Cat C1.1 - C7.1 Stage IIIA To Stage V Engines: Starting and Charging System Application Manual

Cat® C1.1 – C7.
1 Stage IIIA to Stage

V Engines
Starting and Charging System

Application Manual
Two, Three, Four and Six cylinder diesel engines

for agricultural Industrial and construction
applications
Caterpillar: Confidential Green

1.0 Introduction .................................................................................................................................. 3
1.1 SAFETY ..................................................................................................................................... 4
1.1.1 Welding ............................................................................................................................ 4
1.1.2 Jump Starting ................................................................................................................... 4
2.0 Starting and Charging Mandatory Requirements ........................................................................ 5
2.1 STARTER MOTOR....................................................................................................................... 5
2.2 STARTER MOTOR CIRCUIT.......................................................................................................... 5
2.3 ALTERNATOR AND CHARGING CIRCUIT ......................................................................................... 5
2.4 BATTERY ................................................................................................................................... 6
2.5 GENERAL .................................................................................................................................. 6
3.0 Starter Motors .............................................................................................................................. 7
3.1 STARTER MOTOR FUNDAMENTALS .............................................................................................. 7
3.1.1 Starter Motor Operation ................................................................................................... 7
3.1.2 Circuit Diagram ................................................................................................................ 8
3.1.3 Failure Modes .................................................................................................................. 9
3.2 PERFORMANCE CONSIDERATIONS ............................................................................................ 10
3.2.1 Starter Motor Performance ............................................................................................ 10
3.2.2 Temperature Effects....................................................................................................... 11
3.2.3 Optimising Cold Start Performance ............................................................................... 11
3.2.4 Battery Sizing ................................................................................................................. 12
3.2.5 CCA function and rating for starter motor ...................................................................... 13
3.2.6 Optimised Cold Start Battery Sizing............................................................................... 13
3.2.7 Circuit Design ................................................................................................................. 13
3.2.8 Starter Motor circuit design recommendations .............................................................. 13
3.2.9 Parasitic Loading............................................................................................................ 14
3.3 MECHANICAL INSTALLATION CONSIDERATIONS .......................................................................... 15
3.3.1 Clearances ..................................................................................................................... 15
3.3.2 Tightening Torques ........................................................................................................ 15
3.3.3 Vibrational Loading ........................................................................................................ 15
3.4 ELECTRICAL INSTALLATION CONSIDERATIONS ........................................................................... 16
3.4.1 Starter motor solenoid circuit resistance. ....................................................................... 16
3.4.2 Main battery to starter motor cable sizing ...................................................................... 16
3.4.3 Cable Support and Routing ............................................................................................ 17
3.4.4 Grounding ...................................................................................................................... 17
3.5 OPERATIONAL CONSIDERATIONS .............................................................................................. 19
3.5.1 Extended Cranking......................................................................................................... 19
3.5.2 Special Applications ....................................................................................................... 19
3.5.3 Software Protection ........................................................................................................ 19
3.6 ENVIRONMENTAL CONSIDERATIONS .......................................................................................... 20
3.6.1 Fluid and Dust protection ............................................................................................... 20
3.6.2 Heat Protection .............................................................................................................. 20
3.7 AUXILIARY COMPONENTS ......................................................................................................... 20
3.7.1 Starter Motor Relay ........................................................................................................ 20
3.7.2 Use of Magnetic Switches .............................................................................................. 20
3.7.3 Battery Disconnect Switch ............................................................................................. 20
4.0 Alternators.................................................................................................................................. 21
4.1 ALTERNATOR FUNDAMENTALS .................................................................................................. 21
4.1.1 Alternator Operation ....................................................................................................... 21
4.1.2 Circuit Diagram .............................................................................................................. 22
4.1.3 Failure Modes ................................................................................................................ 23
4.2 ALTERNATOR PERFORMANCE CONSIDERATIONS ........................................................................ 24
4.2.1 Alternator Performance .................................................................................................. 24
4.2.2 Temperature Effects....................................................................................................... 25
4.2.3 Calculating Alternator Load ............................................................................................ 26
4.2.4 Alternator Battery Charge Rate...................................................................................... 26
4.3 MECHANICAL INSTALLATION REQUIREMENTS ............................................................................. 27
4.3.1 Belt Tensioning .............................................................................................................. 27
4.3.2 Tightening Torques ........................................................................................................ 27
4.3.3 Clearances ..................................................................................................................... 27
4.3.4 Vibration or Shock Loading ............................................................................................ 27
Issue 3.0 Page 1

4.4 ELECTRICAL INSTALLATION REQUIREMENTS .............................................................................. 27
4.4.1 Cable Sizing ................................................................................................................... 27
4.4.2 Load dump protection .................................................................................................... 28
4.4.3 Cable Routing and Support ............................................................................................ 28
4.4.4 Alternator Excitation ....................................................................................................... 28
4.4.5 Tachometer Connection ................................................................................................. 32
4.4.6 Grounding Requirements ............................................................................................... 33
4.5 OPERATIONAL INSTALLATION REQUIREMENTS ........................................................................... 34
4.5.1 Environmental Considerations ....................................................................................... 34
4.5.2 Fluid and Dust Protection ............................................................................................... 34
4.5.3 Heat Protection .............................................................................................................. 34
5.0 Key Parameters at a glance ...................................................................................................... 35
6.0 Appendices ................................................................................................................................ 36
APPENDIX I – STARTER MOTOR DATA ............................................................................................. 36
A – C4.4 and C7.1 Tier 4 Final/Stage V Series Starter Data (Fuse ratings shown in charts
are for guidance only) ............................................................................................................. 36
B – C4.4 and C7.1 Stage IIIA Electronic and Mechanical Starter Data (Fuse ratings shown in
charts are for guidance only) .................................................................................................. 37
C – C2.8 and C3.6 Starter Motor Data (Fuse ratings shown in charts are for guidance only)38
D – C1.7 and C2.2 Tier 4 Final/Stage V Starter Motor Data (Fuse ratings shown in charts are
for guidance only).................................................................................................................... 39
E – C1.1 to C2.2 IDI Stage IIIA and Stage V <19kW Starter Motor Data (Fuse ratings shown
in charts are for guidance only) ............................................................................................... 40
APPENDIX II – STARTER MOTOR W IRING SCHEMATICS .................................................................... 41
APPENDIX III – ALTERNATORS TECHNICAL SPECIFICATIONS ............................................................. 42
A- C4.4 and C7.1 Tier 4 Final/Stage V Alternator Data .......................................................... 42
B- C4.4 and C7.1 Stage IIIA Electronic and Mechanical Alternator Data ............................... 45
C- C2.8 and C3.6 Series Alternator Data................................................................................ 48
D- C1.7 and C2.2 Tier 4 Final/Stage V Alternator Data .......................................................... 50
E- C1.1 to C2.2 IDI Stage IIIA and Stage V <19kW Alternator Data ...................................... 52
APPENDIX IV – C4.4 AND C7.1 TIER 4 FINAL/STAGE V SERIES BATTERY CHARTS ............................ 55
A - C4.4 Tier 4 Final/Stage V Battery Chart ............................................................................ 55
B - C7.1 Tier 4 Final/Stage V Battery Chart ............................................................................ 56
REVISIONS .................................................................................................................................... 57
Issue 3.0 Page 2

1.0 Introduction
This document provides the information required to ensure the correct specification, installation
and testing of various Cat® engine starting and charging systems. The information contained
within this document covers all Cat engine ranges as listed below:
• C1.1 to C2.2 Mechanical Stage IIIA (IDI)
• C1.1 to C2.2 Mechanical Stage V (<19kW)
• C1.1 to C2.2 Mechanical Tier 4 Final (<19kW)
• C1.7 to C2.2 Electronic Tier 4 Final
• C1.7 to C2.2 Electronic Stage V
• C2.8 Stage IIIA
• C3.6 Stage IIIA
• C2.8 Tier 4 Final
• C2.8 Stage V
• C3.6 Tier 4 Final/Stage V
• C4.4 Mechanical Stage IIIA
• C7.1 Mechanical Stage IIIA
• C4.4 Electronic Stage IIIA
• C7.1 Electronic Stage IIIA
• C4.4 Stage V
• C7.1 Stage V
We endeavour to provide information in this manual that is correct at the time of issue. Continuing
product developments continue to drive further changes in installation requirements and therefore
attention must be paid to ensure that the latest information is utilised and valid data is obtained
from the engine sales manual.
This manual is not an exhaustive source of instruction or data and should only be used in
conjunction with advice from your local application engineer, sales manager and or technical
support representative.
The following media publications for the relevant engine type should also be used for further
technical information
• Application and Installation Manual

• Electronic Application and Installation Manual
• Operator and maintenance manual (OMM)
• System Operation Test and Adjust (SOTA)
• Disassembly and Assembly (D&A)
• Engine Sales Manual (ESM)
• Starter Circuit Resistance test
• Alternator load balance test
Correct practices, procedures and safety precautions should always be followed.
The information herein is the property of Caterpillar Inc. and / or its subsidiaries. Without
written permission, any copying of transmission to others, and any use except that for which it is
loaned is prohibited.
Please note:
The information provided may be subject to change.
Caterpillar has provided this information in good faith and is not liable for how this
information is interpreted or applied.
Issue 3.0 Page 3

Caterpillar is not responsible for failures resulting from attachments, systems, accessory
items, and parts not sold nor approved by Caterpillar. Consult the applicable warranties for
complete details of Caterpillar's warranty coverage.
The manufacturer and customer are reminded that it is their responsibility to ensure compliance
with the requirements of the Health & Safety at Work Act 1974 and any other
applicable legislation, both nationally and internationally, in relation to the engine installation
applicable to the equipment concerned. In giving notice of approval in respect of the
installation, Caterpillar does not assume such responsibilities on behalf of the manufacturer
or customer and while engine installation approval and advice is an opinion given in good faith,
the equipment manufacturer and customer remain responsible as detailed above and must act and
insure accordingly.
1.1 Safety
Most accidents that involve product operation, maintenance, and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognising
potentially hazardous situations before it occurs. A person must be alerted to potential hazards.
This person should also have the necessary training, skills and tools in order to perform these
functions properly.
The information in this publication was based upon current information at the time of publication.
Check for the most current information before you start any job.
Improper operation, maintenance or repair of this product or its individual systems may be
dangerous and could result in injury or death.
Do not operate or perform any maintenance or repair on this product until you have read and
understood the operation, maintenance and repair information.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings contained within this publication and on the product are not all inclusive. If a
tool, procedure, work method or an operating technique that is not specifically recommended by
Caterpillar is used, you must be sure that it is safe for you and for other people. You must also
be sure that the product will not be damaged or made unsafe by the procedures that are used.
Warnings
The following warnings are general warnings.
1.1.1 Welding
Welding can cause damage to Engine system electrics and electronics. To protect against this the
following precautions should be taken before and during welding:
• Turn the engine off and place the key switch in the OFF position.
• Disconnect the negative cable from the battery or if the system is installed with a battery
disconnect switch, open the switch.
• Clamp the ground cable of the welder to the component that will be welded. Place the
clamp as close as possible to the weld.
• Protect any electrical equipment from weld debris and splatter.
DO NOT use electrical components in order to ground the welder. Do not use the engine ECM,
sensors or any other electrical / electronic components in order to ground the welder.
1.1.2 Jump Starting

Jump-starting an engine can cause higher than normal voltages to appear across the battery
terminals. Care must be taken that this does not exceed the recommended maximum voltage for
the system.
Issue 3.0 Page 4

2.0 Starting and Charging Mandatory Requirements
2.1 Starter Motor

• The starter motor selected must be suitable for the working environment of the machine
• The starter motor must be selected to ensure that:-
• The minimum cranking speed over Top Dead Centre is achieved, ref Table 3.4
• The minimum mean cranking speed is achieved, ref Table 3.4
• The starter motor must be located so that the starter is protected from fluid spills,
debris and extreme environmental conditions.
• The max temperature of the starter motor must not be exceeded.
• The following minimum clearances must be maintained between the starter and
engine components:
• Exhaust manifold ≥ 50mm
• Engine parts (including brackets attached to the engine) ≥ 4mm
• Body Parts ≥ 30mm
• Wiring Harness/Application wiring − No interference
• The starter drain must not be restricted so fluids can drain out easily.
• Starter motors must be operated within the following parameters:-
• The maximum time for continuous crank must not exceed 30seconds, following
which the starter should be allowed to cool for 2minutes before further cranking.
This sequence should not be repeated more than 3 times. If this is required a
further 30minutes cooling time is required before the further cranking is allowed
2.2 Starter Motor Circuit

• The main battery to starter motor cable size and length must be selected to ensure that the
total starter circuit resistance does not exceed the maximum value for the selected starter
motor.
• The current and resistance requirements must meet the requirements for the selected
starter motor.
• The positive and negative connections to the starter must be fed directly from the battery
• The starter motor T31 terminal (where fitted) must be grounded directly back to the primary
earth point on the machine or back to the battery not to the engine block.
• Strain relief or an anchor point must be provided at the starter motor main supply and
ground terminals and cables should be supported a minimum of 600mm thereafter.
• It is the responsibility of the OEM to ensure the correct fuse type and ratings are fitted to
meet and protect the starter motor circuit; Caterpillar will not accept warranty claims
caused by incorrect fuse type and/or ratings (either under-rated or over-rated) being used.
• Fuse ratings shown in charts are for guidance only.
2.3 Alternator and charging circuit

• The alternator must be correctly specified to ensure that:
• the application and battery needs are met across all speed and temperature
ranges.
• the maximum electrical load of the application does not exceed the alternator
capability under all operating conditions
• The alternator selected must be suitable for the working environment of the machine
• The alternator must be protected from fluid spills, airborne dust, debris and extreme
environmental conditions
• The alternator air inlet temperatures must not exceed the maximum allowable for the
selected alternator.
Issue 3.0 Page 5

• The following minimum clearances must be maintained between the alternator and engine
components:
• Exhaust manifold ≥ 50mm
• Engine parts (including brackets attached to the engine) ≥ 3mm
• Body Parts ≥ 35mm
• Wiring Harness/Application wiring − No interference
• Maximum allowable circuit voltage drop, from the alternator B+ to the battery at application
max load, should not exceed the following:
• 12V starter system: 0.5V
• 24V starter system: 1V
• Cables leading to and from the alternator must be fed from below the body of the alternator
• Wires must not be stretched tight or excessively loose and must be clamped near to the
alternator terminals for support.
• For Cat medium duty alternators the D +/I terminal is designed to have a lamp or resistor in
series to the ignition source for fault indication (current sink). If used this must:
• not be connected directly to a battery or ignition source.
• not be directly (or via a diode) connected to a B+ source
• not have a load on the terminal that is greater than 1 amp
• For Cat Heavy Duty alternators the B - terminal must be connected to ground. The strap
must be correctly sized to carry the maximum cold current of the alternator.
• Under no circumstances should the case or rear nuts of the alternator be removed and
used as a ground connection.
• It is the responsibility of the customer to ensure the correct fuse type and ratings are fitted
to meet and protect the Alternator system circuit, Caterpillar will not accept warranty claims
caused by incorrect fuse type and/or ratings (either under-rated or over-rated) being used.
• Fuse ratings shown in charts are for guidance only
2.4 Battery
• The CCA rating of the battery must not exceed the maximum CCA rating of the starter motor.
The battery voltage must not drop below 6.0V at first crank then 7.3V for the duration of the
cranking.
2.5 General
• All connections must be correctly insulated and supported
• All connections must be free from paint and corrosion
• An insulated return path must be used for wet back end applications
• The ECM must be fed directly from the battery and not via the starter motor terminals.
Issue 3.0 Page 6

3.0 Starter Motors
3.1 Starter Motor Fundamentals
3.1.1 Starter Motor Operation

The purpose of the engine starter motor is to provide enough rotational torque to start an engine.
The torque produced by the starter motor must be sufficient to overcome any additional parasitic
loading that may be applied to the engine during starting.
The engine starter motor is a basic DC motor with the addition of a geared pinion, solenoid and
actuator arm as shown in Figure 2.1.
Figure 3.1 Starter Motor Cross-Section
The field windings, commutator, brushes and rotor act in the same way as a standard DC motor
configuration. The solenoid consists of two coils: the first being a pull in coil and the second a hold
in coil.
On supply of battery voltage to the solenoid terminal (T50), the pull in coil and hold in coils are
energised, the solenoid operates, moving the actuation arm to engage the geared pinion to the
engine flywheel. The main contacts in the solenoid are then closed (switching off the pull in coil)
and supply battery voltage and current to the armature windings of the starter motor.
Due to the large current being supplied a strong magnetic field is setup between the armature and
the field windings providing the torque required to crank the engine.
Issue 3.0 Page 7

3.1.2 Circuit Diagram
The design of the starter motor circuit depends on:
• Activation of the starter motor
• i.e. Solenoid activated or Integrated Magnetic Switch (IMS) activated
• Activation of the starting system
• i.e. Keyswitch activated or machine/application ECM activated (where available)
Figure 3.2 details the wiring schematic for a typical/generic engine starter motor and ignition
circuit.
Key
Switch
- +
Battery
Fuse
Starter
T30 Solenoid
T50
T31
Figure 3.2 - Generic Starter Motor Wiring Schematic
Please refer to the Appendix II- wiring schematics for instructions relating to each type of starter
motor.
When designing a circuit, the points outlined in section 3.4 (Electrical Installation Considerations)
should be taken into consideration.
Issue 3.0 Page 8

3.1.3 Failure Modes
Table 3.1 below, summarises frequent starter failure modes and their most commonly attributed
causes.
Failure Description Possible Causes

Broken output shaft Starter motor pinion • Excessive start-up load
broken • Excessive current draw as a
result of exceeding Battery
specification limit for starter
motor.
• Incorrectly selected starter
motor.
• High parasitic load on
starting
Electrical Overload Excessive load to the • High Cable resistance
starter, the current is • Poor SOC battery
causing heat • Excessive start-up load
damage • Extended engine cranking
beyond current rating for
each starter motor.
Broken nose bracket Starter nose casting • Starter motor subjected to
bracket fractured or high levels of impact loading
broken e.g. engine mis-fire situation
No fault found / Customer • System Failure
abuse • Damage in transit
• Customer attempted repair
• Incomplete diagnostics.
Table 3.1 Starter Motor Failure Modes
Note: This table is given as an example and is not an exhaustive list of the possible failures, failure
modes and causes. In the event of a starter motor failure a full investigation must be carried out.
Issue 3.0 Page 9

3.2 Performance Considerations
The starting performance of an engine is largely determined by the design and condition of the
starting circuit but is also significantly influenced by other external factors such as the machine
load and the environment.
The key elements affecting starting performance both within the starter circuit itself and external to
it, are listed below and discussed in more detail in the following sections.
• Starter motor and starter solenoid

• Temperature
• Batteries/Battery size (CCA)
• Circuit design and wiring
• Application parasitic loading on start-up
3.2.1 Starter Motor Performance

The performance of a starter motor is clearly indicated by its performance curve. A typical
example, of which, can be seen in Figure 3.3 below.
12 4500
Power 4000
10
Power output & speed [Watt & rpm]

Torque x10 & Voltage [Nm & Volt]
3500
Torque
8 Voltage 3000
2500
6
Speed
A 2000
4 1500
1000
2
500
0 0
0 300 600 900 1200 1500 1800
Current [Amps]
Figure 3.3 Starter Motor Performance Curve
The performance curve shows the relationship between both speed and current where speed is
directly related to the applied voltage and torque is directly related to current. The overall impact
on the effective power output of the starter is, therefore, a function of both speed and torque.
The highlighted area (A) to the left of peak torque is where the starter motor must operate for
maximum performance and durability.
To ensure optimum performance when designing and specifying the engine starting system the
following key points should be considered.
• Ensure overall circuit resistance is kept to a minimum as this will help to increase cranking
speed during cold starting.
• Ensure that the solenoid supply circuit is within the minimum resistance
• Reduce torque required to crank engine where possible by using thinner oils and minimising
application parasitic loads.
• Use max allowable battery size where possible.
• If there is more than one starter motor option available, always use the highest power
available.
Issue 3.0 Page 10

• Try to increase the minimum required operating temperature where possible.
• 24V systems will normally give better starting performance than 12V so should be used where
possible.
• Always design system to achieve the minimum mean cranking speed AND minimum speed
over TDC at the lowest required temperature.
3.2.2 Temperature Effects

Ambient temperature is a key aspect for consideration when specifying an engine starting system.
Starter, battery and cable configurations designed for starting in an ambient of 20°C can be
significantly different to those required for starting in a - 20°C ambient.
The effect of temperature on the machine and its key components are summarized in table 3.2
below.
System Description
Reduced electrolyte temperature causes an increase in the internal resistance
Battery of the battery resulting in reduced starting performance. Typically battery
performance drops by around 40% between 20°C and -20°C.
The main increase in torque required to crank the engine is oil viscosity.
Engine Typically keeping the oil the same, the torque required almost doubles between
20 and –20°C.
The main increase in torque required to crank is usally due to oil viscosity.
Application Make sure that the correct cold climate oil is used on the application prior to
testing cold start performance.
Table 3.2 Effects of temperature.
Taking all of these aspects into account the typical relationship between ambient temperature,
available cranking power and the required cranking power can be illustrated and is shown in table
3.3 below.
Cranking Power Temperature Cranking Power

Available (°° C) Required
100% 25 100%
85% 0 165%
65% -18 250%
Table 3.3 Starter Performances Due to Temperature
It is, therefore, critical that the engine starting system is based upon engine loads in the lowest
expected ambient temperature the machine will operate and is designed to take account of the
worst-case power and torque requirements during cranking.
In cold weather it may be necessary to optimize the ‘cold start’ performance details of which can
be found in the section below.
3.2.3 Optimising Cold Start Performance

Efforts to improve cold start performance should not be made by routinely increasing the size of
the battery. For instances when the engine is cold and the torque is high during start-up it is
necessary to review the whole starter circuit to ensure the cables, batteries and starter motors are
sized accordingly. Special consideration must be made to the starter motor maximum CCA ratings
as stated by the manufacturer. Under no circumstances should the maximum CCA rating of the
Issue 3.0 Page 11

starter motor be exceeded as this could lead to starter motor failure and invalidate component
warranty.
To ensure optimum engine performance at all times, as a minimum the system design should be
configured to meet the parameters outlined below. Failure to do so will result in engine starting
problems.
TEST SETUP
PARAMETER REQUIREMENT
Battery State of Charge 75%
-15°C 15W40
Engine Oil viscosity -20°C 10W40
-25°C 5W30
ENGINE SPEED REQUIREMENTS
Mechanical Engines Electronic Engines
Mean Cranking with

100rpm 100rpm
G/Plugs
Mean Cranking Speed
130rpm 130rpm
w/o G/Plugs
TDC Speed 40rpm 60rpm
ELECTRICAL
Battery: CCA Specific to Starter under test
Starter: Current Specific to Starter under test
Battery V: Min@1st
6.0 V
Compression
Battery V: Min@End of
7.3 V
crank period
* Consideration should also be given to any other minimum system voltage requirements by
the customer’s application.
Table 3.4 Cold Start Test Parameters
It is recommended that a full cold start study of the engine and application be conducted before
final application signoff to ensure starter reliability during cold ambient conditions. Please contact
your local Applications Engineer for details of cold test requirements.
3.2.4 Battery Sizing

A common misconception is that increasing the size of the application battery is the most efficient
and cost effective way of improving engine start-up capability. While increasing the size and
current output (as long as it does not exceed the maximum CCA rating of the starter motor) of the
battery will provide starting benefits i.e. more torque to overcome parasitic loads etc., other factors
such as minimising voltage drop in the circuit can be more cost effective.
During start system optimization, care must be taken to ensure that the starter motor maximum
CCA rating is not exceeded and that the cabling, along with all peripheral components are suitably
increased in current rating too.
Minimising voltage drop in the system and increasing the supplied current to the starter motor has
the following effects on both cranking speed and delivered torque.
• Torque is a function of current. Greater current availability from the battery means that greater
torque can be achieved.
Issue 3.0 Page 12

• Speed is a function of voltage. Therefore with the same current demand, a larger capacity
battery will be able to maintain voltage level (due to lower voltage drop rate) for longer, this
equates to higher cranking speeds.
• A battery-sizing chart fot Tier 4 engines can be found in Appendix IV.
3.2.5 CCA function and rating for starter motor

The CCA rating of a battery describes the maximum current it is capable of supplying to a starter
motor for 30 seconds at -18°C before the battery voltage drops below 7.2V.
Under no circumstances should the CCA rating of the battery exceed the CCA rating of the starter
motor. Increasing the CCA rating above the capacity of the starter will result in a higher torque at
the starter motor pinion than is supported by the hardware. This may result in pinion fracture and
or starter motor failure and invalidate the component warranty.
Always refer to the Appendices’ Starter Motor Data Table for information on individual starter CCA
limits.
3.2.6 Optimised Cold Start Battery Sizing

Information on cold start battery sizing can be found in Appendix IV.
3.2.7 Circuit Design

Cable sizing and circuit design can lead to starting issues in an otherwise correctly specified
system. Bad circuit design may result in:-
• Increased electrical resistance in the path between the battery and the starter motor terminals,
increasing the voltage drop across the circuit as more energy is dissipated as heat.
• Difficulty in achieving the required cranking speed as lower voltages at the starter motor
terminals contribute to lower cranking speeds.
Figure 3.4 shows the effect of circuit resistance on voltage supplied to the starter motor terminal,
for a constant current demand within a 12V system. The voltage drop is shown to increase as the
circuit resistance increases from 1.7 to 2.5 mOhm and in both can be seen to increase with a
reduction in ambient temperature.
At lower temperatures the torque required to overcome engine load increases, demanding more
current and consequently increasing the voltage drop across the supply circuit. However, as
batteries discharge faster in cold conditions it is critical that this volt drop remains small and it is,
therefore, essential that the resistance of this circuit be kept to a minimum.
In the event of further auxiliary parasitic loading (such as PTOs) being placed on the engine during
start-up the minimum voltage level at which starting is achieved may be higher, for example 8V.
To ensure the required cranking speed is sufficient throughout the operating temperature range ie
+ 40 to -25°C, and engine starting is maintained, the maximum allowable starter circuit resistance
is 1.7mOhm for a 12V system and 3.4Ohms for a 24V system.
3.2.8 Starter Motor circuit design recommendations
A typical starter motor circuit is shown in fig 3.2, section 3.1.2, starter fundamentals.
When designing a starter motor circuit the following key points should be observed
• The negative connection to the starter motor should be fed directly from the battery and
grounding should not be provided solely via the application chassis.
• The positive connection to the starter motor must be provided via direct route from the battery
positive terminal.
• The positive and negative connections for the engine management system must not be taken
from the starter motor terminals and should be taken directly from the battery. During starting
a lower voltage will be available at the starter motor compared to the battery due to the very
Issue 3.0 Page 13

high currents drawn by the starter motor. This lower voltage can adversely affect the engine
management system particularly during cold starting.
In addition the following factors affect circuit resistance and need careful consideration during the
design and Installation process.
• Cable length, both positive and negative starter supply cables should be as short in length as
possible.
• Cable CSA (cross sectional area). The larger the CSA the lower the overall resistance.
• Battery-disconnect switch contact resistance.
• Ground path back to battery. Ground cabling to the starter motor should come directly from
the battery terminals and not via the machine chassis.
• Cable connections should be kept to a minimum as each connection increases the overall
circuit resistance.
• No more than 3 connections should be made at any one point i.e. battery or starter motor
terminals.
• Ring terminals connecting battery to starter terminals should be placed first (closes to start to
terminal thread)- if there is more than 1 connection.
• All connections must be free from paint and corrosion.
Figure 3.4 Effects of Cable Resistance on Voltage Drop (Typical bare engine)
3.2.9 Parasitic Loading

Parasitic loading of an engine during starting can significantly reduce the engine starting
performance at low ambient temperatures. To minimise these problems during cold starting CAT
recommends that either:
• Parasitic loading is reduced during starting by disengaging hydraulic loads etc.
• A 24V system is installed where possible, as the extra voltage will increase the engine
cranking speed at low ambient temperatures and improve starting performance under load.
It must not be possible for the application / operator to apply additional parasitic loading during
cranking. The OEM must use interlocks to prevent this from occurring.
Special attention should also be made to the oil grades used for engine oil, hydraulic oils etc at low
temperatures. As oil temperature decreases its viscosity increases meaning the overall parasitic
load during engine starting increases.
Applications requiring high parasitic load at low ambient temperatures will require cold start testing
to ensure that starting capability is maintained. All concerns regarding cold starting, high altitude
or parasitic loading should be sent to your Applications Engineer for review.
Issue 3.0 Page 14

3.3 Mechanical Installation Considerations
3.3.1 Clearances
To ensure that the engine starter motor is suitably protected against heat, abrasion and vibration
the minimum clearance values detailed in Table 3.5 must be adhered to. Failure to do so could
lead to reduced starter motor performance and possible premature failure.
Component Required Clearance

Exhaust Manifold (Electronic Engines) ≥ 15mm
Exhaust Manifold (Mechanical Engines) ≥ 50mm
Engine Parts (Including brackets attached to

≥ 4mm
engine)
Body Parts ≥ 30mm
Wiring Harness / Application wiring No interference
Starter electrical connections Min 20mm to conducting surfaces
Table 3.5 Starter Motor Minimum Clearance values.

This is not an exhaustive list of required clearances and care should be taken during the design
process to ensure that the starter motor is protected from heat sources and that the routing of
wires and cables does not impede the starter motor contacts or hinder starter motor removal and
servicing.
3.3.2 Tightening Torques

Location of the starter motor to the engine flywheel housing or back plate is made by a set of three
studs and mating nuts. The studs are available in two different sizes, the torque values for which
are shown below:
• M10 stud and nut – 44Nm +/- 11Nm
• M12 stud and nut – 78Nm +/- 12Nm
For the starter motor electrical terminal torque requirements please refer to Appendix I.
3.3.3 Vibrational Loading

All CAT engines are tested to ensure that they are capable of withstanding vibration levels of up
to 71mm/s (~11G). All starter motors supplied by Caterpillar are however certified to at least
12.35G. It is recommended that any customers intending to source their own starter motor select
a component, which meets the specified 71mm/s (~11G) loading of the engine as a minimum.
Issue 3.0 Page 15

3.4 Electrical Installation Considerations
3.4.1 Starter motor solenoid circuit resistance.

It is critical that all non-IMS (integrated magnetic switch) activated starter motors observe the
following resistance limits for the starter motor solenoid circuit:
• 12V starter system: 40mOhm
• 24V starter system: 135mOhm
For an optimised and reliable operation of the starter motor control circuit (also known as the
solenoid circuit) the following parameters have to be used during system design:
• The pull in current of the solenoid.
• The hold in current of the solenoid.
• The maximum allowable voltage drop and therefore maximum resistance of the solenoid
supply circuit.
• The solenoid circuit fuse rating.
The current requirements are especially important when specifying the start solenoid control relay,
as the relay contacts must be capable of withstanding both the pull in and hold in currents.
In many applications a large proportion of the starter solenoid supply cable is routed in the engine
compartment or other areas of high ambient temperature. As cable resistance increases with
temperature rise, the solenoid control circuit must be specified using the resistance at the highest
ambient temperature it will be exposed to.
Appendix I shows the current, resistance and fuse requirements of each starter motor solenoid
supplied by CAT.
3.4.2 Main battery to starter motor cable sizing

One component, which has a large influence over the overall starter motor circuit resistance, is the
size and length of the cable used on both the positive supply and negative return sides of the
starter motor circuit.
It is critical that all starter motors main supply circuit designs observe the following resistance
limits.
• Overall circuit resistance must not exceed 1.7mOhm for a 12V system
• Overall circuit resistance must not exceed 3.4mOhm for a 24V system
Caterpillar recommends that although 1.7mOhm for a 12V system (3.4mOhm 24Vsystem) is a
maximum allowable circuit resistance the circuit should be designed to 1mOhm (or 2mOhm for a
24V system) where possible to allow for increased circuit resistance over the age of the system.
The graph shown in figure 3.5 gives an indication of the cable cross sectional area (CSA) required
to achieve an overall resistance value of 1.7mOhm (for a 12V system). The graph also makes
allowances for 6 connections in the circuit each of 0.05mOhm.
Issue 3.0 Page 16

Cable Sizing for 1.7mOhm Total Resistance
140
Cable CSA mm2 120
100
80
60
40
20
0
0
10
Cable Length in M
Figure 3.5 Total Circuit resistance in relation to CSA and Length

To estimate the total resistance expected from a certain size and length of cable, the following
formula can be used:
R = (L / EC) / A
Where:
R = Total cable resistance

L = Cable length in m
EC = Constant (Electrical Conductivity of copper) 59.61E06
A = CSA in m2
Note:
• Provision should be made during the estimation of the total circuit resistance for a battery
disconnect switch as this may cause the need for an increase in cable CSA to meet the
1.7mOhm / 3.4mOhm limit.
• All examples shown are based on a 12V system.
3.4.3 Cable Support and Routing

Strain relief or an anchor point must be provided a short distance from the starter motor main
supply and ground terminals. Cables should also be supported at a minimum of every 600mm
thereafter. If battery cables are attached to the chassis then the final support should be made to
the starter motor body, engine or transmission before connection to the positive or negative battery
terminals. This will allow for any relative movement between the engine and the application frame
before connection to the starter motor terminals. Cables should also be routed in such a way as to
ensure that they do not become taut during machine operation.
3.4.4 Grounding
A solid and fixed resistance starter motor ground path is key to maintaining the resistance limits
stated previously within this document. It is for this reason that Caterpillar recommends that
engine starter motor supply and ground cabling should be routed directly from and back to battery,
to ensure a fixed resistance ground path is maintained though out the life of the product.
Whilst it is understood that the circuit resistance requirement of below 1.7mOhm can be achieved
on some applications by using a ground path through the machine chassis, starting problems may
occur once the machine is in operation.
Issue 3.0 Page 17

Factors, which may cause this resistance to change, are:
• Corrosion of joints
• Loose connections
• The resistance of the interfacing materials between the starter and the ground plane.
A recommended insulated earth connection for the starter motor is shown in figure 3.6. Junction
blocks, situated close to the battery serve as a reliable supply and ground return point for other
components susceptible to voltage drop. Components such as the ECM must not be supplied from
the starter motor terminals but should be connected directly to or close to the battery to reduce volt
drop.
Ground paths must be assessed and conductive paths need to be known, if there is any doubt or
design requirements can’t be met, a direct copper cable must be used.
It is recommended that the disconnect switch have only one connection either side of the switch,
preventing the switch being bypassed if incorrectly wired. After system design, circuit resistance
should be tested to ensure the results fall within the specification provided.
To Solenoid
Control Circuit
To other electrical
consumers
Starter
Motor
Junction Block
Battery
Note B
Disconnect
Switch
To other electrical Notes
consumers A: Observe Maximum Resistance
B: Keep to minimum distance
Battery
Note B
Junction Block
To Machine Chassis
(Ground Plane)
Figure 3.6 Recommended Starter Motor Grounding

Particular attention should also be made to the following points.
• All ground points should be free from paint, to prevent areas of high resistance.
• The starter motor frame should never be used as a grounding point as any corrosion will affect
the ground circuit integrity.
• An insulated return path should always be used on wet back end applications as poor
grounding could lead to the ground path being through the engine crankshaft and bearings.
Note: CAT will not accept responsibility for any starting problems caused by the use of a non-
insulated starter motor return.
Issue 3.0 Page 18

3.5 Operational Considerations
3.5.1 Extended Cranking

Starters are rated to crank the engine continuously for a maximum of 30 seconds, following which
the starter should be allowed to cool down for a minimum of 2 minutes. If this sequence is
repeated 3 times then a cooling time of 30 minutes is required before any further cranking is
allowed. In hard starting situations where the starter has to be kept running to assist engine
starting, there is a risk of starter clutch damage due to prolonged clutch slippage. The 30 second
maximum cranking time still applies in these situations but if this condition occurs frequently then a
solution needs to be agreed with Caterpillar applications engineering to protect the starter motor
and preserve its service life.
3.5.2 Special Applications

For applications requiring heavy parasitic starting, or bespoke design, facilities at Cat engines can
be provided for testing and evaluation. These facilities will be charged accordingly; payment of
which is to be covered by the OEM. Please contact your Applications Engineer for further details.
3.5.3 Software Protection

On some engine series, starter motors can be controlled by both machine level ignition controls
i.e. ECM and key-switch, as long as the basic circuit requirements are met. For information on
ECM pin-out requirements please refer to the associated product electronic application and
installation manual.
Using the ECM to control the starter motor ensures that common failure modes are protected
against and suitable action taken to limit engine or starter motor damage.
Table 3.6 below highlights the software protection strategy and the solutions employed versus the
key failure modes.
Table 3.6 – Software protection overview
Issue 3.0 Page 19

3.6 Environmental Considerations
3.6.1 Fluid and Dust protection

Whilst the starter motor casing offers some protection against fluid and dust ingress over exposure
to fluids especially fuel, oil and engine cooling water and dust will lead to premature failure of the
starter motor. These abrasive and corrosive materials will damage the internal stator and rotor
windings causing possible field winding short circuits or failure due to internal corrosion of the
mechanical parts.
Special consideration should be made when designing the position of air conditioning units, Oil
filler position, fuel tanks etc. to ensure that the risk of spilling these liquids onto the starter motor
are reduced. To reduce the risk of starter motor contamination the system design must
• Ensure that the minimum and maximum operating temperature of the starter motor is not
exceeded.
• Ensure that starter is not exposed to excessive amounts of chemicals, oils and fluids.
• Ensure that starter drains (solenoid and motor) are not restricted and fluids can easily drain
out.
Note: Direct exposure of the starter motor to pressure washing will lead to water ingress into the
starter or solenoid body. In the likelihood of direct exposure to pressure washing it is
recommended that a shield protect the starter motor.
3.6.2 Heat Protection

All Caterpillar supplied starter motors have a specified upper limit for continuous ambient
temperature operation. Temperatures above this limit will give significant thermal temperature rise
within the starter motor windings and electrical connections, which may lead to early life failure of
the component. For protection against direct contact with heat from hot components the starter
motor should be protected by a heat shield.
At temperatures over 120°C the starter motor grease will become fluid, which may cause
mechanical failure of the starter motor clutch and gearing mechanisms.
3.7 Auxiliary Components
3.7.1 Starter Motor Relay

Starter motor solenoid control for all Caterpillar supplied motors can be achieved by the use of a
standard automotive relay. Care must be taken however to ensure that the relay contacts are
correctly rated to manage the switching of the starter motor solenoid current and do not increase
the overall circuit resistance above the allowable limits.
3.7.2 Use of Magnetic Switches

In the event of a high current solenoid being used for starter motor control, a magnetic switch
should be used. The switching of high current with conventional relays can lead to relay contact
burn out and contact ‘sticking’. A magnetic switch offers high current contacts and protects
against the problems that may be seen with use of a relay. For more information on magnetic
switch suitability please contact your Applications Engineer.
3.7.3 Battery Disconnect Switch

Battery disconnect switches are designed to disconnect all voltage supplied to the engine and
application control systems by breaking the positive or negative return to battery. Industry
standards however, are to place the battery disconnect switch in the negative path from the battery
as this provides increased protection against battery short circuit during machine / battery
maintenance.
Care must be taken when selecting a battery disconnect switch to ensure that the resistance
across the terminals does not affect the overall circuit supply resistance to the starter motor.
Selecting good quality components should ensure that the resistance of the switch is kept to a
minimum.
Issue 3.0 Page 20

4.0 Alternators
4.1 Alternator Fundamentals
4.1.1 Alternator Operation

The alternator is a component fitted to the engine that generates electricity to recharge the
vehicle battery and supply the vehicles electrical systems, during engine operation.
The principle of operation of an alternator is the same as a DC generator. An internal rotor

contains a series of electromagnets which turns within the alternator casing. This casing is
actually a set of stationary conductors wound in coils and is known as the stator. As the rotor
turns, its magnetic field cuts through the windings in the stator and induces a current in them.
The current produced is AC and therefore needs to be converted to DC before being supplied
to the battery. To do this the alternator is fitted with a diode rectifier pack, which converts the
AC voltage to DC. An internal voltage regulator ensures that a regulated output is produced.
Alternator external
casing
Carbon brushes
Rotor excitation wire
Belt pulley and rotor Excitation wire Slip

shaft rings
Rotor moving magnets
Stator Static windings
Figure 4.1 Alternator Cross-section
Issue 3.0 Page 21

4.1.2 Circuit Diagram
All alternators are fitted with a set of standard connection points and whilst the labeling of the
terminals may change between different manufacturers, the function remains the same.
A description for the most commonly labeled terminals is shown below.
Connection Description
B+ Connected to un-switched Batt +
B- Connected to Batt -
D+/I Connected to warning lamp or other form of charge indicator.
W/R Connected to tachometer.
Figure 4.2 below details the wiring schematic for a typical alternator circuit.
Charge
Alternator indication lamp
D+
W
B+
OEM’s Fuse
B- Panel
Ignition
switch
RPM OEM’s
circuits
Tachometer
To Starter Motor
- +
Chassis Battery
Ground
connection
Figure 4.2 Typical Alternator Circuit Wiring Schematic
Issue 3.0 Page 22

4.1.3 Failure Modes
There are many different possible failure modes for the engine charging circuit and the
majority of these can be prevented through careful and thorough design and validation of the
engine installation.
Some of the most common failure modes are shown below. Following the guidance and best
practice information provided in the following sections should prevent these problems.
Failure Description Possible Causes

Diode failure Diode no longer Excessive alternator
providing required AC to vibration levels.
DC rectification Alternator reverse voltage
applied.
Load dump due to loose
connections.
Water / Dust ingress Electrical short caused Incorrect alternator
on alternator stator or selected for vehicle
corrosion of alternator operational environment
components Incorrect position of
application fluid tanks
Bearing failure Seizing of alternator rotor Excessive vibration.
or alternator reduced High ambient temperature.
performance
Excessive pulley loading.
Dirt, dust or fluid ingress.
Diesel / Oil contamination Incorrect position of
application fluid tanks.
No fault found / Customer abuse Damage in transit
Customer attempted repair
Incomplete diagnostics.
Charging system malfunction
Loose Connection No output from alternator Broken connector
(battery not charging) or Loose connector causing break
no tacho signal in circuit.
Loose connector has
caused arcing & damage to
terminal.
Blown / Faulty Charging Lamp No output from Blown Bulb (when bulb fitted
bulb (non self exciting alternator, in conjunction without resistor)
alternators only) with no charging light Loose / broken connection on
D+ terminal
Failure in D+ excitation circuit.
Table 4.1 Alternator Failure Modes
Note: This table is given as an example and is not an exhaustive list of the possible failures,
failure modes and causes. In the event of alternator failure a full investigation must be carried
out.
Issue 3.0 Page 23

4.2 Alternator Performance Considerations
4.2.1 Alternator Performance

Correctly specifying and installing the engines charging system ensures that the electrical
demands of the machine are met under all running conditions. Correct alternator specification
will also ensure that the application batteries are re-charged to full capacity when required.
Calculating the application electrical demand required from the alternator is important to
ensure that both the application and battery needs are met across all speed and temperature
ranges.
Figure 4.3 Alternator Performance Curve

Figure 4.3 shows a typical performance characteristic of an alternator. The plots clearly show
that the current output from the alternator is a function of alternator rotor speed. This means
that the faster the rotor turns (within the specification limits) the higher the output current from
the alternator. It is therefore possible for an alternator rated at 65amps to only give 22Amps
at 800rpm (engine speed). This means that a machine requiring 40amps at a low idle of
800rpm may need an increase in the crank to alternator pulley ratio to increase the alternator
speed at low engine speeds. Care must be taken when increasing the pulley ratio to ensure
that the maximum alternator speed is not exceeded. In some cases a higher rated alternator
may need to be installed.
As well as ensuring that the overall machine electrical demand can be met care must be
taken to ensure that the alternator is suitable for the environment in which it is expected to
operate.
The alternators offered as part of the engine system fall into 3 categories:
• Light duty – only offered on certain engines
• Medium Duty
• Heavy Duty
Table 4.2 shows the main differences between these two families.
Issue 3.0 Page 24

Features Light Duty Medium Duty Heavy Duty
(MD) (HD)
Mechanical Standard Build Increased bearing Heavy duty shaft
construction size and bearing,
brushless
Frame size Light Duty Frame Medium duty frame Large heavy duty
frame
Output Range Upto 120A 12V 100-175A 12V, 200A 12V
Upto 65A 24V 55-100A 24V 80-150A 24V
Additional Info Not self excited - Suitable for

connection to D+ applications with
terminal and charging high vibration and
circuit (or equivalent) heavy debris
required environments
Table 4.2 Alternator Family Comparison
4.2.2 Temperature Effects

As well as understanding the application electrical load and the engine speed at which this is
required, ambient temperature can have an impact on the efficiency, durability and output of
the alternator. The output of the alternator for a given speed reduces as the ambient
temperature increases. In some cases this reduction in alternator current may be as much as
15 – 20% of the alternator output at 25°C. Figure 4.4 gives an example of the effects of
temperature on alternator output.
Figure 4.4 Temperature Effects on Alternator Output
Issue 3.0 Page 25

4.2.3 Calculating Alternator Load
An accurate evaluation of the worst case electrical loading of any application is important, to
ensure not only that the alternator is specified correctly to supply the maximum current
demand, but to ensure that there is enough reserve capacity within the alternator to suitably
re-charge the battery.
Many different methods are available to ensure a realistic estimation is made of the
application electrical demand. Some of the key features that require consideration are:
• Lighting Systems
• Air conditioning
• Radio systems
• On board control systems
In most cases the following environmental conditions should be used when evaluating
electrical loading to ensure all application functions are taken into consideration:-
• Hot day / hot day raining

• Hot night / hot night raining
• Cold night / cold night raining
• Cold day / cold day raining
It is also important to consider at what engine speed this load is likely to occur to ensure there
sufficient electrical power to meet the demand throughout the machines operating range in
worst case environmental conditions.
Care should be taken to review the alternator performance curve, as the full rated output of
the alternator may not be available at all operating speeds.
For assistance when attempting to calculate application electrical loading please contact your
Applications Engineer.
A load balance study sheet can be made available on request. This will show procedures and
equipment required for load balance sign off.
4.2.4 Alternator Battery Charge Rate

As previously stated an under sized alternator may lead to a reduction in its ability to fully re-
charge the application battery between engine starts. Whilst many factors affect the rate at
which the alternator is able to re-charge the battery it can be assumed that the size of the
reserve capacity within the alternator will directly affect the rate at which the battery is re-
charged.
Worked Example:-
If we assume an application is fitted with a 210Ah (Amp hour) battery, a 150A alternator and
the application electrical demand is 70A. This leaves 80A spare capacity in the alternator for
charging the battery. If the battery is discharged to 50%, the time taken to recharge the
battery to 100% can be calculated as follows:-
This is, therefore, also the battery capacity that needs recharging and can be re-charged by
the spare 80A left in the alternator. This will take:-
It should be noted however that this calculation is based upon a new battery and a warm day
for instance 25°C. Cold conditions and aging batteries will affect the batteries ability to accept
the charge current from the alternator and so increasing the time taken to charge the battery.
Issue 3.0 Page 26

To ensure that there is sufficient reserve capacity within the alternator to charge the
application batteries during engine operation, it is recommended that an additional 10Amps is
applied to any application load calculations.
4.3 Mechanical Installation Requirements
4.3.1 Belt Tensioning

If an automatic belt tensioner is fitted to the engine to maintain the required drive tension then
any changes or modification to the FEAD (front end accessory drive) arrangement including
the use of customer supplied components requires Caterpillar approval. This is to ensure that
there are no resulting adverse effects or compromises to FEAD components or durability.
4.3.2 Tightening Torques

To maintain electrical integrity of all connections made to the Alternator terminals the torques
listed in Appendix II are to be observed during connection.
4.3.3 Clearances
The minimum acceptable clearance values between the alternator and application
components are shown in table 4.4 below. These clearance requirements are designed to
protect both the alternator and component from premature failure due to issues such as heat
exposure, abrasion, and vibration.
Component Required Clearance (mm)

Exhaust Manifold ≥ 50
Engine Parts (Including brackets attached to ≥3
engine)
Body Parts ≥ 35
Wiring Harness / Application wiring No interference
All electrical connections onto Alternators 20mm minimum clearence to conducting
surface.
Table 4.4 Minimum alternator clearance values.
4.3.4 Vibration or Shock Loading

Engines supplied by Caterpillar are tested and certified to a vibration loading of 6G. The
gravitational loading of the engine and its dress items such as the alternator and starter
motor will vary greatly with the design of the application and therefore should be specified to
meet the machines specific requirements. Alternators supplied by Caterpillar have been
certified to 10G. If the alternator to be used is sourced from outside of Caterpillar, it is
advised that the alternator be certified to 6G as a minimum.
4.4 Electrical Installation Requirements
4.4.1 Cable Sizing

Correct sizing of alternator wiring is critical to ensure the correct and optimised performance
of the alternator charging circuit. When specifying cable sizes for the alternator charging
circuit it is recommended that the following points are considered.
• Maximum current output from the alternator in cold ambient conditions.

• Maximum under bonnet temperature the cables will be exposed to.
• Length of cables.
• Reduction of cable current carrying capacity with increase in ambient temperature.
To ensure adequate supply of voltage and current to the application system, voltage drop
across the charging circuit between the alternator and the battery must not exceed 0.5V for a
12V system and 1V for 24V.
Issue 3.0 Page 27

It is also recommended that a suitably sized fuse is fitted to the main output cable from the
alternator to ensure that the cable is protected in the event of an over current situation.
4.4.2 Load dump protection

Loose or poor connections in a circuit can lead to a complete discharge of electrical load
commonly known as a ‘load dump’.
It is strongly recommended that alternators with integral load-dump protection are used with
all electronic engine systems. Such alternators provide protection to the extensive electronic
components used on modern engine systems in the event of electrical failures in the machine
system.
Failure to use an alternator with integral load-dump protection may result in certain
components within the engine electronic system shutting down, compromising the engine's
ability to meeting legally mandated exhaust emissions standards. As a consequence, the
engine may be forced to invoke an inducement strategy, resulting in a controlled loss of
engine power and limitation of the operating speed range.
All C4.4 and C7.1 Tier 4 Final/Stage V series alternators have specially designed diodes
within the alternator itself, which arrest voltage spikes and provide internal load dump
protection. The level of protection is dependent on the rating of the diodes used, which can
vary on the alternator selected. For example, option N0202 has high voltage diodes that do
not give the same level of protection. Please refer to Appendix II.
For the C1.7 to C3.6 Electronic engines the load dump protection of the alternator is critical as
it also provides the load dump protection for the ECM as well. All alternators have been
selected to ensure they have sufficient internal load dump protection. All customer supplied
alternators must, therefore, be approved by Caterpillar to ensure the load dump capability is
sufficient.
4.4.3 Cable Routing and Support

Cables leading to and from the alternator should be fed from below the body of the alternator
to prevent moisture from running down the cables and onto the alternator terminals.
Wires should be routed in such a way as to ensure that they are neither stretch tight or
excessively loose. It is recommended that the cables are clamped near to the alternator
terminals for support. An example of good cable routing is shown in figure 4.5 below.
Figure 4.5 Cable Routing and Support
4.4.4 Alternator Excitation

Alternator excitation is important to ensure that the correct magnetic fields are generated to
enable the alternator to generate the electrical charge required to supply the application
system and re-charge the engine battery. Some of alternators supplied by Caterpillar
require a form of external excitation
Caterpillar recommends that charge indicators are used to provide the necessary volt drop
to provide excitation to the alternator field windings. On ignition the lamp will illuminate due
to the electrical potential difference across the lamp. This will provide current to the field
Issue 3.0 Page 28

windings. As the alternator begins to generate output voltage the potential across the lamp is
equalised and the lamp will turn off. If the lamp remains illuminated then a fault is present
within the alternator charging system and requires investigation. A resistor can be placed
within the system to provide the necessary voltage drop in place of the charge indicator lamp
however, this will provide no indication to the operator as to the health of the charging circuit
and may hinder fault diagnosis in the event of an alternator failure.
One drawback of using a lamp to provide excitation to the alternator is that a blown lamp does
not supply the required current for excitation. This means that in the event of a lamp failure
there is no charge supplied to the application battery and all electrical demand will be
supplied directly from the battery itself and not the alternator. To protect against this scenario
causing a flat battery a resistor can be placed in parallel with the lamp to provide the required
excitation current in the event of a lamp failure. If this approach is to be adopted it is
recommended that a resistor with a value of 100Ohm is used.
Caterpillar supplied alternators for C2.8 to C7.1 series engines

• All C4.4 and C7.1 as well as some C2.8 and C3.6 series alternators have internal excitation
and do not need a connection to the D+ terminal unless a warning lamp is required. The D+/I
terminal is designed to have a lamp in series to the ignition source for fault indication.
• MD alternators
• The MD alternator families have a built-in Auto start feature that eliminates the need to
have a dedicated terminal to energize the regulator. The D+/I terminal can be used for
either fault indication or to drive an optional relay or other loads.
• MD alternators may become damaged if the D+/I terminal input is connected directly to a
battery or ignition source for extended periods. Refer to Appendix III for the warning lamp
(D+) maximum current draw
C4.4 and C7.1 series HD Alternators

There is no D+ terminal on CAT supplied Heavy Duty alternators, however on some models
there is an L terminal. On self-exciting alternators there is no requirement to fit a warning
lamp for the purpose of field-excitement. If a warning lamp is required for visual indication
then the L terminal can be used providing the lamp or lamp/relay total resistance is in the
range of 400 to 500 ohms. A wiring diagram for L terminal is shown in figures 4.6A & 4.6B.
The use of just a warning lamp is not possible, a diode must be placed in inline between L
terminals and warning lamp as shown in figure 4.6 below, failure to do so may result in
ignition supply being drawn from the alternator L terminal when the ignition switch is turned
off.
Lamp / Lampe
L
Relais
B+
Ignition switch
Zündschalter
30 15
DF+
G
3~
DF-
B-
Regulator Alternator Electrical System
Regler Generator Bordnetz
Figure 4.6A Wiring diagram of regulator with L terminal
Issue 3.0 Page 29

Lamp / Lampe
L
30 15
Ignition switch
Zündschalter
B+
ECU R
B- B-
Regulator Electrical System
Regler Bordnetz
Figure 4.6B
Simplified diagram to explain the interaction of the L terminal and how to prevent the L
terminal from supplying the ignition system when the ignition is switched off.
Caterpillar supplied C1.1 to C3.6 series alternators

• Some Caterpillar supplied alternators require external excitation and must have the D+
terminal connected to operate correctly.
• The minimum current to excite each of these alternators is shown in Appendix III
• Two examples of excitation are shown in the circuit diagrams below. Figure 4.7 shows
alternator excitation provided by the use of a lamp with a resistor in parallel (in case of
bulb failure). Figure 4.8 shows the use of an LED instead of a lamp. The additional
resistor in series with the LED is to limit the current through the LED.
• The selected components (resistors, lamp or LED) need to be correctly sized to ensure
that the combined current flow provides the correct excitation current and does not
exceed the maximum allowable D+ current.
Issue 3.0 Page 30

Charge
Alternator indication Lamp
D+ Note use of parallel resistor

to protect system from bulb
W failure
B+
Ignition
switch
+ supply to
application
To Starter Motor
- +
Chassis Battery
Ground
connection
Figure 4.7 Circuit Diagram with alternator excitation with a filament lamp.
Issue 3.0 Page 31

Charge
Alternator indication LED
D+
W
B+
Ignition
switch
+ supply to
application
To Starter Motor
- +
Chassis Battery
Ground
connection
Figure 4.8 Circuit Diagram with alternator excitation with an LED.
4.4.5 Tachometer Connection

The alternator W terminal can be used to indicate engine speed and will supply limited power
at one-half nominal alternator voltage. The W terminal is only wired to one half of the
regulator rectifier bridge and so the output is a single polarity square waveform as shown in
the example in fig 4.9 below. This can then be used to display engine speed via a
tachometer.
Issue 3.0 Page 32

Figure 4.9 Example of W Terminal Output
• All Caterpillar supplied LD and MD alternators produce 6 pulses per alternator revolution.
• Caterpillar supplied HD alternators, produce 8 pulses per alternator revolution
To configure the tachometer it is necessary to calculate the number of pulses per engine
revolution which can be done using the crank-pulley to alternator -pulley ratio. For the C4.4
and C7.1 Tier 4 Final/Stage V engines the pulley ratios are shown in Fig 5.0 below and the
worked example shows how the number of pulses has been calculated for a set engine
speed.
Crank Pulley Alternator Pulley Ratio

200mm (4&6 Cylinder) 60mm 3.33:1
170mm (4 Cylinder) 60mm 2.83:1
150mm (6 Cylinder) 60mm 2.5:1
Figure 5.0 Pulley Ratios
Worked Example:-
Engine speed = 2000rpm
Crank to alternator ratio = 2.5
Pulses output / rev of alternator = 6
Engine revolutions per second = 2000 / 60 = 33.33
Number or alternator revolutions per second = 33.33 x 2.5 = 83.33
Total number of pulses output per second = 83.33 x 6 = 500
4.4.6 Grounding Requirements

Caterpillar supplied HD alternators are fitted with a B – terminal to which an earth strap
should be fitted. Light and Medium Duty alternators have a B- terminal, but use of this is
optional. The strap should then be fitted to a suitable paint and corrosion free node on the
engine block. It should be sized to carry the maximum cold current of the alternator. Under
no circumstances should the case or rear cover nuts be removed and used as a ground
connection.
Issue 3.0 Page 33

Fig.5.1 – Example of earth strap connection to engine block
4.5 Operational Installation Requirements
4.5.1 Environmental Considerations

The operation and efficiency of the alternator to supply the machine system with the desired
power requirements and provide recharging current to the application battery can be severely
affected by the environment to which it is exposed. Failure to protect the alternator from fluid
spills and extreme environmental conditions could lead to early alternator failure.
4.5.2 Fluid and Dust Protection

The design of the application must ensure that the risk of engine and machine fluid spills onto
the alternator is minimised. A common problematic area is the coolant filler position. Ingress
of fluid into the alternator can lead to corrosion of the rotor and stator resulting in alternator
seizure, reduced performance or burn out.
Applications exposed to high levels of airborne dust / debris such as cotton harvesters will
require an increased level of protection. For advice on suitable alternator protection please
contact your Applications Engineer.
4.5.3 Heat Protection

Temperature conditions are an important consideration during alternator specification as
excessive temperatures can cause electronic component failure.
To ensure the alternator receives sufficient cooling throughout its operation an adequate level
of airflow should be maintained through the engine bay with no exhaust components mounted
within 50mm of the rear face of the alternator.
For some HDB alternator options, it is possible for air ducting to be used to guarantee a
supply of cool clean air for the alternator. This is normally ducted from within the enclosed
engine compartment but it is sometimes necessary for cooler outside air to be used, which
also requires the use of a suitable filter. If cool air delivery is to be achieved by the use of
ducting regular inspections must be carried out to ensure the airway does not become
blocked.
Appendix II lists all alternator configurations supplied by Caterpillar along with their maximum
allowable operating temperatures. Details of where to measure this temperature and how this
should be done are detailed in the Caterpillar Test Procedures.
Operation of the alternator above these limits will result in a reduction of the alternator output
current and early component failure. At elevated temperatures components such as the
alternator plastic protective covers will begin to melt and the alternator regulator will begin to
shut-down. When assessing an installation with has low airflow across care must be taken in
specifying the correct temperature rating of the B+ boot and wiring.
Issue 3.0 Page 34

5.0 Key Parameters at a glance
Parameter Installation Requirement
Starting System
Starter supply cable circuit resistance 1.7mOhm max 12V and 3.4mOhm
combined + and - cable connections 24V
Starter motor control circuit maximum 40mOhm max 12V and 135mOhm
resistance max 24V (AZE & AZF)
Battery Sizing CCA rating of battery must not
exceed starter motor max allowable
CCA
Starter motor wirings are secured at 600mm intervals
regular intervals
Cable routing between battery and Direct, shortest-path routing.
starter terminals Starter is not grounded to chassis
Solenoid circuit Fuse Rating Correct value fitted
Soft Start protection Does starting strategy prevents
engagement longer than 2-3 seconds
if tooth to tooth abutment occurs
Minimum battery voltage during cranking Ensure during cranking, the battery
voltage does not drop below 6.0V at
first crank and 7.3V for the duration of
cranking
Starter motor clearance of hot 15mm
components
Starter motor clearance of application 30mm
components
Max under bonnet temperature 105°C
Max Operating temperature 105°C
Maximum crank duration 30Sec with 2 minute cool down
between cranks
Maximum number of cranks before 30 3 cranks with 2 minute gap between
minute cool down is required each
Vibration 10G
Charging System
Max allowable alternator crcuit volt drop 0.5V max for 12V and 1V max for 24V
Alternator reserve capacity At least 10Amps
D+ terminal current requirements
Preferred method of excitation See Appendix III
Max under bonet temperature Supplier Specific
Max operating temperature Supplier Specific
Alternator clearance of hot components 50mm
Alternator clearance of application 6mm
components
Vibration 10G
Issue 3.0 Page 35

6.0 Appendices
Appendix I – Starter Motor Data
A – C4.4 and C7.1 Tier 4 Final/Stage V Series Starter Data (Fuse ratings shown in charts are for guidance only)
Starter Motor Data Medium Duty Heavy Duty
Description
Supplier Iskra Iskra Iskra Denso Denso Bosch Denso
Family AZF AZF AZF+Mag Switch PA90L P5 HEF109MP PA90L
Voltage V 12 24 24 24 12V 24V 24
Power kW 4 4.5 4.5 7.8 5 8.4 7.8
Flywheel Housing : Starter SAE 3:1 3:1 3:1 3:1 2:3 2:3 2:3
Side LHS LHS-Ag RHS LHS RHS LHS RHS RHS LHS RHS LHS RHS
Option Code - C4.4 E0121 E0141 E0100 E0206 E0208 N/A E0200 N/A N/A N/A n/a n/a
Option Code - C6.6 & C7.1 E0431 n/a E0100 n/a n/a E0207 n/a E0102 E0214 E0215 E0211 E0212
Part Number 3317010 3317011 3218965 3417601 4510011 4823187 4321691 3731665 4369104 4369104 3879639 3545671
Application Information
Maximum Battery (SAE) CCA 2410 1200 1200 1400 2400 1500 1400
Minimum Battery (SAE) CCA 650 680 680 650 1500 640 650
Maximum Mean Cranking Current A 1000 600 600 550 1200 710 550
Activation type IMS/Sol. Sol. Sol. IMS IMS with Positive Shift IMS (4A) IMS IMS with Positive Shift
Maximum Pull-In Current @-20°C A 68 30 30 @25°C 32 242 N/A 32
Maximum Hold-In Current @-20°C A 20 6 6 @25°C 14 27.5 N/A 14
Recommended Fuse rating A 30A TBC N/A N/A N/A N/A n/a
Maximum Motor Circuit Resistance mOhm 1.7 3.4 3.4 2 1.7 2 2
Maximum Activation Circuit

mOhm See App.II See App.II - <800 13 Max 500 TBC
Resistance
Wet Flywheel Housing Compatible No No No Yes Yes Yes Yes
Operating Temp. (min/max/intermit) °C -30/110/120 -30/110/120 -30/100/120 -30/110/120 120 Max 100 Constant -30/110/120
B+ (T30) Thread : Torque Nm M10 - 15±3 Nm M10 - 15±3 Nm M10 - 15±3 Nm M10 - 22±3Nm 1/2 UNC 20 - 30Nm M12 - 22 -30Nm M12 x 1.75 20-27Nm M10 x 1.5 - 22±3Nm
Ground (T31) Thread : Torque Nm M10 - 18±1 Nm M10 - 18±1 Nm M10 - 18±1 Nm M10 - 22±3Nm 1/2 UNC 20 - 30Nm M12 - 22 -30Nm M12 x 1.75 23-30Nm M10 x 1.5 - 22±3Nm
Activation (T50) Thread : Torque Nm M6 - 5.8±1 Nm M6 - 5.8±1 Nm M4 - 2.5±0.3 Nm n/a 5/16 UNC 2 - 3Nm N/A n/a
T30 & T31 Terminal supplied with
Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Nut
T50 terminal supplied with Nut No T50 No T50 No T50 No T50 No T50 No T50 Yes Yes Yes Connector Plug Connector Plug Yes Yes
Design
Pinion number of teeth 10 10 10 10 13 12 10
Solenoid Angle ° 48 36 40 48 40 40 40 49 52.5 46° n/a
Flange fixing size 10.5 10.5 10.5 11 13.5 M12 M12
Mass kg 10.5 10.5 10.5 8.3 17.5 13.6 8.3
• It is the responsibility of the customer to ensure the correct fuse type and ratings are fitted to meet and protect the Starter Motor system circuit, Caterpillar will not accept warranty claims caused by
incorrect fuse type and/or ratings (either under-rated or over-rated) being used.
Issue 3.0 Page 36

B – C4.4 and C7.1 Stage IIIA Electronic and Mechanical Starter Data (Fuse ratings shown in charts are for guidance only)
Starter Motor Data Medium Duty Heavy Duty
Description
Supplier Iskra Iskra Iskra Iskra Remy Denso Denso Denso Bosch Prestolite
Family AZE AZF AZF AZF-HP 38MT R4.5 P5 PA90L HEF105MP M105R
Voltage V 12 12 24 24 12V 24V 12 24V 24V 24V
Power kW 3 4 4.5 5.5 5 4.5 5 7.5 8.4 8kW
Flywheel Housing : Starter SAE 3:1 3:1 3:1 3:1 2:3 3:1 2:3 2:3 2:3 2:3
Side LHS RHS RHS RHS LHS LHS RHS RHS RHS RHS RHS LHS RHS LHS RHS LHS RHS
Option Code - C4.4 E0301 E0311 E0100 E0331 E0121 E0206 E0205 E0200 n/a E0201 n/a n/a n/a N/A N/A N/A N/A
Option Code - C7.1 n/a n/a E0421 N/A E0431 E0451 E0441 n/a E0471 n/a E0102 E0461 E460 E0201 E0202 E0561 E0560
3218965 3575205 3879639 /

Part Number 3575203 3575202 3644127 3317010 3417601 4321691 2881393 2253150 3731665 3545671 3895833 3895833 4246652 4246652
3575204 (China) 2771833
Maximum Battery (SAE) CCA 950 2410 900 1400 1875 750 2400 1400 1500 1400
Minimum Battery (SAE) CCA 650 650 680 650 1200 600 1500 650 640 850
Maximum Mean Cranking
A 600 1000 600 550 850 400 1200 550 710 850
Current
Activation type IMS/Sol. Sol. Sol. Sol. IMS with Positive Shift IMS Sol. IMS IMS IMS IMS
Maximum Pull-In Current @-
A 62 68 30 32 4 41 41 32 N/A N/A
20°C
Maximum Hold-In Current @-
A 14 20 6 14 4 11 11 14 N/A N/A
20°C
Recommended Fuse rating A 25 30A 15 N/A N/A 20 N/A N/A N/A N/A
Maximum Motor Circuit
mOhm 1.7 1.7 3.4 2 1.7 3.4 1.7 2 2 2
Resistance
mOhm 40 10 135 N/A N/A 135 N/A N/A N/A N/A
Resistance
Wet Flywheel Housing
No No No Yes Yes No Yes Yes Yes Yes
Compatible
Operating Temp.
°C -30/110/120 -30/110/120 -30/110/120 -30/110/120 120 Max 120 Max 120 Max 120 100 Constant -40 to +105
(min/max/intermit)
B+ (T30) Thread : Torque Nm M10 - 15±3 Nm M10 - 15±3 Nm M10 - 15±3 Nm M10 - 22±3 Nm M12 - 24.5 -27.5 M10 - 17.6 - 24.5 Nm 1/2 UNC 20 - 30Nm M10 x 1.5 - 22±3Nm M12 - 22 -30Nm M12 - 24 - 27Nm
Ground (T31) Thread :
Nm M10 - 18±1 Nm M10 - 18±1 Nm M10 - 18±1 Nm M10 - 22±3 Nm M12 - 24.5 -27.5 M8 12.7 - 19.6 1/2 UNC 20 - 30Nm M10 x 1.5 - 22±3Nm M12 - 22 -30Nm M12 - 24 - 27Nm
Torque
Activation (T50) Thread : 2 pin ampseal 2 pin ampseal
Nm M6 - 5.8±1 Nm M6 - 5.8±1 Nm M6 - 5.8±1 Nm M5 - 2 - 2.5Nm M5 - 2.6 - 4.6 Nm 5/16 UNC 2 - 3Nm 2 pin ampseal connector 2 pin ampseal connector
Torque connector connector
Design
Pinion number of teeth 10 10 10 10 10 10 13 10 12 12
Solenoid Angle ° 48 40 48 40 40 48 40 49 - - 52.5 NA NA 46° -
Flange fixing size 10.5 10.5 10.5 11 - - 13.5 M12 M12 M12
Mass kg 8.5 10.5 10.5 8.3 - - 17.5 8.3 13.6 13
It is the responsibility of the customer to ensure the correct fuse type and ratings are fitted to meet and protect the Starter Motor system circuit, Caterpillar will not accept warranty claims caused by
Issue 3.0 Page 37

C – C2.8 and C3.6 Starter Motor Data (Fuse ratings shown in charts are for guidance only)
Starter Motor Data Medium Duty
Description
Supplier Mahle Letrika Mahle Letrika Mahle Letrika Mahle Letrika Mahle Letrika
Family AZE Nosed AZE Nosed AZF Noseless AZF Nosed AZF Nosed
Fitment RHS LHS RHS RHS RHS
Voltage V 12 12 12 12 24
Power kW 3.2 3.2 4 4 4.5
Flywheel Housing : Starter SAE 3:1 3:1 3:1 3:1 3:1
Option Code - C2.8 E4101 E4105 N/A E4102 N/A
Option Code - C3.6 E4101 E4105 E4104 E4102 E4201
Part Number 5269854 5278052 5278043 3218965 4510011
Maximum Battery (SAE) CCA 950 950 2410 2410 900
Minimum Battery (SAE) CCA 650 650 650 650 680
Maximum Mean Cranking Current A 600 600 1000 1000 600
Activation type IMS/Sol. Sol. Sol. Sol. Sol. IMS
Maximum Pull-In Current @-20°C A 68 68 68 68 30 at 25Deg C
Maximum Hold-In Current @-20°C A 20 20 20 20 6 at 25 Deg C
Recommended Fuse rating (ensure
that cable is correctly rated) A 30 30 30 30 N/A
Maximum Motor Circuit Resistance mOhm 1.7 1.7 1.7 1.7 3.4
Maximum Activation Circuit Resistance mOhm 40 40 40 40 <800
Wet Flywheel Housing Compatible No No No No No
Operating Temp. (min/max/intermit) °C -30/110/120 -30/110/120 -30/110/120 -30/110/120 -30/110/120
IP Rating Solenoid (IEC529) 67 67 67 67 67
IP Rating (from mounting flange
backwards) (IEC529) 56 56 56 56 56
B+ (T30) Thread : Torque Nm M8 - 8.5±1.5 Nm M8 - 8.5±1.5 Nm M10 - 15±3 Nm M10 - 15±3 Nm M10 - 15±3 Nm
Ground (T31) Thread : Torque Nm M8 - 12±1 Nm M8 - 12±1 Nm M10 - 18±1 Nm M10 - 18±1 Nm M10 - 18±1 Nm
Activation (T50) Thread : Torque Nm M6 - 5.8±1 Nm M6 - 5.8±1 Nm M6 - 5.8±1 Nm M6 - 5.8±1 Nm M4 - 2.5±0.3 Nm
T30 & T31 Terminal supplied with Nut Yes Yes Yes Yes Yes
T50 terminal supplied with Nut No No No No No
Design
Pinion number of teeth 10 10 10 10 10
Flange fixing size 10.5 10.5 10.5 10.5 10.5
Mass kg 8.5 8.5 10.5 10.5 10.5
Issue 3.0 Page 38

D – C1.7 and C2.2 Tier 4 Final/Stage V Starter Motor Data (Fuse ratings shown in charts are for guidance only)
Starter Motor Data Medium Duty
Description
Supplier Remy
Family PG260N2
Fitment RHS
Voltage V 12
Power kW 2
Flywheel Housing : Starter SAE 4:1
Option Code ED001
400F-E: 4235606
Part Number
400J-E: 4243091
Maximum Battery (SAE) CCA 800
Minimum Battery (SAE) CCA 600
Maximum Mean Cranking Current A 450
Activation type IMS/Sol. Sol
Maximum Pull-In Current @-20°C A 50
Maximum Hold-In Current @-20°C A 15
Recommended Fuse rating (ensure that
cable is correctly rated)
A 20
Maximum Motor Circuit Resistance mOhm 1.7
Maximum Activation Circuit Resistance mOhm 40
Wet Flywheel Housing Compatible No
Operating Temp. (min/max/intermit) °C -32degC to 120degC
B+ (T30) Thread : Torque Nm M8x1.25 - 13.5±1.5 Nm
Ground (T31) Thread : Torque Nm N/A
Activation (T50) Thread : Torque Nm M6x1.0 - 5±1.0 Nm
T30 & T31 Terminal supplied with Nut No
T50 terminal supplied with Nut No
Design
Pinion number of teeth 9
Flange fixing size 11
Mass kg 3.75
Issue 3.0 Page 39
LEBH0063-01
Caterpillar: Confidential Yellow

E – C1.1 to C2.2 IDI Stage IIIA and Stage V <19kW Starter Motor Data (Fuse ratings shown in charts are for guidance only)
Starter Motor Data 400 Series
Description
Supplier Remy Letrika Remy MITSUBISHI MITSUBISHI
Family PG260N2 AZE2178 PG260E M000TD1771 M000T84281
Voltage V 12 24 12 12 12
Power kW 2.0 2.5 1.4 0.9 1.2
Flywheel Housing : Starter SAE 4:1 4:1 5:1 5:1 5:1
Option Code ED001 ED002 ED003 ED005 ED006
Part Number 424-3091 283-4752 383-7449 543-5428 338-7268
Maximum Battery (SAE) CCA 1000 490 600 320 582
Minimum Battery (SAE) CCA 450 NA 350 250 300
Maximum Mean Cranking Current A 450 380 250 300 300
Activation type IMS/Sol. Solenoid Solenoid Solenoid Solenoid Solenoid
Maximum Pull-In Current @-20°C A 40 30 40 57.9 61.5
Maximum Hold-In Current @-20°C A 10 7.5 10 17.6 15.9
Recommended Fuse rating A 15 15 15 20 20
Maximum Motor Circuit Resistance mOhm 1.7 2.2 1.7 Max 2.0 Max 2.0
mOhm 40 80 40 50-70 50-70
Resistance
Operating Temp. (min/max/intermit) °C -32 / 120 -30 to +100 -32 / 120 -30 / 100 / 150 -30 / 100 / 150
B+ (T30) Diameter/Thread M8 x 1.25 M8 x1.25 M8 x 1.25 M8 x 1.25 M8 x 1.25
B+ (T30) Torque Nm 12.0 - 15.0 10 Max 12.0 - 15.0 9.8 +2 9.8 +2
Ground (T31) Thread : Torque Case Grounded Case Grounded Case Grounded Case Grounded Case Grounded
Ground (T31) Thread : Torque Nm Case Grounded Case Grounded Case Grounded Case Grounded Case Grounded
Activation (T50) Thread : Diameter M6 x 1 Plug 6.3 x 0.8 M6 x 1 Plug 6.3 x 0.8 Plug 6.3 x 0.8
Activation (T50) Thread : Torque Nm 6.0 Max N/A 6.0 Max N/A N/A
Design
Pinion number of teeth 9 9 9 8 10
Solenoid Angle ° 70 70 43.5 54 70
Flange fixing size 11 11 11 11 11
Mass kg 3.75 4.4 3.15 2.5 2.65
It is the responsibility of the customer to ensure the correct fuse type and ratings are fitted to meet and protect the Starter Motor system circuit, CAT will not accept warranty claims caused by incorrect fuse
type and/or ratings (either under-rated or over-rated) being used.
Issue 3.0 Page 40

Appendix II – Starter Motor Wiring Schematics
KEY SW ITCH Controlled Option ECM Controlled Option
Machine
ECM
Key
Switch
50 50
E0301 E0301
Fuse 30 E0311 Fuse 30 E0311
M E0121 M E0121
E0100 E0100
- -
+
+
E0141 E0141
31 Starter E0205 31 Starter E0205
Motor Motor
E0206 E0206
Keyswitch with Solenoid activated ECM controlled Solenoid activated

Starter Starter
Machine
ECM
Key
Sw itch
50e
50e
Fuse
30 E0201 30 E0201
M E0202 M E0202
- -
+
Starter Starter
31 Motor 31 Motor
Keyswitch with IMS activated Starter ECM controlled IMS activated Starter
Separate Grounded IMS Separate Grounded IM S
M achine
Key EC M
Switch
50e 50e
Fuse
E0200 30 E0200
30
E0207 E0207
M M
- -
+
+
Starter Starter
31 Motor 31 M otor
M achine ECM controlled IM S

Keyswitch with IM S activated Starter-
activated Starter Common Grounded
Common Grounded IM S
IMS
Issue 3.0 Page 41

Appendix III – Alternators Technical Specifications
A- C4.4 and C7.1 Tier 4 Final/Stage V Alternator Data

Alternator Data Medium Duty Heavy Duty
Description
Supplier Remy Denso Bosch
Family 18SI 13SI 18SI 36SI HDB HDB-SC HD10 HD10
Voltage V 12 24 24 24 24 24 24 12
Current A 150 85 100 105 95 150 115 145 200
Option Code - C4.4 N0105 N0201 N0206 N/A N/A N/A N/A N/A N/A
Option Code - C6.6 & C7.1 N0105 N0201 N0206 N0204 N0202 N0203 N0208 N0209 N0106
Part Number 3218927 3218932 3218929 3218940 2267683 2721889 3445081 3524700 3466147
Speed Rating (Continuous) rpm 18000 18000 18000 10000 10000 10000 10000 10000
Speed Rating (Intermitant) rpm 21000 21000 21000 12000 10000 10000 11000 11000
Operating Temp (Min) °C -40 -40 -40 -40 -40 -40 -40 -40
Operating Temp (Max) °C 125 125 125 125 93 105 125 125
Rear Cover Temp Limit °C 246 246 246 Steel Cover 150 150 N/A N/A
Regulator Hot Shut Down
°C 140 145 140 N/A N/A N/A TBD TBD
Temp
Excitation Self Exitation Self Exitation Self Exitation Self Exitation Self Exitation Self Exitation Self Excited Self Excited Self Excited
Tacho Output PPR 6 6 6 8 8 8 10 10
400ohm to
400ohm to 500ohm 500ohm
Warning Lamp Wattage W 2 4 4 5 N/A N/A
lamp/resistor in series lamp/resistor
in series
Load Dump
V 40 60 60 60 Approx 82 46.3 60 34
Protectiton(Clipping Voltage)
Maximum Charging Line
V 0.5 0.5 0.5 0.5 1.0 1.0 1.0 0.5
Voltage Drop
B+ Terminal Torque Nm 9-14 9-14 9-14 5-7 18.2 +/-2.4 18.2 +/-2.4 M8x1.5, 15+/-3 M8x1.5, 15+/-3
B- Terminal Torque Nm 5-7 5-7 5-7 12-16 4.4 +/-1 4.4 +/-1 M6x1, 6+/-1 M6x1, 6+/-1
D+ Terminal Torque Nm 3-5 3-5 3-5 3-5 N/A N/A M5x1, 4+/-1 M5x1, 4+/-1
R/W Terminal Torque Nm 3-5 3-5 3-5 3-5 2.5-3.0 2.5-3.0 M5x1, 4+/-1 M5x1, 4+/-1
Idle output @ 25° (800rpm
A 107 39 61.9 42 30 60 65.5 55 124
Worst case)
Terminals supplied with Nut Yes No Yes Yes Yes Yes Yes Yes Yes
Design
IP Rating (Bearing) 56 56 56 56 56 56 N/A N/A
IP Rating (Regulator) 54 54 54 54 56 56 N/A N/A
IP Rating (Brush Box) 33 33 33 N/A N/A N/A N/A N/A
Mass Actual kg na 6.115 na 13.060 10.820 11.755 N/A N/A
Mass kg 7.6 6.3 7.6 12.3 10.2 11 8.45 TBD 8.45
It is the responsibility of the customer to ensure the correct fuse type and ratings are fitted to meet and protect the Alternator system circuit, Caterpillar
will not accept warranty claims caused by incorrect fuse type and/or ratings (either under-rated or over-rated) being used.
Fuse ratings shown in charts are for guidance only.
Issue 3.0 Page 42

12V, 150A 24V, 85A 24V, 100A
24V, 105A 24V, 95A 24V, 150A
Issue 3.0 Page 43

24V, 115A 24V, 145A 12V, 200A
Issue 3.0 Page 44

B- C4.4 and C7.1 Stage IIIA Electronic and Mechanical Alternator Data
Alternator Data Light Duty Medium Duty Heavy Duty
Description
Supplier Remy Remy Remy Denso Remy Denso Bosch Bosch
Family 8SI 13SI 18SI 13SI 18SI 115i 13SI HDB HD10 HD10
Voltage V 12 12 12 24 24 12 24V 24 24 12
Current A 65 85 100 120 150 80 100 120 55 75 80 115 200
Option Code - C4.4 N0101 / N0401 N0121 / N0421 N0101 N0102 N0105 N0301 N0206 N/A N0321 / N0621 N/A N/A N/A N/A
Option Code - C6.6 & C7.1 N0410 N0430 N0101 N/A N/A N0201 N/A N0440 N0400 N0420 N0220 N0211 N0106
Part Number 3397767 / 3715647 3397766 / 3715649 3218902 3218928 3218927 3218932 3218929 3832557 4246821 3991485 2357133 3445081 3466147
Speed Rating (Continuous) rpm 18000 18000 18000 18000 18000 18000 15000 10000 10000 10000
Speed Rating (Intermitant) rpm 20000 21000 21000 21000 21000 20000 15000 10000 11000 11000
Operating Temp (Min) °C TBC -40 -40 -40 -40 -40 -40 -40 -40 -40
Operating Temp (Max) °C 115 125 125 125 125 105 125 93 125 125
Rear Cover Temp Limit °C 140 246 246 246 246 140 246 150 N/A N/A
Regulator Hot Shut Down Temp °C 155 145 140 145 140 155 N/A N/A N/A N/A
Excitation External Self Exitation Self Exitation Self Exitation Self Exitation External Exitation Self Exitation Self Exitation Self Exitation Self Exitation
Tacho Output PPR 6 6 6 6 6 6 6 output Hz / 7.5 10 10
400ohm to 500ohm
400ohm to 500ohm
Warning Lamp Wattage W 1.2 to 3.4 2 2 4 4 1.2 to 3.4 Max 4 N/A lamp/resistor in
lamp/resistor in series
series
Load Dump Protectiton(Clipping

V Max 35 40 40 60 60 Max 35 Max 60 Approx 82 tbc 34
Voltage)
Maximum Charging Line Voltage
V 0.5 0.5 0.5 0.5 0.5 0.5 1.0 1.0 tbc 0.5
Drop
B+ Terminal Torque Nm M6: 7.0 +/-1.2 9-14 9-14 9-14 9-14 M6: 7.0 +/-1.2 7-11 18.2 +/-2.4 M8x1.5, 15+/-3 M8x1.5, 15+/-3
B- Terminal Torque Nm N/A 5-7 5-7 5-7 5-7 N/A N/A 4.4 +/-1 M6x1, 6+/-1 M6x1, 6+/-1
D+ Terminal Torque Nm M5: 3.7 +/-0.7 3-5 3-5 3-5 3-5 M5: 3.7 +/-0.7 3-5 N/A M5x1, 4+/-1 M5x1, 4+/-1
R/W Terminal Torque Nm M5: 3.7 +/-0.7 3-5 3-5 3-5 3-5 M5: 3.7 +/-0.7 3-5 2.5-3.0 M5x1, 4+/-1 M5x1, 4+/-1
Design
IP Rating (Bearing) 55 56 56 56 56 55 56 56 - -
IP Rating (Regulator) 33 54 54 54 54 33 54 56 - -
IP Rating (Brush Box) 33 33 33 33 33 33 33 - - -
Mass Actual kg 4.8 to 5.1 - - 6.115 - 4.8 to 4.9 6.3 - - -
Mass kg - 5.4 6.2 7.6 6.3 7.6 - - 10.2 8.45 -
It is the responsibility of the customer to ensure the correct fuse type and ratings are fitted to meet and protect the Alternator system circuit, Caterpillar will not accept warranty
claims caused by incorrect fuse type and/or ratings (either under-rated or over-rated) being used.
Fuse ratings shown in charts are for guidance only
Issue 3.0 Page 45

12V, 65A 12V, 85A 12V, 100A
12V, 120A 12V, 150A 24V, 80A
Issue 3.0 Page 46

24V, 100A 12V, 120A 24V, 55A
24V, 75A 24V, 80A 24V, 115A
Issue 3.0 Page 47

C- C2.8 and C3.6 Series Alternator Data
Alternator Data
Description
Supplier Denso Mahle Letrika
Family 115i 115i 115i AAN AAN AAN AAN
Fitment RHS RHS RHS RHS RHS RHS RHS
Voltage V 12 12 12 12 12 24 24
Current A 85 100 120 150 150 100 140
Option Code - C2.8 N4101 N4102 N4103 N/A N/A N/A N/A
Option Code - C3.6 N4101 N4102 N4103 N4104 N9004 N4201 N9003
Part Number 5161713 3832556 3832557 5154364 5154364 With B+ Cable 5154385 5363286
Speed Rating (Continuous) rpm 18000 18000 18000 10000 10000 10000 10000
Speed Rating (Intermitant) rpm 20000 20000 20000 12000 12000 12000 12000
Operating Temp (Min) °C -40 -40 -40 -40 -40 -40 -40
Operating Temp (Max) °C 105 105 105 110 110 110 110
Rear Cover Temp Limit °C 140 140 140 N/A N/A N/A N/A
Regulator Hot Shut Down Temp °C 155 155 155 175±15°C 175±15°C 175±15°C 175±15°C
Excitation External Exitation External Exitation External Exitation Self Exitation Self Exitation Self Exitation Self Exitation
Tacho Output PPR 6 6 6 N/A N/A N/A N/A
Warning Lamp Wattage W 1.2 to 3.4 1.2 to 3.4 1.2 to 3.4 N/A N/A N/A N/A
Load Dump Protectiton(Clipping Voltage) V Max 35 Max 35 Max 35 Max 35 Max 35 Max 60 Max 60
Maximum Charging Circuit Voltage Drop V 0.5 0.5 0.5 0.5 0.5 1.0 1.0
B+ Terminal Torque Nm M6: 7.0 +/-1.2 M6: 7.0 +/-1.2 M6: 7.0 +/-1.2 M8: 9-13 M8: 9-13 M8: 9-13 M8: 9-13
B- Terminal Torque Nm N/A N/A N/A N/A N/A N/A N/A
D+ Terminal Torque Nm M5: 3.7 +/-0.7 M5: 3.7 +/-0.7 M5: 3.7 +/-0.7 N/A N/A N/A N/A
R/W Terminal Torque Nm M5: 3.7 +/-0.7 M5: 3.7 +/-0.7 M5: 3.7 +/-0.7 N/A N/A N/A N/A
Idle output @ 25° (800rpm Worst case) 3:1 ratio A 70 76 82 124 124 66 66
Terminals supplied with Nut No No No No No No No
Design
IP Rating (Bearing) 55 55 55 IP5K9K IP5K9K IP5K9K IP5K9K
IP Rating (Regulator) 33 33 33 IP5K9K IP5K9K IP5K9K IP5K9K
IP Rating (Brush Box) 33 33 33 IP5K9K IP5K9K IP5K9K IP5K9K
Mass kg 4.8 to 5.1 4.8 to 4.9 4.8 to 4.9 7.5 7.5 7.5 7.5
Issue 3.0 Page 48

12V, 85A 12V, 100A 12V, 120A
12V, 150A 24V, 100A 24V, 140A
Issue 3.0 Page 49

D- C1.7 and C2.2 Tier 4 Final/Stage V Alternator Data
Issue 3.0 Page 50

12V, 85A 12V, 120A
Issue 3.0 Page 51

E- C1.1 to C2.2 IDI Stage IIIA and Stage V <19kW Alternator Data
Alternator Data
Description
Supplier Remy Denso Remy ISM ISM ISM Remy
Family 85I 85I ACGM32 85I N/A N/A N/A 13SI
Voltage V 12 12 12 12 12 12 12 24
Current A 65 85 60 40 40 15 14 55
Option Code ND001 ND003 ND505 ND002 / ND518 ND009 / ND510 ND011 ND013 ND005
Part Number 3943494 3943496 185046470 3943492 185046220 185046160 185046210 3943497
Speed Rating (Continuous) rpm 15000 15000 15000 15000 15000 12000 5600 15000
Speed Rating (Intermitant) rpm 20000 20000 N/A N/A N/A N/A N/A N/A
Operating Temp (Min) °C -40 -40 -30 -40 -30 -25 -40 -40
Operating Temp (Max) °C 105 105 90 105 90 65 80 125
Rear Cover Temp Limit °C N/A N/A N/A N/A N/A N/A N/A N/A
Regulator Hot Shut Down Temp °C N/A N/A N/A N/A N/A N/A N/A N/A
Excitation External Exitation External Exitation External Exitation External ExitationExternal ExitationExternal ExitationExternal Exitation
External Exitation
Tacho Output PPR 6 6 N/A N/A N/A N/A N/A 6
Warning Lamp Wattage W 1.2 to 4 1.2 to 4 1.2 to 3.4 1.2 to 3 1.2 to 3.4 min 1.2 min 1.3 1.2 to 4
Load Dump Protectiton(Clipping Voltage) V Max 60 Max 40 Max 200 Max 60 N/A N/A N/A Max 60
Maximum Charging Circuit Voltage Drop V 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
B+ Terminal Torque Nm M6: 5.0 +/-0.5 M6: 9.0 +/-2.0 M6: 7.8 +/-2.0 M6: 9.0 +/-2.0 M6: 7.8 +/-1.9 M10: 32 +/-2.5 M10: 32 +/-2.5 M6: 9.0 +/-2.0
D+/L Terminal Torque Nm M5: 2.2 +/-0.5 M5: 4.0 +/-1.0 3 pin connector 2 pin connector 2 pin connector 2 pin connector 2 pin connector M5: 4.0 +/-1.0
R/W Terminal Torque Nm M5: 2.2 +/-0.5 M5: 4.0 +/-1.0 N/A N/A N/A N/A N/A M5: 4.0 +/-1.0
Approx 1000rpm Idle output @ 25° A (ratio) 35 (1.7:1) 32 (1.7:1) 28 (1.7:1) 45 (2:1) 15 (1.7:1) 2 (1.7:1) 1 (1.7:1) 15 (1.7:1)
Terminals supplied with Nut No No Yes No Yes Yes Yes No
Design
IP Rating (Bearing) 56 56 - 56 - - - 56
IP Rating (Regulator) 54 54 - 54 - - - 54
IP Rating (Brush Box) 33 33 - 33 - - - 33
Mass kg 4.5 4.5 3.15 Approx 3 2.7 1.7 1.4 6.6
Issue 3.0 Page 52

Appendix IV – C4.4 and C7.1 Tier 4 Final/Stage V Series Battery Charts
12V, 65A 12V, 85A 12V, 60A
12V, 40A 12V, 40A 12V, 15A
Issue 3.0 Page 53

12V, 14A 24V, 55A
Issue 3.0 Page 54

A - C4.4 Tier 4 Final/Stage V Battery Chart
4 Cylinder Starters Battery Chart
400
24V 5.5kW,
Max
350
24V 5.5kW,
Mid
Parasitic Toruqe @ Crank, Nm
300
24V 4.5kW,
Max
250
24V 4.5kW,
Mid
200
12V 4.0kW,
Max
150
12V 4.0kW,
Mid
100
12V 3.0kW,
Max
50
12V 3.0kW,
Mid
0
15W40 15W40 10W40 5W30 5W30
-10°C -15°C -20°C -25°C -30°C
Cold Start Ambient Temperature
Maximum Battery CCA 950 2400 680 1200 950 2400 680 1200 n/a 2400 680 1200 n/a 2400 680 1200
Medium Capability ** 1125 ** ** ** ** ** ** n/a ** ** 950 n/a 1900 ** 950
Bare Engine CCA 680 750 525 525 950 1650 525 525 n/a 1650 525 525 n/a 1500 525 525 n/a n/a n/a 680
Starter 3.0kW 4.0kW 4.5kW 5.5kW 3.0kW 4.0kW 4.5kW 5.5kW 3.0kW 4.0kW 4.5kW 5.5kW 3.0kW 4.0kW 4.5kW 5.5kW 3.0kW 4.0kW 4.5kW 5.5kW
Ambient Temperature -10°C -15°C -20°C -25°C -30°C
** Data unavailable
n/a Starter motor incapable of this specific cold crank temperature
Issue 3.0 Page 55

B - C7.1 Tier 4 Final/Stage V Battery Chart
Issue 3.0 Page 56

Revisions
Date Issue Changes

Oct 2018 00 Appendix Reference Tables for Starter Motors and Alternators updated to include the new product
line-up including Stage 5 Electronic engines as well as LRC Mechanical engines
Nov 2018 00 Manual content updated to include references for all engine types covered
Jan 2019 01 Appendix III – D, 400 starters updated to include breakout of starter options and update on idle output
values for the correct ratios.
Appendix III – Alternator output curves added for all options
Issue 3.0 Page 57

©2018 Caterpillar. All rights reserved. CAT, CATERPILLAR, LET’S DO THE WORK, their respective logos, "Caterpillar Yellow", the "Power Edge" trade dress as well as
corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.
LEBH0063-01
Caterpillar: Confidential Yellow

Cat C1.1 - C7.1 Stage IIIA To Stage V Engines: Starting and Charging System Application Manual

Uploaded by

Document Information

Original Title

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

Cat C1.1 - C7.1 Stage IIIA To Stage V Engines: Starting and Charging System Application Manual

Uploaded by

Copyright:

Available Formats

Cat® C1.1 – C7.

1 Stage IIIA to Stage

Starting and Charging System

Two, Three, Four and Six cylinder diesel engines

Caterpillar: Confidential Green

Issue 3.0 Page 1

Caterpillar: Confidential Green

Issue 3.0 Page 2

Caterpillar: Confidential Green

• Application and Installation Manual

Correct practices, procedures and safety precautions should always be followed.

Issue 3.0 Page 3

Caterpillar: Confidential Green

1.1.2 Jump Starting

Issue 3.0 Page 4

Caterpillar: Confidential Green

2.1 Starter Motor

2.2 Starter Motor Circuit

2.3 Alternator and charging circuit

Issue 3.0 Page 5

Caterpillar: Confidential Green

Issue 3.0 Page 6

Caterpillar: Confidential Green

3.1.1 Starter Motor Operation

Figure 3.1 Starter Motor Cross-Section

Issue 3.0 Page 7

Caterpillar: Confidential Green

Figure 3.2 - Generic Starter Motor Wiring Schematic

Issue 3.0 Page 8

Caterpillar: Confidential Green

Failure Description Possible Causes

Table 3.1 Starter Motor Failure Modes

Issue 3.0 Page 9

Caterpillar: Confidential Green

• Starter motor and starter solenoid

3.2.1 Starter Motor Performance

Power output & speed [Watt & rpm]

Figure 3.3 Starter Motor Performance Curve

Caterpillar: Confidential Green

3.2.2 Temperature Effects

Table 3.2 Effects of temperature.

Cranking Power Temperature Cranking Power

3.2.3 Optimising Cold Start Performance

Issue 3.0 Page 11

Caterpillar: Confidential Green

ENGINE SPEED REQUIREMENTS

Mechanical Engines Electronic Engines

Mean Cranking with

TDC Speed 40rpm 60rpm

3.2.4 Battery Sizing

Issue 3.0 Page 12

Caterpillar: Confidential Green

3.2.5 CCA function and rating for starter motor

3.2.6 Optimised Cold Start Battery Sizing

3.2.7 Circuit Design

3.2.8 Starter Motor circuit design recommendations

Issue 3.0 Page 13

Caterpillar: Confidential Green

3.2.9 Parasitic Loading

Issue 3.0 Page 14

Caterpillar: Confidential Green

Component Required Clearance

Exhaust Manifold (Mechanical Engines) ≥ 50mm