Instructions for General Troubleshooting on Certain C3.3B and C3.8 Machine Engines {0372, 1000} Caterpillar

Instructions for General Troubleshooting on Certain C3.3B and C3.8 Machine Engines {0372, 1000}

Usage:

242D A9W

Compact Track Loader: 259D (S/N: FTK1-UP; GTK1-UP; FTL1-UP); 279D (S/N: GTL1-UP; PPT1-UP; RCX1-UP); 289D (S/N: WCT1-UP; TAW1-UP; A9Z1-UP); 299D (S/N: HCL1-UP); 299D XHP (S/N: NLC1-UP); 299D2 (S/N: FD21-UP; BY41-UP); 299D2 XHP (S/N: DX21-UP; DX91-UP)
Multi Terrain Loader: 257D (S/N: EML1-UP; FMR1-UP; EZW1-UP); 277D (S/N: NTL1-UP; FMT1-UP; MLT1-UP); 287D (S/N: STK1-UP; TLK1-UP; HMT1-UP); 297D2 (S/N: BL71-UP); 297D2 XHP (S/N: HP21-UP)
Skid Steer Loader: 236D (S/N: SEN1-UP; MPW1-UP; BGZ1-UP); 242D (S/N: DML1-UP; DZT1-UP; A9W1-UP); 246D (S/N: BYF1-UP; JSL1-UP; HMR1-UP); 262D (S/N: DTB1-UP; KTS1-UP; LST1-UP); 272D (S/N: GSL1-UP); 272D XHP (S/N: SHY1-UP); 272D2 (S/N: BL21-UP); 272D2 XHP (S/N: MD21-UP)

Introduction

This special instruction is a guide for troubleshooting the C3.3B and C3.8 engines that have after treatment. This document should be used when the engine is suspected of having one of the following issues:

SOS flagged with fuel dilution, wear metals, or dirt entry. SOS samples list dirt as Si (Silicon). This document will reference dirt instead of Si (Silicon)
Turbocharger failure
523602-0 high frequency regeneration code
Suspected cylinder wear (No SOS taken, dusted engine, excessive oil consumption)
Suspected plugged DPF

Do not perform any procedure in this Special Instruction until you have read the information and you understand the information.

Reference Section

Reference: Troubleshooting , UENR3423 , "General Information" and "Regeneration Levels of the Diesel Particulate Filter (DPF)"

Reference: Troubleshooting , UENR3423 , "Diesel Particulate Filter Active Regeneration Occurrence Is Excessive"

Safety Section

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Do not operate or work on this product unless you have read and understood the instruction and warnings in the relevant Operation and Maintenance Manuals and relevant service literature. Failure to follow the instructions or heed the warnings could result in injury or death. Proper care is your responsibility.

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Failure to follow all safety guidelines prescribed in this document and by governing authorities and regulatory agencies may result in severe injury or death of personnel or machine damage.

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When removing a major component or attachment, ensure that it is properly blocked or secured before removing mounting hardware. An assembly that is disconnected without proper blocking may shift or fall, resulting in serious injury or death of personnel or machine damage.

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Personal injury or death can result from improper maintenance procedures. To avoid injury or death, follow the procedures exactly as stated below.

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Personal injury can result from improper handling of chemicals.
Make sure you use all the necessary protective equipment required to do the job.
Make sure that you read and understand all directions and hazards described on the labels and material safety data sheet of any chemical that is used.

Observe all safety precautions recommended by the chemical manufacturer for handling, storage, and disposal of chemicals.

Troubleshooting Procedure

All the information in this document is contained in the service manuals, but has been consolidated in one document for simplicity. Before beginning, there must be a good understanding of the active regeneration system for these two engines. Both use in-cylinder dosing, which is a post injection of fuel into the cylinder. The post injection sends fuel into the exhaust stream to the DOC which raises the temperature in the DPF for regeneration to occur. Read the following troubleshooting manual stories to understand this system before proceeding:

UENR3423 Troubleshooting , "General Information" and story on "Regeneration Levels of the Diesel Particulate Filter (DPF)"
UENR3423 Troubleshooting , "General Information" and story on "Diesel Particulate Filter Active Regeneration Occurrence Is Excessive"
Channel 1- C2.4, C3.3B, and C3.8 Regeneration Training
Channel 1- TIB for Fuel Dilution (523602-0 High Frequency Regeneration)

Prior to troubleshooting any of these issues, the following must be done:

Obtain an Oil Sample and review results and SOS history
Confirm with the customer when the engine oil and oil filter were last changed
Cut open the oil filter and check for wear metals

Obtain a PSR and review engine codes prior to troubleshooting

The following are the five troubleshooting procedures that are based on the symptoms. Follow the first troubleshooting procedure that matches your symptom.

SOS flagged for dirt
SOS flagged for wear metals (dirt is not flagged)
Turbocharger failure
SOS with fuel dilution (no dirt, no wear metals)
523602-0 high frequency regeneration code (no flags for SOS)

The following are two examples of how to use this troubleshooting guide:

Example 1: If your engine has SOS flagged for dirt, wear metal, fuel dilution, and has a 523602-0 high frequency regeneration code. In that situation, the only troubleshooting procedure to follow is “SOS Flagged for Dirt”. The other symptoms are results of the dirt entry.

Example 2: If your engine has SOS flagged for wear metals and fuel dilution, then refer only to “SOS Flagged for Wear Metals (dirt is not flagged)”. The fuel dilution is a result of the engine wear.

SOS Flagged for Dirt:

If the SOS is flagged for dirt, dirt can cause the following: SOS flagged with fuel dilution, SOS flagged with wear metal, 523602-0 high frequency code, oil consumption, turbocharger failure, and low power. Having dirt in SOS does not automatically condemn an engine. After determining the source of dirt entry, the engine condition needs to be confirmed via compression test, and visual confirmation of cylinder walls. This information is covered in the section, “Check for Cylinder Wear” which is at the end of this document.

Check the condition of the primary air filter, secondary air filter, and the clean side of the air cleaner group.
A. Are CAT filters being used ?

i. Non-CAT filter that is bypassing dirt is not supported by Caterpillar.
ii. Frequently, customers will replace the air filter prior to bringing in the machine. To confirm that CAT filters were used, check parts sales for that customer to confirm how many filters were ordered versus the customer's population of SSL/CTL/MTLs.

B. Check condition of primary air filter and secondary air filter.
a. If the secondary air filter is dirty, then the primary filter has been run too long.

C. Check the clean side or inside (the filters) of the air cleaner canister.

a. If there are signs of dirt, then the filters were run too long.
i. Check parts sales for that customer to confirm how many filters were ordered versus the customer's population of SSL/CTL/MTLs.
ii. Daily tapping of filters may damage the filter and allow dirt to bypass.

b. The recommended air filter maintenance is to clean when the E391-1 Inlet Restriction Air Filter code occurs. The only approved cleaning is using low-pressure air < 207 kPa (30 psi). After the third cleaning both the primary and secondary filter should be replaced. At a minimum, the filters should be replaced after third cleaning, annually or every 500 hrs, whichever occurs first.

c. If the customer is not going to change the air filters as per the required maintenance practice, a pre-cleaner can be installed to decrease the risk of running a filter too long.

D. Check the Product Status Report for E391-1 Inlet Air Filter Restriction codes.

a. If the air filters look new and the last occurrence was prior to the new air filter, then the old air filter would need to be inspected to evaluate its condition.

b. There should always be some codes, but if there are an excessive number of occurrences it suggests that the Level 1 codes were ignored.
Note: 568-2606 Machine Software Gp elevates the E391-1 Inlet Air Restriction elevate to a Level 2 after 15 minutes of operation. Refer to Service Magazine , M0099547 for details.
Note: Operating with a plugged air filter can cause oil to bypass a turbo due to the extreme low pressure on the compressor side of the turbo. Typically when the air filters are replaced, the turbocharger will stop bypassing the oil.
Check the following intake hoses for loose clamps and dirt trails:
- Intake hose that connects to the air cleaner canister
- Hoses to the intake pipe prior to the turbo
- Hoses to the turbo
- Hoses to the intake manifold
- Hoses to the air to air after cooler (C3.8 only)
If the air intake system is ok, then check other potential sources of dirt entry.
For the C3.3B, check the plastic oils fill plug(s) on the block and/or flywheel. Refer to Service Magazine , M0075954 for details.
For the C3.3B in Skid Steer Loader, Compact Track Loader, and Multi Terrain Loader models, check the dipstick tube.
1. Note the condition of the block around the dipstick tube hole. If it is wet from a leaking oil pressure switch or oil fill plug, then take a picture and upload to SIMS.
2. Clean the area around where the dipstick tube enters the block with compressed air or water.
3. Loosen the bolt that retains the dipstick tube.
4. Remove the dipstick tube. Inspect the dipstick tube.
  Note: There may be dirt below the O-ring which can occur during its removal.
5. Prior to cleaning take a picture to show the condition of the dipstick tube and the O-ring. If the O-ring is missing, torn, or damaged. Upload to SIMS if there is concern about its condition.
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  Illustration 1 g06365153
6. Clean the dipstick tube, look in the tube and check for extreme wear. Take a picture and upload picture to SIMS if there is concern about its condition.
  Note: There is always a thick and thin side of a new tube as the tube tapers at the end. This is normal and is due to the manufacturing process. This is only the tapered end and will not cause dirt entry. Refer to the picture below for an example of a new dipstick tube with a thin and thick side.
7. Just because the dipstick tube is worn does not automatically make it the root cause for a dusted engine. Dirt entries from dipstick tubes have gradual increases in SOS. Check the SOS history.
  If the Si increases by 100 between consecutive oil samples, then the dirt is NOT from the dipstick tube.
  If the Si is flagged on one sample and then not on the next sample, then the dirt is NOT from the dipstick tube.
If there is a corresponding 523602-0 High Frequency Regeneration code, then go to the “Check for Plugged DPF”.
If the SOS is flagged for wear metals or there is oil consumption, then to go “Check for Cylinder Wear”.

SOS Flagged for Wear Metals (dirt is not flagged) or Metal Found in Filter:

If the SOS is flagged for wear metals but no dirt, read the SOS report for root causes. If the oil viscosity is not correct, oil life is excessive, excessive soot, etc. then those should be investigated. High Wear metals can also be caused by a machine rollover where the engine was either left running or the engine was restarted prior to removing oil on top of the pistons. An engine that has rolled will typically have a mechanical knock and/or a bent rod.

Go to go “Check for Cylinder Wear”
If there is a corresponding 523602-0 High Frequency Regeneration code, then go to the “Check for Plugged DPF” after resolving the issue.

Turbocharger Failure:

Turbochargers are typically not root causes but resultant damage. Root causes are most commonly from: dirt entry, frozen crankcase breathers, plugged air filters, low oil pressure resulting in lack of oil to turbo, lack of oil due to hot shutdowns, lack of oil due to not warming the engine up.

If the turbocharger has failed and allowed oil to bypass into the DOC/DPF, they must be replaced. If the oil sample shows wear metals, then go to the section "Check for Cylinder Wear" to determine the condition of the cylinders.

Review the engine oil SOS report. If the oil sample is flagged for dirt, then dirt is the root cause of the turbo failure.
Check the Product Status Report for E391-1 Inlet Air Filter Restriction codes.
- If the air filters look new and the last occurrence was prior to the new air filter, then the old air filter would need to be inspected to evaluate its condition
- There should always be some codes, but if there are an excessive number of occurrences it suggests that the Level 1 codes were ignored
Note: 568-2606 Machine Software Gp elevates the E391-1 Inlet Air Restriction elevate to a Level 2 after 15 minutes of operation. Refer to Service Magazine , M0099547 for details.
Note: Operating with a plugged air filter can cause oil to bypass a turbo due to the extreme low pressure on the compressor side of the turbo. Typically when the air filters are replaced, the oil stops bypassing.

If the turbo failure occurred in the winter ensure that the correct engine oil is used. Refer to Operation and Maintenance Manual , "Selecting the Viscosity".

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Table 1
Lubricant Viscosities for Ambient Temperatures
Compartment or System	Oil Type and Performance Requirements	Oil Viscosities	°C		°F
Compartment or System	Oil Type and Performance Requirements	Oil Viscosities	Min	Max	Min	Max
Engine Crankcase	Cat DEO-ULS Cold Weather	SAE 0W-40	−40	40	−40	104
	Cat DEO-ULS	SAE 10W-30	−18	40	0	104
	Cat DEO-ULS	SAE 15W-40	−9.5	50	15	122

If the turbo failure occurred when temperatures were below −18 °C (0 °F), then:
- Ensure that 0W-40 oil is used
- Check that the engine has two CCB heaters installed
- Confirm that both CCB heaters get warm with key ON
- Confirm if the machine was hauled with the engine running. Caterpillar does not recommend that a machine be hauled with the engine running. If this is still done a rear door cover is required, but that does not a guarantee a closed crankcase breather will not freeze.
If the turbo failure occurred when the temperature is −33 °C to -40 °C (−27 °F to -40 °F), then a rear door cover is required during operation to prevent the closed crankcase breather from freezing. Refer to Operation and Maintenance Manual and Engine starting story and the section , "Cold-Weather Requirements".
Not following the engine warmup can starve the turbocharger of oil. Refer to Operation and Maintenance Manual and the story, , "Engine starting" for the proper warmup procedure and the longer warmup procedure when it is below 0 °C (32 °F).
Note: 568-2606 Machine Software Gp added Turbocharger Protection Mode feature that helps to ensure that the turbocharger is not starved of oil. Refer to Service Magazine , M0099547 for details. The operator still needs to follow the warmup procedure in the OMM.
Not allowing the engine too cool down for 5 minutes at low idle prior to stopping the engine can cause a turbocharger failure. Refer to Operation and Maintenance Manual , "Stopping the Engine" for details.

SOS Reports flagged for Fuel Dilution:

This should only be followed when the SOS is NOT flagged for dirt or wear metals.

Refer to Troubleshooting Manual, “Oil Contains Fuel”. Potential Root causes are:

Are 3251-3 or 3251-4 DPF Differential Pressure Sensor Code active or logged?
- These codes can cause a faulty intermittent high DPF Differential Pressure reading. This will cause the Engine ECM to incorrectly think the DPF is full and will result in more active regenerations. This can cause 523602-0 High Frequency Regeneration or Fuel Dilution
- These codes are frequently a broken wire near the DPF Differential Pressure Sensor connect. Refer to UENR3423 Troubleshooting Manual and , "Sensor Signal (Analog, Active)- Test" to troubleshoot that circuit
When was the last oil change?
- If the oil change interval is extended beyond 500 hrs fuel dilution can occur from the in-cylinder dosing

Is the DPF near or past the 3000 Hr Cleaning?

As the DPF gets full, more frequent regenerations will occur. Fuel dilution can precede a 523602-0 High Frequency Regen code which can indicate a full DPF

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Table 2
Skid Steer Loaders, Multi-Terrain Loaders And Compact Track Loaders
Model	Low		Medium		High
-	liter	(U.S. gal)	liter	(U.S. gal)	liter	(U.S. gal)
236D	5.6-7.5	(1.4-2.0)	7.5-9.8	(2.0-2.6)	9.8-12.0	(2.6-3.2)
242D	5.6-7.5	(1.4-2.0)	7.5-9.8	(2.0-2.6)	9.8-12.0	(2.6-3.2)
246D	5.6-7.5	(1.4-2.0)	7.5-9.8	(2.0-2.6)	9.8-12.0	(2.6-3.2)
257D	5.6-7.5	(1.4-2.0)	7.5-9.8	(2.0-2.6)	9.8-12.0	(2.6-3.2)
259D	5.6-7.5	(1.4-2.0)	7.5-9.8	(2.0-2.6)	9.8-12.0	(2.6-3.2)
262D	5.6-7.5	(1.4-2.0)	7.5-9.8	(2.0-2.6)	9.8-12.0	(2.6-3.2)
277D	5.6-7.5	(1.4-2.0)	7.5-9.8	(2.0-2.6)	9.8-12.0	(2.6-3.2)
279D	5.6-7.5	(1.4-2.0)	7.5-9.8	(2.0-2.6)	9.8-12.0	(2.6-3.2)
287D	5.6-7.5	(1.4-2.0)	7.5-9.8	(2.0-2.6)	9.8-12.0	(2.6-3.2)
289D	5.6-7.5	(1.4-2.0)	7.5-9.8	(2.0-2.6)	9.8-12.0	(2.6-3.2)
272D2	7.0-10.1	(1.9-2.7)	10.1-13.1	(2.7-3.5)	13.1-16.1	(3.5-4.3)
272D2 XHP	7.6-10.9	(2.0-2.9)	10.9-14.2	(2.9-3.7)	14.2-17.5	(3.7-4.6)
297D2	7.0-10.1	(1.9-2.7)	10.1-1.1	(2.7-3.5)	13.1-16.1	(3.5-4.3)
297D2 XHP	7.6-10.9	(2.0-2.9)	10.9-14.2	(2.9-3.7)	14.2-17.5	(3.7-4.6)
299D2	7.0-10.1	(1.9-2.7)	10.1-13.1	(2.7-3.5)	13.1-16.1	(3.5-4.3)
299D2 XHP	7.6-10.9	(2.0-2.9)	10.9-14.2	(2.9-3.7)	14.2-17.5	(3.7-4.6)

Is the machine in a very low load application?
- Low load applications will primarily use active regeneration (in-cylinder dosing) instead of passive regeneration. The more frequent the in-cylinder dosing, the more fuel that will get in the oil. Calculate the fuel burn from the Product Status Report in liters per hour or gallons per hour. Refer to Table 2, that is in the performance handbook. If the machine is below the “Low Load” range this is likely the cause
- If operating below the Low load, the only solution for this is to turn off the engine when idling, increase the load, or decrease the oil change interval to less than 500 hrs
If fuel dilution is extremely high (>15%), then it could be due to an injector stuck open or dripping. The injector can be tested by 440-6907 Test Kit. Refer to Special Instruction , M0098103 and Channel 1 "C2.4, C3.3B, and C3.8 Injector Test Kit" for more information.

523602-0 High Frequency Regeneration:

This should only be followed when the SOS is NOT flagged for dirt or wear metals and there is no fuel dilution.

Refer to Troubleshooting Manual , "Diesel Particulate Filter Active Regeneration Occurrence Is Excessive"

Are 3251-3 or 3251-4 DPF Differential Pressure Sensor Code active or logged?
- These codes can cause a faulty intermittent high DPF Differential Pressure reading. This will cause the Engine ECM to incorrectly think the DPF is full and will result in more active regenerations. This can cause 523602-0 High Frequency Regeneration or Fuel Dilution
- These codes are frequently a broken wire near the DPF Differential Pressure Sensor connect. Refer to UENR3423 Troubleshooting Manual and , "Sensor Signal (Analog, Active)- Test" to troubleshoot that circuit
Is the DPF near or past the 3000 Hr Cleaning?
- As the DPF gets full, more frequent regenerations will occur. Fuel dilution can precede a 523602-0 High Frequency Regen code which can indicate a full DPF
Is low ash oil used?
- If low ash oil is not used, the DPF will plug prematurely
Go to the “Check for Plugged DPF”

The following are two checks that are referred to throughout this Troubleshooting guide:

Check for Cylinder Wear:

If the SOS is flagged for dirt entry or high wear metal, the cylinders or pistons will have some wear and need to be checked.

Refer to Troubleshooting Manual, , "Engine has Early Wear"

Check compression. Refer to Troubleshooting Manual, , "Compression-Test"
- The C3.3B uses 390-1134 Compression Test Adapter for the glow plug hole to check the compression. A new engine is approximately 3172 kPa (460 psi) and the minimum is 2206 kPa (320 psi)
- The C3.3B uses 399-2786 Compression Test Adapter for the fuel injector hole to check the compression. A new engine is around 3103 kPa (450 psi) and the minimum is 2413 kPa (350 psi)
- If the compression is below 2758 kPa (400 psi), remove the head to confirm the condition of the cylinder walls. Refer to Specification Manual, , "Cylinder Block" for the maximum dimensions.
If the cylinder walls are found polished or exceed the maximum diameter, the cylinders can be oversized with 0.5 mm (0.02 inch) oversize pistons and rings. Refer to Specification Manual, , "Cylinder Block" and the section "Cylinder Correction (Oversize)" for the dimensions and surface finish. Itis recommended to do all for four cylinders.
Depending on the labor rate and condition of engine, a repair vs. replace may be done to determine if the engine should be repaired.
Note: Having dirt in SOS is not enough information to replace an engine. Prior to engine replacement all normal warranty procedures must be followed. This includes:
- Finding the source of the dirt entry
- Confirming the condition of the engine. Performing the Compression Test is the most efficient method to confirm
- If the compression is below 2758 kPa (400 psi), then visual confirmation of the cylinder walls is required. If the cylinder walls are polished, then perform a repair vs. replace as per standard warranty processes

Checking for Plugged DPF:

If DPF is plugged the engine may have 523602-0 High Frequency Regeneration code, low power, high exhaust temperature codes, or unable to start.

If engine does not start, remove the DOC Inlet Temp Sensor and attempt to crank machine. If engine starts this indicates that the DPF is plugged.
If engine starts, connect Cat ET and go to the DPF Performance I and II status screens. Complete a manual regeneration through ET and monitor the two status screens during and after regeneration. If DPF pressure is greater than 5.5 kPa (0.8 psi) or DPF #1 Soot Mass #1 is greater than 21 grams, this indicates that the DPF is plugged or a problem exists with the DPF Differential Pressure sensor or harness.
- To test DPF Differential pressure sensor, disconnect the hoses from the DPF Pressure sensor. Monitor the pressure via Cat ET. The DPF Pressure should be 0 psi and DPF#1 Soot Mass #1 should be 4 grams. If they are higher than that, then the sensor or harness is bad. Troubleshoot to determine which is the cause. If they are 0 psi and 4 grams, then the DPF is plugged.

More Information Available in SIS:

If your issue symptom is not described in this document, then refer to , UENR3423 in Service Information System (SIS). Every engine diagnostic code has a troubleshooting story for it. Refer to "Diagnostic Trouble Codes" table for the correct story by diagnostic code. The following are some of the symptom-based stories that are also available in the , UENR3423 Troubleshooting Manual.