Ceb00503 CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PDF

Customer
Engineering
Bulletin
Title: This CEB is for the following applications:
CM2350 Midrange and Heavy Duty Tier 4
Final - Electronic Subsystem Technical Automotive Industrial Marine
Package
G-Drive
Date: 18 March 2019 Refer to CEB00044 for Safety Practices, CEB Number: 00503
Guidelines and Procedures
Engine models included: Tier 4F QSF3.8<75hp, QSF3.8>75hp (SCR), QSF3.8>75hp (DOC+SCR), QSB4.5,
QSB6.7 (DOC+SCR), QSB6.7 (DOC/DPF+SCR), QSL9 (DOC+SCR), QSL9
(DOC/DPF+SCR), QSX15 and QSG12
Owner: Joseph Samples Approver: per Procedure GCE-AS-1 Page 1 of 181
This CEB supersedes CEB00503 dated 10 January 2018.
The CM2350 Technical Package for QSB4.5, QSB6.7, QSF3.8, QSL9, QSX15 and QSG12 Tier 4F Midrange and
Heavy Duty Industrial Applications will cover the following electronic aspects of the engines:
- Electronic Features,
- New Features for Tier 4F:
- Inducements (DEF low level , DEF Quality, and Tampering/Malfunction) (See
CEB00502)
- Immobilizer
- Dual Fan
- Air Intake Restriction Monitor
- Reversible Fan
- POI Lamp
- Electronic Components,
- New Components for Tier 4F:
- CM2350 Electronic Control Module
- OEM 96-Pin Connector
- Aftertreatment Connectors/Relays/Lamps/Switches/Sensors (See CEB00502)
- SCR, DEF Supply Module, DEF Dosing Module and Decomposition Reactor Tube
(DRT) (See CEB00502)
- Pressure Relief Valve (PRV)
- Installation and Interfacing,
- Diagnostics and Datalinks.
Internal Use Only - For business use only by employees and authorized non-Cummins entities with a need to know basis per CORP-00-24-00-00.
Revision 21, 18 March 2019 Page 1 of 181 © Copyright 2019 Cummins Inc.
CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package CEB 00503
The following gives the CM2350 Electronic Subsystem Datasheet.
Engine Platform ECM Code ECM Part Number Module ID Product ID

Prefix
QSB6.7 ER 5290170, 5317106 (PV) I0 BEE
QSL9 ET 5290170, 5317106 (PV) I0 BEG
QSX15 ES 5290170, 5317106 (PV) I0 BEF
QSF3.8<75hp GB 5317106 (PV) I0 BFV
QSF3.8>75hp GB 5290170, 5317106 (PV) I0 BFV
QSB4.5 GA 5290170, 5317106 (PV) I0 BFU
QSG12 ER 5290170, 5317106 (PV) I0 BGB
QSB4.5/QSB6.7/QSL9/QSX15/QSF3.8/QSG12 Industrial Engine

CM2350 Electronic Subsystem Data Sheet
ECM Battery Power
General
Wire size (16 AWG TXL)
Power Connections
Maximum Continuous Current Draw 30 Amps
Maximum Operating Voltage @ ECM 17 Volts for 12 Volt Application.
32 Volts for 24 Volt Application.
Minimum Operating Voltage @ ECM 9 Volts for full ECM functionality.* (Fuel system may
Note: The Diesel Exhaust Fluid Supply Module is powered from the not be fully functional)
ECM. A UL2 DEF supply module (used in QSG12 engines) requires the 11 Volts required for full fuel system functionality.
battery voltage to be 10-32V; a Bosch DEF supply module (used in
QSB4.5/QSB6.7/QSL9/QSX15 engines) requires 9-16V for 12V
systems and 18-32V for 24V systems.
Minimum Voltage During Engine Cranking @ ECM (both 12 V and 24V 6 Volts
system) Note: Cummins requires 6V minimum. At this voltage
the module shall be executing software, and be
capable of starting engine. Some module I/O may be
out of spec limits. Module must not reset at or above
this voltage.
Maximum Total Circuit Resistance: from Battery(+) to the ECM power 0.040 Ohms
pins (1, 25, 26, 27, 28) plus from ECM return pins (49, 50, 51, 52, 73) to
the Battery(-)
Maximum Return Circuit Resistance: from ECM return pins (49, 50, 51, 0.020 Ohms
52, 73) to the Battery(-)
Wire Size 16 AWG
Note: Must meet total circuit resistance listed
above.
ECM I/O Interface (96-Pin Connector, 24-Pin Connector)
General
Wire Size 20 AWG
Indicator Lamps/LEDs
Minimum Luminous Intensity ~ 2 Cd / Visible In Bright Sun Light
Maximum Continuous Current Draw Per Lamp 0.5 Amps
Minimum Current Draw for Valid Load Detection 0.002 Amps
Maximum Leakage Current In Off Condition @ 12V 0.00012 Amps
Maximum Leakage Current In Off Condition @ 24V 0.0003 Amps
Sensors and Switches

Maximum Current Draw @ Keyswitch Input 5 Amps
Minimum Keyswitch ON Voltage @ ECM 6.0 Volts
Maximum Quiescent Current Draw 2.5 mA
Maximum Power Interruption in Keyswitch Circuit To Remain ON 0.080 Seconds
Maximum CLOSED State Resistance for Switched to Ground Input 125 Ohms
Minimum OPEN State Resistance for Switched to Ground Input 50 K Ohms
Maximum Current Through ECM Switch Return 6.0 Amps
Nominal Voltage From Sensor Supply 5.0 Volts +/-5%
Maximum Current From Sensor Supply 0.2 Amps
Maximum Current From Accelerator Sensor Supply 0.034 Amps
Maximum Current Through ECM Sensor Return 0.2 Amps
Maximum Switch Input Voltage (Internal ECM Pull-up) Battery Voltage
Maximum Current Through ECM Switch/Temperature/Level Return 6.0 Amps
Output Drivers
Maximum Current (A rms) From Each PWM/On-Off Driver 2.0 Amps rms
Maximum Leakage Current Each PWM/On-Off Driver 0.105 mA (V batt<16V) & 0.264 mA (V batt>16V) for
Low Side Drivers
0.4 mA for High Side drivers
Maximum Current Through ECM General Return 6.0 Amps each
Air Intake Grid Heater

Maximum Current Draw @ 12V 200 Amps
Maximum Current Draw @ 24V 100 Amps
Minimum Wire Size @ 12V 2 AWG
Minimum Wire Size @ 24V 6 AWG
Installation Specifications Requirements Summary

1 The procedure in the Power and Ground section 2 ECM positive power supply MUST be connected
for connecting and disconnecting battery power to directly to the vehicle battery or a low impedance
the ECM MUST be followed. battery bus system that will maintain adequate
operating voltage to the ECM.
3 Any auxiliary system used to shutdown the engine 4 Battery disconnect switches, if installed MUST
MUST have a Cummins Application review disconnect the positive circuit.
completed and approved.
5 The ignition signal MUST be fused and be 6 ECM power return (ground) wiring MUST be
independant from other loads that could impact connected to the engine block ground stud and
the ignition signal. then return from the engine block directly to the
battery by a low impedance circuit of 0.020 Ohms
or less between the ECM and battery. Reference
4.6.4 OEM Connector Grounding and Strain relief.
7 The vehicle keyswitch MUST provide a 8 ECM power wiring MUST be a minimum of 16
continuous battery voltage signal to the ECM AWG and have a total wiring circuit resistance of
when in the ON or CRANK positions and remove 0.040 Ohms or less from battery positive to ECM
battery voltage to the ECM to stop the engine back to battery negative.
when in the OFF or ACCESSORY positions.
9 ECM positive power circuit must be protected by 10 The vehicle alternator MUST not be grounded
a single automotive type fuse that will provide 30 through the engine block.
Amps of current to the ECM.
Note: Do not use circuit breaker. Fuses respond
differently than circuit breakers. Use a fuse
instead of circuit breaker.
11 All datalink devices and adapters MUST be 12 All OEM installed components MUST meet the
grounded at the same ground potential. requirement as defined in the OEM components
section in the CEB.
13 Wire size MUST be minimum of 20 AWG for ECM 14 Engine Stop and Warning lamps, DEF Lamp,
I/O and 16 AWG for ECM power/ground. HEST Lamp, Exhaust System Cleaning (Regen)
Inhibit Lamp,Wait to Start (when a grid heater is
installed) and Exhaust System Cleaning (Regen)
Lamp MUST be installed on the dashboard and
visible to the vehicle operator from all operating
stations (refer to Requirement 33 for more
information).
15 Connector wiring and seals MUST provide 16 All switches and sensors wired directly to the
adequate dirt and moisture intrusion protection ECM MUST be wired to an ECM Return and must
including the fitting of unused connector cavities not return through chassis or engine block
with sealing plugs. grounds.
17 Single-ended (digital) signals MUST be grounded 18 APS#2 MUST not be returned with any resistive
to the same reference as the ECM. analog signal return.
19 Datalinks, Vehicle Speed Sensor and Accelerator 20 An ECM Return MUST not be used to return any
Position Sensor wiring MUST be twisted voltage that has not been sourced from the ECM.
pairs/triplets.
21 The ECM 96 pin connector MUST be properly 22 APS#1 MUST be the only signal returned to the
installed by pulling the lever down completely and APS# 1 Return.
ensure the lever is in fully closed position.
23 Any single ECM Return MUST not exceed 6.0 24 All ECM connectors MUST be disconnected prior
Amps. to any vehicle welding.
25 The DPF Filter connector and wiring MUST 26 The ECM OEM Connectors (96 Pin OEM
be adequately protected from the radiated heat. Connector) and the Particulate Filter sensor
connector MUST have silver-plated terminal
Note: DPF Filter Connector and wiring is contacts and must not have protective grease
applicable ONLY to QSX15, QSG12, QSB6.7 applied.
(DOC/DPF+SCR) and QSL9 (DOC/DPF+SCR).
27 Maximum voltage differential or peak-peak 28 Vehicle accessory circuits MUST not use the
voltage differential between the engine ECM engine block ground stud for a connection point or
block ground stud and battery negative MUST not path back to Battery (-).
exceed 500 mV under any combination of loads
or operating conditions.
29 Grid Heater is required for Industrial Midrange 30 The Coolant Level Sensor or Coolant Level
engines and optional for Tier 4F Industrial Heavy Switch must comply with AEB 24.18 Coolant
Duty engines. System Design – Installation requirements for
proper installation.
31 Some means of starter lockout protection is 32 The Water-in-Fuel (WIF) sensor is required.
required for all Tier 4F Industrial engines with
Cummins branded starters. (Refer to AEB 24.53
for required testing as part of the IQA).
33 Mandatory lamps MUST be hardwired or 34 Any inductive devices connected in parallel with
multiplexed using J1939 messages. If these keyswitch circuits must contain coil “back emf”
lamps are integrated into a Graphical User suppression.
Interface (GUI) or multi function electronic display,
the panel indication must be equivalent to
hardwired indicators and is clearly visible to the
operator when the lamp is active. These lamps
must be easily identified by the operator.
35 The operating environment for the ECM must not 36 Sharp bends or excessive tension in the
exceed -40 °C (-40 °F) to 85 °C (185 °F) connector/sensor lead wire(s) can result in open
(Mounting temperature) and 105 °C (225 °F) conductors and damaged wire insulation. If the
(Ambient/Storage). wire tension is applied perpendicularly to the
conenctor/sensor, distortion of the rubber
grommet (wire seal) may occur causing increased
environmental susceptibility. Any harness bend
must not disrupt the integrity of the wire seals in
the connector body and any bend radius
SHOULD be greater than or equal to 1 inch.
37 The OEM must not apply lubricant to the NOx
Sensor ECU mating connector.
Note: The use of the term MUST denotes a requirement that must be followed for an approved application
installation. Likewise, items in this section which include the statement, “This is a requirement”, are
Requirements. The term SHOULD denote a recommended practice that should be followed for best performance.
Cummins Recommendations reflect good wiring practices that should be followed for best performance.
Deviations from the Recommendations should only be performed if specific information or testing is available for
the particular application that confirms the deviation is appropriate. Deviations from Requirements should only be
performed with the approval of a Cummins Application Engineer.
Table of Contents
QSB4.5/QSB6.7/QSL9/QSX15/QSF3.8/QSG12 Industrial Engine -------------------------------- 2

CM2350 Electronic Subsystem Data Sheet ------------------------------------------------------------------------------------- 2
ECM Battery Power ------------------------------------------------------------------------------------------------------------------- 2
ECM I/O Interface (96-Pin Connector, 24-Pin Connector)------------------------------------------------------------------- 3
Installation Specifications Requirements Summary --------------------------------------------------------------------------- 4
1. Overview ------------------------------------------------------------------------------------------------------ 12
1.1 Reference Documentation ------------------------------------------------------------------------------------------------- 12
1.2 Definitions --------------------------------------------------------------------------------------------------------------------- 14
1.3 Frequently Used Acronyms ----------------------------------------------------------------------------------------------- 16
2. Electronic Control Features and OEM Adjustments ------------------------------------------ 18
2.1 Introduction -------------------------------------------------------------------------------------------------------------------- 18
2.2 How to Use This Section --------------------------------------------------------------------------------------------------- 18
2.2.1 Purpose ----------------------------------------------------------------------------------------------------------------- 18
2.2.2 Usage -------------------------------------------------------------------------------------------------------------------- 18
2.2.3 Organization ----------------------------------------------------------------------------------------------------------- 18
2.2.4 Content ------------------------------------------------------------------------------------------------------------------ 18
2.3 Governors --------------------------------------------------------------------------------------------------------------------- 18
2.3.1 Low Speed Governor ----------------------------------------------------------------------------------------------- 19
2.3.2 High Speed Governor ----------------------------------------------------------------------------------------------- 19
2.3.3 All Speed Governor ------------------------------------------------------------------------------------------------- 20
2.3.4 Automotive (Min/Max) Governor -------------------------------------------------------------------------------- 21
2.3.5 Auxiliary Governors ------------------------------------------------------------------------------------------------- 22
2.3.6 Engine Speed Cruise Control ------------------------------------------------------------------------------------ 23
2.3.7 Vehicle (Road) Speed Cruise Control ------------------------------------------------------------------------- 24
2.3.8 Road Speed Governor ---------------------------------------------------------------------------------------------- 26
2.3.9 Intermediate Speed Control / Industrial PTO---------------------------------------------------------------- 26
2.4 Engine Performance -------------------------------------------------------------------------------------------------------- 27
2.4.1 Constrained Operation Curve ------------------------------------------------------------------------------------ 27
2.4.2 Switchable Droop ---------------------------------------------------------------------------------------------------- 28
2.4.3 Switched Alternate Low Idle Speed ---------------------------------------------------------------------------- 29
2.4.4 Adjustable Low Idle Speed---------------------------------------------------------------------------------------- 29
2.4.5 Adjustable Low Idle Speed with Droop ----------------------------------------------------------------------- 30
2.4.6 Idle Shutdown --------------------------------------------------------------------------------------------------------- 30
2.4.7 Idle Ramp Down ------------------------------------------------------------------------------------------------------ 30
2.4.8 Engine Brakes--------------------------------------------------------------------------------------------------------- 31
2.4.9 Aftertreatment System Control ---------------------------------------------------------------------------------- 32
2.4.10 Air Intake Restriction Monitor------------------------------------------------------------------------------------ 32
2.5 Electronic Accelerators (Throttle) ---------------------------------------------------------------------------------------- 32
2.5.1 Analog Throttle ------------------------------------------------------------------------------------------------------- 32
2.5.2 Accelerator Pedal or Lever Settings (Single Potentiometer Throttle) ------------------------------ 33
2.5.3 Dual Analog Accelerator (Dual Potentiometer Throttle) (Primary) ----------------------------------- 34
2.5.4 Remote Accelerator ------------------------------------------------------------------------------------------------- 34
2.5.5 Frequency Accelerator (Throttle) ------------------------------------------------------------------------------- 35
2.6 Cold Start Aids --------------------------------------------------------------------------------------------------------------- 36
2.6.1 Engine Warm-up Protection – Maximum RPM and Torque--------------------------------------------- 36
2.6.2 Intake Air Heater ------------------------------------------------------------------------------------------------------ 38
2.6.3 Coolant Temperature based Alternate Low Idle (Cold Idle) -------------------------------------------- 38
2.6.4 Ether Injection System (QSX15 only) -------------------------------------------------------------------------- 39
2.7 Engine to Machine Interface Control ------------------------------------------------------------------------------------ 39
2.7.1 Dedicated PWM Output -------------------------------------------------------------------------------------------- 39
2.7.2 Duty Cycle Monitor -------------------------------------------------------------------------------------------------- 40
2.7.3 Switched Outputs Based On Sensed Parameters --------------------------------------------------------- 40
2.7.4 Switched Outputs (Dual Output) with Engine Shutdown ----------------------------------------------- 41
2.7.5 Speed Signal to Tachometer ------------------------------------------------------------------------------------- 41
2.7.6 Electronic Fan Clutch ----------------------------------------------------------------------------------------------- 42
2.7.7 Dual Fan Clutch ------------------------------------------------------------------------------------------------------- 42
2.7.8 Fan Type ---------------------------------------------------------------------------------------------------------------- 43
2.7.9 Hydraulic Fan Drive System -------------------------------------------------------------------------------------- 45
2.7.10 Immobilizer ------------------------------------------------------------------------------------------------------------- 45
2.8 Engine Protection ------------------------------------------------------------------------------------------------------------ 45
2.8.1 Engine Protection ---------------------------------------------------------------------------------------------------- 45
2.8.2 Engine Protection - OEM Pressure, OEM Temperature and OEM Switch Input ----------------- 45
2.8.3 Engine Protection – Air Intake Restriction Monitor ------------------------------------------------------- 46
2.8.4 Engine Protection – Overspeed --------------------------------------------------------------------------------- 46
2.8.5 Engine Protection Shutdown Override (Refer to Section 2.14.1) ------------------------------------- 46
2.8.6 Water in Fuel Sensor ------------------------------------------------------------------------------------------------ 46
2.8.7 Air Intake Shut Off (ASO) ------------------------------------------------------------------------------------------ 46
2.8.8 Injector Performance Test (IPT) --------------------------------------------------------------------------------- 47
2.9 J1939 --------------------------------------------------------------------------------------------------------------------------- 48
2.9.1 Multiplexing ------------------------------------------------------------------------------------------------------------ 48
2.9.2 Multiple Unit Synchronization ----------------------------------------------------------------------------------- 49
2.10 Miscellaneous Features ------------------------------------------------------------------------------------------------- 49
2.10.1 Electrical System Voltage ----------------------------------------------------------------------------------------- 49
2.10.2 Multilevel Security --------------------------------------------------------------------------------------------------- 49
2.11 Starter Lockout ------------------------------------------------------------------------------------------------------------ 49
2.11.1 General Feature Description ------------------------------------------------------------------------------------- 49
2.12 Engine Maintenance / Monitoring Features ------------------------------------------------------------------------ 50
2.12.1 Maintenance Monitor ----------------------------------------------------------------------------------------------- 50
2.12.2 Trip Information ------------------------------------------------------------------------------------------------------ 50
2.12.3 Reset Trip Information --------------------------------------------------------------------------------------------- 51
2.13 Sensors --------------------------------------------------------------------------------------------------------------------- 51
2.13.1 OEM Temperature 1 Sensor (Auxiliary Temperature) ---------------------------------------------------- 51
2.13.2 Auxiliary Pressure 1 Sensor (OEM Pressure)--------------------------------------------------------------- 51
2.13.3 Vehicle Speed Source ---------------------------------------------------------------------------------------------- 51
2.13.4 Tachograph ------------------------------------------------------------------------------------------------------------ 51
2.13.5 CAC out Temperature Sensor------------------------------------------------------------------------------------ 51
2.14 Switches -------------------------------------------------------------------------------------------------------------------- 51
2.14.1 Engine Protection Shutdown Override ----------------------------------------------------------------------- 51
2.14.2 Clutch Switch---------------------------------------------------------------------------------------------------------- 52
2.14.3 Service Brake Switch ----------------------------------------------------------------------------------------------- 52
3. OEM Components ----------------------------------------------------------------------------------------- 52
3.1 Introduction -------------------------------------------------------------------------------------------------------------------- 52
3.2 How to Use This Section --------------------------------------------------------------------------------------------------- 52
3.2.1 Purpose ----------------------------------------------------------------------------------------------------------------- 52
3.2.2 Usage -------------------------------------------------------------------------------------------------------------------- 52
3.2.3 Contents ---------------------------------------------------------------------------------------------------------------- 52
3.3 Component List -------------------------------------------------------------------------------------------------------------- 53
3.4 Connectors -------------------------------------------------------------------------------------------------------------------- 56
3.4.1 2-Pin Fuel Heater Connector ------------------------------------------------------------------------------------- 56
3.4.2 4-Pin Intake Air Temperature/Pressure Sensor Connector (TBAP): --------------------------------- 57
3.4.3 J1939 9-Pin Datalink Interface Connector ------------------------------------------------------------------- 57
3.4.4 J1939 Datalink Connectors (3-pin connector for Engine Side Tool Port)-------------------------- 58
3.4.5 OEM 96 Pin Connector --------------------------------------------------------------------------------------------- 59
3.4.6 24-Pin Crossover Connector ------------------------------------------------------------------------------------- 60
3.5 Lamps -------------------------------------------------------------------------------------------------------------------------- 61
3.5.1 Exhaust System Cleaning (Regen) Lamp -------------------------------------------------------------------- 61
3.5.2 Diesel Exhaust Fluid (DEF) Lamp------------------------------------------------------------------------------- 61
3.5.3 High Exhaust System Temperature (HEST) Lamp -------------------------------------------------------- 61
3.5.4 Exhaust System Cleaning (Regen) Disabled (Inhibit) Lamp ------------------------------------------- 61
3.5.5 Stop Lamp -------------------------------------------------------------------------------------------------------------- 62
3.5.6 Wait to Start Lamp --------------------------------------------------------------------------------------------------- 62
3.5.7 Warning Lamp--------------------------------------------------------------------------------------------------------- 62
3.5.8 Power on Indicator (POI) Lamp ---------------------------------------------------------------------------------- 63
3.6 Relays -------------------------------------------------------------------------------------------------------------------------- 63
3.6.1 Fan Clutch Relay ----------------------------------------------------------------------------------------------------- 63
3.6.2 Fuel Heater Relay ---------------------------------------------------------------------------------------------------- 63
3.6.3 Intake Air Heater Relays ------------------------------------------------------------------------------------------- 64
3.6.4 Idle Shutdown Relay ------------------------------------------------------------------------------------------------ 65
3.6.5 Standard Relay-------------------------------------------------------------------------------------------------------- 65
3.6.6 Starter Lockout Relay ---------------------------------------------------------------------------------------------- 66
3.6.7 Dual Outputs Relay -------------------------------------------------------------------------------------------------- 67
3.7 Sensors ------------------------------------------------------------------------------------------------------------------------ 68
3.7.1 Accelerator Pedal or Lever Position Sensor (w/Idle Validation Switch) --------------------------- 68
3.7.2 Accelerator Pedal or Lever Position Sensor (w/o Idle Validation Switch) ------------------------- 68
3.7.3 Dual Analog Accelerator Position Sensor ------------------------------------------------------------------- 68
3.7.4 Coolant Level Sensor ----------------------------------------------------------------------------------------------- 68
3.7.5 Vehicle Speed Sensor (Digital VSS) Input ------------------------------------------------------------------- 69
3.7.6 Vehicle Speed Sensor (Magnetic Pickup VSS) ------------------------------------------------------------- 70
3.7.7 Tachograph Vehicle Speed Sensor (VSS)-------------------------------------------------------------------- 72
3.7.8 OEM Temperature Sensor ----------------------------------------------------------------------------------------- 73
3.7.9 OEM Pressure Sensor ---------------------------------------------------------------------------------------------- 75
3.7.10 Water-In-Fuel Sensor ----------------------------------------------------------------------------------------------- 76
3.7.11 CAC Out Temperature Sensor ----------------------------------------------------------------------------------- 77
3.7.12 Fan Speed Sensor (Digital) Input ------------------------------------------------------------------------------- 78
3.8 Switches ----------------------------------------------------------------------------------------------------------------------- 80
3.8.1 Switch Conventions ------------------------------------------------------------------------------------------------- 80
3.8.2 Switch Specifications ----------------------------------------------------------------------------------------------- 80
3.8.3 Switch Characteristics --------------------------------------------------------------------------------------------- 81
3.8.4 Alternate Droop Switch -------------------------------------------------------------------------------------------- 81
3.8.5 Alternate Low Idle Switch ----------------------------------------------------------------------------------------- 82
3.8.6 Constrained Operation Curve Switch ------------------------------------------------------------------------- 83
3.8.7 Switch Applications ------------------------------------------------------------------------------------------------- 83
3.9 Suppliers ----------------------------------------------------------------------------------------------------------------------- 94
4. Interfaces and Installation ------------------------------------------------------------------------------ 95
4.1 Introduction -------------------------------------------------------------------------------------------------------------------- 95
4.1.1 Requirements Summary ------------------------------------------------------------------------------------------- 95
4.2 How to use this section ----------------------------------------------------------------------------------------------------- 96
4.2.1 Purpose ----------------------------------------------------------------------------------------------------------------- 96
4.2.2 Usage -------------------------------------------------------------------------------------------------------------------- 96
4.2.3 Content ------------------------------------------------------------------------------------------------------------------ 96
4.3 Wiring Diagram --------------------------------------------------------------------------------------------------------------- 97
4.4 ECM Pin Mapping Guide -------------------------------------------------------------------------------------------------- 97
4.4.1 J2 OEM 96-Pin Connector for QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8 and QSG12 ----------- 97
4.4.2 OEM 24-pin Crossover Connector ---------------------------------------------------------------------------- 103
4.5 Pin Specifications by Type ---------------------------------------------------------------------------------------------- 104
4.5.1 5V Sensor Voltage Source -------------------------------------------------------------------------------------- 104
4.5.2 Switch (pull to ground) Input ----------------------------------------------------------------------------------- 104
4.5.3 APS1 (Accelerator Position Sensor 1) Supply Voltage (5 V) and Return ------------------------ 106
4.5.4 ECM Return ---------------------------------------------------------------------------------------------------------- 106
4.5.5 ECM Power (Battery+) and ECM Return (Battery-) ------------------------------------------------------ 107
4.5.6 Ratiometric Analog Input ---------------------------------------------------------------------------------------- 107
4.5.7 Resistive Analog Input ------------------------------------------------------------------------------------------- 107
4.5.8 Keyswitch Input ---------------------------------------------------------------------------------------------------- 108
4.5.9 Switched Sink Driver Output ----------------------------------------------------------------------------------- 109
4.5.10 Switched Source Driver Output ------------------------------------------------------------------------------- 110
4.5.11 Tachometer Sink Driver Output ------------------------------------------------------------------------------- 111
4.5.12 Intake Air Heaters (Grid Heaters) ----------------------------------------------------------------------------- 112
4.5.13 Power and Ground Requirements ---------------------------------------------------------------------------- 113
4.5.14 Switch and Sensor Grounding Requirements and Recommendations -------------------------- 115
4.5.15 Solenoid Grounding Requirements -------------------------------------------------------------------------- 116
4.5.16 Datalink Grounding ------------------------------------------------------------------------------------------------ 116
4.5.17 Temperature Specifications ------------------------------------------------------------------------------------ 116
4.5.18 Keyswitch (Ignition) Requirement ---------------------------------------------------------------------------- 116
4.6 OEM Installation Requirements ---------------------------------------------------------------------------------------- 117
4.6.2 Harness Boot Requirements ----------------------------------------------------------------------------------- 119
4.6.3 Remote Mount ECM ----------------------------------------------------------------------------------------------- 120
4.6.4 OEM Connector Grounding and Strain relief ------------------------------------------------------------- 120
4.6.5 Welding Requirements ------------------------------------------------------------------------------------------- 120
4.6.6 Miscellaneous Notes ---------------------------------------------------------------------------------------------- 121
5. Datalinks and Diagnostics---------------------------------------------------------------------------- 122
5.1 Introduction ------------------------------------------------------------------------------------------------------------------ 122
5.1.1 J1939 Physical Layer --------------------------------------------------------------------------------------------- 122
5.1.2 Recommendations ------------------------------------------------------------------------------------------------- 123
5.2 Diagnostics ------------------------------------------------------------------------------------------------------------------ 123
5.2.1 Advanced Diagnostics ------------------------------------------------------------------------------------------- 123
5.2.2 Diagnostics ---------------------------------------------------------------------------------------------------------- 123
5.2.3 External Diagnostic Tools --------------------------------------------------------------------------------------- 124
5.3 Serial Communications --------------------------------------------------------------------------------------------------- 124
5.3.1 CM2350 Controller Serial Communications --------------------------------------------------------------- 124
5.3.2 Introduction ---------------------------------------------------------------------------------------------------------- 124
5.3.3 J1939 Public Datalink Installation Information ----------------------------------------------------------- 125
5.3.4 Connections: -------------------------------------------------------------------------------------------------------- 126
5.3.5 CUMMINS Engine Network -------------------------------------------------------------------------------------- 126
5.3.6 J1939 Cable and Connector Suppliers ---------------------------------------------------------------------- 126
5.3.7 Messages Supported on CM2350 modules ---------------------------------------------------------------- 130
5.3.8 Messages Supported on J1939 -------------------------------------------------------------------------------- 130
5.3.9 Key to Messages Supported on J1939 Table ------------------------------------------------------------- 130
5.3.10 Cummins Specific Information for PGNs------------------------------------------------------------------- 158
5.4 Network Utilization--------------------------------------------------------------------------------------------------------- 161
5.4.1 J1939 Network Utilization --------------------------------------------------------------------------------------- 161
5.5 Diagnostics Supported over Engine Controller Datalinks -------------------------------------------------------- 163
5.5.1 Supported Messages and Source Addresses for Clearing Faults --------------------------------- 163
5.5.2 Engine Controller Diagnostic Information ----------------------------------------------------------------- 163
Frequently Asked Questions on Cummins Datalinks ---------------------------------------------------------------------- 165
Appendix A: SAE Diagnostic Trouble Codes and Cummins Fault Codes ------------------------------------------- 166
Appendix B: Component ID ----------------------------------------------------------------------------------------------------- 167
5.6 Revision History: ----------------------------------------------------------------------------------------------------------- 168
List of Figures
Figure 2-1 Low Speed Governor ......................................................................................................................19
Figure 2-2 High Speed Governor ........................................................................................................................20
Figure 2-3 All Speed (Variable Speed) Governor ...............................................................................................21
Figure 2-4 Automotive (Min/Max) Governor........................................................................................................22
Figure 2-5 Example Variable ISC Resistor Network Wiring .................................................................................27
Figure 2-6 HSG Alternate Droop .........................................................................................................................28
Figure 2-7 PWM Output Signal ...........................................................................................................................39
Figure 2-8 Example of Duty Cycle Monitor .........................................................................................................40
Figure 2-9 Tachometer Signal ............................................................................................................................41
Figure 2-10 Electronic Fan Control Circuit Example (Spal Fan type) ...................................................................44
Figure 2-11 CM2350 ASO Wiring Diagram...........................................................................................................47
Figure 2-12 IPT Flow Chart ...................................................................................................................................48
Figure 3-1 9- Pin Datalink Interface Connector....................................................................................................58
Figure 3-2 J1939 Datalink Engine Side Tool Port 3-pin Connectors ...................................................................58
Figure 3-3 OEM 96-Pin Connector ......................................................................................................................60
Figure 3-4 24-Pin Crossover Connector ..............................................................................................................61
Figure 3-5 Intake Air Heater Relay ......................................................................................................................64
Figure 3-6 Standard Relay Diagram ....................................................................................................................65
Figure 3-7 Suppression Diode notes ...................................................................................................................66
Figure 3-8 Example Standard Relay ....................................................................................................................66
Figure 3-9 Dual Outputs Relay A and B Diagram ...............................................................................................67
Figure 3-10 Coolant Level Sensor Input ..............................................................................................................69
Figure 3-11 Digital VSS - Signal ..........................................................................................................................70
Figure 3-12 Digital VSS - Simplified Circuit ..........................................................................................................70
Figure 3-13 Voltage Detection Threshold – Magnetic Pickup VSS ......................................................................71
Figure 3-14 Magnetic Pickup VSS - Simplified Circuit .........................................................................................72
Figure 3-15 Tachograph Output Signal ................................................................................................................72
Figure 3-16 Example OEM Temperature Sensor ................................................................................................74
Figure 3-17 OEM Temperature Sensor Kit ..........................................................................................................75
Figure 3-18 Fuel Filter with Water-In-Fuel Sensor ...............................................................................................76
Figure 3-19 Switch Diagram Examples................................................................................................................79
Figure 3-20 Switch Diagram Examples................................................................................................................80
Figure 3-21 Alternate Droop Switch Diagram ......................................................................................................82
Figure 3-22 Alternate Low Idle Switch Diagram...................................................................................................83
Figure 3-23 Air Conditioner Pressure Switch .......................................................................................................84
Figure 3-24 Auxiliary Governor Switch Diagram ..................................................................................................84
Figure 3-25 Cruise Control On/Off Switch ...........................................................................................................85
Figure 3-26 Clutch Switch Diagram .....................................................................................................................85
Figure 3-27 Diagnostics On/Off Switch ................................................................................................................86
Figure 3-28 Air Intake Shut Off Test Switch..........................................................................................................86
Figure 3-29 Air Intake Shutoff Manual Switch.......................................................................................................87
Figure 3-30 Engine Brake Switch Configuration (Compression Braking) .............................................................88
Figure 3-31 Engine Brake Switch Configuration (VGT Braking, Exhaust Throttle) ..............................................88
Figure 3-32 Engine Protection Shutdown Override (Momentary) Switch .............................................................88
Figure 3-33 Fan Control Accessory Switch Diagram ...........................................................................................89
Figure 3-34 Increment/Decrement- Set/Resume Switch Diagram........................................................................90
Figure 3-35 ISC Switch ........................................................................................................................................90
Figure 3-36 Brake Switch Diagram ......................................................................................................................91
Figure 3-37 Exhaust System Cleaning (Regen) Disabled (Inhibit) Switch Diagram ............................................91
Figure 3-38 Manual (Non-Mission) Exhaust System Cleaning Initiate Switch Diagram ......................................91
Figure 3-39 Remote Accelerator On/Off Switch...................................................................................................92
Figure 3-40 Service Brake Switch Diagram .........................................................................................................92
Figure 3-41 Coolant Level Switch Input ...............................................................................................................93
Figure 3-42 Coolant Level Switch Equivalent Circuit ............................................................................................93
Figure 3-43 Reversible Fan Purge/ Inhibit Switch ...............................................................................................94
Figure 4-1 Type 1 Switch (Pull-to-Ground) Input Simplified Circuit ...................................................................105
Figure 4-2 Type IV Switch (Pull-to-Ground) Input Simplified Circuit ...................................................................105
Figure 4-3 Ratiometric Analog Input Simplified Circuit .......................................................................................107
Figure 4-4 Resistive Analog Input Simplified Circuit ..........................................................................................108
Figure 4-5 Switched Pull-down Input Circuit ......................................................................................................109
Figure 5-1 J1939-11/15 Network Topology........................................................................................................122
Figure 5-2 Example Fault Code Sequences ......................................................................................................124
Figure 5-3 Typical J1939 Topology for Off-Highway Applications ......................................................................128
Figure 5-4 Typical J1939-15 Topology using J1939-11 connector for Off-Highway Applications ......................129
Figure 5-5 ECM Connector Plate - CM2350 .......................................................................................................130
Figure 5-6 Example of SAE J1939 Byte/Bit Numbering Convention: .................................................................132
Figure 5-7 Example: PGN 61444 (00F004) Electronic Engine Controller 1 - EEC1...........................................132
Figure 5-8 Re-Scheduling of Collided Messages................................................................................................164
Figure 5-9 Re-Scheduling the Response to a Requested Message ..................................................................164
List of Tables
Table 2-1 Default Variable ISC Voltage Values ..................................................................................................26
Table 2-2 Engine Braking......................................................................................................................................31
Table 2-3 Air Intake Restriction Monitor Fault Code .............................................................................................32
Table 2-4 Settings for Dedicated PWM Output Type ..........................................................................................40
Table 2-5 Input parameters for Switched outputs feature...................................................................................41
Table 2-6 Electronic Fan Clutch Parameters ........................................................................................................42
Table 2-7 Dual Fan Parameters ............................................................................................................................43
Table 3-1 Component List ....................................................................................................................................53
Table 3-2 2-Pin Fuel Heater Connector - Example ..............................................................................................56
Table 3-3 4-Pin Intake Air Temperature/Pressure Sensor Connector - Example................................................57
Table 3-4 4-Pin Intake Air Temperature/Pressure Sensor (TBAP) Pin out Information .......................................57
Table 3-5 9-Pin Datalink Interface Connector – Example ....................................................................................57
Table 3-6 J1939 Datalink (3-pin) Connectors - Example .....................................................................................59
Table 3-7 J1939 Datalink (3-pin) Connector Pin out Information..........................................................................59
Table 3-8 OEM 96 Pin Connector Specifications.................................................................................................60
Table 3-9 24-Pin Crossover Connector - Example ..............................................................................................60
Table 3-10 Stop Lamp Specifications ..................................................................................................................62
Table 3-11 Wait to Start Lamp Specifications ......................................................................................................62
Table 3-12 Warning Lamp Specifications ............................................................................................................63
Table 3-13 Power on Indicator Lamp Specifications ...........................................................................................63
Table 3-14 Intake Air Heater Relay Specifications ..............................................................................................64
Table 3-15 Example Intake Air Heater Relay Part List ........................................................................................64
Table 3-16 Standard Relay Specifications ...........................................................................................................65
Table 3-17 Dual Outputs Relay Specifications ...................................................................................................67
Table 3-18 Coolant Level Sensor Specifications .................................................................................................69
Table 3-19 Digital VSS Specifications .................................................................................................................69
Table 3-20 Magnetic Pickup VSS Specifications .................................................................................................71
Table 3-21 Tachograph Specifications ................................................................................................................72
Table 3-22 OEM Temperature Sensor Specifications .........................................................................................73
Table 3-23 OEM Temperature Sensor Sample Calibration Table .......................................................................73
Table 3-24 Example OEM Temperature Sensor Part List ...................................................................................74
Table 3-25 Example OEM Temperature Sensor Kit Part List ..............................................................................75
Table 3-26 Water-In-Fuel Sensor (Example) .......................................................................................................76
Table 3-27 Fuel Filter with Water-In-Fuel Sensor, Part List.................................................................................77
Table 3-28 WIF Sensor electronic specifications .................................................................................................77
Table 3-29 CAC Out Temperature Sensor Specifications ....................................................................................77
Table 3-30 CAC Out Temperature Sensor Sample Calibration Table ..................................................................77
Table 3-31 Example CAC out Temperature Sensor Part ....................................................................................78
Table 3-32 Digital Fan Speed Sensor Specifications ..........................................................................................78
Table 3-33 Type “A” Switch (SPST Toggle) Specifications .................................................................................80
Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications .....................................................80
Table 3-35 Alternate Droop Switch Specifications ...............................................................................................82
Table 3-36 Low Idle Switch Specifications ...........................................................................................................83
Table 3-37 Auxiliary Governor Switch Specifications ..........................................................................................84
Table 3-38 Increment/Decrement - Set/Resume Switch Specifications ..............................................................90
Table 3-39 Coolant Level Switch Specifications ..................................................................................................93
Table 3-40 Supplier Contact List ..........................................................................................................................94
Table 4-1: Recommendations on Twisting Circuits ..............................................................................................97
Table 4-2 Industrial CM2350 96-pin Mapping (QSB, QSL, QSX, QSF and QSG) ..............................................97
Table 4-3 Industrial CM2350 24-pin Mapping (QSB, QSL, QSF, QSX and QSG) ............................................103
Table 5-1 Network Topology Parameters Table ................................................................................................122
Table 5-2 Messages Supported on J1939 .........................................................................................................134
Table 5-3 J1939 Messages Non-multiplexed -vs- Multiplexed ..........................................................................162
Table 5-4 J1939 Messages and Authorized Addresses ....................................................................................163
1. Overview
This document is intended to help in understanding and working with various electronic aspects of the QSB4.5,
QSB6.7, QSL9, QSF3.8, QSX15, and QSG12 Tier 4F engines. In this overview section, a comprehensive list of all
the references used throughout the document is mentioned, in addition to definitions of frequently used terms and
commonly used acronyms. Information is provided to help the OEM, distributor, or customer interface the engine’s
electronics with vehicle or equipment electronics and properly integrate the engine into industrial equipment.
Requirement: The Electronic System must meet the requirements outlined in this document.
The major sections of this document, in addition to this section, are as follows:
Electronic Features and OEM Adjustments
OEM Components
Interfaces and Installation
Datalinks and Diagnostics
Each section consists of an introduction with an overview that describes the section’s purpose, usage, and contents.
1.1 Reference Documentation

CEB00547 Industrial Generic Calibration Settings
CEB00232 Vehicle Speed Input Electrical Interface
CEB00549 Industrial Electronic Accelerator Pedal Position Performance Specification / Interface
CEB00550 Regulatory Compliance for Limited Power Curves / Alternate Droop / Intermediate Speed / J1939
Control Features
CEB00502 CM2350 Tier 4 Final - Aftertreatment Electronic Subsystem Technical Package
CEB00505 Remote Mount ECM Installation Requirements-CM2350
CEB00536 CM2880B Electronic Subsystem Technical Package – Industrial Tier4 Final / Stage IIIB
AEB 24.53 Cummins Branded Starters, Alternators, and Fuel Shut-off Solenoids - Industrial Application
Requirements
CEB00344 Attachment B - Tier 4 Final DOC/SCR Calterm Test Procedures
CEB00344 Attachment C - Tier 4 Final DPF/SCR Calterm Test Procedures
CEB00346 Machine Constrained Engine Operation – Installation Requirements
AEB21.140 Cummins Supplied Air Intake Shutoff Valve Installation Requirements
SAE References for Serial Communications

Disclaimer: SAE documentation is available from the SAE official website.
SAE J1939-11, SAE J1939-13, SAE J1939-15 and entire suite of SAE J1939 standards on the web can be accessed
at http://www.saemobilus.org.
SAE J1939 Recommended Practice for a Serial Control and Communications Network (April
2000). Provides a list of all of the J1939-xx documents that are planned. It provides
a brief tutorial about the overall set of documents and basic operation of the network.
SAE J1939-11 Physical 250 Kbps, Twisted Shielded Pair (December 2016). Operates at 250K
bits/sec, linear bus with shielded twisted pair cable with a drain.
SAE J1939-13 Off-board Diagnostic Connector (October 2016). Specifies 9-pin Deutsch “Type 1”
and “Type 2” connectors that will provide a connection to that specific J1939 datalink
and also designates pin-outs such as Unswitched power and ground.
SAE J1939-15 Physical Layer (August 2015). Operates at 250K bits/sec, Un-Shielded Twisted Pair.
Physical Layer, 250 Kbps, Un-shielded Twisted Pair (August 2015). The J1939-15
network was designed as a reduced 1939-11 network for connecting standard ECUs
on a vehicle (e.g. Engine, ABS, Transmission…). The J1939-15 network allows the
vehicle integrator to design a reduced network to meet design and cost goals with
comparable performance to the J1939-11 network.
SAE J1939-21 Data Link Layer (March 2016). Specifies CAN 2.0b as the message protocol to be
used. Also defines an interface to the application layer of J1939.
SAE J1939-71 Vehicle Application Layer (October 2016 and 1Q01 committee approvals) Defines
transmitted parameter value interpretation rules that allow receiving devices to
determine if the sending device is able to supply all parameters associated with the
parameter group, if any of the parameters has an error condition or if the signal is
valid.
SAE J1939DA Digital Annex of Serial Control and Communication Heavy Duty Vehicle Network Data
- February 2017. Provides all of the SPNs, PGNs, and other J1939 data in a
spreadsheet format. SAE J1939 DA contains all of the content published in SAE
J1939-71 Appendices.
SAE J1939-73 Diagnostic Application Layer (May 2017)–Diagnostics. Defines capability required to
perform diagnostics on J1939 strategy to identify the least repairable subsystem that
failed, how it failed, read and clear diagnostics fault codes, communication of
diagnostic lamp status and providing a variety of parameters for monitoring by the
service tool.
SAE J1939-81 Network Management (March 2017)
1.2 Definitions
Accelerator The physical device used by the operator to command speed/torque to the engine. It can be in the
form of a foot pedal, hand throttle, or other similar device to provide operator command levels.
A/D Analog to digital. Typically a sensor that converts an analog input (like pressure) into a digitized format (usually
voltage).
APS Signal Voltage The voltage output of the accelerator pedal sensor that varies with the mechanical position of
the accelerator pedal or lever.
APS1 Accelerator position sensor number 1 of a sensor assembly with multiple independent position sensors
integrated into a single physical package.
APS2 Accelerator position sensor number 2 of a sensor assembly with multiple independent position sensors
integrated into a single physical package.
Automotive Governor A fueling governor relating accelerator position to engine torque.
Auxiliary Pressure Also referred to as OEM Pressure. An OEM input that takes an analog pressure sensor signal
and provides OEM selectable features based on that input.
Auxiliary Temperature Also referred to as OEM Temperature. An OEM input that takes a variable resistance
temperature sensor and provides OEM selectable features based on that input.
CC; PTO/ISC Cruise Control and Power Take-Off / Intermediate Speed Control. May be used together as shown
or individually. The term ISC is used instead of PTO for Industrial applications.
CM2350 Electronic Control Module used on Industrial Tier 4F engines.
Component An electrical connector, lamp, relay, sensor, or switch that must be installed by the OEM for the
associated engine feature to function properly. A component may be Optional, Required, or Standard.
Confidence Test A startup sequence where all lamps are lit for a few seconds after engine startup. This gives the
driver a visual verification that all lamps are working.
Dual Analog Accelerator Pedal Sensor An accelerator pedal sensor having two independent analog output
signals that correlate to the position of the accelerator device. Also referred to as Dual Potentiometer Throttle.
ECM Electronic Control Module. Provided by Cummins and attached to the engine, the ECM controls the engine
and supported features. The OEM interfaces with the ECM through the OEM 96-Pin and 24-Pin Connectors.
Electronic Accelerator Pedal Sensor Interface The term electronic accelerator pedal sensor interface refers to
the electrical characteristics of the accelerator pedal sensor and engine control module (ECM) accelerator pedal
sensor input circuit. In automotive and some industrial applications, an accelerator pedal sensor provides the
mechanism to communicate the operator’s demand for speed/torque to the engine control system.
Falling Edge (Electronics) Measuring a change from the “high” state to the “low” state to enact the desired
transition. For example, if “x” is considered to happen on the falling edge of a switch, “x” occurs when the switch
transitions from ON to OFF.
Feature An organizational concept used to describe a set of engine control characteristics designed to perform a
task or set of tasks. For example, all of the logic and programming designed for automatic engine speed control is
called the “Engine Speed Cruise Control” feature.
Hall Effect Sensor A magnetic pickup sensor that counts gear teeth rotation or other magnetic irregularity to provide
an input for vehicle speed calculation.
Hysteresis A parametric value difference used to filter a signal so that the output does not respond to small changes
in the input. For example, Output 1 may turn ON when the input exceeds the selected threshold, but not turn it off
until the input drops 5 % below the selected threshold. This prevents rapid switching on and off as the input drifts
around the threshold.
IVS Idle Validation Switch. The CM2350 uses two of these switches to ensure a reliable idle or not-idle detection.
Latched A switch action characteristic indicating the switch will maintain that position at rest once initially moved
into it. Examples: A light switch in a home, The Caps Lock key on a computer keyboard.
Min-Wins A method of selecting from a group of parameters with only one output. This selection method is typically
used for limits like engine torque or speed. Several features submit a limit, and the lowest limit “wins”, or are the
actual limit applied to the engine.
Constrained Operation Curve A condition where the range of engine operation is temporarily constrained from
full capability due to engine operation or a required equipment limitation.
Max-Wins A method of selecting from a group of parameters with only one output. This selection method is typically
used for limits like engine torque or speed. Several features submit a limit and the highest, or maximum limit ‘wins’,
or is the actual limit applied to the engine.
Maximum Accelerator Voltage The voltage output of the accelerator pedal sensor when the treadle is in the fully
depressed, open position.
Minimum Accelerator Voltage The voltage output of the accelerator pedal sensor when the treadle is in the fully
relaxed, closed position.
Momentary A switch action characteristic indicating that the switch will not stay in that position at rest. Examples:
A windshield wiper pulse switch, most keys on a keyboard.
NC and NO For relays and switches - refers to normally closed (NC) or normally open (NO) contacts.
Non-Stationary An application that has a vehicular propulsion component, or a major moving part which affects
control/balance of the machine.
Normally Closed Reference to a switch or relay configuration. Switch: A “normally closed” switch indicates the
switch is momentary in the open position and will return to closed at rest. Relay: A “normally closed” relay indicates
the contacts switched by the relay will be closed in the un-powered state of the relay, and the contacts will be open
in the powered state. “Normally closed” does not imply the switch or relay will usually be in the closed position, as
something mechanical may regularly hold it in the not “normal” position. See Normally Open for an example.
Normally Open Reference to a switch or relay configuration. Switch: A “normally open” switch indicates the switch
is momentary in the closed position and will return to open at rest. Relay: A “normally open” relay indicates the
contacts switched by the relay will be open in the un-powered state of the relay, and the contacts will be closed in
the powered state. “Normally open” does not imply the switch or relay will usually be in the open position, as
something mechanical may regularly hold it in the not “normal” position. For example, the Clutch Switch is a normally
open switch, but the switch is installed such that the clutch pedal will hold the switch in the closed position when
the pedal is not depressed.
OEM Original Equipment Manufacturer; for the purposes of this Technical Package, the organization installing the
Cummins engine into a machine.
OEM Pressure Also referred to as Auxiliary Pressure. Refer to Auxiliary Pressure definition.
OEM Temperature Also referred to as Auxiliary Temperature. Refer to Auxiliary Temperature definition.
On/Off (With respect to a feature) Activating or deactivating a feature with a switch or other normal means. ‘ON’
is grounded for switch and ‘Off’ is open for switch. Not the same concept as enable/disable.
On-Off Refers to a switch’s latching and momentary action. (On)-Off indicates a switch latches in the "Off" position
and is momentary in the "On" position. On-(Off) indicates a switch latches in the "On" position and is momentary in
the "Off" position. A standard cruise control Set/Resume switch, momentary On to either side of a central "Off"
position, would be denoted (On)-Off-(On).
PowerMatch A Cummins developed application tool that allows the Cummins Application Engineer to set up a
calibration for their customer’s machine. They can use this application to load the modified calibration into the ECM
with an appropriate service tool.
Pull-down Resistor A resistor connecting a circuit to ground.
Pull-up Resistor A resistor connecting a circuit to a source voltage; may be connected to battery or some other
supplied voltage.
Pulse Width Modulated A periodic electronic signal consisting of a square wave of fixed amplitude and frequency
with a varied duty-cycle (or pulse width).
Ratiometric Analog Input A sensor with a supply voltage where the readout provides information from the ratio of
voltage drop across a variable resistor compared to the supply voltage.
Rising Edge (Electronics) Measuring a change from the “low” state to the “high” state to enact the desired transition.
For example, if “x” is considered to happen on the rising edge of a switch, “x” occurs when the switch transitions
from OFF to ON.
SAE J1939 A high-speed communications network designed to support real-time closed loop control functions
between electronic control units that may be physically distributed throughout the vehicle. It is the Recommended
Practice for Serial Control and Communication Vehicle Net-work.
Signal Mapping The pre-determination of which connector pins the ECM will support for which functions.
VBatt + This refers to the vehicle Electrical System Voltage. While the ECM will run on transient voltages with a
range of 9-32 VDC, QSB, QSL and QSX platforms only support base nominal voltages of 12 V and 24 V.
Warning Lamp Maintenance Event An event performed by the ECM to notify the operator of a maintenance
occurrence. The ECM performs a maintenance event by flashing the Warning lamp each 0.5 seconds for 30
seconds after the startup lamp sequence.
1.3 Frequently Used Acronyms

A/D Analog to Digital. Typically a sensor that converts an analog input (like pressure) into a
digitized format (usually voltage)
AEB Application Engineering Bulletin
APS Accelerator Position Sensor
A/T Aftertreatment
CAN Controller Area Network
CC Cruise Control
CEB Customer Engineering Bulletin
CES Cummins Engineering Standard
CTS Clear To Send
DA Destination Address
DEF Diesel Exhaust Fluid
DM Diagnostic Message
DPF Diesel Particulate Filter
DTC Diagnostic Trouble Code
EBS Electronic Braking System
EFC Electronic Fuel Control
ECM Engine Control Module (electronic controller)
FMI Failure Mode Identifier
HD Heavy Duty
HSG High Speed Governor
IMV Inlet Metering Valve
INC/DEC Increment Decrement Switch
ISC Intermediate Speed Control
ISO International Organization for Standardization
IVS Idle Validation Switch
LSG Low Speed Governor
LT Low Temperature
MDV Mechanical Dump Valve
EDV Electronic Dump Valves (for T4F 6.7 engines)
MID Message Identifier
MR Midrange
MRI Midrange Industrial
NC and NO For relays and switches - refers to Normally Closed (NC) or Normally Open (NO)
contacts
N/A Not Applicable
OEM Original Equipment Manufacturer
PGN Parameter Group Number
PID Parameter Identifier

POI Power on Indicator
PTO Power Take-Off (The Industrial application uses the term ISC)
PWM Pulse Width Modulated (see definition)
QSB4.5, QSB6.7,
QSL9, QSF3.8,
QSX15 and QSG12 The Tier 4F product of the QSB4.5, QSB6.7, QSL9, QSF3.8, QSX15 and QSG12
engines
RPM Revolutions Per Minute
RTS Request To Send
RQD Required
RX Receive
SA Source Address
SAE Society of Automotive Engineers
SID Suspect Identifier
SPN Suspect Parameter Number
SPST Single Pole Single Throw (SPST)
TI Trip Information
TX Transmit
VR Variable Reluctance
VSS Vehicle Speed Sensor
2. Electronic Control Features and OEM Adjustments
2.1 Introduction
The Electronic Control Features and OEM Adjustments section is written to assist OEMs, Distributors and Engine
Customers in understanding and adjusting the Industrial Electronic Features. Please refer to the following link on
GCE for further details on these control features.
https://gce.cummins.com/ice/ice_generic/html/Features/functional_decriptions.htm
2.2 How to Use This Section

2.2.1 Purpose
This section describes the OEM-adjustable features of Cummins engines using the CM2350 Electronic Control
Modules. The document focuses on providing feature descriptions and logic sufficient to program all programmable
parameters for each feature.
2.2.2 Usage
OEMs use this document to understand parameter adjustments and to understand general feature operation.
2.2.3 Organization
The programmable features are listed by functionality.
2.2.4 Content
Each feature, that has any new aspects or functionality in the Tier 4F engines, contains the following sections
listed below. The main feature description will be with the parameter that enables the feature.
General Feature Description: The General Feature Description does not describe parameters
individually, but the feature as a whole. The General Feature Description contains one or more of the
following sections:
1. Overview: The overview section describes the purpose of the feature.
2. Operation: The operation section describes the general operation of the feature. Some parameters
enable special functions of the feature, which may not fit into the overall description. In these cases,
the operational descriptions of those functions will be in the specific parameter description.
3. Programming Dependencies: If the feature contains this section, it is because the feature
programming depends on the programming of another feature, or because individual parameters in the
feature affect engine operation even if the feature as a whole is not enabled. For any feature containing
a feature Enable, the individual parameters of the feature do not affect engine operation unless the
feature is enabled or this section indicates otherwise.
4. Hardware Required. This section describes specific hardware the OEM should be aware is required
for the feature as a whole or certain functions of the feature to work properly. In most cases this
hardware will be supplied by the OEM; in some cases the hardware is supplied by Cummins and
installed by the OEM. If the hardware listed in this section is not installed, the feature or some functions
of the feature will be unavailable. If the unavailable features or feature functions are Enabled when
required hardware is not installed, undesirable effects may result, including, but not limited to: fault
codes, lack of operation, undesirable operation, feature interactions and engine torque or speed derate.
Contact your Cummins Service or Customer Engineering representative before deviating from the
requirements and recommendations in this document.
2.3 Governors
There are several types of governors available on the Cummins Industrial Tier 4F engines: Low Speed Governor,
High Speed Governor, All Speed Governor, Min/Max (Automotive style) Governor, and Engine Speed Cruise
Control, Vehicle (Road) Speed Cruise Control, Road Speed Governor, and Intermediate Speed Control.
2.3.1 Low Speed Governor

General Feature Description
1. Overview: The low speed governor sets the idle speed of the engine.
2. Operation: The Low Speed Governor or idle governor feature controls engine fueling to maintain the
desired engine idle speed within the torque capability of the engine. Idle engine speed can be adjusted
within limits by engine conditions and operator inputs. The range is typically 600 rpm to 900 rpm. On
start-up, the engine idle speed will be the idle reference speed. This speed is the default idle engine
speed or the adjustable idle engine speed (if enabled, refer to Section 2.4.4 Adjustable Low Idle Speed),
whichever is greater. The idle governor becomes inactive when overridden by another engine
governor, such as VS (All-speed) governor or Intermediate Speed Control governor. Refer to Figure
2-1 Low Speed Governor.
Related functions are in Sections 2.4.5, 2.4.2, and 2.5.1. (The Droop of the Low Idle always equal to
0.)
3. Programming Dependencies: None
4. Hardware Required:
Accelerator Position Sensor (refer to Section 3.7.1)
Figure 2-1 Low Speed Governor
2.3.2 High Speed Governor

1. General Feature Description
1. Overview: The high-speed governor limits the maximum speed of the engine.
2. Operation: The High Speed Governor (HSG) feature controls engine fueling to limit the engine speed.
Refer to Figure 2.2 High Speed Governor. The Breakpoint speed determines at what position of the
engine torque curve the HSG will start limiting the fueling.
Figure 2-2 High Speed Governor
Droop % = no load speed - full load speed x 100%

(full load speed)
If the droop percentage is zero, then the engine speed that the HSG governs to is called the isochronous
speed. The droops, breakpoint speed, and isochronous speed can be changed. Refer to Section 2.4.2
Switchable Droop, for further details.
3. Programming Dependencies: Refer to Section 2.4.2, Switchable Droop to learn how to change the
droop and speed settings.
Acceleration Position Sensor or APS (Refer to Section 3.7.1)
2.3.3 All Speed Governor

Overview: All Speed Governor controls the engine speed proportional to the accelerator position. This
governor has the ability to run isochronous (0% droop) or with droop. Droop is the change in engine
speed with change in load. Droop can be defined independently at 0% throttle and 100% throttle; then
interpolates in between that range.
Note: The All Speed (Variable Speed) Governor is the most common type of governor used by
industrial applications.
‘Max Load Torque

‘Tmax(ABS)
Torque /Nm
Low Speed Idle Control
High Speed Idle Control

‘ABS Reference Speed’
‘ABS No Load Speed’

Engine Speed /RPM
Figure 2-3 All Speed (Variable Speed) Governor
Droop % = no load speed - full load speed x 100%

(full load speed)
2.3.4 Automotive (Min/Max) Governor

The Automotive Governor produces engine torque proportional to throttle input. Engine speed is
determined by the load and is bounded by the low speed governor (Section 2.3.1) and high-speed
governor (Section 2.3.2).
Note: Industrial applications do not commonly use the Automotive (Min/Max) Governor type. The Limp
Home feature is not available when using the Automotive (Min/Max) Governor Type on Industrial
applications.
Commanded Accelerator_Position = 100%
'Max Load Torque Curve'

Torque /Nm
'LSI Curve'
'HSI Curve'
0
Engine Speed /Rpm
'No Fueling Torque Curve'
Figure 2-4 Automotive (Min/Max) Governor
2.3.5 Auxiliary Governors

1. Overview: This base feature will provide the interface necessary to select between the Auxiliary Speed
Governor and the Auxiliary Pressure Governor. These two mutually exclusive governors are both
isochronous type governors intended to control shafts or other similar mechanisms downside of a torque
converter and independent of engine speed. This feature also has its own independent set of gains for
stability adjustment (gains adjustable only by PowerMatch). This feature will also provide the monitor for
the Auxiliary Governor Switch used to switch between the All Speed Governor and the Auxiliary Governor.
2. Operation:
a. The Auxiliary Speed Governor is an isochronous type governor that controls the speed (RPM)
of the engine to keep an output shaft at a constant speed.
When in "SPEED CONTROL" mode, the throttle position is used to determine the throttle reference speed.
Additionally,
1. The Auxiliary Governor Switch must go from an OFF to ON state to activate the feature.
Additionally, the accelerator pedal must be at 0 percent and the Low Speed Governor must be in
control before the Accelerator Based Speed Control feature can take over control of the Engine
speed.
2. This feature allows switching between Auxiliary Speed and All Speed Governor.
3. A desired shaft speed is requested by a potentiometer (throttle input). The ECM will control the
engine speed to maintain the shaft speed.
4. The Auxiliary Speed governor feature accepts a speed input signal from the OEM and will act as a
speed limiting governor (similar to the High Speed Governor).
5. Throttle controls fueling until the input speed is greater than the reference speed.
6. Once this happens, the Auxiliary Speed governor will adjust fueling to keep the shaft speed at the
reference speed.
7. This feature can be calibrated to be enabled /disabled by a switch.
8. No droop capability.
The use of Auxiliary Speed Governors helps reduce installation costs by eliminating external devices
to maintain speed. Applications such as Rock Crushers and Ski Lifts use this feature.
b. The Auxiliary Pressure Governor is an isochronous type governor that controls the speed (RPM)
of the engine to maintain a constant pressure of an auxiliary pressure input (OEM Pressure input).
This is accomplished when a desired pressure is requested by a potentiometer (throttle input) &
the ECM can then control the engine speed to maintain the desired pressure.
When in "PRESSURE CONTROL" mode, the feature will output a Throttle based Commanded Pressure
Reference representing the reference value in units of pressure. Additionally,
1. The Auxiliary Governor Switch must go from an OFF to ON state to activate the feature.
2. When the Accelerator Based Pressure Control feature is activated by Auxiliary Governor Switch,
the accelerator pedal must be at 0 percent and the Low Speed Governor must be in control before
the Accelerator Based Pressure Control feature can take over control of the Engine speed.
3. The Auxiliary Pressure governor will adjust fueling to keep the auxiliary pressure at a constant
value consistent with the throttle pedal position.
4. No droop capability.
The use of Pressure Governors helps reduce installation costs by eliminating an additional or external
pressure governor. This feature is use by Air Compressors, Water Pumps or any other applications
where constant pressure is required.
3. Programming Dependencies: The Auxiliary Speed Governor and Auxiliary Pressure Governor are
mutually exclusive, and cannot be running at the same time. Engine speed must be set at low idle speed
in order for the transition between All Speed Governor and Auxiliary Governor to take place.
Auxiliary Governor Switch
Accelerator pedal
Either a Tail-shaft Speed Sensor or an OEM Pressure Sensor
2.3.6 Engine Speed Cruise Control

1. Overview: Engine Speed Cruise Control offers the ability to automatically maintain a desired engine
speed, with no accelerator pedal or hand accelerator control input.
2. Operation: Engine is accelerated to the desired engine speed, which becomes the Cruise Set Speed,
and then operator has to activate Engine Speed Cruise Control. Once activated, Engine Speed Cruise
Control fuels the engine as required to maintain the engine speed at the Cruise Set Speed. The
operator may increase or decrease Cruise Set Speed while Engine Speed Cruise Control is active, or
resume Cruise Set Speed if Engine Speed Cruise Control has been de-activated.
The three possible states for Engine Speed Cruise Control when it has been selected are:
a. Off - Cruise control does not affect engine operation, nor can it be activated. The Cruise control
on/off switch is OFF.
b. Standby - The Cruise control on/off switch is ON, but Cruise control has been deactivated and
does not affect engine operation. Cruise control will remain on standby when the cruise control
on/off switch is initially placed ON. It will remain in standby until the driver uses the cruise
set/resume switch to make a request for activation, by either setting a desired speed or resuming
to a desired speed. Activation will be allowed if all of the following requirements are met:
- Engine speed must not be below minimum calibrated thresholds.
- Brake pedal must not be depressed.
- In the case of manual transmission, Clutch pedal must not be depressed.
c. Active - Cruise control governor is controlling engine fueling to maintain the desired engine speed.
The accelerator pedal can be used to increase the speed beyond the cruise control set speed (up
to the high idle engine governor speed). When the pedal is released, cruise control will remain
active when vehicle speed reached the previously set speed. To return to active mode, if cruise is
in standby mode, the operator must enable either the set or the resume switch. Momentary
enabling the set switch will establish a new set speed at the current engine speed. Momentary
enabling of the resume switch will return cruise control to the previously established engine speed
cruise.
While in the active mode, the coast feature of the set switch is used to decrease the engine speed and
establish a new lower engine speed. By holding the set switch closed, the engine speed decreases
until the switch is released; the speed at release becomes the new set speed. All these switches can
be multiplexed through a J1939 datalink. The Service Brake switch may be multiplexed and its value
obtained through the J1939 datalink (Refer to Section 2.9.1 Multiplexing).
The accelerate feature of the resume switch, is used to increase the engine speed and establish a new
higher set speed. By holding this switch closed, the engine speed increases until the switch is released;
the speed at release becomes the new set speed.

4. Hardware required:
Cruise control on/off switch. (Refer to Section 0)
Cruise set/resume-coast/accelerate switch (Refer to Section 3.8.711)
Service Brake switch (Refer to Section 3.8.717)
Clutch switch (Refer to Section 3.8.74)
Parameter Descriptions:
ESC Control Enable:
1. Application: ESC Control Enable parameter enables or disables the Engine Speed Cruise Control
feature.
2. Programming: For vehicle to use the Engine Speed Cruise Control feature, set the ESC Control
Enable parameter to Enable.
2.3.7 Vehicle (Road) Speed Cruise Control

1. Overview: The Cruise Control (CC) feature maintains vehicle speed at an operator-selectable value.
Note: This is similar to an automotive version of cruise control when a Vehicle Speed Sensor is available.
2. Operation:
a. Cruise Control operations under standard conditions:
1. Activation Conditions. For the CC feature to activate, the ECM must have a valid vehicle speed
reading, a vehicle speed that is greater than a set threshold (engagement road speed), a engine
speed greater than the minimum engine speed parameter required for cruise control operation, the
clutch pedal must not be pressed, and the service brake pedal must not be pressed.
2. Activation. The driver may activate the CC feature by placing the CC On/Off switch to the ON
position, then depressing the Set function of the CC Set/Resume switch to set the vehicle speed at
the current road speed. After the Set Switch is depressed, the throttle may be released and the
vehicle speed is then controlled by the Road Speed Cruise Governor. If the Road Speed Cruise
Control has been disabled by either the clutch or brake activation, then the Resume function of the
CC Set/Resume switch may be depressed to re-engage the CC feature. The above Activation
Conditions must be met for the Resume feature to function.
3. Normally, the Resume function only engages CC if the Set function was used to set the speed after
the engine was started. However, if the ECM has Road Speed Saved at Key Off enabled, then the
cruise control may be resumed to the previously set speed by depressing the Resume function of
the Set/Resume switch. Again, the above Activation Conditions must be met for the Resume
feature to function.
4. Select Vehicle Speed. If the Set speed function is used to select the speed for activation, the
vehicle speed will be the lower of either the existing vehicle speed, or the maximum vehicle speed
parameter set in the ECM. If the Resume function is used for activation, then the vehicle speed
will be the most recently selected vehicle speed.
5. Active Operation. The CC feature will maintain vehicle speed at the selected vehicle speed. The
driver can use the accelerator to temporarily increase vehicle speed beyond the selected vehicle
speed. When the operator releases the accelerator, the CC feature resumes vehicle control at the
selected vehicle speed.
6. Adjust Selected Vehicle Speed. When the CC feature is active, the driver can increase or
decrease the selected vehicle speed. To increase, the increment (also called the Accel) function
of the CC Set/Resume switch is used. The selected vehicle speed cannot exceed the Cruise
Control Maximum Vehicle Speed. To decrease, the decrement (also called the Coast) function of
the CC Set/Resume switch is used. The lowest selectable vehicle speed is the minimum vehicle
speed threshold.
7. Deactivation. The driver may manually deactivate the CC feature by placing the CC On/Off switch
to OFF, or by pressing the service brake pedal or Clutch pedal if so equiped. If the engine speed
falls below a minimum threshold or vehicle speed falls below a minimum threshold, the Deactivation
will occur automatically. The CC feature also automatically deactivates if the driver presses the
clutch pedal or if the ECM detects an out-of-gear condition.
b. Cruise Control operations under various special conditions:

1. Exhuast Brake Interaction. The Engine Brake feature can be used to maintain cruise set speed
during Cruise Control operation if the vehicle speed starts exceeding the cruise set speed. The
vehicle speed may start exceeding the cruise set speed if the vehicle is traveling on a steep downhill
grade.
2. Cruise Control Droop. The Cruise Control Droop settings allow the CC Set Speed to increase
slightly when the vehicle descends hills, and decrease slightly when the vehicle climbs hills. These
functions improve fuel economy.
3. Cruise Control Manual Resume. The operator performs a manual resume anytime after a set
speed is saved. Unless the Cruise Control Save Set Speed function is enabled, there will not be a
saved set speed until the cruise control feature is operated once during a given vehicle run cycle.
The operator performs the manual resume by having the CC On/Off switch set to ON, the vehicle
above a minimum threshold speed, and moving the Set/Resume Switch to Resume and releasing.
4. Saved Set Speed. If the Cruise Control Save Set Speed function of the CC feature is enabled, the
ECM will save the last CC Set Speed after the vehicle shuts down. With this feature, the Resume
function of the CC feature will always be available.
5. Cruise Control AutoResume. The Cruise Control AutoResume function allows the CC feature to
re-engage automatically after a gear change. The function requires the operator to: effect the gear
change in a short period of time, change gears without using the Service Brake, and to re-engage
in a gear with a gear ratio similar to the original gear ratio. If any requirements are not met, the
AutoResume function cancels and CC feature will be deactivated.
3. Programming Dependencies: This feature requires a Vehicle Speed Source. Additionally, Engine
Speed Cruise Control cannot be used when this feature is enabled.
CC On/Off Switch
Set/Resume Switch
Exhaust Brakes (optional)
Vehicle Speed Sensor or Datalink Vehicle Speed
2.3.8 Road Speed Governor

Overview: The Road Speed Governor (RSG) feature can be used to limit the maximum speed of the
vehicle or machine to a calibrated value. The Road Speed Governor feature is an adjustable parameter
that is the absolute maximum vehicle speed. This programmed value overrides all road speed set-points
and features associated with vehicle road speed.
Note: It is not adjustable by the operator and the vehicle speed is obtained over the datalink.
2.3.9 Intermediate Speed Control / Industrial PTO

General Description
1. Overview: The Intermediate Speed Control (ISC) is a fixed engine speed governor that can be
activated by up to three switches. In addition, a variable voltage input may be added to allow five more
speeds (otherwise known as Variable ISC). When activated by switch or potentiometer, the ISC feature
governs engine speed to the corresponding preset speed depending on the priority of individual ISC
inputs and also that of the main accelerator.
2. Operation: Intermediate Speed Control uses up to 3 Intermediate Speed Control Set Speeds (1,2,3)
that can be selected depending on OEM availability. A multi-position switch or three toggle switches
must be installed by the OEM to support this feature. Additionally, up to 5 Variable Intermediate Speed
Control Set speeds (1,2,3,4,5) can be selected and the operator may select these speeds using an
OEM installed accelerator lever attached to a single analog input, provided this functionality has been
enabled through a calibratable parameter (not available to the service tool). All of the switches may
also be multiplexed such that their values are supplied by the J1939 datalink (Refer to Section 2.9.1
Multiplexing).
a. Activation: Activated by switching ON up to three Intermediate Speed Control switches. The
Variable ISC speeds can be availed by operating an OEM installed lever or potentiometer,
provided that this is permitted by the calibration.
b. Select Engine Speed and Active Operation
The Intermediate Speed Control set speeds (Switched Set Speed 1, Switched Set Speed 2 and
Switched Set Speed 3), obtained by switching on each of the ISC switches respectively, will
interact with the accelerator pedal in one of three different ways (modes A, B and C). The
interaction between Intermediate Speed Control set speeds and the accelerator pedal is NOT
adjustable, this interaction is determined by the OEM and built into the ECM calibration. Thus
only one of the following modes will be available to the operator of the vehicle.
Mode A: The active Switched Set Speed, acts as low speed governor - in this mode, the active
Switched Set Speed becomes the Minimum Engine Speed. The operator can use the
accelerator pedal to increase the speed above the active Switched Set Speed.
Mode B: Active Switched Set Speed acts as high-speed governor - in this mode, the active
Switched Set Speed becomes the Maximum Engine Speed. The operator can use the
accelerator pedal/lever to control engine speed up to the active Switched Set Speed.
Mode C: Intermediate Speed Control Constant Speed - in this mode, the Intermediate Speed
Control runs at constant speed set by the active Switched Set Speed, and accelerator
pedal input is ignored.
c. Variable ISC Description
If Variable ISC is enabled in the calibration, then 5 more speeds selected by an OEM installed
accelerator lever, can be availed of by the operator. This device may contain a potentiometer that
sends a variable signal to the ECM. Based on the voltage output of the potentiometer, as shown
in Table 2-1Default Variable ISC Voltage Values, the engine will be controlled to one of five
Intermediate Speed Control Variable Speeds. Variable ISC can also be configured using a resistor
network as shown in Figure 2-5 Variable ISC Resistor Network Wiring.
Table 2-1 Default Variable ISC Voltage Values
Speed Signal Voltage
1 0-1 V
2 1 V-2 V
3 2 V-3 V
4 3 V-4 V
5 4 V-5 V
Figure 2-5 Example Variable ISC Resistor Network Wiring
d. Validation Input
One of the switch inputs could be configured for use as a validation input (if used, the ECM pin for
Switched Set Speed 3 will be used). If this is the case, ISC requests are not recognized unless the
validation interlock input is on and the ISC switch has transitioned from OFF to ON. The ECM
calibration will use the ECM pin used for ISC switched set speed 3 as a validation input and only 2
Intermediate Speed Control speeds will be available while the 5 variable Intermediate Speed
Control inputs will be available if selected.
e. Adjust Selected Engine Speed
An increment / decrement switch may be used to adjust the 3 preset Switched Set Speeds. These
preset speeds will not exceed the low or high idle governor engine speed limits. There is provision
in the calibration to save these adjusted speeds such that they are retained even after a key cycle.
Please contact your Cummins Service or Customer Engineering Representative to avail of this.
The 5 Intermediate Speed Control Variable Speed Control set speeds (Set Point 1, Set Point 2, Set
Point 3, Set Point 4, and Set Point 5) are adjustable by the service tool, but not adjustable with the
increment / decrement switch.
f. Deactivation
Deactivated by switching OFF all three Intermediate Speed Control switches. Variable Speed ISC
is deactivated when the OEM installed hand lever is returned to its default position, or when any of
the other ISC switches are ON and have higher priority.
3. Programming Dependencies: Intermediate Speed Control and Cruise Control may not be active at
the same time.
Remote Accelerator and Variable Speed Intermediate Speed Control may NOT both be used on the
same engine.
ISC Switch 1 (Refer to Section 3.8.7, Item 13)
ISC Switch 2 (Refer to Section 3.8.7, Item 13)
ISC Switch 3 / ISC Validation Switch (Refer to Section 3.8.7, Item 13)
ISC Increment/Decrement Switch (Refer to Section 3.8.7, Item 12)
Note: The ISC Switch 1, 2, and 3 may also be replaces by a single ISC multi-position switch. If
validation is being used, then a separated validation switch will have to be installed.
2.4 Engine Performance

2.4.1 Constrained Operation Curve
Overview: Constraining the operation of the engine can be done for several reasons. The engine
constrains its operation based on published Auxiliary Emission Control Device (AECDs) as described in the
engine manufacturer’s application for engine certification. Sometimes OEMs wish to constrain the
operation of the engine based on the specific needs of the equipment.
At times the constraint is not a limiting of the torque but a limiting of the engine speed. This can be required
by an OEM due to a drive component attached to the engine or to provide levels of performance for a
machine such as economy mode, standard mode, and performance mode. This idea of levels of
performance is often done on machines which use hydraulics to accomplish a given task. By adjusting the
pump’s speed (and therefore hydraulic fluid flow) the speed of machine operation can be affected as well
as fuel economy. Sometimes the engine’s speed is limited in order to protect a driven component from
being driven too fast. An engine attached to an alternator may not be allowed to go past a given speed or
risk damage to the alternator. The OEM may choose not to allow the engine to go past some speed limit to
help protect the alternator from damage.
Please refer to CEB00346 (Machine Constrained Engine Operation – Installation requirements) and
CEB00550 (Regulatory Compliance for Limited Power Curves / Alternate Droop / Intermediate Speed /
J1939 Control Features) for further details on the usage of this feature.
Note: The Constrained curve cannot be implemented in the ECM. It has to be set up and controlled by a
machine controller.
2.4.2 Switchable Droop
General Feature description
1. Overview: This feature provides, depending on OEM requirements, the ability to select up to 3 droop
settings by way of an OEM supplied switch or up to 10 droop settings (including the primary droop
setting) through datalink multiplexing (refer to Section 2.9.1, Multiplexing). Each droop setting provides
the ability to select the breakpoint speed and droop percent for the HSG and droop percent for the All
Speed governor. The breakpoint speed determines at what position on the engine torque curve the
HSG will start to limit engine torque output.
2. Operation:
All Speed Governor: There are three droop percentages available. There are calibrated values of
minimum and maximum reference speeds associated with each droop switch setting. The minimum
reference speed decides the speed at 0% acceleration and the maximum reference speed at 100%,
while the intermediate speeds are interpolated. Note that these reference speed settings are not
available to the tool. Only the droop percentages can be set through the service tool.
High Speed Governor: There are three sets of adjustable droops, breakpoint speeds and isochronous
speeds available. The first calibrated droop percentage is available for the first setting of the droop
switch or it may be used as the default value in the absence of a droop switch. Two other calibrated
droop values are available for the second and third settings of the droop switch. The feature is
illustrated in Figure 2-6. If the droop value is set to zero, then the engine is governed at a calibrated
isochronous speed for that switch position. Both droop settings and breakpoint speeds are available
for modification by the service tool.
IS O C H R O N O U S
L O W ID L E S P E E D
M AX TORQ UE CURVE
H IG H S P E E D B R E A K P O IN T
TORQUE 1 : N o rm a l D ro o p
2 : A lte r n a te D r o o p 2
3 : A lte r n a te D r o o p 3
3 2 1
E N G IN E S P E E D
Figure 2-6 HSG Alternate Droop

Alternate Droop switch (Refer to Section 3.8.4)
Accelerator Pedal Position Sensor (Refer to Section 3.7.1)
2.4.3 Switched Alternate Low Idle Speed

1. Overview: The Switched Alternate Low Idle Speed function allows the operator to switch the low idle
set speed between two values, "Normal Idle" and "Alternate Idle", dependent on an ECM switch input.
2. Operation: The idle speed can be switched between two values by the use of a cab-mounted switch,
other input (i.e. transmission, hydraulic (pressure) lines, shift lever, etc.), or multiplexed over the J1939
datalink (Refer to Section 2.9.1), provided this feature has been enabled through a service tool. If the
Alternate Idle Start-up feature has not been enabled in the calibration, the engine will remain in the
normal, or cold idle state at startup, until an Alternate Idle Switch transition from Normal to Alternate
occurs. If the Alternate Idle Start-up feature has been enabled, then the position of the Alternate Idle
Switch will determine the idle sped at start-up. The Switched Alternate Low Idle Speed must be pre-
set with a service tool, and is not cab-adjustable through the INC/DEC switch.
3. Programming Dependencies: The Adjustable Low Idle Speed feature needs to be available and
enabled for this feature to be available.
4. Hardware Required: Alternate Low Idle switch (refer to Section 3.8.5)
Switched Alternate Low Idle Speed Enable
1. Application: The Switched Alternate Low Idle Speed Enable parameter is used to Enable/Disable the
Switched Alternate Low Idle Speed feature.
2. Programming: Program the Switched Alternate Low Idle Speed Enable parameter to Enable to avail
of the feature.
Switched Alternate Low Idle Speed
1. Application: The Switched Alternate Low Idle Speed parameter is used to set the alternate value of
the low idle engine speed that is available on switching ON the cab-mounted switch.
2. Programming: Adjust the Switched Alternate Low Idle Speed parameter to desired value (within
calibrated limits) of low idle engine speed.
2.4.4 Adjustable Low Idle Speed

1. Overview: The Adjustable Low Idle Speed feature allows the low idle engine speed to be adjusted
through a service tool or a cab mounted switch within a calibrated range.
2. Operation: The Adjustable Low Idle Speed feature allows the low idle speed to be adjusted. The low
idle speed is controlled by the low idle governor, which prevents the engine speed from dropping below
a predetermined value by controlling engine fueling. The default low idle speed is determined by the
calibration; however, the user can adjust the low idle speed with the service tool or cab mounted two-
position momentary toggle switch within a calibrated range.
When enabled, the idle adjustment switch (INC/DEC switch) allows the operator to increase or
decrease engine speed from the default low idle governor set point. Pressing and releasing the switch
in one direction will raise the low idle speed by a calibrated increment (e.g., 25 rpm), and pressing and
releasing the switch in the other direction will lower the low idle speed by the same calibrated increment.
If the switch is held in either adjust position the idle speed will gradually change in the appropriate
direction in the calibrated rpm increment.
A save option can be calibrated which could allow the idle speed to remain at the adjusted value after
a key cycle has been performed. For example, the default low idle governor value is 800 rpm and the
operator uses the Increment switch to bump the low idle set point up to 950 rpm, and then shuts down
the engine. When the operator restarts the engine, the engine will automatically operate at the new
low idle set point of 950 rpm because it was the last known low idle set point. If the save option is not
enabled, then the speed will return to the original low idle speed after a key cycle has been performed.
4. Hardware Required: Idle INC/DEC switch (refer Section 3.8.711)
Parameter Descriptions: Low Idle Speed
1. Application: The Low Idle Speed parameter is used for adjusting the base idle speed through the
service tool, within calibrated range.
2. Programming: Program the Low Idle Speed parameter to the desired idle engine speed. Lower values
should result in better fuel economy and decreased engine wear. Higher values may result in smoother
engine operation.
Low Idle Speed Adjustment Switch

1. Application: The Low Idle Speed Adjustment Switch parameter is used to Enable/Disable the cab
mounted Idle Increment/Decrement switch.
2. Programming: Enable this parameter using a service tool to permit the cab mounted Idle
Increment/Decrement switch to be used.
2.4.5 Adjustable Low Idle Speed with Droop

1. Overview: The Adjustable Low Idle speed with Droop feature permits the low idle governor droop to
be adjusted within calibratable limits by a service tool.
2. Operation: The Adjustable Low Idle speed with Droop feature is an extension of the Adjustable Low
Idle Speed feature. A service tool can be used to adjust the Low Idle Speed Droop parameter with
calibrated limits. When configured, the engine will idle above the low idle speed and droop back to the
low idle speed when load is applied.
3. Programming Dependencies: The Adjustable Low Idle Speed feature needs to be available and
enabled for this feature to be available.
Low Idle Speed Droop
1. Application: The Low Idle Speed Droop parameter is used for adjusting the low idle speed droop.
2. Programming: Program the Low Idle Speed Droop parameter to the desired droop percentage.
2.4.6 Idle Shutdown

Overview: The Idle Shutdown feature can be used to shut down the engine if it idles for a specified period
of time without any operator activity. The Low Idle Shutdown Timer feature increases fuel economy. When
enabled, this function will automatically shut an engine off after a period of engine idling time has expired
and inactivity from the operator. The ECM will monitor the coolant temperature, commanded fuel, and the
engine speed for an idle condition. The amount of time the ECM will allow an idle condition until engine
shutdown is adjustable. The engine can be restarted by cycling the key switch. The Idle Shutdown feature
also supports an Idle Shutdown Relay that can be used to disconnect power to OEM selected high current
devices when the idle shutdown occurs. The relay may be controlled by a couple of different Source Driver
outputs depending on the application as indicated in Table 4-1.
2.4.7 Idle Ramp Down
1. Overview: The Idle Ramp Down function provides for an engine ramp down if the engine has been left
to idle without operator interaction for a period of time (programmed by the customer), and certain
conditions are met such as engine load being below a threshold. Idle Ramp Down allows for the ramp
down period to be set. This offers improved fuel economy during extended periods of idle.
2. Operation: If the Idle Ramp Down feature is enabled in the calibration, its operation as described in
the overview is characterized by the following attributes:
a. Idle time required before ramp down: The OEM can specify the duration of idling that must
expire before the ramp down occurs. This duration must be less than the idle time required
before shutdown if the Idle Shutdown feature is enabled in the calibration. The default value
for this time period is 60 seconds.
b. Final speed after ramp down: The OEM can specify the speed to which the engine must ramp
down. This speed must be at least 100 RPM less than the low idle speed, and must be greater
than 600 rpm. The default value for this speed is 600 rpm.
c. Warning lamp alert before Idle Ramp Down: The OEM can specify if the engine must alert the
operator of an impending ramp down in engine speed due to idling. The alert happens in the
form of a flashing warning lamp. The duration for which the warning lamp must flash can be
selected, and must be less than or equal to the total idle time required before the ramp down.
The warning lamp alert is enabled by default for a 60 seconds alert period. Note: The pending
ramp down may be temporarily halted by engaging the throttle, clutch or brake which will allow
an additional time period before attempting another ramp down. An option to allow the operator
to override the pending ramp down during the warning period may also be selected by the
customer. This option will prevent a ramp down from occurring and the engine will remain at
normal idle.
d. Coolant temperature threshold for Idle Ramp Down: The OEM can specify a coolant
temperature threshold under which the Idle Ramp Down will not be initiated, or will be
cancelled. This threshold is present to ensure that the engine stays warm during cold ambient
conditions. If the coolant temperature is under this threshold, Idle Ramp Down will not be
engaged even if all other conditions are met. Similarly, if the engine is running on the ramped
down speed, and coolant temperature goes under this threshold, the speed will ramp up to the
regular low idle. The default value for this threshold is 200 °F.
e. Engine load threshold Idle Ramp Down: The OEM can specify an engine loading threshold
over which the Idle Ramp Down will not be initiated, or will be cancelled. This threshold is
present to ensure that the engine torque output will meet the application requirement if the load
on the engine is high. If the load on the engine is over this threshold, Idle Ramp Down will not
be engaged even if all other conditions are met. Similarly, if the engine is running on the
ramped down speed, and engine load goes over this threshold, the speed will ramp up to the
regular low idle. The default value for this threshold is10% of the maximum load that the engine
can sustain.
f. Throttle position for Idle Ramp Down: The OEM can specify a throttle position threshold over
which the Idle Ramp Down will not be initiated, or will be cancelled. This threshold is the main
determinant of the operator activity. If the throttle position is over this threshold, Idle Ramp
Down will not be engaged even if all other conditions are met. Similarly, if the engine is running
on the ramped down speed, and throttle position goes over this threshold, the speed will ramp
up to the regular low idle. The default value for this threshold is 5%.
g. Ramp rates for Idle Ramp Down: The OEM can specify that rate in RPM per second at which
the engine speed must ramp down or ramp up when going in and out of Idle Ramp Down.
These ramp rates may need to be controlled to meet the engine stability requirements on
certain applications. The default values for these rates are: 25 RPM/second for ramp down
and 50 RPM/second for ramp up during recovery back to normal low idle speed.
4. Hardware Required: None
2.4.8 Engine Brakes
1. Overview: The Engine Brake feature operates Engine Compression Brakes, a Variable Geometry Turbo
(VGT) brake, or an Exhaust Throttle, depending on the hardware installed on the engine and switches
installed by the OEM. Engine Brakes can now be controlled via the VGT, which can be used as an exhaust
brake. See Table 2-2 for engine braking availability.
1. Note: This is the same as the 2007 automotive offering. The previous exhaust brake used for Tier 3 is
no longer needed (As this is replaced by the VGT brake or Exhaust Throttle). Compression Brakes are
not available on the QSB or QSG.
2. Note: Engine Brakes will only assist in slowing down a vehicle. The primary Service Brake is needed
to stop the vehicle.
Table 2-2 Engine Braking
Engine Models Braking Available
Exhaust
VGT Compression
Throttle
QSF3.8
QSB4.5 x
QSB6.7 x
QSL9 x x
QSG12 x
QSX15 x
2.4.9 Aftertreatment System Control

1. Overview: This feature allows the OEM options to interact with the Aftertreatment System Control
Feature. It is also used for configuring the high exhaust system temperature lamp on/off conditions. Refer
to CEB00502 Aftertreatment Electronic Technical Package.
2.4.10 Air Intake Restriction Monitor

1. Overview: This feature allows the engine controller to estimate the degree of restriction due to dust and
debris in the air intake filter. A highly restricted filter reduces air flow into the engine and impacts performance
and emissions. Using this feature will reduce unnecessary air filter changes and also detect optimal time for
replacing/cleaning air filters.
2. Operation: This feature uses the Air Intake Monitor restriction parameter to determine the degree of
restriction in the air intake filter. The ECM uses this signal to indicate if the type of restriction in the air intake
filter is moderate or severe. Refer Table 2-3 Air Intake Restriction Monitor Fault Code associated with the Air
Filter Delta Pressure Value.
Table 2-3 Air Intake Restriction Monitor Fault Code
Air Filter Delta Pressure Value Fault Code Fault Code Indication
> 6.22 kPa (25 inches of Water) 5576 Maintenance Lamp (Moderate Restriction)
- Engine Air Filter Differential Pressure -
Data Valid But Above Normal Operating
Range - Least Severe Level
>11.25 kPa (45 inches of Water) 3341 Amber/Warming Lamp (Severe Restriction)
- Engine Air Filter Differential Pressure -
Data Valid But Above Normal Operating
Range - Moderately Severe Level
2.5 Electronic Accelerators (Throttle)

1. Overview: Throttle pedals with protection are highly recommended for use on Non-Stationary
equipment. The two recommended throttle pedals are the Dual Potentiometer throttle pedal or a throttle
pedal with Idle Validation switches. The OEM/customer will be required to sign a statement on the Engine
Check-Off Sheet. This statement indicates that the OEM/customer understands the potential failure modes
and associated impacts of the selected throttle pedal type. See CEB00549 for additional throttle-specific
details.
2.5.1 Analog Throttle

1. Overview: Applications requiring continuous engine response from low idle through rated engine speed
should use a throttle position sensor. Whether hand or foot operated, this device measures the physical
displacement of the throttle and converts it into an electrical signal. The ECM is designed to accept a signal
of varying voltage that is proportional to throttle angular position. The throttle signal varies from 0 to 100%
of throttle range. The throttle signal can be arranged such that the throttle behaves as a deceleration pedal.
An example of this is its usage by tractors. When the tractor comes to the end of a row, the deceleration
pedal can be depressed and the tractor’s engine speed slows down and resumes when the operator
releases their foot from the pedal.
Idle validation provides a secondary input to the ECM to provide fault detection and permit limp home
capability.
Limp Home: In some applications, it is highly desired to provide the ability to continue equipment
operation after a throttle failure occurs. When the throttle failure is present the idle validation switches
are used to determine if the throttle is in the on idle or the off idle position. The engine will ramp to a
predetermined fueling value when the throttle is in the off idle position. The Throttle Limp Home feature
provides this capability in the case of some throttle failures. These throttle failures are any out of range
throttle conditions or idle validation errors. Idle Validation Switch (IVS) is needed to use the Throttle
Limp Home feature.
Note: The Limp Home feature is available only when a primary throttle, the Automotive (All Speed)
governor, and an idle validation switch is used. This feature is not recommended for industrial
applications.
Industrial Throttle Default: The Industrial Throttle Default feature determines the default throttle
values to be used when certain throttle system errors become active. The Throttle value will default to
one of two calibratable values, depending on an out of range high or low fault. The Industrial Throttle
Default feature is recommended for industrial applications.
2.5.2 Accelerator Pedal or Lever Settings (Single Potentiometer Throttle)

1. Overview: The Accelerator Pedal or Lever Settings feature allows the user to select from different
acceleration types, also called linearization schemes, associated with the primary accelerator and the
remote accelerator.
2. Operation: Using a service tool, one can enable this feature and selects an acceleration type for
Primary Accelerator Pedal or Lever Option and Remote Accelerator Pedal or Lever Option from any
one of the following enumerated values:
- Normal Accelerator Pedal or Lever with Idle Validation and Auto Zero
- Normal Accelerator Pedal or Lever without Idle Validation and with out of range diagnostics.
- None
- Decelerator with out of range diagnostics
- Normal Accelerator Pedal or Lever without out of range diagnostics
- Normal Accelerator Pedal or Lever without Idle Validation and without out of range diagnostics
- Custom Accelerator Pedal or Lever Setup 1
- Test Cell Accelerator Pedal or Lever
3. Programming Dependencies: The parameter Remote Accelerator Pedal or Lever Option is displayed
only if the Remote Accelerator feature is available and enabled.
On Idle switch (Only if requiring Idle Validation)
Off Idle Switch (Only if requiring Idle Validation)
Accelerator Position Sensor (w/IVS) (Refer to Section 3.7.1)
Remote Accelerator On/Off Switch (Refer to 3.8.716)
Accelerator Pedal or Lever Settings
1. Application: The Accelerator Pedal or Lever Settings parameter enables or disables the Accelerator
Pedal or Lever Settings feature.
2. Programming: If the vehicle uses the Accelerator Pedal or Lever Settings feature, set the Accelerator
Pedal or Lever Settings parameter to Enable.
Primary Accelerator Pedal or Lever Option
1. Application: The Primary Accelerator Pedal or Lever Option parameter is used the set the acceleration
type for the Primary Accelerator.
2. Programming: If the Accelerator Pedal or Lever Settings feature is enabled, set Primary Accelerator
Pedal or Lever Option to the required enumerated value for acceleration type.
Remote Accelerator Pedal or Lever Option
1. Application: The Remote Accelerator Pedal or Lever Option parameter is used the set the acceleration
type for the Remote Accelerator.
2. Programming: If the Remote Accelerator feature is available and enabled, then set Remote
Accelerator Pedal or Lever Option to the required enumerated value for acceleration type.
2.5.3 Dual Analog Accelerator (Dual Potentiometer Throttle) (Primary)

Overview: The Dual Analog Accelerator interface requirements are defined in CEB00549. Any Accelerator
Position Sensor, if installed and used with CM2350 Electronic Control System, must meet this standard.
Note: The Dual Analog Accelerator also referred to as the Dual Potentiometer Throttle is mutually exclusive
with other primary pedal or lever options. A Dual Pot throttle pedal or a throttle pedal with Idle
Validation switches is recommended for use on non-stationary equipment.
2.5.4 Remote Accelerator

1. Overview: The Remote Accelerator (Throttle) is an additional input for use in applications where remote
or secondary control of the engine is required. It provides a simpler interface that is suitable for long
wiring, while also giving choice of interaction between the primary accelerator and the remote
accelerator at the service tool level. The accelerator response depends on the currently selected
accelerator governor (See Section 2.3.3 All Speed Governor and 2.3.4 Min/Max (Automotive)
Governor).
2. Operation:
a. Activation Conditions
No faults related to Remote Accelerator should be active.
b. Activation
The feature is activated by switching on the Remote Accelerator On/Off switch in most cases. There
is provision for activating this feature without switching on the Remote Accelerator On/Off switch.
Refer to Active Operation below for further descriptions of the possible modes for activation and
interaction between Primary (Cab accelerator) and Remote Accelerator. When the Remote
Accelerator feature becomes active, the remote accelerator assumes control of engine fueling and
the cab accelerator is ignored.
c. Active Operation
The remote accelerator provides continuously variable engine control in response to the position
of the remote accelerator position sensor. The exact type of control (torque or speed) depends on
the current fueling governor. There are seven modes of interaction between the primary/cab
accelerator and the remote accelerator, which are selectable by the Remote Accelerator Pedal or
Lever Mode using a service tool.
Switch Controlled Remote Accelerator Pedal or Lever: The Remote Accelerator Select Switch
feature uses a switch to select between primary and remote accelerators. Once the switch is
flipped, the ECM completely ignores the other acceleration input. For example, if the operator
switches from Primary Acceleration to Remote Acceleration, the ECM will run on the Remote
Acceleration input only. Max wins and Min wins does not apply for this feature.
Switch Controlled Remote Accelerator Pedal or Lever with Transition Verification: The
Remote Acceleration Interlock feature uses a switch to select between primary and remote
accelerators. The interlock inhibits the transition from primary to remote accelerator or from the
remote accelerator to the primary until the selected accelerator input is below the commanded
acceleration. Max wins and Min wins does not apply for this feature.
Minimum Accelerator Pedal or Lever: The minimum value between the primary and the
secondary acceleration is used as the commanded acceleration. This feature is only available
when two accelerator inputs are provided to the ECM.
Decelerator: The remote accelerator value is subtracted from the primary accelerator value to give
the commanded acceleration value. This allows for improved equipment operation due to the ability
to maneuver without changing primary accelerator position. This mode prevents unintended
accelerations from occurring when there are active out-of-range acceleration errors.
The deceleration accelerator has two options of operation: normal and optimized.
- An optimized deceleration accelerator pedal is based on voltage inputs and therefore the
deadband is eliminated in the pedal operation. In this case, increasing the remote accelerator
position will have an immediate effect on reducing the engine speed. The speed will continue to
be reduced as the remote acceleration is increased until the engine speed reaches idle. Depressing
(or increasing) the remote accelerator beyond the point where idle speed has been achieve will not
result in further engine speed reduction.
- If a normal deceleration throttle (accelerator) pedal is used then dead band is inherent. The
default setup for a remote throttle used for deceleration is to have the acceleration dead band occur
at the beginning of the remote accelerator movement. This means the remote accelerator does
not affect the engine speed until it passes the primary accelerator setting. This will result in the
remote accelerator being at 100% (fully depressed) when the engine speed has been reduced to
idle.
Maximum Accelerator Pedal or Lever: The maximum value between the primary and the
secondary accelerator is used as the commanded acceleration. This feature is only available when
two accelerator inputs are provided to the ECM.
Combined Accelerator Pedal or Lever with Rescale: The Accelerator Rescale feature allows
the accelerator defined as the minimum accelerator to be rescaled over the remaining accelerator
range, which yields a greater resolution in accelerator control.
Switchless Remote Accelerator Pedal or Lever: The commanded acceleration toggles between
a user overridden accelerator pedal value and the remote accelerator value.
d. Deactivation. The deactivation procedure of the Remote Accelerator feature is based on the mode
the feature is configured to (refer to Active Operation above) When the Remote Accelerator feature
deactivates, the remote accelerator relinquishes control of engine fueling and the cab accelerator
commands engine fueling. Deactivation occurs automatically if a remote accelerator fault becomes
active.
Acceleration Position sensor (Refer to Section 3.7.1)
Remote Accelerator On/Off switch (Refer to Section 3.8.716)
Remote Acceleration Position sensor (specifications same as Acceleration Position Sensor, Refer to
Section 3.7.1)
Note: The Acceleration Position Sensor and Remote Accelerator On/Off switch may or may not be
required based on the mode the feature is configured to.
Remote Accelerator Pedal or Lever
1. Application: The Remote Accelerator Pedal or Lever parameter enables or disables the Remote
Accelerator Pedal or Lever feature.
2. Programming: If the vehicle uses the Accelerator Pedal or Lever Settings feature, set the Accelerator
Pedal or Lever Settings parameter to Enable.
Remote Accelerator Pedal or Lever Mode
1. Application: The Remote Accelerator Pedal or Lever Mode parameter is used the select the nature of
interaction between the Primary Accelerator and the Remote Accelerator.
2. Programming: Choose one of the display enumerations corresponding to the required functionality as
outlined in the Operation section of the General Feature Description above.
2.5.5 Frequency Accelerator (Throttle)
1. Overview: The Frequency Throttle feature converts a throttle frequency input into a requested throttle
percentage. The frequency signal must conform to the standards set forth in CEB00549. There is only
one default in case of an out of range error.
2. Operation: The ECM converts the frequency signal to a percent throttle value for commanding engine
speed. The Frequency Throttle offers advantages over analog throttles because of the increased
electrical noise immunity that frequency modulation offers. Also, the frequency throttle signal is less
affected by parasitic wiring resistances thus the frequency throttle may located much farther from the
engine than is possible with an analog throttle. A frequency throttle is well suited for marine and haul
truck applications where operator to engine distances are large and electrical noise is a problem.
- The Frequency Throttle feature must be enabled in the calibration and must be set up for the type
of frequency throttle assembly in use.
- Idle validation switches are not used. Signal out of range diagnostics are provided in the ECM to
indicate if there has been a frequency throttle failure.
- A frequency throttle signal power up delay time is provided to prevent erroneous faults if the
frequency throttle assembly powers up at a different rate of time than the ECM.
- Frequency throttle out of range fault diagnostics are ignored if the engine is cranking (engine
speed > 50 RPM and < 400 RPM).
3. Hardware Required: Frequency Throttle Assembly
2.6 Cold Start Aids

2.6.1 Engine Warm-up Protection – Maximum RPM and Torque
1. Overview: This feature limits engine speed and torque following engine start-up until sufficient oil pressure
is available to the engine components and until coolant temperature (CT) has reached a suitable operating
range. This feature reduces the risk of engine part damage due to operating at too high engine speeds or
loads before adequate oil pressure and coolant temperature is achieved.
2. Operation: After the engine is started, the Engine Warm-Up Protection (EWP) feature limits the speed at
low idle until sufficient oil pressure is sensed by the ECM. After sufficient oil pressure is sensed by the
ECM and after a fixed delay of 0.5 to 5 seconds, the speed may be limited at low idle for an additional
period of time (up to 15 sec for CT at -40 °C) if coolant temperature is too low.
If an oil pressure sensor error is recorded, the feature will initially limit the engine speed at low idle for 0.5
to 5 seconds depending on engine model. After the 0.5 to 5 second delay, there is an additional delay if
coolant temperature is low enough. This additional delay limits the engine speed for a duration that is
dependent on how low coolant temperature is. If the engine protection system feature is enabled and a
derate activates due to low oil pressure, the engine warmup protection feature will record an oil pressure
sensor error.
If a coolant temperature sensor error is recorded, this feature limits the speed at low idle until sufficient oil
pressure is sensed by the ECM. After sufficient oil pressure is sensed, there is an additional delay of 0.5 to
5 seconds depending on engine model. After the 0.5 to 5 second delay, the feature limits the engine speed
for a duration that is dependent on the time that was needed to detect sufficient oil pressure.
If oil pressure and coolant temperature sensor errors are recorded. The feature limits the speed at low idle
for a period of 5 – 30 seconds depending on engine model.
The engine warm up protection feature limits the engine speed at low idle for a maximum overall duration
of 5 - 300 seconds depending on engine model. If oil pressure stays low for more than the maximum
duration, this feature deactivates and lets the engine speed increase to the low idle speed. In this case, the
engine protection feature will activate and derate the engine speed.
Example 1 (Normal Operation): (Mid-range settings, actual times may vary depending on engine model)
EWP Overall Time = (Time to reach oil pressure threshold) + (3 seconds) + (EWP Delay Time based on
coolant temperature (see below)).
Maximum EWP Overall Time = 300 seconds (Actual time may vary depending on engine model).
Example of EWP Delay Time based on coolant temperature:

Coolant Temp Delay Time
(Deg. C) (Seconds)
-40.000 15.00
-35.000 12.00
-30.000 10.00
-25.000 10.00
-20.000 8.00
-15.000 5.00
-10.000 3.00
-5.000 1.00
0.000 0.00
5.000 0.00
10.000 0.00
15.000 0.00
20.000 0.00
Example 2 (Oil Pressure Sensor Error at Engine Start): (Mid-range settings shown)
EWP Overall Time = (3 seconds) + (EWP Delay Time based on coolant temperature).
Example of EWP Delay Time based on coolant temperature: (Actual times may vary depending on engine
model)
Coolant Temp Delay Time
(Deg. C) (Seconds)
-40.000 15.00
-35.000 12.00
-30.000 10.00
-25.000 10.00
-20.000 8.00
-15.000 5.00
-10.000 3.00
-5.000 1.00
0.000 0.00
5.000 0.00
10.000 0.00
15.000 0.00
20.000 0.00
Example 3 (Coolant Sensor Error at Engine Start): (Mid-range settings shown)
EWP Overall Time = (Time to reach oil pressure threshold) + (3 seconds) + (EWP Delay time based on
time to reach oil pressure threshold).
Maximum EWP Overall Time = 300 seconds (Actual time may vary depending on engine model).
Example of EWP Delay Time based on time to reach oil pressure threshold: (Actual times may vary
depending on engine model)
Time to Reach Oil Delay Time
Pressure (Seconds) For example:
Threshold At engine start, if it takes 4 seconds to reach Engine Oil
(Seconds) Pressure Threshold.
0.00 0.00
1.00 2.00 Then EWP Overall Time will be:
2.00 4.50 4 seconds + 3 seconds + 9.5 seconds = 16.5 seconds
3.00 7.00
4.00 9.50
5.00 12.00
6.00 15.00
8.00 20.00
10.00 20.00
12.00 20.00
14.00 20.00
16.00 20.00
18.00 20.00
2.6.2 Intake Air Heater

1. Overview: The Intake Air Heater feature is used to aid in engine starting during cold ambient conditions.
Under cold ambient conditions, the feature uses an ECM output to energize a grid heater coil through a
relay. The heated coil heats the intake air into the engine.
2. Operation: The Intake Air Heater feature is used to aid in engine starting during cold temperatures. At
key on, the intake manifold temperature is recorded. Based on this value; the ECM grid heater output
signal is turned on for a specific period of time if the temperature recorded is below 23 °F. The ECM grid
heater output is used to energize a grid heater coil through a relay and the heated coil heats the intake air
into the engine. The specific duration for which the heater is turned on (also called pre heat duration) is a
function of the intake manifold temperature recorded at key on. After key on, for the pre heat duration, the
wait-to-start lamp is also turned on to warn the operator not to start the engine until the heater turns off.
During cranking, the heater is always off to allow maximum current to be used by the starter.
Through the INSITE tool, a diagnostic test called Intake Air Heater Override is also provided such that the
user can override the Intake Air Heater control for a maximum time of 60 seconds. This test, if available,
allows the user to energize the Intake Air Heater relay to troubleshoot and diagnose start ability, white
smoke issues, and Intake Air Heater fault codes. The relay is energized with an audible click.
Intake Air Heater Relay
2.6.3 Coolant Temperature based Alternate Low Idle (Cold Idle)

Overview: The Coolant Temperature Based Alternate Low Idle feature (also referred as Cold Idle) is used
to warm up the engine faster by increasing the low idle speed when the engine is started in cold ambient
conditions. The purpose of the coolant temperature based alternate low idle (Cold Idle) feature is to allow
low idle speed, within calibrated limits, to be set to higher value while the engine is warming up. This feature
allows the low idle governor reference speed to be adjusted to a higher set point, allowing the engine to
warm up at a faster rate. When enabled and the coolant temperature is below the calibrated cold idle
temperature, the idle reference speed shall be set equal to a cold idle reference speed, which is normally
higher than the base low idle speed. This will force the engine to idle at a higher idle set point, thus reducing
the time for the engine to warm up.
After a timer has expired, the idle reference speed is ramped down to the initial reference speed that was
present before the cold idle reference became active.
2.6.4 Ether Injection System (QSX15 only)

1. Overview: The Ether Injection System is used to aid the engine during cold ambient conditions by
introducing ether into the intake air manifold.
2. Operation: During the compression cycle in the cylinder, the temperature of air introduced into the cylinder
from the intake air manifold is raised to 320°C. This temperature is enough to ignite the diesel, which has
an autoignition temperature of 288°C. In cold conditions, the temperature of the ambient air drops and
compression in the cannot raise its temperature to 320°C. When the temperature of the engine falls below
a calibrated limit, ether is sprayed into the intake air manifold. Since ether has an autoignition temperature
of ~160°C, it is able to combust, under much lower temperatures than diesel. The combustion of ether
releases enough heat to raise the temperature of diesel high enough to trigger its autoignition. The charge
temperature or the coolant temperature could be calibrated as the trigger temperature for the activation of
the ether injection system. The grid heater and the ether injection system cannot and are not to be
used simultaneously.
3. Programming: Custom calibration required.
2.7 Engine to Machine Interface Control

2.7.1 Dedicated PWM Output
1. Overview: The dedicated PWM output feature allows the customer to tailor an ECM generated PWM
signal.
Operation: The dedicated PWM Output feature provides a PWM output signal for OEM use whose
duty cycle is proportional to engine speed, torque or throttle percent. There are several such signal
types that can be selected dependent on the type of equipment to be controlled. The intended use of
the signal is monitor an engine or transmission that relies on an analog signal input or control a discrete
device. The duty cycle and frequency can be adjusted, while the amplitude is that of the battery voltage.
Figure 2-7 PWM Output Signal

Parameter Description: Dedicated PWM Output Enable
1. Application The Dedicated PWM Output Enable parameter indicates to the tool whether the Dedicated
PWM Output feature is enabled or disabled.
2. Programming: If the vehicle should use Dedicated PWM Output feature, set the Dedicated PWM
Output Enable parameter to Enable.
Dedicated PWM Output Type
1. Application: This indicates the desired Dedicated PWM Output signal type.
2. Programming: Set the Dedicated PWM Output Type parameter to get the PWM output as per desired
function. Refer to Table 2-4 for types of Dedicated PWM Output Type. For example, to get PWM
output as a function of Engine Speed set the Dedicated PWM Output Type parameter to SPEED.
Table 2-4 Settings for Dedicated PWM Output Type

Dedicated PWM Output Type Input Parameter
SPEED Engine Speed
INDICATED TORQUE ‘J1939 Indicated Torque’
NET BRAKE TORQUE Net_Brake_Torque
ACCELERATOR PEDAL Commanded_Accelerator_Position
LOAD BIAS (Not supported)
2.7.2 Duty Cycle Monitor

1. Overview: The Duty Cycle Monitor feature allows the service tool to access data that tracks the time
spent in different operating regions based on an engine speed vs. torque relationship.
2. Operation: The Duty Cycle Monitor feature allows a service tool to display in which region of the
engine duty cycle (see Figure 2-8) the engine is currently operating. The feature will use two short-
term 500 hour blocks of data that can be reset using a service tool. When both 500 hour blocks are
filled, the instantaneous load factor calculation will continue to be calculated and broadcast, but this
data will not be stored in the short term data stores. A long term hour map will be used to store long
term data. This data cannot be cleared by the service tool. Both short and long term regions will be
cleared on a recalibration. The service tool graphically displays the percent of time the engine has
spent in each operating region under the torque curve. One example of the benefit of this feature is
that the owner/operator could use the fuel consumption information, and then access the Duty Cycle
Monitor to see the current region of engine operation, and adjust the operation of the engine if possible.
Figure 2-8 Example of Duty Cycle Monitor

2.7.3 Switched Outputs Based On Sensed Parameters
Overview: Dual outputs based on sensed parameters provide up to two independent switched outputs for
OEM use. The state of each switched output can be determined by different inputs to the ECM depending
on the engine platform. The ECM can provide different outputs to OEM devices if any of the inputs are
above or below calibrated thresholds. Each switched output is independent of the other with respect to
control parameter input and threshold settings.
Each of these inputs can have a specified threshold and threshold type (over or under). Each of the
switched outputs can be calibrated to either on or off after a threshold is passed. Also, each output can be
calibrated to change states if any one or all thresholds are passed.
The OEM may control one or two ECM outputs based on any combination of the listed inputs. For each
input to be used, a threshold value is required to change the output state, and whether to trigger over the
threshold or under the threshold value.
The inputs available are:
Table 2-5 Input parameters for Switched outputs feature

Engine Speed Engine speed in RPM
Total Fueling Total fueling calculated in mg/stroke
Boost Pressure Boost pressure as sensed
Oil Pressure Value of oil pressure as indicated by the sensor or switch
Coolant Temperature Temperature of the coolant as indicated by the sensor
Commanded Throttle Percentage of throttle commanded on the engine
OEM Temperature Temperature as sensed by the optional OEM temperature sensor
OEM Pressure Pressure as sensed by the optional OEM pressure sensor
ISC Status Current state of PTO/ISC (active or inactive)
Intake Air Temperature Temperature of intake manifold in sensed
Road Speed Value of vehicle speed as sensed by the appropriate sensor (optional)
Battery Voltage Value of battery voltage
OEM Switch State of the OEM supplied switch (optional)
Expressed as a percentage of the actual torque output of the engine
Engine Torque (including the frictional torque required by the base engine itself) to
the net torque available at the current engine speed
2.7.4 Switched Outputs (Dual Output) with Engine Shutdown

Overview: The OEM may use any of the parameters listed before for engine shutdown based on any
combination of the listed inputs. Dual Output 1, Dual Output 2, and Dual Output Engine Shutdown are
independent of each other, meaning an OEM can tailor the available parameters to use Dual Output 1, 2,
and Engine Shutdown. For each input to be used a threshold value is required to begin shutdown and
whether to trigger action over the threshold or under the threshold, and a calibrated delay time for shutdown
is also required. Refer to Table 2-5 for available inputs.
2.7.5 Speed Signal to Tachometer

1. Overview: The Tachometer output is used to drive an external tachometer device that reports engine
speed to the operator.
2. Operation: The signal that is generated is a square wave voltage with a fixed duty-cycle of 50%, which
means that the signal is on for approximately half the time. The speed of the engine is represented by
the frequency of the square-wave, which is linearly proportional to the engine speed. The number of
pulses that is generated for every crankshaft revolution is set through a calibration.
Figure 2-9 Tachometer Signal
2.7.6 Electronic Fan Clutch

Overview: The Fan Control feature determines fan operation logic based on the feature parameters listed
in Table 2-6 Electronic Fan Clutch Parameters. When enabled, the Fan output will be based on the
parameter that is requesting the greatest fan on time. If for example, the Coolant Temperature was
requesting a Fan-On duty cycle of 60% and the IMT was requesting a Fan-On duty cycle of 50%, then the
Coolant Temperature requirement would have control and the final percent fan request would be 60%.
Whenever the fan output goes ON, there is a minimum period of time that the fan remains ON (default of
30 seconds). Note: The ECM calculated fan PWM duty cycle is periodically broadcasted on J1939 PGN
65213 at a transmission rate of 1 second. The OEM may choose to read this data off the J1939 datalink to
control the fan from an output other than the Cummins ECM output.
Table 2-6 Electronic Fan Clutch Parameters

Item Features
1 Air Conditioner Pressure Switch
2 Coolant Temperature
3 Intake Manifold Temperature (IMT)
4 Fan Manual Switch
5 OEM Temperature 1
6 OEM Temperature 2
7 OEM Pressure 1
8 OEM Pressure 2
9 Engine Braking
10 J1939 Percent Fan Request, PGN 57344
11 Charge Air Cooler (CAC) Outlet Temperature
From the parameters listed in Table 2-6 Electronic Fan Clutch Parameters, Coolant temperature and IMT
are required for the fan clutch control.
The software supports three different fan clutch hardware types, On-Off, Variable Speed and Closed Loop
Fan. For the On-Off type, each of the analog parameters listed above has both a Fan ON threshold and a
Fan OFF threshold. Whenever the parameter value is greater than the Fan ON threshold, the Fan output
is turned ON. It remains ON until the parameter value drops below the Fan OFF threshold. For the Variable
Speed type, each of the parameters listed above has an associated table which provides the relationship
of duty cycle versus the parameter units of either temperature or pressure. The logic for the variable speed
type is simply that the duty cycle output is the final percent fan request as determined by the parameters
listed above. The output signal is from a source driver output. The Fan Clutch output, from the ECM, can
be set up as either “High voltage output turns fan fully ON” or “Low voltage output turns fan fully ON”
(Default). For Closed Loop Fan Control with Fan Speed Input, the fan is driven by the same parameters
as the Variable Speed fan type. Additionally it is controlled by fan speed feedback from the built-in fan
sensor, allowing the fan speed output to respond to variable conditions maintaining optimal airflow. The
ECM monitors fan speed and adjusts the PWM signal duty cycle to achieve desired machine cooling needs.
2.7.7 Dual Fan Clutch

Overview: The Dual Fan is used to provide cooling using a second fan. The ECM driver output pin
supporting this feature is separate from the one used to control the ‘base fan’. However, the logic of
operation of this feature is similar to that of the base fan. The control feature determines fan operation logic
based on the feature parameters listed in Table 2-7.
Table 2-7 Dual Fan Parameters

Item Features
1 Intake Manifold Temperature (IMT)
2 Manual Fan Switch
3 OEM Temperature 1
4 OEM Temperature 2
5 AC Pressure
6 J1939 Percent Fan Request
7 Charge Air Cooler (CAC) Outlet Temperature
When enabled, the Dual Fan output will be based on the parameter that is requesting the greatest fan on
time. The OEM can select which channels to be supported by this feature. For example, consider that the
application is using OEM Temperature 1, IMT and CAT Outlet Temperature to determine the fan output. If
the OEM Temperature1 was requesting a Fan-On duty cycle of 70%, the IMT was requesting a Fan-On
duty cycle of 40%, and the CAC Outlet Temperature was requesting a Fan-On duty cycle of 90%, then the
CAC Outlet Temperature requirement would have control and the final percent fan request would be 90%.
The minimum amount of time for which the fan will remain ON can be calibrated. Note: The ECM calculated
fan PWM duty cycle is periodically broadcasted on J1939 PGN 64817 at a transmission rate of 1 second.
The OEM may choose to read this data off the J1939 datalink to control the fan from an output other than
the Cummins ECM output.
The software supports three different fan clutch hardware types: On-Off, Variable Speed and Closed Loop
Fan. For the On-Off type, each of the analog parameters listed above has both a Fan ON threshold and a
Fan OFF threshold. Whenever the parameter value is greater than the Fan ON threshold, the Fan output
is turned ON. It remains ON until the parameter value drops below the Fan OFF threshold. For the Variable
Speed type, each of the parameters listed above has an associated table which provides the relationship
of percentage fan request versus the parameter units of either temperature or pressure. The percentage
fan request for each of the channels is then used to select the maximum fan request which will drive the
fan output. The output signal is from a source driver output. The Fan Clutch output, from the ECM, can be
set up as either “High voltage output turns fan fully ON” or “Low voltage output turns fan fully ON” (Default).
For Closed Loop Fan Control with Fan Speed Input, the fan is driven by the same parameters as the
Variable Speed fan type. Additionally it is controlled by fan speed feedback from the built-in fan sensor,
allowing the fan speed output to respond to variable conditions maintaining optimal airflow. The ECM
monitors fan speed and adjusts the PWM signal duty cycle to achieve desired machine cooling needs.
2.7.8 Fan Type
Overview: The Fan Type parameter defines the type of the fan clutch installed, allowing the ECM to
configure its fan control signal. The types of fan clutches which are compatible with the Fan Control feature
are described below. Fan impedance should be less than 200 Ω to prevent false Open Load (OL) faults
from occurring. It may be necessary for the OEM to add an external resistor in parallel to the fan clutch
input. Resistance value of 120 – 180 Ω is recommended (see Figure 2-10).
a) On-Off: These fan clutches have two fixed operating modes, either full on/off or full on/partial
engagement. The partial engagement mode in these fan clutches is a fixed slip amount which is not
varied by the fan controls. The ECM will command either full on or full off with this mode.
b) Variable Speed: These fan clutches can vary the fan speed over a wide range between off and full
engagement. The fans can operate at the fan speed requested by the subsystem, regardless of engine
speed, until locked up. A Variable-Speed fan clutch needs to be able to utilize a PWM signal of
frequency defined by the Variable Speed Fan Frequency parameter as the variable speed input. These
fan clutches are generally hydraulically driven and are controlled by the fluid allowed to pass through
the hydraulic drive.
c) Electronic Viscous without Speed Sensor: These fan clutches use a viscous coupling to control the
speed of the fan. The volume of viscous fluid in the working chamber of the viscous coupling determines
the speed of the fan. The volume of fluid is controlled by the PWM Fan Control signal from the ECM.
d) Electronic Viscous with Speed Sensor: These fan clutches also use a viscous coupling to control the
speed of the fan. In addition, a speed signal from the fan drive is provided to the ECM for use in a closed
loop control of the fan speed. Two types are supported: Borg Warner and Horton High Frequency.
e) Electronic Variable Speed without Speed Sensor: These fan clutches use the PWM Fan Control
signal from the ECM to control the speed of the fan.
f) Data Link Output: These fan clutches use the SAE J1939 Data Link Requested Percent Fan Speed
datalink message from the engine ECM to control the speed of the fan. It is intended for OEMs that
have their own fan driver circuits and do not want to use the engine ECM fan driver output. Note: The
ECM’s fan clutch driver output pin SHOULD be left open when using the Data Link Output type of fan.
The Fan Control Type parameter should be set to the type of fan that is installed.
g) Reversible Fan
Reversible fan can be used as a base fan which serves the dual purpose of cooling the engine as well
as purging the radiator of excess debris. These fans are particularly useful in applications, such as
chippers and rock crushers, susceptible to a high amount of debris which can reduce the effectiveness
of the radiators. On a periodic cycle, or as requested by the operator on how the feature is configured,
air flow of the fan can be reversed to help clear debris lodged in the radiator. Depending on the type of
fan being used, the air flow reversal is accomplished either by changing pitch of the fan blade or the
direction of rotation of the fan.
This feature can also be implemented when an array of electric fan motors are used. The multiple fans
can be controlled via a single PWM control signal from the ECM provided that the total current draw of
the PWM signal is less than the circuit’s capability. The ECM will be able to provide a PWM control
signal to at least 8 fans. When this type of implementation is used, an external resistor needs to be
added by the OEM in parallel to the Electrical fan to pull enough current through the signal line so that
the diagnostics would work. The value of this Resistor should be around 120-180 Ohms. Figure 2-10 is
an example of the Electronic Fan control circuit and on how the external resistance needs to be added.
Figure 2-10 Electronic Fan Control Circuit Example (Spal Fan type)
The feature also supports inhibit option, where the purging operation is inhibited based on the signal
from purge inhibit switch as well as maximum percent fan request as compared to the inhibit fan request
threshold.
The Purge cycle can be inhibited based on either the command from the Operator or Engine status. If
the operator flips on the purge inhibit switch, Purge cycle won’t happen. Also if Engine condition is such
that it demands a level of cooling which is above a certain threshold, the purge cycle will be overridden.
In this situation, the feature will behave as a normal fan with cooling functionality.
While the purge cycle is a benefit to high dust and dirt environments, the main function of the fan is still
to cool the engine. The control logic for the cooling mode of the reversible fan is the same as that of the
base fan used primarily to cool the engine. Maximum fan request from the enabled channels will control
the fan speed. Also, percent fan request can be issued via the datalink.
2.7.9 Hydraulic Fan Drive System

Overview: A hydraulic fan drive system uses pressurized hydraulic fluid to rotate a fan. The key parts of
this system are: fluid, pump, motor, and a pressure control valve.
Based on the maximum fan request from different sensor channels, including datalink request, ECM
commands a PWM signal to the pressure control valve. The control valve acts as an interface between the
hydraulic system and the ECM and controls the pressure of the hydraulic fluid and thus the fan speed. The
pump is typically driven by the gear train accessory drive on the engine gear housing or through a similar
pump drive on the transmission. The pump pressurizes the fluid. The fluid transmits the power in the system
which rotates the fan.
With these systems, fan and cooling package do not need to be in front of the engine and a wider range
of fan speeds are supported.
2.7.10 Immobilizer
Overview: This anti-Theft feature provides a method for an operator to lock the engine so that the engine
cannot be operated without a valid password
This feature allows for the support of vehicle security and can support any third party immobilizer controller
(IMMO) that conforms to the Cummins Engine Network (CEN) Message Group.
This feature can be used by OEM’s which support an immobilizer option.
2.8 Engine Protection

2.8.1 Engine Protection
Overview: The Engine Protection System on electronic engines is designed to reduce engine damage
from prolonged exposure to engine conditions outside of the normal operating range. The Engine
Protection System monitors key engine parameters and logs diagnostic faults when the engine operates at
a condition that is over or under the normal range for that parameter.
When an Engine Protection Fault occurs, the electronic engine controller warns the operator with a dash
lamp signal, and can also derate the engine. An engine derate can be based on either torque or speed,
and are indexed to duration (time) and/or severity of the non-normal engine condition. In addition, the
equipment manufacturer may integrate the Engine Protection Fault into their Machine Protection Strategy
by applying audible alarms or disengaging the driveline.
The Engine Protection System helps to prevent progressive engine damage by proactively warning the
equipment operator of potentially damaging engine conditions and by derating or shutting the engine down.
This will result in a potential reduction in repair costs and engine downtime.
Operator training remains as an important element of the Engine Protection Strategy. Should the equipment
operator elect to avoid the Engine Protection functions, engine damage can result.
2.8.2 Engine Protection - OEM Pressure, OEM Temperature and OEM Switch Input
Overview: The OEM pressure sensor, OEM temperature sensor, and OEM switch can also be utilized to
activate the Engine Protection feature. However, it requires certain customer specific information to activate
this functionality.
- Speed and/or Torque derate
- Time based or severity based derates
- Derate threshold values (Torque derate is same as the standard Torque derate value)
- Shutdown threshold values (if required)
2.8.3 Engine Protection – Air Intake Restriction Monitor

Overview: The Air Intake Restriction Monitor can also be utilized to activate the Engine Protection feature.
The system monitors the air filter status. Fault codes are trigged if the air filter is moderately or severely
plugged. Further time-based torque derate occurs after a calibrated time elapses if the air filter is sensed
severely plugged.
2.8.4 Engine Protection – Overspeed

1. Overview: The Overspeed Protection feature monitors the engine speed and shuts off fuel to the
engine if an engine overspeed condition is detected.
2. Operation: The Overspeed Protection feature is an engine protection mechanism that monitors the
engine speed and takes action when the speed reaches a certain threshold. A fault will be logged and
the ECM shall record and store engine data when the fault occurs. The fueling resumes when the
engine speed drops below a secondary engine speed threshold. The engine speed at which an engine
overspeed condition is detected varies between engine families and is an adjustable value.
Note: The interface parameter EPD Overspeed RPM Drt Log contains multiple records each containing the
occurrence time of derate, the duration and the most extreme value of the input that caused the derate. A
blank record indicates no derate was recorded
2.8.5 Engine Protection Shutdown Override (Refer to Section 2.14.1)
2.8.6 Water in Fuel Sensor
General Description
1. Overview: The Water-in-Fuel (WIF) sensor (required for Tier 4F applications), is attached to the suction
side fuel filter. The ECM turns on the warning lamp (Amber Warning Lamp in the ‘ON’ steady state) to
indicate water in the filter. When the warning lamp (Amber Warning Lamp) is illuminated the vehicle
driver/maintainer should release the water from the fuel filter with the drain provided at the base of the
filter. Once the water has been drained and only fuel covers the WIF sensor, the ECM will turn off the
Amber Warning Lamp.
2. Operation:
The Water-in-Fuel Sensor feature detects the presence of water in the Water-In-Fuel collection tank.
The Water-in-Fuel collection tank is located in the bottom of the fuel filter. A Water-in-Fuel sensor
located in the collection tank can detect the presence of water, and warns the operator with a
maintenance event on the warning lamp (at the next key-ON) if water is detected. This parameter
requires installation of a special fuel filter and sensor.
3. Hardware Required: Water in Fuel Sensor
2.8.7 Air Intake Shut Off (ASO)

Overview: The Air Intake Shut Off (ASO) valve is used for applications in the oil and gas industry to protect
against combustible intake air situations. It will enable the shutoff of air intake flow during an emergency
situation in order to shut down the engine in a flammable environment. This feature is available on all
applications. If the ASO feature is required for the application, then a custom calibration will be needed.
Reference AEB 21.140 for detailed Air Intake Shutoff Valve operation and installation requirements.
Hardware Required:
Air Intake Shut Off Valve
Air Intake Shut Off Test Switch
Air Intake Shut Off Manual Switch
Air Shut Off Lamp
Figure 2-11 CM2350 ASO Wiring Diagram

2.8.8 Injector Performance Test (IPT)
1. Overview: IPT, or Injector Performance Test, is a test capable of detecting changes in injector operation
that can affect engine performance and reliability. This feature is available only for QSL9, QSG12 and
QSX15 programs. The equipment must be stationary and not in operation mode. Once activated, this test
will automatically increase and decrease engine RPM while closely monitoring fuel system response at
various engine conditions. The test will automatically stop if the test successfully completes, an engine
error occurs, or if the equipment being tested is operated.
2. Operation: The Injector Performance Test (IPT) algorithm gathers pressure drop measurements of HPCR
type injectors at different fuel quantity and pressure using a cycle of overrides that will eventually be used
to diagnose an injector based on measured pressure drops. Since this functionality is required by several
applications, the IPT algorithm is intended to provide a single method by which all of these applications can
integrate to their system. The IPT algorithm works closely with Injection Fueling Measurement (IFM)
algorithm to request test parameters and store pressure drop measurements.
The IPT test runs only when requested by service tool (INSITE) or manufacturing tool. When requesting
an IPT test, the requester specifies to start/stop the test through the interface. As IPT tests each injector
at different test points, it outputs a measurement of the averaged pressure drop over the test cycle. The
algorithm also outputs a decision pass or fail for each injector by comparing to low and high pressure drop
limits.
IPT runs during engine idle conditions (when the vehicle is in still position) in order to allow it to take full
control of the engine speed and fuel quantity. Before beginning to test injectors, the algorithm overrides
engine speed, pressure and total fueling. Once the desired engine speed is met, IPT overrides zero fueling
and requests test point to IFM to start taking measurements. Then IFM will control the IMV to completely
cut off fuel to the high-pressure pump, so that no new fuel is pumped into the accumulator. With the IMV
closed, the algorithm then intrusively commands a set of one or more injection pulses on one injector at a
time. For each set of injections, the algorithm estimates the resulting drop in rail pressure by processing
the signal from the rail pressure sensor. And each pressure drop measurement will be stored in IPT, and
will be averaged over a number of test cycles to make a pass/fail decision.
3. Identify whether IPT is a good fit for the application:
Please refer to Figure 2-12 to see If IPT is a good fit for the application or not.
For IPT Verification Test procedure refer to “CEB00344, Attachment B or C - Tier 4 Final IPT Verification
Test Procedure”.
Figure 2-12 IPT Flow Chart
Start
Is the Calibration Yes Disable IPT

Generic
No
50% at LSI = Too high (For QSX 15)

25% at LSI = Too high (For QSL 9)
If Parasitic loads are too
Does the Application have Yes No Disable IPT
high, Can load be easily
High Parasitic Loads
disconnected
No Yes
No
Is application
Is application required to run What is load reduced to?
Disable IPT Yes Yes sensitive to rapid Yes
at set speeds i.e. genset or Does it make it below high
engine speed
similar? parasitic criteria?
changes
No
No Is application sensitive to rapid speed

Yes Disable IPT
change? i.e. compressor required to
slowly change speed
No
Enable IPT
2.9 J1939
2.9.1 Multiplexing
1. Overview: J1939 Multiplexing is used to transfer discrete and analog I/O data over the J1939 datalink
rather than through physical wires. By re-allocating physical input connections to multiplexed inputs,
the system is more flexible and can accommodate a larger number of input variables. Multiplexing is
most commonly employed with OEM specific control modules, thus the protocols for transferring the
data must be platform independent. Note: If a parameter is multiplexed, the CM2350 ECM will not re-
broadcast the value it received.
2. Operation: If the OEM sets a switch multiplexing parameter to Multiplexed and assigns the switch a
source address, the ECM ignores the normal hardware input of the switch and reads the value from
the J1939 datalink instead. If a given pinout supports more than one switch, the ECM only ignores
signals on that pinout for the multiplexed switch.
2.9.2 Multiple Unit Synchronization

Overview: The Multiple Unit Synchronization feature allows two or more engines to be controlled by a
single throttle input.
2.10 Miscellaneous Features

2.10.1 Electrical System Voltage
Overview: The ECM uses the Electrical System Voltage feature to determine the nominal vehicle electrical
system voltage. This is a mandatory feature that allows the ECM to accurately compensate for various
supply voltages based on a user adjustable trim that may or may not be available for selection through the
tool depending on the application.
The QSB4.5, QSB6.7 (DOC+SCR), QSL9 (DOC+SCR), QSF3.8, QSX15 and QSG12 engine platforms
support either 12 V or 24 V systems, but require calibration support and special hardware. Contact your
Cummins Application Engineer if using a 24 V system on one of these engine platforms. QSB6.7
(DOC/DPF+SCR) and QSL9 (DOC/DPF+SCR) only support 24V calibrations.
2.10.2 Multilevel Security
1. Overview: The multi-level security feature provides more flexibility for securing functions in the
programmable memory of the ECM. This capability:
− Reduces the risk of unauthorized program memory changes that can compromise the
performance of the engine.
− Reduces the risk of unauthorized clearing of information in the ECM, thus insuring integrity of
customer data residing in the ECM.
2. Operation: The Multilevel Security feature categorizes various features, parameters, operations, and
data based on different levels of access and security, for the reasons mentioned above. Depending on
the category in which a particular element belongs, it may have certain protections assigned to it, such
as passwords, or no provision for saving changes.
2.11 Starter Lockout

2.11.1 General Feature Description
1. Overview: This feature prevents starter engagement by opening the starter control circuit. The primary
use of Starter Lockout is to prevent engagement when the engine is already running; however, this
feature is intended to prevent damage to the starter by disabling its engagement in any problematic
conditions. An additional function recently implemented prevents damage to the starter caused when
over cranking by enforcing a cool down period following extended cranking periods. A Wait to Start
Lamp will flash when the Starter cool down period is active preventing the Operator from cranking.
Starter lockout can also prevent starting in conjunction with error conditions set by other features, such
as the Air Shut Off feature in Section 2.8.7.
2. Operation: Starter Lockout prevents starter engagement when the engine is running. When engine
speed exceeds an exit threshold, the starter is locked out and remains in this state until the engine
speed returns to 0.
Additionally, when the engine is in a cranking state, which indicates that the starter has been engaged
but the engine has not started and is in excess of an allowable duty cycle for more than 30 seconds
over any 150 second period, the engine is locked out for a cool down period (120 seconds) in order to
allow the starter motor to cool off.
3. Hardware Required Starter Lockout Relay
2.12 Engine Maintenance / Monitoring Features

2.12.1 Maintenance Monitor
1. Overview: The Maintenance Monitor (also Oil Change Monitor) feature measures one or more
parameters which are correlated to oil wear. The feature will notify the operator using the Warning
lamp when the accumulated parameter approaches the oil change interval.
2. Operation:
This feature monitors the engine run time, fuel consumed, vehicle distance traveled, type of oil used,
fuel in oil dilution mass and the operating oil temperature to determine when to provide the indication
to the operator that it is time to change the oil. The requirements here are intended to cover both
industrial and automotive needs. Four options of oil change interval calculation designed for customer
to select are:
1) Automatic Mode - automatic interval calculation

2) Manual Mode for Time - manual input of engine run time
3) Manual Mode for Fuel - manual input of fuel interval
4) Manual Mode for Distance - manual input of vehicle distance interval
This algorithm may be reset by tool or by a sequence of operation performed by the operator. When
reset, this algorithm logs data to keep the history of OCM data resets, errors, and oil change intervals.
Maintenance Monitor Reset Procedure:

The Maintenance Monitor can be reset by using INSITE. A manual method to reset the Maintenance
Monitor is also available.
With the Keyswitch in ON Position, lamp test sequence completed, and Engine RPM = 0, perform
the following sequence of events.
1. With throttle fully depressed, cycle the Regen Switch or Service Brake Switch ON and OFF
3 times.
2. Fully release throttle.
3. With throttle fully depressed, cycle the Regen Switch or Service Brake Switch ON and OFF
3 times.
4. Fully release throttle.
Steps 1-4 above must be completed within a maximum of 25 seconds.
2.12.2 Trip Information

1. Overview: The purpose of Trip Information is to gather and report ECM resident business information
for the end user. It measures and accumulates several parameters, for example: fuel usage, engine
run-time, and engine distance. There are many more parameters and events recorded. The recorded
parameters can be observed with a service tool.
2. Operation: This feature operates automatically in the background, and is accessed with a service tool.
There is no operator interaction with the feature, and the feature does not affect engine performance in
any manner.
Parameter Descriptions: Engine Time Offset, ECM Time Offset
1. Application: The Trip Information feature provides a selected group of data to end-users. To ensure
proper information reporting, the Field user of the engine must enter the hours operated of the engine
and ECM prior to enlistment of the engine into field service.
2. Programming: Before enlisting the engine to field service set the Engine Time Offset parameter to the
engine run-time prior to service/ new installation of ECM, and the ECM Time Offset to the ECM run-
time prior to service.
2.12.3 Reset Trip Information

1. Overview: Reset Trip Information resets all the trip information "trip" data to zero.
2. Operation: When Reset trip information is initiated, the ECM shall reset all the trip information "trip"
data to zero in any trip information parameters supported by the application. However the totals shall
not be reset.
2.13 Sensors
2.13.1 OEM Temperature 1 Sensor (Auxiliary Temperature)
General Description
1. Overview: This feature provides an interface with the Auxiliary Temperature 1 sensor.
2. Operation: The feature, if available, indicates the Auxiliary Temperature 1, and the voltage sensed by
the ECM for this sensor. Optionally, the sensor may be multiplexed and the corresponding value may
come over the J1939 datalink (Refer to Section 2.9.1 Multiplexing).
2.13.2 Auxiliary Pressure 1 Sensor (OEM Pressure)
General Description
1. Overview: This feature provides an interface with the Auxiliary Pressure 1 sensor.
2. Operation: The feature, if available, indicates the Auxiliary Pressure 1, and the voltage sensed by the
ECM for this sensor. Optionally, the sensor may be multiplexed and the corresponding value may come
over the J1939 datalink (Refer to Section 2.9.1 Multiplexing).
2.13.3 Vehicle Speed Source
1. Overview: The Vehicle Speed Source feature allows the ECM to choose from several different types
of vehicle speed signals and interpret them. It also allows adjustments to related parameters to
correctly calculate the vehicle speed.
2. Operation: The ECM uses the parameters in this feature with inputs from the VSS to calculate the
vehicle’s speed and the current gear ratio.
3. Programming Dependencies: These parameters are always in use, as this feature does not have an
Enable.
2.13.4 Tachograph
Overview: The ECM uses the Tachograph signal to calculate vehicle speed if the Vehicle Speed Source
Type parameter is set to Tachograph. The single-ended Tachograph signal provides transmission tailshaft
speed similar to the Digital Vehicle Speed Source.
2.13.5 CAC out Temperature Sensor

Overview: CAC (Charge Air Cooler) is used to cool engine air after it has passed through a turbocharger,
but before it enters the engine. The idea is to return the air to a lower temperature, for the optimum power
for the combustion process within the engine. The CAC out temperature sensor senses the output
temperature of the charge air cooler.
2.14 Switches
2.14.1 Engine Protection Shutdown Override
Overview: The Engine Protection Shutdown Override Switch signal controls the Engine Protection Manual
Override function of the Engine Protection feature. This allows the vehicle operator to continue running the
engine for a calibrated time period in order to move the vehicle to a safe stopping location. Please note
that Engine Protection Override is not intended as a means of avoiding an engine shutdown for extended
periods. This would constitute an abusive situation which could result in progressive damage and will void
warranty.
2.14.2 Clutch Switch
1. Overview: The Clutch Switch feature tells the ECM if a hard-wired clutch switch is installed.
2. Operation: The Clutch switch has two positions, PEDAL PRESSED (Clutch Disengaged) and PEDAL
RELEASED (Clutch Engaged). The PEDAL RELEASED position indicates a closed switch connecting
the circuit to ground, and does not affect any other features. The PEDAL PRESSED position indicates
an open switch disconnecting the circuit from ground. This position inhibits or exits certain operational
states dependent on clutch engagement. For example, PEDAL PRESSED (clutch disengaged) will
disengage engine brakes.
2.14.3 Service Brake Switch
1. Overview: This provides the interface for the service brake switch. This input is generally associated
with Section 2.3.6 Engine Speed Cruise Control, and may not be used unless this feature is enabled.
2. Operation: This feature is enabled at the calibration level, and provides a monitor parameter for
determining if the state of the service brake switch is on or off. The Service Brake switch may be
multiplexed and its value obtained through the J1939 datalink (Refer to Section 2.9.1 Multiplexing).
3. OEM Components
3.1 Introduction
The OEM components section is written to assist OEMs in understanding and choosing appropriate
components for their applications
All manufacturer part numbers are subject to change without notice. Contact a manufacturer’s representative
for current part number listing.
3.2 How to Use This Section

3.2.1 Purpose
This section provides specifications for OEM-supplied components that interface with the CM2350
electronic subsystems.
3.2.2 Usage
OEMs typically use this document as follows:
1. Find Component Specifications: The Component List Table gives the page number where the
electrical and functional description of a component may be found.
2. Find Example Components: This section lists example components, which, according to the
manufacturer’s specifications, meet the requirements listed. Cummins makes no warranty of the
durability or reliability of any component not manufactured by Cummins.
3. Contact Suppliers: The Supplier Contact List contains supplier contact information if purchasing from
someone other than a Cummins distributor.
3.2.3 Contents
Component List
The Component List section lists the following information for each component in this section:
1. Name and document page number
2. General hardware type (e.g. relay, connector, SPST switch)
3. Application
4. Typical usage
Connectors
This section describes the connectors needed to connect to the CM2350 ECM.
Lamps
This section describes the electronic characteristics of the OEM-supplied lamps used with the CM2350
ECM.
Relays
This section describes the electronic characteristics of OEM-supplied relays and solenoids used with the
CM2350 ECM.
Sensors
This section describes the required electronic characteristics of the OEM-supplied sensors used by the
CM2350 ECM. Where appropriate, an example sensor that meets the requirements is listed in this section.
Switches
This section describes the electronic characteristics of OEM-supplied switches used with the CM2350
ECM. Common specifications tables are provided at the end of the Switches section and referenced from
those switches using the common specifications.
Any switch with unique specifications will have a specifications table within that switch description. Each
switch has a switch diagram showing the Open-Closed positions of the switch and listing how the ECM
uses each position.
Supplier Contact List Section
This section provides manufacturer contacts for components listed.
3.3 Component List

Table 3-1 Component List
The Usage column notations indicate the following:
1. Optional (OPT): The relevant feature requires this component, but the exclusion of the component
will not specifically affect engine functionality.
2. Required (RQD): Exclusion of a “Required” component precludes engine operation under the control
of the ECM.
Please note: Cummins does not warrant the durability or reliability of any non-Cummins related part.
Component Name Hardware Type Application Usage
CONNECTORS
2-Pin Water In Fuel Deutsch 2-Pin DT QSB4.5, QSB6.7, QSL9, QSF3.8, RQD
Sensor Connector Connector QSX15 and QSG12
4-Pin Intake Air Framatome/ QSB4.5, QSB6.7, QSL9, QSF3.8, RQD
Temperature/Pressure Sumitomo 4-Pin QSX15 and QSG12
Sensor Connector (TBAP) Connector
J1939 9-Pin datalink Deutsch HD10 QSB4.5, QSB6.7, QSL9, QSF3.8, RQD
Interface Connector Connector QSX15 and QSG12
OEM 96 Pin Connector Delphi 96-Pin QSB4.5, QSB6.7, QSL9, QSF3.8, RQD
(OEM Connector “J2”) Connector QSX15 and QSG12
24-Pin Crossover
Framatome F934000 QSB4.5, QSB6.7, QSL9, QSF3.8,
Connector RQD
QSX15 and QSG12
(OEM Connector)
J1939 Datalink Deutsch DT QSB4.5, QSB6.7, QSL9, QSF3.8, OPT
Connectors Connector. 3-Pin QSX15 and QSG12
Receptacle.

J1939 Datalink Deutsch DT QSB4.5, QSB6.7, QSL9, QSF3.8, OPT
Connectors Connector. 3-Pin Plug. QSX15 and QSG12
J1939 Datalink Deutsch DT QSB4.5, QSB6.7, QSL9, QSF3.8, RQD
Connectors Connector Assembly. QSX15 and QSG12
Termination
Receptacle.
2-Pin Fuel Heater Packard 2-Pin QSB4.5, QSB6.7, QSL9, QSF3.8, OPT
Connector Connector (Shroud) QSX15 and QSG12
LAMPS
Exhaust System Cleaning Amber Incandescent QSB4.5, QSB6.7, QSL9, RQD
(Regen) Lamp (Refer to or LED QSF3.8>75hp, QSX15 and
CEB00502) QSG12
Diesel Exhaust Fluid Lamp Amber Incandescent QSB4.5, QSB6.7, QSL9, RQD
(Refer to CEB00502) or LED QSF3.8>75hp, QSX15 and
QSG12
High Exhaust System Amber Incandescent QSB4.5, QSB6.7, QSL9, RQD
Temperature (HEST) or LED QSF3.8>75hp, QSX15 and
Lamp (Refer to CEB00502) QSG12
Exhaust System Cleaning QSB4.5, QSB6.7, QSL9, RQD
Amber Incandescent
(Regen) Disabled (Inhibit) QSF3.8>75hp, QSX15 and
or LED
Lamp (Refer to CEB00502) QSG12
Red Incandescent or QSB4.5, QSB6.7, QSL9, QSF3.8,
Stop Lamp RQD
LED QSX15 and QSG12
White Incandescent QSB4.5, QSB6.7, QSL9, QSF3.8,
Wait to Start Lamp RQD
or LED QSX15 and QSG12
Amber Incandescent QSB4.5, QSB6.7, QSL9, QSF3.8,
Warning Lamp RQD
or LED QSX15 and QSG12
Power on Indicator (POI) Amber Incandescent QSB4.5, QSB6.7, QSL9, QSF3.8,
OPT
Lamp or LED QSX15 and QSG12
RELAYS / SOLENOIDS
QSB4.5, QSB6.7 (DOC+SCR),
12 V or 24 V SPST RQD
QSL9 (DOC+SCR), QSF3.8
Relays
Intake Air Heater Relays
QSG12 OPT
QSB6.7 (DOC/DPF+SCR), QSL9 RQD
24V SPST Relay
(DOC/DPF+SCR)
12 V or 24 V SPST
QSL9 (DOC+SCR), QSF3.8,
Relay
Idle Shutdown Relay QSX15 and QSG12 OPT
QSB6.7 (DOC/DPF+SCR), QSL9
24V SPST Relay
(DOC/DPF+SCR)
QSB4.5, QSB6.7, QSL9, QSF3.8,
Fan Clutch Relay SPST Relay OPT
QSX15 and QSG12
SPST Relay QSB4.5, QSB6.7 (DOC+SCR),
(12 V / 50 A or QSL9 (DOC+SCR), QSF3.8,
Fuel Heater Relay 24 V / 30 A) QSX15 and QSG12 OPT
24V / 30A SPST QSB6.7 (DOC/DPF+SCR), QSL9
Relay (DOC/DPF+SCR)

QSB4.5, QSB6.7, QSL9, QSF3.8, OPT
QSX15 and QSG12 (Refer to
Starter Lockout Relay SPST Relay AEB 24.53
for more
information)
Dual Outputs Relay SPST Relay OPT
QSX15 and QSG12
12 V or 24 V SPST
QSL9 (DOC+SCR), QSF3.8,
Relays
Standard Relay QSX15 and QSG12 OPT
QSB6.7 (DOC/DPF+SCR), QSL9
24V SPST Relay
(DOC/DPF+SCR)
SENSORS
RQD
Coolant Level Sensor / Analog sensor / QSB4.5, QSB6.7, QSL9, QSF3.8,
(OPT for
Coolant Level Switch Discrete Switch QSX15
QSG12)
Analog Sensor
Water-In-Fuel Sensor (Filter/Connector Kit RQD
QSX15 and QSG12
Required)
Accelerator Pedal or Lever
Analog with 2 QSB4.5, QSB6.7, QSL9, QSF3.8, OPT
Position Sensor (w/Idle
switches QSX15 and QSG12
Validation Switch)
Accelerator Pedal or Lever
QSB4.5, QSB6.7, QSL9, QSF3.8, OPT
Position Sensor (w/Idle Analog
QSX15 and QSG12
Validation Switch)
Frequency Throttle Hall Effect Sensor OPT
QSX15 and QSG12
Accelerator Position Analog QSB4.5, QSB6.7, QSL9, QSF3.8, OPT
Sensor (Remote) QSX15 and QSG12
Dual Analog Accelerator Analog QSB4.5, QSB6.7, QSL9, QSF3.8, OPT
Position Sensor QSX15 and QSG12
Digital Vehicle Speed Signal Converter QSB4.5, QSB6.7, QSL9, QSF3.8, OPT
Sensor Input QSX15 and QSG12
Vehicle Speed Sensor Hall Effect or Variable QSB4.5, QSB6.7, QSL9, QSF3.8, OPT
(Magnetic Pickup VSS) Reluctance Frequency QSX15 and QSG12
Sensor
OEM Temperature Sensor Analog Sensor OPT
QSX15 and QSG12
OEM Pressure Sensor Analog Sensor OPT
QSX15 and QSG12
Tachograph Vehicle QSB4.5, QSB6.7, QSL9, QSF3.8,
Signal Converter OPT
Speed Sensor (VSS) QSX15 and QSG12
CAC Out Temperature QSB4.5, QSB6.7, QSL9, QSF3.8,
Analog Sensor OPT
Sensor QSX15 and QSG12

SWITCHES
Alternate Droop Switch SPST or Tristate OPT
QSX15 and QSG12
Alternate Low Idle SPST Switch OPT
QSX15 and QSG12
- APPLICATIONS -

Exhaust System Cleaning SPST Switch QSB4.5, QSB6.7, QSL9, RQD
(Regen) Disabled (Inhibit) QSF3.8>75hp, QSX15 and
Switch QSG12
Manual (Non-mission) SPST Switch QSB4.5, QSB6.7, QSL9, RQD
Exhaust System Cleaning (Momentary) QSF3.8>75hp, QSX15 and
(Regen) Initiate Switch QSG12
Air Conditioner Pressure QSB4.5, QSB6.7, QSL9, QSF3.8,
SPST Switch OPT
Switch QSX15 and QSG12
Auxiliary Governor Switch SPST Switch QSB4.5, QSB6.7, QSL9, QSF3.8,
OPT
QSX15 and QSG12
CC On/Off Switch SPST Switch QSB4.5, QSB6.7, QSL9, QSF3.8,
OPT
QSX15 and QSG12
Clutch Switch SPST switch (Pedal QSB4.5, QSB6.7, QSL9, QSF3.8,
OPT
Actuated) QSX15 and QSG12
Diagnostics On/Off Switch SPST switch OPT
QSX15 and QSG12
Air Intake Shutoff Switch SPST Switch QSB4.5, QSB6.7, QSL9, QSF3.8,
OPT
QSX15 and QSG12
3-Position Engine Brake DP3T Switch QSL9, QSX15
OPT
Level Switch (3-position)
Engine Brake On/Off SPST Switch QSB4.5, QSB6.7, QSL9, QSX15
OPT
Switch and QSG12
Engine Protection Shut- SPST Switch QSB4.5, QSB6.7, QSL9, QSF3.8,
OPT
down Override Switch (Momentary) QSX15 and QSG12
Fan Control Accessory QSB4.5, QSB6.7, QSL9, QSF3.8,
SPST Switch OPT
Switch QSX15 and QSG12
Increment/Set-
Decrement/Resume QSB4.5, QSB6.7, QSL9, QSF3.8,
SPST Switch OPT
Switch (used with ISC, QSX15 and QSG12
CC, LSG)
ISC Switch 1/ISC Switch
2/ISC Switch 3/ISC SPST Switch OPT
QSX15 and QSG12
Validation switch
Parking Brake Switch SPST Switch QSB4.5, QSB6.7, QSL9, QSF3.8,
OPT
QSX15 and QSG12
Remote Accelerator SPST Switch QSB4.5, QSB6.7, QSL9, QSF3.8,
OPT
On/Off Switch QSX15 and QSG12
Service Brake Switch SPST Switch OPT
QSX15 and QSG12
Reversible Fan Switch SPST Switch OPT
QSX15 and QSG12
3.4 Connectors
3.4.1 2-Pin Fuel Heater Connector
1. Overview: The Fuel Heater Connector does not connect directly to the ECM, but the OEM must provide power
and ground. The fuel heater connector is located on the fuel filter head.
2. Hardware: See Table 3-2 for a 2-Pin Fuel Heater Connector example
Table 3-2 2-Pin Fuel Heater Connector - Example
Connector Manufacturer 1 0F Part Number Plating Wire Gauge

specified
2-Pin Fuel Packard Connector Body: 1530 0027 Tin 10 AWG -12 V
Heater Terminal - 1207 7413 (10-12 AWG) Tin
Connector Wire Seal - 1201 5193 (10-12 AWG) 12 AWG -24 V
TPA 2- 1530 0014
1F
Connector Seal - 1530 0020
3.4.2 4-Pin Intake Air Temperature/Pressure Sensor Connector (TBAP):

1. Overview: The 4-Pin Intake Air Temperature/Pressure Sensor Connector is a combination sensor for Ambient
Air Temperature and Ambient Air Pressure.
2. Hardware: See Table 3-3 for a 4-Pin Intake Air Temperature/Pressure sensor Connector example. See Table
3-4 for connector pin out information.
Table 3-3 4-Pin Intake Air Temperature/Pressure Sensor Connector - Example
Connector Manufacturer Part Number Plating Wire Gauge

specified
4-Pin Intake Framatome To Engine Harness: Framatome Tin 18 AWG
Air Connector 4Pin: 54200415
Temperature Terminal: 54001801RWC
/Pressure Sumitomo/ To Sensor: Sumitomo Gold
Sensor Yazaki Connector 4Pin: 6098-0144
Connector Wedge: 6920-0081
Yazaki Seal: 7165-0063
Terminal : 1410-0098
(Or Yazaki Terminal: 7116-1530-08)
Table 3-4 4-Pin Intake Air Temperature/Pressure Sensor (TBAP) Pin out Information
Pin # Pinout Type Signal Name

1 Ratiometric Analog Input Ambient Air Pressure
2 Sensor Supply 5 V Sensor Supply
3 Resistive Analog Input Compressor Inlet Temp
4 ECM Return Sensor Return
Cummins supplies three 4-pin jumper harness kits:

10 foot TBAP Jumper part number 5256264
3.4.3 J1939 9-Pin Datalink Interface Connector
1. Overview: The 9-Pin Datalink Interface Connector connects electronic tools to the ECM and allows transfer of
SAE J1939 data. This is a required connector that every Tier 4F Industrial Cummins engine must have for
service accessibility on the OEM side. Connector installation must meet requirements defined in Section 5.3.3
J1939 Installation Information. An optional 3-pin datalink connector may also be added.
2. Hardware: See Table 3-5 for a 9-Pin Datalink Interface Connector example.
Table 3-5 9-Pin Datalink Interface Connector – Example
1 Cummins does not warrant the durability or reliability of any non-Cummins related part.
2 Terminal Position Assurance (TPA) – a Secondary Lock
Connector Manufacturer 3 2F Part Number Plating Wire

specified Gauge
9-Pin Datalink Deutsch 4 3F HD10-9-1939P Gold 20 AWG
Service Interface Solid Terminal: 0460-202-1631(16-20 ECM
Receptacle AWG) Power
Connector lines16
Or Terminal Stamped & Formed: AWG
1060-16-0144 (14-18 AWG)
Figure 3-1 9- Pin Datalink Interface Connector
3.4.4 J1939 Datalink Connectors (3-pin connector for Engine Side Tool Port)
1. Overview: All vehicles containing an SAE J1939 backbone should have the J1939 Datalink connectors
associated with the Engine side tool port; the three J1939 Datalink connector descriptions follow: a Plug,
Receptacle, and a Termination Receptacle.
2. Hardware:
a. Plug Hardware: The Plug connects the backbone to a node on the backbone side. There should be a Plug
on the backbone at each node. This connector consists of a 3-way Deutsch DT series plug and requires a
locking insert. The Plug uses gold-plated sockets.
b. Receptacle Hardware: The Receptacle connects a node to the backbone on the node side. There will be
a Receptacle for each node and Plug. This connector consists of a 3-way Deutsch DT series receptacle
and requires a wedge lock. The Receptacle uses gold-plated pins.
Termination Receptacle Hardware each ends of the backbone uses a Termination Receptacle. This pre-
assembled connector assembly consists of a DT04-3P receptacle, blue W3S-1939 wedge lock, gold-plated
pins, cavity plugs, and a 120-ohm resistor. There will be two Termination receptacles for each J1939 network.
Cummins does not warrant the durability or reliability of any non-Cummins manufactured part. See Table 3-6
J1939 Datalink (3-pin) Connectors - Example
Figure 3-2 J1939 Datalink Engine Side Tool Port 3-pin Connectors
4 Deutsch does not allow the use of connector lubricant with any of their connectors.
Table 3-6 J1939 Datalink (3-pin) Connectors - Example

Connector Manufacturer 5 4F Part Number Plating Wire
specified Gauge
J1939 Datalink Deutsch 6 5F Plug - DT06-3S-EP09
6F Gold 20 AWG
Connectors Receptacle - DT04-3P-E008
Terminal Receptacle - DT04-3P-P006
Pin terminal Reel - 1060-16-0644
Wedge Lock - W3P-1939 (Blue)
Socket terminal Reel - 1062-16-0644
Locking Insert - W3S-1939-P012 (Blue)
Table 3-7 J1939 Datalink (3-pin) Connector Pin out Information
Pin # Pinout Type Color Code

A CAN HIGH (+) Yellow
B CAN LOW (-) Green
C None None
Please refer to Table 3-7 for J1939 connector pin out information. J1939+ (CAN_H) uses the yellow color-coded
insulator and J1939- (CAN_L) uses the green color- coded insulator. All connections for connectors should utilize
this color scheme to avoid any misconnections.
3.4.5 OEM 96 Pin Connector

1. Overview: The OEM 96-pin Connector mates with connector J2 on the ECM. The OEM 96 – pin Connector
carries signals for CM2350 subsystem datalinks and OEM-supplied components.
2. Hardware: All Tier 4F CM2350 based Cummins engines use the OEM 96-Pin Connector. Hardware details
are mentioned in Table 3-8 OEM 96 Pin Connector Specifications
Note: Need to ensure that the connector is protected from paint spray when painting the engine. The paint
protective box will be available in December. More details to be available in the later versions of the CEB.
6 Deutsch does not allow the use of connector lubricant with any of their connectors.
Figure 3-3 OEM 96-Pin Connector
Table 3-8 OEM 96 Pin Connector Specifications

Connector Manufacturer 7 7F Part Number Plating Wire Gauge
specified
OEM 96 Pin Delphi Connector Body with added features: 13964572 Silver 20,18,16 AWG
Connector Cover Lever: 15494614 or (See Wiring
Cover Lever with Orange tab: 13964580 Diagram for
(recommended) Requirements)
Rubber boot: 13957208 (Alternative)
Terminal Lock: 15494608
Terminal (20 AWG): 13627884
Cavity Plug: 15318164
Strain Relief (Bolt down adaptor): Delphi
13856709
Electricpack Wire Tie (Black): 3822924 (Cummins P/N)
Anixter Rubber boot: 5314919 (Cummins P/N)
3.4.6 24-Pin Crossover Connector

1. Overview: The 24-Pin Crossover Connector breaks out the circuits from the engine harness. The connector
provides additional I/O pins to the OEM.
2. Hardware: See Table 3-9 for a 24-Pin Crossover Connector example.
Table 3-9 24-Pin Crossover Connector - Example

specified
24-Pin Delphi F934000 Gold 20 AWG

Crossover
Connector 1.5 mm Cavity: Battery return /
Terminal - 54001627 (16-18 AWG) Power lines are 16
Plug - 54241629 AWG
2.8 mm Cavity:
Terminal – 54001803 (18-20 AWG)
Plug - 54240002
Figure 3-4 24-Pin Crossover Connector
3.5 Lamps
Note: Mandatory lamps must be hardwired or multiplexed using J1939 messages. If these lamps are integrated
into a Graphical User Interface (GUI) or multi-function electronic display, the panel indication must be equivalent to
hardwired indicators and is clearly visible to the operator. These lamps must be easily identified by the operator.
The Tier 4F Cummins engine products support the use of either an LED or an incandescent lamp (light bulb). An
appropriately sized resistor should be wired in parallel with the LED to prevent the LED appearing ON when actually
OFF. This can occur due to a very small leakage current through the ECM output signal that drives the lamps. A
resistor on the order of 4.0-7.0 kΩ should be sufficient; verify this value for your application
3.5.1 Exhaust System Cleaning (Regen) Lamp
The Exhaust System Cleaning (Regen) Lamp notifies the operator that the Aftertreatment system is ready for
Exhaust System Cleaning and needs assistance from operator to regenerate within the next several hours of engine
operation. Please refer to CEB00502 Industrial Aftertreatment Electronic Technical Package for lamp requirements.
Note: The Regeneration Lamp is also named as Exhaust System Cleaning Lamp in T4F.
3.5.2 Diesel Exhaust Fluid (DEF) Lamp
The Diesel Exhaust Fluid Lamp controls a lamp or LED that alerts a vehicle operator that the DEF is low and
SHOULD be replenished. Diesel Exhaust Fluid Lamp MUST be unobstructed from driver view during all operating
conditions. The lamp illumination MUST be verified. Please refer to CEB00502 Aftertreatment Electronic Technical
Package for lamp requirements.
3.5.3 High Exhaust System Temperature (HEST) Lamp
The High Exhaust System Temperature (HEST) lamp indicates the increase of exhaust system temperature due
regeneration. Please refer to CEB00502 Industrial Aftertreatment Electronic Technical Package for lamp
requirements.
3.5.4 Exhaust System Cleaning (Regen) Disabled (Inhibit) Lamp
The Exhaust System Cleaning (Regen) Disabled (Inhibit) Lamp indicates that Exhaust System Cleaning Disabled
(Inhibit) Switch is active, therefore automatic and manual (non-mission) regeneration cannot occur. Please refer to
CEB00502 Industrial Aftertreatment Electronic Technical Package for lamp requirements.
Note: The Regeneration Inhibit Lamp is also named as Exhaust System Cleaning Inhibit Lamp in T4F.
3.5.5 Stop Lamp
1. Overview: The Stop lamp displays critical operator messages and diagnostics fault codes. The OEM should
prominently display the Stop lamp. All applications require the Stop lamp. If the driver receives a Stop lamp
indication, the driver should cease operation of the vehicle and engine as quickly as safely possible to reduce
damage to the engine.
2. Operation: The ECM illuminates the lamp for the following circumstances: serious fault detected, Engine
Protection Shutdown approaching, Engine Protection Shutdown Override activated, confidence test,
Aftertreatment and diagnostics.
3. Hardware: The Stop Lamp must meet the hardware requirements listed in Table 3-10.
Table 3-10 Stop Lamp Specifications
Item Requirement
Standard SAE Recommended Practice J1211
Type Incandescent or LED
Color Red
Lettering STOP
Typical Voltage 12 or 24 VDC
Minimum Luminosity 2 candle power
Maximum Current 500 mA Steady State
Peak Current (Ipk) 5.5 A
Peak Current duration 50 msec
3.5.6 Wait to Start Lamp

1. Overview: The Wait to Start Lamp indicates the driver has turned the keyswitch to an engine run position, but
should wait to start the vehicle. The most common reason for this is to wait for the Intake Air Heaters to complete
a pre-heat cycle during cold ambient conditions.
2. Operation: The ECM illuminates the lamp during the relevant period to inform the driver that the vehicle should
not yet be started. Note: Since the Intake Air Heater feature is enabled in all Tier 4F Industrial Midrange
calibrations, this lamp is mandatory.
3. Hardware: The Wait to Start Lamp must meet the hardware requirements listed in Table 3-11.
Table 3-11 Wait to Start Lamp Specifications
Item Requirement
Color White
Lettering WTS
3.5.7 Warning Lamp

1. Overview: The Warning Lamp displays messages that require prompt operator attention and diagnostics
messages. The OEM should prominently display the Warning Lamp. All applications require the Warning Lamp.
If the driver receives a Warning Lamp indication for a Maintenance Fault, the driver should take the vehicle to
a service center as soon as convenient.
2. Operation: The ECM illuminates the lamp for the following circumstances: Non-critical fault active, Idle
Shutdown Approaching, Idle Shutdown Override, Confidence Test, Maintenance Faults, Water-In-Fuel,
Aftertreatment and Diagnostics.
3.
4. Hardware: The Warning Lamp must meet the hardware requirements listed in Table 3-12.
Table 3-12 Warning Lamp Specifications
Item Requirement
Color Amber
Lettering WARNING or CHECK ENGINE
3.5.8 Power on Indicator (POI) Lamp

1. Overview: The Power on Indicator lamp gives visual indication of the state of the ECM.
2. Operation: The lamp can either be set to illuminate on detection of key ON or when the keyswitch is turned off.
When the lamp is set to illuminate at key on, the lamp will light-on at Key ON and will remain on until the ECM
has completed its power down functions and has gone into sleep mode. Similarly, when the lamp is set to
illuminate at key off, the lamp will light at Key OFF and remain on until the ECM has completed its power down.
Note that this feature can be used as notification that it is OK to remove power from the ECM.
3. Hardware: The Power on Indicator Lamp must meet the hardware requirements listed in Table 3-13.
Table 3-13 Power on Indicator Lamp Specifications

Item Requirement
Color Amber
Typical Voltage Must be the same as the ECM Supply Voltage
3.6 Relays
3.6.1 Fan Clutch Relay
1. Overview: The Fan Clutch Relay supplies power to or disconnects power from the fan clutch.
2. Operation: The Fan Clutch Relay may operate as a Normally Open or Normally Closed Relay as required by
the application. The ECM signal to turn the Fan Clutch Relay ON may be either a high or low voltage signal.
3. Hardware:
Part Specifications: The Fan Clutch Relay must meet the specifications listed in Section 3.6.5 Standard Relay.
See Figure 3-6 Standard Relay Diagram.
3.6.2 Fuel Heater Relay
1. Overview: The fuel heater relay provides power to the fuel heater. Keyswitch power controls the relay, and
the relay switches power to the fuel heater.
2. Operation: When the keyswitch is ON and the thermostat indicates very cold fuel, the circuit will close and
power will be provided to the fuel heater element. When keyswitch is off or the thermostat indicates acceptable
fuel temperature, the circuit will open and cut power from the fuel heater element.
3. Hardware: The relay hardware depends on the vehicle system voltage. A 12 V system requires a relay with a
12 V coil and 50 AMP contacts. A 24 V system requires a relay with a 24 V coil and 30 AMP contacts. Section
3.6.5 Standard Relay section meets the specifications for the Fuel Heater Relay. This relay must be wired into
the fuel heater circuit as indicated in interfaces and installation.
3.6.3 Intake Air Heater Relays
1. Overview: The ECM uses the Intake Air Heater Relay to energize the Intake Air Heater during cold weather.
2. Operation: During cold weather the ECM uses the relay to ENERGIZE the heaters and pre-heat the intake air
prior to start. The ECM DE-ENERGIZES the heater during engine cranking.
3. Hardware:
Part Specifications: Any Intake Air Heater Relay must match the specifications from Figure 3-5 Intake Air
Heater Relay and Table 3-14 Intake Air Heater Relay Specifications. Fuse specifications should be considered
for the system voltage selected. Refer to the Interfaces and Installations section for wiring recommendations
for the Intake Air Heater (grid) element.
Figure 3-5 Intake Air Heater Relay
Table 3-14 Intake Air Heater Relay Specifications

Item Requirement
Terminal Action Normally Open
Minimum No. of Terminals Four
- ENERGIZE Terminals 3-4 Closed
- DE-ENERGIZE Terminals 3-4 Open
Nominal Coil Voltage 12 VDC/24 VDC
Maximum Coil Current 2A
Maximum Coil Induction 12 V Relay – 80 mJ Load Limit
(see Note A) 24 V Relay – 260 mJ Load Limit
Minimum Contact Rating 200 Amps Continuous for 12 V (Fuse rating of 250 Amps)
100 8 Amps Continuous for 24 V (Fuse rating of 150 Amps)
8F
Note A: The 2 A current rating for the relay must not be exceeded. The maximum coil inductance that can be
tolerated is variable depending on the actual maximum current. The coil resistance should be such that (0.5 *
Inductance * Current^2) never exceeds the 80 or 260 mJ limit.
Example Part The following relays and fuses meet the requirements listed in Table 3-14 Intake Air Heater Relay
Specifications. Cummins strongly recommends wiring a suppression diode across the coil terminals if using a relay
without an integral suppression diode. Relays in Table 3-15 Example Intake Air Heater Relay Part List do not
contain a suppression diode.
Table 3-15 Example Intake Air Heater Relay Part List

Item Manufacturer 9 9F Manufacturer Part no.
12 V Relay AMETEK Prestolite SBJ-4201
24 V Relay AMETEK Prestolite SAS-4410 (100 amp)
24 V Relay AMETEK Prestolite SBJ-4401 (200 amp)
12 V Relay Stancor 586-902
24 V Relay Stancor 120-904 (100 amp)
8 In some applications, the current rating may be higher than the specification shown. The OEM is responsible to
select the intake air heater relay accordingly.
24 V Relay Stancor 586-905 (200 amp)

150 A Fuse Bussman AMG-150
250 A Fuse Bussman AMG-250
Note: The installer is responsible for procuring and mounting the Intake Air Heater power relay in a location free of
road splash and also for routing battery connections through the relay contacts to the Intake Air Heater, which is
shipped with the engines. The Intake Air Heater relay must not be mounted on engine.
For wiring recommendations for Intake Air Heater, refer to the Global Customer Engineering (GCE) Industrial site
to access the system wiring diagrams.
3.6.4 Idle Shutdown Relay

Overview: The Idle Shutdown Relay disconnects power from selected high-current vehicle systems when the
Idle Shutdown feature shuts down the engine. The Idle Shutdown feature turns off the engine after a
programmable time period of engine idling without interruption has been exceeded. At this time, the Idle
Shutdown Relay is energized.
Operation: When the relay is energized, the contacts OPEN and disconnect power from high-current devices.
When the relay is not energized, the contacts are CLOSED allowing power to high-current devices.
Hardware: The Idle Shutdown Relay must meet the specifications for a Normally-Closed Standard Relay as
described in the Standard Relay section below.
3.6.5 Standard Relay
1. Overview: The relays described in this section will function for many of the OEM supplied relays used with the
CM2350 subsystem. Where a different relay is required (e.g. Intake Air Heaters), an example relay will be
supplied in the specific section (see Note A).
2. Operation: Relays can operate in a Normally-Open or Normally-Closed fashion. The Normally-Open or
Normally-Closed refers to the condition of the relay terminals when power is not being supplied to the relay coil.
3. Hardware:
Part Specifications: Any relay using the Standard Relay must meet the specifications in Figure 3-6 Standard
Relay Diagram and Table 3-16 Standard Relay Specifications. This description uses terminal numbers on the
relays for reference only; a particular relay may use a different numbering scheme. Cummins strongly
recommends wiring a suppression diode across the relay coil if the relay does not contain an integral
suppression diode shown in Figure 3-7 Suppression Diode notes.
Figure 3-6 Standard Relay Diagram
Table 3-16 Standard Relay Specifications

Item Requirement
Relay Type Normally Closed Relay Normally Open Relay
Minimum No. of Terminals Four: Four:
-Energized Terminals 3-4 Open Terminals 3-4 Closed
-De-Energized Terminals 3-4 Closed Terminals 3-4 Open
OEM Coil Supply Voltage Battery Voltage Battery Voltage
Maximum Coil Current 2A 2A
Maximum Coil Inductance 12 V Relay – 80 mJ Load Limit
(see Note B) 24 V Relay – 260 mJ Load Limit
Note A: Relays should not be installed in such a way to expose the contact to water intrusion or dirt which may
cause electrical short circuit.
Note B: The 2 A current rating for the relay must not be exceeded. The maximum coil inductance that can be
tolerated is variable depending on the actual maximum current. The coil resistance should be such that
(0.5 * Inductance * Current^2) never exceeds the 80 or 260 mJ limit.
Figure 3-7 Suppression Diode notes
Example Standard Relay The specifications for the relay shown in Figure 3-8 Example Standard Relay and
meet the listed requirements for a Fan Clutch Relay and a Fuel Heater Relay. Cummins makes no warranty of
the reliability and durability of any non-Cummins manufactured part.
The OEM can mount the relay anywhere, but Cummins recommends engine compartment or in-cab mounting.
If you choose to use one of the example relays, choose the relay corresponding to the vehicle system voltage.
The relay mates to any standard DIN base. Figure 3-8 Example Standard Relay shows it mating to a Packard
bracket mount socket supplied with a terminal retainer. The OEM may mount this socket individually on a single
stud, or interlocked with other relays.
Figure 3-8 Example Standard Relay
3.6.6 Starter Lockout Relay

Overview
The Starter Lockout relay prevents the starter from engaging while the engine is running by opening the starter
control circuit.
Operation
The starter lockout relay will allow power to the starter relay or lock power out from the starter relay. The
standard configuration uses a Normally Closed relay which locks out the starter. The relay opens when the
engine is running. A normally open relay configuration can also be used which closes when the Ignition is ON
and the engine is not running.
However, a normally-open relay should be avoided as stated below.
1. In cases of low battery voltage, the ECM voltage can drop below the minimum requirement causing
the starter relay to open. Once this occurs, the voltage may rise above the minimum requirement
causing the ECM to re-engage the starter. This resultant cycling of the starter may cause premature
starter failure.
2. Typically this occurs for the following reasons:
a. Extended cranking of the engine has depleted the batteries.

b. Old/weak batteries in the machine.
Hardware
The Starter Lockout Relay must meet the specifications for an either a normally open or normally closed
Standard Relay.
3.6.7 Dual Outputs Relay

Overview
The Dual Outputs relays are energized/de-energized as a result of the logical function of a number of trigger
parameters, and are used for the control of other devices as desired.
Operation
The Dual Outputs feature can drive one or both relays, Dual Outputs Relay A and/or Dual Outputs Relay B.
Each relay may be used for any desired purpose, such as control of heaters, valves, etc. Each relay may
respond to trigger parameters such as engine speed, engine torque, boost pressure, shaft speed, oil pressure,
coolant temperature, commanded acceleration, ISC status. Each relay is configured separately and operates
independently.
Hardware
Part Specifications: Relays can be as per the specifications mentioned in Table 3.17. Solenoids are also
acceptable that meet the same coil specifications. In addition, the “Standard Relay” may be used for Switched
Output Relay A or B.
Figure 3-9 Dual Outputs Relay A and B Diagram
Table 3-17 Dual Outputs Relay Specifications
Item Requirement
Relay Type 1 Form C or as required by application
Minimum No. of Terminals Five: Terminals 1,2,3,4, and 5 (reference only)
Minimum No. of States Two: ENERGIZED or DEENERGIZED
- DEENERGIZED Terminals 3-4 closed, Terminals 3-5 open
- ENGERIZED Terminals 3-4 open, Terminals 3-5 closed
Nominal Coil Voltage 12 VDC/24 VDC

Maximum Coil Current 2A
Minimum Coil Resistance 6 Ω @ 12 V, 12 Ω @ 24 V
Maximum Coil Inductance 130 mH
Contact Rating OEM Responsibility
3.7 Sensors
3.7.1 Accelerator Pedal or Lever Position Sensor (w/Idle Validation Switch)
1. Overview: The Accelerator Pedal or Lever Position Sensor with Idle Validation Switch (IVS) (Primary), also
known as the Single Potentiometer Throttle, is defined in CEB00549. Any Accelerator Position Sensor used
with Tier 4F CM2350 products must meet the specifications defined in this CEB.
2. Operation: The Accelerator Pedal or Lever Position Sensor (w/IVS) uses a potentiometer with 2 switches (Idle
ON and Idle OFF switches) to help the ECM determine when the acceleration request is non-zero. Refer to
Section 2.5.2 Accelerator Pedal or Lever Settings (Single Potentiometer Throttle).
Note: This cannot be used with Remote Accelerator input.
3. Hardware:
Part Specifications: The Primary Accelerator Position Sensor must meet the specifications defined in
CEB00549.
3.7.2 Accelerator Pedal or Lever Position Sensor (w/o Idle Validation Switch)
1. Overview: The Accelerator Pedal or Lever Position Sensor without Idle Validation Switch (IVS) (Primary or
Remote), also known as the Single Potentiometer Throttle, is defined CEB00549 (Electronic Accelerator Pedal
Position Performance Specification). Any Accelerator Position Sensor used with Tier 4F CM2350 products
must meet the specifications defined in this CEB.
2. Operation: The Accelerator Pedal or Lever Position Sensor (w/o IVS) uses a potentiometer to help the ECM
determine the acceleration request. Refer to Accelerator Pedal or Lever Settings (Single Potentiometer
Throttle).
3. Hardware:
Part Specifications: The Primary or Remote Accelerator Position Sensor must meet the specifications defined
in CEB00549.
3.7.3 Dual Analog Accelerator Position Sensor

1. Overview: The Dual Analog Accelerator Position Sensor, also referred to as the Dual Potentiometer Throttle,
is defined in CEB00549 (Electronic Accelerator Pedal Position Performance Specification). Any Accelerator
Position Sensor, and used with Tier 4F CM2350 products, must meet the specifications defined in this CEB.
2. Operation: The Dual Analog Accelerator Position Sensor uses 2 position sensors typically mounted to a pedal
assembly that provide independent pedal position signals to the ECM. The ECM uses the 2 signals to validate
the pedal position and control engine operation. Refer to Section 2.5.3 Dual Analog Accelerator (Dual
Potentiometer Throttle) (Primary).
3. Hardware: Dual Analog Accelerator
3.7.4 Coolant Level Sensor
1. Overview: The Coolant Level Sensor is a device that determines if the proper level of coolant is maintained in
the vehicle cooling system. When the coolant level is below normal, the ECM will indicate the need for
maintenance at the ADD condition (for 3-level sensor) or Engine Warning for a critically low condition.
2. Operation: The Coolant Level Sensor is immersed in the coolant and exhibits a different resistance when
immersed in coolant versus being out of coolant. The ECM uses this signal to light an amber warning lamp if
a critically low coolant level is detected after a 10 second delay. A red lamp is then lit and the engine starts a
Derate.
3. Hardware: Part Specifications: The Coolant Level Sensor must have the electronic characteristics listed in
Table 3-18 Coolant Level Sensor Specifications. For mounting instructions, see the manufacturer’s information
for the sensor you have chosen that meets the voltage requirements. Reference Figure 3-10 Coolant Level
Sensor Input for wiring to the ECM. When using a two level resistive sensor, place sensor between J2–35 and
J2-32.
Table 3-18 Coolant Level Sensor Specifications
Item Requirement
Source Voltage (from ECM) 4.75 - 5.25 V (nominal 5 V)
Source Current 15 mA maximum
Voltage in fluid 0.75 - 1.75 VDC
Intermediate Voltage (3 level only - Warning Low) 2.0 - 3.0 VDC
Voltage out of fluid 3.25 - 4.25 VDC
Note that a short or open circuit will not fit the specified range for this sensor.
Figure 3-10 Coolant Level Sensor Input
3.7.5 Vehicle Speed Sensor (Digital VSS) Input

1. Overview: The ECM uses OEM-supplied values for tire revs/km and rear axle ratio, along with VSS input
tailshaft speed to calculate current vehicle speed and determine proper engine response during various
operating conditions.
2. Operation: The Digital Vehicle Speed Sensor supplies a positive-going pulse stream with a constant duty
cycle and a variable frequency. The Digital Vehicle Speed Sensor (VSS) requires power supply and return to be
provided by the ECM. To ensure the signal is accurately detected the sensor ground should be at the same
level as the ECM. The single-ended minimum input voltage detection threshold for a logic high (Vih) is +3.2V
as measured from the single-ended input pin and the ECM battery return pin. The maximum voltage for a logic
low (Vil) is +1.65V. The Digital VSS Input exists in one of two states: High or Low. The op-amp monitors the
state and provides the information to the microprocessor. The microprocessor uses the information to calculate
the signal frequency and the corresponding vehicle speed.
3. Hardware Required: Vehicle Speed Sensor Specifications are listed in Table 3-19 Digital VSS
Specifications. The Digital Vehicle Speed Sensor (VSS) uses a tone wheel or an existing gear to detect the RPM
of the transmission output shaft (tailshaft).
Table 3-19 Digital VSS Specifications
Item Requirement
Number of States Two: HIGH or LOW
V ih (maximum) 32 V
V ih (minimum) 3.35 V
V iL (maximum) 1.65 V
Maximum Frequency 15 kHz
Note: There are two wire and three wire digital vehicle speed sensor options available in the market. The sensor
should be wired according to the guidelines specified in the datasheet.
Figure 3-11 Digital VSS - Signal
Figure 3-12 Digital VSS - Simplified Circuit
3.7.6 Vehicle Speed Sensor (Magnetic Pickup VSS)

1. Overview: The ECM uses OEM-supplied values for tire revs/km and rear axle ratio, along with VSS input
tailshaft speed to calculate current vehicle speed and determine proper engine response during various
operating conditions.
2. Operation: A Magnetic Pickup VSS supplies a differential input of approximately sinusoidal AC voltage. Two
wires supply this input, one designated signal (+) and one designated signal. The VSS generates one cycle for
each tooth on the tone wheel. The ECM uses this value to determine the rotational speed of the transmission
output shaft. This with other OEM programmed values allows the engine to determine vehicle speed for use
by many features such as Broadcast of Vehicle Speed and Cruise Control. Any differential input voltage that
is greater than or equal to Voltage Detection Threshold 1 and transition to 0V to a voltage of less than or equal
to Voltage Detection Threshold 2 will be seen as a valid speed signal input transition. The input voltages require
for detecting speed signals increases as a function of frequency. Please see Figure 3-13 for reference.
Figure 3-13 Voltage Detection Threshold – Magnetic Pickup VSS
3. Hardware: Vehicle Speed Sensor Specifications are listed in Table 3-20.

The Magnetic Pickup Vehicle Speed Sensor (VSS) uses a tone wheel or an existing gear to detect the RPM
of the transmission output shaft (tailshaft).
Table 3-20 Magnetic Pickup VSS Specifications

Frequency (Hz) Voltage Detection Threshold 1 Voltage Detection Threshold 2
2 0.278 -0.278
200 0.282 -0.282
2000 0.524 -0.524
4000 0.930 -0.930
8000 1.797 -1.797
10000 2.236 -2.236
Item Requirement
Frequency Range 2-10000 Hz
Figure 3-14 Magnetic Pickup VSS - Simplified Circuit
3.7.7 Tachograph Vehicle Speed Sensor (VSS)

1. Overview: The Tachograph VSS is a vehicle speed display and recording device commonly used in Europe.
The Tachograph supplies a digital signal to the ECM that defines the current vehicle speed. Then, using OEM-
supplied values for number of gear teeth, the ECM can determine transmission gear ratio. Vehicle speed and
gear ratio are critical parameters for numerous standard and optional electronic features. Proper installation of
the Tachograph is critical for proper operation. Follow guidelines in the OEM Interfaces tech package.
2. Operation: The Tachograph generates a pulse train. The ECM can detect VSS pulses/second and pulse
width. Pulse width dictates the K factor, a pulse-to-distance constant that incorporates variables such as tire
size, axle ratio, and gear teeth. Vehicle km/hour is calculated using VSS pulse/second and the K factor.
Tailshaft RPM is calculated using VSS pulses/ second and gear teeth/rev, which is defined by the Vehicle Setup
Transmission Number of tailshaft Gear Teeth parameter. Gear ratio is calculated from tailshaft RPM and engine
crank RPM. Calculations are performed as follows:
Vehicle Kilometers/Hour = (VSS pulse/second) ÷ (K pulses/kilometer) × (3600 seconds/hour)
Tailshaft Revs/Minute = (VSS pulses/second) ÷ (gear teeth/rev) × (60 seconds/minute)
Gear Ratio = (tailshaft RPM) ÷ (crank RPM)
Figure 3-15 Tachograph Output Signal

High State
Pulse K Factor = 16/Pulse Width
Period VSS Pulses/Sec = 1/Period
Low State
Tachograph Output Signal
3. Hardware: The installed Tachograph must meet the specifications in Table 3-21 Tachograph Specifications.
Table 3-21 Tachograph Specifications
Item Requirement
Output Signal Type Single-Ended Pulse Train
Output Signal Pulses per Kilometer 6-20
Frequencies Supported 2-8500 Hz (0.1176 - 500 ms periods)
Output Signal Number of States Two: HIGH or LOW
Output Signal Maximum High State Voltage 5.0V
Output Signal Maximum Low State Voltage 0.9 V
Output Signal Minimum High State Voltage 3.2 V
3.7.8 OEM Temperature Sensor

1. Overview: The OEM temperature sensor (also referred to as the Auxiliary Temperature Sensor) may be used
to detect the temperature of any desired liquid or gas. The detected temperature can be used in the switched
output feature to switch a device on or off, to initiate an engine shutdown, or to control a fan. Any or all of the
associated features can be met at once. Installation varies according to application.
2. Operation: The OEM temperature sensor converts detected temperature into a resistance. This resistance is
detected by ECM and converted into OEM temperature using a table with 21 breakpoints. Temperatures
between breakpoints are calculated by linear interpolation. Therefore, the more nonlinear the basic sensor
curve is, the more breakpoints you should enter to match the nonlinear curve. As shown below the OEM
temperature may be used by either or both of the following features.
Electronic Fan Clutch – If the fan type is variable-speed, OEM temperature is applied to a calibration table
to generate a characteristic PWM duty cycle. The fan will operate at the minimum fan speed corresponding
to the characteristic PWM duty cycle. If the fan type is on/off, the fan will turn on or off when OEM
temperature transitions through a temperature threshold.
Switched Outputs – OEM Temperature is one of several trigger parameters for three options: Output A,
B, and Engine Shutdown. Each option has one or more associated temperature thresholds. Depending
on OEM temperature relative to these thresholds, the OEM temperature trigger parameter is either ACTIVE
or INACTIVE for each option. When the desired combination of trigger parameters is ACTIVE for the Output
A option, that output driver is enabled or disabled. When the desired combination of trigger parameters is
ACTIVE for Output B option, that output driver is enabled or disabled. When the desired combination of
trigger parameters is ACTIVE for the engine Shutdown option and Engine Shutdown is initiated.
Engine Protection – OEM Temperature can be utilized to activate engine protection.
3. Hardware:
Part Specifications: Any acceptable OEM Temperature sensor must meet the electrical requirements listed in
Table 3-22. See sample temperature-resistance calibration curve shown in Table 3-23 OEM Temperature
Sensor Sample Calibration Table.
Table 3-22 OEM Temperature Sensor Specifications
Item Requirement
Sensor Type Resistive Temperature
Minimum No. of Terminals Two: Signal and Return
Temperature Range Based on selected temperature sensor, Maximum range: (-40 °C
to 150 °C) or (-40 °F to 302 °F)
Output Voltage Range 0.14 to 4.92 V
Resistance @ Temperature Refer to Table 3-23 OEM Temperature Sensor Sample
Calibration Table
Maximum Output Current 1 mA
Table 3-23 OEM Temperature Sensor Sample Calibration Table

BP Deg C Deg F Volts R (Ohms) R (K Ohms)
1 150 302 0.146628 169.8 0.1698
2 145 293 0.164516 191.2 0.1912
3 140 284 0.184946 215.9 0.2159
4 135 275 0.208358 244.4 0.2444
5 130 266 0.235239 277.5 0.2775
6 125 257 0.266227 316.1 0.3161
7 120 248 0.301808 361.1 0.3611
8 115 239 0.34306 414 0.414
9 110 230 0.390714 476.3 0.4763
10 105 221 0.445552 549.8 0.5498
11 100 212 0.509091 637.1 0.6371

12 90 194 0.667302 865.5 0.8655
13 85 185 0.764907 1015 1.015
14 80 176 0.876735 1195 1.195
15 70 158 1.149658 1678 1.678
16 60 140 1.496676 2401 2.401
17 50 122 1.921896 3509 3.509
18 25 77 3.201075 10000 10
19 0 32 4.284409 33650 33.65
20 -25 -13 4.804497 138100 138.1
21 -40 -40 4.923314 361100 361.1
Example Part: The reported temperature vs. resistance curves of these two sensors match the calibration in Table
3-23 OEM Temperature Sensor Sample Calibration Table for the OEM Temperature sensor. The sensors differ
only in one using Metric hardware and the other using English hardware. The English sensor uses a 13/16-in integral
hex and 9/16-18 UNF-2A thread. The Metric sensor also uses a 13/16-in integral hex and 9/16-18 UNF-2A thread.
Cummins recommends OEM purchase these sensors with the OEM Temperature Sensor Kit and Mating Connector
Boot. Cummins distributors sell limited quantities of both sensors. Cummins does not warrant the reliability or
durability of any non-Cummins manufactured part.
Figure 3-16 Example OEM Temperature Sensor
Table 3-24 Example OEM Temperature Sensor Part List

Manufacturer Cummins Part
Item Manufacturer
Part No. * No.
English Sensor Only Hi-Stat 8316-202 3865323
English Sensor + O-Ring Cummins 3865312 3865312
Metric Sensor Only Hi-Stat 8316-201 3085198
Metric Sensor + O-Ring Cummins 3085185 3085185
Mating Connector Packard Metri-Pack 150 Series 1216 2197
Mating Connector Socket Packard 1212 4076
Mating Connector Boot Ell-Tron 3656057 3656057
* These part numbers can change without notice, please check with the manufacturer.
OEM Temperature Sensor Kit

The kit shown in Figure 3-17 OEM Temperature Sensor Kit is an example of mounting the OEM Temperature
Sensor (non-metric example of the sensor mentioned above). The OEM should mount the sensor vertically with the
connector on the bottom, for maximum protection. Cummins distributors sell limited quantities of the kit. The kit
consists of an L-bracket, jumper harness, and sensor with optional O-ring. The L-bracket mounts directly to the
vehicle frame, and provides a boss that accepts the sensor. The jumper harness mates to the sensor, and to a
breakout connector located on the OEM engine harness.
Figure 3-17 OEM Temperature Sensor Kit
Table 3-25 Example OEM Temperature Sensor Kit Part List

Item Manufacturer Manufacturer Part No.* Cummins Part No.
Kit Cummins 3407500 3407500
L-Bracket Only Cummins 3329222 3329222
Harness Only Cummins 3329224 3329224
Replacement Sensor Cummins 3865312 3865312
Mating Connector Deutsch DT04-2P 3616616
Mating Connector Pin Deutsch 1060-16-0144 3658431
Mating Connector Wedge Deutsch W2P 3616614
3.7.9 OEM Pressure Sensor
1. Overview
This feature provides the capability of using an OEM controlled pressure sensor, and interfacing the sensor with
the engine controls.
2. Operation:
The OEM can use a pressure sensor to read any desired pressure in the system, and input that pressure reading
into the Cummins ECM. The ECM reads this pressure through a dedicated analog input, on which the OEM sensor
would be connected. The OEM can also choose to multiplex this OEM pressure input, i.e. send the pressure value
to the ECM over J1939 datalink instead of using the ECM input pin.
Once the ECM reads the OEM pressure sensor, the ECM can take one or more of the following actions:
1) Derate the engine speed and/or torque for engine protection. In addition, an engine protection shutdown may
also be commanded. The OEM can specify the pressure thresholds under or over which the Derate/shutdown
should take place, along with the associated delay and warning periods.
2) A change in the pressure read by the ECM can be used to change the state of a discrete output of the ECM.
This output’s state can be changed exclusively because of OEM pressure OR in conjunction with several other
engine parameters. In addition, an engine shutdown can also be commanded. See features Switched (Dual)
Outputs Based on Sensed Parameters and Switched (Dual) Outputs with Engine Shutdown for more details.
3) If the application uses the electronic fan clutch feature, then the fan operation can be controlled from the OEM
pressure read by the ECM. If an ON/OFF type fan is used, the fan can be turned ON when the OEM pressure
goes over a specified threshold. If a variable speed fan is used, then the duty cycle of the fan output signal can
be modulated as a function of the OEM pressure.
Auxiliary Pressure Sensor or Datalink
3.7.10 Water-In-Fuel Sensor
1. Overview: The Water-In-Fuel (WIF) Sensor detects the presence of water in the fuel filter. The sensor consists
of two conductivity probes in the bottom of the fuel filter.
2. Operation: When the conductivity probe indicates a conductivity change consistent with water, the ECM lights
the Warning Lamp at next Key-ON to indicate the potential that there may be water in the fuel. The
Water-In-Fuel (WIF) Sensor is connected to the Cummins supplied engine wiring harness at Connector C5.
These two pins are connected to J2-62 (return) and J2-13 (signal) of the ECM.
3. Hardware: Fleetguard manufactures an integrated WIF sensor and fuel filter, which meets the specifications
for Tier 4F CM2350 based Industrial Cummins engines. The sensor mates to a Deutsch DT series connector
and requires gold contacts and a special wedge lock. Use the Fleetguard sensor or the electronic equivalent.
Table 3-26 Water-In-Fuel Sensor (Example)

specified
Water In Fuel Connector Deutsch Connector Body: DT06-2S-P012 Gold 18 AWG
to Sensor (Enhanced Seal)
Terminal: 1062-16-0144
Wedge: W2SA-P012 (A Key)
Figure 3-18 Fuel Filter with Water-In-Fuel Sensor
Table 3-27 Fuel Filter with Water-In-Fuel Sensor, Part List

Item Manufacturer Manufacturer Part No.* Cummins Part No.
Mating Connector Deutsch DT06-2S 3616615
Mating Connector Wedge Deutsch W2SA 3658856
Mating Connector Socket Deutsch 1062-16-0144 3658430
WIF Sensor/Filter head Fleetguard FH23029
Fuel Filter Element Fleetguard FS19557
Table 3-28 WIF Sensor electronic specifications

Required resistance
Operating condition
across sensor
Out-of-range high >= 4.94M Ohms
Normal operation 68.8k Ohms 4.94M Ohms
Water-in-fuel detected 2.63k Ohms 68.8k Ohms
Out-of range-low <= 2.63k Ohms
3.7.11 CAC Out Temperature Sensor
1. Overview: CAC (Charge Air Cooler) is used to cool engine air after it has passed through a turbocharger, but
before it enters the engine. The idea is to return the air to a lower temperature, for the optimum power for the
combustion process within the engine. The CAC out temperature sensor senses the output temperature of the
charge air cooler.
2. Operation: The CAC out temperature sensor converts detected temperature into a resistance. This resistance
is detected by ECM and converted into CAC out temperature using a table with breakpoints. Temperatures
between breakpoints are calculated by linear interpolation. Therefore, the more nonlinear the basic sensor
curve is, the more breakpoints you should enter to match the nonlinear curve.
3. Hardware:
Part Specifications: Any acceptable CAC out Temperature sensor must meet the electrical requirements listed
in Table 3-29 CAC Out Temperature Sensor Specifications
Table 3-29 CAC Out Temperature Sensor Specifications
Item Requirement
Sensor Type Resistive Temperature
Minimum No. of Terminals Two: Signal and Return
Temperature Range Based on selected temperature sensor, Maximum range: (-40 °C
to 150 °C) or (-40 °F to 302 °F)
Output Voltage Range 0.16 to 4.91 V
Resistance @ Temperature Refer to Table 3-30 CAC Out Temperature Sensor Sample
Calibration Table
Maximum Output Current 1 mA
Table 3-30 CAC Out Temperature Sensor Sample Calibration Table
BP Deg C Deg F Volts R (Ohms) R K Ohms

1 150 302 0.163584 190 0.19
2 140 284 0.196545 230 0.23
3 130 266 0.253311 300 0.3
4 120 248 0.324422 390 0.39
5 110 230 0.41598 510 0.51
6 100 212 0.539584 680 0.68
7 90 194 0.700116 915 0.915
8 80 176 0.912836 1255 1.255

9 70 158 1.187206 1750 1.75
10 60 140 1.535128 2490 2.49
11 50 122 1.953855 3605 3.605
12 40 104 2.432705 5325 5.325
13 30 86 2.946042 8060 8.06
14 25 77 3.200879 10000 10
15 20 68 3.448392 12490 12.49
16 10 50 3.898859 19900 19.9
17 0 32 4.266007 32660 32.66
18 -10 14 4.539156 55340 55.34
19 -20 -4 4.726546 97120 97.12
20 -30 -22 4.846487 177400 177.4
21 -40 -40 4.917903 336600 336.6
Table 3-31 Example CAC out Temperature Sensor Part

Manufacturer Cummins Part
Item Manufacturer
Part No. * No.
CAC out Temperature Sensor Cummins 4088833 4088833
Note: Cummins distributors sell limited quantities of this sensor. Cummins does not warrant the reliability or
durability of any non-Cummins manufactured part.
3.7.12 Fan Speed Sensor (Digital) Input

1. Overview: The ECM uses the digital fan speed sensor to calculate the speed of the cooling fan during closed
loop Fan clutch control operations. There are two dedicated fan speed sensor pins – J1-21 and J1-19. J1-21 is
reserved specifically for a sensor with the external pull-up while J1-19 is used for a sensor requiring the pull-up
inside the ECM. For proper fan speed readings, ensure that the correct pin is being used corresponding to your
fan speed sensor type.
2. Operation: The Digital fan speed sensor outputs a positive square wave pulse stream with a constant duty
cycle and variable frequency. It requires a power supply for 3-wire type and a return to be provided by the ECM.
The sensor ground should be at the same level as the ECM ground to ensure that readings are accurate. The
minimum threshold for detecting a logic high is +3.35 V between the sensor input pin and the ECM battery
return. The maximum threshold for a logic low detection is +1.65 V. The output of the fan speed sensor to the
ECM is either high or low. An Op Amp in the ECM monitors this input and provides the information to the
microprocessor which uses the information to calculate the signal frequency and corresponding fan speed.
3. Hardware Required: The Fan speed sensor specifications are listed in Table 3-33.
Table 3-32 Digital Fan Speed Sensor Specifications

Item Requirement
Number of States Two: HIGH or LOW
V ih (maximum) 32 V
V ih (minimum) 3.35 V
V iL (maximum) 1.65 V
Maximum Frequency 15 kHz
Note: There are two wire and three wire digital fan speed sensor options available in the market. The sensor
should be wired according to the guidelines specified in the datasheet. The figure below shows the output signal
from the fan speed sensor to the ECM.
Figure 3-19 Switch Diagram Examples
Type 1 (J1-21) Sensor Pin Configuration (for 3-pin Hall-Effect sensor)
Type 2 (J1-19) Sensor Pin Configuration (for 2-pin Hall-Effect sensor)
3.8 Switches
3.8.1 Switch Conventions
1. Overview: This section uses standardized switching definitions. The document describes each switch with two
features: configuration and characteristics.
Switch Configuration
The number of poles and number of throws on a switch determine the configuration. The number of
electrically independent switch contacts affected by one switch movement determines the number of poles.
The number of switch positions resulting in an electrical contact determines the number of throws. The
document uses a convention for each prose descriptions and symbol illustrations.
Descriptions
Word definitions indicate the number of poles with ‘X’ P, and the number of throws with ‘X’ T. The number
determines the prefix (‘S’ for single, ‘D’ for double, 3, 4, etc.). For example, SPDT identifies a single-pole,
double-throw switch.
Symbols
Pictures use a dashed line between switch wipers to indicate poles. The number of connected wipers
equals the number of poles. The number of output terminals (a closed circle attached to an open numbered
circle) to which a switch wiper may connect determines the number of throws. The wiper with the greatest
number of throws determines the number of throws for the entire switch.
Figure 3-20 Switch Diagram Examples
3.8.2 Switch Specifications

Switch Type A
SPST On-Off Switch
Table 3-33 Type “A” Switch (SPST Toggle) Specifications
Item Requirement
Switch Type SPST On-Off
Minimum No. of Terminals Two: Terminals 1 & 2 (Numbers used for Reference)
State 1 Latched Action: Terminal 1-2 Closed
State 2 Latched Action: Terminal 1-2 Open
Contact Resistance (Closed) < 10 Ohms
Contact Resistance (Open) > 50k Ohms
Nominal Current 10 mA
Nominal Voltage Battery Voltage
Switch Type B
SPST (On)-Off Switch and SPST On-(Off) Switch
Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications
Item Requirement
Switch Type SPST (On)-Off SPST On-(Off)
Minimum No. of Terminals Two: Terminals 1 & 2 (Numbers Two: Terminals 1 & 2 (Numbers
used for Reference) used for Reference)
State 1 Momentary Action: Terminals 1-2 Latched Action: Terminals 1-2
Closed Closed
State 2 Latched Action: Terminals 1-2 Momentary Action: Terminals 1-2

Open Open
Contact Resistance (Closed) < 10 Ohm < 10 Ohms
Contact Resistance (Open) >50 k Ohm >50k Ohms
Nominal Current 10 mA 10 mA
Nominal Voltage Battery Voltage Battery Voltage
3.8.3 Switch Characteristics

1. Overview: The contact type and action of the switch determine the switch characteristics. Whether the switch
makes or breaks an electrical contact determines the contact type. Whether the operator flips a switch to a
given position (latched) or must hold it momentarily and release (momentary) determines the switch action.
Descriptions
Words define latched contact by On or Off, and momentary contact with parenthesis. Thus, On-Off-(On)
indicates a switch with a latched On/Off, and a momentary On position available.
Symbols
Diagrams define contact where a switch meets a filled circle or filled triangle connected to a numbered
open circle. The circles indicate latching action, and the triangles indicate momentary action. See Figure
3-20 Switch Diagram Examples.
3.8.4 Alternate Droop Switch

1. Overview: The Alternate Droop switch selects different droop characteristics for the High Idle Governor feature
or the All Speed Governor (ASG) feature or both. This is desirable when the machine is transitioning to a
different mode of operation, for example from loading to hauling.
2. Operation: The switch may be a two-position switch or a three-position (tri-state) switch (see Figure 3-21).
The three-position switch will be connected to an ECM pin configured for analog input signal. Each position
corresponds to a calibrated droop percentage. Optionally, the switch value may also be multiplexed and thus
coming over the J1939 datalink (Refer to Section 2.9.1 J1939 Multiplexing).
3. Hardware: The transition may be performed by any dedicated switch contacts, including a relay or a manual
operator switch. Installation depends on the type of switch that is used (See Figure 3-21).
Part Specifications: The Alternate droop switch must meet the specifications listed in
Table 3-35 Alternate Droop Switch Specifications.
Figure 3-21 Alternate Droop Switch Diagram
Table 3-35 Alternate Droop Switch Specifications

Item Option 1 Option 2
Switch Type SPST Contacts SPDT Contacts (Tri-State)
Minimum No. of Terminals Two: Terminal 1 and Terminal Three: Terminal 1, 2 and 3
2 (reference only) (reference only)
Three: BASE DROOP, Two: BASE DROOP and
ALTERNATE DROOP2 and ALTERNATE DROOP2
ALTERNATE DROOP3
Terminal 2 Open Terminals 1-2 Open
- ALTERNATE DROOP2 Terminals 1-2 Closed Terminals 1-2 Closed
- ALTERNATE DROOP3 NA Terminals 2-3 Closed
Contact Resistance (Closed) < 10 Ohms < 10 Ohms
Contact Resistance (Open > 50k Ohms > 50k Ohms
Nominal Current 10 mA 10 mA
Contact Material Gold Flash Gold Flash
3.8.5 Alternate Low Idle Switch

1. Overview: The Alternate Low Idle Switch selects between Normal Low Idle and Alternate Low Idle to determine
the engine’s low idle speed when operating on the Low Speed Governor.
2. Operation: The Alternate Low Idle Switch has two positions: Normal Low Idle or Alternate Low Idle. The Alternate
Low Idle Switch utilizes transition logic at key-on based on the calibration.
3. Hardware: Alternate Low Idle may be selected by any dedicated switch contacts, including a relay or a manual
operator switch.
Part Specifications: The Alternate Low Idle switch must meet the specifications listed in Table 3-36 Low Idle
Switch Specifications.
Table 3-36 Low Idle Switch Specifications

Item Requirement
Switch Type SPST Contacts
Minimum No. of Terminals Two: Terminal 1 and Terminal 2 (reference only)
Minimum No. of States Two: LOW IDLE and ALTERNATE LOW IDLE
- LOW IDLE Terminals 1-2 Open
- ALTERNATE LOW IDLE Terminals 1-2 Closed
Contact Resistance (Closed) < 10 Ohm
Contact Material Gold Flash
Figure 3-22 Alternate Low Idle Switch Diagram
LOW IDLE
2
1
ALTERNATE LOW IDLE
3.8.6 Constrained Operation Curve Switch

Please refer to CEB00346 (Machine Constrained Engine Operation – Installation requirements) and CEB00550
(Regulatory Compliance for Limited Power Curves / Alternate Droop / Intermediate Speed / J1939 Control
Features) for further details on the usage of this feature.
3.8.7 Switch Applications

Air Conditioner Pressure Switch
1. Overview: The Air Conditioner Pressure switch detects air conditioner refrigerant pressure relative to a
pressure threshold defined by the switch. The switch causes the main engine-cooling fan to respond to the
needs of the air conditioning system. The Fan Control feature uses the switch when the OEM enables the Fan
Control Air Conditioner Pressure Switch feature. Refer to 2.7.6 Electronic Fan Clutch.
2. Operation: The Air Conditioner Pressure switch has two positions, Open or ‘PRESSURE HIGH’ and Closed
or ‘PRESSURE NOT HIGH’. The PRESSURE HIGH position causes the normally closed switch to open the
circuit, activating the fan at full speed. The PRESSURE NOT HIGH position connects the circuit to ground, and
sends no run signal to the fan due to air conditioner refrigerant pressure. However, the fan may still run in
response to some other need such as high coolant temperature.
3. Hardware Part Specifications: The SPST On-(Off) Air Conditioner Pressure Switch must match the diagram
in Figure 3-22 Air Conditioner Pressure Switch and the electronic specifications listed in Table 3-34 Type B
Switch (SPST (On)-Off & SPST On-(Off)) Specifications. The OEM typically uses a pressure-activated switch,
and tees it into the high-pressure side of the air conditioner refrigerant system.
Figure 3-23 Air Conditioner Pressure Switch
Auxiliary Governor Switch

1. Overview: The Auxiliary Governor Switch activates the Auxiliary Speed Governor or the Auxiliary Pressure
Governor; depending on which feature is enabled in the calibration. The Auxiliary Speed Governor controls the
speed (RPM) of the engine to keep an output shaft at a constant speed. The Auxiliary Pressure Governor
controls the speed of the engine to maintain a constant pressure of an auxiliary pressure input.
2. Operation: The Auxiliary Governor Switch has two positions: OFF and ON. The OFF position indicates an
open switch disconnecting the circuit from ground. When the switch is in the OFF position, the engine fueling
is controlled by a standard governor. The ON position indicates a closed switch connecting the circuit to ground.
When the switch is in the ON position, the engine fueling is controlled by the Auxiliary Speed Governor or the
Auxiliary Pressure Governor; depending on which feature is enabled in the calibration.
3. Hardware: The Auxiliary Governor may be selected by any dedicated switch contacts, including a relay or a
manual operator switch.
Part Specifications: The Auxiliary Governor Switch must meet the specifications listed in Table 3-37 Auxiliary
Governor Switch Specifications. The switch should meet the configuration in Figure 3-23 Auxiliary Governor
Switch Diagram.
Table 3-37 Auxiliary Governor Switch Specifications

Item Requirement
Switch Type SPST Contacts
Minimum No. of Terminals Two: Terminal 1 and Terminal 2 (reference only)
Minimum No. of States Two: OFF and ON
- Auxiliary Governor Inactive Terminals 1-2 Open
- Auxiliary Governor Active Terminals 1-2 Closed
Contact Material Gold Flash
Figure 3-24 Auxiliary Governor Switch Diagram
1
1: ON
2: OFF
Cruise Control (CC) On/Off Switch

1. Overview: The CC On/Off switch operates the following features: Cruise Control or MUS.
2. Operation: The switch has two positions, ON or OFF. The ON position indicates a closed switch connecting
the circuit to ground. The OFF position indicates an open switch opening the circuit. Functions activated at
each switch position vary according to the current engine and vehicle conditions.
3. Hardware: A SPST toggle or rocker switch next to the Set/Resume switch is typically mounted on the dash
panel or steering wheel for driver convenience. The switch should meet the configuration in Figure 3-25 Cruise
Control On/Off Switch.
Figure 3-25 Cruise Control On/Off Switch
1 1: ON
2: OFF
Example Part - The specifications of this switch match the electrical requirements of an SPST On-Off switch
for Cummins engines shown in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.
Clutch Switch
1. Overview: The Clutch Switch detects the position of the clutch pedal.
the circuit to ground. The OFF position indicates an open switch opening the circuit.
3. Hardware: Standard switch.
4. Part Specifications: The normally open SPST Off-(On) Clutch Switch must meet the requirements in Figure
3-26 Clutch Switch Diagram and Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications.
Figure 3-26 Clutch Switch Diagram
Diagnostics On/Off Switch

1. Overview: The Diagnostics On/Off operates the Diagnostics feature of the engine. Please refer to External
Diagnostic Tools.
2. Operation: The Diagnostics On/Off switch consists of a standard SPST switch with two positions: ON or OFF.
The OFF position indicates an open switch disconnecting the circuit from ground. The ON position indicates a
closed switch connecting the circuit to ground. The Diagnostic switch enables flashing of faults codes through
the warning lamp. Please refer to External Diagnostic Tools for further details.
Part Specifications: The OEM usually mounts an SPST On-Off manual switch on the vehicle dashboard for
this switch. The Diagnostics switch must meet the configuration in Figure 3-27 Diagnostics On/Off Switch and
the requirements in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.
Figure 3-27 Diagnostics On/Off Switch
Air Intake Shut Off (ASO) Test Switch

1. Overview: The Air Intake Shut Off Test switch operates the Air Intake Shut Off Valve on the engine.
2. Operation: The Air Shut off Test switch consists of a standard SPST switch with two positions: ON or OFF.
The OFF position indicates an open switch disconnecting the circuit from ground. The ON position indicates a
closed switch connecting the circuit to ground. The Air Intake Shut Off Test switch enables a relay that turns
on the Air Shutoff Valve shutting off intake air to the engine. Please refer the Air Shut Off section in this CEB
Section Air Intake Shut Off (ASO) for further details.
this switch. The Air Intake Shut Off Test switch must meet the configuration in Figure 3-28 Air Intake Shut Off
Test Switch and the requirements in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.
Figure 3-28 Air Intake Shut Off Test Switch
Air Intake Shut Off (ASO) Manual Switch

1. Overview: The Air Intake Shut Off Manual switch operates the Air Intake Shut Off Valve on the engine
regardless of engine speed.
2. Operation: The Air Shut Off Manual switch consists of a standard SPST switch with two positions: ON or OFF.
The OFF position indicates an open switch disconnecting the circuit from the Battery Voltage. The ON position
indicates a closed switch connecting the circuit to Battery Voltage which energizes a relay that directly turns on
the Air Shut Off Valve shutting off intake air to the engine. Please refer the Air Shut Off section in this CEB
Section Air Intake Shut Off (ASO) for further details.
this switch. The Air Intake Shut Off Manual switch must meet the configuration in Figure 3-28 Air Intake Shut
Off Manual Switch and the requirements in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.
ON
ASO Manual Switch
2
1 - OFF 1
2 - ON
OFF
Figure 3-29 Air Intake Shutoff Manual Switch
Engine Brake Level Switch (Not available on QSF3.8, QSF4.5, QSF6.7, & QSG12)
1. Overview: The Engine Brake Level Switch regulates the maximum engine braking level usable by any feature
in the ECM. The Engine Brakes allow the engine to absorb torque from the vehicle and slow the vehicle down.
The engine braking level is regulated by the Variable Geometry Turbocharger and any cylinder compression
brake installed on the engine. The installation of an auxiliary exhaust pipe type engine brake is not allowed on
Tier 4F engines. This functionality is provided by the Variable Geometry Turbocharger or Exhaust Throttle.
2. Operation: The Engine Brake Level Switch is only used on engine models with compression brakes installed.
It is not required with VGT braking or Exhaust Throttle because they provide 1 level of braking, On (full braking
request) or Off. The engine brake level switch is used to select between 3 levels of braking, High (full capability),
Medium, and Low. The brake level switch should be configured in series with the Engine Brake On/Off switch.
Engines with compression brakes should use a SPST On/Off switch with a second High/Med/Low 3 position
switch (see the 3-position engine brake level switch diagram below). Engines with VGT braking or Exhaust
Throttle will only use the SPST On/Off switch (see the engine On/Off switch diagram below). Devices requesting
engine braking via the J1939 datalink will override these requested levels.
3. Hardware: On/Off Switch, Engine Brake Level Switch, Engine Brake hardware, Datalink (optional).
Engine Brake On/Off Switch (Not available on QSF3.8)
1. Overview: The Engine Brake On/Off switch enables the operation of the engine VGT brake or Exhaust Throttle
as well as the engine compression brakes. Engines with compression Engine Brakes use this switch in series
with the Engine Brake Level Switch.
2. Operation: The Engine Brake On/Off switch has two switch positions, ON and OFF. The ON position indicates
a closed switch connecting the circuit to ground, permitting engine brake engagement when commanded by
the Engine Brake feature. The OFF position indicates an open switch and circuit, disengaging Engine Brakes
and preventing future braking engagement. J1939 devices may still engage Engine Brakes with this switch
OFF.
3. Hardware: The Engine Brake On/Off switch must meet the configuration of Figure 3-30 or Figure 3-31 Engine
Brake Switch Configuration and specifications in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.
Figure 3-30 Engine Brake Switch Configuration (Compression Braking)
Figure 3-31 Engine Brake Switch Configuration (VGT Braking, Exhaust Throttle)
Engine Protection Shutdown Override Switch
1. Overview: The Engine Protection Shutdown Override Switch allows the driver to delay engine shutdowns
when a condition more critical than engine destruction exists during the engine shutdown warning period
initiated by the Engine Protection Feature. OEMs typically install the switch for transit vehicles that use the
Engine Protection Shutdown feature.
2. Operation: The normally open Engine Protection Override Switch has two positions: PRESSED and
RELEASED. The PRESSED position indicates a CLOSED switch, while the RELEASED position indicates an
OPEN switch. When the operator cycles the switch, the ECM resets the shutdown timer to 30 seconds. Refer
to 2.14.1 Engine Protection Shutdown Override for additional details.
3. Hardware: The OEM should use a prominent momentary push button for this SPST (On)-Off switch. The
switch must conform to the configuration of Figure 3-32 Engine Protection Shutdown Override (Momentary)
Switch and the specifications in Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications.
Figure 3-32 Engine Protection Shutdown Override (Momentary) Switch
Fan Control Accessory Switch

1. Overview: The Fan Control Accessory Switch permits fan operation activated by any switch or vehicle
condition the OEM specifies. The OEM may wire several switches together as Fan Control Accessory Switches,
any of which could activate the fan. Note that the fan may also operate independent of this switch due to some
other vehicle condition specified elsewhere in the ECM (e.g. high coolant temperature). OEMs typically use the
switch to engage the main cooling fan for: a manual switch, transmission oil temperature, or other fluid
temperature. OEMs must enable the Electronic Fan Clutch feature (refer to Section 2.7.6) for this switch to
apply.
2. Operation: The Fan Control Accessory switch has two switch positions, ON and OFF. The ON position
indicates an open switch and circuit, and the ECM operates the fan at full speed. The OFF position closes the
circuit to ground, and the ECM sends no signal to the fan due to this switch. However, the ECM may still run
the cooling fan due to some other condition, like high coolant temperature.
3. Hardware: The Fan Control Accessory may be selected by any dedicated switch contacts, including a relay or
a manual operator switch.
Part Specifications: The Fan Control Accessory Switch specific hardware varies by application. A temperature
switch in a fluid line or a switch on the dashboard could fulfill the requirements for this switch. Regardless of
exact hardware, the switch must meet the configuration of Figure 3-33 Fan Control Accessory Switch Diagram
and specifications in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.
Figure 3-33 Fan Control Accessory Switch Diagram
Increment/Decrement (Intermediate Speed Control and Low Speed Governor) or Set/Resume Switch
(Cruise Control)
1. Overview: The Increment/Decrement - Set/Resume Switch operates the following features on a single
installation: Diagnostics (5.2.2) Engine Speed Cruise Control (2.3.6), Vehicle Speed Cruise Control (2.3.7), ISC/
Industrial PTO (2.3.9), and Adjustable Low Idle Speed (2.4.4). The selected feature depends on engine and
vehicle conditions.
2. Operation: The three-position Increment/Set - Decrement/Resume switch has the following positions: a
momentary up position, a momentary down position, and a return to center position. The switch closes and
grounds a different circuit in each momentary position, activating functions in either position; the center position
leaves both circuits open. Functions activated at these switch positions vary with the selected feature and OEM
switch programming strategy.
Figure 3-32 Increment/Decrement – Set/Resume Switch Diagram briefly illustrates the possible switch
operations. Terminal numbers are shown for illustration.
3. Part Specifications: The OEM usually installs a manual switch in the dashboard next to the Engine Speed
CC/ISC On/Off switch for this switch. Any switch used must meet the specifications listed in Table 3-38
Increment/Decrement – Set/Resume Switch Specifications.
Figure 3-34 Increment/Decrement- Set/Resume Switch Diagram
Table 3-38 Increment/Decrement - Set/Resume Switch Specifications

Item Requirement
Switch Type SP3T (On)-Off-(On)
Minimum No. of Terminals Three: Terminals 1, 2, and 3 (reference only)
Minimum No. of States Three: INCREMENT/DECREMENT/COAST, NEUTRAL, or SET
RESUME/ACCEL (Set/Coast Strategy)
-SET/COAST (pressed up) Momentary Action: Terminals 1-2 Closed, Terminals 2-3 Open
-NEUTRAL (released) Latched Action: Terminals 1-2 Open, Terminals 2-3 Open
-RESUME/ACCEL Momentary Action: Terminals 1-2 Open, Terminals 2-3 Closed
Nominal Voltage Battery Voltage
ISC Switch 1/ISC Switch 2/ISC Switch 3/ISC Validation switch
1. Overview: The ISC Switch 1, ISC Switch 2, ISC Switch 3(or ISC Validation) switches are associated with the
Intermediate Speed Control feature (refer to Section 2.3.9).
2. Operation: Each switch has two positions, ON or OFF. The ON position indicates a closed switch connecting
the ECM input to ground. The OFF position indicates an open switch opening ECM input.
3. Hardware: The ISC switches are selected by any dedicated switch contacts, including a relay or a manual
operator switch.
Part Specifications: The OEM usually mounts the ISC Switch 1, ISC Switch 2, ISC Switch 3 (or ISC Validation
Switch) on the dashboard as a manual switch. The switch must meet the specifications in Figure 3-35 ISC
Switch and Table 3-33 Type “A” Switch (SPST Toggle) Specifications.
Figure 3-35 ISC Switch
Parking Brake Switch

1. Overview: The Parking Brake Switch is part of the Cruise Control and Vehicle Speed parameter group, and
detects the position of the parking brake.
the circuit to ground. The OFF position indicates an open switch opening the circuit.
3. Hardware: Part Specifications: The normally open SPST Off-(On) Brake Switch must meet the requirements
in Figure 3-36 and Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off)) Specifications.
Figure 3-36 Brake Switch Diagram
Exhaust System Cleaning (Regen) Disabled (Inhibit) Switch

1. Overview: The Exhaust System Cleaning (Regen) Disabled (Inhibit) switch disallows any automatic or manual
(non-mission) regeneration of the diesel particulate filter. This may be used by operator to prevent regeneration
when the machine is operating in a hazardous environment and the OEM is concerned about high temperature.
2. Operation: This switch is mandatory. Please refer to CEB00502 for details of operation.
3. Hardware: The Exhaust System Cleaning Disabled (Inhibit) Switch must meet the specifications listed in Table
3-33 Type “A” Switch (SPST Toggle) Specifications. This switch can be hardwired or multiplexed using J1939
datalink messages. Please refer to CEB00502 for details.
Figure 3-37 Exhaust System Cleaning (Regen) Disabled (Inhibit) Switch Diagram
Regen Permit
2
1
Regen Inhibit
Exhaust System Cleaning (Regen) Disabled (Inhibit) Switch Diagram
Manual (Non-Mission) Exhaust System Cleaning (Regen) Initiate Switch

1. Overview: The Exhaust System Cleaning (Regen) Initiate switch initiates a manual (non-mission) regeneration
of the particulate filter when the machine is in non-mission condition and DPF soot levels are high enough to
allow regeneration. HEST Lamp will be illuminated during the entire regeneration.
2. Operation: This switch is mandatory. Please refer to CEB00502 for details of operation.
3. Hardware: The OEM should use a momentary push button type switch for this SPST (On)-Off switch. The
switch must conform to the specifications listed in Table 3-34 Type B Switch (SPST (On)-Off & SPST On-(Off))
Specifications. This switch can be hardwired or multiplexed using J1939 datalink messages. Please refer to
CEB00502 for details.
Figure 3-38 Manual (Non-Mission) Exhaust System Cleaning Initiate Switch Diagram
Remote Accelerator On/Off Switch

1. Overview: The Remote Accelerator On/Off switch engages and disengages the Remote Accelerator feature.
When enabled, the Remote Accelerator feature (refer to 2.5.4) allows engine control from a remote location.
2. Operation: The OEM must enable the Remote Accelerator feature (refer to 2.5.4) for this switch to operate.
Each switch has two positions, ON or OFF. The ON position indicates a closed switch connecting the ECM
input to ground. The OFF position indicates an open switch opening ECM input.
3. Hardware:
Part Specifications: The OEM typically installs a manual switch mounted on a remote panel adjacent to the
Remote Accelerator Position Sensor for this switch. The switch must conform to the specifications in Figure
3-39 Remote Accelerator On/Off Switch and Table 3-33 Type “A” Switch (SPST Toggle) Specifications.
Figure 3-39 Remote Accelerator On/Off Switch
Service Brake Switch

1. Overview: The Service Brake Switch detects the position of the service brake pedal. Many features, such as
Engine Speed Cruise Control and ISC, use this information to help determine state transition logic. For example,
Engine Speed Cruise Control disengages when the operator applies the service brake.
2. Operation: The Service Brake Switch has two positions, PEDAL PRESSED and PEDAL RELEASED. The
PEDAL RELEASED position indicates a switch closed connecting the circuit to ground, and will not affect any
features. The PEDAL PRESSED position indicates an open switch and circuit and inhibits or exits certain
operational states incompatible with service brake engagement.
3. Hardware:
Part Specifications: The normally closed SPST On-(Off) Service Brake Switch must meet the requirements of
Figure 3-40 Service Brake Switch Diagram and Table 3-34 Type B Switch (SPST (On)-Off & SPST On-
(Off)) Specifications. OEMs typically use a normally-closed pressure-activated switch tied into the air brake line
for the Service Brake Switch.
Figure 3-40 Service Brake Switch Diagram
Coolant Level Switch

1. Overview: The Coolant Level Switch determines if the coolant level has dropped to the critical level in the
vehicle cooling system. When the coolant level is below that warning level, the ECM will indicate the condition
by lighting the lamp and setting the applicable fault code.
2. Operation: The Coolant Level Switch is installed in the coolant tank at a desired depth. The Coolant Level
Switch uses 2 states, Normal Level and Low Level. Depending on the Output resistance at Pin J2-35 and J2-
32 the normal and low coolant level are defined. Please refer to Table 3-39 Coolant Level Switch Specifications
to check for the switch specifications. The ECM uses this signal to light the lamp if a critically low coolant level
is detected after a designated delay.
3. Hardware:
Part Specifications: The Coolant Level Switch must have the specifications listed in Table 3-39 Coolant Level
Switch Specifications. For mounting instructions, see the manufacturer information for the switch chosen that
meets the electrical requirements. Refer to Figure 3-41 Coolant Level Switch Input for wiring to the ECM and
Figure 3-42 for Coolant level Switch Equivalent circuit.
Table 3-39 Coolant Level Switch Specifications

Item Requirement
Type of States Normal Level, Low Level
Output Resistance (Normal Level) 135-150 Ohms
Output Resistance (Low Level) 2565-2835 Ohms
Nominal Current 9 mA at normal level, 1.5 mA at low level
Figure 3-41 Coolant Level Switch Input
Figure 3-42 Coolant Level Switch Equivalent Circuit
Reversible Fan Purge/Inhibit Switch

1. Overview: The Reversible Fan Purge/Inhibit switch enables or disables the Reversible Fan Purge/Inhibit
Feature. Please refer to Reversible Fan section for more information on how the feature works.
2. Operation: The Reversible Fan Purge/Inhibit switch consists of a standard SPST switch with two positions:
ON or OFF. The OFF position indicates an open switch disconnecting the circuit from ground. The ON position
indicates a closed switch connecting the circuit to ground.
this switch. The reversible fan purge/inhibit switch must meet the configuration in Figure 3-43 Reversible Fan
Purge/ Inhibit Switch and the requirements in Table 3-33 Type “A” Switch (SPST Toggle) Specifications.
Figure 3-43 Reversible Fan Purge/ Inhibit Switch
1 1: ON
2: OFF
3.9 Suppliers
Table 3-40 Supplier Contact List
Casco Products Corporation Cutler-Hammer Delphi Connection Systems
380 Horace St. Newark Electronics P.O. Box 431
PO Box 5421 (800) 463-9275 Warren, OH 44486
Bridgeport, CN 06610-0241 http://www.ch.cutler- (330) 759-6000
http://www.cascoproducts.com/ hammer.com/ http://www.delphi.com/connect/e
http://www.newark.com/ connectors/automotive/
Ladd Industries –Deutsch Electronic Hardware Electroswitch Electronic
Connector Products http://www.ehcknobs.com/ Products
4849 Hempstead Station Drive http://www.newark.com/ 2010 Yonkers Rd.
Kettering, OH 45429 (800) 752-1680 Raleigh, NC 27604
Phone: 1-800-223-1236 (888) ROTARYS
http://www.laddinc.com/ http://www.electro-nc.com/
Ell-Tron Mfg. Co. Hi-Stat Robert Shaw
PO Box 416 Stoneridge North American Sales Siebe Fluid Systems
Vanderbilt, MI 49795 2350 Franklin Road, Suite 200 14109 Atlanta
http://www.elltron.com/ Bloomfield Hills, MI 48302-0385 Laredo, TX 78046
(248) 332-2280 (956) 717-3835
http://www.histat.com/
Siemens Stancor/White-Rodgers Wabash Technologies
Newark Electronics 9797 Reavis Rd 1375 Swan Street
(800) 463-9275 St Louis, MO 63123 P.O. Box 829
http://www.siemens.com/ (314) 865-8799 Huntington, IN 46750-0829
http://www.newark.com/ http://www.stancor.com/ (219) 356-8300
http://www.wabashtech.com/
Amtek/Prestolite Switch Teleflex Industrial Williams Controls
2220 Corporate Drive 640 N. Lewis Road 14100 SW 72nd Avenue
Troy, OH 45373 Limerick, PA 19648 Portland, OR 97224
(937)440-0843 (610) 495-7011 503-684-8600
http://www.powerandswitchprodu http://www.TeleflexMorse.com http://www.wmco.com
cts.com
M.C.S. Accelerator Pedals M.C.S. Accelerator Pedals BorgWarner Inc
Inside U.S. Outside U.S. World Headquarters
Arens Controls Company, LLC M.C.S. 3850 Hamlin Road
855 Commerce Parkway Rue du Doyenne, 32 Auburn Hills, MI, USA 48326
Carpentersville, IL 60110-1721 B-1180 Brussels-Belgium Web:
847-844-4700 (Telephone) Tel : +32-2-345.18.10 http://www.borgwarner.com/
847-844-4791 (Fax) Fax: +32-2-343.94.23 248.754.882 (Telephone)
email: info@arenscontrols.com e-mail: info@mcs-belgium.com
web: www.arens.com web: www.mcs-belgium.com
4. Interfaces and Installation
4.1 Introduction
This section gives details regarding the CM2350 pins and wiring. Installation requirements and guidelines are
also included.
4.1.1 Requirements Summary

In order for the Cummins electronic control subsystem to function properly and to provide acceptable product
reliability and durability, a total systems approach must be followed when engineering the complete control
system, including all critical components, into the vehicle/machine interface. These Installation Requirements
serve to support the design specifications of a reliable system. Please refer to Installation Specifications
Requirements Summary table.
Conductor requirements:
Wire insulation type TXL (per SAE J1128)
Individual lead 20 AWG stranded, unless noted:
- Power supply: 16 AWG stranded
- Doser pins and Key switch: 18AWG stranded
- Intake Air Heaters: 2 AWG or 6 AWG stranded (depending on system voltage)
- Fuel heater: 10 AWG or 12 AWG stranded (depending on system voltage)
EMI considerations:
- Twisted leads: Tachometer, primary accelerator, remote accelerator, and variable ISC feature
- Twisted leads: J1939 datalink
- Common ground plane: continuous shields grounded one end only
- Terminals on OEM connector (24 Pin Crossover), including serial datalink connectors, must be
gold-plated.
Harness routing requirements:
- Mounted adjacent to vehicle frame rail. No routing over sharp edges.
- Bend radius at least 4x bundle diameter. Bends begin at least 7.6 cm (3 in) from connector
backshell.
- Connectors mounted horizontally. Open connectors plugged and sealed.
- Harness supports and wire ties at least 7.6 cm (3 in) from connector backshell.
- The connector wire seal and insulation type must provide an adequate seal from dirt and moisture
intrusion when the wire is inserted through the connector seal. Connector failures such as water
intrusion and pin fretting are known to happen caused by improper wire insulation outside diameter
and wires that are not routed straight for a minimum distance from connector. Follow the connector
manufacturer’s recommendations for insulation outside diameter and bend radius. For additional
protection against moisture intrusion and vibration, the use of a Backshell, boot or similar protective
connector accessory, if available, is recommended.
- For any component with wiring approaching from above, make sure to provide a drip loop to help
prevent water intrusion.
- ECM to Vehicle Connect Procedure: ECM power and control interface connects must be made
prior to connection to vehicle battery supply. Battery (-) connects are required prior to making the
Battery (+) connects. Keyswitch must not be turned on prior to completing all battery connects.
ECM is not to be energized outside of the vehicle system unless using a factory-approved power
supply device.
- Service datalink: 9-pin Deutsch. Preferrably located in vehicle cab if vehicle cab exists.
- Datalink Device Power Connects: When connecting other devices/tools to the ECM via serial
datalinks (J1939), the devices must share a common connection to Battery (-). The external device
power supply grounds must also share the common connection to Battery (-).
- ECM positive power wiring must be 16 AWG if 380 cm (150 in) or less. If longer than 150 inches, it
must have a resistance of .02 Ohms or less.
- Vehicle chassis must be connected to battery ground in only one location, either at the battery or
at a common ground location.
- ECM I/O wiring must provide adequate vibration and moisture intrusion protection and provide a
low impedance circuit to the ECM.
- Intake Air Heaters and wiring must meet specifications, and be wired as shown in the Wiring
Diagrams. For wiring recommendations for Intake Air Heater, refer to the Global Customer
Engineering (GCE) Industrial site to access the system wiring diagrams located at the following
links: QSB Tier 4F and QSL Tier 4F.
- All switches and sensors wired directly to the ECM must be wired to an ECM Return and must not
return through chassis or engine block grounds.
- The vehicle ignition keyswitch must be directly connected to the ECM with no other switches or
relay contacts between the keyswitch and the ECM unless reviewed and approved by Cummins.
- An ECM Return must not exceed 6 Amps.
- Single-ended (digital) signals must be grounded to the same reference as the ECM.
- Multiplexed systems must meet the standards in Section 5.3.
All lamps must be wired through the accessory position on the Keyswitch. The lamps can be multiplexed
and are also available with the DM1 message.
4.2 How to use this section

4.2.1 Purpose
This document defines OEM-accessible electrical connections on the CM2350 electronic subsystem. It also gives
recommendations for the installation of the components along with wiring details.
4.2.2 Usage
OEMs typically use this document as follows:
Specific Feature/Option Wiring. The Pin Mapping section defines wiring locations and references the page and
section describing the appropriate signal for specific features.
Wiring Electronic Specifications. The vehicle wiring must meet the electronic specifications described in the pinout
Specifications section for proper engine operation.
Wiring Guidelines. The Installation Specifications section provides wiring guidelines.
4.2.3 Content
Wiring diagrams
This section provides the wiring diagrams for the CM2350 Industrial Application for Tier 4F.
Pinout Mapping Guide
This section one table describing the pin maps for both CM2350 electronic subsystems. The Pinout Mapping
Tables provide:
a. Pin number
b. Pinout type
c. Signal name
d. Applications typically using the signal
Note: The OEM should not wire an input signal to the ECM, which is being controlled by the J1939 data bus.
ECM Pin Specifications by Type
This section contains an entry for each ECM pin type to which the OEM connects. Each entry contains one or
more of the following sections: Overview paragraph, Operation paragraph, and Specifications table.
a. Overview. This paragraph describes the function and purpose of the pin and describes typical OEM
interface circuitry and connection guidelines. The OEM vehicle harness must meet these requirements to
ensure reliable operation of the pin.
b. Operation. This paragraph provides a functional description of the pin interface circuit as required for proper
wiring design.
c. Specifications Table. This table provides circuit performance requirements that dictate minimum electrical
requirements for any circuit connected to the ECM pin.
The OEM vehicle harness must meet these requirements to ensure reliable operation.
Installation Specifications
This section provides guidelines for the installation of vehicle wiring harnesses and other subsystems that
affect the CM2350 electronic subsystems.
4.3 Wiring Diagram

The OEM Wiring Diagram is located on the Global Customer Engineering (GCE) portal Industrial Markets Tier 4F
engine platform. Note: Circlets showing wire groupings ( ) on the wiring diagram indicate that the wires
need to be twisted together. Wires should be twisted at a rate of one full twist per inch from sensor to as close to
the ECM as possible, to reduce electrical noise on these wires.
Cummins recommends using twisted pairs for the following circuits: injectors, relays and actuators, motors, hall
effect and variable reluctance sensors, datalink circuits, accelerator pedal sensors, as well as thermocouples.
Table 4-1: Recommendations on Twisting Circuits

Circuit Recommendation
Throttle Twisted
Variable Reluctance (VR) and Hall Effect (HE) Twisted
Sensor (e.g., engine speed & position)
Temperature - thermistor None
Temperature - thermocouple Twisted
Pressure Sensor None
Knock Sensor None
Injectors Twisted
Motorized Actuators Twisted
PWM Drivers Twisted
Battery Power None
Datalink Twisted
Tachometer Twisted
4.4 ECM Pin Mapping Guide

4.4.1 J2 OEM 96-Pin Connector for QSB4.5, QSB6.7, QSL9, QSX15, QSF3.8 and QSG12
Table 4-2 Industrial CM2350 96-pin Mapping (QSB, QSL, QSX, QSF and QSG)
Pin # Signal Name ECM Pin Type Application/Availability
MUST be used On All

01 BATTERY SUPPLY (+) Battery Supply (+)
Applications
MUST be used On All
DEF LOW LAMP Applications except
02 Low Side driver QSF3.8<75hp
SPARE Available on QSF3.8<75hp
MUST be used On All
DEF LINE HEATERS RELAY CONTROL Applications except
03 Low Side driver QSF3.8<75hp
Current Monitor
04 SPARE Available On All Applications
(I-MON)
MUST be used On All
05 KEY SWITCH Key Switch
Applications
MUST be used On QSB4.5,
DEF SUPPLY MODULE PUMP
QSB6.7, QSL9, QSX15,
MODE/TEMPERATURE DRIVER
06 Low Side driver QSF3.8>75hp Applications
PUMP RPM CONTROL MUST be used On QSG12

DEF SUPPLY MODULE HEATER RELAY QSB6.7, QSL9, QSX15,
07 Low Side driver QSF3.8>75hp Applications
Available On QSG12,
SPARE
QSF3.8<75hp
Sensor Power
08 OEM SENSOR SUPPLY Standard On All Applications
Supply: 5V
Sensor Power
09 PEDAL POSITION 1 SENSOR SUPPLY Standard On All Applications
Supply: 5V
Analog Input Pull-
10 PEDAL POSITION 1 down Standard On All Applications
(47.5 K Ohms)
Available On All Applications
Note: Only one input can be
Switch (pull to physically wired. If customer wants to
11 MANUAL FAN/AC PRESSURE SWITCH
ground) use both inputs to drive the fan, then
other input needs to be multiplexed
through J1939.
CRUISE CONTROL SET/DECREMENT Switch (pull to
12 Available On All Applications
SWITCH ground)
Analog Input Pull-up MUST be used On All
13 WATER IN FUEL
(49.9 K Ohms) Applications
Analog Input Pull-up
DEF TANK LEVEL (1K Ohms) and
except QSF3.8<75hp
14 Analog Input Pull-
down
(23.75 K Ohms)
DEF TANK TEMPERATURE Analog Input Pull-up except QSF3.8<75hp.
15
(1k Ohms)
Analog Input Pull- MUST be used On QSB4.5,
DEF PRESSURE SENSOR (PUMP
down QSB6.7, QSL9, QSX15,
MODULE)
(47.5 K Ohms) QSF3.8>75hp Applications
16
Analog Input Pull-
Available On QSG12,
SPARE down
QSF3.8<75hp
(47.5 K Ohms)
Available On QSB4.5,
SPARE Analog Input Pull-up QSB6.7, QSL9, QSX15,
17
(100k/1.1M Ohms) QSF3.8 Applications
UL2 TEMPERATURE SENSOR SIGNAL MUST be used On QSG12
Analog Input Pull-
18 OEM Press 2 down Available On All Applications
(47.5 K Ohms)
CRUISE CONTROL Switch (pull to
RESUME/INCREMENT SWITCH ground)
Switch (pull to
20 ISC3/ISC VALIDATION SWITCH Available On All Applications
ground)
21 J1939 (+) DATALINK 4 CAN Data link SPARE On All Applications
MUST be used On All
22 J1939 (+) DATALINK 1 CAN Data link
Applications
MUST be used On All
Exhaust System Cleaning (Regen) Lamp Applications except
23 Low side PWM QSF3.8<75hp

24 CAC OUT TEMPERATURE Available On All Applications
(5.62K Ohms)
MUST be used On All
Applications
MUST be used On All
Applications
MUST be used On All
Applications
MUST be used On All
Applications
29 SPARE Key Switch Available On All Applications
30 TACHOMETER Tachometer Output Available On All Applications
Hall Effect Sensor
31 DIGITAL VSS SIGNAL Available On All Applications
(47.5 K Ohms)
Sensor Supply
32 OEM SENSOR RETURN Standard On All Applications
Return
Sensor Supply
33 PEDAL POSITION 1 RETURN Standard On All Applications
Return
(1k/101k Ohms)
COOLANT LEVEL / COOLANT LEVEL Analog Input Pull-up MUST be used On All
35
SWITCH (330 Ohms) Applications
Analog Input Pull-down
36 Reversible Fan Pitch Sensor (47.5 K Ohms)
Available on all Applications
(1k/101k Ohms)
DEF HEATER1: PRESSURE LINE (1k Ohm), Applications except
38
Switchable (1k/101k QSF3.8<75hp
SPARE Ohm) Available on QSF3.8<75hp
DEF HEATER2: BACKFLOW LINE (1k Ohm), Applications except
39 QSF3.8<75hp
Switchable (1k/101k
DEF HEATER3: SUCTION LINE (1k Ohm), Applications except
40 Switchable (1k/101k QSF3.8<75hp
MUST be used On QSX15,
QSG12, QSL9
DPF DELTA PRESSURE
(DOC/DPF+SCR) and QSB6.7
Analog Input Pull-
(DOC/DPF+SCR) Applications
41 down
Available On QSB4.5, QSB6.7
(47.5K Ohms)
(DOC+SCR), QSL9
SPARE
(DOC+SCR), QSF3.8
Applications
Available On QSB4.5, QSB6.7
(DOC+SCR), QSL9
SPARE
(DOC+SCR), QSF3.8
Analog Input Pull-
Applications
42 down
MUST be used On QSX15,
(47.5K Ohms)
QSG12, QSL9
DPF OUT PRESSURE
(DOC/DPF+SCR) and QSB6.7
(DOC/DPF+SCR) Applications
Switch (pull to
43 IDLE VALIDATION 2 OFF IDLE SWITCH Available On All Applications
ground)
Switch (pull to
44 IDLE VALIDATION 1 ON IDLE SWITCH Available On All Applications
ground)
45 J1939 (-) DATALINK 4 CAN Data link SPARE On All Applications
MUST be used On All
46 J1939 (-) DATALINK 1 CAN Data link
Applications
Switch (pull to
47 OEM SWITCH/MUS SW 3 Available On All Applications
ground)
MUST be used On All
Exhaust System Cleaning (Regen) Inhibit
Applications except
48 Lamp Low side PWM QSF3.8<75hp
49 BATTERY RETURN (-) Battery Return (-) All applications
MUST be used On All
50 BATTERY RETURN (-) Battery Return (-)
Applications
MUST be used On All
Applications
MUST be used On All
Applications
DEF DOSING INJECTOR VALVE LOW (-) QSB6.7, QSL9, QSX15,
QSF3.8>75hp Applications
53 PWMINJ(-)
UL2 DEF DOSING INJECTOR VALVE
MUST be used On QSG12
LOW
DEF PUMP MOTOR RETURN/FAN
RETURN ECM Return
54 QSF3.8 Applications
(general)
UL2 PUMP MOTOR RETURN/FAN
RETURN
Hall Effect Sensor
55 FREQUENCY THROTTLE 1 Available On All Applications
(47.5 k Ohms)
56 OEM TEMPERATURE Available On All Applications
(5.62K Ohms)
TANK HEATER RELAY/DEF REVERTING Available On All Applications
VALVE ECM Return except QSF3.8<75hp
57
(general)
58 SPARE VR Sensor Input Available On All Applications
59 VEHICLE SPEED LO VR Sensor Input Available On All Applications
60 VEHICLE SPEED HI VR Sensor Input Available On All Applications
ECM Return MUST be used On All
61 PEDAL POSITION 2 RETURN
(Sensor) Applications
ECM Return (Switch MUST be used On All
62 OEM SWITCH/OEM SENSOR (RETURN)
/ Temp / Level) Applications
Analog Input Pull-
63 REMOTE THROTTLE/VARIABLE ISC down Available On All Applications
(47.5 K Ohms)
Analog Input Pull-
MUST be used On All
64 PEDAL POSITION 2 down
Applications
(47.5 K Ohms)
(5.62K Ohms)
Switch (pull to
66 ISC 2 Available On All Applications
ground)
Switch (pull to
67 REMOTE ACCEL ON/OFF SWITCH Available On All Applications
ground)
ENGINE BRAKE SWITCH 1/ MUS Switch (pull to

SWITCH 2 ground)
Switch (pull to
AIR SHUT OFF VALVE TEST SWITCH Available On All Applications
ground)
69
REVERSIBLE FAN PURGE / INHIBIT Switch (pull to
SWITCH ground)
AXG SWITCH/MUS ENABLE/PARKING Switch (pull to
BRAKE SWITCH ground)
MUST be used On All
71 RED STOP LAMP Low side driver
Applications
MUST be used On All
72 AMBER WARNING LAMP Low side driver
Applications
MUST be used On All
Applications
High Side On/Off
AIR SHUT OFF VALVE Available On All Applications
Driver
High Side On/Off Available On QSX15 and
74 DUAL OUTPUT B
Driver QSG12.
High Side On/Off Available as Option on All
IDLE SHUTDOWN RELAY
Driver Applications.
MUST be used On All
75 High Side On/Off QSB6.7, QSL9, QSB4.5,
INTAKE_AIR_HEATER_RELAY (IAH)
Driver QSF3.8 Applications.
High Side On/Off

ETHER INJECTION SOLENOID (EIS) Available on QSX15
Driver
High Side On/Off Available on All QSG12
75 INTAKE_AIR_HEATER_RELAY (IAH)
Driver Applications.
IAH/ASO/SLO/BRAKE LAMP/EIS ECM Return
76 Standard On All Applications
RETURN (general)
DEF DOSING INJECTOR VALVE HIGH
(+)
QSF3.8>75hp Applications
77 PWMINJ(+)
UL2 DEF DOSING INJECTOR VALVE
HIGH
78 FAN CLUTCH RELAY/SOLENOID High Side Driver Available On All Applications
DEF PUMP MOTOR SUPPLY QSB6.7, QSL9, QSX15,
79 High Side Driver QSF3.8>75hp Applications
UL2 PUMP MOTOR SUPPLY MUST be used On QSG12
DUAL FAN CLUTCH RELAY QSB6.7, QSL9, QSF3.8
80 High Side Driver Applications
DUAL OUTPUT A / DUAL FAN CLUTCH Available On QSX15 and
RELAY QSG12
Available as Option on All

IDLE SHUTDOWN RELAY
Applications.
QSB6.7, QSL9,
DEF REVERTING VALVE
QSF3.8>75hp, QSX15
81 High Side Driver
Applications
Available On QSG12,
SPARE
QSF3.8<75hp
MUST be used On All
High Side On/Off
82 DEF TANK HEATING RELAY/VALVE Applications except
Driver
QSF3.8<75hp
MUST be used when
High Side On/Off
83 STARTER LOCKOUT RELAY Cummins branded starter is
Driver
used
SCR LINE HEATERS CURRENT
MONITOR 1 of 2 Current Monitor
84 QSF3.8>75hp Applications
(I-MON)
Available On QSG12,
SPARE
QSF3.8<75hp
SCR LINE HEATERS CURRENT
MONITOR 2 of 2 Current Monitor
85 QSF3.8>75hp Applications
(I-MON)
Available On QSG12,
SPARE
QSF3.8<75hp
Switch (pull to Available on QSL9 and
86 ENGINE BRAKE SELECTOR SWITCH 2
ground) QSX15
EXHAUST SYSTEM CLEANING (REGEN) QSB6.7, QSL9,
Switch (pull to
87 INHIBIT SWITCH QSF3.8>75hp, QSX15 and
ground) QSG12 Applications
ENGINE PROTECTION SHUTDOWN Switch (pull to
OVERRIDE SWITCH ground)
AIR SHUT OFF VALVE POSITION Switch (pull to
SWITCH ground)
CRUISE CONTROL/PTO ON/OFF Switch (pull to
SWITCH/MUS COMP ground)
DIAGNOSTIC SWITCH/ EXHAUST
Switch (pull to QSB6.7, QSL9, QSF3.8,
91 SYSTEM CLEANING (REGEN) INITIATE
ground) QSX15 and QSG12
SWITCH
Applications
CLUTCH/SERVICE BRAKE PEDAL/MUS Switch (pull to
SW1 ground)
Switch (pull to
93 ALTERNATE LOW IDLE SWITCH Available On All Applications
ground)
Switch (pull to
94 ISC 1 Available On All Applications
ground)
HIGH EXHAUST TEMPERATURE LAMP
95 Low side driver except QSF3.8<75hp
MUST be used On All
96 WAIT TO START LAMP Low side driver
Applications
4.4.2 OEM 24-pin Crossover Connector

Table 4-3 Industrial CM2350 24-pin Mapping (QSB, QSL, QSF, QSX and QSG)
Pin # Signal Name ECM Pin ECM Pin Type Application/Availability

SPARE VS 7 SUPPLY Sensor Power Available On QSB4.5, QSB6.7, QSL9 and QSF3.8,
1 J1-80
12V Supply: 12V QSX15, QSG12 Applications
Available On QSB4.5, QSB6.7, QSL9 and QSF3.8,
2 SPARE VS 7 RETURN J1-56 Sensor Supply Return
QSX15, QSG12 Applications
Analog Input Pull-down Available On QSB4.5, QSB6.7, QSL9 and QSF3.8
SPARE J1-67
(47.5K Ohms) Applications
3
SPARE J1-41 Available On QSX15, QSG12 Applications
(1K Ohms)
Available On QSB4.5, QSB6.7, QSL9 and QSF3.8
RETURN 103 J1-30 ECM Return (general)
Applications
4
Switch (pull to Available On QSX15, QSG12 Application
SPARE_SWITCH J1-52
ground)
RETURN 102 J1-33 ECM Return (general)
Applications
5 SPARE Available On QSX15 Application
AFT PUMP RELAY J1-91 Available on QSG12 Application
(5.62K Ohms)
FDBK
DUAL OUTPUTA J1-06 High side driver
Applications
Analog Input Pull-up Available On QSX15 Application
6 SPARE J1-43
(1K Ohms)
Analog Input Pull-down Available On QSG12 Application
OEM PRESSURE J1-88
(47.5K Ohms)
DUAL OUTPUTB J1-08 High Side driver
Applications
7 Analog Input Pull-up
SPARE J1-68 Available On QSX15 Application
(5.62KOhms /156 Hz)
SPARE J1-06 High Side driver Available On QSG12 Application
POWER ON
INDICATOR (POI) J1-76 Low side PWM
Applications
8 LAMP
CAN Data link Available On QSX15, QSG12 Application
J1939 DATA LINK 3 (-) J1-94
SPARE HALL J1-32 Hall Effect Sensor
9 Applications
J1939 DATA LINK 3 (+) J1-70 CAN Data link Available On QSX15, QSG12 Application

10 AUX GOV SPEED J1-20 Hall Effect Sensor
11 FAN SPEED (HORTON) J1-21 Hall Effect Sensor
Analog Input Pull-up Available On QSB4.5, QSB6.7, QSL9 and QSF3.8,
OEM TEMPERATURE 2
(5.62K Ohms) QSG12 Applications
12 J1-64
Analog Input Pull-up Available On QSX15 Application
SPARE
(5.62K Ohms)
OEM PRESSURE J1-88
13
Analog Input Pull-up Available On QSX15, QSG12 Application
SPARE J1-92
(5.62K Ohms)
Analog Input Pull-up Available On QSB4.5, QSB6.7, QSL9 and QSF3.8
SPARE J1-68
(5.62KOhms/156 Hz) Applications
14 POWER ON Available On QSX15, QSG12 Application
INDICATOR (POI) J1-76 Low side PWM
LAMP
15 HSG DROOP SWITCH J1-89
(5.62K Ohms) QSX15, QSG12 Applications
Pin # Signal Name ECM Pin ECM Pin Type Application/Availability

Analog Input Pull-up (1K Available On QSB4.5, QSB6.7, QSL9 and QSF3.8
SPARE J1-43
Ohms) Applications
16 SPARE Hall Effect Sensor Available On QSX15 Application
J1-32 Available On QSG12 Application
PUMP RPM FDBK Hall Effect Sensor
Analog Input Pull-up (1K Available On QSB4.5, QSB6.7, QSL9 and QSF3.8
SPARE J1-41
Ohms) Applications
17 SPARE Analog Input Pull-up (1K Available On QSX15 Application
J1-87 Available On QSG12 Application
PRESSURE SIGNAL Ohms)
18 SPARE J1-40
(5.62K Ohms) QSX15, QSG12 Applications
19 DEDICATED PWM J1-13 High Side driver
20 FAN SPEED J1-19 Hall Effect Sensor
SPARE J1-37
21 SWITCHED_BATTERY NA NA Available On QSX15 Application
J1939 (-) DATA LINK 2 Available On QSG12 Application
J1-93 CAN Data link
22 J1939 (+) DATA LINK 2 J1-69 CAN Data link
J1939 (-) DATA LINK 2 J1-93 CAN Data link
23 QSX15 Applications
SWITCHED_BATTERY NA NA Available On QSG12 Application
Analog Input Pull-up Available On QSB4.5, QSB6.7, QSL9 and QSF3.8
SPARE J1-91
24 (5.62K Ohms) Applications
BATTERY_RETURN NA NA Available On QSX15, QSG12 Application
4.5 Pin Specifications by Type
4.5.1 5V Sensor Voltage Source

Overview
One 5 V Sensor Voltage Source output pin provides supply voltage for ratiometric and resistive analog sensors.
The 5V Sensor Voltage Source pin receives its voltage from an independent 5 V power supply within the ECM.
Table 4-3 5 V Sensor Voltage Source Specifications
Item Units
Pin Voltage 5 V ± 5%
Maximum Current 5V Sensor 200 mA
Maximum Ripple Voltage 100 mV p-p
4.5.2 Switch (pull to ground) Input

Overview
The pull-to-ground type of switch input detects the state of an OEM-supplied switch. Dashboard toggle or
rocker switches with either an ON/OFF or momentary operation are generally this type of devices, such as
Cruise Control or Engine Brake Selector Switches. One contact of the OEM supplied switch connects to the
relevant switch input pin of the ECM, and the other end of the switch connects to the ECM Return input pin.
There are two types of pull-to-ground switch inputs: Type I and Type IV. The Type I switches are typically
used for Parking Brake Switch, OEM Switch, MUS Switch, Cruise Resume and Increment Switch,
Intermediate Speed Control Switch, Idle Validation On/Off Switch. The rest of the switch inputs are Type IV.
Type I Switch (Pull-to-Ground) Input
Operation
The Type I pull-to-ground switch Input exists in one of two states: Closed (Grounded) or Open (Not
Grounded). In the Open state, the input pin is pulled up to the 5VDC source through a pull-up resistor inside
the ECM. The Closed state of the switch provides the current return path from the 5VDC source to the ground.
Figure 4-1 Type 1 Switch (Pull-to-Ground) Input Simplified Circuit
Table 4-4 Type I Switch (Pull-to-Ground) Input Specifications
Item Requirement
Operational States Two: OPEN or CLOSED
Nominal Current with Switch Closed 7-14 mA
Maximum CLOSED Resistance* ≤ 125 Ω
Minimum OPEN Resistance* ≥ 50 kΩ
Maximum Low Voltage* 0.9 VDC
Minimum High Voltage* 3.8 VDC
Maximum High Voltage* 5.25 VDC
*The resistance and voltage are measured from the ECM Switch input pin to the ECM Return
(dedicated return for switch return) pin.
Type IV Switch (Pull-to-Ground) Input
Operation
The Type IV pull-to-ground switch Inputs are interfaced to a MSDI interface IC. The switch input exists in one
of two states: Closed (Grounded) or Open (Not grounded). In normal operation, the switch sources a current
from the battery supply and the input voltage is compared with an internal reference voltage to determine the
state of the switch, Open or Closed. The IC then communicates the state of the switch to the microprocessor.
Figure 4-2 Type IV Switch (Pull-to-Ground) Input Simplified Circuit
Table 4-5 Type IV Switch (Pull-to-Ground) Input Specifications

Item Requirement
Operational States Two: OPEN or CLOSED
Nominal Current with Switch Closed 1.8-18 mA
Maximum CLOSED Resistance* 125 Ω
Minimum OPEN Resistance* 50 kΩ
Maximum Low Voltage* < 3.7 VDC
Minimum High Voltage* 3.7 VDC
Maximum High Voltage* ECM Battery Input Voltage
*The resistance and voltage are measured from the ECM Switch input pin to the ECM Return
(dedicated return for switch return) pin.
4.5.3 APS1 (Accelerator Position Sensor 1) Supply Voltage (5 V) and Return

Overview
The APS1 5 V Supply is a dedicated supply to the accelerator position sensor and provides voltage for the
APS1 Ratiometric Analog Input. The APS 5 V Supply receives its voltage from an independent 5VDC power
supply within the ECM. The APS1 Return is a dedicated return for the APS1 signal.
Note: Specifications for the Accelerator Position Sensor are defined in CEB00549 except as noted.
Operation
APS1 5 V Supply provides voltage to the sensor whenever the ECM is powered with the keyswitch in the ON
state.
Table 4-6 APS1 5 V Supply Specifications
Item Units
Output Voltage 5 VDC ± 5%
Maximum Current 34 mA
Maximum Ripple Voltage 100 mV p-p
4.5.4 ECM Return

Overview
ECM Return pins isolate components from engine block and chassis grounds and improve the CM2350
operation. The Pressure Sensor Return should be dedicated to sensors and not have any switches or relays
return to it. Relays and solenoids should return on the output return pin.
The Switch and Temperature Sensor Return should be dedicated to switches and not have relays returned to
it. To minimize the number of wires going into the cab, the Tachometer driver may return on the Switch and
Temperature Sensor Return pin. This is the only exception to this return being dedicated to switches and
temperature sensors.
All other OEM Components whose signals initiate in the ECM should return on one of the OEM sensor return
pins. All returns to the ECM should be isolated from chassis and engine block grounds to prevent voltage
offsets and ground loops that may damage the ECM.
Note: For proper operation, follow the requirements in the Installation Specifications section.
4.5.5 ECM Power (Battery+) and ECM Return (Battery-)

Overview
Five ECM Power (Battery+) pins and five ECM Return (Battery-) pins exist on the 96 pin OEM connector (J2).
These pins supply primary power to the CM2350 subsystem. The 30 A maximum Ignition On current is the
maximum the ECM will demand in a non-transient condition.
Note: This is a critical interface; special connection requirements must be followed.
Table 4-7 ECM Supply (+) and Return Specifications
Item Requirement
Supply Voltage 11-32 VDC (12 V and 24 V nominal)
Maximum Ignition-On Current 30 A (for 12 V and 24 V systems)
Maximum Ignition-Off Current (Dormant Mode) < 10 mA
Maximum Circuit Resistance, battery-ECM-battery round trip 0.040 Ohms
4.5.6 Ratiometric Analog Input

Overview
The Ratiometric Analog Input detects the signal from an OEM-supplied ratiometric sensor, such as an
accelerator position or particulate filter delta pressure sensor.
Operation
The APS1 5 V voltage supply provides power to the ratiometric sensor whenever the ECM is powered and
Ignition is ON. This generates a voltage signal from the ratiometric sensor, which is applied to the Analog
Input. An Analog to Digital (A/D) converter measures the sensor voltage relative to ECM ground and supplies
this reading to the ECM. Since the A/D converter is also ratiometric, any variation in the supply voltage going
to the sensor is also being applied to the A/D. The effects from voltage variations are therefore cancelled and
the resulting signal is proportional only to the measured variable.
Figure 4-3 Ratiometric Analog Input Simplified Circuit

Table 4-8 Ratiometric Analog Input Specifications
Item Requirement
Resolution 5 mV
Maximum Current 100 µA
Input Voltage Range 0-5 VDC +/- 5%
4.5.7 Resistive Analog Input

Overview
The Resistive Analog Input detects the signal from an OEM-supplied resistive sensor. These two-wire resistive
sensors provide a continuously variable resistance that represents a measured analog parameter like
temperature. One side of the sensor connects to the input and the other side connects to the ECM Return.
Operation
The ECM provides current through the pull-up resistor whenever the ECM Ignition is ON. This results in a
voltage drop between the pull-up resistor and the sensor. An “A/D” converter measures the voltage drop
across the sensor relative to ECM ground and provides this measured value to the ECM.
Figure 4-4 Resistive Analog Input Simplified Circuit
Table 4-9 Resistive Analog Input Specifications

Item Requirement
Resolution 5 mV
Maximum Current through pull-up resistor 0.9 mA
Maximum Voltage 5 +/- 5%
Voltage Range 0-5 VDC
4.5.8 Keyswitch Input

Overview
Engine operation and proper function of the CM2350 electronic subsystem require proper connection of the
Keyswitch. The Keyswitch input differs electrically from other switches in the CM2350 because the Keyswitch
is on a Pull-down instead of a pull-up resistor.
Operation
The Switched Input exists in one of two states: Key-On (@ Vbatt+) or Key-Off (@ 0 volts). The Keyswitch
position dictates the input state as follows:
- Key-On When the Keyswitch closes; the battery provides nominal current through the input and
the 1-2k Ohms pull-down resistor. The voltage provided to the op-amp negative shown in will be
greater than the reference voltage under normal conditions, turning the op-amp off. The ECM
commands the Key-On state after the op-amp remains off for the Key-On time.
- Key-Off When the Keyswitch opens; the voltage provided to the op-amp negative in Figure 4-5
Switched Pull-down Input Circuit will be less than the reference voltage, turning the op-amp on.
The ECM commands the Key-Off state when the op-amp remains on for the Key-Off time.
Figure 4-5 Switched Pull-down Input Circuit
Table 4-10 Switched Pull-down Input Specifications

Item Requirement
Number of States Two: KEY ON or KEY OFF
Nominal Current 1 A @ 12 V, 60 mA @ 24 V
Maximum Key-On Source Voltage 32 V
Minimum Key-On Source Voltage 6.0 V
Maximum Key-Off Source Voltage 4.0 V
4.5.9 Switched Sink Driver Output

Overview
The Switched Sink Driver Output controls the engine diagnostic indicator lamps/LEDs (OEM load). One side
of the lamp/LED connects to the output and the other side connects to a voltage source, usually the vehicle
battery through the accessory position of the machine Keyswitch.
Note: When using an LED with the switched Sink Driver Output it may be necessary to wire an appropriately
sized resistor in parallel with the LED to prevent the LED appearing ON when it’s actually OFF. This may
occur due to a small leakage current through the ECM circuitry which controls the output. A resistor on the
order of 4.0-7.0k Ohms should be sufficient. This value should be verified for each application.
Operation
The Switched Sink Driver Output signal exists in one of two states: SINK (low impedance) or OFF (high
impedance). An ECM-controlled transistor switch controls these states as follows:
- Sink State When in the SINK state current is allowed to flow, energizing the Lamp/LED (OEM load).
Voltage can be measured at the output pin with respect to ECM ground. When the transistor switch is
closed, load current is present through the output pin.
- Off State When in the OFF state current flow stops, de-energizing the Lamp/LED (OEM load). When
the transistor switch is opened, minimal output current is still present through the pull-down resistor.
Figure 4-6 Switched Sink Driver Output Simplified Circuit
Table 4-11 Switched Sink Driver Output Specifications

Item Requirement
Operational States Two: SINK or OFF
Maximum Voltage Sink 1V Sink State
Maximum Current (Non-Inductive Load) 500 mA @ 12 V, 1 A @ 24 V
Minimum Load Resistance 2.5 Ohms @ 12 V, 5 Ohms @ 24 V
Maximum Load Resistance 20k Ohms
Maximum Load Capacitance 5 nF
Maximum Inrush Current 6.0 A for 20 msec
Maximum Leakage Current 100 µA for 12 V (260 µA for 24 V)
4.5.10 Switched Source Driver Output

Overview
The Switched Source Driver Output controls a bi-state or PWM type OEM-supplied load/actuator. These
drivers typically operate the relays in the CM2350 subsystem. One side of the OEM load/actuator connects to
the output, and the other side connects to an ECM Return (General).
Operation
The Switched Source Driver Output exists in one of two states: SOURCE or OFF. A microprocessor-controlled
transistor switch determines these states as follows.
- Source State When in the SOURCE state, current is allowed to flow, energizing the solenoid/relay.
When the solid-state switch closes, it provides current, energizing the OEM Load.
- Off State When in the OFF state current flow stops, de-energizing the OEM load. When the solid-state
switch is open, the ECM has a very small leakage current through the solid-state switch and the OEM
Load resistance. This leakage current level will not exceed 400 µA.
Figure 4-7 Switched Source Driver Output Simplified Circuit
Table 4-12 Switched Source Driver Output Simplified Specifications
Item Requirement
Operational States Two: SOURCE or OFF
Number of Modes Two: 2-STATE or PWM
Nominal Voltage On Vbatt+ +/- 0.5 volts
Maximum Leakage Current 10 mA
Maximum Current 2A
Minimum Load Resistance 6 Ohms @ 12 V, 12 Ohms @ 24 V
Maximum Load Resistance (non-inductive load) 7.75k Ohms
Maximum Load Capacitance (non-inductive load) 5 nF
Frequency Range (PWM) 2-200 Hz or On/Off
4.5.11 Tachometer Sink Driver Output

Overview
The Tachometer Sink Driver Output drives a low-current non-inductive OEM-supplied load. OEMs use this
output to drive a Tachometer with a pulse stream based on engine RPM.
Operation
The Tachometer Driver Output contains a single solid-state switch configured to operate as a sink output driver.
The on state (Sink state) allows current to flow through the solid-state switch, the internal pull-up resistor and
the external OEM resistor R1. When the solid-state switch is off, current is sourced to the OEM load resistor
R2 by the internal and external pull-up resistors.
Figure 4-8 Tachometer Source Driver Output Simplified Circuit
Table 4-13 Tachometer Source Driver Output Specifications

Item Requirement
Operational States Two: SOURCE or SINK
Number of Modes One: PWM
Minimum Source Voltage (@ Maximum Source Current) 4.0 volts
Maximum Source Current 5 mA
Maximum Load Resistance 1100Ω
Maximum Sink Voltage (@ Maximum Sink Current) 0.5 volts
Maximum Sink Current 5 mA
Frequency Range 2-8500 Hz
4.5.12 Intake Air Heaters (Grid Heaters)

The Intake Air Heater system is a mandatory requirement for the Tier 4F Industrial Midrange products and is
used to aid in starting during cold temperatures and to reduce white smoke after such a start. The system
consists of a heater element that is controlled by the ECM via a high current relay. Refer to Section 2.6.2 for
additional details about this feature.
Note: Intake Air Heaters are optional for QSG12.
Warning: Do Not Use Ether with Grid Heaters – Improper use of Ether and Grid
Heaters may cause explosion and severe injury.
Note: The installer is responsible for procuring and mounting the Intake Air Heater power relay in a location free
of road splash and also for routing battery connections through the relay contacts to the Intake Air Heater, which
is shipped with the engines. The Intake Air Heater relay must not be mounted on engine.
It is recommended that the OEM procure and install a heavy duty solenoid switch with the following
characteristics:
- 12 & 24 VDC SPST (as an example: Ametek Prestolite switch SBJ-4201 for 12 V and SBJ-4401 for 24 V))
- 200 amps steady state continuous current rating
- Break current 200 amps
- 600 Amp In rush capability
- Water resistant
For wiring recommendations for Intake Air Heater, refer to the Global Customer Engineering (GCE)
Industrial site to access the system wiring diagrams or see below.
4.5.13 Power and Ground Requirements

Overview
ECM power must be maintained until all these three conditions are met a) key off, b) engine stopped as indicated
by engine rpm, and c) vehicle stopped as indicated by vehicle speed signal. ECM power must be maintained for
100 seconds after key off (70 seconds for QSG 12), to ensure proper storage of power down information and for
proper completion of DEF Purge Cycle.
- If the Power On Indicator (POI) feature is implemented on the application, this lamp can be used to notify
the operator when it is safe to disconnect power from the ECM.
- Failure to provide the ECM proper power-down time will result in a fault code 1117.
- For applications that require purging after key off, failure to provide the ECM proper power-down time
would allow DEF to remain in the DEF lines making it susceptible to freezing damage.
Circuit Resistance
The entire ECM power circuit resistance must not exceed 0.040 ohms (from battery positive to ECM back to
battery negative).
Alternator Grounding
The Alternator must not be grounded through the engine block. The alternator should be grounded directly to
the battery negative (preferred) or to the starter negative. Refer to AEB 24.53 for alternator grounding
requirements.
Vehicle Chassis Grounding
The vehicle chassis should be grounded at only one location, preferably near the battery negative terminal.
Vehicle accessory circuits must not use the engine block ground stud for a connection point or path back to
Battery (-).
System Grounding Requirements
Ground loops and electrical noise are sources of numerous problems with today's electronic engines. For
example, a high current device such as an alternator can inject electromagnetic interference (EMI) through the
cylinder block back through the ECM, which is case-grounded to the block to shunt radio frequency noise.
Other examples are relays that switch at high speeds introducing high frequency noise into the cylinder block,
which can introduce noise into the ECM.
High-Current Accessory Grounds
Alternators and other engine accessories greater than 10 amps should be grounded directly to the battery
negative terminal. This is a requirement. Refer to AEB 24.53 for alternator grounding requirements.
Cylinder Block as Ground
The engine block represents a very large capacitance to system ground, which makes it a highly effective RF
shunt. Therefore, many devices, including the engine ECM, prefer to shunt RF noise to the engine block.
However, if the block contains current-induced voltage noise, it can become a point of noise entry for devices
using it as a RF shunt. It is acceptable to use the engine block as a return for devices that are powered
continuously. For devices that switch on and off rapidly, the return should route to starter or battery negative.
Starter Ground
Refer to AEB 24.53 for starter grounding requirements
Frame Returns
Cab and chassis components should have common ground points to reduce ground loops. Frame ground
returns are often a source of problems and should be avoided. The frame ground alternative adds more
resistance to a return circuit. The vehicle chassis must be grounded to either the engine block grounding stud
or to the battery negative, but not to both. The grounding of the vehicle chassis to one and only one of the two
recommended locations is a requirement. Cummins requires a braided grounding strap for this purpose.
ECM Ground
The ECM should be grounded to an engine block grounding stud provided for this purpose. The ECM Negative
Power Return (Ground) must be connected to the engine block and from the engine block directly back to the
battery return with a resistance of 20 milliohms or less. This is a requirement.
Minimum wire size
The preferred method of connecting the ECM power supply to the batteries is by maintaining the required number
of stranded 16 AWG wires over the entire length of the connection (see each engine family wiring diagram).
Due to time degradation, cold-start requirements, and high-frequency impedance constraints, wire size smaller
than 16 AWG will not meet the requirements. If power supply length is longer than 380 cm (150 in), it must have
a resistance 20 milliohms or less. Total circuit resistance must not exceed 40 milliohms, but 10 milliohms is
desirable. This circuit resistance limit includes the OEM-supplied circuit protection system and any switches or
interconnects. Note: It is acceptable to use a larger gauge wire from the power source (battery or buss bar)
before splicing into the 16 AWG wires at the ECM 96 pin connector provided the ECM power and ground circuit
meets the total resistance requirement as specified.
ECM Power Supply Connection
Proper operation of the engine requires proper connection of the ECM to the battery.
1. ECM to Vehicle Connection Procedure: The following elements are requirements for connecting ECM
power to vehicle power:
a. All ECM power and I/O connections must be made before connecting the vehicle batteries into the
vehicle electrical system. Ensure the 96 pin OEM connector is fully inserted by lightly pulling back on
the connector.
b. The Battery (+) connection to the ECM must be connected after the Battery (-) connection and
disconnected before the Battery (-) connection.
c. The ECM must be connected to the battery only when the keyswitch is OFF.
d. The ECM should never be powered from a source outside the vehicle chassis, unless using a device
specifically approved by Cummins.
2. Direct Battery Connection (Positive side): Utilizing one of the two following recommended procedures is a
requirement:
a. The OEM must connect the positive connections of the ECM directly to the battery. This ensures the
ECM always receives at least minimum voltages, and minimizes interference from other electric circuits
and electronic devices.
b. Or a low impedance bus system directly connected to the batteries is also acceptable.
3. Battery Disconnect Switch: The ECM must not be connected to a battery disconnect device unless dictated
by statutory regulation. The ECM power must be connected directly to battery power. In installations where
the OEM desires a battery disconnect for end user convenience it is recommended to install one as shown
in the figure below which maintains direct connection of the ECM power to the battery. Where battery
disconnects are required please consult your application engineer for proper steps to ensure the issues
mentioned in Item 5. Engine Power-down are avoided.
Figure 4-9 Battery Disconnect Switch

4. Vehicle Battery Disconnection: If the following procedure is not followed when disconnecting the Vehicle
Battery, fault codes and undesirable operation may result.
a. Ensure ECM has power after Key off for at least 100 seconds (70 seconds for QSG 12). Failure to
provide the ECM proper power-down time will result in a fault code 1117.
b. Disconnect the POSITIVE Battery Cable.
c. Disconnect the NEGATIVE Battery Cable.
d. Disconnect ECM Power and I/O connectors.
Note: If a device is required that removes battery power to the ECM, it must be installed on the positive
circuit. The device should remove battery voltage from all devices. The use of a positive side disconnect
reduces the possibility of ground loops that could damage the ECM or other vehicle electronic devices.
5. Engine Power-down: The Engine Control Module has operational data such as fault history and engine run
time information that needs to be stored when its switched power is removed (keyswitch turned off). In order
to ensure this data will be properly stored, the ECM requires the unswitched battery supply be maintained
for at least 100 seconds (70 seconds for QSG 12) following the removal of the switched power (keyswitch
power). In addition, J1939 datalink requests issued after the keyswitch has been deactivated can corrupt
the data storage. Consequently, all J1939 datalink requests/commands should be inhibited following
deactivation of the keyswitch power.
Fusing
The OEM must protect the engine ECM with OEM-supplied circuit protection (fuses) in the power supply
harness. Cummins recommends the use of fuses rather than circuit breakers. The OEM-supplied circuit
protection will open the circuit in case of a reverse polarity connection.
4.5.14 Switch and Sensor Grounding Requirements and Recommendations

All switches and sensors that are wired directly to the ECM must be referenced to an ECM switch return line. These
components use inputs that are susceptible to electrical and voltage level reference offsets that can be introduced
through the signal return path. Follow these guidelines when designing the machine wiring.
Inductive Load Sharing
When used as a switch return, an ECM switch return must never be used to return unsuppressed inductive
loads. Relay coils on the same circuit as a switch should be avoided. However, if a relay is used, it should
contain an electrical noise suppression diode. This is a requirement. This will isolate electrical noise from the
return line, which can impair the reliability of a switch or sensor input.
Note: The Tachometer Output may be returned on the ECM Return (Switch) as described in the Tachometer
Output signal section. This is the only exception to relays returning on the ECM Return (Switch) or ECM Return
(Sensor) pins.
Sensor Dedication
When used as a return for certain analog sensors (i.e. pressure, temperature, or APS), an ECM return line
should be dedicated solely to that sensor. Ratiometric and resistive ECM inputs are very sensitive, even a
small change in voltage drop will affect the detected parameter. The use of these isolated sensor returns as
shown in the wiring diagrams is a requirement.
Isolation
An ECM switch return line must be kept isolated from vehicle chassis and engine block ground returns. This is
a requirement. This will prevent undesirable ground loops from occurring.
Sourcing
An ECM switch return line must not be used to return any voltage that has not been sourced from the ECM.
This is a requirement. This will prevent overloading of the ECM.
Star Ground
For switch panels that contain critical switches such as the Alternate Droop switch, it is good practice to
establish a "star" ground fed by dual redundant ECM switch returns. A proper star ground will have a separate
return to each switch. When designed in this manner, a single-point open-circuit return fault will result in the
loss of no more than one switch.
Accelerator Position Sensor
The Accelerator Position Sensor #1 (APS1), also referred to as Accelerator Pedal, Primary Accelerator Pedal
and Single Potentiometer Throttle, requires a dedicated return and must be returned to the designated APS#1
return. Accelerator Position Sensor #2 (APS2), also referred to as Dual Analog Accelerator and Dual
Potentiometer Throttle, requires a dedicated return to the APS#2 return. The Remote Throttle can be combined
with other sensor returns on the ECM Return (Sensor) or ECM Return (Switch).
ECM Input (sensors/switches)

Generally for CM2350 the returns are grouped as follows:
- Switch and Temperature returns are grouped together on the same return.
- Pressure returns are isolated to pressure sensor return.
- Accelerator Position Sensor #1 is dedicated to the Accelerator Position Sensor #1 return (see Section
3.7.1).
- Accelerator Position Sensor #2 is dedicated to the Accelerator Position Sensor #2 return (see Section
3.7.2).
These guidelines will minimize voltage offsets on the sensor circuits and help to avoid fault causing conditions.
The OEM Wiring Diagram depicts these recommended signal return groupings and connections.
APS#1 and APS#2, Supply, Signal and Return circuit wiring harness and connector resistance must not
exceed 10 ohms for each circuit.
ECM Outputs (relays/solenoids)
ECM outputs should be returned to the appropriate ECM Return (see Wiring Diagram), in order to avoid shifts
or noise in the ground, which could result in unwanted fault conditions. The loads should be balanced to avoid
exceeding the nominal 6.0 A rating of the return circuit. The wiring diagram depicts these recommended signal
returns.
Maximum Current
An ECM Return (General) must not return more than 6.0 Amps.
4.5.15 Solenoid Grounding Requirements

Solenoids and relay coils that are wired directly to the ECM must be referenced to an ECM solenoid return.
If an ECM solenoid return is used, follow these guidelines when designing the machine wiring.
When used as a solenoid return, an ECM solenoid return must not be used as a return for critical
components such as switches or sensors. Guidelines for these components are more extensive as detailed
in the previous paragraphs. The loads should be balanced to avoid exceeding the maximum 6.0 Amp rating
of any given ECM return. This is a requirement.
Isolation
An ECM solenoid return must be kept isolated from machine chassis ground. This will prevent undesirable
ground loops from occurring.
4.5.16 Datalink Grounding
All datalink devices and adapters must share a common ground to the vehicle battery system. Where
devices or adapters have separate power sources, the grounds must be connected such that the ECM and
the device/adapter are at the same ground potential.
4.5.17 Temperature Specifications
The Engine Control Module can operate in temperatures of -40 °C to 85 °C and can be stored in
temperatures from -40 °C to 105 °C. When the engine is operating, the engine and ECM electronics will
generate heat so the engine may operate at temperatures less than -40 °C but the electronics may not
function to start the engine if the ECM and sensors are below -40 °C.
Note: Maximum mounting foot temperature of 85 °C / air 105 °C with fuel cooling and maximum mounting
foot temperature of 95 °C /air 95 °C without fuel cooling.
4.5.18 Keyswitch (Ignition) Requirement
Proper connection of the keyswitch to the ECM is critical for proper operation of the engine. The keyswitch
signal must be continuously present for the engine to operate. A momentary loss of this signal can cause
undesirable ECM resets, stall the engine and cause fault codes. The following paragraphs define the
requirements for the Ignition signal.
Sourcing
The Keyswitch must be connected directly to the ECM; there must be no switches or relay contacts between
the Keyswitch and the ECM Keyswitch input. Any engine shutdown systems designed to interrupt
keyswitch power must have a Cummins application review completed and approved for that system. The
keyswitch must ensure battery voltage is removed from the ECM’s Keyswitch input when the keyswitch is
moved from the Ignition position to the OFF or Accessory positions. The Keyswitch must maintain battery
voltage to the ignition input while transitioning between and while in the Crank position.
It should be noted that utilizing the keyswitch signal or an Alternate Stop Switch signal does not guarantee
the engine will shutdown under all circumstances. Additional engine shutdown methods may be required
depending on the engine application, engine operation or engine operating environment (Ref: CEB00314
KTA38GCSLB Industrial Natural Gas Setup Procedure for Commissioning for additional Air Shutdown
devices – May be applicable in environments where combustible vapors are present).
Fusing
The keyswitch signal must be fused independently, so that an electrical short due to some other component
does not affect voltage at the ECM keyswitch input. The fuse should be sized to provide an adequate signal
to the ECM. A 5 amp fuse is typically used to do this; however, the Ignition input will draw less than 60 mA.
The keyswitch signal must not share its circuit with unsuppressed inductive loads. This is a requirement.
Relay coils or DC motors (fans) on the same circuit should be avoided. However, if a relay is used, it should
contain an EMI suppression diode. This will isolate noise that impairs the reliability of the key-switch input.
4.6 OEM Installation Requirements

4.6.1 OEM Harness and Harness Routing
Wire Shielding
Cummins does not support wire shielding on board the CM2350 for Tier 4F products. To support J1939-11,
the shield is connected to the block at the grounding stud.
Wire Selection
Wire selection is critical for proper operation of the engine. Follow these guidelines when designing the OEM
wiring harness.
1. Wire Size - Cummins recommends 20 AWG TXL or equivalent wiring for all applications except where
noted. The wiring should be large enough to form a good seal when inserted into a connector. The following
list shows items that vary from this gauge and type, but in specific applications there may be other wires
that should be larger.
a. ECM power - 16 AWG or greater. Requirement.
b. Chassis-block connection - Size should be sufficient to eliminate potential differences in the
application. Cummins requires using a braided grounding strap.
c. Intake Air Heaters See Section 4.3 Wiring Diagram. The sizes for installing this vary from 2 AWG
to 6 AWG.
d. Fuel heater - 10 AWG on 12 V systems, 12 AWG on 24 V systems.
e. Doser and Key Switch -18 AWG requirement.
2. Twisted Pairs – The wires are twisted at a rate of one twist per inch. There are several inputs and outputs
that are required to use twisted wire pairs to minimizing EMI. Some examples are Speed signals inputs;
PWM outputs; and frequency throttle. Refer to the wiring diagram to see all the wires that are required to
be twisted. This is a requirement.
3. Twisted Triplets - There are three sets of twisted-triplet wires. The wires are twisted at the rate of one
twist per inch and are used with the Primary Accelerator, Remote Accelerator, Dual Analog Accelerator,
and Variable ISC option of the Intermediate Speed Control (ISC) feature. This is a requirement.
4. Datalinks - A separate cable must be used on the J1939 datalink. Refer to SAE J1939/11 and J1939/13
for detailed specifications on the datalink wire requirements.
5. Contacts and Connectors: The connection points of the OEM wiring harness must be adequately
protected from vibration and moisture intrusion. This is a requirement. The design practices and
manufacturing methods for typical 12- and 24-volt systems are not adequate when the subsystem operates
with low signal level electronics on some circuits. Follow the guidelines in the following paragraphs.
6. Datalinks - Gold plating is required for the OEM 24-Pin Crossover connector terminals and any J1939
datalink connections.
7. Switches - The Tier 4F CM2350 Industrial electronic subsystem recommends that all switch contacts
(except keyswitch) be gold flashed to ensure reliable switching at low voltages and currents. Ring terminals
may be either solder dipped or tin-plated.
8. Connectors - Chassis-mounted connectors should be environmentally sealed and, at a minimum, be tin-

plated or nickel-plated. A lubricant 10, 11 should be applied to connector terminal surfaces as an added
10 F 11F
safeguard for use with tin-plated or nickel-plated contacts to reduce the risk of fretting corrosion. In the cab
area, tin plating should be on wire-to-wire and wire-to-switch interconnections. This is a minimum
requirement.
9. Recommended Plating - A detailed review of the termination and connector uses is to be conducted with
the connector supplier. A sample of typical connector supplier recommendations for plating subsystems
used in low current signal applications is shown in the Recommended Plating Systems table. Additional
information may be found in CES 98187.
Table 4-14 Recommended Plating Systems Table
Surface Plating Underplating Terminal material
Gold, cobalt hardened Nickel, matte Brass
120-200 Knoop 180-300 Knoop
50-80 micro-inches 80-110 micro-inches
Tin, Matte Nickel, matte Brass

30-120 micro-inches 50-120 micro-inches
<250 micro-inches/pair
10. Plating Systems Not Recommended - The following plating systems are not recommended: Tin with >250
micro-inches per terminal pair (male + female interface), gold with underplating barrier, brass, silver, or
copper.
11. Dissimilar Metals - The use of dissimilar metals for any terminal pair (male + female interface) is not
recommended. Use of dissimilar metals will cause galvanic corrosion, resulting in terminal pitting and
premature circuit failure.
12. Throttle Circuit - It is recommended that the connector terminal between the base throttle pedal and ECM
be gold plated. This recommendation also applies to the remote accelerator circuit and the variable ISC
throttle circuit.
13. OEM Sensor Circuit - It is recommended that the connector terminals between the OEM temperature
sensor and the ECM and between the OEM pressure sensor and the ECM be gold plated.
Protective Covering
The protective covering for the OEM wiring harness should have high abrasion and cut resistance,
continuous temperature capability to 125 °C (257 °F) and intermittent temperature capability to 150 °C (302
°F). The material should also have high chemical resistance to fuel, engine oil and engine coolant. The
harness covering should not strain the wire or the wire seal at the connector and typically should be
terminated approximately 1/2 inch from the connector shell. While convoluted tubing, woven braid, or over
foamed are all recommended as protective coverings, over foaming the harness at the ECM provides strain
relief at the 96 pin connector preventing terminals from backing out of ECM connectors.
1. Convoluted Tubing - If convoluted conduit is selected, nylon material should be specified. The material
should be split lengthwise and have drainage provisions for fluids. Conduit ends should be secure to
prevent unraveling.
2. Woven Braid - If woven braid is selected, the material should consist of a nylon core with a vinyl
covering. The covering should be a minimum of 12 picks per inch and a tight, non-slip covering over the
cables should be provided. The braid tail should be secured to prevent unraveling.
Harness Routing and Support
10
Bosch does not allow its electrical connectors to be lubricated. The Bosch DEF Supply Module and DEF Dosing Module
connectors must not be lubricated.
11
The NOx sensors’ ECU connector terminals should not be lubricated because these sensors are required to “breathe”.
Lubricant can clog the sensor’s vent path causing sensor failure.
The physical routing and support of the OEM wiring harness should minimize strain in the wire seals and of all
connectors and should protect the harness from damage due to abrasion, heat, and sharp objects. The harness
should be clamped at any location on the engine/machine where support is required to protect the harness from
strain damage. Wherever possible, wires associated with the OEM harness should be routed physically close
to metals connected to battery (-) (e.g. frame rails, engine block) to minimize electromagnetic interference with
other electronic subsystems in the vehicle. All wiring should be kept free from sharp bends around components
that can cause nicks, cuts or other damage. The harness should be routed away from sharp objects, exhaust
system components and other high temperature components.
4.6.2 Harness Boot Requirements

The figure below shows the installation sequence of the rubber boot to the 96-pin connector.
Figure 4-10: 96-way ECM connector rubber boot installation
The installation of the Rubber Boot will provide protection from grit and other foreign material from restricting
movement for the locking lever.
Accessing the ECM connector can be done by clipping off the wire tie at the rear and folder the boot sides.
Installation is done the same way, but in reverse order. The wire tie secures and prevents the boot from falling off
during use.
"For programs that the OEM's receive the 96-way connector boot and wire tie in a kit (Example: QSF3.8),
the provided parts are to be installed on the Cummins engine wiring harness J1-96 way connector."
4.6.3 Remote Mount ECM

For applications using remote mount ECM refer to “CEB00505, Remote Mount ECM Installation Requirements-
CM2350” and “ AEB 24.53, Cummins Branded Starters, Alternators and Fuel Shut-Off Solenoids-Industrial
Applications Requirements” for more details.
4.6.4 OEM Connector Grounding and Strain relief
Figure 4-11: OEM Connector Grounding and Strain relief
The OEM MUST use a cable clamp on the ECM for the OEM harness connector. Make sure the harness bundle
size is small enough to allow cable clamp to fit properly, 21.5 mm (0.85 in) maximum. Convolute tubing should end
before the harness enters the clamp. In a fully populated connector there will only be enough room for a small
amount of tape around the harness. Do not use the captive screws to forcibly draw the clamp over a wire harness
that is too large. Once the clamp is properly installed, the cable ties need not be removed unless adding additional
wires to the harness. Install the connector to the ECM completely before tightening the cable clamp. Be sure the
clamp is fully seated onto the ECM before tightening the captive screws. Tighten the captive screws to 8 – 10 Nm
(5.90 ft-lb – 7.38 ft-lb). Always fully seat the clamp between the ECM towers before tightening the captive screws.
Figure 4-12: 96-way ECM connector mounting with Clamps installed
4.6.5 Welding Requirements

Welding on the engine or engine mounted components is not recommended. Cummins requires disconnecting all
ECM connectors from ECM and power supply connectors to the engine block prior to any vehicle welding. Note:
The ground strap connected to the ECM must be removed before welding can be done. Attach the welder ground
cable no more than 0.61 meters (two feet) from the part being welded. Never connect the ground cable of the
welder to the ECM.
4.6.6 Miscellaneous Notes
Oil Pressure Sensor

QSL and QSX engines use oil pressure sensors with a variable output range, while the QSB engines use oil
pressure switches which indicate only sufficiency of oil pressure. Note: The harness for the QSB6.7 engine
is configured for both an oil pressure sensor and oil pressure switch connector.
Zip ties requirements
If zip ties are needed to secure wiring harnesses, make sure that the zip ties are fastened to the harness
convolute (or loom) and not directly on wires. Fastening zip ties directly on wires can lead to wire damage,
intermittent shorts, fault codes, and engine damage.
Figure 4-13 shows the way zip ties were fastened directly on wires.
Figure 4-13 Zip ties fastened directly on wires
Figure 4-14 shows the damaged wire #2 on the jumper harness caused due to fastening zip ties directly on
wires.
Figure 4-14: Damaged wire caused due to fastening zip ties directly on wires
5. Datalinks and Diagnostics
5.1 Introduction
The Datalink and Diagnostics section contains information on how to design and interface with the SAE 1939
datalink. It includes the diagnostic codes supported by the CM2350 based engines as well as the J1939 messages
supported. Note: The SAE 1939 documentation will take precedence unless indicated in the following
documentation.
All required engine fault lamps must be hardwired or multiplexed using J1939 messages. If J1939 messages are
being used there must be a panel indication that is equivalent to hardwired indicators that are clearly visible to the
operator and is easily identified. An amber lamp indicates warning; a red lamp indicates engine stop or engine
failure, with the (red) stop warning lamp being the highest severity fault level. Note that the amber and red lamps
interact with the Aftertreatment system (see CEB00502) and as a redundant fault notification system. The Wait to
Start lamp indicates the driver has turned the key switch to an engine run position, but should wait to start the
vehicle.
5.1.1 J1939 Physical Layer
Table 5-1 Network Topology Parameters Table
Parameter Network Specification Maximum Units
Bus Length (L) SAE J1939-11 40 m
SAE J1939-15 40 m
Node Stub Length SAE J1939-11 1 m
(S) SAE J1939-15 3 m
Number of Nodes SAE J1939-11 30
SAE J1939-15 10 1)
Diagnostic Stub SAE J1939-11 0.66 m
Length (Sd) SAE J1939-15 2.66 m
Diagnostic Tool SAE J1939-11 5 m
Cable Length (St) SAE J1939-15 5 m
Terminating SAE J1939-11 120 (Nominal) Ohms
Resistor (R) SAE J1939-15 120 (Nominal) Ohms
Shield SAE J1939-11 Required
SAE J1939-15 Not Required
1) At a given time, the maximum number of nodes that can be connected to the backbone is 10 and up to 30 nodes,
per the specification, ‘may be connected by varying the inter-stub spacing to avoid the effects of reflections’.
Figure 5-1 J1939-11/15 Network Topology
J1939 interconnect pins for the CM2350 Tier 4F products must be gold plated (per CES 98187).
5.1.2 Recommendations
Use of a diagnostic switch in the cab.
To reduce the chance of electrical noise affecting the datalink, it is recommended that the wires not be placed
adjacent to circuits with extremely high current loads or switching currents. It is recommended that the installer
design flyback diodes on all relays to prevent system noise issues.
When developing a new device that will interact with our engine via the J1939 datalinks, it is strongly
recommended that you contact your application engineer.
5.2 Diagnostics
5.2.1 Advanced Diagnostics
Advanced diagnostics are included to make the engines straightforward to repair and service. Diagnostic
examination of a fault or maintenance condition can occur through onboard or offboard systems.
Onboard Diagnostics
1. Extensive fault detection fault capability within the ECM
2. Flash out of fault codes
3. Fault lamps located on the cab dash to indicate warning/stop
Offboard Diagnostics
INSITE a windows-based PC service tool for Cummins CM2350 based Tier 4F engines. It is used to help
troubleshoot and repair the engines. This tool is capable of doing diagnostics and programming.
5.2.2 Diagnostics
Fault Detection:
Faults are detected while the Keyswitch is on, during the operation of the machine itself. If a fault becomes active
(currently detected) at this time, a fault is logged in memory and a snapshot of engine parameters is logged. In
addition, certain faults may illuminate the warning lamp (amber) or the stop lamp (red).
1. Flash Out of Fault Codes: Fault flash out mode can be entered through the use of a diagnostic switch or
the accelerator pedal. The diagnostic switch or clutch brake switch may also be multiplexed on the J1939
datalink.
a. Entering Diagnostic Mode:
1. To enter the fault flash out the keyswitch must be on with the engine not running.
2. When a diagnostic switch is used to enter the mode, the ECM will automatically flash the first
fault code after the switch is turned on. The diagnostic increment/ decrement is used to
sequence forward or backwards through the active faults. If the increment/decrement
switches are not present, each active fault shall flash out twice, wrapping around to the first
fault code at the end.
3. To enter fault flash out mode using the accelerator pedal, the pedal must be cycled from less
than 30% to more than 70% 3 times within 5 seconds. Once in diagnostic mode, cycling the
accelerator pedal will sequence forward through the active faults.
b. Flashing of Fault Codes:
1. The diagram below depicts the pattern of the fault code flash out scheme as indicated by the
stop lamp. A blink is equivalent to the stop lamp being on for 0.5 seconds, and off for 0.5
seconds. A pause between fault code digits has duration of 2 seconds.
Figure 5-2 Example Fault Code Sequences
2. Fault Lamps: The CM2350 controller systems use up to 7 indicator lamps: the Stop, Warning, Wait-to-
start, HEST, Exhaust System Cleaning (Regen), DEF Low and Exhaust System Cleaning (Regen) Inhibit.
If the Keyswitch is turned on but the diagnostic switch remains off, the indicator lamps will illuminate for
approximately two seconds and then go off, one after the other, to verify they are working and wired
correctly. They all go on and then go off one at a time, at an interval of approximately 0.5 seconds each.
- Warning Lamp - The warning lamp provides important operator messages. These messages require
timely operator attention. The warning lamp is also used to delineate diagnostics fault codes.
- Stop Lamp - The stop lamp provides critical operator messages. These messages require immediate and
decisive operator response. The stop lamp is also used to flash out diagnostic fault codes. It is possible,
through OEM wiring, to configure the system to use the red/stop lamp for Engine Protection Faults. This is
done through wiring the red lamp to both the red/stop lamp input and the Engine Protection lamp input on
the ECM.
- Wait-to-Start Lamp - The wait-to-start lamp indicates that the pre-start intake manifold heater warm-up
sequence is active. A Cummins supplied grid heater will automatically heat the intake manifold based on
the Intake Manifold Temperature when needed prior to engine starting. Intake manifold heating improves
engine starting in cold temperatures and reduces white smoke.
- See CEB00502 Aftertreatment Electronic Technical Package for lamps related to aftertreatment (Exhaust
System Cleaning (Regen), DEF Low and Exhaust System Cleaning (Regen) Inhibit).
5.2.3 External Diagnostic Tools
INSITE is the windows-based PC service/programming/diagnostic tool for Cummins CM2350 based engines for
Tier 4F. It is used to help troubleshoot and repair the engines with extended fault diagnostics and processing power.
INSITE allows the user to view active and inactive faults and clear the inactive faults. It provides a monitor function
that allows the service technician to monitor measured parameters, actuator status and some calculated values. It
also provides the technician with the capability to turn on certain drivers such as the grid heaters and lift pump as
well as running diagnostic tests such as single cylinder cutout. Currently, INSITE capability is different for each.
Detailed descriptions of such tests are mentioned in Electronic Control Features and OEM Adjustments.
5.3 Serial Communications

5.3.1 CM2350 Controller Serial Communications
The intent of this section is to provide information pertaining to application of the CM2350 controller’s serial
communications interface to Tier 4F off-highway platforms. The acronym form for the controller is ECM (engine
control module) except for SAE references, which use the acronym ECU (electronic control unit). The contents of
this part of the technical package are divided into two broad categories.
The first category caters to OEMs who are involved in building machines; therefore installing datalinks is their
primary concern. This category provides information on cables, connectors and it lists datalink devices that have
been tested by Cummins as being compatible with the CM2350 ECM. The second category captures information
to be used by OEMs and component suppliers who design datalink devices that will interface with the ECM. This
category has details pertaining to message support, parameter characteristics, network utilization, and diagnostics.
5.3.2 Introduction
Datalinks provide the means for electronic devices on the machine to interact with each other. Some typical
functions performed are sharing of sensor data, sharing of calculated information, allowing subsystems (e.g. engine,
transmission, etc.) to influence each other’s operation, communication of subsystem operation state. Datalinks also
provide a means for on and off board diagnostic work to be done.
The CM2350 controllers have been designed with four independent serial communications ports. All four ports
provide access to SAE J1939, only the ports on OEM harness are available to the OEM. There is no support for
SAE J1587/J1708/J1922.
SAE J1939 datalink is a high-speed network for machines that operate at 250K baud. It is capable of supporting
control, information sharing, diagnostics, multiplexing, and proprietary communications. The J1939 (physical layer)
datalink uses a differential line driver circuit and allows a maximum bus length of 40 meters. The network can have
a maximum of 30 node connections at a given time. The J1939-15 network can have a maximum of 10 node
connections and up to 30 nodes1) at a given time.
J1939 datalinks on the engine controller are active within 1 second when the machine key-switch is turned on.
5.3.3 J1939 Public Datalink Installation Information

This section provides information required by those involved in installing J1939 datalinks on their machines. Refer
to Section 4 Interfaces and Installation for more details. Please note that only J1939-11, J1939-13 and J1939-15
are supported.
J1939: To install J1939 datalink on a machine, it is important to understand the requirements relating to
cabling and connectors. The following section provides details on both. It also provides information on some
suppliers to procure cabling and connectors.
Cabling:
1. Backbone It is a linear bus with a maximum length of 40 meters (approximately 131 feet). At a given time,
the maximum number of nodes (electronic controllers) that can be connected to the backbone is 30. Note
that B and B MATE (STYLE 2 Keying) is the backbone and termination connector keying, where B is the
receptacle and B MATE is the plug.
For J1939-11 compliance, the backbone is a twisted shielded pair with a drain and requires passive termination
resistors at each end of the network. The J1939-11 topology is typically used for automotive/ on highway
applications and their trailers as well as some off-highway ‘Industrial’ equipment and agricultural equipment
and implements. Please refer to Figure 5-3 Typical J1939 Topology for Off-Highway Applications.
For J1939-15 compliance, the backbone is an un-shielded twisted pair and requires terminating resistor
same as J1939-11 at each end of the network. 1) At a given time, the maximum number of nodes that can
be connected to the backbone is 10 and up to 30 nodes, per the specification, ‘may be connected by varying
the inter-stub spacing to avoid the effects of reflections’. This physical layer eliminates the need for shield
required in J1939-11. The J1939-15 topology is typically used for automotive/ on-highway applications and
their trailers as well as off-highway ‘Industrial’ equipment, and agricultural equipment and implements.
2. Stub Refer to table 5-1 for physical layer specifications of SAE J1939-11 and SAE J1939-15.
3. Shield Electrical connection to the shield is achieved by the drain wire at bus connection points for the
nodes (electronic controllers) and at the main bus interconnects. Also note that the shield should be
grounded only at one point with a connection to the battery negative. Although the shield does not provide
coverage in the area where connections are made to the linear bus or at the stub connector (read section
below for details) locations, it is connected electrically to the next segment of the shielded cable, and
provides sufficient coverage to provide the necessary electromagnetic compatibility (EMC) improvements.
Shield termination is not applicable to the J1939-15 physical layer.
5.3.4 Connections:
1. Engine Connection: The engine controller can be connected to the backbone by a three pin unshielded
connector called stub connector. This is illustrated by the manner in which the electronic control unit 1
(ECU 1) is connected to the backbone in Figure 5-3 Typical J1939 Topology for Off-Highway Applications.
The sub connector has a special keying (SYLE 1 Keying) and is shown in Figure 5.3. As “A” and “A” MATE,
where “A” MATE is the mating half. For a connection type as shown for ECU 1, one of the three pins is
used to pass the drain wire through to the mating half (A MATE) of the stub connector in order to allow the
electrical continuity of the shield to be maintained. Two other alternatives for connecting electronic
controllers to the backbone as supported by SAE J1939 are shown in the same figure. It should be noted
that the connection of ECU 2 provides the best case EMC improvement (i.e. shortest possible stub).
2. Diagnostic Connections: The diagnostic connector is a 9-pin Deutsch which provides a connection to
J1939 ‘Type 1’ and ‘Type 2’ datalinks as well as pin-outs such as a second CAN network connection is
available for OEM device datalink, unswitched power, and ground (see Figure 5-3 Typical J1939 Topology
for Off-Highway Applications). Refer to Table 5-1 for maximum allowed distance specifications of
Diagnostics connections.
For the heavy-duty and Midrange vehicles, the SAE J1939-13 preferred location of the connector is in the
cab area or controls panel (air compressors do not have a cab for example) on the driver’s side and
should be easily accessible for service engineers. For the construction and agricultural equipment, SAE
J1939-13 preferred location for the connector bus is behind the operator’s seat or under the dash and
should be labeled as diagnostics connector for easy identification.
3. Bulkhead Connection: The J1939 datalink may be routed through the OEM bulkhead connector. To
reduce the chance of electrical noise affecting the datalink, it is recommended that the wires not be placed
adjacent to circuits with extremely high current loads or switching currents. It is recommended that the
installer design flyback diodes on all relays to prevent system noise issues.
5.3.5 CUMMINS Engine Network

The Engine/Aftertreatment Communication Network is used for Cummins emission devices only (VGT, Engine Out
NOx sensor, Tailpipe NOx sensor, DEF quality sensor and DOC/DPF/SCR temperature Sensors). It does not
support the Public J1939 messages. See OEM Wiring Diagram for the connection details. OEM is required to
provide the terminating resistors.
5.3.6 J1939 Cable and Connector Suppliers

J1939 Cable and Connector Suppliers
J1939 compatible connectors and cabling are now available through many local and national distributors. For
application information and to locate distributors in your area, contact the following companies:
Connectors
Deutsch Industrial Products Division
37140 Industrial Avenue
Hemet, CA 92543
Phone: (714) 929-1200
(909) 765-2250
Fax: (714) 652-9784
http://www.deutschipd.com/Products/products.html
Deutsch Distributor
Ladd Industrial Sales
1-800-223-1236
Cabling
Belden Wire and Cable Company Champlain Cable Corporation
2200 U.S. Highway 27 South 12 Hercules Drive
P.O. Box 1980 Colchester, Vermont 05446
Richmond, IN 47345 Phone: 1-800-451-5162
Phone: 800-235-3361 http://www.champcable.com/
Fax: (765) 983-5737
http://www.belden.com/
BICC Brand-Rex Ltd. Waytec Inc.

Viewfield Industrial Estate P. O. Box 690
Glenrothes Chanhassen, MN 55317
Fife Phone: 800-328-2724
KY6 2RS Fax: 800-858-0319
Scotland Local: 952-949-0765
Phone: +44 (0) 1592 772124 http://www.tycoelectronics.com/
Fax: +44 (0) 1592 775314 http://www.raychem.com/
http://www.brand-rex.com/
Figure 5-3 Typical J1939 Topology for Off-Highway Applications
The points intended to be emphasized:
1). Backbone-twisted pair (shielded on J1939-11 only) with a drain wire and a maximum
length of 40 meters (approximately 131 feet). It has termination resistors at each end.
The figure illustrates a linear topology.
2). Stub – maximum length of 1 meter (approximately 3.3 feet)
3). Four Types of Connectors:

i. A- Stub Connector (Receptacle
STYLE 1 Keying
A MATE: Mating Half of Stub Connector
(Plug)
ii. B: Backbone (through) Connector

(Receptacle) STYLE 2 Keying
B MATE: Mating Half of Backbone

Connector (Plug)
iii. Diagnostic Connector – Deutsch 9 pin
iv. J1939 backbone passing through the OEM bulkhead connector
4). Three possible ways of connecting ECUs to backbone:

i. ECU 1 is connected to backbone via a stub connector (A-A MATE)
ii. ECU 2 has the stub receptacle at the module
iii. ECU n has the stub cable wired directly to the OEM connector
Figure 5-4 Typical J1939-15 Topology using J1939-11 connector for Off-Highway Applications
The points intended to be emphasized:
Backbone- Un-shielded twisted pair (UTP) with a maximum length of 40 m (approximately 131 ft). The
1).
backbone does not have shield terminal and is terminated at each end with a 120 Ohm terminating resistor.
2). Stub – maximum length of 3 meter (approximately 9.8 feet).
Types of Connectors: The type of connectors is not specified for J1939-15, recommendation is to use
connectors meeting requirements in SAE J1939-11. For the 3-pin connector described in SAE J1939-11
3).
document, the shield wire shall not be used and a sealing plug will be installed. Diagnostic Connector type will
be same as described in SAE J1939-13.
Possible way shown of connecting ECUs to back bone
4). i. ECU connected to the network via a stub connector meeting Connector Electrical Performance
Requirements in SAE J1939-11. For the 3-pin connector described in SAE J1939-11 document,
the shield wire shall not be used and a sealing plug should be installed.
Figure 5-5 ECM Connector Plate - CM2350
5.3.7 Messages Supported on CM2350 modules

This section details the J1939 industry standard messages that are supported by the CM2350 controller. Parameter
characteristics for messages sent on J1939 are also listed.
Note: SAE J1939 documents are available to organizations for a fee at http://www.ihs.com/
5.3.8 Messages Supported on J1939

Table 5-1 lists all J1939 PGNs and parameters that are supported on all CM2350 based Industrial engine platforms.
This data was obtained primarily from J1939-71, J1939-73, and J1939-21.
Please read the following section, “Key to Messages Supported on J1939 Table”, in order to understand the
contents of the table.
5.3.9 Key to Messages Supported on J1939 Table

Column 1 lists the SAE PGN number.
Column 2 lists the SAE defined PGN names.
Also, SA/DA refers to the Source Address/Destination Address and listing of SAE defined PGN numbers given. As
an example, the combination of PGN 00000–TSC1 and Trans (3)/Engine (0) should be interpreted as TSC1 is
sourced from the Transmission (J1939 address 3) and received by Engine (J1939 address 0). Also note that any
PGN can be requested by any source with a J1939 address. Where this is not true, the specific addresses have
been listed.
Some PGNs are not completely defined in SAE J1939-71, -73, or -21. They are denoted with a superscripted
asterisk “*”. Please refer to the notes at the end of the table for details.
Column 3 lists the update rate of the PGN in CM2350 controller
Columns 4 & 5 shows the Byte and Bit location. See SAE J1939 examples below for additional information.
Column 6 indicates which Cummins defined category the parameter falls in.
Cummins has identified six categories of J1939 capability. They are:
- Powertrain Control (PT) - The powertrain control category comprises of parameters exchanged between the
engine and devices such as transmission.
- Information Sharing (IS) - This category has parameters pertaining to general engine operation. These
parameters can be broadcast as well as be provided upon request from a remote system, e.g. engine coolant
temperature, engine oil pressure, etc.
- Diagnostics (DG) - This category comprises of parameters that are used to convey fault information, have
capability to command system tests, access test results, clear active and inactive diagnostic trouble codes and
access emissions related active diagnostic trouble codes separately from other diagnostic trouble codes
(DTCs).
- Multiplexing (MX) - What is Multiplexing - J1939 Multiplexing is sending or receiving of input and output control
commands using J1939 datalink instead of individual hard wires. The enables for multiplex parameters are
service trims and can be adjusted via Service Tools. The source address from which the parameter is
multiplexed is also Service Tool trimmable.
- General (G) - All other nonproprietary J1939 requirements that are not covered in the other 5 categories are
grouped under General. For example: Acknowledgment (ACK/NACK), Transport Protocol.
- Service/Proprietary (SP) - This category comprises J1939 messages that can be used to convey proprietary
information, e.g. PGN for Proprietary A.
Please note that there are cases where the parameter may belong to more than one category. For example -
Parameter “engine Derate Switch” belongs to both IS/MX.
Column 7 lists the parameters within the PGN.
Columns 8 describe parameter support for CM2350 based Tier 4F engines.
TX - means that the parameter is transmitted from the engine;

RX - means that the engine receives the parameter
NA - An entry NA means that the parameter is not supported.
TX/RX - Support of a J1939 parameter listed as both TX/RX, means the following:
1. Under a non-multiplexed case, the parameter value is transmitted (TX) from engine.
2. Under a multiplexed case, the parameter value is received (RX) by engine.
The broadcast of certain J1939 Parameters shall be dependent upon the override trims for those parameters.
These trims can only be changed (enabled/disabled) prior to the power up sequence. When the overrides have
been enabled, J1939 Parameters for those System Names shall be broadcast with N/ A (112 for switches and FF16
for analog values.)
Note: Multiplexing – if the hardwire is still attached to the ECM for that particular switch/sensor and the
parameter is set to be multiplexed, the ECU will ignore the hardwire input.
The following examples are for the purpose of helping the user of this document to better understand
the data in Table 5-1“Messages Supported by J1939”.Please consult SAE J1939-71, J1939-73 or J1939-
21 documentation for additional information.
Figure 5-6 Example of SAE J1939 Byte/Bit Numbering Convention:
SAE Definition
Byte 1 Byte 2 Byte 3 Byte 8

8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 8 6 5 4 3 2 1 8 7 6 5 4 3 2 1
Figure 5-7 Example: PGN 61444 (00F004) Electronic Engine Controller 1 - EEC1
18F00400 F8 70 AF 80 3E 00 0F 7D
SPN 2432 Engine Demand - % Torque

SPN5L
1675 Engine Starter Mode
5L 1483 Source Address of Controlling Device for Eng. Control
SPN
SPN 190 Engine Speed
SPN 513 Actual Engine - % Torque
SPN 512 Driver’s Demand Engine - %Percent Torque
SPN 899 Engine Torque Mode; SPN 4154 Actual Engine -% Torque High Resolution
Bits 7-0 = Source Address = Engine (0)
Bits 23-16 = PF = F0
Bits 15 - 8 = PS = 04
Bits 28-26 = Priority = 0b110 = 6

Bit 25 = EDP = 0, Bit 24 = DP = 0
PGN = 00F004;
PGN = Electronic Engine Controller 1
Below are explanations on how to determine the values of Byte #3 and Bytes #4 & 5 from the PGN 61444
example above:
Byte 3, or Actual Engine Percent Torque, is 1 byte in length and has a hexadecimal (HEX) value of ‘AF’.
To determine the Actual Engine Percent Torque, convert the (HEX) ‘AF’ value to a decimal (DEC) value,
and apply the resolution of 1% / bit, -125% offset (J1939-71):
AF (HEX) = 175% (DEC)

175% * 1 % (resolution) - 125% (offset) = 50%
The value of the Actual Engine Percent Torque in this example is 50% (DEC)
Byte 4 & 5, or Engine Speed, is 2 bytes in length. The hexadecimal (HEX) value for Byte 4 = ’80’ and for
Byte 5 = ‘3E’.
It is very important when computing values of parameters that contain more than one byte, to
begin with the Most Significant Byte (MSB) and end with the Least Significant Byte (LSB).
Therefore, bytes 4 & 5 will be ‘swapped’ (since 5 is the MSB), to get the HEX value ‘3E80’.
To determine the Engine Speed, convert the (HEX) ‘3E80’ value to a decimal (DEC) value, and apply the
resolution of 0.125 rpm / bit, 0 offset (J1939-71):
3E80 (HEX) = 16000 (DEC)

16000 * 0.125 = 2000 RPM
The Engine Speed in this example is 2000 RPM (DEC)
The following explanation and example is for Transport Layer Protocol Data Transfer
When 9 up to 1785 data bytes are needed to express a given Parameter Group, the communication of this
data is done in multiple CAN Data Frames. Thus, the term multipacket is used to describe this type of
Parameter Group Number. When a particular Parameter Group has 9 or more data bytes to transfer, the
“Transport Protocol Function” is used. The Transport Protocol Function’s Connection Management capability
is used to set up and close out the communication of the multipacket Parameter Groups. The Transport
Protocol Data Transfer capability is used to communicate the data itself in a series of CAN Data Frames
(packets) containing the packetized data. Additionally, the Transport Protocol Function provides flow control
and handshaking capabilities for destination specific transfers. See Section 5.10 in SAE J1939-21 for more
details.
Parameter Groups that are defined as multipacket only use the transport protocol when the number of data
bytes to send exceeds eight.
EXAMPLE: The following illustrates the message format for the DM1 message.
Given:
a=lamp status
b=SPN
c=FMI
d=CM and OC
Message form will be as follows: a,b,c,d,b,c,d,b,c,d,b,c,d....etc. In this example, the transport layer protocol
of SAE J1939-21 will have to be used to send the information because it requires more than 8 data bytes.
Actually, any time there is more than one fault the services of the transport layer protocol will have to be
used.
Table 5-2 Messages Supported on J1939

Note: When an ‘a.’ or ‘b.’ is shown in the ‘Bit’ column, be aware that Transport Layer Protocol Data
Transfer is used.
Transport Layer Protocol Data Transfer is used in this case if over 2 different value combinations are
broadcast starting with Byte 2 then repeating ‘ab, ab, ab…’ for as many times as indicated in Byte 1 (see
PGN 64912).
PGN Message Update Byte Bit Use SPN Parameters QSB QSB QSL9 QSX QSF QSG
Name Rate 4.5 6.7 15 3.8 12
SA/DA
0 Torque/Speed 0.01 s 1 1-2 PT 695 1) Engine Override Control Mode RX RX RX RX RX RX
Control A) Override disabled (00)
B) Speed control (01)
(See Engine Requested Speed
/Speed Limit below (4))
C) Torque control (10)
(See Engine Requested
Torque/Torque Limit below (5))
D) Speed/torque limit control
(11)
(Refer to 4 & 5 below)
Message #1 – 1 3-4 PT 696 2) Engine Requested Speed RX RX RX RX RX RX
TSC1 Control Conditions
TSC1 to
Engine
1 5-6 PT 897 3) Override Control Mode Priority RX RX RX RX RX RX
2-3 1-8 PT 898 4) Engine Requested RX RX RX RX RX RX
Speed/Speed Limit
Trans(3) / 4 1-8 PT 518 5) Engine Requested RX RX RX RX RX RX
Engine(0) Torque/Torque Limit
ABS(11) / 5 1-3 PT 3349 6) TSC1 Transmission Rate NA NA NA NA NA NA
Engine(0)
ASR(33) / 5 4-8 PT 3350 7) TSC1 Control Purpose NA NA NA NA NA NA
Engine(0)
6 1-4 PT 4191 8) Engine Requested Torque - RX RX RX RX RX RX
High Resolution
8 1-4 PT 4206 9) Message Counter RX RX RX RX RX RX
8 4-8 PT 4207 10) Message Checksum RX RX RX RX RX RX

54016 Calibration On 1-4 1-8 DG 1634 1) Calibration Verification Number TX, TX, TX, TX, TX, TX,
J1939 Information Request RX RX RX RX RX RX
-73 DM19 5-20 1-8 DG 1635 2) Calibration ID TX, TX, TX, TX, TX, TX,
RX RX RX RX RX RX
56832 Reset As 1 1-2 G 988 1) Trip group 1 RX RX RX RX RX RX
needed
Any / Engine 1 3-4 G 989 2) Trip group 2 - Proprietary RX RX RX RX RX RX
(0)
Any / Global 2 1-8 G 1584 3) Service component ID RX RX RX RX RX RX
(255)
3 1-2 None 1211 4) Engine build hours reset NA NA NA NA NA NA
3 3-4 None 3600 5) Steering straight ahead position NA NA NA NA NA NA
reset
57088 DM13 - As 1 1-2 DG 639 1) J1939 Network #1, Primary NA NA NA NA NA NA
Stop/Start needed vehicle network
Broadcast
1 7-8 DG 1230 2) Current Data Link RX RX RX RX RX RX
Any / Engine 2 7-8 DG 1231 3) J1939 Network #2 NA NA NA NA NA NA
(0)
Any / Global 3 7-8 DG 1235 4) SAE J1939 Network #3 NA NA NA NA NA NA
(255)
4 5-8 DG 1236 5) Hold Signal NA NA NA NA NA NA
57344 Cab Message 1.0s 1 1-8 IS/MX 986 1) Requested Percent fan speed RX RX RX RX RX RX
#1
Any / 2-3 1-8 None 1691 2) Cab Interior Temperature NA NA NA NA NA NA
Engine(0) Command
4 1-2 None 1684 3) Auxiliary Heater Coolant Pump NA NA NA NA NA NA
Request
4 3-4 None 1682 4) Battery Main Switch Hold NA NA NA NA NA NA
Request
4 5-6 None 1714 5) Operator Seat Direction Switch NA NA NA NA NA NA
4 7-8 None 1856 6) Seat Belt Switch NA NA NA NA NA NA
Name Rate 4.5 6.7 15 3.8 12
SA/DA
5 1-2 None 1655 7 Vehicle Limiting Speed NA NA NA NA NA NA
Governor Decrement Switch
5 3-4 None 1654 8) Vehicle Limiting Speed NA NA NA NA NA NA
Governor Increment Switch
5 5-6 None 1653 9) Vehicle Limiting Speed NA NA NA NA NA NA
Governor Enable Switch
6 1-2 IS/MX 3695 10) Aftertreatment Regeneration TX TX TX TX TX TX
Inhibit Switch RX RX RX RX RX RX
6 3-4 IS/MX 3696 11) Aftertreatment Regeneration TX TX TX TX TX TX
Force Switch RX RX RX RX RX RX
6 5-6 None 1666 12) Automatic Gear Shifting NA NA NA NA NA NA
Enable Switch
6 7-8 None 1656 13) Engine Automatic Start NA NA NA NA NA NA
Enable Switch
7 1-4 None 1683 14) Auxiliary Heater Mode NA NA NA NA NA NA
Request
7 5-6 None 1685 15) Request Engine Zone Heating NA NA NA NA NA NA
7 7-8 None 1686 16) Request Cab Zone Heating NA NA NA NA NA NA
8 1-8 None 2596 17) Selected Maximum Vehicle NA NA NA NA NA NA
Speed Limit
59392 Acknowledgm As 1 1-8 G 2541 1) Control Byte =0; Positive TX TX TX TX TX TX
J1939 ent Message Needed Acknowledgement
-21 Engine(0) / 2 1-8 2542 a) Group Function NA NA NA NA NA NA
Any
5 1-8 3290 b) PGN being acknowledged TX TX TX TX TX TX
1 1-8 2541 2) Control Byte =1; Negative TX TX TX TX TX TX

Acknowledgement
2 1-8 2544 a) Group Function
5 1-8 3291 b) PGN being acknowledged
1 1-8 N/A 3) Control Byte =2; Access TX TX TX TX TX TX
Denied
1 1-8 2541 4) Control Byte =3; Cannot TX TX TX TX TX TX
respond
59904 Request PGN As 1-3 1-8 G 2540 1) PGN being requested RX RX RX RX RX RX
J1939 Any / Needed
-21 Engine(0)
60160 Transport On 1 1-8 G 2572 1) Sequence Number TX/ TX/ TX/ TX/ TX/ TX/
J1939 Protocol-Data Request RX RX RX RX RX RX
-21 Transfer
Any/Engine 2-8 1-8 2573 2) Packeted Data TX/ TX/ TX/ TX/ TX/ TX/
(0) RX RX RX RX RX RX
Any/Retarder
(41)
Engine
(0)/Any
60416 Transport As 0-15 G 2556 1) Control Byte, identifies CM TX/ TX/ TX/ TX/ TX/ TX/
J1939 Protocol- Needed message type RX RX RX RX RX RX
-21 Connection
Management
Any / 9- 2557 2) Total Message Size, number of TX/ TX/ TX/ TX/ TX/ TX/
Engine(0) 1785 bytes RX RX RX RX RX RX
Any/Retarder 2-255 2558 3) Total Number of Packets TX/ TX/ TX/ TX/ TX/ TX/
Engine 1 2560 4) Parameter Group Number of TX/ TX/ TX/ TX/ TX/ TX/
(0)/Any Packeted message RX RX RX RX RX RX
Name Rate 4.5 6.7 15 3.8 12
SA/DA
60928 Address At 1 1-8 G 2837 Identity Number (LSB) TX/ TX/ TX/ TX/ TX/ TX/
J1939 Claimed Power- RX RX RX RX RX RX
-81 ACM up and 2 1-8 G 2837 Second byte of identity number TX/ TX/ TX/ TX/ TX/ TX/
as RX RX RX RX RX RX
Claim: required
3 1-5 G 2837 Most significant 5 bits of Identity TX/ TX/ TX/ TX/ TX/ TX/
Retarder(15) Number RX RX RX RX RX RX
or (41) / 3 6-8 G 2838 Least significant 3 bits of TX/ TX/ TX/ TX/ TX/ TX/
Global (255) Manufacturer Code RX RX RX RX RX RX
4 1-8 G 2838 Manufacturer code (MSB) TX/ TX/ TX/ TX/ TX/ TX/
Claim:
RX RX RX RX RX RX
Engine (0) / 5 1-3 G 2840 ECU Instance TX/ TX/ TX/ TX/ TX/ TX/
Global (255) RX RX RX RX RX RX
5 4-8 G 2839 Function Instance TX/ TX/ TX/ TX/ TX/ TX/
Cannot RX RX RX RX RX RX
Claim:
6 1-8 G 2841 Function TX/ TX/ TX/ TX/ TX/ TX/
Null RX RX RX RX RX RX
(254) / Global 7 2-8 G 2842 Vehicle System TX/ TX/ TX/ TX/ TX/ TX/
8 1-4 G 2843 Vehicle System Instance TX/ TX/ TX/ TX/ TX/ TX/
RX RX RX RX RX RX
8 5-7 G 2846 Industry Group TX/ TX/ TX/ TX/ TX/ TX/
RX RX RX RX RX RX
8 8 G 2844 Arbitrary Address Capable TX/ TX/ TX/ TX/ TX/ TX/
RX RX RX RX RX RX
61441 Electronic 0.1s 1 1-2 none 561 1) ASR engine control active NA NA NA NA NA NA
Brake
Controller 1
EBC1 1 3-4 none 562 2) ASR brake control active NA NA NA NA NA NA
IS 1 5-6 none 563 3) Anti-lock braking (ABS) active NA NA NA NA NA NA
Engine(0) / 1 7-8 none 1121 4) EBS brake switch NA NA NA NA NA NA
None
2 1-8 none 521 5) Brake pedal position NA NA NA NA NA NA
MX 3 1-2 none 575 6) ABS offroad switch NA NA NA NA NA NA
OEM 3 3-4 none 576 7) ASR offroad switch NA NA NA NA NA NA
Specified/
None
3 5-6 none 577 8) ASR “hill holder” switch NA NA NA NA NA NA
3 7-8 none 1238 9) Traction control override switch NA NA NA NA NA NA
4 1-2 none 972 10) Accelerator interlock switch NA NA NA NA NA NA
4 3-4 none 971 11) Engine derate switch NA NA NA NA NA NA
4 5-6 MX 970 12) Auxiliary engine shutdown RX RX RX RX RX RX
switch
4 7-8 MX 969 13) Remote Accelerator enable TX/ TX/ TX/ TX/ TX/ TX/
switch RX RX RX RX RX RX
5 1-8 none 973 14) Engine retarder selection TX TX TX TX TX TX
6 1-2 none 1243 15) ABS fully operational NA NA NA NA NA NA
6 3-4 none 1439 16) EBS red warning signal NA NA NA NA NA NA
6 5-6 none 1438 17) ABS/EBS amber warning NA NA NA NA NA NA
(lamp) signal (powered vehicle)
6 7-8 none 1793 18) ATC/ASR information signal NA NA NA NA NA NA
7 1-8 none 1481 19) Source address of controlling NA NA NA NA NA NA
device for brake control
8 1-2 none 2911 20) Halt Brake Switch NA NA NA NA NA NA
8 3-4 none 1836 21) Trailer ABS status NA NA NA NA NA NA
8 5-6 none 1792 22) ABS trailer warning lamp state NA NA NA NA NA NA
61442 Transmission 0.01s 1 1-2 PT 560 1) Transmission Driveline NA NA NA NA NA NA
Message #1 – engaged
ETC1
1 3-4 PT 573 2) Transmission Torque converter NA NA NA NA NA NA
lockup engaged (If converter
lockup is sensed, Eng Brakes will
not engage. If transmission is
automated send a zero(0))
Name Rate 4.5 6.7 15 3.8 12
SA/DA
1 5-6 PT 574 3) Transmission Shift in process NA NA NA NA NA NA
Trans(3)/none 2-3 1-8 PT 191 4) Transmission Output shaft RX RX RX RX RX RX
speed
4 1-8 none 522 5) Percent clutch slip NA NA NA NA NA NA
5 1-2 PT 606 6) Engine momentary overspeed RX RX RX RX RX RX
enable
5 3-4 PT 607 7) Progressive shift disable RX RX RX RX RX RX
6-7 1-8 none 161 8) Transmission Input shaft speed NA NA NA NA NA NA
8 1-8 none 1482 9) Source address of Controlling NA NA NA NA NA NA
Device for Transmission Control
61443 EEC2 - 0.05 s 1 1-2 PT 558 1) AP 1 low idle switch TX/ TX/ TX/ TX/ TX/ TX/
Electronic RX RX RX RX RX RX
Engine
Controller #2
PT 1 3-4 PT/M 559 2) AP kick down switch TX TX TX TX TX TX
X
Engine(0) / 1 5-6 PT/M 1437 3) Road Speed Limit Status TX TX TX TX TX TX
None X
1 7-8 PT 2970 4) Accelerator pedal 2 low idle NA NA NA NA NA NA
switch
MX 2 1-8 PT/M 91 5) Accelerator pedal position 1 TX/ TX/ TX/ TX/ TX/ TX/
X RX RX RX RX RX RX
OEM 3 1-8 PT 92 6) Engine percent load at current TX TX TX TX TX TX
Specified/Non speed
e
4 1-8 PT/M 974 7) Remote Accelerator pedal TX/ TX/ TX/ TX/ TX/ TX/
X position RX RX RX RX RX RX
5 1-8 None 29 8) Accelerator pedal position 2 NA NA NA NA NA NA
6 1-2 PT 2979 9) Vehicle acceleration rate limit TX TX TX TX TX TX

status
6 5-6 IS 5399 10) DPF Thermal Management TX TX TX TX TX TX
Active
7 1-8 PT 3357 11) Actual maximum available TX TX TX TX TX TX
engine - Percent Torque
8 1-8 PT 5398 12) Estimated pumping – Percent TX TX TX TX TX TX
Torque
61444 EEC1 - Engine 1 1-4 PT 899 1) Engine torque mode TX TX TX TX TX TX
Electronic Speed
Engine depende
Controller #1 nt
1 5-8 PT 4154 2) Actual engine - percent torque TX TX TX TX TX TX
high resolution
Engine(0) / 2 1-8 PT 512 3) Drivers demand engine-percent TX TX TX TX TX TX
None torque
3 1-8 PT 513 4) Actual engine - percent torque TX TX TX TX TX TX
4-5 1-8 PT 190 5) Engine speed TX TX TX TX TX TX
6 1-8 none 1483 6) Source Address of Controlling TX TX TX TX TX TX
Device
7 1-4 PT 1675 7) Engine Starter Mode TX TX TX TX TX TX
8 1-8 PT 2432 8) Engine Demand – Percent TX TX TX TX TX TX

Torque
61450 Engine Gas 0.05 s 1-2 1-8 IS 2659 Engine Exhaust Gas Recirculation TX TX TX TX TX TX
Flow Rate (EGR) Mass Flow Rate
3-4 1-8 IS 132 Engine Inlet Air Mass Flow Rate TX TX TX TX TX TX
64721 DM53 – On 1 1-2 DG 987 Protect Lamp Status NA NA NA NA NA NA

J1939 Active Request (maintenance lamp)
-73 Service Only 1 3-4 DG 624 Amber Warning Lamp Status TX TX TX TX TX TX
Diagnostic
Trouble 1 5-6 DG 623 Red Stop Lamp Status TX TX TX TX TX TX
Codes 1 7-8 DG 1213 Malfunction Indicator Lamp Status NA NA NA NA NA NA
Engine(0) / 2 1-2 DG 3041 Flash Protect Lamp NA NA NA NA NA NA
None
2 3-4 DG 3040 Flash Amber Warning Lamp TX TX TX TX TX TX
2 5-6 DG 3039 Flash Red Stop Lamp TX TX TX TX TX TX
Name Rate 4.5 6.7 15 3.8 12
SA/DA
2 7-8 DG 3038 Flash Malfunction Indicator Lamp NA NA NA NA NA NA
(MIL)
3 1-8 DG 1214 SPN, 8 least significant bits of SPN TX TX TX TX TX TX
(most significant at bit 8)
4 1-8 DG 1214 SPN, second byte of SPN TX TX TX TX TX TX
5 1-5 DG 1215 Failure Mode Identifier TX TX TX TX TX TX
5 6-8 DG 1214 SPN, 3 most significant bits TX TX TX TX TX TX
6 1-7 DG 1216 Occurrence Count TX TX TX TX TX TX
6 8 DG 1706 SPN Conversion Method TX TX TX TX TX TX
Note 1: If more than one fault code is active,
Transport Protocol will be used to broadcast this
message. In this case, bytes 3-6 will repeat for
each active fault code.
Note 2: This PGN broadcasts information about
active service only fault codes.
64722 DM54 - On 1 1-2 DG 987 Protect Lamp Status NA NA NA NA NA NA
J1939 Previously Request (maintenance lamp)
-73 Active 1 3-4 DG 624 Amber Warning Lamp Status TX TX TX TX TX TX
Service Only
Diagnostic 1 5-6 DG 623 Red Stop Lamp Status TX TX TX TX TX TX
Trouble
Codes 1 7-8 DG 1213 Malfunction Indicator Lamp Status NA NA NA NA NA NA
Any / 2 1-2 DG 3041 Flash Protect Lamp NA NA NA NA NA NA

Engine(0)
2 3-4 DG 3040 Flash Amber Warning Lamp TX TX TX TX TX TX
2 5-6 DG 3039 Flash Red Stop Lamp TX TX TX TX TX TX
2 7-8 DG 3038 Flash Malfunction Indicator Lamp NA NA NA NA NA NA
(MIL)
3 1-8 DG 1214 SPN, 8 least significant bits of SPN TX TX TX TX TX TX
4 1-8 DG 1214 SPN, second byte of SPN TX TX TX TX TX TX
5 1-5 DG 1215 Failure Mode Identifier TX TX TX TX TX TX
5 6-8 DG 1214 SPN, 3 most significant bits TX TX TX TX TX TX
6 1-7 DG 1216 Occurrence Count TX TX TX TX TX TX
6 8 DG 1706 SPN Conversion Method TX TX TX TX TX TX

previously active service only fault codes.
64800 Aftertreatment 1 0.50 s 1-2 1-8 IS 4765 Aftertreatment 1 Diesel Oxidation TX TX TX TX TX TX
Diesel Catalyst Intake Gas Temperature
Oxidation 3-4 1-8 IS 4766 Aftertreatment 1 Diesel Oxidation TX TX TX TX TX TX
Catalyst Catalyst Outlet Gas Temperature
64892 Diesel 1.0 s 1 1-3 IS/MX 3697 Diesel Particulate Filter Lamp TX TX TX TX NA TX
Particulate and on Command
Filter Control change
1
2 1-2 None 3699 Diesel Particulate Filter Passive NA NA NA NA NA NA
Regeneration Status
2 3-4 IS 3700 Diesel Particulate Filter Active NA TX TX TX NA TX
Regeneration Status DOC/ DOC/
DPF+ DPF+
SCR SCR
2 5-7 IS 3701 Diesel Particulate Filter Status NA TX TX TX NA TX
DOC/ DOC/
DPF+ DPF+
SCR SCR
Regeneration Inhibited Status DOC/ DOC/
DPF+ DPF+
SCR SCR
Name Rate 4.5 6.7 15 3.8 12
SA/DA
Regeneration Inhibited Due to DOC/ DOC/
Inhibit Switch DPF+ DPF+
SCR SCR
Clutch DPF+ DPF+
Disengaged SCR SCR
Service Brake Active DPF+ DPF+
SCR SCR
PTO Active DPF+ DPF+
SCR SCR
Accelerator Pedal Off Idle DPF+ DPF+
SCR SCR
Regeneration Inhibited Due to Out DOC/ DOC/
of Neutral DPF+ DPF+
SCR SCR
Vehicle Speed Above Allowed DPF+ DPF+
SCR SCR
Speed
5 1-2 None 3710 Diesel Particulate Filter Active NA NA NA NA NA NA
Regeneration Inhibited Due to
Parking Brake Not Set
Low Exhaust Gas Temperature DPF+ DPF+
SCR SCR
System Fault Active DPF+ DPF+
SCR SCR
System Timeout
Temporary System Lockout
Permanent System Lockout
2Engine Not Warmed Up DPF+ DPF+
SCR SCR
Vehicle Speed Below Allowed DPF+ DPF+
Speed SCR SCR
7 1-2 None 3718 Diesel Particulate Filter Automatic NA NA NA NA NA NA
Active Regeneration Initiation
Configuration
7 3-5 IS/MX 3698 Exhaust System High TX TX TX TX TX TX
Temperature Lamp Command With
SCR
Regeneration Forced Status DOC/ DOC/
DPF+ DPF+
SCR SCR
64586 SCR System 1.0 s 1 1-3 IS/MX 6915 SCR System Cleaning Lamp TX TX TX NA TX NA
Cleaning and on Command DOC+ DOC+ With
change SCR SCR SCR
2 3-4 IS 6916 SCR System Cleaning Status TX TX TX NA TX NA
DOC+ DOC+ With
SCR SCR SCR
3 1-2 IS 6917 SCR System Cleaning Inhibited TX TX TX NA TX NA
Status DOC+ DOC+ With
SCR SCR SCR
Name Rate 4.5 6.7 15 3.8 12
SA/DA
Due to Inhibit Switch DOC+ DOC+ With
SCR SCR SCR
Due to Clutch Disengaged DOC+ DOC+ With
SCR SCR SCR
Due to Service Brake Active DOC+ DOC+ With
SCR SCR SCR
Due to PTO Active DOC+ DOC+ With
SCR SCR SCR
Due to Accelerator Pedal Off DOC+ DOC+ With
Idle SCR SCR SCR
Due to Out of Neutral DOC+ DOC+ With
SCR SCR SCR
Due to Vehicle Speed Above DOC+ DOC+ With
Allowed Speed SCR SCR SCR
5 1-2 None 6925 SCR System Cleaning Inhibited NA NA NA NA NA NA
Due to Parking Brake Not Set
Due to Low Exhaust DOC+ DOC+ With
Temperature SCR SCR SCR
Due to System Fault Active DOC+ DOC+ With
SCR SCR SCR
Due to System Timeout
Due to Temporary System
Lockout
Due to Permanent System
Lockout
Due to Engine Not Warmed Up DOC+ DOC+ With
SCR SCR SCR
Due to Vehicle Speed Below DOC+ DOC+ With
Allowed Speed SCR SCR SCR
7 1-2 None 6933 SCR System Cleaning Automatic NA NA NA NA NA NA
Initiation Configuration
7 6-8 IS/MX 6934 SCR System Cleaning Forced TX TX TX NA TX NA
Status DOC+ DOC+ With
SCR SCR SCR
64908 Aftertreatment 0.5 s 1-2 1-8 None 3609 Diesel Particulate Filter Intake NA NA NA NA NA NA
1 Gas Pressure 1
Parameters
3-4 1-8 IS 3610 Diesel Particulate Filter Outlet NA TX TX TX NA TX
Pressure 1 DOC/ DOC/
DPF+ DPF+
SCR SCR
64946 Aftertreatment 0.50 s 5-6 1-8 IS 3251 Aftertreatment 1 Diesel Particulate NA TX TX TX NA TX
1 Filter Differential Pressure DOC/ DOC/
Intermediate DPF+ DPF+
Gas SCR SCR
64914 Engine 0.25 s 1 1-4 IS 3543 Engine Operating State TX TX TX TX TX TX
Operating
Information
64947 Aftertreatment 0.50 s 1-2 1-8 None 3245 1) Aftertreatment 1 Exhaust Gas NA NA NA NA NA NA
1 Outlet Gas Temperature 3
2 3-4 1-8 IS 3246 2) Aftertreatment 1 Diesel NA TX TX TX NA TX
Particulate Filter Outlet Gas DOC/ DOC/
Temperature DPF+ DPF+
SCR SCR
5 1-5 None 3247 3) Aftertreatment 1 Exhaust Gas NA NA NA NA NA NA
Temperature 3 Preliminary FMI
6 1-5 None 3248 4) Aftertreatment 1 Diesel NA NA NA NA NA NA
Particulate Filter Outlet Exhaust
Gas Temperature Preliminary FMI
Name Rate 4.5 6.7 15 3.8 12
SA/DA
64948 Aftertreatment 0.50 s 1-2 1-8 IS 3241 1) Aftertreatment 1 Exhaust Gas NA TX TX TX NA TX
1 Intake Gas Temperature 1 DOC/ DOC/
2 DPF+ DPF+
SCR SCR
3-4 1-8 IS 3242 2) Aftertreatment 1 Diesel NA TX TX TX NA TX
Particulate Filter Intake Gas DOC/ DOC/
SCR SCR
5 1-5 None 3243 3) Aftertreatment 1 Exhaust Gas NA NA NA NA NA NA
Temperature 1 Preliminary FMI
6 1-5 None 3244 4) Aftertreatment 1 Diesel NA NA NA NA NA NA
Particulate Filter Intake Gas
Temperature Preliminary
FMI
64966 Cold Start As 1 1-2 IS 626 Engine Start Enable Device 1 TX TX TX TX TX TX
Aids required
1 3-4 None 1804 Engine Start Enable Device 2 TX TX TX TX TX TX
2 1-4 None 2899 Engine Start Enable Device 1 TX TX TX TX TX TX

Configuration
2 5-8 IS 2898 Engine Start Enable Device 2 TX TX TX TX TX TX
Configuration
64970 Intermediate 1.0 s 1 1-4 IS/MX 2880 1) Engine operator primary TX/ TX/ TX/ TX/ TX/ TX/
Speed intermediate speed select RX RX RX RX RX RX
Control
IS
Engine(0) /
None
MX
OEM
Specified/
None
64971 Off-Highway 0.5 s 1 1-2 none 2884 1) Engine Auxiliary Governor RX RX RX RX RX RX
Engine switch
Control
Selection
IS 1 3-4 IS/MX 1377 2) Engine Synchronization switch TX/ TX/ TX/ TX/ TX/ TX/
RX RX RX RX RX RX
Engine(0) / 1 5-6 IS/MX 2883 3) Engine alternate low idle switch TX/ TX/ TX/ TX/ TX/ TX/
None RX RX RX RX RX RX
MX 2 1-8 IS/MX 2882 4) Engine alternate rating select TX/ TX/ TX/ TX/ TX/ TX/
RX RX RX RX RX RX
OEM 3 1-4 IS/MX 2881 5) Engine alternate droop TX/ TX/ TX/ TX/ TX/ TX/
Specified/ accelerator 1 select RX RX RX RX RX RX
None
3 5-8 None 2879 6) Engine alternate droop NA NA NA NA NA NA
accelerator 2 select
4 1-4 None 2886 7) Engine alternate droop Remote NA NA NA NA NA NA
Accelerator select
4 5-8 None 2885 8) Engine alternate droop auxiliary NA NA NA NA NA NA
input select
65132 Tachograph 0.05 s 1 1-3 none 1612 1) Driver 1 working state NA NA NA NA NA NA
(TC01)
1 4-6 none 1613 2) Driver 2 working state NA NA NA NA NA NA
Any/None 1 7-8 none 1611 3) Vehicle motion NA NA NA NA NA NA
2 1-4 none 1617 4) Driver 1 Time Related States NA NA NA NA NA NA
2 5-6 none 1615 5) Driver card, driver 1 NA NA NA NA NA NA
2 7-8 none 1614 6) Vehicle overspeed NA NA NA NA NA NA

3 1-4 none 1618 7) Driver 2 time related states NA NA NA NA NA NA
3 5-6 none 1616 8) Driver card, driver 2 NA NA NA NA NA NA
4 1-2 none 1622 9) System event NA NA NA NA NA NA

4 3-4 none 1621 10) Handling information NA NA NA NA NA NA
4 5-6 none 1620 11) Tachograph performance NA NA NA NA NA NA
4 7-8 none 1619 12) Direction indicator NA NA NA NA NA NA
5-6 1-8 MX 1623 13) Tachograph output shaft NA NA NA NA NA NA
speed
Name Rate 4.5 6.7 15 3.8 12
SA/DA
7-8 1-8 MX 1624 14) Tachograph vehicle speed RX RX RX RX RX RX
65164 Auxiliary On 1 1-8 IS/MX 441 1) Auxiliary Temperature 1 TX/ TX/ TX/ TX/ TX/ TX/
Analog request(I RX RX RX RX RX RX
Information S)
Pressure /
Temperature
IS 2 1-8 none 442 2) Auxiliary Temperature 2 TX/ TX/ TX/ TX/ TX/ TX/
RX RX RX RX RX RX
Engine (0) 0.5 s 3 1-8 IS/MX 1387 3) Auxiliary Pressure 1 TX/ TX/ TX/ TX/ TX/ TX/
/None (MX) RX RX RX RX RX RX
4 1-8 none 1388 4) Auxiliary Pressure 2 NA NA NA NA NA NA
MX 5-6 1-8 None 3087 5) Auxiliary level NA NA NA NA NA NA
OEM 7 1-8 None 354 6) Relative humidity NA NA NA NA NA NA
Specified/
None
65178 Turbocharger 1.0 s 1-2 1-8 IS 1172 1) Engine Turbocharger 1 TX TX TX TX TX TX
Information 2 Compressor Inlet Temperature
3-4 1-8 None 1173 2) Engine Turbocharger 2 NA NA NA NA NA NA
Compressor Inlet Temperature
65188 Engine 1.0 s 1-2 1-8 None 1135 1) Engine Oil Temperature 2 NA NA NA NA NA NA
Temperature
2
3-4 1-8 IS 1136 2) Engine ECU Temperature TX TX TX TX TX TX
5-6 1-8 None 411 3) Engine Exhaust Gas NA NA NA NA NA NA

Recirculation Differential Pressure
7-8 1-8 IS 412 4) Engine Exhaust Gas NA NA NA NA NA NA
Recirculation Temperature
65201 ECU History On 1-4 1-8 IS 1032 1) Total ECU distance NA NA NA NA NA NA
request
5-8 1-8 1033 2) Total ECU run time TX TX TX TX TX TX
65203 Fuel On 1-4 1-8 IS 1028 1) Total Engine PTO Governor TX TX TX TX TX TX

Information request Fuel Used
(Liquid)
5-6 1-8 IS 1029 2) Trip Average Fuel Rate TX TX TX TX TX TX
65209 Trip Fuel On 1-4 1-8 IS 1001 1) Trip Drive Fuel Used TX TX TX TX TX TX
Information request
(Liquid)
5-8 1-8 IS 1002 2) Trip PTO Governor Moving TX TX TX TX TX TX
Fuel Used
8-12 1-8 IS 1003 3) Trip PTO Governor Non- TX TX TX TX TX TX
moving Fuel Used
13-16 1-8 IS 1004 4) Trip Vehicle Idle Fuel Used TX TX TX TX TX TX
17-20 1-8 IS 1005 5) Trip Cruise Fuel Used TX TX TX TX TX TX
21-22 1-8 IS 1006 6) Trip Drive Fuel Economy TX TX TX TX TX TX
Fan Drive 1.0 s 1 1-8 IS 975 1) Estimated Percent Fan Speed TX TX TX TX TX TX
65213
Engine(0) / 2 1-4 IS 977 2) Fan Drive State TX TX TX TX TX TX
None
3-4 1-8 None 1639 3) Fan Speed TX TX TX TX TX TX
5-6 1-8 None 4211 4) Hydraulic Fan Motor Pressure NA NA NA NA NA NA
7 1-8 None 4212 5) Fan Drive Bypass Command NA NA NA NA NA NA

Status
65214 Electric On 1-2 1-8 IS 166 1) Engine Rated Power TX TX TX TX TX TX
Engine request
3-4 1-8 None 189 2) Engine Rated Speed NA NA NA NA NA NA
Controller 4
5 1-2 None 3669 3) Engine Rotation Direction NA NA NA NA NA NA
6 1-8 None 3671 4) Crank Attempt Count on NA NA NA NA NA NA
Present Start Attempt
Name Rate 4.5 6.7 15 3.8 12
SA/DA
65217 High 1-4 1-8 IS 917 1) High Resolution Total Vehicle TX TX TX TX TX TX
Resolution 1.0 s Distance
Vehicle 5-8 1-8 IS 918 2) High Resolution Trip Distance TX TX TX TX TX TX
Distance
65226 DM1 1.0 s 1 1-2 DG 987 1) Protect lamp status NA NA NA NA NA NA

(MX)
Active 1 3-4 DG 624 2) Amber Warning Lamp status TX TX TX TX TX TX
Diagnostic (MX)
Trouble
Codes
1 5-6 DG 623 3) Red Stop Lamp status TX TX TX TX TX TX
(MX)
Engine(0) / 1 7-8 none 1213 4) Malfunction indicator lamp NA NA NA NA NA NA
None status
2 1-2 None 3041 5) Flash Protect Lamp NA NA NA NA NA NA
2 3-4 DG 3040 6) Flash Amber Warning Lamp TX TX TX TX TX TX
(MX)
2 5-6 DG 3039 7) Flash Red Stop Lamp TX TX TX TX TX TX
(MX)
2 7-8 DG 3038 8) Flash Malfunction Indicator NA NA NA NA NA NA
(MX) Lamp
3 1-8 DG 1214 9) SPN, 8 least significant bits of TX TX TX TX TX TX
SPN (most significant at bit 8)
4 1-8 DG 1214 10) SPN, second byte of SPN See TX TX TX TX TX TX
5.7.1.9
5 1-5 DG 1215 11) FMI TX TX TX TX TX TX
5 6-8 DG 1214 12) SPN, 3 most significant bits TX TX TX TX TX TX
See 5.7.1.9
6 1-7 DG 1216 13) Occurrence Count TX TX TX TX TX TX
6 7-8 DG 1706 14) SPN Conversion Method TX TX TX TX TX TX
Note 2: If there are no active fault codes, the DM1
message continues to broadcast once per second.
65227 DM2 On 1 1-2 DG 987 1) Protect lamp status NA NA NA NA NA NA
Request (MX)
Previously 1 3-4 DG 624 2) Amber Warning Lamp status TX TX TX TX TX TX
Active (MX)
Diagnostic
Trouble
Codes
1 5-6 DG 623 3) Red Stop Lamp status TX TX TX TX TX TX
(MX)
Any / 1 7-8 none 1213 4) Malfunction indicator lamp NA NA NA NA NA NA
Engine(0) status
2 1-2 None 3041 5) Flash Protect Lamp NA NA NA NA NA NA
2 3-4 DG 3040 6) Flash Amber Warning Lamp TX TX TX TX TX TX
(MX)
2 5-6 DG 3039 7) Flash Red Stop Lamp TX TX TX TX TX TX
(MX)
2 7-8 DG 3038 8) Flash Malfunction Indicator NA NA NA NA NA NA
(MX) Lamp
3 1-8 DG 1214 9) SPN, 8 least significant bits of TX TX TX TX TX TX
SPN (most significant at bit 8)
4 1-8 DG 1214 10) SPN, second byte of SPN TX TX TX TX TX TX
5 1-5 DG 1215 11) FMI TX TX TX TX TX TX
Name Rate 4.5 6.7 15 3.8 12
SA/DA
previously active fault codes.
65228 DM3 On None NA DG 1) Diagnostic Data RX RX RX RX RX RX
J1939 Request Clear/Reset of
-73 Previously Active
Any / DTCs.
Engine(0)
Diagnostic Note: When this PGN is
Data requested, diagnostic info
Clear/Reset related to PREVIOUSLY ACTIVE
of Previously trouble codes is erased
Active DTCs
65229 DM4 On 1 1-8 DG 1217 1) Freeze Frame Length TX TX TX TX TX TX
J1939 Freeze Frame request
-73 Parameters using
PGN 2 1-8 DG 1214 2) SPN, 8 least significant bits of TX TX TX TX TX TX
59904 SPN
3 1-8 DG 1214 3) SPN, second byte of SPN TX TX TX TX TX TX
4 1-5 DG 1215 4) FMI (most significant at bit 8) TX TX TX TX TX TX

6 1-8 DG 899 8) Engine Torque Mode (SPN TX TX TX TX TX TX

899)
7 1-8 DG 102 9) Boost (SPN 102) TX TX TX TX TX TX
8 1-8 DG 190 10) Engine Speed (SPN 190) TX TX TX TX TX TX

(LSB)
9 1-8 DG N/A 11) Engine Speed (MSB) TX TX TX TX TX TX
10 1-8 DG 92 12) Engine % Load (SPN 92) TX TX TX TX TX TX
11 1-8 DG 110 13) Engine coolant temperature TX TX TX TX TX TX

(SPN 110)
12 1-8 DG 86 14) Vehicle Speed (SPN 86) TX TX TX TX TX TX
(LSB)
13 1-8 DG N/A 15) Vehicle Speed (MSB) TX TX TX TX TX TX
14-n 1-8 DG N/A 16) Manufacturer Specific NA NA NA NA NA NA

information
65230 DM5 On 1 1-8 DG 1218 1) Active Trouble Codes TX TX TX TX TX TX
J1939 Diagnostic request
-73 Readiness using
PGN 2 1-8 DG 1219 2) Previously Active Diagnostic TX TX TX TX TX TX
59904 Trouble Codes
3 1-8 DG 1220 3) OBD Compliance TX TX TX TX TX TX
4 DG 1221 4) Continuously Monitored NA NA NA NA NA NA

Systems Support/Status
6-5 DG 1222 5) Non-continuously Monitored NA NA NA NA NA NA
Systems Support
8-7 DG 1223 6) Non-continuously Monitored NA NA NA NA NA NA
Systems Status
65241 Auxiliary 0.1 s 1 1-2 704 1) Auxiliary I/O #04 NA NA NA NA NA NA
(Discrete)
Input/Output
Status 1
1 3-4 703 2) Auxiliary I/O #03 NA NA NA NA NA NA
MX 1 5-6 702 3) Auxiliary I/O #02 NA NA NA NA NA NA
Name Rate 4.5 6.7 15 3.8 12
SA/DA
OEM 1 7-8 701 RX RX RX RX RX RX
Specified / 4) Auxiliary I/O #01
None
2 5-6 706 7 Auxiliary I/O #06 NA NA NA NA NA NA
5-6 1-8 MX 1083 17) Auxiliary I/O Channel #1 NA NA NA NA NA NA
7-8 1-8 1084 18) Auxiliary I/O Channel #2 NA NA NA NA NA NA
65242 Software On 1 1-8 IS 965 1) Number of software TX TX TX TX TX TX

Identification Request identification fields
Engine(0)/ 2-N var IS 234 2) Software identification(s) TX TX TX TX TX TX
None iab
le -
20
0
65243 Engine Fluid 0.5 s 1-2 1-8 None 164 Engine Injection Control Pressure NA NA NA NA NA NA
Level/Pressur
e2
3-4 1-8 IS 157 Engine Injector Metering Rail 1 TX TX TX TX TX TX
Pressure
5-6 1-8 None 156 Engine Injector Timing Rail 1 NA NA NA NA NA NA
Pressure
7-8 1-8 None 1349 Engine Injector Metering Rail 2 NA NA NA NA NA NA
Pressure
65244 Idle Operation On 1-4 1-8 IS 236 1) Engine total idle fuel used TX TX TX TX TX TX
Request
Engine(0) / 5-8 1-8 IS 235 2) Engine total idle hours TX TX TX TX TX TX
None
65245 Turbocharger 1.0 s 1 1-8 None 104 Engine Turbocharger Lube Oil NA NA NA NA NA NA
Pressure 1
2-3 1-8 IS 103 Engine Turbocharger 1 Speed TX TX TX TX TX NA
4 7-8 None 1665 Engine Turbocharger Oil Level NA NA NA NA NA NA

Switch
65247 Electronic 0.25 s 1 1-8 PT 514 1) Nominal friction - percent TX TX TX TX TX TX
Engine torque
Controller 3
EEC3 2-3 1-8 PT 515 2) Engine's desired operating TX TX TX TX TX TX
speed
4 1-8 PT 519 3) Engine's operating speed TX TX TX TX TX TX
asymmetry adjustment
Engine(0) / 5 1-8 None 2978 4) Estimated engine parasitic TX TX TX TX TX TX
None losses
6-7 1-8 None 3236 5) Aftertreatment 1 Exhaust Gas TX TX TX TX TX TX
Mass Flow
8 1-2 None 3237 6) Aftertreatment 1 Intake Dew TX TX TX TX TX TX
Point
8 3-4 None 3238 7) Aftertreatment 1 Exhaust Dew TX TX TX TX TX TX
Point
8 5-6 None 3239 8) Aftertreatment 2 Intake Dew NA NA NA NA NA NA
Point
Name Rate 4.5 6.7 15 3.8 12
SA/DA
8 7-8 None 3240 9) Aftertreatment 2 Exhaust Dew NA NA NA NA NA NA
Point
65248 Vehicle 100 ms 1-4 1-8 IS 244 1) Trip Distance TX TX TX TX TX TX
Distance
5-8 1-8 IS 245 2) Total Vehicle Distance TX TX TX TX TX TX
65251 Engine 5.0 1-2 1-8 PT 188 1) Engine speed at idle, point 1 TX TX TX TX TX TX
Configuration s/10%
1 chg
3 1-8 PT 539 2) Percent torque at idle, point 1 TX TX TX TX TX TX
Engine(0) / 4-5 1-8 PT 528 3) Engine speed at point 2 TX TX TX TX TX TX
None
6 1-8 PT 540 4) Percent torque at point 2 TX TX TX TX TX TX
7-8 1-8 PT 529 5) Engine speed at point 3 TX TX TX TX TX TX
16-17 1-8 PT 532 11) Engine speed at high idle, TX TX TX TX TX TX
point 6
18-19 1-8 no 545 12) Gain (KP) of endspeed NA NA NA NA TX TX
governor
20-21 1-8 PT 544 13) Reference engine torque TX TX TX TX TX TX
22-23 1-8 PT 533 14) Maximum momentary engine TX TX TX TX NA NA
override speed, point 7
24 1-8 PT 534 15) Maximum momentary engine TX TX TX TX TX TX
override time limit
25 1-8 PT 535 16) Requested speed control TX TX TX TX TX TX
range lower limit
26 1-8 PT 536 17) Requested speed control TX TX TX TX TX TX
range upper limit
27 1-8 PT 537 18) Requested torque control TX TX TX TX TX TX
range lower limit
28 1-8 PT 538 19) Requested torque control TX TX TX TX TX TX
range upper limit
29-30 1-8 PT 1712 20) Extended Range Requested TX TX TX TX TX TX
Speed Control Range Upper Limit
31-32 1-8 PT 1794 21) Engine Moment of Inertia TX TX TX TX TX TX
33-34 1-8 PT 1846 22) Engine Default Engine Torque TX TX TX TX TX TX
Limit
35 1-8 None 3344 23) Support Variable Rate TSC1 NA NA NA NA TX TX
Message
36 1-8 None 3345 24) Support TSC1 Control NA NA NA NA TX TX
Purpose Group 1
37 1-8 None 3346 25) Support TSC1 Control NA NA NA NA NA NA
Purpose Group 2
Purpose Group 3
Purpose Group 4
65252 [Idle] 1.0 s 1 1-2 IS 593 1) Idle Shutdown has shutdown TX TX TX TX TX TX
Shutdown engine
IS 1 3-4 IS 594 2) Idle Shutdown driver alert mode TX TX TX TX TX TX
Engine(0) / 1 5-6 IS 592 3) Idle Shutdown timer override TX TX TX TX TX TX
None
1 7-8 IS 590 4) Idle Shutdown timer state TX TX TX TX TX TX
MX 2 7-8 IS 591 5) Idle Shutdown timer function TX TX TX TX TX TX
OEM 3 1-2 IS/MX 985 6) A/C high pressure fan switch TX/ TX/ TX/ TX/ TX/ TX/
Specified / RX RX RX RX RX RX
None
3 3-4 none 875 7) Refrigerant low pressure switch NA NA NA NA NA NA
3 5-6 none 605 8) Refrigerant high pressure NA NA NA NA NA NA
switch
4 1-2 IS 1081 9) Wait to start lamp TX TX TX TX TX TX
Name Rate 4.5 6.7 15 3.8 12
SA/DA
5 1-2 IS 1110 10) Engine Protection system has TX TX TX TX TX TX
shutdown engine
5 3-4 IS 1109 11) Engine Protection system TX TX TX TX TX TX
approaching shutdown
timer override
timer state
configuration
7 1-2 None 2815 15) Engine alarm acknowledge NA NA NA NA NA NA
7 3-4 None 2814 16) Engine alarm output NA NA NA NA NA NA

command status
7 5-6 None 2813 17) Engine air shutoff command NA NA NA NA NA NA
status
7 7-8 None 2812 18) Engine overspeed test NA NA NA NA NA NA
8 1-2 None 3667 19) Engine air shutoff status NA NA NA NA NA NA
65253 Engine On 1-4 1-8 IS 247 1) Engine total hours of operation TX TX TX TX TX TX

Hours, Request
Revolutions
Engine(0) / 5-8 1-8 IS 249 2) Engine total revolutions TX TX TX TX TX TX
None
65255 Vehicle Hours On 1-4 1-8 IS 246 1) Total vehicle hours NA NA NA NA NA NA
Request
Engine(0) / 5-8 1-8 IS 248 2) Total power takeoff hours TX TX TX TX TX TX
None
65257 Fuel On 1-4 1-8 IS 182 1) Trip fuel TX TX TX TX TX TX
Consumption Request
(Liquid)
Engine(0) / 5-8 1-8 IS 250 2) Total fuel used TX TX TX TX TX TX
None
65259 Component On a Variabl IS 586 1) Make TX TX TX TX TX TX
Identification Request e-5
* b Variabl IS 587 2) Model TX TX TX TX TX TX
e - 200
Engine(0) / c Variabl IS 588 3) Serial Number TX TX TX TX TX TX
None e - 200
d Variabl IS 233 4) Unit Number TX TX TX TX TX TX
e - 200
65260 Vehicle On 1 Va IS 237 1) VIN TX TX TX TX TX TX
Identification Request ria
ble
-
20
0
65262 Engine 1.0 s 1 1-8 IS 110 1) Engine coolant temperature TX TX TX TX TX TX
Temperature
1
2 1-8 none 174 2) Fuel temperature 1 TX NA TX NA TX TX
Engine(0) / 3-4 1-8 IS 175 3) Engine oil temperature 1 NA NA NA TX NA TX
None
5-6 1-8 IS 176 4) Turbo oil temperature NA NA NA NA NA NA
7 1-8 IS 52 5) Engine intercooler temperature NA NA NA NA NA NA
8 1-8 None 1134 Engine intercooler thermostat NA NA NA NA NA NA

opening
65263 Engine Fluid 0.5 s 1 1-8 None 94 1) Fuel delivery pressure NA NA NA NA NA NA
Level/Pressur
e1
2 1-8 None 22 2) Extended crankcase blow by NA NA NA NA NA NA
pressure
Engine(0) / 3 1-8 IS 98 3) Engine oil level NA NA NA NA NA NA
None
4 1-8 none 100 4) Engine oil pressure TX TX TX TX TX TX
5-6 1-8 IS 101 5) Crankcase pressure TX TX TX TX TX TX
7 1-8 IS 109 6) Coolant pressure NA NA NA NA NA NA
Name Rate 4.5 6.7 15 3.8 12
SA/DA
8 1-8 none 111 7) Coolant level (Discrete value of TX TX TX TX TX TX
high or low)
65264 PTO - Power 0.1 s 1 1-8 None 90 1) Power takeoff oil temperature NA NA NA NA NA NA
Takeoff
Information
2-3 1-8 none 186 2) Power takeoff speed NA NA NA NA NA NA
IS 4-5 1-8 IS/MX 187 3) Power takeoff set speed TX TX TX TX TX TX
Engine(0) / 6 1-2 IS/MX 980 4) PTO enable switch NA NA NA NA NA NA
None
6 3-4 IS/MX 979 5) Remote PTO preprogrammed NA NA NA NA NA NA
speed control switch
MX 6 5-6 IS 978 6) Remote PTO variable speed NA NA NA NA NA NA
control switch
OEM 7 1-2 IS/MX 984 7) PTO set switch NA NA NA NA NA NA
Specified /
None
7 3-4 IS/MX 983 8) PTO coast/decelerate TX/ TX/ TX/ TX/ TX/ TX/
RX RX RX RX RX RX
7 5-6 IS/MX 982 9) PTO resume switch NA NA NA NA NA NA
7 7-8 IS/MX 981 10) PTO accelerate switch TX/ TX/ TX/ TX/ TX/ TX/
RX RX RX RX RX RX
8 1-2 none 2897 11) Operator PTO memory select NA NA NA NA NA NA
switch
8 3-4 None 3447 Remote PTO Governor NA NA NA NA NA NA
Preprogrammed Speed Control
8 5-6 None 3448 Auxiliary Input Ignore Switch NA NA NA NA NA NA
65265 Cruise 0.1 s 1 1-2 none 69 1) Two speed axle switch TX/ TX/ TX/ TX/ TX/ TX/
Control/Vehicl RX RX RX RX RX RX
e Speed
1 3-4 PT/M 70 2) Parking brake switch TX/ TX/ TX/ TX/ TX/ TX/
X RX RX RX RX RX RX
IS 1 5-6 none 1633 3) Cruise control pause switch TX TX TX TX TX TX
Engine(0) / 1 7-8 none 3807 4) Park Brake Release Inhibit NA NA NA NA NA NA
None Request
2-3 1-8 PT 84 5) Wheel-based vehicle speed TX TX TX TX TX TX
MX 4 1-2 PT/M 595 6) Cruise control active TX TX TX TX TX TX
X
OEM 4 3-4 PT/M 596 7) Cruise control enable switch TX/ TX/ TX/ TX/ TX/ TX/
Specified / X RX RX RX RX RX RX
None
4 5-6 PT/M 597 8) Brake switch TX/ TX/ TX/ TX/ TX/ TX/
X RX RX RX RX RX RX
4 7-8 PT/M 598 9) Clutch Switch TX/ TX/ TX/ TX/ TX/ TX/
X RX RX RX RX RX RX
5 1-2 PT 599 10) Cruise control set switch TX/ TX/ TX/ TX/ TX/ TX/
RX RX RX RX RX RX
5 3-4 PT/M 600 11) Cruise control coast TX TX TX TX TX TX
X (decelerate) switch
5 5-6 PT 601 12) Cruise control resume switch TX/ TX/ TX/ TX/ TX/ TX/
RX RX RX RX RX RX
5 7-8 PT 602 13) Cruise control accelerate TX TX TX TX TX TX
switch
6 1-8 PT 86 14) Cruise control set speed TX TX TX TX TX TX
7 1-5 none 976 15) PTO governor state TX TX TX TX TX TX
7 6-8 PT/M 527 16) Cruise control states TX TX TX TX TX TX
X
8 1-2 PT/M 968 17) Idle increment switch TX/ TX/ TX/ TX/ TX/ TX/
X RX RX RX RX RX RX
8 3-4 PT/M 967 18) Idle decrement switch TX/ TX/ TX/ TX/ TX/ TX/
X RX RX RX RX RX RX
8 5-6 PT/M 966 19) Engine test mode switch TX/ TX/ TX/ TX/ TX/ TX/
X RX RX RX RX RX RX
8 7-8 PT/M 1237 20) Engine shutdown override TX/ TX/ TX/ TX/ TX/ TX/
X switch RX RX RX RX RX RX
65266 Fuel 0.1 s 1-2 1-8 IS 183 1) Fuel Rate TX TX TX TX TX TX
Economy
(Liquid)
Name Rate 4.5 6.7 15 3.8 12
SA/DA
3-4 1-8 none 184 2) Instantaneous fuel economy TX TX TX TX TX TX
Engine(0) / 5-6 1-8 none 185 3) Average fuel economy TX TX TX TX TX TX
None
7 1-8 IS 51 Throttle 1 position TX TX TX TX TX TX
8 1-8 None 3673 Throttle 2 position NA NA NA NA NA NA
65269 Ambient 1.0 s 1 1-8 IS 108 1) Barometric pressure TX TX TX TX TX TX
Conditions
2-3 1-8 none 170 2) Cab interior temperature NA NA NA NA NA NA
Engine(0) / 4-5 1-8 none 171 3) Ambient air temperature NA NA NA NA NA NA
None
6 1-8 none 172 4) Air inlet temperature NA NA NA NA NA NA
7-8 1-8 none 79 5) Road surface temperature NA NA NA NA NA NA
65270 Inlet/Exhaust 0.5 s 1 1-8 none 81 1) Diesel particulate filter inlet NA NA NA NA NA NA

Conditions 1 pressure
2 1-8 IS 102 2) Intake manifold 1 pressure TX TX TX TX TX TX
Engine(0) / 3 1-8 IS 105 3) Intake manifold 1 temperature TX TX TX TX TX TX
None
4 1-8 none 106 4) Air inlet pressure NA NA NA NA NA NA
5 1-8 none 107 5) Air filter 1 differential pressure NA NA NA NA NA NA
6-7 1-8 none 173 6) Exhaust gas temperature TX TX TX TX TX TX
8 1-8 none 112 7) Coolant filter differential NA NA NA NA NA NA
pressure
65271 Vehicle 1.0 s 1 1-8 none 114 1) Net battery current NA NA NA NA NA NA
Electrical
Power 1
2 1-8 none 115 2) Alternator current NA NA NA NA NA NA
Engine(0) / 3-4 1-8 none 167 3) Charging system potential NA NA NA NA NA NA
None (voltage)
5-6 1-8 IS 168 4)Battery potential/ power input 1 TX TX TX TX TX TX
(voltage)
7-8 1-8 none 158 5) Keyswitch battery potential NA NA NA NA NA NA
65279 Water in Fuel 10.0 s 1 1-2 IS 97 1) Water in fuel indicator TX TX TX TX TX TX

Indicator
Engine(0) /
None
1 2-3 IS 5675 Operator Shift Prompt
NA NA NA NA NA NA
2 1-3 IS 5825 Driver Warning System Indicator
Status TX TX TX TX TX TX
2 4-6 IS 5826 Emission Control System
Operator Inducement Severity TX TX TX TX TX TX
64947 Aftertreatment 0.50 s 1-2 1-8 None 3245 1) Aftertreatment 1 Exhaust Gas
1 Outlet Gas 2 Temperature 3 NA NA NA NA NA NA
3-4 1-8 IS 3246 2) Aftertreatment 1 Diesel TX TX
Particulate Filter Outlet Gas DOC/ DOC/
NA TX NA TX
SCR SCR
5 1-5 None 3247 3) Aftertreatment 1 Exhaust Gas
Temperature 3 Preliminary FMI NA NA NA NA NA NA
6 1-5 None 3248 4) Aftertreatment 1 Diesel
Particulate Filter Outlet Exhaust Gas
NA NA NA NA NA NA
Temperature Preliminary FMI
Note: The below list corresponds to the list of new PGN’s added to Tier 4F.
PGN Message Update Byte Bit Use SPN Parameters QSB QSB QSL QSX QSF QSG
Name SA/DA Rate 4.5 6.7 9 15 3.8 12
500 ms AT Aftertreatment 1 Diesel Exhaust NA NA NA NA NA NA

Aftertreatment
64832 1 3-4 4352 Fluid Doser Fault Suppression
1 SCR Dosing
Request
Name SA/DA Rate 4.5 6.7 9 15 3.8 12
System AT Aftertreatment 1 Diesel Exhaust NA NA NA NA NA NA

Requests 2 4353 Fluid Doser Heating Mode
1 5-7 Request
AT Aftertreatment 1 Diesel Exhaust NA NA NA NA NA NA
4354
2 1-2 Fluid Line Heater 1
4355
4356
4357
AT TX TX TX TX TX TX
5137 Aftertreatment 1 Diesel Exhaust With
3 1-8 Fluid Tank Heater Command SCR
5414
4 1-8 Fluid Tank 2 Heater Command
5707
5 1-8 Fluid Pump Heater Command
IS Aftertreatment 1 SCR TX TX TX TX NA TX
Aftertreatment 5862
1-2 1-8 Intermediate Gas Temperature
1 SCR Exhaust
64709 None Aftertreatment 1 SCR NA NA NA NA NA NA
Gas
500 ms 5863 Intermediate Gas Temperature
Temperature 2
3 1-5 Preliminary FMI
3515
1 1-8 Fluid Temperature 2
2 1-8 Fluid Concentration SCR
Aftertreatment 3518
3 1-8 Fluid Conductivity
1 Diesel
64923 AT Aftertreatment 1 Diesel Exhaust NA NA NA NA NA NA
Exhaust Fluid
3519 Fluid Temperature 2 Preliminary
Information
1.0 s 4 1-5 FMI
3520
5 1-5 Fluid Properties Preliminary FMI
6 1-4 Fluid Property SCR
589 NA NA NA NA NA NA
1-2 1-8 Alternator Speed
3353 TX TX TX TX TX TX
3 1-2 Alternator 1 Status
Alternator NA NA NA NA NA NA
65237 1.0 s 3 3-4 3354 Alternator 2 Status
Information
IS TX TX TX TX TX TX
1-2 1-8 4360 Aftertreatment 1 SCR Catalyst With
Intake Gas Temperature SCR
None Aftertreatment 1 SCR Catalyst NA NA NA NA NA NA
Aftertreatment 3 1-5 4361 Intake Gas Temperature
1 SCR Exhaust Preliminary FMI
64830
Gas IS TX TX TX TX TX TX
Temperature 4-5 1-8 4363 Aftertreatment 1 SCR Catalyst With
500 ms Outlet Gas Temperature SCR
None Aftertreatment 1 SCR Catalyst NA NA NA NA NA NA
6 1-5 4362 Outlet Gas Temperature
Preliminary FMI
TX, TX, TX, TX, TX, TX,
RX RX RX RX RX RX
1-2 1-8 3216
With
IS Aftertreatment 1 Intake NOx SCR
RX RX RX RX RX RX
3-4 1-8 3217 With
50 ms None Aftertreatment 1 Intake O2 SCR
Aftertreatment 1
61454 TX, TX, TX, TX, TX, TX,
Intake Gas 1
RX RX RX RX RX RX
5 1-2 3218
Aftertreatment 1 Intake Gas With
IS Sensor Power Status SCR
RX RX RX RX RX RX
5 3-4 3219
IS Sensor at Temperature SCR
Name SA/DA Rate 4.5 6.7 9 15 3.8 12

RX RX RX RX RX RX
5 5-6 3220
Aftertreatment 1 Intake NOx With
IS Reading Stable SCR
RX RX RX RX RX RX
5 7-8 3221 Aftertreatment 1 Intake Wide- With
None Range % O2 Reading Stable SCR
RX RX RX RX RX RX
6 1-5 3222 Aftertreatment 1 Intake Gas With
None Sensor Heater Preliminary FMI SCR
RX RX RX RX RX RX
6 6-7 3223
IS Sensor Heater Control SCR
RX RX RX RX RX RX
7 1-5 3224 Aftertreatment 1 Intake NOx With
None Sensor Preliminary FMI SCR
RX RX RX RX RX RX
7 6-8 5714 NOx Sensor ATI1 Self-diagnosis With
None Status SCR
RX RX RX RX RX RX
8 1-5 3225 Aftertreatment 1 Intake Oxygen With
RX RX RX RX RX RX
1-2 1-8 3226
With
IS Aftertreatment 1 Outlet NOx SCR
RX RX RX RX RX RX
3-4 1-8 3227 With
None Aftertreatment 1 Outlet O2 SCR
RX RX RX RX RX RX
5 1-2 3228
Aftertreatment 1 Outlet Gas With
IS Sensor Power Status SCR
RX RX RX RX RX RX
5 3-4 3229
Aftertreatment 1 Outlet Gas With
IS Sensor at Temperature SCR
RX RX RX RX RX RX
5 5-6 3230
Aftertreatment 1 Outlet NOx With
Aftertreatment 1 IS Reading Stable SCR
61455
Outlet Gas 1 RX RX RX RX RX RX
5 7-8 3231 Aftertreatment 1 Outlet Wide- With
None Range %O2 Reading Stable SCR
RX RX RX RX RX RX
6 1-5 3232 Aftertreatment 1 Outlet Gas With
None Sensor Heater Preliminary FMI SCR
RX RX RX RX RX RX
6 6-7 3233
50 ms Aftertreatment 1 Outlet Gas With
IS Sensor Heater Control SCR
RX RX RX RX RX RX
7 1-5 3234 Aftertreatment 1 Outlet NOx With
RX RX RX RX RX RX
7 6-8 5713 NOx Sensor ATO1 Self-diagnosis With
None Status SCR
RX RX RX RX RX RX
8 1-5 3235 Aftertreatment 1 Outlet Oxygen With
Engine Intake Manifold 1 Air NA NA NA NA NA NA
1-2 1-8
1636 Temperature (High Resolution)
Engine Coolant Temperature NA NA NA NA NA NA
3-4 1-8
Engine 1637 (High Resolution)
65129 1.0 s
Temperature 3 Engine Intake Valve Actuation NA NA NA NA NA NA
5-6 1-8
2986 System Oil Temperature
Engine Charge Air Cooler 1 TX TX TX TX TX TX
7-8 1-8
2630 Outlet Temperature
IS/AT TX, TX, TX, TX, TX, TX,
1 1-8 RX RX RX RX RX RX
Aftertreatment 1 Diesel Exhaust With
Aftertreatment
1761 Fluid Tank Level SCR
1 Diesel
IS/AT TX, TX, TX, TX, TX, TX,
65110 Exhaust Fluid 1.0 s
2 1-8 RX RX RX RX RX RX
Tank 1 Aftertreatment 1 Diesel Exhaust With
Information 3031 Fluid Tank Temperature SCR
None Aftertreatment 1 Diesel Exhaust NA NA NA NA NA NA
3-4 1-8
3517 Fluid Tank Level 2
Name SA/DA Rate 4.5 6.7 9 15 3.8 12
AT RX RX RX RX RX RX
5 1-5 Aftertreatment 1 Diesel Exhaust With
3532 Fluid Tank Level Preliminary FMI SCR
5 6-8 Aftertreatment Diesel Exhaust With
5245 Fluid Tank Low Level Indicator SCR
AT Aftertreatment 1 Diesel Exhaust RX RX RX RX RX RX
6 1-5 Fluid Tank 1 Temperature With
4365 Preliminary FMI SCR
6 6-8 Aftertreatment SCR Operator With
5246 Inducement Severity SCR
7 1-8 Aftertreatment 1 Diesel Exhaust With
3363 Fluid Tank Heater SCR
None Aftertreatment 1 Diesel Exhaust NA NA NA NA NA NA
8 1-5 Fluid Tank 1 Heater Preliminary
4366 FMI
1 1-8 1224 NA NA NA NA NA NA
Test Identifier
Test Results 2 1-8 1225 NA NA NA NA NA NA
For Non- Test Type/Component Identifier
On NA NA NA NA NA NA
65232 Continuously 3-4 1-8 1226 Test Value
request
Monitored NA NA NA NA NA NA
Systems 5-6 1-8 1227 Test Limit Maximum
7-8 1-8 1228 NA NA NA NA NA NA
Test Limit Minimum
Electronic IS Engine Exhaust Gas TX TX TX TX TX NA
Engine 1-2 1-8 5829 Recirculation 1 Valve 1 Position
Controller 14 Error
None Engine Exhaust Gas NA NA NA NA NA NA
On 3-4 1-8 5830 Recirculation 1 Valve 2 Position
64962
request Error
5-6 1-8 None 5833 NA NA NA NA NA NA
Engine Fuel Mass Flow Rate
7 1-8 None 5837 NA NA NA NA NA NA
Fuel Type
1 1-8 IS 2623 TX TX TX TX TX TX
Accelerator Pedal #1 Channel 2
Electronic 2 1-8 None 2624 NA NA NA NA NA NA
On Accelerator Pedal #1 Channel 3
64963 Engine
request 3 1-8 None 2625 NA NA NA NA NA NA
Controller 15 Accelerator Pedal #2 Channel 2
Accelerator Pedal #2 Channel 3
None Engine Turbocharger 1 NA NA NA NA NA NA
1-2 1-8 2789 Calculated Turbine Intake
Temperature
None Engine Turbocharger 1 NA NA NA NA NA NA
3-4 1-8 2790 Calculated Turbine Outlet
Temperature
None Engine Exhaust Gas TX TX TX TX TX NA
5-6 1-8 2791 Recirculation 1 (EGR1) Valve
Electronic Control
On
64981 Engine None Engine Variable Geometry NA NA NA NA NA NA
request
Controller 5 7 1-2 2792 Turbocharger (VGT) Air Control
Shutoff Valve
IS Engine Fuel Control Control TX TX TX TX TX TX
7 3-4 5323
Mode
IS Engine Variable Geometry TX TX TX TX TX NA
7 5-7 5457
Turbocharger 1 Control Mode
IS Engine Variable Geometry TX TX TX TX TX NA
8 1-8 2795 Turbocharger (VGT) 1 Actuator
Position
Gross 1-3 1-8 417 NA NA NA NA NA NA
On Gross Combination Weight
64872 Combination
request 4-6 1-8 413 NA NA NA NA NA NA
Vehicle Weight Net Vehicle Weight Change
None Engine Cylinder #1 Ignition NA NA NA NA NA NA
1-2 1-8 1413
Timing
3-4 1-8 1414
Ignition Timing On Timing
65154
1 request None Engine Cylinder #3 Ignition NA NA NA NA NA NA
5-6 1-8 1415
Timing
7-8 1-8 1416
Timing
Name SA/DA Rate 4.5 6.7 9 15 3.8 12
None Engine Desired Ignition Timing NA NA NA NA NA NA

1-2 1-8 1433
#1
None Engine Desired Ignition Timing NA NA NA NA NA NA
Ignition Timing On 3-4 1-8 1434
65159 #2
6 request None Engine Desired Ignition Timing NA NA NA NA NA NA
5-6 1-8 1435
#3
7-8 1-8 IS 1436 TX TX TX TX TX TX
Engine Actual Ignition Timing
AT NOx Sensor ATO1 Self- NA NA NA NA NA NA
1 1-4 5709
diagnosis Trigger
AT NOx Sensor ATI1 Self-diagnosis NA NA NA NA NA NA
NOx Sensor 1 5-8 5710
As Trigger
64719 Self-Diagnosis
required AT NOx Sensor ATO2 Self- NA NA NA NA NA NA
Request 2 1-4 5711
diagnosis Trigger
AT NOx Sensor ATI2 Self-diagnosis NA NA NA NA NA NA
2 5-8 5712
Trigger
AT Aftertreatment 1 Dual (Module 2) RX RX RX RX RX RX
N/A NA N/A EGTS Cold Junction With
Temperature SCR
SAE
Proprietary AT RX RX RX RX RX RX
Aftertreatment N/A NA N/A Aftertreatment 1 Dual (Module 2) With
65399 1 Dual (Module N/A EGTS ECU (uC) Temperature SCR
2) EGTS Cold Aftertreatment 1 Dual (Module 2)
N/A NA N/A With
Junction EGTS Cold Junction FMI SCR
Temperature RX
AT RX RX RX RX RX
N/A NA N/A Aftertreatment 1 Dual (Module 2) With
EGTS ECU (uC) FMI SCR
AT Aftertreatment 1 Dual (Module 2) RX RX RX RX RX RX
N/A NA N/A EGTS Thermocouple 1 With
Temperature SCR
SAE
Proprietary AT Aftertreatment 1 Dual (Module 2) RX RX RX RX RX RX
N/A NA N/A EGTS Thermocouple 2 With
Aftertreatment
Temperature SCR
65398 1 Dual (Module N/A
2) EGTS AT RX RX RX RX RX RX
Thermocouple
EGTS Thermocouple 1 FMI SCR
Temperature
EGTS Thermocouple 2 FMI SCR
On AT RX RX RX RX RX RX
start-up, 1-2 1-8 5024 With
and NOx-Sensor Heater Ratio SCR
every AT RX RX RX RX RX RX
second 3-4 1-8 5025 NOx-Sensor New part deviation With
until the NOx_Gain SCR
dewpoin AT RX RX RX RX RX RX
Aftertreatment With
t signal
Intake Gas 1 SCR
64785 state =
NOx Sensor
1 (SPN
correction data
3237) NOx-Sensor New part deviation
has 5 1-8 5026
NOx_Offset
been
received
by the
transmitt
er
1 1-8 5027 NOx-Sensor Correction of With
pressure Lambda SCR
Aftertreatment pressure NOx SCR
Intake Gas 1 AT RX RX RX RX RX RX
On
64784 NOx Sensor 3 1-8 5029 With
request NOx-Sensor NO2-Correction SCR
correction data
part 2 AT RX RX RX RX RX RX
4 1-8 5030 With
NOx-Sensor NH3-correction SCR
5 1-8 5718 NOx Sensor ATI1 Self-diagnosis With
Final Result SCR
On AT RX RX RX RX RX RX
64783 1-2 1-8 5031 With
start-up, NOx-Sensor Heater Ratio SCR
Name SA/DA Rate 4.5 6.7 9 15 3.8 12
and AT RX RX RX RX RX RX
every 3-4 1-8 5032 NOx-Sensor New part deviation With
second NOx_Gain SCR
until the AT RX RX RX RX RX RX
dewpoin With
t signal SCR
Aftertreatment state =
Outlet Gas 1 1 (SPN
NOx Sensor 3238) NOx-Sensor New part deviation
5 1-8 5033
has NOx_Offset
been
received
by the
transmitt
er
pressure Lambda SCR
Aftertreatment pressure NOx SCR
Outlet Gas 1 AT RX RX RX RX RX RX
On
64782 NOx Sensor 3 1-8 5036 With
request NOx-Sensor NO2-Correction SCR
correction data
part 2 AT RX RX RX RX RX RX
4 1-8 5037 With
NOx-Sensor NH3-correction SCR
5 1-8 5717 NOx Sensor ATO1 Self- With
diagnosis Final Result SCR
AT Aftertreatment 1 Tri (Module 3) RX RX RX RX RX RX
N/
SAE N/A N/A EGTS Cold Junction
A
Proprietary Temperature
Aftertreatment N/ AT Aftertreatment 1 Tri (Module 3) RX RX RX RX RX RX
N/A N/A
65397 1 Tri (Module N/A A EGTS ECU (uC) Temperature
3) EGTS Cold N/ AT Aftertreatment 1 Tri (Module 3) RX RX RX RX RX RX
N/A N/A
Junction A EGTS Cold Junction FMI
Temperature N/ AT Aftertreatment 1 Tri (Module 3) RX RX RX RX RX RX
N/A N/A
A EGTS ECU (uC) FMI
N/
N/A N/A EGTS Thermocouple 1
A
Temperature
N/
SAE N/A N/A EGTS Thermocouple 2
A
Proprietary Temperature
Aftertreatment AT Aftertreatment 1 Tri (Module 3) RX RX RX RX RX RX
N/
65396 1 Tri (Module N/A N/A N/A EGTS Thermocouple 3
A
3) EGTS Temperature
Thermocouple N/ AT Aftertreatment 1 Tri (Module 3) RX RX RX RX RX RX
N/A N/A
Temperature A EGTS Thermocouple 1 FMI
N/ AT Aftertreatment 1 Tri (Module 3) RX RX RX RX RX RX
N/A N/A
A EGTS Thermocouple 2 FMI
N/ AT Aftertreatment 1 Tri (Module 3) RX RX RX RX RX RX
N/A N/A
A EGTS Thermocouple 3 FMI
1-2 1-8 AT 3255 RX RX RX RX RX RX
Aftertreatment 2 Intake NOx
Aftertreatment 2 Intake O2
AT Aftertreatment 2 Intake Gas RX RX RX RX RX RX
5 1-2 3257
Sensor Power Status
5 3-4 3258
Sensor at Temperature
AT Aftertreatment 2 Intake NOx RX RX RX RX RX RX
5 5-6 3259
Reading Stable
Aftertreatment AT Aftertreatment 2 Intake Wide- RX RX RX RX RX RX
61456 50 ms 5 7-8 3260
2 Intake Gas 1 Range % O2 Reading Stable
6 1-5 3261
Sensor Heater Preliminary FMI
6 6-7 3262
Sensor Heater Control
AT Aftertreatment 2 Intake NOx RX RX RX RX RX RX
7 1-5 3263
Sensor Preliminary FMI
AT NOx Sensor ATI2 Self-diagnosis RX RX RX RX RX RX
7 6-8 5716
Status
AT Aftertreatment 2 Intake Oxygen RX RX RX RX RX RX
8 1-5 3264
Name SA/DA Rate 4.5 6.7 9 15 3.8 12
On AT Aftertreatment 2 Intake Gas NOx RX RX RX RX RX RX

1-2 1-8 5038
start-up, Sensor Heater Ratio
and AT Aftertreatment 2 Intake Gas NOx RX RX RX RX RX RX
every 3-4 1-8 5039 Sensor New part deviation NOx
second Gain
until the AT Aftertreatment 2 Intake Gas NOx RX RX RX RX RX RX
Aftertreatment dewpoin 5 1-8 5040 Sensor New part deviation NOx
2 Intake Gas t signal Offset
64781 NOx Sensor state = AT NA NA NA NA NA NA
correction data 1 (SPN
1 3239)
has
been 6-7 1-8 5724
received
by the
transmitt NOx Sensor ATI2 Operation
er Hours Counter
AT Aftertreatment 2 Intake Gas NOx RX RX RX RX RX RX
1 1-8 5041 Sensor Correction of pressure
Lambda
Aftertreatment
2 Intake Gas
On NOx
64780 NOx Sensor
request AT Aftertreatment 2 Intake Gas NOx RX RX RX RX RX RX
correction data 3 1-8 5043
Sensor NO2 Correction
2
4 1-8 5044
Sensor NH3 Correction
AT NOx Sensor ATI2 Self-diagnosis RX RX RX RX RX RX
5 1-8 5720
Final Result
Aftertreatment 2 Outlet NOx
Aftertreatment 2 Outlet O2
AT Aftertreatment 2 Outlet Gas RX RX RX RX RX RX
5 1-2 3267
Sensor Power Status
5 3-4 3268
Sensor at Temperature
AT Aftertreatment 2 Outlet NOx RX RX RX RX RX RX
5 5-6 3269
Reading Stable
Aftertreatment AT Aftertreatment 2 Outlet Wide- RX RX RX RX RX RX
61457 50 ms 5 7-8 3270
2 Outlet Gas 1 Range % O2 Reading Stable
6 1-5 3271
Sensor Heater Preliminary FMI
6 6-7 3272
Sensor Heater Control
AT Aftertreatment 2 Outlet NOx RX RX RX RX RX RX
7 1-5 3273
AT NOx Sensor ATO2 Self- RX RX RX RX RX RX
7 6-8 5715
diagnosis Status
Aftertreatment 2 Outlet Oxygen RX RX RX RX RX RX
8 1-5 3274
On AT Aftertreatment 2 Outlet Gas NOx RX RX RX RX RX RX
1-2 1-8 5045
start-up, Sensor Heater Ratio
and Aftertreatment 2 Outlet Gas NOx RX RX RX RX RX RX
every 3-4 1-8 AT 5046 Sensor New part deviation NOx
second Gain
until the Aftertreatment 2 Outlet Gas NOx RX RX RX RX RX RX
Aftertreatment dewpoin 5 1-8 AT 5047 Sensor New part deviation NOx
2 Outlet Gas t signal Offset
64779 NOx Sensor state = NA NA NA NA NA NA
correction data 1 (SPN
1 3240)
has
been NOx Sensor ATO2 Operation
6-7 1-8 AT 5723
received Hours Counter
by the
transmitt
er
AT Aftertreatment 2 Outlet Gas NOx RX RX RX RX RX RX
Aftertreatment
2 Outlet Gas
On Lambda
64778 NOx Sensor
request AT Aftertreatment 2 Outlet Gas NOx RX RX RX RX RX RX
correction data
2
NOx
Name SA/DA Rate 4.5 6.7 9 15 3.8 12

3 1-8 5050
Sensor NO2 Correction
4 1-8 5051
Sensor NH3 Correction
AT NOx Sensor ATO2 Self- RX RX RX RX RX RX
5 1-8 5719
diagnosis Final Result
Every PT Cruise Control Disable NA NA NA NA NA NA
1 1-2 5603
100 ms Command
and on PT Cruise Control Resume NA NA NA NA NA NA
2560 Cruise Control 1 3-4 5604
change Command
/ Vehicle
but no NA NA NA NA NA NA
Speed 2
faster
1 5-6 PT 5605 Cruise Control Pause Command
than 20
ms
Every 1 NA NA NA NA NA NA
sec and
on
J1939 Engine change
34560 1 1-2 PT 5793 Desired Engine Fueling State
State Requests but no
faster
than
100 ms
IS Number of Software NA NA NA NA NA NA
1 1-8 965
Software On Identification Fields
65242
Identification request Variabl IS RX RX RX RX RX RX
2-n 234 Software Identification
e - 200
Variabl RX RX RX RX RX RX
a 2901
e - 200 ECU Part Number
b 2902
e - 200 ECU Serial Number
ECU
On Variabl NA NA NA NA NA NA
64965 Identification c 2903
request e - 200 ECU Location
Information
d 2904
e - 200 ECU Type
Variabl NA NA NA NA NA NA
e 4304
e - 200 ECU Manufacturer Name
Supplemental Fan Enable Status
Supplemental Fan Direction NA NA NA NA NA NA
1 3-4 5557
Status
Supplemental Fan Velocity NA NA NA NA NA NA
1 5-8 5558
Status
Supplemental Fan Controller NA NA NA NA NA NA
2 1-3 5559
Temperature Status
Supplemental NA NA NA NA NA NA
64738 1.0 s 2 4-7 5560
Fan Status Supplemental Fan Drive Status
Supplemental Fan Controller NA NA NA NA NA NA
3 1-8 5561
ECU Temperature
Supplemental Fan Speed
Supplemental Fan Current
Supplemental Fan Power
TX TX TX TX TX TX
1 1-8 1550
Estimated Percent Fan 2 Speed
2 1-4 1557 TX TX TX TX TX TX
Estimated Percent Fan 2 Speed
64817 Fan Drive#2 1.0 s 3-4 1-8 1598 TX TX TX TX TX TX
Fan 2 Speed
5-6 1-8 1707 TX TX TX TX TX TX
Hydraulic Fan 2 Motor Pressure
Fan 2 Drive Bypass Command TX TX TX TX TX TX
7 1-8 1708
Status
Fuel 1-4 1-8 IS 182 TX TX TX TX TX TX
On Engine Trip Fuel
65257 Consumption
request 5-8 1-8 IS 250 TX TX TX TX TX TX
(Liquid) Engine Total Fuel Used
IS Total Engine PTO Governor Fuel TX TX TX TX TX TX
1-4 1-8 1028
Fuel Used
On IS TX TX TX TX TX TX
65203 Information 5-6 1-8 1029
request Trip Average Fuel Rate
(Liquid)
7-8 1-8 IS 5458 NA NA NA NA NA NA
Flexible Fuel Percentage
65209 1-4 1-8 IS 1001 TX TX TX TX TX TX
Trip Drive Fuel Used
Name SA/DA Rate 4.5 6.7 9 15 3.8 12
IS Trip PTO Governor Moving Fuel TX TX TX TX TX TX

5-8 1-8 1002
Used
IS Trip PTO Governor Non-moving TX TX TX TX TX TX
Trip Fuel On 9-12 1-8 1003
Fuel Used
Information request
13-16 1-8 IS 1004 Trip Vehicle Idle Fuel Used TX TX TX TX TX TX
17-20 1-8 IS 1005 Trip Cruise Fuel Used TX TX TX TX TX TX
21-22 1-8 IS 1006 Trip Drive Fuel Economy TX TX TX TX TX TX
1 1-8 3515 Aftertreatment 1 Diesel Exhaust With
Fluid Temperature 2 SCR
Fluid Concentration SCR
Aftertreatment 3 1-8 3518
Fluid Conductivity
1 SCR AT Aftertreatment 1 Diesel Exhaust RX RX RX RX RX RX
64923 1.0 s
Reagent 4 1-5 3519 Fluid Temperature 2 With
Information Preliminary FMI SCR
AT Aftertreatment 1 Diesel Exhaust RX RX RX RX RX RX
5 1-5 3520 Fluid Properties Preliminary With
FMI SCR
Fluid Property SCR
Auxiliary Heater Output Coolant NA NA NA NA NA NA
1 1-8 1687
Temperature
Auxiliary Heater Input Air NA NA NA NA NA NA
2 1-8 1688
Temperature
Auxiliary Heater Output Power NA NA NA NA NA NA
3 1-8 1689
Percent
Heater Auxiliary Heater Mode
65133 1.0 s
Information Auxiliary Heater Water Pump NA NA NA NA NA NA
5 1-2 1676
Status
Cab Ventilation
Engine Heating Zone
5 7-8 1680 RX RX RX RX RX RX
Cab Heating Zone
Engine Protect Lamp Command
MX Engine Amber Warning Lamp TX TX TX TX TX TX
1 3-4 5078
Command
MX Engine Red Stop Lamp TX TX TX TX TX TX
1 5-6 5079
Command
MX OBD Malfunction Indicator Lamp TX TX TX TX TX TX
Every 1 7-8 5080
Command
1s and IS Engine Brake Active Lamp TX TX TX TX TX TX
on 2 1-2 5081
Command
Direct Lamp change IS Compression Brake Enable TX TX TX TX TX TX
Control of state 2 3-4 3987 Switch Indicator Lamp
64775
Command 1 but no Command
(DLCC1) faster IS Engine Oil Pressure Low Lamp TX TX TX TX TX TX
than 2 5-6 5082
Command
every
IS Engine Coolant Temperature TX TX TX TX TX TX
100 ms 2 7-8 5083
High Lamp Command
IS Engine Coolant Level Low Lamp TX TX TX TX TX TX
3 1-2 5084
Command
None Engine Idle Management Active NA NA NA NA NA NA
3 3-4 5085
Lamp Command
None Engine Air Filter Restriction NA NA NA NA NA NA
3 5-6 5086
Lamp Command
None Engine Fuel Filter Restricted NA NA NA NA NA NA
3 7-8 5469
Lamp Command
Engine Turbocharger 1 TX TX TX TX TX TX
1-2 1-8 1176
Compressor Intake Pressure
Turbocharger
Engine Turbocharger 2 NA NA NA NA NA NA
65177 Information 3 1.0 s 3-4 1-8 1177
5-6 1-8 1178
7-8 1-8 1179
SCR On SCR Operator Inducement
64588 1 1-2 6877 With
Inducement Request Override Enable SCR
Name SA/DA Rate 4.5 6.7 9 15 3.8 12
Override IS TX TX TX TX TX TX
Information 2-3 1-8 6878 SCR Operator Inducement With
Override Time Remaining SCR
IS Number of SCR Operator TX TX TX TX TX TX
4 1-8 6879 Inducement Override Events With
Remaining SCR
IS Total Number of SCR Operator TX TX TX TX TX TX
5-6 1-8 6880 Inducement Override Events With
Used SCR
IS/M TX TX TX TX TX TX
1-2 X 6881 SCR Operator Inducement With
Override Switch SCR
Cab Message IS/M Heat Exchanger Debris Purge TX TX TX TX TX TX
34048 1 Sec 3 3-4 7033
2 X Inhibit Switch
IS/M Heat Exchanger Debris Purge TX TX TX TX TX TX
5-6 7034
X Force Switch
IS TX TX TX NA TX NA
Aftertreatment On Aftertreatment 1 SCR System DOC DOC With
64697 5-8 1-8 6941 Time Since Last System
1 Service 2 Request + + SCR
Cleaning Event SCR SCR
IS TX TX TX NA TX NA
Aftertreatment 1 SCR System DOC DOC With
17-20 1-8 6939 Average Time Between System
Aftertreatment + + SCR
On Cleaning Events SCR SCR
64585 1 Historical
Request TX TX TX NA TX NA
Information 2 Aftertreatment 1 SCR System DOC DOC With
21-24 1-8 IS 6940 Average Distance Between + + SCR
System Cleaning Events SCR SCR
Solar Intensity Percent
Solar Sensor Maximum
Ambient 3-4 1-8 4490 NA NA NA NA NA NA
64992 1 Sec Specific Humidity
Conditions 2
Calculated Ambient Air NA NA NA NA NA NA
5-6 1-8 5581
Temperature
Barometric Absolute Pressure NA NA NA NA NA NA
7-8 1-8 5685
(High Resolution)
Heat Exchanger Debris Purge
Heat 1 1-2 IS 7035 Status TX TX TX TX TX TX
64574 Exchanger 1 Sec
Debris Purge Heat Exchanger Debris Purge
Information 1 3-4 IS 7036 Approaching TX TX TX TX TX TX
5.3.10 Cummins Specific Information for PGNs

PGN 00000 Torque/Speed Control #1 - TSC1
TSC1 destination engine: Speed control and torque control functions are not limited to any maximum
control time. TSC1 destination engine timeout is 50 ms.
TSC1 destination retarder (Currently Not Supported): There are no time limits for speed and torque
control. TSC1 destination retarder timeout is 250 ms.
PGN 60928 Address Claimed

Arbitrary Address Capable = Obtained from calibrated parameter
Industry Group = Obtained from calibrated parameter
Vehicle System Instance = Obtained from calibrated parameter
Vehicle System = 1
Function = Obtained from calibrated parameter
Engine = 0
Retarder = 12 10
Function Instance = For single module systems, this equals 0. For multi-module systems, this varies
depending on other inputs, such as switches.
ECU Instance = For single module systems, this equals T_J39_ECU_Instance. For multi-module
systems, this varies depending on other inputs, such as switches.
Manufacturer Code = 1010
Identity Number = Right most 21 bits of ECM Serial Number
The J1939 message address for the compression release retarder is 15 for retarder-related PGNs. The
J1939 message address for the exhaust retarder is 41 for retarder-related PGNs. At present, the Engine
Brakes (and thus exhaust and compression retarders are not supported in the applications)
PGN 61442 Electronic Transmission Controller #1 (ETC1)

There is a 2 second time limit on Parameter 7, Momentary Engine Overspeed Enable. There is a 50
ms timeout on the message other than Parameter 4, Output Shaft Speed that has a timeout of 200 ms
for Heavy Duty engines and 1.5 seconds for Midrange engines.
Selecting ETC1 to supply the output shaft speed as the engine controller’s input for computing Vehicle
speed is done by using the Cummins service tool to select “Vehicle Speed Sensor Type” as “Data Link
- Tailshaft.” If this option is selected and output shaft speed from the ETC1 message times out or the
parameter is set to the error indicator, an SPN 84 (Cummins fault code 241, Lost Vehicle Speed Signal)
is reported with the appropriate FMI.
PGN 61443 Vehicle Acceleration Rate Limit Status

Status (active or not active) of the system used to limit maximum vehicle acceleration. The effects of
emission control limits (such as AFC) are specifically excluded; they are not considered to be part of a
function to limit vehicle acceleration.
PGN 65132 Tachograph (TC01)

There is a 200 ms timeout on the entire message. The Cummins service tool is used to select the
Tachograph PGN to supply output shaft speed and vehicle speed. Using the Cummins service tool to
select the “Vehicle Speed Sensor Type” as “Data Link -Tachograph” causes Parameter 13 Tachograph
output shaft speed and Parameter 14 Tachograph vehicle speed to be used as inputs to calculate gear
ratio and supply the vehicle speed. If the output shaft speed is not available, the gear ratio will be
calculated from other available information. If the vehicle speed is not available, the vehicle speed will
be set to zero miles per hour. However, if the Tachograph output shaft speed or Tachometer vehicle
speed from the TC01 message is configured to receive but is no longer being received or the parameter
being received is set to an error, an SPN 84 (Cummins fault code 241 Lost vehicle speed signal) is
reported with the appropriate FMI.
PGN 65217 High Resolution Vehicle Distance

The SPN 917, High Resolution Total Vehicle Distance, broadcasted by our engine ECM shall not be
used as total vehicle miles for purposes of the vehicle odometer. The ECM is not designed to be the
vehicle odometer. As you are aware, certain maintenance and repair practices can result in a
modification to or “zeroing out” of the total vehicle distance broadcasted by the engine ECM. If you use
the engine ECM’s broadcast to set the Cumulative Odometer Value and the ECM data is modified or
“zeroed out,” this may be considered an unlawful and potentially criminal act. If you have questions
regarding the content of this notice or require further legal advice, please contact the Cummins Law
Department.
PGN 65226 Active Diagnostic Trouble Codes (DM1)

Use SPN conversion method 4. Note: Although the parameter for coolant level is not supported in PGN
65263, a diagnostic trouble code is provided to indicate when coolant level switches reach certain
thresholds. For J1939, SPN 111 and FMI 18 are used to indicate a moderately severe low coolant level.
Data for the malfunction indicator lamp is being sent in this message even though the product is not
regulated by OBD. Therefore, the data sent does not indicate whether the malfunction is emissions
related or not. Cummins does not recommend the use of this parameter at this time.
PGN 65227 Previously Active Diagnostic Trouble Codes (DM2)

Use SPN conversion method 4.
PGN 65242 Software Identification

Bytes Data Sent
Number of software ID fields 1 byte 6
ECM Part Number 8 bytes Note 1 below
Asterisk (*) 1 byte *
ECM Serial Number 8 bytes Note 1 below
Software Data Date Stamp 12 bytes Note 1 below

Calibration Version Number 8 bytes Note 1 below
ECM Identifier 2 bytes DH (CM2350)
Product ID 3 bytes Note 1 below
Note 1: ASCII values identified by Cummins at time of manufacture.
PGN 65247 Electronic Engine Controller (EEC3)

Parameter 2 Engine’s desired operating speed and Parameter 3 Engine’s operating speed asymmetry
adjust are calibration values and are set at the time of manufacture rather than dynamically calculated
based on engine speed and engine load information.
Cummins sets the parameter Estimated Engine Parasitic Losses Percent Torque to the value 0FF16.
However, it is planned, though not implemented, to have Cummins’ nominal friction percent torque
include losses attributed to all parasitics including the engine coolant fan.
PGN 65248 Vehicle Distance

The SPN 245, Total Vehicle Distance, broadcasted by our engine ECM shall not be used as total
vehicle miles for purposes of the vehicle odometer. The ECM is not designed to be the vehicle
odometer. As you are aware, certain maintenance and repair practices can result in a modification to
or “zeroing out” of the total vehicle distance broadcasted by the engine ECM. If you use the engine
ECM’s broadcast to set the Cumulative Odometer Value and the ECM data is modified or “zeroed out,”
this may be considered an unlawful and potentially criminal act. If you have questions regarding the
content of this notice or require further legal advice, please contact the Cummins Law Department.
PGN 65259 Component Identification

Data length Transport layer is used to transfer a variable length of data; the following parameters are
mapped to this message. Depending on the software phase of the calibration, the length can be 44 or
96 bytes or more. The OEM needs to ensure their controllers are programmed to accept a maximum
data length.
Each parameter is followed by an ASCII asterisk (*). That is, the Engine Make is the first element of
this message and the asterisk following Unit Number is the last.
Start Position Length SPN Name

a Variable - up to 5 bytes Make
followed by an "*" delimiter.
b Variable - up to 200 bytes Model
c Variable - up to 200 bytes Serial Number
d Variable - up to 200 bytes Unit Number (Power Unit)
Note 1: ASCII values need to be provided by the vehicle OEM at time of manufacture.
PGN 65260 Vehicle Identification (VIN)
Data length Transport layer is used to transfer 21 bytes

Data Sent
VIN 20 bytes Note 1 below
Asterisk (*) 1 byte
Note 1: ASCII values need to be provided by the vehicle OEM at time of manufacture.
PGN 65263 Engine Oil Pressure

Data length 1 character
When a pressure switch is used, the broadcast oil pressure will be either 0 psi or about 55 psi (at sea
level.) The altitude at which the vehicle is operating affects the conversion from absolute pressure to
gage pressure. Only the non-zero value is affected by the altitude.
When a pressure sensor is used, the data sent on the network will reflect the sensor reading. Currently,
QSL and QSX engines use an oil pressure sensor, and QSB engines use an oil pressure switch.
PGN 65265 Cruise Control/Vehicle Speed
Parameter 2 Parking Brake Switch supplies information to the engine controller but is only optionally
used in the Aftertreatment Electronic Features.
PGN 130840 Proprietary OEM Torque Curve Control
A multipacket Proprietary PGN 130840 can be used to transmit up to eleven (11) Engine Speed and
Torque Points to the Electronic Control Module. The OEM Machine Controller will use Broadcast
Announce Message (BAM) Transport Protocol (TP) to send this multipacket PGN 130840 every one
second to the Cummins Electronic Control Module to create a runtime torque curve. Based on the
Runtime Torque curve, Torque limits will be applied dynamically based on current Engine Speed. This
feature is applicable to Industrial Tier 4 Final Engine platforms. Alternate Torque Curves may be used
for Tier 3 platforms.
Transmission Repetition Rate 1 Sec

Data Length 21
Data Page 0
PDU Format 255
PDU Specific 24
Default Priority 6
Parameter Group Number 130840 (0x01FF18)
5.4 Network Utilization

Network utilization is a limited resource, as the network can become saturated by excessive use. The following
sections detail network utilization computations for J1939 datalinks on CM2350 controllers.
5.4.1 J1939 Network Utilization
The engine module’s contribution to percent bus utilization may be calculated for J1939 broadcast data by dividing
the network transmission time by the repetition frame time. Computation of Bus Utilization has been done both for
Non-multiplexed and Multiplexed cases. When computing J1939 traffic over a time slice for Non-multiplexed case,
only the ECM broadcast messages are taken in consideration. There may be message traffic from other J1939
devices that the engine module receives but the engine would continue to function with no degradation if it were
not to receive these messages. Therefore the contribution of the engine module towards bus loading is because
of the messages it broadcasts.
In a multiplexed case though, the engine module depends on receiving parameters from the Cab Electronic Control
Unit (ECU). Therefore, bus loading is not only due to messages that the engine module broadcasts but also the
traffic contributed by the multiplexed messages from Cab ECU.
Following assumptions have been made for doing the calculation:
- The engine configuration has not changed over time of calculation.

- No active system faults are present.
- No collisions take place.
- Calculated over 2-second time slice
The equation for calculating bus utilization for J1939 per 2 seconds is provided below:
U = bus utilization = (B*N)/2 .........................................(A)
Where:
B = number of J1939 messages
N = number of microseconds to send a single J1939 message frame = (128 bits per message) * (4 microseconds
per bit) = 512 microsecond per message
Table 5-2 details the message traffic on J1939 datalink contributed by the controller for the two possible cases –
non-multiplexed and multiplexed. Please read the notes below to understand the contents of the table.
Notes to Aid Understanding of Table 5-2
Column 1 lists the SAE defined Parameter Group Number (PGN)

Column 2 lists the periodic rate at which the PGN is updated on the engine controller.
Column 3 lists the # of PGN frames engine controller broadcasts in a Non-multiplexed case.
Column 4 lists the # of PGN frames the controller either broadcasts or receives in a multiplexed case. Please refer
to the write- up in Section 5.4.1 of J1939 Network Utilization to understand why the message frame calculations are
done differently for non-multiplexed vs. multiplexed cases.
Table 5-3 J1939 Messages Non-multiplexed -vs- Multiplexed

PGN Update Rate of Number of Times Multiplexed:
PGN ECM Transmits Number of
Message in 2s Times ECM
Transmits and
Receives
Message in 2s
61441 - EBC1 0.1 s 20.00 40.00
61442 - ETC1 0.01 s 0.00 200.00
61443 - EEC2 0.05 s 40.00 80.00
61444 - EEC1 Engine Speed NA NA
Dependent
61445 - ETC2 0.1 s 0.00 20.00
64970 – Intermediate Speed Control 1.0 s 2.00 4.00
64971 – Off-Highway engine Control 0.5 s 4.00 8.00
Selection
65132 – Tachograph 0.05 s 0.00 40.00
65164 – Auxiliary Pressure/ Temperature 0.5 s 0.00 40.00
65213 - Fan Drive 1.0 s 2.00 2.00
65241 - Auxiliary Discrete Input/Output 0.1 s 0.00 10.00
Status
65247 - EEC3 0.25 s 8.00 8.00
65251 - Engine Configuration 5.0 s 2.40 2.40
65252 - Idle Shutdown 1.0 s 2.00 4.00
65262 - Engine Temperature 1.0 s 2.00 2.00
65263 - Engine Fluid Level/Pressure 0.5 s 4.00 4.00
65264 - Power Takeoff Information 0.1 s 20.00 40.00
65265 - Cruise Control/Vehicle Speed 0.1 s 20.00 40.00
65266 - Fuel Economy 0.1 s 20.00 20.00
PGN Update Rate of Number of Times Multiplexed:

PGN ECM Transmits Number of
Message in 2s Times ECM
Transmits and
Receives
Message in 2s
65269 - Ambient Conditions 1.0 s 2.00 2.00
65270 - Inlet/Exhaust Conditions 0.5 s 4.00 4.00
65271 - Vehicle Electrical Power 1.0 s 2.00 2.00
65279 - Water In Fuel Indicator 10.0 s 0.20 0.20
B = TOTAL # of messages in 2 sec 280.2 702.4
Note: J1939 messages associated with the multi-unit synchronization feature are not included in this
calculation.
Therefore Network Utilization for Transmitted Messages in 2 seconds, per equation (A):
Utilization = [(number of frames/2 seconds)* (540*10-6 seconds/frame)]*100

Or [(280.2/2) * (0.000540)] * 100 = 7.565%
and Network Utilization for Multiplexed Messages in 2 seconds, per equation (A):
Utilization = [(number of frames/2 seconds)* (540*10-6 seconds/frame)]*100
Or [(702.4/2) * (0.000540)] * 100 = 18.9648%
5.5 Diagnostics Supported over Engine Controller Datalinks

The intent of this section is to discuss engine controller diagnostics that can be performed using standard messages
on J1939 datalinks.
5.5.1 Supported Messages and Source Addresses for Clearing Faults
This section describes the J1939 messages used by datalink devices to clear faults on the engine controller. The
intent is to allow the clearing of faults only by authorized source addresses. PGN 65228 Diagnostic Message #3
(DM3–Diagnostic Data Clear/Reset of Previously Active DTCs) is sent in the request PGN to clear faults. The
authorized addresses for clearing faults are shown in Table 5-3.
All diagnostic information pertaining to previously active DTCs is erased when PGN 65228 is received by the engine
controller. Upon completion of this operation, a Positive Acknowledgment (ACK) is sent using J1939-21 PGN 59392.
If the operation is not completed, a Negative Acknowledgment (NACK) is sent using PGN 59392.
Table 5-4 J1939 Messages and Authorized Addresses

PGN Parameter Description Authorized Addresses
J1939 65228 DM3 - Diagnostic Data Clear/Reset of 23, 24, 33, 38, 39, 40, 43, 249,
Previously Active DTCs 250, 251
5.5.2 Engine Controller Diagnostic Information

Refer to Appendix B for a tabulation of all faults logged on the specified engine platforms. The corresponding
Cummins service description and applicable SPN/FMI and/or SID/FMI information is captured. The associated lamp
action for the fault is also given.
Figure 5-8 Re-Scheduling of Collided Messages
If a collision occurs on a response message to a request, then perform the same bus accessing
procedure as stated before on a regularly scheduled broadcast message. (Refer to Figure 5-8)
Figure 5-9 Re-Scheduling the Response to a Requested Message
Note: The failure mode identifier codes and descriptions for J1939 can be referred in document J1939-73.
Frequently Asked Questions on Cummins Datalinks

Question 1)
What is the impact on the engine controller of not receiving parameters it supports from other source addresses?
Answer 1)
In such circumstances, Cummins datalink message support can be divided into two categories: (A) powertrain
messages and (B) multiplexed messages. The details are discussed below:
(A) Powertrain Messages
(1) Impact of not receiving J1939 TSC1 powertrain messages: In this scenario, the engine controller reverts to
operator control and responds to appropriate non-TSC1 inputs.
(a) For a vehicle with automated manual transmission, the transmission may not shift.
(b) For a vehicle with ABS, the engine retarder (either engine compression or exhaust type) may not
be disabled during a braking event.
(c) For a vehicle with ASR, torque from the engine may not be reduced during slip or spin conditions.
(B) Multiplexed Messages
(1) Impact of not receiving J1939 Multiplexed Messages: If the engine controller has been configured to receive
multiplexed messages and does not receive them, a configuration error is logged in the engine controller. In
this event, calibrated default values for such messages are used.
(a) For multiplexed vehicles, the time from key on until the engine control system starts to detect
message reception timing issues is preset by Cummins to be 30 seconds after key on and after
crank.
(b) For vehicles that supply the engine with output shaft speed in PGN 61442, the engine’s report of
a fault code 241 (lost vehicle speed signal) indicates an issue to be investigated with the controller
that supplies the PGN to the network and not an issue with the engine controller.
(2) Impact of receiving J1939 PGN 61442 with torque converter lockup not engaged: For vehicles with
transmissions that utilize a torque converter, receiving a torque converter lockup engaged parameter as not
engaged prevents the Engine Brakes from enabling.
Question 2)
How do I tell if the coolant level is within normal operating conditions?
Answer 2)
Review the J1939 Diagnostic Trouble Codes for coolant level, SPN 111 and FMI 18.
Question 3)
What happens to the datalink when we key off during the powerdown cycle?
Answer 3)
The datalink will continue to operate after key-off to support required system functions. When the necessary
powerdown functions are complete, the datalink is disabled.
Appendix A: SAE Diagnostic Trouble Codes and Cummins Fault Codes

For Fault Code information, refer to CEB00503 Attachment C – Industrial Tier4F Diagnostic Trouble Codes and
Cummins Fault Codes, located on the GCE website.
Appendix B: Component ID
Cummins Use of the Component ID Fields, Model, and Serial Number
Cummins Definition for Model
Byte 1 | Number of Cylinders
Byte 2 | * Engine
Byte 3 | Family
Byte 4 = 75 hex (ASCII u) | For the United States

Byte 5 | 1st Digit Emissions
Byte 6 | 2nd Digit Year
Byte 7 = 44 hex (ASCII D) | For Diesel Engines

Byte 7 = 47 hex (ASCII G) | For Diesel Engines Fuel Type
Byte 7 = 50 hex (ASCII P) | For Diesel Engines
Byte 8 | 1st Digit

Byte 9 | 2nd Digit Engine Size
Byte 10 | (Tenth Decimal Place) (in Liters)
* Note: If there is only one letter that represents an engine family, byte 3 should be left as a
blank space (20 hex).
Table C-1 defines how Cummins uses the values for byte 1.
Cummins Cylinder / Family information:
ASCII (hex) ASCII (character) What It Means to Cummins

Byte 2 Byte 3
33 31 31 QSB 6 cylinders
35 36 56 QSL 6 cylinders, 9 Liters
31 30 10 QSX 6 cylinders, 15 Liters
Cummins Definition for “Serial Number”

The serial number of the engine will be encoded in ASCII and placed into this part of the Component ID message.
Table C-1 Cummins Specific Component ID
ASCII ASCII What It Means
(hex) (character) to Cummins
30 0 0 cylinders
31 1 1 cylinder
32 2 2 cylinders
33 3 3 cylinders
34 4 4 cylinders
35 5 5 cylinders
36 6 6 cylinders
5.6 Revision History:

Revision Date Author Description Page(s)
21 18Mar19 Larry S. Added text “AEB21.140 Cummins Supplied Air Intake Shutoff Valve Installation 12
Huff Requirements.”
Added Section 2.6.4 Ether Injection System 39
Robert Added text “This feature is available on all applications. If the ASO feature is 46
Hohn required for the application, then a custom calibration will be needed. Reference
AEB 21.140 for detailed Air Intake Shutoff Valve operation and installation
Okezie O requirements.”
Okoye Added Section 2, Hardware Required, to Section 2.8.7. 46
Added Figure 2-11. 47
Removed text “J4.” 53, 102
Removed text “QSX15 and.” 54
Removed text “This is the recommended connector on the OEM side for maximum 57
service functionality.”
Changed text from “Every Tier 4F Industrial Cummins engine must have a 3-Pin 57
Datalink Interface Connector, a 9-Pin Datalink Interface connector, or both” to “This
is a required connector that every Tier 4F Industrial Cummins engine must have.”
Added text “An optional 3-pin datalink connector may also be added.” 57
Updated Power On Indicator (POI) Lamp operation definition. 63
Added text “(ASO) Test.” 86
Added text “Test.” 86
Removed text “On/Off.” 86
Added Section 7, Air Intake Shut Off (ASO) Manual Switch to Section 3.8.7. 86
Added text “Preferrably.” 95
Added text “if vehicle cab exists.” 95
Added text “Cummins recommends using twisted pairs for the following circuits: 97
injectors, relays and actuators, motors, hall effect and variable reluctance sensors,
datalink circuits, accelerator pedal sensors, as well as thermocouples.”
Added Table 4-1: Recommendations on Twisting Circuits. 97
Changed text from “QSB4.5, QSB6.7” to “All.” 101,102
Updated Section 4.4 to reflect support for the Ether Injection System hardware. 101
Removed text “OEM temperature sensor input.” 117
Removed text “This is a requirement.” 117
Removed text “and the installation for the 9-pin diagnostic connector.” 123
Changed text from “NA” to “TX.” 158
20 10Jan18 Anup Added text (96 Pin OEM Connector) to the Item 26 of Installation Specifications 5
Rahangdale Requirements Summary.
Added text "24 Pin Crossover" in Section 4.1.1 Requirement Summary: Conductor 93
requirements.
Added text "24 Pin Crossover" in Section 4.6.1 OEM Harness and Harness Routing 115
note 6.
Updated text in note 10. in Section 4.6.1 OEM Harness and Harness Routing. 116
Updated the content for brief physical layer difference between J1939-11 & J1939- 120
15 by adding Table 5-1 & Figure 5-1.
Added the content for SAE J1939/15 to section 5.3.2. 123
Updated the content for J1939 installation information Section 5.3.3. 123
Updated content with reference to Table 5-1. 123,124
19 20Oct17 Anup Deleted text “SAE documentation is available only for a fee from the SAE official 13
Rahangdale website http://www.sae.org. All of the following documents except SAE J1939-11
and SAE J1939-12 can be downloaded for a fee at
http://www.sae.org/servlets/product?PROD_TYP=STD&PARENT_BPA_CD=GV
&TECH_CD=VEHEL SAE J1939-11 can be downloaded for a fee at
http://www.sae.org/servlets/product?PROD_TYP=STD&PARENT_BPA_CD=GV
&TECH_CD=CMBUS Entire SAE J1939 standards on the web can be accessed
for a fee by following instructions at
http://www.sae.org/standardsdev/groundvehicle/j1939a.htm
Added text “SAE documentation is available from the SAE official website. SAE 13
J1939-11, SAE J1939-13, SAE J1939-15 and entire suite of SAE J1939
standards on the web can be accessed at http://www.saemobilus.org.”
Deleted text “Layer (October 1999)” 13
Added text “250 Kbps, Twisted Shielded Pair (December 2016)” 13
Deleted text “(July 1999). Specifies 9-pin Deutsch that will provide a connection to 13
J1939, a second CAN network for implements, unswitched power, and ground.”
Added text “(October 2016). Specifies 9-pin Deutsch “Type 1” and “Type 2” 13
connectors that will provide a connection to that specific J1939 datalink and also
designates pin-outs such as unswitched power and ground.”
Deleted text “(Working draft is ISO 11783 Part 2, February 1999). Operates at 13
250K bits/sec, linear bus with twisted quad cable.”
Added text “(August 2015). Operates at 250K bits/sec, Un-Shielded Twisted Pair.” 13
Deleted text “Reduced Physical Layer (November 2003).” 13

Added text “Physical Layer, 250 Kbps, Un-shielded Twisted Pair (November 2003 13
August 2015).”
Deleted text “April 2001” 13
Added text “March 2016” 13
Deleted text “October 1998 plus 1999, 2000” 13
Added text “October 2016” 13
Added text “SAE J1939DA Digital Annex of Serial Control and Communication 13
Heavy Duty Vehicle Network Data - February 2017. Provides all of the SPNs,
PGNs, and other J1939 data in a spreadsheet format. SAE J1939 DA contains all
of the content published in SAE J1939-71 Appendices.”
Deleted text “October 1998” 13
Added text “May 2017” 13
Deleted text “July 1997” 13
Added text “March 2017” 13
Deleted text “The Switch Input (pull to ground) type” 103
Added text “The pull-to-ground type of switch input” 103
Deleted text “use most of these types of signals” 103
Added text “with either an ON/OFF or momentary operation are generally this type 103
of devices, such as Cruise Control or Engine Brake Selector Switches”
Added text “of the ECM” 103
Deleted text “OEM supplied” 103
Added text “There are two types of pull-to-ground switch inputs: Type I and Type IV. 103
The Type I switches are typically used for Parking Brake Switch, OEM Switch,
MUS Switch, Cruise Resume and Increment Switch, Intermediate Speed Control
Switch, Idle Validation On/Off Switch. The rest of the switch inputs are Type IV”
Deleted text “The Switch Input signal exists in one of two states: Grounded (Closed 103
switch) or Not Grounded (Open switch). In the Open state, the input pin is pulled
up to the VBATT voltage. The closed state provides a path for the 2 mA current
source and supplies a 0 volt signal to the input of the Comparator. The
Comparator threshold voltage is 4 volts (for either the 12 or 24 volt system). The
input signal is compared with a 4.0 V reference. Voltages greater than 4.0 V are
considered open. Voltages less than 4.0 V are considered closed.”
Added text “Type I Switch (Pull-to-Ground) Input” 103
Added text “The Type I pull-to-ground switch Input exists in one of two states: 103
Closed (Grounded) or Open (Not Grounded). In the Open state, the input pin is
pulled up to the 5VDC source through a pull-up resistor inside the ECM. The
Closed state of the switch provides the current return path from the 5VDC source
to the ground.”
Deleted text “Switched Pull-up Input” 103
Added text “Type 1 Switch (Pull-to-Ground) Input” 103
Updated Figure 4-1 103
Updated Table 4-4 103
Added text “*The resistance and voltage are measured from the ECM Switch input 104
pin to the ECM Return (dedicated return for switch return) pin.”
Deleted text “IVS Switch (pull to ground) Input” 104
Deleted text “Overview Two 5V Switched Pull-up Input signals, designated IVS, 104
have applications limited to detection of the position of the Idle Validation
Switches on the accelerator pedal.”
Added text “Operation The Type IV pull-to-ground switch Inputs are interfaced to a 104
MSDI interface IC. The switch input exists in one of two states: Closed
(Grounded) or Open (Not grounded). In normal operation, the switch sources a
current from the battery supply and the input voltage is compared with an internal
reference voltage to determine the state of the switch, Open or Closed. The IC
then communicates the state of the switch to the microprocessor.”
Updated Figure 4-2 104
Updated Table 4-5 104
Added text “up to” 120
Added text “Per J1939-11,” 120
Added text “Per J1939-15, the maximum allowed distance of the diagnostic 120
connector from the backbone is 2.66 meter. The remaining one-third of 1 meter
(0.33 meter) is the maximum allowed distance between the diagnostic connector
and the interface circuitry of the tool that is connected to the diagnostic
connector. The connection from the backbone to each node (electronic
controller) is called a stub and it can be a maximum of 3-meter.”
Added text “and their trailers as well as some off-highway ‘Industrial’ equipment and 123
agricultural equipment and implements.”
Changed text from “an active termination and bias circuit” to “requires terminating 123
resistor same as J1939-11”
Added text “At a given time, the maximum number of nodes that can be connected 123
to the backbone is 10 and up to 30 nodes and, per the specification, ‘may be
connected by varying the inter-stub spacing to avoid the effects of reflections’.”
Changed text from “The physical layer also uses a transceiver circuit design, which 123
allows J1939-11 nodes to exist on the same network as the J1939-15 nodes.” To
“The J1939-15 topology is typically used for automotive/ on-highway applications

and their trailers as well as off-highway ‘Industrial’ equipment, and agricultural
equipment and implements.”
Added text “For J1939-11 compliance,” 123
Added text “For J1939-15, the connection from the backbone to each node 123
(electronic controller) can be a maximum of 3-meter (approximately 9.8 feet) in
length.”
Changed text from “and provides” to “which provides” 123
Added text “‘Type 1’ and ‘Type 2’ datalinks as well as pin-outs such as” 123
Added text “For J1939-11,” 123
Added text “For J1939-15, the maximum allowed distance of the diagnostic stub 123
length is 2.66 meters.”
Added text “For the construction and agricultural equipment, SAE J1939-13 123
preferred location for the connector bus is behind the operator’s seat or under
the dash and should be labeled as diagnostics connector for easy identification.”
Changed text from “J1939 Topology” to “J1939-15 Topology using J1939-11 126
connector”
Changed text from “twisted quad” to Un-shielded twisted pair (UTP)” 126
Changed text from “Both the tractor bus and implement bus is examples of twisted 126
quad backbone. The backbone is both cases have active termination resistors.
The figure illustrates a linear topology.” To “The backbone does not have shield
terminal and is terminated at each end with a 120 Ohm terminating resistor.”
Changed text from “1 meter (approximately 3.3 feet)” to “3 meter (approximately 9.8 126
feet).”
Changed text from “Three Types of Connectors: i. A and A MATE ii. Diagnostic 126
Connector iii. Bulkhead connector” To “The type of connectors is not specified for
J1939-15, recommendation is to use connectors meeting requirements in SAE
J1939-11. For the 3-pin connector described in SAE J1939-11 document, the
shield wire shall not be used and a sealing plug will be installed. Diagnostic
Connector type will be same as described in SAE J1939-13.”
Changed text from “Two possible ways shown of connecting ECUs to back bone i. 127
ECU 1 (J1939/11 compatible) is connected to backbone via a stub connector (A-
A MATE) As can be seen J1939/11 compatible cable (3 leads) connects via stub
connector to twisted quad. Only the CAN_H and CAN_L wires connect. The
power and ground are unterminated. ii. ECU2 through ECU n are J1939/15
compatible nodes and their connections to backbone are show.” To “Possible
way shown of connecting ECUs to back bone ECU connected to the network via
a stub connector meeting Connector Electrical Performance Requirements in
SAE J1939-11. For the 3-pin connector described in SAE J1939-11 document,
the shield wire shall not be used and a sealing plug should be installed.”
Deleted table “Appendix A: SAE Diagnostic Trouble Codes and Cummins Fault 163
Codes”
Added text “For Fault Code information, refer to CEB00503 Attachment C – 163
Industrial Tier4F Diagnostic Trouble Codes and Cummins Fault Codes, located
on the GCE website.”
18 7Sep17 Larry S. Deleted text “*” and “In order for the Supply Module to operate properly, the ECM 2
Huff battery voltage must be 18-32 Vdc (for 24 Vdc nominal system).”
Added text “Note:” and “A UL2 DEF supply module (used in QSG12 engines) 2
requires the battery voltage to be 10-32V; a Bosch DEF supply module (used in
QSB4.5/QSB6.7/QSL9/QSX15 engines) requires 9-16V for 12V systems and 18-
32V for 24V systems.”
Added text “required.” 2
Added text “(A rms)” and “rms.” 3
Changed text from “0.00012 Amps” to “0.105 mA (V batt<16V) & 0.264 mA (V 3
batt>16V) for Low Side Drivers 0.4 mA for High Side drivers”.
Changed text from “an automotive type fuse (a single fuse) or similarly fast acting 4
circuit breaker” to “a single automotive type fuse”.
Added text “Note: Do not use circuit breaker. Fuses respond differently than circuit 4
breakers. Use a fuse instead of circuit breaker.”
Converted AEBs to CEBs as needed. multiple
Added text “Variable ISC can also be configured using a resistor network as shown 26
in Figure 2-5 Variable ISC Resistor network Wiring.”
Added text “Signal.” 26
Deleted “Resistance” column from Table 2-1. 26
Added Figure 2-5 Example Variable ISC Resistor Network Wiring. 27
Added text “Item.” 27
Added text “or an Exhaust Throttle”. 31
Added text “See Table 2-2 for engine braking availability.” 31
Added text “the” and “or Exhaust Throttle” and “or QSG.” 31
Added text “NOTE: Engine Brakes will only assist in slowing down a vehicle. The 31
primary Service Brake is needed to stop the vehicle.”
Table 2-2; complete re-write. 31

Added new section “Operation.” 49
Changed text from “2” to “3” and from “SPST” to “DP3T.” 55
Added text “(3-position)”. 55
Deleted text “QSB6.7,” “QSG12,” and “QSF3.8.” 55
Added Footnote 8 “In some applications, the current rating may be higher than the 63
specification shown. The OEM is responsible to select the intake air heater relay
accordingly.”
Added text “(100 amp)”. 63
Added row for “24V Relay AMETEK Prestolite SBJ-4401 (200 amp)”. 63
Changed text from “White Rodgers” to “Stancor.” 63
Added row for “24V Relay Stancor 586-905 (200 amp)”. 63
Added text “(for 3-level sensor)”. 67
Added new section “Fan Speed Sensor (Digital) Input”. 77-79
Added text “(Not available on QSF3.8, QSF4.5, QSF6.7, & QSG12).” 85
Added text “or Exhaust Throttle.” 85, 86
Section 3.8.7, item 7 - Engine Brake Level Switch, Section 2 - Operation. Complete 85, 86
re-write.
Section 3.8.7, item 8 – “Position Engine Brake Switch (QSL)”. Removed section. 86
Added text “(Not available on QSF3.8).” 86
Added text “(Compression Braking).” 86
Updated Figure-28. 86
Added Figure-29 Engine Brake Switch Configuration (VGT Braking, Exhaust 86
Throttle).”
Deleted text “Table 3 37 Increment/Decrement - Set/Resume Switch 88
Specifications.”
Deleted SPST switch diagram. 88
Changed text from “15 mA” to “9 mA at normal level, 1.5 mA at low level.” 91
Added text “Note: Only one input can be physically wired. If customer wants to use 96
both inputs to drive the fan, then other input needs to be multiplexed through
J1939.”
Deleted text “/ Ether Start” and “QSX15 and.” 100
Changed text from “Must be used on all applications employing an engine brake” to 100
“Available on QSL9 and QSX15.”
Changed text from “15 +/- 3 mA” to “7-14 mA”, from “2.8 k Ohms” to “125 Ohms”, 104
and from “5.5” to “5.25”.
Deleted text “or Ether Injection options” and “Tier 4F Industrial Heavy Duty 110
Products.”
Changed text from “(QSX)” to “QSG12.” 110
Deleted text “and Ether Injection (QSX only)” and “located at the following links: 110
QSB Tier 4F, QSL Tier 4F, and QSX Tier 4F.”
Added text “or see below.” 110
Added Grid Heater wiring diagram. 110
Deleted text “Note: The Intake Air Heater output is supplied through the Keyswitch. 114
This prevents the Intake Air Heaters from being on with the vehicle not ready to
run. However, a short in the Intake Air Heater relay may cause the Keyswitch fuse
to blow. When diagnosing Keyswitch fuse issues, this should not be overlooked.”
from item 2.
Added text “DM13.” 131
Added text “J1939-21.” 132
Changed text from “-21” to “-81.” 132
Corrected formatting for PGN 60928. 133
Added PGN 64721, DM53 message. 134-135
Added PGN 64722, DM54 message. 135
Changed text from “Transfer” to “Transport.” 140, 141
Changed text from “TX” to “NA”. 146
Deleted text “Over” and “(Calculated)” from Fault Code 1976 Description. 177
Changed text from “Moderately” to “Least.” 180, 202, 205
Deleted text “x” from fault codes 2646 and 2659 QSL9 engine. 180
Added engines QSB4.5, QSB6.7 and QSL9 to support FC2973. 182
Changed text from “SAE J1939 Multiplexing PGN Timeout Error” to “Aftertreatment 197
1 Diesel Exhaust Fluid Tank Level.”
Changed text from “524286” to “5018” and from “31” to “14”. 202
Removed text “Circuit.” 202
Changed text from “High” to “Low.” 203

Removed text “Sensor.” 203
Changed text from “Operational” to “Operating.” 203
Changed text from “Most” to “Least.” 203
Added text “Engine.” 204
Added text “Circuit.” 204, 205, 206
Added text “1” and “Least Severe Level.” 205
Changed text from “Adjust” to “adjustment.” 205
Changed text from “Auxiliary Intermediate (PTO) Speed Switch Validation” to “PTO 206
Governor State.”
Added Fault Code 6595. 207
17 7Nov16 Liz McLean Initial creation of CEB from AEB 15.153. All
16 5Aug16 Larry S. Changed text from “DOC+DPF+SCR” to “DOC/DPF+SCR.” Throughout
Huff Changed text from “QSL8.9” to “QSL9.” 1, 208
Changed text from “230” to “200” and from “125” to “100.” 3
Added text “The OEM must not apply lubricant to the NOx Sensor ECU mating 5
connector.”
Changed text from “AEB 15.68” to “CEB00232.” 12
Complete re-write of Section 2.6.1 – Engine Warm-up Protection. 36-37
Changed text from “Breakout” to “Crossover.” 7-9,11,52,59, 100
Added text “Minimum” and “Continuous.” 63
Changed text from “125” to “100.” 63
Changed text from “SBJ-4401” to “SAS-4410.” 63
Changed text from “Stancor” to “White-Rogers.” 63
Changed text from “586-905” to “120-904.” 63
Changed text from “which” to “the relay.” 65
Added text “However, a normally-open relay should be avoided as stated below. 1. 65
In cases of low battery voltage, the ECM voltage can drop below the minimum
requirement causing the starter relay to open. Once this occurs, the voltage may
rise above the minimum requirement causing the ECM to re-engage the starter.
This resultant cycling of the starter may cause premature starter failure. 2.
Typically this occurs for the following reasons: a. Extended cranking of the engine
has depleted the batteries. B. Old/weak batteries in the machine.”
Added Starter Lockout Relay diagram. 65
Changed text from “OEM AAD & SW RETURN” to “OEM SWITCH/OEM SENSOR 97
(RETURN).”
Added footnotes “9 Bosch does not allow its electrical connectors to be lubricated. 114
The Bosch DEF Supply Module and DEF Dosing Module connectors must not be
lubricated” and “10 The NOx sensors’ ECU connector terminals should not be
lubricated because these sensors are required to “breathe”. Lubricant can clog
the sensor’s vent path causing sensor failure.”
Changed text from “44 bytes” to “a variable length of data.” 156
Added text “Depending on the software phase of the calibration, the length can be
44 or 96 bytes or more. The OEM needs to ensure their controllers are
programmed to accept a maximum data length.”
Changed data table for PGN 65259. 156
Added row for fault code 1894. 174
Added text “Amber QSF3.8.” 179
Changed text from “SAE J1939 Multiplexing PGN Timeout Error” to “Coolant Level 189
Sensor.”
Removed Fault Codes 3726, 4241, 4741 and 4742 from Appendix A. 191, 194, 198
Added text “X” and “X with SCR.” 192
Changed text from “Moderately” to “Least.” 203
Changed text from “Data not Rational - Drifted High” to “Data Erratic, Intermittent, or 204
Incorrect.”
Changed text from “Most” to “Least.” 204
Added text “6469.” 204
Changed text from “Mechanical system not responding or out of adjustment” to “Data 204
Erratic, Intermittent, or Incorrect.”
Changed text from “Voltage above normal, or shorted to high source” to “Current 205
Below Normal or Open Circuit.”
Changed text from “Amber” to “None.” 206
Added rows for fault codes 6619, 6621, 6634, 6726, 6752. 207
15 08Dec15 Larry S. Changed text from “AEB 9.01” to “CEB00044.” 1
Huff Changed text “QSF3.8” to “QSF3.8<75hp, QSF3.8>75hp (SCR), QSF3.8>75hp 1
(DOC+SCR).”
Added text “(DOC+SCR), QSB6.7 (DOC+DPF+SCR).” 1
Added text “(DOC+SCR), QSL8.9 (DOC+DPF+SCR).” 1
Added row for “QSF3.8<75hp”. 2
Added text “>75hp.” 2, 51, 52, 92, 93,
95, 96, 97
Changed text from “32 Volts” to “17 Volts for 12 Volt Application. 32 Volts for 24 Volt 2
Application.”
Changed text from “11 Volts for 12 Volt System. 20 Volts for 24 Volt System.” to “9 2
Volts for full ECM functionality. * (Fuel system may not be fully functional). 11 Volts
for full fuel system functionality.”
Added text “* The Diesel Exhaust Fluid Supply Module is powered from the ECM. In 2
order for the Supply Module to operate properly, the ECM battery voltage must be
18-32 Vdc (for 24 Vdc nominal system).”
Added text “QSB6.7 (DOC+DPF+SCR) and QSL9 (DOC+DPF+SCR).” 5
Changed text from “AEB 27.10 Attachment L-Tier 4 Final IPT Verification Test 12
Procedure” to “AEB 27.10 Attachment 2 - Tier 4 Final DOC/SCR Calterm Test
Procedures. AEB 27.10 Attachment 3 - Tier 4 Final DPF/SCR Calterm Test
Procedures.”
Added text “Variable ISC Description.” 26
Added text “Validation Input.” 27
Changed text from “the ECM calibration will use the ECM pin used for Switched Set 27
Speed 3 as a validation input and only 2 Intermediate Speed Control speeds will
be available while the 5 variable Intermediate Speed Control inputs will NOT be
available.” to “recognized unless the validation interlock input is on and the ISC
switch has transitioned from OFF to ON. The ECM calibration will use the ECM pin
used for ISC switched set speed 3 as a validation input and only 2 Intermediate
Speed Control speeds will be available while the 5 variable Intermediate Speed
Control inputs will be available if selected.”
Added text “The Idle Shutdown feature also supports an Idle Shutdown Relay that 30
can be used to disconnect power to OEM selected high current devices when the
idle shutdown occurs. The relay may be controlled by a couple of different Source
Driver outputs depending on the application as indicated in Table 4-1.”
Added text “Fan impedance should be less than 200 Ω to prevent false Open Load 41
(OL) faults from occurring. It may be necessary for the OEM to add an external
resistor in parallel to the fan clutch input. Resistance value of 120 – 180 Ω is
recommended (see Figure 2-9).”
Added text “(DOC+SCR)”, “(DOC+SCR)”, and “QSB6.7 (DOC+DPF+SCR) and QSL9 46
(DOC+DPF+SCR) only support 24V calibrations.”
Changed text from “This provides the interface for the service brake switch. This input 48
is generally associated with Section 2.3.6 Engine Speed Cruise Control, and may
not be used unless this feature is enabled.” to “The Clutch Switch feature tells the
ECM if a hard-wired clutch switch is installed.”
Changed text from “This feature is enabled at the calibration level, and provides a 49
monitor parameter for determining if the state of the service brake switch is on or
off. The Service Brake switch may be multiplexed and its value obtained through
the J1939 datalink (Refer to Section 2.9.1 Multiplexing).” to “The Clutch switch has
two positions, PEDAL PRESSED (Clutch Disengaged) and PEDAL RELEASED
(Clutch Engaged). The PEDAL RELEASED position indicates a closed switch
connecting the circuit to ground, and does not affect any other features. The
PEDAL PRESSED position indicates an open switch disconnecting the circuit from
ground. This position inhibits or exits certain operational states dependent on
clutch engagement. For example, PEDAL PRESSED (clutch disengaged) will
disengage engine brakes.”
Added text “(DOC+SCR)” and “(DOC+SCR).” 51, 94
Added row for “24V SPST Relay.” 51
Added row for “Idle Shutdown Relay.” 51
Added row for “24V / 30A SPST Relay.” 51
Added new section “Idle Shutdown Relay.” 61
Changed text from “Digital Vehicle Speed Sensor (VSS) Input” to “Vehicle Speed 66
Sensor (Digital VSS) Input.”
Changed text from “Magnetic Pickup Vehicle Speed Sensor (VSS)” to “Vehicle Speed 67
Sensor (Magnetic Pickup VSS).”
Added text “except QSF3.8<75hp.” 92, 93, 94, 95, 96,
97
Added row for “SPARE.” 92, 93, 94, 95, 96,
97
Added text “QSF3.8<75hp.” 92, 93, 96, 97
Changed text from “Must be used” to “Available.” 93
Changed text from “Spare” to “Reversible Fan Pitch Sensor.” 94
Added text “QSL9 (DOC+DPR+SCR) and QSB6.7 (DOC+DPF+SCR).” 94
Added text “Fan Return.” 95
Added row for “Idle Shutdown Relay.” 96
Changed text from “9” to “6.0.” 104
Changed text from “NA” to “TX DOC+DPF+SCR.” 131, 132, 133,
142
Added text “With SCR.” 132-133, 142-
147,149 -151,
169-171,177-
182,185-192, 194-
196, 198-204
Added text “DOC+SCR.” 132, 133, 199,
203
Changed text from “NA” to “TX, RX With SCR.” 143
Changed text from “NA” to “RX With SCR.” 143
Changed text from “NA” to “TX, RX.” 143
Changed text from “NA” to “RX.” 143
144
Changed text from “Aftertreatment Selective Catalytic Reduction Operator

Inducement Active” to “Aftertreatment Diesel Exhaust Fluid Tank Low Level 151, 176
Indicator.” 154
Added text “DOC+SCR.” 162, 194, 196
Added new section “PGN 130840 Proprietary OEM Torque Curve Control.” 163,199
Added text “X” (to enable Fault Codes for QSB4.5). 169, 176
Deleted text “X” (from Fault Codes 323, 325 for QSF3.8 and QSB4.5). 170, 181,182
Added text “X DOC+SCR.” 171-173,176,
Added text “X With SCR.” 178, 181-184,
Added text “X DOC+DPF+SCR.” 188,192,194
176, 202, 204
177
Changed text from “18” to “17.” 177, 183, 189,
Deleted text “X” (from fault code 2754 for QSF3.8). 190, 193, 198,
Added text “DOC+DPF+SCR.” 200, 203, 204
181
190
Added text “X” (to enable Fault Codes for QSX15). 194
Removed fault codes 4161, 4162 and 4163 from QSB4.5. 194
Changed text from “639” to “1761.”
Changed text from “J1939 Network #1, Primary Vehicle Network (previously SAE 196
J1939 Data Link” to “Aftertreatment 1 Diesel Exhaust Fluid Tank Level.”
Changed text from “SCR Operator Inducement Active – Condition Exists” to “Diesel 197 201
Exhaust Fluid Tank Low level Indicator.” 197, 201
Changed text from “520784” to “6799” (3 times).
Changed text from “Fan Blade Pitch Position Sensor Circuit” to “Engine Fan Blade 197, 201
Pitch.”
Changed text from “Fan Blade Pitch Position Sensor Circuit” to “Engine Fan Blade 197, 201
Pitch.” 197
Added text “Engine.” 198
Changed text from “Amber” to “Red.” 199
Removed QSX15 and QSG12 from fault code 5617. 199
Changed text from “None” to “Amber.” 203
Changed text from “System Diagnostic Code #1” to “PTO Governor State.”
Removed fault codes 6551, 6552, and 6553 from QSF3.8 and QSB 4.5.
14 12Jun15 Hareen Illa Added text “(Spal Fan Type)”. 43
Added text “There are two wire and three wire digital vehicle speed sensor options 67
available in the market. The sensor should be wired according to the guidelines
specified in the datasheet.”
Changed text from “MUST be used” to “Available”. 97
Changed text from “RX” to “NA”. 128
Added Fault Codes 1358 and 1359. 167
Added Fault Codes 5866, 5867, 5939, 5941, 6256, 6257, 6258. 198
Added Fault Codes 6259, 6263, 6264, 6265, 6336, 6337, 6418, 6419, 6421, 6422, 199
6456, 6457, 6458, 6459, 6462, 6463, 6464, 6467, and 6468.
6482, 6483, 6484, 6493, 6494, 6496, and 6497.
6525, 6526, 6527, 6529, 6531, 6532, and 6533.
6559, 6562, 6563, 6565, 6568, 6569, and 6571.
Added Fault Codes 6581, 6582, 6583, 6584, 6596, and 6597. 203
13 17Apr15 Hareen Illa Changed text from “3.6.44” to “3.6.4”. 62, 63
Changed text from “If the Vehicle Speed Sensor requires supply voltage, provisions 68
need to be made to support for that.” to “The Digital Vehicle Speed Sensor (VSS)
requires a power supply and return to be provided by the ECM.”
Updated Figure 3-12”. 69
Changed text from “Air Intake Shut off” to “reversible fan purge/inhibit”. 90
Added text “Figure 4-6 Switched Sink Driver Output Simplified Circuit”. 106
Updated Fault Code 483 – Added text “X”. 164
Added Fault Codes 5278 and 5617. 199

12 15Jan 2015 Hareen Illa Added text “AEB 27.10 Attachment L-Tier 4 Final IPT Verification Test Procedure”. 13
Added text “QSG12”. 46
Added text “For IPT Verification Test procedure refer to “AEB 27.10, Attachment L- 47
Tier 4 final IPT Verification test procedure””.
Changed text from “eHD10-9-1939P” to “HD10-9-1939P”. 57
Changed text from “a certain duration” to “100 seconds after key off (70 seconds for 109
QSG 12)”.
Deleted text “This duration may vary based on the conditions listed above, application 109
and engine condition at key off. Unswitched battery power must be available to the
ECM for at least 100 seconds after these three conditions have been met.”
Changed text from “Failure to provide the ECM proper power-down time would 109
frequently allow the system to refill DEF and becomes susceptible to freezing
damage.” to “For applications that require purging after key off, failure to provide
the ECM proper power-down time would allow DEF to remain in the DEF lines
making it susceptible to freezing damage.”
Changed text from “Ensure the Keyswitch has been OFF for at least 100 seconds.” 110
to “Ensure ECM has power after Key off for at least 100 seconds (70 seconds for
QSG 12).”
Added text “(70 seconds for QSG 12)”. 111
Changed text from “TX” to “NA”. 143, 151
11 10Oct 2014 Francois Added text”36. Sharp bends or excessive tension in the connector/sensor lead 5
Mikobi, wire(s) can result in open conductors and damaged wire insulation. If the wire
Hareen Illa tension is applied perpendicularly to the connector/sensor, distortion of the
rubber grommet (wire seal) may occur causing increased environmental
susceptibility. Any harness bend must not disrupt the integrity of the wire seals in
the connector body and any bend radius SHOULD be greater than or equal to 1
inch.”
Added text” The connector wire seal and insulation type must provide an adequate 92
seal from dirt and moisture intrusion when the wire is inserted through the
connector seal. Connector failures such as water intrusion and pin fretting are
known to happen caused by improper wire insulation outside diameter and wires
that are not routed straight for a minimum distance from connector. Follow the
connector manufacturer’s recommendations for insulation outside diameter and
bend radius. For additional protection against moisture intrusion and vibration,
the use of a Backshell, boot or similar protective connector accessory, if
available, is recommended.”
Added text” For any component with wiring approaching from above, make sure to 92
provide a drip loop to help prevent water intrusion.”
Changed text from “Down” to “On”. 109
Added text” ECM” and “AEB 24.53, Cummins Branded Starters, Alternators and 116
Fuel Shut-Off Solenoids- Industrial Applications Requirements”
Added SPN 7033 & SPN 7034 under PGN 34048. 153
Added SPN 7035 & SPN 7036 under PGN 64574. 153
Added text “X”. 180
10 11 Sep 14 Francois Deleted text “(reference table below)” from Section 2.7.8.1 (d) 43
Mikobi, Bin Added new section “Engine Protection - Air Intake Restriction Monitor”. 45
Chen Changed text from “E008” to “EP09”, from “Receptacle Pin” to “Pin terminal”, from 58
“0144” to “0644”, from “(Orange)” to “-1939 (Blue)”, from “Plug” to “Socket”, from
“0144” to “0644”, from “(orange)” to “-1939-P012 (Blue)”.
Changed text from “18-20” to “16-18” and from “16-18” to “18-20”. 60
Changed text from “The ECM illuminates the lamp after Key ON and remains ON 62
until the ECM has powered down from completely, thus making it safe for the
operator to disconnect the battery switch.” to “The lamp will illuminate
immediately when key is detected by the ECM and will stay illuminated until the
ECM has completed its power down functions and has gone into sleep mode.
Note that this feature can be used as notification that it is OK to remove power
from the ECM.”
Added text “(see Note A)”. 64
Added text “Note A: Relays should not be installed in such a way to expose the 64
contact to water intrusion or dirt which may cause electrical short circuit.”
Changed text from “FP02 (Silicone” to “P012 (Enhanced” and from “W2S-P012” to 75
“W2SA-P012 (A Key)”.
Deleted text “or lever” from item 3 in Section 3.8.7.16. 88
Combined Table 4-2 and Table 4-3 into Table 4-2. 99-100
Added “ECM Pin” column to Table 4-2. 99-100
Changed text from “QSB4.5, QSB6.7, QSL9, and QSF3.8” to “QSB, QSL, QSF, 99
QSX and QSG”.
Deleted text "QSG12" in the “SPARE” row. 99
Added row for “AFT PUMP RELAY FDBK” and “Available on QSG12 Application". 99
Changed text from “Analog Input Pull-up (1K Ohms)” to “Analog Input Pull-down 99
(47.5K Ohms)”.
Added text “QSG12” to “OEM TEMPERATURE 2” row. 100

Deleted text "QSG12" from “SPARE” row for Pin 12. 100
Added text "PUMP RPM FDBK” and “Available on QSG12 Application". 100
Added text " PRESSURE SIGNAL” and “Available on QSG12 Application". 100
Changed text "(+)" to "(-)" in Table 4-3 for Pin 21 100
Changed text "(+)" to "(-)" in Table 4-3 for Pin 22 100
Added “Overview” section. 109
Changed text from “If a battery disconnect switch is installed that removes battery 110
power to the ECM, it must be installed on the positive circuit. This switch will
remove battery voltage from all devices except the alternator. The use of a
positive side disconnect reduces the possibility of ground loops that could
damage the ECM or other electronic devices. To ensure proper storage of power
down information (fault history, engine run time and etc.) and for the proper
completion of DEF Purge cycle, please wait at least 70 seconds after the
keyswitch is turned off before using battery disconnect switch to remove battery
power.” to “The ECM must not be connected to a battery disconnect device
unless dictated by statutory regulation. The ECM power must be connected
directly to battery power. In installations where the OEM desires a battery
disconnect for end user convenience it is recommended to install one as shown
in the figure below which maintains direct connection of the ECM power to the
battery. Where battery disconnects are required please consult your application
engineer for proper steps to ensure the issues mentioned in Item 5. Engine
Power-down are avoided.”
Added “Figure 4-9 Battery Disconnect Switch”. 110
Changed text “70 seconds” to “100 seconds”. 110, 111
Changed text from “installed” to “required”. 111
Changed text from “TX” to “NA”. 140, 146, 151
Changed text from “NA” to “TX”. 150
Changed text from “3” to “4”. 195
Changed text from “520826” to “6882”. 199, 200
Deleted “X” from QSX15 and QSG12 columns for Fault Codes 5391, 5392, 5393, 199, 200
5394, 5395, and 5396.
09 24 June 14 Kiran Added text “Maximum Current Through ECM Switch Return 6.0 Amps”, “Maximum 3
Madduri Current Through ECM Switch/Temperature/Level Return 6.0 Amps”, and
“Maximum Current Through ECM General Return 6.0 Amps each”.
Changed text from “Appendix D” to “4.6.4 OEM Connector Grounding and Strain 4
relief”.
Changed text from “Regen” to “Exhaust System Cleaning (Regen)”. 4, 119
Changed text from “DPF” to “Exhaust System Cleaning (Regen)”. 4, 119
Changed text from “under all operating conditions” to “from all operating stations”. 4
Deleted text “Note: DPF Lamp is applicable ONLY on QSX.” from Requirement 14. 4
Changed text from “7.0” to “6.0”. 5, 111, 112
Changed text from “gold” to “silver”. 5
Changed text from “The Coolant Level Sensor MUST be installed.” to “The Coolant 5
Level Sensor or Coolant Level Switch must comply with AEB 24.18 Coolant
System Design – Installation requirements for proper installation.”
Added text “when the lamp is active”. 5
Changed text from “service” to “INSITE”. 38
Changed text from “Diesel Particulate Filter (DPF) Lamp/Regeneration Lamp” to 53
“Exhaust System Cleaning (Regen) Lamp”.
Deleted text “DPF Lamp on QSX15, QSX12 Regeneration Lamp on”. 53
Added text “QSX15 and QSG12”. 53, 98
Added text “(Refer to AEB 24.53 for more information)”. 53
Changed text from “Regeneration” to “Exhaust System Cleaning (Regen)”. 53, 54, 60, 61,
87, 88
Added text “(OPT for QSG12)”. 53
Changed text from “Diesel Particulate Filter (DPF) Lamp (QSX15, QSX12) / Regen 60
Lamp (QSB4.5/QSB6.7/QSL9/QSF3.8)” to “Exhaust System Cleaning (Regen)
Lamp”.
Deleted text “The Diesel Particulate Filter (DPF) Lamp notifies the operator that the 60
particulate filter is becoming filled and needs assistance from operator to
regenerate within the next several hours of engine operation. Please refer to
AEB 15.151 Aftertreatment Electronic Technical Package for lamp
requirements.”.
Changed text from “regeneration” to “Exhaust System Cleaning”. 60
Added text “Note: The Regeneration Lamp is also called as Exhaust System 60
Cleaning Lamp in T4F”.
Added text “Note: The Regeneration Inhibit Lamp is also named as Exhaust System 61
Cleaning Inhibit Lamp in T4F”.
Changed text from “after Key OFF to indicate the state of power to the ECM” to 62
“remains ON until the ECM has powered down completely, thus making it safe
for the operator to disconnect the battery switch”.
Added missing text “interfaces and installation”. 63

Deleted row “Minimum Coil Resistance 6 Ohms @ 12V 12 Ohms @ 24 V” from 63
Table 3-14.
Changed text from”1216 2193” to “1216 2197”. 73
Deleted text “3657186” from Mating Connector row. 73
Made existing row 20 information into row 21 and added new information for row 77
20.
Added text “stranded”. 92
Deleted text “Regen Lamp” row of information from row 23. 95
Changed text from “Diesel Part. Filter” to “Exhaust System Cleaning (Regen)”. 95
Changed text from “Available On QSX15 and QSG12 Application” to “MUST be 95
used On All Applications”.
Changed text from “REGEN” to “Exhaust System Cleaning (Regen)”. 96, 98
Added text “MUST be used On”. 96
Deleted text “DPF Regen Inhibit Switch” row of information from row 87. 98
Deleted text “Diagnostic Switch/DPF Regen Force” row of information from row 91. 98
Changed text from “PTC HEATER RELAY” to “SPARE”. 100
Changed text from “after the keyswitch is turned off” to “and for the proper 110
completion of DEF Purge cycle”.
Added text “after the keyswitch is turned”. 110
Changed text from “however, they may be returned to the engine block round stud” 111
to “in order to avoid shifts or noise in the ground, which could result in unwanted
fault conditions”.
Deleted text “In order to avoid shifts or noise in the ground, which could results in 111
unwanted fault conditions, all ECM outputs should be returned to the appropriate
ECM return (see Wiring Diagram). In the case where it is not feasible to do so,
they may be returned to the engine block ground stud. The maximum current
loading for all circuits on the ground needs to be considered in order to avoid
exceeding the nominal 7.0 A rating of the return circuit. The wiring diagram
depicts these recommended signal returns.” from Section 4.5.15.8.
Added text “"For programs that the OEM's receive the 96-way connector boot and 115
wire tie in a kit (Example: QSF3.8), the provided parts are to be installed on the
Cummins engine wiring harness J1-96 way connector."”
Updated figure in Section 4.6.4 by deleting the blue box on the Common Ground 116
Location point.
Changed text from “DPF” to “Regen”. 119
Added text “an un-shielded”. 121
Changed text from “quad” to “pair”. 121
Added text “A) Override disabled (00) B) Speed control (01) (See Engine 129
Requested Speed /Speed Limit below (4)) C) Torque control (10) (See Engine
Requested Torque/Torque Limit below (5)) D) Speed/torque limit control (11)
(Refer to 4 & 5 below)”.
Changed text from “NA” to “TX”. 133, 144
Changed text from “TX” to “NA”. 136, 144, 146,
152
Added 61454 and 61455. 145
Added text “not”. 152
Deleted text “of 6 seconds. The time limit is not imposed when the ISC1 message is 152
from the PTO.” and “The last byte of the 8 bytes of data must be set to “FF” hex.”
from Section 5.3.10.
08 17Feb14 Kiran Added text “POI Lamp”. 1, 18
Madduri Added text “This feature can also be implemented when an array of electric fan 43
motors are used. The multiple fans can be controlled via a single PWM control
signal from the ECM provided that the total current draw of the PWM signal is
less than the circuit’s capability. The ECM will be able to provide a PWM control
signal to at least 8 fans. When this type of implementation is used, an external
resistor needs to be added by the OEM in parallel to the Electrical fan to pull
enough current through the signal line so that the diagnostics would work. The
value of this Resistor should be around 120-180 Ohms. Figure 2-9 is an example
of the Electronic Fan control circuit and on how the external resistance needs to
be added.”
Changed text from “for polluted” to “to high dust and dirt”. 44
Added new section “Injector Performance Test (IPT)”. 46
Added “Power on Indicator (POI) Lamp”, “Starter Lockout Relay”, “Dual Outputs 53, 54, 55
Relay”, “CAC Out Temperature Sensor”, and “Reversible Fan Switch” to tables.
Added new section “Power On Indicator (POI) Lamp”. 62
Added Table 3-13. 62
Added new section “Dual Outputs Relay”. 66

Added Table 3-17. 66
Changed text from “Idle Shutdown Temp” to “Signal”. 72
Changed text from “0.28 to 5.0 V” to “0.14 to 4.92 V”. 72
Changed text from “Refer to OEM Temperature Sensor Sample Calibration Table 3- 72
22” to “Refer to
72
Table 3-23 OEM Temperature Sensor Sample Calibration Table”.
73
Updated OEM Temperature Sensor Sample Calibration Table.
Changed text from “uses a 21-mm integral hex and M14 x 1.5-6H threads” to “also
75
uses a 13/16-in integral hex and 9/16-18 UNF-2A thread”.
76-77
Changed text from “FH23000” to “FH23029”.
76
Added new section “CAC Out Temperature Sensor”.
76
Added Table 3-29.
77
Added Table 3-30.
90
Added Table 3-31.
90
Added new section “Reversible Fan Purge/Inhibit Switch”.
94, 98
Added Figure 3-40.
97, 98
Changed text from “QSM12” to “QSG12”.
Changed text from “Available On All Applications” to “Available On QSB4.5, QSB6.7
97
Applications”.
97
Added Reversible Fan Purge / Inhibit Switch information.
99
Deleted text “Air SO Valve” from line 74.
99, 100
Changed text from “Relay” to “Power On Indicator (POI) Lamp”.
100
Changed text from “/Tachograph” to “Speed”.
127
Changed text from “Spare Lamp/Relay” to “Power On Indicator (POI) Lamp”.
130-152
Changed text from “no” to “NA”.
133,134,135,136
Added QSF3.8 and QSG12 information to Table 5-1.
,138,141,143,14
Changed text from “Not Available” to “TX”.
4,145
134
136,145,152,201
Added QSX15 information to 64800.
145
Added 64914, 64947, 64992, 5631, 5632.
145,152
160
Added information to 65279.
Changed text from “TX” to “NA”.
162,163,164,165
Added a new question in Frequently asked questions on Cummins Datalink
,166,167,168,16
Section.
9,170,172,174,1
Added text “X” in 214, 237, 281, 288, 291, 343, 449, 528, 595, 687, 741, 742, 743,
75,176,177,178,
1429, 1679, 1923-1928, 1932, 1938, 1939, 1963, 1964, 1974, 2321, 2322, 2372,
179,180,182,183
2571, 2572, 2659, 2732, 2733, 2754, 2878, 2881, 2964, 2998, 3164, 3232, 3253,
,184,185,187,18
3254, 3316-3318, 3329, 3331,3535, 3724, 3726, 3751, 3753, 3917, 4437, 4517,
9,190,191,195,1
4721, 4722, 4737, 4739, 4769, 4863, 5193, 5215, 5271-5273, 5275-5277, 5391-
97,198,199,200,
5394, 5395, 5396, 5617, 5653, 5654, 9999.
201
193
196
Changed information in 4213.
198
Changed information in 4533 and 4534.
Changed information in 4841.
07 18Nov13 Kiran Updated the engine program names from “QSB, QSL, QSF, QSX” to “QSB4.5, Multiple
Madduri QSB6.7, QSL9, QSF3.8, QSX15”.
Replaced the name of program from “QSM12” to “QSG12”. Multiple
Added text “Reversible Fan”. 1
Removed AEB 15.89 from Reference Documentation section. 13
Added AEB 15.198. 13
Added new Section 2.2 How to Use this Section. 19
Updated Sections 2.3.1, 2.3.2, 2.3.3, 2.3.4, 2.3.5, 2.3.6, 2.3.7, 2.3.8, and 2.3.9 by 20-28
adding Operation, Programming dependencies, Hardware information for each
section.
Added Figures 2-1, 2-2, 2-3, and 2-4.
Updated Sections 2.4.2, 2.4.3, 2.4.4, 2.4.5, 2.4.6 and 2.4.7 by adding Operation, 20-23
Programming dependencies, Hardware information for each section. 29-32
Added Figure 2.5.
Updated Section 2.4.8 by adding more information on Engine brake Operation and 29
added Table 2-2
Updated Section 2.4.10 by adding more information on Air Intake Restriction 32
Monitor Operation and added Table 2-3.
Updated Sections 2.5.2, 2.5.3, 2.5.5, 2.5.6 by adding more description regarding 33
the feature.
Updated Sections 2.6.1, 2.6.2, 2.6.3 by adding more description regarding the 33-37
feature.
Added Table 2-4 and Figure 2-6 for Dedicated PWM Output Feature. 37-38
Updated Sections 2.7.1, 2.7.2, 2.7.3, 2.7.4, 2.7.5. 38, 39
Added Table 2-5 and Figures 2-7, 2-8. 38-41

Added new Section 2.7.8 Fan Type. 38-41
Updated Section 2.8.3. 43
Updated Section 2.9.1, 2.10.2, 2.11, 2.12, 2.13.1, 2.13.2, 2.13.3, 2.14.1, 2.14.2. 45
Added new Section 3.6.5 Starter Lockout Relay. 45-48
Changed text from “x” to “If the Vehicle Speed Sensor requires supply voltage, 63
provisions need to be made to support for that.”
Added text “The single-ended minimum input voltage detection threshold for a logic 65
high (Vih) is +3.2V as measured from the single-ended input pin and the ECM
battery return pin. The maximum voltage for a logic low (Vil) is +1.65V.”
Revised Table 3-17 and Figure 3-11. 65
Added Figures 3-10. 66
Added Figures 3-12 and 3-13. 66
Revised Table 3-18. 67
Updated Section 3.8.5. 67
Changed text from “SPARE” to “DIGITAL VSS SIGNAL”. 76
Changed SPN 4206 and 4207 from “Not Available” to “RX”. 91
Changed SPN 3695 and 3697 text from “Diesel Particulate Filter” to 125
“Aftertreatment”.
Added SPN 4766 under PGN 64800. 126
Updated PGN 64892 as available only for QSX15 and NA for other programs. 129
Added PGN 64586. 130-131
Deleted PGNs as they are not supported: 64914 and 94920. 131-132
Updated PGN 65269 SPN 108 from “TX” to “Not Available”. 132
Updated PGN 65270 SPN 173 from “Not Available” to “TX”. 141
Removed PGN’s as they are not supported: 61454 and 61455. 141
Added PGN’s 64588, 34048, 64697, and 64585. 143
Updated Appendix A for QSB4.5, QSB6.7, QSL9, QSX15 and QSF3.8 Engine 149
programs. 158-198
Changed text from “high” to “low”. 160
Changed text from “D” to “Data in Error”. 161
Added FC 1943. 171
Added text “Level”. 174, 176
Added text “Severe Level”. 176
Changed text from “None” to “Amber”. 184
Added FC 3613 and 3614. 185
Added FC 4174 and 4175. 190
Added FC 4484 and 4533. 192
Added FC 4534. 193
Added FC 4752 and 4753. 195
Added FC 4956, 4957, and 5177. 196
Added FC 5386-5389 and 5391-5395. 197
Added FC 5396, 5585, 5617, 5653, 5654, and 9491. 198
06 20Sep13 Kiran Added QSM12 information to AEB. All
Madduri Added Immobilizer, Dual Fan, and Air Intake Restriction Monitor to new features list. 1
Removed Exhaust Throttle from new components list.
Added AEB 15.89. 2
Added new Section 2.3.6 “Air Intake Restriction Monitor”. 12
Added new Sections 2.6.8 “Hydraulic Fan Drive System” and 2.6.9 “Immobilizer”. 20
Added text “QSB6.7, QSX” to 2-Position Engine Brake Level Switch. 24
Added Table 3-4 4-Pin Intake Air Temperature/Pressure Sensor Pin out 31
Information. 33
Added Table 3-7 J1939 Datalink (3-pin) Connector Pin out Information.
Added text “Please refer to Table 3-7 for J1939 connector pin out information. 35
J1939+ (CAN_H) uses the yellow color- coded insulator and J1939- (CAN_L) 36
uses the green color- coded insulator. All connections for connectors should
utilize this color scheme to avoid any misconnections.”
Changed text from “Framatome” to “Delphi”, from “16-18” to “18-20”, and from “18-
20” to “16-18”. 37
Deleted Coolant Level Fault Code table.
Added text “The Coolant Level Switch uses 2 states, Normal Level and Low Level. 43
Depending on the Output resistance at Pin J2-35 and J2-32 the normal and low 64
coolant level are defined. Please refer to Table 3-3 to check for the switch
specifications.”
Deleted text “Multiple coolant level switches can be used to detect multiple pre-
determined critical levels and the ECM can set different lamps and fault codes to 64
indicate different conditions. The coolant level switch can be either switch-to-
ground or switch-to high type.”
Changed text from “characteristics” to “specifications”.
Deleted text “(for the switch-to-ground type).”. 64
Added text “and Figure 3-39 for Coolant level Switch Equivalent circuit”. 64
Revised Table 3-33. 64
Revised Figure 3-35 and Added Figure 3-36. 64
Changed text from “All” to “QSB, QSL, QSX, QSF”. 65

Added “Pump RPM Control” and “Spare (QSM12)”. 69-73
Added “Spare” and “UL2 Temperature Sensor Signal”. 69
Separated Item 23 into 2 lines and defined each part. 70
Separated Items 41 and 42 into 2 lines and defined each part. 70
Added “UL2 DEF Dosing Injector Valve Low” and “UL2 Pump Motor Return”. 71
Added “UL2 DEF Dosing Injector Valve High”.
Added “UL2 Pump Motor Supply” and “Spare”. 72
Added “DPF Regen Inhibit Switch” and “Diagnostic Switch/DPF Regen Force”. 73
Added “OEM Pressure”, “PTC Heater Relay”, “J1939(+) Datalink 2”, “J1939(-) 73
Datalink 2”, and “Switched_Battery”. 73
Changed text from “9” to “11”.
Removed PGN’s as they are not supported: 64946, 64947, 65249, 61491, 64927, 75
64929, 64920, 64891, 64732, 65276, 64712, 64931, 64916, 64765, 64754, 64720, 78
36864, 256, and 64878. 109, 114, 118,
Changed text from “TX” to “RX” and from “RX” to “Not available. 119, 120
Added PGN 65177. 113
Added QSB4.5 and QSF3.8 information to Appendix A. 124
Updated Fault Codes: 237, 449, 497, 686, 2183, 3186, 3213, 3298, 3315-3319, 132-171
3326, 3525, 3765, 3766, 3866, 4951, 4952. 134,137-139,
146,153,155,156
,158, 161, 162,
Added Fault Codes: 488, 3243, 3713, 3735, 4731, 4732, 4936, 4937, 5183-5185, 170
5221, 5247, 5248, 5271-5477, 5291, 5292, 5387, 5576. 138,154, 160,
161, 168-171
05 29May13 Kiran Updated Table 3-8: 35
Madduri - Changed text from “5314919” to “13957208 (Alternative)”.
- Changed text from “Cummins P/N” to “Electricpack”.
- Added text “Rubber boot P/N 5314919 (Cummins P/N)”,
manufactured by Anixter.
04 07May13 Kiran Added QSF3.8 and QSB 4.5 engines to AEB. 1, 2, 25, 35
Madduri Added new components in Tier 4F list - Exhaust Throttle, Pressure relief valve 1
(PRV).
Included a note where it talks about the minimum voltage required during engine 2
cranking.
Added items 34 and 35 to Installation Specifications Requirements Summary table. 5
(These requirements are not new, but just now being added to the table.)
Deleted the Constrained operation curve graph in Section 2.3.1. 19
Moved the ASO valve information into Section 2.7 as it is not a Cold Start Aid. 21, 24
Updated the Electronic Fan Clutch signal Section 2.6.6 by deleting text “From the 22
parameters listed in Table 2-1 Electronic Fan Clutch Parameters, Coolant
temperature and IMT are required for the fan clutch control. If the Cummins
Electronic fan clutch is used, then OEM temperature 1 input must be turned on for
monitoring the charge air cooler (CAC) output temperature.”
Added new Section 2.12.5 CAC out temperature sensor. 26
Added QSF application to Table 3-1. 28-30
Added Coolant Level Switch and Frequency Throttle to Table 3-1. 29
Updated Rubber Boot Part Number from 13957208 to 5314919. 34
Added new Section 3.8.7.19 Coolant Level Switch. 64
Deleted bullet points in Section 4.1.1 and added text “Please refer to Installation 66
Specifications Requirements Summary table.”.
Updated Table 4-1 by including information for engine programs QSB4.5 and 68-72
QSF3.8.
Changed items 16, 18, 63, and 64 from “47” to “47.5”. 68-70
Changed items 59 and 60 from “MUST be used On All Applications” to “Available On 70
All Applications”.
Clarified item 75 to: “INTAKE_AIR_HEATER_RELAY / Ether Start”. 71
Updated Table 4-2 by including information for engine programs QSB4.5 and 72-73
QSF3.8.
Updated Pin 1 by changing “5V” to “12V”. 72
Changed items 3, 13, and 21 from “47” to “47.5”. 72-73
Added Table 4-3 by including OEM 24pin connector information for engine program 73
QSX.
Renamed Section 4.5.15 to “Switch and Sensor Grounding requirements and 84
Recommendations”.
Moved the zip tie information in Section 4.6.6. Added Figures 4-11 and 4-12 for zip 90
tie section.
Included title of Section 5.1.1 as “J1939 Physical Layer”. 91
Filled in the “Use” column in the table. 116-125
Included information for PGN 64775 in Table 5-1. 125
Deleted Appendix A that was empty and added a note after Section 5.5.2 regarding 131
the information for J1939 failure mode code identifier and description.
Renamed Appendix from “B” to “A” and made the table header display on every 133
page.
Renamed Appendix from “C” to “B”. 164
Updated AEB by making some formatting changes. multiple
03 25Feb13 Kiran Changed “recommendations” to “requirements”. 12
Madduri Added DEF and DPF to Frequently Used Acronyms section. 16
Included a Note in Section 2.3.1 (Constrained Operation curve). 20
Re-titled Table 2-1; was “Fan Parameters”, is “Electronic Fan Clutch Parameters”. 24
Added “CAC Outlet Temperature” to Table 2-1. 24
Added new section 2.6.7 – Dual Fan Clutch. 24-25
Included a Note in Section 3.4.2 regarding zip ties for TBAP sensor. 32
Changed the OEM 96 pin Connector P/N in Table 3.6 from 13964577 to 13964572. 35
Removed Table 3-14 as the Relay P/N became obsolete. 41
Updated Table 4-1 with below changes: 68-70
Pin J2-14 (Changed 23.87 to 23.75)
Pin J2-21 (Datalink 4+), SPARE on all applications
Pin J2-22 (Datalink 1+)
Pin J2-36 (Pull down 47.5 K Ohms)
Pin J2-45 (Datalink 4 -), SPARE on all applications
Pin J2-46 (Datalink 1-)
Pin J2-66 (Available on all applications).
Updated Section 4.5.16. Updated the sentence saying that relays and solenoids 85
must be referenced to ECM Return.
Changed text from “Requirements” to “ECM”. 89
Updated Table 5-1 with SPN information for all the PGN’s. 102-116
Updated Table 5-1 by including the list of new PGN’s that are added to T4F. 116-125
Updated Appendix B by adding a new column for QSX. 134-163
02 24Oct12 Shwetha Deleted the Air inlet restriction monitor feature. 1
Prasad Added Tampering/Malfunction. 1
Added DEF Supply Module, DEF Dosing Module and Decomposition Reactor Tube 1
(DRT).
Clarified items on the Data Sheet. 2
Wire Gauge Updated to meet the Delphi recommended wire Size for 96 pin OEM 2, 3, 4, 33, 34,
Connector. 36, 65
Added AEB 15.165 to Reference section. 83, 86
Updated Constrained operation curve information. Swapped the information in the 12
parenthesis.
Added Regeneration Lamp. 20
Removed Constrained Operation Switch. 22
Updated Regeneration Disabled Switch and Manual Regeneration Initiate Switch 29, 36
Applications.
Updated 96 pin connector related Part Numbers. 30, 31
Updated the WIF connector and terminal part number, deleted comment about the 35
WIF sensor harness.
Updated Connector pin out details for 96 and 24 pin connectors. 49
Updated ECM requires the unswitched battery supply be maintained for at least 70 69-73
seconds after key off.
Created Section 4.6. 83
Corrected pin number, was 60, is 96. 86, 87, 88-90,
Added Remote mount requirements, Harness boot requirements, grounding and 127-154
Strain relief.
Updated SAE Diagnostics Fault codes table.
Srinivasa Initial Draft All
01 26Oct11
Kurakula

Ceb00503 CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PDF

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Ceb00503 CM2350 Midrange and Heavy Duty Tier 4 Final - Electronic Subsystem Technical Package PDF

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Owner: Joseph Samples Approver: per Procedure GCE-AS-1 Page 1 of 181

This CEB supersedes CEB00503 dated 10 January 2018.

The following gives the CM2350 Electronic Subsystem Datasheet.

Engine Platform ECM Code ECM Part Number Module ID Product ID

QSB6.7 ER 5290170, 5317106 (PV) I0 BEE

QSL9 ET 5290170, 5317106 (PV) I0 BEG

QSX15 ES 5290170, 5317106 (PV) I0 BEF

QSF3.8<75hp GB 5317106 (PV) I0 BFV

QSF3.8>75hp GB 5290170, 5317106 (PV) I0 BFV

QSB4.5 GA 5290170, 5317106 (PV) I0 BFU

QSG12 ER 5290170, 5317106 (PV) I0 BGB

QSB4.5/QSB6.7/QSL9/QSX15/QSF3.8/QSG12 Industrial Engine

ECM I/O Interface (96-Pin Connector, 24-Pin Connector)

Sensors and Switches

Air Intake Grid Heater

Installation Specifications Requirements Summary

QSB4.5/QSB6.7/QSL9/QSX15/QSF3.8/QSG12 Industrial Engine -------------------------------- 2

1.1 Reference Documentation

CEB00232 Vehicle Speed Input Electrical Interface

CEB00549 Industrial Electronic Accelerator Pedal Position Performance Specification / Interface

CEB00502 CM2350 Tier 4 Final - Aftertreatment Electronic Subsystem Technical Package

CEB00505 Remote Mount ECM Installation Requirements-CM2350

CEB00344 Attachment B - Tier 4 Final DOC/SCR Calterm Test Procedures

CEB00344 Attachment C - Tier 4 Final DPF/SCR Calterm Test Procedures

CEB00346 Machine Constrained Engine Operation – Installation Requirements

AEB21.140 Cummins Supplied Air Intake Shutoff Valve Installation Requirements

SAE References for Serial Communications

SAE J1939-81 Network Management (March 2017)

1.3 Frequently Used Acronyms

PID Parameter Identifier

2. Electronic Control Features and OEM Adjustments

2.2 How to Use This Section

2.3.1 Low Speed Governor

Figure 2-1 Low Speed Governor

2.3.2 High Speed Governor

Figure 2-2 High Speed Governor

Droop % = no load speed - full load speed x 100%

2.3.3 All Speed Governor

‘Max Load Torque

Low Speed Idle Control

High Speed Idle Control

‘ABS No Load Speed’

Droop % = no load speed - full load speed x 100%

2.3.4 Automotive (Min/Max) Governor

Commanded Accelerator_Position = 100%

'Max Load Torque Curve'

Figure 2-4 Automotive (Min/Max) Governor

2.3.5 Auxiliary Governors

2.3.6 Engine Speed Cruise Control

3. Programming Dependencies: None

2.3.7 Vehicle (Road) Speed Cruise Control

b. Cruise Control operations under various special conditions:

2.3.8 Road Speed Governor

2.3.9 Intermediate Speed Control / Industrial PTO

Figure 2-5 Example Variable ISC Resistor Network Wiring

2.4 Engine Performance

Figure 2-6 HSG Alternate Droop

2.4.3 Switched Alternate Low Idle Speed

2.4.4 Adjustable Low Idle Speed

Low Idle Speed Adjustment Switch

2.4.5 Adjustable Low Idle Speed with Droop

2.4.6 Idle Shutdown