JCB 444 Tier III Electronic Supplement - Issue2

Issue: Issue 2 Prepared by: Paul Wilkinson
Original Issue: 31/8/06 Last Modified by: Alan Curtis

Issue Date: 11/06/07
Technical Supplement:
Electronic Systems
for the
JCB Dieselmax TAE Engine (Tier III / St III)
Page 1 of 38 JCB Part number : 320/09402

Technical Supplement: Electronic Systems

for the JCB Dieselmax TAE Engine (Tier III / St III )
Table of Contents
Glossary
1.1 Glossary ...................................................................................... 3

1.2 General System Description ......................................................... 4
1.3 Environmental Requirements ....................................................... 5
1.4 Overall Power Strategy ................................................................. 6
1.5 Starter, battery and alternator arrangement (including earthing).. 8
1.6 Electrical Wiring Diagrams ......................................................... 12
1.7 ECU Connector Description........................................................ 16
1.8 ECU Cable and Inserts................................................................ 17
1.9 Machine Connector Pin-Out Descriptions .................................. 18
1.10 Engine Connector Pin-Out Descriptions (for information only)... 19
1.11 Wiring Requirements ................................................................. 20
1.12 Engine Control Devices .............................................................. 21
1.13 Gauges, Displays and Warning Lamps ........................................ 25
1.14 Machine Ancillaries.................................................................... 27
1.15 Power Relays ............................................................................. 29
1.16 Fault Manager............................................................................ 30
Appendix 1 – Error Codes
Appendix 2 – SPN Codes

1.1 Glossary
CAN control area network

CEL check engine lamp
Comité International Spécial des Perturbations
CISPR25
Radioélectriques Regulation 25
Communication wire wire used to transmit CAN information
DCM diesel control module
electrical connector into which computerised
diagnostic connector
diagnostic equipment can be plugged
ECU engine control unit
EFSC engine fixed speed control
EMC electro-magnetic compatibility
ESD electro-static discharge
FMI failure mode indicator
HPV high pressure valve
IMV inlet metering valve
J1939 SAE specification for CAN systems
MIL malfunction indicator lamp
PGN parameter group number
Power wire wire used to transmit electrical power
process of programming the ECU to provide the
re-flashed
required engine characteristics
SPN suspect parameter number
WIF water in fuel

1.2 General System Description
A Delphi DCM 3.3 common rail engine control unit has been installed
onto JCB’s Dieselmax 4 cylinder engine to manage the combustion
process in line with the requirements of Tier III emissions regulations.
This control unit has two connectors:

• engine connector
• machine connector
The engine is supplied with all appropriate engine sensors installed and
connected to the engine connector. The machine connector is provided
as the single interface to the machine electrical system.
For engine maintenance and diagnostic purposes it is the Installer’s

responsibility to ensure that an SAEJ1939-13 diagnostic connector is
installed within the machine side harness. This must be located in a
suitably protected location (e.g. inside the cab) and have a removable,
sealed protective cover. For additional advice on this subject please
contact Power Systems Applications Department.

1.3 Environmental Requirements
The engine control unit is sensitive to temperatures and must not be

exposed to temperatures that cause the casing to exceed 112˚C or the
internal circuitry to exceed 125˚C. The internal temperature is
automatically sensed and logged within the engine control unit. Thermal
data will be used during sign-off of the installation.
All wiring within the engine bay must have insulation that can withstand
temperatures of up to 105ºC (class 2 wiring to ISO Standard 6722) and be
resistant to diesel and lubricating oil.
In order to avoid potential EMC issues, the harness routing should be

arranged:
• to avoid close proximity to high current loads such as starter

motor, alternator, etc.
• to lie as close to the machine chassis as possible to make use of
the natural screening effect – discontinuities in the chassis
metalwork to be avoided.
• such that the wire from Machine Connector pin 2 to the Power Hold
relay does not exceed 2m.
• to avoid the use of un-terminated communication wires.
• to ensure power wires are closely coupled.
• so that communication wires are as far as possible from power
wires.
• to avoid continuous lengths of wires in one plane greater than 1 m.
• To avoid the proximity of different signal characteristics – i.e.
switched, power and data signals.

1.4 Overall Power Strategy
The engine controller requires a supply in the range of 6 V to 16 V. It must not

be connected to a 24 V machine supply. A 24 V to 12 V converter is available
from JCB Power Systems Ltd for use on machines with a 24 V electrical system.
The diagram below shows a typical wiring diagram for the electronic engine.
Figure 1 - Specimen wiring diagram (see notes on next page)

Notes:
87/X represents battery supplies subject to control from the ECU. 87/4 may be
used for such purposes as high electrical loads that must only be used with the
engine running or as a starter enable signal to prevent starter motor damage in
the event of a “dead crank” situation. Reverse battery protection is achieved by
preventing the power hold relay operating in fault conditions.
Yx represents high power loads such as IMV, HPV (when not supplied internally)
etc. These loads must be connected to the same fuse as the ECU to allow
current re-circulation to function correctly.
Kx represents medium power loads such as relays and very low frequency (<
1Hz) inductive loads. i.e. loads that do not require repetitive energy clamps.
Sx represents battery connected switches
Hx represents battery supplied indicators i.e. filament lamps.
Yy represents IMV and HPV when supplied internally. To maintain diagnostic

integrity IMV_12V must be used to supply IMV only. Similarly HPV_12V must be
used to supply HPV only.
Bx represents sensors that are supplied at 5V by the ECU. Three independent

Vref channels are shown. Critical system sensors such as the rail pressure
sensor (RPS) must be connected to Vref2 only. Vref1, Vref2 and Vref3 are each
limited to 50 mA each.
Under no circumstances should power be supplied to the electrical loads

without the ECU being properly grounded.

1.5 Starter, battery and alternator arrangement (including earthing)
1.5.1 Starter motor earthing requirements

It is strongly recommended that the battery negative cable is routed
directly from the switched terminal of the isolator (or directly from
battery negative if no isolator fitted) to the earth stud on the rear casing
of the starter motor. This will help to keep the voltage drop at the starter
motor to a minimum and ensure that a high integrity earth connection is
maintained throughout the machines life.
A separate earth cable is also required to earth the machine chassis. This
should be connected from the starter motor earth stud or the switched
side of the isolator (if fitted) to the chassis, using an appropriate fastener
where all paint has been removed at the point of connection.

Figure 2 – Basic wiring requirements for starter, ignition & alternator

1.5.2 Recommended wiring sizes

The main starter cables (positive and negative connections) from battery
to starter should have a cross sectional area of no less than 90mm². The
battery cable connections should also be of a robust and reliable design
such as the Deutsch type to ensure maximum contact between cable and
clamp.
Alternator connections should be between 16mm and 25mm² dependent

upon alternator type.
temperatures of up to 105°c (class 2 wiring to ISO 6722) and be resistant
to oils and fuels.
Please contact JCB Power Systems Applications Department for specific

advice.
1.5.3 Ancillary earthing requirements

Any ancillary components which have an electrical ground requirement
should be connected via the machine chassis, not the starter motor earth
stud. It is good practice to ensure that these earth wires are kept as short
as possible to avoid EMC issues.
1.5.4 Battery Isolators

The use of a battery isolator enables the electrical system to be totally
isolated from the machine battery/batteries. Isolators must be sized in
accordance with the expected current and have good environmental
protection. It is important to ensure that the contacts within the isolator
are of a good robust design that offers minimal resistance. The isolator
should be installed as close as possible to the battery and be easily
accessed by the operator.

1.5.5 Alternator charge lamp

The alternator charging lamp should be of a 5 watt rating in order to
provide the correct level of excitation to the alternator upon initial start
up.
1.5.6 Battery
A minimum battery size of 950CCA (SAE) is recommended.
1.5.7 EMC requirements

It is the responsibility of the machine manufacturer to ensure that the
complete machine complies with any relevant EMC requirements.
1.5.8 Emergency Stop Switch
Please contact JCB Power Systems Applications Department for specific

advice.

1.6 Electrical Wiring Diagrams
Figure 3 - Engine connector wiring – for information.

Figure 4: 12V with CAN

Figure 5 - 12 Volt without CAN

Figure 6 - 24 Volt with DC to DC converter

1.7 ECU Connector Description
The machine connector is the grey 62 pin Tyco connector (Delphi Part No
12245394) as shown in the drawing in figure 5. Pins are numbered from
left to right and from top to bottom (pin 1 in the top left corner and pin
62 pin the bottom right corner).
TOP
TOP
Figure 7 - 62 pin machine connector (grey) – reference Tyco Electronics

Corporation drawing no C-1718179.

1.8 ECU Cable and Inserts
temperatures of up to 105ºC (class 2 wiring to ISO Standard 6722) and be
resistant to diesel and lubricating oil.
1.0 mm2 wire should be used for connections to pins 1 to 56.
2.5 mm2 wire should be used for connections to pins 57 to 62
Requirements for the connector terminals are given in the table below:
Supplier Terminal Terminal

Description Supplier Cavities
Part No Finish Gender
2-1418883-
ECU Connector - Machine (Grey) 1
Gold
Terminal for 1.0mm2 cable(Cav 1-56) AMP 01241380-2 1 - 56 Female
Plated
Silver
Terminal for 2.5mm2 cable(Cav 57-62) 1-968857-3 57 - 62 Female
Plated
Cable Seal for 1.0mm2 cable AMP 964972-1
Cable Seal 1.5mm2 to 2.5mm2 cable 828905-1
Blanking Plug for cavities 57 to 62 828922-1
Blanking Plug for cavities 1 to 56 963531-1
0-1418882-
Associated Parts (Cover)
1
Associated Parts (Cable Tie) HELLERMANN T50R
TYTON BLACK
Filotex 2PG885 twisted core shielded cable should be used for all CAN Bus
wires.
ECU connectors (62 pin) and associated components are available from JCB
Power Systems. Please contact JCB Power Systems Applications Department for
further advice.

1.9 Machine Connector Pin-Out Descriptions

62 way Machine/OEM Connector(Grey)œ X2
Pin Function Function
Function Description Pin # Function Description
# Reference Reference
Engine Speed Control
01 ESC_INC_SW 32 NOT CONNECTED
Increment Switch
02 POWER_RELAY Power Hold Relay Drive 33 BRAKE_SW Brake Pedal Switch
ISO K-line signal (NOT
03 ISO_K 34 Vref_RTN17 Foot Pedal Track # 2 Return
CONNECTED)
04 CEL_LAMP Check Engine Lamp 35 NOT CONNECTED
05 NOT CONNECTED 36 NOT CONNECTED

Grid Heater # 2 Relay Drive Coolant Fan # 1 Relay Drive (NOT
06 MANFLD_HTR_2 37 COOL_FAN_1
(NOT CONNECTED) CONNECTED)
07 Vref2_3 Foot Pedal Track #2 Supply 38 Vref_RTN18 Foot Pedal Track # 1 Return
08 NOT CONNECTED 39 ESC_ENABLE_SW Engine Speed Control Enable Switch
09 NOT CONNECTED 40 FUEL_PMP Fuel Lift Pump Relay Drive
11 NOT CONNECTED 42 PEDAL_3 Hand Throttle Track # 1 Signal

Engine Speed Control Decrement
12 OIL_PRESS_GAGE PWM Oil Pressure Gauge 43 ESC_DEC_SW
Switch
13 NOT CONNECTED 44 KEY_SW Key Switch
14 Vref_RTN13 Hand Throttle Track #2 Return 45 CANB_HI CAN Bus B High (NOT CONNECTED)
15 Vref2_4 Hand Throttle Track #2 Supply 46 LOW_FUEL Low Fuel Sensor Input
17 PEDAL_1 Foot Pedal Track #1 Signal 48 MANFLD_HTR_1 Grid Heater # 1 Relay Drive
18 Vref1_3 Hand Throttle Track #1 Supply 49 PROTBAT4 Positive Power Supply # 4
19 Vref_RTN CAN Bus Cable Shield 50 CANB_LO CAN Bus B Low (NOT CONNECTED)
20 MIL_LAMP Malfunction Indicator Lamp 51 NOT CONNECTED
21 Vref1_4 Foot Pedal Track #1 Supply 52 O_PL_V52 Vehicle Speed Sensor Return
22 VSPD_SENS Vehicle Speed Sensor Signal 53 PROTBAT3 Positive Power Supply # 3
23 CANA_LO CAN Bus A Low 54 NOT CONNECTED

PWM Coolant Temperature
24 COOL_TEMP_GAGE 55 WATER_SW Water In Fuel Switch
Gauge
26 PEDAL_4 Hand Throttle Track # 2 Signal 57 PROTBAT1 Positive Power Supply # 1
27 CANA_HI CAN Bus A High 58 PWRGND1 Return Power # 1

Coolant Fan #2 Relay Drive
28 COOL_FAN_2 59 PWRGND2 Return Power # 2
(NOT CONNECTED)
29 PEDAL_2 Foot Pedal Track # 2 Signal 60 PROTBAT2 Positive Power Supply # 2
30 Vref_RTN15 Hand Throttle Track # 1 Return 61 PWRGND3 Return Power # 3
31 NOT CONNECTED 62 PWRGND4 Return Power # 4

1.10 Engine Connector Pin-Out Descriptions (for information only)
62 way Engine Connector(Black)œ X1 Go to Vehicle Connector
Function Function
Pin # Function Description Pin # Function Description
Reference Reference
01 CRANK_HI Crankshaft Sensor Positive 32 NOT CONNECTED
02 CRANK_LO Crankshaft Sensor Negative 33 H2_1 Injector # 2 High Side Drive
03 NOT CONNECTED 34 L2_1 Injector # 2 Low Side Drive
04 NOT CONNECTED 35 ACC1_SCRN Accelerometer # 1 Screen
05 Vref_RTN1 Camshaft Sensor Return 36 IMV_12V Inlet Metering Valve Supply
Coolant Temperature Sensor
06 COOLANT 37 H2_2 Injector # 4 High Side Drive
Signal
07 Vref2_2 Rail Pressure Sensor Supply 38 L2_2 Injector # 4 Low Side Drive
08 RAIL_PRESS Rail Pressure Sensor Signal 39 NOT CONNECTED
09 Vref_RTN2 Rail Pressure Sensor Return 40 IMV_LO Inlet Metering Valve Low Drive
10 BOOST_TEMP Boost Temperature Sensor Signal 41 NOT CONNECTED
H-Bridge Position Supply (NOT
11 Vref3_2 42 NOT CONNECTED
CONNECTED)
H-Bridge Position Signal (NOT
12 HBR_FB 43 NOT CONNECTED
CONNECTED)
H-Bridge Position Return (NOT Fuel Temperature Sensor
13 Vref_RTN13 44 FUEL_TEMP
CONNECTED) Signal
Combustion Noise Sensor # 2
14 ACC2_POS 45 H1_1 Injector # 1 High Side Drive
Positive
15 NOT CONNECTED 46 L1_1 Injector # 1 Low Side Drive
16 ACC2_NEG 47 Vref_RTN10 Boost Pressure Sensor Return
Negative
18 ACC1_POS 49 H1_2 Injector # 3 High Side Drive
Positive
19 CAM Camshaft Sensor Signal 50 L1_2 Injector # 3 Low Side Drive
Combustion Noise Sensor # 1 Fuel Temperature Sensor
20 ACC1_NEG 51 Vref_RTN10
Negative Return
High Pressure Regulator Valve
21 NOT CONNECTED 52 HPR_12V
Supply
22 OIL_PRESS Oil Pressure Switch Signal 53 NOT CONNECTED
Ambient Pressure Sensor Signal
23 AMB_PRESS 54 NOT CONNECTED
(NOT CONNECTED)
24 Vref_RTN4 Ambient Press Sensor Return 55 ACC2_SCRN Accelerometer # 2 Screen
High Pressure Regulator Valve
25 NOT CONNECTED 56 HPR_LO
Low Drive
26 Vref_RTN5 Oil Pressure Switch Return 57 HBR_H H-Bridge Positive Output
Coolant Temperature Sensor
27 Vref_RTN6 58 NOT CONNECTED
Return
28 BOOST Boost Pressure Sensor Signal 59 NOT CONNECTED
29 Vref1_1 Camshaft Sensor Supply 60 HBR_L H-Bridge Negative Output
30 Vref1_2 Boost Pressure Sensor Supply 61 NOT CONNECTED
31 Vref3_4 Ambient Press Sensor Supply 62 NOT CONNECTED

Wiring Requirements
DC resistance between the battery and ECU should be minimised to avoid

voltage drops at peak current of approximately 15 A for the supply wire and 25
A for the return. A value of 40 mΩ (total supply and return) is recommended.
The “splice” (3 wires to 1 wire) should be as close to the ECU as possible. ECU
ground should be realised as close as possible to battery negative, while
retaining the battery isolator if fitted, and conforming to CISPR25
recommendations
Where fitted CAN wires must be twisted together throughout their length. A
minimum of 33 twists pre metre should be used with start and finish as close to
the connector shells as possible. There should be no un-terminated CAN wires.
High current rotary actuator wires (H-bridge connected) should be twisted

together throughout their length. A minimum of 33 twists per metre should be
used with start and finish as close to the connector shells as possible.
The following rules must be adhered to:
1. The ECU must be earthed back to the battery negative terminal, via the
isolator where fitted.
2. All loads must be powered via the ECU control system in accordance with
the Electrical Wiring Diagram (section 1.5).
3. The ECU control system will take a maximum of 30 Seconds, to remove
power from the system via the Power Hold Relay, following removal of the
machine’s Ignition Switch, therefore power hold relay coil must be wired
from positive (battery) and not ignition dependent.
4. All CAN Bus wires must be terminated with 120 ohm resistors at each
extremity/end of the CAN Bus. Termination is not provided within the ECU.

1.11 Engine Control Devices
1.11.1 1.5.1 Engine throttles
The engine can be controlled by any the following devices:
• single floor mounted pedal

• single hand throttle
• combination of floor mounted pedal and hand throttle
• two hand throttles
• engine fixed speed control
The electronic throttle characteristics must be provided by a twin track

ratiometric voltage output sensor as described in Figure 8 below. Advice
on appropriate throttle devices is available from JCB Power Systems
Applications Department.
Figure 8 - Characteristics of the twin track electronic throttle

A typical load circuit for the throttle is given below in figure 7.
Figure 9 - Recommended load circuit for the electronic throttle
The following specification must be adhered to:
Temperature Range
Operating: -40°C TO +85°C
Storage: -50°C TO +100°C
Functional Life
Full cycles (full rotation): 30 000 000
Dither (2 degrees rotation): 100 000 000

Electrical Specifications for Ratiometric Voltage output

Supply (Reference) Voltage Operating: 5V± 0.5V
Supply Overvoltage Cont. max.: +16V, -15V for min. 1 min. @ +25°C,
±14.4V for min. 10 min.
Supply Current Draw: max. 10mA per Output
Sensor Hysteresis: max. ± 1% of supply voltage
Sensor Linearity: as in Fig.3
Minimum Load resistance: >30 kΩ
Maximum Load Capacitance <1000nF
Output short circuit: unlimited time
Output time response: max. 10 ms
Power-up time: max. 50 ms
Environmental Specification
EMC 150 V/m
ESD ±15kV
Seal Compliance IP67
Chemical Resistance per. SAE J1455
1.11.2 Engine fixed speed control (EFSC)
To enable this feature, the hand throttle must be above a callibrateable

threshold circa. 5%. Please contact JCB Power Systems Applications
department for further advice.
• on
• off
• range of set speeds
This function requires input to 3 pins on the engine ECU (refer to Figure 4
in section 1.6):
• Increment speed
• Decrease speed
• EFSC enable

1.11.3 Low fuel level switch
An input is required to the engine ECU upon reaching a low fuel level
situation in the machine. This input can be hardwired (refer to Figure 4
in section 1.6) or sent over CAN. Please contact JCB Power Systems for
further advice.
1.11.4 Electric Lift Pump
The JCB common rail engine utilises an electric lift pump/fuel prefilter
supplied loose with the engine. This unit must not be mounted on the
engine but to the machine chassis as close as possible to the engine away
from significant sources of vibration. The lift pump is a 12 Volt device
only and must be wired back to the engine ECU via a suitable relay (Figure
4 in section 1.6). The engine ECU controls the operation of the electric
lift pump and will disable the unit if the engine is not run within 30
seconds of the ignition being switched on. The electric lift pump/fuel
prefilter also incorporates a water in fuel sensor which must be
connected back to the engine ECU. The positive feed to the water in fuel
sensor must come from the positive ignition relay not the switched
output of the power hold relay (Figure 4 in section 1.6)
1.11.5 PWM Cooling fan drive output
Please contact JCB Power Systems for further advice on this subject.

1.12 Gauges, Displays and Warning Lamps
1.12.1 Gauges
The ECU can directly interface with two Pulse Width Modulated gauges (PWM):
• Coolant Temperature
• Oil Pressure
These gauge outputs can also be used to activate a high coolant temperature
lamp and a low oil pressure light.
Please contact JCB Power Systems Applications Department for further

information.
1.12.2 Displays
Displays are driven by the CAN Bus system and require CAN enabled displays,
capable of supporting messages conforming to SAE J1939 communication
protocol. Please contact JCB Power Systems for further advice.
1.12.3 Warning Lamps
The ECU can directly interface with two filament lamps, in accordance with the
wiring diagram of section 1.5, to display:
• Check Engine Lamp (CEL) – reporting non emission related faults

• Malfunction Indicator Lamp (MIL):
- reports emissions related faults
- blinks all active error codes following ignition key switch cycling
CEL and MIL lamps must be installed where no CAN enabled display is fitted.
Note: It is not recommended that LED’s are used in this instance. If this cannot
be avoided please contact JCB Power Systems for further advice.

Figure 10 - ECU interfacing for warning lamps
ref Description ref description

X1 CAN interface X2 ECU Connector (MACHINE)
H2 Malfunction Indicator H1 Check Engine Lamp (CEL)
Lamp (MIL)
87/3 Battery supply subject to
control from the ECU
Notes:
1. The default configuration of the ECU is a filament lamp. For alternatives

consult JCB Power Systems Applications Department.

1.13 Machine Ancillaries
The following ancillaries are supported:
• Grid heater (manifold heater)

• Water in fuel (WIF) switch/ sensor to WIF switch
• Hand throttle sensor
• Pedal throttle sensor (or second hand throttle sensor)
• Vehicle speed sensor
• Brake system interface (reduces engine speed upon braking when
in limp home mode)
• PWM coolant gauge
Note: The PWM gauge outputs can also be used to drive high coolant
temperature lamps and low oil pressure lights.
These are connected through the machine connector.
For information, an oil pressure switch is provided already installed and

connected to the engine connector.

Figure 11 - Connections for the machine ancillaries
ref Description ref description

B1 Hand throttle sensor B2 Pedal throttle sensor
S3 Water in fuel switch S4 Oil pressure switch
X2 ECU connector (MACHINE) X1 ECU connector (ENGINE)
87/2 Battery supply subject to K1 Manifold heater relay
control from the ECU output #1

1.13.1 Machine Speed Limiter
A machine speed control system is supported by the engine ECU which

limits the maximum machine speed in any gear. The limit is a
calibratable parameter set via the service tool.
1.14 Power Relays
Power relays are required as specified for the following devices:
1.14.1 Power Hold Relay

• Coil Voltage => 12VDC
• Configuration => Single Pole Normally Open (SPNO)
• Max Contact Current => 30ADC

1.14.2 Grid Heater Relay

1.14.3 Fuel Lift Pump Relay

1.14.4 Reverse Fan Control Relay

For additional advice on this subject please contact JCB Power Systems
Applications Department.
1.15 Fault Manager
Faults on the ECU system are managed and displayed as:
• MIL lamp blinking a defined sequence

• CAN enabled display
In the event of a fault, the MIL will send out three sets of blinks, representing
the three digit error code. For example, error code E127 “Power Supply Fault”
would be displayed as:
These will appear as “on” for approximately 1 second and “off” for
approximately 0.5 seconds with approximately 2 seconds between error code
digits. Please note that only the MIL flashes the error code.
Fault diagnosis is also available via JCB ServicemasterTM tool.
Separate Statement on JCB Servicemaster

Appendix 1 – JCB Engine Servicemaster Displayed Error Codes
Error
SPN FMI Fault Description Comment
Code
Data erratic, intermittent or

E001 629 2 Engine Control Module
incorrect
E001 629 11 Engine Control Module Root cause not known
Bad intelligent device or
E001 629 12 Engine Control Module
component
E001 629 31 Engine Control Module Conditions exists
E002 190 2 Engine Speed Sensor
incorrect
Voltage below normal or shorted
E004 156 4 Fuel Timing Pressure Sensor Circuit
to low source
Voltage above normal or shorted
E008 102 3 Intake Manifold Pressure Sensor
to high source
to low source
E010 91 3 Accelerator Pedal Position Sensor
to high source
E011 91 4 Accelerator Pedal Position Sensor
to low source
E012 974 3 Hand Throttle Position Sensor
to high source
to low source
E014 100 3 Engine Oil Pressure
to high source
E015 100 4 Engine Oil Pressure
to low source
E017 110 3 Engine Coolant Temperature
to high source
to low source
E023 105 3 Intake Manifold Temperature Sensor
to high source
E024 105 4 Intake Manifold Temperature Sensor
to low source
E027 620 4 Sensor Supply Voltage Circuit
to low source
E027 1080 4 Sensor Supply Voltage 3 (+5V)
to low source
to high source
E040 84 2 Vehicle Speed Sensor
incorrect
E041 84 10 Vehicle Speed Sensor Data abnormal rate of change
E047 174 3 Fuel Temperature
to high source

E048 174 11 Fuel Temperature Root cause not known

E049 174 4 Fuel Temperature
to low source
High Fuel Pressure Solenoid Valve Voltage below normal, or shorted
E051 1347 4
Number 1 to low source
High Fuel Pressure Solenoid Valve Voltage above normal, or shorted
E052 1347 3
Number 1 to high source
High Fuel Pressure Solenoid Valve Current below normal or open
E052 1347 5
Number 1 circuit
High Fuel Pressure Solenoid Valve Mechanical system not responding
E055 1347 7
Number 1 or out of adjustment
Engine Control Module Temperature Voltage above normal, or shorted
E068 1083 3
Sensor to high source
Engine Control Module Temperature Voltage below normal, or shorted
E069 1083 4
Sensor to low source
Current above normal or grounded
E076 651 6 Injector Solenoid Valve Cylinder # 1
circuit
circuit
circuit
circuit
Injector Solenoid Valve Cylinder Number Current below normal or open
E083 651 5
1 circuit
E085 653 5
3 circuit
E089 652 5
2 circuit
E090 654 5
4 circuit
E091 630 2 Calibration Memory
incorrect
E091 630 31 Calibration Memory Condition exits
Voltage below normal, or shorted
to low source
Engine Fuel Injection Pump Control Valve Voltage above normal, or shorted
E096 1076 3
(IMV) to high source
Engine Fuel Injection Pump Control Valve Voltage below normal, or shorted
E097 1076 4
(IMV) to low source
Mechanical system not responding
E098 1076 7 Fuel Pump Control Module, CAN
or out of adjustment
E104 1078 2 Fuel Pump Control Module, Idle
incorrect
E111 626 11 Intake Air Heater (Relay Enable) # 2 Root cause not known
E113 620 3 Sensor Supply Voltage 2
to high source
Voltage above normal, or shorted
to high source
Data valid but above normal
E119 97 15 Water in Fuel Indicator operating range - least severe
level


E122 97 3 Water in Fuel Indicator
to high source
E123 97 4 Water in Fuel Indicator
to low source
incorrect
E127 627 2 Power Supply
incorrect
Data valid but below normal
E129 168 1 Battery Voltage operational range - most severe
level
E130 168 0 Battery Voltage operational range - most severe
level
E133 94 16 Fuel pump delivery pressure operating range - moderately
severe level
E134 157 3 Injector Metering Rail # 1 Pressure
to high source
E135 157 4 Injector Metering Rail Pressure
to low source
E138 1076 13 Fuel Pump Calibration Trim Circuit Out of calibration
Bad intelligent device or
E142 1076 12 Fuel Metering Solenoid
component
Cylinder Power Imbalance between Data erratic, intermittent or
E159 166 2
cylinders incorrect
incorrect
E183 157 2 Injector Metering Rail # 1 Pressure
incorrect
E202 651 7 Minimum drive pulse drift (inj #2)
E700 94 1 Fuel pump delivery pressure operational range - most severe
level
High Fuel Pressure Solenoid Valve Data erratic, intermittent or
E701 1347 2
Number 1 incorrect
E702 94 18 Fuel pump delivery pressure operating range – least severe
level
E703 94 31 Fuel pump delivery pressure Conditions exists
Abnormal frequency or pulse width
E704 731 7 Engine Knock Sensor
or period
E704 731 31 Engine Knock Sensor Condition exists


E706 651 7 Minumum drive pulse drift (inj #2)
E708 1485 7 Engine Control Module Main Relay
E709 110 31 Engine Coolant Temperature Condition exists
E710 626 3 Intake Air Heater (Relay Enable) # 1
to high source
to low source
Current below normal or open
circuit
circuit
E714 86 7 Cruise Control Set Speed
E715 102 31 Boost pressure plausibility Condition exists
E716 91 2 Accelerator pedal position
incorrect
E717 157 31 Injector Metering Rail # 1 Pressure Condition exists
E718 636 2 Engine position sensor
incorrect
incorrect
E720 637 10 Engine Speed Sensor Abnormal rate of change
Auxiliary Output #1 (Temperature Gauge / Voltage below normal or shorted
E722 924 4
Lamp) to low source
Auxiliary Output #1 (Temperature Gauge / Current below normal or open
E723 924 5
Lamp) circuit
Auxiliary Output #1 (Temperature Gauge / Current above normal or grounded
E724 924 6
Lamp) circuit
Wiring harness resistance too high/low
E725 654 10 Abnormal rate of change
(cyl #4)
(cyl #2)
(cyl #1)
(cyl #3)
E729 2797 3 Engine Injector Bank 1
to high source
to high source
High Fuel Pressure Solenoid Valve
E731 1347 0 operational range – most severe
Number 1
level
High Fuel Pressure Solenoid Valve
E732 1347 1 operational range – most severe
Number 1
level
E733 2648 4 Maintenance Lamp
to low source


circuit
circuit
to low source
E737 731 11 Engine Knock Sensor Root cause not known
to low source
incorrect
TBD 74 Maximum vehicle speed limit
SAE J1939 Multiplexing Remote -
TBD 91 19 Received network data in error
accelerator pedal position
TBD 1322 11 Engine misfire multiple cylinder Root cause not known
Auxiliary Output #2 (Oil Pressure Gauge / Voltage below normal or shorted
E746 925 4
Lamp) to low source
E747 1116 13 Engine Gaseous Fuel Correction Factor Out of calibration
E748 1116 2 Engine Gaseous Fuel Correction Factor
incorrect
Auxiliary Output #2 (Oil Pressure Gauge / Current below normal or open
E749 925 5
Lamp) circuit
Auxiliary Output #2 (Oil Pressure Gauge / Current above normal or grounded
E750 925 6
Lamp) circuit
E751 1213 3 Malfunction Indicator Lamp
to high source
to high source
Engine Electric Lift Pump for Engine Fuel Voltage above normal, or shorted
E753 1075 3
Supply to high source
E755 636 7 Engine position sensor
to low source
E757 3598 5 ECU Power Output Supply #2
circuit
E758 3598 6 ECU Power Output Supply #2
circuit
Engine Electric Lift Pump for Engine Fuel Voltage below normal or shorted
E760 1075 4
Supply to low source
Engine Electric Lift Pump for Engine Fuel Current below normal or open
E761 1075 5
Supply circuit
Engine Electric Lift Pump for Engine Fuel Current above normal or grounded
E762 1075 6
Supply circuit
E763 105 31 Intake Manifold temperature Sensor Condition exists
circuit
E774 157 13 Injector Metering Rail # 1 Pressure Out of calibration
E775 1079 2 Sensor Supply Voltage 1 (+5V) Data erratic, intermittent or

incorrect
Engine Fuel Injection Pump Fuel Control Current below normal or open
E776 1076 5
Valve (IMV) circuit
Engine Fuel Injection Pump Fuel Control Current above normal or grounded
E777 1076 6
Valve (IMV) circuit
Engine Fuel Injection Pump Fuel Control
E778 1076 16 operating range – moderately
Valve (IMV)
severe level
E779 1076 18 operating range – least severe
Valve (IMV)
level
E780 1076 31 Condition exists
Valve (IMV)
incorrect
to low source
circuit
E784 105 10 Intake Manifold Temperature Sensor Abnormal rate of change
circuit
to low source
circuit
circuit
circuit
to high source
Auxiliary Output # 1 (Temperature Gauge Voltage above normal or shorted
E792 924 3
/ Lamp) to high source
E793 925 3 Auxiliary Output # 1 (Oil Gauge / Lamp)
to high source
to high source
E795 620 2 Sensor Supply Voltage 2
incorrect
E796 3598 4 ECU Power Output Supply # 2
to low source
to low source
circuit
to circuit

Appendix 2– J1939 messages supported by the ECU.
PGN # SPN # Description Ident Type Repetition
518 Requested Torque / Torque Limit

695 Override Control Mode
0 696 Requested Speed Control Conditions TSC1 Received 10mSecs
897 Override Control Mode Priority
898 Requested Speed / Speed Limit
57088 639 Start Stop broadcast DM13 Received As Required
59904 2540 Request RQST Received As Required
59392 2541 ACK/NACK ACKM Transmitted On Request
91 Accelerator Pedal Position 1

92 Percent Load at Current Speed
61443 EEC2 Transmitted 50mSecs
559 Accelerator Pedal Kickdown Switch
974 Hand Throttle Position
190 Engine speed

512 Drivers Demand Engine-Percent Torque
61444 513 Actual Engine-Percent Torque EEC1 Transmitted 20mSecs
899 Engine Torque Mode
2432 Engine Demand – Percent Torque
65188 1136 ECU temperature ET2 Transmitted 1Sec
975 Estimated fan speed

65213 FD Transmitted 1Sec
977 Fan drive state
1213 Active Diagnostic Trouble Codes (DTCs)

65226 DM1 Transmitted As Required
2648
65227 As Required Previously Active Diagnostic Trouble Codes DM2 Transmitted On Request
65228 As Required Reset of Previously Active DTCs DM3 Received As Required
65235 As Required Reset Active DTCs DM11 Received As Required
234 Software id
65242 SOFT Transmitted On Request
965 software id, number of fields
65243 157 Fuel Rail pressure EFL/P2 Transmitted 1Sec

235 Engine total idle hours

65244 IO Transmitted On Request
236 Engine total idle fuel used
590 Engine Idle Shutdown Timer State

591 Engine Idle Shutdown Timer Function
65252 592 Engine Idle Shutdown Timer Override SHUTDOWN Transmitted 1Sec
593 Engine Idle Shutdown Has Shutdown Engine
1081 Engine Wait to Start Lamp
65253 247 Engine hours HOURS Transmitted On Request
65255 246 Total Vehicle Hours VH Transmitted On Request
182 Trip Fuel

65257 LFC Transmitted On Request
250 Total Fuel Used
233 Unit Number

586 Make
65259 CI Transmitted On Request
587 Model
588 Serial Number
65260 237 VIN Number VI Transmitted On Request
110 Engine coolant temperature

65262 ET1 Transmitted 1Sec
174 Engine fuel temperature
98 Oil level
65263 EFL/P1 Transmitted 500mSecs
100 Oil pressure
65265 84 Wheel-Based Vehicle Speed CCVS Transmitted 100mSecs
65266 183 Fuel rate LFE Transmitted 100mSecs
65269 108 Barometric pressure AMB Transmitted 1Sec
102 Charge air pressure

65270 IC1 Transmitted 500mSecs
105 Charge air temperature
65271 158 ECU supply voltage VEP Transmitted 1Sec
65276 96 Fuel Level DD Received 1Sec
65279 97 Water in fuel WFI Transmitted 1Sec

JCB 444 Tier III Electronic Supplement - Issue2

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JCB 444 Tier III Electronic Supplement - Issue2

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Issue: Issue 2 Prepared by: Paul Wilkinson

Original Issue: 31/8/06 Last Modified by: Alan Curtis

Page 1 of 38 JCB Part number : 320/09402

Technical Supplement: Electronic Systems

1.1 Glossary ...................................................................................... 3

Appendix 1 – Error Codes

Appendix 2 – SPN Codes

Page 2 of 38 JCB Part number : 320/09402

CAN control area network

Page 3 of 38 JCB Part number : 320/09402

1.2 General System Description

This control unit has two connectors:

For engine maintenance and diagnostic purposes it is the Installer’s

Page 4 of 38 JCB Part number : 320/09402

1.3 Environmental Requirements

The engine control unit is sensitive to temperatures and must not be

In order to avoid potential EMC issues, the harness routing should be

• to avoid close proximity to high current loads such as starter

Page 5 of 38 JCB Part number : 320/09402

1.4 Overall Power Strategy

The engine controller requires a supply in the range of 6 V to 16 V. It must not

Figure 1 - Specimen wiring diagram (see notes on next page)

Page 6 of 38 JCB Part number : 320/09402

Sx represents battery connected switches

Hx represents battery supplied indicators i.e. filament lamps.

Yy represents IMV and HPV when supplied internally. To maintain diagnostic

Bx represents sensors that are supplied at 5V by the ECU. Three independent

Under no circumstances should power be supplied to the electrical loads

Page 7 of 38 JCB Part number : 320/09402

1.5 Starter, battery and alternator arrangement (including earthing)

1.5.1 Starter motor earthing requirements

Page 8 of 38 JCB Part number : 320/09402

Figure 2 – Basic wiring requirements for starter, ignition & alternator

Page 9 of 38 JCB Part number : 320/09402

1.5.2 Recommended wiring sizes

Alternator connections should be between 16mm and 25mm² dependent

Please contact JCB Power Systems Applications Department for specific

1.5.3 Ancillary earthing requirements

1.5.4 Battery Isolators

Page 10 of 38 JCB Part number : 320/09402

1.5.5 Alternator charge lamp

1.5.7 EMC requirements

1.5.8 Emergency Stop Switch

Please contact JCB Power Systems Applications Department for specific

Page 11 of 38 JCB Part number : 320/09402

1.6 Electrical Wiring Diagrams

Figure 3 - Engine connector wiring – for information.

Page 12 of 38 JCB Part number : 320/09402

Figure 4: 12V with CAN

Page 13 of 38 JCB Part number : 320/09402

Figure 5 - 12 Volt without CAN

Page 14 of 38 JCB Part number : 320/09402

Figure 6 - 24 Volt with DC to DC converter

Page 15 of 38 JCB Part number : 320/09402

1.7 ECU Connector Description

Figure 7 - 62 pin machine connector (grey) – reference Tyco Electronics

Page 16 of 38 JCB Part number : 320/09402

1.8 ECU Cable and Inserts

1.0 mm2 wire should be used for connections to pins 1 to 56.

2.5 mm2 wire should be used for connections to pins 57 to 62

Supplier Terminal Terminal

Page 17 of 38 JCB Part number : 320/09402

1.9 Machine Connector Pin-Out Descriptions