Cat Bridge Engine

Diesel Engine Control Systems for Caterpillar® engines listed on the cover of this section. Additional engine systems, components and dynamics are addressed in other sections of this Application and Installation Guide. Engine-specific information and data are available from a variety of sources. The owner of this Cat Bridge engine had replaced the Bridge ECM a few years back with our performance ECM to 'un-bridge' the engine, which then ran great and got better fuel mileage. However, when he took the engine to the Cat distributor for a rebuild, he let them put the Bridge parts back into the engine.

Caterpillar last month confirmed that it would continue to market heavy-duty and mid-range diesel engines beyond Oct. 1 even though it may incur penalties for exceeding the emissions levels set in the 1998 consent decree with the Environmental Protection Agency. As allowed by the consent decree, Cat intends to obtain certification of engines that incorporate elements of a system it calls ACERT. These engines, which will bridge the gap between current technology and full ACERT, will incorporate changes in electronics and combustion and will add a catalytic converter.

Cat concedes that these initial engines likely will exceed the limits on oxides of nitrogen (NOx) that EPA will mandate after Oct. 1. Beginning in January, however, Cat will roll out over a period of nine months new versions of its engines that meet or exceed EPA requirements through a full implementation of ACERT.

'We will have an engine that is certified in every state,' said James Parker, Cat vice president of engine products in response to questions from journalists at the Mid-America Trucking Show in Louisville, Ky. 'Will we pay penalties? Probably. What will they be? We don't know.' Parker vowed that Cat 'will ship product unconditionally. We're going to have product there, and it will be competitively priced.' The bridge engines will look very much like today's Cat engines and will require no changes in installation, the company says.

Cummins, Detroit Diesel, Mack Trucks and Volvo Trucks North America last month inched closer to meeting the Oct. 1 deadline when EPA told them that auxiliary emission control devices (AECDs) intended to shut off or dampen emissions-control devices when engines encounter operating extremes 'will not preclude issuance of certificates of conformity.'

More than a year ago, EPA said it likely would approve AECDs for situations like engine starting and warmup, hard acceleration and extended idle. But the agency said it needed to review further the manufacturers' plans to protect engines in extreme cold and heat and in high-altitude operations.

Usage:

Caterpillar Products: Engines with ACERT Technology Machine Engines with ACERT Technology

Industrial Engine:with Turbochargers All

Marine Engine:with Turbochargers All

Engine:Truck All

Engine: All Commercial Gas Engines

Machine Engines: All

Introduction

This Reuse and Salvage Guideline contains the necessary information in order 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 in order 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 additional information about this guideline, consult Repair Process Engineering of the Marketing & Product Support Division at 1 (309) 675-5434.

Summary

These instructions give failure modes of valves for engines using the basic principles of wear and fracture to determine the most probable root cause of failure. This guide should be used with the additional documents in the reference section to define the reusability of valves.

References

ReferenceSee Guideline for Reusable Parts and Salvage Operations, SEBF8002-05, 'Valves, Valve Springs, Valve Rotators and Locks'.

ReferenceSee Guideline for Applied Failure Analysis, SEBV0554, 'Principles of Wear'.

ReferenceSee Guideline for Applied Failure Analysis, SEBV0552, 'Principles of Fracture'.

ReferenceSee Guideline for Applied Failure Analysis, SEBV0551, 'Engine Valves'.

Nomenclature for Valves

(1) Groove for Retaining Valve Spring

(2) Stem

(3) Fillet

(4) Head

(5) Face

Note: The valve seat is the sealing surface between the valve face and the seat in the cylinder head.

Tools and Equipment

Fretting

Fretting indicates repeated movement in a tight joint. Movement should not occur in the retaining area of the valve. Typically fretting is a result of the following items.

• Loose valve lash
• Engine over speed
• Sticking valves in guides
• Broken valve spring

Fractures will typically be brittle and/or fractures will be low cyclic fatigue due to an overloading in shock that is caused by excess velocities in seating of loose valve lash.Beach marks are clearly evident in the photo below indicating cyclic overloads.

Wear at the valve stems and/or valve bridges' interface may also be present.

Tight Lash

Valves may not display oil degradation, adhesive wear, or fretting if valve lash was too tight. Also if valve lash was too tight valve heads may show repeated contact with the piston. Tight lash may affect only one valve in a cylinder or all the valves within the engine.

If the valve lash is too tight, compression and combustion gases may leak past the valve face and the valve seat. This will cause the visual signs of gas to be left behind on the valves' face and valves' fillet. The gas leaks may overheat the valve head and the valve stem which will cause the material of the valve to weaken.

Carbon buildup or thick oxide coatings on the valve face or the sealing area of the seat can crack causing gases to leak past the valve face. When the coating cracks, the hot gases have a path to escape.

Piston Contact

Multiple cylinders displayed outlines of the piston crown and the piston crater on the valve heads. This intermittent contact indicated a valve to a piston contact. This contact can be seen in the following picture. Look at the valve stems for the following items.

• Oil coking problem on sticky valves
• Adhesive wear
• Bent valve stem or stems
• ECM for logged conditions over speed

High Temperature

Valves for engines that operate in an overheated system will typically have a narrow band of oil coking near the bottom area of the valve guides' travel. Mild adhesive and/or abrasive wear may be present. Valves in overheated systems may have deposits of oil coking on the remainder of the valve head and associated parts.

The following items are sometimes associated with high temperatures.

• Temper colors.
• Adhesive wear
• Oil coking
• Piston contact

Valves in overheated systems may lose some of the alloys due to the high temperatures. Lorcin 9mm manual. If alloys have been drawn out of the valves' material, the valve may attract a magnet.

The following items are reasons of high temperatures.

• Overload from combustion
• Inlet and/or exhaust system restrictions
• Problems of efficiency in aftercooler
• Extreme applications
• Extreme high temperature environment

High pressures and temperatures during combustion can create damage. The system restrictions for the inlet air and/or exhaust gas temperatures can also create similar types of damage. Combustion usually creates higher pressures and temperatures that will cause greater amounts of damage to the valve and surrounding system. Plastic deformation to the valve head is known as tuliping. Tuliping is the result of higher than expected temperatures and pressures.

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High temperatures may also reduce the viscosity of the oil that allows metal to metal contact with the valve guide. Metal-to-metal contact can create adhesive wear.

Oil Quality

Varnished oil can accumulate on the valve stem near the bottom of the valve guides' contact. This accumulation of varnish is similar to the happenings of valves at high temperature. The buildup of varnish can cause the valve to stick in the guide. Valves that stick in the guides are likely to contact the pistons.

The following items should be examined when a problem with the quality of oil is suspected.

• Quality of oil
• Oil change intervals
• Application of Machine
• Operating conditions

The magnified view shows the surface of the valve stem to be pitted from corrosion. Pitting from corrosion is often confused as adhesive wear. Pitting that occurs in one valve stem usually will display the similar characteristics in all valves.

As the oil condition continues to degrade, consumption will usually increase leaving deposits on the valves' fillet and the valves' face. Corrosion may occur in any areas in contact with oil.

Chordal fractures are the results of cyclic overloading. The chordal fractures usually begin in the area of the valves' fillet. The overloading is localized to one side of the valve head. The following items are causes for chordal fractures.

• Valve, seat, and/or misalignment of guides
• Bent valve
• Foreign debris on valve face
• High temperatures of combustion

Issues with Parts

Valves seldom fail due to problems with materials. Some failure modes that may occur are listed below.

• Faulty inertia welds
• Inclusions in the metal
• TIR of seat to guide (misalignment of guide to port hole in the fire deck)

Cat Bridge Engine

When the inertia weld is excessively hot, the face of the fracture will have a twisted appearance. The valve stem at the inertia weld may be attracted by a magnet.

If the inertia weld is excessively cold, the face of fracture will have an appearance of a star and a magnet should not be attracted to the fractured head half of the valve.

The magnified picture of the face of fracture below started at an inclusion.

(1) Inclusion

Glossary

Fretting - Fretting causes a worn spot on metals by micro welding.

Lash - Lash is the distance between the rocker and the valve.

Adhesive wear - Adhesive wear is also known as an adhesive metal transfer.

Beach marks - Beach marks are markings on the face of fracture that are associated with the propagation of cracks due to fatigue.

References

ReferenceSee Guideline for Reusable Parts and Salvage Operations, SEBF8002-05, 'Valves, Valve Springs, Valve Rotators and Locks'.

ReferenceSee Guideline for Applied Failure Analysis, SEBV0554, 'Principles of Wear'.

ReferenceSee Guideline for Applied Failure Analysis, SEBV0552, 'Principles of Fracture'.

ReferenceSee Guideline for Applied Failure Analysis, SEBV0551, 'Engine Valves'.

Nomenclature for Valves

(1) Groove for Retaining Valve Spring

(2) Stem

(3) Fillet

(4) Head

(5) Face

Note: The valve seat is the sealing surface between the valve face and the seat in the cylinder head.

Tools and Equipment

Fretting

Fretting indicates repeated movement in a tight joint. Movement should not occur in the retaining area of the valve. Typically fretting is a result of the following items.

• Loose valve lash
• Engine over speed
• Sticking valves in guides
• Broken valve spring

Fractures will typically be brittle and/or fractures will be low cyclic fatigue due to an overloading in shock that is caused by excess velocities in seating of loose valve lash.Beach marks are clearly evident in the photo below indicating cyclic overloads.

Wear at the valve stems and/or valve bridges' interface may also be present.

Tight Lash

Valves may not display oil degradation, adhesive wear, or fretting if valve lash was too tight. Also if valve lash was too tight valve heads may show repeated contact with the piston. Tight lash may affect only one valve in a cylinder or all the valves within the engine.

If the valve lash is too tight, compression and combustion gases may leak past the valve face and the valve seat. This will cause the visual signs of gas to be left behind on the valves' face and valves' fillet. The gas leaks may overheat the valve head and the valve stem which will cause the material of the valve to weaken.

Carbon buildup or thick oxide coatings on the valve face or the sealing area of the seat can crack causing gases to leak past the valve face. When the coating cracks, the hot gases have a path to escape.

Piston Contact

Multiple cylinders displayed outlines of the piston crown and the piston crater on the valve heads. This intermittent contact indicated a valve to a piston contact. This contact can be seen in the following picture. Look at the valve stems for the following items.

• Oil coking problem on sticky valves
• Adhesive wear
• Bent valve stem or stems
• ECM for logged conditions over speed

High Temperature

Valves for engines that operate in an overheated system will typically have a narrow band of oil coking near the bottom area of the valve guides' travel. Mild adhesive and/or abrasive wear may be present. Valves in overheated systems may have deposits of oil coking on the remainder of the valve head and associated parts.

The following items are sometimes associated with high temperatures.

• Temper colors.
• Adhesive wear
• Oil coking
• Piston contact

Valves in overheated systems may lose some of the alloys due to the high temperatures. Lorcin 9mm manual. If alloys have been drawn out of the valves' material, the valve may attract a magnet.

The following items are reasons of high temperatures.

• Overload from combustion
• Inlet and/or exhaust system restrictions
• Problems of efficiency in aftercooler
• Extreme applications
• Extreme high temperature environment

High pressures and temperatures during combustion can create damage. The system restrictions for the inlet air and/or exhaust gas temperatures can also create similar types of damage. Combustion usually creates higher pressures and temperatures that will cause greater amounts of damage to the valve and surrounding system. Plastic deformation to the valve head is known as tuliping. Tuliping is the result of higher than expected temperatures and pressures.

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High temperatures may also reduce the viscosity of the oil that allows metal to metal contact with the valve guide. Metal-to-metal contact can create adhesive wear.

Oil Quality

Varnished oil can accumulate on the valve stem near the bottom of the valve guides' contact. This accumulation of varnish is similar to the happenings of valves at high temperature. The buildup of varnish can cause the valve to stick in the guide. Valves that stick in the guides are likely to contact the pistons.

The following items should be examined when a problem with the quality of oil is suspected.

• Quality of oil
• Oil change intervals
• Application of Machine
• Operating conditions

The magnified view shows the surface of the valve stem to be pitted from corrosion. Pitting from corrosion is often confused as adhesive wear. Pitting that occurs in one valve stem usually will display the similar characteristics in all valves.

As the oil condition continues to degrade, consumption will usually increase leaving deposits on the valves' fillet and the valves' face. Corrosion may occur in any areas in contact with oil.

Chordal fractures are the results of cyclic overloading. The chordal fractures usually begin in the area of the valves' fillet. The overloading is localized to one side of the valve head. The following items are causes for chordal fractures.

• Valve, seat, and/or misalignment of guides
• Bent valve
• Foreign debris on valve face
• High temperatures of combustion

Issues with Parts

Valves seldom fail due to problems with materials. Some failure modes that may occur are listed below.

• Faulty inertia welds
• Inclusions in the metal
• TIR of seat to guide (misalignment of guide to port hole in the fire deck)

Cat Bridge Engine

When the inertia weld is excessively hot, the face of the fracture will have a twisted appearance. The valve stem at the inertia weld may be attracted by a magnet.

If the inertia weld is excessively cold, the face of fracture will have an appearance of a star and a magnet should not be attracted to the fractured head half of the valve.

The magnified picture of the face of fracture below started at an inclusion.

(1) Inclusion

Glossary

Fretting - Fretting causes a worn spot on metals by micro welding.

Lash - Lash is the distance between the rocker and the valve.

Adhesive wear - Adhesive wear is also known as an adhesive metal transfer.

Beach marks - Beach marks are markings on the face of fracture that are associated with the propagation of cracks due to fatigue.

ECM - Electronic Control Module

Cat C12 Bridge Engine

Plastic deformation - Plastic deformation is the permanent change in shape or size of an object without fracture. This is produced by a stress that is sustained beyond the elastic limit of a material.

Tuliping - Tuliping is plastic deformation of the valve head.

Oil coking - Oil coking is the solid residue that remains when oils undergo severe oxide and thermal breakdown.

Chordal fractures - Chordal fractures are propagating fractures from the circumference of an object.

TIR - Total Indicated Runout

Fire deck - The fire deck is the surface on the cylinder head that experiences the heat and pressures during combustion.

Cat C15 Bridge Engine

Inertia weld - Inertia welding connects two metals together by spinning one object and applying an axial pressure in order to join the two.