil pressure to the injectors. The ECM
monitors this sensor to achieve an ideal control pressure determined by engine operating
factors such as load, throttle position, speed, and oil temperature. If the oil pressure is
outside its desired range, the ECM will attempt to adjust pressure by changing the signal
to the injection control pressure regulator (IPR). Data from this sensor is critical to
adjustments to injection timing and volume.

Output devices
Injection control pressure regulator (ICPR)
The most significant output device for engine fueling control is the Injection control
pressure regulator (IPR). Caterpillar refers to this valve as the Injection actuation control
valve (IAPCV). This device is a pulse width modulated (PWM), variable position spool
valve located on the high-pressure oil circuit. It is used to modulate or change oil pressure
within the system when commanded by the ECM. When no signal is applied to the
control coil around the spool valve, oil flow from the high-pressure pump is redirected to
the oil sump. Increasing the amount of time current is applied to the coil gradually closes
the valve and increases oil pressure supplied to the injectors. As the time current is
applied increases, the IPR duty cycle expressed in percentage increases proportionally.
This means the higher the duty cycle, the greater the oil pressure or a greater amount of
the pump output is used to build pressure. Values for the duty-cycle are between 0 and
65%. An increase in injector control pressure results in an increase in fuel injection
quantity if accompanied with little or no change in injector pulse width.

364

Together the ICP and the IPR form a closed loop system. This means the ECM monitors
the ICP sensor and adjustments are made to the IPR duty cycle based on this feedback.
Injector drive modules (IDM) Fuel Injection control module (FICM)
Since the HEUI injectors require substantial amounts of current 115-volts 8 amps for
7.3L engines and 48 volts 20 amps for Gen-II, the ECM is not able to supply these high
current demands. Instead, a separate module capable of switching injectors and
monitoring injector performance is used. The Injector Driver Module (IDM) or Fuel
injector control module (FICM) receives data from the ECM and uses it to calculate
injection timing and duration. In the 7.3L engines, the IDM receives two control signals
from the ECM: the Fuel Delivery Control Signal (FDCS) and the Cylinder Identification
(CID) signal. The FDCS indicates ECM commanded engine rpm and is used by the IDM
to establish injection timing and injection duration. The CID signal indicates engine
position and is used to establish the beginning of firing sequence. Since the firing order
sequence is built into the IDM, it can begin the injection sequence after learning when a
particular cylinder is at TDC. An Electronic Feedback (EF) signal is used to send
diagnostic trouble codes (DTC) information about the IDM and injectors to the ECM.
Cat engines do not require a separate IDM module. All engine functions are integrated
into the Advanced Diesel Engine control Module (ADEM) or ECM.

The ECM communicates information regarding timing, injection quantity and engine
position with the injector drive module (IDM) Using this information the IDM
calculates the appropriate pulse width for the injectors and delivers high voltage
electrical signals to the correct cylinder at the correct time. Injector circuit
diagnostics are performed by the IDM and diagnostic information is communicated
across data lines connecting the two modules.

365

Caterpillar HI300B HEUI Injector

366

367