c4 4 c6 6 Electronic Application Installation Guide

C4.4 & C6.
6 INDUSTRIAL ENGINE
electronics application &

installation guide
LEBH7120-00
Table of Contents
1 Introduction and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

1.1 Applicable Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.2 Electronic Applications Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.3 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.3.1 Warning — Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.3.2 Warning — Electrostatic Paint Spraying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.3.3 Warning — Jump-Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2 Engine Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.1 Electronic Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2 Sensor Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2.1 Intake Manifold Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2.2 Intake Manifold Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.2.3 Coolant Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.2.4 Fuel Rail Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.2.5 Fuel Pump Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2.6 Electronic Unit Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2.7 Crankshaft Speed/Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2.8 Pump/Camshaft Speed/Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2.9 Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2.10 Wastegate Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3 Engine Component Diagrams and Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3.1 C6.6 Factory-Installed Wiring and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3.2 C6.6 Engine Wire Harness Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.3.3 C4.4 Factory-Installed Wiring and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.3.4 C4.4 Engine Wire Harness Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.3.5 C6.6 Principal Engine Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.3.6 C4.4 Principal Engine Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.4 Customer System Overview Key Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.4.1 Connection, Power, and Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.4.2 Indication Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.4.3 Controlling the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.5 Required Components to Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.6 Optional Customer-Installed Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.6.1 Typical Customer-Installed Component Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.6.2 Example OEM Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.6.3 Example 1 Basic Engine Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.6.4 Example 2 Construction Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.6.5 Example 3 Industrial Open Power Unit Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.6.6 Example 4 Agricultural Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.6.7 Example 1 — Basic Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.6.8 Example 2 — Construction Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.6.9 Example 3 — Industrial Open Power Unit Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . 24
2.6.10 Example 4 — Agricultural Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3 Power and Grounding Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.1 Engine Block Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.1.1 Ground Stud on Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.1.2 Ground Connection to Tapping on Engine Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.2 Voltage and Current Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Table of Contents
3.3 ECU Power Supply Circuit Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

3.3.1 Battery (+) Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.3.2 Battery (-) Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.3.3 Correct Method of ECU Battery Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.3.4 Correct Method of ECU Battery Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.4 Engine ECU Power Supply Circuit Resistance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.4.1 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.4.2 Inductive Energy — Fly-back Suppression Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4 Connectors and Wiring Harness Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4.1 Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4.1.1 ECU Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4.1.2 Connector Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.1.3 Tightening the OEM Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.1.4 ECU Connector Wire Gauge Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.1.5 ECU Connector Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.1.6 Terminal Retention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.1.7 Hand Crimping For Prototype Machines and Low Volume Production . . . . . . . . . . . . . . . . . . . . . . . 37
4.1.8 ECU Connector Sealing Plug Installation Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.1.9 OEM Harness Retention at the ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.1.10 Machine Crimping For High Volume Production . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.2 Harness Wiring Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.2.1 General Recommendations for Machine Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.2.1.1 Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.2.1.2 Cable Routing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.2.1.3 Mounting Location for Electronic Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.2.1.4 Electromagnetic Compliance (EMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.2.1.5 Diagnostic Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.2.1.6 Termination Resistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.2.1.7 Pin Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
5 Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5.1 Starting the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5.2 Stopping the Engine (and Preventing Restart) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.2.1 Ignition Keyswitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.2.2 Emergency Stop Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.2.3 Battery Isolation Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
5.2.4 Remote Stop Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
5.2.5 Datalink Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
5.2.6 Common Problems With the Application of Stop Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
6 Engine Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
6.1 Analogue Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
6.1.1 Device Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
6.1.2 Analogue Sensors — Connection Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
6.1.3 Evaluating Component Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
6.1.3.1 Analogue Input Test Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
6.1.3.2 Idle Validation Switch Test Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
6.1.4 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
6.1.5 Required Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6.1.6 Analogue Throttle Switch — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 3
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6.2
PWM Sensor — Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6.2.1 Device Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6.2.2 Component Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6.2.3 Connection Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.2.4 PWM Throttle — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.3 PTO Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.3.1 PTO Mode On/Off Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.3.2 PTO Mode Set/Lower Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.3.3 PTO Mode Raise/Resume Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3.4 PTO Mode Disengage Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3.5 PTO Mode Preset Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3.6 PTO Mode Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3.7 PTO Mode — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3.8 Example of PTO Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.4 Multi-Position Throttle Switch (MPTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.4.1 Multi-Position Throttle Switch — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.5 Torque Speed Control TSC1 (Speed Control Over CAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.6 Arbitration of Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.6.1 Manual Throttle Selection Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.7 Ramp Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.8 Throttle Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
6.8.1 Throttle Parameter Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.1 Diagnostic Lower Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.2 Lower Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.3 Initial Lower Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.4 Lower Dead Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.5 Initial Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.6 Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.7 Upper Dead Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.1.8 Diagnostic Upper Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.8.2 Throttle Calibration Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
6.8.2.1 Idle Validation Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
7 Cold Starting Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
7.1 Control of Glow Plugs by the Engine ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
7.1.1 Relay, Fuse, and Cable Gauge Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
7.1.2 Wait-to-Start/Start Aid Active Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
7.1.3 OEM/Operator Control or Override of the Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
7.1.4 Ether Cold Start Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
7.1.5 Water Jacket Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
7.1.6 Ambient Temperature Sensor — ET Configurable Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
8 Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.1 Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.1.1 Gauge Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.1.2 Lamp Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.1.3 Indicator Lamps Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
8.1.4 Datalink-Driven Intelligent Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
8.1.5 Minimum Functional Specification for J1939 Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
8.1.6 Customer Triggered Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Table of Contents
8.2 Engine Software Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

8.2.1 Engine Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
8.2.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
8.2.1.2 Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
8.2.1.3 Derate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
8.2.1.4 Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
8.2.2 Monitoring Mode — ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
8.2.3 Monitoring Mode Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
8.2.3.1 Coolant Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
8.2.3.2 Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
8.2.3.3 Intake Manifold Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
8.2.4 Other Derate Reasons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
9 Monitored Inputs for Customer-Fitted Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
9.1 Configurable States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
9.2 Air Filter Service Indicator — Air Intake Restriction Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
9.3 Coolant Low Level Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
9.4 Fuel in Water Trap Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
10 Engine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
10.1 Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
10.1.1 All Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
10.1.2 Torque Limit Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
10.1.3 Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
10.1.4 High Speed Governor (Governor Run-Out) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
10.2 Auxiliary Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
10.3 Rating Selection Via Service Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
10.4 Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
10.4.1 Rating and Droop Changes Requested Via the J1939 Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
10.4.2 Service Maintenance Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
11 Using the ET Service Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
12 Datalink Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
12.1 SAE J1939 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
12.1.1 Summary of Key J1939 Application Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
12.1.2 Physical Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
12.1.3 Network Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
12.1.4 Application Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
13 J1939 Supported Parameters Quick Reference Summary Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82-85
14 J1939 Parameters — Detailed Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
14.1 Sending Messages to the ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
14.2 J1939 Section 71 — Vehicle Application Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87-104
14.3 J1939 Section 73 — Diagnostic Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105-106
14.4 Supported Parameters — Section 21 — Simplified Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
14.5 Supported Parameters — Section 81 Network Management — Detailed Descriptions . . . . . . . . . . . . . 107
15 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
15.1 Appendix 1 — ECU J1 Connector Terminal Assignments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108-109
15.2 Appendix 2 — List of Diagnostic and Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-111
Introduction and Purpose
1 Introduction and Purpose

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

The information contained is the best available at the time of authoring to describe the application and installation
requirements of the production software as of January 2007.
Some engines shipped before this date will not have all the features described in this document. Likewise, some
additional features will be added after this date. Contact the electronic applications team for the latest
information on software feature release dates.
1.2 Electronic Applications Contacts

If the information in this document is incomplete, incorrect, or further details are required, please contact your
applications engineer.
Electronic Applications Team
Mark Tegerdine — Electronic Application Team Leader

Telephone: +44(0) 1733 583222
Email: Tegerdine_Mark@cat.com
1.3 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 recognizing potentially hazardous situations
before an accident occurs. A person must be alert 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. Caterpillar dealers will have the most current information.
Improper operation, maintenance or repair of this product may be dangerous. Improper operation, maintenance
or repair of this product may result in injury or death.
Introduction and Purpose
Do not operate or perform any maintenance or repair on this product until you have read and understood the
operation, maintenance, and repair information.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in
this publication and on the product are not all-inclusive. If a tool, a procedure, a 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. You must also be sure that the
product will not be made unsafe by the procedures that are used.
1.3.1 Warning — Welding

Welding can cause damage to the on-engine electronics. The following precautions should be taken before and
during welding:
• Turn the engine off. Place the ignition keyswitch in the OFF position.
• Disconnect the negative battery cable from the battery. If the machine is fitted with a battery disconnect
switch, open the switch.
• Clamp the ground cable of the welder to the component that will be welded. Place the clamp as close as
possible to the weld.
• Protect any wiring harnesses from welding debris and splatter.
DO NOT use electrical components in order to ground the welder. Do not use the ECU or sensors or any other
electronic components in order to ground the welder.
1.3.2 Warning — Electrostatic Paint Spraying

The high voltages used in electrostatic paint spraying can cause damage to the engine electronics. The damage
can manifest itself through immediate failure of components or by weakening electronic components, causing
them to fail at a later date.
The following precautions should be taken when using electrostatic paint spraying techniques on engines:
• Connect all 64 pins of the ECU J1 connector directly to the spraying booth ground.
• Connect the engine block to ground at 2 points. Ensure that good screwed connections onto bright metal
are used.
1.3.3 Warning — Jump-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 ECU.
Engine Component Overview
2 Engine Component Overview

2.1 Electronic Control Unit (ECU)
The A4E2 ECU is an electronic control device, fundamentally a computer that governs engine speed and torque
output. The ECU processes sensor measurements from the connected sensors to determine fuel quantity, fuel
timing, fuel pressure, and intake pressure. The device is assembled to a special mounting plate fitted to the
engine. The location is common on both C4.4 and C6.6 engines, left hand side close to the fuel rail. The device has
two connection sockets, one for the engine wire harness (J2) that is blue in color and the other for the machine
OEM harness connection (J1) that is grey in color. There are two ECU options, a fueled-cooled version and an air-
cooled version. The choice of option depends on the maximum ambient temperature (see mechanical installation
guide for details of fuel connection requirements and temperature restrictions).
2.2 Sensor Details
2.2.1 Intake Manifold Pressure Sensor

The intake manifold pressure sensor measures the air pressure inside the intake manifold, after the turbo. There
are two sensor options dependent on the choice of rating. The operating range of the sensor options differs. The
range is either 0-339 kPa absolute or 0-440 kPa absolute.
The sensor is used to determine atmospheric (barometric) pressure. During certain operating conditions the ECU
will take a snapshot of the measured pressure to set the atmospheric pressure value. The atmospheric pressure
is used to determine the atmospheric related fuel limits (if any); e.g., at high altitude fuel may be limited during
cranking to prevent turbo over-speed. The ECU also uses the atmospheric value to calculate gauge pressure of
other absolute engine pressure sensors.
When the engine is running, the sensor measurement is used as an input parameter to calculate torque and air
fuel ratio limits. This helps prevent black smoke during transient engine conditions, mainly during acceleration or
upon sudden load application; i.e., if intake manifold pressure is too low for the requested fuel, the fuel is limited
to prevent the over-fuel condition. The measurement will also be used to select certain timing maps.
Intake manifold pressure is also used to control the turbo wastegate regulator, if fitted. The turbo wastegate
regulator control system regulates intake manifold pressure to a desired value, calibrated in the software. In
order to do this, the software needs to know the actual value of intake manifold pressure, hence the need for the
sensor measurement.
If the intake manifold pressure sensor/circuit fails, a low default value is used in the software. The wastegate
regulator control (if fitted) will go to open loop, whereby the resultant intake manifold pressure will be low (as
determined by the wastegate hardware chosen) and fuel will be limited under certain engine conditions,
effectively providing a fuel/torque derate.
2.2.2 Intake Manifold Temperature Sensor

This sensor measures the temperature inside the inlet air manifold. There are two sensor options on the C4.4
engine depending on the turbo arrangement. The operating range of the sensors differs. The range is either -40°C
to +120°C or -40°C to +200°C (used on straight turbo options). The C6.6 engine uses the -40°C to +120°C option.
Note: This is the sensor to which the engine is calibrated. Intake air temperature measurement is very
sensitive to location. If the OEM adds additional inlet air temperature monitoring; for example, during
prototype evaluation, it should be anticipated that there may be a difference of several degrees Celsius
between the engine sensor and the OEM sensor.
Intake manifold temperature measurement is used as an input to the cold start strategy. When the engine is
running the sensor measurement is used as an input parameter to calculate torque and air fuel ratio limits.
The OEM has no connection to this sensor, but if the intake air is required by some machine system; for example,
for fan control strategy, the data can be accessed on the J1939 datalink.
It is possible, if extreme temperatures are measured at the intake, that the engine will derate. In the event of a
derate, an event code will be generated on the J1939 datalink or displayed on the service tool, and the warning
lamp will illuminate.
2.2.3 Coolant Temperature Sensor

The coolant temperature sensor measurement is used as an input to the cold start strategy. The measurement is
also used to select certain maps at 0°C, 50°C, 65°C, and 70°C. The engine is considered warm at 65°C. The fuel
delivery characteristics will change dependent on the engine temperature. The sensor is also used for activating
the glow plugs for cold engine starting and for detecting high coolant temperatures for raising an event. The
range is -40°C to +120°C
If the sensor/circuit fails, a default value is used and a diagnostic code is raised. For glow plug control if this
sensor/circuit is faulted, the intake manifold air temperature sensor is used. It is possible that with this
sensor/circuit in a failure condition, white smoke may result during a cold engine start. The high coolant
temperature event will not be raised under this fault condition.
The sensor reading of coolant temperature is also used to determine the maximum fuel allowed during engine
starting. If the sensor/circuit fails, it is possible the engine will not start under cold engine conditions.
It is possible, if the coolant temperature exceeds the design limits, that the engine will derate. In the event of a
derate, a fault code will be generated on the J1939 datalink or displayed on the service tool, and the warning lamp
will illuminate.
2.2.4 Fuel Rail Pressure Sensor

The fuel rail pressure sensor is used to measure the fuel pressure in the high-pressure fuel rail. (The fuel in the
fuel rail feeds all injectors. Injection takes place when each injector is electrically operated.)
The fuel rail pressure measurement is used in conjunction with the high-pressure fuel pump to maintain the
desired fuel pressure in the fuel rail. This pressure is determined by engine calibrations to enable the engine to
meet emissions and performance objectives.
If the fuel rail pressure sensor/signal is faulted, a diagnostic code is set with a warning; a default value used
and a 100 percent engine derate results. The default value for fuel rail pressure will allow the engine to run in a
limp-home fashion whereby a known fuel rail pressure will be controlled within reasonable engine conditions.
Emissions compliance cannot be guaranteed under this fault condition.
2.2.5 Fuel Pump Solenoid

The fuel rail pump solenoid is used to control the output from the high-pressure fuel pump. It is energized when
fuel is required to be pumped into the high-pressure fuel rail. Varying the energize time of the solenoid controls
the fuel delivery from the pump. The earlier the solenoid is energized (degrees before TDC), the more fuel is
pumped into the fuel rail.
The solenoid forms part of the fuel rail pressure closed loop control system in conjunction with the fuel rail
pressure sensor, ECU, and software. The fuel rail pressure sensor measures the fuel rail pressure; the signal is
processed by the ECU, and software and compared to the desired fuel rail pressure for the given engine
operating conditions. The control algorithmcontrols the fuel rail pump solenoid energize time. There is no OEM
connection to this component.
If the fuel rail pump solenoid fails, it is likely that fuel will not be pumped into the fuel rail and engine shutdown or
failed start is expected.
2.2.6 Electronic Unit Injectors

Each fuel injector contains a solenoid to control the quantity of fuel injected. Both positive and negative wires to
each solenoid are wired directly back to the ECU.
There is no OEM connection to this component. Voltages of up to 70V are used to drive the injectors. The signals
to the injectors are sharp pulses of relatively high current. The OEM should ensure that any systems that are
sensitive to electromagnetic radiation are not in proximity to the harness components that lead to the injectors.
2.2.7 Crankshaft Speed/Timing Sensor

The crankshaft speed-timing sensor is a Hall-effect sensor. The sensor works in conjunction with the timing ring
fitted to the engine crankshaft.
The sensor produces a signal as the timing ring/crank rotates past the sensor. The ECU uses this signal to
calculate crankshaft speed and crankshaft position. The crank speed/timing signal is used during normal engine
running since it is more accurate than the signal obtained from the cam speed/timing sensor.
If the crank speed/timing sensor signal is lost or faulted, the engine is capable of starting provided the cam speed/
timing signal is healthy. A diagnostic and warning will be raised if the fault occurs during engine running. A full
derate will result since the engine is not guaranteed to be emissions compliant due to the accuracy of the cam
speed/timing signal. The diagnostic and derate will not be raised during engine cranking (if fault present), but the
service tool will provide a means to read the condition of the cam and crank speed signals to aid fault finding.
The OEM has no connection to this sensor. If the OEM

requires accurate engine speed information, it may be
obtained from the SAE J1939 datalink. The software
includes logic to prevent reverse engine running.
2.2.8 Pump/Camshaft Speed/Timing Sensor

The camshaft speed/timing sensor works in conjunction with the timing ring fitted inside the high pressure fuel
pump. The sensor produces a signal as the timing ring/pump rotates past the sensor. The ECU uses this signal to
calculate camshaft speed, camshaft position and engine cycle. The cam speed/timing signal is required for
determining the correct engine cycle and is also used for limp-home operation in the event of the crank speed
sensor/circuit being faulted/lost.
If the camshaft speed/timing sensor/signal is lost or faulted, the engine will not start (since engine cycle is not
known from the crank signal only), but if the engine is already running, no engine performance effect will be
noticed. A diagnostic and warning will be raised if the fault occurs during engine running. The diagnostic will not
be raised during engine cranking, but the service tool will provide a means to read the condition of the cam and
crank speed signals to aid fault finding. The software includes logic to compensate for minor timing errors.
2.2.9 Oil Pressure Sensor

The oil pressure sensor measures the engine oil pressure in kPa. Oil pressure is used for engine protection,
whereby if insufficient oil pressure is measured for a given speed, an event for low oil pressure would be raised.
The low oil pressure threshold is defined as a map against engine speed. Currently, two levels of event are
specified. Level 1 is the least severe and raises a warning. Level 3 is the most severe and raises a warning which
requests that the engine be shutdown. Automatic engine shutdown can be configured for certain applications,
such as gensets, to occur when a level 3 event is raised.
If the oil pressure sensor fails, a diagnostic is raised and a default value is used by the software, which has been
chosen to be a healthy (high) pressure value. It is not possible to raise an event while an oil pressure diagnostic
is present.
2.2.10 Wastegate Regulator

The regulator controls the pressure in the intake manifold to a value that is determined by the ECU. The
wastegate regulator provides the interface between the ECU and the mechanical system that regulates intake
manifold pressure to the desired value that is determined by the software.
2.3 Engine Component Diagrams and Schematics
2.3.1 C6.6 Factory-Installed Wiring and Components
Electronic Unit Injectors
A4E2 ECM
Diagnostic (If Equipped)
Fuel Pump J1
J2
64 Pin Plug
Coolant Temperature
Oil Pressure Wastegate Regulator

(If Equipped)
Intake Manifold
Pressure
Pump/Cam Speed/
Timing
Intake Manifold
Temperature
Crank Speed/Timing
Fuel Rail Pressure
2.3.2 C6.6 Engine Wire Harness Schematic

A4E2 ECU
J2 Connector
T962 BK 1 X931YL 6 INJECTOR CYLINDER 6 RETURN
T956 BK 2 X925PK 62 INJECTOR CYLINDER 6
X930 GY 7 INJECTOR CYLINDER 5 RETURN
T961 BK 3 X924 BR 63 INJECTOR CYLINDER 5
T955 BK 4
X929BU 8 INJECTOR CYLINDER 4 RETURN
T960 BK 1 X923 OR 64 INJECTOR CYLINDER 4
T954 BK 2 X928 GN 33 INJECTOR CYLINDER 3 RETURN
X922 WH 59 INJECTOR CYLINDER 3
T959 BK 3
T953 BK 4 X927 YL 34 INJECTOR CYLINDER 2 RETURN
X921 PK 58 INJECTOR CYLINDER 2
T958 BK 1
INJECTOR
CYLINDER 6 T952 BK 2 X926 GY 35 INJECTOR CYLINDER 1 RETURN
X920 BR 57 INJECTOR CYLINDER 1
T957 BK 3
INJECTOR
CYLINDER 5 T951 BK 4
INJECTOR
CYLINDER 4
INTERNAL
INJECTOR (ROCKER EXTERNAL
CYLINDER 3 COVER)
INJECTOR
CYLINDER 2
1 INJECTOR
INTAKE MANIFOLD CYLINDER 1
2
PRESSURE SENSOR
3
T997 OR 46 IMP POWER SUPPLY (+5V)
T993 BR 38 IMP RETURN
X731 BU 55 IMP SIGNAL
1 L730 OR 47 OIL PRESSURE SENSOR PWR (+5V)
2 Y947 BR 39 OIL PRESSURE SENSOR RETURN

OIL PRESSURE SENSOR
3 994 GY 56 OIL PRESSURE SENSOR SIGNAL
FMP SENSOR POWER SUPPLY

1 R997 OR 48 (+5V)
FUEL MANIFOLD 2 Y948 BR 40 FMP SENSOR GROUND
PRESSURE SENSOR 3 Y946 BU 51 FMP SENSOR SIGNAL
COOLANT TEMPERATURE 1 995 BU 43 COOLANT TEMP SIGNAL
SENSOR 2
INTAKE MANIFOLD 1 C967 BU 42 IMT SIGNAL
TEMPERATURE SENSOR 2 L731 BR 37 TEMPERATURE SENSOR RETURN
CRANKSHAFT SPEED/ 1 996 GN 10 SPEED SENSOR POWER (+8V)
TIMING SENSOR 2 E965 BU 52 CRANK SPEED/TIME SENS SIG
P920 BR 53 PUMP /CAM SPEED SENS SIG
PUMP / CAM SPEED 1

Y950 YL 25 FUEL PUMP SOLENOID PWM SIG
SENSOR 2
Y951 PU 26 FUEL PUMP SOLENOID RETURN
C211 BK 19 WASTEGATE RETURN
M795 WH 17 WASTEGATE PWM SIGNAL
FUEL PUMP 1
SOLENOID 2 A 101 RD 18 BAT+ (FOR COMMS ADAPTER)
B 229 BK 45 BAT - (FOR COMMS ADAPTER)
DIAGNOSTIC D 944 OR 21 CDL+
CONNECTOR (9 PIN) E 945 BR 20 CDL-
F Y793 YL 23 J1939 -
G Y792 PK 24 J1939 +
C
H
ELECTRONIC J
1
WASTEGATE
2
ACTUATOR
NOT ALWAYS FITTED

ON FIXED SPEED
ENGINES
2.3.3 C4.4 Factory-Installed Wiring and Components
Electronic Unit Injectors
A4E2 ECM
Diagnostic (If Equipped)
Fuel Pump J1
J2
64 Pin Plug
Coolant Temperature
Oil Pressure Wastegate Regulator

(If Equipped)
Intake Manifold
Pressure
Pump/Cam Speed/
Timing Intake Manifold
Temperature
Crank Speed/Timing
Fuel Rail Pressure
2.3.4 C4.4 Engine Wire Harness Schematic

A4E2 ECU
J2 Connector
T960 BK 1 X929BU 34 INJECTOR CYLINDER 4 RETURN
T954 BK 2 X923 OR 58 INJECTOR CYLINDER 4
X928 GN 8 INJECTOR CYLINDER 3 RETURN
T959 BK 3 X922 WH 64 INJECTOR CYLINDER 3
T953 BK 4
X927 YL 7 INJECTOR CYLINDER 2 RETURN
T958 BK 1 X921 PK 63 INJECTOR CYLINDER 2
T952 BK 2 X926 GY 35 INJECTOR CYLINDER 1 RETURN
X920 BR 57 INJECTOR CYLINDER 1
T957 BK 3
T951 BK 4
INTERNAL EXTERNAL
INJECTOR
(ROCKER
CYLINDER 4
COVER)
INJECTOR
CYLINDER 3
INJECTOR
CYLINDER 2
INJECTOR
CYLINDER 1
1
INTAKE MANIFOLD
2
PRESSURE SENSOR
3
T997 OR 46 IMP POWER SUPPLY (5V)
T993 BR 38 IMP RETURN
X731 BU 55 IMP SIGNAL
1 L730 OR 47 OIL PRESSURE SENSOR PWR (5V)
2 Y947 BR 39 OIL PRESSURE SENSOR RETURN

OIL PRESSURE SENSOR
3 994 GY 56 OIL PRESSURE SENSOR SIGNAL
1 R997 OR 48 FMP SENSOR POWER SUPPLY (5V)
FUEL MANIFOLD 2 Y948 BR 40 FMP SENSOR GROUND

PRESSURE SENSOR Y946 BU
3 51 FMP SENSOR SIGNAL
COOLANT TEMPERATURE 1 995 BU 43 COOLANT TEMP SIGNAL
SENSOR 2
INTAKE MANIFOLD 1 C967 BU 42 IMT SIGNAL
TEMPERATURE SENSOR 2 L731 BR 37 TEMPERATURE SENSOR RETURN
CRANKSHAFT SPEED/ 1 996 GN 10 SPEED SENSOR POWER (8V)
TIMING SENSOR 2 E965 BU 52 CRANK SPEED/TIME SENS SIG
P920 BR 53 PUMP /CAM SPEED SENS SIG
PUMP / CAM SPEED 1

Y950 YL 25 FUEL PUMP SOLENOID PWM SIG
SENSOR 2
Y951 PU 26 FUEL PUMP SOLENOID RETURN
C211 BK 19 WASTEGATE RETURN
M795 WH 17 WASTEGATE PWM SIGNAL
FUEL PUMP 1
SOLENOID 2 A 101 RD 18 BAT+ (FOR COMMS ADAPTER)
B 229 BK 45 BAT - (FOR COMMS ADAPTER)
DIAGNOSTIC D 944 OR 21 CDL+
CONNECTOR (9 PIN) E 945 BR 20 CDL-
F Y793 YL 23 J1939 -
G Y792 PK 24 J1939 +
C
H
ELECTRONIC J
1
WASTEGATE
2
ACTUATOR
NOT ALWAYS FITTED

ON FIXED SPEED
ENGINES
2.3.5 C6.6 Principal Engine Electronic Components
Intake
Intake Temperature Pressure
Sensor Fuel Rail
Pressure
Coolant Sensor
Sensor
ECU
Pump/Cam
Fuel Pump
Speed Oil Pressure
Solenoid Note: Variable
Sensor Sensor Wastegate Fitted to
Crank Speed Right Hand Side
Sensor
2.3.6 C4.4 Principal Engine Electronic Components
Fuel Pump
Solenoid
Fuel Rail
Pressure
Intake Sensor
Temperature
Sensor
Coolant
Temperature
Sensor
ECU J1
Connector
Intake Manifold
Pressure
Sensor
Pump/Cam
Speed Sensor
Crank Speed
Sensor
Oil Pressure
Sensor
Note: Wastegate
Regulator Fitted to
Right Hand Side of
Engine
2.4 Customer System Overview Key Elements

The engine can be wired and configured many different ways dependent on the requirements of the OEM. The
key elements to consider are:
2.4.1 Connection, Power, and Grounding

The engine ECU requires electrical power. The requirements for powering the ECU need careful review. It is
important to understand how to connect the ECU to the machine battery; more detail is given in the power and
grounding section of this document.
2.4.2 Indication Starting and Stopping the Engine

With the battery connected, a single connection to the ECU is required to initialize the ECU. Once initialized the
ECU will be ready to control the engine. It is important to consider how the power to pin 40 is controlled; most
machines use a simple keyswitch to start and stop the engine. There are specific recommendations for stopping
the engine that are specified in the starting and stopping section of this guide. Mandatory requirements regarding
operator indication are in place; see the operator display section of this document.
2.4.3 Controlling the Engine

There are specific requirements in this document for controlling engine speed and auxiliary components. Further
information is available in the speed demand section of this document.
2.5 Required Components to Install

Mandatory or Required Components Section
Battery Power and Grounding Considerations
Circuit Protection Power and Grounding Considerations
Keyswitch Starting the Engine
Warning Lamp Operator Displays
Shutdown Operator Displays
Wait-to-Start Lamp Operator Displays
Glow Plug Relay Cold Starting Aid
Speed Demand Input Engine Speed Demand
2.6 Optional Customer-Installed Components*

Optional Components Section
Low Oil Pressure Lamp Operator Displays
PTO Mode Lamp Operator Displays
Maintenance Due Lamp Operator Displays
Remote Shutdown Switch (Normally Open) Stopping the Engine
Coolant Level Sensor Monitored Inputs for Customer Fitted Sensors
Water Fuel Sensor Monitored Inputs for Customer Fitted Sensors
Air Filter Restriction Switch Monitored Inputs for Customer Fitted Sensors
PWM Throttle Position Sensor Engine Speed Demand
Analogue Throttle Position Sensor with
Idle Validation Switch (1) Engine Speed Demand
Analogue Throttle Position Sensor with
Idle Validation Switch (2) Engine Speed Demand
Throttle Selection Switch Engine Speed Demand
Multi-Position Switch Engine Speed Demand
PTO On/Off Switch Engine Speed Demand
PTO Set/Lower Switch Engine Speed Demand
PTO Raise/Resume Switch Engine Speed Demand
PTO Disengage Switch Engine Speed Demand
Mode Switch (1) Engine Governor
Mode Switch (2) Engine Governor
Maintenance Due Reset Switch Additional Options
Ambient Temperature Sensor Additional Options
* Check compatibility in specific sections, some components cannot be used together.
2.6.1 Typical Customer-Installed Component Diagram
Battery Isolation
Switch
Glow Plug
Relay
+ - PWM
Battery Throttle
Analogue
Throttle with
IVS
IVS
Circuit Protection
(Mandatory)
Air Filter Restriction

Switch
Keyswitch
Coolant Level
Magnetic Switch
Switch
Warning Lamp PTO On/Off Switch
PTO Raise/Resume Button

Stop Lamp
PTO Set/Lower Button
Wait to Start Lamp
PTO Disengage
Low Oil Pressure Lamp
Modes Switch 1
Maintenance Due Lamp
Modes Switch 2
Service Tool Connector Shutdown Switch
Maintenance Due
J1939 Termination Resistor Reset Switch
2.6.2 Example OEM Schematic

The engine can be configured and wired many different ways dependent on the requirements of the OEM. The
following four example schematics and descriptions provide a guide for the OEM.
2.6.3 Example 1 Basic Engine Application

This solution is suitable for applications where very little integration or additional engineering is a requirement
when compared to the solution used for a mechanical engine. This solution can be used in most mechanically
governed engine replacement situations. The OEM needs to consider only basic functions: power supply, operator
indication, cold start aid, and a simple method of controlling the engine speed.
2.6.4 Example 2 Construction Application

An application where the engine, in response to an arrangement of switched inputs will operate at one of a range
of defined speeds. This is suitable for applications where the device has multiple operating speeds that are
defined for the specific output reasons, for simplicity of operator use, or for operation dependent upon the
environment — e.g., quiet modes. This could include auxiliary engine on-road sweeper, multiple speed water
pumps, etc. There are sixteen possible set speeds based on four discrete ECU inputs. In addition to the keyswitch,
a separate engine shutdown switch is used to stop the engine.
2.6.5 Example 3 Industrial Open Power Unit Application

An application where the engine, in response to a control input such as a button press, accelerates from idle
speed up to the pre-defined operating engine speed. Once at the pre-defined operating speed, the engine speed
may be raised or lowered by increment/decrement button presses. This is suitable for enhancing some of the
applications of the single speed (set speed) control or to provide a variable speed control without having a
throttle pedal/lever. This functionality may benefit when the user wants to use “set speed operation,” but with the
capability to adjust it themselves — users may have a favorite operating speed. This could include concrete
pumps and hydraulic driven machines.
2.6.6 Example 4 Agricultural Application

The application will allow single or twin throttles, engine twin set speed control, multi mode operation, integrated
display drive, etc. This set-up is suitable for applications where the customer requires a high degree of operator
control over the machine’s behavior. It is one of the most complex applications. Typically, this is used in mobile
applications that may be driven to the place of work and require operator selectable speed operation while
performing their chosen task. This could include tractors, combines, and backhoe loaders.
2.6.7 Example 1 — Basic Schematic OEM Harness

Basic OEM Wiring Schematic A4E2 ECU
J1 CONNECTOR
Chris Crawford 21st AUG 2006
UNCONTROLLED DOCUMENT FOR
INDICATION ONLY
Caterpillar Confidential Green
NOTE 7
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
40 IGNITION KEYSWTICH
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
NOTE 2 59 WARNING LAMP
COLD START - WAIT TO START LAMP

63 COLD START LAMP
LOW OIL PRESSURE LAMP LOW OIL PRESSURE LAMP

62 (OPTIONAL)
NOTE 4
57 START AID CONTROL
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
43 SENSOR SUPPLY 8V
PWM
THROTTLE 53 PWM THROTTLE SENSOR INPUT
SENSOR
33 SENSOR RETURN
NOTES
1. N/A J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. N/A
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and system voltage
6. Starter motor control circuits will vary
7. Fuse value dependant on system voltage
Rear View of J1 Plug Front View of J1 Plug
2.6.8 Example 2 — Construction Schematic OEM Harness

120
Construction OEM Wiring Schematic OHM A4E2 ECU
J1 CONNECTOR
INDICATION ONLY CAN J1939 BUS
20 CAN J1939 +
Caterpillar Confidential Green NOTE 1

21 CAN J1939 -
22 CAN J1939 SHIELD
23 CDL +
NOTE 3
24 CDL -
120
NOTE 7 OHM
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2

63 COLD START LAMP

62 (OPTIONAL)
NOTE 4
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
S1 49 THROTTLE POSITION SWITCH 1

10
POSITION S2 50 THROTTLE POSITION SWITCH 2
CMN
ROTARY S3 51 THROTTLE POSITION SWITCH 3
SWITCH
S4 52 THROTTLE POSITION SWITCH 4
SHUTDOWN SWITCH (CLOSE TO

48 STOP)
35 SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional J1 PLUG
3. CDL connection may be used for secondary diagnostic
connection
7. Fuse value dependent on system voltage
2.6.9 Example 3 — Industrial Open Power Unit Schematic OEM Harness
IOPU OEM Wiring Schematic A4E2 ECU

J1 CONNECTOR
INDICATION ONLY
Caterpillar Confidential Green
NOTE 7
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
PTO MODE LAMP

61 PTO MODE LAMP (OPTIONAL)
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
NOTE 2 59 WARNING LAMP

63 COLD START LAMP

62 (OPTIONAL)
NOTE 4
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
ON / OFF
SET / LOWER
52 PTO MODE - ON / OFF

RAISE / RESUME PTO MODE - SET/ LOWER
51
50 PTO MODE - RAISE /RESUME
DISENGAGE SWITCH PTO MODE - DISENGAGE (NC)
49
35 SWITCH RETURN
NOTES
1. N/A J1 PLUG
3. N/A
2.6.10 Example 4 — Agricultural Schematic OEM Harness

120
Agricultural OEM Wiring Schematic OHM A4E2 ECU
J1 CONNECTOR
INDICATION ONLY CAN J1939 BUS
20 CAN J1939 +
Caterpillar Confidential Green NOTE 1

21 CAN J1939 -
22 CAN J1939 SHIELD
23 CDL +
NOTE 3
24 CDL -
120
NOTE 7 OHM
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
PTO MODE LAMP

61 PTO MODE LAMP (OPTIONAL)
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2

63 COLD START LAMP

62 (OPTIONAL)
MAINTENANCE DUE LAMP MAINTENANCE DUE LAMP

58 (OPTIONAL)
MAINTENANCE DUE RESET MAINTENANCE DUE RESET

36 SWITCH
SWITCH
NOTE 4
NOTE 5
41 SENSOR SUPPPLY 5V
TO GLOW ANALOGUE ANALOGUE THROTTLE INPUT 1

54
PLUGS THROTTLE
GLOW PLUG
SENSOR 1
RELAY 33 SENSOR RETURN
45 IDLE VALIDATION (IVS 1) N/C
42 SENSOR SUPPPLY 5V
ANALOGUE
THROTTLE 55 ANALOGUE THROTTLE INPUT 2
SENSOR 2
34 SENSOR RETURN
44 IDLE VALIDATION (IVS 2) N/C
Battery
ON / OFF
SET / LOWER
52 PTO MODE - ON / OFF

RAISE / RESUME PTO MODE - SET/ LOWER
51
50 PTO MODE - RAISE /RESUME
DISENGAGE SWITCH PTO MODE - DISENGAGE (NC)
49
39 MODE SWITCH 1
46 MODE SWITCH 2
MODE SWITCH 1
MODE SWITCH 2
THROTTLE SELECTION SWITCH 47 THROTTLE SELECTION SWITCH
35 SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional J1 PLUG
3. CDL connection may be used for secondary diagnostic
connection
engines and systme voltage
Power and Grounding Considerations
3 Power and Grounding Considerations

3.1 Engine Block Grounding
Although the engine electronics are all directly grounded via the ECU connector, it is also necessary that the
engine block be properly grounded to provide a good return path for components such as starter motor,
alternator, and cold start aids.
Improper grounding results in unreliable electrical circuit paths. Stray electrical currents can damage mechanical
components and make electronic systems prone to interference. These problems are often very difficult to
diagnose and repair.
3.1.1 Ground Stud on Starter Motor

If the starter motor has a grounding stud it should be used. The ground connection should preferably be made
directly back to the battery negative terminal.
The starter motor ground path must not include any flanges or joints. Painted surfaces and flexible mounts in
particular must be avoided. Star washers must not be relied upon to make contact though paint.
The ground cable should be of cross section 67.4 mm2 (00 AWG) or greater.
3.1.2 Ground Connection to Tapping on Engine Block

A separate engine block ground should be used in addition to the starter motor ground. A ground cable, direct
from the battery negative or starter ground terminal, should be connected to a ring terminal which connects to
one of the three tappings shown in diagrams 1 and 2. The tapped holes will be reserved for customer use and
can be used for grounding purposes.
If a tapping is used it should be checked to be free of lacquer, paint, and dirt before the connection is made. An
M10 metric screw plated with zinc should be used. A washer should retain the ring terminal and the screw
tightened to 44 Nm (32 Ib-ft).
It is preferable to use a conductive grease to ensure the reliability of this connection.
Ground Point Ground Point

Option 1 Option 2
Diagram 1 Ground Points 1 & 2
Ground Point Option 3
Diagram 2 Ground Point 3
3.2 Voltage and Current Requirements

The ECU power supply requirements must be carefully considered when designing the supply circuit; there are
specific limitations that must be considered in the design to ensure a reliable consistent power supply to the
engine electronic components. The table provides the electrical characteristics and limitations for the A4:E2 ECU.
Voltage Supply System 12V 24V

Max Peak Current 60A 60A
Peak Current Cranking 36A 36A
Max RMS Current* 13A 7.5A
Suggested Fuse Rating** 25A 20A
Sleep Current <8mA <10mA
Min Running Voltage 9V 18V
Max Running Voltage*** 16V 32V
Minimum ECU Voltage During Cranking 5.5V 5.5V
Maximum Total ECU Power Circuit Wire Resistance 50 mOhms 100 mOhms
Target Circuit Resistance 40 mOhms 80 mOhms
*Max RMS current measurements conducted on engine running at rated speed and load. RMS current will vary
with engine speed (assuming constant voltage) no lamp drivers or application side components fitted during
measurement.
**Suggested fuse ratings are based on automotive blade type fuses and are for guidance only.
***The ECU can survive higher voltages. ECU will survive for at least 2 minutes on a supply voltage of 30V for 12V
systems and 48V for 24V systems.
3.3 ECU Power Supply Circuit Resistance

Often during engine cranking the battery voltage will drop to values much lower than the normal system operating
voltage. The minimum permissible voltage measured at the ECU during cranking is 6V. The power requirements to
drive the engine electronic components such as the injectors and fuel pump circuit remain the same during
cranking; for this reason the ECU power supply circuit resistance becomes very important and will affect the
voltage seen at the ECU. The table below illustrates the difference between the voltage at the ECU during
cranking and normal running conditions:
Parameter Engine Cranking Engine Running

System Voltage at the Battery 8V 13.8V
Engine ECU Current Draw 36A 36A
Total ECU Power Supply Resistance 40 mOhms 40 mOhms
Voltage Drop (I*R) 1.44V 1.44V
Voltage at the ECU 6.56V 12.36V
The maximum permissible circuit resistance including positive and negative wires is 50mOhms for 12V systems
and 100mOhms for 24V systems; however, Caterpillar recommends that this value should not be targeted during
design, as it is often difficult to predict the final circuit resistance when considering other factors such as fuse
holders, connector resistance and aging. A target calculated circuit resistance including wire and connections of
40mOhms for 12V systems and 80mOhms for 24V systems is recommended. The table below provides typical wire
resistance for various cross sections of copper wire.
Wire Gauge Typical Wire Resistance (mOhms) and Length (m) @ 20° C
AWG mm 2
2m 4m 6m 8m 10m
6 13.5 2.8 5.6 8.4 11.2 14
8 9 4 8 12 16 20
10 4.5 8 16 24 32 40
12 3 14 28 42 56 70
14 2 20 40 60 80 100
A4E2 ECU
Total Circuit Length
Circuit Load (ECU)
Negative Wire Resistance

Positive Wire Resistance
(Ohms)
(Ohms)
+ - Battery
Note: Circuit protection not shown
As with all electrical circuits wire should be selected so that the rated maximum conductor temperature is not
exceeded for any combination of electrical loading, ambient temperature, and heating effects of bundles,
protective braid, conduit, and other enclosures. Consult wire manufacturers’ data sheets for further information.
3.3.1 Battery (+) Connection

The ECU requires four un-switched battery positive inputs; the inputs should be permanently connected to the
machine battery. When the ignition keyswitch is off, the ECU is in a sleep mode where it draws a very small
residual current through the four battery connections. When the ignition keyswitch is turned on the ECU will
become active. It is recommended, therefore that the ignition keyswitch is turned to the off position when
connecting or disconnecting the ECU J1 connector, to prevent large sparks which may cause damage to the pins.
The power supply to the ECU should be taken from the battery, not from the starter motor terminals, to avoid
unnecessary system noise and voltage drops. Note that there are four ECU pins allocated for battery positive. All
four pins must be used.
The correct system voltage must be applied (12V or 24V), as the following components on the engine are system
voltage sensitive:
• Wastegate Regulator
• Glow Plugs
• Alternator
• Starter Motor
3.3.2 Battery (-) Connection

The ECU requires five un-switched battery negative inputs; the inputs should be permanently connected to the
machine battery.
Battery Connection — Do Not supply power to the ECU from the starter motor connections:
Right Wrong
+ - Battery
Starter Motor
+ -
Battery
Note: Circuit protection not shown
3.3.3 Correct Method of ECU Battery Connection
Right
ECU
Connector
Engine
Starter
Motor
Fuse
Chassis
Correct Power Supply Wiring

• ECU positive wires connected direct to battery, not via starter motor
• Power supply wires go to all four positive pins and all five negative pins on the ECU connector
• Negative is wired to the battery rather than return through chassis
• The engine is grounded
3.3.4 Incorrect Method of ECU Battery Connection
Wrong
ECU
Connector
Engine
Starter
Motor
Chassis
Chassis
Incorrect Wiring
• Positive wired via starter motor. High volt drop to ECU on starting.
• Single pin on ECU used for each of positive and negative supply. Possibly exceeding pin ratings and possibly
causing risk of arcing or overheating.
• ECU return through chassis — risk of conducted noise and also additional voltage drop.
• Engine not grounded — risk of engine component damage.
3.4 Engine ECU Power Supply Circuit Resistance Test

It is not possible to accurately measure the machine ECU power supply wire resistance using a standard
ohmmeter alone; it is therefore necessary to use a specific test circuit. The diagram and table below detail the
test apparatus used in the circuit to determine the engine ECU circuit resistance. The circuit consists of two
voltmeters and a resistor connected to the J1 ECU plug that can be switched in and out of circuit using a relay. It
is very important to keep the test circuit resistance to a minimum; use a relay with low contact resistance
(preferably silver oxide or gold) and short lengths of heavy gauge wire.
Component Caterpillar Part Number Supplier Part Number Quantity

J1 Receptacle 245-1040 12244365 1
2.2 Ohm Resistor 200w N/A N/A 1
Relay (low contact resistance) N/A N/A 1
Pushbutton N/A N/A 1
Voltmeter N/A N/A 2
Voltmeter 1
V1
2.2 Ohms 200 watts
R1
Voltmeter 2
7 8 15 16 1 2 3 9 10 J1 Engine ECU Plug
V2 Machine
Harness
+ -
Machine Battery
3.4.1 Test Procedure

Record the measured resistance value of the test resistor used. Disconnect the J1 engine ECU plug from the ECU
and connect the test apparatus detailed in the above diagram to the plug. Press the button for three seconds and
at the same time record the voltage measured from Voltmeter 1 and Voltmeter 2.
Formula:
Power Supply Circuit Resistance (mOhms) = 1000 * (R1 * (V2 – V1)/V1)
V1 = Voltmeter 1 Measured Value

V2 = Voltmeter 2 Measured Value
R1 = Measured Resistor Value
Worked Example:
V1 = 11.8
V2 = 12
R1 = 2.21 Ohms
1000 * (2.21 * (12 – 11.8)/11.8)

1000 * (2.21 * 0.1695)
1000 * (0.375)
Harness Resistance = 37.5 mOhms
3.4.2 Inductive Energy — Fly-back Suppression Diode
When an inductive load is suddenly switched off, fly-back energy is introduced to the circuit. This can be
observed as a voltage spike. When using an ECU output to drive an inductive load such as a relay or solenoid,
circuit protection needs to be considered. To prevent unnecessary ECU circuit loading, use relays or solenoids
with integral fly-back suppression components to suppress induced fly-back energy.
+ -
Relay with Suppression Diode
Connectors & Wiring Harness Requirements
4 Connectors and Wiring Harness Requirements

4.1 Requirements
4.1.1 ECU Connector

The A4E2 engine ECU has an integral rectangular 64-pin Delphi Packard socket; the socket is grey in appearance
and is the customer/OEM connection point. To make a connection to the engine ECU the components listed in the
table below are required.
Qty Description (photo ref.) Delphi Part Number Caterpillar Part Number
1 Plug Assembly (1) 15488667 245-1042
1 Wire Dress Cover (2) 15488664 245-1045
2 Terminal Lock (TPA) (3) 15404650 245-1044
N/A Contact Socket (Terminal) (4) 15359002 245-1047
N/A Sealing Plug (5) 12129557 245-1048
Components required for A4E2 engine ECU connection
The wire dress cover must be fitted to prevent direct jet washing onto the rear connector seals.
4.1.2 Connector Layout

The diagram below illustrates the pin layout, looking from the rear of the connector.
4.1.3 Tightening the OEM Connector

A central 7 mm AF hex screw retains the connector. This screw should be tightened to a torque of 5 Nm+/- 1
(3.7+/-0.7 lb-ft).
Caterpillar does not recommend the use of “non conductive grease” with the ECU connector.
4.1.4 ECU Connector Wire Gauge Size

All connections must be made with 0.82 mm2 (18AWG) wire with GXL type insulation.
Min outside diameter (Inc Insulation) = 1.85 mm

Max outside diameter (Inc Insulation) = 2.5 mm
4.1.5 ECU Connector Terminals

The OEM connector terminals should be Delphi p/n 15359002.
4.1.6 Terminal Retention

Two terminal position assurance components should be used once all terminals have been crimped and inserted
into the connector body. Terminal Position Assurance — Caterpillar part no. 245-1044 (Delphi p/n 15404650).
Note: It is critical that two terminal position assurance components are used.
Connector body and terminal assurance components
When a terminal has been properly crimped and retained, it will be able to withstand a “pull test” of 45N (10 lb).
4.1.7 Hand Crimping For Prototype Machines and Low Volume Production
A hand crimp tool and appropriate die are required for crimping contact sockets — (Delphi p/n 15359002). The
hand crimp tool and removal tool for removing the sockets from the connector body are available from Power and
Signal Group (PSG).
Caterpillar Hand Crimping Solution

Component Caterpillar Part Number Supplier Part Number
Contact Socket 267-9572 10-613370-020
Crimp Tool Number 1U5804 Deutsch HDT-48-00
Removal Tool 266-1683 15314902
Delphi Solution
Contact Sockets 245-1047 15359002
HT Micro 100W Crimp Tool with Die —
European Use Only N/A HT42000480-1
Delphi Crimp Tool N/A 12129557

Removal Tool N/A 15314902
Note: The insulation should be stripped to 5 mm from the end of the wire. Only a single wire must be crimped
into each terminal.
4.1.8 ECU Connector Sealing Plug Installation Guidelines

All unused connector socket slots must be filled with sealing plugs — Delphi p/n 12129557.
Due to the small size of the sealing plugs, it may be quicker to install sealing plugs in all cavities and remove
those which are not required, rather than to try to fit the sealing plugs when wires have already been inserted
into the back of the connector.
Note: Do not use “non-conductive” grease to seal unused terminal cavities.
4.1.9 OEM Harness Retention at the ECU

A wire strain relief component should be used to prevent ECU connector damage. The wire strain relief
component is assembled to the engine ECU during engine manufacture and will be supplied on the engine.
Wire bundle size may vary between applications. Cable tie/wire tie slots are provided for correct bundle retention.
Use the correct slots.
Use strain relief and correct slots for the harness bundle size:
Small Medium Large

Bundle Bundle Bundle

Strain Relief 260-3718 N/A
4.1.10 Machine Crimping For High Volume Production

The hand tool may not be the appropriate solution for crimping terminals in a high volume production environment.
The OEM’s harness manufacturer should contact PSG directly for details of high volume crimp solutions.
4.2 Harness Wiring Standards
4.2.1 General Recommendations for Machine Wiring Harnesses

The following are general “good practice” for wire harnesses. It is the responsibility of the machine designer to
follow standards appropriate to the application type and to the geographical territory where the machine will be
operated. These recommendations do not replace in any way any industrial standards or legislative requirements.
4.2.1.1 Connectors
It is strongly recommended that high quality, sealed connectors are used throughout. Automotive standard
components are not necessarily suitable as they are often only designed for a very low number of
disconnect/reconnect cycles.
Connectors should be horizontally mounted rather than vertically mounted to prevent ingress of water/chemicals.
Whenever possible, connectors should be mounted such that they are protected from direct exposure to extreme
cold. Connectors can be damaged by frost if water does penetrate the seals.
Cables should not bend close to the connector seals, as the seal quality can be compromised.
The correct wire seal must be selected for the diameter of wire used.
Cables should be selected of an appropriate cross section for the current and voltage drop requirements.
Where large numbers of wires go to the same connector, it is essential that no single wire is significantly shorter
than the others, such that it is placed under exceptional strain.
4.2.1.2 Cable Routing

Cables should be routed such that bend radii are not too tight. A cable should not be either in compression or
tension, nor should it be excessively long or loose, such that sections may become caught or trapped. Clips
should be used at regular intervals to support cables. These clips should be of the correct diameter to grip the
cable firmly without crushing it.
Ideally, harnesses should not rub against any mechanical components. The only points of contact should be
clamps and connectors. If this is not possible, as a minimum they should not touch components that are hot, that
move or vibrate, or that have sharp edges.
Conductors carrying high currents or voltages, particularly when these are alternating or switched, should be
physically separated from conductors carrying small signal currents. In particular, high current and signal wires
should not run parallel in the same harness bundle for any significant distance. Ideally, if high current wires must
be in proximity to signal wires, they should cross at right angles.
The engine wire harness should not be used by the installer as a support for any components that are not
supplied as part of the engine. For example, external hoses and wires should not be tied to the engine harness.
4.2.1.3 Mounting Location for Electronic Modules

The least harsh possible location should be selected for an electronic component or module, even one that is
robustly designed. Select the mounting location carefully, therefore, considering exposure to frost, vibration, heat,
mechanical damage, or ingress of water, dust or chemicals.
Care should be taken during design to ensure that components are accessible for repair and possible
replacement in the field. Poor maintenance access may lead to poor quality repairs in the field.
4.2.1.4 Electromagnetic Compliance (EMC)

Special measures should be taken to shield cables if the application is to be used in extreme electromagnetic
environments — e.g. aluminum smelting plants. If screened cable is used, the screens should be connected to
ground at one point only. That point should be central if possible.
4.2.1.5 Diagnostic Connector

A nine-pin diagnostic connector is fitted to the engine wire harness on all industrial engines. Various diagnostic
and development tools may use the connector to access the engine data links.
If the connector is inaccessible when the engine is in the application or no connector is fitted to the engine wire
harness, provisions should be made to allocate an alternative location for diagnostic connection. In this case it is
recommended that a diagnostic connector be wired in a location that can be easily accessed, free from possible
water/dirt ingress and impact damage. The engine wire harness must not be changed or modified. To wire a
diagnostic connection use the data link pins available on the OEM J1 ECU connector.
It is recommended that all customer-installed nine-pin diagnostic connectors be wired according to the diagram
below.
Battery +
Battery -
Service Tool
Connector
A
J1 ECU
B
CDL + D 23 CDL +
CDL - E 24 CDL -
J1939 + G 20 J1939 +
J1939 - F 21 J1939 -
Mandatory Requirement for Prototype Machines

It is mandatory for all prototype machines to have access to the engine’s CDL/PDL and J1939 CAN data links.
4.2.1.6 Termination Resistor

It is recommended that termination resistors be wired to the OEM machine harness as stated in the SAE
standard. If the engine is the only CAN J1939 device ever present on the machine it is not necessary to wire the
resistors. It is important to note, however, that if devices such as handheld code readers, CAN PC tools, or
navigation systems are installed in the field later, resistors will be required.
Nine-Pin Diagnostic Connector Part Numbers
Description Deutsch Part Number Caterpillar Part Number

Receptacle (with flange) HD10-9-96P 9W-1951
Receptacle HD14-9-96P 8T-8736
Receptacle End Cap HDC-16-9 8C-6354
4.2.1.7 Pin Information
Pin Description Diagnostic Connector J1 OEM 64-Way Connector

Battery + Pin A
Battery - Pin B
PDL/CDL + Pin D 23
PDL/CDL - Pin E 24
J1939 - Pin F 21
J1939 + Pin G 20
Starting and Stopping the Engine
5 Starting and Stopping the Engine

5.1 Starting the Engine
Unlike mechanically controlled fuel systems no customer connection to the fuel pump solenoid is necessary. To
activate the engine ECU, battery voltage needs to be constantly applied to pin 40. When the ECU is active the
engine crankshaft needs to be rotated above a minimum cranking speed; a typical cranking speed is 180 rpm (this
will differ dependent on the application). Once the ECU has determined engine cranking speed and engine
position, fuel pressure and delivery will be controlled.
The most popular way to control engine starting is by a specifically designed three-position keyswitch. The
keyswitch controls battery voltage to the keyswitch input and the starter motor circuit. Some applications may
require a four-position switch to run auxiliary equipment when the engine is not running.
OFF 2
4 ON
START 1 POSITION TERMINALS
POSITION 1 - OFF 2&4

POSITION 2 - RUN 1&4
POSITION 3 - START 1, 3 & 4
IGNITION KEY START 3
SWITCH
Caterpillar Switch Assembly: 110-7887
Automatic Starting — Some applications need to be started automatically. There is no automatic start feature
available on this product. If an automatic start sequence is required the following points must be considered:
• Start Aid — Wait-to-Start Control
• Starter Cranking Duration
• Starter Abutment Detection
• Number of Start Attempts
• Starter Disengagement Speed
• Warm-Up Period
• Cool-Down Period
The ECU software considers the engine running when the engine speed is 100 rpm below the desired engine
speed or has reached 1400 rpm. At this point, after a predetermined period of time, the engine will switch from
cranking fuel maps to running fuel maps. It is important to note that starter motors must be disengaged earlier to
prevent the starter motor being driven by the engine. The engine is considered stalled when the engine has
dropped below 300 rpm.
When the engine is running, the engine firing order is:
Engine Firing Order

C4.4 1-3-4-2
C6.6 1-5-3-6-2-4
5.2 Stopping the Engine (and Preventing Restart)

There is often some confusion about the different methods and devices used to either stop the engine or to
prevent it from starting. These devices may be divided into the following categories:
• Ignition Keyswitch
• Emergency Stop Button
• Battery Isolation Switch
• Remote Stop Button
• Datalink Stop
Each of these devices is described below to assist the OEM in selecting the method that is most suitable for his
machine and his market. It remains, however, the responsibility of the OEM to ensure compliance of the machine
with legislation in the territories into which it is sold.
It is recommended that the OEM performs a risk assessment such as a Failure Mode Effects Analysis (FMEA) on
the application to determine the most appropriate method of stopping the engine and/or preventing it from being
restarted.
5.2.1 Ignition Keyswitch

It is a Caterpillar requirement that all machines have an simple intuitive and accessible method of stopping the
engine. This will normally be a directly wired ignition keyswitch. When the keyswitch is turned to the off position
or when the key is removed, power must be removed from the ignition keyswitch pin (pin 40) of the ECU J1
connector.
5.2.2 Emergency Stop Button

An emergency stop button is a fail-safe method for an operator to stop a machine to protect people or equipment.
Emergency stop buttons are defined by national or international standards in terms of color, functionality, shape,
size, latching/locking. In the EU for example, they are described in the Machinery Directive.
For mobile machines, however, true emergency stop buttons are not always appropriate and are rarely fitted, due
to the following issues:
• Legislation is designed principally for static industrial machinery (e.g. lathe) where the main power source is
mains electricity.
• Stopping a diesel engine in a mobile machine may not always be safe. In particular the vehicle may need
the power to move to a safe position (for example off the public highway, or off a railway track).
• In practice it is difficult to find components such as safety relays which are suitable for mounting on mobile
machines due to the high vibration and water ingress protection, and the low voltages that occur during
starting.
• Fail-safe wiring can be a cause of machine unreliability and can create faults that are difficult to detect in
the field.
If a true emergency stop button is required for an application it is recommended that it is implemented such that
both the +battery and the ignition keyswitch lines are cut directly by the emergency stop button.
Caterpillar does not provide a standard recommendation or approval for a circuit for multiple emergency stop
buttons, as the differences in applications mean that significant time and resources are necessary to design a
system which will be fail safe without adversely affecting reliability.
5.2.3 Battery Isolation Switches

Battery isolation switches are usually fitted in the battery or the engine compartment of a machine. On some
machines there may be a small number of low current devices which are not switched off by this device; e.g.,
clocks or anti-theft tracking devices.
The function of a battery isolation switch is as follows:

• Prevent battery discharge during vehicle shipping or storage
• Protect service technicians from danger caused by inadvertent engine crank or start. To offer good
protection of service personnel is it possible to provide a switch which can be locked in the open position
(e.g., with a padlock) and the key removed and given to the service engineer who is working on the
dangerous components.
The battery isolation switch is not a suitable method for stopping an engine, as it is not guaranteed to stop the
engine because the ECU may continue to operate with power generated by the alternator.
It is also possible that opening the battery isolation switch when the engine is running will cause an “alternator
load dump.” This is a kind of electrical transient that can cause damage to electronic components.
Battery isolation switches are normally fitted in the negative path, close to the battery.
5.2.4 Remote Stop Button

Remote stop is intended to provide a convenient method of stopping the engine. It is not designed to be fail safe
and so should not be used to assure the protection of either personnel or equipment.
Remote stop buttons may be used on large machines, which can be operated from ground level and where the
operator wants to stop the machine without climbing into the cab.
There are a number of variations on remote stop button circuits. The engine uses a single normally open contact,
which must be closed to stop the engine.
The remote stop button will function as follows:

• A single switch to ground input on pin 48 of the ECU J1 connector (several stop buttons can therefore be
connected in parallel)
• When the switch is closed (or if a button is pressed for longer than 150mS), the engine will stop.
• The ECU will remain on, so it will continue to communicate over J1939 and with the service tool. Note
however that it will continue to draw power from the battery, so if it is left in this state it will eventually
result in a flat battery.
Remote Stop Button
J1 ECU
48 REMOTE STOP SWITCH
35 SENSOR RTN
• The engine may be restarted by opening the switch and activating the starter motor.
• The red “mushroom” emergency stop buttons must not be used for remote stop functions as they may be
mistaken for emergency stop buttons as described above.
5.2.5 Datalink Stops

It will be possible to stop the engine via a datalink (J1939 or CDL). As per the remote stop button, described
above, the datalink stop is not fail safe and does not meet the requirements of emergency stop legislation so
should not be relied on to assure the safety of machine operators or other personnel.
Datalink stops may be used in the following circumstances:

• Immobilizers
• Machine protection strategies
• Automatic machine features (e.g., idle shutdown timer)
• Stopping machines by radio control or other telemetry. Geo-fencing is a particular application, where a
machine will not operate outside defined map coordinates.
It is recommended that if such features are implemented they are clearly documented and communicated to the
final users and owners of the machine. If this is not done there may be complaints that the engine is stopping
unexpectedly.
5.2.6 Common Problems With the Application of Stop Devices

• It is possible, although extremely rare, that diesel engines continue to run even if all electrical power is
removed. This can happen when high quantities of oil vapor or other flammable gases are present in the air
into the engine. The only way to prevent this is to provide an air inlet shut-off valve (slicer valve). It is not
common practice to fit such devices to all engines, but they should be considered where there is a risk of
flammable gases (e.g., in petroleum applications), or where the application demands high engine
gradeability (slopes).
• Some hazards are present when the engine is being cranked by the starter motor, as well as when it is
running. For example, components will still rotate, hydraulic pressure will still be present, fuel may still be
pumped to high pressures.
• If an emergency stop button is pressed to cut power to ECU and ignition, but is released while the engine is
still turning, it is possible for the engine to continue to run.
Engine Speed Demand
6 Engine Speed Demand

It is necessary to select a device that converts the speed requirements of the engine operator or controller to an
electrical signal recognized by the engine ECU. There are five types of speed demand input:
• Pulse Width Modulation (PWM) Sensor
• Analogue Sensor
• PTO Mode — also known as “engine speed cruise control” or “set speed control”
• Multi-Position Throttle Switches (MPTS)
• Torque Speed Control — TSC1 (speed control over CAN J1939)
The speed demand type must be carefully considered and appropriate for the application. The options must be
selected at the time of engine order so that the ECU will be configured correctly, for the type or pedal, lever or
control device selected.
There are two dedicated software input channels that can be configured to accept specific types of speed
demand inputs. The valid combinations and throttle logic are given in the following diagram. PTO mode can be
used with analogue/PWM combinations; it cannot be used with multi-position switch. The J1939 TSC1 parameter
will override any speed demand input when broadcast. Droop is applied to the requested desired engine speed.
VALID THROTTLE COMBINATIONS AND DROOP

DROOPED DESIRED ENGINE
REQUESTED DESIRED
DESIRED ENGINE SPEED

ARBITRATED DROOPED
ENGINE SPEED
VALID COMBINATIONS
SPEED
THROTTLE 1 THROTTLE 2
NOT PTO MODE (NOT
ANALOGUE VALID WHEN USING
INSTALLED MPTS)
NOT
PWM THROTTLE 1 % DROOP
INSTALLED
NOT
MPTS
INSTALLED
ANALOGUE ANALOGUE
THROTTLE 1 & 2 OVERALL
ARBITRATION ARBITRATION
PWM ANALOGUE
MANUAL OR
ANALOGUE MPTS HIGHEST WINS OR
SUMMING
PWM MPTS THROTTLE 2 % DROOP
MPTS ANALOGUE % DROOP

NOT NOT
INSTALLED INSTALLED
J1939 TSC 1
REQUESTED
SPEED
DESIRED ENGINE SPEED
Engine Speed Demand
6.1 Analogue Sensor
6.1.1 Device Description

Two inputs are available for analogue throttle devices, which may be either pedal, lever, or cable operated. The
analogue sensor gives a DC analogue output in the range 0.5 to 4.5 volt when connected to the engine ECU. The
ECU provides a regulated 5V 200mA power supply.
6.1.2 Analogue Sensors — Connection Details

Analogue Throttle 1 J1 ECU
+5 VDC 41 SENSOR SUPPLY +5 VDC
SIGNAL 54 ANALOGUE THROTTLE INPUT 1
RTN 33 SENSOR RETURN
IVS 45 IDLE VALIDATION SWITCH
IVS CMN 35 SWITCH RETURN
Analogue Throttle 2 J1 ECU

SIGNAL 55 ANALOGUE THROTTLE INPUT 2
IVS 44 IDLE VALIDATION SWITCH
IVS CMN 35 SWITCH RETURN
The analogue sensor should use non-contact Hall-effect technology. Robust potentiometer contact sensors
designed for use in vehicles may be considered. Under no circumstances should ordinary carbon track or wire
wound potentiometers be used, as they will not be reliable.
For all mobile applications, and those where a rapid change in engine speed could cause a hazard, an idle
validation switch is required. The idle validation switch closes to ground when the sensor is in the minimum
position.
Off idle switches and kickdown switches are not monitored by the engine ECU.
This analogue input must only be used to control engine speed from a direct operator input, and is not suitable as
the mechanism for speed control by another electronic controller.
There is no special requirement for a relationship between angular movement of the pedal and output voltage.
This document does not measure component acceptability in terms of:

• Temperature
• Vibration
• Electromagnetic compatibility
• Design life
• Supply voltage requirements (min, max, stability)
• Legal compliance
It is the responsibility of the OEM and the throttle device manufacturer to ensure that the component is suitable
for the application in which it is to be used.
Engine Speed Demand
6.1.3 Evaluating Component Compatibility

The following procedure should be used to evaluate whether an analogue throttle is compatible with the engine
ECU. This may be used either by the OEM in selecting components or by the manufacturer of devices which are to
be connected to the engine.
The following test circuits must be used when evaluating analogue throttle devices.
6.1.3.1 Analogue Input Test Circuit
22K
V+
Normal
Supply Device Sig
Voltage of Under
Device Under Test 13V DC
Test V-
V1
6.1.3.2 Idle Validation Switch Test Circuit
2K
IVS
V+
Normal
Supply
Voltage of Device IVS
Device Under
(Hall Effect Test 13V DC
Devices Only) IVS
Ground
V2
Engine Speed Demand
6.1.4 Test Procedure
Test 1: Output at Min Position

Place the Device Under Test (DUT) in its minimum or “released” condition.
Measure the voltage V1.
Test 2: Output at Min Position: Forced

Without causing damage, pull the pedal/handle hard against the minimum travel end stop. Measure the
voltage V1.
Test 3: Output at Max Position

Place the DUT in its maximum or “fully depressed” condition.
Test 4: Output at Max Position: Forced

Without causing damage push the pedal/handle hard against the maximum travel end stop. Measure the
voltage V1.
Test 5: IVS Switch Closed Voltage

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

Test 7: IVS Switch Open Voltage

Place the DUT in its maximum or “fully depressed” condition.
Test 8: IVS Switch Closing Threshold

Test 9: Track Resistance (potentiometer-type sensors only)

If the DUT is a potentiometer-type device, disconnect it from the test circuit and measure the resistance across
the track (from V+ to V-).
Engine Speed Demand
6.1.5 Required Values

If the results obtained from the tests above are in the ranges specified below, the device will be compatible with
the default values in the ECU.
Test Parameter Units Min Nominal Max

1 Output at Min Position Volts 0.45 0.6 0.7
2 Output at Min Position: Forced Volts 0.4 0.6 —
3 Output at Max Position Volts 3.8 4 —
4 Output at Max Position: Forced Volts — 4 4.5
5 IVS Switch Closed Voltage Volts 0 0.5 1.2
6 IVS Switch Opening Threshold Volts 1.08 1.15 1.22
7 IVS Switch Open Voltage Volts 4 10 24
8 IVS Switch Closing Threshold Volts 1.08 1.15 1.22
9 Potentiometer Track Resistance K Ohms 1 2.5 3
If the results of the tests are not in the range specified in the table above, the device will not be compatible with
the default settings in the ECU. Contact the electronic applications team to determine whether it will be possible
to configure the input to meet the device.
6.1.6 Analogue Throttle Switch — ET Configurable Parameters

The throttle configurable parameters must be configured in Cat ET prior to using the analogue throttle feature.
The parameters are selectable in the main throttle configuration screen. See the throttle calibration section of
this guide for parameter details.
6.2 PWM Sensor — Compatibility
6.2.1 Device Description

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

The sensor should have a sinking output driver with a frequency of 500 hz (+/- 50 hz). The sensor should give a
valid output within 150 ms of power being applied.
When mounted on the pedal and lever the target duty cycle should be as follows; however, it is possible to
deviate from these values by adjusting the throttle configuration in ET.
Position Acceptable Signal Duty Cycle Range

Released (low idle) 10 to 22%
Fully Depressed 75 to 90%
Engine Speed Demand
6.2.3 Connection Details

PWM Throttle Sensor J1 ECU
SIGNAL 53 PWM THROTTLE SENSOR INPUT
6.2.4 PWM Throttle — ET Configurable Parameters

The throttle configurable parameters must be configured in Cat ET prior to using the PWM Throttle feature. The
parameters are selectable in the main throttle configuration screen. See the Throttle Calibration section of this
guide for parameter details.
6.3 PTO Mode

PTO mode has also previously been referred to as “engine speed cruise control” or “set speed control.”
PTO mode is a cost effective way to control engine speed as it only requires switched inputs.
Another benefit is that it can be used in an application where it is necessary to control the engine speed from
several different points on the machine.
The disadvantage of controlling engine speed via PTO mode is that it takes some time to ramp up or down to the
required speed.
J1 ECU
ON/OFF
52 PTO MODE - ON/OFF
SET/LOWER
51 PTO MODE - SET/LOWER
RAISE RESUME
50 PTO MODE - RAISE RESUME
DISENGAGE
49 PTO MODE - DISENGAGE
35 SWITCH RETURN
6.3.1 PTO Mode On/Off Switch

When this switch input is open, the PTO mode cannot be engaged and none of the other buttons will have any
effect. When the switch is turned off, any adjusted memorized speed will be lost.
6.3.2 PTO Mode Set/Lower Button

When the PTO mode is on but not engaged, the first time that the set button is pressed it will save the current
engine speed as the memorized speed, and the engine will try to run at this speed.
Once a PTO speed has been engaged, if the button is pressed again or if it is held down, the engine speed will
be lowered.
Engine Speed Demand
6.3.3 PTO Mode Raise/Resume Button

If the resume button is pressed before the set button, immediately after start or after switching on the cruise
control on/off switch, the engine will go to the preset speed as described below.
If the PTO mode has already been engaged by the set button, the resume/raise button can be pressed or held
down to increase the speed.
After the PTO mode has been disengaged using the disengage switch described below, pressing the
resume/raise button will set the engine speed to the last memorized speed.
6.3.4 PTO Mode Disengage Switch

If the disengage switch input is opened, the engine speed will not follow the memorized speed but will return to
the next highest engine speed demand.
The disengage switch may be an operator panel switch, or may be a micro-switch on the brake, clutch, or other
component of the application.
6.3.5 PTO Mode Preset Speed

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

An optional lamp may be fitted. The positive terminal of the lamp is connected to the battery positive after the
ignition keyswitch. The negative terminal of the lamp should be connected to pin 61 of the ECU J1 connector.
The lamp will flash when PTO mode is switched on but is not engaged. When the PTO mode is on and engaged,
the lamp will be on solid.
6.3.7 PTO Mode — ET Configurable Parameters

Four parameters must be configured in Cat ET prior to using the PTO feature. The parameters are listed in the
main configuration screen.
PTO and Throttle Lock Parameters

ET Description Range or Option Description
Throttle Lock Feature Installation Status Not Installed/Installed Used to install the PTO feature.
Memorized speed used as the
PTO Engine Speed Setting 0 to 2500 rpm
initial resume speed.
Speed at which the engine will
accelerate or decelerate when
Throttle Lock Increment Speed Ramp Rate 20 to 600 rpm/sec
holding the raise or lower button
down.
Speed at which the engine will
increment or decrement when the
Throttle Lock Engine Set Speed Increment 10 to 200 rpm/sec
raise or lower button is pressed
quickly.
Engine Speed Demand
6.3.8 Example of PTO Mode Operation

It is recognized that the precise function of the PTO mode is difficult to understand from a written text document,
especially for engineers for whom English is not their first language. The following table illustrates the operation of
the PTO mode feature. In this example, the preset speed has been set on the service tool to 1800 rpm.
On/Off Switch 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 0 0 1
Interrupt Switch 1 1 1 1 1 1 1 1 1 Quick Quick
Open 1 Open 1 1 1 1 1 1 1
Set/Lower Switch 0 0 0 0 0 0 0 0 Quick Quick Quick Quick
Close 0 0 0 Close Close 0 0 0 0 Close
Raise Resume Hold Hold
0 0 Quick Quick Close Quick Close Quick Quick
Close 0 0 0 Close 3 secs 0 0 Close 0 0 0 3 secs 0 Close 0 Close
Throttle Pedal Demand 1200 1200 1200 1200 1900 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200
Memorized Speed 1800 1800 1800 1800 1800 1800 1820 2050 2030 2030 2030 2030 1200 1180 2430 1800 1800 1800 1800
Resulting Engine Speed 1200 1200 1800 1800 1900 1800 1820 2050 2030 1200 2030 1200 1200 1200 2430 1200 1200 1200 1200
Sets memorized speed to current speed
No effect as PTO mode is not enabled

Memorized speed lowered by 20 rpm
No effect if both buttons are pressed

Disengage — speed returns to next
Disengage — speed returns to next

Pedal overrides PTO (max wins)
PTO jumps to memorized speed
highest demand (throttle pedal)
highest demand (throttle pedal)
PTO mode switched off. Preset

but now pedal is highest wins
Speed raised by 20 rpm
memorized speed now.

PTO mode not enabled
PTO mode disengaged
PTO mode disengaged

Comments
Lowered by 20 rpm
Resumes to 2030
Speed ramps up
Speed ramps up
at once
6.4 Multi-Position Throttle Switch (MPTS)
Four switch inputs are available on the ECU for a switch-controlled throttle. The ECU may be configured so
different combinations of switch inputs will relate to different engine speed demands. There are 16 different
combinations of states of these 4 switches, although not all of these combinations need to be programmed.
Rotary Switch
J1 ECU
S1 49 THROTTLE SWITCH INPUT 1
CMN S4 52 THROTTLE SWITCH INPUT 4
35 SWITCH RETURN
If a switch combination is detected which has been configured as “Not Valid” a fault code will be raised and the
ECU will ignore the MPTS for the rest of the key cycle.
Engine Speed Demand
This is a very powerful and flexible feature that may be used in a number of ways. For example:
• Controlling hydrostatic machine where engine speed is selected and not required to be frequently changed
by the operator. It is in this respect a good alternative to a hand throttle, as the speeds selected on the
switch can be designed to correspond to the optimum operating speeds of hydraulic pumps. A rotary
encoded 10-position switch component is available for this function. Please contact the electronic
applications team for further details.
• Machine Limp-Home Speed Feature — For example, if the normal throttle fails the operator could remove a
fuse or a link and the engine would go to a speed that would allow the machine to be moved. In this
application only one of the available four switch inputs would be used.
• Elevated Idle — For example the OEM could increase the idle speed when work lights are switched on so
that the alternator will provide sufficient current to recharge the battery. In this application only one of the
available four switch inputs would be used.
The following table illustrates how the ECU may be configured for a 10-position rotary switch.
Multi-Position Switch Configuration Example

Switch 4 Switch 3 Switch 2 Switch 1 Switch Position Engine Speed
Open Open Open Open Not valid 800
Open Open Open Closed 1 800
Open Open Closed Open 3 1800
Open Open Closed Closed 2 1400
Open Closed Open Open 7 2050
Open Closed Open Closed 6 2000
Open Closed Closed Open 4 1900
Open Closed Closed Closed 5 1950
Closed Open Open Open Not valid 800
Closed Open Open Closed Not valid 800
Closed Open Closed Open Not valid 800
Closed Open Closed Closed Not valid 800
Closed Closed Open Open 8 2100
Closed Closed Open Closed 9 2200
Closed Closed Closed Open Not valid 800
Closed Closed Closed Closed 10 2350
Engine Speed Demand
The service tool configuration allows the user to specify the number of switch inputs to use. It is recommended
that where possible the user configures four inputs and marks those not used as “not valid.” If, however, the user
chooses to configure fewer than four inputs, using the service tool, the physical input allocation vs. software
input description changes as described in the table below.
MPTS Pin Allocation Logic

Pin 49 Pin 50 Pin 51 Pin 52
4 Configured Inputs Software Input 1 Software Input 2 Software Input 3 Software Input 4
3 Configured Inputs Software Input 1 Software Input 2 Software Input 3
2 Configured Inputs Software Input 1 Software Input 2
1 Configured Inputs Software Input 1
6.4.1 Multi-Position Throttle Switch — ET Configurable Parameters

The throttle configurable parameters must be configured in Cat ET prior to using the MPTS feature. The
parameters are selectable in the main throttle configuration screen.
6.5 Torque Speed Control TSC1 (Speed Control Over CAN)

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

In applications where there is more than one source of engine speed demand, it is necessary to arbitrate
between the different demands. There are three methods of arbitration:
• Max Wins — The highest speed demand is the one that controls the engine. This is the default
configuration.
• Manual Selection Switch — A switch input can be used to define which speed input has control. This is
particularly useful in applications where there are two driver seat positions.
• TSC1 Override — As described above, the TSC1 message over J1939 will override speed demand from any
other source.
6.6.1 Manual Throttle Selection Switch

A switch input is available on pin 47 of the ECU J1 connector, which can be configured to manually select the
active speed demand channel. If the switch input is open, speed demand 1 is selected. If the switch is closed,
speed demand 2 is selected.
6.7 Ramp Rate

It is possible to limit the overall acceleration rate of the engine speed. The acceleration limit applies to overall
engine speed, regardless of applied strategy. The rate may be configured in ET. The rate is defined in units of rpm
per second. Zero rpm/s represents no limit to engine acceleration (i.e. turns off the feature.) The default ramp rate
will be zero rpm/s.
Engine Speed Demand
6.8 Throttle Calibration

The majority of throttle components have mechanical and electrical tolerances that affect the final output of a
device; for example, two components of the same design and part number may produce a different voltage output
in the open position. Also, after a period of time throttle components can mechanically wear, affecting/changing
the output of a device. To accommodate these differences and changes, the engine ECU may be configured to
automatically calibrate to differing input values at the upper and lower positions. The diagrams that follow give an
example pedal design where the open and closed position of the throttle pedal are set by adjusting the
manufacturing adjustment screws. With this type of arrangement the mechanical accuracy is limited and
therefore auto calibration may be used. The calibration control logic needs a number of parameters specific to
the chosen device to allow auto calibration.
This feature is configurable for analogue and PWM inputs. The algorithm treats either a PWM or analogue input
as a “raw signal” in the range zero to 100 percent; for example, the analogue voltage range is 5V, therefore 0.05V
is treated as one percent.
Several parameters are used to:

• Define the boundaries for calibration in the open and closed positions
• Define the amount of “deadzone/play” from the open and closed positions
• Define the upper and lower diagnostic boundaries
Engine Speed Demand
Initial Lower Position

n Limit
it
Lim
ne
er
Deadzo
Positio
Low
ostic
Lower
Lower
iagn D
5%
20%
0% 5% 10%
ne
zo on
ad siti
r De Po
p e p er
Up
er
p
lU
tia
Ini
ev
5%
r L n 70%
n so atio
t
Se Ro r Posit
ion L
imit
Uppe
85%
Sensor
95% Diagnostic Upper Limit
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
The diagram above is a simplified representation of a throttle pedal assembly; a small lever attaches the pedal to
a throttle position sensor. Two lock screws limit the open and closed pedal movement, one for each position. The
lever movement is directly proportional to the electrical output signal of the throttle sensor. The electrical raw
signal is shown as a percentage of the total permissible input range.
Eight parameters are shown on the diagram scale. Each parameter has a purpose; these parameters are required
for correct calibration. The parameters are expressed as a percentage of raw signal, the parameters may be
changed/configured to match the chosen device:
Engine Speed Demand
6.8.1 Throttle Parameter Description
6.8.1.1 Diagnostic Lower Limit

The lower diagnostic limit is the absolute minimum raw value accepted as a valid signal by the engine ECU. Any
values below this point will flag appropriate diagnostics and invoke the limp-home strategy. Most analogue devices
are classed as faulted with a voltage of 0.25V and below (five percent) this is to prevent a possible open or short
circuit being mistaken for a valid signal; for similar reasons, a PWM duty cycle should not fall below five percent
duty cycle.
6.8.1.2 Lower Position Limit

This is the minimum point of the lower calibration boundary.
6.8.1.3 Initial Lower Position Limit

This is the maximum point of the lower calibration boundary. This value is also used as the initial lower position
when no calibration has been applied.
6.8.1.4 Lower Dead Zone

This position is given as a discrete raw signal percentage value. The lower dead zone effectively gives some play
at the lower position. This dead band is expressed in terms of a raw signal percentage, such that the initial lower
position plus the lower dead zone will give the zero percent throttle position.
6.8.1.5 Initial Upper Position Limit

This is the minimum point of the upper calibration boundary. This value is also used as the initial upper position
when no calibration has been applied.
6.8.1.6 Upper Position Limit

This is the maximum point of the upper calibration boundary.
6.8.1.7 Upper Dead Zone

This position is given as a discrete raw signal percentage value. The upper dead zone effectively gives some play
at the upper position. This dead band is expressed in terms of a raw signal percentage, such that the initial upper
position minus the upper dead zone will give the 100 percent throttle position.
6.8.1.8 Diagnostic Upper Limit

The upper diagnostic limit is the absolute maximum raw value accepted as a valid signal by the engine ECU. Any
values above this point will flag appropriate diagnostics and invoke the limp-home strategy. Most analogue devices
are classed as faulted with a voltage of 4.75V and above. This is to prevent a possible open or short circuit being
mistaken for a valid signal; for similar reasons, a PWM duty cycle should not go above 95 percent duty cycle.
Engine Speed Demand
6.8.2 Throttle Calibration Function
When the engine ECU is active, the raw throttle signal is continuously monitored. The following diagrams explain
how the automatic calibration functions. The adjustment screws in the diagram have been purposely adjusted
and differ from the previous throttle pedal diagram. When the engine ECU is active the raw throttle value is
checked; if the value falls within the lower calibration region (defined by the “lower position limit” and “initial
lower position limit”), calibration will take place. In the diagram below the lever position is at eleven percent and
falls within the lower calibration area, so auto calibration will be applied.

it
ition Lim
imit
ne
er L
Deadzo
Low
Pos
ic
Lower
t
Lower
s
gno
Dia
5%
20%
0% 5% 10%
e
on n
ea
dz itio
os
e rD e rP
p p p
r U lU
p
eve 5% Ini
tia
L
s or tion 70%
n ta
OUTPUT 11% S e Ro r Posit
ion L
imit
Uppe
85%
Sensor
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Diagram A
Before calibration, the sensor output falls within the lower calibration region; without auto calibration, the “initial
lower position limit” is used by the engine ECU as the throttle start point. Once clear of the dead zone the desired
engine speed will change. In this case the lever would have to move 14 percent of the raw signal (nine percent +
five percent dead zone) before desired engine speed changes. This is situation is undesirable.
Engine Speed Demand

n Limit
it
Lim
ne
er
Deadzo
Positio
Low
ostic
Lower
Lower
iagn D
5%
20%
0% 5% 10%
ne n
zo itio
ad os
r De rP
p pe pe
r U lU
p
eve 5% Ini
tia
L
s or tion 70%
n ta
OUTPUT 11% S e Ro r Po sition
Limit
Uppe
85%
Sensor
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Diagram B
After calibration, the start position used by the engine ECU has changed; with this new initial lower position
the lever needs to travel through the dead zone only. Once clear of the dead zone, the desired engine speed
will change.
The same principal applies for the upper calibration region as shown in the following diagram.
Engine Speed Demand

it
ition Lim
imit
ne
er L
Deadzo
Low
Pos
ic
Lower
t
Lower
s
gno
Dia
5%
20%
0% 5% 10%
ne
zo on
ad siti
r De Po
p e p er
Up p
er Ini
tia
lU
ev
5%
r L n 70%
n so atio
t
Se Ro r Posit
ion L
imit
Uppe
85%
Sensor
OUTPUT 75%
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Diagram C
Before calibration, the sensor output falls within the upper calibration region; without auto calibration the “initial
upper position limit” is used by the engine ECU as the throttle maximum point. Once clear of the dead zone the
desired engine speed will change. In this case the lever would have to move 10 percent of the raw signal
(five percent + five percent dead zone) before desired engine speed changes. This is situation is undesirable.
Engine Speed Demand

it
ition Lim
imit
ne
er L
Deadzo
Low
Pos
stic
Lower
Lower
gno
Dia
5%
20%
0% 5% 10%
e
on on
dz siti
D ea Po
per p er
Up p
er Ini
tia
lU
L ev
r n 70% 5%
n so atio
t
Se Ro r Posit
ion L
imit
Uppe
85%
Sensor
OUTPUT 75%
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Diagram D
After calibration, the maximum position used by the engine ECU has changed; with this new initial upper
position the lever needs to travel through the dead zone only. Once clear of the dead zone the desired engine
speed will change.
The auto calibration feature is continuously active during engine operation. If a lower minimum position or
higher maximum position is seen, auto calibration will take place on the new values. The initial positions (defined
by the initial lower position limit and initial upper position limit) will be reinstated whenever the power to the ECU
is recycled.
Engine Speed Demand
6.8.2.1 Idle Validation Switch
Analogue devices must use an idle validation switch. The idle validation switch is required to validate that a
change in signal is indeed valid and not a potential electrical fault. Two parameters need to be defined for correct
operation. When configured, the engine ECU continually monitors the speed demand request and the idle
validation switch.
Idle Validation Maximum On Threshold (Closed)

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

The value is defined as percent raw signal. At high idle the idle validation switch should be “off” (the input should
be switched to open). When decreasing engine speed, the ECU will continually monitor the idle validation switch.
The switch needs to have switched “on” between the two IVS thresholds. If the switch state does not change by
the “idle validation minimum off threshold” the ECU will invoke the limp-home strategy and the throttle will not
respond.
Idle Validation Switch
ON
OFF
ON
ON
OFF
OFF
5%
21% 25%
5%
Sensor
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Diagram shows the
idle validation switch transition.
Cold Starting Aid
7 Cold Starting Aid

7.1 Control of Glow Plugs by the Engine ECU
Glow plugs are fitted as standard on the C4.4 and C6.6.
When the ignition keyswitch is switched on, the engine ECU will monitor the coolant temperature and the inlet air
temperature and decide whether the glow plugs are required. If so, the ECU will drive ECU connector pin 57 to
ground, activating the glow plug relay.
The glow plug relay is supplied and fitted by the OEM. ET configuration for this feature is not necessary. This
feature is permanently enabled.
7.1.1 Relay, Fuse, and Cable Gauge Specification
Key Switched + Battery Supply J1 ECU
57 Start Aid Control
FUSE
+ Battery
TO GLOW PLUGS
GLOW PLUG
RELAY
The relay coil should not draw more than 1A and should be fitted with either a resistor or diode to suppress
flyback energy (back emf) when the relay is de-energized.
As the glow plugs may be activated during cranking, when the battery voltage may be low, it is recommended that
relay is specified such that it will close at a voltage of 60 percent of nominal battery voltage or lower.
The relay contacts should be rated to withstand the current characteristics outlined in the table below. Note that
for the purpose of relay specification, the glow plugs are a purely resistive load (no inductive element).
Although the glow plugs are normally operated only for a short time, in cold ambient conditions, best practice
would be to size the cable to withstand the stabilized glowplug current permanently. This will allow for a relay
that fails closed. For example a 4 Cylinder 12V application should have wire sized to carry 50A. Refer to the
recommended cable sizes in the table below.
Engine: C4.4 C6.6

Supply Voltage: 12V 24V 12V 24V
Current — initial 82A 36A 122A 54A
Current after 4 seconds 64A 29A 97A 43A
Current after 8 seconds 50A 24A 74A 36A
Recommended fuse to
50 30 80 40
SAEJ1888 (slow blow)
Recommended min. cable gauge
5 mm2 2 mm2 8 mm2 3 mm2
— mm2 (SAE J1128 GLX cable)
Cold Starting Aid
7.1.2 Wait-to-Start/Start Aid Active Lamps

On a cold start, when the ECU decides that it is necessary for the glowplugs to be activated prior to starting, a
lamp output will indicate to the operator that he needs to “wait-to-start.” Note that it is possible that start aids will
also be used either during cranking or when the engine has started. The wait-to-start lamp will not be active in
these conditions. For further information refer to the Lamp Output section.
Note: The ECU will also transmit a parameter on the J1939 datalink indicating the status of the wait-to-start
lamp (see section on J1939 support).
Start Aid Control
Key ON
Engine Coolant Temperature Sensor ECU selects

coldest
Engine Intake Temperature Sensor temperature
Temperature N
No Start Aid required
<= +5 degC ?
Y Coolant Temp
ECU activates
The operator should wait
Wait to
until after the Pre-heat period
Start Lamp Pre-heat map
before cranking. The Glow
and Glow Plugs
Plugs will remain off after the
for period
Pre-heat period until the
determined from
Intake Temp
engine is cranked
Pre-heat map
e
m
Ti
Operator crank
engine when lamp Typical Values (May Vary)
turns off
ECU activates
Glow Plugs during
cranking for
maximum of 10 sec
Engine speed >= to

N low idle -200 rpm?
ECU activates
Glow Plugs for
Post-start period
of 15 seconds
Start Aid End
Cold Starting Aid
7.1.3 OEM/Operator Control or Override of the Glow Plugs

The ECU glow plug control strategy has been developed in a cold chamber to be suitable for the majority of
applications.
There may be some applications that require a specially adapted strategy for control of the start aid. In such
cases it will be necessary for the OEM or operator to control the start aid. Examples of applications that may
require special starting strategies are:
• Engines in extremely cold climates that are fitted with block heaters.
• Engines that drive high loads during run-up; e.g., compressors.
Busbar connection point
An insulated M6 terminal post is provided for the machine harness connection to the busbar, which is located
on the top right-hand side of the ECU bracket. A 5.5 to 6 mm diameter ring terminal is required to connect
the machine harness; this should be insulated by a terminal insulator cap and be capable of handling an
80Amp current.
The existing terminal nut is used to locate both the engine-side and harness-side ring terminals to the post.
A 10 mm ring spanner is required to tighten the terminal nut to a torque of 6 Nm ± 2 Nm.
Customers who paint the engine are required to shield the terminal post prior to painting.
7.1.4 Ether Cold Start Systems

Ether cold start systems are not currently approved for use with C6.6 and C4.4 industrial engines.
Cold Starting Aid
7.1.5 Water Jacket Heaters

When an engine water jacket heater is installed Caterpillar recommends the installation of an ambient air
temperature sensor. When installed and configured, the ambient sensor measurement will be used by the ECU to
ensure optimum engine starting and run-up.
Temperature Sensor J1 ECU
+5 VDC A 42 SENSOR SUPPLY +5 VDC
RTN B 33 SENSOR RTN
SIGNAL C 56 AMBIENT AIR TEMP SIG
Required Parts
Part Number Description Qty
106-0735 Temperature Sensor 1
155-2260 Connector Plug Kit 1
9X-3402 Socket 3
267-9572 Socket 3
The Caterpillar sensor 106-0735 is required for correct operation. The sensor should be located in a position that
measures the application external ambient air temperature. A location should be chosen that avoids any radiated
or conducted heat produced by the engine water jacket heater. The location and mounting design should protect
the sensor from damage; the sensor probe is particularly vulnerable and should be guarded from possible impact
damage.
NOTE: Do not splice the sensor signal wire for input to third party devices.
Recommended connector mounting for component with a pigtail harness:

• The connector interface should never be tied directly to a vibrating member.
• Pigtail wire lead should be tied down on only one side of the connector interface. Choose one of these two
locations:
- midpoint on the sensor pigtail, OR
- 150 mm from the connector on the wire harness side
7.1.6 Ambient Temperature Sensor — ET Configurable Parameter

The “Ambient Air Temperature Sensor Installation Status” listed under start aid configurable parameters must be
configured installed in Cat ET prior to using the sensor.
45.9 mm 300 mm
External Thread
3/4-16-2A HEX M27
Operator Displays
8 Operator Displays
8.1 Displays
8.1.1 Gauge Drivers

OEMs are increasingly selecting datalink-driven intelligent displays for their applications instead of traditional
gauges and lamps directly driven from sensors or engine ECU.
If a needle type analogue gauge is required to display an engine parameter such as engine speed, oil pressure, or
coolant temperature, it is recommended that the OEM use a gauge or display that can use the parameters
broadcast by the ECU on the J1939 datalink.
As an alternative, traditional single wire gauge “senders” may be used if a suitable tapping is available. If this
implementation is required, please contact the electronic applications team to discuss requirements.
A traditional tacho signal may be obtained from the “W” terminal of the alternator, although this will not be as
accurate as the value sent on the J1939 datalink.
Warning: The engine wiring harness must NEVER be modified to use the signal from the sensors connected
to the engine ECU. This action would invalidate the engine warranty.
8.1.2 Lamp Outputs

The lamp strategy is designed to display the maximum amount of information on the minimum number of lamps.
There are six lamp outputs available:
Lamp Description Pin Allocation

Red Stop Lamp Pin 60
Amber Warning Lamp Pin 59
Wait-to-Start Lamp (Cold Start Aid) Pin 63
Low Oil Pressure Lamp Pin 62
PTO Mode Lamp Pin 61
Maintenance Due Lamp Pin 58
It is mandatory for the OEM to fit the Red Stop Lamp (1), Amber Warning Lamp (2) and the Wait-to-Start Lamp (3)
unless a datalink-driven intelligent display is fitted, which fulfills the specification outlined in the next section.
Lamps four, five, and six are optional.
Operator Displays
8.1.3 Indicator Lamps Logic
Warning Lamp Shutdown Lamp Description of What Lamp

Engine Management
Lamp State Engine State

System Related.
(also known as Alert Lamp) (also known as Action Lamp) Status is Indicating
Bulb Check When the ignition is turned on Key on but engine

the EMS will illuminate each has yet to be
bulb for 2 seconds and cranked.
On On extinguish them afterwards.
No Faults With both lamps off while Engine is running

Present engine is running then there with no detected
are no currently active faults.
Off Off warnings diagnostics or events.
Active Should the warning lamp Engine is running

Diagnostic illuminate during engine running normally but has
this indicates that an Active one or more faults
Diagnostic (electrical fault) with the engine
On Off is present. management system.
Derate Should the warning lamp illuminate Engine is running

(Invoked by and the shutdown lamp flash but has one or
Active during engine running this indicates more active
Diagnostic) that an Active Diagnostic (electrical diagnostic events
fault) is present. The diagnostic is that have initiated
On Flash sufficiently serious to invoke engine derate.
engine derate.
Warning Should the warning lamp flash Engine is running

(Warning during engine running this normally but has
only) indicates that one or more of the one or more
engine protection strategy warning monitored engine
values have been exceeded parameters
Flash Off but not to a level that will outside of the
invoke derate or shutdown. acceptable range.
Derate Should both the warning lamp and Engine is running but
(Warning shutdown lamp flash during engine one or more of the
and Derate) running this indicates that one, or monitored engine
more, of the engine protection strategy parameters has gone
values have been exceeded beyond beyond that of
the level required to invoke engine warning only and has
Flash Flash derate. now exceeded those
set for engine derate.
Engine Should both the warning lamp and Engine is either

Shutdown shutdown lamp illuminate during shut down or
engine running this indicates shutdown is imminent,
that either: one or more
1. One or more of the engine monitored engine
protection strategy shutdown parameters have
values has been exceeded. gone beyond that of
On On 2. A serious Active Diagnostic has warning or derate and
been detected. have now exceeded
Shortly after (time duration those set for engine
to be agreed) engine shutdown. Or a serious
will shutdown. Active Diagnostic has
been detected.
Operator Displays
8.1.4 Datalink-Driven Intelligent Displays

Displays may be connected to the engine ECU using J1939 datalink.
Some products that use the CDL may also be compatible. Please contact your local applications team to confirm
before selecting a CDL display.
Devices that are connected to the J1939 datalink should meet the following standard if the OEM does not intend
fitting the indicator lamps described above.
8.1.5 Minimum Functional Specification for J1939 Display

• The display is always on when the engine is running.
• The display should be line-of-sight of machine operator during machine operation.
• Display of the whole J1939 fault code including Suspect Parameter Number, Failure Mode Indicator, and
Occurrence Number.
• Clear indication of what action, if any, the operator is required to take.
• Display of engine speed.
• Audible or bright lamp warning when new fault code is detected.
• The scaling of any gauges (e.g., coolant temperature) should be such that the needle is not far to the right of
vertical when the engine is in normal operation (this would give the impression that the engine was
abnormally hot, when in fact it is running within its design limits).
Caterpillar will, under no circumstances, change the engine J1939 implementation in order to resolve
compatibility issues with gauges or displays other than those supplied directly by Perkins.
Gauge manufacturers may contact the electronic applications team, however, for information and assistance in
ensuring that their products are compatible with the engine ECU.
To support new standards and requirements, Caterpillar may add to the fault code table. Therefore, any active
engine fault codes including those not recognized or referenced should be displayed. Caterpillar recommends
that any suspect parameter number and the associated failure mode identifier are displayed.
8.1.6 Customer Triggered Engine Fault Codes

The engine will raise fault codes (event codes) when its design limits are exceeded; for example, for excessive
coolant temperature. The fault code algorithms are carefully designed and validated so that they do not cause
spurious codes when there is in fact no fault.
Some intelligent instrument clusters available on the market are also capable of raising fault codes themselves,
based on the information that the engine transmits on J1939 such as “engine coolant temperature.” The machine
designer could set a limit that is more conservative (lower) than the warning threshold defined by Caterpillar. This
raises the possibility that the display will say that the engine has a fault when the engine is in fact running within
its design limits. This is undesirable as it may result in a service technician being called to resolve a problem
when in fact no problem exists. It will also cause damage to the reputation of Caterpillar and of the OEM.
Caterpillar recommends therefore, that intelligent displays DO NOT have their own fault detection for engine over
temperature/oil pressure etc, but that they use the fault codes generated by the engine, sent in the J1939
“Diagnostic Message#1 (DM1).”
Operator Displays
8.2 Engine Software Features
8.2.1 Engine Monitoring System

Software will monitor the engine during operation and in extreme conditions make decisions to protect the engine
from damage. The values of four main operating parameters are monitored — Engine Coolant Temperature,
Engine Oil Pressure, Intake Manifold Air Temperature, and Engine Speed. The monitoring system will compare
parameters predetermined as dangerous to the engine and depending on the parameter values take appropriate
action. There are three levels of action: Warning, Derate, and Shutdown.
8.2.1.1 General
All parameters work independently using individual threshold values and guard timers. Consequently, it is possible
for more than one parameter to register a warning or derate condition at any one time.
8.2.1.2 Warning
Each monitored parameter has its own warning trigger threshold. A warning will be triggered when any
parameter equals or exceeds its warning. In addition, for oil pressure, the trigger threshold varies with engine
speed. The ECU will log these events and turn on the appropriate lamp driver.
8.2.1.3 Derate
Each monitored parameter that uses the derate function has its own derate trigger threshold. If the derate
threshold is equaled or exceeded by any parameter, a derate protection will be set active. The engine will derate.
The ECU will log these events and turn on the appropriate lamp driver. While derate protection is set active, the
derate percentage may vary with parameter value.
8.2.1.4 Shutdown
The engine shutdown indication lamp driver will be triggered when any parameter equals or exceeds its shutdown
threshold for a time exceeding its shutdown indication guard time. Physical engine shutdown will occur only if
enabled by the configurable parameter. The ECU will log these events and turn on the appropriate lamp driver.
Note: All values quoted in tables below are subject to change. Also, the percentage derate can be confusing.
100 percent derate does not mean that the engine has no power at all, it means that the engine will be
running on a derate rating. The percentage of normal power that is available on the derate curve will
depend on the rating used, but will normally be approximately 50 percent of nominal power.
8.2.2 Monitoring Mode — ET Configurable Parameters
Monitoring Mode (listed under Miscellaneous in ET)

ET Description Range or Option Description
Monitoring Mode Shutdowns Disabled/Enabled Switches on or off the shutdown feature
Monitoring Mode Derates Enabled/Enabled Switches on/off the derate feature
Operator Displays
8.2.3 Monitoring Mode Thresholds
8.2.3.1 Coolant Temperature
Parameter Temp Derate %

Warning 113 N/A
Derate 114 25
115
116
117
118
119 100
Shutdown 118 N/A
8.2.3.2 Engine Oil Pressure
Engine Speed Trigger Pressure

Parameter
(rpm) (kPa)
Warning 700 100
900 150
1000 175
1200 200
Shutdown 700 100
1200 100
1800 100
2400 100
8.2.3.3 Intake Manifold Temperature
Parameter Temp Derate %

Warning 82 N/A
Derate 86 10
87 20
88 30
89 40
90 50
Operator Displays
8.2.4 Other Derate Reasons
Diagnostic and Events Derate Latch Until Next Key Cycle?

Turbo Wastegate
Turbo wastegate current low diagnostic 100% No
Turbo wastegate current high diagnostic 100% No
Low intake manifold pressure event 100% Yes
High intake manifold pressure event 20% Yes
Fuel Rail Pump and Pressure Sensor
Fuel rail pump solenoid current low diagnostic 100% Yes
Fuel rail pump solenoid current high diagnostic 100% Yes
Rail pressure sensor voltage low diagnostic 100% No
Rail pressure sensor voltage high diagnostic 100% No
Low fuel rail pressure event 100% Yes
High fuel rail pressure event 100% Yes
Others
5V sensor supply voltage low diagnostic 100% No
5V sensor supply voltage high diagnostic 100% No
168-01 low battery power to ECU diagnostic 100% No
Crank speed sensor diagnostic 60% No
Injector data incorrect 60% Yes
Injector not responding 20% No
Monitored Inputs for Customer Fitted Sensors
9 Monitored Inputs for Customer-Fitted Sensors

Configurable options will be available that enable the use of discrete ECU inputs to function as operator warnings
and engine protection. The three options to be offered include:
De-bounce J1 Pin
Input State Warning/Shutdown
Time (secs) Assignment
Air Filter Restriction SWG Normally Closed 30 Disabled or Warning J1-38
Disabled, Warning,
Engine Coolant Level Low SWG Normally Closed 30 J1-47
or Shutdown
Water in Fuel SWG Normally Open 30 Disabled or Warning J1-44
9.1 Configurable States

The ECU may be configured to take the following action when the monitored element has reached or exceeded
the predetermined limit (switched).
• Disabled — the input will not be monitored.
• Warning — the input will be monitored; when the device is switched the warning light will illuminate and an
event will be flagged.
• Shutdown — the input will be monitored and when switched will illuminate the shutdown lamp, flag an
event, and shut down the engine.
9.2 Air Filter Service Indicator — Air Filter Restriction Switch

Indicates that the air intake circuit is restricted. The switch is installed or piped to the air filter housing or air
induction pipe so that it is monitoring clean filtered air (between the air filter and engine). The customer will
select an appropriate restriction switch. The switch will be connected to the engine ECU. The switch should open
when the maximum permitted restriction is detected — normally closed.
Air Filter Restriction Switch

J1 ECU
38 SENSOR SIGNAL
35 SENSOR RTN
Monitored Inputs for Customer Fitted Sensors
9.3 Coolant Low Level Switch

Indicates that the engine coolant reservoir is at or has gone below the minimum level. The sensor needs to be
installed such that when coolant level is normal the sensing element is always completely immersed. Typically a
device switches when the sensing element is fully immersed and when the fluid touches the body of the sensor
— normally closed.
Coolant Level Switch J1 ECU
+8 VDC A 43 SENSOR SUPPLY +8 VDC
RTN B 33 SENSOR RTN
SIGNAL C 47 COOLANT LEVEL SIGNAL
Required Parts
Part Number Description Qty
165-6634 or 239-9957 Level Switch 1
155-2260 Connector Plug Kit 1
9X-3402 Socket 3
9.4 Fuel in Water Trap Switch

Indicates that the fuel filter water trap is full. Typically a switch is installed in the bottom of the water trap. During
normal engine operation the switch is immersed in diesel fuel. As water collects and reaches the maximum level
the water enables a conductive path between electrodes — normally open switch. Some fuel filter options offer a
standard pre-installed switch from the factory. The factory-fitted switch may be connected to the engine ECU as
detailed below.
One parameter must be configured as installed in Cat ET.

1. Fuel/Water Separator Switch Installation Switch Status.
Water In Fuel Sensor
J1 ECU
SENSOR SIGNAL 1 44 SENSOR SIGNAL (SWG 9)
SENSOR RETURN 2 33 SENSOR RETURN
SENSOR SUPPLY +8 VDC 3 43 SENSOR SUPPLY +8 VDC
Operating Voltage 8V-28V @ 5mA
Connector Details

Sensor 523161
Male Connector AMP 1-142854-0
Connector Female Housing AMP C-282191-1
Female Terminal AMP 929939-3
Rubber Seals AMP
Engine Governor
10 Engine Governor
10.1 Governor
10.1.1 All Speed

The default governor type is an All Speed Governor, also known as a Variable Speed Governor. The diagrams to
follow illustrate the torque and speed characteristics of this governor.
10.1.2 Torque Limit Curve

Note that the engine may not be capable of reaching the torque fuel limit curve in some circumstances. For
example, if the turbocharger is not providing the required boost pressure, the fuel will be limited so that the
engine does not emit black smoke.
10.1.3 Droop
Droop is the variation of engine speed as load is applied. For example, if an engine has 10 percent droop and is
running at 1500 rpm without load, as load is applied, the operator will feel and hear the engine speed gradually
decreasing. This is represented by the diagonal dotted lines under the torque curve in the diagram
to follow.
When the load reaches the torque limit curve of the engine, the engine will lug back along the curve.
Note: Droop values can be assigned to the multi-position throttle switch input, PWM accelerator pedal/lever
input, and the TSC1 speed demand over J1939. Droop does not apply, however to the PTO mode, which
always operates isochronously (zero percent droop).
10.1.4 High Speed Governor (Governor Run-Out)

The parameter Top Engine Limit (TEL) will no longer be offered on the C4.4 and C6.6 engines. Flexibility is
improved, however, by allowing the high idle (HI) speed to be configured. High idle is the maximum speed that the
engine will reach. Note that this is on the bare engine and when installed in an application, it may not be possible
to reach this speed due to the parasitic loads of the driven equipment. The range of possible high idle speeds is
defined by the parameters High Idle Lower Limit (HILL) and High Idle Upper Limit (HIUL). High idle cannot be
specified to be less than Rated Speed (RS) and the HIUL will be dependent on the mechanical limits of the engine.
The rated speed (RS) may not be changed by customer configuration.
Engine Governor
Example Governing 1 — showing droop and HSG slopes approximately equal
Flywheel Torque
RS 2200
HILL 2200
HIUL 2600
HI 2354
Droop 7%
Governor All Speed
RS
DROOP
HSG
HIUL
HILL
HI Speed
800 1800 2200 (RPM)
Example Governing 2 — showing isochronous droop but with a shallow HSG slope
Flywheel Torque
RS 2200
HILL 2200
HIUL 2600
HI 2350
Droop 0%
Governor All Speed
RS
DROOP = ISOCHRONOUS
I
HSG
HIUL
HILL
HI Speed
800 1800 2200 (RPM)
Engine Governor
10.2 Auxiliary Governor

It is possible to control the engine by the output shaft speed of another module. Caterpillar does not offer a speed
sensor for this component, nor is there a direct speed sensor input, for the following reasons:
• There are a wide variety of speeds to be measured.
• Speed sensor’s output signals are low in amplitude and sensitive to electromagnetic interference.
• The engine is often not close to the output shaft to be measured, resulting in poor quality speed signals.
The recommended solution for this requirement is as follows:

• The speed measured close to the output shaft by a third party electronic control module, which would give
an engine speed demand to the engine, using J1939 TSC1 speed control or PTO mode raise and lower
inputs. The third party module could also incorporate a display and/or operator control buttons. The
electronic application team can give advice on specifying and selecting the third party electronic module
for this function.
• The advantage of this approach is that, although the initial cost of the additional module is higher than a
direct speed input, the cost of the additional components is reasonable and the advantages in reliability and
ease of commissioning outweigh the disadvantages.
10.3 Rating Selection Via Service Tool

Some engines will have the capability to run more than one power rating. If this is the case, the highest allowed
rating may be changed via the “rating” parameter on the configuration screen of the service tool. Note, however,
that the engine may not be running the highest enabled speed due to the status of the mode switches or due to
requests from another electronic module on the machine over J1939 datalink.
10.4 Mode Switches

A mode is a performance characteristic in terms of power/torque, droop, and rated speed. There are up to four
modes configurable on the C4.4 and C6.6 engines, and these can be selected in operation when the engine is
running and on load.
The mode switches are of the Switch to Ground type and the ECU J1 pin connections are as follows:
Function ECU — J1 Connector Pin Assignment

Mode Switch 1 39
Mode Switch 2 46
Engine Governor
The following table is an example of how the mode switches can be configured. The two switch inputs provide a
total of four possible combinations. Two ratings have been configured such that if switch 2 is open the engine will
run on the lower rating, and if the switch is closed it will run on the higher rating. Switch 1 is configured such that
if it is open the droop on throttle 1 and 2 is 10 percent, which may be suitable for road operation in an agricultural
tractor, for example. When switch 1 is closed, however, a tighter droop is applied which may be suitable in “field”
or “work” operation.
Note: The highest rating available in the mode switch feature will be defined by the “rating” parameter on the
configuration screen of the service tool.
Example of Mode Switch Configuration

Droop (%)
Switch 2 Switch 1 Mode No. Rating
Throttle 1 Throttle 2 TSC1
Open Open 1 100 kW @ 2200 10 10 10
Open Closed 2 100 kW @ 2200 5 2 0
Closed Open 3 120 kW @ 2200 10 10 10
Closed Closed 4 120 kW @ 2200 5 5 0
10.4.1 Rating and Droop Changes Requested Via the J1939 Datalink
It will be possible to select an alternative droop and alternative rating via the J1939 link, instead of via the
hardwired switch inputs.
This feature is still in development, although the messages to be used are outlined in the J1939 datalink section of
this Applications and Installation Guide.
10.4.2 Service Maintenance Indicator

A service maintenance indicator option is available. This is a configurable option; its purpose is to inform the
operator that a pre-determined time set in the service tool has elapsed. The feature may be installed using the ET
service tool. When configured, the default configuration for the service interval is 500 hours. This can be
configured through the service tool configuration screen. The number of hours cannot be increased above
500 hours; however, the hours may be decreased to a lower value.
• Disabled — no monitoring needed
• Manual Hours — software monitors hours since the last reset
When the number of hours since the last service is greater than configured maintenance interval, the software
will permanently illuminate the maintenance due indicator lamp connected to J1-58. The number of hours until the
next service, displayed in ET, will also become negative, i.e., two hours past the service interval will be indicated
by -2. The maintenance due indicator lamp is available in the service tool as a status parameter, “Maintenance
Indicator Lamp Status.” The override “Maintenance Indicator Lamp Override” is so the lamp status can be
overridden for testing purposes.
At any time before or after the maintenance interval has expired the maintenance due counter can be reset
through any of the following mechanisms:
• Using the maintenance due service tool feature, the maintenance due counter will be reset when the reset
button is clicked, if Pin J1-36 (SWB) is held high for greater than two seconds.
• If the ECU receives J1939 SPN 1584, “Service Component Identification,” with data value (decimal) 32,
“Engine oil-engine #1,” the maintenance due counter will be reset. (If the SPN is received with any other
data value it will be disregarded.)
Using the ET Service Tool
11 Using the ET Service Tool

The latest version of ET will be required to view or modify some of the C6.6 engine software parameters and
features. It is important that the engineer regularly updates their service tool to ensure compatibility. In addition it
is the responsibility of the engineer to confirm software release dates. During project engine development,
features may not be available or viewable and may be dependent on later software release dates.
Datalink Support
12 Datalink Support
There are two datalinks available for OEM connection to the engine, J1939 and Caterpillar Data link (CDL). It is
recognized, however that other CANbus standards (higher level protocols) do exist and are used in off-highway
applications, so some notes are also provided for users of those standards.
12.1 SAE J1939

The SAE J1939 standard was initially developed for the U.S. truck and bus industry. It has been expanded and is
now the most widely used datalink standard for industrial power trains, with compliance from almost all engine
manufacturers and most transmission manufacturers.
12.1.1 Summary of Key J1939 Application Issues

This is a summary of some of the key points and answers to frequently asked questions relating to design of a
J1939 compatible network. It is intended to give a design overview and does not in any way replace or contradict
the recommendations contained in the SAE J1939 standard documents.
12.1.2 Physical Layer

• The data rate is 250 KBits/sec.
• Twisted pair cable, of a 120-Ohm impedance characteristic, should be used throughout. Note that most
commercially available twisted pair cable is not suitable.
• It is recommended that this cable is shielded (as per J1939-11) and that the screen is grounded at a central
point in the network. Unshielded twisted pair cable is used by some machine manufacturers, however, (as
per J1939-15), offering lower cost but lower immunity to electromagnetic noise.
• The bus is linear and should be terminated with 120-Ohm resistors at either end. It is a common mistake to
use one 60-Ohm resistor instead of two 120-Ohm resistors. This does not work correctly, however.
• Maximum bus length is 40 m.
• The terminating resistors should not be contained in network nodes.
• Network nodes are connected to the bus via stubs of maximum recommended length 1 meter.
12.1.3 Network Layer

• J1939 recommends a bit sample point of 87 percent. This relatively late sample point gives best compromise for
immunity to noise and propagation delay. It does restrict the size of the software jump width (SJW), however.
• All nodes should have the same bit timing.
• Accurate bit timing is essential (4ms +/- 0.2 percent).
• It is recommended that the average bus load is not greater than 40 percent.
• Hardware filtering (masking) of CAN messages should be used under high bus loads to limit demands on
processors.
• The engine ECU always assumes a fixed address zero. It will not change its address in the arbitration
process described in J1939-81.
• The multi-7 packet protocol (described in J1339-21) is used for sending messages with more than eight bytes
of data. In the Caterpillar application this will be used principally for the diagnostic messages DM1 and DM2.
• Information may be broadcast at regular intervals or requested. For example, the engine will broadcast its
“current speed” every 20ms but it will only send “hours run“ information if another node requests it.
12.1.4 Application Layer

• The messages (PGN’s) supported by Caterpillar ECU are only a subset of the messages described in
J1939-71 and J1939-73.
• Some PGN’s may be partially supported; i.e., only those bytes for which the ECU has valid data will be
supported.
• Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid information is sent as FE.
J1939 Supported Parameters Summary Table
13 J1939 Supported Parameters Quick Reference

Summary Table
Section of Parameter (parameters in italics
PGN PGN PGN Receive/
SAE J1939 SPN are proposed but may not yet
(decimal) (Hexidecimal) Description Transmit
Document be available/fully validated)
71 0 0 Torque Speed Control (TSC1) Rx

71 518 Requested Torque/Torque Limit
71 898 Requested Speed/Speed Limit
71 695 Override Control Modes
Electronic Brake Controller 1
71 61441 (EBC1)
Auxiliary Engine
71 970 Shutdown Switch
Electronic Engine Controller 2
71 61443 F003 (EEC2) Tx
71 92 Percent load at current speed
71 558 Accelerator Pedal 1 Low Idle
Switch
71 2970 Accelerator Pedal 2 Low Idle
Switch
71 91 Accelerator Pedal Position 1
71 29 Accelerator Pedal Position 2
Electronic Engine Controller 1
61444 F004 (EEC1)
71 190 Engine Speed
71 899 Engine Retarder Torque Mode
71 513 Actual Engine Percent Torque
71 65174 FE96 TurboWastegate (TCW) Tx
71 1188 Turbo 1 Wastegate Drive
71 65213 FEBD Fan Drive Tx
71 977 Fan Drive States
71 975 Estimated Percent Fan Speed
71 65241 FED9 Aux Discrete IO State (AUXIO) Tx
71 701 Aux IO discrete channel_1

SAE J1939 (decimal) SPN (Hexidecimal) Description are proposed but may not yet Transmit

71 1083 Aux IO analogue channel_1
71 1084 Aux IO analogue channel_2
71 65242 FEDA Software Identification (SOFT) Tx/OR
71 234 Software Identification
71 965 Number of software ID fields
71 65243 FEDB Engine Fluid Level_
Pressure_2 (EFL/P2) Tx
71 157 Injector Metering Rail 1 Pressure
71 65247 FEDF Electronic Engine Controller 23
(EEC3) Tx
71 515 Engine Desired Operating Speed
71 65251 FEE3 EngineConfig (EC) Tx
71 118 Engine Speed At Idle Pt 1
71 539 Percent Torque At Idle Pt 1
71 528 Engine Speed At Pt 2
71 540 Percent Torque At Pt 2
71 531 Engine Speed at Pt 5
71 541 Percent Torque at Pt 5
71 532 Engine Speed at High Idle Pt 6
71 544 Reference Engine Torque
71 65252 FEE4 Shutdown (SHUTDOWN) Tx
71 1081 Wait-To-Start Lamp
71 65253 FEE5 Engine Hours Revolutions
(HOURS) Tx
71 247 Total Engine Hours
71 65257 FEE9 FuelConsumption Tx/OR
71 250 Total Fuel Used
71 65259 FEEB Component Identifier (CI) Tx/OR
71 586 Make
71 587 Model
71 588 Serial Number
71 233
71 65260 FEEC Vehicle Identification (VI) Tx/OR
71 237 Vehicle Identification Number
71 65262 FEEE Engine Temp (ET1) Tx
71 110 Engine Coolant Temperature
EngineFluidLevel_Pressure Tx
71 65263 FEEF (EFL/P1)
71 100 Engine Oil Pressure
71 65264 FEF0 Power Take Off Info (PTO) Tx

SAE J1939 SPN are proposed but may not yet
(decimal) (Hexidecimal) Description Transmit
71 984 PTO Set Switch

71 982 PTO Resume Switch
71 980 PTO Enable Switch
71 983 PTO Coast/Decelerate Switch
71 981 PTO Accelerate Switch
71 65266 FEF2 Fuel Economy (LFE) Tx
71 183 Fuel Rate
71 65270 FEF6 Inlet/ExhaustCond (IC1) Tx
71 105 Intake Manifold Temp
71 102 Boost Pressure
71 106 Air Inlet Pressure
VehicleElectricalPower
71 65271 FEF7 Tx
#1 (VEP1)
71 Electrical Potential
71 Battery Potential Switched
Off Highway Engine Control
71 64967 FDC7 Tx
Selection State (OHCSS)
71 2888 Alternate Rating Select State
Alternate Droop Accelerator 1
71 2889
Select State
71 2893
Select State
Alternate Droop Remote
71 2894
Accelerator Select State
Off Highway Engine Control
71 64971 FDCB Rx
Selection (OHECS)
71 2882 Alternate Rating Select
71 2881 Alternate Droop Accelerator 1
Select
71 2879
Select
Alternate Droop Remote
71 2886
Accelerator Select
Operator Primary Intermediate
71 64968 FDC8 Tx
Speed (ISCS)
Operator Primary Intermediate
71 2892
Speed Select State
73 65226 FECA DM1 (active codes) Tx
73 Protect Lamp Status
73 Amber Lamp Status
73 Red Lamp Status
73 Spn
73 Fmi
73 Oc
73 Spn Conversion Method
73 65227 FECB DM2 (logged codes) Tx/OR

SAE J1939 (decimal) SPN (Hexidecimal) Description are proposed but may not yet Transmit
73 Protect Lamp Status

73 Amber Lamp Status
73 Red Lamp Status
73 Spn
73 Fmi
73 Oc
73 Spn Conversion Method
DM3 (diagnostic data clear/
73 65228 FECC Rx
reset of previously active DTCs)
Request To Clear Logged
73
Fault Codes
21 60160 EB00 Transport Protocol (TP_DT) Tx/Rx
21 TP_DT
21 60416 EC00 Transport Protocol (TP_CM) Tx/Rx
21 BAM and RTS
21 59392 E800 Acknowledge (ACK and NACK) Tx
21 PGN Number
21 Control Byte
21 59904 EA00 Request PGN Rx
21 Requested PGN
J1939 Parameters
14 J1939 Parameters — Detailed Descriptions

The engine ECU has been programmed to comply with the SAE J1939 standard according to the specification
available on August 1, 2006. This section summarizes the functionality included in the generic industrial engine
software. Where the J1939 standard is vague on functionality, notes on implementation have been included.
This section is broken down into two different sections, J1939-71 and J1939-73, in accordance with the J1939
documentation. J1939 messages are referenced in ascending numerical order by their Parameter Group
Number (PGN).
Note: The PGN numbers are written in some documents in decimal form (e.g., 61444). This document will use
the Hexidecimal form (e.g., F004) as it is easier to remember and simpler to decode when using tools to
analyze traffic on the CAN J1939 bus.
14.1 Sending Messages to the Engine ECU

There are a number of messages that are sent by system electronic control devices that the ECU will respond to,
these include; TSC1, OHECS, EBC1, RequestPGN and DM, as well as the RTS/CTS handshake protocol. Messages
intended to be sent to the ECU require that the correct source and destination address protocol is followed.
Source Address
The source address is used to identify different components and electronic control modules on a CAN bus;
source address assignment is given in Appendix B of SAE J1939. Engine #1 source address is 00, and the service
tool source address is F0. Preferred J1939 source addresses vary between industry groups; when designing a
system, check tables B1-B7 in the SAE J1939 document to ensure the correct source address is allocated.
The ECU will accept messages from modules with any source address. For instance, TSC1 messages do not
necessarily have to be sent by the transmission.
The engine ECU source address is not configurable, and therefore cannot be set to any of the other engine
source addresses for a multiple engine CAN network installation.
Destination Address
For messages controlling engine functionality, such as TSC1 and OHECS, the engine will only respond to
messages with the destination address 00.
The RequestPGN message is also sensitive to destination address. When the Engine #1 destination 00 is
requested, then the engine ECU responds with the RTS Transport protocol message, and will not release the
requested information until the handshake message, CTS, is returned.
When the global destination is given for a RequestPGN message, FF (Global), then the engine ECU responds by
sending the requested message. If the message is larger than 8 bytes, then it will be released via the Transport
Protocol BAM message. When the global destination is used, there is no need to use the RTS/CTS protocol.
J1939 Parameters
14.2 J1939 Section 71 — Vehicle Application Layer
Torque Speed Control

The Torque/Speed Control #1 (TSC1) PGN allows electronic control devices connected to the CAN network to
request or limit engine speed, this feature is often used as part of a closed engine control system with broadcast
message parameters such as Engine Speed (EEC1). Usage is particularly common in machines that have complex
hydraulic systems.
TSC1 is a powerful feature; the OEM is responsible for ensuring that the implementation of TSC1 speed control is
safe and appropriate for the engine and the machine. Furthermore, it is necessary for the OEM to perform the
necessary risk assessment validation of the machine software and hardware used to control the engine speed
via TSC1.
ECU Response Time To TSC1 Request

The mean response time for the ECU to alter the desired speed following a TSC1 request is 52ms +/-5ms. Note,
there will be a further delay in the engine’s actual speed response due to the driving of mechanical components.
If TSC1 response time is critical to transmission development and operation, contact your Electronic Applications
Engineer.
TSC1 Configuration
TSC1 is always available as a speed demand input, and given that a J1939 Diagnostic Code is not active, the
engine will prioritize the TSC1 request above all other speed demand inputs. In effect, TSC1 overrides all other
configured throttle inputs.
There are currently two TSC1 fault-handling options available in the service tool and the CEOS, these are
described as “TSC1 Continuous Fault Handling: Disabled or Enabled.”
TSC1 Continuous Fault Handling: [Disabled] (Default)

This mode is also known as transient fault detection. It is suitable for applications where there is more than one
throttle input into the ECU; for instance, in a wheeled excavator where the analogue throttle is used to control
road speed, but TSC1 is used to control the machine hydraulics. The TSC1 message will override any other speed
demand such as PWM throttle pedal. TSC1 override is switched on and off using the Override Control Mode SPN.
End of Transmission — Fault Detection

The ECU needs to differentiate between the end of a transmission by another controller and an intermittent
failure. The ECU expects, therefore, that when a controller no longer wishes to demand engine speed it will
terminate with at least one message with the Control Override Mode SPN set to 00. If the engine sees that TSC1
messages have stopped for 90ms or more and TSC1 has not been terminated correctly, the ECU will recognize this
as a fault, a J1939 diagnostic code will be raised and the ECU will not accept any TSC1 speed requests for the
remainder of the key cycle.
TSC1 Continuous Fault Handling: [Enabled]

This mode is also known as continuous fault detection, it is suitable for applications where either TSC1 is the only
throttle used or where TSC1 is continuously used to limit the top engine speed. The TSC1 speed control/speed
limit cannot be switched off using the Override Control Mode SPN. For instance, in a wheeled excavator the
analogue throttle is connected to the machine ECU that sends the TSC1 message to control road speed, and to
control the machine hydraulics. When TSC1 Continuous Fault Handling is active, other throttles will be
permanently overridden, and will only become available if a TSC1 fault is detected.
J1939 Parameters
TSC1 — Feature Summary Table
TSC1 Mode Transient Continuous

TSC1 Continuous Fault Handling Disabled Enabled
Speed Request Yes Yes
Speed Limit Yes Yes
Torque Request No No
Torque Limit (temporary) Yes Yes
Fault Detection — 90 ms Timeout Yes Yes
Fault Detection — Message Present at Start No Yes
Accepts TSC1 Messages From Several Sources Simultaneously No No
Override Control Mode Switching Yes No
Rating and Droop Control

In addition to Torque Speed Control, the complimentary message OHECS allows droop and rating selection over J1939
with a similar effect to the hard-wired Mode Selection feature. The OHECS PGN is described later in this section.
Torque Speed Control (TSC1)
Identifier Rate (msec) PGN Default Priority R1 DP Source Destination

0C 00 00 xx 10 000000 3 0 0 See notes 00
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Override Control Mode (spn 695) 1 1 2

X Override Disabled 00
X Speed Control 01
Torque Control 10
X Speed/Torque Limit Control 11
Requested Speed Control Conditions (spn 696) 3 2
X Override Control Mode Priority (spn 897) 5 2 A
X Highest Priority 00 A
X High Priority 01 A
X Medium Priority 10 A
X Low Priority 11 A
Not Defined 7.8
X Requested Speed/Speed Limit (spn 898) 2 1 16 Rpm 0.125 0 8032
X Requested Torque/Torque Limit 4 1 8 % 1 -125 +125 B
Note A: The ECU does not prioritize or arbitrate between speed requests or limit from more than one source
and so this situation may result in erratic engine operation. The OEM must ensure that TSC1
messages are not sent from more than one source at a time.
Note B: Support for the “Torque limiting” aspect of TSC1 has been added, although this may only be used for
temporary conditions, such as during a gear change.
J1939 Parameters
Electronic Brake Controller 1 (EBC1)

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

18F00100 100 F001 6 0 0 — 00
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Auxiliary Engine Shutdown Switch (970) 4 5 2
Off 00
On (engine will be shut down) 01
Electronic Engine Controller 2 (EEC2)

EEC2 identifies electronic engine control-related parameters, including pedal position for throttles 1 and 2, and
IVS status for throttle 1, and the percent load at current speed.
Note that the name “accelerator pedal” is not always accurate for off-highway machines. Accelerator pedal 1
refers to any pedal, lever, or other device that uses either the analogue 1 or PWM throttle 1 input. Likewise,
accelerator pedal position 2 refers to any device that uses the analogue throttle 2 input.

0C F0 03 00 50 00F003 3 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Accelerator Pedal 1 Low Idle Switch (spn 558) 1 1 2 C

X Accelerator Pedal Not in Low Idle Condition 00
X Accelerator Pedal in Low Idle Condition 01
X Error Indicator 10
X Not Available or Not Installed 11
Accelerator Pedal Kickdown Switch 3 2
X Accelerator Pedal 2 Low Idle Switch (spn 2970) 1 7 2 A
X Accelerator Pedal Not in Low Idle Condition 00
X Accelerator Pedal in Low Idle Condition 01
X Error Indicator 10
X Not Available or Not Installed 11
X Accelerator Pedal Position 1 (spn 91) 2 1 8 % .4 0 100
X Engine Percent Load at Current Speed (spn 92) 3 1 8 % 1 0 125 B
Remote Accelerator Pedal Position 4 1 8
X Accelerator Pedal Position 2 (spn 29) 5 1 8 % .4 0 100 A
J1939 Parameters
Note A: Accelerator pedal low idle 2 and accelerator pedal position 2 are new parameters only recently
defined by The SAE. The start byte / bit of accelerator pedal low idle switch 2 is still to be defined.
Note B: Percent load at current speed is estimated from the steady state engine calibration maps. This
parameter is not accurate at low loads or during transient conditions.
Note C: When there is discrepancy between the pedal position and the idle validation switch position, then
the Accelerator Pedal Low Idle Switch parameter will be transmitted as 10 (error) and the
accelerator pedal position will be transmitted as FE (error). However, if a pedal is not configured, then
it will be sent as not supported. This will apply to both accelerator 1 and accelerator 2.

EEC1 identifies the Electronic Engine Control-related parameters, including Engine Torque Mode, Actual Engine
Percent Torque, and Actual Engine Speed.

0C F0 04 00 20 A 00F004 3 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Engine Torque Mode 1 1 4

Drivers Demand Engine — Percent Torque 2 1 8 % 1
X Actual Engine — Percent Torque 3 1 8 % 1
X Engine Speed 4 1 16 rpm .125 B
Source Address of Controlling Device for 6 1 8 None 1 0 253
Engine Control
Engine Starter Mode 7 1 4
Note A: The J1939 standard describes the frequency of transmission of this PGN as engine speed dependent.
The ECU actually transmits the message every 20ms, however, irrespective of engine speed.
Note B: During the engine cranking cycle, while the ECU is detecting engine position and speed, engine
speed is transmitted as FE00, or “Unavailable.” When this value is converted to engine speed, it gives
the value of 8128 rpm.
J1939 Parameters
Turbocharger Wastegate (TCW)

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

18FE9600 100 FE96 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Turbocharger 1 Wastegate Drive (spn 1188) 1 1 8 % 0.4 0 100
Turbocharger 2 Wastegate Drive 2 1 8
Turbocharger Wastegate Act Control Pressure 5 1 8
Auxiliary Discrete IO state (AUXIO)

The AUXIO PGN is used to transmit the status of all the customer side switch inputs, and two of the analogue voltage
inputs of the ECU, irrespective of whether the input is used by the ECU for an application software feature. The spare
inputs of the ECU are available for use by the machine designer as additional input channels for non-engine systems.
The table below indicates the inputs, the switch connectors, and the associated J1939 SPN.
Table of Input Pins to SPN’s

Input Name ECU J1 Connector Pin J1939 SPN
SWG1 52 701
SWG2 51 702
SWG3 50 703
SWG4 49 704
SWG5 48 705
SWG6 47 706
SWG7 46 707
SWG8 45 708
SWG9 44 709
SWG10 39 710
SWG11 38 711
SWB1 37 713
SWB2 38 714
AIN_ACT5 55 1083
AIN_ACT4 56 1084
The two “SWB” inputs above are Switch To Battery, meaning when battery voltage is applied to the pin it will be
closed. All the other switch inputs are Switch To Ground, which means when an input is at ground potential it will
be closed.
J1939 Parameters

18FED900 Note A FED9 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Auxiliary I/O #04 (spn 704) 1 1 2 B
Auxiliary I/O #12 (spn 712) 3 1 2 B
X Auxiliary I/O Channel #1 (spn 1083) 5,6 1 16 0 64255 C
X Auxiliary I/O Channel #2 (spn 1084) 7,8 1 16 0 64255 C
Note A: The message will be sent at a frequency of 100ms, and additionally when any of the supported switch
inputs (spn’s 701 through 716) change state.
Note B: Each of the switch inputs is transmitted as 00 if the switch is open (or not connected) and 01 if it is
closed.
Note C: The analogue channels are scaled at 0.955 volts per bit with a 0.5V offset. For example a voltage of
2.5 voltages would be transmitted as (2.5 volts – 0.5 v offset)/0.000955 volts/bit = 209410 or 82E16
J1939 Parameters
Software Identification (SOFT)

The Software Identification PGN is requested via the Request PGN message, the message includes the software
part number and the software version release date. This PGN has more than 8 bytes of data; therefore, the
message content is returned using the transport protocol, and the format of the content is given below.
ASCII code as follows:

02 SWPN:1234556701*SWDT:MAY05*
Software part number (SWPN) will be of the form 123456701

Software release date (SWDT) will be of the form MAY05

18FEDA00 On Req FEDA 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Number of Software Identification Fields

X 1 1 8 1 255 A
(spn 965)
X Software Identification (spn 234) 2 1 N ASCII B
Note A: The number of software identification fields will be transmitted as “02”

Note B: The software identification is ASCII text, with the fields delimited by a “*”
Engine Fluid Level / Pressure 2 (EFL/P2)

EFL/P2 includes the Injector Metering Rail 1 Pressure SPN; indicating the gauge pressure of fuel in the high
pressure rail supplying the injectors.

18FEDB00 500 FEDB 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Injector Control Pressure 1 1 16

X Injector Metering Rail 1 Pressure (spn 157) 3 1 16 Mpa 1/256Mpa/Bit 0 251
Injector Timing Rail 1 Pressure 5 1 16
Injector Metering Rail 2 Pressure 7 1 16
J1939 Parameters

EEC3 identifies the electronic engine control-related parameter; engine desired operating speed. Engine desired
operating speed is calculated as requested speed demand from the throttle input; the speed at which the engine
would run if all load were removed and current speed demand conditions maintained.
This is not the same as the implementation for Tier 2 product, the change has been implemented to make the
parameter more relevant to customers who need to determine how far and how rapidly the engine is lugging
back. One effect will be that in many applications where there are high parasitic loads, the engine speed will
never actually reach its desired operating speed.

18 FE DF 00 250 FEDF 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Nominal Friction — Percent Torque 1 1 8 % 1 -125 +125
X Engine´s Desired Operating Speed (spn 515) 2 1 16 rpm .125 0 8031 A
Engine´s Operating Speed Asymmetry
4 1 8 Ratio 0 250
Adjustment
J1939 Parameters
Engine Configuration (EC)

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

See Note A See Note A FEE3 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Engine Speed at Idle, Point 1 (spn 118) 1 1 16 rpm 0.125 0 8031
X Percent Torque at Idle, Point 1 (spn 539) 3 1 8 % 1 -125 +125
X Engine Speed at Point 2 (spn 528) 4 1 16 rpm 0.125 0 8031 C
X Percent Torque at Point 2 (spn 540) 6 1 8 % 1 -125 +125 C
X Engine Speed at Point 3 (spn 529) 7 1 16 rpm 0.125 0 8031
X Percent Torque at Point 3 (spn 541) 9 1 8 % 1 -125 +125
X Engine Speed at High Idle, Point 6 (spn 532) 16 1 16 rpm 0.125 0 8031 C
Gain (KP) of the Endspeed Governor 18 1 16 %/rpm 0.0007813 0 50.2
X Reference Engine Torque (spn 544) 20 1 16 Nm 1 0 64255 B
Maximum Momentary Engine Override
22 1 16 rpm 0.125 0 8031
Speed, Point 7
Maximum Momentary Override Time Limit 24 1 8 S 0.1 0 25
Requested Speed Control Range Lower Limit 25 1 8 rpm 10 0 2500
Requested Speed Control Range Upper Limit 26 1 8 rpm 10 0 2500
Requested Torque Control Range Lower Limit 27 1 8 % 1 -125 +125
Requested Torque Control Range Upper Limit 28 1 8 % 1 -125 125
Note A: This PGN is sent every five seconds but also whenever there is a change in active torque limit map.
Note B: Engine reference torque is the advertised bare engine torque of the highest “enabled” rating in the
box. That is the highest rating that can be selected via mode switches or J1939, while the engine is
running.
Note C: As both point 2 and point 6 are supported, and gain (Kp) of endspeed governor is not, the support of
this message conforms to Engine Configuration Characteristic Mode 1 as described in the J1939-71
specification.
J1939 Parameters
Shutdown (SHUTDOWN)
Shutdown PGN contains the SPN wait-to-start lamp. This indicates that the engine is too cold to start and the
operator should wait until the signal becomes inactive (turns off).

18 FE E4 00 1000 FEE4 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Idle Shutdown Has Shut Down Engine 1 1 2
Idle Shutdown Driver Alert Mode 3 2
Idle Shutdown Timer Override 5 2
Idle Shutdown Timer State 7 2
Idle Shutdown Timer Function 7 2
A/C High Pressure Fan Switch 3 1 2
Refrigerant Low Pressure Switch 3 2
Refrigerant High Pressure Switch 5 2
X Wait-to-Start Lamp (spn 1081) 4 1 2
X Off 00
X On 01
Engine Protection System Has Shut
5 1 2
Down Engine
Engine Protection System Approaching
3 2
Shutdown
Engine Protection System Timer Override 5 2
Engine Protection System Timer State 7 2
Engine Protection System Configuration 7 2
Engine Hours/Revolutions (HOURS)

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

1000
18 FE E5 00 FEE5 6 0 0 00 —
Note A
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Total Engine Hours (spn 247) 1 1 32 Hr .05 0 210,554,060

Total Engine Revolutions 5 1 32 Rev 1000 0 4,211,081,215,000
J1939 Parameters
Fuel Consumption
The Fuel Consumption PGN contains the SPN total fuel used. This parameter is not a direct measurement. It is
calculated from standard test fuel at standard test temperatures. The characteristics of most fuels in the field will
differ from the test fuel, particularly at very high or very low temperatures. It is recommended, therefore, that this
value is taken to be an indication only of the fuel used by an engine.

18 FE E9 00 On Req 00FEE9 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Trip Fuel 1 1 32 L .5 0 2,105,540,607
X Total Fuel Used (spn 250) 5 1 32 L .5 0 2,105,540,607
Component ID (CI)
The Component Identification PGN is requested via the request PGN message; the message includes the engine
make, the engine model number, and the engine serial number. This PGN has more than 8 bytes of data; therefore,
the message content is returned using the transport protocol. The format of the content is given below.
All these parameters are supported as ASCII text delimited by “*”
• “Make” will be transmitted as “CTRPL”

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

18 FE EB 00 On Req 00FEEB 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Make (spn 586) ASCII None A

X Model (spn 587) ASCII None A
X Serial Number (spn 588) ASCII None A
Unit Number (spn 233) ASCII None
J1939 Parameters
Vehicle Identification (VI)

The Vehicle Identification PGN is requested via the request PGN message. The message includes only the vehicle
identification number PGN. This PGN has more than 8 bytes of data; therefore, the message content is returned
using the transport protocol. This PGN may be requested from the ECU but currently the message will simply
contain the ASCII text “NOT PROGRAMMED.”

18FEEC00 On Req FEEC 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Vehicle Identification Number (spn 237) ASCII None A
Engine Temperature (ET1)

ET1 contains the SPN Engine Coolant Temperature, this SPN contains the engine coolant temperature as sensed
by the engine control system.

18 FE EE 00 1000 FEEE 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Engine Coolant Temperature (spn 110) 1 1 8 deg C 1 -40 210

Fuel Temperature 2 1 8 deg C 1 -40 210
Engine Oil Temperature 3 1 16 deg C .03125 -273 1735
Turbo Oil Temperature 5 1 16 deg C .03125 -273 1735
Engine Intercooler Temperature 7 1 8 deg C 1 -40 210
Engine Intercooler Thermostat Opening 8 1 8 % .4 0 100
J1939 Parameters
Engine Fluid Level/Pressure (EFL/P1)

EFL/P1 contains the SPN Engine Oil Pressure; this SPN contains the oil pressure as sensed by the engine control
system.

18 FE EF 00 500 FEEF 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Fuel Delivery Pressure 1 1 8 KPA 4 0 1000
Extended Crankcase Blow-by Pressure 2
Engine Oil Level 3 1 8 % .4 0 100
X Engine Oil Pressure (spn 100) 4 1 8 KPA 4 0 1000
Crankcase Pressure 5 1 16
Coolant Pressure 7 1 8 KPA 2 0 500
Coolant Level 8 1 8 % .4 0 100
PTO information (PTO)

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

18FEF000 100 FEF0 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Power Takeoff Oil Temperature (spn 90) 1 1 8

Power Takeoff Speed (spn 186) 2 1 16
Power Takeoff Set Speed (spn 187) 4 1 16 rpm rpm 0 8031
X PTO Enable Switch (spn 980) 6 1 2
Remote PTO Preprogrammed Speed
Control Switch (spn 979) 6 3 2
Remote PTO Variable Speed Control
Switch (spn 978) 6 5 2
X PTO Set Switch (spn 984) 7 1 2
X PTO Coast/Decelerate Switch (spn 983) 7 3 2
X PTO Resume Switch (spn 982) 7 5 2
X PTO Accelerate Switch (spn 981) 7 7 2
J1939 Parameters
Fuel Economy (LFE)

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

18 FE F200 100 FEF2 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Fuel Rate (spn 183) 1 1 16 L/hr .05 0 3212 A
Instantaneous Fuel Economy 3 1 16 km/kg 1/512 0 125.5
Average Fuel Economy 5 1 16 km/kg 1/512 0 125.5
Throttle Position 7 1 8 % .4 0 100
Inlet/Exhaust Conditions (IC1)

IC1 contains the SPNs Boost Pressure, Intake Manifold Temperature, and Air Inlet Pressure. All these parameters
are broadcast as sensed by the engine control system.

18 FE F6 00 500 FEF6 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Particulate Trap Inlet Pressure 1 1 8 kPa .5 0 125

X Boost Pressure (spn 102) 2 1 8 kPa 2 0 500 B
X Intake Manifold Temperature (spn 105) 3 1 8 deg C 1 -40 210
X Air Inlet Pressure (spn 106) 4 1 8 kPa 2 0 500 A
Air Filter Differential Pressure 5 1 8 kPa .05 0 12.5
Exhaust Gas Temperature 6 1 16 deg C .03125 -273 1735
Coolant Filter Differential Pressure 8 1 8 kPa .5 0 125
Note A: Inlet air pressure will be supported as the absolute pressure as measured by the inlet manifold
pressure sensor.
Note B: Boost pressure will be calculated from inlet manifold temperature. Boost pressure will never be
transmitted as a negative number, even though a slight depression at the inlet is possible for some
engines when running at low idle speed.
J1939 Parameters
Vehicle Electrical Power (VEP)

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

18 FE F7 00 1000 FEF7 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Net Battery Current 1 1 16 Amp 1 -125 125
Alternator Potential (Voltage) 3 1 16 V .05 0 3212
X Electrical Potential (Voltage) (spn 168) 5 1 16 V .05 0 3212
X Battery Potential (Voltage), Switched (spn 158) 7 1 16 V .05 0 3212
J1939 Parameters
Operator Primary Intermediate Speed (ISCS)

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

18FDC800 1000 FDC8 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Operator Primary Intermediate Speed
X 1 1 4
Select State (spn 2892)
Intermediate Speed Not Requested 0000 A
X Logical Position 1 0001
X Logical State 13, 14, 15, or 16 1101 B
Reserved 1110
X Not Available 1111 C
Note A: “Intermediate speed not requested” state is not supported. Note, however, that on most applications
where throttle position switch is used, logical position 1 will be all four switches in the open position
and will equate to engine idle.
Note B: There are only 13 states available but 16 possible combinations of the four switch inputs. No known
application has used more than 10 states however, or is expected to use more than 10 states in the
future, so it is not envisaged that this will cause a problem. If 16 states are used, logical states 14, 15,
and 16 will be transmitted as 13.
Note C: If the throttle position switch is not configured on an application, the ECU will send 1111 not available.
J1939 Parameters
Off-Highway Engine Control Selection (OHECS)

OHECS is sent to the engine to select engine rating and droop percentage, in a similar way to the hardwired mode
switches. The J1939 request will have precedence over the hard-wired switch inputs to the ECU.
When the ECU receives this PGN, it will override the mode selection configuration, and switch to the requested
rating and droop setting. The engine will remain in this new state until either another message is received with a
different rating and droop request, or until the keyswitch is cycled.

18FDCBxx 500 FDCB 6 0 0 — 00
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Auxiliary Governor Switch 1 1 2
Multi-Unit Synch On/Off Switch 1 3 2
Alternate Low Idle Switch 1 5 2
X Alternate Rating Select 2 1 8 A
X Alternate Droop Accelerator 1 Select 3 1 4
X Accel 1 — Default Droop (default) 0000
Accel 1 — Alternate Droop 1 through 0001-
X
10 = 1% through 10% 1010
Accel 1 — Alternate Droop 11 (Isochronous) 1011
Error 1110
X Not Available 1111
X Alternate Droop Accelerator 2 Select 3 5 4
X Accel 12 — Default Droop (default) 0000
Accel 2 — Alternate Droop 1 through 0001-
X
10 = 1% through 10% 1010
Accel 2 — Alternate Droop 11 (Isochronous) 1011
Error 1110
X Alternate Droop Remote Accelerator Select 4 1 4
X Remote Accel — Default Droop (default) 0000
Remote Accel — Alternate Droop 1 through 0001-
X
10 = 1% through 10% 1010
Remote Accel Alternate Droop 11 (Isochronous) 1011
Error 1110
Alternate Droop Auxiliary Input Select 4 5 4
Note A: Ratings 1 to n are populated with all the ratings available in the ECU with “1” being the lowest and
“n” being the highest rating. If the ECU receives the “0,” the rating value entered through the mode
selection switches should be used.
J1939 Parameters
Off-Highway Engine Control Selection State (OHCSS)

OHCSS broadcasts the SPNs corresponding engine rating select and droop select. When the engine is controlled
by the hard-wired mode selection, then OHCSS will contain this data; however, when the OHECS PGN is used to
control rating select and droop, the OHCSS message will mirror the override information.

18FDC700 500 FDC7 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Auxiliary Governor State 1 1 2
Multi-Unit Synch State 1 3 2
Alternate Low Idle Select State 1 5 2
X Alternate Rating Select State 2 1 8
X Alternate Droop Accelerator 1 Select State 3 1 4
X Alternate Droop Accelerator 2 Select State 3 5 4
Alternate Droop Remote Accelerator
X 4 1 4
Select State
Alternate Droop Auxiliary Input Select State 4 5 4
This PGN is intended for the ECU to provide feedback on the OHECS messages described above.
J1939 Parameters
14.3 J1939 Section 73 — Diagnostic Layer
Active Diagnostics Trouble Codes (DM1)

The information communicated by DM1 is limited to currently active diagnostic trouble codes. DM1 will be
transmitted whenever a Diagnostic Trouble Code (DTC) becomes an active fault and once per second thereafter.
The message contains diagnostic lamp status, indicating the severity of the problem, followed by the DTC
identifiers, SPN and FMI. The DM1 message is not sent if there are no active fault codes.
If only 1 DTC is active then DM1 will be transmitted as a single message with the identifier FECA. If there is more
than one fault code present then the DM1 message will be longer than 8 bytes, thus the transport protocol (BAM)
will be used to send the message.
Note : This is different from Tier 2 functionality where the transport protocol (BAM) is used to send all DM1
messages, even if only one fault code is active.

See Note A See note B 00FECA 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
Malfunction Indicator Lamp A

Protect Lamp A
Stop Lamp A
Warning Lamp A
X SPN (Suspect Parameter Number)
X FMI (Failure Mode Identifier)
X Occurrence Count
X SPN Conversion Method
Note A: The J1939 diagnostic lamp description and function is not supported — diagnostic lamp
implementation is supported as follows:
Diagnostic and event codes have been split into three categories of severity called Warning Category
Indicators (WCI).
The lowest level (Level 1) is used for “warning” level faults, such as when engine design limits for temperature
have been reached, or for a sensor short circuit.
The highest level (Level 3) is used for events where the severity merits the machine and the engine being
immediately stopped.
Level 2 is an intermediate level used particularly for events or diagnostic which cause an engine derate.
J1939 Parameters
The status lamps in the DM1 message will be switched on according to the following table:
WCI Protect Lamp Warning Lamp Shutdown Lamp

1 ON OFF OFF
2 ON ON OFF
3 ON ON ON
Previously Active Diagnostic Trouble Codes (DM2)

See Note A On Req FECB 6 0 0 00 —
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Malfunction Indicator Lamp Bit A

Protect Lamp A
Stop Lamp A
Warning Lamp A
X SPN
X FMI
X Occurrence Count
X SPN Conversion Method
Note A: Lamp support as per DM1.
Diagnostic Data Clear/Reset of Previously Active DTCs (DM3)

DM3 is sent as a “RequestPGN” message, and has the function of erasing the record of all previously active fault
codes. The ECU responds to the DM3 message by clearing all diagnostic codes but not event codes. The ECU will
send an Acknowledge message (ACK) to say that this action is complete.
Diagnostic trouble codes are defined as faults on the electronic system, for instance if there is a sensor failure.
Event codes are raised when the engine system is operating outside of its defined diagnostic limits, for instance,
if the engine coolant temperature is excessive.
Event codes can only be cleared with the service tool and require a factory password.

See Note A On Req FECC 6 0 0 — 00
Range
Resolution
(unit/bit)
Receive
Length
Parameter Name
State
Units
Send
Note
Byte
Min Max
Bit
X Request to Clear Fault Codes
J1939 Parameters
14.4 Supported Parameters — Section 21 — Simplified Descriptions

J1939 Section 21 describes in detail the framework, structure and protocol of J1939 messages. The on-engine
application of Section 21 is considered too detailed to give a comprehensive functional description in this guide.
For reference, the message PGNs and descriptions are given to help network identification of these messages.
Transport Protocol — Connection Management (TP.CM_BAM)

1CECFF00 — EC00 7 0 0 — —
Support as per J1939 — 21. Note that this mechanism is used principally as a multipacket protocol for sending
messages larger than 8 bytes of data; for example, to send diagnostic messages DM1 and DM2 or for the engine
configuration PGN. This uses the Broadcast Announce Message (BAM) as shown in the example below:
Transport Protocol — Data Transfer (TP.DT)

1CEBFF00 See Note A EB00 7 0 0 — —
Note A: If a module is required to decode any information that is sent via the transport protocol, it must be
capable of receiving and processing messages with the same identifier within 50 ms.
Proprietary A — Service Tool

18EF00xx — EF00 6 0 0 — —
This message is used for communication between the ECU and the service tool. It must not be used by any other
electronic system on the machine, as this may cause unpredictable operation when the service tool is connected.
Acknowledge

18E8xxxx — E800 6 0 0 — —
Both acknowledge (ACK) and negative acknowledge (NACK) are supported as per the J1939 specification.
Request PGN

18EA00xx — EA00 6 0 0 — 00
Supported as per the J1939 specification. This PGN is sent to the ECU to request parameters that are only sent
“on-request.” For example, if an electronic module on the machine requires engine hours information, it must
send a request PGN for the engine hours/revolutions PGN.
14.5 Supported Parameters — Section 81 Network Management —

Detailed Descriptions
The engine does support the network initialization requirements as outlined in Specification J1939-81. This
includes the claiming of addresses. The engine will always claim address zero and will not accept any other
address. Most off-highway machines do not implement this section of the specification. If further information on
this subject is required, however, please contact the Electronic Applications Team directly.
Appendices
15 Appendices
15.1 Appendix 1 — ECU J1 Connector Terminal Assignments
Pin No. Description Preferred Function Alternative Function

1 Battery (-) Battery –ve N/A
4 N/A N/A N/A
5 N/A N/A N/A
6 N/A N/A N/A
7 Battery (+) Battery +ve N/A
9 - Battery Battery –ve N/A
10 - Battery Battery –ve N/A
11 DF_PWM 1 Shield N/A N/A
12 DF_PWM 1- N/A N/A
13 DF_PWM 1+ N/A N/A
14 N/A N/A N/A
17 N/A N/A N/A
18 N/A N/A N/A
19 N/A N/A N/A
20 CAN (+) SAE J1939 CAN DL + N/A
21 CAN (-) SAE J1939 CAN DL - N/A
22 CAN A Shield CAN Shield N/A
23 CDL (+) CDL + N/A
24 CDL (-) CDL - N/A
25 N/A N/A N/A
26 N/A N/A N/A
27 N/A N/A N/A
28 N/A N/A N/A
29 N/A N/A N/A
30 N/A N/A N/A
31 PWM_2A Return 1 N/A N/A
Appendices
Pin No. Description Preferred Function Alternative Function

32 PWM_2A Driver 1 N/A N/A
33 VS_RET Sensor 0V Return N/A
34 VS_RET Sensor 0V Return N/A
35 SWG_ RET Switch Return N/A
36 SWB 2 Maintenance Reset N/A
37 SWB 1 N/A N/A
38 SWG 11 Air Filter Restriction Switch N/A
39 SWG 10 Mode Switch 1 N/A
40 SWK_0 Ignition Switch Input N/A
41 VS_5_200mA Sensor 5V Supply N/A
42 VS_5_200mA Sensor 5V Supply N/A
43 VS_8_100mA PWM Throttle Sensor 8V Supply N/A
44 SWG 9 Throttle 2 IVS Fuel Water Trap Monitor
45 SWG 8 Throttle 1 IVS N/A
46 SWG 7 Mode Switch 2 N/A
47 SWG 6 Throttle Arbitration Switch Coolant Level Sensor
48 SWG 5 Remote Shutdown Switch (NO) N/A
49 SWG 4 PTO Mode Disengage (NC) MPTS1
50 SWG 3 PTO Mode Raise/Resume MPTS2
51 SWG 2 PTO Mode Set/Lower MPTS3
52 SWG 1 PTO Mode ON/OFF MPTS4
53 AIN_ACT/PWM_I 1 PWM Throttle Input N/A
54 AIN_ACT 7 Throttle 1 Analogue Input N/A
55 AIN_ACT 5 Throttle 2 Analogue Input N/A
56 AIN_ACT 4 N/A N/A
57 DOUT_1A 1 Start Aid Control N/A
58 DOUT_0.3A 10 Maintenance Due Lamp N/A
59 DOUT_0.3A 9 Warning Lamp N/A
60 DOUT_0.3A 8 Shutdown Lamp N/A
61 DOUT_0.3A 4 PTO Mode Lamp N/A
62 DOUT_0.3A 3 Low Oil Pressure Lamp N/A
63 DOUT_0.3A 2 Wait-to-Start Lamp N/A
64 DOUT_0.3A 1 N/A N/A
Appendices
15.2 Appendix 2 — List of Diagnostic and Event Codes

Note that in some cases there are differences in the codes which are transmitted on the J1939 bus and those that
are transmitted on the CDL bus (those normally viewed on the service tool). Additionally codes may be added on
later software that are not present on this table.
Cat ET 3rd Party Device
CDL Code Description Flash Code
J1939 Code J1939 Code
N/A No Diagnostic Code Detected N/A N/A 551
0001-02 Cylinder #1 Injector Erratic, Intermittent, or Incorrect J651-2 651-2 111
0001-05 Cylinder #1 Injector Current Below Normal J651-5 651-5 111
0001-06 Cylinder #1 Injector Current Above Normal J651-6 651-6 111
0001-07 Cylinder #1 Injector Not Responding Properly J651-7 651-7 111
0003-07 Cylinder #3 Injector Not Responding J653-7 653-7 113
Cylinder #5 Injector Erratic, Intermittent, or Incorrect
0005-02 J655-2 655-2 115
(C6.6 engine only)
0005-05 Cylinder #5 Injector Current Below Normal (C6.6 engine only) J655-5 655-5 115
0005-06 Cylinder #5 Injector Current Above Normal (C6.6 engine only) J655-6 655-6 115
0005-07 Cylinder #5 Injector Not Responding Properly (C6.6 engine only) J655-7 655-7 115
Cylinder #6 Injector Erratic, Intermittent, or Incorrect
0006-02 J656-2 656-2 116
(C6.6 engine only)
0006-05 Cylinder #6 Injector Current Below Normal (C6.6 engine only) J656-5 656-5 116
0006-06 Cylinder #6 Injector Current Above Normal (C6.6 engine only) J656-6 656-6 116
0006-07 Cylinder #6 Injector Not Responding Properly (C6.6 engine only) J656-7 656-7 116
0041-03 8 Volt DC Supply Voltage Above Normal J678-03 678-03 517
0041-04 8 Volt DC Supply Voltage Below Normal J678-04 678-04 517
0091-02 Throttle Position Sensor Erratic, Intermittent, or Incorrect J91-02 91-02 154
0091-03 Throttle Position Sensor Voltage Above Normal J91-03 91-03 154
0091-04 Throttle Position Sensor Voltage Below Normal J91-04 91-04 154
Throttle Position Sensor Abnormal Frequency, Pulse Width,
0091-08 J91-08 91-08 154
or Period
0100-03 Engine Oil Pressure Sensor Voltage Above Normal J100-03 100-03 157
0100-04 Engine Oil Pressure Sensor Voltage Below Normal J100-04 100-04 157
0100-10 Engine Oil Pressure Sensor Abnormal Rate of Change J100-10 100-10 157
0110-03 Engine Coolant Temperature Sensor Voltage Above Normal J110-03 110-03 168
0110-04 Engine Coolant Temperature Sensor Voltage Below Normal J110-04 110-04 168
0168-00 Electrical System Voltage High J168-00 168-00 422
0168-01 Electrical System Voltage Low J168-01 168-01 422
0168-02 Electrical System Voltage Erratic, Intermittent, or Incorrect J168-02 168-02 422
Appendices
Cat ET 3rd Party Device

CDL Code Description Flash Code
J1939 Code J1939 Code
0172-03 Intake Manifold Air Temperature Sensor Voltage Above Normal J105-03 105-03 133
0172-04 Intake Manifold Air Temperature Sensor Voltage Below Normal J105-04 105-04 133
0190-08 Engine Speed Sensor Abnormal Frequency, Pulse Width, or Period J190-08 190-08 141
0247-09 SAE J1939 Data Link Abnormal Update Rate — — 514
0247-12 SAE J1939 Data Link Failure — — 514
0253-02 Personality Module Erratic, Intermittent, or Incorrect J631-02 631-02 415
0261-11 Engine Timing Offset Fault J637-11 637-11 143
0262-03 5 Volt Sensor DC Power Supply Voltage Above Normal J1079-03 1079-03 516
0262-04 5 Volt Sensor DC Power Supply Voltage Below Normal J1079-04 1079-04 516
0268-02 Programmed Parameter Fault Erratic, Intermittent, or Incorrect J630-02 630-02 527
Secondary Engine Speed Sensor Abnormal Frequency,
0342-08 J723-08 723-08 142
Pulse Width, or Period
0526-05 Turbo Wastegate Drive Current Below Normal J1188-05 1188-05 177
0526-06 Turbo Wastegate Drive Current Above Normal J1188-06 1188-06 177
0526-07 Turbo Wastegate Drive Not Responding Properly J1188-07 1188-07 177
0774-02 Secondary Throttle Position Sensor Erratic, Intermittent, or Incorrect J29-02 29-02 155
0774-03 Secondary Throttle Position Sensor Voltage Above Normal J29-03 29-03 155
0774-04 Secondary Throttle Position Sensor Voltage Below Normal J29-04 29-04 155
Secondary Throttle Position Sensor Abnormal Frequency,
0774-08 J29-08 29-08 155
Pulse Width, or Period
1639-09 Machine Security System Module Abnormal Update Rate J1196-09 1196-09 426
Engine Operation Mode Selector Switch Erratic, Intermittent,
1743-02 J2882-02 2882-02 144
or Incorrect
1779-05 Fuel Rail #1 Pressure Valve Solenoid Current Below Normal J1347-05 1347-05 162
1779-06 Fuel Rail #1 Pressure Valve Solenoid Current Above Normal J1347-06 1347-06 162
1785-03 Intake Manifold Pressure Sensor Voltage Above Normal J102-03 102-03 197
1785-04 Intake Manifold Pressure Sensor Voltage Below Normal J102-04 102-04 197
1785-10 Intake Manifold Pressure Sensor Abnormal Rate of Change J102-10 102-10 197
1797-03 Fuel Rail Pressure Sensor Voltage Above Normal J157-03 157-03 159
1797-04 Fuel Rail Pressure Sensor Voltage Below Normal J157-04 157-04 159
1834-02 Ignition Keyswitch Loss of Signal J158-02 158-02 439
2246-06 Glow Plug Start Aid Relay Current Above Normal J676-06 676-06 199
Event Codes
E172-1 High Air Filter Restriction J107-15 107-15 151
E194-1 High Exhaust Temperature J173-15 173-15 185
E232-1 High Fuel/Water Separator Water Level J97-15 97-15 —
E360-1 Low Oil Pressure — Warning J100-17 100-17 157
E360-3 Low Oil Pressure — Shutdown J100-01 100-01 157
E361-1 High Engine Coolant Temperature — Warning J110-15 110-15 168
E361-2 High Engine Coolant Temperature — Derate J110-16 110-16 168
E361-3 High Engine Coolant Temperature — Shutdown J110-00 110-00 168
E362-1 Engine Overspeed J190-15 190-15 141
E396-1 High Fuel Rail Pressure J157-00 157-00 159
E398-1 Low Fuel Rail Pressure J157-01 157-01 159
E539-1 High Intake Manifold Air Temperature — Warning J105-15 105-15 133
E539-2 High Intake Manifold Air Temperature — Derate J105-16 105-16 133
E2143-3 Low Engine Coolant Level J111-01 111-01 169
Caterpillar.
Your Local Resource.
Worldwide.
Your Cat dealer is prepared to answer any questions you
may have about Cat Power Systems, customer support,
parts or service capability anywhere in the world. For the
name and number of the Cat dealer nearest you, visit
our website or contact Caterpillar Inc. World
Headquarters in Peoria, Illinois, U.S.A.
World Headquarters:
Caterpillar Inc.
Peoria, Illinois, U.S.A
Tel: (309) 578-6298
Fax: (309) 578-2559
Mailing Address:
Caterpillar Inc.
Industrial Power Systems
P.O. Box 610
Mossville, IL 61552
www.cat-industrial.com
E-mail: cat_power@cat.com
Materials and specifications are subject to change without notice.

Rating ranges listed include the lowest and highest available for a
specific engine or family of engines. Load factor and time at rated load
and speed will determine the best engine/rating match.
CAT, CATERPILLAR, their respective logos, ACERT, ADEM, HEUI, Pocket Tec,
“Caterpillar Yellow” and the POWER EDGE trade dress, as well as corporate and product identity
used herein, are trademarks of Caterpillar and may not be used without permission.
LEBH7120-00 (5-07) ©2007 Caterpillar

All rights reserved.

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C4.4 & C6.

electronics application &

1 Introduction and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

3.3 ECU Power Supply Circuit Resistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

8.2 Engine Software Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

1 Introduction and Purpose

1.1 Applicable Engines

1.2 Electronic Applications Contacts

Electronic Applications Team

Mark Tegerdine — Electronic Application Team Leader

1.3.1 Warning — Welding

1.3.2 Warning — Electrostatic Paint Spraying

1.3.3 Warning — Jump-Starting

2 Engine Component Overview

2.2 Sensor Details

2.2.1 Intake Manifold Pressure Sensor

2.2.2 Intake Manifold Temperature Sensor

2.2.3 Coolant Temperature Sensor

2.2.4 Fuel Rail Pressure Sensor

2.2.5 Fuel Pump Solenoid

2.2.6 Electronic Unit Injectors

2.2.7 Crankshaft Speed/Timing Sensor

The OEM has no connection to this sensor. If the OEM

2.2.8 Pump/Camshaft Speed/Timing Sensor

2.2.9 Oil Pressure Sensor

2.2.10 Wastegate Regulator

2.3 Engine Component Diagrams and Schematics

2.3.1 C6.6 Factory-Installed Wiring and Components

Electronic Unit Injectors

Oil Pressure Wastegate Regulator

2.3.2 C6.6 Engine Wire Harness Schematic

T962 BK 1 X931YL 6 INJECTOR CYLINDER 6 RETURN

T956 BK 2 X925PK 62 INJECTOR CYLINDER 6

X930 GY 7 INJECTOR CYLINDER 5 RETURN

T961 BK 3 X924 BR 63 INJECTOR CYLINDER 5

T960 BK 1 X923 OR 64 INJECTOR CYLINDER 4

T954 BK 2 X928 GN 33 INJECTOR CYLINDER 3 RETURN

X922 WH 59 INJECTOR CYLINDER 3

X921 PK 58 INJECTOR CYLINDER 2

X920 BR 57 INJECTOR CYLINDER 1

T993 BR 38 IMP RETURN

X731 BU 55 IMP SIGNAL

1 L730 OR 47 OIL PRESSURE SENSOR PWR (+5V)

2 Y947 BR 39 OIL PRESSURE SENSOR RETURN

FMP SENSOR POWER SUPPLY

COOLANT TEMPERATURE 1 995 BU 43 COOLANT TEMP SIGNAL

INTAKE MANIFOLD 1 C967 BU 42 IMT SIGNAL

TEMPERATURE SENSOR 2 L731 BR 37 TEMPERATURE SENSOR RETURN

CRANKSHAFT SPEED/ 1 996 GN 10 SPEED SENSOR POWER (+8V)

TIMING SENSOR 2 E965 BU 52 CRANK SPEED/TIME SENS SIG

P920 BR 53 PUMP /CAM SPEED SENS SIG

PUMP / CAM SPEED 1

C211 BK 19 WASTEGATE RETURN

M795 WH 17 WASTEGATE PWM SIGNAL

B 229 BK 45 BAT - (FOR COMMS ADAPTER)

DIAGNOSTIC D 944 OR 21 CDL+

CONNECTOR (9 PIN) E 945 BR 20 CDL-

NOT ALWAYS FITTED

2.3.3 C4.4 Factory-Installed Wiring and Components

Electronic Unit Injectors

Oil Pressure Wastegate Regulator

2.3.4 C4.4 Engine Wire Harness Schematic

T960 BK 1 X929BU 34 INJECTOR CYLINDER 4 RETURN