C13 & C15 Electrical & Electronic

C13 and C15 Truck Engines
2008 Model Year
Electrical and Electronic

Application and Installation Guide
Serial Number Prefixes

LEE
SDP
LEGT7195-02 July 2008

ELECTRICAL & ELECTRONIC APPLICATION AND INSTALLATION GUIDE
TABLE OF CONTENTS: BY CHAPTER
Electrical & Electronic Application and Installation Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1. Engine Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2. Engine Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3. Engine/Aftertreatment Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4. OEM Installed Component Requirements and Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5. Connectors and Wiring Harness Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
6. Diesel Particulate Filter(s) Connectors and Wiring Harness Requirements. . . . . . . . . . . . . . . . . . . . 39
7. Accelerator Pedal Position Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
8. Vehicle Speed Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
9. ECM Speedometer and Tachometer Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
10. Lamp Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
11. Coolant Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
12. Idle Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
13. OEM Installed Switch Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
14. Idle Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
15. J1939 Based Switch Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
16. Dedicated PTO Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
17. Engine Retarder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
18. Programmable Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
19. Governor Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
20. Cooling Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
21. Adaptive Cruise Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
22. Inlet Air Shut Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
23. Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
24. ABS and Traction Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
25. Data Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
26. SAE J1939 Data Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
27. SAE J1939 Broadcast Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
28. SAE J1939 Received Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
29. Customer Specified Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
30. Caterpillar Regeneration System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
31. Customer Parameter Worksheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
32. ECM Date/Time Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
33. ECM Diagnostic Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
34. ECM Vehicle Harness Connector Terminal Assignments and Loads. . . . . . . . . . . . . . . . . . . . . . . . 321
35. ATA/J1939 Diagnostic Code Quick Reference. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339
LEGT7195-02 C13 & C15 Caterpillar Engines Equipped With Caterpillar Regeneration System 3
TABLE OF CONTENTS: WIRING DIAGRAMS/GRAPHICS
Figure 1 – C13 & C15 Engine Block Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Figure 2 – J1 Typical Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 3 – C15 Oil Pressure Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 4 – C13 Oil Pressure Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Figure 5 – C13 & C15 Engine Coolant Temperature Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Figure 6 – Time to Initial Shutdown Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 7 – Time to Shutdown after an Engine Restart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 8 – Coolant Level Low and Very Low Derate/Shutdown Graph. . . . . . . . . . . . . . . . . . . . . . . . 22
Figure 9 – Coolant Level Low and Very Low Derate/Shutdown Graph on Engine Start/Restart . . . . 22
Figure 10 – Aftertreatment Monitoring Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Figure 11 – Recommended ECM Battery/Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Figure 12 – Ground Stud to Frame Rail and Ground Stud to Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 13 – Voltage Transient Suppression Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 14 – ADEM A4 ECM and Connectors Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Figure 15 – ECM Plug and Connector Cavities Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 16 – ECM J1 Terminal Connector Interface Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 17 – Wire Harness Routing at ECM Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 18 – Harness Tie Connector Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure 19 – J1 ECM Endbell Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure 20 – OEM DPF Filter Harness Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 21 – DPF Harness Routing at DPF Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Figure 22 – Engine to DPF Wiring Diagram/Single DPF Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 23 – Engine to DPF Wiring Diagram/Dual DPF Application . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 24 – Accelerator Pedal Position Sensor with Deutsch 3 Pin Connector . . . . . . . . . . . . . . . . . . . 42
Figure 25 – Accelerator Pedal Position Sensor with Packard 3 Pin Connector . . . . . . . . . . . . . . . . . . . 42
Figure 26 – Example PWM Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 27 – Three Terminal Accelerator Pedal Position Sensor Deutsch DT Connector. . . . . . . . . . . . 44
Figure 28 – Three position Packard electrical Connector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 29 – 219-2384 Accelerator Position Sensor with Deutsch HD Connector . . . . . . . . . . . . . . . . . 46
Figure 30 – 107-2281 Remote Accelerator Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 31 – Remote Accelerator Sensor Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 32 – Single Coil Vehicle Speed Sensor with ECM Driven Speedometer Output . . . . . . . . . . . . 50
Figure 33 – Single Coil Vehicle Speed Sensor with Data Link Driven Speedometer (J1587). . . . . . . . 50
Figure 34 – Single Coil Vehicle Speed Sensor with Data Link Driven Speedometer (J1939). . . . . . . . 51
Figure 35 – Vehicle Speed Circuit using Two Single Coil Vehicle Speed Sensors . . . . . . . . . . . . . . . . 51
Figure 36 – Vehicle Speed Circuit with Electronic Vehicle Speed Source. . . . . . . . . . . . . . . . . . . . . . . 52
Figure 37 – ECM Speedometer and Tachometer Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Figure 38 – Unloaded Speedometer/Tachometer Signal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 39 – Speedometer/Tachometer Signal vs. Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 40 – High Side Driver Lamp Output Wiring Diagram (2 Amp Max Output). . . . . . . . . . . . . . . 61
Figure 41 – Low Side Driver Lamp Output Wiring Diagram (GND) . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Figure 42 – Coolant Level Sensor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 43 – 4 Pin Cooper-Standard Coolant Level Sensor Wiring Diagram . . . . . . . . . . . . . . . . . . . . . 63
Figure 44 – 4 Pin Cooper-Standard Coolant Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Figure 45 – 2-Wire Float Sensor Voltage Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
4 LEGT7195-02 C13 & C15 Caterpillar Engines Equipped With Caterpillar Regeneration System
Figure 46 – 2-Wire Float Sensor Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Figure 47 – 2-Pin Coolant Level Sensor Shown in Normal Position . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Figure 48 – Idle Shutdown Timer Maximum RPM Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Figure 49 – 130-9811 Ambient Air Temperature Sensor Wiring Diagram. . . . . . . . . . . . . . . . . . . . . . . 75
Figure 50 – Engine Air Inlet Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Figure 51 – Temperature Based Idle Shutdown Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 52 – Preset Switches Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Figure 53 – Typical 2-Speed Axle On/Off Switch Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Figure 54 – Service Brake Pedal Position Switch #2 Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 55 – Transmission Neutral Switch Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Figure 56 – PTO Idle Shutdown Percent Load Threshold Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Figure 57 – PTO Active Output Wired as High Side Driver from ECM.. . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 58 – PTO Active Output Wired as a Low Side Driver from the ECM.. . . . . . . . . . . . . . . . . . . . 99
Figure 59 – PTO Configuration Cab Switches with One Speed Above Idle . . . . . . . . . . . . . . . . . . . . 102
Figure 60 – PTO Configuration Cab Switches with One Speed Above Idle Circuit . . . . . . . . . . . . . . 103
Figure 61 – Cab Switches with Torque Limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 62 – Cab Switches with Ignore Brake/Clutch/Neutral/Park Switch . . . . . . . . . . . . . . . . . . . . . 104
Figure 63 – PTO Configuration Remote Switches with One Speed Above Idle Circuit . . . . . . . . . . . 106
Figure 64 – PTO Configuration Remote Switches with One Speed Above Idle Circuit . . . . . . . . . . . 107
Figure 65 – Remote Switches with Torque Limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 66 – PTO Configuration Remote Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 67 – PTO Configuration Remote Throttle with Set/Resume. . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Figure 68 – PTO Configuration with PTO Engine RPM Set Speed A and B . . . . . . . . . . . . . . . . . . . 111
Figure 69 – PTO Configuration Remote Throttle & J1939 Speed Command . . . . . . . . . . . . . . . . . . . 112
Figure 70 – PTO Configuration Remote Throttle & J1939 Speed Command
with Remote Set/Resume. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 71 – PTO Configuration with PTO Engine RPM Set Speed A and B . . . . . . . . . . . . . . . . . . . 116
Figure 72 – Engine Retarder Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Figure 73 – Engine Retarder Coast/Latch Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 74 – Installation Diagram for Engine Retarder Active Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Figure 75 – High Side Driver Wiring Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Figure 76 – Low Side Driver Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 77 – Engine Running Output Shown as High Side Driver Wiring Diagram. . . . . . . . . . . . . . . 130
Figure 78 – Engine Running Output Shown as Low Side Driver Wiring Diagram . . . . . . . . . . . . . . . 130
Figure 79 – Engine Shutdown Output Shown as High Side Driver Wiring Diagram . . . . . . . . . . . . . 131
Figure 80 – Starting Aid Output Shown as High Side Driver Output . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 81 – OEM Installed Auxiliary Brake Shown as High Side Driver Connection Diagram . . . . . 132
Figure 82 – ABS Connection for Engine Retarder or Auxiliary Brake without
SAE J1939 Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Figure 83 – Min/Max and Full Range Governor Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 84 – On/Off Cooling Fan Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Figure 85 – Three Speed Option 1 Cooling Fan Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Figure 86 – Three Speed Option 2 Cooling Fan Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Figure 87 – Variable Speed Option S Wiring Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 88 – Variable Speed Option S Fan Operation Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 89 – Variable Speed Option BW Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 90 – Variable Speed Option BW Operation Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 91 – Borg Warner A/C Pressure Switch Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

Figure 92 – Variable Speed Fan Option C Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Figure 93 – A/C High Pressure Switch Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Figure 94 – Cooling Fan and A/C High Pressure Switch Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 95 – Manual Fan Override Switch Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 96 – Air Inlet Shutoff with OEM Installed Air Inlet Shutoff Test Switch . . . . . . . . . . . . . . . . 154
Figure 97 – Air Inlet Shutoff with Air Inlet Shutoff Test Switch through Engine ECM . . . . . . . . . . . 154
Figure 98 – AISO Threshold Reduction Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 99 – Eaton Top 2 Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 100 – J1587 Data Link Circuit with 9-Terminal J1939/13 Off-Board Diagnostic Connector . . 164
Figure 101 – J1587/J1939 Data Link Circuit with Deutsch 9-Terminal Cab Diagnostic Connector. . . 164
Figure 102 – 9-Pin Connectors for Service Tool Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Figure 103 – J1939 Data Link Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Figure 104 – Coast and Latch Engine Retarder Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 105 – Limit Type Engine Retarder Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
Figure 106 – Soft Cruise Control and Soft Vehicle Speed Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 107 – Torque Limit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Figure 108 – PTO Shutdown Timer Maximum RPM Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 109 – PTO Low Idle Shutdown Percent Load Threshold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
Figure 110 – Allow Idle Shutdown Override Programmed to Outside Temperature Based
or J1587 Temperature Based . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
Figure 111 – Diesel Particulate Lamp Operation Graph. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
Figure 112 – High Exhaust System Temperature Lamp Operation Graph. . . . . . . . . . . . . . . . . . . . . . . 300
Figure 113 – Low Side Wiring Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
Figure 114 – High Side Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
Figure 115 – Aftertreatment Disable Switch Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
Figure 116 – Active Regeneration Disabled by Disable Switch Graph . . . . . . . . . . . . . . . . . . . . . . . . . 302
Figure 117 – Aftertreatment Force Switch Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
Figure 118 – Regeneration Active by Aftertreatment Device Force Switch Graph . . . . . . . . . . . . . . . . 303
Figure 119 – J1939 Caterpillar Regeneration Strategy Broadcast Message Operation . . . . . . . . . . . . . 307
Figure 120 – Caterpillar Regeneration with Enhanced Passive Plus and
Aftertreatment Monitoring System set to Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
Figure 121 – Caterpillar Regeneration with Enhanced Passive Plus and
Aftertreatment Monitoring System set to *Warning or Derate . . . . . . . . . . . . . . . . . . . . . 309
Figure 122 – Purge Air Pump Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
INTRODUCTION AND PURPOSE
This document is intended to provide the necessary information for correct Electrical & Electronic Application and
Installation of the C13 & C15 truck engines into an On-Highway Truck, bus, motor coach or vocational chassis.
Caterpillar expects there will be some additions and modifications to this document as the engine program
development continues, and as OEM requests for information or new features, not currently addressed, are
developed. The information contained in this version of the document reflects the Caterpillar design for production
engines, equipped with the Caterpillar Regeneration System, built to meet 2007 EPA Emissions regulations.
This document supports C13 & C15 truck engines built with the Caterpillar Regeneration System (CRS) for the
2007 Model Year.
The information herein is the property of Caterpillar Inc. and/or its subsidiaries without
written permission, any copying, transmittal to others, and any use except that for
which it is loaned is prohibited.
General Electronic Engine Operation
1.0 Engine Functions

1.1 Electronic Governing
Three engine speed range electronic governors are available for use. These electronic governors are selectable
through a programmable parameter called “Governor Type”. Refer to Chapter 19 for more information.
1.2 Fuel/Air Ratio Control
The control system has full authority over engine fuel delivery. The mechanical fuel/air ratio control is eliminated.
Electronic control of the fuel/air ratio provides optimum performance while maintaining emissions compliance.
1.3 Injection Timing Control
Injection timing is varied as a function of engine operating conditions to optimize engine performance for emissions,
noise, fuel consumption, and driveability.
1.4 Torque Rise Shaping
Electronic controls provide increased flexibility to tailor the torque curve over a wide speed range.
1.5 Caterpillar Regeneration System
The Caterpillar Regeneration System (CRS) operates and maintains the Aftertreatment Regeneration Device
and the Diesel Particulate Filter(s). The Caterpillar Regeneration System operates to provide optimum engine
performance and emissions.
Warning:
Burn and fire hazards are possible. Failure to properly connect the aftertreatment/
regeneration device or manage the regeneration gas temperature may result in
personal injury or death.
Notice:
Modifications or changes to the exhaust system are prohibited. Changes or modifications
to the chassis exhaust system must be approved by the original equipment manufacturer.
Failure to properly connect the Caterpillar Regeneration System or manage the
regeneration gas temperature may result in poor engine performance, engine and
aftertreatment system damage, vehicle/chassis damage, emissions non-compliance,
or possible warranty implications.
2.0 Engine Component Overview

2.1 Engine Control Module (ECM)
The ECM is located on the left rear side of the engine. The ECM has two connectors, one for the Caterpillar Engine
Harness, the other for the Vehicle OEM Harness.
2.2 Coolant Level Sensor
The Coolant Level Sensor is required by Caterpillar. The Coolant Level Sensor will be set to a factory setting of
“Not Programmed”. A 253-2 Check Customer or Systems Parameter fault will be active. The check engine light
will be illuminated until the coolant level sensor is programmed.
2.3 Intake Manifold Air Pressure Sensor (Boost)
The Intake Manifold Air Pressure Sensor is an absolute pressure sensor measuring intake manifold air pressure.
Boost Pressure as displayed by service tools and communicated over the data link is the value obtained by
subtracting the atmospheric pressure from the absolute value measured by the Boost Pressure Sensor for
C13 & C15 engines. The sensor is supplied 5 volts DC by the engine ECM. The C13 & C15 engines include
a Boost Sensor as standard equipment.
2.4 Oil Pressure Sensor
The Oil Pressure Sensor is an absolute pressure sensor measuring oil pressure in the oil gallery. The difference
between the pressure measured by this sensor (oil pressure) and the atmospheric pressure is the Oil Pressure
as displayed on the service tools and communicated over the data link. The ECM uses this sensor input for engine
monitoring. The sensor is supplied 5 volts DC by the engine ECM. The C13 & C15 engines include an Oil Pressure
Sensor as standard equipment.
2.5 Fuel Pressure Sensor
The Fuel Pressure Sensor measures fuel pressure from the fuel transfer pump to the Engine and Aftertreatment
Regeneration Device. The fuel pressure is monitored to control Engine and Aftertreatment operation. The sensor
is supplied 5 volts DC by the engine ECM. The C13 & C15 engines include a Fuel Pressure Sensor as standard
equipment.
2.6 Crankcase Differential Pressure
The Crankcase Differential Pressure Sensor measures the absolute pressure in the crankcase. The sensor is
supplied 5 volts DC by the engine ECM. The C13 & C15 engines include the Crankcase Pressure Sensor as
standard equipment.
2.7 Coolant Temperature Sensor
The engine Coolant Temperature Sensor output is used in controlling the cooling fan output, and for Engine
Monitoring. The coolant temperature sensor is a thermistor and does not require an external supply voltage.
The C13 & C15 engines include a Coolant Temperature Sensor as standard equipment.
2.8 Inlet Manifold Air Temperature Sensor
Inlet Manifold Temperature is used to determine temperature of the air intake to the engine. This sensor output
is used in controlling the Inlet Air Heater, cooling fan output, and for Engine Monitoring. The coolant temperature
sensor is a thermistor and does not require an external supply voltage. The C13 & C15 engines include an Inlet
Manifold Air Temperature Sensor as standard equipment.
2.9 Fuel Temperature Sensor
Fuel Temperature is monitored to adjust fuel rate calculations, and for fuel temperature power correction when
fuel temperatures exceed 30° C (86° F) to provide constant power. Maximum power correction is achieved at
70° C (158° F). Fuel temperatures exceeding 90° C (194° F) for ten minutes cause a diagnostic code to be logged.
The C13 & C15 engines include a Fuel Temperature Sensor as standard equipment.
2.10 Air Inlet Temperature Sensor

The Air Inlet Temperature Sensor measures the air temperature after the air filter. The C13 & C15 engines include
an Air Inlet Temperature Sensor as standard equipment.
2.11 Engine Speed/Timing Sensors
The engine speed/timing sensors are used to determine both engine speed and fuel injection timing. The Camshaft
Position Sensor detects this information from a gear on the camshaft and the Crankshaft Position Sensor detects
this information from a gear on the crankshaft. Timing calibration is performed by connecting a special magnetic
sensor to the engine harness which senses motion from a notch on the crankshaft. Under normal operating
conditions the engine monitors both the Camshaft and Crankshaft Position Sensor while cranking (starting) and
the Crankshaft Position Sensor while running. However, the design provides for a redundant system. Should a
failure occur in either of the sensor circuits, the engine can be started and will run with only one sensor.
2.12 Intake Valve Actuation Pressure Sensor
The Intake Valve Actuation Pressure Sensor measures the oil pressure in the oil rail that is located in the valve
cover base.
2.13 Intake Valve Actuation Oil System Control Valve
The IVA Oil System Valve controls the flow of oil through the Valve Actuation manifold.
2.14 Clean Gas Induction Control Valve
The CGI Control Valve operates to provide the desired mixture of Inlet Air and CGI Gas. C13 & C15 engines include
the CGI Induction Control Valve as standard equipment.
Clean Gas Induction Temperature Sensor
The CGI Induction Temperature Sensor measures air temperature entering the CGI system. C13 & C15 engines
include the CGI Temperature Sensor as standard equipment.
2.15 Clean Gas Induction Absolute Pressure
The Clean Gas Induction Absolute Pressure Sensor measures the absolute pressure drop in the CGI system.
C13 & C15 engines include the CGI Differential Pressure Sensor as standard equipment.
2.16 Clean Gas Induction Differential Pressure Sensor
The CGI Mass Differential Pressure Sensor measures air flow across the venturi in the CGI system. C13 &
C15 engines include the CGI Mass Flow Sensor as standard equipment.
2.17 Diesel Particulate Filter #1 Differential Pressure Sensor
The Diesel Particulate Filter #1 Differential Pressure Sensor measures the differential pressure across the
Particulate Filter. The Diesel Particulate Filter #1 Differential Pressure Sensor is used to help determine when
conditions are right for the system to regenerate the particulate filter. This sensor is used to help control emissions.
2.18 Diesel Particulate Filter #1 Temperature Sensor
The Diesel Particulate Filter #1 Temperature Sensor measures exhaust temperature entering the Particulate Filter.
Used to help determine when conditions are right for the system to regenerate the particulate filter. This sensor is
used to help control emissions.
2.19 Diesel Particulate Filter #1 Outlet Temperature Sensor
The Diesel Particulate Filter #1 Temperature Sensor measures exhaust temperature exiting the Particulate Filter.
used to help control emissions.
2.20 Diesel Particulate Filter #2 Differential Pressure Sensor

The Diesel Particulate Filter #2 Differential Pressure Sensor measures the differential pressure across the
Particulate Filter. The Diesel Particulate Filter #2 Differential Pressure Sensor is used to help determine when
conditions are right for the system to regenerate the particulate filter. This sensor is used to help control emissions.
The Diesel Particulate Filter #2 Differential Pressure Sensor is only used on Dual Exhaust applications. It is the
OEMs responsibility to determine if the #2 Differential Pressure Sensor is needed, and to program as necessary.
2.21 Diesel Particulate Filter #2 Temperature Sensor
The Diesel Particulate Filter #2 Temperature Sensor measures exhaust temperature entering the Particulate Filter.
used to help control emissions. Particulate Filter #2 is only used on applications where dual exhaust stacks are used.
It is the OEMs responsibility to determine if the #2 Temperature Sensor is needed, and to program as necessary.
2.22 Diesel Particulate Filter #2 Outlet Temperature Sensor
The Diesel Particulate Filter #2 Temperature Sensor measures exhaust temperature exiting the Particulate Filter.
used to help control emissions. Particulate Filter #2 is only used on applications where dual exhaust stacks are used.
It is the OEMs responsibility to determine if the #2 Outlet Temperature Sensor is needed, and to program as necessary.
2.23 Aftertreatment Regeneration Device Main Fuel Pressure Sensor
The ARD Main Fuel Pressure Sensor measures fuel pressure in the main fuel line.
2.24 Aftertreatment Regeneration Device Pilot Fuel Pressure Sensor
The ARD Pilot Fuel Pressure Sensor measures fuel pressure in the pilot fuel line.
2.25 Exhaust Temperature 1 (Turbo Outlet)
The Turbo Outlet Sensor measures temperature of the exhaust gas exiting the turbo. This temperature reading
is before the Aftertreatment Regeneration Device. The C13 & C15 engines include the Turbo Outlet Temperature
Sensor as standard equipment.
2.26 Exhaust Temperature #2 Sensor (Combustion Detection)
The Exhaust Temperature #2 Sensor detects combustion in the Aftertreatment Regeneration Device. The sensor
is a thermocouple sensor and is supplied 5 volts DC by the engine ECM. The C13 & C15 engines include Exhaust
Temperature #2 Sensor as standard equipment.
2.27 Exhaust Temperature #3 (Combustion Boundary)
The Exhaust Temperature #3 Sensor monitors the amount of combustion in the Aftertreatment Regeneration
Device. The sensor is a thermocouple sensor and is supplied 5 volts DC by the engine ECM. The C13 &
C15 engines include Exhaust Temperature #3 Sensor as standard equipment.
2.28 Heated Nozzle
The Aftertreatment Regeneration Device is equipped with a heating element that runs periodically to remove
residual fuel from the ARD Fuel Injector. Operation is controlled by the ECM. A battery power connections is
required by the OEM.
Intake Valve Actuators Retarder Solenoids Electronic Control Module

(ECM)
SAE J1939/13 Off Board

Diagnostic Connector
J2-45
SAE J1939 Data Link
Camshaft Position Cruise Set and

Sensor Cruise Resume Switches
Crankshaft
Position Sensor Batteries
Intake Manifold
Air Temperature Sensor
Engine Retarder Level Switches
Coolant Temperature
Air Inlet Temperature Sensor
Sensor
Fuel Temperature Sensor Accelerator Pedal Position Sensor
Fuel Pressure Sensor
Oil Pressure Sensor

Clutch Switch Brake Switch
Intake Manifold Air Pressure Sensor
IVA Pressure Sensor

Coolant Level Sensor
Crankcase Pressure
Amber Warning Lamp Red Stop Lamp
IVA Control Valve
Cooling Fan Speedometer Tachometer

Clean Gas Induction System
2A
(CGI) CGI Control Valve
CGI Temperature Sensor
CGI Absolute Pressure Sensor Vehicle Speed Sensor
CGI Differential Pressure Sensor

A/C High Pressure Switch
Diesel Particulate Filter #1 Particulate Filter Identification

PTO Remote Accelerator Sensor
(DPF)
Particulate Filter Intake Temperature
3, 0.3 A Outputs
Particulate Filter Differential Pressure
14 Switch Inputs
Particulate Filter Outlet Temperature
6, 2 A Outputs
Diesel Particulate Filter #2 Particulate Filter Identification

Ambient Air Temperature Sensor
(DPF)
Particulate Filter Intake Temperature
(IF Equipped)
Particulate Filter Differential Pressure
Particulate Filter Outlet Temperature
Aftertreatment Regeneration Device

(ARD) Ignition Coil
Fuel Control Solenoid Fuel Enable Actuator
Main Fuel Pressure Sensor Pilot Fuel Pressure Sensor

Combustion Air Differential Pressure Sensor
Combustion Air Control Valve Exhaust Temperature 2 (Combustion Detection)
Exhaust Temperature 3 (Combustion Boundary)

Exhaust Temperature 1 (Turbo Outlet)
Heated Nozzle
Air Inlet Shutoff

(optional)
Figure 1 – C13 & C15 Engine Block Diagram
TYPICAL VEHICLE HARNESS WIRING DIAGRAM

C13 & C15 ENGINES
Figure 2 – J1 Typical Wiring Diagram
3.0 Engine/Aftertreatment Monitoring

The control system includes an Engine Monitoring feature that monitors engine oil pressure, engine coolant
temperature, intake manifold air temperature, and coolant level. C13 & C15 engines are shipped with the
Caterpillar Oil Pressure Sensor, Coolant Temperature Sensor, and Intake Manifold Air Temperature sensors
installed. The engine Coolant Level Sensor is also a required sensor. The OEM is responsible for programming
and installing a Coolant Level Sensor that meets Caterpillar’s requirements. For more information regarding
Coolant Level Sensor requirements see Chapter 11 of this guide.
If a monitored engine parameter exceeds normal conditions, one or more lamps will be turned on, and one or
more diagnostic codes will be logged. There are three Customer Programmable Levels for the Caterpillar Engine
Programmable Monitoring System and the Caterpillar Regeneration Programmable Monitoring System.
1) *Warning (ER Rating Only)
2) Derate
3) Shutdown
*The Warning Option will be available for Emergency Vehicle Horsepower Ratings only.
3.1 Engine Monitoring Lamp Options
The Amber Warning Lamp is required by Caterpillar Inc.
The Red Stop Lamp, Low Oil Pressure Lamp, High Coolant Temperature Lamp, and the Low Coolant Level
Lamp are optional lamps. The Red Stop Lamp will default to J1: 29. The Low Oil Pressure Lamp, High Coolant
Temperature Lamp, and the Low Coolant Level Lamp defaults are None.
The Engine Monitoring Lamp Options can be programmed to either High Side Drivers (2 Amp) or Low Side
Drivers (GND).
Engine Monitoring Lamp Default Signal Alternatives

Amber Warning Lamp Not Programmable Low Side Driver (GND) J1/P1: 28
(required)
Red Stop Lamp J1/P1: 29 Low Side Driver (GND) J1/P1: 29, 30, 31
(optional)
Low Oil Pressure Lamp None
(optional)
High Coolant Temperature Lamp None High Side Driver J1/P1: 10, 11, 12,
(optional) (2 Amp Output) 13, 19, 20
Low Coolant Level Lamp None
(optional)
The Red Stop Lamp can be used in place of or in conjunction with the Low Oil Pressure Lamp, Low Coolant Level
Lamp, and High Coolant Temperature Lamp.
The Amber Warning Lamp is unaffected.
3.2 Engine Monitoring and OEM Requirements

The OEM is responsible for programming, and installing any lamps that may be required or optional, depending
on the chassis configuration.
The OEM is also required to select, program, and install the Coolant Level Sensor that meets Caterpillar specifications.
The coolant level sensor is programmed through the Customer Programmable Parameter, “Coolant Level Sensor”.
This parameter has a default factory setting of Not Programmed. A 253-2 Check Customer and System Parameters
will be active until the Coolant Level Sensor is programmed to one of three options. Those options are “4-Pin”,
“2-Wire Float”, and “2-Pin Switch”.
OEM provided and installed components required:
1. Lamp connected to J1/P1:28 (Amber Warning Lamp)
2. Engine Monitoring Lamps connected to options listed in table below.
3. Coolant Level Sensor
Customer Parameter programming required:
1. Coolant Level Sensor programmed to “2-Wire Float”, “4-Pin”, or “2-Pin Switch”.
2. Engine Monitoring programmed to “*Warning”, “Derate”, or “Shutdown”.
*Warning Option is available for Emergency Horsepower Ratings Only.
3. Engine Monitoring Lamps programmed to options listed in table below:
Engine Monitoring Lamp Default Signal Alternatives

Amber Warning Lamp Not Programmable Low Side Driver (GND) J1/P1: 28
(required)
Red Stop Lamp J1/P1: 29 Low Side Driver (GND) J1/P1: 29, 30, 31
(optional)
(optional)
High Coolant Temperature Lamp None High Side Driver J1/P1: 10, 11, 12,
(optional) (2 Amp Output) 13, 19, 20
(optional)
3.3 Engine Monitoring – Sensors

3.3.1 Intake Manifold Air Temperature Sensor
Intake Manifold Air Temperature is monitored to warn the operator of excessive intake manifold air temperature.
Excessive intake manifold air temperatures will not cause the ECM to derate or shut down the engine when
Engine Monitoring is programmed to Derate or Shutdown. Intake Manifold Air Temperature must exceed the
triggering temperatures for 30 seconds while the engine is running and the engine coolant temperature is above
99° C (210° F) before a Diagnostic Code is generated and logged.
In addition to the Amber Warning Lamp, the Red Stop Lamp is also turned ON if the Red Stop Lamp is
programmed.
3.3.2 Oil Pressure Sensor
Engine oil pressure is monitored and can be programmed to automatically protect the engine from operating
without sufficient oil pressure. The Amber Warning Lamp and the Red Stop Lamp will turn on (if programmed) at
the Low Oil Pressure trip point. At the Very Low Oil Pressure trip point the Amber Warning Lamp and the Red Stop
Lamp will be turned on. The C13 & C15 engines use different trip points to determine the Low and Very Low Oil
Pressure values and the associated diagnostic codes.
When programmed to Derate the Amber Warning Lamp and the Red Stop Lamp will turn on at the Low Oil Pressure
trip point. At the Very Low Oil Pressure trip point the Red Stop Lamp will flash and the engine will be derated.
When programmed to Shutdown the Amber Warning Lamp and the Red Stop Lamp will turn on at the Low Oil
Pressure trip point. At the Very Low Oil Pressure trip point the Red Stop Lamp will flash during engine derate and
the engine will shut down after 30 seconds.
If the Low Oil Pressure Lamp is programmed, the Low Oil Pressure Lamp will also be illuminated during a Low Oil
Pressure or Very Low Oil Pressure Event.
The Red Stop Lamp and the Low Oil Pressure Lamp can be used separately, or in conjunction with each other.
3.3.3 Coolant Temperature Sensor
C13 & C15 engines include a Coolant Temperature Sensor as part of the standard sensor package. Engine coolant
temperature diagnostic condition trip points have been established for High and Very High Coolant Temperatures.
With the Engine Monitoring System programmed to Derate, the Amber Warning Lamp and the Red Stop Lamp
will turn on at the High Coolant Temperature trip point. The Red Stop Lamp will flash at the Very High Coolant
temperature trip point and the engine power will be derated 25%. The engine will be derated an additional
25% for each Degree C above the initial diagnostic code trip level. At 100% derate, the engine is derated to
160 horsepower and 45 mph in vehicle speed.
When programmed to Shutdown, the Amber Warning Lamp and the Red Stop Lamp will turn on at the High Coolant
Temperature trip point. The Red Stop Lamp will flash at the Very High Coolant temperature trip point and the engine
will be derated. After approximately 25 seconds the engine will be shut down.
If the High Coolant Temperature Lamp is programmed, the High Coolant Temperature Lamp will also be illuminated
during a High Coolant Temperature or Very High Coolant Temperature Event.
The Red Stop Lamp and the High Coolant Temperature Lamp can be used separately, or in conjunction with
each other.
NOTE: When programmed to Shutdown, the engine will shut down approximately 25 seconds after the engine
has exceeded the diagnostic trip point for Very High Coolant Temperature. The engine could shut down before
the engine completes the full derate process.
3.3.4 Coolant Level Sensor
The engine coolant level sensor is an optional sensor for C13 & C15 engines equipped with the Caterpillar
Regeneration System.
The coolant level sensor default is “None”.
The OEM is responsible for providing, installing, and programming the ECM to monitor the coolant level sensor.
Trip points and times have been established for Low and Very Low Coolant Levels.
With the Engine Monitoring System programmed to Derate, the Amber Warning Lamp and the Red Stop Lamp will
be turned on at the Low Coolant Level trip point. At the Very Low Coolant level trip point the Red Stop Lamp will
flash and the engine will be derated.
When programmed to Shutdown, the Amber Warning Lamp and the Red Stop Lamp will be turned on at the
Low Coolant Level trip point. At the Very Low Coolant level trip point the Red Stop Lamp will flash and the engine
will be derated. After 40 seconds the engine will shut down.
If the Low Coolant Level Lamp is programmed, the Low Coolant Level Lamp will also be illuminated during a
Low or Very Low Coolant Level Event.
The Red Stop Lamp and the Low Coolant Level Lamp can be used separately, or in conjunction with each other.
The Low Coolant Level Lamp is optional.
3.3.5 Low Coolant Level During an Engine’s First 6 Hours of Operation

If a low coolant level condition is detected during the first six hours of engine operation, an OEM clearable fault
(111-14) will be recorded. This delay in logging of low coolant level events will allow OEMs to purge air trapped in
the engine’s cooling system during the assembly process. After the engine has logged 6 hours of engine running
time, the diagnostic faults and events for Low (111-17) and Very Low Coolant Levels (111-01) will be logged into
the ECM’s nonvolatile memory. Service technicians are required to contact Caterpillar for permissions to clear
Low (111-17) and Very Low (111-01) Coolant Level events from the ECM’s memory.
3.3.6 Intake Manifold Pressure (Boost)
3.3.6.1 Low Intake Manifold Air Pressure
C13 & C15 engines monitor the Intake Manifold Air Pressure (Boost). The C13 & C15 engines use different trip
points to determine the Low Intake Manifold Air Pressure values.
The engine will not be derated or shut down for this fault condition.
3.3.6.2 Very Low Intake Manifold Air Pressure
C13 & C15 engines monitor the Intake Manifold Air Pressure (Boost). The C13 & C15 engines use different trip
points to determine the Very Low Intake Manifold Air Pressure values.
When programmed to derate the engine will be limited to 50% of rated power.
The engine will not shut down if the engine monitoring system is programmed to shutdown for this fault condition.
3.4 Engine Monitoring Programmed to “Warning”
When Engine Monitoring is programmed to Warning, the ECM monitors oil pressure, coolant temperature, intake
manifold air temperature, and coolant level. The following table indicates the diagnostic codes available, their trip
point, and their effect on engine performance when active. The Amber Warning Lamp will turn on and the Red Stop
Lamp will illuminate as indicated in the table when the diagnostic code is active.
PID-FMI J1939 Code Description Trip Point Trip Point Red Stop Derate
SPN/FMI Emergency Lamp
Vehicle Ratings
100-01 100-17 Low Oil Pressure See Oil Pressure See Oil Pressure Solid None
Warning Chart Chart
100-11 100-11 Very Low Oil Pressure See Oil Pressure See Oil Pressure Solid None
Chart Chart
102-14 102-18 Very Low Intake Manifold *Determined by *Determined by Solid None
Air Pressure Software Software
105-00 105-15 High Intake Manifold 90° C 90° C Solid None
Air Temperature (194° F) (194° F)
105-11 105-16 Very High Intake Manifold 110° C 110° C Solid None
Air Temperature (230° F) (230° F)
110-00 110-15 High Coolant 109° C 109° C Solid None
Temperature Warning (230° F) (230° F)
110-11 110-16 Very High Coolant 111° C 111° C Solid None
111-01 111-17 Low Coolant See Coolant See Coolant Solid None
Level Warning Level Chart Level Chart
111-11 111-01 Very Low Coolant See Coolant See Coolant Solid None
*Very Low Intake Manifold Air Pressure trip points are determined by maps located in the engine software.
Several factors determine when this event will be logged.
3.5 Engine Monitoring Programmed to “Derate” or “Shutdown”

If Engine Monitoring is programmed to Derate or Shutdown the ECM will alter engine performance when operating
parameters are exceeded. Whenever the engine is derated, the Amber Warning Lamp (due to active diagnostic)
and Red Stop Lamp will flash. For the DERATE column in the following table, mph indicates vehicle speed is
limited (maximum speed is 72.5 km/h [45 mph]), “pwr” indicates engine power is limited (maximum derate is 160 hp
[119 kW]), and rpm indicates engine speed is limited (maximum derate is 1,350 rpm). For operating conditions
causing these codes see the appropriate section for the sensor under consideration.
PID-FMI J1939 Code Description Trip Point Trip Point Red Stop Derate
SPN/FMI Emergency Lamp
Vehicle Ratings
100-01 100-17 Low Oil Pressure See Oil Pressure See Oil Pressure Solid None
Warning Chart Chart
100-11 100-11 Very Low Oil Pressure See Oil Pressure See Oil Pressure Flash Veh Spd,
Chart Chart pwr, rpm
102-14 102-18 Very Low Intake Manifold *Determined by *Determined by Flash pwr
Air Pressure Software Software
105-00 105-15 High Intake Manifold 90° C 90° C Solid None
Air Temp. Warning (194° F) (194° F)
105-11 105-16 Very High Intake Manifold 110° C 110° C Solid None
Air Temp. (230° F) (230° F)
110-00 110-15 High Coolant 109° C 109° C Solid None
110-11 110-16 Very High Coolant 111° C 111° C Flash Veh Spd,
Temperature (232° F) (232° F) pwr, rpm
111-01 111-17 Low Coolant See Coolant See Coolant Solid None
111-11 111-01 Very Low Coolant Level See Coolant See Coolant Flash Veh Spd,
Level Chart Level Chart pwr, rpm
*Very Low Intake Manifold Air Pressure trip points are determined by maps located in the engine software.
Several factors determine when this event will be logged.
3.6 Engine Monitoring Time to Shutdown

The following table indicates active diagnostic codes capable of shutting down the engine when the ECM is
programmed to Shutdown. The “Time to Shutdown” column indicates the minimum time before the engine will shut
down if the engine has already been running for at least 30 seconds. “Start/Restart Time” is running time if the code
is active when the engine starts, or following an Engine Monitoring caused shut down. “NO” indicates the code will
not shut down the engine. Note these times assume the condition causing the code exists continuously and is not
intermittent.
PID-FMI J1939 SPN/FMI Code Description Time To Shutdown Time To Shutdown

(running > 30 Sec) from Start/Restart
100-01 100-17 Low Oil Pressure Warning N/A N/A
100-11 100-11 Very Low Oil Pressure 30 Sec 18 Sec
102-14 102-18 Very Low Intake N/A N/A
Manifold Pressure
105-00 105-15 High Intake Manifold N/A N/A
Air Temp. Warning
105-11 105-16 Very High Intake Manifold N/A N/A
Air Temp.
110-00 110-15 High Coolant N/A N/A
Temperature Warning
110-11 110-16 Very High Coolant Temperature 20 Sec 60 Sec
111-01 111-17 Low Coolant Level Warning N/A N/A
111-11 111-01 Very Low Coolant Level 40 Sec 65 Sec
Oil Pressure (psi)

45.0
40.0
35.0
Low Oil Pressure
30.0
25.0
Very Low Oil Pressure
20.0
15.0
10.0
5.0
0.0
500 700 1200 1600 2100
Engine rpm
C15 Engine Monitoring Oil Pressure Graph
Figure 3 – C15 Oil Pressure Graph
Oil Pressure (psi)

30.0
25.0
20.0
Low Oil Pressure
15.0
Very Low Oil Pressure
10.0
5.0
0.0
580 800 1400 1700 2100
Engine rpm
C13 Engine Monitoring Oil Pressure Graph
Figure 4 – C13 Oil Pressure Graph
Rated Power,
Full Vehicle Speed Range
Available Power
160 hp (119 kW)

45 mph (72.5 km/h)
109 111 112 113 114 115

Coolant Temperature (°C)
C13 & C15 Coolant Temperature Graph
Figure 5 – C13 & C15 Engine Coolant Temperature Graph
The ECM derates available power and limits vehicle speed in steps as temperature increases. Each step represents
a reduction in available power and limits vehicle speed as follows:
HP REDUCTION = 25% × (rated HP – 119 kW [160 hp])
VSL REDUCTION = 25% × (VSL – 72.5 km/h [45 mph])
The actual rate of change of HP or VSL reduction is limited to 10% per second maximum.
110-11 Very High Coolant Temperature

Diagnostic Code Triggered
(25% Reduction in HP and Vehicle Speed)

100%
Available Power
Vehicle Speed
Shutdown
0 10 20 30 40
Time (seconds)
Figure 6 – Time to Initial Shutdown Graph
110-11 Very High Coolant Temperature

100%
Diagnostic Code Triggered
HP and Vehicle Speed
Reduced by 25%
75%
Available Power
Vehicle Speed
50%
Shutdown
25%
0 20 40 60 80
Time (seconds)
Figure 7 – Time to Shutdown after an Engine Restart
Warning Tripped
Derate
Maximum rate will not
exceed 10% per second
10 Second
Delay 160/120 hp (119 kW/90 kW)
Debounce
Warning
Power
45 mph (72.5 km/h)
Shutdown
0 5 10 20 30 40 50
Time (seconds)
Figure 8 – Coolant Level Low and Very Low Derate/Shutdown Graph
Engine Restart
Warning Tripped
Derate Maximum rate will not

exceed 10% per second
30 Second
Debounce
Warning
Delay 160/120 hp (119 kW/90 kW)

Power
45 mph (72.5 km/h)
Shutdown
0 10 20 30 40 50 60 70
Time (seconds)
Figure 9 – Coolant Level Low and Very Low Derate/Shutdown Graph on Engine Start/Restart
3.7 Aftertreatment System Monitoring

The Caterpillar Regeneration Programmable Monitoring System monitors the Diesel Particulate Filter(s) Temperature
and Pressure Sensors. If a monitored Caterpillar Regeneration System (CRS) parameter exceeds normal
conditions, one or more lamps will be turned on and one or more diagnostic codes will be logged. There are
three Customer Programmable Levels for the Caterpillar Regeneration Programmable Monitoring System.
1. *Warning (ER Rating Only)
2. Derate
3. Shutdown
*The Warning Option will be available for Emergency Vehicle Horsepower Ratings only.
3.7.1 Aftertreatment Monitoring Lamps
The High Exhaust System Temperature Lamp, and Diesel Particulate Filter Lamp are recommended for all
Caterpillar Engines equipped with the Caterpillar Regeneration System (CRS).
3.7.2 Aftertreatment Monitoring Lamps and OEM Requirements
The OEM is responsible for programming and installing the required High Exhaust System Temperature Lamp and
the Diesel Particulate Filter Lamp.
The Aftertreatment Monitoring Lamp options are part of the Caterpillar Regeneration System. The Aftertreatment
Monitoring Lamp options can be programmed to either High Side Drivers (2 Amp) or Low Side Drivers (GND).
The Caterpillar Regeneration Programmable Monitoring System Lamps are programmable to selectable ECM
terminal locations. These selectable ECM terminals are outlined in the table below.
1) Lamp connected to J1/P1: terminal for High Exhaust System Temperature Lamp.
2) Lamp connected to J1/P1: terminal for Diesel Particulate Filter Lamp.
1) High Exhaust System Temperature Lamp programmed to option listed in table below:
2) Diesel Particulate Filter Lamp programmed to option listed in table below:
Aftertreatment Default Signal Alternatives

Monitoring Lamp
High Exhaust None Low Side Driver (GND) J1/P1: 29, 30, 31
Temperature Lamp High Side Driver (2 Amp Output) J1/P1: 10, 11, 12, 13, 19, 20
Diesel Particulate Filter None Low Side Driver (GND) J1/P1: 29, 30, 31
Regeneration Lamp High Side Driver (2 Amp Output) J1/P1: 10, 11, 12, 13, 19, 20
3.8 Aftertreatment Monitoring-Sensors

3.8.1 Aftertreatment Monitoring-Particulate Filter #1 Differential Pressure
Particulate Filter #1 Differential Pressure is monitored to warn the operator of excessive pressure across the Diesel
Particulate Filter(s). This could be caused by excessive soot loading across the Diesel Particulate Filter(s) or failure
to properly perform a regeneration of the diesel particulate filter(s).
When a regeneration of the Diesel Particulate Filter is needed the Diesel Particulate Filter Lamp will be illuminated.
If a regeneration of the Diesel Particulate Filter(s) is not initiated (programming dependent) the Diesel Particulate
Filter Lamp will flash indicating regeneration is needed. Possible engine derate or shutdown could occur if a
regeneration is not initiated (programming dependent) or is disabled (programming dependent).
There is no specified time before the engine will shut down.
3.8.2 Aftertreatment Monitoring-Particulate Filter #2 Differential Pressure
Particulate Filter #2 Differential Pressure is monitored to warn the operator of excessive pressure across the Diesel
Particulate Filter(s). This could be caused by excessive soot loading across the Diesel Particulate Filter(s) or failure
to properly perform a regeneration of the diesel particulate filter(s).
When a regeneration of the Diesel Particulate Filter is needed the Diesel Particulate Filter Lamp will be illuminated.
If a regeneration of the Diesel Particulate Filter(s) is not initiated (programming dependent) the Diesel Particulate
Filter Lamp will flash indicating regeneration is needed. Possible engine derate or shutdown could occur if a
regeneration is not initiated (programming dependent) or is disabled (programming dependent).
There is no specified time before the engine will shut down.
3.9 Aftertreatment Monitoring Programmed to “Derate”

If Aftertreatment Monitoring is programmed to Derate or Shutdown the ECM will alter engine performance when
operating parameters are exceeded. Whenever the engine is derated, the Amber Warning Lamp (due to active
diagnostic) and Red Stop Lamp (if programmed) will flash. The Diesel Particulate Filter Lamp will also flash
indicating a regeneration of the diesel particulate filter is needed. For the DERATE column in the following table
“pwr” indicates engine power is limited (maximum derate is 100% or 119 kW [160 hp]). For operating conditions
causing these codes see the appropriate section for the sensor under consideration.
PID-FMI J1939 Code Description Trip Point Amber Red Stop Diesel Derate
SPN/FMI Warning Lamp Particulate
Lamp Filter Lamp
151-0 3719-16 Particulate Filter #1 N/A Yes Yes Flashing pwr
Excessive Soot
Loading
151-11 3719-0 Very High Particulate *Determined Yes Yes Flashing pwr
Filter #1 Excessive by Software
Soot Loading
311-14 3711-18 Insufficient *Determined Yes No No pwr
Temperature by Software
to Complete
Regeneration
320-11 3246-16 Very High Particulate 750° C Yes No No pwr
Filter #1 Outlet
Temperature
318-11 3242-16 Very High Particulate 800° C Yes No No pwr
Filter #1 Intake
Temperature
324-0 3251-15 High Particulate *Determined Yes No No None
Filter #1 Differential by Software
Pressure
324-11 3261-16 Very High Particulate *Determined Yes Yes No pwr
Pressure
325-0 3285-15 High Particulate *Determined Yes No No None
Pressure
325-11 3285-16 Very High Particulate *Determined Yes Yes No pwr
Pressure
356-11 3473-31 Aftertreatment *Determined Yes No No pwr
Failed to Ignite by Software
357-11 3474-31 Aftertreatment *Determined Yes No No pwr
Loss of Ignition by Software
*NOTE – The fault codes listed above do not have specific trip points associated with them to determine when the
code will be logged. Several factors determine when these codes will be active or logged.
3.10 Aftertreatment Monitoring Programmed to “Shutdown”

When the Aftertreatment Monitoring System is programmed to Shutdown, the engine monitors the Differential
Pressure Sensors. This is a measured shut down, shut down times may vary due to the amount of soot loading in
the Diesel Particulate Filters, how fast the Diesel Particulate Filter(s) is/are accumulating soot, and Exhaust System
Temperatures.
The engine will enter a derate prior to the engine shutdown. Times between engine derate and engine shutdown
due to soot loading in the Diesel Particulate Filter vary. Variances in these times is dependent on engine operation
conditions and temperatures.
Soot Load
Level 4 Soot Load

Level 3
Level 2
Level 1
Level 0
DPF Lamp OFF ON Flashes at 1Hz
Check Engine
Lamp OFF ON
Warning Lamp
"Derate" OFF OFF ON
Flash 1Hz
Warning Lamp 30 sec.
"Shutdown" OFF ON before
Shutdown
Soot Load reaches level 4, regeneration locked out.
Tow Vehicle to nearest Cat Dealer for DPF Service.
Figure 10 – Aftertreatment Monitoring Lamp

When Soot Load reaches 175% the engine will shut down (programming dependent). The Red Stop Lamp will flash
thirty seconds prior to shutting down.
When the engine is restarted there is a thirty second debounce time that allows the ECM to monitor the
aftertreatment device. Once the thirty second debounce time is expired and conditions still exists to shut the engine
down, the Red Stop Lamp will begin flashing. After thirty seconds the engine will shut down.
3.11 Level 4 Regeneration
When soot load in the Diesel Particulate Filter reaches Level 4 the engine will shutdown. The engine may be restarted,
but operation will be limited to 60 seconds before engine shut down. The engine will continually shutdown every
60 seconds.
Caterpillar does not allow a regeneration of the Diesel Particulate Filter once Level 4 has been reached. The vehicle
will need to be towed to the nearest Caterpillar Service Dealer for service.
The Aftertreatment Monitoring System will need to be programmed to “Shutdown” for the engine to shutdown once
Level 4 has been reached.
*For Emergency Ratings the engine will continue to run if Level 4 has been reached. No shutdown will occur.
3.12 Additional Diagnostics with Engine Derate Associated

C13 & C15 Engine equipped with the Caterpillar Regeneration System require additional sensors to be monitored.
By monitoring these sensors it is necessary to derate the engine to maintain emissions. The following table outlines
additional parameters that will derate the engine, but are not part of the Engine or Aftertreatment Monitoring
System. This list contains fault codes that effect engine performance, but are not considered detrimental to the
engine or the aftertreatment regeneration system.
Derate values vary between ten and twenty percent of rated horsepower.
Diagnostic Table with Associated Derate
ATA PID/ J1939 SPN/ Diagnostic Code Description Amber Engine
FMI FMI Warning Derate
Lamp
102-3 102-3 Intake Manifold Pressure Voltage High Yes Yes
102-4 102-4 Intake Manifold Pressure Voltage Low Yes Yes
102-10 102-10 Intake Manifold Pressure Abnormal Rate of Change Yes Yes
105-3 105-3 Intake Manifold Air Temperature Voltage High Yes Yes
105-4 105-4 Intake Manifold Air Temperature Voltage Low Yes Yes
168-1 168-1 Low ECU Battery Power Yes Yes
212-3 3509-3 5 Volts Sensor Supply Voltage High Yes Yes
212-4 3509-4 5 Volts Sensor Supply Voltage Low Yes Yes
314-3 520197-3 CGI Absolute Pressure Sensor Voltage High Yes Yes
314-4 520197-4 CGI Absolute Pressure Sensor Voltage High Yes Yes
315-3 520193-3 CGI Temperature Sensor Voltage High Yes Yes
315-4 520193-4 CGI Temperature Sensor Voltage Low Yes Yes
316-3 520196-3 CGI Delta Pressure Sensor Voltage High Yes Yes
316-4 520196-4 CGI Delta Pressure Sensor Voltage Low Yes Yes
316-11 520192-16 High CGI Mass Flow Yes Yes
319-3 3276-3 Particulate Trap #2 Intake Temperature Sensor Voltage High Yes Yes
319-4 3276-4 Particulate Trap #2 Intake Temperature Sensor Voltage Low Yes Yes
319-14 3276-18 Very Low Particulate Trap #2 Intake Temperature Yes Yes
320-3 3246-3 Particulate Trap #1 Outlet Temperature Sensor Voltage High Yes Yes
320-4 3246-4 Particulate Trap #1 Outlet Temperature Sensor Voltage Low Yes Yes
321-3 3280-3 Particulate Trap #2 Outlet Temperature Sensor Voltage High Yes Yes
321-4 3280-4 Particulate Trap #2 Outlet Temperature Sensor Voltage Low Yes Yes
324-3 3251-3 Particulate Trap #1 Differential Pressure Sensor Voltage High Yes Yes
324-4 3251-4 Particulate Trap #1 Differential Pressure Sensor Voltage Low Yes Yes
325-3 3258-3 Particulate Trap #2 Differential Pressure Sensor Voltage High Yes Yes
325-4 3258-4 Particulate Trap #2 Differential Pressure Sensor Voltage Low Yes Yes
328-11 3245-16 Very High Exhaust Gas Temperature Yes Yes
385-1 2948-1 Intake Valve Actuation System Oil Pressure Low Yes Yes
4.0 OEM Installed Component Requirements and Features

All of the functions described in the following text are available or enhanced if the vehicle OEM provides and installs
appropriate components. Many of the features require programming of Customer Parameters as well as hardware
components. The components (and programming of customer parameters) required for each feature are listed with
the particular feature description. It is assumed the associated wire harness necessary for component connection
is part of the component.
4.1 Power and Grounding Requirements and Considerations
The ECM requires un-switched power and ground connections. An Ignition Key Switch input is used to turn the
ECM ON, allowing the engine to start and run.
4.2 Grounding
Proper grounding for vehicle and engine electrical systems is necessary for proper performance and reliability.
Improper grounding results in unreliable electrical circuit paths. Stray electrical currents can damage main
bearings, crankshaft journal surfaces, and aluminum components. They can also cause electrical noise, degrading
control systems, vehicle, speedometer, and radio performance. These problems are often very difficult to diagnose
and repair.
All ground paths must be capable of carrying any conceivable fault currents. An AWG #4 or larger cable is
recommended between the engine ground stud and the frame or starter negative post to handle alternator currents.
A maximum of three ring terminals are to be connected to the engine ground stud to insure ground connection
integrity. More than three terminals can cause the stud to loosen too easily. Caterpillar recommends splicing like
size wires together as a method of reducing ring terminal congestion at the ground stud.
CIRCUITS WITHIN THIS Recommended Wiring for

AREA ARE RECOMMENDATIONS
Caterpillar Engines Equipped
OFF with Emissions Aftertreatment Devices.
ON
ST.
J906-BR < 70 Ignition Key Switch

BAT. MTR..
10A/14 AWG
ALTERNATOR 101-RD UnSwitched + Battery
STARTER < 48
MOTOR
GND. 101-RD < 52 UnSwitched + Battery
(12V)
101-RD < 53 UnSwitched + Battery
101-RD < 55 UnSwitched + Battery
229-BK < 63 - Battery

- 12V + - 12V + - 12V +
14 AWG
ENGINE BLOCK
Figure 11 – Recommended ECM Battery/Wiring Diagram
Figure 12 – Ground Stud to Frame Rail and Ground Stud to Starter
4.3 Engine Connection To Vehicle Battery Ground

To insure proper functioning of the vehicle and engine electrical systems, there must be a direct wire path from
the engine ground stud to the battery negative post. Caterpillar prefers this connection route through the starter
negative post.
A connection routed to a main frame ground, can also be made if the following guidelines are followed:
1. Connections to the frame must not be made with star washers. Star washers should not be counted on to
remove paint from painted surfaces. Use flat washers for this connection, with the paint completely removed
in this area.
2. Any paint must be completely removed from the frame rail at the point where the connection is made. Failure to
do so reduces the effectiveness of the connection.
3. The ground path is not made through frame cross members. Bolted connections of frame cross members may
not always provide required continuity for this critical connection.
4. Conductive grease or other methods used to reduce/eliminate the affect of corrosion on the frame rail
connection.
Caterpillar does not recommend a connection from the engine ground stud to the main frame rail at a connection
point different than where the battery ground connection is made. A two-point frame rail connection method
depends on frame rail connections. Manufacturing process control of frame rail connections is difficult to control.
This multiple frame rail connection scheme is also more difficult to troubleshoot.
4.4 ECM Negative Battery Connections
Caterpillar requires the OEM to install the ECM “-Battery” wires into their harness connector. These connections
should be #14 AWG GXL wire.
4.5 C15 Ground Stud
The C15 engine ground stud, located on the cylinder head, is a 3⁄8 inch × 16 Thread Stud with 7/8 inch stud length.
4.6 C13 Ground Stud
The C13 engines use a M8 × 1.25-6g thread stud with a 20 mm stud length located on the cylinder head.
4.7 Air Starter Equipped Vehicles
A connection from main frame ground can be used if the following guidelines are followed:
1. Connections to the frame must not be made with star washers. Star washers should not be counted on to
remove paint from painted surfaces. Use flat washers for this connection, with the paint completely removed
in this area.
2. Any paint must be completely removed from the frame rail at the point where the “-Battery” connection is made.
Failure to do so reduces the effectiveness of the connection.
3. The ground path is not made through frame cross members. Bolted connections of frame cross members may
not always provide required continuity for this critical connection.
4. Use conductive grease or other methods to reduce/eliminate the affect of corrosion on the frame rail connection.
4.8 Sensor Common Connections
Only those components interfacing directly to the ECM should be connected to the ECM Sensor Commons.
ECM Connector P1 terminal 5 should be used to connect the ground side of the following engine control connected
items: all OEM installed switches (used for engine control purposes – cruise control switches, clutch pedal position
switch, service brake pedal position switch, A/C high pressure switch), engine retarder solenoid switches and the
accelerator pedal position sensor. These components must not be connected to any vehicle ground.
Additional Sensor Common connections are also available. ECM terminal-18 (Input Sensor Common #1) and
terminal-3 (Input Sensor Common #2) can be used if required by the harness design, for example, to splice all
cab components together at terminal 5, and engine compartment components at terminal-18 or terminal-3.
Caterpillar recommends that J1/P1: 3 (Input Sensor Common #2) remain open for Aftermarket/Body Builder
connections. If additional Sensor Common connections are required, please contact Caterpillar.
All switches connected to the control system must be externally grounded, two wire design. Internally grounded
or case grounded switches must not be used.
OEM installed components used as inputs to the ECM must not be connected to the vehicle or cab ground,
and must not be case grounded. OEM installed switches must be grounded to an ECM Sensor Common via a
dedicated return line to the ECM
Terminal Description ECM Terminal Assignment

AP Sensor/Switch Common Terminal 5 (J1/P1: 5)
Input Sensor Common #1 Terminal 18 (J/P1: 18)
Input Sensor Common #2 Terminal 3 (J1/P1: 3)
4.9 Suppression Of Voltage Transients

Caterpillar recommends transient suppression be installed at the source of the transient in addition to the
suppression in the ECM. Caterpillar controls are designed to comply with SAE J1455.
The use of inductive devices such as relays and solenoids can result in the generation of voltage transients on the
battery lines. Unsuppressed voltage transients can exceed SAE J1455 specifications and degrade control system
performance. Some specific devices that should use transient suppression are fan clutch solenoids, A/C clutch
solenoids, and all relays. This is not an all-inclusive list. The OEM should specify relays and solenoids with built-in
voltage transient suppression on the vehicle where possible.
This includes, but not limited to, installing a properly sized diode or resistor in parallel with solenoid and relay coils.
Inductive devices should be located to maximize the distance from control system components. OEM installed
wiring harnesses should be routed to maximize the distance from the control system wiring harness to avoid
inductive coupling of noise transients.
Power Power Power Power
Figure 13 – Voltage Transient Suppression Diagram

4.10 EMI/RFI Testing
Caterpillar EMI/RFI testing on the C13 & C15 is performed at both the component and system level.
Component level testing is performed in a TEM cell and screen room. This radiated susceptibility testing is
performed using the substitution method.
Limited in-vehicle radiated susceptibility testing is also performed.
4.11 ECM Positive Battery Connections

There are four un-switched positive battery connections to ECM Connector J1/P1 terminals 48, 52, 53, and 55;
necessary for the C13 and C15 electronics system. Other battery connections may be necessary, but do not
directly connect to the ECM.
In addition to suppressing inductive loads, powering the control system on a dedicated fused circuit will reduce
the possibility of degraded control system performance due to voltage transients. No additional loads should be
connected between the ECM and ECM circuit protection.
To prevent shut down in the event of a short circuit in the vehicle harness the control system must be powered
on a dedicated protected circuit. The wire size must be #14 AWG GXL. This connection should be made through
un-switched battery providing power when the vehicle key switch is in the OFF position. Circuit protection for this
circuit is recommended to be a total of 40 amps (10 Amps each positive Battery wire) and rated for a continuous
duty load of 40 Amperes at 12 Volts DC. Caterpillar prefers the circuit protection be located in the cab if
possible. If not in the cab the circuit protection should be located in an easily accessible, and on-vehicle-
documented location for service.
The ECM monitors ECM battery voltage, and triggers a diagnostic code if the voltage to the ECM drops below
6 Volts DC and then returns above 6 Volts DC.
4.12 Voltage Requirements and Considerations
The control system has been designed to operate on 12 Volt or 24 Volt electrical systems. The control system
is protected against jump start conditions and short circuits to positive battery and negative battery.
For 24 Volt applications, a different ECM and actuators are required. Contact Caterpillar for further details
concerning 24-volt applications.
Minimum voltage requirements and maximum current draw for the C13 & C15 control system is as follows:
Condition Minimum Voltage Maximum Current Draw

Normal Operation 11.0 V 36.0 Amperes
Engine Cranking 6.0 V 13.0 Amperes
Ignition Key On, Engine Off 9.0 V 3.0 Amperes
Minimum voltages are specified at the OEM connector (P1 – terminals 52, 53 and P1 – terminals 65, 67).
4.12.1 Operation in 24 Volt Systems
The C13 & C15 engine can operate in 24-volt electrical systems. Circuit protection is 40 amps (same as 12 volt
systems). 24 Volt electrical systems require a different ECM and other components than 12 volt electrical systems.
Contact Caterpillar for further details concerning 24-volt applications
4.12.2 Other Battery Connections
The pedal mounted accelerator pedal position sensor does not require separate circuit protection because it is
powered from the ECM provided +8V. Installation of a remotely mounted accelerator pedal position sensor still
requires separate +Battery circuit protection for this circuit. Integration of a Caterpillar factory installed engine
retarder eliminates separate circuit protection for the retarder solenoid circuit.
4.12.3 ECM Supplied +5V and +8V
These supplies are designed to provide power for connection to the OEM provided and installed 4-Pin Coolant
Level Sensor (+5V), and Caterpillar provides OEM installed Accelerator Pedal Position Sensor (+8V). No other
vehicle components can be connected to these supplies.
4.13 Ignition Key Off Current
The ECM draws less than 1.0 Amperes while the Ignition Key Switch is OFF.
4.14 Welding on a Vehicle Equipped with a C13 or C15 Engine

Before welding on a vehicle equipped with an electronic engine, the following precautions should be observed.
1. Turn the engine OFF. Place the ignition key switch in the OFF position.
2. Disconnect the negative battery cable from the battery. If the vehicle is equipped with a battery disconnect
switch, open the switch.
3. Clamp the ground cable of the welder to the component that will be welded. Place the clamp as close as
possible to the weld.
4. Protect any wiring harnesses from welding debris and spatter. Use proper welding procedures in order to weld
the materials.
NOTICE
DO NOT use electrical components in order to ground the welder. Do not use the ECM, engine sensors,
aftertreatment sensors, Diesel Particulate Filter housing, or any other electronic component in order
to ground the welder. Clamp the ground cable for the welder to the component that will be welded.
Place that clamp as close as possible to the weld. This will reduce the possibility of damage to the
bearings of the drive train, hydraulic components, ground straps, and other components of the vehicle.
5.0 Connectors and Wiring Harness Requirements

5.1 ECM Connector
Caterpillar does not recommend the use of “non-conductive grease” with the ECM connector.
13 1 1 2 3 4 5 6 8 9 10 11 12 13
23 14
31 24 14 > PEI< 23
39 32 24 31
47 40 35 36
57 48 40 47
70 58 48 57
58 59 60 61 62 63 65 66 67 68 69 70
ECM Side
Harness Side
OEM
Harness
Connector
J1/P1
Figure 14 – ADEM A4 ECM and Connectors Diagram

5.1.1 70 Terminal ECM Connector Part Numbers (J1)
The ECM uses an integral rectangular 70 Terminal AMP connector to interface to the OEM vehicle wiring harness
(AMP part number 776241-1, Caterpillar part number 160-7689).
5.1.2 J1 (70) Terminal Connector Allen Screw Torque
ECM Connector Screw torque should be 6 N•m ±1 N•m (4.4 lb.-ft. ± 0.7 lb.-ft., 53 lb.-in. ± 8.9 lb.-in.).
5.2 ECM Connector Wire Gauge Size
The battery positive and negative connections must be made with #14 AWG SAE J1128 type GXL wire for the
AMP 638090-1 stamped and formed terminal or the Deutsch 0462-209-1631 solid terminal. All other connections
may be #16 or #18 AWG SAE J1128 type SXL or #16 or #18 AWG SAE J1128 type GXL (or equivalent wire).
5.3 ECM 70 Terminal Connector Wire Insulation and Size Range

Insulation material is cross – linked polyethylene. Outside diameter insulation range is 2.26 to 3.33 mm
(0.089 to 0.131 in.). The table below provides insulation diameter range for each gauge and wire type.
ECM Connector Wire Insulation and Gauge Size

Wire Type Wire Gauge Insulation Diameter
GXL 14 0.114 – 0.125
16 0.098 – 0.112
18 0.089 – 0.098
SXL 16 0.116 – 0.131
18 0.103 – 0.118
5.3.1 ECM 70 Terminal Connector Terminals

The following table provides terminal and plug part numbers. All terminals used in this connector must be gold
or selective gold flash terminals.
Required ECM 70 Terminal Connector Parts

Description Usage Vendor – Cat – Part Number
Part Number
70 Terminal Plug, Keyed 1 OEM Vehicle Harness AMP – 776241-1 160-7689
AMP Gold Socket Contact #16 & #18 AWG SXL and #14, AMP – 776093-1 126-1766
(stamped & formed) #16 & #18 AWG GXL wire
Deutsch Gold Socket Contact #14 AWG SXL and Deutsch – 126-1768
(machined – for field service) #14 AWG GXL wire 0462-209-1631
Deutsch Gold Socket Contact #16 & #18 AWG SXL and Deutsch – 9X-3402
(machined – for field service) #16 & #18 AWG GXL wire 0462-201-1631
Sealing Plug #14 – 18 AWG Unused Connector Slots PEI/Genesis – 9G-3695
225-0093-000
Sealing Plug #14 – 18 AWG Unused Connector Slots Deutsch – 114017 8T-8737
5.3.2 ECM Connector Terminal Installation Guidelines

It is critical the harness supplier use the correct crimp tools and tool calibration/set-up procedures, when installing
AMP and Deutsch connector terminals. The following tables indicate proper crimp tooling, go-no-go criteria, and
crimp dimensions for each contact-wire combination.
*AMP 776491-1 Stamped and Formed Socket with #16 and #18 AWG SXL Wire or with #14, #16, or #18 AWG GXL
Wire (Caterpillar P/N 126-1766)
Wire Type Wire Gauge Crimp Height (±0.002 in.) Crimp Width (in.)
GXL 14 0.064 0.100
16 0.059 0.100
18 0.054 0.100
SXL 16 0.054 0.100
18 0.059 0.100
*Insulation barrel crimp height for AMP 776093-1 stamped and formed sockets must be set according to the
insulation diameter. Crimp width for all insulations is 0.145 inches maximum.
Deutsch 0462-209-1631 Solid Socket with #14 AWG Wire (Caterpillar P/N 126-1768)
Crimp Tool Options DIE Locator Go (inches) No-Go (inches)

Deutsch Hand Tool HDT-48-00 N/A N/A 0.052 0.057
Pico Model 400 414DA-16N 4301-16 0.043 0.050
Deutsch 0462-201-1631 Solid Socket with #16 and #18 AWG Wire (Caterpillar P/N 9X3402)
Crimp Tool Options DIE Locator Go (inches) No-Go (inches)

Deutsch hand Tool HDT-48-00 N/A N/A 0.045 0.050
Pico Model 400 414DA-16N 4301.16 0.043 0.050
5.3.3 ECM 70 Terminal Connector Sealing Plugs

Two options are available for plugging unused connector cavities. Either the Deutsch 114017 (Caterpillar part
number 8T-8737) or PEI Genesis 225-0093-000 (Caterpillar part number 9G-3695) sealing plugs can be used.
Correct installation of either of these cavity plugs is critical to maintain connector seal integrity. The plug cap is
designed to rest against the seal, not inserted in the hole in the seal.
C orrect
AVO ID
Figure 15 – ECM Plug and Connector Cavities Diagram
5.3.4 ECM 70 Terminal Connector Interface Seal

The ECM Connector Interface seal is serviceable using Caterpillar part number 159-9322
Connector Interface Seal
13 1
23 14
31 24
39 32
47 40
57 48
70 58
Figure 16 – ECM J1 Terminal Connector Interface Seal

5.4 Sealing Splices and Ring Terminals
Caterpillar requires all ring terminals and splices connected to the Engine ECM be sealed using Raychem ES2000
or equivalent.
5.5 OEM Harness Routing
Routing of the harness should insure connector seals are not stressed because the harness curvature is
too close to the connector. This applies to routing of OEM lines on or near the engine harness as well as the
OEM ECM Connector.
Avoid wire harness bends that are too close to the connector. When this occurs the connector seal is stretched
away from the wire, providing an opening for moisture entry. The wire should exit perpendicular to the connector
before curving as necessary for routing. The harness bundle should have a bend radius greater than twice the
harness diameter.
Caterpillar recommends the OEM harness supplier pre-form the harness to provide the correct bend radius,
assuring connector sealing and preventing harness abrasion.
AVOID
Correct
Figure 17 – Wire Harness Routing at ECM Connector
5.6 Harness Tie Down Point

The ADEM A4 ECM has a OEM harness tie-down point mounted to the ECM. A flexible strap may be employed
to secure the OEM harness to this bracket. The use of this bracket requires a different harness dress cover called
an End Bell.
Harness tie
down point
Figure 18 – Harness Tie Connector Points

5.7 ECM Connector Endbell
An AMP 776498-1 (Caterpillar part number 237-0336) Connector Endbell is available to provide additional protection
and controlled wire routing for the harness at the ECM. This is a new part number for the ADEM A4 control.
Figure 19 – J1 ECM Endbell Cover

5.8 Twisted Pair Wiring
Twisted pair wiring must be used for the SAE J1587 Data Link and the vehicle speed signal wires. There should
be a minimum of one twist per inch within the harness. All twisted pair wires should not be twisted within an inch
of the connector to avoid seal stress. The speedometer and tachometer outputs should also use twisted pair wiring.
SAE J1939 Data Link wiring should comply with SAE J1939/11 specifications. Please see the electrical schematics
located in Chapter 1.
6.0 Diesel Particulate Filter(s) Connectors and Wiring Harness Requirements

6.1 Diesel Particulate Filter(s)
It is the OEMs responsibility to properly connect the Diesel Particulate Filter(s) harness between the Diesel
Particulate Filter and the Engine. The Engine and the Diesel Particulate Filter housing are shipped separately.
6.2 Diesel Particulate Filter(s) Connector Part Numbers (Single DPF Installation)
The Diesel Particulate Filter uses a 6 pin Ampseal connector to interface to the Caterpillar engine harness and
the Diesel Particulate Filter housing. AMP part number 776433-1, Caterpillar part number 230-5010. The Diesel
Particulate Filter harness will have the same connector on each end, this is a direct pin to pin connection.
The picture below shows the OEM Plug for the Diesel Particulate Filter.
Key 1 Key 2
Cat P/N-230-5010 Cat P/N-2397352
Ampseal P/N-776433-1 Ampseal P/N-776433-2
(Used in Dual DPF Installation Only)
Figure 20 – OEM DPF Filter Harness Connectors

6.3 Diesel Particulate Filter(s) Connector Part Numbers (Dual DPF Installation)
In applications where Dual Diesel Particulate Filters are required a second connection point will be available.
The second connection for the Dual Diesel Particulate Filter will be keyed differently from the Single Diesel
Particulate Filter harness to avoid connecting the harnesses improperly. AMP part number 776433-2, Caterpillar
part number 239-7352. The Diesel Particulate Filter harness will have the same connector on each end, this is a
direct pin to pin connection.
6.4 Diesel Particulate Filter Connector Wire Gauge Size
The Diesel Particulate Filter harness connections must be made with #16 AWG GXL wire for the Deutsch
0462-201-1631 (Caterpillar part number 9X-3402) solid terminal.
6.4.1 Diesel Particulate Filter Connector Wire Insulation and Size
Insulation material is cross-linked polyethylene. Outside diameter insulation range is 2.4 to 2.8 mm
(0.098 – 0.112 inches).
Wire Type Wire Gauge Insulation Diameter

GXL 16 0.098 – 0.112
SXL 16 0.116 – 0.131
6.5 Diesel Particulate Filter Connector Terminals and Sealing Plugs

No sealing plugs are necessary. All pins should be used for the 6 pin Diesel Particulate Filter(s) connector.
Single and Dual DPF applications.
Required DPF Terminal Connector Parts
Description Usage Vendor – Caterpillar

Part Number Part Number
Diesel Particulate Filter Plug, Key 1 OEM Jumper Harness AMP – 776433-1 230-5010
(Used in all DPF applications) (Engine to DPF)
Diesel Particulate Filter Plug, Key 2 OEM Jumper Harness AMP – 776433-2 239-7352
(Used in dual dpf applications only) (Engine to DPF)
Deutsch Gold Socket Contact #16 AWG SXL and Deutsch – 9x-3402
#16 AWG GXL wire 0462-201-1631
Sealing Plug N/A N/A N/A
6.6 Diesel Particulate Filter Harness Routing

Routing of the harness should insure connector seals are not stressed because the harness curvature is too close
to the connector. This applies to routing of the Diesel Particulate Filter harness connection to the engine harness as
well as the Diesel Particulate Filter housing. Harness length should be adequate to avoid stress on the harness and
connector, and to avoid any components that may interfere or damage the harness and/or connector.
AVOID Correct
Figure 21 – DPF Harness Routing at DPF Connector
Caterpillar Supplied Connector

Caterpillar P/N - 230-5011
Ampseal P/N - 776433-1
ECM Receptacle
+ 5 Volts 82 U871-YL 1
Sensor Common 93 U782-PK 2
DPF Differential Pressure #1 66 Y746-PK 3
DPF Inlet Air Temp #1 56 Y741-YL 4
DPF Outlet Air Temp #1 94 Y742-GN 5
DPF Configuration Resistor 13 Y754-GY 6
Caterpillar P/N 230-5010
OEM Supplied Harness

Ampseal P/N 776433-1
6 5 4 3 2 1
Key 1
Plug
741-YL
746-PK
781-WH
782-BU
742-GN
782-GN
Single DPF Connection Shown

Ampseal P/N 776433-1 6 5 4 3 2 1
Key 1
Plug
DPF Connector
6 U782-BU
Caterpillar Supplied Connector
5 Y742-GN
4 Y741-YL
Ampseal P/N 776434-1
3 Y746-RD
Receptacle
2 U782-GN
1 U781-WH
Figure 22 – Engine to DPF Wiring Diagram/Single DPF Installation
Engine Harness Caterpillar Supplied Connector Caterpillar Supplied Connector Jumper Harness
Caterpillar P/N-230-5011 Caterpillar P/N- 230-5010
ECM Receptacle Plug
DPF Sensor 5 V Supply 82 U781-YL 1 1
DPF Sensor Return 93 U782-PK 2 2
Particulate Trap #1 Delta Pressure 66 Y746-PK 3 3
Particulate Trap #1 Intake Temperature 56 Y741-YL 4 4
Particulate Trap #1 Outlet Temperature 94 Y742-GN 5 5
Particulate Trap #2 Intake Temperature / DPF Configuration Resistor 13 Y754-GY 6 6
Particulate Trap #2 Delta Pressure 85 Y755-OR
Particulate Trap #2 Outlet Temperature 62 Y776-OR
J2/P2 Caterpillar Supplied Connector Caterpillar Supplied Connector
Caterpillar P/N-239-7353 Caterpillar P/N-239 -7352
Receptacle Plug
1 1
2 2
3 3
4 4
5 5
6 6
OEM Harness
OEM Supplied Connector
Caterpillar Supplied Connector Caterpillar P/N- 239-7352 Caterpillar Supplied Connector
Caterpillar P/N-239 -7353 Ampseal P/N-776433-2 Caterpillar P/N - 239-7353
Ampseal P/N-776434 -2 Plug Ampseal P/N-776434-2
DPF #2 Receptacle Receptacle
DPF Detection 6 6 U782-BU 6 6

Particulate Trap #2 Outlet Temperature 5 5 Y776-GN 5 5
Particulate Trap # 2 Inlet Temperature 4 4 Y754-YL 4 4
Particulate Trap # 2 Delta Pressure 3 3 Y777-P K 3 3
Sensor Common 2 2 U782-GN 2 2
5 V Supply 1 1 U781-WH 1 1
OEM Supplied Connector

Caterpillar Supplied Connector Caterpillar P/N- 230-5010 Caterpillar Supplied Connector
Caterpillar P/N-230 - 5011 Ampseal P/N-776433-1 Caterpillar P/ N-230- 5011
Ampseal P/N-776434 -1 Plug Ampseal P/ N-776434 -1
DP F#1 Receptacle Receptacle
DPF Detection 6 6 U782-BU 6 6

Particulate Trap #1 Outlet Temperature 5 5 Y742-GN 5 5
Particulate Trap #1 Inlet Temperature 4 4 Y741-YL 4 4
Particulate Trap #1 Delta Pressure 3 3 Y 746-P K 3 3
Sensor Common 2 2 U782-GN 2 2
5 V Supply 1 1 U781-WH 1 1
Figure 23 – Engine to DPF Wiring Diagram/Dual DPF Application

6.7 Diesel Particulate Filter Housing
The Diesel Particulate Filter Housing is shipped separately from the engine. Inside the DPF Housing are the
Diesel Particulate Filters. Mounted to the DPF Housing are sensors critical for the Caterpillar Regeneration System
to function properly. Exhaust temperatures and pressures are monitored by the engine ECM. For proper operation
the OEM needs to install the DPF Harness from the engine to the DPF Housing.
7.0 Accelerator Pedal Position Sensors

The accelerator pedal position sensor converts the mechanical accelerator pedal position into an electrical signal
for the ECM. Caterpillar requires one of the sensors described in this document for use with an accelerator pedal.
Caterpillar part numbered sensors 266-1466 or 266-1467 have a three pin Deutsch DT Connector.
Caterpillar requires the use of the Caterpillar Accelerator Pedal Sensor only. The Caterpillar
sensor has been specifically designed for use with the Caterpillar ECM and software.
Installation and use of other throttle sensors is prohibited.
Figure 24 – Accelerator Pedal Position Sensor with Deutsch 3 Pin Connector

Caterpillar part numbered sensor 266-1468 with a Packard Connector.
Figure 25 – Accelerator Pedal Position Sensor with Packard 3 Pin Connector

The accelerator pedal position sensor and ECM are designed to comply with FMVSS124 (Federal Motor Vehicle
Safety Standard 124). The sensor also meets the SAE J1843 Recommended Practice.
266-1466, 266-1467, and the 266-1468 sensors mount directly to the accelerator pedal. This eliminates the need
for accelerator pedal linkages and OEM adjustments. These sensors are designed to operate from the ECM + 8V
supply. The 266-1466 (81 cm [32 inch] harness with Deutsch connector), 266-1467 (15 cm [6 inch] harness with
Deutsch connector), and the 266-1468 (15 cm [6 inch] harness with Packard connector) use the same sensor but
have different connectors or pigtail lengths as described.
7.1 Accelerator Pedal Position Sensor Electrical Specifications

The sensor output is a constant frequency signal whose pulse width (duty cycle) varies with accelerator pedal
position. The Pulse Width Modulated (PWM) signal is expressed as a percentage.
25% Duty Cycle
75% Duty Cycle

Figure 26 – Example PWM Signals
NOTE: When the ECM is first powered, it automatically calibrates (auto-cal) new values for the low idle and high
idle throttle positions. It assumes 22 percent is low idle and 75 percent is high idle. As a result, the Throttle Position
status may initially reach 100 percent well before the accelerator pedal is fully depressed, this is normal. Following
some cycling of the accelerator pedal between the low and high idle positions, the ECM will adjust its calibration
automatically, provided the high idle stop position is within the 75 to 90 percent duty cycle range, and the low idle
is in the 10 to 22 percent duty cycle range. During initial operation it may require more accelerator pedal movement
for the Throttle Position status to increase above 3 percent Throttle Position, and the status may reach 100 percent
Throttle Position prior to the mechanical limit of the high idle position. This is done to ensure the throttle can reach
these two critical points during engine operation.
7.2 ECM +8V Cab Accelerator Pedal Position Sensor Supply
This sensor supply is designed to provide power for connection to Caterpillar provided, OEM installed Cab
Accelerator Pedal Position Sensor (+8V). No other vehicle components can be connected to this supply.
7.3 Accelerator Pedal Position Sensor Connector

7.3.1 Accelerator Pedal Position Sensor with Three Terminal Deutsch Connector
The 176-1602 (81 cm [32 inch] harness) and 176-1604 (15 cm [6 inch] harness) Accelerator Pedal Position
Sensors require a Deutsch DT06-3S-EP04 (Caterpillar part number 3E-3367) mating connector with a Deutsch
W3S (Caterpillar part number 3E3368) connector plug wedge.
Figure 27 – Three Terminal Accelerator Pedal Position Sensor Deutsch DT Connector

7.3.2 Accelerator Pedal Position Sensor (176-1602 and 176-1604) with Deutsch Three Terminal
Connector Wire Gauge Size
The connections may be made with #16 or #18 AWG SAE J1128 type SXL, GXL or equivalent wire.
7.3.3 Accelerator Pedal Position Sensor (176-1602 and 176-1604) with Deutsch Three Terminal
Connector Wire Insulation Size Range
Outside diameter insulation range is 2.24 mm to 3.81 mm (0.09 to 0.15 in).
7.3.4 Accelerator Pedal Position Sensor with Three Terminal Packard Electric Connector
The 176-1605 Accelerator Pedal Position Sensor (15 cm [6 inch] harness) requires a Packard Electric Division
12110293 (Caterpillar part number 124-5641) mating connector.
Figure 28 – Three position Packard electrical Connector

7.3.5 Accelerator Pedal Position Sensor (176-1605) with Packard Electric Three Terminal Connector
Wire Gauge Size
The connections may be made with #18 AWG SAE J1128 type SXL (or GXL) or equivalent wire.
7.3.6 Accelerator Pedal Position Sensor (176-1605) with Packard Electric Three Terminal Connector
Wire Insulation Size Range
Outside diameter insulation should be 2.80 mm (0.11 in).
7.3.7 Accelerator Pedal Position Sensor Three Terminal Connector Terminals
The following table provides terminal part numbers:
Required Deutsch Parts

Description Usage Part Number Caterpillar Part
Number
3 Terminal Plug w/Cap APP Sensor Connector Deutsch DT06-3S-EP04 3E-3367
3 Terminal Plug Wedge APP Sensor Connector Deutsch W3S 3E-3368
Socket Contact #16 & #18 AWG Wire Deutsch 0462-201-16141 8T-8730
(machined)
Socket Contact #18 AWG Wire Deutsch 1062-16-0122 115-1051
(stamped & formed)
3 Terminal Plug APP Sensor Connector Packard 12110293 124-5461
Socket Terminal #18/#20 AWG Wire Packard 12048074 124-5640
7.3.8 Accelerator Pedal Position Sensor Connection

The 266-1466 accelerator pedal position sensor is designed to operate on 8 Volts DC supplied by the ECM.
The ECM supplied +8V, AP Sensor/Switch Sensor Common, and Accelerator Pedal Position wiring must be
connected to the control system through an OEM harness. Current draw for the sensor is less than 40 mA.
AP Sensor/Switch Sensor Common must not be connected to the vehicle cab ground. Connecting AP Sensor/
Switch Sensor Common to the vehicle cab ground can degrade control system performance. AP Sensor/Switch
Sensor Common must be connected to the ECM at the OEM connector (P1 terminal-5) via a dedicated return line.
Connector terminal assignments are as follows:
Sensor Terminal Assignment ECM Terminal Assignment Terminal Description

Terminal A J1/P1: 4 + 8 Volts DC
Terminal B J1/P1: 5 AP/Sensor Common
Terminal C J1/P1: 66 Accelerator Pedal Position Signal
7.3.9 Accelerator Pedal Position Sensor Duty Cycle

The Accelerator Pedal Position Sensor (APP Sensor) mounts directly to the pedal and should not be adjusted
by the OEM. The OEM must insure that pedals supplied by the pedal manufacturer meet the following specification
for sensor output duty cycle.
Accelerator Pedal Position Duty Cycle

Low Idle 10% – 22%
High Idle 75% – 90%
The pedal assembly should also conform to SAE J1843.

NOTE: The ECM automatically calibrates (auto-cal) new duty cycle values for the Low Idle and High Idle throttle
positions each time the ECM is powered. The ECM initially assumes 22 percent duty cycle is low idle and
75 percent duty cycle is high idle. As a result, the Throttle Position Status may reach 100 percent well before the
accelerator pedal is fully depressed. This is normal operation and will continue until the ECM learns the limits of
the low and high idle stops. Following some cycling of the accelerator pedal from the low to the high idle positions,
the ECM will adjust its calibration automatically, provided the high idle stop position is within the 75 to 90 percent
duty cycle range, and the low idle is in the 10 to 22 percent duty cycle range.
During normal operation it may initially require more accelerator pedal movement for the Throttle Position Status
to increase above 3 percent (low idle) and the Throttle Position Status may reach the 100 percent (high idle)
value prior to the limit of the high idle position. This is done to ensure the throttle reaches these two critical points
for engine operation. As the ECM learns the physical limits, the range is expanded as long as it is within the values
specified above. If the Duty Cycle value goes outside of the expected range, a diagnostic code will be activated.
NOTE: There is no direct correlation between the Sensor Duty Cycle value and a Desired Engine RPM. For example,
it is not possible to input a 50% duty cycle value and expect the engine to operate at 1,800 rpm. This is due to the
Auto-Cal function which constantly calibrates for the low and high idle stop positions.
7.4 Accelerator Pedal Position Sensor for Remote PTO Applications
Caterpillar provides several dedicated PTO features that can be used by programming specific Customer
Programmable Parameters. For applications also requiring variable engine speed control from outside of the cab
during PTO Operation, a second accelerator pedal sensor input is provided on the ECM. This input is provided
for the connection of ONE +12V Accelerator Position Sensor than can be used when the engine is operating in
Dedicated PTO Mode. This requires a PTO On/Off Switch Circuit to be installed. When this input is in use, the
Cab Accelerator Pedal Position Sensor is ignored. Caterpillar recommends the 161-8906 accelerator pedal position
sensor for remote PTO applications. The sensor provides the same signal as the 266-1466, 266-1467 and the
266-1468 sensors, but requires battery voltage (12 or 24 volt systems) to operate. This Sensor must NOT be connected
to the +8V supply intended for the Cab Sensor, nor can the Cab Sensor be connected to a +12 Volt supply.
Figure 29 – 219-2384 Accelerator Position Sensor with Deutsch HD Connector

7.4.1 219-2384 Accelerator Position Sensor Connector
The 219-2384 is supplied with a 3-terminal Deutsch HD plug connector (HD16-3-96S, Caterpillar P/N 8T-8731).
The connecting harness will require a Deutsch HD receptacle connector (HD14-3-96P, Caterpillar P/N 8T-8732).
7.4.2 Mounting the Remote Accelerator Position Sensor

The 219-2384 Accelerator Pedal Position Sensor can be attached to either an accelerator pedal assembly (contact
the vehicle OEM for parts) or a Caterpillar 107-2281 PTO Accelerator Assembly. The PTO Accelerator Assembly
does not include a handle. It may be used in applications where a mechanical linkage is required. The accelerator
position sensor mounts directly to the PTO Accelerator Assembly and does not require additional sensor calibration.
(Sensor Not Included)
(Handle Not Included)
PTO Accelerator Assembly
Figure 30 – 107-2281 Remote Accelerator Pedal Assembly

7.4.3 Remote Accelerator Position Sensor Assemblies
Two Remote Accelerator Pedal Position Sensor Assembly packages are available from Caterpillar that include the
161-8906 sensor and mounting hardware. The 134-0597 assembly provides the 161-8906 sensor mounted to a
control arm lever. The 134-0670 assembly provides the 161-8906 sensor mounted to an adjustable dial mechanism,
which can be automatically reset to the low idle position or locked into place at a specific position.
NOTE: The Remote Throttle PTO Configuration requires the Remote Throttle to be returned to the Low Idle position
upon engine start up, in order for Remote Throttle control to be provided. If the engine is started with the PTO
Switch ON and the Remote Throttle at a position above Low Idle, the engine will be limited to Low Idle until the
Throttle is returned to the low idle position.
Figure 31 – Remote Accelerator Sensor Assemblies
7.5 Remote Accelerator Position Sensor PWM Input

Input #8 (terminal-68) is available for use as a Remote Accelerator Input for Remote Throttle PTO applications.
1) Accelerator pedal or other mechanical linkage.
1) PTO Configuration programmed to Remote Throttle, or Remote Throttle & J1939 Speed Command.
7.5.1 Remote Accelerator Pedal Sensor Input Electrical Specifications
The 161-8906 sensor requires connection to battery voltage (12 VDC or 24 VDC) instead of the ECM supplied
8 VDC.
7.5.2 Remote Accelerator Pedal Sensor Common Connections
Three different Sensor Common terminals can be used (J1/P1: 5, 3 or 18) to ground the Remote Accelerator Pedal
Position Sensor to the ECM. However, Caterpillar recommends that Input Sensor Common #2 (terminal-3) remain
open for aftermarket/body builder installation.
8.0 Vehicle Speed Circuit

Vehicle speed to the ECM is necessary in order to enable the following features:
1. Cruise Control
2. PTO Control with Vehicle Speed Limit Kickout
3. Idle Control with Vehicle Speed Limit Kickout
4. Auto Retarder in Cruise
5. Progressive Shifting
6. ECM Controlled Speedometer
7. Vehicle Speed Limiting
8. Soft Vehicle Speed Limit
9. Up shift Engine Speed Control
10. Idle Shutdown Timer
11. Trip Recorder Functions
12. Secure Idle – Theft Deterrent
13. Caterpillar Regeneration System Operation
If the application does not require any vehicle speed related features, the vehicle speed circuit may not be required.
If the Vehicle Speed Input is not used, the VSL Protection Parameter should be programmed to 2,120 rpm to prevent
any Vehicle Speed Faults from occurring during engine operation.
8.1 Vehicle Speed Sensor Installation
The vehicle speed sensor must be installed in a location where vehicle speed will not be generated when the
vehicle is stationary. The vehicle speed sensor should be installed where a vehicle speed signal is generated only
when the vehicle is moving.
Failure to properly install the vehicle speed sensor may result in undesired engine performance,
and undesired aftertreatment operation, which may result in personal injury or death.
For split shaft PTO applications the vehicle speed sensor should be installed on the drive shaft.
8.2 General Vehicle Speed Source Requirements
Caterpillar recommends using single coil passive magnetic speed sensors for the vehicle speed sensor detecting
speed via a transmission chopper wheel. The sensor should connect directly to the ECM using twisted pair wiring.
The vehicle speed sensor must detect vehicle speed directly from the transmission output shaft. The source should
be a rigid chopper wheel immune to noise inducing vibration. Caterpillar does not recommend use of less rigid
tone wheel rings using magnetic disks to provide the change in magnetic flux for the vehicle speed source.
This arrangement is prone to vibration induced electrical noise. The sensor must not be detecting vehicle speed
through a system that uses a cable linkage such as a mechanical speedometer drive to the transmission output
shaft. The cable will tend to twist as torque is applied, causing opposing ends to deviate erratically from each other.
This twisting results in erratic fluctuations in the vehicle speed signal, causing cruise control/PTO and Vehicle
Speed Limit malfunctions.
Caterpillar will accept vehicle speed broadcast over the SAE J1939 Data Link from either the transmission or ABS.
Caterpillar will not accept vehicle speed from the SAE J1587 Data Link for control system purposes. Because vehicle
speed is critical to cruise control operation, any unnecessary and erratic signal delays are unacceptable, as well as
the reduced accuracy associated with SAE J1587 vehicle speed sources.
The signal frequency from the vehicle speed source should be between 0 and 5.3 kHz.

1. Passive Vehicle Speed Sensor, or Electronic Speed Source (J1939).
2. J1939 Data Link wiring.
1. Vehicle Speed Calibration parameter must be programmed.
2. Vehicle Speed Input source (hardwired or J1939 data link source).
8.3 Passive Magnetic Vehicle Speed Sensor Electrical Requirements
The passive vehicle speed sensor must be a magnetic sensor with the sensor output signal resulting from variation
in magnetic flux. Output voltage from the sensor at the ECM (at connector J1/P1 terminals 32 and 33) should not
be less than 0.70 Volts peak to peak (referenced to the ECM connector battery terminals) when vehicle speed
is greater than two mph. Twisted pair wiring should be used to connect the vehicle speed sensor to the ECM.
Caterpillar recommends a minimum of one twist per inch.
8.4 Passive Magnetic Vehicle Speed Circuit Options
The vehicle speed sensor outputs must connect to the OEM connector J1/P1 – terminals 32 and 33. Magnetic
vehicle speed sensor connections to the control are not polarity sensitive (the wiring diagram terminal labels are
“Vehicle Speed In +” and “Vehicle Speed In -”, “Vehicle Speed In -” must not be used as a ground, connected
to ground, or connected to the ECM Sensor Common). Twisted pair wiring is specified to reduce extraneous
noise interference into this critical circuit.
8.4.1 Option 1 – One Single Coil Speed Sensor
Use one single coil speed sensor, with the ECM Speedometer output supplying the speedometer input signal.
SIGNAL+
SPEEDOMETER
SIGNAL-
ECM
ELECTRONIC VEHICLE
SPEED SOURCE C974-PU 36 SPEEDOMETER +
C973-GN 37 SPEEDOMETER -
VEHICLE SPEED G808-BU 32 VEHICLE SPEED IN +
G809-GN 33 VEHICLE SPEED IN -
P1 J1
Figure 32 – Single Coil Vehicle Speed Sensor with ECM Driven Speedometer Output
8.4.2 Option 2 (J1587) – One Single Coil Speed Sensor
Use one single coil speed sensor, with the ECM J1587 Data Link output supplying the speedometer broadcast
message.
J1587 DL+
SPEEDOMETER
J1587 DL-
ECM
VEHICLE SPEED SENSOR E794-YL 8 J1587 DATA LINK+

E793-BU 9 J1587 DATA LINK -
VEHICLE SPEED+ 1 G808-BU 32 VEHICLE SPEED IN +
VEHICLE SPEED- 2 G809-GN 33 VEHICLE SPEED IN -
P1 J1
Figure 33 – Single Coil Vehicle Speed Sensor with Data Link Driven Speedometer (J1587)
8.4.3 Option 2 (J1939) – One Single Coil Speed Sensor

Use one single coil speed sensor, with the ECM J1939 Data Link output supplying the speedometer broadcast
message.
J1939 DL+
SPEEDOMETER
J1939 DL-
ECM
VEHICLE SPEED SENSOR K900-YL 50 J1939 DATA LINK+
K990-GN 34 J1939 DATA LINK -
P1 J1
Figure 34 – Single Coil Vehicle Speed Sensor with Data Link Driven Speedometer (J1939)
8.4.4 Option 3 – Separate Single Coil Speed Sensors
Using two speed sensors, one for the speedometer, and one for the ECM, this completely isolates the two circuits.
VEHICLE SPEED+ SIGNAL+

VEHICLE SPEED- SPEEDOMETER
SIGNAL-
ECM
VEHICLE SPEED SENSOR C974-PU 36 SPEEDOMETER +

P1 J1
Figure 35 – Vehicle Speed Circuit using Two Single Coil Vehicle Speed Sensors
8.4.5 Dual Coil Speed Sensor
Dual coil magnetic speed sensors are not recommended because of the increased risk of electrical noise coupling
into the engine control vehicle speed circuit. Ground noise from the circuit connected to the speedometer ground
will be coupled into the vehicle speed circuit of the engine control degrading system performance.
8.5 Vehicle Speed Connections To Automatic Transmissions with Electronic Vehicle Speed Source
Some electronically controlled transmissions do not have a passive magnetic vehicle speed signal available.
For these transmissions, follow the guidelines indicated below.
When a single ended signal is used, a signal with an amplitude greater than 4.0 volts is required for the ECM
vehicle speed input.
NOTE: Proper grounding is required to ensure the ECM Vehicle Speed Input Signal is of the same ground potential
as the ECM ground reference. Improper grounding may result in lost or intermittent vehicle speed signals.
SIGNAL+
SPEEDOMETER
SIGNAL-
ECM
ELECTRONIC VEHICLE
SPEED SOURCE C974-PU 36 SPEEDOMETER +
VEHICLE SPEED G808-BU 32 VEHICLE SPEED IN +
G809-GN 33 VEHICLE SPEED IN -
P1 J1
Figure 36 – Vehicle Speed Circuit with Electronic Vehicle Speed Source

Connect the single vehicle speed signal line to the ECM “Vehicle Speed In +” (J1/P1 terminal-32). Leave ECM
“Vehicle Speed In -” (J1/P1 terminal-33) unconnected, without a harness connection to this terminal.
NOTE: Do NOT connect terminal-33 to ground when using an electronic vehicle speed source.
No other devices should be receiving vehicle speed from the Vehicle Speed line providing vehicle speed to the
Caterpillar ECM. Caterpillar recommends using the Caterpillar ECM Speedometer Driver for the speedometer
signal, SAE J1587 Data Link, or the SAE J1939 Data Link.
8.6 General Requirements for J1939 Transmission Output Shaft Speed Based Vehicle Speed Source
The ECM can be configured to receive Vehicle Speed Information from an Electronic Transmission Control Unit
via the J1939 data link. The Transmission must be capable of supporting the J1939 ETC1 Broadcast Message
(PGN 61,442 Bytes 2&3), which provides transmission output shaft speed. The OEM is responsible for determining
if the transmission is capable of supporting the required message protocol. This feature also requires the necessary
J1939 data link hardware to be installed in chassis.
When configured for the J1939 option, the ECM Vehicle Speed Input Circuit (J1/P1 terminals 32 & 33) will be
ignored. The ECM uses the Vehicle Speed Cal (J1939-Trans) parameter value to calculate vehicle speed, based
on the programmed value and the output shaft speed (received over the J1939 data link). The Vehicle Speed Cal
(J1939-Trans) setting is based on Output Shaft revolutions per mile. The OEM is responsible for determining the
specific value for any given chassis. There are several methods to arrive at this value.
1. Vehicle Speed Cal (J1939-Trans) = Transmission Output Shaft revolutions per mile
2. Vehicle Speed Cal (J1939-Trans) = Transmission Speed Sensor pulse per mile
Number of Teeth on Output Shaft Chopper Wheel
3. Vehicle Speed Cal (J1939-Trans) = (Tire revolutions per mile) × (Axle Ratio)
1. Transmission ECU capable of supporting required J1939 message protocol.
2. J1939 Vehicle Data link.
1. Vehicle Speed Cal (J1939-Trans) parameter must be programmed for correct Trans Output Shaft revs per mile.
2. Vehicle Speed Input parameter must be programmed to J1939-Trans option.
J1939 ABS Wheel Speed Based Vehicle Speed Source

The ECM can be configured to receive Vehicle Speed Information from an Antilock Brake System (ABS) via the
J1939 data link. The ABS must be capable of supporting the J1939 High Resolution Wheel Speed Broadcast
Message (PGN 65,134 Byte 5-8), which provides wheel speed from the two rear wheels. The OEM is responsible
for determining if the ABS is capable of supporting the required message protocol. This feature also requires the
necessary J1939 data link hardware to be installed in the chassis.
The ABS will broadcast the ASSUMED tire revolutions per mile. If this value is the ACTUAL tire revolution per mile,
the calibration value will be one (1.0). If the ASSUMED tire revolutions per mile is not the same as the ACTUAL tire
revolutions per mile, then the Cal factor can be calculated in the following manner.
Vehicle Speed Cal (J1939 ABS)
ABS Assumed tire revolutions per mile = 500
Actual Tire revolutions per mile = 400
Vehicle Speed Cal = 400/500 = 0.800
1. ABS capable of supporting required J1939 message protocol.
2. J1939 Vehicle Data link.
1. Vehicle Speed Cal (J1939-ABS) parameter must be programmed for correct tire revs per mile.
2. Vehicle Speed Input parameter must be programmed to the J1939-ABS option.
9.0 ECM Speedometer and Tachometer Outputs

9.1 Speedometer and Tachometer
The engine control provides a complementary (10V speedometer (30,000 pulses per mile or 4,000 pules per mile)
and tachometer signal (12.0 – 500.0 pulses per revolution). The ECM receives the vehicle speed from an OEM
installed sensor and scales it to provide a speedometer signal. A speedometer may also be driven from either the
SAE J1587 Data Link or the SAE J1939 Data Link.
The tachometer does not require an external sensor. Engine RPM may be accessed from either the SAE J1587
Data Link or the SAE J1939 Data Link.
1. Vehicle speed source (for speedometer only).
1. Vehicle Speed Calibration (for speedometer only).
2. Tachometer Calibration (default is 134.0).
3. Speedometer Calibration (default is 30,000 ppm)
Note: The speedometer output from the ECM can be programmed to output a 4,000 pulses per mile signal to the
speedometer. This option is used only on GM chassis.
SPEEDOMETER
SIGNAL+
SIGNAL-
ECM
TACHOMETER C974-PU 36 SPEEDOMETER +

SIGNAL+ 450-YL 38 TACHOMETER +
451-BR 39 TACHOMETER -
SIGNAL-
P1 J1
Figure 37 – ECM Speedometer and Tachometer Outputs

9.2 Speedometer and Tachometer Output Specifications and Connections
Terminal Description ECM Terminal Assignment Voltage

Speedometer + Terminal 36 ±9 V
Speedometer – Terminal 37 ±9 V
Tachometer + Terminal 38 ±9 V
Tachometer – Tachometer –39 ±9 V
The optional speedometer driver provides a signal from the ECM (OEM Connector P1, terminals 36 and 37),
as does the tachometer driver (Connector P1 terminals 38 and 39). The signals are zero-crossing square waves
with an amplitude (unloaded) of ±9 Volts. The amplitude of the signals will be ±5 Volts or greater when the load
current is less than 4 mA. For those speedometers or tachometers requiring two signal lines, the output at
terminal 36 is the complement of terminal 37 and the output at terminal 38 is the complement of terminal 39.
Connect either one of the two output lines from the ECM for speedometers or tachometers with a single input
terminal. Leave the remaining line unconnected. When the control senses vehicle or engine speed, the driver
signals will provide the following output voltages (unloaded).
NOTE: Do not connect the negative terminal of the ECM Speedometer or Tachometer Output to Sensor Common
or Vehicle Ground.
10
Voltage (Volts)
0
-5
- 10
Figure 38 – Unloaded Speedometer/Tachometer Signal
10
5
Voltage (Volts)
-5
- 10
0 5000 10000 15000 20000
Load In Ohms
Figure 39 – Speedometer/Tachometer Signal vs. Load
The output signal for the speedometer is 30,000 or 4,000 pulses per mile (programming dependent:, and for the
tachometer the signal is programmable from 2.0 – 500.0 ppr (programming dependent) (pulses per revolution,
selectable in 0.1 increments through a Customer Parameter). Note that Caterpillar still provides a threaded hole
in the flywheel housing for a magnetic engine speed sensor. Caterpillar requires twisted pair wiring if both signal
connections from the ECM to the speedometer or tachometer are made. This is to prevent radiated electrical noise
problems. Cab grounding of the speedometer is acceptable.
9.3 Connection Of Devices Other Than A Speedometer/Tachometer

Do not connect these drivers to more than a single speedometer and tachometer. For questions regarding
simultaneous connection, or connection of additional devices to these drivers contact Caterpillar. Caterpillar
requests device specifications, a sample of the intended additional device, a connection diagram for vehicle
installation, and sufficient lead time to evaluate this request.
9.4 Speedometer and Tachometer Output Accuracy
9.4.1 Speedometer Signal Accuracy
The engine control processes the vehicle speed input signal using the pulses per mile as determined by the
customer programmable Vehicle Speed Calibration parameter. It is then scaled for the speedometer driver
at 30,000 pulses per mile. The most likely source of error for the output signal is incorrectly programming the
ECM or speedometer pulses per mile, and drive line variations such as tire wear.
There are five sources of signal processing error of the vehicle speed by the ECM:
1. ECM input resolution is ±2 µsec.
2. Vehicle Speeds less than 1.5 miles per hour are ignored.
3. Rounding error due to division (scaling from pulses-in to pulses-out per mile).
4. ECM output resolution is ±2 µsec.
5. ECM sampling of the vehicle speed occurs every 30 mS.
9.4.2 Tachometer Signal Accuracy
The tachometer driver accuracy is ±5 rpm.
10.0 Lamp Outputs

The ECM provides nine outputs that can be used in a variety of ways depending upon Customer Parameter
programming. Lamp Outputs are available as High Side (2 Amp Output) or Low Side (0.3 mA) drivers.
Properly programming and wiring the chassis is the OEMs responsibility.
The Amber Warning Lamp, Diesel Particulate Filter Lamp, and the High Exhaust System Temperature Lamp are
required by Caterpillar Inc.
10.1 Engine Monitoring Lamps
The programmable Engine Monitoring System parameter provides the option of using a single Red Stop Lamp
for all monitored conditions, or to provide the option of using individual lamps for specific monitored conditions.
The Red Stop Lamp, Low Oil Pressure Lamp, High Coolant Temperature Lamp, and Low Coolant Level Lamp
can each be used independently, or in conjunction with each other.
For example: The Low Oil Pressure Lamp can be used in conjunction with the Red Stop Lamp. If a Low Oil
Pressure Fault is detected, the Check Light, Red Stop Lamp, and Low Oil Pressure Lamp would all be illuminated.
The Red Stop Lamp and Low Oil Pressure Lamp would flash when the engine is being derated.
10.2 Aftertreatment Regeneration Monitoring System
The Engine Monitoring System and the Aftertreatment Monitoring System are separate. Both systems can
be programmed to Derate or Shutdown the engine. The Warning option is only available on Emergency
Horsepower Ratings.
Additional ECM driven lamps are covered below.
10.3 Amber Warning Lamp (required)
An OEM installed Amber Warning Lamp (hard wired or J1939 driven) is required to indicate a control system
malfunction (diagnostic condition) to the driver. The Amber Warning Lamp is used to indicate or diagnose control
system component failures, and for indicating the Idle or PTO Shutdown Timer is shutting down the engine.
On power up (key ON, engine OFF), the Amber Warning Lamp will come ON for five seconds and turn off
indicating the lamp circuit is functional.
• Amber Warning Lamp or J1939 Device
• None
10.4 Diesel Particulate Filter Lamp
The Diesel Particulate Filter Lamp indicates a regeneration of the diesel particulate filter(s) is needed. The lamp
will turn on solid indicating a regeneration of the diesel particulate filter(s) is pending. If the vehicle speed is greater
than 20 mph, this lamp will not be illuminated. A regeneration of the Diesel Particulate Filter (s) will be initiated if
conditions are met to allow the Caterpillar Regeneration System to function.
If a regeneration of the Diesel Particulate Filter (s) is not initiated, the Diesel Particulate Filter Lamp will flash
at 1 Hz. This flash rate indicates soot loading in the Diesel Particulate Filter is increasing, an engine derate or
shutdown could occur (programming dependent).
The Diesel Particulate Filter Lamp will flash continuously, if the Aftertreatment Regeneration Device Regeneration
Disable Switch is in the ON position, and regeneration can be performed.

• Diesel Particulate Filter Lamp or J1939 Device
• Diesel Particulate Filter Lamp programmed to optional J1/P1 ECM terminal.
10.5 High Exhaust System Temperature Lamp
The High Exhaust System Temperature Lamp indicates high exhaust temperatures at the Diesel Particulate Filter
Outlet Temperature Sensor. The High Exhaust System Temperature Lamp also indicates when a regeneration of
the Diesel Particulate Filter is active. If vehicle speed is greater than 5 mph, the High Exhaust System Temperature
Lamp will not be illuminated.
• High Exhaust System Temperature Lamp or J1939 Device
• High Exhaust System Temperature Lamp programmed to optional J1/P1 ECM terminal.
10.6 Red Stop Lamp (optional)
The Red Stop Lamp is required for the Engine Monitoring feature. The red Red Stop Lamp is used to alert the
driver to a potentially damaging engine condition detected by the ECM. The Red Stop Lamp also alerts the driver
to the level of action the ECM is taking to respond to the condition. The lamp is ON continuously while the engine
is in the warning mode but the engine performance is not being altered to force driver action.
The Red Stop Lamp will flash when the engine is in the derate mode, indicating the ECM has begun to force driver
action and is reducing available horsepower and the maximum vehicle speed.
If the Engine Monitoring Mode parameter is programmed to Shutdown, the Red Stop Lamp will flash during engine
derate and will continue to flash after the engine has shut down. The Red Stop Lamp will come on for two seconds
at key ON to check the lamp and circuit function.
• Red Stop Lamp or J1939 Device
• Red Stop Lamp programmed to J1/P1: 29 (default), or another available ECM output.
10.7 Low Oil Pressure Lamp (optional)
The Oil Pressure Lamp indicates an active problem with the Oil Pressure Monitoring System. This lamp will
illuminate if there is an active low oil pressure diagnostic code. The Oil Pressure Lamp can be used in conjunction
with, or independently from the Red Stop Lamp. The lamp will flash when the engine is being derated or shutdown
(programming dependent).
• Oil Pressure Lamp or J1939 Device
• Oil Pressure Lamp programmed to available ECM output.
10.8 High Coolant Temperature Lamp (optional)

The High Coolant Temperature Lamp indicates an active problem with the Coolant Temperature Monitoring
System. This lamp will illuminate if there is an active high coolant temperature diagnostic code. The High Coolant
Temperature Lamp can be used in conjunction with, or independently from the Red Stop Lamp. The lamp will flash
when the engine is being derated or shutdown (programming dependent).
• High Coolant Temperature Lamp or J1939 Device
• High Coolant Temperature Lamp programmed to available ECM output.
10.9 Low Coolant Level Lamp (optional)
The Low Coolant Level Lamp indicates an active problem with the Coolant Level Monitoring System. This lamp
will illuminate if there is an active low coolant level diagnostic code. The Low Coolant Level Lamp can be used
in conjunction with, or independently from the Red Stop Lamp. The lamp will flash when the engine is derated
or shutdown (programming dependent).
The Coolant Level Sensor is a required sensor for engines equipped with the Caterpillar Regeneration System.
The Low Coolant Level Lamp is still an optional lamp, Caterpillar does not required a dedicated lamp for Engine
Coolant Level.
• Coolant Level Lamp or J1939 Device.
• Coolant Level Sensor (required).
• Low Coolant Level Lamp programmed to available ECM output.
• Coolant Level Sensor programmed to 4 Pin, 2-Wire Float, or 2-Pin Switch.
10.10 Fast Idle Lamp (optional)
The Fast Idle Lamp parameter is available to turn on when Fast Idle #1 or #2 operation is active.
• Fast Idle Lamp.
• Fast Idle Switch (momentary).
• Fast Idle Enabled Lamp programmed to available ECM output.
• Fast Idle Switch programmed to available ECM input.
10.11 PTO Switch On Lamp (optional)
The PTO Switch On Lamp parameter is available to turn on when the PTO Configuration is programmed to Cab
Switches, Remote Switches, or Remote Throttle. This lamp indicates when the PTO On/Off Switch is in the on
position. This lamp will flash when the PTO Shut Down Time is within 90 seconds of shutting the engine down.
• PTO Lamp.
• PTO On/Off Switch.

• PTO Configuration programmed to Cab Switches, Remote Switches, Remote Throttle, or Remote Throttle
& J1939 Speed Command.
• PTO On/Off Switch programmed to available ECM input.
• PTO On Lamp parameter programmed to available ECM output.
10.12 Aftertreatment Disable Lamp
The Aftertreatment Disable Lamp parameter is an optional lamp output that is active anytime the Aftertreatment
Disable Switch is On (shorted). The lamp will illuminate On Solid, indicating the Caterpillar Regeneration System
is disabled.
• Aftertreatment Disable Lamp.
• Aftertreatment Disable Switch.
• Aftertreatment Disable Lamp programmed to available ECM output.
• Aftertreatment Disable Switch programmed to available ECM input.
10.13 Malfunction Indicator Lamp (MIL Lamp) (Euro IV only)
An OEM installed Malfunction Indicator Lamp (hard wired or J1939 driven) is used to indicate an emissions or
aftertreatment control system malfunction (diagnostic condition) to the driver. The MIL Lamp is only illuminated
for diagnostic codes that affect emissions. The Amber Warning Lamp may also be illuminated.
• Malfunction Indicator Lamp or J1939 Device
• Malfunction Indicator Lamp programmed to J1: pin option
10.14 Electrical Specifications
Electrical characteristics of the ECM Lamp outputs are as follows:
1. Low Side Drivers – Maximum Current: 0.30 Amperes
2. High Side Drivers – Maximum Current: 2 Amperes
Low Side Drivers – the ECM provides a path to ground to activate the load. Caterpillar does not request dedicated
circuit protection for this circuit. The engine control has not implemented diagnostic codes for these circuits.
High Side Drivers – the ECM provides a path to battery + to activate the load. Caterpillar does not request dedicated
circuit protection for this circuit. The engine control has not implemented diagnostic codes for these circuits.
*ECM Terminal Usage is Dependent on Programming.
ECM Driven Lamp ECM Terminal Description Alternatives

Amber Warning Lamp J1/P1: 28 None
Red Stop Lamp J1/P1:29 High Side Drivers
High Exhaust System Temperature Lamp None (2 Amp output)
Diesel Particulate Filter Lamp None J1/P1: 10, 11, 12, 13, 19, 20
High Coolant Temperature Lamp None Low Side Drivers
Low Coolant Temperature Lamp None (GND)
Fast Idle Lamp None J1/P1: 29, 30, 31
PTO Switch On Lamp None
Aftertreatment Disable Lamp None
*Programming the lamp outputs can be accomplished through the VEPS program or the Cat Service Tool.
The following wiring diagram example shows lamp outputs being connected as High Side drivers.
NOTE: These drivers are programmable to any of the customer configurable parameters listed above.
+ 12V -
ECM
G839-BR 20 OUTPUT # 7
G836-WH 13 OUTPUT # 4
E991-GY 12 OUTPUT # 3
G837-YL 11 OUTPUT # 5
E718-PK 10 OUTPUT # 2
P1 J1
*CUSTOMER PARAMETER PROGRAMMING DEPENDENT
Figure 40 – High Side Driver Lamp Output Wiring Diagram (2 Amp Max Output)
The following wiring diagram example shows lamp outputs being connected as low side drivers.
Figure 41 – Low Side Driver Lamp Output Wiring Diagram (GND)

10.15 Lamp Test
On power up (key ON, engine OFF), the Amber Warning Lamp will come ON for five seconds and turn off indicating
the lamp circuit is functional.
On power up (key ON, engine OFF), the Red Stop Lamp (if equipped), Diesel Particulate Filter Lamp, Exhaust
System High Temperature Lamp, and Aftertreatment Disable Lamp (if equipped) will be illuminated for two seconds
and turn off indicating the lamp circuit is functional.
10.16 J1939 Data Link Driven Lamps
The ECM will broadcast the SAE J1939 DM1 message ($FECA [65,226]) for engine diagnostic codes and will
include the information necessary to illuminate an OEM provided Check Engine, and the Engine Stop lamps.
10.16.1 Amber Warning Lamp
With the ECM Engine Monitoring System programmed to Derate or Shutdown, the ECM will broadcast the
message on J1939 to illuminate an Amber Warning Lamp during those conditions that illuminate the hardwired
Amber Warning Lamp (during Active Diagnostic Codes).
10.16.2 Red Stop Lamp
With the ECM Engine Monitoring System programmed to Derate or Shutdown, the ECM will broadcast the
message on J1939 to illuminate the RED STOP Lamp during those conditions that cause the hardwired
“Red Stop Lamp” (Red) to flash.
10.17 J1939 Data Link Driven Aftertreatment Lamps
10.17.1 High Exhaust System Temperature Lamp
The High Exhaust System Temperature Lamp can be programmed to J1939. The High Exhaust System
Temperature Lamp is broadcast over PGN $FD7C (64,892) Byte 7, bits 5-3.
10.17.2 Diesel Particulate Filter Lamp
The Diesel Particulate Filter Lamp can be programmed to J1939. The Aftertreatment Regeneration Lamp
is broadcast over PGN $$FD7C (64,892) Byte 1, bits 3-1.
11.0 Coolant Level Sensor

The Engine Coolant Level Sensor is optional for all MY07 Caterpillar engines.
One of three coolant level sensor types may be used to monitor coolant levels. One option is “4 Pin”. This type
of sensor is available from Cooper-Standard (formerly Robert Shaw). Another option is “2-Wire Float”. This is a
resistor ladder type sensor. The third option is a “2 Pin Switch”. This sensor is an on/off type sensor, providing
closed contacts when coolant is present.
11.1 Coolant Level Sensor Environmental Compatibility
The OEM should determine worst case fluid, mechanical, electrical, and electromagnetic field environments for
the coolant level sensor and verify the selected coolant level sensor will function properly and reliably under those
worst case conditions. Specifically, the OEM must verify that the sensor is compatible with “Extended Life Coolants”.
11.2 4-Pin Coolant Level Sensor Mounting Guidelines
To insure proper operation of the coolant level sensor, the following mounting guidelines should be followed:
A. For the liquid present signal, the sensor must be mounted in a position completely immersing the sensing tube
and mounting thread.
B. For the liquid absent signal, the sensor must be mounted in a position with no fluid contacting the entire
sensing tube and mounting thread.
C. The output signal is indeterminate when only a portion of the sensing tube is immersed in fluid.
D. The sensor should be mounted low enough in the tank to operate correctly under all slosh, tilt, and
roll conditions.
E. Preferred sensor mounting is horizontal.
Cooper Standard Sensor
Coolant
Top Tank
Figure 42 – Coolant Level Sensor Installation

11.3 4-Pin Coolant Level Sensor Electrical Specifications
ECM
+5V C G879-OR 2 +5V

COOLANT LEVEL NORMAL D C983-WH 49 COOLANT LEVEL NORMAL
COOLANT LEVEL LOW A C984-YL 54 COOLANT LEVEL LOW
AP SENSOR/SWITCH SENSOR COMMON B H795-PK 5 AP SENSOR/SWITCH SENSOR COMMON
P1 J1
Figure 43 – 4 Pin Cooper-Standard Coolant Level Sensor Wiring Diagram
Sensor Terminal Assignments
Sensor Terminal Assignment ECM Terminal Assignment Terminal Description

Terminal A Terminal 54 Coolant Level Low
Terminal B Terminal 5 AP Sensor/Switch Sensor Common
Terminal C Terminal 2 +5V
Terminal D Terminal 49 Coolant Level Normal
Figure 44 – 4 Pin Cooper-Standard Coolant Level Sensor

11.3.1 4-Pin Coolant Level Sensor Power Supply
The sensor must operate off the ECM regulated power supply of 5.0 ±0.25 Vdc. Total current draw by the sensor
at the +5V terminal must not exceed 20 mA under any conditions.
11.3.2 4-Pin Coolant Level Sensor Outputs
All voltages are DC and referenced to AP Sensor/Switch Sensor Common at the ECM Connector J1/P1)
I. Coolant Level Low (J1/P1: 54)
A. Fluid Present
Output voltage = 0.5V MAXIMUM when sinking 10 mA or less.
B. Fluid Absent
Output voltage = 4.1V MINIMUM when sourcing 1 mA or less. (The outputs must be able to tolerate a 20 k⍀
or greater resistance pulled up to 13V).
II. Coolant Level Normal (J1/P1: 49)
A. Fluid Present
Output voltage = 4.1V MINIMUM when sourcing 1 mA or less. (The outputs must be able to tolerate a 20 k⍀
or greater resistance pulled up to 13V).
B. Fluid Absent
Output voltage = 0.5V MAXIMUM when sinking 10 mA or less.
11.3.3 4-Pin Coolant Level Sensor Response Time
Sensor outputs must change states in less than 2 seconds when subjected to an immersion/removal transition.
Cool Level Low must change states within ±1.0 millisecond of a Cool Level Normal state change.
11.3.4 4-Pin Coolant Level Sensor Diagnostic

If a low coolant level condition is detected during the first six hours of engine operation, the Amber Warning Lamp
will illuminate and an OEM clearable fault (111-14) will be active. This delay in logging of low coolant level events
will allow OEMs to purge air trapped in the engine’s cooling system during the assembly process. After the engine
has logged 6 hours of engine running time, the diagnostic faults and events for Low (111-17) and Very Low
Coolant Levels (111-01) will be logged into the ECM’s nonvolatile memory. Service technicians are required to
contact Caterpillar for permissions to clear Low (111-17) and Very Low (111-01) Coolant Level events from the
ECM’s memory.
Engine Not Running:
Coolant level faults, 111-17 for Low & 111-01 for Very Low will cause the Amber Warning Lamp to illuminate.
Active faults will be broadcast over the J1587 and the J1939 data links. The J1939 message will indicate that
the coolant level is at 50% for Low and 0% for Very Low.
Engine Running:
Coolant level faults Low (111-17) and Very Low (111-01) will cause the Amber Warning Lamp to illuminate.
Active faults will be broadcast over the J1587 and the J1939 data links. The J1939 message will indicate that
the coolant level is at 50% for Low and 0% for Very Low. These events will be logged while the engine is running.
Service technicians are required to contact Caterpillar for permissions to clear Low (111-17) and Very Low (111-01)
Coolant Level events from the ECM’s memory.
If the ECM Coolant Level Circuit indicates the sensor outputs are at the same voltage for at least two seconds,
a diagnostic code (111-02) is triggered.
1. Coolant Level Sensor meeting this specification.
2. Engine Monitoring Red Stop Lamp.
1. Coolant Level Sensor Customer Parameter programmed to 4-Pin.
11.5 2-Wire Float Sensor
The 2-Wire Float Sensor option allows the OEM to install a resistor ladder sensor to indicate coolant level.
This sensor is powered with a 5 volt supply internal to the ECM. The expected voltage for a Normal coolant
level is between 0.75 and 1.75 volts. The expected voltage for a Low coolant level is between 2.0 and 3.0 volts.
The expected voltage for a Very Low level is between 3.25 and 4.25 volts. Hysteresis voltage ranges are included
to allow for some slosh in the tank. Voltage levels changing from a defined range into a hysteresis zone will be
considered to be in the previous range until the voltage level changes to outside of the hysteresis zone.
A/D Input
(Max 5V)
V V
5.00 v
Open Sensor
4.50 v
V
4.25 v Hysteresis Zone
Critical Level
Very Low Level
3.25 v
V
Hysteresis Zone
3.00 v
V
Low Level Low Level
2.00 v
V
V
Normal Level
Normal Level
0.75 v
V
Short to Ground
Figure 45 – 2-Wire Float Sensor Voltage Requirements

The 2-Wire Float Sensor is connected to J1/P1:26 and J1/P1:5. Pin J1/P1:26 provides 5 volts excitation through
a 499 Ohm pull up resistor. Resistor ladder values must be selected to produce the voltage levels for Normal,
Low and Very Low coolant levels. Caterpillar does not recommend any specific supplier or circuit. The following
diagram is for reference only.
Coolant Level Normal = R1 + R2 + R3

Coolant Level Low = R2 + R3
5 Volts
Coolant Level Very Low = R3
R1 499 Ohms
E452-WH 26
R2
R3
H795-PK 5 Sensor Common
P1 J1 ECM
2-Wire Float Coolant Level Sensor

Typical Circuitry
OEM Supplied
Figure 46 – 2-Wire Float Sensor Wiring Diagram

11.5.1 2-Wire Float Sensor Diagnostics
If a low coolant level condition is detected during the first six hours of engine operation, an OEM clearable fault
(111-14) will be recorded. This delay in logging of low coolant level events will allow OEMs to purge air trapped in
the engine’s cooling system during the assembly process. After the engine has logged 6 hours of engine running
time, the diagnostic faults and events for Low (111-17) and Very Low Coolant Levels (111-01) will be logged into
the ECM’s nonvolatile memory. Service technicians are required to contact Caterpillar for permissions to clear
Low (111-17) and Very Low (111-01) Coolant Level events from the ECM’s memory.
Engine Not running:

If the 2-Wire Float Sensor voltage is in the Normal range or either of the hysteresis zones bordering Normal
Coolant Level range, the coolant level State will be Normal. A coolant level fault (111-17 for Low, 111-01 for
Very Low, 111-03 for Open & 111-04 for Shorted) will occur if the voltage is not between 0.5 and 2.0 volts for at
least 10 seconds. The Amber Warning Lamp will illuminate and an active fault will be broadcast over the J1587 and
the J1939 data links if there is a fault condition present. The J1939 message will indicate that the coolant level is at
50% for Low and 0% for Very Low.
Engine has been running for more than 4 seconds but less than 30 seconds:
(Allows for initialization of the Coolant level)
1) If the Coolant Level Sensor voltage is in the Normal range or either of the hysteresis zones bordering Normal
Coolant Level range, the coolant level State will be Normal.
2) If the Coolant Level Sensor voltage is in the Low range or in the hysteresis zone between Low and Very Low,
the Coolant Level State will be Low (111-17).
3) If the Coolant Level Sensor voltage is in Very Low range or the Hysteresis Zone between Very Low and Sensor
Open, the Coolant Level Sate will be Very Low (111-01).
4) A fault condition will cause the Amber Warning Lamp to illuminate and an active fault will be broadcast over the
J1587 and the J1939 data links. The J1939 message will indicate that the coolant level is at 50% for Low and
0% for Very Low. For Low and Very Low coolant levels, an Event will be logged in the ECM. The logged Event will
stay in the ECM nonvolatile memory and will be erased after 100 hours of engine operation if there are no other
occurrences. Fault Codes will also be logged in nonvolatile memory. Refer to the Trouble Shooting Guide to clear
logged Faults and Events.
Engine has been running for 30 seconds:
(Allows for coolant levels to stabilize)
1) If the Coolant Level state was Normal and the voltage level is in the Normal Coolant Level range or either of the
hysteresis zones bordering Normal Coolant Level range, the coolant level will be considered Normal.
2) If the Coolant Level State was Low and the voltage is in the Low Coolant Level range or either of the hysteresis
zones around the Low range, the Coolant Level will be considered Low (111-17).
3) If the Coolant Level State was Very Low and the voltage is in the Very Low Coolant Level range or either of the
hysteresis zones around the Very Low Coolant range the Coolant Level State will be Very Low (111-01).
4) A fault condition will cause the Amber Warning Lamp to illuminate and an active fault will be broadcast over the
J1587 and the J1939 data links. The J1939 message will indicate that the coolant level is at 50% for Low and
0% for Very Low. For Low and Very Low coolant levels, an Event will be logged in the ECM. The logged Event will
stay in the ECM nonvolatile memory and will be erased after 100 hours of engine operation if there are no other
occurrences. Fault Codes will also be logged in nonvolatile memory. Refer to the Trouble Shooting Guide to clear
logged Faults and Events.
1. Coolant Level Sensor meeting this specification.
2. Engine Monitoring Red Stop Lamp installed.
1. Coolant Level Sensor Customer Parameter programmed to 2-Wire Float Sensor.
11.6 2-Pin Switch Coolant Level Sensor

The 2-Pin Switch sensor provides closed contacts when coolant is present and open contacts when coolant is Low.
The sensor is connected between J1/P1:49 and J1/P1:3
1) Coolant Level Sensor meeting this specification.
2) Engine Monitoring Red Stop Lamp installed.
1) Coolant Level Sensor Customer Parameter programmed to 2-Pin Switch.
2-Pin Switch Coolant Level Sensor ECM

(Shown in Normal Position)
C983-WH 49 2-Pin Coolant Level
H795-PK 5 Sensor Common
P1 J1
Figure 47 – 2-Pin Coolant Level Sensor Shown in Normal Position
12.0 Idle Shutdown

12.1 Overview
To conserve fuel, reduce emissions, and meet State and Federal Anti-Idling Laws, the engine control system can
be programmed to shut down the engine while idling. When conditions are correct, the engine will shut down, after
the engine has run at idle for the programmed period of time. This feature does not shut off vehicle electrical power.
An Engine Shutdown Output is available to shut down vehicle power when the Idle Shutdown Timer expires.
Conditions and operation of the Idle Shutdown feature vary based on the OEM Engine Order, Customer operational
area, vehicle Registration, and additional customer configurable parameters.
Vehicles registered in the state of California must meet state mandated anti idling regulations.
California Anti Idle regulation can be found in the California Code of Regulations, Title 13, 1956.8.
1. CARB (California Air Resource Board) – Vehicles equipped with MY ’08 engines, registered in the state
of California, that meet the California Code of Regulation, Title 13, 1956.8, section (A) (6) (A).
2. CARB Exempt – Vehicles equipped with MY ’08 engines, registered in the state of California, that are exempt
from the California Code of Regulation, Title 13, 1956.8, section (A) (6) (B).
3. EPA – Environmental Protection Agency – Vehicles not registered in California or any state that has not adopted
Title 13, 1956.8 of the California Code of Regulations.
4. CARB Clean Idle – Vehicles equipped with MY ’08 engines registered in the state of California that meet the
low Nox idle requirements set forth in the California Code of Regulation, Title 13, 1956.8, section (A) (6) (A).
Caterpillar is not responsible for vehicles traveling in California or any state that has adopted Title 13,
1956.8 of the California Code of Regulation, that is not properly programmed to shutdown the engine.
12.2 Engine Emission Certification Configuration

The Engine Emission Certification Configuration (EECC) is determined by the engine order placed by the
OEM to Caterpillar. The EECC determines what Idle Shutdown strategy can be used.
The Engine Emission Certification Configuration is made up of four settings:
1. CARB
2. CARB Exempt
3. EPA
4. CARB Clean Idle
*For further information on CARB Clean Idle refer to Chapter 14: Idle Functions
The Engine Emission Certification Configuration is set at the Caterpillar factory. This setting cannot be changed
without factory passwords.
Engine Emission Certification Configuration is not supported by VEPS.
12.3 Engine Idle Shutdown System
The Engine Idle Shutdown System (EISS) determines Idle Shutdown operation.
Options include:
1. None – Idle Shutdown is disabled.
2. CARB – Meets CARB Anti Idling requirements
3. Caterpillar – Caterpillar Idle Shutdown System
Engine Idle Shutdown System programming is dependent on the EECC programmed value.
Engine Idle Shutdown System can be programmed using VEPS. *VEPS information is located in Chapter 29:
Customer Specified Parameters.
*NOTE: The EECC programming is set from the Caterpillar factory based on the OEM engine order. EISS available
options are dependent upon correct programming of the EECC parameter. Failure to properly program the EISS will
result in VEPS failures.
12.3.1 Idle Shutdown Programming Table
The table below outlines the available programming for the Idle Shutdown System.
Engine Emission Certification

EPA CARB CARB Exempt CARB Clean Idle
Engine Idle Shutdown System
None CARB (default) None None
CARB CARB CARB
Caterpillar (default) Caterpillar (default) Caterpillar (default)
12.3.2 Engine Idle Shutdown System Operation: CARB
CARB Engine Idle Shutdown operation is determined by the California Code of Regulation, Title 13, 1956.8, section (A) (6) (A).
12.3.3 CARB Programming
Factory Parameter Programming Required
1. Engine Emission Certification Configuration programmed to CARB.
Customer Parameter Programming Required
1. Engine Idle Shutdown System programmed to CARB (default)
Customer Parameter Programming Optional
1. Idle Shutdown Timer programmed between 1 and 5 minutes.
2. Allow Idle Shutdown Override set to Yes (default), No, Outside Temperature Based, J1939 Body Controller,
J1939 Cab Controller, J1939 Instrument Cluster, J1939 Cab Display, Engine Air Inlet Temperature Senor.
3. Minimum Idle Shutdown Outside Temperature set between –40° C (–40° F) and 49° C (120° F).
4. Maximum Idle Shutdown Outside Temperature set between –40° C (–40° F) and 49° C (120° F).
Required OEM provided and installed components
1. Service Brake Pedal Position Switch #1
2. Accelerator Pedal Sensor
Optional OEM provided and installed components
1. Parking Brake Switch (programming dependent)
2. Transmission Neutral Switch (programming dependent)
3. Service Brake Pedal Position Switch #2 (programming dependent)
4. Ambient Air Temperature Sensor (programming dependent)
5. J1939 Device that supports PGN $FEF5 (programming dependent)
12.3.4 CARB Operation
The CARB Engine Idle Shutdown operation looks at several variables to determine when the Idle Shutdown Timer
is enabled, and to determine how long the vehicle can idle under certain conditions.
Idle times can vary based on customer parameter programming in the ECM.
12.3.4.1 CARB Enablement Conditions

The Idle Shutdown Timer will be enabled under the following conditions.
1. Vehicle Speed equals 0 mph.
2. Engine Coolant Temperature is equal to or greater than 15° C (60° F)
3. PTO On/Off Switch in the Off Position. (programming dependent)
4. *Neutral Switch in On Position (in neutral) (programming dependent)
5. *Parking Brake Switch (programming dependent)
*NOTE: CARB Low Idle Shutdown times vary based on position of the parking brake (if programmed). When the
parking brake is in the on position (in park) the engine will idle for a maximum of 5 minutes (Idle Shutdown Timer
programming dependent). Parking Brake in the off position will allow the engine to idle for 15 minutes regardless
of Idle Shutdown Timer programming).
CARB Low Idle Shutdown operation is dependent on the parking brake when both the parking brake and
transmission neutral switch are both programmed. The Idle Shutdown Timer will still be enabled if the vehicle is in
Gear (neutral switch off), and the parking brake is engaged (in park). Idle Shutdown Timer is disabled if the vehicle
is in gear (neutral off) and parking brake is disengaged (not in park).
12.3.4.2 Idle Shutdown Timer
The Idle Shutdown Timer default is 5 minutes when set to CARB. The Idle Shutdown Timer is programmable
between 1 and 5 minutes.
12.3.4.3 Extended Idle Shutdown Times
The CARB Engine Idle Shutdown times can vary based on ECM customer parameter programming and current
operating conditions.
The following table outlines the customer programmable parameters, and engine operating conditions that may
effect the length in time the engine will run before the engine is shut down.
Parameter/Condition Programmed Value Switch State/Mode Idle Shutdown Time

Parking Brake None N/A *5 minutes
J1/P1: 22, 23, 35, 40, 45, On (Parking Brake Set) *5 minutes
46, 47, 56, 58, 59, 60
J1939 Body Controller
J1939 Cab Controller Off (Parking Brake Not Set) 15 minutes
J1939 Instrument Cluster
J1939 Cab Display
J1939 ABS
Forced Stationary N/A Active 30 minutes
Regeneration
Service Tool Override Active 60 minutes
*NOTE: Idle Shutdown Time dependent on programmed value of Idle Shutdown Timer Customer Parameter.
12.3.4.4 Impending Shutdown: Driver Alert
Before the Idle Shutdown Timer expires the engine will activate the Amber Warning Lamp. The Amber Warning
Lamp will flash 30 seconds prior to engine shutdown.
12.3.4.5 Timer Reset

The CARB Engine Idle Shutdown Timer can be reset by toggling the clutch, brake switch, or accelerator pedal
during the Driver Alert Phase only.
The Shutdown Timer can only be reset to the time specified by Customer Parameter programming or current
engine operating conditions.
The ECM can be programmed to not allow the driver to reset the timer. Information is covered in section 12.5.2.
12.4 Engine Idle Shutdown System Operation: Caterpillar
The Caterpillar Idle Shutdown System operation is dependent on the programming of the EECC and
EISS parameters. See table in section 12.3.1.
Several customer programmable parameters are available for programming and determine when and how long
the Idle Shutdown Timer will operate before shutting down the engine.
12.4.1 Caterpillar Idle Shutdown Programming
Factory Parameter Programming Required
1. Engine Emission Certification Configuration programmed to EPA or CARB Exempt.
Customer Parameter Programming Required
1. Engine Idle Shutdown System programmed to Caterpillar (default).
2. Idle Shutdown Timer Programmed in the 1 – 1,440 minutes range.
Customer Parameter Programming Optional
1. Allow Idle Shutdown Reset set to Yes or No.
2. Cold Mode Idle Shutdown Timer Enable Status set to Disabled or Enabled.
3. Allow Idle Shutdown Override set to Yes, No, Outside Temperature Based, J1939 Body Controller, J1939 Cab
Controller, J1939 Instrument Cluster, J1939 Cab Display, Engine Air Inlet Temperature Sensor.
4. Idle Shutdown Maximum RPM Limit to a value between 600 and 2,120 rpm.
5. Minimum Idle Shutdown Outside Temperature set between –40° C (–40° F) and 49° C (120° F).
6. Maximum Idle Shutdown Outside Temperature set between –40° C (–40° F) and 49° C (120° F).
Required OEM provided and installed components
1. Service Brake Pedal Position Switch #1
2. Accelerator Pedal Sensor
Optional OEM provided and installed components
1. Parking Brake Switch (programming dependent)
2. Transmission Neutral Switch (programming dependent)
3. Service Brake Pedal Position Switch #2 (programming dependent)
4. Ambient Air Temperature Sensor (programming dependent)
5. J1939 Device that supports PGN $FEF5 (programming dependent)
12.4.2 Caterpillar Idle Shutdown Operation
The Caterpillar Idle Shutdown operation looks at several variables to determine when the Idle Shutdown Timer
is enabled, and to determine how long the vehicle can idle in under certain conditions.
Idle times, and Idle Shutdown operation can vary based on customer parameter programming in the ECM.
12.4.2.1 Caterpillar Enablement Conditions

The Idle Shutdown Timer will be enabled under the following conditions.
1. Vehicle Speed equals 0 mph.
2. Engine Coolant Temperature is equal to or greater than 38° C (100° F)
3. Engine Running greater than 15 minutes if Engine Coolant Temperature is less that 38° C (100° F).
4. PTO On/Off Switch in the Off Position. (programming dependent)
5. Neutral Switch in On Position (in neutral) if equipped. (programming dependent)
12.4.2.2 Idle Shutdown Timer
The Idle Shutdown Timer default is 0 minutes (off). The Idle Shutdown Timer must be programmed between
1 and 1,440 minutes for the Idle Shutdown Timer to function.
12.4.2.3 Engine Idle Shutdown Timer Reset
Determines if the operator can reset the Idle Shutdown Timer by depressing the Cab Accelerator Pedal.
When programmed to Enabled, the driver can depress the Cab Accelerator Pedal when the Idle Shutdown System
reaches the Driver Alert Phase. By depressing the Cab Accelerator Pedal the Idle Shutdown Timer is reset.
When programmed to *Disabled, the driver may depress the Cab Accelerator Pedal when the Idle Shutdown
System reaches the Driver Alert Phase. When depressed, the Idle Shutdown Timer will not reset. The Idle
Shutdown Timer will continue to count down and will shut down the engine.
*NOTE: The owner/operator needs a complete understanding of how this feature works. This type of operation
may not be suitable for particular types of applications.
12.4.2.4 Cold Mode Idle Shutdown Timer Enable
The Caterpillar Idle Shutdown Timer is disabled if Engine Coolant Temperature is less than 38° C (100° F) and
the engine has been running for less than 15 minutes.
After 15 minutes, the Idle Shutdown Timer will be enabled regardless of engine coolant temperature.
The default is set to Disabled.
When programmed to Enabled, the Idle Shutdown System will begin counting down immediately once the
engine reaches low idle, regardless of Engine Coolant Temperature or how long the engine has been running.
12.4.2.5 Idle Shutdown Timer Maximum RPM
This parameter can be used to reset the Idle Shutdown Timer if engine speed exceeds the programmed value.
This parameter can be programmed between 600 and 2,120 rpm.
When set to 2,120 rpm, this feature is disabled.
Idle Shutdown
Timer Reset
Engine
RPM Programmed
Idle Shutdown Timer
Maximum RPM
Idle Shutdown
Timer Counting
Figure 48 – Idle Shutdown Timer Maximum RPM Graph

12.5 Allow Idle Shutdown Override
Allow Idle Shutdown Override is available for both the CARB and Caterpillar Idle Shutdown Systems.
CARB – The Idle Shutdown Timer cannot be overridden, only reset. Once reset, the timer will begin counting down.
Reset may only occur during Driver Alert.
Caterpillar – The Idle Shutdown Timer can be overridden and will remain overridden until conditions are met
to enable the timer. Override may only occur during Driver Alert.
If the timer is overridden, the timer can be enabled based on vehicle operation.
Conditions to reset the timer include:
1. Vehicle speed present, then reset to 0 mph.
2. PTO Switch turned OFF. (programming dependent)
3. Outside Temperature Base sensor or J1939 received value changes within the Minimum and Maximum Outside
Temperature Based settings. (programming dependent)
4. Key cycle.
12.5.1 Allow Idle Shutdown Override: YES
CARB
Allows Idle Shutdown Timer reset only. Timer only reset during Driver Alert. Timer will continue to count down
once reset.
Switch transition of clutch or brake switch will reset the timer. Depressing the Cab Accelerator Pedal also resets
the timer.
Caterpillar
Allows Idle Shutdown Timer to be overridden. Timer can only be overridden during Driver Alert. Timer is disabled
until conditions are met to restart the timer.
Switch transition of clutch or brake switch will override the timer.
Depressing the Cab Accelerator Pedal resets the timer. The timer will begin counting once reset.
12.5.2 Allow Idle Shutdown Override: NO

CARB
Idle Shutdown Timer cannot be reset.
Caterpillar
Idle Shutdown Timer cannot be overridden with clutch or brake switch.
Idle Shutdown Timer can be reset by depressing the Cab Accelerator Pedal.
12.5.3 Allow Idle Shutdown Override: Temperature Based Shutdown
The ECM can be programmed to use Ambient Outside Air Temperature to influence the Idle Shutdown Operation.
The ECM can be configured to monitor either an OEM Installed Sensor, the Engine Air Inlet Temperature Sensor,
or receive Ambient Outside Air Temperature Information over the J1939 Data Link.
Temperature Based Shutdown is used on applications that monitor outside air temperature in order to allow an Idle
Shutdown Override when the outside air temperature is below a minimum or above a maximum programmed range.
When inside the minimum an maximum temperature ranges the Idle Shutdown Timer cannot be reset (CARB) or
overridden (Caterpillar).
12.5.3.1 Outside Temperature Based
An optional Caterpillar Ambient Air Temperature Sensor is available. The sensor should be mounted in a location
providing the most accurate measurement of ambient (outside) air temperature. Recommended locations are inside
the battery box or on the frame rail near the front bumper.
The two wire sensor is available from Caterpillar (part number 130-9811), and is identical to the factory installed
Coolant, Fuel, Intake Manifold Air Temperature, and Air Inlet Temperature Sensors.
The sensor is only used when the Allow Idle Shutdown Override parameter is programmed to Outside Temp Based.
Customer Parameter Programming Required:
1. Allow Idle Shutdown Override set to Outside Temperature Based
2. Minimum Idle Shutdown Outside Temperature set between –40° C (–40° F) and 120° F (49° C).
3. Maximum Idle Shutdown Outside Temperature set between –40° C (–40° F) and 120° F (49° C).
4. Idle Shutdown Time programmed in the 1 – 1,440 minutes range.
OEM provided and installed components:
1. Ambient Air Temperature Sensor and associated wiring.
Ambient Air Temperature Sensor Connections
ECM
AMBIENT AIR TEMPERATURE 1 F713-OR 17 AMBIENT AIR TEMPERATURE
INPUT SENSOR COMMON 2 L901-GY 18 INPUT SENSOR COMMON #1
P 1 J1
NOTE: INPUT SENSOR COMMON #2 (TERMINAL-3) MAY BE USED IN PLACE OF
INPUT SENSOR COMMON #1 (TERMINAL-18).
Figure 49 – 130-9811 Ambient Air Temperature Sensor Wiring Diagram
12.5.3.2 Engine Inlet Air Temperature Sensor

A standard Caterpillar Engine Inlet Air Temperature Sensor is available. The sensor is mounted on the engine,
and is a part of the standard sensor package for Caterpillar engines.
The sensor may be used when the Allow Idle Shutdown Override parameter is programmed to Engine Inlet
Air Temperature.
1. None.
1. Idle Shutdown Time programmed in the 1 – 1440 minutes range.
2. Allow Idle Shutdown Override programmed to Engine Inlet Air Temperature
3. Minimum Idle Shutdown Outside Temp programmed to a value between –40 and 49° C (–40 and 120° F).
4. Maximum Idle Shutdown Outside Temp programmed to a value between –40 and 49° C (–40 and 120° F).
ECM
Air Inlet Temperature Sensor 1 C829-GN 38 Air Inlet Temperature

Input Sensor Return 2 G833-PK 30 Engine Temperature Sensor Return
J2/P2
Note: Additional wiring or Sensor Installation is required for the Engine Inlet Air
Temperature Option.
Figure 50 – Engine Air Inlet Temperature Sensor

12.5.3.3 Outside Temperature Based Shutdown over J1939
The engine ECM is capable of receiving Ambient Air Temperature data over the J1939 Data link.
The Allow Idle Shutdown Override parameter can be set to J1939 Body Controller, J1939 Cab Controller,
J1939 Instrument Cluster, or J1939 Cab Display.
When programmed to one of the J1939 options the ECM will look for Ambient Air Temperature (SPN 171)
information over the J1939 Data link. Incorrect programming or loss of J1939 messages will result in a 171-9
or 171-19 Diagnostic Code being logged.
For J1939 information please see Chapter 28: J1939 Received Messages.
1. J1939 Device and associated wiring
1. Idle Shutdown Time programmed in the 1 – 1440 minutes range.
2. Allow Idle Shutdown Override programmed to J1939 Body Controller, J1939 Cab Controller, J1939 Instrument
Cluster, or J1939 Cab Display
3. Minimum Idle Shutdown Outside Temp programmed to a value between –40° and 49° C (–40° and 120° F).
4. Maximum Idle Shutdown Outside Temp programmed to a value between –40° and 49° C (–40° and 120° F).
12.5.3.4 Minimum Idle Shutdown Outside Temp
Determines the lower outside temperature limit for the Idle Shutdown Timer. Temperatures below this limit will not
cause the Idle Shutdown Timer to reset. This feature is available only if the Allow Idle Shutdown Override parameter
is programmed to Outside Temperature Based, Engine Air Inlet Temperature Sensor, J1939 Body Controller,
J1939 Cab Controller, J1939 Instrument Cluster, J1939 Cab Display, or J1587 Temperature Based.
12.5.3.5 Maximum Idle Shutdown Outside Temp

Determines the upper outside temperature limit if the Allow Idle Shutdown Override parameter is programmed to
Outside Temperature Based, Engine Air Inlet Temperature Sensor, J1939 Body Controller, J1939 Cab Controller,
J1939 Instrument Cluster, J1939 Cab Display, or J1587 Temperature Based.
Figure 51 – Temperature Based Idle Shutdown Operation

Idle Shutdown Override is allowed only during the driver alert sequence with the outside temperature below the
Minimum Idle Shutdown Outside Temperature or above the Maximum Idle Shutdown Outside Temperature.
12.6 Idle Shutdown Ignore Neutral Switch
The Idle Shutdown Ignore Neutral Switch parameter allows the operator/owner to decide if the Idle Shutdown
system will look at the state of the transmission neutral switch.
Programmable options are Not Ignore (default) and Ignore.
When set to Not Ignore, the engine will monitor the state of the transmission neutral switch (if programmed) and
determine when to enable/disable the Idle Shutdown Timer.
When set to Ignore, the engine will ignore the state of the transmission neutral switch (if programmed). Regardless
of transmission state, in neutral/in gear, the Idle Shutdown Timer will still be enabled.
This feature is available for both CARB and Caterpillar Engine Shutdown Systems.
The Idle Shutdown Ignore Neutral Switch is lockable using the Caterpillar Service Tool or VEPS.
12.7 Impending Shutdown: Driver Alert
The Caterpillar Idle Shutdown System will flash the Amber Warning Lamp before the pending engine shutdown.
Amber Warning Lamp operation is dependent on the Idle Shutdown Timer programmed value.
When programmed to 1 minute, the *Amber Warning Lamp will flash 30 seconds prior to engine shutdown
When program between 2 minutes and 1,440 minutes, the *Amber Warning Lamp will flash 90 seconds prior
to engine shutdown.
If the Idle Shutdown Timer is reset or overridden, the *Amber Warning Lamp will not be illuminated.
*NOTE: On GM Trucks the Amber Warning Lamp will not be illuminated or flash during the Driver Alert sequence.
12.8 Engine Idle Shutdown System: None
Idle Shutdown System is Disabled.
12.9 Idle Shutdown Programming Table
The table below outlines all parameter associated with correctly programming the Idle Shutdown Feature.
This table is a quick reference on available parameters and optional settings.
VEPS information is covered in Chapter 29: Customer Specified Parameters.
Parameter Setting
Engine Emissions EPA, CARB Exempt, or CARB Clean Idle CARB
Certification
Configuration
Engine Idle Cat None CARB CARB
Shutdown System
Idle Shutdown Timer 0 (default) 5 minutes (default) 5 minutes (default)
Range 1 – 1,440 minutes Range 1 – 5 minutes Range 1 – 5 minutes
Cold Mode idle Disable (default) Unavailable Unavailable
Shutdown Time Enable
Enable Status
Allow Idle Yes, No, Outside Temperature Based, J1939 Body Controller,
Shutdown Override J1939 Cab Controller, J1939 Instrument Cluster,
J1939 Cab Display,
Engine Air Inlet Temperature
Allow Idle Yes (default) Unavailable Unavailable
Shutdown Timer Reset No
Idle Shutdown Timer 2,120 rpm (default) Unavailable Unavailable
Maximum RPM Range: 600 – 2,120 rpm
Minimum Idle –40 and 49°C (–40 and 120°F)
Outside Temperature
Maximum Idle –40 and 49°C (–40 and 120°F)
Outside Temperature
Idle Shutdown Ignore Not Ignore (default)
Neutral Switch Ignore
13.0 OEM Installed Switch Inputs

The ECM has eighteen switch inputs. Three are switched to positive battery, and fifteen are switched to the ECM
sensor common.
13.1 Switch to Sensor Common Electrical Specifications
Applied voltage to switches by the ECM will normally not exceed 11.5 Volts DC. Contact plating should not corrode
or oxidize. Gold plated or silver alloy contacts are recommended. Normal current draw through the switches by the
controller will not exceed 6.5 mA.
Contact chatter and momentary opening or closing should not exceed 100 milliseconds in duration. The switches
should not open or close due to vibration or shock normally found in the application.
ECM internal pull-ups force the respective input to 11.5 Volts DC when a switch contact is opened or the harness
has an open circuit. Closure of an OEM installed switch must short circuit the input to a dedicated Sensor Common
connection of the ECM (J1/P1 terminal-3, terminal-5 or terminal-18).
13.1.1 Voltage Thresholds Measured at ECM:
Voltage-In-Low < 0.9 Volts DC – With any switch contacts closed, ground potential differences, switch voltage
drops, and wiring harness voltage drops must be such that a switch closure results in less than 0.9 Volts DC
between the respective control inputs and Sensor Common terminal.
Voltage-In-High > 4.0 Volts DC – With the switch contacts open, ground potential differences, switch voltage drops,
and wiring harness voltage drops must be such that a switch opening results in greater than 4.0 Volts DC between
the control input and Sensor Common terminal.
13.2 Sensor Common Connections
Three Sensor Common terminals are available to ground inputs connected to the ECM. If additional Sensor
Common connections are required, please contact Caterpillar.
OEM installed components used as inputs to the ECM must not be connected to the vehicle or cab ground,
and must not be case grounded. OEM installed switches must be grounded to an ECM Sensor Common via a
dedicated return line to the ECM.

AP Sensor/Switch Sensor Common Terminal 5
Input Sensor Common #1 Terminal 18
Input Sensor Common #2 Terminal 3
13.3 Preset Switch to Sensor Common Inputs

Five switch to Sensor Common inputs are preset from the factory to function as described in the table below.
Some OEMs may not use these factory defaults settings. Additional switch inputs are available and the parameters
listed below could be programmed to different ECM terminal locations. The ECM will not allow two parameters to
function on one ECM terminal.
NOTE: The OEM determines final terminal assignment.
Terminal Description ECM Terminal Assignment Optional Terminal Assignment

(default)
Cruise Control On/Off Terminal 59 6, 7, 22, 23, 35, 40, 44,
Cruise Control Set Terminal 35 45, 46, 56, 58, 59, 60,
Cruise Control Resume Terminal 44 J1939 Body Controller,
J1939 Cab Controller,
Clutch Pedal Position Switch Terminal 22
Retarder Low/High Switch Terminal 23 J1939 Cab Display
Retarder Med/High Switch Terminal 40
Service Brake Pedal Position Switch #1 Terminal 45 6, 7, 22, 23, 35, 40, 44,
45, 46, 56, 58, 59, 60,
J1939 Body Controller,
J1939 Cab Display
J1939 ABS
13.4 Cruise Control

Cruise control operation requires the following OEM installed switches: Cruise ON/OFF, Cruise Set/Resume, Service
Brake Pedal Position Switch #1, and Clutch Pedal Position Switch (manual transmissions only). The Service Brake
Pedal Position Switch #2 and Neutral Switch are optional switches (connected to +Battery) that may be required by
the transmission.
NOTE: The terminal assignments listed in the wiring diagram below are typical settings. It is possible to program
the ECM to use different ECM terminal locations. If different terminals are used, the switch position, and the wiring
connections remain the same. Circuit Id’s could change when different terminal assignments are used.
NOTE: Engine Retarder and Engine Retarder Switch operation and wiring diagrams are covered in Chapter 17.
SET/RESUME
(SET OFF POSITION)
(RESUME OFF POSITION)
ECM
CRUISE CONTROL ON/OFF C978-BR 35 SET
(CRUISE OFF POSITION) C979-OR 44 RESUME
C975-WH 59 CRUISE CONTROL ON/OFF SWITCH
SERVICE BRAKE PEDAL POSITION C992-PU 45 SERVICE BRAKE PEDAL POSITION SWITCH
C977-BU 22 CLUTCH PEDAL POSITION SWITCH
H795-PK 5 AP SENSOR/SWITCH SENSOR COMMON
(PEDAL RELEASED POSITION)
P1 J1
CLUTCH PEDAL POSITION
Figure 52 – Preset Switches Wiring Diagram

Vehicle speed control is a standard feature available from the control system. It allows setting cruise control vehicle
speed via OEM installed On/Off and Set/Resume switches. Cruise Control vehicle speed is maintained at the
set speed until the OEM installed Service Brake Pedal Position, Clutch Pedal Position or Cruise Control Pause
(J1939 input only) switches are actuated or Cruise Control ON/OFF is switched off.

1. Cruise Control On/Off Switch.
2. Vehicle Speed Source.
3. Clutch Pedal Position Switch (for Manual and Eaton Top 2 Transmission Styles).
4. Service Brake Pedal Position Switch #1.
5. Cruise Set/Resume Switches.
6. Transmission Neutral Switch (transmission dependent).
7. Service Brake Pedal Position Switch #2 (transmission dependent).
1. Vehicle Speed Calibration.
2. Vehicle Speed Input programmed to J1/P1: 32/33 (or J1939 ABS or J1939 Trans).
3. Low Cruise Control Speed Set Limit.
4. High Cruise Control Speed Set Limit.
5. Transmission Style.
6. Cruise Control On/Off Switch programmed to J1/P1:59 or other available ECM input, or J1939 Cab Controller,
J1939 Body Controller, or J1939 Instrument Cluster.
7. Cruise Control Set programmed to J1/P1: 35 or other available ECM input, or J1939 Cab Controller,
8. Cruise Control Resume Switch programmed to J1/P1: 44 or other available ECM input, or J1939 Cab Controller,
9. Service Brake Pedal #1 programmed to J1/P1: 45 or other available ECM input, or J1939 Cab Controller,
10. Clutch Pedal Position Switch programmed to J1/P1: 22 or other available ECM input, or J1939 Cab Controller,
11. Transmission Neutral Switch programmed to J1/P1: 62 (or J1939) (transmission dependent).
12. Service Brake Pedal #2 programmed to J1/P1: 64 (transmission dependent).
13.5 Cruise Control On/Off Switch
The On/Off input enables the cruise control or extended idle function. When the On/Off switch input is toggled to the
ON position, circuit closed, the cruise control or extended idle function is enabled.
13.6 Set/Resume Switch
The Set/Resume switch is a three position switch biased to the Off position. Programmable Customer programming
is available to determine the Accelerate (Accel) or Decelerate (Decel) function of the Set and the Resume switch
inputs. The factory default is Set/Accel and Resume/Decel.
If the Set/Resume switch is toggled to the Set position the control will enter the current vehicle or engine speed into
memory for use in control of vehicle speed in the cruise control mode or engine speed in the idle mode. While in
cruise control, momentary toggling the Set/Resume switch to the Accel position will increase or “bump” vehicle
speed by 1 mph. While in “Extended Idle” mode, momentary toggling the Set/Resume switch, to the Accel position,
will increase or “bump” the engine RPM by the “Idle/PTO Idle Bump RPM” programmed value. Holding the Set/
Resume switch in the Accel position for more than one second will cause the vehicle speed to ramp up while in
cruise control mode. Holding the Set/Resume switch in the Accel position for more than one second will cause the
engine RPM to ramp up at the “Idle/PTO RPM Ramp Rate” programmed value. Note that the High Cruise Control
Speed Set Limit and Idle RPM Limit will not be exceeded using the switches as outlined above.
While in cruise control, momentarily toggling the Set/Resume switch to the Decel position will decrease vehicle
speed by 1 mph. While in “Extended Idle” mode, momentary toggling the Set/Resume switch to the Decel position
will decrease or “bump” the engine RPM by the “Idle/PTO Idle Bump RPM” programmed value. Holding the Set/
Resume switch in the Decel position for more than one second will cause the vehicle speed to ramp down while in
cruise control mode. Holding the Set/Resume switch in the Decel position for more than one second will cause the
engine RPM to ramp Down at the “Idle/PTO RPM Ramp Rate” programmed value.
If the Cruise Control On/Off Switch is in the ON position, but cruise control is not active (i.e., the brake or clutch has
been depressed to disengage a Cruise Control set speed), toggling the Set/Resume switch to the Resume position
the control will return the vehicle speed to the previous set point. If the Cruise Control On/Off Switch is in the ON
position, but Extended Idle is not active (i.e., the brake or clutch has been depressed to disengage an engine set
RPM), toggling the Set/Resume switch to the Resume position will return the Engine RPM to the previous set point.
The Cruise Control set speed must be set following power up of the control. Turning the Ignition Key Switch OFF
(connector P1, Terminal 70) loses the previously set Cruise Control speed, whereas turning the Cruise Control On/
Off switch OFF does not lose a previously set speed. If the operator has not set the Cruise Control Set speed since
the engine control power up, and he attempts to Resume to a speed that has not been previously set (cruise control
switch in the ON position), the engine control will use the vehicle speed at the time the Resume switch is pressed
as the Cruise Control Set speed.
If the High Cruise Control Speed Set Limit is programmed to a value greater than the Vehicle Speed Limit, the
Cruise Switches can be used to exceed the programmed Vehicle Speed Limit. If the set speed is then terminated
using the brake or clutch, the vehicle can be returned to the set speed by toggling the Resume switch.
NOTE: The Cruise Set and Cruise Resume switches must both be hardwired to the ECM or broadcast
over the J1939 data link via a J1939 device. Failure to properly program the cruise set and cruise resume
switches could limit the engine to low idle.
13.6.1 J1939 Cruise Control
Cruise Control Set and Resume switches can be programmed to receive information over the J1939 Data Link.
The Cruise Control Accelerate (SPN 602) and Cruise Control Coast Switch (SPN 600) must be broadcast at the
same repetition rate and from the same sources address as the Cruise Set and Cruise Resume Switches.
The Accel or Decel message should reflect the same state as the Set or Resume Switch.
The following table outlines operation of the J1939 Cruise Control operation.
0 = Off
1 = On
Cruise Control Switches Cruise Notes

State
Cruise Cruise Set Cruise Cruise Cruise
On/Off Resume Accel Decel
0 0 0 0 0 Off Cruise Not Active
1 1 0 1 0 Off Cruise Set at current
vehicle speed
1 0 1 0 1 Off Cruise will resume at
previous set speed
1 1 0 1 0 On Cruise previously set,
vehicle speed will accel
1 0 1 0 1 On Cruise previously set,
vehicle speed will decel
The Cruise Accel or Decel can be sent with either the Cruise Set or Resume Switch message.
The Cruise/Idle/PTO Switch Configuration parameter is ignored during J1939 Cruise Control operation.
13.7 Cruise Control Pause Switch

The Cruise Control Pause switch is not a “switch to sensor common input” but a J1939 sourced switch message that
is used for kicking out of Cruise Control mode and functions much like the service brake switch(s). Cruise Control
will function normally when the switch is in the OFF position. When the Pause switch is in the ON position, Cruise
will be kicked out of speed control mode. If the Pause switch is in the ON position, Cruise Control will be prevented
from engaging. This switch input is independent from the Service Brake and Clutch switches. The Cruise Pause
switch is part of the J1939 PGN 65265 ($FEF1), Byte 1, bits 6 & 5.
13.8 Service Brake Pedal Position Switch #1 Function
The Service Brake Pedal Position Switch #1 is required for all applications. This switch must be a normally closed
circuit and be an open circuit when the service brake pedal is depressed. The control will deactivate either cruise
control, idle, or PTO (depending on PTO programming) when the Service Brake Pedal Position Switch is an open
circuit. A change in state (depressing a released pedal, or releasing a depressed pedal) of the Service Brake in the
last 90 seconds (30 seconds if programmed to 1 minute) while the Idle Shutdown Timer is counting also overrides
the Idle Shutdown Timer if the Customer Parameter “Allow Idle Shutdown Override” is programmed to Yes (default).
13.9 Clutch Pedal Position Switch Function
The Clutch Pedal Position Switch is required if a Manual Transmission is installed or if an automated transmission
that uses a clutch is installed. This switch must be an open circuit when the clutch pedal is depressed. The control
will deactivate either the cruise control or Cab PTO when the Clutch Pedal Position Switch is an open circuit.
Remote PTO is not affected by the Brake and Clutch Pedal Position Switches. Adjustment of the Clutch Pedal
Position Switch is critical to proper system performance. A change in state (depressing a released pedal, or
releasing a depressed pedal) of the Clutch in the last 90 seconds while the idle shutdown timer is counting also
overrides the Idle Shutdown Timer, if the ECM is programmed to allow Idle Shutdown Override.
13.10 Parking Brake Switch
The Parking Brake Switch is optional for all applications. A normally open switch is required. The circuit must
be closed (ON) when the Parking Brake is engaged (ON). The control will deactivate cruise control when the
Parking Brake Switch is a closed circuit. The parking brake has no effect on PTO operation.
13.11 Two Speed Axle On/Off Switch
A Two-Speed Axle On/Off switch input is available when a two-speed axle is used. A normally open switch is
required. When a two-speed axle is used, the change in gear ratios from the high speed range to the low speed
range alters the calibration of the vehicle speed signal. With this system, the ECM will automatically adjust the
vehicle speed calibration when the switch is ON. This will ensure an ECM driven speedometer and ECM stored
information correctly reflect the actual vehicle speed. The Low Speed Range Axle Ratio and High Speed Range
Axle Ratio parameters must be programmed. The Two Speed Axle parameter must be programmed to a J1/P1
switch to ground option or one of the three J1939 Data Link sources. When the switch is shorted to the ECM
AP Sensor/Switch Sensor Common (ON) the ECM will use the following equation to calculate the actual vehicle speed:
[(High Speed Axle Ratio/Low Speed Axle Ratio) * Calculated Vehicle Speed] = Actual Vehicle Speed
Where the calculated vehicle speed is the vehicle speed calculated using the programmed vehicle speed
calibration (pulse per mile). This adjusted vehicle speed will be used to determine idle and PTO kick out speeds
as programmed. The data link broadcast vehicle speed and the ECM speedometer output vehicle speed will reflect
the adjustment. If the Two Speed Axle parameter is programmed to None, the ECM does not use either axle ratio
to determine the actual speed.
NOTE: The Two Speed Axle parameter should be locked out to prevent tampering.
NOTE: The wiring diagram below shows the Two Speed Axle Switch connections. The Two Speed Axle switch
parameter can be configured to several different terminal locations on the ECM. Two Speed Axle parameter default
is None.
Two-S pe e d Axle On/Off S witch ECM
Two Speed Axle Switch Input

S witch S hown in High S pee d Range P1 J1
Figure 53 – Typical 2-Speed Axle On/Off Switch Circuit

1. Switch to close when the low speed range is used.
2. Optional J1939 hardware.
1. Two Speed Axle parameter must be programmed to available ECM input or to the J1939 Body Controller, J1939
Cab Controller, or J1939 Instrument Cluster. Default is None.
2. High Speed Range Axle Ratio and Low Speed Range Axle Ratio must be programmed, or the feature is disabled.
13.12 PTO Switches
Several switch options are available to control engine rpm either as an isochronous engine PTO (power take off)
governor. In order to operate in PTO Mode, a dedicated PTO ON/OFF switch is required. While in PTO Mode,
switch inputs such as the cruise control Set/Resume switch mounted in the cab or separate (remote) PTO switches
can be used to control engine rpm. Other optional switch inputs are available for controlling engine rpm and torque.
PTO Mode may be programmed to check the status of vehicle speed, clutch, service brake, and transmission
neutral switches as interlocks. These various inputs allow for OEMs, chassis builders, and body builders a variety
of options for controlling engine rpm.
1. Vehicle Speed Source
2. Clutch Pedal Position Switch (for manual transmissions).
3. Service Brake Pedal Position Switches.
4. Transmission Neutral Switch (automatic).
5. Cruise Control Set/Resume switch.
6. PTO On/Off Circuit (for PTO operation).
7. PTO Set/Resume Switch (for remote PTO operation).
8. PTO Engine RPM Set Speed Input A and/or PTO Engine RPM Set Speed B (for Multi-Speed PTO operation).
9. PTO Remote Accelerator Position Sensor (for Remote Throttle PTO operation).
10. Optional Torque Limit Switch.
1. PTO Configuration must be programmed to Cab Switches, Remote Switches, Remote Throttle, or Remote
Throttle & J1939 Speed Command.
2. Individual switch inputs.
13.13 Additional Switch to Sensor Common Inputs
Additional Switch to Sensor Common Inputs are provided for connection to a Fan Override Switch, Retarder Low/Hi
Switch, Retarder Med/High Switch, an Ignore Brake/Clutch/Neutral/Park Switch, Fast Idle Switch, A/C Pressure
Switch, PTO Engine Shutdown Switch, and the Starting Aid On/Off Switch.
13.14 Switch-to-Battery Electrical Specifications.

Contact plating should not corrode or oxidize. Gold plated or silver alloy contacts are recommended. Normal current
draw through the Input #12 and Input #13 by the control is 6.0 mA at 12 Volts DC. Normal current draw through the
Ignition Key Switch by the control is 1.2 mA at 12 Volts DC.
Contact chatter and momentary opening or closing should not exceed 100 milliseconds in duration. The switches
should not open or close due to vibration or shock normally found in the application.
Each of these ECM inputs is pulled to ground eliminating the need for external termination. Closure of an OEM
installed switch must short circuit the input to the vehicle positive battery.
Voltage thresholds measured at ECM:
Switch Open < 0.9 Volts DC – With the switch contacts open, ground potential differences, switch voltage drops,
and wiring harness voltage drops, the ECM must detect less than 0.9 Volts DC between the control input and the
ECM negative battery connection.
Switch Closed > 9.0 Volts DC – With the switch contacts closed, ground potential differences, switch voltage
drops, and wiring harness voltage drops, the ECM must detect a switch closure resulting in greater than 9.0 Volts
DC between the control input and the ECM negative battery connection.
13.14.1 Switch-to-Battery Circuit Protection
Circuit protection for these inputs should be 12 Amperes maximum and designed to protect up to 14 Gauge wires.
13.15 Ignition Key Switch to Positive Battery
The Ignition Key Switch input is factory preset. When the ECM detects the input is switched to vehicle battery
(Ignition Key Switch ON), the ECM will be powered. The ECM will then control the injectors allowing the engine
to start. The ECM remains powered if Vehicle Speed > 0, regardless of the state of the Ignition key switch Input.

Ignition Key Switch Terminal 70

1. Switch to close when the ignition is ON.
13.16 Service Brake Pedal Position Switch #2
The ECM terminal J1/P1: 64 (Input #13) is used as the Service Brake Switch #2 input.
This switch is normally Open and must be a short circuit to + Battery when the service brake pedal is depressed.
This switch is used as a redundant switch for the Service Brake and is in addition to the Service Brake Switch #1
connected to J1/P1: 45 (or another switch to ground input or J1939 Body Controller, J1939 Cab Controller, or J1939
Instrument Cluster). Both switches must change state at the same time to prevent diagnostic codes. When the
switch closes to + Battery, features that are sensitive to the Service Brake Switch status will react. For instance,
cruise control, Cab Switches PTO Configuration, or Extended Idle will deactivate when the Service Brake Pedal
Position Switch #2 is a short circuit.
There is no J1939 support for this switch.
SERVICE BRAKE #2 PEDAL POSITION ECM

L900-PU 64 INPUT #13
- 12V +
P1 J1
Figure 54 – Service Brake Pedal Position Switch #2 Circuit

1. Switch to close when service brakes are applied.
1. Customer Parameter Service Brake Switch #2 programmed to J1/P1: 64.
13.17 Transmission Neutral Switch
This switch is used to indicate when the transmission is in neutral. This switch function can be a hardwired switch
to J1/P1: 62 (Input #12) or a J1939 Message from the transmission. The Transmission Neutral Switch parameter is
used when the Transmission Neutral Switch parameter is programmed.
The ECM will ignore the status of the Transmission Neutral Switch if the parameter is programmed to None (default).
TRANSMISSION NEUTRAL SWITCH ECM

(IN GEAR POSITION)
409-OR 62 INPUT #12
- 12V +
P1 J1
Figure 55 – Transmission Neutral Switch Wiring Diagram

1. Switch to close when the transmission is in neutral.
1. Transmission Neutral switch programmed to J1/P1: 62 or J1939.
When the switch closes to + Battery, features that are sensitive to the Transmission Neutral Switch status will react.
For instance Cab Switches PTO Configuration, Battery Voltage induced elevated engine idle speeds or Extended
Idle will deactivate when the Transmission Neutral Switch indicates that the transmission is in gear.
13.17.1 Transmission Neutral Switch Status via J1939 Data Link
The ECM has the ability to receive Neutral Switch status information from a Transmission ECU capable of
broadcasting the status via the J1939 data link. The J1939 option can be used to replace the hardwired switch input
to the ECM. This option can only be used if the Transmission is capable of supporting the required J1939 message
protocol. The OEM is responsible for making this determination.
The Transmission must support the J1939 ETC2. Both Byte 1 – Selected Gear AND Byte 4 – Current Range
must be set to Zero when the transmission is in Neutral for this message to be compatible. If the message is not
received, the ECM will assume the transmission to be in gear.
1. Electronically Controlled Transmission Style capable of supporting required J1939 message protocol.
1. Transmission Neutral switch parameter programmed to J1939 option.
14.0 Idle Functions

14.1 Smart Idle
The “Battery Monitor and Engine Control Voltage” parameter is used to determine when the Battery Monitor and
Engine Speed Control System will automatically elevate engine idle in order to maintain ideal battery system
voltage. This feature is used to promote additional battery life. The engine idle will only be increased if the vehicle is
stopped, the transmission is out of gear and neither the clutch nor the brake pedal are depressed. If these conditions
are not met, the engine idle will not be adjusted. This feature will not function when the engine is operating in
dedicated PTO mode (PTO On/Off switch in the ON position). The recommended setting is 12.2 Volts for a 12 Volt
system, and 24.5 Volts for a 24 Volt system. The engine will stay at this idle speed for 5 minutes (unless interrupted).
At the end of 5 minutes if the battery voltage is still below the programmed trip point the engine will maintain the
elevated idle speed until battery voltage exceeds the programmed trip point.
NOTE: This feature requires the installation of a Neutral Switch (J1/P1: 62 or the SAE J1939 based input message)
if the Transmission Style parameter is programmed Automatic.
14.2 Extended Idle
Cruise Control switch inputs can be used to control the engine idle speed in Extended Idle mode when the
PTO ON/OFF Switch is Off, and the vehicle speed is below the programmable Idle Vehicle Speed Limit.
With the Cruise Control On/Off switch in the ON position, the engine will respond to the hardwired Set/Resume
switch inputs according to the customer programmable Idle Parameters and the Cruise/Idle/PTO/Switch parameter.
The ECM will respond to individual J1939 based switch messages for Set, Resume, Accelerate and Decelerate.
Pressing the Set Switch will establish the current engine RPM as the “Set” RPM. The engine will maintain this RPM
unless overridden by the throttle or a “kickout” occurs caused by turning the Cruise Control switch to Off, pressing
the brake, clutch or shifting out of neutral. Once the “Set” RPM is established, the engine RPM can be adjusted by
the Cruise Control switch inputs for Accelerate and Decelerate.
If Extended Idle has been “kicked out”, the Resume Switch can be used to return the engine to the pre-established
RPM. If no engine RPM has been established, Toggling the Resume Switch will establish the current engine RPM
as the “Set” RPM.
With a “Set” RPM established and the Accel switch is pressed and released (less than one second), the engine
RPM will increase by the programmed Bump RPM (5 to 1,000 RPM) at the programmed Idle/PTO Engine Speed
Ramp Rate (5 to 1,000 RPM/Sec). If the Accel Switch is pressed and held (more than 1 second), the engine will
increase (Ramp) in speed at the programmed Ramp RPM rate until the switch is released or the engine RPM
reaches Top Engine Limit. Releasing the Set Switch during a ramp will cause the engine to remain at that RPM.
Raising the engine RPM with the cab throttle and pressing and releasing the Set Switch will establish a new
“Set” RPM after releasing the throttle.
With a “Set” RPM established and the Decel switch is pressed and released (less than one second), the engine
RPM will decrease by the programmed Bump RPM (5 to 1,000 RPM) at the programmed Idle/PTO Engine Speed
Ramp Rate (5 to 1,000 RPM/Sec). If the Decel Switch is pressed and held (more than 1 second), the engine will
decrease (Ramp) in speed at the programmed Ramp RPM rate until the switch is released or the engine RPM
reaches Low Idle. Releasing the Decel Switch during a ramp will cause the engine to remain at that RPM.
Extended Idle will kick out if the Idle Vehicle Speed Limit is exceeded, the J1939 based Cruise Pause Switch
is closed, the service brake is operated, the clutch pedal is applied, the parking brake switch is closed, or the
transmission is shifted out of Neutral.
If the Ignore Brake/Clutch/Neutral/Park Switch feature is used, it can prevent the service brake, clutch or neutral
switch inputs from causing Extended Idle to kick out.
For the following table, a “LOW” means the input can return the engine to low idle from a set speed, an “Adjust”
means the input can adjust engine rpm, and “Program” means the input function is programmable to a limit.
Cab Accelerator
Cruise Resume
Idle RPM Limit

Service Brake
Parking Brake
Cruise On/Off
Speed Limit
PTO On/Off
Idle Vehicle
Cruise Set
Neutral
Switch
Clutch
L L A A A L L L L-P L-P L

1. Cruise Control Switches
2. Service Brake Switch #1
3. Clutch, Service Brake Switch #2, Parking Brake Switch, and Neutral switches are transmission dependent.
1. Idle Vehicle Speed Limit (1-15 mph)
2. Idle RPM Limit (700-2,640 RPM)
3. Idle PTO Ramp Rate (5-1,000 RPM/S)
4. Idle Bump Rate (5-1,000 RPM/S)
*Idle Vehicle Speed Limit programming is dependent on transmission style selected.
14.3 CARB Clean Idle
The Engine Emission Certification Configuration can be programmed to CARB Clean Idle. When set, the engine
will run at an elevated speed that is dependent on engine operating conditions. The CARB Clean Idle Option allows
Caterpillar engines to meet the 30 g/hr limit set by the California Code of Regulation 1956.8.
CARB Clean Idle programming is set from the Caterpillar factory based on the engine order received from the
OEM. This feature requires factory passwords from Caterpillar.
This feature has no effect on the Engine Shutdown System or Idle Shutdown Timer. There are no idle limitations
when set to CARB Clean Idle. Dedicated PTO Mode overrides CARB Clean Idle operation.
The engine speed may be elevated during stationary, idle conditions. The engine ECM looks at the following
switches to reduce engine speed to the programmed Low Idle Speed.
For further details regarding Idle Shutdown Timer please refer to Chapter 12: Idle Shutdown.
PTO On/Off Service Brake Clutch Neutral

Disabled Low Idle Low Idle Low Idle
15.0 J1939 Based Switch Messages

The Power Train Data Link parameter must be programmed to J1939 before the ECM will respond to messages
received from the J1939 network. Individual switch input parameters must be programmed to receive messages
from either the Cab Controller (source address 49, $31), the Body Controller (source address 33, $21) the
Instrument Cluster (source address 23, $17), or the Cab Display (40, $28).
Additional source addresses may be available for OEM specific requirements. Refer to 26.0 “SAE J1939 Broadcast
Messages” for additional information.
15.1 J1939 Cruise Switch Inputs
The J1939 based Cruise switches will function the same as hardwired switches for Cruise control, Extended Idle
and PTO “Cab Switches” mode.
15.1.1 Cruise Control On/Off Switch
Cruise Switch (PGN 65265 ($FEF1) Byte 4, Bits 4,3 is set to 01)
The Cruise switch enables cruise control and Extended Idle. The switch must be in the On position to activate
cruise control or Extended Idle.
15.1.2 Cruise Control Set Switch
Set Switch (PGN 65265 ($FEF1) Byte 5, Bits 2,1 set to 01)
If the Cruise On/Off switch is On and all other conditions are met (Veh spd, Clutch, Brake, Neutral, Cruise Pause)
an On/Off transition of the Set switch will activate cruise and set the cruise/idle target speed to the actual vehicle/
engine speed. If the vehicle/idle speed does not change, any other On/Off, Off/On or hold transition of the
Set switch will be ignored. The Set switch or the Resume must be used to enable the Accel or Decel switch.
15.1.3 Cruise Control Resume Switch
Resume switch (PGN 65265 ($FEF1) Byte 5, Bits 6,5 set to 01)
If the Cruise On/Off switch is active and all other conditions are met (Veh spd, Clutch, Brake, Neutral, Cruise Pause)
an On/Off transition of the Resume switch will activate cruise/idle. If, since the last ECM power up, cruise control
was never active and the Resume switch toggles On and Off, the cruise target speed will be set to the actual
veh spd. If Cruise/idle was active before, the Target Speed will be set to the last Set Speed. After the Target Speed
is set, additional switch transitions or hold of the Resume switch will be ignored.
15.1.4 Cruise Control Accel Switch
Accel switch (PGN 65265 ($FEF1) Byte 5, Bits 8,7 set to 01)
If cruise/idle is active (Cruise on, Set or Resume On/Off transition, all other conditions are met – Veh spd, Clutch,
Brake, Neutral, Cruise Pause), an Off/On transition of the Accel switch, which lasts longer (ON) than 1.26 seconds
(Hold), will cause the cruise target speed to ramp UP, by a fixed ramp rate. When the Accel switch is released (On/Off)
the cruise target speed will be set to the current veh spd. If the holding time after the Off/On transition is shorter
than 1.26 seconds (Bump), then the cruise target speed will be INCREASED by 1.6 km/h (1 mph). During Extended
Idle, the Bump and Ramp rates are dependent on the programming for Bump and Ramp.
NOTE: The Accel switch is not dependent on the Cruise/Idle/PTO switch configuration parameter.
15.1.5 Cruise Control Decel Switch

Decel switch (PGN 65265 ($FEF1) Byte 5, bits 4,3 set to 01)
With Cruise/idle active (Cruise on, Set or Resume On/Off transition, all other conditions are met – Veh spd, Clutch,
Brake, Neutral, Cruise Pause), an Off/On transition of the Decel switch, which is longer than 1.26 seconds (Ramp)
will cause the cruise target speed to ramp DOWN, by a fixed ramp rate. When the Decel switch is released (On/Off)
the cruise target speed will be set to the current veh spd. If the holding time after the Off/On transition is shorter
than 1 second (Bump), then the cruise target speed will be DECREASED by 1.6 km/h (1 mph). During Extended
Idle, the Bump and Ramp rates are dependent on the programming for Bump and Ramp.
NOTE: The Decel switch is not dependent on the Cruise/Idle/PTO switch configuration parameter.
Priority:
Set has a higher priority than Resume if both switch inputs are received at the same time.
Accel has a higher priority than Decel if both switch inputs are received at the same time.
For applications using J1939 Cruise Control, SPNs 596, 599, 600, 601, and 602 are all required.
15.1.6 Cruise Pause Switch
PGN (65265 ($FEF1) Byte 1 Bits 6,5 set to 01) (J1939 input only)
Turning the Cruise Pause switch On will cause cruise control or Extended Idle to kickout if active or will prevent
either from being engaged. The switch is independent from the Ignore Brake/Clutch/Neutral switch status and does
not effect any timer functionality (Idle Shutdown and PTO Shutdown). When the ECM is programmed to PTO Cab
Switches, this switch will act like the service brake, clutch or neutral switches to cause the PTO Mode to kickout.
If in the ON position, this switch will prevent the engine from entering into PTO mode.
15.1.7 Service Brake Switch
(PGN 65265 ($FEF1) Byte 4 Bits 6,5)
The Service Brake Switch input will cause the ECM to respond the same as to hardwired switch inputs.
This includes all functions that respond to the Service Brake Switch #1 input (Cruise Control, Extended Idle,
PTO, engine retarder, etc.).
15.1.8 Clutch Switch
The Clutch switch input will respond to an OFF to ON transition and the ECM will respond the same as to hardwired
switch inputs. This includes all functions that respond to the Clutch Switch input (Cruise Control, Extended Idle,
PTO, engine retarder, etc.).
15.1.9 Parking Brake Switch
The Parking Brake Switch input will respond the same as the hardwired switch option. Parking Brake Switch closed
(ON) the cruise control, elevated idle, pto operation, etc will be affected.
15.1.10 Fan Override Switch
(PGN 57344 ($E000) Byte 1 Bits 8-1)
The ECM will turn the Cooling Fan Output, J1/P1: 21 Off (Fan On) when the received message => 95.2% <= 100%.
15.1.11 Retarder Off/Low/Med/High Switch

(PGN 61441 ($F001) Byte 5 Bits 8-1)
When the Retarder Off/Low/Med/High Switch parameter is programmed to J1939 Cab Controller, J1939 Body
Controller or J1939 Instrument Cluster, the ECM will respond in the following manner:
Byte Value Retarder Level

0 – 24.8% OFF
25.2% – 50% LOW
50.4% – 75% MEDIUM
75.2% – 100% HIGH
15.1.12 Engine Diagnostic Switch

Not Supported.
15.1.13 PTO Enable Switch
PTO mode will be enabled (depending on programmed limits) while this message is active.
15.1.14 Remote PTO Set Switch
This switch message can function as the Remote PTO Set switch for Remote Switches, Remote Throttle, or
Remote Throttle & J1939 Speed Command PTO configurations. A Set Switch Message with less than one-second
duration will cause the engine speed to “Bump Up” according to the programmed Idle/PTO Bump Rate parameter.
Messages lasting more than one second will cause the engine to accelerate according to the programmed Idle/
PTO RPM Ramp Rate parameter.
15.1.15 Remote PTO Resume Switch
This switch message can function as the Remote PTO Resume switch for Remote Switches, Remote Throttle,
or Remote Throttle & J1939 Speed Command PTO configurations. A Resume Switch Message with less than
one-second duration will cause the engine speed to “Bump Down” according to the programmed Idle/PTO Bump
Rate parameter. Messages lasting more than one second will cause the engine to decelerate according to the
programmed Idle/PTO RPM Ramp Rate parameter.
15.1.16 PTO Engine RPM Set Speed Input A
This switch message can direct the engine to the programmed PTO Engine RPM Set Speed A. The switch
message must stay On to remain at this RPM.
15.1.17 Transmission Neutral Switch
The ECM has the ability to receive Neutral Switch status information from a Transmission ECU capable of
broadcasting the status via the J1939 Data Link. The J1939 option can be used to replace the hardwired switch
input to the ECM. This option can only be used if the Transmission is capable of supporting the required J1939
message protocol. The OEM is responsible for making this determination.
The Transmission must support the J1939 ETC2. Both Byte 1 – Selected Gear AND Byte 7 – Current Range
must be set to Zero when the transmission is in Neutral for this message to be compatible. If the message is not
received, the ECM will assume the transmission to be in gear.
15.1.18 Aftertreatment Regeneration Inhibit Switch

(PGN 57344 ($E000) Byte 6 Bits 2,1)
This switch message disables a regeneration of the Diesel Particulate Filter(s) from occurring. The ECM must
see this message continuously. This message will prevent a regeneration of the Diesel Particulate Filter(s) from
occurring, or disable the regeneration if active
15.1.19 Aftertreatment Regeneration Force Switch
(PGN 57344 ($E000) Byte 6 Bits 4,3)
This switch message forces a regeneration of the Diesel Particulate Filter(s) to occur. The ECM will look for an off/on/
off switch transition. The ECM must see this switch held in the on position for a minimum of two seconds. Once the
switch completes this cycle the ECM will start a regeneration of the diesel particulate filter(s). This message must
be broadcast continuously.
15.1.20 A/C Pressure Switch
(PGN 65252 ($FEE4) Byte 3 Bits 2,1)
This switch determines if fan operation is requested due to excessive pressure in the A/C system.
16.0 Dedicated PTO Operation

Engine PTO operation requires some or all of the following OEM installed switches: PTO ON/OFF, PTO Set/
Resume, PTO Engine RPM Set Speed A and/or B, Cruise Control Set/Resume, Service Brake Pedal Position #1,
Service Brake Pedal Position #2, Transmission Neutral, Parking Brake, and Clutch Pedal Position.
PTO operation, depending on the application, can use many switch inputs, lamp outputs, or outputs from the
ECM to drive solenoids. These inputs/outputs are programmable across several ECM terminals to provide greater
flexibility to the OEM and the Body Builder when designing a particular chassis. The wiring diagrams located
throughout this chapter outline typical or commonly used ECM terminals and circuit configurations. Individual OEMs
or Body Builders may use different ECM terminals or circuits for a particular application depending on their needs.
There are five programmable PTO Configurations available:
1. Off
2. Cab Switches
3. Remote Switches
4. Remote Throttle
5. Remote Throttle & J1939 Speed Control
PTO may be configured to allow for operation from the cab using cruise control switches and foot throttle. PTO may
be configured to operate away from the cab at a remote location using a throttle, switches or both. Programmable
limits are available for engine speed, vehicle speed and cab throttle input. Other programmable features include
engine rpm ramp rates and multiple elevated speeds. All of these configurations allow the OEM/Body Builder to
configure switch inputs and features to meet PTO application needs including:
Bulk Hauler, Fire Truck, Cement Mixer, Refuse Packer, Crane, Bucket Truck, etc.
Caterpillar requires all switches, and all components used in these circuits to meet the specifications as outlined
in this document. Caterpillar recommends the OEM provide a customer access connector in an easily accessible
location to aid in installation of these features.
16.1 Advantages of PTO Configurations
1) Reduces or eliminates the amount of alterations to the cab wiring.
2) Unnecessary to ground accelerator pedal position sensor to disable cab accelerator pedal.
3) Provides an optional torque limit for temporary protection of equipment.
4) Provides an optional PTO Top Engine Limit to allow maximum use of engine speed to protect speed sensitive
equipment.
5) Provides optional PTO set speeds for those applications where preset speeds above low idle are required.
6) Whenever the PTO On/Off circuit is ON the Engine Brake is disabled.
7) Disabling of the Idle Shutdown Timer when the PTO On/Off circuit is ON.
8) Cooling fan can be programmed to turn On and remain On while the PTO On/Off switch is ON.
16.2 PTO Inputs
PTO can be programmed to accept input from the Cruise Control switches, PTO Remote Set and Resume switches,
Remote Throttle, J1939 TSC 1 speed commands, and up to two set speed switches. Adding these inputs will allow
the aftermarket body-builder to add necessary components without altering the cab cruise control switch wiring.
16.3 Input Electrical Specifications
Electrical specifications for Switch Inputs are located in Chapter 13. Electrical specifications for the remote
accelerator pedal position sensor are located in Chapter 7.
16.4 Sensor Common for PTO Applications

ECM Vehicle Harness Connector J1/P1 terminal-3 (Input Sensor Common #2) is designated as the Sensor
Common connection for PTO additions. Caterpillar requires this connection be reserved for components connected
to the engine to control engine speed for PTO applications only. It should only be used when PTO wiring is or
will be required on the vehicle. The PTO Components can also use J1/P1 terminal-5 (AP Sensor/Switch Sensor
Common) or terminal-18 (Input Sensor Common #1) as a common connection if required. Devices not interfacing
to the ECM for use with the Inputs must not be connected to Input Sensor Commons.
All switches connected to the Input Sensor Commons must also meet the specifications indicated in Chapter 4
of this document.
16.5 PTO Parameter and Switch Function
This section describes the functions, inputs and programmable limits for PTO.
16.5.1 PTO On/Off Switch
This switch enables PTO features and functions.
16.5.2 PTO Set Speed
This is not a parameter but the speed to which the engine will be controlled until changed by an operator input.
The PTO Set Speed value may be viewed using the Electronic Technician service tool.
16.5.3 Cruise Control Set/Resume Switch
When PTO Configuration is programmed to Cab Switches, these switches can be used to control engine speed.
These switches can raise and lower engine speed according to the “Cruise/Idle/PTO Switch Configuration”
parameter setting. Toggling the Set Switch will establish the current engine rpm as the “PTO Set Speed”.
Once the PTO Set Speed has been established, pressing and holding the “Set” switch will cause the engine
to accelerate, if programmed to “Set/Accel”, at the programmed Idle/PTO Ramp Rate.
Once the PTO Set Speed has been established, toggling the “Set” switch will bump the engine rpm UP,
if programmed to “Set/Accel”, at the programmed Idle/PTO Bump RPM.
Once the PTO Set Speed has been reached, pressing and holding the “Resume” switch will cause the engine
to decelerate, if programmed to “Resume/Decel”, at the programmed Idle/PTO Ramp Rate.
Once the PTO Set Speed has been established, toggling the “Resume” switch will bump the engine rpm DOWN,
if programmed to “Resume/Decel”, at the programmed Idle/PTO Bump RPM.
If the PTO Engine RPM Set Speed parameter is programmed, toggling the “Set” switch will cause the engine to
ramp up from the current engine rpm to the programmed PTO Engine RPM Set Speed setting. If this switch is toggled
while the engine is at the PTO Engine RPM Set Speed rpm, the engine will ramp to the PTO top engine limit.
If the PTO Engine RPM Set Speed parameter is programmed, toggling the “Resume” switch will cause the engine
to ramp Down from the current engine rpm to the programmed PTO Engine RPM Set Speed setting or Low Idle if
the engine is at the PTO To Set Speed rpm.
These switches disregard the “Cruise/Idle/PTO Switch Configuration” parameter if the “PTO Engine Set Speed” and
the “PTO To Set Speed” parameters have been programmed.
16.5.4 PTO Switch On Lamp
The ECM can be used to connect a PTO Switch On Lamp. The PTO Switch On Lamp can be configured to either
High Side (2 Amp) or Low Side (Sensor Common) terminals on the ECM. See the table below for a list of valid
ECM terminals. If the output is unavailable, a double pole/double throw PTO On/Off Switch can be used to connect
a PTO Switch ON Lamp between +Battery and Ground. If a Remote PTO configuration is used, a lamp should
be installed in the cab and at the remote operations station. If the engine is outside the programmed parameters
for PTO Mode when the PTO On/Off switch is turned ON, the PTO on Lamp will flash until the engine is within
programmed parameters. The Lamp will stay on steady until PTO mode is terminated.
NOTE: It is the OEM/Body Builders responsibility to properly wire and/or fuse the circuit. Failure to do so could
result in damage to the chassis or one of its components.
Parameter Default Programmable ECM Terminal Assignments

PTO Switch On Lamp None High Side Drivers: (2 Amp)
J1: 10, 11, 12, 13, 19, 20
Low Side Drivers: (Sensor Common)
J1: 29, 30, 31

This parameter designates where the PTO On/Off Switch will connect to the ECM. Choices include a hardwired
switch and a J1939 data link based switch message.
The PTO On/Off Switch can be configured to one of several available hardwired ECM terminals and a J1939 data
link based switch message.

PTO On/Off Switch None J1/P1:
6, 7, 22, 23, 35, 40, 44, 45, 46,
47, 56, 58, 59, 60,
When the PTO Configuration has been programmed to Remote Switches, Remote Throttle, or Remote Throttle
& J1939 Speed Command, this switch functions like the Cruise Control Set Switch. Choices include a hardwired
The Remote PTO Set Switch can be configured to one of several available hardwired ECM terminals and a
J1939 data link based switch message.

Remote PTO Switch None J1/P1:
6, 7, 22, 23, 35, 40, 44, 45, 46,
47, 56, 58, 59, 60,
J1939 Cab Display

When the PTO Configuration has been programmed to Remote Switches, Remote Throttle, or Remote Throttle &
J1939 Speed Command, this switch functions like the Cruise Control Resume Switch. Choices include a hardwired
The Remote PTO Resume Switch can be configured to one of several available hardwired ECM terminals and a
J1939 data link based switch message.

Remote PTO Resume Switch None J1/P1:
6, 7, 22, 23, 35, 40, 44, 45, 46,
47, 56, 58, 59, 60,
J1939 Cab Display
16.5.8 PTO Top Engine Limit

This parameter may be used to limit the maximum engine RPM while in PTO mode.
16.5.9 PTO Engine RPM Set Speed
This parameter is for selecting a specific engine rpm for use while in PTO mode. Depending on programming, the
engine will go to this rpm when PTO is enabled or by toggling a Cruise Control or Remote PTO “Set” switch after
PTO is enabled. This rpm setting may be overridden by throttle or Set Speed A and B switch inputs; according to
programmed limits.
16.5.10 PTO to Set Speed
Programming this parameter to “Yes” causes the engine to go to the PTO Engine Set Speed rpm when the
PTO switch is turned On. Programming this parameter to No will cause the engine to remain at the Low Idle rpm
until another input, switch or throttle, is actuated.
16.5.11 PTO Engine RPM Set Speed A
This parameter setting may be programmed for a specific engine speed while in PTO mode. This rpm setting is
enabled with the “PTO Engine RPM Set Speed Input A” switch closure. This speed will override hardwired cab
throttle, hardwired remote throttle, set speed B, and set/resume settings. PTO Engine RPM Set Speed A can only
be overridden by J1939 TSC 1 speed commands.
This parameter is used to enable the switch input to activate PTO Engine RPM Set Speed A. Choices include
hardwired switches and J1939 data link based switch messages.
The PTO Engine RPM Set Speed A Switch can be configured to one of several available hardwired ECM terminals
and J1939 data link based switch messages.

PTO Engine RPM Set Speed None J1/P1:
Input A 6, 7, 22, 23, 35, 40, 44, 45, 46,
47, 56, 58, 59, 60,
J1939 Cab Display
16.5.13 PTO Engine RPM Set Speed B

This parameter setting may be programmed for a specific engine speed while in PTO mode. This rpm setting is
enabled with the “PTO Engine RPM Set Speed Input B” switch closure. This speed will override throttle and set/
resume settings. PTO Engine RPM Set Speed A or J1939 TSC 1 speed commands can override PTO Engine RPM
Set Speed B.
16.5.14 PTO Engine RPM Set Speed Input B

This parameter is used to enable the switch input to activate PTO Engine RPM Set Speed B.
The PTO Engine RPM Set Speed Input B can be configured to one of several available hardwired ECM terminals.

PTO Engine RPM Set Speed None J1/P1:
Input B 6, 7, 22, 23, 35, 40, 44, 45, 46,
47, 56, 58, 59, 60
16.5.15 Maximum PTO Enable Speed

The engine rpm setting may be programmed to the maximum engine rpm speed for PTO to be enabled. PTO will
not engage if the engine is above this setting. This protects equipment that requires low rpm engagement. PTO will
not be active until the engine drops below this limit.
16.5.16 PTO Cab Controls RPM Limit
This parameter may be programmed to limit the maximum engine rpm controlled by the cab throttle and cruise
switches during PTO. This parameter does not control hardwired remote throttle or speed commands received
over the J1939 data link TSC 1 message.
16.5.17 PTO Kickout Vehicle Speed Limit
This parameter may be programmed to set a vehicle speed limit that PTO functions and controls will operate.
Exceeding this vehicle speed limit will cause PTO to “kick out” which will return the engine to Low Idle, return
engine speed control to the cab throttle and cause the PTO active output to turn Off.
16.5.18 Torque Limit
This parameter may be programmed to limit the engine’s maximum torque output. This feature is not available until
the PTO Configuration has been programmed to other than ‘Off’. The Torque Limit Switch input parameter must be
programmed and a switch installed to enable this function. Torque Limit may be used without PTO being active.
16.5.19 Torque Limit Switch
The Torque Limit Switch Input may not be programmed until the PTO Configuration has been programmed to other
than off. Once the PTO Configuration has been programmed to other than off, the ECM will respond to the Torque
Limit Switch if the PTO switch is On or Off. The ECM will ignore the Torque Limit Switch if PTO Configuration is
programmed to Off.
The Torque Limit Switch can be configured to one of several available hardwired ECM terminals.

PTO Torque Limit Switch None J1/P1:
6, 7, 22, 23, 35, 40, 44, 45, 46,
47, 56, 58,59,60
16.5.20 PTO Shutdown Time

This parameter setting is used to set the amount of time, in minutes, the engine will run while in PTO mode.
The engine will shut down when this timer counts down to zero. The timer will only count with no vehicle speed
and the PTO On/Off circuit ON. This parameter is disabled if programmed to 0 (default).
NOTE: This feature does not shut down vehicle power. The ECM and vehicle remain powered.
16.5.21 PTO Shutdown Timer Maximum RPM
When the engine drops below this rpm the PTO Shutdown Timer will begin to count. This timer will be reset to
“zero” if the engine rpm is raised above this setting.
16.5.22 PTO Low Idle Percent Load Threshold

This parameter is used to determine when the PTO Idle Shutdown Timer will function based on engine load factor.
When engine load is greater than the programmed threshold value the PTO Idle Shutdown Timer is
temporarily disabled.
The PTO Idle Shutdown Timer will resume operation once the engine load is below the programmed value.
Engine Load PTO Idle Shutdown Timer Not

Factor Counting
Programmed PTO Idle Shutdown

Percent Load Threshold Value
PTO Idle Shutdown Timer Counting
Figure 56 – PTO Idle Shutdown Percent Load Threshold Graph
Parameter Default Programmable Range

PTO Idle Shutdown Percent 100% 0 – 100%
Load Threshold
16.5.23 PTO Activates Cooling Fan
Programming this parameter to “Continuous” turns the engine controlled fan “On” while in PTO mode. The fan will
remain “On” while the engine is in PTO mode. The fan will resume normal operation if PTO is disabled. This feature
will not function unless the fan is controlled by the engine ECM.
16.5.24 Ignore Brake/Clutch/Neutral/Park Switch
The Ignore Brake/Clutch/Neutral/Park switch input is used to prevent the brake and clutch from causing PTO
to kick out. This switch input is for the PTO Cab Switches configuration. Remote Switches and Remote Throttle
configurations do not respond to the brake and clutch switches. This switch can also be used to prevent the brake
and/or clutch switches from causing Extended Idle to kick out.
The Ignore Brake/Clutch/Neutral/Park Switch can be configured to one of several available hardwired
ECM terminals. *NOTE: Not Allowed by Eaton on DM Ultrashift.

Ignore Brake/Clutch/Neutral/ None J1/P1:
Park Switch 6, 7, 22, 23, 35, 40, 44, 45, 46,
47, 56, 58, 59, 60
16.5.25 PTO Active Output

The PTO Active Output parameter is available for controlling an output when the engine is in PTO Mode.
This output will turn “On” when the PTO Switch is turned “On”, and all conditions are met for PTO operation.
This output will turn OFF when the engine has “kicked out” of PTO mode or the PTO ON/OFF switch has been
turned OFF. The PTO Active Output is available as a High Side (2 Amp) or Low Side (Sensor Common) driver.
The table below outlines what ECM terminals are available.

PTO Active Output None High Side Driver:
J1: 10, 11, 12, 13, 19, 20
Low Side Driver:
J1: 29, 30, 31
NOTE: The wiring diagram below shows the PTO Active Output wired as a high side driver from the ECM.
+ 12V -
PTO ACTIVE OUTPUT
Figure 57 – PTO Active Output Wired as High Side Driver from ECM.
NOTE: The wiring diagram below shows the PT Active Output wired as a low side driver from the ECM.
+ 12V -
PTO ACTIVE OUTPUT
Figure 58 – PTO Active Output Wired as a Low Side Driver from the ECM.
16.6 PTO Interlocks
The switches labeled as PTO Interlock in the wiring diagrams are redundant switches that can be added to insure
the engine is put in PTO mode only when the vehicle is ready and prepared for PTO operation. These switches may
include a parking brake switch, transmission neutral switch or other interlocks that are required for the application.
16.7 PTO Customer Access Connector
Caterpillar recommends the OEM provide a customer access connector for those chassis’ frequently used
in vocational applications. This connector should provide wiring from the ECM to a connector easily located
and identified on the vehicle. Caterpillar recommends the circuits listed in the following table be provided at
this connector.
The table below shows all ECM switch inputs and ECM outputs that can be used. ECM Terminal assignments are
programming dependent.
Terminal Description ECM Terminal Assignment Parameter

Switch Input J1: 6, 7, 22, 35, 40, 44, 45, 46, 47, PTO On/Off Switch
56, 58, 59, 60 Remote PTO Set Switch
Remote PTO Resume Switch
Input #8 Terminal 68 Remote Throttle
Sensor Common Terminal 5 Remote Throttle Common
Input Sensor Common #2 Terminal 3 N/A
High Side Outputs J1: 10, 11, 12, 13, 19, 20 PTO Switch On Lamp
(2 Amp) PTO Active Output
Low Side Outputs J1: 29, 30, 31
(GND)
Additional Recommended Connections (Must be separate from ECM wiring)
+ Battery (Switched) N/A Remote Throttle Power
– Battery N/A Remote Throttle Sensor Common
NOTE: Other inputs such as PTO Engine RPM Set Speed Input A, PTO Engine RPM Set Speed Input B, and the
J1939 Data Link for TSC 1 speed commands, can also be added if desired.
16.8 PTO Configurations
The table below outlines the operating differences for each of the PTO Configurations. The table shows each inputs
affect on the engine rpm when the PTO On/Off switch is ON for each configuration. For the following table, an “L”
means the input can return the engine to low idle from a set speed, an “A” means the input can adjust engine rpm,
and “P” means the input function is programmable to a limit.
Set Speed Input A
Set Speed Input B

PTO Egnine RPM
PTO Engine RPM

Cab Accelerator
Remote Throttle
Cruise Resume
Service Brake
Parking Brake
Cruise On/Off
PTO Resume
Cruise Pause
Cruise Set
PTO Set
Neutral
Clutch
PTO
Configuration
Off A A L A L L L L
Cab Switches L A A L AP L L L L A A
Remote A A A A
Switches
Remote AP A A A A
Throttle
Remote AP A A A A
Throttle and
J1939 Speed
Command
16.8.1 PTO Configuration – Cab Switches, Remote Switches, Remote Throttle, or Remote Throttle
& J1939 Speed Command Operation
When the PTO On/Off switch is turned to the ON position and vehicle speed and engine RPM are within
programmed limits:
1. A PTO Switch On Lamp comes on (if programmed).
2. The PTO Top Engine Limit is Activated.
3. The engine will proceed directly to the PTO Engine RPM Set Speed if programmed.
4. The engine will proceed directly to the PTO Engine RPM Set Speed A if switch A is ON and a valid RPM is
programmed.
5. The engine will proceed directly to PTO Engine RPM Set Speed B if switch B is ON, PTO Engine RPM Set
Speed A switch is OFF, and a valid RPM is programmed.
6. The Engine Retarder is disabled.
7. The PTO Active Output is activated (if programmed).
16.8.2 PTO Configuration – Cab Switches Operation Differences
1. The cruise control Set/Resume switch and cab throttle can be used to adjust engine speed.
2. Optional Set Speed A and/or B switch inputs are available to adjust engine speed.
3. The Cruise Control Pause Switch (if equipped) will cause PTO to kick out if turned ON.
4. The cab throttle can be limited to Low Idle, Top Engine Limit, or the PTO Top Engine Limit.
5. Brake, Clutch, Park Brake, and Neutral switch inputs can cause PTO to kick out.
6. Ignore Brake/Clutch/Neutral/Park switch input available for allowing mobile operation of vehicle.
16.8.3 PTO Configuration – Remote Switches Operation Differences
1. The remote PTO Set/Resume (not the Cruise Control Set/Resume switch) switch can be used to adjust
engine speed.
2. Optional Set Speed A and/or B switch inputs are available to adjust engine speed.
3. The cab throttle, cab cruise control, brake, clutch and neutral switches are ignored.
4. The PTO Active Output is activated (if programmed).
16.8.4 PTO Configuration – Remote Throttle Operation Differences
1. The remote throttle input is available to adjust engine speed.
2. Remote PTO Set/Resume switch inputs may be used to adjust engine speed.
3. Optional PTO Engine RPM Set Speed A and B inputs are available to adjust engine speed.
16.8.5 PTO Configuration – Remote Throttle & J1939 Speed Command
1. TSC 1 Speed Commands available to adjust engine speed.
2. The remote throttle input is available to adjust engine speed.
3. Remote PTO Set/Resume switch inputs may be used to adjust engine speed.
4. Optional PTO Engine RPM Set Speed A and B inputs are available to adjust engine speed.
16.8.6 One Speed Above Low Idle with PTO Switched On
Program the PTO Top Engine Limit and the PTO Engine RPM Set Speed to the same value. Program the PTO to
Set Speed parameter to Yes. The ECM will ramp up to the pre-programmed PTO Engine RPM Set Speed when the
PTO On/Off switch is turned ON. When the PTO Top Engine Limit is set to the same value as the PTO Engine RPM
Set Speed, the engine will not exceed this rpm.
The Service Brake Pedal Position, and Clutch Pedal Position circuits are included because they will interrupt a set
engine rpm. The cab accelerator pedal position sensor can be limited to low idle, PTO Top Engine Limit, or Top
Engine Limit using the PTO Cab Throttle RPM Limit parameter. The Cab Throttle will have no affect on engine RPM.
Parameter settings for PTO Configuration Cab Switches with One Speed Above Idle Circuit
Customer PTO PTO Cab Throttle PTO TEL PTO Engine PTO to Set
Parameter Configuration RPM Limit RPM Set Speed Speed
Parameter Cab Switches Desired Limit Desired RPM Desired RPM
Setting
Input/Output Switch Input Output Cab Throttle
Connection PTO On/Off PTO Switch J1/P1:66
Circuit On Lamp
- 12V + PTO Switch On Lamp

(Low Side Driver Circuit Shown)
SERVICE BRAKE PEDAL POSITION ECM

(PEDAL RELEASED POSITION) PTO Switch ON Lamp
C992-PU 45 Service Brake Pedal Positions #1
C977-BU 22 Clutch Pedal Position Switch
CLUTCH PEDAL POSITION H795-PK 5 AP Sensor/Switch Sensor Common
(PEDAL RELEASED POSITION) PTO On/Off Switch
993-BR 3 Input Sensor Common # 2
J1/P1
PTO ON/OFF PTO INTERLOCK
(PTO OFF POSITION)
Figure 59 – PTO Configuration Cab Switches with One Speed Above Idle
16.8.7 One Speed Above Low Idle after PTO Switched On, Using Cruise Set/Resume
These diagrams provide cab accelerator pedal limiting before the rpm ramps up, and allows one speed above idle
to be controlled from the Cruise Set/Resume switches. If the PTO to Set Speed parameter is programmed to NO,
the ECM will not go to the programmed PTO Engine rpm Set Speed until the Set (rpm increase) switch is toggled.
When the PTO Top Engine Limit is set to the same value as the PTO Engine rpm Set Speed, the engine will not
exceed this rpm. Toggling the Set/Resume Switch in the Decel direction will cause the engine to ramp down from
PTO Top Engine Limit to Low Idle. The Throttle can be used to control engine rpm if the engine is at Low Idle.
The Cruise Set/Resume, Service Brake, and Clutch circuits are included because they will interrupt a set rpm using
the Cab Switches configuration. The cab accelerator pedal position sensor can be limited to low idle, PTO Top
Engine Limit, or Top Engine Limit using the PTO Cab Throttle RPM Limit parameter.
NOTE: If the PTO Engine RPM Set Speed is programmed to 0 rpm, the Set/Resume switch can be used to bump
(increment) engine speed up and down by the Idle/PTO Bump RPM parameter. Engine speed may be ramped as
well according to the programmed value of the Idle/PTO Ramp Rate parameter.
Parameter settings for PTO Configuration Cab Switches with One Speed Above Idle Circuit
Customer PTO PTO Cab Throttle PTO TEL PTO Engine PTO to Set
Parameter Configuration RPM Limit RPM Set Speed Speed
Parameter Cab Switches Desired Limit Desired RPM Desired RPM No
Setting
Input/Output Switch Input Output Cruise Set Cruise Resume
Connection PTO On/Off PTO Switch J1/P1:35 J1/P1:44
Circuit On Lamp
NOTE: The wiring diagram below is a typical wiring diagram. Other ECM terminals may be used for various
parameters that may function differently.
- 12V +
PTO Switch On Lamp
SET/RESUME
(SET OFF POSITION)
(RESUME OFF POSITION) ECM
PTO Switch ON Lamp
SERVICE BRAKE PEDAL POSITION C978-BR 35 Cruise Set
(PEDAL RELEASED POSITION) C979-OR 44 Cruise Resume
CLUTCH PEDAL POSITION H795-PK 5 AP Sensor/Switch Sensor Common
(PEDAL RELEASED POSITION) PTO On/Off Switch
J1/P1
(PTO OFF POSITION)
NOTE: INPUT SENSOR COMMON #1 (TERMINAL-18) MAY BE USED IN PLACE

OF INPUT SENSOR COMMON #2 (TERMINAL-3)
Figure 60 – PTO Configuration Cab Switches with One Speed Above Idle Circuit
16.8.8 PTO Configuration – Cab Switches with Torque Limiting
This configuration is identical to the configuration outlined above with the addition of a Torque Limit Switch. If a Torque
Limit is programmed it ONLY applies when the Torque Limit Switch is in the ON position. This configuration requires
the programming of the Torque Limit Switch to an ECM switch to ground input (default is None). Torque Limiting
should only be used for temporary protection of equipment.
- 12V +
PTO Switch On Lamp
Set/Resume
(Set Off Position)
(Resume Off Position) ECM
PTO Switch ON Lamp
Service Brake Pedal Position C978-BR 35 Cruise Set
(Pedal Released Position) C979-OR 44 Cruise Resume
H795-PK 5 AP Sensor/Switch Sensor Common
Clutch Pedal Position
(Pedal Released Position) PTO On/Off Switch
Torque Limit Switch
PTO On/Off PTO Interlock J1/P1
(PTO Off Position)
Torque Limit Switch
Torque Limit Off Position
Figure 61 – Cab Switches with Torque Limiting
16.9 Cab Switches – with Ignore Brake/Clutch/Neutral/Park

This configuration is identical to the configuration outlined above with the addition of an Ignore Brake/Clutch/
Neutral/Park Switch connected to an ECM switch to ground input. The Ignore Brake/Clutch/Neutral/Park Switch is
intended for applications requiring mobile use of the vehicle with a set engine rpm that does NOT require the Brake
or Clutch to disengage the engine rpm set speed. This is useful for applications such as a cement truck pouring
curbs/roads, or a fire truck pumping water where vehicle speed is adjusted using the clutch or brakes but engine
speed remains constant for proper pump operation. The programmable parameter Ignore Brake/Clutch/Neutral/Park
Switch must be programmed to an ECM switch to ground input to enable this feature (Default is None).
- 12V +
PTO Switch On Lamp
Set/Resume
(Set Off Position)
PTO Switch ON Lamp
Service Brake Pedal Position C978-BR 35 Cruise Set
(Pedal Released Position) C979-OR 44 Cruise Resume
Clutch Pedal Position
(Pedal Released Position) PTO On/Off Switch
Ignore Brake/Clutch Switch
PTO On/Off PTO Interlock J1/P1
(PTO Off Position)
Ignore Brake/Clutch Switch
Ignore Brake/Clutch Switch Off Position
Figure 62 – Cab Switches with Ignore Brake/Clutch/Neutral/Park Switch

16.9.1 PTO Configuration – Cab Switches Programmable Options
The following list includes all of the programmable options available for the PTO Configuration Cab Switches:
1. Cruise/Idle/PTO Switch Configuration – determines the function of the Set and Resume inputs when held in
position or toggled. The two options are Set-Accel, Resume – Decel or Set -Decel, Resume-Accel. This applies
to cruise control, idle, and PTO modes of operation.
NOTE: If the PTO Engine RPM Set Speed is programmed, the Set switch is always a RPM increase switch
and Resume is always a RPM decrease switch for PTO.
2. Cruise Control Pause Switch Configuration – If programmed to J1939 Body Controller, Instrument Cluster
or Cab Controller, this switch will act like the service brake or clutch switches for causing the PTO Mode to
kick out. If in the ON position, this switch will prevent the engine from entering into PTO mode. There is no
programmable parameter for ignoring this switch.
3. PTO Kickout Vehicle Speed Limit – determines the vehicle speed operating range of the PTO inputs. If vehicle
speed exceeds this limit the engine will either not allow a PTO engine speed to be set, or disengage a set
PTO speed.
4. Idle/PTO RPM Ramp Rate – determines the rate of engine speed acceleration/deceleration for the Resume,
Accel, and Decel operation.
5. Idle/PTO Bump RPM – determines the amount of rpm increase/decrease when the cruise Set/Resume switch
is toggled in the Accel/Decel position. If a PTO Engine RPM Set Speed has been programmed this parameter
does not apply.
6. PTO Top Engine Limit – Top RPM Limit of the engine while in PTO mode.
7. PTO Engine RPM Set Speed – program this parameter only if one or two specific engine speed points above
low idle are desired. The parameter is bound by programmed low idle and PTO Top Engine Limit.
8. PTO to Set Speed – program this parameter to YES only if the application requires the engine speed to ramp
up to the PTO Engine RPM Set Speed whenever the PTO On/Off circuit is turned ON.
9. PTO Cab Throttle RPM Limit – program this parameter if the operation requires limiting engine speed to
protect equipment. If programmed to Low Idle, this parameter has the affect of ignoring/disabling the accelerator
pedal position sensor when the PTO On/Off circuit is ON.
10. Torque Limit – program this parameter if a lower than rated torque limit is desired in order to temporarily
protect equipment. The torque limit will apply whenever the Torque Limit switch is ON.
11. PTO Engine RPM Set Speed A – This parameter can be programmed to a desired set speed that can be
attained by turning on a dedicated switch during PTO operation.
12. PTO Engine RPM Set Speed Input A – Use this parameter to select the Set Speed A switch input terminal.
13. PTO Engine RPM Set Speed B – This parameter can be programmed to a desired set speed that can be
14. PTO Engine RPM Set Speed Input B – Use this parameter to select the Set Speed B switch input terminal.
15. PTO Shutdown Time – This parameter is programmable between 3 to 1,440 minutes (a value of 0 turns off
this feature). This parameter sets the duration of time (in minutes) that engine will operate, with the PTO On/Off
circuit ON and no vehicle speed present, before shutting down.
16. PTO Shutdown Timer Maximum RPM – This parameter can be used to reset of the PTO Shutdown Timer if
engine speed goes above the programmed PTO Shutdown Timer Maximum RPM. Programming this parameter
to 2,120 rpm disables this feature.
17. PTO Low Idle Percent Threshold – This parameter enables/disables the PTO Shutdown Timer based on
percent engine load during PTO operation.
18. PTO Activates Cooling Fan – This parameter determines if the engine cooling fan is on normally or
Continuous while in PTO Mode. The Fan Control Type parameter must be programmed to other than None.
One of the available switch input options and an additional switch installed for this feature to function.
19. Ignore Brake/Clutch/Neutral/Park Switch – This switch input allows PTO to disregard the status of the
Service brake and Clutch switch settings.
20. Torque Limit Switch – Program this switch input to enable the programmed Torque Limit.
21. PTO Active Output – This output will turn “ON” when PTO is enabled and will remain active until PTO is turned
Off or Kicked Out.
22. Maximum PTO Enable Speed – Maximum engine speed that PTO mode will engage. PTO mode will engage
when engine rpm is at or below the programmed value.
23. Maximum PTO Vehicle Speed – Maximum speed allowed in pto mode. The engine ECM will limit fuel to
maintain this vehicle speed.
24. PTO Cab Controls RPM Limit – Determines engine rpm limit of the Cab Accelerator Pedal Position Sensor
when PTO Mode is Active. Programmable settings are Low Idle, TEL, or PTO TEL.
16.10 PTO Configuration – Remote Switches
The Remote Switches Configuration utilizes the PTO On/Off switch, Remote PTO Set and Resume switches and
up to two Set Speed Switches. Each switch input may be hardwired directly to the ECM or switch input messages,
except for the Set Speed B switch input, may be received over the J1939 Data Link. An optional pair of PTO Switch
On Lamps (one in cab, the other out of the cab at the remote location – programming dependent) may be used.
16.10.1 One Speed Above Low Idle with PTO Switched On

Program the PTO Top Engine Limit and the PTO Engine RPM Set Speed to the same value. Program the PTO to
Set Speed parameter to Yes. The ECM will ramp up to the pre-programmed PTO Engine RPM Set Speed when the
PTO On/Off switch is turned ON. When the PTO Top Engine Limit is set to the same value as the PTO Engine RPM
Set Speed, the engine will not exceed this rpm. The Service Brake Pedal Position switch, Clutch Pedal Position
switch, and cab accelerator pedal position sensor circuits are ignored whenever the PTO On/Off switch is ON.
Parameter settings for PTO Configuration Remote Switches with One Speed Above Idle Circuit
Customer PTO PTO Cab Throttle PTO TEL PTO Engine PTO to
Parameter Configuration RPM Limit RPM Set Speed Set Speed
Parameter Remote Switches Not Used 700-TEL Desired RPM Yes
Setting
Input/Output Switch input Output
Connection PTO On/Off PTO Switch
Circuit On Lamp
- 12V +
REMOTE PTO
CAB PTO SWITCH SWITCH ON LAMP
ON LAMP
ECM
PTO Switch On Lamp
PTO On/Off Switch
993-BR 3 Input Sensor Common #2
(PTO OFF POSITION)
P1 J1
Figure 63 – PTO Configuration Remote Switches with One Speed Above Idle Circuit
16.10.2 One Speed Above Low Idle after PTO Switched On, Using PTO Set/Resume
Program the PTO to Set Speed parameter NO. Program the PTO Top Engine Limit to the same value as the
PTO Set Speed. The ECM will not go to the programmed PTO Engine rpm Set Speed until the Set (rpm increase)
switch is toggled. If the PTO Top Engine Limit is set to the same value as the PTO Engine rpm Set Speed, the
engine will not exceed this rpm.
The service brake pedal position, parking brake, and clutch pedal position switches, and the cab accelerator pedal
position sensor circuits are ignored whenever the PTO On/Off switch is ON.
Parameter settings for PTO Configuration Remote Switches with One Speed Above Idle Circuit
Customer PTO PTO Cab Throttle PTO TEL PTO Engine RPM PTO to Set
Parameter Configuration RPM Limit Set Speed Speed
Parameter Remote Switches Not Used 700-TEL Desired RPM No
Setting
Input/Output Switch Input Output Switch Input Switch Input
Connection PTO On/Off PTO Switch PTO Set Switch PTO Resume
Circuit On Lamp Switch
Remote PTO
- 12V + Switch On Lamp
Cab PTO
Switch On Lamp *Cab PTO Switch and Remote PTO
Switch On Lamp shown as Low
Side Driver Circuit from ECM.
PTO Set/Resume
(Set Off Position)
PTO Switch ON Lamp
PTO Set
PTO Resume
PTO On/Off PTO Interlock
PTO On/Off Switch
(PTO Off Position) J1/P1

Note: Input Sensor Common #1 (Terminal- 18) may
be used in place of Input Sensor Common #2 (Terminal -3)
Figure 64 – PTO Configuration Remote Switches with One Speed Above Idle Circuit
16.11 PTO Configuration – Remote Switches with Torque Limiting
If a Torque Limit is programmed it ONLY applies when the Torque Limit Switch is in the ON position.
This configuration allows the use of a torque limit switch connected to an ECM Switch Input if Torque Limiting
is required. Torque Limiting should only be used for temporary protection of equipment. The programmable
parameter Torque Limit Switch must be programmed to a switch to ground input (Default is None).
Remote PTO
- 12V + Switch On Lamp
Cab PTO
Switch On Lamp *Cab PTO Switch and Remote PTO
Switch On Lamp shown as Low
Side Driver Circuit from ECM.
PTO Set/Resume
(Set Off Position)
PTO Switch ON Lamp
PTO Set
PTO Resume
PTO On/Off Switch
Torque Limit Switch
(PTO Off Position) Torque Limit Switch J1/P1

Note: Input Sensor Common #1 (Terminal- 18) may
be used in place of Input Sensor Common #2 (Terminal -3)
Torque Limit Off Position
Figure 65 – Remote Switches with Torque Limiting
16.11.1 PTO Configuration – Remote Switches Programmable Options

The following list includes all of the programmable options available for the PTO Configuration Remote Switches.
The options listed below are nearly identical to those for the Cab Switches Configuration. PTO will not respond to
the cab cruise control switches or the cab throttle when the PTO On/Off circuit is ON.
1. Cruise/Idle/PTO Switch Configuration – affects Remote PTO Switches if PTO Engine RPM Set Speed is not
programmed. If PTO Engine RPM Set Speed is programmed, the PTO Set is always increases engine RPM,
the PTO Resume is always a RPM decrease.
speed exceeds this limit the engine will either not allow an engine speed to be set, or disengage a set PTO speed.
3. Idle/PTO RPM Ramp Rate – determines the rate of engine speed acceleration/deceleration for the PTO and
Idle engine speed control.
4. Idle/PTO Bump RPM – determines the amount of rpm increase/decrease if a PTO Set/Resume switch is
toggled in the Accel/Decel position. If a PTO Engine RPM Set Speed has been programmed this parameter
does not apply.
5. PTO Top Engine Limit – Top RPM Limit of the engine while in PTO mode.
6. PTO Engine RPM Set Speed – program this parameter only if one or two specific engine speed points above
low idle are desired. The parameter is bounded by the programmed low idle and PTO Top Engine Limit.
7. PTO to Set Speed – program this parameter to YES if the application wants the engine speed to ramp up to the
PTO Engine RPM Set Speed whenever the PTO On/Off circuit is turned ON.
8. PTO Cab Throttle RPM Limit – Not available for Remote Switches.
9. Torque Limit – program this parameter if a lower than rated torque limit is desired in order to temporarily protect
equipment. The torque limit will apply whenever the Torque Limit switch is ON.
11. PTO Engine RPM Set Speed Input A – Use this parameter to select the Set Speed A switch input terminal.
13. PTO Engine RPM Set Speed Input B – Use this parameter to select the Set Speed B switch input terminal.
14. PTO Shutdown Time – This parameter is programmable between 3 to 1,440 minutes (a value of 0 turns off this
feature). This parameter sets the duration of time (in minutes) that engine will operate, with the PTO On/Off
15. PTO Shutdown Timer Maximum RPM – This parameter can be used to reset of the PTO Shutdown Timer if
engine speed goes above the programmed PTO Shutdown Timer Maximum RPM. Programming this parameter
to 2,120 rpm disables this feature.
16. PTO Low Idle Percent Threshold – This parameter enables/disables the PTO Shutdown Timer based on percent
engine load during PTO operation.
17. PTO Activates Cooling Fan – This parameter determines if the engine cooling fan is on normally or Continuous
while in PTO Mode. The Fan Control Type parameter must be programmed to other than None.
Off or Kicked Out.
16.12 PTO Configuration – Remote Throttle

The Remote Throttle Configuration utilizes a dedicated PTO On/Off, an optional pair of PTO Switch On Lamps
(one in cab the other out of the cab at the remote location, and uses a second, additional PTO Accelerator Pedal
Position Sensor. This remote throttle MUST be connected at all times to prevent illuminating the Amber Warning
Lamp (connected to ECM Connector P1/J1, terminal-68).
16.12.1 Remote Accelerator Pedal Sensor without Set and Resume
The engine will not exceed the PTO Top Engine Limit with the PTO On/Off Switch ON.
All cab inputs (Cruise, Cruise Pause, Set/Resume, accelerator pedal position sensor, service brake pedal position,
transmission neutral, clutch pedal position switches) are ignored when the PTO Configuration is programmed to
Remote Throttle and PTO is active.
Parameter settings for PTO Configuration Remote Throttle with One Speed Above Idle Circuit
Customer PTO PTO to PTO Cab PTO TEL PTO Engine

Parameter Configuration Set Speed Throttle Limit RPM Set Speed
Parameter Remote Throttle Not Used Not Available 700 – TEL Not available
Setting
Input/Output Switch Input Input 8# Output
Connection PTO On/Off PTO Accelerator PTO Switch
Circuit Position Sensor ON Lamp
NOTE: The wiring diagram below is a typical wiring diagram. Other ECM terminals maybe used for various
- 12V +
REMOTE PTO
ON LAMP
ECM
PTO Switch On Lamp
PTO On/Off Switch
(PTO OFF POSITION) 993-BR 3 Input Sensor Common #2
G845-PU 68 Input #8
ACCELERATOR POSITION SENSOR J1/P1
+BATTERY RD A
INPUT SENSOR COMMON #2 BK B
ACCELERATOR POSITION WH C
NOTE: INP UT S ENS OR COMMON #1 (TERMINAL-18) MAY BE US ED IN P LACE

OF INP UT S ENS OR COMMON #2 (TERMINAL-3)
Figure 66 – PTO Configuration Remote Throttle

16.12.2 Remote Throttle Sensor with PTO Set and PTO Resume
The remote Set/Resume switches function like the Cab Cruise Control Switches. The engine will not exceed the
PTO Top Engine Limit with the PTO On/Off Switch ON.
The Service Brake Pedal Position, Clutch Pedal Position switch, and cab accelerator pedal position sensor circuits
are ignored whenever the PTO On/Off switch is ON.
Parameter settings for PTO Configuration Remote Throttle with Set/Resume
Customer PTO Idle/PTO Idle/PTO PTO TEL PTO Engine

Parameter Configuration Ramp Rate Bump RPM RPM Set Speed
Parameter Remote Throttle 5 to 1,000 rpm/ 5 to 500 rpm 700 – TEL Not used
Setting sec
Input/Output Switch Input Input #8 Output Switch Switch Input
Connection PTO On/Off Remote PTO Switch on PTO Set Switch PTO Resume
Circuit Accelerator Lamp Switch
Position Sensor
- 12V + REMOTE PTO

ON LAMP
PTO SET/RESUME
(SET OFF POSITION)
(RESUME OFF POSITION) ECM
PTO ON/OFF PTO INTERLOCK PTO Switch On Lamp

PTO Set
PTO Resume
(PTO OFF POSITION) PTO On/Off Switch
993-BR 3 Input Sensor Common #2
G845-PU 68 Input #8
ACCELERATOR POSITION SENSOR P1 J1
+BATTERY OR A
INPUT SENSOR COMMON #2 BK B
ACCELERATOR POSITION WH C
Figure 67 – PTO Configuration Remote Throttle with Set/Resume

16.12.3 PTO Configuration – Remote Throttle Programmable Options
The following list includes all of the programmable options available for the PTO Configuration Remote Throttle.
PTO will not respond to the cab cruise control switches or the cab throttle when the PTO On/Off circuit is ON.
position or toggled. The two options are Set-Accel, Resume-Decel, or Set-Decel, Resume Accel. This applies
to cruise control, PTO, and idle modes of operation.
speed exceeds this limit the engine will either not allow an engine speed to be set, or disengage a set PTO speed.
3. Idle/PTO RPM Ramp Rate – determines the rate of engine speed acceleration/deceleration for the resume,
accel, and decal operation. Applies to both PTO and Idle engine speed control.
4. Idle/PT Bump RPM – determines the amount or rpm increase/decrease when the Remote PTO Set/Resume
switch is toggled in the Accel/Decel position.
5. PTO Top Engine Limit – Top RPM Limit of the engine when the PTO On/Off circuit is ON.
6. PTO Engine RPM Set Speed – this parameter is not available if the PTO Configuration is Remote Throttle.
7. PTO to Set Speed – this parameter is not available if the PTO Configuration is Remote Throttle.
8. PTO Cab Throttle RPM Limit – programming this parameter has no affect for the PTO Configuration
Remote Throttle.
11. PTO Engine PM Set Speed – Use this parameter to select the Set Speed A switch input terminal.
13. PTO Engine RPM Set speed Input B – Use this parameter to select the Set Speed B switch input terminal.
14. PTO Shutdown Time – This parameter is programmable between 3 to 1,440 minutes (a value of 0 turns off this
15. PTO Shutdown Timer Maximum RPM – This parameter can be used to reset the PTO Shutdown Timer if engine
speed goes above the programmed PTO Shutdown Timer Maximum RPM. Programming this parameter to
2,120 rpm disables this feature.
16. PTO Low Idle Percent Threshold – This parameter enables/disables the PTO Shutdown Timer based on percent
17. PTO Activates Cooling Fan – This parameter determines if the engine cooling fan is on normally or continuous
while in PTO Mode. The Fan Control type parameter must be programmed to other that None.
Off or Kicked Out.
Parameter settings for PTO Configuration Remote Throttle with Set Speed A and B
Customer PTO PTO Engine PTO Engine PTO Engine PTO Engine
Parameter Configuration RPM Set Speed RPM Set RPM Set Speed RPM Set
Input A Speed A Input B Speed B
Parameter Cab Switches, J1/P1:58 Desired RPM J1/P1:60 Desired RPM
Setting Remote Switches
or Remote
Throttle
Input/Output Switch Input Switch Input Switch Input Output
Connection PTO On/Off Set Speed A Set Speed B PTO Switch
Circuit Switch Circuit Switch Circuit On Lamp
PTO SWITCH
ON LAMP
*Lamp Shown as Low Side Driver
- 12V +
PTO ENGINE RPM

SET SPEED A SWITCH ECM
PTO Switch On Lamp
PTO Set Speed A Switch
PTO ENGINE RPM PTO Set Speed B Switch
SET SPEED B SWITCH 993-BR 3 Input Sensor Common #2
PTO On/Off Switch
P1 J1
PTO
INTERLOCK PTO ON/OFF SWITCH

Figure 68 – PTO Configuration with PTO Engine RPM Set Speed A and B
16.13 PTO Configuration – Remote Throttle & J1939 Speed Command

The Remote Throttle & J1939 Speed Command Configuration utilizes a dedicated PTO On/Off, a second, additional
PTO Accelerator Pedal Position Sensor, and a J1939 device that broadcasts TSC 1 Speed Commands.
The hardwired remote throttle MUST be connected at all times to prevent illuminating the Amber Warning Lamp
(connected to ECM Connector P1/J1, terminal-68).
The ECM will only listen to TSC 1 speed commands to control engine speed during PTO operation from the
two sources defined by SAE. Management Computer #1 ($27 hex) and Water Pump Controller ($39 hex) can
control engine speed using the TSC1 speed command. The ECM will listen to TSC 1 Speed Commands during
PTO operation only.
TSC 1 Speed Commands from the ABS and/or transmission override all other TSC 1 commands.
TSC 1 Speed Commands should only be broadcast when the controlling device needs to control engine speed.
Once the TSC 1 Speed Command is no longer broadcast, the engine speed will go to low idle, hardwired remote
throttle desired engine speed, or to a pre-established set speed.
No diagnostics are associated with TSC 1 Speed Commands.
16.13.1 Remote Accelerator Pedal Sensor & J1939 Speed Command without Set and Resume
The engine will not exceed the PTO Top Engine Limit with the PTO On/Off Switch ON.
All cab inputs (Cruise, Cruise Pause, Set/Resume, accelerator pedal position sensor, service brake pedal position,
transmission neutral, clutch pedal position switches) are ignored when the PTO Configuration is programmed to
Remote Throttle & J1939 Speed Command; and PTO is active.
Parameter settings for PTO Configuration Remote Throttle & J1939 Speed Command with One Speed Above
Idle Circuit.
Customer PTO PTO to Set PTO Cab Throttle PTO TEL PTO Engine RPM
Parameter Configuration Speed Limit Set Speed
Parameter Remote Throttle Not Used Not Available 700 - TEL Not available
Setting & J1939 Speed
Command
Input/Output Switch Input Input 8# Output
J1939 Data J1939 Data Link Output
Link Device
Connection PTO On/Off PTO Accelerator PTO Switch ON
Circuit Position Sensor Lamp
NOTE: The wiring diagram below is a typical wiring diagram. Other ECM terminals maybe used for various
- 12 V + Remote PTO
Switch On Lamp
PTO Switch On Lamp
ECM
PTO Switch On Lamp
PTO On/Off Switch
(PTO Shown in Off position) 993-BR 3 Input Senor Common #2
G845-PU 68 Input #8
A249-BK 34 J1939 Dat Link Shield
Remote Accelerator Pedal Position Sensor 42 J1939 Data Link -
K990-GN
+ Battery RD A K900-YL 50 J1939 Data Link +
Input Sensor Common #2 BK B
Accelerator Position WH C J1/P1
A
J1939 Compliant Device B
C
OEM Supplied J1939 Data Link Backbone
Figure 69 – PTO Configuration Remote Throttle & J1939 Speed Command
16.14 Remote Throttle & J1939 Speed Command with PTO Set and PTO Resume
The remote Set/Resume switches function like the Cab Cruise Control Switches. The engine will not exceed the
PTO Top Engine Limit with the PTO On/ Off Switch ON.
The Service Brake Pedal Position, Clutch Pedal Position switch, and cab accelerator pedal position sensor circuits
are ignored whenever the PTO On/Off switch is ON.
Parameter settings for PTO Configuration Remote Throttle with Set/Resume
Customer PTO Idle/PTO Ramp Idle/PTO Bump PTO TEL PTO Engine RPM
Parameter Configuration Rate RPM Set Speed
Parameter Remote Throttle 5 to 1000 rpm/ 5 to 500 rpm 700 - TEL Not used
Setting & J1939 Speed sec
Command
Input/Output Switch Input Input #8 Output Switch Switch Input
J1939 Data J1939 Data Link Output
Link Device
Connection PTO On/Off Remote PTO Switch PTO Set Switch PTO Resume
Circuit Accelerator On Lamp Switch
Position Sensor
- 12 V + Remote PTO
Switch On Lamp
PTO Switch On Lamp
ECM
PTO Switch On Lamp
PTO On/Off Switch
(PTO Shown in Off position) 993-BR 3 Input Senor Common #2
G845-PU 68 Input #8
A249-BK 34 J1939 Dat Link Shield
Remote Accelerator Pedal Position Sensor 42 J1939 Data Link -
K990-GN
+ Battery RD A K900-YL 50 J1939 Data Link +
Input Sensor Common #2 BK B
Accelerator Position WH C J1/P1
A
J1939 Compliant Device B
C
OEM Supplied J1939 Data Link Backbone
Figure 70 – PTO Configuration Remote Throttle & J1939 Speed Command with Remote Set/Resume
16.14.1 PTO Configuration – Remote Throttle & J1939 Speed Command Programmable Options
The following list includes all of the programmable options available for the PTO Configuration Remote Throttle
& J1939 Speed Command. PTO will not respond to the cab cruise control switches or the cab throttle when the
PTO On/Off circuit is ON.
position or toggled. The two options are Set-Accel, Resume-Decel, or Set-Decel, Resume Accel. This applies
to cruise control, PTO, and idle modes of operation.
2. PTO Kickout Vehicle Speed Limit – determines the vehicle speed operating range of the PTO inputs. If
vehicle speed exceeds this limit the engine will either not allow an engine speed to be set, or disengage a set
PTO speed.
3. Idle/PTO RPM Ramp Rate – determines the rate of engine speed acceleration/deceleration for the set, resume,
accel, and decel operation. Applies to both PTO and Idle engine speed control.
4. Idle/PT Bump RPM – determines the amount or rpm increase/decrease when the Remote PTO Set/Resume
switch is toggled in the Accel/Decel position.
5. PTO Top Engine Limit – Top RPM Limit of the engine when the PTO On/Off circuit is ON.
6. PTO Engine RPM Set Speed – this parameter is not available if the PTO Configuration is Remote Throttle
7. PTO to Set Speed – this parameter is not available if the PTO Configuration is Remote Throttle & J1939
Speed Command.
8. PTO Cab Throttle RPM Limit – programming this parameter has no affect for the PTO Configuration Remote
Throttle & J1939 Speed Command.
11. PTO Engine PM Set Speed Input A – Use this parameter to select the Set Speed A switch input terminal.
13. PTO Engine RPM Set speed Input B – Use this parameter to select the Set Speed B switch input terminal.
14. PTO Shutdown Time – This parameter is programmable between 3 to 1440 minutes (a value of 0turns off this
15. PTO Shutdown Timer Maximum RPM – This parameter can be used to reset the PTO Shutdown Timer if engine
speed goes above the programmed PTO Shutdown Timer Maximum RPM. Programming this parameter to
2,120 rpm disables this feature.
16. PTO Low Idle Percent Threshold – This parameter enables/disables the PTO Shutdown Timer bases on percent
17. PTO Activates Cooling Fan – this parameter determines if the engine-cooling fan is on normally or continuous
while in PTO Mode. The Fan Control type parameter must be programmed to other that none.
off or Kicked Out.
16.15 Multiple Speed PTO Operation using PTO Engine RPM Set Speed A and B
Multiple Speed PTO operation can be utilized for all four PTO Configurations available (Cab Switches, Remote
Switches, Remote Throttle, or Remote Throttle & J1939 Speed Control). This feature provides a simple means
to add one or two additional set speeds that can be actuated by turning on a dedicated switch(es) for the
programmed speed(s).
For multiple speed PTO operation the PTO Engine RPM Set Speed Input A parameter can be programmed to use
any one of the multiple switch inputs on the ECM. The corresponding PTO Engine RPM Set Speed A parameter
can be programmed to the desired operating speed. When the switch between the selected input and sensor
common is closed, the engine will proceed to the programmed speed for that input while operating in Dedicated
PTO Mode (PTO On/Off Switch ON).
For an additional set speed input, the PTO Engine RPM Set Speed Input B parameter can be programmed to use
any of the other multiple inputs not selected from the choices mentioned above. Program the corresponding PTO
Engine RPM Set Speed B parameter to the desired speed. When the switch between the selected input and sensor
common is closed, the engine will proceed to the programmed speed, for that input, while the engine is operating in
Dedicated PTO Mode (PTO On/Off Switch ON), and the PTO Engine RPM Set Speed Input A is OFF.
When the PTO On/Off Switch is turned ON, and a PTO Engine RPM Set Speed Input Switch (A or B) is already ON,
or then turned ON, the engine will proceed to the corresponding rpm programmed for that switch. If both switches
are ON, the engine will proceed to PTO Engine RPM Set Speed A. PTO Engine RPM Set Speed Input A has priority
over PTO Engine RPM Set Speed Input B. If switch A is then turned OFF, the engine will proceed to the programmed
PTO Engine RPM Set Speed B. If switch A is then turned ON again, the engine will proceed back to PTO Engine
RPM Set Speed A. If both switches are turned OFF the engine will then return to Low Idle.
The PTO Engine RPM Set Speeds A and B can be used with all other PTO features used to control engine rpm
with the exception of conditions that disable PTO operation or cause a “kickout”. For Example, the Cab Throttle,
Remote Throttle, Cruise Set/Resume, and Remote Set/Resume Inputs as well as the PTO to Set Speed feature
are all ignored when either PTO Engine RPM Set Speed Input Switch (A or B) is ON. When the switch is turned
OFF, normal control is returned.
Applications using the Dedicated PTO Configuration of Remote Throttle & J1939 Speed Command can utilize the
Set Speed A and B functions. TSC 1 commands have priority over the hardwired remote throttle and all set speeds,
including PTO Engine RPM Set Speeds A and B.
When a single PTO Set Speed Input Switch (A or B) is turned On, the PTO Set Speed will be changed from the
previous PTO Set Speed value (created by the Set/Resume Switch) to the programmed PTO Engine RPM Set
Speed (A or B). When that PTO Set Speed Input Switch is turned Off, the PTO Set Speed is changed to Low Idle.
The Set/Resume switch will need to be used to create a PTO Set Speed above Low Idle.
NOTE: The PTO to Set Speed feature is only available for Cab Switches and Remote Switches configurations.
If the PTO to Set Speed parameter is programmed to YES and a PTO Engine RPM Set Speed is programmed,
the engine will automatically go to that programmed speed when the PTO On/Off Switch is turned ON. However,
if either PTO Engine RPM Set Speed Input Switch (A or B) is ON, the engine will operate at the corresponding rpm
programmed for that switch. When the A or B switch is turned OFF, the engine will proceed to the PTO Engine RPM
Set Speed. If the PTO to Set Speed parameter is programmed to NO, the engine will return to Low Idle when the
PTO Engine RPM Set Speed Input Switch (A or B) is turned OFF.
*Parameter settings for PTO Configuration Remote Throttle with Set Speed A and B
Customer PTO PTO Engine PTO Engine RPM PTO Engine PTO Engine RPM
Parameter Configuration RPM Set Speed Set Speed A RPM Set speed Set Speed B
Input A Input B
Parameter Cab Switches, J1/P1:58 Desired RPM J1/P1:60 Desired RPM
Setting Remote Switches
or Remote
Throttle
Input/Output Switch Input Switch Input Switch Input Output
Connection PTO On/Off Set Speed A Set Speed B PTO Switch
Circuit Switch Circuit Switch Circuit On Lamp
PTO SWITCH
ON LAMP
*Lamp Shown as Low Side Driver
- 12V +
PTO ENGINE RPM

SET SPEED A SWITCH ECM
PTO Switch On Lamp
PTO Set Speed A Switch
PTO ENGINE RPM PTO Set Speed B Switch
SET SPEED B SWITCH 993-BR 3 Input Sensor Common #2
PTO On/Off Switch
P1 J1
PTO
INTERLOCK PTO ON/OFF SWITCH

Figure 71 – PTO Configuration with PTO Engine RPM Set Speed A and B
16.16 PTO Operation Examples
Multiple PTO Engine Speed Operation – Example #1
PTO, multiple engine speeds
Hard Wired Switch inputs
1) PTO Configuration set to Cab Switches or Remote Switches.
2) For Set Engine speeds above Low Idle
Parameter Parameter Setting

PTO TEL 1,500 rpm 1,500 rpm
**PTO to Set Speed **Yes **No
PTO Set Speed 1,200 rpm 1,200 rpm
Switch Input Engine speed reaction Engine speed reaction
PTO Enable **Engine goes to 1,200 rpm **Engine stays at low idle
*Set/Accel If at 1,200 rpm, toggle once to go If at low idle, toggle once to go to
to 1,500 rpm. N/A at 1,500 rpm. 1,200 rpm. Toggle again to go to
1,500 rpm. N/A at 1,500 rpm.
*Resume/Decel N/A if at Low Idle. If at 1,500 rpm N/A if at Low Idle. If at 1,500 rpm
Toggle once to go to 1,200 rpm. toggle once to go to 1,200 rpm.
Toggle again to go to low idle. Toggle again to go to low idle.
Notes:
**Notice difference in function with different “PTO To Set Speed” parameter settings.
With “PTO Set Speed” parameter programmed to an engine rpm, the “Cruise/Idle/PTO Switch Configuration”
parameter setting has no affect on the cab cruise “Set” and “Resume” switches.
For one desired speed above low idle, set the “PTO Set Speed” and the “PTO TEL” to the same rpm value.
Throttle can override “PTO Set speed” rpm up to PTO TEL.
The “Set” switch will not set “PTO Set Speed” to the throttle controlled engine speed.
16.17 Multiple PTO Engine Speed Operation – Example #2

Hard Wired Switch Inputs
1) PTO engine rpm control with Set Speed A and B
2) PTO Configuration set to Cab Switches, Remote Switches or Remote Throttle.

PTO TEL 1,500 rpm
Set Speed A 1,000 rpm
Set Speed B 1,200 rpm
PTO to Set Speed No (N/A for Remote Throttle)
Switch Input Engine Speed reaction
PTO Enable Engine Stays at Low Idle
Set Speed A Engine speed ramps to 1,000 rpm
Set Speed B If Set Speed A is Off, engine speed ramps to 1,200 rpm
Notes:
1) Set Speed A and B switch inputs must be programmed.
2) Set Speed A overrides Set Speed B, Cruise Accel, Cruise Decel, PTO Set Speed and Throttle.
3) Set Speed B overrides Cruise Accel, Cruise Decel, PTO Set Speed and Throttle.
4) If PTO To Set Speed is programmed to No, switching A or B off returns the PTO Set Speed to Low Idle.
5) If PTO To Set Speed is programmed to YES, switching A or B off returns to the programmed PTO Engine RPM
Set Speed to Low Idle.
16.18 Multiple PTO engine speed Example #3
Hard Wired Switch Inputs
1) PTO Configuration set to Cab Switches, or Remote Switches.
2) To get variable engine speeds above low idle:

PTO TEL 1,500 rpm
PTO To Set Speed No
PTO to Set Speed 0
Idle/PTO Ramp Rate 50 rpm/sec
Idle/PTO Bump Rate 20 rpm
Switch Input Engine Speed Reaction
*Set/Accel Toggle once to set “PTO Set Speed” at current engine speed.
Toggle to “Bump” 20 rpm (up to 1,500 rpm)
Hold to “Ramp” up @ 50 rpm/sec (up to 1,500 rpm).
N/A at 1,500 rpm.
*Resume/Decel N/A if PTO Set Speed not set.
N/A if at Low Idle
Toggle to “Bump” down 20 rpm (to Low Idle).
Hold to “Ramp” down @ 50 rpm/sec (to Low Idle)
*Notes:
1) *The “Cruise/Idle PTO Switch Configuration” parameter setting does affect the Remote PTO Set and Resume switches.
2) Throttle can override “PTO Set Speed” rpm up to PTO TEL.
3) The “Set” switch will set “PTO Set Speed” to the throttle controlled engine speed.
4) Remote PTO Set and Resume switch inputs must be programmed for Remote Switches, Remote Throttle,
and Remote Throttle & J1939 Speed Command.
J1939 Based Cruise Switch Input Messages
1) PTO Configuration set to Cab Switches.
2) For set engine speeds above Low Idle:
** PTO To Set Speed ** YES ** NO
Switch Input Engine Speed reaction Engine Speed reaction
PTO Enable ** Engine goes to 1,200 rpm ** Engine stays at Low Idle
(“PTO Set Speed” has been set)
J1939 Set Message N/A Toggle once to raise RPM to
(“PTO Set Speed” has been set) 1,200 rpm. (“PTO Set Speed”
has been set”)
N/A once a “PTO Set Speed”
has been established
J1939 Resume Message N/A N/A
J1939 Cruise Accel Message If at Low Idle, Toggle once to After “PTO Set Speed” has
go to 1,200 rpm. Toggle again been established.
to go to 1,500 rpm. If at Low Idle, toggle once to
N/A at PTO TEL (1,500 rpm) go to 1,200 rpm. Toggle again
to go to 1,500 rpm.
N/A at PTO TEL (1,500 rpm).
J1939 Decel Message N/A if at Low Idle N/A if at Low Idle
If at 1,500 rpm toggle once to If at 1,500 rpm toggle once to
go to 1,200 rpm. Toggle again go to 1,200 rpm. Toggle again
to go to low idle. to go to Low Idle.
Notes:
1) **Notice difference in function with different “PTO To Set Speed” parameter settings.
2) For one desired speed above low idle, set the “PTO Set Speed” and the “PTO TEL” to the same rpm value.
3) Throttle can override “PTO Set Speed” rpm up to PTO TEL.
4) The ‘Set’ switch message will not set “PTO Set Speed” to the throttle controlled engine speed.
5) The ECM will respond to the J1939 base PTO Engine RPM Set Speed A message just as the hardwired
switch input.
J1939 Based Cruise Switch Input Messages
1) PTO Configuration set to Cab Switches
2) For variable engine speeds above Low Idle:

PTO TEL 1,500 rpm
PTO To Set Speed No
PTO Set Speed 0
J1939 Cruise Set Message Toggle once to set “PTO Set Speed” at current engine speed.
J1939 Cruise Resume Message N/A
J1939 Cruise Accel Message Toggle to bump up 20 rpm.
Hold to Ramp Up @ 50 rpm/sec.
J1939 Cruise Decel Message If above Low Idle, toggle to bump down 20 rpm.
Hold to Ramp Down @ 50 rpm/sec.
Notes:
The ECM will respond to the J1939 message (PGN 65,264) ($FEF) Byte 6, Bits 4-3 (“Remote PTO preprogrammed
speed control switch”) in the same manner as the PTO Engine RPM Set speed A hardwired switch input.
The “Cruise/Idle/PTO Switch Configuration” parameter setting does affect the J1939 Remote PTO Set and Resume
switch messages.
J1939 Based Switch Remote PTO Set and Resume Message Inputs
1) PTO Configuration set to Remote Switches, Remote Throttle or Remote Throttle & J1939 Speed Control.
2) For variable engine speeds.

PTO TEL 1,500 rpm
PTO To Set Speed No (N/A for Remote Throttle or Remote Throttle
& J1939 Speed Control)
PTO Set Speed 0 (N/A for Remote Throttle or Remote Throttle
& J1939 Speed Control
J1939 Remote PTO Set Message Toggle once to set ‘PTO Set Speed’ at current engine speed.
Toggle to bump up 20 rpm.
Hold to ramp up @ 50 rpm/sec
J1939 Remote PTO Resume Message If above Low Idle, toggle to bump down 20 rpm.
Hold to ramp down @ 50 rpm/sec
J1939 Remote PTO Accel Message Not supported
J1939 Remote PTO Decel Message Not supported
Notes:
1) The ECM will respond to the J1939 message (PGN65,264 ($FEF) Byte 6 Bits 4-3 “Remote PTO preprogrammed
speed control switch”) in the same manner as the PTO Engine RPM Set Speed A hardwired switch input.
2) The “Cruise/Idle/PTO switch configuration” parameter does affect the J1939 Remote PTO Set and Resume
switch messages.
J1939 Based Switch Remote PTO Set & Resume Message Inputs
1) PTO Configuration set to Remote Switches.
2) For set engine speeds above low idle:

PTO To Set Speed Yes No
Idle/PTO Ramp Rate 50 rpm/sec 50 rpm/sec
Idle/PTO Bump Rate 20 rpm 20 rpm
Switch Input Engine Speed reaction Engine Speed reaction
PTO Enable **Engine goes to 1,200 rpm Engine Stays at low idle
J1939 Remote PTO Set Message Toggle and engine goes Toggle to increase rpm to 1,200 rpm.
to 1,200 rpm Toggle and engine goes
to 1,500 rpm
J1939 Remote PTO Resume N/A @ low idle N/A @ low idle
Message @ 1,500 rpm, toggle to reduce @ 1,500 rpm, toggle to reduce
engine rpm to 1,200 rpm rpm to 1,200 rpm
@1,200 rpm, toggle to reduce @1,200 rpm, toggle to reduce
engine rpm to Low Idle rpm to Low Idle
J1939 Remote PTO Accel Message Not supported Not supported
J1939 Remote PTO Decel Message Not supported Not supported
Notes:
1) The ECM will respond to the J1939 message (PGN 65,264 ($FEF) Byte 6 Bits 4-3 “Remote PTO
preprogrammed speed control switch”) in the same manner as the PTO Engine RPM Set Speed A hardwired
switch input.
2) The “Cruise/Idle/PTO Switch Configuration” parameter setting does affect the J1939 Remote PTO Set and
Resume switch messages.

Remote PTO Set & Resume
1. PTO Configuration set to Remote Throttle & J1939 Speed Control.
2. For set engine speeds above low idle:

PTO TEL 1500 rpm
PTO To Set Speed N/A
PTO Set Speed N/A
PTO Enable Engine Stays at low idle
TSC1 Speed Command received Engine goes to speed requested.
Engine will not exceed PTO TEL
Remote PTO Set Switch On Engine goes to speed requested.
TSC 1 speed request overrides set speed
Remote PTO Resume Engine goes to speed requested.
TSC 1 speed request overrides resume speed
Notes:
1. The ECM will respond to the J1939 TSC1 Speed Command message in the same manner as the hardwired
Remote Throttle.
2. ECM will respond in the same manner for both hardwired and J1939 Remote PTO Set and Remote
PTO Resume Switches.

Engine RPM Set Speed A,B, and Hardwired Remote Throttle
1. PTO Configuration set to Remote Throttle & J1939 Speed Control.
2. For set engine speeds above low idle:

PTO TEL 1,500 rpm
PTO To Set Speed N/A
PTO Set Speed N/A
Engine RPM Set Speed A 1,000 rpm
Engine RPM Set Speed B 1,200 rpm
Engine RPM Set Speed Input A J1/P1: 6, 7, 22, 23, 35, 40, 44, 45, 46, 47, 56, 58, 59, 60,
J1939 Cab Display
Engine RPM Set Speed Input B J1/P1: 6, 7, 22, 23, 35, 40, 44, 45, 46, 47, 56, 58, 59, 60
PTO Enable Engine Stays at low idle
Hardwired Throttle Input Engine goes to throttle desired engine speed.
Set Speed A, B, TSC 1 speed command
override hardwired throttle.
PTO Set Speed A input On Engine goes to 1,000 rpm.
Overrides hardwired throttle desired engine speed.
Overrides set speed B if on.
TSC 1 Speed Command overrides A,
engine goes to desired speed.
PTO Set Speed B On Overrides hardwired throttle desired engine speed.
Engine goes to 1,200 rpm if Set Speed A is Off
TSC 1 Speed Command overrides B, engine goes to desired speed.
Notes:
1. The ECM will respond to the J1939 TSC1 Speed Command message in the same manner as the hardwired
Remote Throttle.
17.0 Engine Retarder

17.1 Engine Retarder Control
The ECM can directly drive the solenoids for a Caterpillar factory installed compression type engine retarder and
also provide an auxiliary brake signal based upon engine rpm, throttle position, clutch and brake engagement,
and the cruise control on/off switch setting. The retarder output signal prevents the ECM initiated retarder operation
while the engine is being fueled.
17.2 Engine Retarder Operation
In order to assure proper retarder operation the following conditions must be met, regardless of the Customer
Parameter settings for the Engine Retarder, Auto Retarder in Cruise, Engine Retarder Minimum Vehicle Speed,
Engine Retarder Minimum VSL Type, and Engine Retarder Delay parameters:
Engine RPM is above 800 rpm
AND
Accelerator Pedal Position ⭐ 5%
AND
Clutch Pedal released
And
*PTO On/Off Switch OFF
*Engine Retarder Operation is disabled when the PTO On/Off Switch is in the On position.
17.3 Engine Retarder Level
Engine Retarder Solenoid operation is dependant on OEM installed switches providing logic input to the control
indicated in the following table for proper operation. Engine Retarder switch programming is dependent on the
Compression Brake System Installation Status. Caterpillar does not require OEM installed retarder switches if the
Engine Compression Brake System is set to Installed. When no switches are programmed, and conditions are met
to turn on the engine retarder, the engine retarder will operate in High Mode only.
The following table outlines the level of engine braking that can be achieved when the Compression Brake System
is set to Installed and the Engine Retarder switch position and/or programming. A short circuit in the following table
is a connection to ECM Connector P1, terminal 5 (AP Sensor/Switch Sensor Common).
Level Low/High- Switch Input Med./High- Switch Input

Off Open Circuit Open Circuit
Low Short Circuit Open Circuit
Medium Open Circuit Short Circuit
High Short Circuit Short Circuit
High Not Programmed Not Programmed
NOTE: Switch inputs to the engine retarders are configurable to more that one switch to ground input or
J1939 option.
Retarder Switches Default Programmable Options

Low/High Switch J1/P1:23 J1/P1:
6, 7, 22, 23, 35, 40, 44, 45,
46, 47, 56, 58, 59, 60,
or
Med/High Switch J1/P1:40 J1939 Body Controller,
J1939 Cab Display
NOTE: Low/High and Medium/High Retarder Switch level programming is dependent on the Compression Brake
Installation Parameter. If set to Not Installed, the Low/High and Med/High Retarder Switches are unavailable.
The engine retarder solenoid output provides four levels of retarding:

1. Off
2. Low
3. Medium
4. High
OEM provided and installed components optional:
1. Cab Switch(es).
Customer Parameter programming optional:
1) Retarder Low/High Switch programmed to ECM terminal or J1939 source.
2) Retarder Med/High Switch programmed to ECM terminal or J1939 source.
3) Compression Brake Installation Status set to Installed
NOTE: Shown below is a typical OEM wiring diagram. ECM terminal assignments shown below may vary by OEM.
ENGINE ENGINE ENGINE

RETARDER RETARDER RETARDER
SOLENOID SOLENOID SOLENOID
CYLINDERS CYLINDERS CYLINDER J 300 P 300 P 2 J2 ECM
1&2 5&6 3&4
11 J 700-BR 8 Retarder Solenoid Med/Hi
9 J 701-GN 1 Retarder Solenoid Lo/Hi
7 J 702-BK 14 Retarder Solenoid Common
H795-P K 5 AP Sensor/Switch Sensor Common

E716-GY 23 Retarder Solenoid Lo/Hi Switch
E717-GN 40 Retarder Solenoid Med/Hi Switch
P 1 J1
LO
MED
HI
LO
ENGINE RETARDER MED
SOLENOID ON/OFF SWITCH HI
ENGINE RETARDER
SOLENOID SELECTOR SWITCH
OEM RESPONSIBILITY
Figure 72 – Engine Retarder Wiring Diagram

17.4 Engine Retarder Mode
The customer parameter Engine Retarder Mode has three options, Manual, Coast, or Latch. These three modes
of operation have an effect when the engine retarder operates.
Additional operating requirements must be met if the Cruise Control On/Off switch is in the on position, the engine
is in Cruise Control, or when the vehicle is moving due to Customer Specified Parameters-Engine Retarder, Auto
Retarder in Cruise, Engine Retarder Minimum VSL Type, Engine Retarder Minimum Vehicle Speed, and Engine
Retarder Delay.
The engine retarder is disabled if the vehicle speed is above 0 mph (0 km/h) but less that the programmed Engine
Retarder Minimum Vehicle Speed (program this parameter to 0 mph(0 km/h) to disable vehicle speed regulation of
the retarder). The engine retarder is also disabled whenever the PTO On/Off switch is On if the customer parameter
PTO Configuration is programmed to Cab Switches, Remote Switches, Remote Throttle, or Remote Throttle &
J1939 Speed Command.
With the Cruise Control Switch On, three programmable retarder options allow the engine retarder to operate only
after the driver steps on the service brake. The three customer programmable modes of operation are:
1. Coast Mode: Engages the engine retarder when the driver presses the service brake. The retarder disengages
when the driver’s foot is removed from the service brake.
2. Latch Mode: Engages the retarder when the driver presses the service brake. The retarder remains engaged
until the control detects a change in a control input, such as depressing the accelerator pedal, clutch pedal,
or the engine rpm drops below 800 rpm. Release of the service brake does not necessarily turn Off the retarder
like the Coast Mode.
3. Manual Mode: Causes the retarder to operate the same whether the Cruise Control switch is On or
Off-depressing the service brakes is not necessary to initiate the retarder as for the Latch and Coast options.
Note: The Customer programmable modes, Latch, Coast, and Manual; determine Engine Retarder operation only
when the Cruise Control switch is On-not when the engine is active in cruise control (Latch and Coast modes
require service brake initiation before acting-service brake action disengages cruise control).
APPLIED
SERVICE BRAKE RELEASED

ON
ENGINE RETARDER OFF

“COAST” ENGINE BRAKE OPERATION
APPLIED
ON
ENGINE RETARDER
“LATCH” ENGINE BRAKE OPERATION
Figure 73 – Engine Retarder Coast/Latch Operation

17.5 Engine Retarder Minimum Vehicle Speed
The Customer Programmable parameter “Engine Retarder Minimum Vehicle Speed” determines the minimum
vehicle speed that the engine retarder will be enabled. A typical application for this feature is to prevent the engine
retarder from engaging while operating in a noise restricted area while the vehicle is operating at a slower than
highway speeds.
17.6 Engine Retarder Minimum VSL Type
The customer programmable parameter “Engine Retarder Minimum VSL Type” is used to allow the engine retarder
to stay engaged below the programmed “Minimum Vehicle Speed” programming. When programmed to “Soft Limit”
and the engine retarder has been engaged, the engine retarder will continue to stay engaged until the engine
reaches a minimum RPM, the clutch is engaged, or the operator depresses the throttle. When programmed to
“Hard Limit” the engine retarder will disengage at the programmed “Engine Retarder Minimum Vehicle Speed”.
The parameter has no effect on when the engine retarder is engaged.
17.7 Auto Retarder in Cruise

The Auto Retarder in Cruise option allows the engine retarder to come on while the engine is active in cruise
control mode in order to attempt to maintain the cruise control set speed. The Auto Retarder in Cruise option still
requires the engine retarder switches to be in the On position, and will only activate the retarder to the level at
which the switches indicate operation should occur. The Auto Retarder in Cruise parameter programs a vehicle
speed above the cruise control set speed at which the retarder will begin engaging the engine retarder. At this
vehicle speed the engine retarder will come on at the “low level”. The Auto Retarder in Cruise Increment determines
the incremental mph for the medium and high braking levels (assuming the engine retarder switches are On above
the low level). If the increment is programmed to “zero” and the retarder switch is set to “High”, the retarder will
actuate at the “High” setting.
17.8 Auto Retarder in Cruise Increment
The Auto Retarder in Cruise Increment determines the incremental mph for the medium and high braking levels
(assuming the engine retarder switches are ON above the low level). When the increment is programmed to “zero”
and the Retarder switch is set to “High”, the Retarder will actuate at the “High” setting. This feature will interact with
the Soft Cruise parameter programming. If Soft Cruise is programmed to YES, the minimum increment that can be
set will be 5 mph.
Example: Auto Retarder in Cruise Increment is programmed to 2 mph and the Engine Retarder Switch is set to
High. When the vehicle speed reaches 2 mph above the Cruise Control Set Speed, the engine retarder is engaged
at the low level. When the vehicle speed reaches 4 mph above the Cruise Control Set Speed, the Engine Retarder
is engaged at the Medium Level. When the vehicle reaches 6 mph above the Cruise Control Set Speed, the Engine
Retarder is engaged at the High Level.
17.9 Engine Retarder Delay
The Engine Retarder Delay parameter provides a lag between when conditions are actually met for the Engine
Retarder and the time the Engine Retarder comes On.
Trucks equipped with SAE J1939 systems may also control the Engine Retarder when necessary.
17.10 ABS Engine Retarder Relay Specification
This normally closed relay must be capable of operating reliably with the low 5 mA current through the contact side.
17.11 Installing an Engine Retarder Active Lamp
In some applications it may be desirable to provide a dash lamp or operate the brake lamps to indicate when the
engine retarder is On.
ENGINE RETARDER
ACTIVE LAMP ECM
Auxiliary Brake Output
E716-GY 23 Retarder Solenoid Low/Hi Switch
E717-GN 40 Retarder Solenoid Med/Hi Switch
ENGINE RETARDER P 1 J1
SOLENOID ON/OFF SWITCH LO
MED
HI
LO
ENGINE RETARDER MED
SOLENOID SELECTOR SWITCH HI
Figure 74 – Installation Diagram for Engine Retarder Active Lamp
18.0 Programmable Outputs

The engine ECM is equipped with Nine programmable ECM outputs. Six outputs are High Side Drivers capable
of a 2 Amp output. The engine ECM is also equipped with three Low Side Drivers that are capable of 300 milliamp
output. ECM programmable features that require an output signal from the ECM are programmable to each of
these outputs.
The following table outlines each pin and its signal capability.
ECM Terminal Signal

J1/P1: High Side Drivers
10, 11, 12, 13, 19, 20 (2 Amp Max)
J1/P1: Low Side Drivers
29, 30, 31 (0.3 mA Max)
18.1 High Side Driver Electrical Specifications

Electrical characteristics of these high side outputs are as follows:
Minimum ‘ON’ Maximum ‘ON’ Maximum Current Draw Off State

Output Voltage Output Voltage
Battery – 2.0 volts Battery 2 Amp (12 V) High Impedance
These outputs can be connected to the coil side of a relay or directly to a solenoid (if the maximum current draw
for the solenoid is less than 2 amps). If connected to a relay, the contact side of the relay should be connected
to “+Battery” and the appropriate solenoid. Regardless if the output is used to connect to a solenoid or relay
coil, Caterpillar recommends transient suppression be used on the inductive load in addition to the ECM internal
protection.
High Side Driver Outputs are capable of driving multiplex modules OEMs use in various applications. All high
side driver outputs are capable of driving up to a 5 K ohm load. Multiplex modules with greater than 5 K ohm input
impedance require a resistor to be wired in parallel to bring the overall circuit resistance below 5 K ohms. Failure
to add a resistor in parallel may cause undesired circuit operation and/or diagnostic codes.
OEM is responsible for determining circuit requirements.
Circuit protection for the contact side of the relay and its grounding (when powering a relay) is left to the
OEM’s discretion. Do not ground the relay or solenoid to the ECM Sensor Common connections.
Connections for Output #2, #3, #4, #5, #6, #7, and #8:
Terminal Description ECM J1/P1 Terminal Assignment

Output #2 Terminal 10
18.1.1 High Side Driver Wiring Schematic
+ 12V -
ECM
P1 J1
Figure 75 – High Side Driver Wiring Diagram

18.2 Low Side Driver Electrical Specifications
Electrical characteristics of these low side outputs are as follows:
Minimum ‘OFF’ Maximum ‘ON’ Maximum Current Draw Off State

Output Voltage Output Voltage
Batt + 1V 0.3 A (12 V) 1 mA leakage current
These outputs are most commonly used to drive dash indicator lamps.
Connections for Amber Warning Lamp, and Red Stop Lamp
Terminal Description ECM J1/P1 Terminal Assignment

*Amber Warning Lamp Terminal 28
Red Stop Lamp Terminal 29
Diesel Particulate Filter Lamp None (default)
High Exhaust System Temperature Lamp High Side Driver
Malfunction Indicator Lamp J1/P1: 10, 11, 12, 13, 19, 20,
Low Side Driver
J1/P1: 29, 30, 31
Terminal 31
*Amber Warning Lamp is not programmable.
18.2.1 Low Side Driver Wiring Diagram
Figure 76 – Low Side Driver Wiring Diagram

18.3 Output #8 Electrical specifications
Output #8 (J1/P1:21) is a Pulse Width Modulation output capable of driving 2 Amps. The carrier frequency
is approximately 225 Hz.
Output #8 (J1/P1:21) is used for engine controlled fan.
18.4 Programmable Output Selections
The following table outlines the selectable ECM output features and available ECM terminal locations. The OEM
makes the final determination on programmable features and the desired ECM terminal location.
Programmable Feature Default ECM Optional ECM Terminal Signal

Terminal
Amber Warning Lamp J1/P1: 28 None 0.3 mA
Red Stop Lamp J1/P1: 29 J1/P1: 0.3 mA
High Exhaust System Temperature Lamp None 29, 30, 31
Diesel Particulate Filter Lamp None
2A
Aftertreatment Disable Lamp None
J1/P1:
Malfunction Indicator Lamp None 10,11,12,13,19, or 20
Engine Running Output None
Engine Shutdown Output None
Auxiliary Brake Output None
Starting Aid Output None
PTO Switch On Lamp Output None
PTO Active Output None
Fast Idle Enabled Lamp None
High Coolant Temperature Lamp None
Lockout Solenoid (Eaton Top 2) None J1/P1: 10,11,12,13,19, or 20 2A
Shift Solenoid (Eaton Top 2) None J1/P1: 10,11,12,13,19, or 20 2A
*Fan Control Type None J1/P1: 21 2A
*The Fan Control type uses J1/P1: 21 as the primary output driver. When the fan control type is programmed
to a Three Speed Option, J1/P1: 13 is also used as the secondary driver.
18.5 Engine Running Output

An Engine Running Output is available to indicate the engine is running. The Engine Running Output parameter
can be programmed to either a low side or high side ECM driver .
This Output programming can be used to disable the starter or other devices when programmed as a high side
driver. This will be a normally closed relay so that cranking can be achieved immediately at power up. During
cranking, the ECM will energize the relay once the engine rpm reaches 50 rpm below the low idle rpm. The relay
will be de-energized if engine rpm falls 100 rpm below the programmed low idle (600-750 rpm is low idle range).
A normally closed relay is recommended because the ECM could see insufficient battery voltage during cranking,
preventing the ECM from providing sufficient battery voltage to energize the relay.
Engine Running Output
Figure 77 – Engine Running Output Shown as High Side Driver Wiring Diagram
This Output programming can also be used to enable the starter (GM Only). When programmed as a low side
driver the ECM enables the starter by providing sensor common to the starter. The Engine Running Output comes
ON when the key is turned on. Once the engine reaches low idle the Engine Running Output will be de-energized
(turned OFF) to prevent the starter from being engaged.
ECM
Engine Running Output

- 12 V +
P1 J1
Figure 78 – Engine Running Output Shown as Low Side Driver Wiring Diagram
18.6 Engine Shutdown Output
An Engine Shutdown Output is available to shut down the vehicle electrical system after the idle shutdown
timer expires.
This feature can provide the vehicle operator with the ability to remove the ignition key from the truck and leave the
vehicle, relying on the Engine Shutdown Output to remove power from the vehicle electrical system after the engine
shuts down when the idle shutdown timer expires. The operator may also shut down the vehicle immediately by
turning the key OFF and opening the Shutdown Switch. This requires a normally closed OEM installed switch and
a normally open OEM installed relay.
NOTE: If the wiring is configured as shown, the Electronic Service Tool Ignition Key Switch Status will display
ON whenever the Engine Shutdown Output Relay is ON, even if the ignition key switch has been turned to the
OFF position.
IGNITION
OFF
KEY SWITCH
ON
S TART
TO STARTER
ENGINE
SHUTDOWN
RELAY (N/O)
TO VEHICLE TO VEHICLE
ELECTRICAL +BATTERY
SYSTEMS
ECM
Engine Shutdown Output

ENGINE
SHUTDOWN
SWITCH (N/C) P 1 J1
Note: Engine Shutdown Output Shown as High Side Driver
Figure 79 – Engine Shutdown Output Shown as High Side Driver Wiring Diagram
18.7 Starting Aid Output
A Starting Aid Output parameter is available to connect to a relay and/or solenoid to control a Continuous Flow
Starting Aid System. The Starting Aid Output parameter can be programmed to ECM High Side (2 Amp) or Low
Side (sensor common) drivers.
Typical Starting Aid Systems inject ether into the intake manifold to aid engine starting during cold weather
operation. The output can be automatically controlled by the ECM, or an optional switch can be added to allow the
operator to enable or disable the starting aid output. If a switch is installed the Starting Aid On/Off Switch parameter
must be programmed to the corresponding switch input. When the switch is in the ON position (closed circuit),
the Starting Aid System will automatically enable the Starting Aid Output when conditions require the use of a
starting aid. When the switch is in the OFF position, the Starting Aid System will not function. If the Starting Aid
On/Off Switch parameter is programmed to None (default), this feature is not used. If it is programmed to one of the
available input options (J1/P1: 6, 7, 22, 23, 35, 40, 44, 45, 46, 47, 56, 58, 59, or 60) the feature is available and the
switch circuit should be connected to the input option specified.
The Intake Manifold Air Temperature reading is used to determine if conditions require use of the Starting Aid.
If a fault condition exists with the Intake Manifold Air Temperature sensor circuit, the Coolant Temperature Sensor
reading will be used. If the temperature reading is below 0° C (32° F) and an attempt is made to start the engine,
the Starting Aid Output will be enabled for up to 30 seconds while the engine is cranking. If the engine starts or
a condition occurs that prevents fuel from being injected, the Staring Aid Output will be disabled.
STARTING AID
ENABLE SWITCH
(OPTIONAL) ECM
Starting Aid On/Off Switch

H795-PK 5 AP SENSOR / SWITCH SENSOR COMMON
Starting Aid Output
P1 J1
STARTING AID
SOLENOID VALVE
Figure 80 – Starting Aid Output Shown as High Side Driver Output
18.8 Auxiliary Brake

Caterpillar does not allow third party engine braking devices.
18.9 OEM Installed Auxiliary Brake
Caterpillar recommends simultaneously switching both the contact and coil side of the relay. Simultaneous
switching also provides additional failure mode protection in case the relay contacts stick, because the switch is
in both the coil and contact side of the relay.
AUXILIARY BRAKE
AUXILIARY BRAKE AUTO/MANUAL AUXILIARY BRAKE TO VEHICLE
SELECTOR SWITCH SWITCH (IN MANUAL) RELAY N/O +BATTERY
LO
MED
ECM
HI
LO
MED
Auxiliary Brake
HI
P1 J1
AUXILIARY BRAKE
SOLENOIDS
Figure 81 – OEM Installed Auxiliary Brake Shown as High Side Driver Connection Diagram
NOTE: The Auxiliary Brake circuit operates identically to the ENGINE RETARDER SOLENOID circuit.
18.10 ABS Auxiliary Brake Specification
The following Wiring Diagram shows connection of ABS systems not using SAE J1939 communications.
ABS BRAKE
RELAY N/C ECM
C977-BU 22 CLUTCH PEDAL POSITION SWITCH
P1 J1
TO ABS
CONTROL
CLUTCH SWITCH N/C

Figure 82 – ABS Connection for Engine Retarder or Auxiliary Brake without SAE J1939 Communications
19.0 Governor Type

The ECM has the capability of being programmed to one of three governor types. These governor types are
Full Range, Min/Max, and Min/Max with Speed Control.
19.1 Full Range Governor
The Full Range governor is an engine speed governor that works on the principle that the engine will try to maintain
an engine speed for a given throttle position. This governor type is recommended for all manual transmissions.
1. Governor Type programmed to Full Range.
19.2 Min/Max Governor
The purpose of this feature is to provide an alternative type of engine speed governor commonly referred to as
“Min/Max Governor.” This governor essentially only “governs” engine speed when at the minimum or maximum
allowed engine speed. When in between these limits, the throttle-position will cause the engine to produce power
proportional to its value. The benefit of this type of governor is smoother shifting for engines with automatic/
automated transmissions and includes Eaton Autoshift/Ultrashift; Meritor Freedomline, and all Allison transmissions.
The Min/Max governor will attempt to maintain a constant engine power output, based on the throttle position.
This design provides optimized shift quality with automatic transmissions, and offers excellent power modulation,
which allows the operator to adjust the engine power output to match typical vehicle operating conditions.
The engine will accelerate or decelerate to “find” a vehicle load level that will match the engine output commanded
by the throttle. If the throttle is commanding more power than the vehicle load will offer, the engine will accelerate
to the high idle speed.
Vehicles that are lightly loaded will achieve a desired acceleration at a lower throttle position than vehicles which
are heavily loaded. Vehicles with very high power/weight ratios (i.e., bare chassis motor coaches) will accelerate at
very low throttle positions.
1. Governor Type programmed to Min/Max
Power
100% Throttle Lug

Curve, both governors
80
50
%
20
%
%
Full Range Throttle Position

80%
M ro i on
50%
i n t tl e
T h osi t
M
P
ax
20%
ENGINE SPEED
Figure 83 – Min/Max and Full Range Governor Comparison
19.3 Min/Max Governor with Speed Control

The Min/Max Governor with Speed Control feature is used for the same automatic transmission applications as
the Min/Max governor. This feature allows the engine to switch to the Full Range Governor response characteristics
when the Vehicle speed is less than 1 mph or when the transmission neutral switch (required) indicates that the
transmission is in neutral. When the engine senses that the vehicle is in gear or is moving one mph or faster, the
Min/Max Governor will take over.
Note: When the transmission style programming expects a neutral switch input, programming the Neutral Switch
Input to “None” causes the ECM to assume that the transmission is in gear at all times.
1. Vehicle Speed Input
2. Transmission Neutral Switch (switch or J1939 message)
1. Governor Type programmed to Min/Max with Speed Control
2. Transmission Neutral Switch programmed to J1/P1: 62 or J1939
Vehicle Speed Input programmed to J1/P1:32&33, J1939 Trans, or J1939 ABS
20.0 Cooling Fan

The engine ECM provides a programmable parameter, Fan Control Type, that determines operation of the ECM
on ECM output terminal on J1/P1: 21, for optional cooling fan control. The Fan Control Type has a variety of options
to control up to eight types of cooling fan control systems. The Fan Control Type parameter also includes optional
output signal types for design flexibility.
20.1 Fan Control Basics
The fan control output is provided at J1/P1:21. The fan control output provides a “High” signal for fan OFF, and a
“Low” signal for fan ON. Because an electrical open circuit is the most likely failure mode, Caterpillar recommends
a normally open circuit(s). The ECM Fan control is based on coolant temperature, engine retarder operation, engine
rpm, and intake manifold air temperature. Optional OEM installed inputs include an A/C High Pressure Switch,
Manual Fan Override switch, and PTO Programming.
The Fan control will turn off when the engine speed reaches 2,300 RPM. This will help to prevent the overspeed
of the fan drive system. Once the fan has been turned off at this RPM, the fan will not turn back on until the engine
speed drops below 2,250 RPM.
To prevent unnecessary cooling fan cycling due to reduced voltage levels during engine cranking, the ECM turns
the output(s) Off (fan On).
The Electronic Technician service tool can also cause the fan to turn on with a variety of special tests.
20.2 Fan Control Options
The parameter “Fan Control Type”, determines how the ECM controls a fan. The Fan Control type programmable
options are On/Off DC, On/Off PWM, Three Speed Fan Option 1 DC, Three Speed Fan Option 1 PWM, Three
Speed Fan Option 2 DC, Three Speed Fan Option 2 PWM, Variable Speed Fan Options S (Sauer Sundstrand),
Variable Speed Fan Option BW (Borg Warner, Variable Speed Fan Option C (CAT), and None (default). Program
this parameter to None if the ECM is not connected to the cooling Fan circuit.
20.3 Fan Control Output Electrical Specifications
The fan control output terminal J1/P1:21 is capable of both PWM and DC signals. When the PWM option is chosen,
the output driver is capable of 2 Amps. When the DC options is chosen, the output driver is capable of only 1.0 Amps.
Electrical characteristics of the fan control high side driver is as follows:
On/Off Fan Control
Fan Control Output at J1/P1: 21 Output at J1/P1: 21 Current Capability

Programming with Fan OFF with Fan ON
On/Off PWM 225 Hz Square Wave, 0 volts 2 Amps
0 Volts to Battery Voltage
@ 90% Duty Cycle
On/Off DC Battery Voltage 0 volts 1 Amp
Three Speed Fan Option 1 DC
Fan in Brake Mode Fan in Slip Mode Fan in Direct Mode Current Capability
(Fan OFF) (Fan ON) (Fan Full ON)
J1/P1:21 J1/P1:13 J1/P1:21 J1/P1:13 J1/P1:21 J1/P1:13 J1/P1:21 J1/P1:13
Battery Battery Battery 0 Volts 0 Volts 0 Volts 2.0 Amps 2.0 Amps
Voltage Voltage Voltage
Three Speed Fan Option 1 PWM
Fan in Brake Mode Fan in Slip Mode Fan in Direct Mode Current Capability
225 Hz Battery 225 Hz 0 Volts 0 Volts 0 Volts 2.0 Amps 2.0 Amps
Square Voltage Square
Wave, 0V Wave, 0V
to +Batt @ to +Batt @
90% Duty 90% Duty
Cycle Cycle
Three Speed Fan Option 2 DC (Horton MDR)
Fan in Brake Mode Fan in Low Speed Fan in High Speed Current Capability
Battery 0 Volts 0 Volts 0 Volts Battery Battery 2.0 Amps 2.0 Amps
Voltage Voltage Voltage
Three Speed Fan Option 2 PWM (Horton MDR)
Fan in Brake Mode Fan in Low Speed Fan in High Speed Current Capability
225 Hz 0 Volts 0 Volts 0 Volts 225 Hz Battery 2.0 Amps 2.0 Amps
Square Square Voltage
Wave, 0V Wave, 0V
to +Batt @ to +Batt @
90% Duty 90% Duty
Cycle Cycle
Variable Speed Fan Option S (Sauer Sundstrand)
Output at J1/P1: 21 with Fan OFF Output at J1/P1: 21 with Fan ON Current Capability
80 Hz Square Wave, Battery Voltage 80 Hz Square Wave, Battery Voltage 2 Amps
@ 87% Duty Cycle @ 13% Duty Cycle
Variable Speed Fan Option BW (Borg Warner)
@100% Duty Cycle @ 0% Duty Cycle
Variable Speed Options C (Caterpillar)
@100% Duty Cycle @ 0% Duty Cycle
The drivers are intended for connection to the cooling fan solenoids. Caterpillar Inc, recommends transient
suppression be used on the inductive load in addition to the ECM’s internal protection. Some solenoids produce
less RFI when suppressed with resistive loads.
Connections for these outputs:

20.4 Cooling Fan Programming

Correct programming is essential for proper operation of the engine fan for proper cooling package operation.
Correct programming of the fan parameter is essential for the engine to accurately broadcast Cooling Fan Speed
and Engine Parasitic Load losses over the J1939 Data Link. Incorrect programming may cause undesired engine
cooling fan operation and/or undesired chassis operation.
J1939 Broadcast Message support can be located in Chapter 27: SAE J1939 Broadcast Messages.
20.5 Cooling Fan Parameters
The following parameters are associated with engine fan control and engine fan operation.
Programming information, and VEPS operation can be found in Chapter 29: Customer Specified Parameters.
Configuration Parameter Operation Programming Options

Fan Control Type Identifies Fan Operation On/Off DC
On/Off PWM
Three Speed Option 1 DC
Three Speed Option 2 DC
Three Speed Option 1 PWM
Three Speed Option 2 PWM
Variable Speed Option S
Variable Speed Option BW
Variable Speed Option H
Variable Speed Option C
Fan with Engine Retarder Provides additional braking power Yes
in High Mode when engine retarder is operational. No
Fan will operate at 100% cooling.
Fan pulley ratio Fan Pulley Ratio determines fan Value between
speed and horsepower draw from 0 -7
the engine cooling fan.
Fan Drive Ratio also determines
the HP curve used in broadcasting
parasitic load information over the
J1939 Data Link from the engine
during cooling fan operation.
Correct programming is critical to
automated transmission products.
Number of Cooling Fan Blades Determines the HP curve used to None
broadcast parasitic load over the 9 Blades
J1939 Data Link from the engine 11 Blades
during cooling fan operation.
Configuration Parameter Operation Programming Options

Cooling Fan Diameter Determines the HP curve used to None
broadcast parasitic load over the
26 inch
J1939 Data Link from the engine
during cooling fan operation. 28 inch
30 inch
32 inch
Minimum Fan Speed Minimum speed the cooling 0 – 2,600 rpm
fan will maintain.
Only available for Fan Control
Type – Variable Speed Option C.
Maximum Fan Speed Maximum speed the cooling 0 – 3,000 rpm
fan will achieve.
Maximum Fan Speed Ratio Determines maximum fan speed 0 – 6.56
Multiplier vs. engine speed.
20.6 Cooling Fan Output Operation (On-Off Fan)
Program the “Fan Control Type” parameter to the “On/Off DC” or “On/Off PWM” option to have the ECM provide
control of an ON-OFF fan clutch. The Cooling Fan circuit sends out a high signal to turn the fan OFF. The fan comes
ON in the event of an output circuit failure such as an open circuit. This requires a relay with normally open contacts
(if powering the coil side of a relay), or a solenoid valve that deactivates the fan when it receives the disable (high)
signal. Additional switching devices in the circuit should cause an open circuit to turn the fan ON. This circuit is
designed to withstand a short circuit to “+Battery” voltage and will not be adversely affected if other devices are
connected to this line when directly driving a solenoid. When driving a relay, connection of other devices to the
Cooling Fan Output should not be necessary.
The fan will be turned off if the engine speed rises above 2,300 rpm. Once turned off, the fan will not turn On until
the engine speed has dropped below 2,250 rpm.
1. Solenoid
2. Solenoid and Relay
1. Cooling Fan Type programmed to On/Off Fan
G840-PU 21 Output # 8
Figure 84 – On/Off Cooling Fan Circuit
Notice
Caterpillar requires the OEM to install a warning sticker near the fan indicating
the fan is automatically controlled and may come ON at any time.
The ECM will turn the cooling fan ON under any of the following conditions if engine rpm is less than 2,250 rpm:
1. Engine Not Running
2. During Engine Cranking
3. Coolant Sensor Temperature > 102° C (216° F)
4. Active Coolant Temperature Sensor Diagnostic
5. Intake Manifold Air Temperature > 87° C (189° F)
6. Intake Manifold Air Temperature > 72° C (162° F) with Boost Pressure > 70 kPa (10 psi)
7. *Engine Retarder ON in high mode > 2 seconds, when Fan With Engine Retarder in High Mode is programmed
to YES
8. *A/C High Pressure Switch Input is Open or ECM is Counting
9. *PTO On/Off Switch in ON position, when PTO Activates Cooling Fan parameter is programmed to Continuous
10. *Manual Fan Override Switch is ON, when the Fan Override Switch parameter is programmed to a selected input.
11. J1939 Request from Transmission
12. *Aftertreatment Regeneration Device Fan Enable Vehicle Speed Threshold
*These items are dependent upon programming of Customer Parameters.
NOTE: The ECM will turn the cooling fan OFF for 10 seconds during an engine shutdown.
The fan will remain on for a minimum of 30 seconds following ECM initiated activation except following engine start
up, or if the A/C Pressure Switch Fan On Time is programmed less than 30 seconds. During engine start up, the
ECM will keep the fan ON for 2 seconds after the engine has reached the programmed low idle (600 – 750 rpm).
This is done because unstable vehicle battery voltage during cranking may cause the fan to cycle.
The fan will be turned OFF by the control (after being turned ON) if engine rpm exceeds 2,300 rpm or when all the
following circumstances are met.
1. Coolant Sensor Temperature < 98° C (208° F)
2. The fan has been ON for at least 30 seconds
3. Intake Manifold Air Temperature < 65° C (149° F)
4. Engine Retarder ON Strategy is not Active
5. A/C High Pressure Switch not Active
6. PTO On/Off Switch in OFF position
7. Manual Fan Override Switch in OFF position
8. J1939 Request from Transmission for Fan Control to be OFF
9. Vehicle speed is greater than the Aftertreatment Regeneration Device Fan Enable Vehicle Speed Threshold
10. Key Switch turned OFF with Engine Speed Present
20.7 Cooling Fan Output Operation (Three Speed Fan Option 1)

The Three Speed Fan operates in three modes: brake, slip and direct (full speed). Two solenoids are required for
three speed fan control. The fan comes ON in direct mode in the event of an output circuit failure such as an open
circuit. This requires relays with normally open contacts (if powering the coil side of a relay), or solenoid valves that
deactivate the fan when it receives the disable (high) signal. Additional switching devices in the circuit should cause
an open circuit to turn the fan ON. This circuit is designed to withstand a short circuit to “+Battery” voltage and will
not be adversely affected if other devices are connected to this line when directly driving a solenoid. When driving
relays, connection of other devices to the Cooling Fan Outputs should not be necessary.
When the fan is in Brake Mode both output drivers are ON (Fan OFF). In Slip Mode Output #4 driver (J1/P1: 13) is
OFF and Output #8 driver (J1/P1: 21) is ON. During Direct Mode both output drivers are OFF (Fan ON full speed).
1. Two solenoids or two relays and two solenoids.
1. Cooling Fan Type programmed to Three Speed Fan
SLIP MODE
SOLENOID
G840-PU 21 OUTPUT #8
G836-WH 13 OUTPUT #4
J1/P1
BRAKE MODE
SOLENOID
Figure 85 – Three Speed Option 1 Cooling Fan Circuit
NOTICE
Three Speed Fan Option 1 Operation

Mode/Condition On Temperature Off Temperatures
(Temps Increasing & (Temps Decreasing &
Mode Turning On) Mode Turning Off)
Brake Mode Activation Coolant Temp
(Slip Mode Deactivation) < 93° C (199° F)
and
Inlet Air Temp
< 55° C (131° F)
Slip Mode Activation Coolant Temp
(Brake Mode Deactivation) > 94° C (201° F)
or
Inlet Air Temp
> 57° C (135° F)
Slip Mode Activation Coolant Temp
(Direct Mode Deactivation) </= 96° C (205° F)
and
Inlet Air Temp
</= 61° C (142° F)
Direct Mode Activation Coolant Temp
(Slip Mode Deactivation) > 100° C (212° F)
Direct Mode Activation Inlet Air Temp
(Slip Mode Deactivation) >/= 72° C (162° F)
With Boost < 70 kPa (< 10 psi)
Direct Mode Activation Inlet Air Temp
With Boost >/= 70 kPa (>/=10 psi)
20.8 Cooling Fan Operation (Three Speed Fan Option 2)

The Three Speed Fan operates in three modes: Off, Low Speed, and High Speed. Two solenoids are required for
three speed fan control. The fan comes ON in High Speed in the event of an output circuit failure such as an open
circuit. This requires relays with normally open contacts (if powering the coil side of a relay), or solenoid valves that
deactivate the fan when it receives the disable (high) signal. Additional switching devices in the circuit should cause
an open circuit to turn the fan ON. This circuit is designed to withstand a short circuit to “+Battery” voltage and will
not be adversely affected if other devices are connected to this line when directly driving a solenoid. When driving
relays, connection of other devices to the Cooling Fan Outputs should not be necessary.
Fan Off: J1/P1: 21 is ON and J1/P1: 13 is OFF
Low Speed: J1/P1: 21 and J1/P1: 13 are both OFF
High Speed: J1/P1: 21 and J1/P1: 13 are both ON
1. Two solenoids or two relays and two solenoids.

1. Cooling Fan Type programmed to Three Speed Fan Option 2
SLIP MODE
SOLENOID
G840-PU 21 OUTPUT #8
G836-WH 13 OUTPUT #4
J1/P1
BRAKE MODE
SOLENOID
Figure 86 – Three Speed Option 2 Cooling Fan Circuit
NOTICE
Three Speed Fan Option 2 Operation

Mode/Condition On Temperature Off Temperatures
(Temps Increasing & (Temps Decreasing &
Mode Turning On) Mode Turning Off)
Brake Mode Activation Coolant Temp
(Low Speed Deactivation) < 93° C (199° F)
and
Inlet Air Temp
< 55° C (131° F)
Low Speed Activation Coolant Temp
(Brake Mode Deactivation) > 94° C (201° F)
or
Inlet Air Temp
> 57° C (135° F)
Low Speed Activation Coolant Temp
(Direct Mode Deactivation) </= 96° C (205° F)
and
Inlet Air Temp
</= 61° C (142° F)
High Speed Activation Coolant Temp
(Slip Mode Deactivation) > 100° C (212° F)
High Speed Activation Inlet Air Temp
With Boost < 70 kPa
(< 10 psi)
High Speed Activation Inlet Air Temp
(Low Speed Deactivation) >/= 69° C (156° F)
With Boost >/= 70 kPa
(>/=10 psi)
20.9 Variable Speed Fan Option S

The variable speed fan control is based on a fan system manufactured by Sauer-Danfoss. When the “Fan Control
Type” parameter is programmed to Variable Speed Option S, the ECM provides a pulse width modulated (PWM)
signal for open loop control. This output to the Fan Drive Controller (FDC) will very fan speed in proportion to cooling
demand. Any system non-linearity is compensated for by the FDC. The fan control will turn the fan Full On (100%)
during those conditions that require the fan to be On. These conditions include, but are not restricted to: fan ON
during PTO Mode and fan ON with the Engine Retarder Engaged.
Note: The Fan Override Switch message over J1939 will not vary the fan speed. The fan will be turned ON (100%)
when the switch message value is = > 95.2%.
ECM
Fan Drive G840-PU 21 Output #8

Controller
J1/P1
Figure 87 – Variable Speed Option S Wiring Diagram
ECM Request for ECM Request for

0% Cooling 100% Cooling
93° C 101° C
100
PWM Fault Detection
0% Cooling
PWM %
Duty Cycle
50
100% Cooling
PWM Fault Detection

0
50 60 70 80 90 100 110
Figure 88 – Variable Speed Option S Fan Operation Graph
3. Coolant Sensor Temperature > 102° C (216° F)
to YES
10. *Manual Fan Override Switch is ON, when the Fan Override Switch parameter is programmed to a
selected input.
The fan will remain on for a minimum of 30 seconds following ECM initiated activation except following engine start
up, or if the A/C Pressure Switch Fan On Time is programmed less than 30 seconds. During engine start up, the
ECM will keep the fan ON for 2 seconds after the engine has reached the programmed low idle (600 – 750 rpm).
This is done because unstable vehicle battery voltage during cranking may cause the fan to cycle.
20.10 Variable Speed Option BW (Borg Warner)

The variable speed fan control is based on a fan system manufactured by Borg Warner. When the “Fan Control
Type” parameter is programmed to Variable Speed Option BW, the ECM provides a pulse width modulated (PWM)
signal for open loop control. The ECM directly controls the Heavy Duty Multi Speed (HDMS) Fan Clutch via a
two-pin connection. This output will vary fan speed in proportion to cooling demand. The fan control will turn the
fan Full On (100%) during those conditions that require the fan to be On. These conditions include, but are not
restricted to: fan ON during PTO Mode and fan ON with the Engine Retarder Engaged.
HDMS Fan
G840-PU Output # 8
v
v
Clutch
Figure 89 – Variable Speed Option BW Wiring Diagram
ECM Request for

0% Cooling
100
96° C
90
PWM %
Duty Cycle 80
70
ECM Request for
60 50% Cooling
50 97° C
40
30
ECM Request for
20 100% Cooling
10 102° C
0
96 97 98 99 100 101 102
Figure 90 – Variable Speed Option BW Operation Graph
3. Coolant Sensor Temperature > 96° C (205° F) (Initial Fan ON)
to YES
20.10.1 Variable Speed Option BW and A/C High Pressure Switch Operation
The Variable Speed Option BW fan control strategy uses the A/C High Pressure to turn the fan on at a thirty percent
PWM signal. The ECM will lower the PWM signal by one percent every ten seconds while the A/C Pressure switch
is either on or counting down (A/C fan on time parameter programming).
When the A/C pressure switch is off and the A/C fan on timer counter has stopped, the ECM will turn the fan to the
Off position (100% PWM). When the A/C Pressure switch closes again to turn the fan On, the ECM will remember
the last PWM percentage during the last A/C pressure switch cycle, and continue to count down from that value.
The ECM will continue to count down until the fan is full on (0% PWM).
Once the key switch is cycled Off/On, or the ECM sees vehicle speed above 15 mph, the ECM will reset the A/C
pressure PWM signal to thirty percent.
Flow chart below show Borg Warner/AC Fan Pressure Switch
Start
X= 70% Key On X =
Fan 70% Fan
Demand Demand
V.S. previously = 0 MPH

&
V.S. > 15 MPH? NO A/C Pressure
& Switch Closed?
X not = 70% Fan Demand
Yes YES
NO
Reset X to 70%
Fan Demand
Wait 10 Seconds
A/C Pressure
Switch Closed?
YES
NO
Store X Value
X=X+1 End
Figure 91 – Borg Warner A/C Pressure Switch Logic
20.11 Variable Speed Option H (with fan speed feedback)

The variable speed fan control is based on a fan system manufactured by Horton. Contact Caterpillar Inc. for
further details.
20.12 Variable Speed Option C (with fan speed feedback)
The Variable Speed Option C Fan is based on a fan system manufactured by Caterpillar.
The Variable Speed Option C Fan is a hydraulically driven fan controlled by the ECM on J1/P1:21. The ECM
provides a 0 – 100% PWM signal to the hydraulic pump to control fan speed and operation.
The Caterpillar Fan also requires installation of a Fan Speed Sensor to the engine ECM for closed loop control.
The Fan Speed Sensor is located on J1:14.
OEM Supplied Harness

Fan Speed Sensor
5 V Supply A A
Sensor Return B B ECM
Fan Speed Signal C C 2 5 V Supply
3 Sensor Common
Hydraulic Pump
Sensor Return 1 1 14 Fan Speed Signal
PWM Input 2 2 21 Fan PWM Output
J1
Figure 92 – Variable Speed Fan Option C Wiring Diagram

20.12.1 Caterpillar Fan Basics
The Caterpillar Fan System has a total of 3 different cooling modules. Each module has a different arrangement
number which defines a unique cooling system. Each of the 3 cooling systems have similar features, however,
each module has a unique radiator group, hydraulic oil cooler, air to air after cooler, fan assembly, fan shroud
and fan motor.
Caterpillar Fans are available in single or dual units and are designated by its engine displacement (in liters),
and fan configuration. The following table outlines the Cat fan nomenclature.
Engine Displacement (Liters) Single (S) or Dual (D) Module Cat Fan Nomenclature
C13 D CM-13D
C15 S CM-15S
C15 D CM-15D
20.12.2 Caterpillar Fan Single and Dual units

Caterpillar Fan has two basic systems, single and dual. The single system has one fan and one motor, the dual
system drives two fan and two motors. Both systems require specific programming and may require different
hardware components.
20.12.3 Caterpillar Fan Programming

The Fan Control Type must be programmed to Variable Speed Option C to use the Caterpillar Fan strategy.
The following table outlines the required programming for each of the five cooling fan options.
Caterpillar Cooling Minimum Fan Speed Maximum Fan Speed Maximum Fan Speed
System (RPM) (RPM) Ratio Multiplier
CM-13D 700 2600 1.56
CM-15S 600 2200 1.28
CM-15D 800 3000 1.77
The ECM will turn the cooling fan ON under any of the following conditions if engine rpm is less than 2750 rpm:
3. Coolant Sensor Temperature > 96° C (205° F) (Initial Fan ON)
to YES
The fan will be turned OFF by the control (after being turned ON) if engine rpm exceeds 2800 rpm or when all the
20.13 Air Conditioning High Pressure Switch

The ECM terminal J1/P1:41 (Input #11) is available for the connection of a normally closed high pressure
A/C switch. The ECM is also capable of receiving A/C pressure switch information over the J1939 Data link.
A programmable length Timer is available to prevent excessive cycling of the cooling fan clutch due to successive
cycling of the A/C switch input. The timer is programmable from 0 to 600 seconds, with 0 seconds indicating the
feature is OFF (default). Typical programming is 30 seconds, with 1 second recommended for systems connecting
this input to other controls with their own built in timers.
High Press.
Refrigerant
Low Press. Pressure
A/C Pressure
Switch Circuit
Switch Open
Switch Closed
Cooling Fan
Fan On
A/C Fa n
Fan Off S witch On Time
Output # 8
Output # 8 ON
Output # 8 OFF
Figure 93 – A/C High Pressure Switch Operation

1. Normally closed high pressure A/C switch.
2. Required Cooling Fan connection(s) to the ECM.
1. Fan Control Type programmed to other than None.
2. A/C Pressure Switch Fan-On Time programmed in the 1 – 600 second range (0 = disabled).
20.13.1 A/C High Pressure Switch Fan Control Connections

Input #11 Terminal 41
A/C HIGH PRESSURE SWITCH

(FAN ON POSITION) G840-PU 21 Output # 8
E971-GN 41 INPUT #11
H795-PK 5 AP SENSOR SWITCH SENSOR COMMON
P1 J1
Figure 94 – Cooling Fan and A/C High Pressure Switch Circuit

20.14 Fan Override Switch
A Fan Override Switch is available to allow the operator to turn the Fan On. This manual control will override the
normal temperature based fan control strategy and can be used to assist in engine retarding. Closing this switch
will force the fan to be Full ON for programmable fan types. This switch has a variety of programmable connection
options and is also supported over the J1939 data link.
1. ECM controlled cooling fan
2. Required Cooling Fan connection(s) to the ECM
3. Fan Override Switch
1. Fan Control Type programmed to Other than None.
2. Fan Override Switch programmed to one of the ECM terminal options or a J1939 source
FAN OVERRIDE SWITCH ECM

(SHOWN IN OFF POSITION) Fan Override Switch
J1/P1
Figure 95 – Manual Fan Override Switch Circuit

20.15 Cooling Fan Control With Ignition Key Off
The Cooling fan output will remain powered (On/Off Fan disengaged, 3 speed fan in slip mode) for 10 seconds after
the ignition key has been turned off. This allows enough time for the engine to stop rotating before the fan solenoid
is engaged. This helps to limit fan belt damage due to fan inertia.
1. Cooling fan
2. Required Cooling Fan connection(s) to the ECM
1. Fan Control Type programmed to other than None
21.0 Adaptive Cruise Control

Adaptive Cruise Control is a feature designed to allow the engine ECM and an on board proximity radar system
available from Eaton-VORAD Corporation to work together to control vehicle following distance while in cruise.
Communication between the engine ECM and the on board radar system is done using the SAE J1939 network.
If a malfunction occurs when Adaptive Cruise Control is active, normal cruise control can be reestablished by
toggling the Cruise Control On/Off switch, Off to On, two times in rapid succession.
This feature will not be available for engines produced before October of 2002.
Contact Eaton-VORAD for installation and operation of the on board radar system.
1. The Eaton-VORAD on board radar system
2. J1939 data link wiring
3. Cruise control switches
1. Adaptive Cruise Control programmed to Enabled
2. Drive line Data Link programmed to J1939
22.0 Inlet Air Shut Off

An inlet air shut off system is available for preventing the engine from over-speeding due to ingesting combustible
gas present in the ambient air. This system is capable of shutting off the inlet air to the engine by closing a spring-
loaded flap on the air inlet. When the conditions are met to energize the relay (zero vehicle speed; battery Voltage
on J1/P1:62 (neutral switch input); throttle at minimum; engine speed is over 2,500 RPM), the fuel injectors are
disabled and the Air Inlet Shutoff Relay control on J2/P2: 4 is turned “On” for approximately 1 second, supplying
battery voltage at 2 Amps to drive the Air Inlet Shutoff relay. When the Air Inlet Relay is energized, a mechanical
restraint is pulled from the normally closed, spring-loaded flap located on the engine air inlet. This allows the
flap to close off the inlet air supply to the engine. Once closed, the flap must be manually reset to the open and
armed position.
22.1 Air Inlet Shutoff Switch
An Air Inlet Shut Off Override Switch input can be used to test the function of the Inlet Air Shut Off System.
Closing this switch input, with the Transmission in Neutral and with zero vehicle speed, will cause the solenoid
controlling the Inlet Air Shut Off System to actuate. The Air Inlet Shut Off Override Switch is programmable to
one of several ECM terminal locations. These terminal locations are listed in the table below.
Parameter Default Programmable Options

Air Inlet Shutoff Switch None J1/P1:
6, 7, 22, 23, 40, 45, 46, 47, 56, 58,
59, or 60

1. Inlet Air Shut Off System.
2. Battery voltage connection to J1/P1:62 (neutral switch input).
3. Optional momentary manual shutoff switch.
4. Battery power to Air Inlet Shutoff Relay.
5. Connection from Air Inlet Shutoff Solenoid to battery negative.
1. Air Inlet System Installation Status programmed to Installed.
2. Inlet Air Shut Off Relay Control programmed to J2/P2:4 (default is None).
3. Transmission Neutral Switch programmed to J1939 or J1/P1:62.
4. Optional momentary manual shutdown switch programmed to ECM terminal.
WARNING: The Inlet Air Shut Off Control Relay should NOT be energized for more than 2 seconds. The relay is not
a continuous duty type and physical damage to the relay will occur if energized too long.
10 Gauge
10 Gauge
OEM Installed Momentary

Override Switch
+ -
Air Inlet Shutoff Solenoid

Battery
1
Air Inlet Shutoff Relay
50 Amp 2
Caterpillar Provided
Deutsch 2 Pin ECM
Receptacle
3E3364
1 4 Air Shutoff Output
2 14 Retarder Solenoid Common
Dashed Lines Indicate OEM Installed Wiring /

Components J2/P2
To Battery +
ECM
62 Neutral Switch Input

Switch Closed
Transmission In J1/P1
Neutral
Figure 96 – Air Inlet Shutoff with OEM Installed Air Inlet Shutoff Test Switch
10 Gauge
10 Gauge
+ -
Air Inlet Shutoff Solenoid
Battery
Air Inlet Shutoff Relay

50 Amp
ECM
1 4 Air Shutoff Output
2 14 Retarder Solenoid Common
Dashed Lines Indicate OEM Installed Wiring /

Components J2/P2
Switch Closed
To Battery + Transmission In
Neutral ECM
OEM Installed Momentary

Override Switch 62 Neutral Switch Input
X Inlet Air Shutoff Switch (multi I/O)
3 Input Sensor Common #2
J1/P1
Figure 97 – Air Inlet Shutoff with Air Inlet Shutoff Test Switch through Engine ECM
Note: The Air Inlet Shutoff System can use the J1939 Broadcast from the ETC 2 message for the
Transmission Neutral Switch. If this message is lost, the transmission is assumed to be IN GEAR.
This failure mode will result in the Air Inlet Shutoff System being disabled.
22.2 Air Inlet Shutoff Threshold Reduction Switch

The AISO Threshold Reduction Switch allows the operator to test the AISO system operation by toggling a switch
input to the ECM and manually increasing the engine above 1,500 rpm using the cab accelerator pedal. When the
conditions are met to energize the relay (zero vehicle speed; transmission in neutral, throttle at minimum; engine
speed is over 1,500 RPM), the fuel injectors are disabled and the Air Inlet Shutoff Relay control on J2/P2: 4 is
turned “On” for approximately 1 second, supplying battery voltage at 2 Amps to drive the Air Inlet Shutoff relay.
A diagnostic code 2813-31: Air Inlet Shutoff Shutdown will be logged.

Air Inlet Shutoff Threshold None J1/P1:
Reduction Switch
6, 7, 22, 23, 40, 45, 46, 47, 56, 58,
59, or 60.
1. Inlet Air Shut Off System.
2. Battery voltage connection to J1/P1:62 (neutral switch input).
3. Battery power to Air Inlet Shutoff Relay.
4. Connection from Air Inlet Shutoff Solenoid to battery negative.
5. AISO Threshold Reduction Switch
1. Air Inlet System Installation Status programmed to Installed.
2. Inlet Air Shut Off Relay Control programmed to J2/P2:4 (default is None)
3. Transmission Neutral Switch programmed to J1939 or J1/P1:62.
4. Optional momentary manual shutdown switch programmed to ECM terminal.
AISO Reduction Switch

J1/P1 ECM
AISO Reduction Switch
5 AP/Switch Sensor Common
*Switch Shown in Off Position
Figure 98 – AISO Threshold Reduction Switch
23.0 Transmissions
Caterpillar C13 & C15 engines can be connected to a variety of transmissions. The type or “Style” of transmission
determines what switch inputs and data links are required for proper engine/transmission operation.
Caterpillar provides the Customer Parameter “Transmission Style” that has the options of Manual, Automatic,
or Eaton Top 2. If a neutral switch, second separate service brake pedal position switch, clutch pedal position switch
or parking brake switch is used, the ECM will need to be programmed to use these switch inputs. Service Brake
Pedal Position #1 is required by Caterpillar. Correct programming is required to provide proper cruise control, PTO,
Extended Idle, and Caterpillar Regeneration System operation.
Transmission Style Parameter Switch Input Table
Transmission Style Service Brake Service Brake Clutch Transmission Parking Brake
Parameter Setting #1 #2 Neutral
Manual X Optional X Optional Optional
Automatic X Optional Optional X Optional
Eaton Top 2 X Optional X Optional Optional
NOTE: All options require a Service Brake Pedal Position Switch circuit connected to the ECM Connector J1/P1: 45
or a J1939 Service Brake message.
23.1 Transmissions and Data Links
Transmissions may or may not use a data link to communicate with the engine. The following table contains a
representative listing of transmissions, acceptable “Transmission Style” programming and typical data link used.
Transmissions that use the J1587 Data Link do not require that the “Power Train Data link” parameter to be programmed.
Transmissions that use the J1939 Data Link require the “Power Train Data link” parameter be programmed to
J1939 (default). “Transmission Style” programming is independent of the Power Train Data link programming.
Transmission Style Options Table
Transmission Installed Acceptable Transmission Style Programming Options Data Link Used
Allison 3000/4000 Series Automatic J1587
or J1939
Eaton Top 2 Eaton Top 2 None
Manual Manual None
*Eaton Autoshift Manual J1939
*Eaton Ultrashift DM Automatic J1939
Eaton Lightning Manual J1939
Meritor Freedomline Automatic J1939
ZF AS Tronic Automatic J1939
(Service Brake Pedal Position #2,
Park brake, programmed separately.)
ZF Ecomat Automatic J1939
(Service Brake Pedal Position #2,
Park brake, programmed separately.)
*Eaton Autoshift and Ultrashift transmissions require the Transmission Neutral Switch parameter to be
programmed to J1939.
23.2 Spicer Automate-2 10 Speed Electronically Automated Transmission

The C13 & C15 engines have not been developed to be compatible with the Spicer Automate-2 transmission.
Please contact Caterpillar regarding application of this transmission.
23.3 Allison ATEC Series
The Allison ATEC requires connection to either the SAE J1587/J1708 or J1939 data link to communicate
to the ECM.
1. SAE J1587 or J1939 Data link connection to the Allison transmission control.
2. Connection to ECM Service Brake #2 and Neutral Switch Input (programming dependent)
1. Service Brake #2 programmed to J1/P1: 64
23.4 Allison 3000/4000 Series
The Allison 3000/4000 Series requires connection to the SAE J1587/J1708 or J1939 data link to communicate
to the ECM.
1. SAE J1587 or J1939 Data link connection to the Allison transmission control.
1. Service Brake #2 programmed to J1/P1: 64
23.5 Eaton CEEMAT
The C13 & C15 engines have not been developed to be compatible with the CEEMAT transmission. Please contact
Caterpillar regarding application of this transmission.
23.6 Eaton Autoshift
Caterpillar provides capability for connection with an Eaton 10 Speed or 18 Speed Autoshift transmission using
SAE J1939 communications.
NOTE: The Eaton Autoshift is an automated manual transmission and requires a clutch pedal position switch,
and service brake pedal switch #1.
1. SAE J1939 Data link connection to the Eaton transmission control.
2. Clutch Switch.
1. Power Train Data Link parameter programmed to J1939.
2. Transmission Style programmed to Manual (default).
3. Clutch Pedal Position switch programmed.
23.7 Eaton UltraShift

Caterpillar provides capability for connection with an Eaton 10 Speed or 13 Speed UltraShift DM transmission using
SAE J1939 communications.
NOTE: The Eaton UltraShift is an automated manual transmission that does not require a clutch switch.
Eaton Ultrashift Transmission require the Transmission Neutral Switch programming be set to J1939.
NOTE: The engine low idle speed setting shall not exceed 700 rpm for the Eaton UltraShift DM
Transmission. Correct programming of the “Low Idle” Programmable Customer Parameter ($6F) can be set
through the VEPS program, or through the Caterpillar Electronic Technician Service Tool. Caterpillar Inc. is not
responsible for damage resulting from incorrect programmable settings.
NOTE: Changes to the SAE J1939 broadcast will make this combination compatible in the future.
NOTE: The Eaton UltraShift DM transmission is not compatible with Remote PTO Applications.
1. SAE J1939 Data link connection to the Eaton transmission control.
1. Power Train Data Link parameter programmed to J1939.
2. Transmission Style programmed to Automatic.
3. Transmission Neutral Switch programmed to J1939.
23.8 Eaton Top 2 Transmissions
The Caterpillar ECM operates two solenoids to control the shifting between the top two gears of an Eaton Top 2
Transmission. This requires programming of six Customer Parameters and additional wiring. Caterpillar recommends
Locking each of these parameters following their programming for Eaton Top 2. Each of the parameters must be
correctly programmed for the system to operate correctly.
The table below outlines the default setting and programmable options for the Eaton Top 2 Lockout and Shift
Solenoids.

Lockout Solenoid None J1/P1:
Shift Solenoid None 10, 11, 12, 13, 19, or 20

1. Connection to programmed ECM J1/P1: terminal to the Shift Solenoid.
2. Connection to programmed ECM J1/P1: terminal to the Lockout Solenoid.
1. Transmission Style parameter programmed to Eaton Top 2.
2. Top Gear Ratio.
3. Top Gear Minus One Ratio.
4. Top Gear Minus Two Ratio.
5. Lockout Solenoid parameter programmed to correct J1 pin terminal.
6. Shift Solenoid parameter programmed to correct J1 pin terminal.
23.8.1 Output #6, and 7 Electrical Specifications

Electrical characteristics of these high side drivers are as follows:
Minimum “ON” Maximum “ON” Output Maximum Current Draw OFF State
Output Voltage Voltage
Battery – 2.0 Volts DC Battery 2.0 A High Impedance
These drivers are intended for connection to a solenoid. Caterpillar recommends transient suppression be used on
the inductive load in addition to the ECM’s internal protection.
Circuit protection is left to the OEM’s discretion.
Connection for this output:

23.8.2 Lockout Solenoid Operation

The Lockout Solenoid uses a high side (2 Amp) ECM terminal when the Transmission Style is programmed to
Eaton Top 2. This output will be ON when the ECM detects an Eaton Top 2 transmission is in the programmed
Top Gear Minus One Ratio and OFF under all other conditions. A 54-05 Auxiliary Output Current Low (66)
diagnostic code will be active if the Transmission Style is programmed to Eaton Top 2 without connection to
the solenoid or if an open circuit fault condition exists for the Lockout Solenoid.
23.8.3 Shift Solenoid Operation
The Shift Solenoid uses a high side (2 Amp) ECM terminal when the Transmission Style is programmed to Eaton
Top 2. This output will be ON when the ECM detects an Eaton Top 2 transmission is in the programmed Top Gear
Ratio and OFF under all other conditions. A 55-05 Auxiliary Output Current Low (67) diagnostic code will be active
if the Transmission Style is programmed to Eaton Top 2 without connection to the solenoid or if an open circuit fault
condition exists for the Shift Solenoid.
23.8.4 Eaton Top 2 Installation Requirements
Eaton Top 2 transmissions require a wiring harness to connect the Lockout Solenoid and Shift Solenoid to the ECM.
The ground connection for the solenoids should be connected to the engine ground stud.
ECM
A G838-BR Lockout Solenoid
C G839-BU Shift Solenoid
EATON EATON B
TOP 2 TOP 2 J1/P1
LOCKOUT SHIFT
SOLENOID SOLENOID
Figure 99 – Eaton Top 2 Circuit
23.8.5 Gear Fast/Run Slow

Engine ratings are available as Gear Fast Run Slow (GFRS). These engine ratings have the Transmission Style
locked to Eaton Top 2 and are optimized for use with the Eaton Top 2 transmission. Please contact Caterpillar for
ordering information.
23.8.6 Multi-Torque Ratio
Multi-Torque Ratio ratings are available for optimizing drive line gear ratios to provide higher engine torque for the
higher gears. The additional torque allows the truck to crest a hill without downshifting. The trip point is determined
by a ratio of engine speed versus vehicle speed.
There are three ratios available, MT-A, MT-B and MT-C.
MT-C ...turn on ratio is 38 rpm/mph & below (Top 4 Gears)
MT-B ...turn on ratio is 33 rpm/mph & below (Top 2 Gears)
MT-A ...turn on ratio is 27.9 rpm/mph & below (Top 1 Gear)
These turn on ratios are dependent on Tire Size, Axle Ratio, and Transmission Model. Refer to the following
tables for 10 speed transmission recommendations. For 13 speed transmissions, please contact Caterpillar for
programming recommendations.
Chart displays the number of gears captured by the selected switch-over ratio for 10 speed transmissions
10-speed transmissions have top three gear ratios of 0.73, 1.00, 1.38
10-speed (37% split)

Tires Axle Trans rpm/mph GFRS-T2 MT-A (27.9) MT-B (33) MT-C (38)
(25)
517 3.7 0.73 23.3
517 3.7 0.86 27.4
517 3.7 1 31.9 1 2
517 3.7 1.17 37.3
517 3.7 1.38 44.0
517 3.55 0.73 22.3
517 3.55 0.86 26.3
517 3.55 1 30.6 1 2
517 3.55 1.17 35.8
517 3.55 1.38 42.2
517 3.36 0.73 21.1
517 3.36 0.86 24.9
517 3.36 1 29.0 1 2
517 3.36 1.17 33.9
517 3.36 1.38 40.0
517 3.25 0.73 20.4
517 3.25 0.86 24.1
517 3.25 1 28.0 1 2
517 3.25 1.17 32.8
517 3.25 1.38 38.6
517 3.08 0.73 19.4
517 3.08 0.86 22.8
517 3.08 1 26.5 1 2
517 3.08 1.17 31.1
517 3.08 1.38 36.6
501 3.7 0.73 22.6
501 3.7 0.86 26.6
501 3.7 1 30.9 1 2
501 3.55 0.73 21.6
501 3.55 0.86 25.5
501 3.55 1 29.6 1 2
501 3.55 1.17 34.7
501 3.55 1.38 40.9
501 3.36 0.73 20.5
501 3.36 0.86 24.1
501 3.36 1 28.1 1 2
501 3.36 1.17 32.8
501 3.36 1.38 38.7
501 3.25 0.73 19.8
501 3.25 0.86 23.3
501 3.25 1 27.1 1 2
501 3.25 1.17 31.8
501 3.25 1.38 37.4
501 3.08 0.73 18.8
10-speed (37% split)

Tires Axle Trans rpm/mph GFRS-T2 Tires Axle Trans
(25)
501 3.08 0.86 22.1
501 3.08 1 25.7 1 2
501 3.08 1.17 30.1
501 3.08 1.38 35.5
476 3.7 0.73 21.4
476 3.7 0.86 25.2
476 3.7 1 29.4 1 2
476 3.7 1.17 34.3
476 3.7 1.38 40.5
476 3.55 0.73 20.6
476 3.55 0.86 24.2
476 3.55 1 28.2 1 2
476 3.55 1.17 33.0
476 3.55 1.38 38.9
476 3.36 0.73 19.5
476 3.36 0.86 22.9
476 3.36 1 26.7 2
476 3.36 1.17 31.2
476 3.36 1.38 36.8
476 3.25 0.73 18.8
476 3.25 0.86 22.2
476 3.25 1 25.8 1 2
476 3.25 1.17 30.2
476 3.25 1.38 35.6
476 3.08 0.73 17.8
476 3.08 0.86 21.0
476 3.08 1 24.4 2
476 3.08 1.17 28.6
476 3.08 1.38 33.7
24.0 ABS and Traction Control

The ECM can communicate with ABS and ABS with Traction Control using the SAE J1939 data link. The Customer
Parameter “Drive line Data Link” must be programmed to “J1939” to enable this communication. Caterpillar’s ECM
will respond to commands from Anti-Lock Brake Systems (ABS) using SAE J1939 communication for Engine
Retarder control. This eliminates a relay for ABS systems using SAE J1939 communications. This does require
connection to the engine control SAE J1939 Data Link. Those ABS systems not using J1939 communications will
still require relays.
25.0 Data Links

25.1 SAE J1587/J1708 Data Link
The control system has a standard data link available for communicating with electronic service tools, dash
displays, and certain transmissions. The ATA (American Trucking Association), SAE J1587/SAE J1708 Data Link is
standard on all Caterpillar Truck Engines. The ATA data link can reduce duplication of engine and vehicle sensors
by allowing other control systems to share sensor information. The ATA data link is used to communicate with
Caterpillar service tools and the Caterpillar Messenger (driver information display system). The ATA data link does
not require a Customer Parameter to activate. The data link follows SAE recommended practice J1708 for hardware
and SAE recommended practice J1587 for the communication protocol.
An OEM installed wiring harness and cab connector is necessary for allowing access to the data link with the
service tool. There is not a data link connector supplied in the engine harness. Caterpillar requests the vehicle
OEM install a data link connector in the engine compartment for those applications where the cab data link
connector is too far away for practical service of the engine. For engine mounted data link connectors Caterpillar
recommends grounding the engine data link connector directly to the engine ground stud through a splice into
either “-Battery” wire (Connector P1, terminal 63, 65, 67, or 69). It must not be grounded to ECM Sensor Common
connections. An example application for an engine area installed data link connector would be found on a bus or
RV with a rear mount engine.
Caterpillar requires a 9-terminal dash connector.
The diagrams below represents the ATA data link installed into a 9-terminal dash connector.
+ BATTERY B
- BATTERY A
ECM
J1587 DL- G E793-BU 9 J1587 DATA LINK NEGATIVE

J1587 DL+ F E794-YL 8 J1587 DATA LINK POSITIVE
J1939 DATA LINK SHIELD E A249-BK 42 J1939 DATA LINK SHIELD
J1939 DATA LINK - D K990-GN 34 J1939 DATA LINK -
J1939 DATA LINK + C K900-YL 50 J1939 DATA LINK +
P1 J1
Figure 100 – J1587 Data Link Circuit with 9-Terminal J1939/13 Off-Board Diagnostic Connector
Note: The J1939/13 connector is black in color and requires a Caterpillar #157-4829 Service Tool Adapter
- BATTERY B
+ BATTERY A
ECM
J1587 DL- H E793-BU 9 J1587 DATA LINK NEGATIVE

J1587 DL+ J E794-YL 8 J1587 DATA LINK POSITIVE
J1939 DATA LINK SHIELD C A249-BK 42 J1939 DATA LINK SHIELD
J1939 DATA LINK - F K990-GN 34 J1939 DATA LINK -
J1939 DATA LINK + G K900-YL 50 J1939 DATA LINK +
P1 J1
Figure 101 – J1587/J1939 Data Link Circuit with Deutsch 9-Terminal Cab Diagnostic Connector
Note: This connector is gray in color and connects directly to the Caterpillar #139-4166 Service Tool Cable.
25.2 Service Tools and Diagnostics

The control system has built-in diagnostics to verify system components are operating properly. In the event of
a component failure, the driver is alerted to the condition via an OEM installed “Check Engine” or diagnostic lamp,
or from a message transmitted over the SAE J1587 or J1939 data links. Intermittent faults are logged and stored
in the memory of the ECM and can be retrieved using an Electronic Service Tool.
The required electronic service tool for the C15 engine is Caterpillar Electronic Technician (ET). ET is a software
based service tool used to diagnose and repair Caterpillar products. It is designed to run on a personal computer
using the Windows® 95 or newer operating systems.
1. Data link connector, following The Maintenance Council RP1202.
2. Amber Warning Lamp.
1. Availability of some diagnostic codes is influenced by parameter programming, such as Engine Monitoring.
The Caterpillar service tool connector uses a 9-terminal Deutsch HD series connector to connect to the vehicle.
Caterpillar offers a variety of adapter cables to connect various cab/engine data link connectors to the standard
9-pin connector found on the 139-4166 or 160-0141 Service Tool cable. The following list identifies some of those
adapter cables commonly used on various applications.
7X-1686 – Connects 9-terminal Service Tool Cable (139-4166 or 160-0141) to GM ALDL Cab Connector
7X-1714 – Connects 9-terminal Service Tool Cable (139-4166 or 160-0141) to a 6-terminal Cab Connector
157-4829 – Connects 9-terminal Service Tool Cable (139-4166 or 160-0141) to a 9-terminal J1939/13 Off-Board
Diagnostic Connector
J1939 Data Link -

D D
E
E J1939 Data Link Shield J1939 Data Link +
J1939 Data Link - C C
F A B
F A B J1939 Data Link Shield
J J
G G
- Battery H + Battery
H
J1587 Data Link +
J1939 Data Link +
J1587 Data Link +
J1587 Data Link -
+Battery J1587 Data Link - - Battery
Deutsch 9 Terminal Cab Connector Deutsch J1939 Cab Connector
Does not require an Adapter Harness for Requires 157-4829 Adapter Harness for
connection to the 207-6845 Service Tool Cable connection to the 207-6845 Service Tool Cable
Figure 102 – 9-Pin Connectors for Service Tool Connection

25.3 ECM Software Changes
ECM software changes (uprates, updates) require a personal computer, a Caterpillar approved communication
adapter, and Caterpillar Electronic Technician (ET) Win-Flash.
25.4 Information Available Via SAE J1587/J1708 Using SAE J1587 Escape Parameter
Trip data and Maintenance Indicator data are available only via the SAE J1587 Data Link escape parameter.
Accessing this information requires Caterpillar to provide the communication protocol. Please contact Caterpillar
Engineering if you are interested in accessing this data. A description of the available data follows.
25.5 Engine Totals

The ECM maintains current totals for the following information.
ECM Maintained Total Data
Total Time Total Max Fuel Total Distance in Top Gear

Total PTO Time Average Load Factor Total Distance in Top Gear Minus One
Total Idle Time Lifetime Total Engine Revolutions Fan Total Operating Hours
Total Distance Total Time in Top Gear ARD Fan Operating Hours
Total Fuel Total Time in Top Gear Minus One A/C High Pressure Switch Fan Operating Hours
Total PTO Fuel Total Fuel in Top Gear Fan Override Switch Fan Operating Hours
Total Idle Fuel Total Fuel in Top Gear Minus One High Coolant Temperature Fan Operating Hours
Average Load Factor is calculated using actual fuel used, maximum fuel possible, and idle fuel:
Average Load Factor = [(actual fuel – idle fuel)/(maximum fuel – idle fuel)]
All data is stored in metric form except distance (miles), and vehicle speed (mph). Conversion to other formats are
performed by the Electronic Service Tool.
Fan Total Operating Hours will not equal the sum of ARD, A/C, Fan Override, and High Coolant Temperature Fan
Operating Hours. Other conditions exist that cause the fan output on the ECM to initialize fan operation.
25.6 Trip Data
Included under the heading of Trip Segment is a Fleet Trip Segment and Driver Trip Segment. These two data segments
are independent – resetting one does not affect the other. The fleet trip segment also includes a 3-dimensional
histogram (engine rpm, vehicle speed, and engine hours), two 2-dimensional histogram (one for engine rpm –
hours, the other for vehicle speed – hours), and five sets of Fleet Segment Custom Data. The 2-dimensional
histograms are a subset of the 3-dimensional histogram.
A segment is defined as the difference from the current instantaneous Engine Totals data and the Engine Totals
stored at the previous reset of the data. When a reset occurs, the ECM stores the current ECM Engine Totals value
in place of the old value for the respective Trip Data information. The ECM maintains only the data reset values for
the Fleet Trip Data or Driver Trip Data segments, and Maintenance Indicator segment. The ECM does not calculate
actual trip data for these trip segments. It does, however, calculate the data for the Fleet Trip Data Histograms and
Fleet Segment Custom data. The Fleet Trip Segment can be further divided into two driver trip segments tagged
by the Driver ID, and also into state segments. Driver ID and State crossing data requires a Caterpillar Messenger
display or Caterpillar Pocket Tec to enter Driver ID’s and State crossings.
25.7 Fleet Trip Segment
The Fleet Trip Segment maintains the following Engine Totals information, recorded at the time of reset:
Fleet Trip Segment Data
Time (Engine Hours) Idle Fuel Average Driving Speed

Driving Time Percent Idle Time Max Vehicle Speed
Distance PTO Time Max Engine Speed
Fuel PTO Fuel Start Timer
Overall Fuel Economy Percent PTO Time End Time
Driving Fuel Economy Average Load Factor Start Odometer
Idle Time Average Vehicle Speed End Odometer
A reset occurs via a data link message only.
25.8 Fleet Trip Histograms

The ECM maintains the histograms tracking Engine Hours at specific Engine Speed and Vehicle Speed ranges.
The RPM data points and vehicle speed ranges are broken down into various ranges such as 0-4, 5-9, 10-14 mph
or 0-599, 600-699, 700-799 rpm. A reset occurs via a data link message only.
25.9 Fleet Segment Custom Data
The Fleet Segment Custom Data records data determined from a specific list of customer defined options.
The basic structure of the data is as follows:
xxxx WHEN yyyy IS rangeY AND zzzz is rangeZ.
For Example:
fuel burned WHEN cruise IS on AND vehicle speed IS BETWEEN 65 and 90 mph
Variable xxxx Range xxxx Variables yyyy & zzzz Range yyyy & zzzz
Engine Hours 131,000 Engine Speed 0-3000
Distance Traveled 1,677,720 Vehicle Speed 0-127.5
Fuel Burned 8,192 Fuel Rate 0-40
Occurrences 4,294,967,296 Load Factor 0-100
Oil Pressure 0-4753 psi
Coolant Temperature 0-248 (F)
Intake Manifold Air Temp 0-248 (F)
Cruise On or Off
Engine Retarder Active or Not Active
Throttle Position 0-100%
Brake On or Off
Fuel Temperature -58949 – 59013 (F)
PTO On or Off
Engine Retarder Active or Not Active
25.10 Driver Trip Segment Data

The Driver Trip Segment maintains the following Engine Total Data recorded at the time of reset:
Driver Trip Segment
Time (Engine Hours) Idle Fuel Average Driving Speed

Driving Time Percent Idle Time Max Vehicle Speed
Distance PTO Time Max Engine Speed
Fuel PTO Fuel Start Timer
Overall Fuel Economy Percent PTO Time End Time
Driving Fuel Economy Average Load Factor Start Odometer
Idle Time Average Vehicle Speed End Odometer
A reset occurs via a data link message only.

25.11 Customer Parameter Cross Check
Caterpillar FIS (Fleet Information Software) can set up a template for Customer Parameters. This template can then
be checked against the parameters in trucks, exceptions noted and then corrected. No ECM Customer Parameters
are required to enable this feature. It is available only from the FIS.
25.12 ECM Wireless Communication Enable

This parameter is used to configure the ECM for use with a remote communications device such as a HIGHWAY
MASTER® wireless network or a QUALCOMM OmniTRAC® satellite network. Remote communications are used
to program parameters and transfer ECM data. Factory Level Passwords are required to enable this feature.
This parameter is defaulted to NO (OFF). It can only be enabled by obtaining Factory Passwords from Caterpillar.
This feature can only be enabled after the truck has been delivered to the customer.
25.13 Economy Model
Using Caterpillar’s Fleet Information Software (FIS), a customer can set up scoring parameters to rate driver and
vehicle performance. The parameters include: average engine rpm, average vehicle speed, shifting technique,
power demand, and idle time. These parameters are weighted to determine a score. No ECM Customer Parameters
are required to enable this feature. It is available only from the FIS software.
25.14 Driver Reward
The Driver Reward feature can be used to reward the driver for operating a truck in a manner meeting the truck
owner’s specifications. Weighting factors can be applied to various parameters reflecting the desired and expected
operating habits. If operating habits meet or exceed the owner’s specifications, the VSL is automatically increased
as a reward. The VSL will decrease when operating habits do not meet owner specifications. The Customer
Parameter “Driver Reward Enable” is used to Enable or Disable this feature.
Caterpillar Messenger or Caterpillar Pocket Tec can be used to monitor parameters affecting the Driver Incentive,
allowing the driver to adjust operating techniques as required.
25.15 Maintenance Indicator Data
The ECM maintains Maintenance information for three levels of maintenance; PM1, Coolant Flush/Fill, and PM2.
PM1 (Preventative Maintenance Level 1) is defined as oil and filter service, and PM2 (Preventative Maintenance
Level 2) is an engine inspection/clean-up. Stored information is last maintenance performed (PM1, PM2, Coolant
Flush/Fill), and PM1 interval. The information is available in either engine hours or miles. For further information
about PM1, PM2, and Coolant Flush/Fill, see the Operation and Maintenance Manuals for the respective engine.
25.16 PM1 Maintenance
The ECM provides PM1 maintenance interval and last maintenance information. PM1 is determined by customer
programming and can be based on either automatic or manual schedules of distance, time, and oil sump capacity.
25.17 Engine Snapshot Recorder
The ECM stores engine operating parameters when diagnostic codes occur. An Electronic Service Tool or the
Cruise Set/Resume switch can also be used to manually trigger a snapshot. The Set/Resume switch must be
toggled to the Set then the Resume position within one second to trigger the snapshot recorder. The ECM can
store up to two Diagnostic Code Triggered snapshots, two Externally triggered snapshots, and one Quick Stop
Snapshot. Each type is stored in a “circular buffer”. When a new snapshot is taken, the oldest one in the buffer
will be replaced.
25.18 Data Stored In Engine Snapshot Recorder Frames
Each frame of the snapshot stores the Status Parameter data.
25.19 Quick Stop Recorder
A snapshot can also be stored for a Quick Stop occurrence if the “Quick Stop Rate” Customer Parameter is
programmed between 3 and 15 mph/second. The ECM stores the number of occurrences of the Quick Stop Events,
as well as a snapshot of the latest occurrence. This feature is designed to help the vehicle Owner determine how
the vehicle is being operated. The programmed value should reflect an abnormal stopping time and should be set
high enough to prevent “normal” driving conditions from generating a Quick Stop Event. A typical setting would be
10 mph/second.
25.20 Engine Snapshot Recorder Records

Each Quick Stop record contains 60 frames of information; frame 45 is the Quick Stop occurrence, 44 frames
before, 15 frames following the code. Each frame is separated by 1.0 second.
25.20.1 Data Stored In Quick Stop Recorder Frames
Each frame of the snapshot record stores the following data:
ECM Snapshot Frame Data
Engine RPM Vehicle Speed

Throttle Position Cruise Status
25.21 SAE J1587 Data Link Broadcast Parameters

SAE J1708/J1587 data link parameters, parameter identifiers (PID’s), size, scaling, and broadcast period for the
C15 engine is as follows: Message Identifier (MID) – 128 [engine control MID]
Broadcast Parameter Name PID Size (bytes) Scaling per bit

Period
0.1 Sec Road Speed 84 1 0.5 mph
Percent Accelerator Pedal Position 91 1 0.4 percent
Percent Engine Load 92 1 0.5 percent
Engine Speed 190 2 0.25 rpm
0.2 Sec Engine Status 2 1 Bit Code
Cruise Control Status 85 1 Bit Code
Engine Retarder Status 121 1 Bit Code
Fuel Rate 183 2 4.34x10-6 gal/s
Instantaneous Fuel Economy 184 2 1/256 mpg
1.0 sec Idle Shutdown Status 71 1 Bit Code
Road Speed Limit Status 83 1 Bit Code
Power Take Off Status 89 1 Bit Code
Engine Oil Pressure 100 1 0.5 psi
Boost Pressure 102 1 0.125 psi
Boost Pressure (extended range) 439 2 0.125 psi
Exhaust Gas Temperature 173 2 0.25 deg/F
Intake Manifold Temperature 105 1 1F
Air Inlet Temperature 172 2 0.25 deg/F
Coolant Temperature 110 1 1F
ECM Battery Voltage 168 2 0.05 V
Ambient Air Temperature (optional) 171 2 0.25 F
Fuel Temperature 174 2 0.25 F
Engine Oil Temperature (inferred) 175 2 0.25 F
Engine Diagnostic (active only) 194 Variable PID/SID & FMI
Broadcast Parameter Name PID Size (bytes) Scaling per bit

Period
10.0 Sec Cruise Control Set Speed 86 1 0.5 mph
Atmospheric Pressure (not all ratings) 108 1 0.0625 psi
Average Fuel Economy 185 2 1/256 mpg
Power Take Off Speed 187 2 0.25 rpm
Total Miles 245 4 0.1 miles
On Request Road Speed Limit 74 1 0.5 mph
High Cruise Control Speed Set Limit 87 1 0.5 mph
Low Cruise Control Speed Set Limit 88 1 0.5 mph
Rated Horsepower 166 2 1.0 BHP
Engine Idle RPM Speed 188 2 0.25 rpm
Engine Rated RPM Speed 189 2 0.25 rpm
Particulate Filter Outlet Temperature 203 2 0.1° C
Software Identification (Caterpillar P/N) 234 16 ASCII Char.
Total Idle Hours 235 4 0.05 hours
Total Idle Fuel Consumption 236 4 0.125 gal
Vehicle Identification 237 17 ASCII Char.
Total Miles 245 4 0.1 miles
Total Engine Hours 247 4 0.05 hours
Total Engine PTO Hours 248 4 0.05 hours
Total Fuel Consumption 250 4 0.125 gal
Real Time Clock – Time 251 3 Char 1: 0.25 sec
Char 2: 1.0 min
Char 3: 1.0 hour
Real Time Clock – Date 252 3 Char 1: 0.25 day
Char 2: 1.0 month
Char 3: 1.0 year
Broadcast Period Parameter Name PID Size (bytes) Scaling

per bit
Particulate Filter #2 Differential Pressure 65,204 2 0.1 kPa/bit
On Request Component Identification 243 21 ASCII Char.
(Sent as multi-
Message #1
packet message)
Byte 1-MID = 128
Byte 2-PID for multi-packet message = 192
Byte 3-number of characters following = 16
Byte 4-Requested PID 243 = 243
Byte 5-Last and Current section number = 16
Byte 6-Byte count of total data portion = 21
Byte 7-19-PID 243 data portion = 128,
ASCII Characters = CTRPL *C11, CTRPL
*C13, CTRPL *C15 or CTRPL *C18
Byte 29-Checksum
Message #2
Byte 1-MID -128
Byte 2-Pid for multi-packet message = 192
Byte 3-number of characters following = 11
Byte 4-Requested PID 243 = 243
Byte 5-Last and Current section number = 17
Byte 6-Byte count of total data portion = 8
Byte 7-14-PID 243 data portion = 128
Byte 15-Checksum
Broadcast Period Parameter Name PID Size (bytes) Scaling per bit
On Request Clock 251 3 Char 1 = 0.25 sec/bit
Char 2 = 1min/bit
Char 3 = 1hr/bit
Date 252 3 Char 1 = 0.25 sec/bit
Char 2 = 1 month/bit
Char 3 = 1 year/bit
25.22 Bit Code Definitions
Status Definition Parameter Name Indication Indication

Engine Status Code
Definitions (PID 2):
Bit 7 Low Oil Pressure 0 = not active 1 = active
Bit 6 Power Train Data Link 0 = not active 1 = active
Bit 5 Undefined 0 = not active 1 = active
Bit 4 Undefined 0 = not active 1 = active
Bit 3 Cold Mode 0 = not active 1 = active
Bit 2 Road Speed Limit 0 = not active 1 = active
Bit 1 Top Engine Limit 0 = not active 1 = active
Bit 0 Engine Shutdown 0 = not active 1 = active
Bit code definitions for Cruise Control Status (PID 85), Engine Brake Status (PID 121), Parking Brake Switch
(PID 70), Idle Shutdown Status (PID 71), Road Speed Limit Status (PID 83), and Power Take Off Status (PID 89)
are as per SAE J1587 definitions.
NOTE: The Caterpillar service tools follow the SAE/ATA J1587 and J1708 standards in all communications.
Service tool interfacing is done using the escape provision defined in SAE J1587. The escape information is
considered proprietary and is, therefore, not described here.
26.0 SAE J1939 Data Link

The SAE J1939 data link is standard on all Caterpillar On-Highway Truck Engines. It is available for communications
with transmission, anti-lock brake (ABS) and traction control (TC) systems, as well as instrument clusters and
other devices that use SAE J1939 communications protocol. Contact Caterpillar Engineering for new application
assistance. The Caterpillar service tool Electronic Technician can use this data link to load new software into the
ECM using Winflash.
ECM
TO J1939 DATA LINK CONNECTOR A249-BK 42 J1939 DATA LINK SHIELD
TO J1939 DATA LINK CONNECTOR K990-GN 34 J1939 DATA LINK -
TO J1939 DATA LINK CONNECTOR K900-YL 50 J1939 DATA LINK +
P1 J1
Figure 103 – J1939 Data Link Circuit

1. Data link connection to power train components.
1. Power Train Data Link parameter programmed to J1939 (default).
The Power Train Data Link parameter should be programmed to match the configuration of the vehicle.
Programmable options are J1939 (default) and None. Caterpillar recommends programming the Power Train
Data Link parameter to None if the J1939 Data Link is not being used to avoid unnecessary diagnostics.
Caterpillar electronic service tools have the capability to temporarily disable the Power Train Data Links for
dynamometer or other diagnostic testing purposes.
27.0 SAE J1939 Broadcast Messages

The following tables list all SAE J1939 Broadcast Messages currently supported. The ECM Power Train Data Link
Parameter must be programmed to J1939 to enable these broadcast messages.
PGN $E000 (57344) Cab Message #1 (CM1)

Source Address: $31, $28, $21, $19, $17, $3 Priority: 6
Repetition rate: 1s Data length: 8 Bytes
Data Page: 0 On request service: N/A
SAE section: 5.3.58 (SAE – J1939-71)
Byte Bits Parameter

1 8-1 Percent Fan Speed (SPN 986)
Resolution: 0.4%/bit gain, 0% offset
Data range: 0 – 100%
0 – 94.8% = OFF (00 – ED)
95.2 – 100% = Fan On (EE – FA)
100.4 – 101.6% = DIAG/OFF (FB – FE)
$FF Not unused
2-5 8-1 Not Supported
6 2-1 Particulate Trap Regeneration Inhibit Switch (SPN 3695)
00 Not Active
01 Active
10 Error
11 Not Available
4-3 Particulate Trap Regeneration Force Switch (SPN 3696)
00 Not Active
01 Active
10 Error
11 Not Available
J1939 Broadcast Messages (continued)
PGN $F000 (61,440) Electronic Retarder Controller #1 (ERC1)

Source Address: $0F (15) Priority: 6
Repetition rate: 100 ms Data length: 8 Bytes
Data Page: 0 On request service: Yes
SAE section: 5.3.3 (SAE – J1939-71)
Byte Bits Parameter

1 8-7 Not Supported
6-5 Retarder enable-brake assist switch (SPN 571)
00 Retarder – brake assist disabled
01 Retarder – brake assist enabled
11 not used
4-1 Engine/Retarder torque mode (SPN 900)
0000 Low idle governor/no request
0001 Accelerator pedal/operator selection
0010 Cruise control
0011 PTO governor
0100 Road speed governor
0101 ASR control
0110 Transmission control
0111 ABS control
1000 Torque limiting
1001 High speed governor
1010 Braking system
1011 Remote Accelerator
1111 Not used
2 8-1 Actual Retarder – Percent torque (SPN 520)
Resolution: 1%/bit gain, –125% Offset
Data Range: –125% – 125%
$FE Error Indicator
$FF Not used
6 8-1 Drivers Demand Retarder – Percent Torque (SPN 1715)
Resolution: 1% bit, –125% offset
Data Range: –125 to 125%
$FE Error Indicator
$FF Not used
7 8-1 Not Supported
8 8-1 Actual Maximum Available Retarder – Percent Torque (SPN 1717)
Resolution: 1% bit, –125% offset
$FE Error Indicator
$FF Not used
PGN $F001 (61,441) Electronic Brake Controller 1 (EBC1)

Source Address: $0 Priority: 6
Byte Bits Parameter

5 8-1 Engine Retarder Selection (SPN 973)
Resolution: 0.4 %/bit, 0 offset
Data Range: 0 to 100%
$FF Not Used
PGN $F003 (61,443) Electronic Engine Controller #2 (EEC2)

Source Address: $0 (0) Priority: 3
Notes: Percent load at current speed is heavily filtered and includes hysteresis, if the transmission style is
programmed to any automatic option.
Byte Bits Parameter

1 8-1 Not Supported
2 8-1 Accelerator pedal (AP) position (SPN 91)
Resolution: 0.4%/Bit gain, 0% Offset
$FF Not used
3 8-1 Percent load at current speed (SPN 92)
Resolution: 1%/Bit gain, 0% Offset
Data Range: 0 – 125%
$FF Not used
4 8-1 Remote Accelerator Pedal Position (SPN 974)
Resolution: 0.4%/bit, 0 offset
5 8-1 Accelerator Pedal Position 2 (SPN 29)
PGN $F004 (61,444) Electronic Engine Controller #1 (EEC1)

Byte Bits Parameter

1 8-5 Not defined
4-1 Engine/Retarder torque mode (SPN 899)
0000 Low idle governor/no request
0001 Accelerator pedal/operator selection
0010 Cruise control
0011 PTO governor
0100 Road speed governor
0101 ASR control
0110 Transmission control
0111 ABS control
1000 Torque limiting
1001 High speed governor
1010 – 1111 Not Supported
2 8-1 Driver’s demand engine – percent torque (SPN 512)
Resolution: 1%/Bit gain, –125% Offset
Data Range: –125 – 125%
$FF Not used
3 8-1 Actual engine – percent torque (SPN 513)
Data Range: –125 – 125%
$FF Not used
4-5 8-1 Engine speed (SPN 190)
Resolution: 0.125 rpm/Bit gain, 0 rpm offset
Data range: 0 – 8,031.875 rpm
$FFFF Not used
6 8-1 Source Address of Controlling Device for Engine Control (SPN 1483)
Resolution: 1 source address/bit, 0 offset
Data Range: 0 to 255 Operational Range: 0 to 253
7 8-1 Not Supported
8 8-1 Engine Demand – Percent Torque (SPN 2432)
Resolution: 1%/bit, –125% offset
Data Range: –125 to 125% Operational Range: –125% to +125%
PGN $FD7C (64,892) Particulate Trap Control 1 (PTC1)

Repetition rate: 1 s or on change Data length: 8 Bytes
SAE section:
Byte Bits Parameter

1 3-1 Particulate Trap Lamp Command (SPN 3697)
000 Off
001 On-Solid
010 reserved for SAE assignment
100 On-fast blink (1 Hz)
111 Not available
2 2-1 Not Supported
4-3 Particulate Trap Active Regeneration Status (SPN 3700)
00 Not Active
01 Active
10 Regeneration needed – automatically initiated active regeneration imminent
11 Not available
7-5 Particulate Trap Status (SPN 3701)
000 Regeneration not needed
001 Regeneration needed – lowest level
010 Regeneration needed – moderate level
011 Regeneration needed – highest level
8 Reserved for SAE assignment
3 2-1 Particulate Trap Active Regeneration Inhibited Status (SPN 3702)
00 Not Inhibited
01 Inhibited
11 Not available
4-3 Particulate Trap Active Regeneration Inhibited – Inhibit Switch Status (SPN 3703)
00 Not inhibited
01 Inhibited
11 Not available
8-5 Not supported
4 8-1 Not supported
PGN $FD7C (64,892) Particulate Trap Control 1 (PTC1) (continued)

Byte Bits Parameter
5 6-5 Particulate Trap Active Regeneration Inhibited – System Fault Active (SPN 3712)
00 Not inhibited
01 Inhibited
11 Not available
8-7 Not supported
6 4-1 Not supported
6-5 Particulate Trap Active Regeneration Inhibited – Engine not warmed up (SPN 3716)
00 Not inhibited
01 Inhibited
11 Not available
8-7 Particulate Trap Active Regeneration Inhibited – Vehicle Speed Below Allowed
Speed (SPN 3717)
00 Not inhibited
01 Inhibited
11 Not available
7 2-1 Not supported
5-3 Hot Exhaust Gas Temperature Lamp Command (SPN3698)
000 Off
001 On – Solid
100 Not Supported
111 Not available
8-6 Particulate Trap Active Regeneration Forced Status (SPN 4175)
000 Off
001 Forced by Switch
010 Forced by Service Tool
011-111 No Available
8 8-1 Reserved for SAE assignment
PGN $FD90 (64,912) Advertised Engine Torque Curve (AETC)

Source Address: 0 Priority: 6
Repetition Rate: On Request Only Data Length: Variable
Data Page: 0 On Request Service: Yes
SAE Section: J1939-71
Byte Bits Parameter

1 4-1 AETC Data Collection Standard (SPN 3558)
Resolution: 16 states/4bit, 0 offset
Data Range: 0 – 15
0000 SAE J1995
0001 – 1101 Not Defined
1111 – Not Available
8-5 Number of AETC Data Points (SPN 3559)
Resolution: 16 states/4 bit, 0 offset
Operational Range: 5 – 15
0101 – 1111
A 8-1 AETC Speed Value (SPN 3560)
Resolution; 0.125 rpm/bit, 0 offset
Data Range: 0 to 8,031.875 rpm
Operational Range: 0 to 8,031.875 rpm
B 8-1 AETC Torque Value (SPN 3561)
Resolution: 1 Nm/bit, 0 offset
Data Range: 0 – 64,255 Nm
Operational Range: 0 – 64,255 Nm
PGN $FD9D (64,925) Sensor Electrical Power #1 (SEP1)

Repetition rate: 1 s Data length: 8 Bytes
SAE section:
Byte Bits Parameter

1-2 8-1 Sensor supply voltage 1 (SPN 3509)
Resolution: 0.05 V/bit, 0 offset
Data Range: 0 to 3,212.75 V
3-4 8-1 Sensor supply voltage 2 (SPN 3510)
Resolution: 0.05 V/bit, 0 offset
Data Range: 0 to 3,212.75 V
PGN $FDA1 (64,929) Aftertreatment 1 Fuel Control (AFC1)

SAE section:
Byte Bits Parameter

7 8-7 Not Supported
6-5 Aftertreatment 1 Regeneration Status (SPN 3483)
00 not active
01 active
11 not available
4-3 Not Supported
8 8-1 Not Defined
PGN $FDAF (64,943) Aftertreatment 2 Intermediate Gas (ATM2)

SAE section:
Byte Bits Parameter

5-6 8-1 Aftertreatment 2 Particulate Trap Differential Pressure (SPN 3285)
Resolution: 0.1 kPa/bit, 0 offset
Data Range: 0 to 6425.5 kPa
PGN $FDB0 (64,944) Aftertreatment 2 Outlet Gas (AT2O2)

SAE section:
Byte Bits Parameter

3-4 8-1 Aftertreatment 2 Particulate Trap Outlet Gas Temperature (SPN 3280)
Resolution: 0.03125° C/bit, –273° C offset
Data Range: –273 to 1735° C
PGN $FDB1 (64,945) Aftertreatment 2 Intake Gas 2 (AT2I2)

SAE section:
Byte Bits Parameter

3-4 8-1 Aftertreatment 2 Particulate Trap Intake Gas Temperature (SPN 3276)
PGN $FDB2 (64,946) Aftertreatment 1 Intermediate Gas (ATM1)

SAE section:
Byte Bits Parameter

5-6 8-1 Aftertreatment 1 Particulate Trap Differential Pressure (SPN 3251)
Data Range: 0 to 6425.5 kPa
PGN $FDB3 (64,947) Aftertreatment 1 Outlet Gas 2 (AT1O2)

SAE section:
Byte Bits Parameter

1-2 8-1 Aftertreatment 1 Exhaust Gas Temperature 3 (SPN 3245)
3-4 8-1 Aftertreatment 1 Particulate Trap Outlet Gas Temperature (SPN 3246)
PGN $FDB4 (64,948) Aftertreatment 1 Intake Gas 2 (AT1I2)

SAE section:
Byte Bits Parameter

3-4 8-1 Aftertreatment 1 Particulate Trap Intake Gas Temperature (SPN 3242)
PGN $FDC1 (64,961) Engine Fluid Level/Pressure 3 (EFL/P3)

SAE section:
Byte Bits Parameter

1-2 8-1 Engine Intake Valve Actuation System Oil Pressure (SPN 2948)
Resolution: 1/256 MPa/bit, 0 offset
Data Range: 0 to 251 Mpa
3 8-1 Not Supported
4-8 8-1 Not Defined
PGN $FE6F (65,135) Adaptive Cruise Control (ACC1)

Source Address: $2A (42) Priority: 4
SAE section: SAE – J1939-71
Byte Bits Parameter

4 8-4 Not Supported
3-1 Adaptive Cruise Control Mode (SPN 1590)
000 = Off
001 = Speed Control Active
010 = Distance Control Active
011 = Overtake Mode
100 = Hold Mode
101 = Finish Mode
110 = Disabled or Error Condition
111 = Not Available
PGN $FE97 (65,175) Turbocharger Information 5 (TCI5)

SAE section:
Byte Bits Parameter

1-2 8-1 Engine Turbocharger 1 Turbine Outlet Temperature (SPN 1184)
PGN $FEBD (65,213) Fan Drive (FD)

Repetition rate: 1 s Data length: 8
SAE section: 5.3.58 (SAE – J1939-71)
Byte Bits Parameter

1 8-1 Estimated Percent Fan Speed (SPN 975)
2 8-5 Not Supported
4-1 Fan Drive State (SPN 977)
Data Range: 0 to 15
0000 = Fan Off
0001 = Fan On
0010 = IMT (Intake Manifold Air Temperature)
0011 = Unavailable
0100 = Engine Coolant Temperature
0101 = J1939 Transmission requested fan
0110 = Unavailable
0111 = Unavailable
1000 = Unavailable
1001 = J1939 or Hard Fan Override Switch
1010 = J1939 Transmission requested fan
1011 = A/C High Pressure Switch
1100 = A/C Timer
1101 = Engine Brake
1110 = Other
1111 = Not Available
3-4 8-1 Fan Speed (SPN 1639)
Resolution: 0.125 rpm/bit, 0 offset
Data range: 0 to 8,031.875 rpm
PGN $FEC1 (65,217) High Resolution Vehicle Distance (VDHR)

SAE section: 5.3.54 (SAE – J1939-71)
Byte Bits Parameter

1-4 8-1 High resolution total vehicle distance (SPN 917)
Resolution: 5 m/bit, 0 m offset (16.4 ft/bit gain, 0 feet offset)
Data range: 0 to +21 055 406 km (0 to 13,054,351.8 mi)
$FFFFFFFF Not used
PGN $FECA (65,226) DM1

Repetition rate: 1000 ms Data length: variable
Byte Bits Parameter

1 8-7 Malfunction Indicator Lamp (Euro IV only)
00 Off
01 On
11 Not used
6-5 Red Stop Lamp Status
00 Off
01 On
11 Not used
4-3 Amber Red Stop Lamp Status
00 Off
01 On
11 Not used
2-1 Protect Lamp Status
00 Off
01 On
11 Not used
2 8-1 $FF Not used (default)
3 8-1 SPN, 8 least significant bits of SPN
$FF Not used
4 8-1 SPN, second byte of SPN
$FF Not used
5 8-6 SPN, 3 most significant bits of SPN
5-1 FMI
$FF Not used
6 8 SPN Conversion Method
7-1 Occurrence Count
$FF Not used
PGN $FEDA (65,242) Software Identification (SOFT)

Repetition rate: On Request Data length: Variable
SAE section 5.3.3 (SAE – J1939_7-71)
Byte Bits Parameter

1 8-1 Number of Software Identification Fields (SPN 965)
Resolution: 1 step/bit, 0 offset
Data Range: 0 to 250 steps
2-N Variable Software Identification (SPN 234)
up to 200 Resolution: ASCII, 0 offset
characters Data Range: 0 to 255 per byte
PGN $FEDF (65,247) Electronic Engine Controller #3 (EEC3)

SAE section: 5.3.13 (SAE – J1939-71)
Byte Bits Parameter

1 8-1 Nominal friction – percent torque (SPN 514)
Data Range: –125 – 125%
$FF Not used
2-3 8-1 Engine’s desired operating speed (SPN 515)
$FFFF Not used
4 8-1 Engine’s Desired Operating Speed Asymmetry Adjustment (SPN 519)
Resolution: 1/bit, 0 offset
Data Range: 0 to 250
5 8-1 Estimated Engine Parasitic Losses – Percent Torque (SPN 2978)
PGN $FEE1 (65,249) Retarder Configuration (RC)

SAE section: 5.3.15 (SAE – J1939-71)
*This message is not supported if the Caterpillar Braking System is programmed to Not Installed.
Byte Bits Parameter

1 8-5 Retarder location (SPN 902)
0000 Engine Compression release brake
4-1 Retarder Type (SPN 901)
0011 Compression Release
2 8-1 Retarder control method (SPN 557)
Resolution: 1 step/bit gain, 0 step offset
Data range: 0 : continuous control
1 : On/off control
2 – 250 : Number of steps
$FF Not used
3-4 8-1 Retarder speed at idle, point 1 (SPN 546)
Resolution: 0.125 RPM/bit gain, 0 RPM offset
Data range: 0 to 8,031.875 RPM
$FFFF Not used
5 8-1 Percent torque at idle, point 1 (SPN 551)
Resolution: 1%/bit gain, –125% offset
Data range: –125 – 125%
$FF Not used
6-7 8-1 Maximum Retarder speed, point 2 (SPN 548)
$FFFF Not used
8 8-1 Percent torque at maximum speed, point 2 (SPN 552)
Data range: –125 – 125%
$FF Not used
9-10 8-1 Retarder speed at point 3 (SPN 549)
$FFFF Not used
11 8-1 Percent Torque at point 3 (SPN 553)
Data range: –125 – 125%
$FF Not used
12-13 8-1 Retarder speed at point 4 (SPN 550)
$FFFF Not used
PGN $FEE1 (65,249) Retarder Configuration (RC) (continued)

SAE section: 5.3.15 (SAE – J1939-71)
Byte Bits Parameter

Data range: –125 – 125%
$FF Not used
15-16 8-1 Retarder speed at peak torque, point 5 (SPN 547)
$FFFF Not used
17-18 8-1 Reference Retarder Torque (SPN 556)
Resolution: 1 N•m/bit gain, 0 N•m offset
Data range: 0 – 64 255 N•m
$FFFF Not used
19 8-1 Percent Torque at peak torque, point 5 (SPN 555)
Data range: –125 – 125%
$FF Not used
PGN $FEE3 (65,251) Engine Configuration (EC1)

SAE section: 5.3.17 (SAE – J1939-71)
Byte Bits Parameter

1-2 8-1 Engine speed at idle, point 1 (SPN 188)
$FFFF Not used
3 8-1 Percent Torque at idle, point 1 (SPN 539)
Data Range: –125 – 125%
$FF Not used
4-5 8-1 Engine speed at point 2 (SPN 528)
$FFFF Not used
Data Range: –125 – 125%
$FF Not used
$FFFF Not used
Data Range: –125 – 125%
$FF Not used
$FFFF Not used
Data Range: –125 – 125%
$FF Not used
$FFFF Not used
PGN $FEE3 (65,251) Engine Configuration (EC1) (continued)

SAE section: 5.3.17 (SAE – J1939-71)
Byte Bits Parameter
Data Range: –125 – 125%
$FF Not used
16-17 8-1 Engine speed at high idle, point 6 (SPN 532)
$FFFF Not used
20-21 8-1 Reference engine torque (SPN 544)
Resolution: 1 N•m/bit gain, 0 N•m offset
Data range: 0 – 64,255 N•m
$FFFF Not used
22-23 8-1 Maximum momentary engine override speed, point 7 (SPN 533)
$FFFF Not used
24 8-1 Maximum momentary engine override time limit (SPN 534)
Resolution: 0.1 s/bit gain, 0 s offset
Data range: 0 – 25 s
$FF Not used
25 8-1 Requested Speed Control Range Lower Limit (SPN 535)
Resolution: 10 rpm/bit, 0 offset
Data Range: 0 to 2,500 rpm
26 8-1 Requested Speed Control Range Upper Limit (SPN 536)
Resolution: 10 rpm/bit, 0 offset
Data Range: 0 to 2,500 rpm
27 8-1 Requested Torque Control Range Lower Limit (SPN 537)
Operational Range: 0 to 125%
28 8-1 Requested Torque Control Range Upper Limit (SPN 538)
Operational Range: 0 to 125%
31-32 8-1 Engine inertia (SPN 1794)
Resolution: 0.004 kgm2/Bit gain, 0 kgm2 offset
Data range: 0 – 257.02 kgm2
$FFFF Not used
33-34 8-1 Engine Default Torque Limit (SPN 1846)
Resolution: 1 N•m/bit, 0 offset
Data Range: 0 to 64,255 N•m
PGN $FEE4 (65,252) Shutdown (SHUTDOWN)

SAE section: 5.3.18 (SAE – J1939-71)
Notes: Only byte 2 bits 8-7 will be supported when no shutdown timer is configured.
Both Idle Shutdown timer and PTO Idle shutdown timer are supported by this message.
Byte Bits Parameter

1 8-7 Idle Shutdown_1
Engine Idle Shutdown Timer State (SPN 590)
00 Off
01 On
11 Not used
6-5 Engine Idle Shutdown Timer Override (SPN 592)
00 Off
01 On
11 Not used
4-3 Engine Idle Shutdown Driver Alert Mode (SPN 594)
00 Off
01 On
11 Not used
2-1 Engine Idle Shutdown has Shutdown Engine (SPN 593)
00 Off
01 On
11 Not used
2 8-7 Idle Shutdown_2
Engine Idle Shutdown Timer Function (SPN 591)
00 Off
01 On
11 Not used
6-1 Not defined
$FF Not used
3 2-1 A/C Pressure Switch (SPN 985)
00= Off
01= On
11= Not Supported
8-3 Not Supported
PGN $FEE5 (65,253) Engine Hours/Revolutions (HOURS)

Repetition rate: On request only Data length: 8 Bytes
SAE section: 5.3.19 (SAE – J1939-71)
Byte Bits Parameter

1-4 8-1 Engine Total Hours of Operation (SPN 247)
Resolution: 0.05 h/bit gain, 0 h offset
Data range: 0 to 210554060.75 h
$FFFFFFFF Not used
5-8 8-1 Engine Total Revolutions (SPN 249)
Resolution: 1000 r/bit, 0 offset
Data Range: 0 to 4,211,081,215,000 r
PGN $FEE7 (65,255) Vehicle Hours (VH)

SAE section: 5.3.21 (SAE – J1939-71)
Byte Bits Parameter

5-8 8-1 Total PTO hours (SPN 248)
Resolution: 0.05 h/bit gain, 0 h offset
Data range: 0 to 210554060.75 h
$FFFFFFFF Not used
PGN $FEEB (65,259) Component ID (CI)

SAE section: 5.3.25 (SAE – J1939-71)
Field *Delimited Information

A Make (SPN 586)
B Model (SPN 587)
C Serial Number (SPN 588)
D Unit Number (SPN 233)
Field C13 C15

A CTRPL CTRPL
B 07C13 07C15
C Note – 1 Note – 1
D Not Supported Not Supported
Fields with less than 5 characters are filled with a space ($20)
Note – 1 = Engine Serial Number
PGN $FEEC (65,260) Vehicle Identification (VI)

Notes: The ASCII character “*” is reserved as a delimiter.
Byte Bits Parameter

7-8 8-1 Vehicle identification Number (SPN 237)
Resolution: ASCII
Data range: ASCII
$FFFF Not used
PGN $FEED (65,261) Cruise Control/Vehicle Speed Setup (CCSS)

SAE section: 5.3.27 (SAE – J1939-71)
Byte Bits Parameter

1 8-1 Maximum vehicle speed limit (SPN 74)
Resolution: 1 km/h/bit gain, 0 km/h offset
Data range: 0 – 250 km/h
$FF Not used
2 8-1 Cruise control high set limit speed (SPN 87)
$FF Not used
3 8-1 Cruise control low set limit speed (SPN 88)
$FF Not used
4-8 8-1 Not Defined
PGN $FEEE (65,262) Engine Temperature (ET1)

SAE section: 5.3.28 (SAE – J1939-71)
Note: Engine Oil Temperature is “INFERRED”.
Same as the oil temperature broadcast over J1708, PID 175
Byte Bits Parameter

1 8-1 Engine coolant Temperature (SPN 110)
Resolution: 1° C/bit gain, –40° C offset
Data range: –40 – 210° C
$FF Not used
2 8-1 Fuel Temperature (SPN 174)
$FF Not used
3-4 8-1 Engine Oil Temperature (SPN 175)
Data Length: 2 bytes
Resolution: 0.03125° C/bit gain, –273° C offset
PGN $FEEF (65,263) Engine Fluid Level/Pressure (EFL/P1)

SAE section: 5.3.29 (SAE – J1939-71)
Byte Bits Parameter

1 8-1 Engine Fuel Delivery Pressure (SPN 94)
Resolution: 4 kPa/bit, 0 offset
Data Range: 0 to 1000 kPa
4 8-1 Engine oil pressure (SPN 100)
Resolution: 4 kPa/bit gain, 0 kPa offset
Data range: 0 – 1000 kPa
$FF Not used
5-6 8-1 Engine Crankcase Pressure (SPN 101)
Resolution: 1/128 kPa/bit, –250 kPa offset
Data Range: –250 kPa to 251.99 kPa
7 8-1 Not Supported
8 8-1 Coolant Level (SPN 111)
$FF Not used
PGN $FEF0 (65,264) Power Takeoff Information (PTO)

SAE section: 5.2.6.46 (SAE – J1939-71)
Byte Bits Parameter

6 8-5 Not Supported
4-3 PTO Set Speed Input A (SPN 979)
00 Off
01 On
11 Not used
2-1 PTO enable switch (SPN 980)
00 Off
01 On
11 Not used
7 8-7 Not Supported
6-5 PTO resume switch (SPN 982)
00 Off
01 On
11 Not used
4-3 Not Supported
2-1 PTO set switch (SPN 984)
00 Off
01 On
11 Not used
8 8-1 Not Supported
PGN $FEF1 (65,265) Cruise Control/Vehicle Speed (CCVS)

SAE section: 5.3.31 (SAE – J1939-71)
Byte Bits Parameter

1 8-7 Not Supported
6-5 Cruise Pause switch (SPN 1633)
00 Cruise Pause switch not set
01 Cruise Pause switch set
11 Not used
4-3 Parking Brake Switch (SPN 70)
00 Parking Brake Not Set
01 Parking Brake Set
11 Not Used
2-1 Two Speed Axle Switch (SPN 69)
00 Switch Open
01 Switch Closed
11 Not Used
2-3 8-1 Wheel base vehicle speed (SPN 84)
Resolution: 1/256 km/h/bit gain, 0 km/h offset
Data range: 0 –250.996 km/h
$FFFF Not unused
4 8-7 Clutch switch (SPN 598)
00 Clutch pedal released
01 Clutch pedal depressed
11 Not used
6-5 Brake switch (SPN 597)
00 Brake pedal released
01 Brake pedal depressed
11 Not used
4-3 Cruise control enable switch (SPN 596)
00 Cruise control disabled
01 Cruise control enabled
11 Not used
2-1 Cruise control active (SPN 595)
00 Cruise control switch off
01 Cruise control switch on
11 Not used
PGN $FEF1 (65,265) Cruise Control/Vehicle Speed (CCVS) (continued)

SAE section: 5.3.31 (SAE – J1939-71)
Byte Bits Parameter

5 8-7 Cruise control accelerate switch (SPN 602)
00 Cruise accelerate switch off
01 Cruise accelerate switch on
6-5 Cruise control resume switch (SPN 601)
00 Cruise resume switch off
01 Cruise resume switch on
4-3 Cruise control coast switch (SPN 600)
00 Cruise coast switch off
01 Cruise coast switch on
2-1 Cruise control set switch (SPN 599)
00 Cruise set switch off
01 Cruise set switch on
11 Not used
6 8-1 Cruise control set speed (SPN 86)
$FF Not used
7 8-6 Cruise control state (SPN 527)
000 Off/Disabled
001 Hold
010 Accelerate
011 Decelerate/Coast
100 Resume
101 Set
110 Accelerator override
111 Not used
5-1 PTO state (SPN 976)
00000 Off/Disabled
00001 Hold
01001 – Accelerator Override
8 8-7 Not Supported
6-5 Engine Test Mode Switch (SPN 966)
00 Off
01 On
4-1 Not Supported
PGN $FEF2 (65,266) Fuel Economy (Liquid) (LFE)

SAE section: 5.3.32 (SAE – J1939-71)
Byte Bits Parameter

1-2 8-1 Fuel rate (SPN 183)
Resolution: 0.05 l/h/bit gain, 0 l/h offset
Data range: 0 – 3212.75 l
$FFFF Not used
3-4 8-1 Instantaneous Fuel economy (SPN 184)
Resolution: 1/512 km/l/bit gain. 0 km/l offset
Data range: 0 – 125.5 km/l
$FFFF Not used
5-6 8-1 Average Fuel economy (SPN 185)
Resolution: 1/512 km/l/bit gain. 0 km/l offset
Data range: 0 – 125.5 km/l
$FFFF Not used
PGN $FEF5 (65,269) Ambient Conditions (AMB)

SAE section: 5.3.32 (SAE – J1939-71)
Byte Bits Parameter

1 8-1 Barometric Pressure (SPN 108)
2-3 8-1 Not supported
4-5 8-1 Ambient Air Temperature (SPN 171)
6 8-1 Air Inlet Temperature (SPN 172)
Resolution: 1° C/bit, –40° C offset
PGN $FEF6 (65,270) Inlet/Exhaust Conditions (IC1)

SAE section: 5.3.36 (SAE – J1939-71)
Byte Bits Parameter

1 8-1 Not Supported
2 8-1 Boost pressure (SPN 102)
Resolution: 2 kPa/bit gain, 0 kPa offset
Data range: 0 – 500 kPa
$FF Not used
3 8-1 Intake manifold 1 temperature (SPN 105)
$FF Not used
4 8-1 Engine Air Inlet Pressure (SPN 106)
Resolution: 2 kPa/bit, 0 offset
6-7 8-1 Engine Exhaust Gas Temperature (SPN 173)
8 8-1 Not Supported
PGN $FEF7 (65,271) Vehicle Electrical Power (VEP1)

SAE section: 5.3.37 (SAE – J1939-71)
Byte Bits Parameter

5-6 8-1 Electrical potential (SPN 168)
Resolution: 0.05V/bit gain, 0V offset
Data range: 0 – 3,212.75 V
$FFFF Not used
28.0 SAE J1939 Received Messages

The following tables list all SAE J1939 Received Messages currently supported. The ECM Power Train Data Link
Parameter must be programmed to J1939.
Notes for Transmission communication:
Torque/Speed Control #1 from Transmission Control to Engine
This message is used by the transmission to control the engine. The three override modes have been implemented
if the request is from a transmission control:
Mode 01: speed control
Mode 10: torque control
Mode 11: speed/torque limit control
There are a few restrictions placed on these override modes and these are:
1. Default to normal engine operation if no message received every 90 milliseconds
2. Accept torque limit commands from –127 to 127, but any negative torque commands are responded to as
a zero torque command.
3. The engine speed will not drop below programmed low idle engine rpm. If torque limit commands limit torque
below what the engine needs to run at low idle, the engine will run at the higher torque value to keep the engine
at low idle.
4. Engine speed limit and engine speed override values outside the low idle to top engine limit range are accepted,
but engine speed will only go to these limits.
5. During speed override mode, engine power is limited to about 120 horsepower.
6. If an engine speed request is higher than driver requested for five seconds, then the command is ignored until
it drops below driver input desired speed or mode 01 is inactivated.
Torque/Speed Control #1 from Transmission Control to Retarder
Caterpillar engine controls accept this message if our control is broadcasting the ERC1 message which
indicates that an engine retarder is installed. If the retarder is installed, then the following control mode has
been implemented if the request comes from a transmission control:
Mode 10: torque control
There are a few restrictions placed on this override mode and these are:
1. Default to normal retarder operation if no message received every 200 milliseconds
2. Engine must not be firing injectors or command will be ignored. An example would be that transmission control
is in speed mode overriding below actual engine speed which means fuel would be shut off.
3. Transmission control must be in an override mode of engine control or engine retarder will not be turned on.
4. The torque request must be between –100% and –20% to have any engine retarder effect.
Electronic Transmission Controller #1: ETC1
Caterpillar uses this message for a service tool to indicate a transmission control exists on the J1939 data link.
If a transmission supplier uses J1939 to communicate to the engine, then Caterpillar requires this message be
supported. This message is also used to indicate via data byte five that the momentary engine Overspeed enable
is requested. This status is used by the engine control to allow the transmission to override the top engine limit and
use speed override requests up to the override speed indicated in the Engine Configuration Message, bytes 22-23.
Engine defaults to normal operation if the message has not been received for 300 milliseconds.
J1939 Received Messages
PGN $0000 (0) Torque/Speed Control #1 (TSC1)

Transmission to Engine
Source Address: Transmission Priority: 3
Byte Bits Parameter

1 8-7 Not defined
6-5 Override control mode priority (SPN 897)
00 Highest priority
01 High priority
10 Medium priority
11 Low priority
4-3 Engine requested speed control conditions (SPN 696)
00 Transient optimized for driveline disengages and non-lockup conditions
01 Stability optimized for driveline disengaged and no- lockup conditions
10 Stability optimized for driveline engaged and/or in lockup condition 1
2-1 Override control mode (SPN 695)
00 Override disabled
01 Speed control
10 Torque control
11 Speed limit/Torque limit control
2-3 8-1 Requested speed/Speed limit (SPN 898)
Resolution: 0.125 rpm/bit gain, 0 rpm offset
$FFFF Not used
4 8-1 Requested torque/Torque limit (SPN 518)
$FF Not used
5-8 8-1 Not defined
J1939 Received Messages (continued)

Transmission or ABS to Retarder
Source Address: Transmission ($3) or ABS ($B) Priority: 3
Destination = $ F Data length: 8 Bytes
Repetition rate: 50 ms On request service: N/A
Data Page: 0
Byte Bits Parameter

1 8-7 Control bits
Not defined
00 Highest priority
01 High priority
10 Medium priority
11 Low priority
11 Supported
$FF Not used
5-8 8-1 Not defined

Adaptive Cruise Control to Engine
Source Address: ($2A) Priority: 3
Byte Bits Parameter

1 8-7 Control bits
Not defined
00 Highest priority
01 High priority
10 Medium priority
11 Low priority
2-3 8-1 Requested speed/Speed limit (SPN 898)
$FFFF Not used

ABS to Engine
Source Address: ABS Priority: 3
Notes: Engine responds to torque limit commands only
Byte Bits Parameter

1 8-7 Not defined
00 Highest priority
01 High priority
10 Medium priority
11 Low priority
2-1 Override control modes (SPN 695)
01 Not Supported
10 Torque Control
$FF Not used
5-8 8-1 Not defined

Remote PTO Throttle Control
Source Address: $27, $39 Priority: 3
Notes: Engine responds to speed limit commands only. PTO Configuration must be programmed to
Remote Throttle & J1939 Speed Control. PTO On/Off switch must be programmed and in the On position.
Hardwired Remote Throttle Input is required.
Byte Bits Parameter

1 8-7 Not defined
00 Highest priority
01 High priority
10 Medium priority
11 Low priority
4-3 Engine Requested Speed Control Conditions (SPN 696)
00 Transient Optimized for driveline disengages and non-lockup conditions
01 Stability Optimized for driveline disengaged and no- lockup conditions
10 Stability Optimized for driveline engaged and/or in lockup condition 1
11 Stability Optimized for driveline engaged and/or in lockup condition 2
2-1 Not Supported
4 8-1 Not Supported
5-8 8-1 Not defined
PGN $E000 (57,344) Cab Message #1 (CM1)

Source Address: $31, $28, $21 or $17 Priority: 6
SAE section: 5.3.38 (SAE – J1939-71)
Byte Bits Parameter
1 8-1 Percent Fan Speed (SPN 986)
0 – 94.8% = OFF (00 – ED)
95.2 – 100% = Fan On (EE – FA)
100.4 – 101.6% = DIAG/OFF (FB – FE)
$FF Not unused
6 2-1 Particulate Trap Regeneration Inhibit Switch (SPN 3695)
00 Not Active
01 Active
10 Error
11 Not Available
4-3 Particulate Trap Regeneration Force Switch (SPN 3696)
00 Not Active
01 Active
10 Error
11 Not Available
PGN $F001 (61,441) Electronic Brake Controller #1 (EBC1)

Source Address: (11) Brakes Priority: 6
Repetition rate: Depends on sender Data length: 8 Bytes
Byte Bits Parameter
1 8-7 Not Supported
6-5 ABS active (SPN 563)
00 ABS passive but installed
01 ABS active
11 Not used
4-1 Not Supported
2–4 8-1 Not Supported
5 8-1 Engine Retarder Selection (SPN 973)
Off = 0 – 3E
Low = 3F – 7D
Med = 7E – BB
High = BC – FA
Diag – Off = FB – FE
$FF Not used
6–7 8-1 Not Supported
8 8-1 Not defined
PGN $F002 (61,442) Electronic Transmission Controller #1 (ETC1)

Source Address: (3) Transmission Priority: 3
Notes: Shift in progress message is used to enhance cruise control. The engine Retarder will be
disabled if the status of the Torque converter lockup is disengaged. The output shaft speed is only
used, if the vehicle speed input is set to J1939_Transmission and the vehicle speed calibration
parameter is programmed.
Byte Bits Parameter

1 8-7 Status_ETC1
Not defined
6-5 Shift in process (SPN 574)
00 Shift not in process
01 Shift in process
11 Not used
4-3 Torque converter lockup engaged (SPN 573)
00 Torque converter lockup disengaged
01 Torque converter lockup engaged
11 Not used
2-1 Drive line engaged (SPN 560)
00 Drive line disengaged
01 Drive line engaged
11 Not used
2-3 8-1 Output shaft speed (SPN 191)
$FFFF Not used
4 8-1 Not Supported
5 8-5 Command_ETC1
Not defined
4-3 Progressive shift disable (SPN 607)
00 Progressive shift is not disabled
01 Progressive shift is disabled
11 not used
2-1 Momentary engine over speed enable (SPN 606)
00 Momentary engine over speed disable
01 Momentary engine over speed enable
11 Not used
8 8-1 Not Supported
PGN $F005 (61,445) Electronic Transmission Controller #2 (ETC2)

Notes: For Neutral, Bytes 1 and 4 must be ZERO
Byte Bits Parameter

1 8-1 Selected Gear (SPN 524)
Resolution: 1 gear value/bit, –125 offset
Data range: –125 – +125
$FF Not used
4 8-1 Current Gear (SPN 523)
Resolution: 1 gear value/bit, –125 offset
Data range: –125 – +125
$FF Not used
PGN $FD90 (64,912) Advertised Engine Torque Curve (AETC)

Repetition Rate: On Request Only Data Length: Variable
Data Page: 0 On Request Service: Yes
SAE Section: J1939-71
Byte Bits Parameter

1 4-1 AETC Data Collection Standard (SPN 3558)
Resolution: 16 states/4bit, 0 offset
0000 SAE J1995
0001 – 1101 Not Defined
1111 – Not Available
8-5 Number of AETC Data Points (SPN 3559)
Operational Range: 5 – 15
0101 – 1111
A 8-1 AETC Speed Value (SPN 3560)
Resolution: 0.125 rpm/bit, 0 offset
Data Range: 0 to 8,031.875 rpm
Operational Range: 0 to 8,031.875 rpm
B 8-1 AETC Torque Value (SPN 3561)
Resolution: 1 Nm/bit, 0 offset
Data Range: 0 – 64,255 Nm
Operational Range: 0 – 64,255 Nm
PGN $FE4A (65,098) Electronic Transmission Controller #7 (ETC7)

Notes:
Byte Bits Parameter

1 8-1 Not Supported
2 8-7 Not Supported
6-5 Transmission Engine Crank Enable (SPN 2900)
00 – Cranking disabled; engine cranking is prohibited by the transmission
01 – Cranking enabled; engine cranking is allowed by the transmission
10 – Error
11 – Not available
4-1 Not Supported
3-8 8–1 Not Supported
PGN $FE4F (65103) Vehicle Dynamic Stability Control #1 (VDC1)

Source Address: ABS Priority: 6
Repetition Rate: 100 ms Data length: 8 bytes
SAE Section: 5.3.4 (SAE – J1939-71)
Byte Bits Parameter

1 8-1 Not Supported
2 2-1 Not Supported
4-3 ROP Engine Control Active (SPN 1818)
00 ROP Brake Control Passive But Installed
01 ROP Brake Control Active
10 Error
11 Not Available
6-5 Not Supported
8-7 YC Brake Control Active (SPN 1819)
00 YC Brake Control Passive But Installed
01 YC Brake Control Active
10 Error
11 Not Available
PGN $FE6E (65,134) High Resolution Wheel Speed (HRW)

Source Address: ABS ($0b) Priority: 2
Notes: To use this message, the Vehicle speed input has to be programmed to J1939_ABS and the
corresponding vehicle speed cal has to be set to the right value.
Byte Bits Parameter

1-2 8-1 Ignored
3-4 8-1 Ignored
5-6 8-1 Rear Axle, left wheel speed (SPN 1594)
Resolution: 1/256 km/h/bit, 0 km/h offset
Data range: 0 – 250.996 km/h
$FFFF Not used
7-8 8-1 Rear Axle, right wheel speed (SPN 1595)
Resolution: 1/256 km/h/bit, 0 km/h offset
Data range: 0 – 250.996 km/h
$FFFF Not used
PGN $FE6F (65,135) Adaptive Cruise Control (ACC1)

Source Address: $2A (42) Priority: 4
SAE section: 5.3.141 (SAE – J1939-71)
Byte Bits Parameter

1 8-1 Speed of forward vehicle (SPN 1586)
Resolution: 1 km/h/bit, 0 km/h offset
Data Range: 0 to 250 km/h
2 8-1 Distance to forward vehicle (SPN 1587)
Resolution: 1 m/bit, 0 m offset
Data Range: 0 to 250 m
3 8-1 Adaptive Cruise Control Set Speed (SPN 1588)
Resolution: 1 km/h/bit, 0 km/h offset
Data Range: 0 to 250 km/h
4 8-7 Not Defined
6-4 Adaptive cruise control set distance mode (SPN 1589)
000 ACC Distance mode #1 (largest distance)
001 ACC Distance mode #2
100 ACC Distance mode #5 (shortest distance)
101 Conventional cruise control mode
110 Error condition
111 Not available/not valid
3-1 Adaptive Cruise Control Mode (SPN 1590)
000 Off (Standby, enabled, ready for activation)
001 Speed control active
010 Distance control active
011 Overtake mode
100 HOLD
101 Finish mode
110 Disabled or error condition
111 Not available/not valid
5-6 8-1 Road curvature (SPN 1591)
Resolution: 1/128 1/km per bit, –250 1/km offset
Data Range: –250 to 251.992 1/km
7 8-7 Not Defined
6-5 ACC Distance Alert Signal (SPN 1796)
00 ACC DAS Not Active
01 ACC DAS Active
10 Reserved
11 Take no action
4-3 ACC System Shutoff Warning (SPN 1797)
00 ACC SSOW Not Active
01 ACC SSOW Active
10 Reserved
11 Take no action
8 8-1 Not Defined
PGN $FEB3 (65,203) Fuel Information (Liquid) (LFI)

Byte Bits Parameter

1-4 8-1 Total Engine PTO Fuel Used (SPN 1028)
Resolution: 0.5 L/bit, 0 offset
Data Range: 2,105,540,607-5 L
PGN $FEDA (65,242) Software Identification (SOFT)

Repetition rate: On request only Data Length: Variable
SAE section: SAE-J1939-71
Alphanumeric characters are written most significant byte first.
ASCII character ‘*’ acts as a delimiter
Example: 123456789’*’SEP05*’
Byte Bits Parameter

1 1 Not Supported
2-N Variable Software Release Date/5 characters (SEP05)
Software P/N-9 characters (last 2 characters are change level)
PGN $FEDC (65,244) Idle Operation (IO)

Repetition rate: On request only Data Length: 8 bytes
Byte Bits Parameter

5-8 8-1 Total Idle Hours (SPN 235)
Resolution: .05 h/bit, 0 offset
Data Range: 0 to 210,554,060.75 hr
PGN $FEE0 (65,248) Vehicle Distance (VD)

Source Address: $31, $28, $21, $17, or $3 Priority: 6
Repetition rate: 100 ms Data Length: 8 bytes
Byte Bits Parameter

5-8 8-1 Total Vehicle Distance (SPN 245)
Resolution: 0.125 km/bit, 0 offset
Data Range: 0 to 526,385,151.9 km
PGN $FEE4 (65,252) Shutdown (SHUTDOWN)

Repetition rate: 1 s Data Length: 8 bytes
Byte Bits Parameter

3 2-1 A/C Pressure Switch (SPN 985)
00= Off
01= On
00= Not Supported
8-3 Not Supported
PGN $FEE9 (65,257) Fuel Consumption (Liquid) (LFC)

Byte Bits Parameter

5-8 8-1 Total Fuel Used (SPN 250)
Resolution: 0.5 L/bit, 0 offset
Data Range: 0 to 2,105,540,607.5 L
PGN $FEF0 (65,264) Power Takeoff Information (PTO)

Byte Bits Parameter

6 8-5 Not Supported
4-3 PTO Set Speed Input A
2-1 PTO enable switch (SPN 980)
00 Off
01 On
11 Not used
7 8-7 Not Supported
6-5 PTO resume switch (SPN 982)
00 Off
01 On
11 Not used
4-3 Not Supported
2-1 PTO set switch (SPN 984)
00 Off
01 On
11 Not used
8 8-1 Not Supported
PGN $FEF1 (65,265) Cruise Control/Vehicle Speed

Source Address: $31, $28, $21, $17, **$B Priority: 6
SAE section: 5.3.31 (SAE – J1939-71)
**Brake Switch (SPN597) can also be broadcast by the ABS Controller ($B)
Byte Bits Parameter

1 8-7 Measured_SW1
Not defined
6-5 Cruise Pause switch (SPN 1633)
00 Cruise Pause switch not set
01 Cruise Pause switch set
11 Not used
4-3 Parking Brake Switch (SPN 70)
00 Parking Brake Not Set
01 Parking Brake Set
11 Not Used
2-1 Two speed axle switch (SPN 69)
00 Low speed range
01 High speed range
11 Not used
2-3 8-1 Ignored
4 8-7 Measured_CC_SW1
Clutch switch (SPN 598)
00 Clutch pedal released
01 Clutch pedal depressed
11 Not used
6-5 **Brake switch (SPN 597)
00 Brake pedal released
01 Brake pedal depressed
11 Not used
4-3 Cruise control enable switch (SPN 596)
00 Cruise control disabled
01 Cruise control enabled
11 Not used
2-1 Ignored
5 8-7 Measured_CC_SW2
Cruise control accelerate switch (SPN 602)
00 Cruise accelerate switch off
01 Cruise accelerate switch on
11 Not used
6-5 Cruise control resume switch (SPN 601)
00 Cruise resume switch off
01 Cruise resume switch on
11 Not used
4-3 Cruise control coast switch (SPN 600)
00 Cruise coast switch off
01 Cruise coast switch on
11 Not used

Byte Bits Parameter

5 2-1 Cruise control set switch (SPN 599)
00 Cruise set switch off
01 Cruise set switch on
11 Not used
8 8-7 Not Supported
6-5 11 Not used
Engine test mode switch (SPN 966)
00 Off
01 On
4-1 Not Supported

Byte Bits Parameter

4-5 8-1 Ambient Air Temperature (SPN 171)
29.0 Customer Specified Parameters

Customer Specified Parameters allow the engine ECM to be programmed to meet the needs of the chassis and
customer operation. The OEM should take enough time to become familiar with the parameter options and how
they relate to the intended engine application. These parameters may be changed as often as necessary to tailor
the engine operation to the application. Some parameters may be locked to prevent tampering and all parameters
may be “Customer Password” protected. Customer parameters may be changed repeatedly as a customer changes
his operation or as new drivers are assigned to a truck.
Customer Passwords (once programmed) are required to change these parameters.
The following is a brief description of the Customer Specified Parameters. Along with each are the available values
for the parameter and the default value. The parameter value shown in bold is the default value, which can also
be the programmed setting to disable a feature.
The tables show values in an approximate range for metric (kilometers, km/h, liters) units, followed by the exact
U.S. (or English) units (miles, mph, quarts). The exact range of the parameter in metric units depends upon the
Service Tool used because each Service Tool may use slightly different conversion factors.
The Customer Parameter Table lists each parameter, the default value, the available options and the Parameter
Identifier (PID) used with a Vehicle Electronic Programming Station (VEPS). The parameters and options listed
are shown as they appear on the Electronic Service Tool display screen.
29.1 Customer Parameter Lockout
This feature is available to restrict access to changing some available parameters. Locking out a parameter may
require Customer Passwords (if used). Once a parameter is locked out, Factory Passwords are required to change
the parameter or unlock the parameter.
If a “lockable” parameter is not locked out, Factory Passwords are not required to change the setting. A locked out
parameter restricts the parameter from being changed. This allows vehicle owners to prevent their operators from
tampering with the parameter configuration by obtaining Customer Passwords.
29.2 Multiple/Selectable ECM Terminal Locations
The Caterpillar programmable options employ a strategy of multiple parameters being programmable to multiple
pins. This strategy includes high side drivers (2 Amp output) or low side drivers (sensor common). It is the OEMs
responsibility to design, build, and maintain a record of the programmable parameter settings, and wiring for a
particular chassis. It is also the repairing dealers responsibility to program properly, or wire a particular chassis
if requested by the end customer.
Failure to properly program or wire a particular circuit could result in damage to chassis components. The ECM
is protected internally from such occurrences.
Circuit Ids, wire color, voltage, and current capabilities can be found
in Chapter 32 of this Application and Installation Guide.
A complete understanding of the Caterpillar programmable parameters, options,
and VEPS programming is crucial for correct engine performance.
The following Customer Parameters are available for lockout using an Electronic Service Tool or VEPS:
• A/C Switch Fan On-Time • Top Gear Minus One Ratio

• Adaptive Cruise Control Enable • Top Gear Minus Two Ratio
• Coolant Level Sensor • Top Gear Ratio
• Driver Reward Enable • Torque Limit
• Engine Retarder Delay • Transmission Style
• Fan Control Type • Vehicle Overspeed Threshold
• Low Cruise Control Speed Set Limit • Vehicle Speed Calibration (J1939-ABS)
• High Cruise Control Speed Set Limit • Vehicle Speed Calibration (J1939-Trans)
• High Speed Range Axle Ratio • Vehicle Speed Calibration
• Low Speed Range Axle Ratio • Vehicle Speed Limit
• Multi-Torque Ratio • VSL Protection
• Soft Vehicle Speed Limit • Idle Shutdown Ignore Neutral Switch
Factory Passwords are required to change a parameter from “locked” to “unlocked”. Only one set of Factory
Passwords is required to unlock one or all locked parameters. If the Parameter Lockout screen is exited before
unlocking all parameters, a second set of Factory Passwords will be required to unlock the remaining parameters.
29.3 Selected Engine Rating
29.3.1 Rating Number
Rating number within a power family. The Personality Module defines the power family such as 448 kW (600 hp)
and may contain only one or several ratings. The rating number defines which rating is used within the family.
Alternatives Default VEPS PID

Power Family Dependent Highest Setting Available 56
within Power Family
29.3.2 Multi-Torque Ratio

The Multi-Torque Ratio is available on selected ratings only. This parameter is used to select the desired
Multi-Torque trip point. Multi-Torque ratings allow the engine to provide additional torque or additional horsepower
and torque when the transmission is operating in higher gears. The additional torque allows the truck to crest a hill
without downshifting, increases fuel economy, and reduce wear. The trip point is determined by a ratio of engine
speed versus vehicle speed. The three programmable options represent the different trip point values listed below:
MT-C ...turn on ratio is 38 rpm/mph & below (Top 4 Gears)
MT-B ...turn on ratio is 33 rpm/mph & below (Top 2 Gears)
MT-A ...turn on ratio is 27.9 rpm/mph & below (Top 1 Gear)
Note: This feature is not used with standard engine ratings, it is only available for Multi-Torque ratings.
Engine Rating Type Alternatives Default VEPS PID

Standard Ratings Unavailable Unavailable FCB1
Multi-Torque Ratings MT-B, MT-C MT-A
29.3.3 Aftertreatment Configuration Number

This parameter is used to identify the correct Caterpillar Regeneration System Configuration for each engine
arrangement. The Aftertreatment Configuration Number defines the hardware installed to the Caterpillar
Regeneration System. The Aftertreatment Configuration Number is a seven digit part number programmed from
the factory. Failing to program the Aftertreatment Configuration Number parameter will result in a “253-2 Check
Customer and System Parameters” fault, the engine will then be limited to low idle. Incorrect programming could
result in poor engine performance or damage to the Caterpillar Regeneration System.

Power Family Dependent Programmed from Factory FEDD
29.4 ECM Identification Parameters

29.4.1 Vehicle ID
Identification of the vehicle assigned by the OEM or customer and used only for customer reference. Not required
by the ECM. Up to seventeen alpha – numeric characters can be entered.

17 digits. Available characters All zero’s 60
are Service Tool Dependent
29.4.2 Vehicle Application Type

This parameter determines whether the vehicle is an Emergency Vehicle.
The Vehicle Application Type parameter determines the maximum horsepower derate the Engine and/or
Aftertreatment Monitoring System can achieve.
The Engine Monitoring and Aftertreatment Monitoring System must be programmed to Derate, Shutdown,
or *Warning (rating dependent).
During a diagnostic condition (Low Coolant Level, High Coolant Temperature, Low Oil Pressure, Excessive Soot
Loading) the maximum engine derate is determined by the combination of Engine Rating, Vehicle Application
Type setting, and Engine/Aftertreatment Monitoring System programming.
The Vehicle Application Type parameter is set from the Caterpillar factory and is factory password protected.

Emergency Vehicle Other N/A
*Note: Horsepower ratings determine the available options for the Engine and Aftertreatment Monitoring Systems.
Warning option is only available on Emergency Horsepower ratings.
The following table outlines the available horsepower ratings, programmable settings, and maximum horsepower
derate the engine can achieve with the Engine or Aftertreatment Monitoring Systems.
Horsepower Rating Configuration Parameters Maximum HP Derate

Vehicle Application Engine Monitoring Aftertreatment
Type Monitoring
Normal Rating Other (default) Derate (default) Shutdown (default) 100%
Shutdown Derate
Emergency Vehicle Derate (default) Shutdown 30%
Shutdown Derate
Emergency Rating Other (default) Derate (default) Shutdown (default) 30%
Shutdown Derate
Warning Warning No derate
Emergency Vehicle Derate (default) Shutdown (default) 30%
Shutdown Derate
Warning Warning No derate
29.5 Security Access Parameters

29.5.1 ECM Wireless Communication Enable
This parameter is used to configure the ECM for use with a remote communications device such as a HIGHWAY
MASTER® wireless network or a QUALCOMM OmniTRAC® satellite network. Remote communications are used
to program parameters and transfer ECM data. This feature can only be enable by a Caterpillar Dealer after the
vehicle is built. Factory Level Passwords are required to enable this feature.
Alternative Default VEPS PID

Yes No FC43
29.6 Vehicle Speed Parameters

29.6.1 Vehicle Speed Calibration
The ECM uses this value to scale the vehicle speed signal into kilometers per hour (miles per hour). It is
programmed in pulses per kilometer (ppkm) or pulses per mile (ppm). This parameter must be programmed
or a Diagnostic Code 253-02 Check Customer or System Parameters (56) will occur. This parameter affects
cruise control, the ECM speedometer signal, Trip Totals, and can affect PTO and Extended Idle operation.
Minimum Maximum Default VEPS PID

2485 ppkm 93 226 ppkm Not programmed FC5F
(4,000 ppm) (150,000 ppm)
29.6.2 Vehicle Speed Cal (J1939-Trans)

This calibration is used when the ECM is configured to calculate Vehicle Speed based on Transmission Output
Shaft Speed information received via the J1939 Data Link (Vehicle Speed Input parameter programmed to
J1939-Trans). This value represents the Transmission Output Shaft revolutions per mile. The ECM uses this value,
and the information received from the Transmission ECU via J1939 Data Link (output shaft speed) to calculate
actual vehicle speed. When the J1939 Vehicle Speed option is used (Vehicle Speed Input parameter programmed
to J1939-Trans), this parameter must be programmed or a Diagnostic Code 253-02 Check Customer Or System
Parameters (56) will occur. This parameter affects cruise control, the ECM speedometer signal, Trip Totals,
PTO operation, etc.

0 rev to km 43 000 revs per km Not programmed FCEC
(0 revs per mile) (65,000 revs per mile)
29.6.3 Vehicle Speed Cal (J1939 ABS)

This calibration is used when the ECM is configured to calculate Vehicle Speed based on ABS wheel speed
information received via the J1939 Data Link (Vehicle Speed Input parameter programmed to J1939-ABS).
The ABS manufacturer should be contacted to verify this message is supported. This value represents the ratio
to ASSUMED ABS tire revolutions per mile divided by the ACTUAL tire revolutions per mile. If the assumed tire
size matches the actual tire size, the Vehicle Speed Cal will be equal to 1. If the ABS assumed tire revolution per
mile is not correct, the Vehicle Speed Cal is equal to the ACTUAL Tire Revolutions per mile/ABS ASSUMED Tire
revolutions per mile.
ABS Assumed tire revolutions per mile = 500
Actual Tire revolutions per mile = 400
Vehicle Speed Cal = 400/500 = 0.800
NOTE: If the Vehicle Speed Input parameter is programmed to J1939-ABS, the Vehicle Speed Cal parameter
must be programmed or a Diagnostic Code 253-02 “Check Customer Or System Parameters” (56) will occur.
This parameter affects cruise control, the ECM speedometer signal, Trip Totals, PTO operation, etc.

0 6.550 Not Programmed FCED
29.6.4 Vehicle Speed Limit (VSL)

Top vehicle speed the ECM will permit. The ECM will shut off fuel above this speed. An inexperienced driver
may think something is wrong with the engine, because the engine will not fuel above this vehicle speed limit.
Vehicle speed limiting allows implementation of a gear fast/run slow truck specification to further improve fuel
economy while limiting top vehicle speed.
NOTE: The Driver Incentive Feature can be used to automatically adjust the VSL according to the drivers
operating habits.

48 km/h 204 km/h 121 km/h 61
(30 mph) (127 mph) (75 mph)
29.6.5 VSL Protection

Maximum engine rpm when there is an ECM detected vehicle speed signal problem. The ECM limits to this engine
rpm when it senses no vehicle speed signal, and the engine is loaded. This is a feature to deter tampering by
running without a Vehicle Speed input to the ECM.
NOTE: When this parameter is programmed to TEL rpm, diagnostic codes 84-01 Loss Of Vehicle Speed Signal
(31) and 84-10 Vehicle Speed Rate of Change (36) are disabled, and the VSL Protection can be exceeded by
disconnecting the Vehicle Speed Sensor.

1,000 rpm TEL rpm 1700 pm 66
29.6.6 Tachometer Calibration

The ECM uses this value to scale the engine speed signal into revolutions per minute for a tachometer. It is
programmed in pulses per revolution (ppr). Programmable range is from 2.0 to 500.0 in 0.1 ppr increments.

2.0 ppr 500.00 ppr 134.0 ppr C7
29.6.7 Soft Vehicle Speed Limit

This limit operates in conjunction with the Vehicle Speed Limit. It limits the vehicle speed from 4 km/h (2.5 mph)
below the programmed Vehicle Speed Limit at full load, to 4 km/h (2.5 mph) above the selected Vehicle Speed Limit
at no load.

Yes No C2
29.6.8 Low Speed Range Axle Ratio

This parameter must be programmed when a Two-Speed Axle On/Off Switch is used by the ECM in order to
adjust the vehicle speed calibration. When a two-speed axle is used, the change in gear ratios from the high
speed range to the low speed range alters the calibration of the vehicle speed signal, which requires a calibration
adjustment to ensure the ECM driven speedometer and ECM stored information correctly reflect the actual vehicle
speed. This parameter should be programmed to the low speed range axle ratio. This parameter only requires
programming when the Two-Speed Axle Switch parameter is enabled by programming the Two Speed Axle Switch
input parameter to a Pin input or one of the J1939 sources.

1.00 19.99 1.00 FC5E
29.6.9 High Speed Range Axle Ratio

This parameter must be programmed when a Two-Speed Axle On/Off Switch is used by the ECM in order to
adjust the vehicle speed calibration. When a two-speed axle is used, the change in gear ratios from the high
speed range to the low speed range alters the calibration of the vehicle speed signal, which requires a calibration
adjustment to ensure the ECM driven speedometer and ECM stored information correctly reflect the actual vehicle
speed. This parameter should be programmed to the high speed range axle ratio. This parameter only requires
programming when the Two-Speed Axle Switch parameter is enabled by programming the Two Speed Axle Switch
input parameter to a Pin input or one of the J1939 sources.

1.00 19.99 1.00 FC5D
29.7 Cruise Control Parameters

29.7.1 Low Cruise Control Speed Set Limit
The lowest vehicle speed at which cruise control can be used. Programming this parameter to the maximum value
disables cruise control.
Note: With Adaptive Cruise Control programmed to Enabled, the lowest speed the Low Cruise Speed Set Limit can
be programmed to is 30 mph.

24 km/h 204 km/h 48 km/h 63
(15 mph) (127 mph) (30 mph)
29.7.2 High Cruise Control Speed Set Limit

The highest vehicle speed at which cruise control can be set. If a driver attempts to set a vehicle speed higher than
this limit, the High Cruise Control Speed Set Limit will be the cruise set speed. If the High Cruise Control Speed Set
Limit is programmed to a value greater than the Vehicle Speed Limit, the Cruise Switches can be used to exceed
the programmed Vehicle Speed Limit.

48 km/h 204 km/h 121 km/h 62
(30 mph) (127 mph) (75 mph)
29.7.3 Engine Retarder Mode

Determines operation of the Engine Retarder and Auxiliary Brake Output while the cruise control On/Off switch
is in the ON position, but the engine is not in cruise control. This feature does not determine, or allow engine
retarder operation while the engine is in cruise control.
Allowable options are Coast, Latch or Manual. When programmed to Coast, the retarder is enabled only while the
service brakes are being applied. When programmed to Latch, the retarder stays enabled after the service brakes
are released and it will remain on until the accelerator pedal is depressed.
APPLIED

ON
ENGINE RETARDER OFF

“COAST” ENGINE BRAKE OPERATION
APPLIED
ON
ENGINE RETARDER
“LATCH” ENGINE BRAKE OPERATION
Figure 104 – Coast and Latch Engine Retarder Mode

If programmed to Manual, the retarder operates the same with the cruise control switch ON (but Cruise is not
active) as when it is OFF.

Coast, Latch Manual A1
29.7.4 Engine Retarder Minimum VSL Type

Provides two options, a Hard Limit and Soft Limit for the Engine Retarder Minimum Vehicle Speed option.
If programmed to Hard Limit, below the programmed Engine Retarder Minimum Vehicle Speed the ECM disables
the Retarder. The Soft Limit option allows the Engine Retarder to initiate activation above the programmed Engine
Retarder Minimum Vehicle Speed Limit (just like Hard Limit), but allows Retarder operation to continue below the
programmed minimum Engine Retarder Minimum Vehicle Speed Limit. The Soft Limit will not allow the Engine
Retarder to initiate operation below the Engine Retarder Minimum Vehicle Speed Limit.
The following diagram illustrates Engine Retarder operation for both Engine Retarder Minimum Vehicle Speed
Limit Type options. Engine Retarder parameter is programmed to MANUAL and Engine Retarder Minimum Vehicle
Speed parameter is programmed to 30 mph.
Figure 105 – Limit Type Engine Retarder Operation

Soft Limit Hard Limit FC3C
29.7.5 Engine Retarder Minimum Vehicle Speed

Determines the minimum vehicle speed limit for the engine retarder(s) to turn ON or remain ON. Below this vehicle
speed the ECM will not turn ON the retarder unless the vehicle is stationary (vehicle speed = 0). If the vehicle is
not moving, or if vehicle speed is 0 mph (because of a lost vehicle speed signal) the retarder can still operate.
If programmed to zero the Retarder will operate at all vehicle speeds. This parameter Engine Retarder operation.

0 km/h 204 km/h 0 km/h FC16
(0 mph) (127 mph) (0 mph)
29.7.6 Auto Retarder in Cruise

The Auto Retarder in Cruise feature is used to turn ON the retarder to help maintain the cruise control set speed.
The retarder will turn ON when the vehicle speed is equal to or is more than the programmed value above the
cruise set speed. Programming the parameter to zero disables this feature. Actual braking level is limited by the
retarder switch settings. The retarder will not come ON if the retarder is switched OFF.
The Medium and High braking levels will come ON at the programmed Auto Retarder in Cruise Increment above
the programmed Auto Retarder in Cruise value.
If Soft Cruise Control is programmed to YES, the retarder will not come ON until the vehicle speed is 5 km/h (3 mph)
above the cruise set speed. An Electronic Service Tool will change an attempt to program 2 or 3 km/h (1 or 2 mph)
for this parameter to 5 km/h (3 mph) if Soft Cruise is programmed to YES.

(0 mph) (10 mph) (0 mph)
29.7.7 Auto Retarder in Cruise Increment

Requires the Auto Retarder in Cruise parameter programmed above 0 (0=OFF). Auto Retarder in Cruise Increment
determines the vehicle speed increment when the Medium and High Engine Retarder levels will activate.
Programming the parameter to zero will allow the retarder to come ON in the High mode when the programmed
Auto Retarder in Cruise speed (above the cruise set speed) is reached.
This parameter applies while the engine is in cruise control. Actual braking level is limited by the retarder switch
settings. For example, the retarder will not come ON if the retarder is switched OFF.

0 km/h 8 km/h 3 km/h FC1B
(0 mph) (5 mph) (2 mph)
29.7.8 Cruise/Idle/PTO Switch Configuration

The configuration defines the function of Set/Resume Switch for ACCEL and DECEL modes. This parameter
applies to cruise control, idle, and PTO modes.
Alternative Default VEP PID

Set/Decel – Res/Accel Set/Accel – Res/Decel 3C
29.7.9 Soft Cruise Control
5 MPH
100%
Cruise Control
Active Range
Available
HP
0 50 55 60
Cruise Set
Vehicle Speed Speed
Or VSL
Figure 106 – Soft Cruise Control and Soft Vehicle Speed Limit
Soft Cruise Control provides a 8 km/h (5 mph) operating range around the cruise control set speed to provide a
smoother cruise control. It controls the cruise speed from 4 km/h (2.5 mph) below the set vehicle speed at full load
to 4 km/h (2.5 mph) above the set vehicle speed at no load.

No Yes C5
29.7.10 Adaptive Cruise Control

Adaptive Cruise Control allows the interaction of the VORAD on board radar system to interact with the
cruise control settings. The VORAD system will adjust the cruise control “set” speed to help maintain vehicle
following distances.

Enabled Disabled FCFE
29.8 Idle Parameters

29.8.1 Idle Vehicle Speed Limit
Maximum vehicle speed for setting or maintaining a set engine rpm in idle mode. Idle mode is entered if the engine
rpm is set using the cruise control On/Off switch along with Set/Resume. If the vehicle speed signal exceeds this
value, the engine will not maintain the set engine rpm.
Programmable range is based on transmission style programming.
Transmission Style Minimum Maximum Default VEPS PID

Manual 2 km/h 24 km/h 2 km/h 64
(1 mph) (15 mph) (1 mph)
Automatic 8 km/h
(5 mph)
29.8.2 Idle RPM Limit

Maximum engine rpm in idle mode. Idle mode occurs if the engine rpm is set using the cruise control On/Off switch
and the Set/Resume switch. The actual high limit of this parameter is determined by the programmed Top Engine
Limit. The lower limit is determined by the programmed Low Idle Engine RPM.
Programming this parameter to 600 rpm will prevent the engine from idling at a constant rpm above the
programmed Low Idle rpm.

600 rpm TEL rpm TEL rpm 65
29.8.3 Idle/PTO RPM Ramp Rate

This parameter determines engine rpm rate of increase/decrease. This parameter determines Accel, Decel, and
Resume Idle or PTO Engine rpm rates of increase/decrease. The parameter can be set to a value between 5 rpm
and 1,000 rpm inclusively in one rpm increments.
NOTE: The parameter applies to both idle control (rpm set using cruise control On/Off switch and Set/Resume) and
PTO control (rpm set using PTO On/Off switch and Set/Resume).

5 rpm/sec 1,000 rpm/sec 50 rpm/sec C4
29.8.4 Idle/PTO Bump RPM

Determines the rpm increment/decrement when the Accel/Decel switches are briefly toggled. It also applies to both
dedicated PTO and idle. If a PTO Engine RPM Set Speed has been programmed the Idle/PTO Bump RPM applies
only to engine rpm control initiated using the Cruise Control On/Off circuit not the PTO On/Off circuit.

5 rpm 500 rpm 20 rpm F1
29.8.5 Fast Idle RPM #1

Fast Idle RPM #1 determines the preset Fast Idle engine rpm as controlled using the Fast Idle Enable Switch.
The operator can override this rpm. To override, depress the accelerator pedal until the desired rpm is reached,
and then depress the Fast Idle Enable Switch. This rpm will be the Fast Idle RPM #1 as long as the ECM is
powered up. This feature requires a momentary on/off switch input programmed and connected to the programmed
setting. The Fast Idle Lamp also requires a lamp to be programmed and connected to the programmed setting.

600 rpm TEL rpm 1,000 rpm C6
29.8.6 Fast Idle RPM #2

Fast Idle RPM #2 determines a second preset Fast Idle engine rpm as controlled using the Fast Idle Enable Switch.
This rpm cannot be overridden within its programmable range by the operator. The ECM will increase from the
programmed low Idle to Fast Idle RPM #1 the first time the Fast Idle Enable switch is depressed and released, and
then increase rpm to Fast Idle RPM #2 after the Fast Idle Enable switches depressed and released the second
time. If the Fast Idle Enable switch is depressed and released a third time, the ECM returns to Low Idle, disabling
the Fast Idle. The default of O rpm disables this feature. This feature requires a momentary on/off switch input
programmed and connected to the programmed setting. The Fast Idle Lamp also requires a lamp to
be programmed and connected to the programmed setting.

600 rpm TEL rpm 0 rpm (off) FC42
29.8.7 Warm Up Mode Idle Speed

Determines the engine rpm while in warm up mode. The Warm Up Mode Idle Speed can be programmed between
600 rpm and 1,400 rpm. The Warm Up Mode Idle Speed is activated if the sum of the Coolant and Inlet Manifold Air
Temperature is less that 86° F (30° C). The Warm Up Idle Speed can be disabled by depressing the service brake,
clutch, or by placing the transmission in gear from neutral (Transmission Style and Transmission Neutral switch
programming dependent).

600 rpm 1,400 rpm 0 rpm (off) FE08
29.9 Dedicated PTO Parameters

29.9.1 PTO Configuration
Determines the features available and inputs used for Dedicated PTO applications. OFF (default) indicates the
application does not use PTO. The remaining PTO programmable options require this parameter to be programmed
to other than Off. A PTO On/Off circuit programmed and connected to a J1/P1 option or a J1939 based message is
required to enable PTO mode. A PTO Switch On lamp may be connected.
When programmed to Cab Switches the ECM will use the Cab Cruise Control Set and Resume switch inputs for
PTO control.
When programmed to Remote Switches the ECM will monitor the Remote Set and Remote Resume inputs. Inputs
from the cab controls (brake, clutch, accelerator, cruise switches) will be ignored when the PTO On/Off circuit is ON.
When programmed to Remote Throttle, the ECM will monitor J1/P1, terminal-68 for the remote accelerator pedal.
The ECM will monitor the Remote Set and Remote Resume inputs and ignore all cab controls when the PTO
On/Off circuit is ON
When programmed to Remote Throttle & J1939 Speed Command, the ECM will monitor J1/P1, terminal-68 for the
remote accelerator pedal. The ECM will monitor the Remote Set and Remote Resume inputs. The ECM will monitor
the J1939 TSC1 Speed Command Message for engine speed control override. The ECM will ignore all cab controls
when the PTO On/Off circuit is ON.
NOTE: The PTO On/Off Switch will default to J1:56. If J1:56 is used for another switch input the PTO On/Off
switch can be moved to another pin location. Please see Chapter 32 for a complete list of parameters and available
pin options.

Cab Switches, Remote Switches, Off F3
Remote Throttle, Remote Throttle
& J1939 Speed Command
29.9.2 PTO Top Engine Limit

The PTO Top Engine Limit parameter allows the engine’s top RPM to be limited to the programmed value.
The engine will be limited to this value only while PTO mode is active.
NOTE: PTO Configuration must be programmed to Cab Switches, Remote Switches, Remote Throttle, or Remote
Throttle & J1939 Speed Command before this parameter can be programmed.

600 rpm TEL rpm TEL rpm F0
29.9.3 PTO Engine RPM Set Speed

The PTO Top Engine Set Speed is an engine speed between Low Idle and the programmed PTO Top Engine Limit.
The engine will ramp to this speed when the Set switch is toggled. The engine will ramp to this speed automatically
when PTO is engaged and the PTO TO Set Speed parameter is programmed to “Yes”.
PTO Engine RPM Set Speed Input A & B Switches will override this engine speed.
NOTE: PTO Configuration must be programmed to Cab Switches or Remote Switches for this parameter to function.
This feature is not available for the Remote Throttle, or Remote Throttle & J1939 Speed Command configurations.
For one rpm set speed operation above low idle, (low idle and PTO Engine RPM Set Speed) the PTO Top
Engine Limit should be programmed to the same rpm as the PTO Engine RPM Set Speed.
For two rpm set speeds above low idle, program this parameter between Low Idle and the PTO Top Engine Limit.
Place the PTO On/Off switch in the ON position. Toggle the Set switch once to cause rpm to advance from the
Low Idle speed to the PTO Engine RPM Set Speed. Toggle the Set Switch again, and the engine advances to the
PTO Top Engine Limit speed. Toggling the Resume Switch decreases the engine rpm to the previous set speed.

Low Idle rpm PTO TEL rpm 0 rpm F2
29.9.4 PTO Engine RPM Set Speed A

The engine rpm the ECM will control the engine to when PTO is enabled and the PTO Engine RPM Set Speed
Input A switch is ON. The PTO Engine Set Speed A can be programmed between Low Idle and the PTO Top
Engine Limit RPM. While operating at this set speed, all other speed control inputs are ignored (Cab and Remote
Throttle, and the Set/Accel and Resume/Decel switches). This feature will override a PTO Set Speed and PTO
Engine RPM Set Speed B. The engine will operate at this programmed speed, unless a condition is present
to kickout PTO operation (brake or clutch pedal depressed, PTO Kickout Vehicle Speed Limit exceeded, etc.).
In the event that the PTO operation is kicked out, the engine will return to low idle.
NOTE: The PTO Configuration parameter must be programmed to Cab Switches, Remote Switches, Remote
Throttle, or Remote Throttle & J1939 Speed Command and the PTO Engine RPM Set Speed Input A parameter
must be programmed to a hardwired switch input, or a J1939 source for this feature to function.

Low Idle rpm PTO TEL rpm 0 rpm FC8B
29.9.5 PTO Engine RPM Set Speed B

The engine rpm the ECM will control the engine to when the PTO On/Off is enabled, the PTO Engine RPM Set
Speed Input B switch is ON and the PTO Engine RPM Set Speed A switch if OFF. The PTO Engine Set Speed B
can be programmed to operate between Low Idle and the PTO Top Engine Limit RPM. While operating at this set
speed, all other speed control inputs are ignored (Cab and Remote Throttle, and the Set/Accel and Resume/Decel
switches) except PTO Engine RPM Set Speed A. This feature will override a PTO Set Speed and throttle position.
Any time the PTO On/Off circuit is ON, the PTO Engine RPM Set Speed Input B switch is ON and the PTO Engine
RPM Set Speed A switch if OFF, the engine will only operate at this programmed speed, unless a condition is
present to kickout PTO operation (brake or clutch pedal depressed, PTO Kickout Vehicle Speed Limit exceeded,
etc.). In the event that the PTO operation is kicked out, the engine will return to low idle.
NOTE: The PTO Configuration parameter must be programmed to Cab Switches, Remote Switches, Remote
Throttle, or Remote Throttle & J1939 Speed Command and the PTO Engine RPM Set Speed Input B parameter
must be programmed to a dedicated hardwired switch input.

Low Idle rpm PTO TEL rpm 0 rpm FC8C
29.9.6 PTO to Set Speed

This parameter allows the ECM to proceed to the programmed PTO Engine RPM Set Speed when the PTO is
enabled. PTO Configuration must be programmed to Cab Switches or Remote Switches before this parameter can
be programmed.
NOTE: This parameter is not available if PTO Configuration is programmed to Remote Throttle or Remote Throttle

Yes No F6
29.9.7 Maximum PTO Enable Speed

Maximum engine speed that PTO mode will engage. PTO mode will engage when the engine rpm is at or below the
programmed value.

600 to TEL (rpm) TEL FCF6
29.9.8 PTO Cab Controls RPM Limit

PTO Cab Controls RPM Limit determines the engine rpm limit of the Cab Accelerator Pedal Position Sensor
and Cab Set/Resume Switch when PTO Configuration is programmed to Cab Switches and the PTO On/Off
circuit is ON. This parameter is intended to prevent the engine from overspeeding the PTO system while using
dedicated PTO.
If programmed to Low Idle, the Cab Controls are ignored.
If programmed to TEL, the engine will operate to the programmed Top Engine Limit.
If programmed to PTO TEL, the engine will operate to the programmed PTO Top Engine Limit.
NOTE: PTO Configuration must be programmed to Cab Switches for this parameter to take effect. If PTO
Configuration is programmed to Remote Switches, Remote Throttle, or Remote Throttle & J1939 Speed Command
the ECM will always ignore the Cab Controls when PTO mode is active.

Low Idle, TEL, PTO TEL TEL F4
29.9.9 PTO Kickout Vehicle Speed Limit

PTO Kickout Vehicle Speed Limit is the maximum vehicle speed for setting or maintaining a set engine rpm in PTO
mode. PTO mode is entered if the PTO On/Off switch is ON (uses Input #1). If the vehicle speed signal exceeds this
value, the engine will not maintain the set engine rpm.

(1 mph) (127 mph) (1 mph)
29.9.10 Maximum PTO Vehicle Speed

Maximum Vehicle Speed while in PTO mode. The ECM will limit fuel to maintain this vehicle speed while in
PTO Mode.

24 km/h 204 km/h 2 km/h FE05
(15 mph) (127 mph) (1 mph)
29.9.11 Torque Limit

Torque limit of the engine applies when the Torque Limit Switch circuit is ON, and the vehicle speed is less than the
programmed Idle/PTO Kickout vehicle speed limit. PTO mode does not have to be active for this feature to function.
Figure 107 – Torque Limit Operation

NOTE: This feature may not be programmed unless PTO Configuration has been programmed to other than OFF.
This feature will limit engine torque whenever the switch input is On. The engine does not have to be in PTO mode.
The maximum value is the Rated Torque of the engine. Programmable to N•m (lb-ft) of torque. Programming a value
higher than the Rated Torque is limited by the ECM to Rated Torque. The torque limit is indicated by the dashed line
in Figure 107.

270 N•m 3400 N•m 3400 N•m F7
(200 lb-ft) (2500 lb-ft) (2500 lb-ft)
29.9.12 PTO Shutdown Time

PTO Shutdown Time is the time (in minutes) the engine will operate in PTO mode before shutting down. The timer
will only count with no vehicle speed and the PTO On/Off circuit ON. The PTO Shutdown Timer will not begin
counting if the engine is in Cold Mode. This parameter is not available unless the PTO Configuration parameter is
programmed to Cab Switches, Remote Switches, Remote Throttle, or Remote Throttle & J1939 Speed Command.
NOTE: This feature does not shut down vehicle power. The ECM and vehicle will remain powered.

3 minutes 1,440 minutes 0 minutes FC14
29.9.13 PTO Shutdown Timer Maximum RPM

PTO Shutdown Timer Maximum RPM can be used to reset the PTO Shutdown Timer. Programming this parameter
to 2,120 rpm disables this feature and will not allow the PTO Shutdown Timer to be overridden by increasing
engine rpm. If programmed to a value below 2,120 rpm, the timer will be reset whenever engine RPM exceeds
this programmed value. The PTO Configuration must be programmed to Cab Switches, Remote Switches,
Remote Throttle, or Remote Throttle & J1939 Speed Command before this parameter can be programmed.
PTO Shutdown
Timer Reset
Engine
RPM Programmed
PTO Shutdown Timer
Maximum RPM
PTO Shutdown
Timer Counting
Figure 108 – PTO Shutdown Timer Maximum RPM Graph

600 rpm 2,120 rpm 2,120 rpm FCB0
29.9.14 PTO Activates Cooling Fan

The PTO Activates Cooling Fan parameter may be used to turn an ECM controlled cooling fan ON continuously
when the engine is in PTO mode. This is useful to reduce changes in load while being used for dedicated PTO
applications. Setting this parameter to Normal (default) indicates the fan will operate the independently of PTO
mode (dependent upon coolant temperature, etc.). The PTO Configuration must be programmed to Cab Switches,
Remote Switches, Remote Throttle, or Remote Throttle & J1939 Speed Command before this parameter can be
programmed. The Fan Control Type must also be programmed to On-Off or Three Speed Fan.

Continuous Normal F5
29.9.15 PTO Low Idle Percent Load Threshold

This parameter is used to determine when the PTO Idle Shutdown Timer will function based on engine load factor.
When engine load is greater than the programmed threshold value the PTO Idle Shutdown Timer is
temporarily disabled.
The PTO Idle Shutdown Timer will resume operation once the engine load is below the programmed value.
Engine Load PTO Idle Shutdown Timer Not

Factor Counting
Programmed PTO Idle Shutdown

Percent Load Threshold Value
PTO Idle Shutdown Timer Counting
Figure 109 – PTO Low Idle Shutdown Percent Load Threshold

0% 100% 100% FF43
29.10 Engine/Gear Parameters

To promote progressive shifting and obtain the best fuel economy, the control system can be programmed to limit
engine speed for certain vehicle speed ranges. Each gear Engine RPM and Vehicle Speed parameter set should
be matched for the specific drive train for best performance.
29.10.1 Lower Gears Engine RPM Limit
The engine will accelerate at a slower rate when this limit is exceeded under normal driving conditions. This is to
encourage the driver to shift to the next highest gear. This parameter should remain at the factory default value
when using an Automatic transmission, with the exception of the Eaton Top 2.

1,100 rpm TEL rpm TEL rpm 6C
29.10.2 Lower Gears Turn Off Speed

Vehicle Speed where “Lower Gears Engine RPM Limit” is shut off. This must be matched with “Lower Gears Engine
RPM Limit” to the specific drive train for best performance.This parameter should remain at the factory default value
when using an Automatic transmission, with the exception of the Eaton Top 2.

2 km/h 24 km/h 2 km/h 69
(1 mph) (15 mph) (1 mph)
29.10.3 Intermediate Gears Engine RPM Limit

Similar to “Lower Gears Engine RPM Limit”. The engine will accelerate at a slower rate when this limit is exceeded
under normal driving conditions. Typically programmed to slightly higher rpm than the Lower Gears Engine RPM
Limit. This parameter should remain at the factory default value when using an Automatic transmission, with the
exception of the Eaton Top 2.

1,100 rpm TEL rpm TEL rpm 6D
29.10.4 Intermediate Gears Turn Off Speed

Similar to “Lower Gears Turn Off Speed”. Typically programmed to a slightly higher vehicle speed than Low Gears
Turn Off Speed. This parameter should remain at the factory default value when using an Automatic transmission,
with the exception of the Eaton Top 2.

8 km/h 80 km/h 8 km/h 6A
(5 mph) (50 mph) (5 mph)
29.10.5 Gear Down Protection RPM Limit

Engine RPM Limit when vehicle speed is above “Gear Down Protection Turn On Speed”. This is a “hard” limit.
The ECM will not allow fuel to the engine above this limit. This is to encourage the driver to shift into overdrive
or top gear. This parameter should remain at the factory default value when using an Automatic or Autoshift
transmission, with the exception of the Eaton Top 2.

1,300 rpm TEL rpm TEL rpm 6E
29.10.6 Gear Down Protection Turn On Speed

Vehicle Speed where “Gear Down Protection RPM Limit” is ON. This must be matched to the specific drive train
for best performance. Above this vehicle speed limit the engine rpm will be limited by the Gear Down Protection
RPM Limit.

48 km/h 204 km/h 121 km/h 6B
(30 mph) (127 mph) (75 mph)
29.10.7 Low Idle Engine RPM

Minimum engine rpm.

600 rpm 750 rpm 600 rpm 6F
29.10.8 Transmission Style

Indicates to the ECM the type of transmission configuration installed in the vehicle.
When programmed to Automatic or Manual, the ECM will look at the Clutch, Brake #1, Brake #2, Transmission
Neutral, and Parking Brake switch input programming to determine engine operation. These switch inputs effect
Cruise Control, Elevated Idle, Fast Idle, PTO, and CRS operation.
The Eaton Top 2 transmission is a manual transmission and requires a clutch switch. The ECM operates two
outputs to control shifting between the top two gears of an Eaton Top 2 transmission. A total of six parameters
must be programmed for the system to operate correctly. The shift solenoid and lockout solenoid will need to be
programmed to the desired pin location on the engine ECM. Chapter 32 has more details on available pin locations.
NOTE: Default values for brake switch #1 (J1:45), brake switch #2 (None), clutch switch (J1: 22), transmission
neutral switch (None), and Parking Brake (None) are default values. With the Caterpillar Multiple Input/Output
selection software it is possible to program these switch inputs to another hard wired pin option or a J1939 source.
These parameters are lockable through VEPS and the Caterpillar Electronic Technician service tool. Operation of
these switches should be verified if changes are made to ensure the chassis will function properly. Failure to do so
could result in undesired engine/chassis operation.
NOTE: Brake switch #2 and the Transmission Neutral switch defaults are not programmed. If one or both of
these switch inputs are required, the OEM can program these inputs through VEPS or the Caterpillar Electronic
Technician Service Tool.

Manual Manual 7B
Automatic
Eaton Top 2
29.10.9 Eaton Top 2 Override with Cruise Switch

If this parameter is programmed to YES the Cruise Control On/Off switch can be used to disable Top 2 mode.
Turning the Cruise Control On/Off switch to the OFF position when the transmission is not in Top 2 mode will
disable Top 2 mode (manual operation only). Turning the Cruise Control On/Off Switch to the ON position will
enable the Top 2 mode and allow for automatic shifting in the Top 2 gears. When operating in one of the Top 2
gears and Top 2 mode is enabled, switching the Cruise Control On/Off switch to the OFF position will place the
transmission in Hold mode (will not shift out of currently selected gear). Returning the switch to the ON position
will return to Top 2 mode. Depressing the Clutch while in Hold mode will result in Manual mode (Top 2 disabled).
This feature will be Unavailable if the Transmission Style is not programmed to Eaton Top 2.

Yes No FC89
29.10.10 Top Gear Ratio

Identifies the highest gear ratio for an Eaton Top 2 Transmission. For example, 10th gear for an Eaton Super 10
Top 2 transmission is the Top Gear. Programmable range is 0.000 to 3.750 in 0.001 increments. Default is 0.000.
NOTE: This parameter must be precisely programmed to three decimal places to ensure proper operation of the
Eaton Top 2 and Caterpillar engine drivetrain in the top two gears. Not programming this parameter precisely may
result in a 253-11 (Check Transmission Customer Parameters) Diagnostic Code.

0.000 3.750 0.000 FC3D
29.10.11 Top Gear Minus One Ratio

Identifies the next to highest gear ratio for an Eaton Top 2 Transmission. For example, 9th gear for an Eaton
Super 10 Top 2 transmission is Top Gear Minus One. Programmable range is 0.000 to 3.750 in 0.001 increments.
Default is 0.000.

0.000 3.750 0.000 FC3E
29.10.12 Top Gear Minus Two Ratio

Identifies the second to highest gear ratio for an Eaton Top 2 Transmission. For example, 8th gear for an Eaton
Super 10 Top 2 transmission is Top Gear Minus Two. Programmable range is 0.000 to 3.750 in 0.001 increments.
Default is 0.000.

0.000 3.750 0.000 FC3F
Eaton Top 2 Transmission Gear Ratios
Transmission Model Top Gear Minus Top Gear Minus Top Gear Ratio
Two Ratio One Ratio
RTLO-XX610B-T2 1.352 1.000 0.741
RTLO-XX710B-T2 1.825 1.351 1.000
RTLO-XX713A-T2 1.000 0.856 0.730
RTLO-XX718B-T2 1.000 0.856 0.730
NOTE: XX appearing in Transmission Model number refers to (x) 100 = Nominal Torque Capacity.
Transmission model designation and other transmission identification information are stamped on the transmission
tag. The tag is located on the lower left side near the front of the transmission.
29.10.13 Governor Type
Indicates to the ECM the type of Governor that controls the engine. Select Full Range (Default) for manual
transmissions and electronically shifted manual transmission. Select either the Min/Max governor or Min/Max
with Speed Control for automatic transmissions.

Full Range Full Range FE06
Min/Max
Min/Max with Speed Control
29.10.14 Transmission Neutral Start Interlock

Transmission Neutral Start Interlock allows the engine ECM to monitor the J1939 ETC #7 message from
the transmission to either enable or disable the engine from cranking. The Engine Running Output must be
programmed to a low side driver (J1/P1: 29, 30, or 31) and the Power Train Data Link must be programmed to
J1939 for this feature to function.
A Diagnostic Code of 226-14 (ATA)/1321-14 (J1939) will be active if the Neutral Start Interlock is programmed
to Enabled and no ETC #7 message is received from the transmission.
*Programming the Neutral Start Interlock when the ETC #7 message is not broadcast or failure of the J1939
Data Link occurs, the engine will not start under any conditions.

Enabled Disabled FF36
29.11 Emissions Parameters

29.11.1 Aftertreatment Regeneration Device Programmable Regeneration Monitoring System
Determines the level of action taken by the ECM in response to a potential Caterpillar Regeneration System
damaging condition. The ECM monitors the amount of soot Diesel Particulate Filter.

*Warning Shutdown FF15
Derate
29.11.2 Aftertreatment Regeneration Device Fan Enable Vehicle Speed Threshold

Aftertreatment Regeneration Device Fan Enable Vehicle Speed Threshold parameter defines the vehicle speed the
engine fan will be turned on if vehicle speed falls below the programmed vehicle speed and a regeneration of the
Diesel Particulate Filter is active.
Proper operation of Aftertreatment Regeneration Device Fan Enable Vehicle Speed Threshold parameter is
dependent on the engine ECM controlling the engine fan. The parameter “Fan Control Type” (FC18) must be
programmed to the correct value for proper operation.
Programming this value to 0 will disable this feature.

32 km/h 204 km/h 32 km/h FF42
(20 mph) (127 mph) (20 mph)
29.11.3 Aftertreatment Regeneration Device PTO Mode Stationary Regeneration Device Enable Status
The PTO Mode Stationary Regeneration Device Disable parameter allows the operator to decide if regeneration
of the Diesel Particulate Filter will be allowed during PTO Mode operation.
The default is set to Disabled. When programmed to Disabled, a regeneration cannot be performed while in
PTO Mode operation.
If programmed to Enabled, a regeneration can be performed by using the Caterpillar Regeneration System
Force Switch.
PTO Mode must be active and engine speed between 1,000 and 1,850 rpm for regeneration to occur.
NOTE: To enable this parameter, factory passwords are required from Caterpillar.

Enabled Disabled FF3A
29.11.4 Data Link Aftertreatment Regeneration Device Disable Status

This parameter allows a technician to disable a regeneration from occurring for service or troubleshooting.
A diagnostic code will be Active, illuminating the Amber Warning Lamp, while this parameter is programmed
to Disabled.
NOTE: The Data Link Aftertreatment Regeneration Device Disable Status must be manually programmed to
Not Disabled for regeneration to occur. Failure to properly program this parameter can cause engine and/or
CRS damage.

Not Disabled Not Disabled Not Programmable
Disabled through VEPS
29.11.5 Diesel Particulate Filters Configuration Code

Indicates the DPF identifier number installed in the Exhaust Aftertreatment System. This parameter is not required
for proper operation of the Caterpillar Regeneration System. Incorrect programming may cause the CRS to operate
at incorrect intervals.
Minimum Value Maximum Value Default VEPS PID

1 20 0 $FF45
29.11.6 Number of Diesel Particulate Filter(s)

Indicates how many Particulate Filters are installed on the chassis exhaust system. It is imperative the number of
aftertreatment particulate filter be programmed correctly for the Caterpillar Regeneration System to function properly.

1 or 2 1 FECA
29.11.7 Diesel Particulate Filter #1 Serial Number

The Diesel Particulate Filter is equipped with a resistor pack inside the DPF Sensor housing. The ECM auto-detects
the installed DPF and verifies the correct DPF has been installed.
If an incorrect DPF or a DPF without a resistor pack is installed an active diagnostic code of 3936-2: Aftertreatment
Diesel Particulate Filter System Incorrect will be active. The engine will be derated until a valid DPF is installed or
the correct DPF Serial Number is programmed using the Caterpillar Service Tool.

N/A 0000 N/A
29.11.8 ARD Fuel Nozzle Heater Configuration

Determines method the ECM will use to clean the fuel nozzle located inside the ARD.
2007 MY engines are equipped with a Purge Air Pump. Engines that are 2008 MY or later use a Heated Nozzle.
ARD Fuel Nozzle Heater Configuration is set from factory. Factory Passwords are required to change this parameter.

Purge Air Programmed from Caterpillar No Applicable
Heated Nozzle Factory
29.12 Timer Parameters

29.12.1 Engine Emissions Certification Configuration
Determines if the engine meets CARB, CARB Exempt, or EPA Anti Idling requirements. The Engine Emission
Certification Configuration also determines available Engine Idle Shutdown System programmable options.
Changes require factory passwords from Caterpillar.

CARB Based on OEM Engine order Set Not Applicable
CARB Exempt from Caterpillar factory
EPA
CARB Clean Idle
29.12.2 Engine Idle Shutdown System Configuration

This parameter is dependent on the programmed value in the Engine Emissions Certification Configuration.
The Engine Idle Shutdown System determines the operation of the Idle Shutdown system and available
programmable options.
The Engine Idle Shutdown System is programmable using the Caterpillar Service Tool or VEPS.
See Chapter 12: Idle Shutdown for available programming combinations.

None Dependent on programmed value FF4E
CARB of Engine Emissions Certification
Caterpillar Configuration.
29.12.3 Cold Mode Idle Shutdown Timer Enable

Determines if the Idle Shutdown System will operate if Engine Coolant Temperature is less than 38° C (100° F)
and the engine has been running for less than 15 minutes.
When set to Disabled (default) the Idle Shutdown System will not operate if Engine Coolant Temperature is less
than 38° C (100° F) and the engine has been running for less than 15 minutes. If the engine has been running
(between low idle and top engine limit) for 15 minutes, the Idle Shutdown System is enabled regardless of engine
coolant temperature.
When set to Enabled, the Idle Shutdown System will operate regardless of engine coolant temperature and engine
run time. See Chapter 12: Idle Shutdown for further information.
This feature is only available if the Engine Idle Shutdown System is set to Caterpillar.

Disabled Disabled FEF7
Enabled
29.12.4 Engine Idle Shutdown Timer Reset Enable
Determines if the operation can reset the Idle Shutdown Timer by depressing the Cab Accelerator Pedal.
When programmed to Enabled (default) the operator can reset the Idle Shutdown Timer by depressing the
Cab Accelerator Pedal.
*When programmed to Disabled the operator cannot reset the Idle Shutdown Timer by depressing the Cab
Accelerator Pedal.
Reset of the Idle Shutdown Timer may only occur during Driver Alert.
This feature is only available if the Engine Idle Shutdown System is programmed to Caterpillar.
*NOTE: The owner/operator needs a complete understanding of how this feature works, this type of operation
may not be suitable for particular types of applications. Further details and operation are outlined in Chapter 12:
Idle Shutdown covered in this document.

Enabled Enabled FF4F
Disabled
29.12.5 Idle Shutdown Time

Time (in minutes) that engine will idle before shutting down. Engine Idle Shutdown Timer programmable ranges and
idle timer operation are based on programming of the Engine Idle Shutdown System.
NOTE: This feature does not shut down vehicle power. The ECM and vehicle remain powered.
Engine Idle Shutdown System Minimum Maximum Default VEPS PID

Caterpillar 1 minute 1440 minutes 0 minutes FC13
CARB 1 minute 5 minutes 5 minutes
29.12.6 Idle Shutdown Timer Maximum RPM

This parameter can be used to reset of the Idle Shutdown Timer if engine speed goes above the programmed Idle
Shutdown Timer Maximum RPM. Programming this parameter to 2,120 rpm disables this feature and will not allow
the Idle Shutdown Timer to be overridden by increasing engine rpm. If programmed to a value below 2,120 rpm and
the PTO Shutdown Timer is used, the timer will be reset whenever engine RPM exceeds the programmed value.

600 rpm 2,120 rpm 2,120 rpm FCAF
29.12.7 Allow Idle Shutdown Override

Determines if the clutch or service brake can be used to override the idle shutdown timer during the driver alert
(in the last 90 seconds when the Amber Warning Lamp begins flashing). Requires Idle Shutdown Time (0=OFF)
to be programmed to 1 or more minutes to take affect. This parameter also provides the Outside Temperature
Based option, Engine Inlet Air Temperature option, J1587 Outside Temperature Based option, or J1939 options, to
Allow Idle Shutdown Override.
If programmed to Outside Temperature Based, J1587 Outside Temperature Based, Engine Inlet Air Temperature
based, or J1939 based, depressing the clutch or service brake during driver alert, when the Amber Warning
Lamp begins flashing will override the timer (the engine will not shutdown) if the outside temperature is below
the programmed Minimum Idle Shutdown Outside Temperature or above the Maximum Idle Shutdown Outside
Temperature.
If the outside temperature is in between the Minimum Idle Shutdown Outside Temperature and the Maximum Idle
Shutdown Outside Temperature the timer is not overridden the engine will shutdown.
If the Outside Temperature Based option is programmed, an Air Temperature Sensor must be installed to measure
the outside temperature. If the sensor is not installed a 171-03 Outside Air Temperature Sensor Open Circuit
diagnostic code will be active.
If the Engine Air Inlet Temperature option is programmed, the engine ECM will use the Air Inlet Temperature sensor
installed on the engine as part of the standard engine sensor package.
If J1939 Body Controller, J1939 Cab Controller, J1939 Instrument Cluster, or J1939 Cab Display is chosen, a
device must be present on the data link and that broadcasts SPN 171-Ambient Air Temperature. If SPN 171 is not
received, a 171-9 or 171-19 diagnostic code will be active. The idle shutdown timer will be disabled.
If the J1587 Outside Temperature Based option is programmed and an active 171-11 No Ambient Air Temperature
Data diagnostic code exists, the idle shutdown timer will be disabled.

Yes Yes 4F
No
Outside Temperature Based
J1587 Outside Temperature Based
J1939 Cab Controller
J1939 Cab Display
Engine Inlet Air Temperature Sensor
29.12.8 Idle Shutdown Ignore Neutral Switch

The Idle Shutdown Ignore Neutral Switch parameter allows the operator/owner to decide if the Idle Shutdown
system will look at the state of the transmission neutral switch.
Programmable options are Not Ignore (default) and Ignore.
When set to Not Ignore, the engine will monitor the state of the transmission neutral switch (if programmed)
and determine when to enable/disable the Idle Shutdown Timer.
When set to Ignore, the engine will ignore the state of the transmission neutral switch (if programmed).
Regardless of transmission state, in neutral/in gear, the Idle Shutdown Timer will still be enabled.
The Idle Shutdown Ignore Neutral Switch is lockable using the Caterpillar Service Tool or VEPS.

Ignore Not Ignore FF67
29.12.9 Minimum Idle Shutdown Outside Temp

Determines the lower outside temperature limit for the Idle Shutdown Timer. Temperatures below this limit will not
cause the Idle Shutdown Timer to reset. This feature is available only if the Allow Idle Shutdown Override parameter
is programmed to Outside Temperature Based or J1587 Temperature Based.

–40° C 49° C 49° C FC11
(–40° F) (120° F) (120° F)
Figure 110 – Allow Idle Shutdown Override Programmed to Outside Temperature Based or J1587 Temperature Based
29.12.10 Maximum Idle Shutdown Outside Temp
Determines the upper outside temperature limit if the Allow Idle Shutdown Override parameter is programmed
to Outside Temperature Based or J1587 Temperature Based. “Figure 110 – Allow Idle Shutdown Override
Programmed to Outside Temperature Based or J1587 Temperature Based” above indicates the Idle Shutdown
Override is allowed only during the final 90 seconds of timer counting with the outside temperature below the
Minimum Idle Shutdown Outside Temperature or above the Maximum Idle Shutdown Outside Temperature.

–40° C 49° C 49° C FC12
(–40° F) (120° F) (120° F)
29.12.11 A/C Switch Fan On-Time

J1/P1:41 (Input #11) can be used for connection of a normally closed high pressure A/C switch. The ECM has a
timer built in to prevent excessive cycling of the cooling fan clutch due to successive cycling of the A/C switch input.
Programming this parameter to 0 disables the function. Programming depends upon refrigerant and A/C system
design as well use of the switch input. Program the timer to 1 second if this input is connected to another system
also providing a time delay. This feature requires Fan Control Type be programmed.

1 second 600 seconds 0 seconds CO
29.12.12 Engine Retarder Delay

Engine Retarder Delay parameter provides a programmable delay after conditions to turn the retarder or engine
brake ON are met.

0 seconds 3.0 seconds 0 seconds FC3B
29.13 Smart Idle Parameters

29.13.1 Battery Monitor and Engine Control Voltage
This parameter is used to determine the voltage trip point below which the Battery Monitor and Engine Speed
Control System will automatically elevate engine idle in order to maintain ideal battery system voltage. This feature
is used to promote additional battery life. The engine idle will only be increased if the vehicle is stopped and the
transmission is out of gear. If these conditions are not met, the engine idle will not be adjusted. This feature will not
function when the engine is operating in dedicated PTO mode (PTO On/Off switch in the ON position).
The recommended setting is 12.2 Volts for a 12 Volt system, and 24.5 Volts for a 24 Volt system.
The elevated speed is 1,000 rpm or less if the Idle RPM Limit is less than 1,000 rpm.
NOTE: This feature requires the installation of a Neutral Switch on J1/P1 terminal-62 or a J1939 message.
(programming dependent). Engine speed will only be elevated when the transmission is in Neutral.

0 volts 25.5 volts 0 volts FC8D
29.14 Engine Monitoring Parameters

29.14.1 Engine Monitoring Mode
Determines the level of action taken by the ECM in response to a potential engine damaging condition. The ECM
reads the Caterpillar Coolant Temperature Sensor, Engine Oil Pressure Sensor, and the OEM installed Coolant
Level Sensor.

*Warning Derate 7F
Derate
Shutdown
29.15 Engine Monitoring Lamps

29.15.1 Red Stop Lamp
The Red Stop Lamp output is used to indicate potentially damaging engine conditions such as low engine oil
pressure, high engine coolant temperature, low coolant level or excessive soot loading. The Red Stop Lamp default
is J1/P1:29. The Red Stop Lamp can be used in conjunction with other engine monitoring lamp options. The Red
Stop Lamp is programmable to other optional ECM outputs.
NOTE: The Red Stop Lamp is programmable between High Side (2 Amp) and Low Side (SENSOR COMMON) Drivers.
Failure to properly program and/or wire the lamp correctly could result is undesired Red Stop Lamp Operation.
Alternative Signal Default VEPS PID

J1/P1: 10, 11, 12, High Side Drivers J1/P1:29 FDA5
13, 19, 20 (2 Amp Output)
J1/P1: 29, 30, 31 Low Side Drivers
(Sensor common)
None N/A N/A N/A
29.15.2 Low Coolant Level Lamp

The Low Coolant Level Red Stop Lamp is used to indicate a low coolant level condition exists. The Low Coolant
Level Lamp default is not programmed. The Low Coolant Level Red Stop Lamp can be used in conjunction with
other engine monitoring lamp options. The Low Coolant Level Lamp is programmable to other ECM outputs.
NOTE: The Low Coolant Level Red Stop Lamp is programmable between High Side (2 Amp) and Low Side
(SENSOR COMMON) Drivers. Failure to properly program and/or wire the lamp correctly could result is undesired
Red Stop Lamp Operation.

J1/P1:10, 11, 12, High Side Drivers None FDA1
13, 19, 20 (2 Amp Output)
(Sensor common)
29.15.3 High Coolant Temperature Lamp

The High Coolant Temperature Lamp is used to indicate a high coolant temperature condition exists. The High
Coolant Temperature Lamp default is not programmed. The High Coolant Temperature Lamp can be used in
conjunction with other engine monitoring lamp options. The High Coolant Temperature Lamp is programmable
to other ECM outputs.
NOTE: The High Coolant Temperature Lamp is programmable between High Side (2 Amp) and Low Side
(SENSOR COMMON) Drivers. Failure to properly program and/or wire the lamp correctly could result is
undesired Red Stop Lamp Operation.

J1/P1:10, 11, 12, High Side Drivers None FDA3
13, 19, 20 (2 Amp Output)
(Sensor common)
29.15.4 Low Oil Pressure Lamp

The Low Oil Pressure Red Stop Lamp is used to indicate a the low engine oil pressure condition exists. The Low
Oil Pressure Lamp default is not programmed. The Low Oil Pressure Red Stop Lamp can be used in conjunction
with other engine monitoring lamp options. The Low Oil Pressure Red Stop Lamp is programmable to other
ECM outputs.
NOTE: The Low Oil Pressure Red Stop Lamp is programmable between High Side (2 Amp) and Low Side
(SENSOR COMMON) Drivers. Failure to properly program and/or wire the lamp correctly could result is
undesired Red Stop Lamp Operation.

J1/P1:10, 11, 12, High Side Drivers None FD97
13, 19, 20 (2 Amp Output)
(Sensor common)
29.15.5 Coolant Level Sensor

The Coolant Level Sensor is required for Caterpillar engines equipped with the Caterpillar Regeneration System.
The OEM is responsible to program and install a coolant level sensor that is compatible with Caterpillar ECM.
Failure to program the Coolant Level Sensor will result in a 253-2 Check Customer or System Parameters fault.

4-Pin None 7E
2-Wire Float
2-Pin Switch
29.16 Maintenance Parameters

When programming with VEPS, the C8 parameter must be set to a 1 before programming C9, CA and CB.
29.16.1 Maintenance Indicator Mode

The ECM records data related to vehicle maintenance. If Distance is selected (Manual – Distance or Automatic –
Distance), then all maintenance indications (PM1, PM2, Coolant Flush/Fill) on the service tool will be displayed
in Distance.
If Hours is selected (Manual – Hours or Automatic – Hours), then all maintenance indications (PM1, PM2,
Coolant Flush/Fill) on the service tool will be in Hours. The ECM provides PM1 maintenance interval and last
maintenance information.

Man-Distance Off C9
Man-Hour
Auto-Distance
Auto-Hour
PM1 Interval (for Manual Maintenance Indicator Mode)

PM1 Interval allows a user-specified PM1 maintenance interval. This parameter (PM1 Interval) must be
programmed only if Maintenance Indicator Mode is programmed to Manual – Distance or Manual – Hours.
Manual – Distance
8050 km 56 325 km 24 140 km CA
(5,000 miles) (35,000 miles) (15,000 miles)
Manual – Hours
100 750 250 CB
Engine Oil Capacity (for Automatic Maintenance Indicator Mode)

PM1 Interval can be determined by the ECM based on fuel usage. This parameter must be programmed only
if Maintenance Indicator Mode is programmed to Automatic – Distance or Automatic – Hours. Sump Capacity
influences the Maintenance Interval.

19 Liters 57 Liters See Table Below CC
(20 Quarts) (60 Quarts)
Engine Model Default

C11, C13 34 Liters (36 Quarts)
C15 38 Liters (40 Quarts)
Example VEPS parameter file syntax:

P,C8,B,1, Maintenance Indicator Set
P,C9,B, man-distance, Maintenance Indicator Mode
P,CA,B,5000, Maintenance Indicator Manual Miles – min
P,CB,B,750, Maintenance Indicator Manual Hours – max
29.17 Trip Parameters

29.17.1 Fuel Correction Factor
The fuel correction factor is available to fine tune all fuel data stored in the future by the ECM. Caterpillar
recommends this factor be changed only after a significant operating interval with a comparison of actual tank
fuel economy compared to ECM recorded fuel economy. The operating interval should also reflect a typical route.
The Factor is a percentage, programmable in 0.5 percent increments.

–63.5 +63.5 0 D5
• Calculating Fuel Correction Factor

The following formula should be used to determine the new Fuel Correction Factor (NEW FCF).
Where OLD FCF is the Fuel Correction Factor currently in ECM, TANK is the actual fuel economy, and ECM is the
fuel economy indicated in the ECM Trip Data.
Example
The Actual TANK fuel economy is determined to be 7.1 mpg, but the ECM Trip Data economy is 7.0 mpg over the
same distance with an OLD FCF of –2.5.
The following parameters (Change Fuel Correction Factor, PM1 Reset, and Fleet Trip Reset) establish security
access for the Caterpillar Messenger display. These parameters require a Caterpillar Messenger display
for access.
29.17.2 Dash – Change Fuel Correction Factor
Allows the driver to adjust the Fuel Correction Factor. An owner-operator would want driver access to this
information, but a fleet operation might not.
Alternative Default VEPS PID VEPS Value

No No E0 F = Yes
Yes
29.17.3 Dash – PM1 Reset

Determines access for the driver to reset the PM1 Maintenance, when performed. Maintenance Indicator Mode
cannot be programmed to OFF for the PM1 Reset parameter to take effect.

No No E0 P= Yes
Yes
29.17.4 Dash Fleet Trip Reset

Fleet Trip Reset sets access for the driver to reset the Fleet Trip Information

No No E0 T = Yes
Yes
29.17.5 Dash – State Selection

Program to NO to disable changing the state with Messenger. When programmed to No, Messenger will not
show state selection as an option to the driver. If programmed to Yes (default) Messenger will provide the State
Selection feature.
Programming this parameter to NO eliminates state crossing selection and therefore storage of State tagged
trip data.

No Yes E0 D = No
Yes
29.17.6 Theft Deterrent System Control

This feature can prevent the engine from starting or prevent vehicle use until the correct password has been
entered via Messenger. A Theft Deterrent Password must be programmed to use this feature.
If programmed to the YES option, the operator must first enter the password before the engine shuts off in order
to enable the system, this will prevent the engine from starting without reentering the password on the next
attempted start.
If programmed to the Auto-Enable option, the system will automatically enable each time the engine is shut down.
The operator must then enter the password in order to start the engine.
The Secure Idle mode can be entered by bringing the engine to an idle condition and entering the password.
If the engine is not shut down, it will only run at low idle until the password is reentered.

No No FC08
Yes
Auto – Enable
29.17.7 Theft Deterrent Password

The password required by the ECM to disable the Theft Deterrent feature. The characters must all be upper case.
Cat Messenger is not capable of lower case characters.

Up to four characters No FC08
(A – Z & 0 – 9)
29.17.8 Quick Stop Rate

Determines the rate of vehicle speed change the ECM uses to record a Quick Stop Event Code and Quick Stop
Snapshot. Programmable from 0 – 24 km/h/s (0 – 15 mph/s) (0 = OFF). Each Quick Stop Snapshot contains
60 frames of information; frame 45 is the Quick Stop occurrence, 44 frames before, 15 frames following the code.
Each frame is separated by 1.0 second.
ECM Snapshot Frame Data
Engine RPM Vehicle Speed

Throttle Position Cruise Status
The most recent Quick Stop Snapshot is stored in the ECM memory. Each time another Quick Stop occurs the
ECM replaces the old Snapshot with the new one. The ECM also logs a diagnostic event code (maximum of
255 occurrences stored) for each Quick Stop Occurrence.

5 – 24 km/h/s 16 km/h/s FC0C
(3 – 15 mph/s) (10 mph/s)
NOTE: The allowable range is from 0 – 24 km/h/s (0 – 15 mph/s) (0 = OFF) but the recommended range is
from 5 – 24 km/h/s (3-15 mph/s). Programming the Quick Stop Rate too low will cause an excessive number
of Quick Stop Event Codes. If too many Quick Stop Event Codes are being logged, the Quick Stop Rate should
be increased to better detect the exceptions when they occur.
29.17.9 Vehicle Overspeed Threshold
The Vehicle Overspeed Threshold may be programmed to generate a Vehicle Overspeed Warning event (84-00)
when the vehicle speed exceeds this value. Caterpillar recommends that this value be set above the Vehicle Speed
Limit (VSL) including the 2.5 mph above VSL, when the Soft Vehicle Speed Limit parameter is programmed to “Yes”
and any Driver Reward values. This parameter may be “Locked”.

48 km/h 204 km/h 204 km/h FE8E
(30 mph) (127 mph) (127 mph)
29.18 Vehicle Activity Report

29.18.1 Minimum Idle Time
The Vehicle Activity Report provides a chronological log of engine operation that records vehicle starts, stops,
idle time, driving time and PTO time. The Minimum Idle Time parameter can be used to adjust the recorded idle
time to filter out time spent stopped in traffic, switching in and out of PTO mode, and other brief periods of time
the engine is operated at an idle condition. If the Minimum Idle Time is programmed to a value above 0 minutes
(default), the previous mode of operation will be logged until the idle time exceeds the programmed limit.

0 minutes 1,440 minutes 0 minutes FCB3
29.19 Driver Reward

29.19.1 Driver Reward Enable
Driver Reward is a feature that allows a truck owner to place weighting factors on desired operating habits. If the
vehicle is operated in a manner that meets the owner’s specifications, the maximum vehicle speed limit can be
automatically increased to a specified value as a reward to the driver. The Driver Reward Enable parameter
provides a means to Disable and Lockout the Driver Reward feature using an Electronic Service Tool, for those
areas with regulations that require a fixed maximum Vehicle Speed Limit.

Enabled Enabled FCA9
Disabled
29.20 Fan Control

29.20.1 Fan Control Type
The Fan Control Type parameter is used to define the type of cooling fan the ECM is to control. When programmed
to one of the ‘DC” options the driver is limited to 1.0 Amps. This parameter should be programmed to NONE if the
ECM is not controlling the cooling fan.

On/Off PWM None FC18
On/Off DC
Three Speed Fan Option 1DC
Three Speed Fan Option 2 DC
Variable Speed Option S
(Sauer Sundstrand)
(Borg Warner)
(Horton w/Fan Speed Feedback)
(Caterpillar w/Fan Speed Feedback)
29.20.2 Fan Pulley Ratio

The Fan Pulley Ratio is only used with the Variable Speed Options H Fan. The ECM uses this ratio to determine the
correct desired fan speed. Default for the Fan Pulley Ratio is 0.

0 to 7 0 FCE8
29.20.3 Fan with Engine Retarder in High Mode

Fan with Engine Retarder in High Mode determines if the Cooling Fan will come ON when the Engine Brake
has been active for at least two seconds. This feature requires the Fan Control Type programmed to On-Off or
Three Speed Fan with an On-Off or Three Speed fan installed in order to function.

Yes No 4E
29.20.4 Number of Cooling Fan Blades

Determines the number of cooling fan blades that are present.

9 blade None FF3F
11 blade
29.20.5 Cooling Fan Diameter

Determines the overall diameter of the fan.

26 inch None FF40
28 inch
30 inch
32 inch
29.21 Input Selections

29.21.1 Fan Override Switch
The Fan Override Switch parameter can be programmed to one of the Hard Wired options or to one of the
SAE J1939 sourced inputs. This switch allows the operator to turn ON the cooling fan at any time for improved
engine retarding/braking and engine cooling.

None None FD01
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
29.21.2 Transmission Neutral Switch

The Transmission Neutral Switch parameter may be programmed to accept a hard wired switch input connected
to J1/P1:62 or J1939 Data Link message.
Note: Programming this parameter to a Non-existent J1939 source will cause a 231-12 Diagnostic Code.
Caterpillar requires programming the Transmission Neutral Switch parameter when any automatic or automated
transmission installed.

J1/P1: 62 None FD4B
J1939
29.21.3 Ignore Brake/Clutch/Neutral/Park Switch

The Ignore Brake/Clutch Switch parameter can be programmed to one of the Hard Wired options. The Ignore
Brake/Clutch Switch is used for applications requiring mobile use of the vehicle with a set PTO engine rpm that
does NOT require the Brake or Clutch to disengage the engine PTO operation. The Ignore Brake/Clutch Switch
parameter must be programmed to J1/P1:47 to enable this feature

None None FD05
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60
29.21.4 Torque Limit Switch

The Torque Limit Switch parameter can be programmed to one of the Hard Wired options. The Torque Limit Switch
is used to limit engine torque to a programmable value. Program PTO Configuration to other than ‘Off’ in order to
make this parameter available for programming.

None None FD09
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60

The PTO On/Off Switch parameter can be programmed to one of the Hard Wired options or to one of the
SAE J1939 sourced inputs. The PTO On/Off Switch is used when the PTO Configuration is programmed
to Cab Switches, Remote Switches, Remote Throttle, or Remote Throttle & J1939 Speed Command.
Note: Programming this parameter to a Non-existent J1939 source, even though the PTO Configuration parameter
is programmed to “Off”, will cause a 231-12 Diagnostic Code.

None None FD0D
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display

The Remote PTO Set Switch parameter can be programmed to one of the Hard Wired options or to one of the
SAE J1939 sourced inputs. The Remote PTO Set Switch is used when the PTO Configuration is programmed
to Remote Switches, Remote Throttle, or Remote Throttle & J1939 Speed Command.
None None FD0F
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display

The Remote PTO Resume Switch parameter can be programmed to one of the Hard Wired options or to one of the
SAE J1939 sourced inputs. The Remote PTO Resume Switch is used when the PTO Configuration is programmed
to Remote Switches, Remote Throttle, or Remote Throttle & J1939 Speed Command.

None None FD11
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display

The PTO Engine RPM Set Speed A Switch parameter can be programmed to one of the Hard Wired options
or to one of the SAE J1939 sourced inputs. The switch is used to control engine speed during PTO operation.
The PTO Configuration parameter must be programmed to Cab Switches, Remote Switches, Remote Throttle,
or Remote Throttle & J1939 Speed Command, and the PTO Engine RPM Set Speed A parameter must be
programmed to a valid speed.
is programmed to “Off”, will cause a 630.2 Diagnostic Code.

None None FD13
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
29.21.9 PTO Engine RPM Set Speed Input B

The PTO Engine RPM Set Speed Input B Switch parameter can be programmed to one of the Hard Wired options.
The switch is used to control engine speed during PTO operation. The PTO Configuration parameter must be
programmed to Cab Switches, Remote Switches, Remote Throttle, or Remote Throttle & J1939 Speed Command
and the PTO Engine RPM Set Speed B parameter must be programmed to a valid speed.

None None FD15
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60
29.21.10 Starting Aid On/Off Switch

The Starting Aid On/Off Switch parameter can be programmed to one of the Hard Wired options. The Starting
Aid On/Off Switch may be used to allow the operator to enable or disable the ECM controlled Starting Aid Output.
When the switch is in the ON position (closed circuit), the ECM will automatically enable the Starting Aid Output
when conditions require the use of a starting aid. When the switch is in the OFF position (open circuit), the Starting
Aid System will not function. Programing a switch input and not installing a switch circuit will prevent the Starting
Aid Output from operating.

None None FD21
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60
29.21.11 Two Speed Axle Switch

The Two Speed Axle Switch parameter can be programmed to one of the Hard Wired options or to one of the
SAE J1939 sourced inputs. The Two-Speed Axle On/Off Switch parameter is available for enabling the ECM to
automatically adjust between the low and high speed axle ranges. When a two-speed axle is used, the change
in gear ratios from the high speed range to the low speed range alters the calibration of the vehicle speed signal.
When the Two-Speed Axle On/Off Switch is ON (closed circuit) the ECM automatically adjusts the vehicle speed
calibration for the Low Speed Axle. This will ensure the ECM driven speedometer and ECM stored information
correctly reflect the actual vehicle speed. The High Speed Range Axle Ratio and Low Speed Range Axle Ratio
must also be programmed for this feature to function correctly.

None None FD23
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
29.21.12 Cruise Control On/Off Switch

The Cruise Control On/Off Switch parameter can be programmed to one of the Hard Wired options or to one of the
SAE J1939 sourced inputs. The Cruise Control On/Off Switch default input is J1/P1 terminal-59. This switch is used
to enable Cruise Control when the vehicle is moving or to control engine idle rpm when the vehicle is stationary.

None J1/P1: 59 FD25
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
29.21.13 Cruise Set Switch

The Cruise Control Set Switch parameter can be programmed to one of the Hard Wired options or to one of
the SAE J1939 sourced inputs. The Cruise Control Set Switch default is J1/P1: 35. This switch input is used in
conjunction with the Cruise On/Off Switch and Cruise Resume Switch. The Cruise Set Switch is used to control
operation of cruise control while the vehicle is moving, to adjust engine idle rpm while the vehicle is stationary, and
to adjust engine rpm when the PTO Configuration is programmed to Cab Switches. The Cruise Control Set Switch
cannot be used to enable flashing of diagnostic codes on the Amber Warning Lamp.
Note: Programming this parameter to a Non-existant J1939 source, will cause a 231-12 Diagnostic Code.

None J1/P1: 35 FD93
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
29.21.14 Cruise Control Resume Switch

The Cruise Control Resume Switch parameter can be programmed to one of the Hard Wired options or to one of
the SAE J1939 sourced inputs. The Cruise Control Resume Switch default is J1/P1: 44. This switch input is used
in conjunction with the Cruise On/Off Switch and Cruise Set Switch. The Cruise Resume Switch is used to control
operation of cruise control while the vehicle is moving, to adjust engine idle rpm while the vehicle is stationary, and
to adjust engine rpm when the PTO Configuration is programmed to Cab Switches. The Cruise Control Resume
Switch cannot be used to enable flashing of diagnostic codes on the Amber Warning Lamp.
None J1/P1: 44 FD95
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
29.21.15 Cruise Control Pause Switch

The Cruise Pause Switch is only available from the J1939 Data Link (J1939 PGN 65,265, Byte 1, Bits 6-5).

None None FD7F
J1939 Cab Display
29.21.16 Clutch Pedal Position Switch

The Clutch Pedal Position Switch parameter can be programmed to one of the Hard Wired options or to one of the
SAE J1939 sourced inputs. The Clutch Pedal Position Switch Input default is J1/P1:22. This input is required when
the Transmission Style is programmed to the Manual Option.

None J1/P1: 22 FD29
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
29.21.17 Retarder Low/High Switch

The Retarder Low/High Position Switch parameter can be programmed to one of the Hard Wired options or to
one of the SAE J1939 sourced inputs. The Low/High Switch Input default is J1/P1: 23. This switch controls the
operation of the Engine Retarder Solenoids.
Note: Retarder Low/High Switch is dependent on the Compression Brake Installation Status. When programmed
to Not Installed, the Low/High Retarder Switch is unavailable.

None J1/P1: 23 FD97
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
29.21.18 Retarder Med/High Switch

The Retarder Med/High Position Switch parameter can be programmed to one of the Hard Wired options or to one
of the SAE J1939 sourced inputs. The Med/High Switch Input default is J1/P1: 44. This switch controls the operation
of the Engine Retarder Solenoids.
Note: Retarder Low/High Switch is dependent on the Compression Brake Installation Status. When programmed
to Not Installed, the Low/High Retarder Switch is unavailable.

None J1/P1: 40 FD99
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
29.21.19 Service Brake Pedal Position Switch #1

The Service Brake Pedal Position Switch #1 parameter can be programmed to one of the Hard Wired options or
to one of the SAE J1939 sourced inputs. The Service Brake Pedal Position Switch #1 Input default is J1/P1: 45.
The input is used to determine the position of the service brake pedal, which can affect Cruise, Idle, PTO, and Idle
Shutdown operation.
Note: Programming this parameter to a Non-existent J1939 source, will cause a 231-12 Diagnostic Code.

J1/P1: 6, 7, 22, 23, 35, 40, 44, J1/P1: 45 FD2D
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
J1939 ABS
29.21.20 Fast Idle Enable Switch

The Fast Idle Enable Switch parameter can be programmed to one of the Hard Wired inputs. The Fast Idle Enable
Switch default is None. The input is a momentary switch input used to raise engine speed to a pre set engine rpm.
The pre set engine rpm is programmable through PID C6, Fast Idle RPM # 1.

None None FD03
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60
29.21.21 Air Inlet Shutoff Threshold Reduction Switch

This parameter identifies the switch input to be used to manually test the Air Inlet Shutoff System. When the switch
is in the On position (shorted) and engine speed is above 1500 rpm, the Air Inlet Shutoff Relay control on J2/P2:4
will activate for 1 second at 2 Amps to trigger the Air Inlet Shutoff Relay.
When triggered a diagnostic code of 2813-31: Air Inlet Shutoff Shutdown will be logged.

J1/P1: 6, 7, 22, 23, 35, 40, 44, 45, None FDBF
46, 47, 56, 58, 59, 60
29.21.22 Parking Brake Switch

The Parking Brake Switch parameter can be programmed to one the Hard Wired options or to one of the
SAE J1939 sourced inputs. The Parking Brake Switch default is None. The input is used to determine when
the vehicle is in a parked position.

None None FDB7
J1/P1: 6, 7, 22, 23, 35, 40, 44,
45, 46, 47, 56, 58, 59, 60,
Or
J1939 Cab Display
J1939 ABS
29.21.23 PTO Accelerator Sensor

Not Available

N/A N/A N/A
29.21.24 PTO Engine Shutdown Switch

The PTO Engine Shutdown Switch parameter can be programmed to one the Hard Wired options. The PTO Engine
Shutdown Switch is used to shut down the engine while the engine is in PTO Mode and there is no vehicle
speed present.

J1/P1: 6, 7, 22, 23, 35, 40, 44, None FD71
45, 46, 47, 56, 58, 59, 60
29.21.25 Service Brake Pedal Position Switch #2

The Service Brake Pedal Position Switch #2 parameter can be programmed to one of the Hard Wired options.
The Service Brake Pedal Position Switch #2 Input default is None. The input is used to determine the position of
the service brake pedal, which can affect Cruise, Idle, PTO, and Idle Shutdown operation. Truck equipped with a
second brake switch will need to program this parameter to J1/P1:64. The Service Brake Pedal Position Switch #2
is no longer dependent on transmission style programming.
Note: Programming this parameter to a Non-existent J1939 source, will cause a 231-12 Diagnostic Code.

J1/P1: 64 None FD33
29.21.26 Accelerator Pedal Position

Determines the input connection of an Accelerator Pedal Position Sensor. This parameter is not programmable.

N/A J1/P1:66 Not Applicable to
VEPS Programming
29.21.27 A/C High Pressure Switch

The A/C High Pressure Switch parameter can be programmed to one of the Hard Wired options. The default
for the A/C High Pressure Switch is None. The A/C Pressure Switch is an OEM Installed component. When the
ECM sees the switch close, the engine fan will turn on (dependent on A/C Fan on time programmed to a value
greater than zero).

J1/P1: 41 None FD31
J1939 Cab Display
29.21.28 Vehicle Speed Input

The Vehicle Speed Input parameter may be programmed to accept either a hard wired sensor output or
J1939 Data Link based vehicle speed message. Vehicle speed from hard wired sensors require this parameter
to be programmed to the J1/P1:32 & 33 (default) option. The ECM can also be configured to receive Vehicle Speed
information from either an Electronic Transmission Control Unit (ETC1 Broadcast Message, PGN 61,442 Bytes 2&3)
or an ABS system (High Resolution Wheel Speed Broadcast Message, PGN 65,134) via the J1939 Data Link.

J1/P1: 32 & 33 J1/P1: 32 & 33 FD76
J1939 – Trans
J1939 – ABS
29.21.29 Aftertreatment Regeneration Disable Switch

This parameter identifies which switch input on the ECM is used to disable a regeneration event from occurring.
The Aftertreatment Regeneration Disable Switch will prevent a regeneration from occurring, or disable regeneration
of the Diesel Particulate Filter if currently active. The Diesel Particulate Filter Lamp will flash when the Aftertreatment
Regeneration Disable Switch is in the ON position, and regeneration can be performed.
The Aftertreatment Regeneration Disable Switch should be a normally open on/off switch.

J1/P1: 6, 7, 22, 23, 35, 40, 44, None FD9B
45, 46, 47, 56, 58, 59, 60,
J1939 Cab Display
29.21.30 Aftertreatment Regeneration Force Switch

This parameter identifies which switch input on the ECM is used to force a regeneration event to occur.
The Aftertreatment Regeneration Force Switch is a normally open, momentary on/off switch. The Aftertreatment
Regeneration Switch needs to be held in the ON (closed) position for two seconds, then released (open) for
regeneration to occur.
Please see Chapter 30: Caterpillar Regeneration System for further details.

J1/P1: 6, 7, 22, 23, 35, 40, 44, 45, None FDA7
46, 47, 56, 58, 59, 60,
J1939 Cab Display
29.21.31 Air Inlet Shutoff Switch

This parameter identifies the switch input to be used to manually force the Air Inlet Shutoff system to operate,
causing the engine to shut down.
Note: Air Inlet Shutoff Switch is unavailable if the “Air Inlet Shutoff Installation Status” is programmed to
“Not Installed”.

J1/P1: 6, 7, 22, 23, 35, 40, 44, None FD91
45, 46, 47, 56, 58, 59, 60,
29.21.32 Aftertreatment Regeneration Device Soft Shutdown Switch

This parameter identifies the switch input to be used to trigger the CRS system to go into Soft Shutdown mode.

J1/P1: 6, 7, 22, 23, 35, 40, 44, None FDBD
45, 46, 47, 56, 58, 59, 60,
29.22 Output Selections

29.22.1 Engine Running Output (programmed to High Side Driver)
The Engine Running Output parameter can be programmed to one of the Hard Wired options. The Engine Running
Output feature is used to prevent starter engagement while the engine is running. The Engine Running Output
comes ON when the engine is running and turns OFF when the engine rpm = 0. The relay is normally closed
so cranking can be achieved immediately at power up. During cranking, the ECM energizes the Engine Running
Output once engine low idle rpm has been achieved. The relay is de-energized if engine speed falls 100 RPM
below the programmed low idle (600-750 rpm is low idle range).

J1/P1: 10, 11,12, 13, 19, 20 None FD37
(2 Amp Output max)
29.22.2 Engine Running Output (programmed to Low Side Driver)

The Engine Running Output parameter can be programmed to one of the Hard Wired options. The Engine Running
Output feature is used to ENGAGE the starter by providing sensor common to the starter. The Engine Running
Output comes ON when the key is turned on. Once the engine reaches low idle the Engine Running Output will be
de-energized, opening the Starter Relay circuit and preventing the starter from being engaged. The Engine Running
Output will be re-energized when engine speed falls 100 rpm below low idle (600-750 rpm is low idle range).
Note: The Engine Running output is part of the Caterpillar Multi I/O System. Both High Side (2 Amp Output) or
Low Side (Sensor common) Drivers can be programmed. Failure to properly program the Engine Running Output
could cause undesired operation or damage to chassis components.

J1/P1: 29, 30, 31 None FD37
(Sensor common)
29.22.3 Engine Shutdown Output

The Engine Shutdown Output feature is used to shut down the vehicle electrical system after the idle timer has
expired. The Engine Shutdown Output comes ON after the engine is running for more than 3 seconds and turns
OFF when the engine rpm is at least 100 rpm below low idle for more than 3 seconds.
Note: The Engine Shutdown output is part of the Caterpillar Multi I/O System. Both High Side (2 Amp Output)
or Low Side (Sensor common) Drivers can be programmed. Failure to properly program the Engine Shutdown
Output could cause undesired operation or damage to chassis components.
Alternatives Signal Default VEPS PID

J1/P1: 10, 11,12, High Side Driver None FD4D
13, 19, 20 (2 Amp output)
J1/P1: 29, 30, 31 Low Side Driver
(Sensor common)
29.22.4 Auxiliary Brake

The Auxiliary Brake Output is used to drive relays or lamps indicating that engine braking is active.
Note: The Auxiliary Brake output is part of the Caterpillar Multi I/O System. Both High Side (2 Amp Output) or Low
Side (Sensor common) Drivers can be programmed.

J1/P1: 10, 11,12, High Side Driver None FD39
13, 19, 20 (2 Amp Output)
(Sensor common)
29.22.5 Starting Aid Output

The Starting Aid Output may be programmed to allow the engine to automatically control a starting aid system
when operating conditions require the use of a Starting Aid. If the optional Staring Aid On/Off Switch parameter
is programmed and a switch connected to the corresponding switch input, the Starting Aid Output will not function
when the switch is in the OFF position.
Note: The Starting Aid output is part of the Caterpillar Multi I/O System. Both High Side (2 Amp Output) or Low Side
(Sensor common) Drivers can be programmed. Failure to properly program the Starting Aid Output could cause
undesired operation or damage to chassis components.

J1/P1: 10, 11,12, High Side Driver None FD4F
13, 19, 20 (2 Amp Output)
(Sensor common)
29.22.6 PTO Active Output

This output is turned On while the engine is actively in PTO mode.
Note: The PTO Active Output is part of the Caterpillar Multi I/O System. Both High Side (2 Amp Output) or Low Side
(Sensor common) Drivers can be programmed. Failure to properly program the PTO Active Output could cause

J1/P1: 10, 11,12, High Side Driver None FD6D
13, 19, 20 (2 Amp Output)
(Sensor common)
29.22.7 PTO Switch On Lamp

The PTO Switch On Lamp parameter is used to enable a lamp output whenever the PTO switch is closed.
Note: The Starting Aid output is part of the Caterpillar Multi I/O System. Both High Side (2 Amp Output) or Low Side
(Sensor common) Drivers can be programmed. Failure to properly program the Starting Aid Output could cause

J1/P1: 10, 11,12, High Side Driver None FD3B
13, 19, 20 (2 Amp Output)
(Sensor common)
29.22.8 Fast Idle Enabled Lamp

A Fast Idle Enabled Lamp parameter is available to turn ON a ECM when Fast Idle operation is active. This requires
a momentary Fast Idle switch to be installed and the Fast Idle RPM #1 to be programmed to a valid speed above
low idle.
Note: The Fast Idle Enabled Lamp Output is part of the Caterpillar Multi I/O System. Both High Side (2 Amp Output)
or Low Side (Sensor common) Drivers can be programmed. Failure to properly program the Fast Idle Enabled
Lamp Output could cause undesired operation or damage to chassis components.

J1/P1: 10, 11, 12, High Side Driver None FD49
13, 19, 20 (2 Amp Output)
(Sensor common)
29.22.9 Lockout Solenoid (Eaton Top 2 Transmission)

The Lockout solenoid is used when the transmission style is programmed to Eaton Top 2. This parameters
determines which outputs will be used energize the lockout solenoid.
Note: Lockout Solenoid Output is part of the Caterpillar Multi I/O System. High Side Drivers (2 Amp output)
are the available pin options. Low Side Drivers (SENSOR COMMON) are not available for this feature.

13, 19, 20 (2 Amp Output)
29.22.10 Shift Solenoid (Eaton Top 2 Transmissions)

The shift solenoid is used when the transmission style is programmed to Eaton Top 2. This parameter determines
which outputs will be used to energize the lockout solenoid.
Note: The Shift Solenoid Output is part of the Caterpillar Multi I/O System. High Side Drivers (2 Amp output)
are the available pin options. Low Side Drivers (SENSOR COMMON) are not available for this feature.

13, 19, 20 (2 Amp Output)

The Diesel Particulate Filter Lamp is required by Caterpillar for all engines equipped with the Caterpillar
Regeneration System. The Diesel Particulate Filter Lamp illuminates prior to a regeneration of the diesel particulate
filter(s). The Diesel Particulate Filter Lamp will come ON solid when a regeneration of the diesel particulate filter(s)
is needed, the lamp will then flash when the regeneration need increases in severity. This lamp will only come on
if vehicle speed is less than 20 mph and a regeneration is needed.
Note: The Aftertreatment Regeneration Lamp output is part of the Caterpillar Multi I/O System.
Both High Side (2 Amp Output) or Low Side (Sensor common) Drivers can be programmed. Failure to
properly program the Diesel Particulate Filter Lamp Output could cause undesired operation or damage
to chassis components.

J1/P1: 10, 11, 12, High Side Driver None FD9D
13, 19, 20 (2 Amp Output)
J1: 29, 30, 31 Low Side Driver
(Sensor Common)
29.22.12 High Exhaust Temperature Lamp

The High Exhaust Temperature Lamp is required by Caterpillar for all engines equipped with the Caterpillar
Regeneration System. The High Exhaust Temperature Lamp illuminates when the Diesel Particulate Outlet
temperature is greater than 450 and the vehicle speed is less than 5 mph.
The High Exhaust Temperature Lamp output is available as a High Side (2 Amp) or Low Side (SENSOR COMMON)
Driver from the ECM. It is imperative that the ECM be programmed and wired accordingly to ensure proper
operation of the Diesel Particulate Filter Lamp.

J1/P1: 10, 11, 12, High Side Driver None FDA8
13, 19, 20 (2 Amp Output)
(Sensor Common)
29.22.13 Aftertreatment Disable Lamp

The Aftertreatment Disable Lamp is an optional lamp. The Aftertreatment Disable Lamp illuminates when the
Aftertreatment Disable Switch is in the ON (closed) position.
The Aftertreatment Disable Lamp output is available as a High Side (2 Amp) or Low Side (SENSOR COMMON)
Driver from the ECM.

J1/P1: 10, 11, 12, High Side Driver None FDB9
13, 19, 20 (2 Amp Output)
(Sensor Common)
29.22.14 Air Inlet Shut Off Control Relay (Specific Ratings Only)
High Side Driver capable of 1.5 Amp.
J2/P2:4 None FD6B
29.23 Fuel Tank Parameters

29.23.1 Primary Fuel Tank Capacity
Determines the capacity of the primary fuel tank in gallons.

25, 35, 50 None FCF1
29.23.2 Secondary Fuel Tank Capacity

Determines the capacity of the secondary fuel tank in gallons.

25, 35, 50 None FCF2
29.24 Passwords
29.24.1 Customer Password #1
The Customer Password #1 parameter can be used to limit access to parameters. When a password is
programmed, this password must be entered before any parameter can be changed. This password does not
allow “Locked Parameters” to be changed. This parameter may be programmed with or without programming
Password #2. If both Password #1 and #2 are programmed, both passwords must be entered before a parameter
may be changed. Factory Passwords and the Electronic Technician service tool are required to read a programmed
password. In accordance with industry recommendations, the customer password parameters have been changed
to allow passwords that are 10 characters in length.

10 Characters None FEA5
29.24.2 Customer Password #2

The Customer Password #2 parameter can be used to limit access to parameters. When a password is
programmed, this password must be entered before any parameter can be changed. This password does not
allow “Locked Parameters” to be changed. This parameter may be programmed with or without programming
Password #1. If both Password #1 and #2 are programmed, both passwords must be entered before a parameter
may be changed. Factory Passwords and the Electronic Technician service tool are required to read a programmed
password. In accordance with industry recommendations, the customer password parameters have been changed
to allow passwords that are 10 characters in length.

10 Characters None FEA6
29.25 Data Link Parameters

29.25.1 Power Train Data Link
The data link parameter Power Train Data Link determines if the ECM will communicate to any device using the
SAE J1939 Data Link. If the vehicle is not using the data link for communication with data link based gauges,
switches or the power train (traction control systems, anti-lock brake systems, electronically controlled transmissions)
this parameter should be programmed to NONE. The Power Train Data Link parameter default is J1939.
Communication is enabled.

1939 J1939 FC0D
None
29.26 System Settings

29.26.1 Air Inlet Shutoff System Installation Status
Determines if the engine is equipped with an Air Inlet Shutoff System. This parameter is set from the
Caterpillar Factory.

Installed Not Installed Not Applicable to
VEPS Programming
29.26.2 Engine Pre-Cooler Installation Status

Determines if the engine is equipped with an Engine Pre-Cooler. This parameter is set from the Caterpillar Factory.

VEPS Programming
29.26.3 Vehicle Voltage Selection

Determines if the engine is running on a 12 or 24 volt system. This parameter is set from the Caterpillar Factory.
24 V 12 V Not Applicable to
VEPS Programming
29.26.4 Compression Brake System Installation Status

Determines if the engine is equipped with an engine braking system. This parameter is set from the Caterpillar
Factory. If set to Not Installed the Retarder Low/High and Med/High Switches are unavailable.

VEPS Programming
29.27 VEPS Programming

Caterpillar provides a Vendor Control Program (VCP) called VEPS (Vehicle Electronic Programming Station).
This VCP allows OEMs to program the Customer Configurable Parameters to specific values or within allowable
ranges specified in the ECM Software.
Correct operation of the VEPS program is dependent upon the order parameters are programmed. With the
Caterpillar Multi I/O System all parameters are available over a wider range of ECM terminal locations or
J1939 options. The ECM Software will not allow two or more parameters to be programmed to the same
pin option. See examples below.
Example #1:
Unsuccessful VEPS programming
S,MDLX,07C15
P,FD09,B,J1:6, Torque Limit Switch
P,FD0D,B,J1:6, PTO On/Off Switch
OR
Example #2: VEPS Failure
Unsuccessful VEPS programming
S,MDLX,07C15
P,FDA3,B,J1:29, High Coolant Temperature Lamp
P,FDA5,B, None, Red Stop Lamp
In Example #1 the ECM software will not allow 2 or more parameters to be programmed to the same pin options.
The VEPS program will fail due to the response from the ECM.
In Example #2 the order in which parameters are programmed is now important. In Example #2 the Red Stop Lamp
default is J1: 29. In the parameter file in Example #2 the High Coolant Temperature is programmed to J1:29 before
the Red Stop Lamp is programmed to None. This will cause the VEPS program to fail due to the response received
from the ECM.
The examples above will cause the VEPS program to fail. Results will be logged in the verification file.
Example #3:
Successful VEPS programming
S,MDLX,07C15
P,FDA3,B,J1:29, High Coolant Temperature Lamp
In Example #3 the VEPS program is successful. The default for the Red Stop Lamp is J1:29. The default for the
High Coolant Temperature Lamp is None. Programming the Red Stop Lamp to None and then programming the
High Coolant Temperature Lamp to J1:29 is the correct order to program this example.
VEPS and Source Addresses
The Caterpillar Multi I/O System has introduced new PIDs for Caterpillar Engines equipped with the Caterpillar
Regeneration System. Certain parameters use two or more switches to control certain functions. For example,
the cruise set and cruise resume switches are 2 separate switches that work together for overall cruise control
performance. The ECM software must see that both the cruise set and cruise resume switches are programmed
to the same type of ECM input.
For example, the cruise set and cruise resume switch both can be programmed to a hard wired switch to sensor
common input or to a J1939 source. Failure to program to the same type of switch input will cause a Check
Customer or Systems Parameter fault, 253-2 fault, to go active, the check engine light will turn on, and the engine
will be limited to low idle.
Certain parameters can also not be changed while the engine ECM sees vehicle speed or engine speed. On the
next page, tables listing what parameters, if programmed to different types of switch inputs, will cause a Check
Customer or Systems Parameters 253-2 fault and cannot be programmed with vehicle or engine speed present.
Parameter Programmable Examples Results Programmable

Ranges with Engine or
Vehicle Speed
Cruise Set J1: 6, 7, 22, 23, 35, Example 1: OK No
Switch 44, 45, 46, 47, 56, Cruise Set = J1: 35
58, 59, 60. Cruise Resume = J1: 44
Or Example 2: OK
J1939 Body Cruise Set = J1: 6
Controller Cruise Resume = J1: 56
Cruise J1939 Cab Controller Example 3: Active 253-2 Fault.
Resume J1939 Instrument Cruise Set = J1:35 Amber Warning Lamp ON.
Switch Cluster Cruise Resume = J1939 Engine Limited to Low Idle.
Body Controller
Low/High J1: 6, 7, 22, 23, 35, Example 1: OK No
Retarder 44, 45, 46, 47, 56, Low High Retarder = J1: 23
Switch 58, 59, 60. Med/High Retarder = J1: 40
Or Example 2: OK
J1939 Body Low High Retarder = J1: 6
Controller Med/High Retarder = J1: 5
Med/High J1939 Cab Controller Example 3: Active 253-2 Fault.
Retarder J1939 Instrument Low High Retarder = J1:23 Amber Warning Lamp ON.
Switch Cluster Med/High Retarder = J1939 Engine Limited to Low Idle.
Body Controller
Clutch Switch See programmable N/A N/A No
Brake Sw. #1 selections earlier in
Neutral Sw. this chapter
Brake Sw. #2
29.27.1 VEPS and Passwords

When a Re-VEPS operation is necessary, modified customer passwords will need to be entered at the beginning
of the parameter file. The Customer Password PIDs of $FEA5 and $FEA6 can be ten characters in length but
the writing of the passwords to allow a Re-VEPS operation can only be 8 characters in length. Use the first eight
characters of PID FEA5 for PID 43 (Password #1) and use the first eight characters of PID FEA6 for PID 44
(Password #2).
Example par file:
S,MDLX, C15A4
P,43,W,12345678, enter password #1 to allow re-VEPS operation
P,44,W,09876543, enter password #2 to allow re-VEPS operation
P,FC18,B, None, set fan control type to none
P,FEA5,B,1234567890, set password #1
P,FEA6,B,0987654321, set password #2
29.27.2 Switch Input Quick Overview

Switch Inputs with a default value.
Parameter PID Default Hard Wired Options

Cruise Control On/Off Switch FD25 J1/P1: 59 J1/P1: 6, 7, 22, 23, 35, 40,
Cruise Control Set Switch FD93 J1/P1: 35 45, 46, 47, 56, 58, 59, 60.
Cruise Control Resume Switch FD95 J1/P1: 44
Retarder Lo/High FD97 J1/P1: 23
Retarder Med/High FD99 J1/P1: 40
Clutch Pedal Position Switch FD29 J1/P1: 22
Brake Pedal Position Switch #1 (required) FD2D J1/P1: 45
Note: These switch inputs are defaulted to a specific ECM pin. When using VEPS, the default value must be
changed first, then the new value can be programmed. Setting a parameter to J1939 must also be done first before
reassigning a pin location to another parameter.
Note: J1939 Programmable options may also be available.
EXAMPLE:
Successful
S,MDLX,07C15
P,FD25,B,J1:59, Cruise On/Off Switch
P,FD93,B,J1:35, Cruise Set Switch
P,FD95,B,J1/:44, Cruise Resume Switch
EXAMPLE:
Successful Cruise Set and Cruise Resume pins are changed.
S,MDLX,07C15
P,FD25,B,J1:59, Cruise On/Off Switch
P,FD93,B, None, Cruise Set Switch
P,FD95,B, None, Cruise Resume Switch
P,FD93,B,J1:44, Cruise Set Switch
P,FD95,B,J1:35, Cruise Resume Switch
Switch Input with default value of NONE.
Parameter PID Default Hard Wired Options

Fan Override Switch FD01 None J1/P1: 6, 7, 22, 23, 35, 40,
Transmission Neutral Switch FD4B None 45, 46, 47, 56, 58, 59, 60.
Ignore Brake/Clutch/Neutral/Park Switch FD05 None
Torque Limit Switch FD09 None
PTO On/Off Switch FD0D None
Remote PTO Set Switch FD0F None
Remote PTO Resume Switch FD11 None
PTO Engine RPM Set Speed A FD13 None
PTO Engine RPM Set Speed B FD15 None
Two Speed Axle Switch FD23 None
Cruise Control Pause Switch FD7F None
Fast Idle Enable Switch FD03 None
PTO Engine Shutdown Switch FD71 None
Service Brake Pedal Position Switch #2 FD33 None
A/C High Pressure Switch FD31 None
Note: These switch inputs are defaulted to the None Option. When programming to a specific ECM pin it is
important to verify the pin being set is not currently used or the default for another parameter.
EXAMPLE:
Successful Programming value to a non used pin.
S,MDLX,07C15
P,FD23,B,J1:6, 2 Speed Axle Switch
EXAMPLE:
Unsuccessful Programming value to a previously used pin.
S,MDLX,07C15
This file would fail due to J1:59 is the default pin for the Cruise On/Off Switch.
EXAMPLE:
Successful. Programming value to a previously used pin.
S,MDLX,07C15
P,FD25, B, None, Cruise On/Off Switch
This file would pass successfully due to J1:59 first being programmed to NONE, then the 2 Speed Axle Switch
being programmed to J1:59.
29.27.3 ECM Output Quick Overview

ECM Outputs with a default value.
Parameter Required PID Default Options

Amber Warning Lamp (required) YES N/A Not programmable Not programmable
Red Stop Lamp NO FDA5 J1:29 High Side Drivers
J1: 10, 11, 12, 13, 19, 20.
Low Side Drivers
J1: 29, 30, 31.
Note: ECM Outputs can be programmed through VEPS or the Cat Service Tool to either a high side driver pin
(2 Amp output) or low side driver pin (SENSOR COMMON). Failure to properly program or wire the chassis
accordingly could result in undesired operation or damage to the chassis.
Note: These ECM outputs are defaulted to a specific ECM pin. When using VEPS, the default value must be
changed first, then the new value can be programmed. See examples below.
EXAMPLE:
Unsuccessful. Changing the Diesel Particulate Filter Lamp to another ECM pin.
S,MDLX,07C15
P,FD9D, B, J1:29, Diesel Particulate Filter Lamp
This example would fail due to J1: 29 is already defaulted to the Red Stop Lamp. The Red Stop Lamp must first be
programmed to a different pin value or NONE.
EXAMPLE:
Successful. Changing the Diesel Particulate Filter Lamp to another pin.
S,MDLX,07C15
P,FD9D,B, J1:29, Diesel Particulate Filter Lamp
This example would pass due to the Red Stop Lamp being programmed to None first, then the Diesel Particulate
Filter Lamp is programmed to J1:29.
ECM Outputs with default value of NONE.
Parameter PID Default Options

Fan Control Type FC18 None Fan Parameters
PTO Active Output FD6D None High Side Drivers
PTO Switch On Lamp FD3B None J1: 10, 11, 12, 13, 19, 20.
Engine Running Output FD37 None Low Side Drivers
J1: 29, 30, 31.
Engine Shutdown Output FD4D None
Auxiliary Brake FD39 None
Starting Aid Output FD4F None
Fast Idle Enabled Lamp FD49 None
Diesel Particulate Filter Lamp FD9D None J1/P1: 10, 11, 12, 13, 19,
High Exhaust Temperature Lamp FDA8 None 20, 29, 30, and 31.
Lock Out Solenoid (Eaton Top 2 Only) FD43 None J1/P1: 10, 11, 12, 13, 19, 20.
Shift Solenoid (Eaton Top 2 Only) FD45 None J1/P1: 10, 11, 12, 13, 19, 20.
Air Inlet Shutoff Control FD6B None J2/P2: 4
Note: ECM Outputs can be programmed through VEPS or the Cat Service Tool to either a high side driver pin
(2 Amp output) or low side driver pin (SENSOR COMMON). Failure to properly program or wire the chassis
accordingly could result in undesired operation or damage to the chassis.
Note: These ECM outputs are defaulted to a value of NONE. When using VEPS, the default value must be changed
first, then the new value can be programmed. See examples below.
EXAMPLE:
Successful. Programming the Eaton Top 2 transmission and solenoids.
S,MDLX,07C15
P,7B,B, Eaton Top 2, Transmission Style
P,FD43,B, J1:19, Lockout Solenoid
P,FD45,B, J1:20, Shift Solenoid
The example above is successful and the transmission will shift properly.
EXAMPLE:
Unsuccessful. Programming the Eaton Top 2 transmission.
S,MDLX,07C15
P,7B,B, Eaton Top 2, Transmission Style
The above example will pass the VEPS station but the transmission will not shift properly because the
Lockout and Shift solenoids were not programmed to a value.
29.27.4 Parameter Lockout
VEPS is capable of locking out parameters so they are no longer programmable. Once locked, factory passwords
must be generated in order to change the parameter to a different value. Factory Passwords can be obtained by
contacting Caterpillar.
When locking parameters, each parameter must be identified in order to be locked.
The locking PID is $FC06.
Example: Locking the Fan Control Type and Coolant Level Sensor
S,MDLX,07C13,
P,FC18,B, On/Off DC, (Fan Control Type set to On/Off DC)
P,7E,B, 2-wire float, (Coolant Level Sensor Programmed)
P,FC06,B,FC18, (Fan Control Type Locked)
P,FC06,B,7E, (Coolant Level Sensor Locked)
*Note: Once a parameter has been locked using VEPS, Factory Passwords must be obtained from
Caterpillar to unlock or change the parameter.
29.27.5 VEPS and ECM Programming Dependencies
The order in which parameters are programmed is crucial to the correct operation of the VEPS program.
Some parameters are dependent on other parameters being set first.
The following tables outline various features available for programming and the order in which these parameters
should be programmed.
Vehicle Speed Parameters

Vehicle Speed Input must be programmed prior to programming the Vehicle Speed Calibration.
Parameter VEPS PID Setting

Vehicle Speed Input $FD76 J1/P1:32 & 33 J1939 J1939 ABS
Transmission
Vehicle Speed Calibration $FC5F Available Unavailable Unavailable
(PPM)
Vehicle Speed Calibration $FCEC Unavailable Available Unavailable
(J1939) Trans
Vehicle Speed Calibration $FCED Unavailable Unavailable Available
(J1939 ABS)
Two Speed Axle

The Two Speed Axle Switch must be programmed to use one of the ECM Terminal Inputs or J1939 Devices
to program the Low Speed and High Speed Axle Ratios.

Two Speed Axle Switch $FD23 None J1/P1:
6, 7, 22, 23, 35, 40, 44, 45, 46, 47, 56,
58, 59, 60,
J1939 Cab Display,
Low Speed Axle Ratio $FC5E Unavailable Available
High Speed Axle Ratio $FC5D Unavailable Available
PTO Programming
PTO Configuration must be programmed prior to programming the PTO On/Off Switch.

PTO $F3 None Cab Switches Remote Switches Remote Throttle
Configuration Remote Throttle
& J1939 Speed
Command
PTO On/Off $FD0D Unavailable J1/P1:
Switch 6, 7, 22, 23, 35, 40, 44, 45, 46, 47, 56, 58, 59, 60,
J1939 Cab Display,
PTO Switch $FD3B Unavailable High Side Drivers
On Lamp J1/P1: 1, 11, 12, 13, 19, 20
PTO Active $FD6D Unavailable Low Side Drivers
Output J1/P1: 29, 30, 31
Transmission Style Programming

If the transmission style is an Eaton Top 2 transmission, the Transmission Style parameter must first be
programmed to Eaton Top 2. Then the Lockout and Shift Solenoids will be programmable.

Transmission Style $7B Manual Automatic Eaton Top 2
Lockout Solenoid $FD43 Unavailable Unavailable Available
Shift Solenoid $FD45 Unavailable Unavailable Available
Idle Shutdown
The Idle Shutdown System operation and programming are dependent on the Engine Emission Certification
Configuration and Engine Idle Shutdown System Configuration. Based on this programming the Idle Shutdown
System can be configured to operate is a variety of ways. This table outlines the available feature sets.
Parameter Setting
Engine Emissions EPA, CARB Exempt, or CARB Clean Idle CARB
Certification
Configuration
Engine Idle Cat None CARB CARB
Shutdown System
Idle Shutdown Timer 0 (default) 5 minutes (default) 5 minutes (default)
Range 1-1,440 minutes Range 1 – 5 minutes Range 1 – 5 minutes
Cold Mode idle Disable (default) Unavailable Unavailable
Shutdown Time Enable
Enable Status
Allow Idle Shutdown Yes, No, Outside Temperature Based, J1939 Body Controller, J1939 Cab Controller,
Override J1939 Instrument Cluster, J1939 Cab Display,
Engine Air Inlet Temperature
Allow Idle Shutdown Yes (default) Unavailable Unavailable
Timer Reset No
Idle Shutdown Timer 2,120 rpm (default) Unavailable Unavailable
Maximum RPM Range: 600 – 2,120 rpm
Minimum Idle –40 and 49° C (–40 and 120° F)
Outside Temperature
Maximum Idle –40 and 49° C (–40 and 120° F)
Outside Temperature
Engine Fan Control

The Fan Control Type parameter must be programmed prior to programming the Fan Override Switch and
A/C Pressure Switch.

Fan Control $FC18 None On/Off DC/ Three Speed Three Speed Variable Variable Variable
Type PWM Option 1 DC/ Fan Option 2 Speed Speed Speed
PWM DC/PWM Option S Option BW Option C
Fan Override $FD01 N/A Available Available Available Available Available Available
Switch
A/C FD31 N/A Available Available Available Available Available Available
Pressure
Switch
A/C Fan $C0 N/A Available Available Available Available Available Available
On Time
Air Inlet Shutoff

The Air Inlet Shutoff System must be programmed to installed in order to program the Air Inlet Shutoff Relay and
Air Inlet Shutoff Switch.
The Air Inlet Shutoff System is programmed from the Caterpillar factory.

Air Inlet Shutoff System Not Applicable to VEPS Installed Not Installed
Air Inlet Shutoff Relay $FD6B J2/P2:4 Unavailable
Air Inlet Shutoff Switch $FD91 Available Unavailable
Engine Braking
The Compression Brake System Installation Status must be programmed to Installed in order to program the
Low/High and Med/High Engine Retarder Switches.
The Compression Brake System Installation Status is programmed from the Caterpillar factory.

Compression Brake Not Applicable to VEPS Installed Not Installed
System Installation Status
Low/High Retarder Switch $FD97 Available Unavailable
Med/High Retarder Switch $FD99 Available Unavailable
29.27.6 Customer Specified Parameter Table

The Heavy Duty System and Customer Programmable Parameters Table lists available options and VEPS
Parameter PIDs.
Heavy Duty ACERT System and Customer Programmable Parameters Table

VEPS PID Parameter Available VEPS Range/Options Default
Range/Option **This column includes
(As displayed on alternative options included
Caterpillar ET) in the VCP database.
The alternate options are for
VEPS programming use only.
Selected Engine Rating:
56 Rating Number Engine Power Engine Power Dependent Factory Programmed
Dependent
5A Rating Type Read Only Read Only Factory Programmed
FCB1 *Multi – Torque Ratio MT-A, MT-B, MT-A, MT_A MT-A
MT-C MT-B, MT_B
MT-C, MT_C
FEDD Aftertreatment Read Only Engine Power Dependent Factory Programmed
Configuration Number
N/A Advertised Power Read Only Not Applicable to VEPS Factory Programmed
Programming
N/A Governed Speed Read Only Not Applicable to VEPS Factory Programmed
Programming
N/A Rated Peak Torque Read Only Not Applicable to VEPS Factory Programmed
Programming
N/A Top Engine Speed Read Only Not Applicable to VEPS Factory Programmed
Range Programming
N/A Test Spec Read Only Not Applicable to VEPS Factory Programmed
Programming
Heavy Duty ACERT System and Customer Programmable Parameters Table

ECM Identification Parameters
60 Vehicle ID 17 Characters 17 Characters available 00000000000000000
available
51 Engine Serial Number Read Only Read Only Factory Programmed
0F ECM Serial Number Read Only Read Only Factory Programmed
11 Personality Part Read Only Read Only Factory Programmed
Number
0A Personality Module Read Only Read Only Factory Programmed
Release Date
N/A Vehicle Other Not Applicable to Factory Programmed
Application Type Emergency VEPS Programming
Vehicle
Security Parameters
N/A Total Tattletale Read Only Not Applicable to VEPS 0
Programming
57 Last Tool to Change Read Only Read Only Not Programmed
Customer Parameters
58 Last Tool to Change Read Only Read Only Not Programmed
System Parameters
FC43 ECM Wireless No Not Applicable to VEPS No
Communications Enable Yes Programming
FC5F *Vehicle Speed 2000 to 150,000 2000 to 150,000 Not Programmed
Calibration (pulses per mile) (pulses per mile)
FCEC *Vehicle Speed Cal 0 – 65,000 0 – 65,000 Not Programmed
(J1939 Trans) (output shaft (output shaft revs per mile)
revs per mile)
FCED *Vehicle Speed Cal 0 – 6.550 0 – 6.550 Not Programmed
(J1939 ABS)
61 *Vehicle Speed Limit 30 – 127 (mph) 30 – 127 (mph) 75
66 *VSL Protection 1,000 to TEL 1,000 to TEL (rpm) 1700
(rpm)
C7 Tachometer 2.0 to 500.0 2.0 to 500.0 134.0
Calibration (pulses/revolution) (pulses/revolution)
C2 *Soft Vehicle No No-Off, Disable No
Speed Limit Yes Yes-On, Enable
FC5E *Low Speed 1.00 to 19.99 1.00 to 19.99 1.00
Range Axle
FC5D *High Speed 1.00 to 19.99 1.00 to 19.99 1.00
Range Axle
Heavy Duty C13 & C15 System and Customer Programmable Parameters Table
Cruise Control Parameters
63 **Low Cruise Control 15 to 127 (mph) 15 to 127 (mph) 30
Speed Set Limit
62 *High Cruise Control 30 to 127 (mph) 30 to 127 (mph) 75
Speed Set Limit
A1 Engine Retarder Mode Coast Coast-C Manual
Latch Latch-L
Manual Manual-M
FC3C Engine Retarder Hard Limit Hard Limit-Hard_Limit, Hard Hard Limit
Minimum VSL Type Soft Limit Soft Limit-Soft_Limit, Soft
FC16 Engine Retarder 0 to 127 (mph) 0 to 127 (mph) 0
Minimum Vehicle
Speed
FC00 Auto Retarder In 0 to 10 (mph) 0 to 10 (mph) 0
Cruise
FC1B Auto Retarder in 0 to 5 (mph) 0 to 5 (mph) 2
Cruise Increment
3C Cruise/Idle/PTO Set/Accel Set/Accel, Accel/Set, Accel, Set/Accel
Switch Configuration Resume/Decel Acc, A, Set_Accel Resume/Decel
Or
Set/Decel, Decel/Set, Decel,
Set/Decel
Dec, D, Set_Decel
Resume/Accel
C5 Soft Cruise Control Yes Yes-On, Enable Yes
No No-Off, Disable
FCFE Adaptive Cruise Enabled Enabled, Yes, On Disabled
Control Enable Disabled Disabled, No, Off
Idle Parameters
64 *****Idle Vehicle 1 to 15 (mph) 1 to 15 (mph) 1
Speed Limit
65 Idle RPM Limit 600 to TEL (rpm) 600 to TEL (rpm) TEL
C4 Idle/PTO RPM 5 to 1,000 5 to 1,000 50
Ramp Rate (rpm change (rpm change per second)
per second)
F1 Idle/PTO Bump RPM 5 to 500 (rpm) 5 to 500 (rpm) 20
C6 Fast Idle RPM #1 600 to TEL (rpm) 600 to TEL (rpm) 1000
FC42 Fast Idle RPM #2 600 to TEL (rpm) 600 to TEL (rpm) 0
FE08 Warm UP Mode 600 to 1,400 rpm 600 to 1,400 (rpm) 0
Idle Speed
Dedicated PTO Parameters
F3 PTO Configuration Off Off- None, O,N Off
Cab Switches Cab Switches- Cab, C,
Remote Switches Cab_Switches
Remote Throttle
Remote Switches- Remote,
Remote Throttle
R, Remote_Switches
& J1939 Speed
Command Remote Throttle- Throttle,
T, Remote_Throttle
Remote Throttle and J1939
Speed Command, Remote_
Throttle_w_J1939,
Remote Throttle w J1939
F0 PTO Top Engine Limit Low Idle – TEL (rpm) 600 – TEL (rpm) TEL
F2 PTO Engine RPM Low Idle – PTO TEL Low Idle – PTO TEL (rpm) 0
Set Speed (rpm)
FC8B PTO Engine RPM Low Idle – PTO TEL Low Idle – PTO TEL (rpm) 0
Set Speed A (rpm)
FC8C PTO Engine RPM Low Idle – PTO TEL Low Idle – PTO TEL (rpm) 0
Set Speed B (rpm)
F6 PTO to Set Speed No No – Off, Disable No
Yes Yes – On, Enable
FCF6 Maximum PTO Low Idle – TEL (rpm) Low Idle – TEL (rpm) TEL
Enable Speed
F4 PTO Cab Controls TEL TEL – T TEL
RPM Limit Low Idle
Low Idle – L, Low, Low_Idle
PTO TEL
PTO TEL – P, PTO, PTO_TEL
FC17 PTO Kickout Vehicle 1 to 127 (mph) 1 to 127 (mph) 1
Speed Limit
F7 Torque Limit 200 – Rated Torque 200 – Rated Torque (lb-ft) 2500
(lb-ft)
FC14 PTO Shutdown Time 3 to 1,440 (minutes) 3 to 1,440 (minutes) 0
FCB0 PTO Shutdown Timer 600 – 2,120 (rpm) 600 – 2,120 (rpm) 2120
Maximum RPM
F5 PTO Activates Normal Normal – N, A Normal
Cooling Fan Continuous
Continuous – C, B
FF43 PTO Low Idle 0 to 100% 0 to 100% 100%
Shutdown Percent
Load Threshold
Engine Gear Parameters
6C Lower Gears engine 1100 to TEL (rpm) 1100 to TEL (rpm) 2120
RPM Limit
69 Lower Gears Turn 1 to 15 (mph) 1 to 15 (mph) 1
Off Speed
6D Intermediate Gears 1100 – TEL (rpm) 1100 – TEL (rpm) 2120
Engine RPM Limit
6A Intermediate Gears 5 to 50 (mph) 5 to 50 (mph) 5
Turn Off Speed
6E Gear Down Protection 1300 to TEL (rpm) 1300 to TEL (rpm) 2120
RPM Limit
6B Gear Down Protection 30 to 127 (mph) 30 to 127 (mph) 127
Turn On Speed
6F Low Idle engine RPM 600 to 750 (rpm) 600 to 750 (rpm) 600
7B *Transmission Style Manual Option Manual, a, Manual
Automatic
Automatic, Auto
Eaton Top 2
Eaton Top 2, eaton_top_2
FC89 Eaton Top 2 Override No No, Off, Disable No
with Cruise Switch Yes Yes, On , Enable
FC3D *Top Gear Ratio 0.000 to 3.750 0.000 to 3.750 0.000
FC3E *Top Gear Minus 0.000 to 3.750 0.000 to 3.750 0.000
One Ratio
FC3F *Top Gear Minus 0.000 to 3.750 0.000 to 3.750 0.000
Two Ratio
FE06 Governor Type Full Range Full Range, Full_Range Full Range
Min/Max, Min_Max
Min/Max
Min/Max/SC, Min_Max_w_SC,
Min/Max With
Min_Max_SC
Speed Control
FF36 Transmission Neutral Enabled No, Yes, On, Off, Disabled, Disabled
Start Interlock Disabled Enabled
Emissions Parameters
***FF15 Aftertreatment Warning (ER Rating Warning, W Shutdown
Regeneration Device Only),
Derate, D
Programmable Derate,
Regeneration Shutdown Shutdown, S
Monitoring System
FF42 Aftertreatment 32-204 km/h 32-204 km/h 20
Regeneration Device (20-127 mph) (20-127 mph)
Fan Enable Vehicle
Speed Threshold
***FF3A Aftertreatment Disabled On, yes, enabled Disabled
Regeneration Device Enabled Off, no, disabled
PTO Mode Stationary
Regeneration
Enable Status
FDAB Malfunction None None None
(Euro IV Indicator Lamp J1/P1: 10 J1/P1: 10
only) J1/P1: 11 J1/P1: 11
J1/P1: 12 J1/P1: 12
J1/P1: 13 J1/P1: 13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
Not Data Link Not Disabled Not Applicable to VEPS Not Disabled
Applicable Aftertreatment Disabled Programmed
to VEPS Regeneration Device
Programming Disable Status
$FF45 Diesel Particulate 1-20 1-20 0
Filter Configuration
Code
FECA *Number of 1 or 2 1 1
Aftertreatment 2
Particulate Filters
Not Diesel Particulate 0000 Not Applicable to VEPS 0000
Applicable Filter #1 Serial Programming
to VEPS Number
Programming
Not Diesel Particulate 0000 Not Applicable to VEPS 0000
Applicable Filter #2 Serial Programming
to VEPS Number
Programming
Not ARD Fuel Nozzle Air Purge Not Applicable to VEPS Programmed from
Applicable Cleaner Nozzle Heater Programming Caterpillar Factory
to VEPS
Programming
Timer Parameters
Not ***Engine Emissions CARB Not Applicable to VEPS Dependent on
Applicable Certification Programming OEM Engine Order
CARB Exempt
to VEPS Configuration
Programming EPA
CARB Clean Idle
FF4E Engine idle None None, No, N Dependent on
Shutdown System Engine Emissions
CARB CARB, C
Certification
Caterpillar Caterpillar, Cat Configuration
FEF7 Cold Mode Idle Disabled Disabled, Disable, D Disabled
Shutdown Timer
Enabled Enabled, Enable, E
FF4F Engine Idle Shutdown Enabled Enabled, Enable, E Enabled
Timer Reset Enable
Disabled Disabled, Disable, D
FC13 Idle Shutdown Time Caterpillar – Caterpillar: 1 to 1,440 Minutes Caterpillar: 0
1 to 1,440 Minutes
CARB: 1 to 5 Minutes CARB: 5
CARB
1 to 5 minutes
FCAF Idle Shutdown Timer 600 to 2,120 (rpm) 600 to 2,120 (rpm) 2120
Maximum RPM
4F Allow Idle Shutdown Yes Yes – Enable, C Yes
Override
No No – Disable, A
Outside Temp Based Outside Temp Based –
Outside, Outside Temp,
J1587 Outside Temp
Outside_Temp, Outside_
Based
Temp_Based, B
J1939 Body
J1587 Temp Based, J1587_
Controller
Temp_Based, D
J1939 Cab
Controller
J1939_Body,
J1939 Instrument J1939 Cab Controller,
Cluster J1939_Cab,
J1939 Instrument Cluster,
J1939 Cab Display
J1939_Instrument,
Engine Inlet Air J1939_Inst_Cluster,
Temperature Sensor J1939 Cab Display, J1939_
Cab_Display
Engine Air Temperature,
Engine Air Temp, Eng
Air Temp, Engine_Air_
Temperature, Engine_Air_
Temp, Eng_Air_Temp
FF67 Idle Shutdown Ignore Not Ignore Not Ignore, No, N Not Ignore
Neutral Switch
Ignore Ignore, Yes, Y
FC11 Minimum Idle –40 to 120 (°F) –40 to 120 (°F) 120
Shutdown Outside
Temp
FC12 Maximum Idle –40 to 120 (°F) –40 to 120 (°F) 120
Shutdown Outside
Temp
C0 *A/C Switch Fan 1 to 600 (seconds) 1 to 600 (seconds) 0
On-Time
FC3B *Engine Retarder 0.0 to 3.0 (seconds) 0.0 to 3.0 (seconds) 0.0
Delay
Smart Idle Parameters
FCD8 Battery Monitor and 0 – 25.5 (volts) 0 – 25.5 (volts) 0
Engine Control Voltage
Engine Monitoring Parameters
7F Engine Monitoring Warning Warning – W Derate
Mode Derate Derate – D
Shutdown Shutdown – S
Engine Monitoring Lamps
FDA5 *Red Stop Lamp None None J1/P1: 29
J1/P1: 10 J1/P1: 10
J1/P1: 11 J1/P1: 11
J1/P1: 12 J1/P1: 12
J1/P1: 13 J1/P1: 13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FDA1 *Low Coolant Level None None None
Lamp J1/P1: 10 J1/P1: 10
J1/P1: 11 J1/P1: 11
J1/P1: 12 J1/P1: 12
J1/P1: 13 J1/P1: 13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FDA3 *High Coolant None None None
Temperature Lamp J1/P1: 10 J1/P1: 10
J1/P1: 11 J1/P1: 11
J1/P1: 12 J1/P1: 12
J1/P1: 13 J1/P1: 13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FD9F *Low Oil Pressure None None None
J1/P1: 10 J1/P1: 10
J1/P1: 11 J1/P1: 11
J1/P1: 12 J1/P1: 12
J1/P1: 13 J1/P1: 13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
7E *Coolant Level Sensor No No, Off, disable, none, Not Programmed
4-Pin, 4_Pin, 4 Pin, 4Pin,
4-Pin
2-wire float sensor, 2float,
2-wire Float Sensor 2-pin switch,2pin,2-pin
2-Pin Switch
Maintenance Parameters
C8 Maintenance Indicator Off Off – Reset Mode, O, Reset_ Off
C9 Mode Mode, Disable_Mode
Man – Distance
(Refer to VEPS
Man – Hour Man-Distance, MD
*.DEF and example
Auto – Distance
.PAR files for specific Man-Hours, MH
programming Auto – Hour
Auto-Distance, AD
information)
Auto-Hours, AH
CA PM1 Interval: 5,000 to 35,000 5,000 to 35,000 (miles) 15000
CB (Manual Maintenance (miles)
100 to 750 (hours) 250
Indicator)
100 to 750 (hours)
Manual Distance
Manual Hours
CC Engine Oil Capacity 20 to 60 (quarts) 20 to 60 (quarts) 40
(Auto Maintenance
Indicator)
Trip Parameters
D5 Fuel Correction –63.5 to 63.5 Not VEPS Applicable 0
Factors
E0 Dash-Change Fuel No D No
Correction Factor Yes F
E0 Dash-PM1 Reset No D No
Yes P
E0 Dash-Fleet Trip Reset No D No
Yes T
E0 Dash-State Selection No S Yes
Yes D
FC08 Theft Deterrent No Yes – On, Enable No
System Controls Yes No – Off, Disable
Auto-Enable Auto-Enable, AutoEnable, AE
FC09 Theft Deterrent Four Characters Four Characters
Password
FC0C Quick Stop Rate 3 – 15 (mph/second) 3 – 15 (mph/second) 10
FE8E *Vehicle Overspeed 30 to 127 (mph) 30 to 127 (mph) 127
Threshold
Vehicle Activity Report
FCB3 Minimum Idle Time 0-1,440 (minutes) 0-1,440 (minutes) 0
Driver Reward
FCA9 *Driver Reward Enable Enabled Enabled – Yes, On Enabled
Disabled Disabled – No, Off
Fan Control
FC18 *Fan Control Type None None None
On/Off DC On/off_dc, on_off_dc,
On/Off-dc
On/Off PWM On/Off, b, on-off, simple,
simple on/off, On/Off_pwm,
On_Off_pwm, On/Off-pwm,
Three Speed Fan 3 Speed Fan Option 1 PWM,
Option 1 PWM 3_speed_fan_option_1_pwm,
3_spd_fan_opt_1_pwm,
3 spd fan opt 1 pwm
Three Speed Fan 3 Speed Fan Option 1 DC,
Option 1 DC 3_speed_fan_option_1_dc,
3 spd opt 1 dc
Three Fan Option 2 3 Speed Fan Option 2 PWM,
PWM 3_speed_fan_option_2_pwm,
3 spd fan opt 2 pwm
Three Speed Fan 3 Speed Fan Option 2 DC,
Option 2 DC 3_speed_fan_option_2_dc,
3 spd fan opt 2 dc
Variable Speed Variable Speed Option S,
Option S VSOSS
(Sauer Sundstrand)
Variable Speed var_spd_fan_option_bw, bw,
Option BW borg,vsobw
(Borg Warner)
Variable Speed var_spd_fan_option_h,
Option H vsoh
(Horton w/Fan
Speed Feedback)
FCE8 Fan Pulley Ratio 0 to 7 0 to 7 0
4E Fan with Engine No No – Off, Disable No
Retarder in High Mode Yes Yes – On, Enable
FF3F Number of Cooling None None, No None
Fan Blades 9 blade 9,
11 blade 11
FF40 Cooling Fan Diameter None, None, No, None
26 inch, 26, 26 inch
FD01 Fan Override Switch None None None
J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
J1939 Body J1939 Body Controller,
Controller J1939_Body,
J1939 Cab J1939 Cab Controller,
Controller J1939_Cab,
J1939 Instrument J1939 Instrument Cluster,
Cluster, J1939 Cab J1939_Instrument,
Display J1939_Inst_Cluster,
J1939 Cab Display, J1939_
Cab_Display
FD4B Transmission Neutral J1/P1:62 J1/P1:62 None
Switch J1939 J1939
None None
FD05 Ignore Brake/Clutch/ None None None
Neutral/Park Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
FD09 Torque Limit Switch None None None
J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
FD0D PTO On/Off Switch None None None
J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD0F Remote PTO None None None
Set Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD11 Remote PTO None None None
Resume Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD13 PTO Engine RPM Set None None None
Speed Input A J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD15 PTO Engine RPM Set None None None
Speed Input B J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
FD21 Starting Aid None None None
On/Off Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
FD23 Two Speed None None None
Axle Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD25 Cruise Control None None J1/P1: 59
On/Off Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
Set Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
Resume Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD7F Cruise Control None None None
Pause Switch J1939 Cab J1939 Body Controller,
Controller J1939_Body
J1939 Body J1939 Cab Controller,
Controller J1939_Cab
Cluster, J1939_Instrument_Cluster,
J1939 Cab Display J1939_Inst_Cluster,
Cab_Display
FD29 *Clutch Pedal None None J1/P1: 22
Position Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD97 ****Retarder None None J1/P1: 23
Low/High Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD99 ****Retarder None None J1/P1: 40
Med/High Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD2D *Service Brake Pedal None None J1/P1: 45
Position Switch #1 J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
J1939 ABS J1939 Cab Display, J1939_
Cab_Display
J1939 Brake Controller,
J1939_Brake,
J1939_ABS
FD03 Fast Idle None None None
Enable Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FDB7 Parking Brake Switch None None None
J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
J1939 ABS J1939 Cab Display, J1939_
Cab_Display
J1939_ABS, J1939_Brake
FDBF Air Inlet Shutoff None None None
Threshold Reduction J1/P1: 6 J1/P1: 6
Switch J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1:60 J1/P1:60
N/A PTO Accelerator N/A N/A N/A
Sensor
FD71 PTO Engine Shutdown None None None
Switch J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD33 *Service Brake Pedal None None None
Position Switch #2 J1/P1: 64 J1/P1: 64
FD35 Accelerator Pedal J1/P1: 66 NO VEPS Support J1/P1: 66
Position
FD31 A/C Pressure Switch None None None
J1/P1: 41 J1/P1: 41
Cab_Display
FD76 Vehicle Speed Input J1/P1: 32 & 33 J1/P1: 32 & 33, A J1/P1: 32 & 33
J1939 – Trans J1939 Trans, J1939Trans, B,
J1939 – ABS JTSS, J1939_Trans, J1939_
trans_shaft_speed, J1939
trans shaft speed,
J1939 ABS, JAAS, J1939_
ABS, C, ABS_Axle_Speed,
J1939 ABS axle speed, J1939
ABS
FD9B *Aftertreatment None None None
Regeneration/ J1/P1: 6 J1/P1: 6
Disable Switch J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FDA7 *Aftertreatment None None None
Regeneration J1/P1: 6 J1/P1: 6
Force Switch J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Cab_Display
FD91 Air Inlet Shutoff Switch None None None
J1/P1: 6 J1/P1: 6
J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
FDBD Aftertreatment None None None
Regeneration Device J1/P1: 6 J1/P1: 6
Soft Shutdown Switch J1/P1: 7 J1/P1: 7
J1/P1: 22 J1/P1: 22
J1/P1: 23 J1/P1: 23
J1/P1: 35 J1/P1: 35
J1/P1: 40 J1/P1: 40
J1/P1: 44 J1/P1: 44
J1/P1: 45 J1/P1: 45
J1/P1: 46 J1/P1: 46
J1/P1: 47 J1/P1: 47
J1/P1: 56 J1/P1: 56
J1/P1: 58 J1/P1: 58
J1/P1: 59 J1/P1: 59
J1/P1: 60 J1/P1: 60
Output Selections
FD37 Engine Running None None None
Output J1/P1:10 J1/P1:10
J1/P1: 11 J1/P1: 11
J1/P1:12 J1/P1:12
J1/P1:13 J1/P1:13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FD4D Engine Shutdown None None None
Output J1/P1:10 J1/P1:10
J1/P1: 11 J1/P1: 11
J1/P1:12 J1/P1:12
J1/P1:13 J1/P1:13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FD39 Auxiliary Brake None None None
J1/P1:10 J1/P1:10
J1/P1: 11 J1/P1: 11
J1/P1:12 J1/P1:12
J1/P1:13 J1/P1:13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FD4F Starting Aid Output None None None
J1/P1:10 J1/P1:10
J1/P1: 11 J1/P1: 11
J1/P1:12 J1/P1:12
J1/P1:13 J1/P1:13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FD6D PTO Active Output None None None
J1/P1:10 J1/P1:10
J1/P1: 11 J1/P1: 11
J1/P1:12 J1/P1:12
J1/P1:13 J1/P1:13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FD3B PTO Switch On Lamp None None None
J1/P1:10 J1/P1:10
J1/P1: 11 J1/P1: 11
J1/P1:12 J1/P1:12
J1/P1:13 J1/P1:13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FD49 Fast Idle None None None
Enabled Lamp J1/P1:10 J1/P1:10
J1/P1: 11 J1/P1: 11
J1/P1:12 J1/P1:12
J1/P1:13 J1/P1:13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FD43 Lockout Solenoid None None None
(Eaton Top 2 J1/P1:10 J1/P1:10
Transmission) J1/P1: 11 J1/P1: 11
J1/P1:12 J1/P1:12
J1/P1:13 J1/P1:13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
FD45 Shift Solenoid None None None
(Eaton Top 2 J1/P1:10 J1/P1:10
Transmission) J1/P1: 11 J1/P1: 11
J1/P1:12 J1/P1:12
J1/P1:13 J1/P1:13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
FD9D *Diesel Particulate J1/P1: 10 J1/P1: 10 None
Filter Lamp J1/P1: 11 J1/P1: 11
J1/P1: 12 J1/P1: 12
J1/P1: 13 J1/P1: 13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FDA8 High Exhaust J1/P1: 10 J1/P1: 10 None
Temperature Lamp J1/P1: 11 J1/P1: 11
J1/P1: 12 J1/P1: 12
J1/P1: 13 J1/P1: 13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FDB9 Aftertreatment J1/P1: 10 J1/P1: 10 None
Disable Lamp J1/P1: 11 J1/P1: 11
J1/P1: 12 J1/P1: 12
J1/P1: 13 J1/P1: 13
J1/P1: 19 J1/P1: 19
J1/P1: 20 J1/P1: 20
J1/P1: 29 J1/P1: 29
J1/P1: 30 J1/P1: 30
J1/P1: 31 J1/P1: 31
FD6B Air Inlet Shutoff None None None
Relay Control J2/P2:4 J2/P2:4
Fuel Tank Parameters
FCF1 Primary Fuel Level None None None
Tank Capacity 25 Gal 25 Gal, 25 Gal
35 Gal 35 Gal, 35 Gal
50 Ga 50 Gal, 50 Gal
FCF2 Secondary Fuel Level None None None
Tank Capacity 25 Gal 25 Gal, 25 Gal
Passwords
FEA5 Customer 10 Characters 10 Characters Available Not Programmed
Password #1 Available
FEA6 Customer 10 Characters 10 Characters Available Not Programmed
Password #2 Available
Data Link Parameters
FC0D Power Train Data Link None None – Off, A J1939
J1939 J1939 – B
System Settings
5B Personality Module Engine Power Read Only Factory
Code Dependent Programmed
N/A FLS Read Only Not Applicable to Factory
VEPS Programming Programmed
N/A FTS Read Only Not Applicable to Factory
VEPS Programming Programmed
***N/A Air Inlet Shutoff Read Only Not Applicable to Factory
System Installation VEPS Programming Programmed
Status
***N/A Engine Pre Cooler Read Only Not Applicable to Factory
Installation Status VEPS Programming Programmed
***N/A Vehicle Voltage Read Only Not Applicable to Factory
Selection VEPS Programming Programmed
***N/A Compression Brake Read Only Not Applicable to Factory
System Installation VEPS Programming Programmed
Status
*Denotes parameters available for Lockout using an Electronic Service Tool or VEPS. Factory Passwords are
required to unlock a locked parameter.
In some instances, the parameter option (as displayed on ET) cannot be used with VEPS programming due to
Character Length limitations. In these instances, one of the VEPS alternative options must be used as specified
in the VEPS documentation. Contact Caterpillar Inc. for information on VEPS programming options.
**The Low Cruise Set Speed programmable option in Cat ET and VEPS is 15 to 127 mph. When Adaptive Cruise
Control is programmed to ENABLED, the Low Cruise Set Speed programmable range changes, 30 to 127 mph.
***Factory Passwords are required to change this parameter with the Caterpillar Service Tool (Electronic
Technician required).
****Engine Retarder Low/High and Med/High Switch programming is dependent on programmed value of
Compression Brake System Installation Status. If set to “Not Installed”, the Retarder Low/High and Med/High
switches are unavailable for programming.
*****Idle Vehicle Speed Limit range is dependent on transmission style programming. Manual transmission range
is 1 to 15 mph. Automatic Transmission range is 1 to 5 mph.
30.0 Caterpillar Regeneration System

30.1 Overview
The Caterpillar Regeneration System (CRS) is comprised of the Diesel Particulate Filter (DPF), the Aftertreatment
Regeneration Device (ARD), and engine Electronic Control Module (ECM).
The CRS works to reduce particulate emissions. The generation of particulates (soot) is a normal process during
engine operation. The DPF (located in the exhaust system) collects the soot. During a process called Regeneration,
the DPF converts the soot into gas.
The ECM monitors the engine operating conditions to determine when regeneration is needed.
The temperature inside the DPF must be high enough to allow regeneration to occur. Under certain operating
conditions, the ARD is utilized to increase exhaust temperature so regeneration can occur.
Caterpillar recommends installation of Diesel Particulate Filter, and High Exhaust System Temperature (HEST) Lamps,
on all chassis. The DPF Lamp and HEST Lamps are programmable using the Caterpillar Service Tool or VEPS.
Caterpillar offers optional switch inputs to Disable or Force regeneration of the DPF. The Disable and Force
switches are programmable using the Caterpillar Service Tool or VEPS.
The Caterpillar Regeneration System is designed to operate without intervention from the driver.
30.2 Regeneration Modes
There are two types of regeneration:
1. Passive Regeneration – The engine’s duty cycle provides sufficient exhaust temperature for regeneration
to occur.
2. Active Regeneration – The engine’s duty cycle does not provide sufficient exhaust temperature for passive
regeneration to occur. The ARD operates in order to raise the temperature of the exhaust gas.
30.3 Dash Lamps
The DPF Lamp indicates the level of soot in the DPF. The lamp provides the following indications:
1. OFF: The CRS is functioning properly. No driver intervention is needed. The CRS operates when necessary.
2. ON SOLID: Level 1 soot level has been reached. Active Regeneration is required.
3. FLASHING: Level 2 (or higher) soot level has been reached. Active Regeneration is required.
NOTE: Once Level 4 is reached and regeneration of the DPF is not initiated, the DPF Lamp may be turned off
indicating a transient and/or forced stationary regeneration cannot be performed. Regeneration may only be
performed by a licensed Caterpillar Dealer using the Caterpillar Service Tool.
Soot Level
S
o Level 2,
o 3, & 4
t
L
e
v Level 1
e
l Level 0
On Flashes
OFF
Solid
DPF Lamp Operation
Figure 111 – Diesel Particulate Lamp Operation Graph

30.3.2 High Exhaust System Temperature Lamp
The High Exhaust System Temperature Lamp (HEST) is illuminated anytime DPF Outlet Temperatures are above
450° C (842° F) and vehicle speed is less than 8 km/h (5 mph).
This lamp provides the following indications:
1) OFF: The DPF Outlet Temperature is less than 450° C (842° F) or vehicle speed is greater than 8 km/h (5 mph).
2) On SOLID: The DPF Outlet Temperature is greater than 450° C (842° F) and vehicle speed is less than 8 km/h
(5 mph).
Vehicle Speed (MPH)
70
60 Exhaust System High
50
40 Temperature Lamp
30 OFF
20
10
5
Exhaust System High Temperature Lamp ON
300 350 400 450 500 550 600

DPF Outlet Temperature (DEG C)
Figure 112 – High Exhaust System Temperature Lamp Operation Graph

30.3.3 Aftertreatment Regeneration Device Disable Lamp
The ARD Disable Lamp is optional. This lamp is illuminated anytime the Aftertreatment Disable Switch is in the
ON (closed) position.
30.3.4 Bulb Check
The DPF and HEST Lamps are illuminated for two seconds at ignition key on (hard wired lamp only).
30.4 Caterpillar Regeneration System Lamp Programmable Options

These lamps are programmable across several ECM terminals. The table below outlines the parameter names,
default values, programmable options, and ECM Output Type for each ECM terminal.
30.4.1 Lamp Outputs
Parameter Default Available ECM Terminals
High Exhaust System None Low Side Drivers
Temperature Lamp (300 mA)
Diesel Particulate Filter Lamp None J1/P1: 29, 30, 31
Aftertreatment Disable Lamp None High Side Drivers
(2 A)
J1/P1: 10, 11, 12, 13, 19, 20
*Note: The ECM terminals listed above are configurable through the Caterpillar Service Tool or VEPS.
The DPF and HEST Lamp are continuously broadcast over the J1939 Data Link over the PTC 1 message.
Please refer to Chapter 27: J1939 Broadcast Messages.
The graph below shows a typical wiring diagram of the CRS Lamps as low side drivers.
+ 12 V -
ECM
*High Exhaust Temperature
Lamp
High Exhaust System Temperature
Lamp
*Diesel Particulate Filter
Lamp Diesel Particulate Filter Lamp
*Aftertreatment Disable Aftertreatment Disable Lamp
Lamp
J1/P1
*Customer Programming Dependent
Figure 113 – Low Side Wiring Diagram

The table below shows the six optional high side drivers available for the CRS Lamps. The CRS Lamps are
programmable to any of the ECM terminals listed below.
+ 12V -
ECM
P1 J1
Figure 114 – High Side Wiring Diagram
30.5 Dash Switches

30.5.1 Aftertreatment Regeneration Device Disable Switch
This switch disables the ARD. If active regeneration is in process, the regeneration is immediately aborted.
Activating the switch also prevents pending or future regenerations. Caterpillar recommends a normally open (off)
switch. The default for the ARD Disable Switch is “NONE”.
Switch Shown in Off Position

ECM
ARD Disable Switch

5 AP SENSOR/SWITCH SENSOR COMMON
P1 J1
Figure 115 – Aftertreatment Disable Switch Wiring Diagram

30.5.1.1 Disable Switch Operation
The following graph depicts active regeneration aborted by the ARD Disable Switch.
ARD Disable Closed

Switch
Open
ARD Disabled On
Lamp Off
Regeneration Active
Status
Disabled
Figure 116 – Active Regeneration Disabled by Disable Switch Graph

30.5.1.2 Disabling an Active Regeneration
The Regeneration process can be prevented or aborted if the vehicle’s operation or environment requires that
regeneration NOT occur. Regeneration should be disabled (ARD Disable Switch) for short periods of time only.
Regeneration must be allowed; to prevent the engine’s performance from being degraded or prevent possible
engine shutdown (programming dependent).
Disabling regeneration for extended periods of time will result in the Engine and Aftertreatment Monitoring Lamps
to illuminate.
Active diagnostic codes of 3703-31 DPF Active Regeneration Inhibited, 3719-16 Particulate Trap Soot Load
Percent: High – Moderate Severity, and 3719-0 Particulate Trap Soot Load Percent: High – Most Severe, become
active at higher soot levels.
The engine is derated as soot level (level 3 or higher) increases. Engine shutdown may occur (programming
dependent). Engine and Aftertreatment Monitoring system response is covered in Chapter 3: Engine/Aftertreatment
Monitoring.
30.5.2 Aftertreatment Regeneration Device Force Switch
This switch triggers stationary active regeneration. The ARD Force Switch is optional. If used, Caterpillar requires
this to be a normally open, (off) momentary switch. The default for the ARD Force Switch is “None”.
30.5.2.1 Stationary Forced Regeneration Operation

The ARD Force Switch only initiates regeneration when the vehicle is stationary and the DPF Lamp is illuminated.
Caterpillar requires the DPF Lamp to be installed in a location easily visible by the operator when using the
ARD Force Switch.
The ARD Force switch must be held in the ON (closed) position for 2 seconds, and then released. Once the Force
Switch is released the CRS performs a thirty second-system check. During the system check the engine speed
ramps to 1,400 rpm at 50 rpm/s.
During stationary forced regeneration the engine maintains 1,400 rpm to provide optimal ARD performance.
If an ECM controlled fan is installed, the fan remains full on during stationary forced regeneration.
Switch shown in OFF position
ARD Force Switch

AP Sensor/Switch Sensor Common
Figure 117 – Aftertreatment Force Switch Wiring Diagram

30.5.2.2 Force Switch Operation Graph
Force Switch
depressed for 2 seconds
then released.
ARD Force Closed

*Engine ramp to 1400 rpm
Switch at 50 rpm/s.
Open
*30 Second
System
Active
Regeneration Check
Status
Not Active
0 10 20 30 40 50 60
Time (sec)
Figure 118 – Regeneration Active by Aftertreatment Device Force Switch Graph

*Note: OEM operation of the ARD Force Switch over the J1939 Data Link may vary. For operation of the
ARD Force switch, over the J1939 Data Link, consult the OEM.
*Note: Emergency Vehicle ratings do not require the DPF lamp to be illuminated to initiate a Forced/Stationary
regeneration.
30.5.3 Regeneration in PTO Mode
Caterpillar does not allow regeneration, in PTO mode, unless specifically selected by the customer.
To allow regeneration in PTO Mode, the customer must select the programmable parameter, Aftertreatment
Regeneration Device PTO Mode Stationary Regeneration. The default value is set to “Disabled”. To allow
regeneration in PTO mode, this parameter must be programmed to “Enabled”.

When “Enabled”, only forced/stationary regeneration can be performed. The ARD Force switch, and PTO On/
Off switch must be installed and programmed for regeneration to occur. Regeneration will only occur if current
engine speed is between 1,000 – 1,850 rpm when the PTO On/Off switch is in the On position, and regeneration
requirements have been met.
The engine fan is full ON, if an ECM controlled fan is installed. Forced/stationary regeneration can only be
performed if the PTO On/Off switch is in the ON position (closed), and the ARD Force Switch is held ON (closed)
for 2 seconds, then released (open).
Note: If a PTO Engine Set speed is not established, the CRS will perform regeneration at the current engine speed.
Regeneration times vary based on the current engine speed at which regeneration is performed.
30.5.3.1 Regeneration in PTO Mode with Set Speeds.
Regeneration in PTO Mode can be performed at various engine set speeds between Low Idle and Top Engine
Limit. If a PTO set speed is set, regeneration occurs at the PTO set speed currently selected.
Regeneration times vary based on engine speed and temperature conditions.
OEM provided and installed components required
1) ARD Force Switch
2) PTO On/Off Switch
Customer Parameter programming required
1) PTO Configuration programmed to Cab Switches, Remote Switches, Remote Throttle, or Remote Throttle
and J1939 Speed Command.
2) PTO On/Off switch programmed to J1/P1: ECM terminal.
3) ARD Force Switch programmed to J1/P1: ECM terminal.
4) Aftertreatment Regeneration Device PTO Mode Stationary Regeneration Enable Status set to “Enabled”.
*NOTE: Caterpillar allows one time free programming of the Aftertreatment Regeneration Device PTO Mode
Stationary Regeneration Enable Status parameter using the VEPS program. Any additional programming using
VEPS or the Caterpillar Service Tool l requires factory passwords from Caterpillar.
30.5.3.2 Driveline PTO Mode and CRS Operation
Certain applications, such as Fire Truck, use driveline PTO during PTO operation. The transmission is in gear
and may provide a vehicle speed signal to the ECM.
The CRS requires the transmission be in neutral, and the ECM must zero vehicle speed to initiate Forced/Stationary
Regeneration during PTO mode operation. With driveline PTO applications, the ECM ignores the transmission
neutral switch and vehicle speed signals if the ECM is programmed to receive a Parking Brake signal either
hardwired directly to the ECM or receive the parking brake status over the J1939 data link.
Forced/Stationary Regeneration can be performed if the vehicle is in PTO mode, transmission is in gear, vehicle
speed is present, and the Parking Brake input indicates the vehicle is in a parked position. Caterpillar Dedicated
PTO must be programmed. A PTO On/Off switch must also be programmed correctly in the ECM.
1. PTO On/Off Switch connection to J1/P1: input or J1939 Device
2. Parking Brake Switch connection to J1/P1: input or J1939 Device
Customer Parameter Programming required:
1. Aftertreatment Regeneration Device PTO Mode Stationary Regeneration parameter set to Enabled.
2. PTO Configuration set to Cab Switches, Remote Switches, Remote Throttle, or Remote Throttle and
J1939 Speed Command.
3. PTO On/Off Switch set to J1/P1: input or J1939 Device.

4. Parking Brake Switch set to J1/P1: input or J1939 Device.
Additional regeneration requirements are listed in section 30.6 of this guide.
30.6 Stationary Regeneration Requirements
The following list details operating conditions that must be met in order for a regeneration to occur using the
ARD Force Switch.
1. Level 1 or higher regeneration achieved (DPF Lamp On Solid or Flashing)
2. Throttle Position less that 7%
3. ARD Force Switch (Off/On/Off switch transition)
4. Zero vehicle speed
5. Clutch Pedal Position Switch Off (released) (Programming Dependent)
6. Service Brake Pedal Positions #1 Off (released)
7. Engine Coolant Temperature greater than 60° C (140° F)
8. Diesel Particulate Inlet Temperature greater than 100° C (212° F)
9. Aftertreatment Disable Switch Off or Not Programmed
10. Service Brake Pedal Position #2 Off (released) (Programming Dependent)
11. Transmission Neutral Switch ON (In Neutral) (Programming Dependent)
12. Parking Brake Switch On (In Park) (Programming Dependent)
13. PTO On/Off Switch in the Off Position (open) (Programming Dependent)
14. Regeneration in PTO set to Enabled (Forced/Stationary Regeneration) (If Programmed)
15. Engine Speed between 1,000 – 1,850 rpm (Regeneration in PTO mode only)
16. Inlet Air Shutoff Not Activated (if programmed)
17. No J1939 TSC 1 overrides from the Transmission
When the above conditions are not met, appropriate action must be taken to meet the regeneration requirements
outlined above.
30.7 Regeneration Levels

There are 5 levels of regeneration. The CRS notifies the operator through hard wired ECM driven lamp outputs
or over the J1939 Data Link Message Broadcast.
Regeneration Lamp Notification Engine Response Operator Action

Level Amber Red Stop Diesel High Exhaust
Warning Lamp Particulate System
Lamp Filter Lamp Temperature
Lamp
Level 0 OFF OFF OFF OFF Normal No Action
Operation. needed.
*On Solid
DPF Outlet Regeneration as
Temperature needed.
> 450° C (842° F)
Level 1 OFF OFF On Solid OFF Normal operation. Increase vehicle
speed or perform
*On Solid Regeneration
stationary
DPF Outlet Required.
regeneration
Temperature
> 450° C (842° F)
Level 2 OFF OFF Flashing OFF Normal operation. Increase vehicle
speed or perform
*On Solid Regeneration
stationary
DPF Outlet Required.
regeneration.
Temperature
> 450° C (842° F)
Level 3 On Solid OFF Flashing OFF Engine Derated. Increase vehicle
speed or perform
*On Solid
stationary
DPF Outlet
regeneration.
Temperature
> 450° C (842° F)
Level 4 On Solid On Solid Flashing OFF Engine derated Increase vehicle
or shutdown speed or perform
*Flashing *On Solid
(programming stationary
DPF Outlet
dependent) regeneration.
Temperature
> 450° C (842° F) **Regeneration
Locked Out
NOTE: * The Red Stop Lamp flashes 30 seconds prior to engine shutdown.
** Regeneration can still be performed once Level 4 has been reached. Failure to initiate regeneration can cause
the CRS system to lock out regeneration. Once regeneration has been locked out, the DPF Lamp will turn OFF.
Regeneration can only then be performed at a licensed Caterpillar Dealer using the Caterpillar Service Tool.
30.8 J1939 Caterpillar Regeneration System Operation

The following graph details the operation of the CRS over the J1939 Data Link. The J1939 Messages are outlined
below.
Regen Pending
L0 L1 L2 L3 L4 Regen Checkout Regen Active
J 1939
Diesel Particulate
Filter Lamp ON
SPN 3697
1 Hz On solid
Flashing
OFF
J1939 High Exhaust

System Temperature Lamp
SPN 3698 ON
DPF Outlet Temp > 450
DEG C (842 DEG F)
OFF
J1939 Diesel Particulate

Filter Status
SPN 3701
Regen Needed L1
Regen Needed L2
Regen Needed L3
Regen Not Needed
J 1939 Diesel Particulate Filter

Active Regeneration Status
SPN 3700
Active
Regen Needed
Not Active
Figure 119 – J1939 Caterpillar Regeneration Strategy Broadcast Message Operation

30.9 Level 4 Regeneration
30.9.1 Aftertreatment Monitoring set to Shutdown
The engine will shut down when Level 4 regeneration is achieved (pre-shutdown), if the Aftertreatment Monitoring
System is programmed to “Shutdown”. The engine can be restarted and continue to operate in a derated condition.
Regeneration can still be initiated during this time.
If regeneration is not initiated, and the engine continues to operate, soot levels will continue to increase. If the
CRS determines soot levels are too high for mobile or stationary forced regeneration, the engine will shut down.
The engine can be restarted, but will only run for 60 second intervals before engine shutdown occurs. During this
mode of operation, regeneration is locked out. Regeneration can only be initiated by licensed Caterpillar Dealers,
using the Caterpillar Service Tool.
If regeneration of the DPF is not initiated, the Red Stop Lamp flashes 30 seconds prior to the engine shutdown.
30.9.2 Aftertreatment Monitoring set to *Warning or Derate.
The engine will not shut down when Level 4 regeneration is achieved, if the Aftertreatment Monitoring System is
programmed to “*Warning” or “Derate”. The engine will continue to operate in a derated condition. Regeneration can
still be initiated during this time.
If regeneration is not initiated, and the engine continues to operate, soot levels will continue to increase. If the
CRS determines soot levels are to high for mobile or stationary forced regeneration, regeneration is locked out.
No indication is given when regeneration is locked out.

Once locked out, regeneration can be initiated by licensed Caterpillar Dealers, using the Caterpillar Service Tool only.
Note: *Warning Option is available for Emergency Horsepower Ratings Only.
30.10 Enhanced Passive Plus
Enhanced Passive Plus (EPP) controls soot load, in the DPF, during long periods of stationary engine operation
at low idle.
During this process the ARD is activated and maintains elevated exhaust temperatures.
EPP operates periodically at pre-determined soot levels, during EPP operation, engine rpm is increased to
700 rpm and the engine fan (programming dependent) turns ON. The engine ramps to 700 rpm if the Low Idle
programmable parameter is set below 700 rpm.
EPP will operate during PTO Mode operation regardless of Aftertreatment Regeneration Device PTO Mode
Stationary Regeneration programming. Engine speed must be between 700 rpm and Top Engine Limit (TEL)
for EPP to operate.
The HEST Lamp is not illuminated due to the DPF Outlet Temperature being less than 450° C (842° F).
30.10.1 Caterpillar Regeneration Strategy with Enhanced Passive Plus Operation
The following graph outlines operation of the engine and driver interface for the CRS with the Aftertreatment
Monitoring System programmed to Shutdown.
Level 0 Level 1 Level 2 Level 3 Level 4
Derate Increases Engine

ENGINE DERATE NONE 20% 100% Shutdown
**DPF ARD Disable Switch ON

LAMP OFF Flashing OFF
On Solid
AMBER On
OFF
WARNING Solid (1)
PRE SHUTDOWN
**RED STOP Off (1) *Flashing (2/3)
OFF
ENGINE
**HEST
LAMP ON: When HEST > 450 Deg D and Vehicle Speed is < 5 MPH.
MOBILE ACTIVE (Automatic Regeneration)

Service Tool
Passive
STATIONARY ACTIVE (CRS Force Switch) Regeneration
Regeneration
Only
ENHANCED PASSIVE PLUS
INCREASING SOOT LOAD
1. Active Diagnostic Code of 3719-16: Particulate Trap #1 Excessive Soot Loading Moderate Severity
2. Active Diagnostic Code of 3719-0: Particulate Trap #1 Excessive Soot Loading Most Severe
3. Active Diagnostic Code of 1110-31: Engine Protection System has Shutdown Engine (logged at engine shutdown)
Figure 120 – Caterpillar Regeneration with Enhanced Passive Plus

and Aftertreatment Monitoring System set to Shutdown.
Note: *The Red Stop Lamp flashes 30 seconds prior to engine shutdown if Aftertreatment Monitoring Mode
is programmed to Shutdown.
**Active Diagnostic of 3715-31: Particulate Trap Active Regeneration Inhibited Due to Permanent System Lockout
(DPF Replacement Required)
The following graph outlines operation of the engine and driver interface for the CRS with the Aftertreatment
Monitoring System programmed to *Warning or Derate.
Level 0 Level 1 Level 2 Level 3 Level 4
ENGINE DERATE Derate Increases

NONE
20% 100%
**DPF ARD Disable Switch ON

LAMP OFF Flashing OFF
On Solid
AMBER *ON
WARNING OFF
SOLID (1)
**RED
STOP OFF *ON SOLID (2)
LAMP
**HEST
LAMP ON: When HEST > 450 DEG C and Vehicle Speed < 5 MPH
MOBILE ACTIVE (Automatic Regeneration)

Passive SERVICE
Regeneration STATIONARY ACTIVE (CRS Force Switch)
ONLY
ENHANCED PASSIVE
INCREASING SOOT LOAD
1. Active Diagnostic Code of 3719-16: Particulate Trap # 1 Excessive Soot Loading Moderate Severity.
2. Active Diagnostic Code of 3719-0: Particulate Trap #1 Excessive Soot Loading Most Severe.
Figure 121 – Caterpillar Regeneration with Enhanced Passive Plus

and Aftertreatment Monitoring System set to *Warning or Derate.
Note: *Warning Option is available for Emergency Horsepower Ratings Only.
**Red Stop Engine Lamp, High Exhaust System Temperature Lamp, and Diesel Particulate Filter Lamp are optional.
30.11 CRS Soft Shutdown
During regeneration, several factors (vehicle speed, CRS Disable switch, etc.) can cause the ARD to cease
operation, and complete regeneration of the DPF may not occur.
Soft Shutdown maintains elevated temperatures in the ARD. During this time the ARD operation is temporarily
suspended for three minutes. During the three minute time period, if operating conditions are met, the ARD
increases temperatures and continues to perform regeneration. If conditions are not met, the ARD is shutdown.
Soft Shutdown can also be triggered by the Aftertreatment Regeneration Device Soft Shutdown Input parameter.
The ARD Soft Shutdown input provides the end customer the ability to trigger Soft Shutdown at anytime during
an active regeneration.
30.12 Vehicle Speed Inhibiting Regeneration (Transient Regeneration Only)

The CRS inhibits regeneration based on vehicle speed. The following table outlines when regeneration is inhibited.
Regeneration Level Vehicle Speed Regeneration Status

Level 0 > 20 mph Active
Level 0 < 20 mph Inhibited
Level 1, 2, 3, or 4 > 5 mph Active
The CRS is designed to regenerate the DPF with little or no driver intervention. The CRS activates regeneration
during level 0 based on current soot levels in the DPF. Vehicle speed must be equal to, or greater than 32 km/h
(20 mph), for the CRS to regenerate the DPF.
When the CRS sees monitored soot levels reach level 1 (DPF lamp on solid), or higher, the vehicle speed threshold
will be lowered to 8 km/h (5 mph).
If vehicle speed falls below the trip point, the CRS system enters software shutdown for three minutes.
The HEST Lamp (if programmed) operates (soot load dependent) based on vehicle speed thresholds.
30.13 Purge Air Pump
Not Available on 2008 MY engines.
30.14 Heated Nozzle
Heated Nozzle is used to remove residual fuel from the ARD. Residual fuel left from regeneration is detrimental to
the CRS. The Heated Nozzle operates 1 hour for every 25 hours of engine operation.
30.14.1 Heated Nozzle Wiring Requirements
OEM is responsible for supplying un-switched battery connection to the Heated Nozzle from the vehicle batteries.
30.14.2 Wire Size
Caterpillar recommends using #14 AWG GXL wiring for connection to the Heated Nozzle.
30.14.3 Circuit Protection
Caterpillar requires 20 amp circuit protection for the Purge Air Pump.
30.14.4 Heated Nozzle Wiring
OEM Responsibility
20 Amp
+ 12 V -
2 1 Deutsch
155-2269
2 1 Deutsch
3E-3364 ECM
< 1 >
< 2 > Y735-P K 45 Heated Nozzle

< 3 >
79 Sensor Common
< 4 >
J2/P2
Figure 122 – Purge Air Pump Wiring Diagram
30.15 Factory End of Line Testing

Caterpillar provides OEM factory end of line test, this test is designed to allow OEMs the ability to test the function
of the CRS lamps and switches.
The end of line test must be run with the key on/engine off. The ARD Force Switch is pressed for two seconds
and released. Once released, the DPF Lamp and HEST Lamps are illuminated for five seconds.
The procedure is as follows:
• Key on /Engine Off
• Press Aftertreatment Force Switch for two seconds, then release.
DPF and HEST Lamps are illuminated for five seconds, then shutoff.
30.16 CRS Programmable Parameters
Aftertreatment Regeneration Device Programmable Regeneration Monitoring System
Determines the level of action taken by the ECM in response to a potential CRS damaging condition. The ECM
monitors Diesel Particulate Filter Inlet and Outlet Temperatures, as well as Differential Pressure across the Diesel
Particulate Filter.

*Warning Derate FF15
Shutdown
Aftertreatment Regeneration Device Fan Enable Vehicle Speed Threshold

Aftertreatment Regeneration Device Fan Enable Vehicle Speed Threshold parameter defines the vehicle speed
the engine fan will be turned on if vehicle speed falls below the programmed vehicle speed and a regeneration
of the Diesel Particulate Filter is active.
Proper operation of Aftertreatment Regeneration Device Fan Enable Vehicle Speed Threshold parameter is
dependent on the engine ECM controlling the engine fan. The parameter “Fan Control Type” (FC18) must be
programmed to the correct value for proper operation.
Programming this value to 0 mph will disable this feature.

0 km/hr 204 km/hr 32 km/hr FF23
(0 mph) (127 mph) (20 mph)
Aftertreatment Regeneration Device PTO Mode Stationary Regeneration Device Disable Status
The PTO Mode Stationary Regeneration Disable parameter allows the operator to decide if regeneration
of the Diesel Particulate Filter is allowed.
The default is set to Disabled. When programmed to Disabled, regeneration cannot occur.
If programmed to Enabled, a regeneration can be performed by using the CRS Force Switch.
Engine speed must be between 1,000 and 1,850 rpm to perform a stationary/forced regeneration in pto mode.
*NOTE: Factory Passwords are required to Enable this feature.

Data Link Aftertreatment Regeneration Device Disable Status

This parameter allows a technician to disable a regen from occurring for service or troubleshooting.
Diagnostic code 3714-31 Aftertreatment Regeneration Device Inhibited due to Temporary System.
This parameter should be set to “Not Disabled” if service is not being performed on the engine. Failure to properly
program this parameter to its default value can damage the Engine and CRS.

Not Disabled Not Disabled Not Programmable through
VEPS
Disabled
Number of Diesel Particulate Filter(s)

Indicates how many Particulate Filters are installed on the chassis exhaust system. It is imperative the number of
aftertreatment particulate filters be programmed correctly for the Caterpillar Regeneration System to function properly.

1 or 2 1 FECA
Diesel Particulate Filter #1 Serial Number

The Diesel Particulate Filter is equipped with a resistor pack inside the DPF Sensor housing. The ECM auto-detects
the installed DPF and verifies the correct DPF has been installed.
If an incorrect DPF or a DPF without a resistor pack is installed an active diagnostic code of 3936-2: Aftertreatment
Diesel Particulate Filter System Incorrect will be active. The engine will also be derated until a valid DPF is installed
or the correct DPF Serial Number is programmed using the Caterpillar Service Tool.

N/A 0000 N/A
Aftertreatment Regeneration Device Disable Switch

This parameter identifies which switch input on the ECM is used to disable a regeneration event from occurring.
The ARD Disable Switch prevents regeneration from occurring, or disables regeneration of the Diesel Particulate
Filter if currently active. The Diesel Particulate Filter Lamp flashes when the ARD Disable Switch is in the
ON position, and regeneration can be performed.
The ARD Disable Switch should be a normally open on/off switch.

J1/P1: 6, 7, 22, 23, 35, 40, 44, None FD9B
45, 46, 47, 56, 58, 59, 60,
J1939 Cab Display
Aftertreatment Regeneration Device Force Switch

This parameter identifies which switch input on the ECM is used to force a regeneration event to occur.
The ARD Force Switch is a normally open, momentary on/off switch. The ARD Force Switch needs to be held in the
ON (closed) position for two seconds, then released (open) for regeneration to occur.

J1/P1: 6, 7, 22, 23, 35, 40, 44, None FDA7
45, 46, 47, 56, 58, 59, 60,
J1939 Cab Display
Diesel Particulate Filter Lamp

The DPF Lamp is recommended by Caterpillar for all engines equipped with the CRS. The DPF Lamp illuminates
prior to a regeneration of the diesel particulate filter (s). The DPF Lamp is ON solid when a regeneration of the
DPF is needed, the lamp flashes when the regeneration need increases in severity. This lamp will only come on
if vehicle speed is less than 20 mph and regeneration is needed.
Note: The DPF Lamp output is part of the Caterpillar Multi I/O System. Both High Side (2 Amp Output)
or Low Side (Sensor common) Drivers can be programmed. Failure to properly program the DPF Lamp
Output could cause undesired operation or damage to chassis components.

J1/P1: 10, 11, 12, 13, 19, 20, High Side Driver None FD9D
(2 Amp Output)
J1: 29, 30, 31 Low Side Driver
(SENSOR COMMON)
High Exhaust System Temperature Lamp

The HEST Lamp is recommended by Caterpillar for all engines equipped with the Caterpillar Regeneration System.
The HEST Lamp illuminates when the Diesel Particulate Outlet temperature is greater than 450° C and the vehicle
speed is less than 5 mph.
The High Exhaust Temperature Lamp output is available as a High Side (2 Amp) or Low Side (SENSOR COMMON)
Driver from the ECM. It is imperative that the ECM be programmed and wired accordingly to ensure proper
operation of the Diesel Particulate Filter Lamp.

J1/P1: 10, 11, 12, 13, 19, 20 High Side Driver None FDA8
(2 Amp Output)
(Sensor Common)
Aftertreatment Regeneration Device Disable Lamp

The ARD Disable Lamp is optional. The ARD Disable Lamp illuminates when the ARD Disable Switch is in the
ON (closed) position.
The Aftertreatment Disable Lamp output is available as a High Side (2 Amp) or Low Side (SENSOR COMMON)
Driver from the ECM.

J1/P1: 10, 11, 12, 13, 19, 20 High Side Driver None FDB9
(2 Amp Output)
(Sensor Common)
31.0 Customer Parameter Worksheet

Customer Parameter Worksheet page #1
Selected Engine Rating
Rating Number ........................................................................................................ _________________________
Multi-Torque Ratio ................................................................................................... _________________________
Aftertreatment Configuration Number ..................................................................... _________________________
ECM Identification Parameters
Vehicle ID ................................................................................................................ _________________________
Security Access Parameters
ECM Wireless Communication Enable .................................................................... _________________________
Vehicle Speed Calibration ....................................................................................... _________________________
Vehicle Speed Cal (J1939-Trans) ............................................................................ _________________________
Vehicle Speed Cal) J1939 ABS) .............................................................................. _________________________
Vehicle Speed Limit ................................................................................................. _________________________
VSL Protection......................................................................................................... _________________________
Tachometer Calibration............................................................................................ _________________________
Soft Vehicle Speed Limit .......................................................................................... _________________________
Low Speed Range Axle Ratio.................................................................................. _________________________
High Speed Range Axle Ratio ................................................................................. _________________________
Cruise Control Parameters
Low Cruise Control Speed Set Limit........................................................................ _________________________
High Cruise Control Speed Set Limit ....................................................................... _________________________
Engine Retarder Mode ............................................................................................ _________________________
Engine Retarder Minimum VSL Type ....................................................................... _________________________
Engine Retarder Minimum Vehicle Speed ............................................................... _________________________
Auto Retarder in Cruise ........................................................................................... _________________________
Auto Retarder in Cruise Increment .......................................................................... _________________________
Cruise/Idle/PTO Switch Configuration ..................................................................... _________________________
Soft Cruise Control .................................................................................................. _________________________
Adaptive Cruise Control........................................................................................... _________________________
Idle Parameters
Idle Vehicle Speed Limit .......................................................................................... _________________________
Idle RPM Limit ......................................................................................................... _________________________
Idle/PTO RPM Ramp Rate ...................................................................................... _________________________
Idle/PTO Bump RPM ............................................................................................... _________________________
Fast Idle RPM #1 ..................................................................................................... _________________________
Fast Idle RPM #2 ..................................................................................................... _________________________
Warm Up Mode Idle Speed ..................................................................................... _________________________

Dedicated PTO Parameters
PTO Configuration ................................................................................................... _________________________
PTO Top Engine Limit .............................................................................................. _________________________
PTO Engine RPM Set Speed .................................................................................. _________________________
PTO Engine RPM Set Speed A ............................................................................... _________________________
PTO Engine RPM Set Speed B ............................................................................... _________________________
PTO to Set Speed ................................................................................................... _________________________
Maximum PTO Enable Speed ................................................................................. _________________________
PTO Cab Controls RPM Limit .................................................................................. _________________________
PTO Kickout Vehicle Speed Limit ............................................................................ _________________________
Maximum PTO Vehicle Speed ................................................................................. _________________________
Torque Limit ............................................................................................................. _________________________
PTO Shutdown Time................................................................................................ _________________________
PTO Shutdown Timer Maximum RPM ..................................................................... _________________________
PTO Activates Cooling Fan...................................................................................... _________________________
Engine/Gear Parameters
Lower Gears Engine RPM Limit .............................................................................. _________________________
Lower Gears Turn Off Speed ................................................................................... _________________________
Intermediate Gears Engine RPM Limit .................................................................... _________________________
Intermediate Gears Turn Off Speed......................................................................... _________________________
Gear Down Protection RPM Limit............................................................................ _________________________
Gear Down Protection Turn On Speed .................................................................... _________________________
Low Idle Engine RPM .............................................................................................. _________________________
Transmission Style................................................................................................... _________________________
Eaton Top 2 Override with Cruise ............................................................................ _________________________
Top Gear Ratio ........................................................................................................ _________________________
Top Gear Minus One Ratio ...................................................................................... _________________________
Top Gear Minus Two Ratio ....................................................................................... _________________________
Governor Type ......................................................................................................... _________________________
Transmission Neutral Start Interlock ........................................................................ _________________________
Emissions Parameters
Aftertreatment Regeneration Device Programmable Regeneration
Monitoring System ................................................................................................... _________________________
Aftertreatment Regeneration Device Fan Enable Vehicle Speed Threshold ........... _________________________
Aftertreatment Regeneration Device PTO Mode Stationary Regeneration
Enable Strategy ....................................................................................................... _________________________
Malfunction Indicator Lamp ..................................................................................... _________________________
Data Link Aftertreatment Regeneration Device Disable Status ............................... _________________________
Number of Particulate Filters ................................................................................... _________________________
Timer Parameters
Idle Shutdown Time (0=OFF) .................................................................................. _________________________
Idle Shutdown Timer Maximum RPM ...................................................................... _________________________

Allow Idle Shutdown Override ................................................................................. _________________________
Idle Shutdown Ignore Neutral Switch ...................................................................... _________________________
Minimum Idle Shutdown Outside Temp ................................................................... _________________________
Maximum Idle Shutdown Outside Temp .................................................................. _________________________
A/C Switch Fan On-Time ......................................................................................... _________________________
Engine Retarder Delay ............................................................................................ _________________________
Smart Idle Parameters
Battery Monitor and Engine Control Voltage............................................................ _________________________
Engine Monitoring Parameters
Engine Monitoring Mode ......................................................................................... _________________________
Engine Monitoring Lamps
Red Stop Lamp........................................................................................................ _________________________
Low Coolant Level Lamp ......................................................................................... _________________________
High Coolant Temperature Lamp ............................................................................. _________________________
Low Oil Pressure Lamp ........................................................................................... _________________________
Coolant Level Sensor .............................................................................................. _________________________
Maintenance Parameters
Maintenance Indicator Mode ................................................................................... _________________________
PM1 Interval ............................................................................................................ _________________________
Engine Oil Capacity ................................................................................................. _________________________
Trip Parameters
Fuel Correction Factor ............................................................................................. _________________________
Dash – Change Fuel Correction Factor ................................................................... _________________________
Dash – PM1 Reset .................................................................................................. _________________________
Dash – Fleet Trip Reset ........................................................................................... _________________________
Dash – State Selection ............................................................................................ _________________________
Theft Deterrent System Control ............................................................................... _________________________
Theft Deterrent Password ........................................................................................ _________________________
Quick Stop Rate ...................................................................................................... _________________________
Vehicle Overspeed Threshold .................................................................................. _________________________
Vehicle Activity Report
Minimum Idle Time .................................................................................................. _________________________
Driver Reward
Driver Reward Enable.............................................................................................. _________________________
Fan Control
Fan Control Type...................................................................................................... _________________________
Fan Pulley Ratio ...................................................................................................... _________________________
Fan with Engine Retarder in High Mode .................................................................. _________________________
Number of Cooling Fan Blades................................................................................ _________________________
Cooling Fan Diameter .............................................................................................. _________________________

Input Selections ..................................................................................................... _________________________
Fan Override Switch ................................................................................................ _________________________
Transmission Neutral Switch ................................................................................... _________________________
Ignore Brake/Clutch/Neutral/Park Switch ................................................................ _________________________
Torque Limit Switch ................................................................................................. _________________________
PTO ON/Off Switch ................................................................................................. _________________________
Remote PTO Set Switch .......................................................................................... _________________________
Remote PTO Resume Switch .................................................................................. _________________________
PTO Engine RPM Set Speed Input A ...................................................................... _________________________
PTO Engine RPM Set Speed Input B ...................................................................... _________________________
Starting Aid On/Off Switch....................................................................................... _________________________
Two Speed Axle Switch ........................................................................................... _________________________
Cruise Control On/Off Switch .................................................................................. _________________________
Cruise Control Set/Switch........................................................................................ _________________________
Cruise Control Resume Switch................................................................................ _________________________
Cruise Control Pause Switch ................................................................................... _________________________
Clutch Pedal Position Switch ................................................................................... _________________________
Retarder Low/High Switch ....................................................................................... _________________________
Retarder Med/High Switch....................................................................................... _________________________
Service Brake Pedal Position Switch #1 .................................................................. _________________________
Fast Idle Enable Switch ........................................................................................... _________________________
Parking Brake Switch............................................................................................... _________________________
PTO Accelerator Sensor .......................................................................................... _________________________
PTO Engine Shutdown Switch................................................................................. _________________________
Service Brake Pedal Position Switch #2 .................................................................. _________________________
Accelerator Pedal Position ....................................................................................... _________________________
A/C High Pressure Switch ....................................................................................... _________________________
Vehicle Speed Input................................................................................................. _________________________
Aftertreatment Regeneration Disable Switch........................................................... _________________________
Aftertreatment Regeneration Force Switch ............................................................. _________________________
Air Inlet Shutoff Switch ............................................................................................ _________________________
Aftertreatment Regeneration Device Soft Shutdown Switch ................................... _________________________
Output Selections
Engine Running Output ........................................................................................... _________________________
Engine Shutdown Output......................................................................................... _________________________
Auxiliary Brake ......................................................................................................... _________________________
Starting Aid Output .................................................................................................. _________________________
PTO Active Output ................................................................................................... _________________________
PTO Switch On Lamp .............................................................................................. _________________________
Fast Idle Enabled Lamp ........................................................................................... _________________________
Lockout Solenoid ..................................................................................................... _________________________

Shift Solenoid .......................................................................................................... _________________________
Diesel Particulate Filter Lamp.................................................................................. _________________________
High Exhaust System Temperature Lamp ............................................................... _________________________
Aftertreatment Disable Lamp ................................................................................... _________________________
Air Inlet Shutoff Relay Control ................................................................................. _________________________
Fuel Tank Parameters
Primary Fuel Tank Capacity..................................................................................... _________________________
Secondary Fuel Tank Capacity ................................................................................ _________________________
Passwords
Customer Password #1 ........................................................................................... _________________________
Customer Password #2 ........................................................................................... _________________________
Data Link Parameters
Power Train Data Link .............................................................................................. _________________________
System Settings
Air Inlet Shutoff System Installation Status.............................................................. _________________________
Engine Pre-Cooler Installation Status...................................................................... _________________________
Vehicle Voltage Selection......................................................................................... _________________________
Compression Brake System Installation Status ....................................................... _________________________
32.0 ECM Date/Time Clock

The ECM date & time can be programmed using an Electronic Service Tool or VEPS. The Electronic Service Tool
will display the programmed Date in Month/Day/Year format and the programmed Time in Hour:Minute:Second
format. The Electronic Service Tool has the option to program any date/time or automatically select the date/time
stored in the PC real time clock. The date and time will remain in the ECM and will not reset even if the Unswitched
Battery connections are removed.
The real time clock is used to date/time stamp the following critical event codes: 84-00 Vehicle Overspeed Warning,
190-15 Engine Overspeed Warning, 110-16 Very High Coolant Temperature, 100-1 Very Low Oil Pressure, and
111-1 Very Low Coolant Level.
32.1 Clock Accuracy
The ECM real time clock is accurate to within four minutes per month worst case. Typically the accuracy is similar
to a personal computer real time clock.
Date Time VEPS PID

Month/Day/Year Hour/Minute/Second FC1D
33.0 ECM Diagnostic Clock

The Diagnostic Clock should not be confused with the ECM Date/Time clock. The Diagnostic Clock records actual
hours that the ECM has been powered (ignition key switch ON). The diagnostic clock information is used to log
diagnostic code and event code occurrences. Logged diagnostic codes and event codes display the diagnostic
clock hour of the first and last occurrence and the total number of occurrences. The Diagnostic Clock does not
represent actual Engine Hours, it increments any time the ECM is powered regardless of whether the engine
is running or not. Actual Engine Running hours (Total Time) can be obtained from the Current Totals menu of
ET (Electronic Technician).
34.0 ECM Vehicle Harness Connector Terminal Assignments and Loads

Terminal Wire ID Wire Signal Assignment Voltage Current
*1 N/A N/A N/A N/A N/A N/A
2 G897-OR 18 AWG Supply +5V: 5 VDC 40 mA
4 Pin Coolant Level
Sensor Supply
Fan Speed Sensor Supply
3 993-BR 18 AWG Common Input Sensor Common #2:
Sensor Used for PTO Applications
Common
4 C985-BU 18 AWG Supply +8v: Accelerator Pedal 8 VDC 40 mA
Sensor Supply
5 H795-PK 18 AWG Sensor AP Sensor/Switch
Common Sensor Common:
Cruise, Brake, Clutch,
Fast Idle, A/C High Pressure,
Accelerator Pedal Position
Sensor, etc.
*6 G843-OR 18 AWG Switch To Input #6: 13 VDC 6.5 mA
Sensor *Cruise On/Off Switch
Common
*Cruise Set Switch
*Cruise Resume Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
*Fan Override Switch
*Ignore Brake/Clutch/Neutral/
Park Switch
*Two Speed Axle Switch
*Starting Aid On/Off Switch
*PTO Engine Shutdown Switch
*Torque Limit Switch
*Remote PTO Set Switch
*Remote PTO Resume Switch
*PTO Set Speed A Switch
*PTO Set Speed B Switch
Retarder Lo/High Switch
Retarder Med/High Switch
*Fast Idle Switch
*Aftertreatment Disable Switch
*Aftertreatment Force Switch
Parking Brake Switch

*7 G841-GN 18 AWG Switch to Input #4: 13 VDC 6.5 mA
Common *Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch
8 E794-YL 18 AWG Data Link J1587 Data Link Positive 5 VDC 100 mA
9 E718-PK 18 AWG High Side J1587 Data Link Negative 5 VDC 100 mA
**10 E718-PK 18 AWG High Side Output #2: Battery+ 2A
**Starting Aid Output
**PTO Active Output
**Fast Idle Lamp
**Engine Shutdown Output
**Engine Running Output
**Eaton Top 2 Shift Solenoid
**Eaton Top 2 Lockout Solenoid
**Auxiliary Brake
**Red Stop Lamp
**Low Oil Pressure Lamp
**Low Coolant Level Lamp
**High Coolant
Temperature Lamp
**PTO Switch On Lamp
**Diesel Particulate Filter Lamp
**High Exhaust
Temperature Lamp
**Malfunction Indicator Lamp

**11 G837-YL 18 AWG High Side Output #5: Battery + 2A
**PTO Active Output
**Fast Idle Lamp
**Eaton Top 2 Lockout
Solenoid
**Auxiliary Brake
**Red Stop Lamp
**High Coolant
Temperature Lamp
**High Exhaust
Temperature Lamp
**12 E991-GY 18 AWG High Side Output #3: Battery + 2A
**PTO Active Output
**Fast Idle Lamp
**Auxiliary Brake
**Red Stop Lamp
**High Coolant
Temperature Lamp
**High Exhaust
Temperature Lamp

**13 G836-WH 18 AWG High Side Output #4: Battery 2A
**Three Speed Fan Brake
Mode Driver (fan programmed
to three speed option)
**PTO Active Output
**Fast Idle Lamp
**Auxiliary Brake
**Red Stop Lamp
**High Coolant
Temperature Lamp
**High Exhaust
Temperature Lamp
14 Y952-YL 18 AWG PWM Input Fan Speed Sensor 5 VDC 0.6 mA
15 H479-OR 18 AWG Analog Input Primary Fuel Level Sensor 5 VDC 0.6 mA
16 N/A N/A N/A N/A N/A N/A
17 C453-YL 18 AWG Analog Input Ambient Air Temperature 13 VDC 0.6 mA
18 L901-GY 18 AWG Sensor Input Sensor Common #1
Common

**19 G838-BR 18 AWG High Side Output #6: Battery + 2A
**PTO Active Output
**Fast Idle Lamp
**Auxiliary Brake
**Red Stop Lamp
**High Coolant
Temperature Lamp
**High Exhaust
Temperature Lamp
High Exhaust
Temperature Lamp
**20 G839-BU 18 AWG High Side Output #7: 13 VDC 2A
**PTO Active Output
**Fast Idle Lamp
**Eaton Top 2 Lockout
Solenoid
**Auxiliary Brake
**Red Stop Lamp
**High Coolant
Temperature Lamp
**High Exhaust
Temperature Lamp
21 G840-PU 18 AWG High Side Output #8: Battery + 2A
Primary Fan Control Driver

*22 C977-BU 18 AWG Switch to Clutch Pedal Position Switch 13 VDC 6.5 mA
Sensor (default)
Common *Cruise On/Off Switch
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch

*23 E716-GY 18 AWG Switch to Retarder Low/Hi Switch 13 VDC 6.5 mA
Sensor (default)
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch
24 N/A N/A N/A TDC Service Probe + N/A N/A
25 N/A N/A N/A TDC Service Probe – N/A N/A
26 C453-YL 18 AWG Analog Input 2-Wire Float Coolant 13 VDC 0.6 mA
Level Sensor
27 G447-PK 18 AWG Analog Input Secondary Fuel Level Sensor 5 VDC 0.6 mA
28 L994-YL 18 AWG Low Side Amber Warning Lamp Battery 0.3 A
**29 659-PK 18 AWG Low Side Red Stop Lamp (default) Battery 0.3 A
**PTO Active Output
**Fast Idle Lamp
**Auxiliary Brake
**Red Stop Lamp
**High Coolant
Temperature Lamp
**High Exhaust
Temperature Lamp

**30 K998-BU 18 AWG Low Side Output #1: Battery + 0.3 A
High Exhaust Temperature
Lamp (default)
**PTO Active Output
**Fast Idle Lamp
**Auxiliary Brake
**Red Stop Lamp
**High Coolant
Temperature Lamp
**High Exhaust
Temperature Lamp
**31 G880-PK 18 AWG Low Side Diesel Particulate Filter Battery + 0.3 A
Lamp (default)
**PTO Active Output
**Fast Idle Lamp
**Auxiliary Brake
**Red Stop Lamp
**High Coolant
Temperature Lamp
**High Exhaust
Temperature Lamp
32 G808-PK 18 AWG Differential Vehicle Speed In +
Input
33 G809-GN 18 AWG Differential Vehicle Speed In –
Input
34 K990-GN 18 AWG Data Link J1939 Data Link Negative Per J1939

*35 C978-BR 18 AWG Switch to Sensor Cruise Set Switch (default) 13 VDC 6.5 mA
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch
36 C974-PU 18 AWG Complementary Speedometer + 9 volts 4 mA
37 C973-GN 18 AWG Complementary Speedometer – 9 volts 4 mA
38 450-YL 18 AWG Complementary Tachometer + 9 volts 4 mA
39 451-BR 18 AWG Complementary Tachometer – 9 volts 4 mA

*40 E717-GN 18 AWG Switch to Retarder Solenoid Med/Hi 13 VDC 6.5 mA
Sensor Switch (default)
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch
41 E971-GN 18 AWG Switch to A/C High Pressure Switch 13 VDC 6.5 mA
Sensor
Common
42* A249-BK 18 AWG Data Link J1939 Data Link Shield Per J1939
43 Not Used

*44 C979-OR 18 AWG Switch to Cruise Resume Switch 13 VDC 6.5 mA
Sensor (default)
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch

*45 C992-PU 18 AWG Switch to Service Brake Position 13 VDC 6.5 mA
Sensor Switch #1 (default)
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch

*46 G844-PK 18 AWG Switch to Input #7: 13 VDC 6.5 mA
Common
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch

*47 G842-GY 18 AWG Switch to Input #5: 13 VDC 6.5 mA
Common
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch
48 101-RD 14 AWG Supply Unswitched + Battery Battery 10 A
49 C983-WH 18 AWG Analog Input Coolant Level Normal 13 VDC 0.6 mA
(4 pin sensor)
50 K900-YL 18 AWG Data Link J1939 Data Link Positive Per J1939
51 Not Used
54 C984-YL 18 AWG Analog Input Coolant Level Low 13 VDC 0.6 mA
(4 pin sensor)

*56 K999-GN 18 AWG Switch to *Cruise On/Off Switch 13 VDC 6.5 mA
Sensor *Cruise Set Switch
Common
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch
57 Not Used

*58 K980-PK 18 AWG Switch to Input #2: 13 VDC 6.5 mA
Common
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch

*59 C975-WH 18 AWG Switch to Cruise Control On/Off Switch 13 VDC 6.5 mA
Sensor (default)
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch

*60 K982-YL 18 AWG Switch to Input #3: 13 VDC 6.5 mA
Common
*Cruise Set Switch
*Clutch Switch
*Brake Switch #1
*PTO On/Off Switch
Park Switch
*Fast Idle Switch
61 Not Used
62 G881-BU 18 AWG Switch to *Neutral Switch Battery 6.0 mA
Battery +
63 229-BK 14 AWG Supply –Battery –Battery 10 A
64 G882-WH 18 AWG Switch to *Service Brake Position Battery 6.0 mA
Battery + Switch #2
66 C986-BR 18 AWG PWM Input Accelerator Pedal Position 5 VDC 40 mA
68* G845-PU 18 AWG PWM Input Input #8: 5 VDC 40 mA
Remote PTO Accelerator
Position
69 229-BK Supply –Battery –Battery 10 A
70 J906-BR 18 AWG Switch to Ignition Key Switch Battery 1.2 mA
+Battery
*Indicates items that are dependent upon Customer Parameter Programming. Parameters are now selectable
across more ECM pin cavity locations.
**ECM Drivers are either High Side Drivers (+) or Low Side Drivers (–). Programming parameters to the wrong pin
location could result in improper operation, or damage to chassis components and or wiring.
Note: The Aftertreatment Regeneration Switch can be either the Disable Switch or the Force Switch. The operation
of the switch is programming dependent.
35.0 ATA/J1939 Diagnostic Code Quick Reference

Refer to Troubleshooting Manual for Recommended Service Procedures
J1939 SPN-FMI PID/SID-FMI Diagnostic Code Description

38-3 38-3 Second Fuel Level: Voltage Above Normal
38-4 38-4 Second Fuel Level: Voltage Below Normal
*69-9 *231-12 Two Speed Axle Switch: Abnormal Update
*69-19 *231-12 Two Speed Axle Switch: Data Error
*70-9 *231-12 Parking Brake Switch: Data Error
*70-19 *231-12 Parking Brake Switch: Abnormal Update
84-0 84-0 Wheel-Based Vehicle Speed: High – Most Severe
84-2 84-2 Wheel-Based Vehicle Speed: Erratic, Intermittent, or Incorrect
84-8 84-8 Wheel-Based Vehicle Speed: Abnormal Frequency, Pulse Width, or Period
84-10 84-10 Wheel-Based Vehicle Speed: Abnormal Rate of Change
84-14 84-14 Wheel-Based Vehicle Speed: Special Instruction
84-19 84-1 Wheel-Based Vehicle Speed: Abnormal Update
91-8 91-8 Accelerator Pedal Position 1: Abnormal Frequency, Pulse Width, or Period
91-13 91-13 Accelerator Pedal Position 1: Calibration Required
94-15 94-0 Engine Fuel Delivery Pressure High – Least Severe (1)
96-3 96-3 Fuel Level: Voltage Above Normal
96-4 96-4 Fuel Level: Voltage Below Normal
100-1 100-11 Engine Oil Pressure: Low – Most Severe
100-3 100-3 Engine Oil Pressure: Voltage Above Normal
100-4 100-4 Engine Oil Pressure: Voltage Below Normal
100-10 100-10 Engine Oil Pressure: Abnormal Rate of Change
100-17 100-1 Engine Oil Pressure: Low – Least Severe
101-3 101-3 Engine Crankcase Pressure: Voltage Above Normal
101-4 101-4 Engine Crankcase Pressure: Voltage Below Normal
101-15 101-0 Engine Crankcase Pressure: High – Least Severe
101-16 101-11 Engine Crankcase Pressure: High – Moderate Severity
101-18 101-1 Engine Crankcase Pressure: Low – Least Severe
102-3 102-3 Engine Intake Manifold #1 Pressure: Voltage Above Normal
102-4 102-4 Engine Intake Manifold #1 Pressure: Voltage Below Normal
102-10 102-10 Engine Intake Manifold #1 Pressure: Abnormal Rate of Change
102-18 102-14 Engine Intake Manifold #1 Pressure: Low – Moderate Severity
105-3 105-3 Engine Intake Manifold 1 Temperature: Voltage Above Normal
105-4 105-4 Engine Intake Manifold 1 Temperature: Voltage Below Normal
105-15 105-0 Engine Intake Manifold 1 Temperature: High – Least Severe
105-16 105-11 Engine Intake Manifold 1 Temperature: High – Moderate Severity
110-3 110-3 Engine Coolant Temperature: Voltage Above Normal
110-4 110-4 Engine Coolant Temperature: Voltage Below Normal
110-15 110-0 Engine Coolant Temperature: High – Least Severe
110-16 110-11 Engine Coolant Temperature: High – Moderate Severity
111-1 111-11 Engine Coolant Level: Low – Most Severe
111-2 111-2 Engine Coolant Level: Low – Most Severe
111-3 111-3 Engine Coolant Level: Voltage Above Normal
111-4 111-4 Engine Coolant Level: Voltage Below Normal
111-14 111-14 Low Coolant Level Warning (Less that 6 hours)

111-17 111-1 Engine Coolant Level: Low – Least Severe
158-2 43-2 Battery Potential (Voltage) Switched: Erratic, Intermittent, or Incorrect
168-2 168-2 Electrical Potential (Voltage): Erratic, Intermittent, or Incorrect
168-3 168-3 Electrical Potential (Voltage): Voltage Above Normal
168-4 168-4 Electrical Potential (Voltage): Voltage Below Normal
171-3 171-3 Ambient Air Temperature: Voltage Above Normal
171-4 171-4 Ambient Air Temperature: Voltage Below Normal
171-9 *231-12 Ambient Air Temperature Abnormal Update Rate
171-11 171-11 No Outside Air Temp Data
171-19 *231-12 Ambient Air Temperature Data Error
172-2 172-2 Engine Air Inlet Temperature: Erratic, Intermittent, or Incorrect
172-3 172-3 Engine Air Inlet Temperature: Voltage Above Normal
172-4 172-4 Engine Air Inlet Temperature: Voltage Below Normal
174-3 174-3 Engine Fuel Temperature: Voltage Above Normal
174-4 174-4 Engine Fuel Temperature: Voltage Below Normal
174-15 174-0 Engine Fuel Temperature: High – Least Severe
186-4 186-4 PTO Engine Shutdown Switch Voltage High
186-14 186-14 PTO Engine Shutdown Switch Occurrence
190-8 190-8 Engine Speed: Abnormal Frequency, Pulse Width, or Period
190-15 190-0 Engine Speed: High – Least Severe
191-7 191-7 Transmission Output Shaft Speed: Not Responding Properly
310-0 310-0 Aftertreatment Successful Regeneration
*524-9 *231-12 Transmission Neutral Switch: Abnormal Update
*524-19 *231-12 Transmission Neutral Switch: Data Error
592-31 71-0 Engine Idle Shutdown Timer Override
593-31 71-1 Idle Shutdown Occurrence
593-31 71-14 PTO Idle Shutdown Occurrence
*596-9 *231-12 Cruise Control Enable Switch: Abnormal Update
596-19 *231-12 Cruise Control Enable Switch: Data Error
*597-9 *231-12 Service Brake Switch # 1: Abnormal Update
*597-11 246-11 Brake Switch: Other Failure Mode
*597-19 *231-12 Service Brake Switch # 1: Data Error
*598-9 *231-12 Clutch Pedal Position Switch: Abnormal Update
*598-19 *231-12 Clutch Pedal Position Switch: Data Error
*599-9 *231-12 Cruise Set Switch: Abnormal Update
*599-19 *231-12 Cruise Set Switch: Data Error
*600-9 *231-12 Cruise Decel Switch: Abnormal Update
*600-19 *231-12 Cruise Decel Switch: Data Error
*601-9 *231-12 Cruise Resume Switch: Abnormal Update
*601-19 *231-12 Cruise Resume Switch: Data Error
*602-9 *231-12 Cruise Accel Switch: Abnormal Update
*602-19 *231-12 Cruise Accel Switch: Data Error
603-11 247-11 Brake Pedal Switch #2: Other Failure Mode

626-5 237-5 Engine Start Enable Device 1: Current Below Normal
626-6 237-6 Engine Start Enable Device 1: Current Above Normal
630-2 253-2 Calibration Memory: Erratic, Intermittent, or Incorrect
630-11 253-11 Calibration Memory: Other Failure Mode
631-11 252-11 Primary to Secondary Engine Timing
637-11 22-11 Engine Timing Sensor: Other Failure Mode
637-13 22-13 Engine Timing Sensor: Calibration Required
639-9 231-9 J1939 Network #1 Special Instructions
639-14 231-14 J1939 Network #1 Abnormal Update
644-8 30-8 Engine External Speed Command Input :
Abnormal Frequency, Pulse Width, or Period
644-13 30-13 Engine External Speed Command Input : Calibration Required
651-2 1-2 Engine Injector Cylinder #01 Erratic, Intermittent, or Incorrect
651-5 1-5 Engine Injector Cylinder #01: Current Below Normal
651-6 1-6 Engine Injector Cylinder #01: Current Above Normal
651-7 1-7 Cylinder #1 Injector Not Responding
678-3 41-3 ECU 8 Volts DC Supply: Voltage Above Normal
678-4 41-4 ECU 8 Volts DC Supply: Voltage Below Normal
706-5 54-5 Auxiliary I/O #06: Current Below Normal
706-6 54-6 Auxiliary I/O #06: Current Above Normal
707-5 55-5 Auxiliary I/O #07: Current Below Normal
707-6 55-6 Auxiliary I/O #07: Current Above Normal
723-8 64-8 Engine Speed Sensor #2: Abnormal Frequency, Pulse Width, or Period
925-5 40-5 Auxiliary Output #2 Current Low
925-6 40-6 Auxiliary Output #2 Current High

*973-9 *231-12 Engine Retarder Selection: Abnormal Update
*973-19 *231-12 Engine Retarder Selection: Data Error
*979-9 *231-12 PTO Set Speed A Switch: Abnormal Update
*979-19 *231-12 PTO Set Speed A Switch: Data Error
*980-9 *231-12 PTO Enable Switch: Data Error
*980-19 *231-12 PTO Enable Switch: Abnormal Update
*982-9 *231-12 Remote PTO Resume Switch: Abnormal Update
*982-19 *231-12 Remote PTO Resume Switch: Data Error
*984-9 *231-12 Remote PTO Set Switch: Abnormal Update
*984-19 *231-12 Remote PTO Set Switch: Data Error
*985-9 *231-12 A/C Pressure Switch: Abnormal Update
*985-19 *231-12 A/C Pressure Switch: Data Error
*986-9 *231-12 Fan Override Switch: Abnormal Update
*986-19 *231-12 Fan Override Switch: Data Error
1072-5 121-5 Engine (Compression) Brake Output #1: Current Below Normal
1072-6 121-6 Engine (Compression) Brake Output #1: Current Above Normal
1073-5 122-5 Engine (Compression) Brake Output #2: Current Below Normal
1073-6 122-6 Engine (Compression) Brake Output #2: Current Above Normal
1110-31 71-11 Engine Protection System has Shutdown Engine
1196-14 224-14 Engine Cranking with Theft Deterrent Enabled
1196-31 224-11 Theft Deterrent Enabled
1237-14 71-14 PTO Shutdown
1321-14 226-14 Missing or Invalid J1939 Transmission Starter Interlock Message
*1633-9 *231-12 Cruise Control Pause Switch: Abnormal Update
*1633-19 *231-12 Cruise Control Pause Switch: Data Error
1845-9 N/A Transmission Data Abnormal Update Rate
2813-5 395-5 Air Inlet Shutoff Control Output Current Low
2813-6 3952-6 Air Inlet Shutoff Control Output Current High
2813-14 395-14 Engine Air Shutoff Command Status special instruction
2813-31 395-11 Engine Air Shutoff Command Status
2948-3 385-3 Engine Intake Valve Actuation System Oil Pressure: Voltage Above Normal
2948-4 385-4 Engine Intake Valve Actuation System Oil Pressure: Voltage Below Normal
2948-18 385-1 Engine Intake Valve Actuation System Oil Pressure Low –
Moderate Severity (2)
2949-5 283-5 Engine Intake Valve Actuation System Oil Pressure Control Valve:
Current Below Normal
Current Above Normal
Not Responding Properly
2950-5 285-5 Engine Intake Valve Actuator #1: Current Below Normal
2950-6 285-6 Engine Intake Valve Actuator #1: Current Above Normal
2950-7 285-7 Engine Intake Valve Actuator #1: Not Responding Properly

3241-3 326-3 Exhaust Gas Temperature 1: Voltage Above Normal
3241-4 326-4 Exhaust Gas Temperature 1: Voltage Below Normal
3242-2 318-2 Particulate Trap #1 Intake Temperature Incorrect
3242-3 318-3 Particulate Trap Intake Gas Temperature (bank 1): Voltage Above Normal
3242-4 318-4 Particulate Trap Intake Gas Temperature (bank 1): Voltage Below Normal
3242-16 318-11 Particulate Trap Intake Gas Temperature (bank 1):
High – Moderate Severity (2)
3242-18 318-14 Particulate Trap Intake Gas Temperature (bank 1): Low – Moderate Severity
3242-20 318-2 Particulate Filter Intake Gas Temperature Drifted High
3242-21 318-1 Particulate Trap Intake Gas Temperature data drifted low
3245-15 328-0 Exhaust Gas Temperature 3: High – Least Severe (1)
3246-2 320-2 Particulate Trap #1 Outlet Temperature Incorrect
3246-3 320-3 Particulate Trap Outlet Gas Temperature (bank 1): Voltage Above Normal
3246-4 320-4 Particulate Trap Outlet Gas Temperature (bank 1): Voltage Below Normal
3246-15 320-0 Particulate Trap Outlet Gas Temperature (bank 1): High – Least Severe (1)
3246-16 320-11 Particulate Trap Outlet Gas Temperature (bank 1):
High – Moderate Severity
3246-18 320-1 Particulate Trap Outlet Gas Temperature (bank 1): Low – Least Severe
3246-20 320-2 Particulate Filter Outlet Gas Temperature Drifted High
3246-21 320-2 Particulate Filter Outlet Gas Temperature Drifted High
3251-0 324-11 High Particulate Trap #1 Differential Pressure: Most Severe (3)
3251-2 324-2 Particulate Trap #1 Differential Pressure Incorrect
3251-3 324-3 Particulate Trap Differential Pressure (bank 1): Voltage Above Normal
3251-4 324-4 Particulate Trap #1 Differential Pressure (bank 1): Voltage Below Normal
3251-16 324-0 Particulate Trap Differential Pressure (bank 1): High – Moderate Severity
3251-18 324-1 Particulate Trap Differential Pressure (bank 1): Low – Least Severe
3251-20 324-2 Particulate Trap Differential Pressure Data Drifted High
3251-21 324-2 Particulate Trap Differential Pressure Data Drifted Low

3276-2 319-2 Particulate Trap #2 Intake Temperature Incorrect
3276-3 319-3 Particulate Trap Intake Gas Temperature (bank 2): Voltage Above Normal
3276-4 319-4 Particulate Trap Intake Gas Temperature (bank 2): Voltage Below Normal
Low – Moderate Severity (2)
3276-20 319-2 Particulate Trap Intake Gas Temperature (bank 2) Data Drifted High
3276-21 319-2 Particulate Trap Intake Gas Temperature (bank 2) Data Drifted Low
3280-2 321-2 Particulate Trap #2 Outlet Temperature Incorrect
3280-3 321-3 Particulate Trap Outlet Gas Temperature (bank 2): Voltage Above Normal
3280-4 321-4 Particulate Trap Outlet Gas Temperature (bank 2): Voltage Below Normal
3280-15 321-0 Particulate Trap Outlet Gas Temperature (bank 2): High – Least Severe (1)
3280-16 321-11 Particulate Trap Outlet Gas Temperature (bank 2):
3280-18 321-1 Particulate Trap Outlet Gas Temperature (bank 2)
Low – Moderate Severity (2)
3280-20 321-2 Particulate Trap Outlet Gas Temperature (bank 2) Data Drifted High
3280-21 321-2 Particulate Trap Outlet Gas Temperature (bank 2) Data Drifted Low
3285-0 325-11 Particulate Trap Differential Pressure (bank 2) High – Most Severe (3)
3285-2 325-2 Particulate Trap #2 Differential Pressure Incorrect
3285-3 325-3 Particulate Trap Differential Pressure (bank 2): Voltage Above Normal
3285-4 325-4 Particulate Trap Differential Pressure (bank 2): Voltage Below Normal
3285-16 325-11 Particulate Trap Differential Pressure (bank 2):
3285-18 325-1 Particulate Trap Differential Pressure (bank 2) Low – Moderate Severity (2)
3285-20 325-1 Particulate Trap Differential Pressure (bank 2) Data Drifted High
3285-21 325-1 Particulate Trap Differential Pressure (bank 2) Data Drifted Low
3473-31 356-11 Aftertreatment #1 Failed to Ignite
3474-31 357-11 Aftertreatment #1 Loss of Ignition
3479-5 333-5 Aftertreatment #1 Fuel Pressure Control: Current Below Normal
3479-6 333-6 Aftertreatment #1 Fuel Pressure Control: Current Above Normal
3480-3 332-3 Aftertreatment #1 Fuel Pressure: Voltage Above Normal
3480-4 332-4 Aftertreatment #1 Fuel Pressure: Voltage Below Normal
3480-16 332-11 Aftertreatment #1 Fuel Pressure: High – Moderate Severity (2)
3480-18 332-14 Very Low Aftertreatment Main Fuel Pressure
3482-5 334-5 Aftertreatment #1 Fuel Enable Actuator: Current Below Normal
3482-6 334-6 Aftertreatment #1 Fuel Enable Actuator: Current Above Normal
3484-5 335-5 Aftertreatment #1 Ignition: Current Below Normal
3484-6 335-6 Aftertreatment #1 Ignition: Current Above Normal
3486-7 349-7 Aftertreatment #1 Purge Air Pressure Not Responding Properly
3486-17 349-1 Aftertreatment #1 Purge Air Pressure: Low – Least Severe (1)
3487-5 350-5 Aftertreatment #1 Air Pressure Control: Current Below Normal
3487-6 350-6 Aftertreatment #1 Air Pressure Control: Current Above Normal
3487-7 350-7 Aftertreatment #1 Air Pressure Control: Not Responding Properly
3490-5 341-5 Aftertreatment #1 Purge Air Actuator: Current Below Normal
3490-6 341-6 Aftertreatment #1 Purge Air Actuator: Current Above Normal

3509-3 212-3 Sensor Supply Voltage 1: Voltage Above Normal
3509-4 212-4 Sensor Supply Voltage 1: Voltage Below Normal
3510-3 211-3 Sensor Supply Voltage 2: Voltage Above Normal
3510-4 211-4 Sensor Supply Voltage 2: Voltage Below Normal
3556-7 153-7 After Treatment Fuel Injector #1 Not Responding
3659-5 362-5 Engine Injector Cylinder #1 Actuator 2: Current Below Normal
3659-6 362-6 Engine Injector Cylinder #1 Actuator 2: Current Above Normal
*3695-9 *231-12 Particulate Trap Regeneration Inhibit Switch: Abnormal Update
*3695-19 *231-12 Particulate Trap Regeneration Inhibit Switch: Data Error
*3696-9 *231-12 Particulate Trap Regeneration Force Switch: Abnormal Update
*3696-19 *231-12 Particulate Trap Regeneration Force Switch: Data Error
3703-31 393-11 Particulate Trap Active Regeneration Inhibited Due to Inhibit Switch
3711-31 311-14 Particulate Trap Active Regeneration Inhibited
Due to Low Exhaust Gas Temperature (2)
Due to Temporary System Lockout
Due to Permanent System Lockout
3719-0 151-11 Particulate Trap Soot Load Percent (bank 1): High – Most Severe (3)
3719-16 151-0 Particulate Trap Soot Load Percent (bank 1): High – Moderate Severity (2)
3830-3 373-3 Aftertreatment 1 Secondary Air Differential Pressure:
Voltage Above Normal
3830-4 373-4 Aftertreatment 1 Secondary Air Differential Pressure:
Voltage Below Normal
3832-15 387-0 Aftertreatment 1 Secondary Air Differential Pressure High –
Least Severe (1)
3832-17 387-1 Aftertreatment 1 Secondary Air Differential Pressure Low –
Least Severe (1)
3936-2 *154-14 Aftertreatment Diesel Particulate Filter System
Erratic, Intermittent, or Incorrect
3936-3 *154-14 Aftertreatment Diesel Particulate Filter System Voltage Above Normal
3936-4 *154-14 Aftertreatment Diesel Particulate Filter System Voltage Below Normal
4077-3 336-3 Aftertreatment #1 Fuel Pressure #2 Voltage Above Normal
4077-4 336-4 Aftertreatment #1 Fuel Pressure #2 Voltage Below Normal
4077-16 336-11 Aftertreatment #1 Fuel Pressure #2 High – Moderate Severity (2)
4077-17 336-1 Aftertreatment #1 Fuel Pressure #2 Low – Least Severe (1)
4077-18 336-14 Aftertreatment #1 Fuel Pressure #2 Low – Moderate Severity (2)

4265-6 396-6 Aftertreatment #1 Transformer Secondary Output Current Above Normal
4301-5 *154-14 Aftertreatment #1 Fuel Injector #1 Heater Control Current Below Normal
4301-6 *154-14 Aftertreatment #1 Fuel Injector #1 Heater Control Current Above Normal
520192-15 *154-14 CGI Mass Flow High – Least Severe (1)
520192-16 *154-14 CGI Mass Flow High – Moderate Severity (2)
520192-18 *154-14 CGI Mass Flow Low – Moderate Severity (2))
520193-18 *154-14 CGI Gas Temperature Low – Moderate Severity (2)
520193-20 *154-14 CGI Gas Temperature: Low – Data Drifted High
520193-3 *154-14 CGI Gas Temperature: Voltage Above Normal
520193-4 *154-14 CGI Gas Temperature: Voltage Below Normal
520194-5 *154-14 CGI Control Valve Current Below Normal
520194-6 *154-14 CGI Control Valve Current Above Normal
520196-3 *154-14 CGI Differential Pressure Voltage Above Normal
520196-4 *154-14 CGI Differential Pressure Voltage Below Normal
520197-3 *154-14 CGI Absolute Pressure Voltage Above Normal
520197-4 *154-14 CGI Absolute Pressure Voltage Below Normal
Note: *The engine ECM is capable of receiving information over the J1939 Data Link. Diagnostic codes associated
with the J1939 Data Link are broadcast with the J1939 SPN and FMI, this information is also broadcast over the
ATA Data Link. ATA diagnostics will be broadcast under one PID/SID and FMI of *231-12.
INDEX
219-2384 Accelerator Position Accelerator Pedal Position
Sensor Connector...................................... 46 Sensor Connection .............................. 44, 45
2-Pin Switch Coolant Level Sensor ........... 68 Accelerator Pedal Position Sensor
Duty Cycle ................................................. 46
2-Wire Float Sensor Diagnostics ............... 66
Accelerator Pedal Position Sensor
2-Wire Float Sensor................................... 65
Electrical Specifications ............................. 43
4-Pin Coolant Level Sensor Diagnostic ..... 65
4-Pin Coolant Level Sensor for Remote PTO Applications .................... 46
Electrical Specifications ............................. 63
4-Pin Coolant Level Sensor Three Terminal Connector Terminals ......... 45
Mounting Guidelines .................................. 63
Accelerator Pedal Position Sensor with
4-Pin Coolant Level Sensor Outputs ......... 64 Three Terminal Deutsch Connector ........... 44
4-Pin Coolant Level Sensor Power Supply ... 64 Accelerator Pedal Position Sensor
4-Pin Coolant Level Sensor with Three Terminal Packard
Response Time.......................................... 64 Electric Connector ..................................... 44
70 Terminal ECM Connector Accelerator Pedal Position ....................... 255

Part Numbers (J1) ..................................... 34 Accelerator Pedal Position Sensors........... 42
A Adaptive Cruise Control................... 152, 225
A/C High Pressure Switch Fan Additional Diagnostics with Engine
Control Connections ................................ 151 Derate Associated ..................................... 27
A/C High Pressure Switch ....................... 255 Additional Switch to Sensor
A/C Pressure Switch.................................. 92 Common Inputs ......................................... 84
A/C Switch Fan On-Time ......................... 240 Advantages of PTO Configurations ........... 93
ABS and Traction Control ........................ 163 Aftertreatment Configuration Number ..... 218
ABS Auxiliary Brake Specification ........... 132 Aftertreatment Disable Lamp ............. 60, 260
ABS Engine Retarder Relay Aftertreatment Monitoring Lamps

Specification ............................................ 126 and OEM Requirements ............................ 23
Accelerator Pedal Position Sensor Aftertreatment Monitoring Lamps .............. 23

(176-1602 and 176-1604) with Aftertreatment Monitoring
Deutsch Three Terminal Connector Programmed to “Derate” ............................ 25
Wire Gauge Size ....................................... 44
Aftertreatment Monitoring
Accelerator Pedal Position Sensor Programmed to “Shutdown”....................... 26
(176-1602 and 176-1604) with
Aftertreatment Monitoring set
Deutsch Three Terminal Connector
to *Warning or Derate. ............................. 307
Wire Insulation Size Range ....................... 44
Aftertreatment Monitoring set to
Shutdown................................................. 307
(176-1605) with Packard Electric
Three Terminal Connector Wire Aftertreatment Monitoring-Particulate
Gauge Size ................................................ 45 Filter #1 Differential Pressure .................... 24
Accelerator Pedal Position Sensor Aftertreatment Monitoring-Particulate
(176-1605) with Packard Electric Filter #2 Differential Pressure .................... 24
Three Terminal Connector Wire
Aftertreatment Monitoring-Sensors ........... 24
Insulation Size Range................................ 45
INDEX
Aftertreatment Regeneration Device Allow Idle Shutdown Override:
Disable Lamp........................................... 300 Temperature Based Shutdown .................. 75
Aftertreatment Regeneration Device Allow Idle Shutdown Override: YES ........... 74
Disable Switch ......................................... 302
Amber Warning Lamp ................................ 62
Amber Warning Lamp (required) ............... 57
Fan Enable Vehicle Speed Threshold ...... 235
ARD Fuel Nozzle Heater Configuration ... 237
Force Switch ............................................ 302 ATA/J1939 Diagnostic Code
Quick Reference ...................................... 339
Main Fuel Pressure Sensor ....................... 11 Auto Retarder in Cruise ................... 126, 224
Aftertreatment Regeneration Device Auto Retarder in Cruise Increment .. 126, 225
Pilot Fuel Pressure Sensor ........................ 11 Auxiliary Brake ................................. 132, 258
Aftertreatment Regeneration Device B
Programmable Regeneration
Monitoring System ................................... 235 Battery Monitor and Engine
Control Voltage ........................................ 240
PTO Mode Stationary Regeneration Bit Code Definitions ................................. 172
Device Enable Status .............................. 236 Bulb Check .............................................. 300
Aftertreatment Regeneration Device C
Soft Shutdown Switch.............................. 257
C13 Ground Stud....................................... 30
Aftertreatment Regeneration
Disable Switch ......................................... 256 C15 Ground Stud....................................... 30
Aftertreatment Regeneration Cab Switches – with Ignore Brake/

Force Switch ...................................... 92, 256 Clutch/Neutral/Park ................................. 104
Aftertreatment Regeneration Inhibit Switch .. 92 CARB Clean Idle ....................................... 88
Aftertreatment Regeneration CARB Enablement Conditions ................. 71

Monitoring System ..................................... 57 CARB Operation ........................................ 70
Aftertreatment System Monitoring ............. 23 CARB Programming .................................. 70
Air Conditioning High Pressure Switch .... 150 Caterpillar Enablement Conditions ............ 73
Air Inlet Shut Off Control Relay Caterpillar Fan Basics ............................. 148
(Specific Ratings Only) ............................ 260
Caterpillar Fan Programming .................. 149
Air Inlet Shutoff Switch .................... 153, 257
Caterpillar Fan Single and Dual units ...... 148
Air Inlet Shutoff System Installation Status .. 262
Caterpillar Idle Shutdown Operation.......... 72
Air Inlet Shutoff Threshold
Caterpillar Idle Shutdown Programming .... 72
Reduction Switch ............................. 155, 254
Caterpillar Regeneration Strategy with
Air Inlet Temperature Sensor ..................... 10
Enhanced Passive Plus Operation .......... 308
Air Starter Equipped Vehicles .................... 30
Caterpillar Regeneration System Lamp
Allison 3000/4000 Series ......................... 157 Programmable Options ............................ 301
Allison ATEC Series................................. 157 Caterpillar Regeneration System ........ 7, 299
Allow Idle Shutdown Override ........... 74, 238 Circuit Protection ..................................... 310
Allow Idle Shutdown Override: NO ............ 75 Clean Gas Induction Absolute Pressure.... 10
Clean Gas Induction Control Valve ............ 10
INDEX
Clean Gas Induction Differential Cruise Control Set/Resume Switch ........... 94
Pressure Sensor ........................................ 10
Cruise Pause Switch ................................. 90
Clock Accuracy ........................................ 319
Cruise Set Switch .................................... 251
Clutch Pedal Position Switch ................... 252
Cruise/Idle/PTO Switch Configuration ..... 225
Clutch Pedal Position Switch Function ...... 83
Customer Parameter Cross Check .......... 167
Clutch Switch ............................................. 90
Customer Parameter Lockout .................. 217
Cold Mode Idle Shutdown
Customer Parameter Worksheet ............. 314
Timer Enable ..................................... 73, 237
Customer Password #1 ........................... 261
Compression Brake System
Installation Status .................................... 262 Customer Password #2 ........................... 261
Connection Of Devices Other Than Customer Specified Parameter Table ...... 271
A Speedometer/Tachometer ...................... 56 Customer Specified Parameters .............. 217
Connectors and Wiring Harness D
Requirements ............................................ 34
Dash – Change Fuel Correction Factor ... 244
Coolant Level Sensor Environmental
Compatibility .............................................. 63 Dash – PM1 Reset .................................. 244
Coolant Level Sensor .............. 9, 16, 63, 242 Dash – State Selection ............................ 245
Coolant Temperature Sensor ................. 9, 16 Dash Fleet Trip Reset .............................. 245
Cooling Fan ............................................. 135 Dash Lamps ............................................ 299
Cooling Fan Control With Ignition Key Off .. 151 Dash Switches ......................................... 302
Cooling Fan Diameter .............................. 247 Data Link Aftertreatment Regeneration

Device Disable Status.............................. 236
Cooling Fan Operation
(Three Speed Fan Option 2) .................... 141 Data Link Parameters .............................. 262
Cooling Fan Output Operation Data Links................................................ 164

(On-Off Fan) ............................................ 138 Data Stored In Engine Snapshot
Cooling Fan Output Operation Recorder Frames ..................................... 168
(Three Speed Fan Option 1) .................... 140 Data Stored In Quick Stop
Cooling Fan Parameters .......................... 137 Recorder Frames ..................................... 169
Cooling Fan Programming ....................... 137 Dedicated PTO Operation ......................... 93
Crankcase Differential Pressure .................. 9 Dedicated PTO Parameters ..................... 227
CRS Programmable Parameters ............. 311 Diesel Particulate Filter #1

Differential Pressure Sensor ...................... 10
CRS Soft Shutdown................................. 309
Diesel Particulate Filter #1
Cruise Control ........................................... 80 Outlet Temperature Sensor........................ 10
Cruise Control Accel Switch ...................... 89 Diesel Particulate Filter #1
Cruise Control Decel Switch ...................... 90 Serial Number ......................................... 237
Cruise Control On/Off Switch ...... 81, 89, 251 Diesel Particulate Filter #1
Temperature Sensor .................................. 10
Cruise Control Parameters ...................... 222
Cruise Control Pause Switch ............. 83, 252
Differential Pressure Sensor ...................... 11
Cruise Control Resume Switch.......... 89, 252
Cruise Control Set Switch ......................... 89 Outlet Temperature Sensor........................ 11
INDEX
Diesel Particulate Filter #2 ECM 70 Terminal Connector Terminals ..... 35
Temperature Sensor .................................. 11
ECM 70 Terminal Connector Wire
Diesel Particulate Filter Connector Insulation and Size Range......................... 35
Terminals and Sealing Plugs ..................... 40
ECM Connector ......................................... 34
Diesel Particulate Filter Connector
ECM Connector Endbell ............................ 38
Wire Gauge Size ....................................... 39
ECM Connector Terminal
Diesel Particulate Filter Connector
Installation Guidelines ............................... 35
Wire Insulation and Size ............................ 39
ECM Connector Wire Gauge Size ............. 34
Diesel Particulate Filter Harness Routing .. 40
ECM Date/Time Clock ............................. 319
Diesel Particulate Filter Housing ............... 41
ECM Diagnostic Clock ............................. 320
Diesel Particulate
Filter Lamp........................... 57, 62, 260, 299 ECM Identification Parameters ................ 219
Diesel Particulate Filter(s) Connector ECM Negative Battery Connections .......... 30
Part Numbers (Dual DPF Installation) ....... 39 ECM Output Quick Overview ................... 267
Diesel Particulate Filter(s) Connector ECM Positive Battery Connections ............ 32
Part Numbers (Single DPF Installation)..... 39
ECM Software Changes .......................... 165
Diesel Particulate Filter(s) Connectors
and Wiring Harness Requirements............ 39 ECM Speedometer and
Tachometer Outputs .................................. 54
Diesel Particulate Filter(s) ......................... 39
ECM Supplied +5V and +8V...................... 32
Diesel Particulate Filters
Configuration Code.................................. 236 ECM Vehicle Harness Connector
Terminal Assignments and Loads ........... 321
Disable Switch Operation ........................ 302
ECM Wireless Communication
Disabling an Active Regeneration............ 302 Enable ............................................. 168, 220
Driveline PTO Mode and CRS Operation... 304 Economy Model ....................................... 168
Driver Reward .................................. 168, 246 Electrical Specifications ............................. 60
Driver Reward Enable.............................. 246 Electronic Governing ................................... 7
Driver Trip Segment Data ........................ 167 EMI/RFI Testing ......................................... 31
Dual Coil Speed Sensor ............................ 51 Emissions Parameters ............................. 235
E Engine Component Overview ...................... 9
Eaton Autoshift ........................................ 157 Engine Connection To Vehicle
Eaton CEEMAT........................................ 157 Battery Ground .......................................... 30
Eaton Top 2 Installation Requirements .... 159 Engine Control Module (ECM)..................... 9
Eaton Top 2 Override with Cruise Switch .. 234 Engine Diagnostic Switch .......................... 91
Eaton Top 2 Transmissions ...................... 158 Engine Emission Certification
Configuration ..................................... 69, 237
Eaton UltraShift ....................................... 158
Engine Functions ......................................... 7
ECM +8V Cab Accelerator Pedal
Position Sensor Supply.............................. 43 Engine Idle Shutdown System................... 69
ECM 70 Terminal Connector Engine Idle Shutdown System
Interface Seal ............................................ 37 Configuration ........................................... 237
ECM 70 Terminal Connector Engine Idle Shutdown System
Sealing Plugs............................................. 36 Operation: CARB ....................................... 70
INDEX
Engine Idle Shutdown System Engine/Aftertreatment Monitoring.............. 14
Operation: Caterpillar ................................ 72
Engine/Gear Parameters ......................... 232
Engine Idle Shutdown System: None ........ 77
Enhanced Passive Plus ........................... 308
Engine Idle Shutdown Timer Reset .......... 73
Exhaust Temperature 1 (Turbo Outlet) ....... 11
Engine Idle Shutdown Timer Reset
Exhaust Temperature #2 Sensor
Enable ..................................................... 238
(Combustion Detection) ............................. 11
Engine Inlet Air Temperature Sensor ......... 76
Exhaust Temperature #3
Engine Monitoring – Sensors .................... 15 (Combustion Boundary)............................. 11
Engine Monitoring and Extended Idle............................................. 87
OEM Requirements ................................... 15
Extended Idle Shutdown Times ................. 71
Engine Monitoring Lamps .................. 57, 241
F
Engine Monitoring Lamp Options .............. 14
Factory End of Line Testing ..................... 311
Engine Monitoring Mode ......................... 241
Fan Control Basics .................................. 135
Engine Monitoring Parameters ................ 241
Fan Control Options................................. 135
Engine Monitoring Programmed
Fan Control Output Electrical
to “Derate” or “Shutdown” .......................... 18
Specifications .......................................... 135
Engine Monitoring Programmed
Fan Control .............................................. 247
to “Warning” ............................................... 17
Fan Control Type...................................... 247
Engine Monitoring Time to Shutdown ........ 19
Fan Override Switch .................. 90, 151, 248
Engine Pre-Cooler Installation Status...... 262
Fan Pulley Ratio ...................................... 247
Engine Retarder ...................................... 123
Fan with Engine Retarder in High Mode .. 247
Engine Retarder Control .......................... 123
Fast Idle Enable Switch ........................... 254
Engine Retarder Delay .................... 126, 240
Fast Idle Enabled Lamp ........................... 259
Engine Retarder Level ............................. 123
Fast Idle Lamp (optional) ........................... 59
Engine Retarder Minimum
Vehicle Speed .................................. 125, 224 Fast Idle RPM #1 ..................................... 226
Engine Retarder Minimum VSL Type .. 125, 223 Fast Idle RPM #2 ..................................... 227
Engine Retarder Mode .................... 124, 222 Fleet Segment Custom Data ................... 167
Engine Retarder Operation...................... 123 Fleet Trip Histograms ............................... 167
Engine Running Output Fleet Trip Segment................................... 166
(programmed to High Side Driver) ........... 257 Force Switch Operation Graph ................ 303
Engine Running Output Fuel Correction Factor ............................. 244
(programmed to Low Side Driver)............ 257
Fuel Pressure Sensor .................................. 9
Engine Running Output ........................... 130
Fuel Tank Parameters .............................. 261
Engine Shutdown Output................. 130, 257
Fuel Temperature Sensor ............................ 9
Engine Snapshot Recorder ..................... 168
Fuel/Air Ratio Control .................................. 7
Engine Snapshot Recorder Records ....... 169
Full Range Governor ............................... 133
Engine Speed/Timing Sensors .................. 10
G
Engine Totals ........................................... 166
Gear Down Protection RPM Limit............ 233
INDEX
Gear Down Protection Turn On Speed .... 233 Ignore Brake/Clutch/Neutral/
Park Switch ........................................ 98, 248
Gear Fast/Run Slow ................................ 160
Impending Shutdown: Driver Alert ....... 71, 77
General Requirements for J1939
Transmission Output Shaft Speed Information Available Via SAE J1587/
Based Vehicle Speed Source .................... 52 J1708 Using SAE J1587 Escape
Parameter ................................................ 165
General Vehicle Speed Source
Requirements ............................................ 49 Injection Timing Control ............................... 7
Governor Type ................................. 133, 235 Inlet Air Shut Off ...................................... 153
Grounding .................................................. 28 Inlet Manifold Air Temperature Sensor......... 9
H Input Electrical Specifications .................... 93
Harness Tie Down Point ............................ 38 Input Selections ....................................... 248
Heated Nozzle ................................... 11, 310 Installing an Engine Retarder
Active Lamp ............................................. 126
Heated Nozzle Wiring Requirements ...... 310
Intake Manifold Air Pressure
Heated Nozzle Wiring .............................. 310
Sensor (Boost)............................................. 9
High Coolant Temperature Lamp ............. 242
Intake Manifold Air Temperature Sensor.... 15
High Coolant Temperature Lamp (optional).. 59
Intake Manifold Pressure (Boost) .............. 17
High Cruise Control Speed Set Limit ....... 222
Intake Valve Actuation Oil System
High Exhaust System Control Valve ............................................. 10
Temperature Lamp ...................... 58, 62, 300
Intake Valve Actuation Pressure Sensor.... 10
High Exhaust Temperature Lamp ............ 260
Intermediate Gears Engine RPM Limit .... 232
High Side Driver Electrical Specifications... 127
Intermediate Gears Turn Off Speed......... 233
High Side Driver Wiring Schematic ......... 128
J
High Speed Range Axle Ratio ................. 222
J1 (70) Terminal Connector Allen
I Screw Torque ............................................. 34
Idle Functions ............................................ 87 J1939 Based Switch Messages................. 89
Idle Parameters ....................................... 226 J1939 Caterpillar Regeneration
Idle RPM Limit ......................................... 226 System Operation .................................... 307
Idle Shutdown ........................................... 69 J1939 Cruise Control ................................. 82
Idle Shutdown Ignore Neutral Switch .. 77, 239 J1939 Cruise Switch Inputs ....................... 89
Idle Shutdown Programming Table ...... 70, 77 J1939 Data Link Driven
Aftertreatment Lamps ................................ 62
Idle Shutdown Time ................................. 238
J1939 Data Link Driven Lamps ................. 62
Idle Shutdown Timer ............................ 71, 73
L
Idle Shutdown Timer Maximum RPM .. 73, 238
Lamp Outputs .................................... 57, 301
Idle Vehicle Speed Limit .......................... 226
Lamp Test .................................................. 62
Idle/PTO Bump RPM ............................... 226
Level 4 Regeneration......................... 26, 307
Idle/PTO RPM Ramp Rate ...................... 226
Lockout Solenoid
Ignition Key Off Current ............................. 32 (Eaton Top 2 Transmission) ..................... 259
Ignition Key Switch to Positive Battery....... 85 Lockout Solenoid Operation .................... 159
INDEX
Low Coolant Level During an Multiple PTO Engine Speed
Engine’s First 6 Hours of Operation........... 17 Operation – Example #2 .......................... 117
Low Coolant Level Lamp ......................... 241 Multiple Speed PTO Operation using
PTO Engine RPM Set Speed A and B .... 114
Low Coolant Level Lamp (optional) ........... 59
Multiple/Selectable ECM Terminal
Low Cruise Control Speed Set Limit........ 222
Locations ................................................. 217
Low Idle Engine RPM .............................. 233
Multi-Torque Ratio ........................... 160, 218
Low Intake Manifold Air Pressure .............. 17
N
Low Oil Pressure Lamp ........................... 242
Number of Cooling Fan Blades................ 247
Low Oil Pressure Lamp (optional) ............. 58
Number of Diesel Particulate Filter(s)...... 236
Low Side Driver Electrical Specifications .. 128
O
Low Side Driver Wiring Diagram.............. 129
OEM Harness Routing .............................. 37
Low Speed Range Axle Ratio.................. 221
OEM Installed Auxiliary Brake ................. 132
Lower Gears Engine RPM Limit .............. 232
OEM Installed Component
Lower Gears Turn Off Speed ................... 232 Requirements and Features ...................... 28
M OEM Installed Switch Inputs...................... 79
Maintenance Indicator Data..................... 168 Oil Pressure Sensor .............................. 9, 15
Maintenance Indicator Mode ................... 243 One Speed Above Low Idle after PTO
Maintenance Parameters......................... 242 Switched On, Using Cruise Set/Resume .. 102
Malfunction Indicator Lamp One Speed Above Low Idle after PTO
(MIL Lamp) (Euro IV only) ......................... 60 Switched On, Using PTO Set/Resume .... 106
Maximum Idle Shutdown One Speed Above Low Idle with

Outside Temp..................................... 77, 240 PTO Switched On .................................... 101
Maximum PTO Enable Speed ........... 97, 229 One Speed Above Low Idle with
PTO Switched On .................................... 106
Maximum PTO Vehicle Speed ................. 230
Operation in 24 Volt Systems .................... 32
Min/Max Governor ................................... 133
Option 1 – One Single Coil Speed Sensor.. 50
Min/Max Governor with Speed Control.... 134
Option 2 (J1587) – One Single Coil
Minimum Idle Shutdown Speed Sensor ............................................ 50
Outside Temp..................................... 76, 239
Option 2 (J1939) – One Single Coil
Minimum Idle Time .................................. 246 Speed Sensor ............................................ 51
Mounting the Remote Accelerator Option 3 – Separate Single Coil
Position Sensor.......................................... 47 Speed Sensors .......................................... 51
Multiple PTO engine speed Example #3 ...117 Other Battery Connections ........................ 32
Multiple PTO engine speed Example #4 ...118 Output #6, and 7 Electrical Specifications .. 159
Multiple PTO engine speed Example #5 ...118 Output #8 Electrical specifications .......... 129
Multiple PTO engine speed Example #6 ...119 Output Selections .................................... 257
Multiple PTO engine speed Example #7 ...120 Outside Temperature Based
Multiple PTO engine speed Example #8 ...121 Shutdown over J1939 ................................ 76
Multiple PTO engine speed Example #9 ...122 Outside Temperature Based ...................... 75
Overview............................................ 69, 299
INDEX
P PTO Configuration – Remote
Throttle & J1939 Speed Command
Parameter Lockout .................................. 268
Programmable Options ............................ 113
Parking Brake Switch................... 83, 90, 254
PTO Configuration – Remote Throttle
Passive Magnetic Vehicle Speed & J1939 Speed Command ...................... 101
Circuit Options ........................................... 50
PTO Configuration – Remote
Passive Magnetic Vehicle Speed Throttle & J1939 Speed Command ......... 112
Sensor Electrical Requirements ................ 50
PTO Configuration – Remote Throttle
Passwords ............................................... 261 Operation Differences .............................. 101
PM1 Maintenance.................................... 168 PTO Configuration – Remote Throttle
Power and Grounding Requirements Programmable Options ............................ 110
and Considerations.................................... 28 PTO Configurations ................................. 100
Power Train Data Link .............................. 262 PTO Customer Access Connector............. 99
Preset Switch to Sensor Common Inputs .. 79 PTO Enable Switch.................................... 91
Primary Fuel Tank Capacity..................... 261 PTO Engine RPM Set Speed ............ 96, 228
Programmable Output Selections ............ 129 PTO Engine RPM Set Speed A ......... 96, 228
Programmable Outputs ........................... 127 PTO Engine RPM Set Speed B ......... 96, 228
PTO Accelerator Sensor .......................... 255 PTO Engine RPM Set Speed
PTO Activates Cooling Fan................ 98, 231 Input A ......................................... 91, 96, 249
PTO Active Output ............................. 99, 258 PTO Engine RPM Set Speed
Input B ............................................... 97, 250
PTO Cab Controls RPM Limit ............ 97, 229
PTO Engine Shutdown Switch................. 255
PTO Configuration ................................... 227
PTO Inputs ................................................ 93
PTO Configuration – Cab Switches
Operation Differences .............................. 101 PTO Interlocks ........................................... 99
PTO Configuration – Cab Switches PTO Kickout Vehicle Speed Limit ...... 97, 229
Programmable Options ............................ 104 PTO Low Idle Percent Load
PTO Configuration – Cab Switches Threshold........................................... 98, 231
with Torque Limiting ................................. 103 PTO On/Off Switch ...................... 94, 95, 248
PTO Configuration – Cab Switches, PTO Operation Examples ........................ 116
Remote Switches, Remote Throttle,
PTO Parameter and Switch Function ........ 94
or Remote Throttle & J1939 Speed
Command Operation ............................... 100 PTO Set Speed ......................................... 94
PTO Configuration – Remote PTO Shutdown Time.......................... 97, 230
Switches Operation Differences .............. 101
PTO Shutdown Timer Maximum RPM .. 97, 231
PTO Configuration – Remote
PTO Switch On Lamp (optional) ................ 59
Switches Programmable Options ............ 108
PTO Switch On Lamp ........................ 94, 259
PTO Configuration – Remote Switches
with Torque Limiting ................................. 107 PTO Switches ............................................ 84
PTO Configuration – Remote Switches ... 105 PTO to Set Speed ............................. 96, 229
PTO Configuration – Remote Throttle ..... 109 PTO Top Engine Limit ........................ 96, 228
Purge Air Pump ...................................... 310
INDEX
Q SAE J1939 Received Messages ...... 200-215
Quick Stop Rate ...................................... 245 Sealing Splices and Ring Terminals .......... 37
Quick Stop Recorder ............................... 168 Secondary Fuel Tank Capacity ................ 261
R Security Access Parameters ................... 220
Rating Number ........................................ 218 Selected Engine Rating ........................... 218
Red Stop Lamp (optional).......................... 58 Sensor Common Connections............. 30, 79
Red Stop Lamp.................................. 62, 241 Sensor Common for PTO Applications ...... 94
Regeneration in PTO Mode with Service Brake Pedal Position Switch #1 .. 254
Set Speeds. ............................................. 304
Service Brake Pedal Position
Regeneration in PTO Mode ..................... 303 Switch #1 Function .................................... 83
Regeneration Levels ................................ 306 Service Brake Pedal Position
Switch #2 ........................................... 85, 255
Regeneration Modes ............................... 299
Service Brake Switch................................. 90
Remote Accelerator Pedal Sensor
& J1939 Speed Command without Service Tools and Diagnostics ................. 165
Set and Resume ...................................... 111
Set/Resume Switch ................................... 81
Shift Solenoid
Common Connections ............................... 48
(Eaton Top 2 Transmissions).................... 259
Shift Solenoid Operation.......................... 159
Input Electrical Specifications .................... 48
Smart Idle Parameters............................. 240
without Set and Resume ......................... 109 Smart Idle .................................................. 87
Remote Accelerator Position Soft Cruise Control .................................. 225
Sensor Assemblies .................................... 47 Soft Vehicle Speed Limit .......................... 221
Remote Accelerator Position Sensor Speedometer and Tachometer .................. 54
PWM Input ................................................. 48
Speedometer and Tachometer
Remote PTO Resume Switch ...... 91, 95, 249 Output Accuracy ........................................ 56
Remote PTO Set Switch .............. 91, 95, 249 Speedometer and Tachometer
Remote Throttle & J1939 Speed Output Specifications and Connections..... 54
Command with PTO Set and Speedometer Signal Accuracy .................. 56
PTO Resume ........................................... 113
Spicer Automate-2 10 Speed
Remote Throttle Sensor with Electronically Automated Transmission ... 157
PTO Set and PTO Resume ..................... 109
Starting Aid On/Off Switch....................... 250
Retarder Low/High Switch ....................... 253
Starting Aid Output .......................... 131, 258
Retarder Med/High Switch....................... 253
Stationary Forced Regeneration
Retarder Off/Low/Med/High Switch ........... 91 Operation ................................................. 303
S Stationary Regeneration Requirements .. 305
SAE J1587 Data Link Broadcast Suppression Of Voltage Transients ............ 31
Parameters .............................................. 169
Switch Input Quick Overview ................... 265
SAE J1587/J1708 Data Link.................... 164
Switch to Sensor Common Electrical
SAE J1939 Broadcast Messages ..... 174-199 Specifications ............................................ 79
SAE J1939 Data Link .............................. 173
INDEX
Switch-to-Battery Circuit Protection ........... 85 Vehicle Application Type .......................... 219
Switch-to-Battery Electrical Specifications. . 85 Vehicle ID ................................................ 219
System Settings....................................... 262 Vehicle Overspeed Threshold .................. 246
T Vehicle Speed Cal (J1939 ABS) .............. 220
Tachometer Calibration............................ 221 Vehicle Speed Cal (J1939-Trans) ............ 220
Tachometer Signal Accuracy ..................... 56 Vehicle Speed Calibration ....................... 220
Theft Deterrent Password ........................ 245 Vehicle Speed Circuit ................................ 49
Theft Deterrent System Control ............... 245 Vehicle Speed Connections To
Automatic Transmissions with
Timer Parameters .................................... 237
Electronic Vehicle Speed Source............... 51
Timer Reset ............................................... 72
Vehicle Speed Inhibiting Regeneration
Top Gear Minus One Ratio ...................... 234 (Transient Regeneration Only) ................. 310
Top Gear Minus Two Ratio ....................... 234 Vehicle Speed Input ................................. 256
Top Gear Ratio ........................................ 234 Vehicle Speed Limit (VSL) ....................... 221
Torque Limit Switch ........................... 97, 248 Vehicle Speed Parameters ...................... 220
Torque Limit ....................................... 97, 230 Vehicle Speed Sensor Installation ............. 49
Torque Rise Shaping ................................... 7 Vehicle Voltage Selection ........................ 262
Transmission Neutral Start Interlock ........ 235 VEPS and ECM Programming
Transmission Neutral Switch Status Dependencies.......................................... 268
via J1939 Data Link ................................... 86 VEPS and Passwords .............................. 264
Transmission Neutral Switch ....... 86, 91, 248 VEPS Programming ................................ 262
Transmission Style................................... 233 Very Low Intake Manifold Air Pressure ...... 17
Transmissions .......................................... 156 Voltage Requirements and Considerations .. 32
Transmissions and Data Links ................. 156 Voltage Thresholds Measured at ECM ...... 79
Trip Data .................................................. 166 VSL Protection......................................... 221
Trip Parameters ....................................... 244 W
Twisted Pair Wiring .................................... 38 Warm Up Mode Idle Speed ..................... 227
Two Speed Axle On/Off Switch.................. 83 Welding on a Vehicle Equipped
Two Speed Axle Switch ........................... 250 with a C13 or C15 Engine.......................... 33
V Wire Size ................................................. 310
Variable Speed Fan Option S .................. 143

(Borg Warner) .......................................... 145
Variable Speed Option BW and A/C
High Pressure Switch Operation ............. 146
(with fan speed feedback) ........................ 148
(with fan speed feedback) ........................ 148
Vehicle Activity Report ............................. 246

C13 &amp; C15 Electrical &amp; Electronic

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

C13 &amp; C15 Electrical &amp; Electronic

Uploaded by

Copyright:

Available Formats

C13 and C15 Truck Engines

2008 Model Year

Electrical and Electronic

Serial Number Prefixes

LEGT7195-02 July 2008

TABLE OF CONTENTS: BY CHAPTER

Electrical & Electronic Application and Installation Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

TABLE OF CONTENTS: WIRING DIAGRAMS/GRAPHICS

Figure 1 – C13 & C15 Engine Block Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Figure 46 – 2-Wire Float Sensor Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Figure 91 – Borg Warner A/C Pressure Switch Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

INTRODUCTION AND PURPOSE

General Electronic Engine Operation

1.0 Engine Functions

2.0 Engine Component Overview

2.10 Air Inlet Temperature Sensor

2.20 Diesel Particulate Filter #2 Differential Pressure Sensor

Intake Valve Actuators Retarder Solenoids Electronic Control Module

SAE J1939/13 Off Board

SAE J1939 Data Link

Camshaft Position Cruise Set and

Fuel Temperature Sensor Accelerator Pedal Position Sensor

Fuel Pressure Sensor

Oil Pressure Sensor

IVA Pressure Sensor

Cooling Fan Speedometer Tachometer

CGI Temperature Sensor

CGI Absolute Pressure Sensor Vehicle Speed Sensor

CGI Differential Pressure Sensor

Diesel Particulate Filter #1 Particulate Filter Identification

Diesel Particulate Filter #2 Particulate Filter Identification

Particulate Filter Outlet Temperature

Aftertreatment Regeneration Device

Fuel Control Solenoid Fuel Enable Actuator

Main Fuel Pressure Sensor Pilot Fuel Pressure Sensor

Combustion Air Control Valve Exhaust Temperature 2 (Combustion Detection)

Exhaust Temperature 3 (Combustion Boundary)

Air Inlet Shutoff

Figure 1 – C13 & C15 Engine Block Diagram

TYPICAL VEHICLE HARNESS WIRING DIAGRAM

Figure 2 – J1 Typical Wiring Diagram

3.0 Engine/Aftertreatment Monitoring

Engine Monitoring Lamp Default Signal Alternatives

3.2 Engine Monitoring and OEM Requirements

Engine Monitoring Lamp Default Signal Alternatives

3.3 Engine Monitoring – Sensors

3.3.5 Low Coolant Level During an Engine’s First 6 Hours of Operation

3.5 Engine Monitoring Programmed to “Derate” or “Shutdown”

3.6 Engine Monitoring Time to Shutdown

PID-FMI J1939 SPN/FMI Code Description Time To Shutdown Time To Shutdown

Oil Pressure (psi)

C15 Engine Monitoring Oil Pressure Graph

Figure 3 – C15 Oil Pressure Graph

Oil Pressure (psi)

C13 Engine Monitoring Oil Pressure Graph

Figure 4 – C13 Oil Pressure Graph

160 hp (119 kW)

109 111 112 113 114 115

C13 & C15 Coolant Temperature Graph

Figure 5 – C13 & C15 Engine Coolant Temperature Graph

110-11 Very High Coolant Temperature

(25% Reduction in HP and Vehicle Speed)

Figure 6 – Time to Initial Shutdown Graph

110-11 Very High Coolant Temperature

C13 & C15 Electrical & Electronic

C13 & C15 Electrical & Electronic