09205-05014 Suzuki PIN

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.
Hot parts or hot components can cause burns or personal injury. Do not allow hot parts or components to contact your skin. Use protective clothing or protective equipment to protect your skin.
Engine Preparation
Turn off the engine and remove the key from the starting switch.
Illustration 1 g06502755
Perform Lockout Tag Out procedure by attaching a warning tag to the engine controls.References
Troubleshooting, M0105890, "3516E Tier 4 Final Industrial Engines", "Exhaust Has Excessive White Smoke"Troubleshooting, M0105890, "3516E Tier 4 Final Industrial Engines", "Oil Consumption Is Excessive"Troubleshooting, M0105890, "3516E Tier 4 Final Industrial Engines", "Oil Pressure Is Low"Troubleshooting, M0105890, "3516E Tier 4 Final Industrial Engines", "SCR Catalyst Inlet Pressure Is High"Introduction
Use this procedure only after an event occurred which potentially contaminated the Clean Emissions Module (CEM) catalyst with fuel, oil, or coolant. Only use this procedure when directed by the Troubleshooting manual.Procedure
Disassemble and inspect exhaust flex lines. Remove any loose debris, liquid substances (Oil, Fuel, Coolant), inspect bellows for mechanical damage caused by foreign object impact.Results:
Replace damaged components.
Inspect the Clean Emissions Module (CEM) inlet. Inspect the mixer fins and CEM walls. Remove any loose debris, liquid substances (Oil, Fuel, Coolant). Loose or damaged mixer fins may come loose during operation and damage other components including the turbocharger. DEF deposits appear as a white film or patch of small crystals are acceptable and can be ignored. Large three-dimensional accumulations of DEF may indicate a DEF system problem which has been accumulating over time. A large DEF deposit is not the result of fuel, oil, or coolant being introduced into the exhaust system.Results:
Replace damaged components which may include the CEM inlet assembly, or entire CEM depending on application.
Inlet mixers are not serviceable and cannot be repaired nor replaced individually.
Illustration 2 g06309582
994K Dual CEM Cross Section
(1) Exhaust in
(2) DEF injector
(3) Mixers
(4) Diffuser plate
(5) Catalyst brick
(6) Inlet NOx sensor
(7) Pressure sensor
(8) Coolant shunt tank
(9) Exhaust out
(10) Outlet NOx sensor
Illustration 3 g06309620
994K CEM Inlet
(2) DEF injector
(6) Inlet NOx sensor
(7) Pressure sensor
(8) Coolant shunt tank
(11) Inlet temperature sensor
Inspect the CEM inlet. Inspect DEF injector / Nozzle tip (2) for damage or DEF deposits. Inspect inlet NOx sensor (6) and temperature probe (11). The CEM inlet pressure sensor is remotely mounted from the exhaust flow. The sampling port protrudes into the exhaust flow and may be fouled with deposits or liquid oil or fuel. The NOx sensor probe cannot be cleaned, the sensor must be replaced.Result:
NOx sensors with deposits or have been contaminated with liquid oil, fuel or coolant must be replaced.
Replace temperature sensor if the probe in the exhaust stream has 3-dimensional deposits. (More than surface adherence) Light soot deposits are normal.
DEF deposits on injectors may be removed by gentle cleaning. The injector may be removed and cleaned by soaking the tip in warm water. The injector must be replaced if the tip is damaged in any way.
Return the unit to operational condition. Follow all work site pre-start procedures. Be sure that the engine may be started safely before operating the machine.
Upon starting the engine, inspect as necessary to ensure that the engine and machine are operating properly. Ensure that all guards and safety equipment are installed and working correctly.
Return to operation procedure:
Monitor CEM inlet temperature via Cat® Electronic Technician (Cat ET) Service Tool or Machine Display and observe exhaust outlet.
Run engine at idle or elevated idle. The CEM inlet temperatures of 250° C (482° F) to 300° C (572° F) are ideal to evaporate excess hydrocarbons on the catalyst. However, just running exhaust flow through the system slowly evaporates some excess hydrocarbons on the catalyst.
Observe tail pipe and expect to see white smoke. If white smoke appears, continue to run until the white smoke clears. If no white smoke is observed, proceed to Step 7.
If running in cold ambients or if the catalyst hydrocarbon contamination level is low, white smoke may not appear at idle. If no white smoke is observed after 15 minutes, proceed to Step 7.
Run the "Aftertreatment System Functional Test (ASFT)".
Monitor the exhaust temperature and observe the exhaust outlet monitoring for visible white smoke. The ideal temperature to remove excess hydrocarbons is 250° C (482° F) to 300° C (572° F). During at least a portion of the ASFT the automatic loading cycle will cause exhaust temperatures to reach these temperatures.
Repeat as many times as necessary to clear observable white smoke.
If ASFT passes with no white smoke and no-fault codes, go to Step 8.
After completely following the TSG steps without finding an issue, the catalyst may have been damaged requiring overhaul of the CEM.
Codes that will typically remain active if the catalyst is damaged are:
Low NOx Conversion
Low DEF Concentration
Pressure drop across the CEM is excessively low
Pressure drop across the CEM is excessively high
If catalyst damage is suspected, the CEM must be removed from the chassis and the catalyst must be replaced.
Once the CEM is repaired, rerun "Aftertreatment System Functional Test" to verify proper function.
If ASFT is successful, go to Step 8.
If ASFT is not successful, and the catalyst has been replaced, follow the TSG steps as necessary to resolve the issue. Once ASFT is successful, go to Step 8.
Return to service, monitor for unusual smoke or aftertreatment faults.