- Caterpillar Products
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Introduction
Revision | Summary of Changes in SEBF9167 |
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16 | Added new serial number prefixes. |
15 | Combined information from SEBF9223 , SEBF9320 and repaired 1 pixelated illustration. |
© 2019 Caterpillar All Rights Reserved. This guideline is for the use of Cat dealers only. Unauthorized use of this document or the proprietary processes therein without permission may be violation of intellectual property law.
Information contained in this document is considered Caterpillar: Confidential Yellow.
This Reuse and Salvage Guideline contains the necessary information to allow a dealer to establish a parts reusability program. Reuse and salvage information enables Caterpillar dealers and customers to benefit from cost reductions. Every effort has been made to provide the most current information that is known to Caterpillar. Continuing improvement and advancement of product design might have caused changes to your product which are not included in this publication. This Reuse and Salvage Guideline must be used with the latest technical information that is available from Caterpillar.
For technical questions when using this document, work with your Dealer Technical Communicator (TC). To report suspected errors, inaccuracies, or suggestions regarding the document, submit a form for feedback in the Service Information System (SIS Web) interface.
Canceled Part Numbers and Replaced Part Numbers
This document may include canceled part numbers and replaced part numbers. Use NPR on SIS for information about canceled part numbers and replaced part numbers. NPR will provide the current part numbers for replaced parts.
Important Safety Information
Illustration 1 | g02139237 |
Work safely. Most accidents that involve product operation, maintenance, and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills, and tools to perform these functions properly. Safety precautions and warnings are provided in this instruction and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. Therefore, the warnings in this publication and the warnings that are on the product are not all inclusive. If a tool, a procedure, a work method, or operating technique that is not recommended by Caterpillar is used, ensure that it is safe for you and for other people to use. Ensure that the product will not be damaged or the product will not be made unsafe by the operation, lubrication, maintenance, or the repair procedures that are used.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the operation, lubrication, maintenance and repair information. |
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the safety alert symbol which is followed by a signal word such as danger, warning, or caution. The "WARNING" safety alert symbol is shown below.
Illustration 2 | g00008666 |
This safety alert symbol means:
Pay attention!
Become alert!
Your safety is involved.
The message that appears under the safety alert symbol explains the hazard.
Operations that may cause product damage are identified by "NOTICE" labels on the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The safety information in this document and the safety information on the machine are not all inclusive. Determine that the tools, procedures, work methods, and operating techniques are safe. Determine that the operation, lubrication, maintenance, and repair procedures will not damage the machine. Also, you must determine that the operation, lubrication, maintenance, and repair procedures will not make the machine unsafe.
The information, the specifications, and the illustrations that exist in this guideline are based on information which was available at the time of publication. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete, most current information before you start any job. Caterpillar dealers can supply the most current information.
Summary
This guideline provides the visual inspection procedures for diesel particulate filters, diesel oxidation catalysts, and CRS bodies. If a diesel particulate filters, diesel oxidation catalysts and CRS bodies meet the specifications that are found in this guideline, the filter can be expected to give normal performance until the next overhaul when the diesel particulate filters, diesel oxidation catalysts and CRS bodies are used again in the same application.
Service Letters and Technical Information Bulletins
NOTICE |
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The most recent Service Letters and Technical Information Bulletins that are related to this component shall be reviewed before beginning work. Often Service Letters and Technical Information Bulletins contain upgrades in repair procedures, parts, and safety information that pertain to the parts or components being repaired. |
References
DPF Hotline 1-877-598-8920
References | |
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Media Number | Title |
REHS5045 | Special Instruction, "Diesel Particulate Filter (DPF) Maintenance on Certain Products Equipped with a Diesel Particulate Filter (DPF)" |
, REHS5704 | Special Instruction, "Testing the Diesel Particulate Filter (DPF) for Cracks and Leaks" |
Diesel Particulate Filters, or Diesel Oxidation Catalysts
Visual Inspection for Diesel Particulate Filters, or Diesel Oxidation Catalysts
Failure of a Diesel Particulate Filters, or Diesel Oxidation Catalysts can be determined by an inspection of the outlet side only.
Unacceptable Methods of Visual Inspection
Certain methods of inspection will not provide accurate information about the diesel particulate filter. These methods include looking at the exhaust pipe, the inlet side of the DPF, and inspecting the DPF after a recent regeneration.
An inspection of the exhaust pipe should not be used to determine the condition of a Diesel Particulate Filter (DPF). Exhaust pipes may have seen previous failure of a DPF. A dark exhaust pipe could lead to false interpretation. Occasionally it can be difficult to determine the difference between soot and dirt.
If the tail pipe outlet has excessive black smoke coming out of the engine tail pipe during operation, further investigation will be required. Refer to Special Instruction, REHS5704, "Testing the Diesel Particulate Filter (DPF) for Cracks and Leaks" to check for a failed DPF.
Illustration 3 | g01451139 |
Inlet side of a diesel particulate filter |
Failure cannot be determined by the inlet side. The inlet may be inspected to determine if oil has been passed down the exhaust from a failed turbocharger. Refer to the appropriate troubleshooting manual for instructions about disposition of a particulate filter that has been soaked by oil from an upstream component failure.
If regeneration has been performed within the last 2 hours, then it will be difficult to detect soot passing through the filter.
Refer to Special Instruction, REHS5704, "Testing the Diesel Particulate Filter (DPF) for Cracks and Leaks" to test for a failed DPF.
An inspection of the clean gas induction system cannot be used to determine the condition of the diesel particulate filter. The clean gas induction system may have been exposed to a previous failure of a diesel particulate filter.
Inspecting exhaust smoke can be inconsistent due to different technicians. Contact the DPF Hotline at 1-877-598-8920 for assistance in determining if the DPF has failed.
Inspection of the Diesel Particulate Filter (DPF)
Illustration 4 | g02862680 |
New DPF |
A new DPF is tan in color and may have visible writing on both the inlet and outlet.
Illustration 5 | g01451187 |
The outlet is covered with black soot. Do not reuse the filter. |
The failure is obvious. Most failures are not obvious.
Illustration 6 | g02869117 |
DPF inlet after normal use |
A DPF used under normal engine operating conditions will generally have soot (black) or ash (grey/reddish/beige/white) markings. These markings typically appear on the inlet face or within the DPF channels. A DPF with such markings can be reused.
Illustration 7 | g02347256 |
The DPF shows stains from normal operation. A DPF with visible stains and welding marks can be reused. If there is still a concern about the DPF, then test for a failed DPF. Refer to Special Instruction, REHS5704, "Testing the Diesel Particulate Filter (DPF) for Cracks and Leaks" to test for a failed DPF. (1) Marks from welding (2) Stains |
Illustration 8 | g01451257 |
The outlet shows stains and rust from normal operation. (2) Stains (3) Rust |
Illustration 9 | g02869141 |
DPF inlet after normal use prior to regeneration. |
If a recent regeneration has not occurred, the DPF is likely to have soot and ash at the cells of the inlet. This build up is not an indication of a bad DPF. Perform a manual regeneration to eliminate the soot from the DPF.
If the engine ECM has an active fault code E991 (3) or 3715-31, “Diesel Particulate Filter Collects Excessive Soot”, then the DPF must be replaced. Refer to: Special Instruction, REHS5045, "Diesel Particulate Filter (DPF) Maintenance on Certain Products Equipped with a Diesel Particulate Filter (DPF)" for additional guidance on replacing the DPF.
A DPF face can be damaged by extraordinary circumstances.
Illustration 10 | g02869936 |
An outlet face could be damaged by high temperatures. Often this damage is caused by high soot concentration in the DPF combined with excessive fuel or oil in the exhaust system. The DPF would then be damaged during the DPF regeneration.
Illustration 11 | g02869956 |
Damaged DPF |
If the DPF has honeycomb chipping in excess of two radial cells due to rough handling, replace the DPF. Be sure to inspect both the inlet and the outlet side for honeycomb chipping.
Refer to Special Instruction, REHS5704, "Testing the Diesel Particulate Filter (DPF) for Cracks and Leaks", if uncertain of damage, or the DPF has any of the following:
- Wet inlet due to fuel, oil, or coolant. Refer to Table 3 for troubleshooting procedure.
- Dark soot rings on the inlet side of the DPF. - Could be a result of excessive coolant concentration in the exhaust stream.
- Black spots on the outlet side of the DPF. - Excessive soot stains could be a result of internal cracking or melting of the DPF. This staining is commonly caused by excessive sooty exhaust, typically a result of oil or fuel in the exhaust stream.
- Gouging on either inlet or outlet surface.
- Dented canister
- Dented Flange - A dented flange could potentially cause leaks by not allowing the Torca clamps to seal properly.
Symptom | Procedure | |
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Wet inlet due to fuel, oil, or coolant
A wet DPF must be dried prior to performing "Testing the Diesel Particulate Filter for Cracks or Leakage". |
1. Remove excess fuel, oil, or coolant from exhaust piping with a clean cloth. 2. Inhibit regeneration with the inhibit switch. 3. Operate the engine at elevated idle for 10 minutes. If white smoke dissipates, return machine to work. If white smoke persists, this smoke is an indication of a saturated aftertreatment system. Proceed to Step A. |
A. Shut off the engine. B. Remove the DPF center section, let drain on the inlet side overnight. C. Remove the DOC, let the DOC drain on the outlet side overnight. D. After draining, install the DPF and DOC. E. Operate the engine at high idle (1500 RPM) for 10 minutes. If white smoke dissipates, return machine to work. If white smoke persists, contact DSN for further assistance. |
Check the engine repair history for replaced components. Look for symptoms that could have allowed engine oil or coolant to enter the exhaust in the past and caused this failure. Refer to the appropriate Troubleshooting procedure to resolve the DPF failure.
Inspection of the Diesel Oxidation Catalyst (DOC)
Illustration 12 | g02861197 |
Melted and deformed DOC |
Melted or deformed cells in a DOC are a result of excessive fuel or engine oil in the exhaust. Replace the DOC and check the engine repair history for replaced components that could have allowed engine oil or fuel to enter the exhaust. Refer to Troubleshooting, "Diesel Particulate Filter Temperature Is High" for the applicable engine.
Illustration 13 | g02915447 |
Plugged DOC |
The DOC utilizes a “pass-through” technology, which is different from the “wall flow” design of a DPF. When a light is shined through the DOC, a visible light should be able to pass through. Utilize a flashlight to check for a plugged DOC face. Aim the flashlight into the DOC inlet, visible light should be seen through the DOC. A plugged DOC can be caused by high oil consumption, not recommended fuel additives, or wrong engine oil types. Refer to the Operation and Maintenance Manual for recommended fluids to use. If light cannot be seen on the outlet of the DOC, then replace the DOC.
CRS Bodies
Illustration 14 | g06342815 |
Combustion Group (1) Head Group - Combustion (2) Gasket (3) Tube (4) Body Assembly - Exhaust Combustion |
CRS Combustion Body (4) contains the flame necessary for CRS Regeneration. There are two combustion stages that occur within the CRS Body: the primary and secondary combustion. The primary combustion of air and fuel occur within Tube (3) to create the CRS flame immediately following Head Group (1). The secondary combustion of the CRS flame and exhaust gas from the turbocharger occur within Body Assembly (4).
The body assembly is the only salvageable part of the combustion group. The body assembly must be cleaned, inspected, and pressure tested prior to reuse.
Cleaning
Start by isolating the CRS body from all other CRS exhaust components. Remove the head group, the mounting studs, the tube, and the two gaskets.
The gasket area and the bellows joints are the two areas of the CRS body that must be cleaned thoroughly to make a proper seal.
Cleaning the remainder of the CRS body is not required. If cleaning the CRS body is desired, then first perform the visual inspection, vacuum inspection, and welding procedures prior to washing the CRS body. This step is to ensure that the CRS body is salvageable, not cracked, and to keep water from getting trapped behind the heat shield.
If washing is preferred, then use soap and water as a cleaning solution. Do not submerge the CRS body to prevent water from becoming trapped between the heat shield and the CRS body. A cylinder washing brush, a wire brush with handle, and a greenScotch Brite pads are all acceptable cleaning equipment. Removal of all diesel particulates is not required for inspection.
NOTICE |
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Do not use any combustible solvents to clean the CRS body. |
Visual Inspection
A visual inspection of the CRS body must be completed, special equipment or crack detecting solution is not required. Visually inspect the exterior of the CRS body. Small cracks and/or punctures found on the stainless steel heat shield is normal and should be expected. Inspect the bellows sealing joints and the CRS head mating surface for visual damage.
Light surface rust is typically not a problem unless rust is found on a bellows joint or the CRS gasket mating surface. Light rust in these two areas must be removed using a Scotch Brite pad.
Serviceability
All bolts, studs, and clamps are not reusable and must be replaced with new components.
Any thread damage in the mounting bolt locations of the CRS body can be salvaged. The taper lock CRS head mounting studs holes can be cleaned using the appropriate tap. If cleaning the threads is not adequate, then an appropriate Helicoil kit repair can be attempted.
If the heat shield becomes severely damaged, then the heat shield can be patched with welded material or replaced. When welding, any cleaning fluid trapped behind the heat shield will rapidly turn to steam. This rapid conversion will cause the heat shield to expand and may make an audible popping sound.
Test Tooling
Illustration 15 | g03772932 |
CRS Body
Test Tooling |
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No. | Qty. | Part No. | Name |
(A) | 1 | Coupler Assembly | |
(B) | 1 | Transducer | |
(C) | 1 | Shutoff Valve Assembly | |
(D) | 1 | Pressure Gauge | |
(E) | 1 | Coupling | |
(F) | 1 | Pipe Tee | |
(G) | 1 | N/A | Plate(1) |
(H) | 1 | N/A | Gasket(2) |
(I) | 4 | Bolt | |
(J) | 1 | N/A | McMaster Carr
4613K25 |
(K) | 1 | N/A | McMaster Carr
2613K27 |
(1) | Create steel plate to size as needed. |
(2) | Use shop made gasket or CRS Head gasket. |
Once the CRS body has been cleaned, inspected, and repaired then vacuum testing the body must be completed. The vacuum test is to identify any unseen cracks through the cast iron body.
To accomplish the vacuum test, use the tools or an acceptable substitute identified in Table 4. Ensure that the clamping surface finish is not damaged when conducting the test. With proper tooling in place, pull a slight vacuum and turn off the ball valve. The vacuum should hold for 5-10 seconds.
Use the tooling identified in Table 4 to seal the openings of the CRS body as shown in Illustration 15. Then use shop air and a transducer to pull a vacuum on the CRS body. Once a vacuum is pulled, turn off the ball valve to seal the vacuum in the CRS. The vacuum should hold for at least 5 seconds. If the vacuum is lost slowly, then ensure that the plugs and gasket are air tight. If the body is cracked, then it will lose any vacuum immediately.