c4.4 & c6.6 (electronic application & installation guide)

LEBH7120-00

electronics application & installation guide

INDUSTRIAL ENGINEC4.4 & C6.6

Table of Contents

C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C2

1 Introduction and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.1 Applicable Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.2 Electronic Applications Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.3 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

1.3.1 Warning — Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71.3.2 Warning — Electrostatic Paint Spraying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71.3.3 Warning — Jump-Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2 Engine Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82.1 Electronic Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82.2 Sensor Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2.2.1 Intake Manifold Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82.2.2 Intake Manifold Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92.2.3 Coolant Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92.2.4 Fuel Rail Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92.2.5 Fuel Pump Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.2.6 Electronic Unit Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.2.7 Crankshaft Speed/Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102.2.8 Pump/Camshaft Speed/Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.2.9 Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.2.10 Wastegate Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

2.3 Engine Component Diagrams and Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122.3.1 C6.6 Factory-Installed Wiring and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122.3.2 C6.6 Engine Wire Harness Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132.3.3 C4.4 Factory-Installed Wiring and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142.3.4 C4.4 Engine Wire Harness Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152.3.5 C6.6 Principal Engine Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162.3.6 C4.4 Principal Engine Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

2.4 Customer System Overview Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.4.1 Connection, Power, and Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.4.2 Indication Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.4.3 Controlling the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

2.5 Required Components to Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.6 Optional Customer-Installed Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.6.1 Typical Customer-Installed Component Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202.6.2 Example OEM Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.3 Example 1 Basic Engine Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.4 Example 2 Construction Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.5 Example 3 Industrial Open Power Unit Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.6 Example 4 Agricultural Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.7 Example 1 — Basic Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222.6.8 Example 2 — Construction Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232.6.9 Example 3 — Industrial Open Power Unit Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . 242.6.10 Example 4 — Agricultural Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

3 Power and Grounding Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.1 Engine Block Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

3.1.1 Ground Stud on Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.1.2 Ground Connection to Tapping on Engine Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

3.2 Voltage and Current Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

A P P L I C A T I O N A N D I N S T A L L A T I O N G U I D E 3

Table of Contents

3.3 ECU Power Supply Circuit Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283.3.1 Battery (+) Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303.3.2 Battery (-) Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303.3.3 Correct Method of ECU Battery Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313.3.4 Correct Method of ECU Battery Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

3.4 Engine ECU Power Supply Circuit Resistance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333.4.1 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343.4.2 Inductive Energy — Fly-back Suppression Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4 Connectors and Wiring Harness Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354.1 Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

4.1.1 ECU Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354.1.2 Connector Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364.1.3 Tightening the OEM Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364.1.4 ECU Connector Wire Gauge Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364.1.5 ECU Connector Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364.1.6 Terminal Retention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374.1.7 Hand Crimping For Prototype Machines and Low Volume Production . . . . . . . . . . . . . . . . . . . . . . . 374.1.8 ECU Connector Sealing Plug Installation Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384.1.9 OEM Harness Retention at the ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384.1.10 Machine Crimping For High Volume Production . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.2 Harness Wiring Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394.2.1 General Recommendations for Machine Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.2.1.1 Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394.2.1.2 Cable Routing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394.2.1.3 Mounting Location for Electronic Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404.2.1.4 Electromagnetic Compliance (EMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404.2.1.5 Diagnostic Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404.2.1.6 Termination Resistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414.2.1.7 Pin Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

5 Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425.1 Starting the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425.2 Stopping the Engine (and Preventing Restart) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

5.2.1 Ignition Keyswitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435.2.2 Emergency Stop Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435.2.3 Battery Isolation Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445.2.4 Remote Stop Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445.2.5 Datalink Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455.2.6 Common Problems With the Application of Stop Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

6 Engine Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 466.1 Analogue Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

6.1.1 Device Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476.1.2 Analogue Sensors — Connection Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476.1.3 Evaluating Component Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

6.1.3.1 Analogue Input Test Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 486.1.3.2 Idle Validation Switch Test Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

6.1.4 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 496.1.5 Required Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506.1.6 Analogue Throttle Switch — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

Table of Contents


6.2 PWM Sensor — Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506.2.1 Device Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506.2.2 Component Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506.2.3 Connection Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516.2.4 PWM Throttle — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

6.3 PTO Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516.3.1 PTO Mode On/Off Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516.3.2 PTO Mode Set/Lower Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516.3.3 PTO Mode Raise/Resume Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.3.4 PTO Mode Disengage Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.3.5 PTO Mode Preset Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.3.6 PTO Mode Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.3.7 PTO Mode — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.3.8 Example of PTO Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

6.4 Multi-Position Throttle Switch (MPTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 536.4.1 Multi-Position Throttle Switch — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

6.5 Torque Speed Control TSC1 (Speed Control Over CAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556.6 Arbitration of Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

6.6.1 Manual Throttle Selection Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556.7 Ramp Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556.8 Throttle Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

6.8.1 Throttle Parameter Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.1 Diagnostic Lower Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.2 Lower Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.3 Initial Lower Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.4 Lower Dead Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.5 Initial Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.6 Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.7 Upper Dead Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.8.1.8 Diagnostic Upper Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

6.8.2 Throttle Calibration Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 596.8.2.1 Idle Validation Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

7 Cold Starting Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647.1 Control of Glow Plugs by the Engine ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

7.1.1 Relay, Fuse, and Cable Gauge Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647.1.2 Wait-to-Start/Start Aid Active Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 657.1.3 OEM/Operator Control or Override of the Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 667.1.4 Ether Cold Start Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 667.1.5 Water Jacket Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 677.1.6 Ambient Temperature Sensor — ET Configurable Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

8 Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688.1 Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

8.1.1 Gauge Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688.1.2 Lamp Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688.1.3 Indicator Lamps Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 698.1.4 Datalink-Driven Intelligent Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708.1.5 Minimum Functional Specification for J1939 Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708.1.6 Customer Triggered Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70


Table of Contents

8.2 Engine Software Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718.2.1 Engine Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

8.2.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718.2.1.2 Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718.2.1.3 Derate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718.2.1.4 Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

8.2.2 Monitoring Mode — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718.2.3 Monitoring Mode Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

8.2.3.1 Coolant Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 728.2.3.2 Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 728.2.3.3 Intake Manifold Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

8.2.4 Other Derate Reasons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 739 Monitored Inputs for Customer-Fitted Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

9.1 Configurable States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 749.2 Air Filter Service Indicator — Air Intake Restriction Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 749.3 Coolant Low Level Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 759.4 Fuel in Water Trap Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

10 Engine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7610.1 Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

10.1.1 All Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7610.1.2 Torque Limit Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7610.1.3 Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7610.1.4 High Speed Governor (Governor Run-Out) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

10.2 Auxiliary Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7810.3 Rating Selection Via Service Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7810.4 Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

10.4.1 Rating and Droop Changes Requested Via the J1939 Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7910.4.2 Service Maintenance Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

11 Using the ET Service Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8012 Datalink Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

12.1 SAE J1939 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8112.1.1 Summary of Key J1939 Application Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8112.1.2 Physical Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8112.1.3 Network Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8112.1.4 Application Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

13 J1939 Supported Parameters Quick Reference Summary Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82-8514 J1939 Parameters — Detailed Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86

14.1 Sending Messages to the ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8614.2 J1939 Section 71 — Vehicle Application Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87-10414.3 J1939 Section 73 — Diagnostic Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105-10614.4 Supported Parameters — Section 21 — Simplified Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10714.5 Supported Parameters — Section 81 Network Management — Detailed Descriptions . . . . . . . . . . . . . 107

15 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10815.1 Appendix 1 — ECU J1 Connector Terminal Assignments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108-10915.2 Appendix 2 — List of Diagnostic and Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-111

Introduction and Purpose


1 Introduction and Purpose

This document will provide necessary information for correct electrical and electronic installation of C4.4 or C6.6Industrial engines into an off-highway machine. Caterpillar expects that there will be some additions andmodifications to this document as the engine program development continues, and as OEM requests forinformation not currently addressed are added. The information herein is the property of Caterpillar Inc. and/or itssubsidiaries. Without written permission, any copying or transmission to others, and any use except that forwhich it is loaned is prohibited.

1.1 Applicable Engines The information contained is the best available at the time of authoring to describe the application and installationrequirements of the production software as of January 2007.

Some engines shipped before this date will not have all the features described in this document. Likewise, someadditional features will be added after this date. Contact the electronic applications team for the latestinformation on software feature release dates.

1.2 Electronic Applications ContactsIf the information in this document is incomplete, incorrect, or further details are required, please contact yourapplications engineer.

Electronic Applications Team

Mark Tegerdine — Electronic Application Team LeaderTelephone: +44(0) 1733 583222Email: [email protected]

1.3 SafetyMost accidents that involve product operation, maintenance, and repair are caused by failure to observe basicsafety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situationsbefore an accident occurs. A person must be alert to potential hazards. This person should also have thenecessary training, skills, and tools in order to perform these functions properly.

The information in this publication was based upon current information at the time of publication. Check for themost current information before you start any job. Caterpillar dealers will have the most current information.

Improper operation, maintenance or repair of this product may be dangerous. Improper operation, maintenanceor repair of this product may result in injury or death.


Introduction and Purpose

Do not operate or perform any maintenance or repair on this product until you have read and understood theoperation, maintenance, and repair information.

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings inthis publication and on the product are not all-inclusive. If a tool, a procedure, a work method, or an operatingtechnique that is not specifically recommended by Caterpillar is used, you must be sure that it is safe for you andfor other people. You must also be sure that the product will not be damaged. You must also be sure that theproduct will not be made unsafe by the procedures that are used.

1.3.1 Warning — WeldingWelding can cause damage to the on-engine electronics. The following precautions should be taken before andduring welding:

• Turn the engine off. Place the ignition keyswitch in the OFF position.• Disconnect the negative battery cable from the battery. If the machine is fitted with a battery disconnect

switch, open the switch.• Clamp the ground cable of the welder to the component that will be welded. Place the clamp as close as

possible to the weld. • Protect any wiring harnesses from welding debris and splatter.

DO NOT use electrical components in order to ground the welder. Do not use the ECU or sensors or any otherelectronic components in order to ground the welder.

1.3.2 Warning — Electrostatic Paint SprayingThe high voltages used in electrostatic paint spraying can cause damage to the engine electronics. The damagecan manifest itself through immediate failure of components or by weakening electronic components, causingthem to fail at a later date.

The following precautions should be taken when using electrostatic paint spraying techniques on engines:• Connect all 64 pins of the ECU J1 connector directly to the spraying booth ground.• Connect the engine block to ground at 2 points. Ensure that good screwed connections onto bright metal

are used.

1.3.3 Warning — Jump-StartingJump-starting an engine can cause higher than normal voltages to appear across the battery terminals. Caremust be taken that this does not exceed the recommended maximum voltage for the ECU.

Engine Component Overview


2 Engine Component Overview

2.1 Electronic Control Unit (ECU)

The A4E2 ECU is an electronic control device, fundamentally a computer that governs engine speed and torqueoutput. The ECU processes sensor measurements from the connected sensors to determine fuel quantity, fueltiming, fuel pressure, and intake pressure. The device is assembled to a special mounting plate fitted to theengine. The location is common on both C4.4 and C6.6 engines, left hand side close to the fuel rail. The device hastwo connection sockets, one for the engine wire harness (J2) that is blue in color and the other for the machineOEM harness connection (J1) that is grey in color. There are two ECU options, a fueled-cooled version and an air-cooled version. The choice of option depends on the maximum ambient temperature (see mechanical installationguide for details of fuel connection requirements and temperature restrictions).

2.2 Sensor Details

2.2.1 Intake Manifold Pressure SensorThe intake manifold pressure sensor measures the air pressure inside the intake manifold, after the turbo. Thereare two sensor options dependent on the choice of rating. The operating range of the sensor options differs. Therange is either 0-339 kPa absolute or 0-440 kPa absolute.

The sensor is used to determine atmospheric (barometric) pressure. During certain operating conditions the ECUwill take a snapshot of the measured pressure to set the atmospheric pressure value. The atmospheric pressureis used to determine the atmospheric related fuel limits (if any); e.g., at high altitude fuel may be limited duringcranking to prevent turbo over-speed. The ECU also uses the atmospheric value to calculate gauge pressure ofother absolute engine pressure sensors.

When the engine is running, the sensor measurement is used as an input parameter to calculate torque and airfuel ratio limits. This helps prevent black smoke during transient engine conditions, mainly during acceleration orupon sudden load application; i.e., if intake manifold pressure is too low for the requested fuel, the fuel is limitedto prevent the over-fuel condition. The measurement will also be used to select certain timing maps.

Intake manifold pressure is also used to control the turbo wastegate regulator, if fitted. The turbo wastegateregulator control system regulates intake manifold pressure to a desired value, calibrated in the software. Inorder to do this, the software needs to know the actual value of intake manifold pressure, hence the need for thesensor measurement.

If the intake manifold pressure sensor/circuit fails, a low default value is used in the software. The wastegateregulator control (if fitted) will go to open loop, whereby the resultant intake manifold pressure will be low (asdetermined by the wastegate hardware chosen) and fuel will be limited under certain engine conditions,effectively providing a fuel/torque derate.



2.2.2 Intake Manifold Temperature SensorThis sensor measures the temperature inside the inlet air manifold. There are two sensor options on the C4.4engine depending on the turbo arrangement. The operating range of the sensors differs. The range is either -40°Cto +120°C or -40°C to +200°C (used on straight turbo options). The C6.6 engine uses the -40°C to +120°C option.

Note: This is the sensor to which the engine is calibrated. Intake air temperature measurement is verysensitive to location. If the OEM adds additional inlet air temperature monitoring; for example, duringprototype evaluation, it should be anticipated that there may be a difference of several degrees Celsiusbetween the engine sensor and the OEM sensor.

Intake manifold temperature measurement is used as an input to the cold start strategy. When the engine isrunning the sensor measurement is used as an input parameter to calculate torque and air fuel ratio limits.

The OEM has no connection to this sensor, but if the intake air is required by some machine system; for example,for fan control strategy, the data can be accessed on the J1939 datalink.

It is possible, if extreme temperatures are measured at the intake, that the engine will derate. In the event of aderate, an event code will be generated on the J1939 datalink or displayed on the service tool, and the warninglamp will illuminate.

2.2.3 Coolant Temperature SensorThe coolant temperature sensor measurement is used as an input to the cold start strategy. The measurement isalso used to select certain maps at 0°C, 50°C, 65°C, and 70°C. The engine is considered warm at 65°C. The fueldelivery characteristics will change dependent on the engine temperature. The sensor is also used for activatingthe glow plugs for cold engine starting and for detecting high coolant temperatures for raising an event. Therange is -40°C to +120°C

If the sensor/circuit fails, a default value is used and a diagnostic code is raised. For glow plug control if thissensor/circuit is faulted, the intake manifold air temperature sensor is used. It is possible that with thissensor/circuit in a failure condition, white smoke may result during a cold engine start. The high coolanttemperature event will not be raised under this fault condition.

The sensor reading of coolant temperature is also used to determine the maximum fuel allowed during enginestarting. If the sensor/circuit fails, it is possible the engine will not start under cold engine conditions.

It is possible, if the coolant temperature exceeds the design limits, that the engine will derate. In the event of aderate, a fault code will be generated on the J1939 datalink or displayed on the service tool, and the warning lampwill illuminate.

2.2.4 Fuel Rail Pressure SensorThe fuel rail pressure sensor is used to measure the fuel pressure in the high-pressure fuel rail. (The fuel in thefuel rail feeds all injectors. Injection takes place when each injector is electrically operated.)

The fuel rail pressure measurement is used in conjunction with the high-pressure fuel pump to maintain thedesired fuel pressure in the fuel rail. This pressure is determined by engine calibrations to enable the engine tomeet emissions and performance objectives.

If the fuel rail pressure sensor/signal is faulted, a diagnostic code is set with a warning; a default value used and a 100 percent engine derate results. The default value for fuel rail pressure will allow the engine to run in alimp-home fashion whereby a known fuel rail pressure will be controlled within reasonable engine conditions.Emissions compliance cannot be guaranteed under this fault condition.



2.2.5 Fuel Pump SolenoidThe fuel rail pump solenoid is used to control the output from the high-pressure fuel pump. It is energized whenfuel is required to be pumped into the high-pressure fuel rail. Varying the energize time of the solenoid controlsthe fuel delivery from the pump. The earlier the solenoid is energized (degrees before TDC), the more fuel ispumped into the fuel rail.

The solenoid forms part of the fuel rail pressure closed loop control system in conjunction with the fuel railpressure sensor, ECU, and software. The fuel rail pressure sensor measures the fuel rail pressure; the signal isprocessed by the ECU, and software and compared to the desired fuel rail pressure for the given engineoperating conditions. The control algorithmcontrols the fuel rail pump solenoid energize time. There is no OEMconnection to this component.

If the fuel rail pump solenoid fails, it is likely that fuel will not be pumped into the fuel rail and engine shutdown orfailed start is expected.

2.2.6 Electronic Unit InjectorsEach fuel injector contains a solenoid to control the quantity of fuel injected. Both positive and negative wires toeach solenoid are wired directly back to the ECU.

There is no OEM connection to this component. Voltages of up to 70V are used to drive the injectors. The signalsto the injectors are sharp pulses of relatively high current. The OEM should ensure that any systems that aresensitive to electromagnetic radiation are not in proximity to the harness components that lead to the injectors.

2.2.7 Crankshaft Speed/Timing SensorThe crankshaft speed-timing sensor is a Hall-effect sensor. The sensor works in conjunction with the timing ringfitted to the engine crankshaft.

The sensor produces a signal as the timing ring/crank rotates past the sensor. The ECU uses this signal tocalculate crankshaft speed and crankshaft position. The crank speed/timing signal is used during normal enginerunning since it is more accurate than the signal obtained from the cam speed/timing sensor.

If the crank speed/timing sensor signal is lost or faulted, the engine is capable of starting provided the cam speed/timing signal is healthy. A diagnostic and warning will be raised if the fault occurs during engine running. A fullderate will result since the engine is not guaranteed to be emissions compliant due to the accuracy of the camspeed/timing signal. The diagnostic and derate will not be raised during engine cranking (if fault present), but theservice tool will provide a means to read the condition of the cam and crank speed signals to aid fault finding.

The OEM has no connection to this sensor. If the OEMrequires accurate engine speed information, it may beobtained from the SAE J1939 datalink. The softwareincludes logic to prevent reverse engine running.



2.2.8 Pump/Camshaft Speed/Timing SensorThe camshaft speed/timing sensor works in conjunction with the timing ring fitted inside the high pressure fuelpump. The sensor produces a signal as the timing ring/pump rotates past the sensor. The ECU uses this signal tocalculate camshaft speed, camshaft position and engine cycle. The cam speed/timing signal is required fordetermining the correct engine cycle and is also used for limp-home operation in the event of the crank speedsensor/circuit being faulted/lost.

If the camshaft speed/timing sensor/signal is lost or faulted, the engine will not start (since engine cycle is notknown from the crank signal only), but if the engine is already running, no engine performance effect will benoticed. A diagnostic and warning will be raised if the fault occurs during engine running. The diagnostic will notbe raised during engine cranking, but the service tool will provide a means to read the condition of the cam andcrank speed signals to aid fault finding. The software includes logic to compensate for minor timing errors.

2.2.9 Oil Pressure SensorThe oil pressure sensor measures the engine oil pressure in kPa. Oil pressure is used for engine protection,whereby if insufficient oil pressure is measured for a given speed, an event for low oil pressure would be raised.The low oil pressure threshold is defined as a map against engine speed. Currently, two levels of event arespecified. Level 1 is the least severe and raises a warning. Level 3 is the most severe and raises a warning whichrequests that the engine be shutdown. Automatic engine shutdown can be configured for certain applications,such as gensets, to occur when a level 3 event is raised.

If the oil pressure sensor fails, a diagnostic is raised and a default value is used by the software, which has beenchosen to be a healthy (high) pressure value. It is not possible to raise an event while an oil pressure diagnosticis present.

2.2.10 Wastegate RegulatorThe regulator controls the pressure in the intake manifold to a value that is determined by the ECU. Thewastegate regulator provides the interface between the ECU and the mechanical system that regulates intakemanifold pressure to the desired value that is determined by the software.



2.3 Engine Component Diagrams and Schematics

2.3.1 C6.6 Factory-Installed Wiring and Components

Intake ManifoldPressure

Intake ManifoldTemperature

Fuel Rail Pressure

Wastegate Regulator(If Equipped)

Electronic Unit Injectors

Coolant Temperature

Oil Pressure

Pump/Cam Speed/Timing

Crank Speed/Timing

Fuel Pump

64 Pin Plug

Diagnostic (If Equipped)

A4E2 ECM

J1

J2



2.3.2 C6.6 Engine Wire Harness Schematic

6 INJECTOR CYLINDER 6 RETURN

62 INJECTOR CYLINDER 6



40 FMP SENSOR GROUND

37 TEMPERATURE SENSOR RETURN

10 SPEED SENSOR POWER (+8V)

52 CRANK SPEED/TIME SENS SIG

53 PUMP /CAM SPEED SENS SIG

42 IMT SIGNAL









OIL PRESSURE SENSOR

FUEL MANIFOLDPRESSURE SENSOR

COOLANT TEMPERATURESENSOR

INTAKE MANIFOLDTEMPERATURE SENSOR

CRANKSHAFT SPEED/TIMING SENSOR

PUMP / CAM SPEEDSENSOR

FUEL PUMPSOLENOID A

B

D

E

F

G

DIAGNOSTICCONNECTOR (9 PIN)

1

2

1

2

1

2

1

2

1

2

2

1

3

24 J1939 +

23 J1939 -

20 CDL-

21 CDL+

45 BAT - (FOR COMMS ADAPTER)

18 BAT+ (FOR COMMS ADAPTER)

51 FMP SENSOR SIGNAL

48FMP SENSOR POWER SUPPLY(+5V)

43 COOLANT TEMP SIGNAL

56 OIL PRESSURE SENSOR SIGNAL

39 OIL PRESSURE SENSOR RETURN

47 OIL PRESSURE SENSOR PWR (+5V)

55 IMP SIGNAL

38 IMP RETURN

46 IMP POWER SUPPLY (+5V)

1

2

3

4

1

2

3

4

1

2

3

4

2

1

3

2

1

3

1

2

ELECTRONICWASTEGATEACTUATOR

25 FUEL PUMP SOLENOID PWM SIG

26 FUEL PUMP SOLENOID RETURN

19 WASTEGATE RETURN

17 WASTEGATE PWM SIGNAL

A4E2 ECUJ2 Connector

INJECTORCYLINDER 6

INJECTORCYLINDER 5

INJECTORCYLINDER 4

INJECTORCYLINDER 3

INJECTORCYLINDER 2

INJECTORCYLINDER 1

T957 BK

T951 BK

T952 BK

T958 BK

T953 BK

T959 BK

T954 BK

T960 BK

T955 BK

T961 BK

T956 BK

T962 BK X931YL

X925PK

X930 GY

X924 BR

X929BU

X923 OR

X928 GN

X922 WH

X927 YL

X921 PK

X926 GY

X920 BR

101 RD

229 BK

944 OR

945 BR

Y793 YL

Y792 PK

C211 BK

M795 WH

Y951 PU

Y950 YL

L731 BR

C967 BU

995 BU

R997 OR

Y948 BR

Y946 BU

L730 OR

Y947 BR

994 GY

T997 OR

T993 BR

X731 BU

996 GN

E965 BU

P920 BR

INTERNAL(ROCKERCOVER)

EXTERNAL

C

H

J

INTAKE MANIFOLDPRESSURE SENSOR

NOT ALWAYS FITTEDON FIXED SPEED

ENGINES



2.3.3 C4.4 Factory-Installed Wiring and Components

Intake ManifoldPressure

Intake ManifoldTemperature

Fuel Rail Pressure

Wastegate Regulator(If Equipped)

Electronic Unit Injectors

Coolant Temperature

Oil Pressure

Pump/Cam Speed/Timing

Crank Speed/Timing

Fuel Pump

64 Pin Plug

Diagnostic (If Equipped)

A4E2 ECM

J1

J2



2.3.4 C4.4 Engine Wire Harness Schematic





40 FMP SENSOR GROUND

37 TEMPERATURE SENSOR RETURN

10 SPEED SENSOR POWER (8V)

52 CRANK SPEED/TIME SENS SIG

53 PUMP /CAM SPEED SENS SIG

42 IMT SIGNAL





OIL PRESSURE SENSOR

FUEL MANIFOLDPRESSURE SENSOR

COOLANT TEMPERATURESENSOR

INTAKE MANIFOLDTEMPERATURE SENSOR

CRANKSHAFT SPEED/TIMING SENSOR

PUMP / CAM SPEEDSENSOR

FUEL PUMPSOLENOID A

B

D

E

F

G

DIAGNOSTICCONNECTOR (9 PIN)

1

2

1

2

1

2

1

2

1

2

2

1

3

24 J1939 +

23 J1939 -

20 CDL-

21 CDL+

45 BAT - (FOR COMMS ADAPTER)

18 BAT+ (FOR COMMS ADAPTER)

51 FMP SENSOR SIGNAL

48 FMP SENSOR POWER SUPPLY (5V)

43 COOLANT TEMP SIGNAL

56 OIL PRESSURE SENSOR SIGNAL

39 OIL PRESSURE SENSOR RETURN

47 OIL PRESSURE SENSOR PWR (5V)

55 IMP SIGNAL

38 IMP RETURN

46 IMP POWER SUPPLY (5V)

1

2

3

4

1

2

3

4

2

1

3

2

1

3

1

2

ELECTRONICWASTEGATEACTUATOR

25 FUEL PUMP SOLENOID PWM SIG

26 FUEL PUMP SOLENOID RETURN

19 WASTEGATE RETURN

17 WASTEGATE PWM SIGNAL

A4E2 ECUJ2 Connector

INJECTORCYLINDER 3

INJECTORCYLINDER 2

INJECTORCYLINDER 1

T957 BK

T951 BK

T952 BK

T958 BK

T953 BK

T959 BK

T954 BK

T960 BK X929BU

X923 OR

X928 GN

X922 WH

X927 YL

X921 PK

X926 GY

X920 BR

101 RD

229 BK

944 OR

945 BR

Y793 YL

Y792 PK

C211 BK

M795 WH

Y951 PU

Y950 YL

L731 BR

C967 BU

995 BU

R997 OR

Y948 BR

Y946 BU

L730 OR

Y947 BR

994 GY

T997 OR

T993 BR

X731 BU

996 GN

E965 BU

P920 BR

INTERNAL(ROCKERCOVER)

EXTERNAL

C

H

J

INTAKE MANIFOLDPRESSURE SENSOR

NOT ALWAYS FITTEDON FIXED SPEED

ENGINES

INJECTORCYLINDER 4



2.3.5 C6.6 Principal Engine Electronic Components

Crank SpeedSensor

CoolantSensor

Oil PressureSensor

Intake Temperature

Pump/CamSpeedSensor

Fuel RailPressureSensor

IntakePressureSensor

ECU

Fuel PumpSolenoid Note: Variable

Wastegate Fitted toRight Hand Side



2.3.6 C4.4 Principal Engine Electronic Components

Fuel PumpSolenoid

Fuel RailPressureSensor

ECU J1Connector

Crank SpeedSensor

Oil PressureSensor

Pump/CamSpeed Sensor

Intake ManifoldPressureSensor

CoolantTemperature

Sensor

IntakeTemperature

Sensor

Note: WastegateRegulator Fitted toRight Hand Side of

Engine



2.4 Customer System Overview Key Elements

The engine can be wired and configured many different ways dependent on the requirements of the OEM. Thekey elements to consider are:

2.4.1 Connection, Power, and GroundingThe engine ECU requires electrical power. The requirements for powering the ECU need careful review. It isimportant to understand how to connect the ECU to the machine battery; more detail is given in the power andgrounding section of this document.

2.4.2 Indication Starting and Stopping the EngineWith the battery connected, a single connection to the ECU is required to initialize the ECU. Once initialized theECU will be ready to control the engine. It is important to consider how the power to pin 40 is controlled; mostmachines use a simple keyswitch to start and stop the engine. There are specific recommendations for stoppingthe engine that are specified in the starting and stopping section of this guide. Mandatory requirements regardingoperator indication are in place; see the operator display section of this document.

2.4.3 Controlling the EngineThere are specific requirements in this document for controlling engine speed and auxiliary components. Furtherinformation is available in the speed demand section of this document.

2.5 Required Components to Install

Mandatory or Required Components Section

Battery Power and Grounding Considerations

Circuit Protection Power and Grounding Considerations

Keyswitch Starting the Engine

Warning Lamp Operator Displays

Shutdown Operator Displays

Wait-to-Start Lamp Operator Displays

Glow Plug Relay Cold Starting Aid

Speed Demand Input Engine Speed Demand



2.6 Optional Customer-Installed Components*

Optional Components Section

Low Oil Pressure Lamp Operator Displays

PTO Mode Lamp Operator Displays

Maintenance Due Lamp Operator Displays

Remote Shutdown Switch (Normally Open) Stopping the Engine

Coolant Level Sensor Monitored Inputs for Customer Fitted Sensors

Water Fuel Sensor Monitored Inputs for Customer Fitted Sensors

Air Filter Restriction Switch Monitored Inputs for Customer Fitted Sensors

PWM Throttle Position Sensor Engine Speed Demand

Analogue Throttle Position Sensor withIdle Validation Switch (1) Engine Speed Demand

Analogue Throttle Position Sensor withIdle Validation Switch (2) Engine Speed Demand

Throttle Selection Switch Engine Speed Demand

Multi-Position Switch Engine Speed Demand

PTO On/Off Switch Engine Speed Demand

PTO Set/Lower Switch Engine Speed Demand

PTO Raise/Resume Switch Engine Speed Demand

PTO Disengage Switch Engine Speed Demand

Mode Switch (1) Engine Governor

Mode Switch (2) Engine Governor

Maintenance Due Reset Switch Additional Options

Ambient Temperature Sensor Additional Options

* Check compatibility in specific sections, some components cannot be used together.



2.6.1 Typical Customer-Installed Component Diagram

Circuit Protection(Mandatory)

Keyswitch

PWMThrottle

AnalogueThrottle with

IVS

Warning Lamp

Stop Lamp

Air Filter RestrictionSwitch

Wait to Start Lamp

Low Oil Pressure Lamp

Service Tool Connector

Coolant LevelSwitch

J1939 Termination Resistor

Maintenance Due Lamp

PTO Raise/Resume Button

PTO Set/Lower Button

PTO On/Off Switch

PTO Disengage

Modes Switch 1

Modes Switch 2

Shutdown Switch

Glow PlugRelay

Maintenance DueReset Switch

MagneticSwitch

+ -Battery

Battery IsolationSwitch

IVS



2.6.2 Example OEM SchematicThe engine can be configured and wired many different ways dependent on the requirements of the OEM. Thefollowing four example schematics and descriptions provide a guide for the OEM.

2.6.3 Example 1 Basic Engine ApplicationThis solution is suitable for applications where very little integration or additional engineering is a requirementwhen compared to the solution used for a mechanical engine. This solution can be used in most mechanicallygoverned engine replacement situations. The OEM needs to consider only basic functions: power supply, operatorindication, cold start aid, and a simple method of controlling the engine speed.

2.6.4 Example 2 Construction ApplicationAn application where the engine, in response to an arrangement of switched inputs will operate at one of a rangeof defined speeds. This is suitable for applications where the device has multiple operating speeds that aredefined for the specific output reasons, for simplicity of operator use, or for operation dependent upon theenvironment — e.g., quiet modes. This could include auxiliary engine on-road sweeper, multiple speed waterpumps, etc. There are sixteen possible set speeds based on four discrete ECU inputs. In addition to the keyswitch,a separate engine shutdown switch is used to stop the engine.

2.6.5 Example 3 Industrial Open Power Unit ApplicationAn application where the engine, in response to a control input such as a button press, accelerates from idlespeed up to the pre-defined operating engine speed. Once at the pre-defined operating speed, the engine speedmay be raised or lowered by increment/decrement button presses. This is suitable for enhancing some of theapplications of the single speed (set speed) control or to provide a variable speed control without having athrottle pedal/lever. This functionality may benefit when the user wants to use “set speed operation,” but with thecapability to adjust it themselves — users may have a favorite operating speed. This could include concretepumps and hydraulic driven machines.

2.6.6 Example 4 Agricultural Application The application will allow single or twin throttles, engine twin set speed control, multi mode operation, integrateddisplay drive, etc. This set-up is suitable for applications where the customer requires a high degree of operatorcontrol over the machine’s behavior. It is one of the most complex applications. Typically, this is used in mobileapplications that may be driven to the place of work and require operator selectable speed operation whileperforming their chosen task. This could include tractors, combines, and backhoe loaders.



2.6.7 Example 1 — Basic Schematic OEM Harness

A4E2 ECUJ1 CONNECTOR

OFF

ON

START

IGNITION KEYSWITCH STOP LAMP

WARNING LAMP

7 BATTERY +

NOTE 7

1. N/A2. Fuse value depends on Mag Switch circuit current3. N/A4. Fit suppression diodes across relay coils5. Glow Plug fuse rating differs between 4cyl and 6cylengines and system voltage6. Starter motor control circuits will vary7. Fuse value dependant on system voltage

NOTES

UNCONTROLLED DOCUMENT FORINDICATION ONLY

Caterpillar Confidential Green

Battery

Chris Crawford 21st AUG 2006

Basic OEM Wiring Schematic

PWMTHROTTLESENSOR

8 BATTERY +

15 BATTERY +

16 BATTERY +

1 BATTERY -

2 BATTERY -

3 BATTERY -

9 BATTERY -

10 BATTERY -

60 STOP LAMP

59 WARNING LAMP

57 START AID CONTROL

40 IGNITION KEYSWTICH

5A

63 COLD START LAMPCOLD START - WAIT TO START LAMP

LOW OIL PRESSURE LAMP62

LOW OIL PRESSURE LAMP(OPTIONAL)

43 SENSOR SUPPLY 8V

53 PWM THROTTLE SENSOR INPUT

TO GLOWPLUGSGLOW PLUG

RELAY

33 SENSOR RETURN

TO STARTER MOTORMAG SWITCH

Rear View of J1 Plug Front View of J1 Plug

J1 PLUG

NOTE 5

NOTE 4

NOTE 2



2.6.8 Example 2 — Construction Schematic OEM Harness


OFF

ON

START


WARNING LAMP

7 BATTERY +

NOTE 7

1. CAN shield connection at ECM is optional2. Fuse value depends on Mag Switch circuit current3. CDL connection may be used for secondary diagnosticconnection4. Fit suppression diodes across relay coils5. Glow Plug fuse rating differs between 4cyl and 6cylengines and system voltage6. Starter motor control circuits will vary7. Fuse value dependent on system voltage

NOTES



Battery


Construction OEM Wiring Schematic

8 BATTERY +

15 BATTERY +

16 BATTERY +

1 BATTERY -

2 BATTERY -

3 BATTERY -

9 BATTERY -

10 BATTERY -

60 STOP LAMP

59 WARNING LAMP



5A

50 THROTTLE POSITION SWITCH 2



10POSITIONROTARYSWITCH

CAN J1939 BUS

120OHM

20 CAN J1939 +

21 CAN J1939 -

22 CAN J1939 SHIELDNOTE 1




23 CDL +

24 CDL -NOTE 3


48SHUTDOWN SWITCH (CLOSE TOSTOP)

35 SWITCH RETURN


RELAY


Rear View of J1 Plug

S1

S2

S3

S4

CMN

Front View of J1 Plug

J1 PLUG

120OHM

NOTE 5

NOTE 4

NOTE 2



2.6.9 Example 3 — Industrial Open Power Unit Schematic OEM Harness


OFF

ON

START


WARNING LAMP

7 BATTERY +

NOTE 7

SET / LOWER

1. N/A2. Fuse value depends on Mag Switch circuit current3. N/A4. Fit suppression diodes across relay coils5. Glow Plug fuse rating differs between 4cyl and 6cylengines and system voltage6. Starter motor control circuits will vary7. Fuse value dependent on system voltage

NOTES



Battery

PTO MODE LAMP


IOPU OEM Wiring Schematic

8 BATTERY +

15 BATTERY +

16 BATTERY +

1 BATTERY -

2 BATTERY -

3 BATTERY -

9 BATTERY -

10 BATTERY -

60 STOP LAMP

59 WARNING LAMP

61 PTO MODE LAMP (OPTIONAL)



RAISE / RESUME

ON / OFF

49 PTO MODE - DISENGAGE (NC)

5A

DISENGAGE SWITCH




35 SWITCH RETURN


RELAY

50 PTO MODE - RAISE /RESUME

51 PTO MODE - SET/ LOWER

52 PTO MODE - ON / OFF



J1 PLUG

NOTE 5

NOTE 4

NOTE 2



2.6.10 Example 4 — Agricultural Schematic OEM Harness


OFF

ON

START


WARNING LAMP

7 BATTERY +

NOTE 7

SET / LOWER

1. CAN shield connection at ECM is optional2. Fuse value depends on Mag Switch circuit current3. CDL connection may be used for secondary diagnosticconnection4. Fit suppression diodes across relay coils5. Glow Plug fuse rating differs between 4cyl and 6cylengines and systme voltage6. Starter motor control circuits will vary7. Fuse value dependent on system voltage

NOTES



Battery

PTO MODE LAMP


Agricultural OEM Wiring Schematic

8 BATTERY +

15 BATTERY +

16 BATTERY +

1 BATTERY -

2 BATTERY -

3 BATTERY -

9 BATTERY -

10 BATTERY -

60 STOP LAMP

59 WARNING LAMP

61 PTO MODE LAMP (OPTIONAL)



33 SENSOR RETURN

54 ANALOGUE THROTTLE INPUT 1


45 IDLE VALIDATION (IVS 1) N/C

44 IDLE VALIDATION (IVS 2) N/C

RAISE / RESUME

ON / OFF

49 PTO MODE - DISENGAGE (NC)

5A

41 SENSOR SUPPPLY 5V

ANALOGUETHROTTLESENSOR 1

ANALOGUETHROTTLESENSOR 2

DISENGAGE SWITCH

MODE SWITCH 1

MODE SWITCH 2

39 MODE SWITCH 1

46 MODE SWITCH 2

CAN J1939 BUS

120OHM

20 CAN J1939 +

21 CAN J1939 -

22 CAN J1939 SHIELDNOTE 1




23 CDL +

24 CDL -NOTE 3

47 THROTTLE SELECTION SWITCH

35 SWITCH RETURN


RELAY

50 PTO MODE - RAISE /RESUME

51 PTO MODE - SET/ LOWER

52 PTO MODE - ON / OFF

42 SENSOR SUPPPLY 5V

34 SENSOR RETURN


THROTTLE SELECTION SWITCH


J1 PLUG

120OHM

MAINTENANCE DUE LAMP58

MAINTENANCE DUE LAMP(OPTIONAL)

36MAINTENANCE DUE RESETSWITCH

MAINTENANCE DUE RESETSWITCH

NOTE 5

NOTE 4

NOTE 2

Power and Grounding Considerations


3 Power and Grounding Considerations

3.1 Engine Block GroundingAlthough the engine electronics are all directly grounded via the ECU connector, it is also necessary that theengine block be properly grounded to provide a good return path for components such as starter motor,alternator, and cold start aids.

Improper grounding results in unreliable electrical circuit paths. Stray electrical currents can damage mechanicalcomponents and make electronic systems prone to interference. These problems are often very difficult todiagnose and repair.

3.1.1 Ground Stud on Starter MotorIf the starter motor has a grounding stud it should be used. The ground connection should preferably be madedirectly back to the battery negative terminal.

The starter motor ground path must not include any flanges or joints. Painted surfaces and flexible mounts inparticular must be avoided. Star washers must not be relied upon to make contact though paint.

The ground cable should be of cross section 67.4 mm2 (00 AWG) or greater.

3.1.2 Ground Connection to Tapping on Engine BlockA separate engine block ground should be used in addition to the starter motor ground. A ground cable, directfrom the battery negative or starter ground terminal, should be connected to a ring terminal which connects toone of the three tappings shown in diagrams 1 and 2. The tapped holes will be reserved for customer use andcan be used for grounding purposes.

If a tapping is used it should be checked to be free of lacquer, paint, and dirt before the connection is made. AnM10 metric screw plated with zinc should be used. A washer should retain the ring terminal and the screwtightened to 44 Nm (32 Ib-ft).

It is preferable to use a conductive grease to ensure the reliability of this connection.



Diagram 1 Ground Points 1 & 2

Diagram 2 Ground Point 3

Ground PointOption 1

Ground PointOption 2

Ground Point Option 3



3.2 Voltage and Current Requirements

The ECU power supply requirements must be carefully considered when designing the supply circuit; there arespecific limitations that must be considered in the design to ensure a reliable consistent power supply to theengine electronic components. The table provides the electrical characteristics and limitations for the A4:E2 ECU.

Voltage Supply System 12V 24V

Max Peak Current 60A 60A

Peak Current Cranking 36A 36A

Max RMS Current* 13A 7.5A

Suggested Fuse Rating** 25A 20A

Sleep Current <8mA <10mA

Min Running Voltage 9V 18V

Max Running Voltage*** 16V 32V

Minimum ECU Voltage During Cranking 5.5V 5.5V

Maximum Total ECU Power Circuit Wire Resistance 50 mOhms 100 mOhms

Target Circuit Resistance 40 mOhms 80 mOhms

*Max RMS current measurements conducted on engine running at rated speed and load. RMS current will varywith engine speed (assuming constant voltage) no lamp drivers or application side components fitted duringmeasurement.

**Suggested fuse ratings are based on automotive blade type fuses and are for guidance only.

***The ECU can survive higher voltages. ECU will survive for at least 2 minutes on a supply voltage of 30V for 12Vsystems and 48V for 24V systems.

3.3 ECU Power Supply Circuit Resistance Often during engine cranking the battery voltage will drop to values much lower than the normal system operatingvoltage. The minimum permissible voltage measured at the ECU during cranking is 6V. The power requirements todrive the engine electronic components such as the injectors and fuel pump circuit remain the same duringcranking; for this reason the ECU power supply circuit resistance becomes very important and will affect thevoltage seen at the ECU. The table below illustrates the difference between the voltage at the ECU duringcranking and normal running conditions:

Parameter Engine Cranking Engine Running

System Voltage at the Battery 8V 13.8V

Engine ECU Current Draw 36A 36A

Total ECU Power Supply Resistance 40 mOhms 40 mOhms

Voltage Drop (I*R) 1.44V 1.44V

Voltage at the ECU 6.56V 12.36V



The maximum permissible circuit resistance including positive and negative wires is 50mOhms for 12V systemsand 100mOhms for 24V systems; however, Caterpillar recommends that this value should not be targeted duringdesign, as it is often difficult to predict the final circuit resistance when considering other factors such as fuseholders, connector resistance and aging. A target calculated circuit resistance including wire and connections of40mOhms for 12V systems and 80mOhms for 24V systems is recommended. The table below provides typical wireresistance for various cross sections of copper wire.

Wire Gauge Typical Wire Resistance (mOhms) and Length (m) @ 20° C

AWG mm2 2m 4m 6m 8m 10m

6 13.5 2.8 5.6 8.4 11.2 14

8 9 4 8 12 16 20

10 4.5 8 16 24 32 40

12 3 14 28 42 56 70

14 2 20 40 60 80 100

As with all electrical circuits wire should be selected so that the rated maximum conductor temperature is notexceeded for any combination of electrical loading, ambient temperature, and heating effects of bundles,protective braid, conduit, and other enclosures. Consult wire manufacturers’ data sheets for further information.

A4E2 ECU

-+ Battery

Neg

ativ

eW

ireR

esis

tanc

e(O

hms)

Pos

itive

Wire

Res

ista

nce

(Ohm

s)

Circuit Load (ECU)

Total Circuit Length

Note: Circuit protection not shown



3.3.1 Battery (+) ConnectionThe ECU requires four un-switched battery positive inputs; the inputs should be permanently connected to themachine battery. When the ignition keyswitch is off, the ECU is in a sleep mode where it draws a very smallresidual current through the four battery connections. When the ignition keyswitch is turned on the ECU willbecome active. It is recommended, therefore that the ignition keyswitch is turned to the off position whenconnecting or disconnecting the ECU J1 connector, to prevent large sparks which may cause damage to the pins.

The power supply to the ECU should be taken from the battery, not from the starter motor terminals, to avoidunnecessary system noise and voltage drops. Note that there are four ECU pins allocated for battery positive. Allfour pins must be used.

The correct system voltage must be applied (12V or 24V), as the following components on the engine are systemvoltage sensitive:

• Wastegate Regulator• Glow Plugs• Alternator• Starter Motor

3.3.2 Battery (-) ConnectionThe ECU requires five un-switched battery negative inputs; the inputs should be permanently connected to themachine battery.

Battery Connection — Do Not supply power to the ECU from the starter motor connections:

Starter Motor

Battery

Battery

Note: Circuit protection not shown

-+

-+

WrongRight



3.3.3 Correct Method of ECU Battery Connection

Correct Power Supply Wiring• ECU positive wires connected direct to battery, not via starter motor• Power supply wires go to all four positive pins and all five negative pins on the ECU connector• Negative is wired to the battery rather than return through chassis• The engine is grounded

Right

StarterMotor

ECUConnector

Chassis

Engine

Fuse



3.3.4 Incorrect Method of ECU Battery Connection

Incorrect Wiring• Positive wired via starter motor. High volt drop to ECU on starting.• Single pin on ECU used for each of positive and negative supply. Possibly exceeding pin ratings and possibly

causing risk of arcing or overheating.• ECU return through chassis — risk of conducted noise and also additional voltage drop.• Engine not grounded — risk of engine component damage.

StarterMotor

ECUConnector

Chassis

Engine

Chassis

Wrong



3.4 Engine ECU Power Supply Circuit Resistance Test It is not possible to accurately measure the machine ECU power supply wire resistance using a standardohmmeter alone; it is therefore necessary to use a specific test circuit. The diagram and table below detail thetest apparatus used in the circuit to determine the engine ECU circuit resistance. The circuit consists of twovoltmeters and a resistor connected to the J1 ECU plug that can be switched in and out of circuit using a relay. Itis very important to keep the test circuit resistance to a minimum; use a relay with low contact resistance(preferably silver oxide or gold) and short lengths of heavy gauge wire.

Component Caterpillar Part Number Supplier Part Number Quantity

J1 Receptacle 245-1040 12244365 1

2.2 Ohm Resistor 200w N/A N/A 1

Relay (low contact resistance) N/A N/A 1

Pushbutton N/A N/A 1

Voltmeter N/A N/A 2

R1

V1

2.2 Ohms 200 watts

Voltmeter 1

7 168 15 1 92 3 10 J1 Engine ECU Plug

MachineHarness

-+

V2

Voltmeter 2

Machine Battery



3.4.1 Test ProcedureRecord the measured resistance value of the test resistor used. Disconnect the J1 engine ECU plug from the ECUand connect the test apparatus detailed in the above diagram to the plug. Press the button for three seconds andat the same time record the voltage measured from Voltmeter 1 and Voltmeter 2.

Formula:

Power Supply Circuit Resistance (mOhms) = 1000 * (R1 * (V2 – V1)/V1)

V1 = Voltmeter 1 Measured ValueV2 = Voltmeter 2 Measured ValueR1 = Measured Resistor Value

Worked Example:

V1 = 11.8V2 = 12R1 = 2.21 Ohms

1000 * (2.21 * (12 – 11.8)/11.8)1000 * (2.21 * 0.1695)1000 * (0.375)

Harness Resistance = 37.5 mOhms

3.4.2 Inductive Energy — Fly-back Suppression Diode

When an inductive load is suddenly switched off, fly-back energy is introduced to the circuit. This can beobserved as a voltage spike. When using an ECU output to drive an inductive load such as a relay or solenoid,circuit protection needs to be considered. To prevent unnecessary ECU circuit loading, use relays or solenoidswith integral fly-back suppression components to suppress induced fly-back energy.

Relay with Suppression Diode

+ -


Connectors & Wiring Harness Requirements

4 Connectors and Wiring Harness Requirements

4.1 Requirements

4.1.1 ECU ConnectorThe A4E2 engine ECU has an integral rectangular 64-pin Delphi Packard socket; the socket is grey in appearanceand is the customer/OEM connection point. To make a connection to the engine ECU the components listed in thetable below are required.

Qty Description (photo ref.) Delphi Part Number Caterpillar Part Number

1 Plug Assembly (1) 15488667 245-1042

1 Wire Dress Cover (2) 15488664 245-1045

2 Terminal Lock (TPA) (3) 15404650 245-1044

N/A Contact Socket (Terminal) (4) 15359002 245-1047

N/A Sealing Plug (5) 12129557 245-1048

Components required for A4E2 engine ECU connection

The wire dress cover must be fitted to prevent direct jet washing onto the rear connector seals.



4.1.2 Connector LayoutThe diagram below illustrates the pin layout, looking from the rear of the connector.

4.1.3 Tightening the OEM ConnectorA central 7 mm AF hex screw retains the connector. This screw should be tightened to a torque of 5 Nm+/- 1(3.7+/-0.7 lb-ft).

Caterpillar does not recommend the use of “non conductive grease” with the ECU connector.

4.1.4 ECU Connector Wire Gauge SizeAll connections must be made with 0.82 mm2 (18AWG) wire with GXL type insulation.

Min outside diameter (Inc Insulation) = 1.85 mmMax outside diameter (Inc Insulation) = 2.5 mm

4.1.5 ECU Connector TerminalsThe OEM connector terminals should be Delphi p/n 15359002.



4.1.6 Terminal RetentionTwo terminal position assurance components should be used once all terminals have been crimped and insertedinto the connector body. Terminal Position Assurance — Caterpillar part no. 245-1044 (Delphi p/n 15404650).

Note: It is critical that two terminal position assurance components are used.

Connector body and terminal assurance components

When a terminal has been properly crimped and retained, it will be able to withstand a “pull test” of 45N (10 lb).

4.1.7 Hand Crimping For Prototype Machines and Low Volume ProductionA hand crimp tool and appropriate die are required for crimping contact sockets — (Delphi p/n 15359002). Thehand crimp tool and removal tool for removing the sockets from the connector body are available from Power andSignal Group (PSG).

Caterpillar Hand Crimping Solution

Component Caterpillar Part Number Supplier Part Number

Contact Socket 267-9572 10-613370-020

Crimp Tool Number 1U5804 Deutsch HDT-48-00

Removal Tool 266-1683 15314902

Delphi Solution


Contact Sockets 245-1047 15359002

HT Micro 100W Crimp Tool with Die — European Use Only N/A HT42000480-1

Delphi Crimp Tool N/A 12129557

Removal Tool N/A 15314902

Note: The insulation should be stripped to 5 mm from the end of the wire. Only a single wire must be crimpedinto each terminal.



4.1.8 ECU Connector Sealing Plug Installation GuidelinesAll unused connector socket slots must be filled with sealing plugs — Delphi p/n 12129557.

Due to the small size of the sealing plugs, it may be quicker to install sealing plugs in all cavities and removethose which are not required, rather than to try to fit the sealing plugs when wires have already been insertedinto the back of the connector.

Note: Do not use “non-conductive” grease to seal unused terminal cavities.

4.1.9 OEM Harness Retention at the ECU A wire strain relief component should be used to prevent ECU connector damage. The wire strain reliefcomponent is assembled to the engine ECU during engine manufacture and will be supplied on the engine.

Wire bundle size may vary between applications. Cable tie/wire tie slots are provided for correct bundle retention.Use the correct slots.

Use strain relief and correct slots for the harness bundle size:


Strain Relief 260-3718 N/A

SmallBundle

MediumBundle

LargeBundle



4.1.10 Machine Crimping For High Volume ProductionThe hand tool may not be the appropriate solution for crimping terminals in a high volume production environment.The OEM’s harness manufacturer should contact PSG directly for details of high volume crimp solutions.

4.2 Harness Wiring Standards

4.2.1 General Recommendations for Machine Wiring HarnessesThe following are general “good practice” for wire harnesses. It is the responsibility of the machine designer tofollow standards appropriate to the application type and to the geographical territory where the machine will beoperated. These recommendations do not replace in any way any industrial standards or legislative requirements.

4.2.1.1 ConnectorsIt is strongly recommended that high quality, sealed connectors are used throughout. Automotive standardcomponents are not necessarily suitable as they are often only designed for a very low number ofdisconnect/reconnect cycles.

Connectors should be horizontally mounted rather than vertically mounted to prevent ingress of water/chemicals.Whenever possible, connectors should be mounted such that they are protected from direct exposure to extremecold. Connectors can be damaged by frost if water does penetrate the seals.

Cables should not bend close to the connector seals, as the seal quality can be compromised.

The correct wire seal must be selected for the diameter of wire used.

Cables should be selected of an appropriate cross section for the current and voltage drop requirements.

Where large numbers of wires go to the same connector, it is essential that no single wire is significantly shorterthan the others, such that it is placed under exceptional strain.

4.2.1.2 Cable RoutingCables should be routed such that bend radii are not too tight. A cable should not be either in compression ortension, nor should it be excessively long or loose, such that sections may become caught or trapped. Clipsshould be used at regular intervals to support cables. These clips should be of the correct diameter to grip thecable firmly without crushing it.

Ideally, harnesses should not rub against any mechanical components. The only points of contact should beclamps and connectors. If this is not possible, as a minimum they should not touch components that are hot, thatmove or vibrate, or that have sharp edges.

Conductors carrying high currents or voltages, particularly when these are alternating or switched, should bephysically separated from conductors carrying small signal currents. In particular, high current and signal wiresshould not run parallel in the same harness bundle for any significant distance. Ideally, if high current wires mustbe in proximity to signal wires, they should cross at right angles.

The engine wire harness should not be used by the installer as a support for any components that are notsupplied as part of the engine. For example, external hoses and wires should not be tied to the engine harness.



4.2.1.3 Mounting Location for Electronic ModulesThe least harsh possible location should be selected for an electronic component or module, even one that isrobustly designed. Select the mounting location carefully, therefore, considering exposure to frost, vibration, heat,mechanical damage, or ingress of water, dust or chemicals.

Care should be taken during design to ensure that components are accessible for repair and possiblereplacement in the field. Poor maintenance access may lead to poor quality repairs in the field.

4.2.1.4 Electromagnetic Compliance (EMC)Special measures should be taken to shield cables if the application is to be used in extreme electromagneticenvironments — e.g. aluminum smelting plants. If screened cable is used, the screens should be connected toground at one point only. That point should be central if possible.

4.2.1.5 Diagnostic ConnectorA nine-pin diagnostic connector is fitted to the engine wire harness on all industrial engines. Various diagnosticand development tools may use the connector to access the engine data links.

If the connector is inaccessible when the engine is in the application or no connector is fitted to the engine wireharness, provisions should be made to allocate an alternative location for diagnostic connection. In this case it isrecommended that a diagnostic connector be wired in a location that can be easily accessed, free from possiblewater/dirt ingress and impact damage. The engine wire harness must not be changed or modified. To wire adiagnostic connection use the data link pins available on the OEM J1 ECU connector.

It is recommended that all customer-installed nine-pin diagnostic connectors be wired according to the diagrambelow.

A

B

D

E

F

GJ1939 + J1939 +

J1939 -J1939 -

CDL +

CDL -

CDL +

CDL -

21

20

24

23

Battery +Battery -

Service ToolConnector

J1 ECU



Mandatory Requirement for Prototype MachinesIt is mandatory for all prototype machines to have access to the engine’s CDL/PDL and J1939 CAN data links.

4.2.1.6 Termination ResistorIt is recommended that termination resistors be wired to the OEM machine harness as stated in the SAEstandard. If the engine is the only CAN J1939 device ever present on the machine it is not necessary to wire theresistors. It is important to note, however, that if devices such as handheld code readers, CAN PC tools, ornavigation systems are installed in the field later, resistors will be required.

Nine-Pin Diagnostic Connector Part Numbers

Description Deutsch Part Number Caterpillar Part Number

Receptacle (with flange) HD10-9-96P 9W-1951

Receptacle HD14-9-96P 8T-8736

Receptacle End Cap HDC-16-9 8C-6354

4.2.1.7 Pin Information

Pin Description Diagnostic Connector J1 OEM 64-Way Connector

Battery + Pin A

Battery - Pin B

PDL/CDL + Pin D 23

PDL/CDL - Pin E 24

J1939 - Pin F 21

J1939 + Pin G 20

Starting and Stopping the Engine


5 Starting and Stopping the Engine5.1 Starting the Engine

Unlike mechanically controlled fuel systems no customer connection to the fuel pump solenoid is necessary. Toactivate the engine ECU, battery voltage needs to be constantly applied to pin 40. When the ECU is active theengine crankshaft needs to be rotated above a minimum cranking speed; a typical cranking speed is 180 rpm (thiswill differ dependent on the application). Once the ECU has determined engine cranking speed and engineposition, fuel pressure and delivery will be controlled.

The most popular way to control engine starting is by a specifically designed three-position keyswitch. Thekeyswitch controls battery voltage to the keyswitch input and the starter motor circuit. Some applications mayrequire a four-position switch to run auxiliary equipment when the engine is not running.

Caterpillar Switch Assembly: 110-7887

Automatic Starting — Some applications need to be started automatically. There is no automatic start featureavailable on this product. If an automatic start sequence is required the following points must be considered:

• Start Aid — Wait-to-Start Control• Starter Cranking Duration• Starter Abutment Detection• Number of Start Attempts• Starter Disengagement Speed• Warm-Up Period• Cool-Down Period

The ECU software considers the engine running when the engine speed is 100 rpm below the desired enginespeed or has reached 1400 rpm. At this point, after a predetermined period of time, the engine will switch fromcranking fuel maps to running fuel maps. It is important to note that starter motors must be disengaged earlier toprevent the starter motor being driven by the engine. The engine is considered stalled when the engine hasdropped below 300 rpm.

When the engine is running, the engine firing order is:

Engine Firing Order

C4.4 1-3-4-2

C6.6 1-5-3-6-2-4

OFF

ON

START

IGNITION KEYSWITCH

START

4

3

1

2

POSITION

POSITION 1 - OFFPOSITION 2 - RUNPOSITION 3 - START

TERMINALS

2 & 41 & 41, 3 & 4



5.2 Stopping the Engine (and Preventing Restart)There is often some confusion about the different methods and devices used to either stop the engine or toprevent it from starting. These devices may be divided into the following categories:

• Ignition Keyswitch• Emergency Stop Button• Battery Isolation Switch • Remote Stop Button • Datalink Stop

Each of these devices is described below to assist the OEM in selecting the method that is most suitable for hismachine and his market. It remains, however, the responsibility of the OEM to ensure compliance of the machinewith legislation in the territories into which it is sold.

It is recommended that the OEM performs a risk assessment such as a Failure Mode Effects Analysis (FMEA) onthe application to determine the most appropriate method of stopping the engine and/or preventing it from beingrestarted.

5.2.1 Ignition KeyswitchIt is a Caterpillar requirement that all machines have an simple intuitive and accessible method of stopping theengine. This will normally be a directly wired ignition keyswitch. When the keyswitch is turned to the off positionor when the key is removed, power must be removed from the ignition keyswitch pin (pin 40) of the ECU J1connector.

5.2.2 Emergency Stop ButtonAn emergency stop button is a fail-safe method for an operator to stop a machine to protect people or equipment.

Emergency stop buttons are defined by national or international standards in terms of color, functionality, shape,size, latching/locking. In the EU for example, they are described in the Machinery Directive.

For mobile machines, however, true emergency stop buttons are not always appropriate and are rarely fitted, dueto the following issues:

• Legislation is designed principally for static industrial machinery (e.g. lathe) where the main power source ismains electricity.

• Stopping a diesel engine in a mobile machine may not always be safe. In particular the vehicle may needthe power to move to a safe position (for example off the public highway, or off a railway track).

• In practice it is difficult to find components such as safety relays which are suitable for mounting on mobilemachines due to the high vibration and water ingress protection, and the low voltages that occur duringstarting.

• Fail-safe wiring can be a cause of machine unreliability and can create faults that are difficult to detect inthe field.

If a true emergency stop button is required for an application it is recommended that it is implemented such thatboth the +battery and the ignition keyswitch lines are cut directly by the emergency stop button.

Caterpillar does not provide a standard recommendation or approval for a circuit for multiple emergency stopbuttons, as the differences in applications mean that significant time and resources are necessary to design asystem which will be fail safe without adversely affecting reliability.



5.2.3 Battery Isolation SwitchesBattery isolation switches are usually fitted in the battery or the engine compartment of a machine. On somemachines there may be a small number of low current devices which are not switched off by this device; e.g.,clocks or anti-theft tracking devices.

The function of a battery isolation switch is as follows:• Prevent battery discharge during vehicle shipping or storage• Protect service technicians from danger caused by inadvertent engine crank or start. To offer good

protection of service personnel is it possible to provide a switch which can be locked in the open position(e.g., with a padlock) and the key removed and given to the service engineer who is working on thedangerous components.

The battery isolation switch is not a suitable method for stopping an engine, as it is not guaranteed to stop theengine because the ECU may continue to operate with power generated by the alternator.

It is also possible that opening the battery isolation switch when the engine is running will cause an “alternatorload dump.” This is a kind of electrical transient that can cause damage to electronic components.

Battery isolation switches are normally fitted in the negative path, close to the battery.

5.2.4 Remote Stop ButtonRemote stop is intended to provide a convenient method of stopping the engine. It is not designed to be fail safeand so should not be used to assure the protection of either personnel or equipment.

Remote stop buttons may be used on large machines, which can be operated from ground level and where theoperator wants to stop the machine without climbing into the cab.

There are a number of variations on remote stop button circuits. The engine uses a single normally open contact,which must be closed to stop the engine.

The remote stop button will function as follows:• A single switch to ground input on pin 48 of the ECU J1 connector (several stop buttons can therefore be

connected in parallel)• When the switch is closed (or if a button is pressed for longer than 150mS), the engine will stop.• The ECU will remain on, so it will continue to communicate over J1939 and with the service tool. Note

however that it will continue to draw power from the battery, so if it is left in this state it will eventuallyresult in a flat battery.

• The engine may be restarted by opening the switch and activating the starter motor. • The red “mushroom” emergency stop buttons must not be used for remote stop functions as they may be

mistaken for emergency stop buttons as described above.

35 SENSOR RTN

48 REMOTE STOP SWITCH

ECUJ1Remote Stop Button



5.2.5 Datalink StopsIt will be possible to stop the engine via a datalink (J1939 or CDL). As per the remote stop button, describedabove, the datalink stop is not fail safe and does not meet the requirements of emergency stop legislation soshould not be relied on to assure the safety of machine operators or other personnel.

Datalink stops may be used in the following circumstances:• Immobilizers• Machine protection strategies• Automatic machine features (e.g., idle shutdown timer)• Stopping machines by radio control or other telemetry. Geo-fencing is a particular application, where a

machine will not operate outside defined map coordinates.

It is recommended that if such features are implemented they are clearly documented and communicated to thefinal users and owners of the machine. If this is not done there may be complaints that the engine is stoppingunexpectedly.

5.2.6 Common Problems With the Application of Stop Devices• It is possible, although extremely rare, that diesel engines continue to run even if all electrical power is

removed. This can happen when high quantities of oil vapor or other flammable gases are present in the airinto the engine. The only way to prevent this is to provide an air inlet shut-off valve (slicer valve). It is notcommon practice to fit such devices to all engines, but they should be considered where there is a risk offlammable gases (e.g., in petroleum applications), or where the application demands high enginegradeability (slopes).

• Some hazards are present when the engine is being cranked by the starter motor, as well as when it isrunning. For example, components will still rotate, hydraulic pressure will still be present, fuel may still bepumped to high pressures.

• If an emergency stop button is pressed to cut power to ECU and ignition, but is released while the engine isstill turning, it is possible for the engine to continue to run.

Engine Speed Demand


6 Engine Speed Demand It is necessary to select a device that converts the speed requirements of the engine operator or controller to anelectrical signal recognized by the engine ECU. There are five types of speed demand input:

• Pulse Width Modulation (PWM) Sensor • Analogue Sensor • PTO Mode — also known as “engine speed cruise control” or “set speed control”• Multi-Position Throttle Switches (MPTS)• Torque Speed Control — TSC1 (speed control over CAN J1939)

The speed demand type must be carefully considered and appropriate for the application. The options must beselected at the time of engine order so that the ECU will be configured correctly, for the type or pedal, lever orcontrol device selected.

There are two dedicated software input channels that can be configured to accept specific types of speeddemand inputs. The valid combinations and throttle logic are given in the following diagram. PTO mode can beused with analogue/PWM combinations; it cannot be used with multi-position switch. The J1939 TSC1 parameterwill override any speed demand input when broadcast. Droop is applied to the requested desired engine speed.

THROTTLE 1

THROTTLE 2

% DROOP

% DROOP

THROTTLE 1 & 2ARBITRATION

ANALOGUENOT

INSTALLED

NOTINSTALLED

NOTINSTALLED

MPTS ANALOGUE

PWM MPTS

ANALOGUE MPTS

PWM ANALOGUE

ANALOGUE ANALOGUE

MPTSNOT

INSTALLED

PWMNOT

INSTALLED

THROTTLE 1 THROTTLE 2

VALID COMBINATIONS

OVERALLARBITRATION

% DROOP

J1939 TSC 1REQUESTED

SPEED

PTO MODE (NOTVALID WHEN USING

MPTS)

RE

QU

ES

TE

DD

ES

IRE

DE

NG

INE

SP

EE

D

DESIRED ENGINE SPEED

VALID THROTTLE COMBINATIONS AND DROOP

MANUAL OR

HIGHEST WINS OR

SUMMING

DR

OO

PE

DD

ES

IRE

DE

NG

INE

SP

EE

D

AR

BIT

RA

TE

DD

RO

OP

ED

DE

SIR

ED

EN

GIN

ES

PE

ED


Engine Speed Demand

6.1 Analogue Sensor

6.1.1 Device DescriptionTwo inputs are available for analogue throttle devices, which may be either pedal, lever, or cable operated. Theanalogue sensor gives a DC analogue output in the range 0.5 to 4.5 volt when connected to the engine ECU. TheECU provides a regulated 5V 200mA power supply.

6.1.2 Analogue Sensors — Connection Details

The analogue sensor should use non-contact Hall-effect technology. Robust potentiometer contact sensorsdesigned for use in vehicles may be considered. Under no circumstances should ordinary carbon track or wirewound potentiometers be used, as they will not be reliable.

For all mobile applications, and those where a rapid change in engine speed could cause a hazard, an idlevalidation switch is required. The idle validation switch closes to ground when the sensor is in the minimumposition.

Off idle switches and kickdown switches are not monitored by the engine ECU.

This analogue input must only be used to control engine speed from a direct operator input, and is not suitable asthe mechanism for speed control by another electronic controller.

There is no special requirement for a relationship between angular movement of the pedal and output voltage.

This document does not measure component acceptability in terms of:• Temperature• Vibration• Electromagnetic compatibility• Design life• Supply voltage requirements (min, max, stability)• Legal compliance

It is the responsibility of the OEM and the throttle device manufacturer to ensure that the component is suitablefor the application in which it is to be used.

33 SENSOR RETURN


41 SENSOR SUPPLY +5 VDC+5 VDC

RTN

SIGNAL

Analogue Throttle 1 ECUJ1

IVS 45 IDLE VALIDATION SWITCH

35 SWITCH RETURNIVS CMN

34 SENSOR RETURN



RTN

SIGNAL

Analogue Throttle 2 ECUJ1

IVS 44 IDLE VALIDATION SWITCH

35 SWITCH RETURNIVS CMN

Engine Speed Demand


6.1.3 Evaluating Component CompatibilityThe following procedure should be used to evaluate whether an analogue throttle is compatible with the engineECU. This may be used either by the OEM in selecting components or by the manufacturer of devices which are tobe connected to the engine.

The following test circuits must be used when evaluating analogue throttle devices.

6.1.3.1 Analogue Input Test Circuit

6.1.3.2 Idle Validation Switch Test Circuit

22K

NormalSupply

Voltage ofDevice Under

Test13V DC

V1

Device Under Test

Sig

V+

V-

2K

NormalSupply

Voltage ofDevice

(Hall EffectDevices Only)

13V DC

V2

Device Under Test

IVS

IVSV+

IVSGround


Engine Speed Demand

6.1.4 Test Procedure

Test 1: Output at Min PositionPlace the Device Under Test (DUT) in its minimum or “released” condition.Measure the voltage V1.

Test 2: Output at Min Position: ForcedWithout causing damage, pull the pedal/handle hard against the minimum travel end stop. Measure the voltage V1.

Test 3: Output at Max PositionPlace the DUT in its maximum or “fully depressed” condition.Measure the voltage V1.

Test 4: Output at Max Position: ForcedWithout causing damage push the pedal/handle hard against the maximum travel end stop. Measure the voltage V1.

Test 5: IVS Switch Closed VoltagePlace the DUT in its minimum or “released” condition.Measure the voltage V2.

Test 6: IVS Switch Opening ThresholdPlace the DUT in its minimum or “released” condition.

Test 7: IVS Switch Open VoltagePlace the DUT in its maximum or “fully depressed” condition.Measure the voltage V2.

Test 8: IVS Switch Closing ThresholdPlace the DUT in its minimum or “released” condition.

Test 9: Track Resistance (potentiometer-type sensors only)If the DUT is a potentiometer-type device, disconnect it from the test circuit and measure the resistance acrossthe track (from V+ to V-).

Engine Speed Demand


6.1.5 Required ValuesIf the results obtained from the tests above are in the ranges specified below, the device will be compatible withthe default values in the ECU.

Test Parameter Units Min Nominal Max

1 Output at Min Position Volts 0.45 0.6 0.7

2 Output at Min Position: Forced Volts 0.4 0.6 —

3 Output at Max Position Volts 3.8 4 —

4 Output at Max Position: Forced Volts — 4 4.5

5 IVS Switch Closed Voltage Volts 0 0.5 1.2

6 IVS Switch Opening Threshold Volts 1.08 1.15 1.22

7 IVS Switch Open Voltage Volts 4 10 24

8 IVS Switch Closing Threshold Volts 1.08 1.15 1.22

9 Potentiometer Track Resistance K Ohms 1 2.5 3

If the results of the tests are not in the range specified in the table above, the device will not be compatible withthe default settings in the ECU. Contact the electronic applications team to determine whether it will be possibleto configure the input to meet the device.

6.1.6 Analogue Throttle Switch — ET Configurable ParametersThe throttle configurable parameters must be configured in Cat ET prior to using the analogue throttle feature.The parameters are selectable in the main throttle configuration screen. See the throttle calibration section ofthis guide for parameter details.

6.2 PWM Sensor — Compatibility

6.2.1 Device DescriptionOne input is available for PWM throttle devices that may be pedal, lever, or cable operated. A regulated 8V,100mA power supply is provided by the ECU.

6.2.2 Component CompatibilityThe sensor should have a sinking output driver with a frequency of 500 hz (+/- 50 hz). The sensor should give avalid output within 150 ms of power being applied.

When mounted on the pedal and lever the target duty cycle should be as follows; however, it is possible todeviate from these values by adjusting the throttle configuration in ET.

Position Acceptable Signal Duty Cycle Range

Released (low idle) 10 to 22%

Fully Depressed 75 to 90%


Engine Speed Demand

6.2.3 Connection Details

6.2.4 PWM Throttle — ET Configurable ParametersThe throttle configurable parameters must be configured in Cat ET prior to using the PWM Throttle feature. Theparameters are selectable in the main throttle configuration screen. See the Throttle Calibration section of thisguide for parameter details.

6.3 PTO ModePTO mode has also previously been referred to as “engine speed cruise control” or “set speed control.”

PTO mode is a cost effective way to control engine speed as it only requires switched inputs.

Another benefit is that it can be used in an application where it is necessary to control the engine speed fromseveral different points on the machine.

The disadvantage of controlling engine speed via PTO mode is that it takes some time to ramp up or down to therequired speed.

6.3.1 PTO Mode On/Off SwitchWhen this switch input is open, the PTO mode cannot be engaged and none of the other buttons will have anyeffect. When the switch is turned off, any adjusted memorized speed will be lost.

6.3.2 PTO Mode Set/Lower ButtonWhen the PTO mode is on but not engaged, the first time that the set button is pressed it will save the currentengine speed as the memorized speed, and the engine will try to run at this speed.

Once a PTO speed has been engaged, if the button is pressed again or if it is held down, the engine speed will be lowered.

33 SENSOR RETURN

53 PWM THROTTLE SENSOR INPUT


RTN

SIGNAL

PWM Throttle Sensor ECUJ1

50 PTO MODE - RAISE RESUME

51 PTO MODE - SET/LOWER

52 PTO MODE - ON/OFF

ECUJ1

49 PTO MODE - DISENGAGE

35 SWITCH RETURN

ON/OFF

SET/LOWER

RAISE RESUME

DISENGAGE

Engine Speed Demand


6.3.3 PTO Mode Raise/Resume ButtonIf the resume button is pressed before the set button, immediately after start or after switching on the cruisecontrol on/off switch, the engine will go to the preset speed as described below.

If the PTO mode has already been engaged by the set button, the resume/raise button can be pressed or helddown to increase the speed.

After the PTO mode has been disengaged using the disengage switch described below, pressing theresume/raise button will set the engine speed to the last memorized speed.

6.3.4 PTO Mode Disengage SwitchIf the disengage switch input is opened, the engine speed will not follow the memorized speed but will return tothe next highest engine speed demand.

The disengage switch may be an operator panel switch, or may be a micro-switch on the brake, clutch, or othercomponent of the application.

6.3.5 PTO Mode Preset SpeedThe preset speed is programmed via the service tool. A speed may be selected such that if the resume button ispressed before the set button has been pressed, the engine speed will jump straight to the preset speed.

6.3.6 PTO Mode LampAn optional lamp may be fitted. The positive terminal of the lamp is connected to the battery positive after theignition keyswitch. The negative terminal of the lamp should be connected to pin 61 of the ECU J1 connector.

The lamp will flash when PTO mode is switched on but is not engaged. When the PTO mode is on and engaged,the lamp will be on solid.

6.3.7 PTO Mode — ET Configurable ParametersFour parameters must be configured in Cat ET prior to using the PTO feature. The parameters are listed in themain configuration screen.

PTO and Throttle Lock Parameters

ET Description Range or Option Description

Throttle Lock Feature Installation Status Not Installed/Installed Used to install the PTO feature.

PTO Engine Speed Setting 0 to 2500 rpmMemorized speed used as the initial resume speed.

Speed at which the engine will

Throttle Lock Increment Speed Ramp Rate 20 to 600 rpm/secaccelerate or decelerate whenholding the raise or lower buttondown.

Speed at which the engine will

Throttle Lock Engine Set Speed Increment 10 to 200 rpm/secincrement or decrement when theraise or lower button is pressedquickly.


Engine Speed Demand

6.3.8 Example of PTO Mode OperationIt is recognized that the precise function of the PTO mode is difficult to understand from a written text document,especially for engineers for whom English is not their first language. The following table illustrates the operation ofthe PTO mode feature. In this example, the preset speed has been set on the service tool to 1800 rpm.

OOnn//OOffff SSwwiittcchh 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 0 0 1

IInntteerrrruupptt SSwwiittcchh 1 1 1 1 1 1 1 1 1 Quick QuickOpen 1 Open 1 1 1 1 1 1 1

SSeett//LLoowweerr SSwwiittcchh 0 0 0 0 0 0 0 0 Quick Quick Quick Quick Close 0 0 0 Close Close 0 0 0 0 Close

RRaaiissee RReessuummee Hold Hold0 0 Quick Quick Close Quick Close Quick Quick

Close 0 0 0 Close 3 secs 0 0 Close 0 0 0 3 secs 0 Close 0 Close

TThhrroottttllee PPeeddaall DDeemmaanndd 1200 1200 1200 1200 1900 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200

MMeemmoorriizzeedd SSppeeeedd 1800 1800 1800 1800 1800 1800 1820 2050 2030 2030 2030 2030 1200 1180 2430 1800 1800 1800 1800

RReessuullttiinngg EEnnggiinnee SSppeeeedd 1200 1200 1800 1800 1900 1800 1820 2050 2030 1200 2030 1200 1200 1200 2430 1200 1200 1200 1200

CCoommmmeennttss

6.4 Multi-Position Throttle Switch (MPTS)

Four switch inputs are available on the ECU for a switch-controlled throttle. The ECU may be configured sodifferent combinations of switch inputs will relate to different engine speed demands. There are 16 differentcombinations of states of these 4 switches, although not all of these combinations need to be programmed.

If a switch combination is detected which has been configured as “Not Valid” a fault code will be raised and theECU will ignore the MPTS for the rest of the key cycle.

PTO

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PTO

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PTO

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d sp

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Peda

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20 rp

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Spee

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d sp

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.

No

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ct a

s PT

O m

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is n

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nabl

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PTO

mod

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No

effe

ct if

bot

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are

pre

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at o

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51 THROTTLE SWITCH INPUT 3



ECUJ1


35 SWITCH RETURN

S1

S2

S3

S4CMN

Rotary Switch

Engine Speed Demand


This is a very powerful and flexible feature that may be used in a number of ways. For example:• Controlling hydrostatic machine where engine speed is selected and not required to be frequently changed

by the operator. It is in this respect a good alternative to a hand throttle, as the speeds selected on theswitch can be designed to correspond to the optimum operating speeds of hydraulic pumps. A rotaryencoded 10-position switch component is available for this function. Please contact the electronicapplications team for further details.

• Machine Limp-Home Speed Feature — For example, if the normal throttle fails the operator could remove afuse or a link and the engine would go to a speed that would allow the machine to be moved. In thisapplication only one of the available four switch inputs would be used.

• Elevated Idle — For example the OEM could increase the idle speed when work lights are switched on sothat the alternator will provide sufficient current to recharge the battery. In this application only one of theavailable four switch inputs would be used.

The following table illustrates how the ECU may be configured for a 10-position rotary switch.

Multi-Position Switch Configuration Example

Switch 4 Switch 3 Switch 2 Switch 1 Switch Position Engine Speed

Open Open Open Open Not valid 800

Open Open Open Closed 1 800

Open Open Closed Open 3 1800

Open Open Closed Closed 2 1400

Open Closed Open Open 7 2050

Open Closed Open Closed 6 2000

Open Closed Closed Open 4 1900

Open Closed Closed Closed 5 1950

Closed Open Open Open Not valid 800

Closed Open Open Closed Not valid 800

Closed Open Closed Open Not valid 800

Closed Open Closed Closed Not valid 800

Closed Closed Open Open 8 2100

Closed Closed Open Closed 9 2200

Closed Closed Closed Open Not valid 800

Closed Closed Closed Closed 10 2350


Engine Speed Demand

The service tool configuration allows the user to specify the number of switch inputs to use. It is recommendedthat where possible the user configures four inputs and marks those not used as “not valid.” If, however, the userchooses to configure fewer than four inputs, using the service tool, the physical input allocation vs. softwareinput description changes as described in the table below.

MPTS Pin Allocation Logic

Pin 49 Pin 50 Pin 51 Pin 52

4 Configured Inputs Software Input 1 Software Input 2 Software Input 3 Software Input 4

3 Configured Inputs Software Input 1 Software Input 2 Software Input 3

2 Configured Inputs Software Input 1 Software Input 2

1 Configured Inputs Software Input 1

6.4.1 Multi-Position Throttle Switch — ET Configurable ParametersThe throttle configurable parameters must be configured in Cat ET prior to using the MPTS feature. Theparameters are selectable in the main throttle configuration screen.

6.5 Torque Speed Control TSC1 (Speed Control Over CAN)A special J1939 message called Torque/Speed Control #1 (TSC1) allows other electronic devices to control or to limit the engine speed. This message is explained in detail in the J1939 section of this Application andInstallation Guide.

6.6 Arbitration of Speed DemandIn applications where there is more than one source of engine speed demand, it is necessary to arbitratebetween the different demands. There are three methods of arbitration:

• Max Wins — The highest speed demand is the one that controls the engine. This is the defaultconfiguration.

• Manual Selection Switch — A switch input can be used to define which speed input has control. This isparticularly useful in applications where there are two driver seat positions.

• TSC1 Override — As described above, the TSC1 message over J1939 will override speed demand from anyother source.

6.6.1 Manual Throttle Selection SwitchA switch input is available on pin 47 of the ECU J1 connector, which can be configured to manually select theactive speed demand channel. If the switch input is open, speed demand 1 is selected. If the switch is closed,speed demand 2 is selected.

6.7 Ramp RateIt is possible to limit the overall acceleration rate of the engine speed. The acceleration limit applies to overallengine speed, regardless of applied strategy. The rate may be configured in ET. The rate is defined in units of rpmper second. Zero rpm/s represents no limit to engine acceleration (i.e. turns off the feature.) The default ramp ratewill be zero rpm/s.

Engine Speed Demand


6.8 Throttle Calibration

The majority of throttle components have mechanical and electrical tolerances that affect the final output of adevice; for example, two components of the same design and part number may produce a different voltage outputin the open position. Also, after a period of time throttle components can mechanically wear, affecting/changingthe output of a device. To accommodate these differences and changes, the engine ECU may be configured toautomatically calibrate to differing input values at the upper and lower positions. The diagrams that follow give anexample pedal design where the open and closed position of the throttle pedal are set by adjusting themanufacturing adjustment screws. With this type of arrangement the mechanical accuracy is limited andtherefore auto calibration may be used. The calibration control logic needs a number of parameters specific tothe chosen device to allow auto calibration.

This feature is configurable for analogue and PWM inputs. The algorithm treats either a PWM or analogue inputas a “raw signal” in the range zero to 100 percent; for example, the analogue voltage range is 5V, therefore 0.05Vis treated as one percent.

Several parameters are used to:• Define the boundaries for calibration in the open and closed positions• Define the amount of “deadzone/play” from the open and closed positions• Define the upper and lower diagnostic boundaries


Engine Speed Demand

The diagram above is a simplified representation of a throttle pedal assembly; a small lever attaches the pedal toa throttle position sensor. Two lock screws limit the open and closed pedal movement, one for each position. Thelever movement is directly proportional to the electrical output signal of the throttle sensor. The electrical rawsignal is shown as a percentage of the total permissible input range.

Eight parameters are shown on the diagram scale. Each parameter has a purpose; these parameters are requiredfor correct calibration. The parameters are expressed as a percentage of raw signal, the parameters may bechanged/configured to match the chosen device:

Low

er P

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on L

imit

Initi

al L

ower

Pos

ition

Low

er D

eadz

one

Diagnostic Upper Limit

Upper Position Limit

Initial U

pper Positio

n

Dia

gnos

tic L

ower

Lim

it

Upper Deadzone

0%

100%

10% 20%

70%

85%

5%

95%

5%

5%

Pedal Rotation

Sensor L

ever

Rotation

Lock Screws

Pedal

Sensor

Foot Force

Engine Speed Demand


6.8.1 Throttle Parameter Description

6.8.1.1 Diagnostic Lower LimitThe lower diagnostic limit is the absolute minimum raw value accepted as a valid signal by the engine ECU. Anyvalues below this point will flag appropriate diagnostics and invoke the limp-home strategy. Most analogue devicesare classed as faulted with a voltage of 0.25V and below (five percent) this is to prevent a possible open or shortcircuit being mistaken for a valid signal; for similar reasons, a PWM duty cycle should not fall below five percentduty cycle.

6.8.1.2 Lower Position LimitThis is the minimum point of the lower calibration boundary.

6.8.1.3 Initial Lower Position LimitThis is the maximum point of the lower calibration boundary. This value is also used as the initial lower positionwhen no calibration has been applied.

6.8.1.4 Lower Dead ZoneThis position is given as a discrete raw signal percentage value. The lower dead zone effectively gives some playat the lower position. This dead band is expressed in terms of a raw signal percentage, such that the initial lowerposition plus the lower dead zone will give the zero percent throttle position.

6.8.1.5 Initial Upper Position LimitThis is the minimum point of the upper calibration boundary. This value is also used as the initial upper positionwhen no calibration has been applied.

6.8.1.6 Upper Position LimitThis is the maximum point of the upper calibration boundary.

6.8.1.7 Upper Dead ZoneThis position is given as a discrete raw signal percentage value. The upper dead zone effectively gives some playat the upper position. This dead band is expressed in terms of a raw signal percentage, such that the initial upperposition minus the upper dead zone will give the 100 percent throttle position.

6.8.1.8 Diagnostic Upper LimitThe upper diagnostic limit is the absolute maximum raw value accepted as a valid signal by the engine ECU. Anyvalues above this point will flag appropriate diagnostics and invoke the limp-home strategy. Most analogue devicesare classed as faulted with a voltage of 4.75V and above. This is to prevent a possible open or short circuit beingmistaken for a valid signal; for similar reasons, a PWM duty cycle should not go above 95 percent duty cycle.


Engine Speed Demand

6.8.2 Throttle Calibration Function

When the engine ECU is active, the raw throttle signal is continuously monitored. The following diagrams explainhow the automatic calibration functions. The adjustment screws in the diagram have been purposely adjustedand differ from the previous throttle pedal diagram. When the engine ECU is active the raw throttle value ischecked; if the value falls within the lower calibration region (defined by the “lower position limit” and “initiallower position limit”), calibration will take place. In the diagram below the lever position is at eleven percent andfalls within the lower calibration area, so auto calibration will be applied.

Diagram ABefore calibration, the sensor output falls within the lower calibration region; without auto calibration, the “initiallower position limit” is used by the engine ECU as the throttle start point. Once clear of the dead zone the desiredengine speed will change. In this case the lever would have to move 14 percent of the raw signal (nine percent +five percent dead zone) before desired engine speed changes. This is situation is undesirable.

Low

er P

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on L

imit

Initi

al L

ower

Pos

ition

Low

er D

eadz

one



Initial U

pper Positio

n

Dia

gnos

tic L

ower

Lim

it

Upper Deadzone

0%

100%

10% 20%

70%

85%

5%

95%

5%

5%

Pedal Rotation

Sensor L

ever

Rotation

Lock Screws

Pedal

Sensor

Foot Force

OUTPUT 11%

Engine Speed Demand


Diagram BAfter calibration, the start position used by the engine ECU has changed; with this new initial lower position the lever needs to travel through the dead zone only. Once clear of the dead zone, the desired engine speed will change.

The same principal applies for the upper calibration region as shown in the following diagram.

Low

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Initi

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Pos

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Low

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Initial U

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Dia

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Lim

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Upper Deadzone

0%

100%

10% 20%

70%

85%

5%

95%

5%

5%

Pedal Rotation

Sensor L

ever

Rotation

Lock Screws

Pedal

Sensor

Foot Force

OUTPUT 11%


Engine Speed Demand

Diagram CBefore calibration, the sensor output falls within the upper calibration region; without auto calibration the “initialupper position limit” is used by the engine ECU as the throttle maximum point. Once clear of the dead zone thedesired engine speed will change. In this case the lever would have to move 10 percent of the raw signal (five percent + five percent dead zone) before desired engine speed changes. This is situation is undesirable.

Low

er P

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on L

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Initi

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Pos

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Low

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Initial U

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n

Dia

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Lim

it

Upper Deadzone

0%

100%

10% 20%

70%

85%

5%

95%

5%

5%

Pedal Rotation

Sensor L

ever

Rotation

Lock Screws

Pedal

Sensor

Foot Force

OUTPUT 75%

Engine Speed Demand


Diagram DAfter calibration, the maximum position used by the engine ECU has changed; with this new initial upper position the lever needs to travel through the dead zone only. Once clear of the dead zone the desired enginespeed will change.

The auto calibration feature is continuously active during engine operation. If a lower minimum position or higher maximum position is seen, auto calibration will take place on the new values. The initial positions (definedby the initial lower position limit and initial upper position limit) will be reinstated whenever the power to the ECUis recycled.

Low

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Initi

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Pos

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Low

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Initial U

pper Positio

n

Dia

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Lim

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Upper Deadzone

0%

100%

10% 20%

70%

85%

5%

95%

5%

5%

Pedal Rotation

Sensor L

ever

Rotation

Lock Screws

Pedal

Sensor

Foot Force

OUTPUT 75%

6.8.2.1 Idle Validation Switch

Analogue devices must use an idle validation switch. The idle validation switch is required to validate that achange in signal is indeed valid and not a potential electrical fault. Two parameters need to be defined for correctoperation. When configured, the engine ECU continually monitors the speed demand request and the idlevalidation switch.

Idle Validation Maximum On Threshold (Closed)The value is defined as percent raw signal. At low idle the idle validation switch should be “on” (the input shouldbe switched to ground). When increasing engine speed, the ECU will continually monitor the idle validationswitch. The switch needs to have switched “off” between the two IVS thresholds. If the switch state does notchange by the “idle validation maximum on threshold,” the ECU will invoke the limp-home strategy and the throttlewill not respond.

Idle Validation Minimum Off Threshold (Open)The value is defined as percent raw signal. At high idle the idle validation switch should be “off” (the input shouldbe switched to open). When decreasing engine speed, the ECU will continually monitor the idle validation switch.The switch needs to have switched “on” between the two IVS thresholds. If the switch state does not change bythe “idle validation minimum off threshold” the ECU will invoke the limp-home strategy and the throttle will notrespond.

Diagram shows theidle validation switch transition.


Engine Speed Demand

100%

5%

5%

Pedal Rotation

Lock Screws

Pedal

Sensor

Foot Force

21%25%

Idle Validation Switch

ON

OF

F

ON

OF

F

ON

OFF

Cold Starting Aid


7 Cold Starting Aid7.1 Control of Glow Plugs by the Engine ECUGlow plugs are fitted as standard on the C4.4 and C6.6.

When the ignition keyswitch is switched on, the engine ECU will monitor the coolant temperature and the inlet airtemperature and decide whether the glow plugs are required. If so, the ECU will drive ECU connector pin 57 toground, activating the glow plug relay.

The glow plug relay is supplied and fitted by the OEM. ET configuration for this feature is not necessary. Thisfeature is permanently enabled.

7.1.1 Relay, Fuse, and Cable Gauge Specification

The relay coil should not draw more than 1A and should be fitted with either a resistor or diode to suppressflyback energy (back emf) when the relay is de-energized.

As the glow plugs may be activated during cranking, when the battery voltage may be low, it is recommended thatrelay is specified such that it will close at a voltage of 60 percent of nominal battery voltage or lower.

The relay contacts should be rated to withstand the current characteristics outlined in the table below. Note thatfor the purpose of relay specification, the glow plugs are a purely resistive load (no inductive element).

Although the glow plugs are normally operated only for a short time, in cold ambient conditions, best practicewould be to size the cable to withstand the stabilized glowplug current permanently. This will allow for a relaythat fails closed. For example a 4 Cylinder 12V application should have wire sized to carry 50A. Refer to therecommended cable sizes in the table below.

Engine: C4.4 C6.6

Supply Voltage: 12V 24V 12V 24V

Current — initial 82A 36A 122A 54A

Current after 4 seconds 64A 29A 97A 43A

Current after 8 seconds 50A 24A 74A 36A

Recommended fuse toSAEJ1888 (slow blow)

50 30 80 40

Recommended min. cable gauge— mm2 (SAE J1128 GLX cable)

5 mm2 2 mm2 8 mm2 3 mm2

57 Start Aid Control

ECUJ1

TO GLOW PLUGS

GLOW PLUGRELAY

FUSE

Key Switched + Battery Supply

+ Battery


Cold Starting Aid

7.1.2 Wait-to-Start/Start Aid Active LampsOn a cold start, when the ECU decides that it is necessary for the glowplugs to be activated prior to starting, alamp output will indicate to the operator that he needs to “wait-to-start.” Note that it is possible that start aids willalso be used either during cranking or when the engine has started. The wait-to-start lamp will not be active inthese conditions. For further information refer to the Lamp Output section.

Note: The ECU will also transmit a parameter on the J1939 datalink indicating the status of the wait-to-startlamp (see section on J1939 support).

Start Aid Control

Engine Coolant Temperature Sensor

Engine Intake Temperature Sensor

Temperature<= +5 degC ?

Key ON

N

Coolant Temp

Inta

ke T

emp

Tim

e

ECU activatesWait to

Start Lampand Glow Plugs

for perioddetermined from

Pre-heat map

Y

Engine speed >= tolow idle -200 rpm?

ECU activatesGlow Plugs for

Post-start periodof 15 seconds

Start Aid End

Pre-heat map

ECU selectscoldest

temperature

Y

ECU activatesGlow Plugs during

cranking formaximum of 10 sec

The operator should waituntil after the Pre-heat period

before cranking. The GlowPlugs will remain off after the

Pre-heat period until theengine is cranked

N

Operator crankengine when lamp

turns off

No Start Aid required

Typical Values (May Vary)

Cold Starting Aid


7.1.3 OEM/Operator Control or Override of the Glow PlugsThe ECU glow plug control strategy has been developed in a cold chamber to be suitable for the majority ofapplications.

There may be some applications that require a specially adapted strategy for control of the start aid. In suchcases it will be necessary for the OEM or operator to control the start aid. Examples of applications that mayrequire special starting strategies are:

• Engines in extremely cold climates that are fitted with block heaters.• Engines that drive high loads during run-up; e.g., compressors.

Busbar connection point

An insulated M6 terminal post is provided for the machine harness connection to the busbar, which is located on the top right-hand side of the ECU bracket. A 5.5 to 6 mm diameter ring terminal is required to connect the machine harness; this should be insulated by a terminal insulator cap and be capable of handling an 80Amp current.

The existing terminal nut is used to locate both the engine-side and harness-side ring terminals to the post. A 10 mm ring spanner is required to tighten the terminal nut to a torque of 6 Nm ± 2 Nm.

Customers who paint the engine are required to shield the terminal post prior to painting.

7.1.4 Ether Cold Start SystemsEther cold start systems are not currently approved for use with C6.6 and C4.4 industrial engines.


Cold Starting Aid

7.1.5 Water Jacket HeatersWhen an engine water jacket heater is installed Caterpillar recommends the installation of an ambient airtemperature sensor. When installed and configured, the ambient sensor measurement will be used by the ECU toensure optimum engine starting and run-up.

Required Parts

Part Number Description Qty

106-0735 Temperature Sensor 1

155-2260 Connector Plug Kit 1

9X-3402 Socket 3

267-9572 Socket 3

The Caterpillar sensor 106-0735 is required for correct operation. The sensor should be located in a position thatmeasures the application external ambient air temperature. A location should be chosen that avoids any radiatedor conducted heat produced by the engine water jacket heater. The location and mounting design should protectthe sensor from damage; the sensor probe is particularly vulnerable and should be guarded from possible impactdamage.

NOTE: Do not splice the sensor signal wire for input to third party devices.

Recommended connector mounting for component with a pigtail harness:• The connector interface should never be tied directly to a vibrating member.• Pigtail wire lead should be tied down on only one side of the connector interface. Choose one of these two

locations:- midpoint on the sensor pigtail, OR- 150 mm from the connector on the wire harness side

7.1.6 Ambient Temperature Sensor — ET Configurable ParameterThe “Ambient Air Temperature Sensor Installation Status” listed under start aid configurable parameters must beconfigured installed in Cat ET prior to using the sensor.

56 AMBIENT AIR TEMP SIG

33 SENSOR RTN

42 SENSOR SUPPLY +5 VDCA

B

C

+5 VDC

RTN

SIGNAL

Temperature Sensor ECUJ1

External Thread3/4-16-2A

45.9 mm 300 mm

HEX M27

Operator Displays


8 Operator Displays8.1 Displays

8.1.1 Gauge DriversOEMs are increasingly selecting datalink-driven intelligent displays for their applications instead of traditionalgauges and lamps directly driven from sensors or engine ECU.

If a needle type analogue gauge is required to display an engine parameter such as engine speed, oil pressure, orcoolant temperature, it is recommended that the OEM use a gauge or display that can use the parametersbroadcast by the ECU on the J1939 datalink.

As an alternative, traditional single wire gauge “senders” may be used if a suitable tapping is available. If thisimplementation is required, please contact the electronic applications team to discuss requirements.

A traditional tacho signal may be obtained from the “W” terminal of the alternator, although this will not be asaccurate as the value sent on the J1939 datalink.

Warning: The engine wiring harness must NEVER be modified to use the signal from the sensors connectedto the engine ECU. This action would invalidate the engine warranty.

8.1.2 Lamp OutputsThe lamp strategy is designed to display the maximum amount of information on the minimum number of lamps.

There are six lamp outputs available:

Lamp Description Pin Allocation

Red Stop Lamp Pin 60

Amber Warning Lamp Pin 59

Wait-to-Start Lamp (Cold Start Aid) Pin 63

Low Oil Pressure Lamp Pin 62

PTO Mode Lamp Pin 61

Maintenance Due Lamp Pin 58

It is mandatory for the OEM to fit the Red Stop Lamp (1), Amber Warning Lamp (2) and the Wait-to-Start Lamp (3)unless a datalink-driven intelligent display is fitted, which fulfills the specification outlined in the next section.

Lamps four, five, and six are optional.


Operator Displays

8.1.3 Indicator Lamps Logic

Warning Lamp Shutdown LampLamp State Description of What Lamp Engine State

(also known as Alert Lamp) (also known as Action Lamp) Status is Indicating

Bulb Check When the ignition is turned on Key on but engine the EMS will illuminate each has yet to be

bulb for 2 seconds and cranked. On On extinguish them afterwards.

No Faults With both lamps off while Engine is runningPresent engine is running then there with no detected

are no currently active faults.Off Off warnings diagnostics or events.

Active Should the warning lamp Engine is runningDiagnostic illuminate during engine running normally but has

this indicates that an Active one or more faultsDiagnostic (electrical fault) with the engine

On Off is present. management system.

Derate Should the warning lamp illuminate Engine is running(Invoked by and the shutdown lamp flash but has one or

Active during engine running this indicates more active Diagnostic) that an Active Diagnostic (electrical diagnostic events

fault) is present. The diagnostic is that have initiated On Flash sufficiently serious to invoke engine derate.

engine derate.

Warning Should the warning lamp flash Engine is running(Warning during engine running this normally but has

only) indicates that one or more of the one or more engine protection strategy warning monitored engine

values have been exceeded parametersFlash Off but not to a level that will outside of the

invoke derate or shutdown. acceptable range.

Derate Should both the warning lamp and Engine is running but(Warning shutdown lamp flash during engine one or more of the

and Derate) running this indicates that one, or monitored engine more, of the engine protection strategy parameters has gone

values have been exceeded beyond beyond that ofthe level required to invoke engine warning only and has

Flash Flash derate. now exceeded those set for engine derate.

Engine Should both the warning lamp and Engine is either Shutdown shutdown lamp illuminate during shut down or

engine running this indicates shutdown is imminent,that either: one or more

1. One or more of the engine monitored engineprotection strategy shutdown parameters havevalues has been exceeded. gone beyond that of

On On 2. A serious Active Diagnostic has warning or derate andbeen detected. have now exceeded

Shortly after (time duration those set for engineto be agreed) engine shutdown. Or a serious

will shutdown. Active Diagnostic has been detected.

Engi

ne M

anag

emen

tSy

stem

Rel

ated

.

Operator Displays


8.1.4 Datalink-Driven Intelligent DisplaysDisplays may be connected to the engine ECU using J1939 datalink.

Some products that use the CDL may also be compatible. Please contact your local applications team to confirmbefore selecting a CDL display.

Devices that are connected to the J1939 datalink should meet the following standard if the OEM does not intendfitting the indicator lamps described above.

8.1.5 Minimum Functional Specification for J1939 Display• The display is always on when the engine is running.• The display should be line-of-sight of machine operator during machine operation.• Display of the whole J1939 fault code including Suspect Parameter Number, Failure Mode Indicator, and

Occurrence Number.• Clear indication of what action, if any, the operator is required to take.• Display of engine speed.• Audible or bright lamp warning when new fault code is detected.• The scaling of any gauges (e.g., coolant temperature) should be such that the needle is not far to the right of

vertical when the engine is in normal operation (this would give the impression that the engine wasabnormally hot, when in fact it is running within its design limits).

Caterpillar will, under no circumstances, change the engine J1939 implementation in order to resolvecompatibility issues with gauges or displays other than those supplied directly by Perkins.

Gauge manufacturers may contact the electronic applications team, however, for information and assistance inensuring that their products are compatible with the engine ECU.

To support new standards and requirements, Caterpillar may add to the fault code table. Therefore, any activeengine fault codes including those not recognized or referenced should be displayed. Caterpillar recommendsthat any suspect parameter number and the associated failure mode identifier are displayed.

8.1.6 Customer Triggered Engine Fault CodesThe engine will raise fault codes (event codes) when its design limits are exceeded; for example, for excessivecoolant temperature. The fault code algorithms are carefully designed and validated so that they do not causespurious codes when there is in fact no fault.

Some intelligent instrument clusters available on the market are also capable of raising fault codes themselves,based on the information that the engine transmits on J1939 such as “engine coolant temperature.” The machinedesigner could set a limit that is more conservative (lower) than the warning threshold defined by Caterpillar. Thisraises the possibility that the display will say that the engine has a fault when the engine is in fact running withinits design limits. This is undesirable as it may result in a service technician being called to resolve a problemwhen in fact no problem exists. It will also cause damage to the reputation of Caterpillar and of the OEM.

Caterpillar recommends therefore, that intelligent displays DO NOT have their own fault detection for engine overtemperature/oil pressure etc, but that they use the fault codes generated by the engine, sent in the J1939“Diagnostic Message#1 (DM1).”


Operator Displays

8.2 Engine Software Features

8.2.1 Engine Monitoring SystemSoftware will monitor the engine during operation and in extreme conditions make decisions to protect the enginefrom damage. The values of four main operating parameters are monitored — Engine Coolant Temperature,Engine Oil Pressure, Intake Manifold Air Temperature, and Engine Speed. The monitoring system will compareparameters predetermined as dangerous to the engine and depending on the parameter values take appropriateaction. There are three levels of action: Warning, Derate, and Shutdown.

8.2.1.1 GeneralAll parameters work independently using individual threshold values and guard timers. Consequently, it is possiblefor more than one parameter to register a warning or derate condition at any one time.

8.2.1.2 WarningEach monitored parameter has its own warning trigger threshold. A warning will be triggered when anyparameter equals or exceeds its warning. In addition, for oil pressure, the trigger threshold varies with enginespeed. The ECU will log these events and turn on the appropriate lamp driver.

8.2.1.3 DerateEach monitored parameter that uses the derate function has its own derate trigger threshold. If the deratethreshold is equaled or exceeded by any parameter, a derate protection will be set active. The engine will derate.The ECU will log these events and turn on the appropriate lamp driver. While derate protection is set active, thederate percentage may vary with parameter value.

8.2.1.4 ShutdownThe engine shutdown indication lamp driver will be triggered when any parameter equals or exceeds its shutdownthreshold for a time exceeding its shutdown indication guard time. Physical engine shutdown will occur only ifenabled by the configurable parameter. The ECU will log these events and turn on the appropriate lamp driver.

Note: All values quoted in tables below are subject to change. Also, the percentage derate can be confusing.100 percent derate does not mean that the engine has no power at all, it means that the engine will berunning on a derate rating. The percentage of normal power that is available on the derate curve willdepend on the rating used, but will normally be approximately 50 percent of nominal power.

8.2.2 Monitoring Mode — ET Configurable Parameters

Monitoring Mode (listed under Miscellaneous in ET)

ET Description Range or Option Description

Monitoring Mode Shutdowns Disabled/Enabled Switches on or off the shutdown feature

Monitoring Mode Derates Enabled/Enabled Switches on/off the derate feature

Operator Displays


8.2.3 Monitoring Mode Thresholds

8.2.3.1 Coolant Temperature

Parameter Temp Derate %

Warning 113 N/A

Derate 114 25

115

116

117

118

119 100

Shutdown 118 N/A

8.2.3.2 Engine Oil Pressure

ParameterEngine Speed Trigger Pressure

(rpm) (kPa)

Warning 700 100

900 150

1000 175

1200 200

Shutdown 700 100

1200 100

1800 100

2400 100

8.2.3.3 Intake Manifold Temperature

Parameter Temp Derate %

Warning 82 N/A

Derate 86 10

87 20

88 30

89 40

90 50


Operator Displays

8.2.4 Other Derate Reasons

Diagnostic and Events Derate Latch Until Next Key Cycle?

Turbo Wastegate

Turbo wastegate current low diagnostic 100% No

Turbo wastegate current high diagnostic 100% No

Low intake manifold pressure event 100% Yes

High intake manifold pressure event 20% Yes

Fuel Rail Pump and Pressure Sensor

Fuel rail pump solenoid current low diagnostic 100% Yes

Fuel rail pump solenoid current high diagnostic 100% Yes

Rail pressure sensor voltage low diagnostic 100% No

Rail pressure sensor voltage high diagnostic 100% No

Low fuel rail pressure event 100% Yes

High fuel rail pressure event 100% Yes

Others

5V sensor supply voltage low diagnostic 100% No

5V sensor supply voltage high diagnostic 100% No

168-01 low battery power to ECU diagnostic 100% No

Crank speed sensor diagnostic 60% No

Injector data incorrect 60% Yes

Injector not responding 20% No

Monitored Inputs for Customer Fitted Sensors


9 Monitored Inputs for Customer-Fitted SensorsConfigurable options will be available that enable the use of discrete ECU inputs to function as operator warningsand engine protection. The three options to be offered include:

Input StateDe-bounce J1 Pin Time (secs)

Warning/ShutdownAssignment

Air Filter Restriction SWG Normally Closed 30 Disabled or Warning J1-38

Engine Coolant Level Low SWG Normally Closed 30 Disabled, Warning,or Shutdown J1-47

Water in Fuel SWG Normally Open 30 Disabled or Warning J1-44

9.1 Configurable StatesThe ECU may be configured to take the following action when the monitored element has reached or exceededthe predetermined limit (switched).

• Disabled — the input will not be monitored. • Warning — the input will be monitored; when the device is switched the warning light will illuminate and an

event will be flagged. • Shutdown — the input will be monitored and when switched will illuminate the shutdown lamp, flag an

event, and shut down the engine.

9.2 Air Filter Service Indicator — Air Filter Restriction SwitchIndicates that the air intake circuit is restricted. The switch is installed or piped to the air filter housing or airinduction pipe so that it is monitoring clean filtered air (between the air filter and engine). The customer willselect an appropriate restriction switch. The switch will be connected to the engine ECU. The switch should openwhen the maximum permitted restriction is detected — normally closed.

35 SENSOR RTN

38 SENSOR SIGNAL

ECUJ1Air Filter Restriction Switch


Monitored Inputs for Customer Fitted Sensors

9.3 Coolant Low Level SwitchIndicates that the engine coolant reservoir is at or has gone below the minimum level. The sensor needs to beinstalled such that when coolant level is normal the sensing element is always completely immersed. Typically adevice switches when the sensing element is fully immersed and when the fluid touches the body of the sensor— normally closed.

Required Parts

Part Number Description Qty

165-6634 or 239-9957 Level Switch 1

155-2260 Connector Plug Kit 1

9X-3402 Socket 3

9.4 Fuel in Water Trap SwitchIndicates that the fuel filter water trap is full. Typically a switch is installed in the bottom of the water trap. Duringnormal engine operation the switch is immersed in diesel fuel. As water collects and reaches the maximum levelthe water enables a conductive path between electrodes — normally open switch. Some fuel filter options offer astandard pre-installed switch from the factory. The factory-fitted switch may be connected to the engine ECU asdetailed below.

One parameter must be configured as installed in Cat ET.1. Fuel/Water Separator Switch Installation Switch Status.

Operating Voltage 8V-28V @ 5mA

Connector Details


Sensor 523161

Male Connector AMP 1-142854-0

Connector Female Housing AMP C-282191-1

Female Terminal AMP 929939-3

Rubber Seals AMP

47 COOLANT LEVEL SIGNAL

33 SENSOR RTN

43 SENSOR SUPPLY +8 VDCA

B

C

+8 VDC

RTN

SIGNAL

Coolant Level Switch ECUJ1

43 SENSOR SUPPLY +8 VDC

33 SENSOR RETURN

44 SENSOR SIGNAL (SWG 9)

ECUJ1

1

2

3SENSOR SUPPLY +8 VDC

SENSOR RETURN

SENSOR SIGNAL

Water In Fuel Sensor

Engine Governor


10 Engine Governor

10.1 Governor

10.1.1 All SpeedThe default governor type is an All Speed Governor, also known as a Variable Speed Governor. The diagrams tofollow illustrate the torque and speed characteristics of this governor.

10.1.2 Torque Limit CurveNote that the engine may not be capable of reaching the torque fuel limit curve in some circumstances. Forexample, if the turbocharger is not providing the required boost pressure, the fuel will be limited so that theengine does not emit black smoke.

10.1.3 DroopDroop is the variation of engine speed as load is applied. For example, if an engine has 10 percent droop and isrunning at 1500 rpm without load, as load is applied, the operator will feel and hear the engine speed graduallydecreasing. This is represented by the diagonal dotted lines under the torque curve in the diagram to follow.

When the load reaches the torque limit curve of the engine, the engine will lug back along the curve.

Note: Droop values can be assigned to the multi-position throttle switch input, PWM accelerator pedal/leverinput, and the TSC1 speed demand over J1939. Droop does not apply, however to the PTO mode, whichalways operates isochronously (zero percent droop).

10.1.4 High Speed Governor (Governor Run-Out)The parameter Top Engine Limit (TEL) will no longer be offered on the C4.4 and C6.6 engines. Flexibility isimproved, however, by allowing the high idle (HI) speed to be configured. High idle is the maximum speed that theengine will reach. Note that this is on the bare engine and when installed in an application, it may not be possibleto reach this speed due to the parasitic loads of the driven equipment. The range of possible high idle speeds isdefined by the parameters High Idle Lower Limit (HILL) and High Idle Upper Limit (HIUL). High idle cannot bespecified to be less than Rated Speed (RS) and the HIUL will be dependent on the mechanical limits of the engine.

The rated speed (RS) may not be changed by customer configuration.


Engine Governor

Example Governing 1 — showing droop and HSG slopes approximately equal

Example Governing 2 — showing isochronous droop but with a shallow HSG slope

800 1800 2200

RS

DR

OO

P

HS

G

Flywheel Torque

Speed(RPM)

HILLHIUL

22002600

7%Droop

2200RS

2354HI

All Speed Governor

HI

HIULHILL

800 1800 2200

RS

I

Speed(RPM)

HILLHIUL

22002600

0%Droop

2200RS

2350HI

HI

HIULHILL

Flywheel Torque

All SpeedGovernor

HS

G

DR

OO

P =

ISO

CH

RO

NO

US

Engine Governor


10.2 Auxiliary GovernorIt is possible to control the engine by the output shaft speed of another module. Caterpillar does not offer a speedsensor for this component, nor is there a direct speed sensor input, for the following reasons:

• There are a wide variety of speeds to be measured.• Speed sensor’s output signals are low in amplitude and sensitive to electromagnetic interference.• The engine is often not close to the output shaft to be measured, resulting in poor quality speed signals.

The recommended solution for this requirement is as follows:• The speed measured close to the output shaft by a third party electronic control module, which would give

an engine speed demand to the engine, using J1939 TSC1 speed control or PTO mode raise and lowerinputs. The third party module could also incorporate a display and/or operator control buttons. Theelectronic application team can give advice on specifying and selecting the third party electronic modulefor this function.

• The advantage of this approach is that, although the initial cost of the additional module is higher than adirect speed input, the cost of the additional components is reasonable and the advantages in reliability andease of commissioning outweigh the disadvantages.

10.3 Rating Selection Via Service ToolSome engines will have the capability to run more than one power rating. If this is the case, the highest allowedrating may be changed via the “rating” parameter on the configuration screen of the service tool. Note, however,that the engine may not be running the highest enabled speed due to the status of the mode switches or due torequests from another electronic module on the machine over J1939 datalink.

10.4 Mode SwitchesA mode is a performance characteristic in terms of power/torque, droop, and rated speed. There are up to fourmodes configurable on the C4.4 and C6.6 engines, and these can be selected in operation when the engine isrunning and on load.

The mode switches are of the Switch to Ground type and the ECU J1 pin connections are as follows:

Function ECU — J1 Connector Pin Assignment

Mode Switch 1 39

Mode Switch 2 46


Engine Governor

The following table is an example of how the mode switches can be configured. The two switch inputs provide atotal of four possible combinations. Two ratings have been configured such that if switch 2 is open the engine willrun on the lower rating, and if the switch is closed it will run on the higher rating. Switch 1 is configured such thatif it is open the droop on throttle 1 and 2 is 10 percent, which may be suitable for road operation in an agriculturaltractor, for example. When switch 1 is closed, however, a tighter droop is applied which may be suitable in “field”or “work” operation.

Note: The highest rating available in the mode switch feature will be defined by the “rating” parameter on theconfiguration screen of the service tool.

Example of Mode Switch Configuration

Switch 2 Switch 1 Mode No. RatingDroop (%)

Throttle 1 Throttle 2 TSC1

Open Open 1 100 kW @ 2200 10 10 10

Open Closed 2 100 kW @ 2200 5 2 0

Closed Open 3 120 kW @ 2200 10 10 10

Closed Closed 4 120 kW @ 2200 5 5 0

10.4.1 Rating and Droop Changes Requested Via the J1939 DatalinkIt will be possible to select an alternative droop and alternative rating via the J1939 link, instead of via thehardwired switch inputs.

This feature is still in development, although the messages to be used are outlined in the J1939 datalink section ofthis Applications and Installation Guide.

10.4.2 Service Maintenance IndicatorA service maintenance indicator option is available. This is a configurable option; its purpose is to inform theoperator that a pre-determined time set in the service tool has elapsed. The feature may be installed using the ETservice tool. When configured, the default configuration for the service interval is 500 hours. This can beconfigured through the service tool configuration screen. The number of hours cannot be increased above 500 hours; however, the hours may be decreased to a lower value.

• Disabled — no monitoring needed• Manual Hours — software monitors hours since the last reset

When the number of hours since the last service is greater than configured maintenance interval, the softwarewill permanently illuminate the maintenance due indicator lamp connected to J1-58. The number of hours until thenext service, displayed in ET, will also become negative, i.e., two hours past the service interval will be indicatedby -2. The maintenance due indicator lamp is available in the service tool as a status parameter, “MaintenanceIndicator Lamp Status.” The override “Maintenance Indicator Lamp Override” is so the lamp status can beoverridden for testing purposes.

At any time before or after the maintenance interval has expired the maintenance due counter can be resetthrough any of the following mechanisms:

• Using the maintenance due service tool feature, the maintenance due counter will be reset when the resetbutton is clicked, if Pin J1-36 (SWB) is held high for greater than two seconds.

• If the ECU receives J1939 SPN 1584, “Service Component Identification,” with data value (decimal) 32,“Engine oil-engine #1,” the maintenance due counter will be reset. (If the SPN is received with any otherdata value it will be disregarded.)

Using the ET Service Tool


11 Using the ET Service ToolThe latest version of ET will be required to view or modify some of the C6.6 engine software parameters andfeatures. It is important that the engineer regularly updates their service tool to ensure compatibility. In addition itis the responsibility of the engineer to confirm software release dates. During project engine development,features may not be available or viewable and may be dependent on later software release dates.


Datalink Support

12 Datalink SupportThere are two datalinks available for OEM connection to the engine, J1939 and Caterpillar Data link (CDL). It isrecognized, however that other CANbus standards (higher level protocols) do exist and are used in off-highwayapplications, so some notes are also provided for users of those standards.

12.1 SAE J1939The SAE J1939 standard was initially developed for the U.S. truck and bus industry. It has been expanded and isnow the most widely used datalink standard for industrial power trains, with compliance from almost all enginemanufacturers and most transmission manufacturers.

12.1.1 Summary of Key J1939 Application IssuesThis is a summary of some of the key points and answers to frequently asked questions relating to design of aJ1939 compatible network. It is intended to give a design overview and does not in any way replace or contradictthe recommendations contained in the SAE J1939 standard documents.

12.1.2 Physical Layer• The data rate is 250 KBits/sec.• Twisted pair cable, of a 120-Ohm impedance characteristic, should be used throughout. Note that most

commercially available twisted pair cable is not suitable. • It is recommended that this cable is shielded (as per J1939-11) and that the screen is grounded at a central

point in the network. Unshielded twisted pair cable is used by some machine manufacturers, however, (asper J1939-15), offering lower cost but lower immunity to electromagnetic noise.

• The bus is linear and should be terminated with 120-Ohm resistors at either end. It is a common mistake touse one 60-Ohm resistor instead of two 120-Ohm resistors. This does not work correctly, however.

• Maximum bus length is 40 m.• The terminating resistors should not be contained in network nodes.• Network nodes are connected to the bus via stubs of maximum recommended length 1 meter.

12.1.3 Network Layer• J1939 recommends a bit sample point of 87 percent. This relatively late sample point gives best compromise for

immunity to noise and propagation delay. It does restrict the size of the software jump width (SJW), however. • All nodes should have the same bit timing.• Accurate bit timing is essential (4ms +/- 0.2 percent).• It is recommended that the average bus load is not greater than 40 percent.• Hardware filtering (masking) of CAN messages should be used under high bus loads to limit demands on

processors. • The engine ECU always assumes a fixed address zero. It will not change its address in the arbitration

process described in J1939-81.• The multi-7 packet protocol (described in J1339-21) is used for sending messages with more than eight bytes

of data. In the Caterpillar application this will be used principally for the diagnostic messages DM1 and DM2.• Information may be broadcast at regular intervals or requested. For example, the engine will broadcast its

“current speed” every 20ms but it will only send “hours run“ information if another node requests it.

12.1.4 Application Layer• The messages (PGN’s) supported by Caterpillar ECU are only a subset of the messages described in

J1939-71 and J1939-73.• Some PGN’s may be partially supported; i.e., only those bytes for which the ECU has valid data will be

supported. • Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid information is sent as FE.

13 J1939 Supported Parameters Quick ReferenceSummary Table

Section of Parameter (parameters in italicsSAE J1939 PGN SPN PGN PGN are proposed but may not yet Receive/

Document (decimal) (Hexidecimal) Description be available/fully validated) Transmit

71 0 0 Torque Speed Control (TSC1) Rx

71 518 Requested Torque/Torque Limit

71 898 Requested Speed/Speed Limit

71 695 Override Control Modes

71 61441 Electronic Brake Controller 1(EBC1)

71 970Auxiliary EngineShutdown Switch

71 61443 F003 Electronic Engine Controller 2 (EEC2) Tx

71 92 Percent load at current speed

71 558 Accelerator Pedal 1 Low IdleSwitch

71 2970 Accelerator Pedal 2 Low IdleSwitch

71 91 Accelerator Pedal Position 1

71 29 Accelerator Pedal Position 2

61444 F004 Electronic Engine Controller 1(EEC1)

71 190 Engine Speed

71 899 Engine Retarder Torque Mode

71 513 Actual Engine Percent Torque

71 65174 FE96 TurboWastegate (TCW) Tx

71 1188 Turbo 1 Wastegate Drive

71 65213 FEBD Fan Drive Tx

71 977 Fan Drive States

71 975 Estimated Percent Fan Speed

71 65241 FED9 Aux Discrete IO State (AUXIO) Tx

71 701 Aux IO discrete channel_1















J1939 Supported Parameters Summary Table







71 1083 Aux IO analogue channel_1

71 1084 Aux IO analogue channel_2

71 65242 FEDA Software Identification (SOFT) Tx/OR

71 234 Software Identification

71 965 Number of software ID fields

71 65243 FEDB Engine Fluid Level_Pressure_2 (EFL/P2) Tx

71 157 Injector Metering Rail 1 Pressure

71 65247 FEDF Electronic Engine Controller 23(EEC3) Tx

71 515 Engine Desired Operating Speed

71 65251 FEE3 EngineConfig (EC) Tx

71 118 Engine Speed At Idle Pt 1

71 539 Percent Torque At Idle Pt 1

71 528 Engine Speed At Pt 2

71 540 Percent Torque At Pt 2





71 531 Engine Speed at Pt 5

71 541 Percent Torque at Pt 5

71 532 Engine Speed at High Idle Pt 6

71 544 Reference Engine Torque

71 65252 FEE4 Shutdown (SHUTDOWN) Tx

71 1081 Wait-To-Start Lamp

71 65253 FEE5 Engine Hours Revolutions(HOURS) Tx

71 247 Total Engine Hours

71 65257 FEE9 FuelConsumption Tx/OR

71 250 Total Fuel Used

71 65259 FEEB Component Identifier (CI) Tx/OR

71 586 Make

71 587 Model

71 588 Serial Number

71 233

71 65260 FEEC Vehicle Identification (VI) Tx/OR

71 237 Vehicle Identification Number

71 65262 FEEE Engine Temp (ET1) Tx

71 110 Engine Coolant Temperature

71 65263 FEEF EngineFluidLevel_Pressure(EFL/P1) Tx

71 100 Engine Oil Pressure

71 65264 FEF0 Power Take Off Info (PTO) Tx





71 984 PTO Set Switch

71 982 PTO Resume Switch

71 980 PTO Enable Switch

71 983 PTO Coast/Decelerate Switch

71 981 PTO Accelerate Switch

71 65266 FEF2 Fuel Economy (LFE) Tx

71 183 Fuel Rate

71 65270 FEF6 Inlet/ExhaustCond (IC1) Tx

71 105 Intake Manifold Temp

71 102 Boost Pressure

71 106 Air Inlet Pressure

71 65271 FEF7 VehicleElectricalPower#1 (VEP1) Tx

71 Electrical Potential

71 Battery Potential Switched

71 64967 FDC7 Off Highway Engine ControlSelection State (OHCSS) Tx

71 2888 Alternate Rating Select State

71 2889 Alternate Droop Accelerator 1Select State

71 2893 Alternate Droop Accelerator 2Select State

71 2894 Alternate Droop RemoteAccelerator Select State

71 64971 FDCB Off Highway Engine ControlSelection (OHECS) Rx

71 2882 Alternate Rating Select

71 2881 Alternate Droop Accelerator 1Select

71 2879 Alternate Droop Accelerator 2Select

71 2886 Alternate Droop RemoteAccelerator Select

71 64968 FDC8 Operator Primary IntermediateSpeed (ISCS) Tx

71 2892 Operator Primary IntermediateSpeed Select State

73 65226 FECA DDMM11 ((aaccttiivvee ccooddeess)) Tx

73 Protect Lamp Status

73 Amber Lamp Status

73 Red Lamp Status

73 Spn

73 Fmi

73 Oc

73 Spn Conversion Method

73 65227 FECB DM2 (logged codes) Tx/OR





73 Protect Lamp Status

73 Amber Lamp Status

73 Red Lamp Status

73 Spn

73 Fmi

73 Oc

73 Spn Conversion Method

73 65228 FECC DM3 (diagnostic data clear/reset of previously active DTCs) Rx

73 Request To Clear LoggedFault Codes

21 60160 EB00 Transport Protocol (TP_DT) Tx/Rx

21 TP_DT

21 60416 EC00 Transport Protocol (TP_CM) Tx/Rx

21 BAM and RTS

21 59392 E800 Acknowledge (ACK and NACK) Tx

21 PGN Number

21 Control Byte

21 59904 EA00 Request PGN Rx

21 Requested PGN

J1939 Parameters


14 J1939 Parameters — Detailed DescriptionsThe engine ECU has been programmed to comply with the SAE J1939 standard according to the specificationavailable on August 1, 2006. This section summarizes the functionality included in the generic industrial enginesoftware. Where the J1939 standard is vague on functionality, notes on implementation have been included.

This section is broken down into two different sections, J1939-71 and J1939-73, in accordance with the J1939documentation. J1939 messages are referenced in ascending numerical order by their Parameter Group Number (PGN).

Note: The PGN numbers are written in some documents in decimal form (e.g., 61444). This document will usethe Hexidecimal form (e.g., F004) as it is easier to remember and simpler to decode when using tools toanalyze traffic on the CAN J1939 bus.

14.1 Sending Messages to the Engine ECUThere are a number of messages that are sent by system electronic control devices that the ECU will respond to,these include; TSC1, OHECS, EBC1, RequestPGN and DM, as well as the RTS/CTS handshake protocol. Messagesintended to be sent to the ECU require that the correct source and destination address protocol is followed.

Source Address The source address is used to identify different components and electronic control modules on a CAN bus;source address assignment is given in Appendix B of SAE J1939. Engine #1 source address is 00, and the servicetool source address is F0. Preferred J1939 source addresses vary between industry groups; when designing asystem, check tables B1-B7 in the SAE J1939 document to ensure the correct source address is allocated.The ECU will accept messages from modules with any source address. For instance, TSC1 messages do notnecessarily have to be sent by the transmission.

The engine ECU source address is not configurable, and therefore cannot be set to any of the other enginesource addresses for a multiple engine CAN network installation.

Destination Address For messages controlling engine functionality, such as TSC1 and OHECS, the engine will only respond tomessages with the destination address 00.

The RequestPGN message is also sensitive to destination address. When the Engine #1 destination 00 isrequested, then the engine ECU responds with the RTS Transport protocol message, and will not release therequested information until the handshake message, CTS, is returned.

When the global destination is given for a RequestPGN message, FF (Global), then the engine ECU responds bysending the requested message. If the message is larger than 8 bytes, then it will be released via the TransportProtocol BAM message. When the global destination is used, there is no need to use the RTS/CTS protocol.


J1939 Parameters

14.2 J1939 Section 71 — Vehicle Application Layer

Torque Speed ControlThe Torque/Speed Control #1 (TSC1) PGN allows electronic control devices connected to the CAN network torequest or limit engine speed, this feature is often used as part of a closed engine control system with broadcastmessage parameters such as Engine Speed (EEC1). Usage is particularly common in machines that have complexhydraulic systems.

TSC1 is a powerful feature; the OEM is responsible for ensuring that the implementation of TSC1 speed control issafe and appropriate for the engine and the machine. Furthermore, it is necessary for the OEM to perform thenecessary risk assessment validation of the machine software and hardware used to control the engine speed via TSC1.

ECU Response Time To TSC1 RequestThe mean response time for the ECU to alter the desired speed following a TSC1 request is 52ms +/-5ms. Note,there will be a further delay in the engine’s actual speed response due to the driving of mechanical components.If TSC1 response time is critical to transmission development and operation, contact your Electronic ApplicationsEngineer.

TSC1 ConfigurationTSC1 is always available as a speed demand input, and given that a J1939 Diagnostic Code is not active, theengine will prioritize the TSC1 request above all other speed demand inputs. In effect, TSC1 overrides all otherconfigured throttle inputs.

There are currently two TSC1 fault-handling options available in the service tool and the CEOS, these aredescribed as “TSC1 Continuous Fault Handling: Disabled or Enabled.”

TSC1 Continuous Fault Handling: [Disabled] (Default)This mode is also known as transient fault detection. It is suitable for applications where there is more than onethrottle input into the ECU; for instance, in a wheeled excavator where the analogue throttle is used to controlroad speed, but TSC1 is used to control the machine hydraulics. The TSC1 message will override any other speeddemand such as PWM throttle pedal. TSC1 override is switched on and off using the Override Control Mode SPN.

End of Transmission — Fault DetectionThe ECU needs to differentiate between the end of a transmission by another controller and an intermittentfailure. The ECU expects, therefore, that when a controller no longer wishes to demand engine speed it willterminate with at least one message with the Control Override Mode SPN set to 00. If the engine sees that TSC1messages have stopped for 90ms or more and TSC1 has not been terminated correctly, the ECU will recognize thisas a fault, a J1939 diagnostic code will be raised and the ECU will not accept any TSC1 speed requests for theremainder of the key cycle.

TSC1 Continuous Fault Handling: [Enabled]This mode is also known as continuous fault detection, it is suitable for applications where either TSC1 is the onlythrottle used or where TSC1 is continuously used to limit the top engine speed. The TSC1 speed control/speedlimit cannot be switched off using the Override Control Mode SPN. For instance, in a wheeled excavator theanalogue throttle is connected to the machine ECU that sends the TSC1 message to control road speed, and tocontrol the machine hydraulics. When TSC1 Continuous Fault Handling is active, other throttles will bepermanently overridden, and will only become available if a TSC1 fault is detected.

J1939 Parameters


TSC1 — Feature Summary Table

TSC1 Mode Transient ContinuousTSC1 Continuous Fault Handling Disabled Enabled

Speed Request Yes Yes

Speed Limit Yes Yes

Torque Request No No

Torque Limit (temporary) Yes Yes

Fault Detection — 90 ms Timeout Yes Yes

Fault Detection — Message Present at Start No Yes

Accepts TSC1 Messages From Several Sources Simultaneously No No

Override Control Mode Switching Yes No

Rating and Droop ControlIn addition to Torque Speed Control, the complimentary message OHECS allows droop and rating selection over J1939with a similar effect to the hard-wired Mode Selection feature. The OHECS PGN is described later in this section.

Torque Speed Control (TSC1)

Identifier Rate (msec) PGN Default Priority R1 DP Source Destination

0C 00 00 xx 10 000000 3 0 0 See notes 00

X Override Control Mode (spn 695) 1 1 2

X Override Disabled 00

X Speed Control 01

Torque Control 10

X Speed/Torque Limit Control 11

Requested Speed Control Conditions (spn 696) 3 2

X Override Control Mode Priority (spn 897) 5 2 A

X Highest Priority 00 A

X High Priority 01 A

X Medium Priority 10 A

X Low Priority 11 A

Not Defined 7.8

X Requested Speed/Speed Limit (spn 898) 2 1 16 Rpm 0.125 0 8032

X Requested Torque/Torque Limit 4 1 8 % 1 -125 +125 B

Note A: The ECU does not prioritize or arbitrate between speed requests or limit from more than one sourceand so this situation may result in erratic engine operation. The OEM must ensure that TSC1messages are not sent from more than one source at a time.

Note B: Support for the “Torque limiting” aspect of TSC1 has been added, although this may only be used fortemporary conditions, such as during a gear change.

Send

Rece

ive

Parameter Name

Byt

e

Bit

Leng

th

Stat

e

Uni

ts

Reso

lutio

n(u

nit/b

it)

Not

e

Range

Min Max

Send

Rece

ive

Parameter Name

Byt

e

Bit

Leng

th

Stat

e

Uni

ts

Reso

lutio

n(u

nit/b

it)

Not

e

Range

Min Max


J1939 Parameters

Electronic Brake Controller 1 (EBC1)The EBC1 message is normally used to control a machine braking system. The Auxiliary Engine Shutdown SwitchSPN allows an external component on the J1939 network to shut down the engine without using the keyswitch,and sending the ECU into sleep mode. The resulting stop should not be used as a safety related fail-safe stopfunction.


18F00100 100 F001 6 0 0 — 00

X Auxiliary Engine Shutdown Switch (970) 4 5 2

Off 00

On (engine will be shut down) 01

Electronic Engine Controller 2 (EEC2)EEC2 identifies electronic engine control-related parameters, including pedal position for throttles 1 and 2, andIVS status for throttle 1, and the percent load at current speed.

Note that the name “accelerator pedal” is not always accurate for off-highway machines. Accelerator pedal 1refers to any pedal, lever, or other device that uses either the analogue 1 or PWM throttle 1 input. Likewise,accelerator pedal position 2 refers to any device that uses the analogue throttle 2 input.


0C F0 03 00 50 00F003 3 0 0 00 —

X Accelerator Pedal 1 Low Idle Switch (spn 558) 1 1 2 C

X Accelerator Pedal Not in Low Idle Condition 00

X Accelerator Pedal in Low Idle Condition 01

X Error Indicator 10

X Not Available or Not Installed 11

Accelerator Pedal Kickdown Switch 3 2

X Accelerator Pedal 2 Low Idle Switch (spn 2970) 1 7 2 A

X Accelerator Pedal Not in Low Idle Condition 00

X Accelerator Pedal in Low Idle Condition 01

X Error Indicator 10

X Not Available or Not Installed 11

X Accelerator Pedal Position 1 (spn 91) 2 1 8 % .4 0 100

X Engine Percent Load at Current Speed (spn 92) 3 1 8 % 1 0 125 B

Remote Accelerator Pedal Position 4 1 8

X Accelerator Pedal Position 2 (spn 29) 5 1 8 % .4 0 100 A

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J1939 Parameters


Note A: Accelerator pedal low idle 2 and accelerator pedal position 2 are new parameters only recentlydefined by The SAE. The start byte / bit of accelerator pedal low idle switch 2 is still to be defined.

Note B: Percent load at current speed is estimated from the steady state engine calibration maps. Thisparameter is not accurate at low loads or during transient conditions.

Note C: When there is discrepancy between the pedal position and the idle validation switch position, thenthe Accelerator Pedal Low Idle Switch parameter will be transmitted as 10 (error) and theaccelerator pedal position will be transmitted as FE (error). However, if a pedal is not configured, thenit will be sent as not supported. This will apply to both accelerator 1 and accelerator 2.

Electronic Engine Controller 1 (EEC1)EEC1 identifies the Electronic Engine Control-related parameters, including Engine Torque Mode, Actual EnginePercent Torque, and Actual Engine Speed.


0C F0 04 00 20 A 00F004 3 0 0 00 —

Engine Torque Mode 1 1 4

Drivers Demand Engine — Percent Torque 2 1 8 % 1

X Actual Engine — Percent Torque 3 1 8 % 1

X Engine Speed 4 1 16 rpm .125 B

Source Address of Controlling Device for Engine Control

6 1 8 None 1 0 253

Engine Starter Mode 7 1 4

Note A: The J1939 standard describes the frequency of transmission of this PGN as engine speed dependent.The ECU actually transmits the message every 20ms, however, irrespective of engine speed.

Note B: During the engine cranking cycle, while the ECU is detecting engine position and speed, enginespeed is transmitted as FE00, or “Unavailable.” When this value is converted to engine speed, it givesthe value of 8128 rpm.

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J1939 Parameters

Turbocharger Wastegate (TCW)TCW contains the SPN, turbocharger 1 wastegate drive. The implementation is that this value directly equates tothe PWM duty cycle of the smart wastegate solenoid. A value of 0% represents fully closed and a value of 100%represents fully open. Due to the fact that the wastegate is also intake manifold pressure dependent, this valuedoes not necessarily align to the actual position of the wastegate.


18FE9600 100 FE96 6 0 0 00 —

X Turbocharger 1 Wastegate Drive (spn 1188) 1 1 8 % 0.4 0 100

Turbocharger 2 Wastegate Drive 2 1 8



Turbocharger Wastegate Act Control Pressure 5 1 8

Auxiliary Discrete IO state (AUXIO)The AUXIO PGN is used to transmit the status of all the customer side switch inputs, and two of the analogue voltageinputs of the ECU, irrespective of whether the input is used by the ECU for an application software feature. The spareinputs of the ECU are available for use by the machine designer as additional input channels for non-engine systems.The table below indicates the inputs, the switch connectors, and the associated J1939 SPN.

Table of Input Pins to SPN’s

Input Name ECU J1 Connector Pin J1939 SPNSWG1 52 701SWG2 51 702SWG3 50 703SWG4 49 704SWG5 48 705SWG6 47 706SWG7 46 707SWG8 45 708SWG9 44 709SWG10 39 710SWG11 38 711SWB1 37 713SWB2 38 714

AIN_ACT5 55 1083AIN_ACT4 56 1084

The two “SWB” inputs above are Switch To Battery, meaning when battery voltage is applied to the pin it will beclosed. All the other switch inputs are Switch To Ground, which means when an input is at ground potential it willbe closed.

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J1939 Parameters



18FED900 Note A FED9 6 0 0 00 —

X Auxiliary I/O #04 (spn 704) 1 1 2 B








Auxiliary I/O #12 (spn 712) 3 1 2 B








X Auxiliary I/O Channel #1 (spn 1083) 5,6 1 16 0 64255 C

X Auxiliary I/O Channel #2 (spn 1084) 7,8 1 16 0 64255 C

Note A: The message will be sent at a frequency of 100ms, and additionally when any of the supported switchinputs (spn’s 701 through 716) change state.

Note B: Each of the switch inputs is transmitted as 00 if the switch is open (or not connected) and 01 if it isclosed.

Note C: The analogue channels are scaled at 0.955 volts per bit with a 0.5V offset. For example a voltage of2.5 voltages would be transmitted as (2.5 volts – 0.5 v offset)/0.000955 volts/bit = 209410 or 82E16

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J1939 Parameters

Software Identification (SOFT)The Software Identification PGN is requested via the Request PGN message, the message includes the softwarepart number and the software version release date. This PGN has more than 8 bytes of data; therefore, themessage content is returned using the transport protocol, and the format of the content is given below.

ASCII code as follows:02 SWPN:1234556701*SWDT:MAY05*

Software part number (SWPN) will be of the form 123456701Software release date (SWDT) will be of the form MAY05


18FEDA00 On Req FEDA 6 0 0 00 —

X Number of Software Identification Fields(spn 965) 1 1 8 1 255 A

X Software Identification (spn 234) 2 1 N ASCII B

Note A: The number of software identification fields will be transmitted as “02”Note B: The software identification is ASCII text, with the fields delimited by a “*”

Engine Fluid Level / Pressure 2 (EFL/P2)EFL/P2 includes the Injector Metering Rail 1 Pressure SPN; indicating the gauge pressure of fuel in the highpressure rail supplying the injectors.


18FEDB00 500 FEDB 6 0 0 00 —

Injector Control Pressure 1 1 16

X Injector Metering Rail 1 Pressure (spn 157) 3 1 16 Mpa 1/256Mpa/Bit 0 251

Injector Timing Rail 1 Pressure 5 1 16

Injector Metering Rail 2 Pressure 7 1 16

J1939 Parameters


Electronic Engine Controller 3 (EEC3)EEC3 identifies the electronic engine control-related parameter; engine desired operating speed. Engine desiredoperating speed is calculated as requested speed demand from the throttle input; the speed at which the enginewould run if all load were removed and current speed demand conditions maintained.

This is not the same as the implementation for Tier 2 product, the change has been implemented to make theparameter more relevant to customers who need to determine how far and how rapidly the engine is luggingback. One effect will be that in many applications where there are high parasitic loads, the engine speed willnever actually reach its desired operating speed.


18 FE DF 00 250 FEDF 6 0 0 00 —

Nominal Friction — Percent Torque 1 1 8 % 1 -125 +125

X Engine´s Desired Operating Speed (spn 515) 2 1 16 rpm .125 0 8031 A

Engine´s Operating Speed AsymmetryAdjustment 4 1 8 Ratio 0 250

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J1939 Parameters

Engine Configuration (EC)The Engine Configuration PGN describes the stationary behavior of the engine via an engine speed torque map;defining several points on the torque curve (rating) that are active in the engine. This map is only valid for steadystate engine behavior at maximum boost pressure. The values will change if a different torque curve is selectedor to reflect if the engine is derating, e.g., due to excessive engine temperature. As this PGN is more than 8 byteslong, it will always be transmitted via the transport protocol.


See Note A See Note A FEE3 6 0 0 00 —

X Engine Speed at Idle, Point 1 (spn 118) 1 1 16 rpm 0.125 0 8031

X Percent Torque at Idle, Point 1 (spn 539) 3 1 8 % 1 -125 +125

X Engine Speed at Point 2 (spn 528) 4 1 16 rpm 0.125 0 8031 C

X Percent Torque at Point 2 (spn 540) 6 1 8 % 1 -125 +125 C

X Engine Speed at Point 3 (spn 529) 7 1 16 rpm 0.125 0 8031

X Percent Torque at Point 3 (spn 541) 9 1 8 % 1 -125 +125





X Engine Speed at High Idle, Point 6 (spn 532) 16 1 16 rpm 0.125 0 8031 C

Gain (KP) of the Endspeed Governor 18 1 16 %/rpm 0.0007813 0 50.2

X Reference Engine Torque (spn 544) 20 1 16 Nm 1 0 64255 B

Maximum Momentary Engine Override Speed, Point 7 22 1 16 rpm 0.125 0 8031

Maximum Momentary Override Time Limit 24 1 8 S 0.1 0 25

Requested Speed Control Range Lower Limit 25 1 8 rpm 10 0 2500

Requested Speed Control Range Upper Limit 26 1 8 rpm 10 0 2500

Requested Torque Control Range Lower Limit 27 1 8 % 1 -125 +125

Requested Torque Control Range Upper Limit 28 1 8 % 1 -125 125

Note A: This PGN is sent every five seconds but also whenever there is a change in active torque limit map.

Note B: Engine reference torque is the advertised bare engine torque of the highest “enabled” rating in thebox. That is the highest rating that can be selected via mode switches or J1939, while the engine isrunning.

Note C: As both point 2 and point 6 are supported, and gain (Kp) of endspeed governor is not, the support ofthis message conforms to Engine Configuration Characteristic Mode 1 as described in the J1939-71specification.

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J1939 Parameters


Shutdown (SHUTDOWN)Shutdown PGN contains the SPN wait-to-start lamp. This indicates that the engine is too cold to start and theoperator should wait until the signal becomes inactive (turns off).


18 FE E4 00 1000 FEE4 6 0 0 00 —

Idle Shutdown Has Shut Down Engine 1 1 2

Idle Shutdown Driver Alert Mode 3 2

Idle Shutdown Timer Override 5 2

Idle Shutdown Timer State 7 2

Idle Shutdown Timer Function 7 2

A/C High Pressure Fan Switch 3 1 2

Refrigerant Low Pressure Switch 3 2

Refrigerant High Pressure Switch 5 2

X Wait-to-Start Lamp (spn 1081) 4 1 2

X Off 00

X On 01

Engine Protection System Has Shut Down Engine 5 1 2

Engine Protection System Approaching Shutdown 3 2

Engine Protection System Timer Override 5 2

Engine Protection System Timer State 7 2

Engine Protection System Configuration 7 2

Engine Hours/Revolutions (HOURS)HOURS PGN contains the SPN total engine hours. The SAE defines this PGN as being sent on request. However,there are some gauges and displays on the market which require this to be broadcast. Consequently, thismessage is broadcast at a low update rate, to ensure compatibility with these devices.


18 FE E5 00 1000Note A FEE5 6 0 0 00 —

X Total Engine Hours (spn 247) 1 1 32 Hr .05 0 210,554,060

Total Engine Revolutions 5 1 32 Rev 1000 0 4,211,081,215,000

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J1939 Parameters

Fuel ConsumptionThe Fuel Consumption PGN contains the SPN total fuel used. This parameter is not a direct measurement. It iscalculated from standard test fuel at standard test temperatures. The characteristics of most fuels in the field willdiffer from the test fuel, particularly at very high or very low temperatures. It is recommended, therefore, that thisvalue is taken to be an indication only of the fuel used by an engine.


18 FE E9 00 On Req 00FEE9 6 0 0 00 —

Trip Fuel 1 1 32 L .5 0 2,105,540,607

X Total Fuel Used (spn 250) 5 1 32 L .5 0 2,105,540,607

Component ID (CI)The Component Identification PGN is requested via the request PGN message; the message includes the enginemake, the engine model number, and the engine serial number. This PGN has more than 8 bytes of data; therefore,the message content is returned using the transport protocol. The format of the content is given below.

All these parameters are supported as ASCII text delimited by “*”

• “Make” will be transmitted as “CTRPL” • “Model” will be transmitted in the form “C6.6” or “C4.4” • “Serial Number” will be the engine serial number as marked on the nameplate of the engine


18 FE EB 00 On Req 00FEEB 6 0 0 00 —

X Make (spn 586) ASCII None A

X Model (spn 587) ASCII None A

X Serial Number (spn 588) ASCII None A

Unit Number (spn 233) ASCII None

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J1939 Parameters


Vehicle Identification (VI)The Vehicle Identification PGN is requested via the request PGN message. The message includes only the vehicleidentification number PGN. This PGN has more than 8 bytes of data; therefore, the message content is returnedusing the transport protocol. This PGN may be requested from the ECU but currently the message will simplycontain the ASCII text “NOT PROGRAMMED.”


18FEEC00 On Req FEEC 0 0 00 —

X Vehicle Identification Number (spn 237) ASCII None A

Engine Temperature (ET1)ET1 contains the SPN Engine Coolant Temperature, this SPN contains the engine coolant temperature as sensedby the engine control system.


18 FE EE 00 1000 FEEE 6 0 0 00 —

X Engine Coolant Temperature (spn 110) 1 1 8 deg C 1 -40 210

Fuel Temperature 2 1 8 deg C 1 -40 210

Engine Oil Temperature 3 1 16 deg C .03125 -273 1735

Turbo Oil Temperature 5 1 16 deg C .03125 -273 1735

Engine Intercooler Temperature 7 1 8 deg C 1 -40 210

Engine Intercooler Thermostat Opening 8 1 8 % .4 0 100

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J1939 Parameters

Engine Fluid Level/Pressure (EFL/P1)EFL/P1 contains the SPN Engine Oil Pressure; this SPN contains the oil pressure as sensed by the engine controlsystem.


18 FE EF 00 500 FEEF 6 0 0 00 —

Fuel Delivery Pressure 1 1 8 KPA 4 0 1000

Extended Crankcase Blow-by Pressure 2

Engine Oil Level 3 1 8 % .4 0 100

X Engine Oil Pressure (spn 100) 4 1 8 KPA 4 0 1000

Crankcase Pressure 5 1 16

Coolant Pressure 7 1 8 KPA 2 0 500

Coolant Level 8 1 8 % .4 0 100

PTO information (PTO)PTO contains the SPNs PTO Switch Enable, PTO Set Switch, PTO Coast/Decelerate Switch, PTO Resume Switch,and PTO Accelerate Switch.

Some of the PTO mode switch inputs on the ECU have dual functions. For example, one button provides both SETand LOWER functions and another button provides both RAISE and RESUME functions. When the SET/LOWERbutton is pressed, both SPN 984 and SPN 938 will go to the active state, for at least one message transmission.Similarly, when the RAISE/RESUME button is pressed then both SPN 982 and SPN 981 will go to the active state.


18FEF000 100 FEF0 6 0 0 00 —

Power Takeoff Oil Temperature (spn 90) 1 1 8

Power Takeoff Speed (spn 186) 2 1 16

Power Takeoff Set Speed (spn 187) 4 1 16 rpm rpm 0 8031

X PTO Enable Switch (spn 980) 6 1 2

Remote PTO Preprogrammed SpeedControl Switch (spn 979) 6 3 2

Remote PTO Variable Speed ControlSwitch (spn 978) 6 5 2

X PTO Set Switch (spn 984) 7 1 2

X PTO Coast/Decelerate Switch (spn 983) 7 3 2

X PTO Resume Switch (spn 982) 7 5 2

X PTO Accelerate Switch (spn 981) 7 7 2

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J1939 Parameters


Fuel Economy (LFE)LFE contains the PGN Fuel Rate. This parameter is not a direct measurement. It is calculated from standard testfuel at standard test temperatures. The characteristics of most fuels in the field will differ from the test fuel,particularly at very high or very low temperatures. It is recommended, therefore, that this value is taken to be anindication only for the fuel usage by an engine.


18 FE F200 100 FEF2 6 0 0 00 —

X Fuel Rate (spn 183) 1 1 16 L/hr .05 0 3212 A

Instantaneous Fuel Economy 3 1 16 km/kg 1/512 0 125.5

Average Fuel Economy 5 1 16 km/kg 1/512 0 125.5

Throttle Position 7 1 8 % .4 0 100

Inlet/Exhaust Conditions (IC1)IC1 contains the SPNs Boost Pressure, Intake Manifold Temperature, and Air Inlet Pressure. All these parametersare broadcast as sensed by the engine control system.


18 FE F6 00 500 FEF6 6 0 0 00 —

Particulate Trap Inlet Pressure 1 1 8 kPa .5 0 125

X Boost Pressure (spn 102) 2 1 8 kPa 2 0 500 B

X Intake Manifold Temperature (spn 105) 3 1 8 deg C 1 -40 210

X Air Inlet Pressure (spn 106) 4 1 8 kPa 2 0 500 A

Air Filter Differential Pressure 5 1 8 kPa .05 0 12.5

Exhaust Gas Temperature 6 1 16 deg C .03125 -273 1735

Coolant Filter Differential Pressure 8 1 8 kPa .5 0 125

Note A: Inlet air pressure will be supported as the absolute pressure as measured by the inlet manifoldpressure sensor.

Note B: Boost pressure will be calculated from inlet manifold temperature. Boost pressure will never betransmitted as a negative number, even though a slight depression at the inlet is possible for someengines when running at low idle speed.

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J1939 Parameters

Vehicle Electrical Power (VEP)VEP contains the SPNs Electrical Potential and Battery Potential. Electrical potential and battery potentialparameters are both supported with the same value, which is the voltage measured between the battery (+) andbattery (-) terminals of the ECU.


18 FE F7 00 1000 FEF7 6 0 0 00 —

Net Battery Current 1 1 16 Amp 1 -125 125

Alternator Potential (Voltage) 3 1 16 V .05 0 3212

X Electrical Potential (Voltage) (spn 168) 5 1 16 V .05 0 3212

X Battery Potential (Voltage), Switched (spn 158) 7 1 16 V .05 0 3212

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J1939 Parameters


Operator Primary Intermediate Speed (ISCS) The ISCS PGN is used to describe the logical state of the throttle position switch input (also known as multi-position throttle switch).


18FDC800 1000 FDC8 6 0 0 00 —

X Operator Primary Intermediate SpeedSelect State (spn 2892) 1 1 4

Intermediate Speed Not Requested 0000 A

X Logical Position 1 0001












X Logical State 13, 14, 15, or 16 1101 B

Reserved 1110

X Not Available 1111 C

Note A: “Intermediate speed not requested” state is not supported. Note, however, that on most applicationswhere throttle position switch is used, logical position 1 will be all four switches in the open positionand will equate to engine idle.

Note B: There are only 13 states available but 16 possible combinations of the four switch inputs. No knownapplication has used more than 10 states however, or is expected to use more than 10 states in thefuture, so it is not envisaged that this will cause a problem. If 16 states are used, logical states 14, 15,and 16 will be transmitted as 13.

Note C: If the throttle position switch is not configured on an application, the ECU will send 1111 not available.

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J1939 Parameters

Off-Highway Engine Control Selection (OHECS)OHECS is sent to the engine to select engine rating and droop percentage, in a similar way to the hardwired modeswitches. The J1939 request will have precedence over the hard-wired switch inputs to the ECU.

When the ECU receives this PGN, it will override the mode selection configuration, and switch to the requestedrating and droop setting. The engine will remain in this new state until either another message is received with adifferent rating and droop request, or until the keyswitch is cycled.


18FDCBxx 500 FDCB 6 0 0 — 00

Auxiliary Governor Switch 1 1 2

Multi-Unit Synch On/Off Switch 1 3 2

Alternate Low Idle Switch 1 5 2

X Alternate Rating Select 2 1 8 A

X Alternate Droop Accelerator 1 Select 3 1 4

X Accel 1 — Default Droop (default) 0000

X Accel 1 — Alternate Droop 1 through 0001-10 = 1% through 10% 1010

Accel 1 — Alternate Droop 11 (Isochronous) 1011

Error 1110

X Not Available 1111

X Alternate Droop Accelerator 2 Select 3 5 4

X Accel 12 — Default Droop (default) 0000

X Accel 2 — Alternate Droop 1 through 0001-10 = 1% through 10% 1010

Accel 2 — Alternate Droop 11 (Isochronous) 1011

Error 1110


X Alternate Droop Remote Accelerator Select 4 1 4

X Remote Accel — Default Droop (default) 0000

X Remote Accel — Alternate Droop 1 through 0001-10 = 1% through 10% 1010

Remote Accel Alternate Droop 11 (Isochronous) 1011

Error 1110


Alternate Droop Auxiliary Input Select 4 5 4

Note A: Ratings 1 to n are populated with all the ratings available in the ECU with “1” being the lowest and“n” being the highest rating. If the ECU receives the “0,” the rating value entered through the modeselection switches should be used.

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J1939 Parameters


Off-Highway Engine Control Selection State (OHCSS)OHCSS broadcasts the SPNs corresponding engine rating select and droop select. When the engine is controlledby the hard-wired mode selection, then OHCSS will contain this data; however, when the OHECS PGN is used tocontrol rating select and droop, the OHCSS message will mirror the override information.


18FDC700 500 FDC7 6 0 0 00 —

Auxiliary Governor State 1 1 2

Multi-Unit Synch State 1 3 2

Alternate Low Idle Select State 1 5 2

X Alternate Rating Select State 2 1 8

X Alternate Droop Accelerator 1 Select State 3 1 4

X Alternate Droop Accelerator 2 Select State 3 5 4

X Alternate Droop Remote AcceleratorSelect State 4 1 4

Alternate Droop Auxiliary Input Select State 4 5 4

This PGN is intended for the ECU to provide feedback on the OHECS messages described above.

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J1939 Parameters

14.3 J1939 Section 73 — Diagnostic Layer

Active Diagnostics Trouble Codes (DM1)The information communicated by DM1 is limited to currently active diagnostic trouble codes. DM1 will betransmitted whenever a Diagnostic Trouble Code (DTC) becomes an active fault and once per second thereafter.The message contains diagnostic lamp status, indicating the severity of the problem, followed by the DTCidentifiers, SPN and FMI. The DM1 message is not sent if there are no active fault codes.

If only 1 DTC is active then DM1 will be transmitted as a single message with the identifier FECA. If there is morethan one fault code present then the DM1 message will be longer than 8 bytes, thus the transport protocol (BAM)will be used to send the message.

Note : This is different from Tier 2 functionality where the transport protocol (BAM) is used to send all DM1messages, even if only one fault code is active.


See Note A See note B 00FECA 6 0 0 00 —

Malfunction Indicator Lamp A

Protect Lamp A

Stop Lamp A

Warning Lamp A

X SPN (Suspect Parameter Number)

X FMI (Failure Mode Identifier)

X Occurrence Count

X SPN Conversion Method

Note A: The J1939 diagnostic lamp description and function is not supported — diagnostic lampimplementation is supported as follows:Diagnostic and event codes have been split into three categories of severity called Warning CategoryIndicators (WCI).

The lowest level (Level 1) is used for “warning” level faults, such as when engine design limits for temperaturehave been reached, or for a sensor short circuit.

The highest level (Level 3) is used for events where the severity merits the machine and the engine beingimmediately stopped.

Level 2 is an intermediate level used particularly for events or diagnostic which cause an engine derate.

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J1939 Parameters


The status lamps in the DM1 message will be switched on according to the following table:

WCI Protect Lamp Warning Lamp Shutdown Lamp

1 ON OFF OFF

2 ON ON OFF

3 ON ON ON

Previously Active Diagnostic Trouble Codes (DM2)


See Note A On Req FECB 6 0 0 00 —

Malfunction Indicator Lamp A

Protect Lamp A

Stop Lamp A

Warning Lamp A

X SPN

X FMI

X Occurrence Count

X SPN Conversion Method

Note A: Lamp support as per DM1.

Diagnostic Data Clear/Reset of Previously Active DTCs (DM3)DM3 is sent as a “RequestPGN” message, and has the function of erasing the record of all previously active faultcodes. The ECU responds to the DM3 message by clearing all diagnostic codes but not event codes. The ECU willsend an Acknowledge message (ACK) to say that this action is complete.

Diagnostic trouble codes are defined as faults on the electronic system, for instance if there is a sensor failure.Event codes are raised when the engine system is operating outside of its defined diagnostic limits, for instance,if the engine coolant temperature is excessive.

Event codes can only be cleared with the service tool and require a factory password.


See Note A On Req FECC 6 0 0 — 00

X Request to Clear Fault Codes

Send

Rece

ive

Parameter NameB

yte

Bit

Leng

th

Stat

e

Uni

ts

Reso

lutio

n(u

nit/b

it)

Not

e

Range

Min Max

Send

Rece

ive

Parameter Name

Byt

e

Bit

Leng

th

Stat

e

Uni

ts

Reso

lutio

n(u

nit/b

it)

Not

e

Range

Min Max


J1939 Parameters

14.4 Supported Parameters — Section 21 — Simplified DescriptionsJ1939 Section 21 describes in detail the framework, structure and protocol of J1939 messages. The on-engineapplication of Section 21 is considered too detailed to give a comprehensive functional description in this guide.For reference, the message PGNs and descriptions are given to help network identification of these messages.

Transport Protocol — Connection Management (TP.CM_BAM)


1CECFF00 — EC00 7 0 0 — —

Support as per J1939 — 21. Note that this mechanism is used principally as a multipacket protocol for sendingmessages larger than 8 bytes of data; for example, to send diagnostic messages DM1 and DM2 or for the engineconfiguration PGN. This uses the Broadcast Announce Message (BAM) as shown in the example below:

Transport Protocol — Data Transfer (TP.DT)


1CEBFF00 See Note A EB00 7 0 0 — —

Note A: If a module is required to decode any information that is sent via the transport protocol, it must becapable of receiving and processing messages with the same identifier within 50 ms.

Proprietary A — Service Tool


18EF00xx — EF00 6 0 0 — —

This message is used for communication between the ECU and the service tool. It must not be used by any otherelectronic system on the machine, as this may cause unpredictable operation when the service tool is connected.

Acknowledge


18E8xxxx — E800 6 0 0 — —

Both acknowledge (ACK) and negative acknowledge (NACK) are supported as per the J1939 specification.

Request PGN


18EA00xx — EA00 6 0 0 — 00

Supported as per the J1939 specification. This PGN is sent to the ECU to request parameters that are only sent“on-request.” For example, if an electronic module on the machine requires engine hours information, it mustsend a request PGN for the engine hours/revolutions PGN.

14.5 Supported Parameters — Section 81 Network Management —Detailed DescriptionsThe engine does support the network initialization requirements as outlined in Specification J1939-81. Thisincludes the claiming of addresses. The engine will always claim address zero and will not accept any otheraddress. Most off-highway machines do not implement this section of the specification. If further information onthis subject is required, however, please contact the Electronic Applications Team directly.

Appendices


15 Appendices

15.1 Appendix 1 — ECU J1 Connector Terminal Assignments

Pin No. Description Preferred Function Alternative Function

1 Battery (-) Battery –ve N/A



4 N/A N/A N/A

5 N/A N/A N/A

6 N/A N/A N/A

7 Battery (+) Battery +ve N/A


9 - Battery Battery –ve N/A

10 - Battery Battery –ve N/A

11 DF_PWM 1 Shield N/A N/A

12 DF_PWM 1- N/A N/A

13 DF_PWM 1+ N/A N/A

14 N/A N/A N/A



17 N/A N/A N/A

18 N/A N/A N/A

19 N/A N/A N/A

20 CAN (+) SAE J1939 CAN DL + N/A

21 CAN (-) SAE J1939 CAN DL - N/A

22 CAN A Shield CAN Shield N/A

23 CDL (+) CDL + N/A

24 CDL (-) CDL - N/A

25 N/A N/A N/A

26 N/A N/A N/A

27 N/A N/A N/A

28 N/A N/A N/A

29 N/A N/A N/A

30 N/A N/A N/A

31 PWM_2A Return 1 N/A N/A


Appendices

Pin No. Description Preferred Function Alternative Function

32 PWM_2A Driver 1 N/A N/A

33 VS_RET Sensor 0V Return N/A

34 VS_RET Sensor 0V Return N/A

35 SWG_ RET Switch Return N/A

36 SWB 2 Maintenance Reset N/A

37 SWB 1 N/A N/A

38 SWG 11 Air Filter Restriction Switch N/A

39 SWG 10 Mode Switch 1 N/A

40 SWK_0 Ignition Switch Input N/A

41 VS_5_200mA Sensor 5V Supply N/A

42 VS_5_200mA Sensor 5V Supply N/A

43 VS_8_100mA PWM Throttle Sensor 8V Supply N/A

44 SWG 9 Throttle 2 IVS Fuel Water Trap Monitor

45 SWG 8 Throttle 1 IVS N/A

46 SWG 7 Mode Switch 2 N/A

47 SWG 6 Throttle Arbitration Switch Coolant Level Sensor

48 SWG 5 Remote Shutdown Switch (NO) N/A

49 SWG 4 PTO Mode Disengage (NC) MPTS1

50 SWG 3 PTO Mode Raise/Resume MPTS2

51 SWG 2 PTO Mode Set/Lower MPTS3

52 SWG 1 PTO Mode ON/OFF MPTS4

53 AIN_ACT/PWM_I 1 PWM Throttle Input N/A

54 AIN_ACT 7 Throttle 1 Analogue Input N/A

55 AIN_ACT 5 Throttle 2 Analogue Input N/A

56 AIN_ACT 4 N/A N/A

57 DOUT_1A 1 Start Aid Control N/A

58 DOUT_0.3A 10 Maintenance Due Lamp N/A

59 DOUT_0.3A 9 Warning Lamp N/A

60 DOUT_0.3A 8 Shutdown Lamp N/A

61 DOUT_0.3A 4 PTO Mode Lamp N/A

62 DOUT_0.3A 3 Low Oil Pressure Lamp N/A

63 DOUT_0.3A 2 Wait-to-Start Lamp N/A

64 DOUT_0.3A 1 N/A N/A

Appendices


15.2 Appendix 2 — List of Diagnostic and Event CodesNote that in some cases there are differences in the codes which are transmitted on the J1939 bus and those thatare transmitted on the CDL bus (those normally viewed on the service tool). Additionally codes may be added onlater software that are not present on this table.

CDL Code Description Cat ET 3rd Party Device Flash CodeJ1939 Code J1939 Code

N/A No Diagnostic Code Detected N/A N/A 551

0001-02 Cylinder #1 Injector Erratic, Intermittent, or Incorrect J651-2 651-2 111

0001-05 Cylinder #1 Injector Current Below Normal J651-5 651-5 111

0001-06 Cylinder #1 Injector Current Above Normal J651-6 651-6 111

0001-07 Cylinder #1 Injector Not Responding Properly J651-7 651-7 111








0003-07 Cylinder #3 Injector Not Responding J653-7 653-7 113





0005-02 Cylinder #5 Injector Erratic, Intermittent, or Incorrect(C6.6 engine only) J655-2 655-2 115

0005-05 Cylinder #5 Injector Current Below Normal (C6.6 engine only) J655-5 655-5 115

0005-06 Cylinder #5 Injector Current Above Normal (C6.6 engine only) J655-6 655-6 115

0005-07 Cylinder #5 Injector Not Responding Properly (C6.6 engine only) J655-7 655-7 115

0006-02 Cylinder #6 Injector Erratic, Intermittent, or Incorrect(C6.6 engine only) J656-2 656-2 116

0006-05 Cylinder #6 Injector Current Below Normal (C6.6 engine only) J656-5 656-5 116

0006-06 Cylinder #6 Injector Current Above Normal (C6.6 engine only) J656-6 656-6 116

0006-07 Cylinder #6 Injector Not Responding Properly (C6.6 engine only) J656-7 656-7 116

0041-03 8 Volt DC Supply Voltage Above Normal J678-03 678-03 517

0041-04 8 Volt DC Supply Voltage Below Normal J678-04 678-04 517

0091-02 Throttle Position Sensor Erratic, Intermittent, or Incorrect J91-02 91-02 154

0091-03 Throttle Position Sensor Voltage Above Normal J91-03 91-03 154

0091-04 Throttle Position Sensor Voltage Below Normal J91-04 91-04 154

0091-08 Throttle Position Sensor Abnormal Frequency, Pulse Width,or Period J91-08 91-08 154

0100-03 Engine Oil Pressure Sensor Voltage Above Normal J100-03 100-03 157

0100-04 Engine Oil Pressure Sensor Voltage Below Normal J100-04 100-04 157

0100-10 Engine Oil Pressure Sensor Abnormal Rate of Change J100-10 100-10 157

0110-03 Engine Coolant Temperature Sensor Voltage Above Normal J110-03 110-03 168

0110-04 Engine Coolant Temperature Sensor Voltage Below Normal J110-04 110-04 168

0168-00 Electrical System Voltage High J168-00 168-00 422

0168-01 Electrical System Voltage Low J168-01 168-01 422

0168-02 Electrical System Voltage Erratic, Intermittent, or Incorrect J168-02 168-02 422


Appendices

CDL Code Description Cat ET 3rd Party Device Flash CodeJ1939 Code J1939 Code

0172-03 Intake Manifold Air Temperature Sensor Voltage Above Normal J105-03 105-03 133

0172-04 Intake Manifold Air Temperature Sensor Voltage Below Normal J105-04 105-04 133

0190-08 Engine Speed Sensor Abnormal Frequency, Pulse Width, or Period J190-08 190-08 141

0247-09 SAE J1939 Data Link Abnormal Update Rate — — 514

0247-12 SAE J1939 Data Link Failure — — 514

0253-02 Personality Module Erratic, Intermittent, or Incorrect J631-02 631-02 415

0261-11 Engine Timing Offset Fault J637-11 637-11 143

0262-03 5 Volt Sensor DC Power Supply Voltage Above Normal J1079-03 1079-03 516

0262-04 5 Volt Sensor DC Power Supply Voltage Below Normal J1079-04 1079-04 516

0268-02 Programmed Parameter Fault Erratic, Intermittent, or Incorrect J630-02 630-02 527

0342-08 Secondary Engine Speed Sensor Abnormal Frequency, Pulse Width, or Period J723-08 723-08 142

0526-05 Turbo Wastegate Drive Current Below Normal J1188-05 1188-05 177

0526-06 Turbo Wastegate Drive Current Above Normal J1188-06 1188-06 177

0526-07 Turbo Wastegate Drive Not Responding Properly J1188-07 1188-07 177

0774-02 Secondary Throttle Position Sensor Erratic, Intermittent, or Incorrect J29-02 29-02 155

0774-03 Secondary Throttle Position Sensor Voltage Above Normal J29-03 29-03 155

0774-04 Secondary Throttle Position Sensor Voltage Below Normal J29-04 29-04 155

0774-08 Secondary Throttle Position Sensor Abnormal Frequency,Pulse Width, or Period J29-08 29-08 155

1639-09 Machine Security System Module Abnormal Update Rate J1196-09 1196-09 426

1743-02 Engine Operation Mode Selector Switch Erratic, Intermittent,or Incorrect J2882-02 2882-02 144

1779-05 Fuel Rail #1 Pressure Valve Solenoid Current Below Normal J1347-05 1347-05 162

1779-06 Fuel Rail #1 Pressure Valve Solenoid Current Above Normal J1347-06 1347-06 162

1785-03 Intake Manifold Pressure Sensor Voltage Above Normal J102-03 102-03 197

1785-04 Intake Manifold Pressure Sensor Voltage Below Normal J102-04 102-04 197

1785-10 Intake Manifold Pressure Sensor Abnormal Rate of Change J102-10 102-10 197

1797-03 Fuel Rail Pressure Sensor Voltage Above Normal J157-03 157-03 159

1797-04 Fuel Rail Pressure Sensor Voltage Below Normal J157-04 157-04 159

1834-02 Ignition Keyswitch Loss of Signal J158-02 158-02 439

2246-06 Glow Plug Start Aid Relay Current Above Normal J676-06 676-06 199 EEvveenntt CCooddeess

E172-1 High Air Filter Restriction J107-15 107-15 151

E194-1 High Exhaust Temperature J173-15 173-15 185

E232-1 High Fuel/Water Separator Water Level J97-15 97-15 —

E360-1 Low Oil Pressure — Warning J100-17 100-17 157

E360-3 Low Oil Pressure — Shutdown J100-01 100-01 157

E361-1 High Engine Coolant Temperature — Warning J110-15 110-15 168

E361-2 High Engine Coolant Temperature — Derate J110-16 110-16 168

E361-3 High Engine Coolant Temperature — Shutdown J110-00 110-00 168

E362-1 Engine Overspeed J190-15 190-15 141

E396-1 High Fuel Rail Pressure J157-00 157-00 159

E398-1 Low Fuel Rail Pressure J157-01 157-01 159

E539-1 High Intake Manifold Air Temperature — Warning J105-15 105-15 133

E539-2 High Intake Manifold Air Temperature — Derate J105-16 105-16 133

E2143-3 Low Engine Coolant Level J111-01 111-01 169

World Headquarters:Caterpillar Inc.Peoria, Illinois, U.S.ATel: (309) 578-6298Fax: (309) 578-2559

Mailing Address:Caterpillar Inc.Industrial Power SystemsP.O. Box 610Mossville, IL 61552

Your Cat dealer is prepared to answer any questions youmay have about Cat Power Systems, customer support,

parts or service capability anywhere in the world. For thename and number of the Cat dealer nearest you, visit

our website or contact Caterpillar Inc. World Headquarters in Peoria, Illinois, U.S.A.

LEBH7120-00 (5-07) ©2007 CaterpillarAll rights reserved.

Materials and specifications are subject to change without notice.Rating ranges listed include the lowest and highest available for a

specific engine or family of engines. Load factor and time at rated load and speed will determine the best engine/rating match.

CAT, CATERPILLAR, their respective logos, ACERT, ADEM, HEUI, Pocket Tec, “Caterpillar Yellow” and the POWER EDGE trade dress, as well as corporate and product identity

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